Results
2009-20-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: A stub axle failure of the main landing gear on a Dornier 228- 200 aeroplane was reported to RUAG Aerospace. Investigations revealed that the fracture of the axle--manufacturer Part Number (P/ N) A-511000B28B was due to fatigue. Already in the year 1993 two failures of P/N A-511000B28B axles occurred. Those events led in 1994 the Luftfahrt-Bundesamt--Germany's National Aviation Authority--to publish Airworthiness Directive (AD) D-1994-042 to mandate the replacement of A-511000B28B axles by improved-design axle with P/N A-511000C28B (Dornier Luftfahrt GmbH Service bulletin 228-214). It is believed that a misinterpretation of the Dornier 228 repair/maintenance documentation caused inadvertent installation of A-511000B28B axle on the accident aeroplane's main landing gear with P/N A-511000C00F. This configuration was not approved for installation and was therefore not addressed by LBA AD D-1994-042 or Dornier SB-228-214. The actions specified in this Airworthiness Directive are intended to prevent main landing gear failure, which could result in loss of control of the aeroplane during landing operations. We are issuing this AD to require actions to correct the unsafe condition on these products.
2009-24-17: We are issuing a new airworthiness directive (AD) for certain Boeing Model 747-100, 747-100B, 747-200B, 747-200C, 747-200F, and 747SR series airplanes. This AD requires a one-time general visual inspection for missing fasteners in certain stringer-to-stringer clip joints at the station (STA) 760 through STA 940 frames, and related investigative and corrective actions if necessary. This AD results from a report of broken and cracked frame shear ties, cracks on the frame doubler and frame web, and missing fasteners in the stringer (S) -10L stringer-to- stringer clip joint at the STA 820 frame. We are issuing this AD to detect and correct missing fasteners in the stringer-to-stringer clip joints, which could result in shear tie and skin cracks and rapid in- flight decompression of the airplane.
90-12-02: 90-12-02 BOEING: Amendment 39-6620. Docket No. 90-NM-82-AD. \n\n\tApplicability: Model 767 series airplanes, equipped with Hamilton Standard 8th stage bleed pneumatic system check valve, part number 773856, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\tTo prevent engine or pneumatic system damage caused by the failure of the pneumatic system 8th stage check valve, accomplish the following: \n\n\tA.\tWithin the next 500 hours time-in-service after March 19, 1990 (the effective date of Amendment 39-6509), or prior to the accumulation of 1,200 hours time-in-service on the valve, or within 30 days after the effective date of this AD, whichever occurs later, perform the inspections of the 8th stage bleed pneumatic system check valve specified in Hamilton Standard Service Bulletin 36-2078, dated March 1, 1989, or Revision 1, dated August 15, 1989. Prior to further flight, repair or replace any check valves which do not pass allthe required inspections. Thereafter, inspect the check valve poppet at intervals not to exceed 1,200 hours time-in-service, in accordance with Hamilton Standard Service Bulletin 36-2078, Revision 1, dated August 15, 1989. \n\n\tB.\tUsed check valves must be inspected and repaired, if necessary, in accordance with Hamilton Standard Service Bulletin 36-2078, dated March 1, 1989, or Revision 1, dated August 15, 1989, prior to installation in any Model 767 series airplane. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may by used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124, or Hamilton Standard, Division of United Technologies Corporation, Bradley Field Road, Windsor Locks, Connecticut 06096. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal South, Seattle, Washington. \n\n\tThis AD supersedes AD 90-04-10, Amendment 39-6509 which superseded AD 87-12-07 (Amendment 39-5646), and AD 86-06-01 (Amendment 39-5257). \n\tThis amendment (39-6620, AD 90-12-02) becomes effective on June 18, 1990.
2009-20-01: We are adopting a new airworthiness directive (AD) for certain Boeing Model 727-281 airplanes. This AD requires deactivation of Rogerson Aircraft Corporation auxiliary fuel tanks. This AD results from fuel system reviews conducted by the manufacturer, which identified potential unsafe conditions but has not provided associated corrective actions. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
92-19-05: 92-19-05 BOEING: Amendment 39-8363. Docket No. 92-NM-78-AD. \n\n\tApplicability: Model 757 airplanes equipped with Pratt and Whitney PW2000 series engines; as listed in Boeing Alert Service Bulletin 757-78A0029, dated February 28, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously.\n \n\tTo prevent in-flight deployment of one thrust reverser sleeve on one engine, which could result in reduced controllability of the airplane, accomplish the following: \n\n\t(a)\tWithin 180 days after the effective date of this AD, rework the flow control tee assembly in the deploy lines on both engine struts, by removal of the poppet valves; install a restrictor check valve in the stow and deploy lines on each thrust reverser sleeve; and perform a functional test of the thrust reverser system; in accordance with Boeing Alert Service Bulletin 757-78A0029, dated February 28, 1992. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(d)\tThe modification shall be done in accordance with Boeing Alert Service Bulletin 757-78A0029, dated February 28, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC 20001. \n\n\t(e)\tThis amendment becomes effective on November 17, 1992.
90-11-08: 90-11-08 BOEING: Amendment 39-6609. Docket No. 89-NM-189-AD. \n\n\tApplicability: Model 747-200 and 747-300 series airplanes, listed in Boeing Alert Service Bulletin 747-57A2247, Revision 3, dated June 22, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fuel or fuel vapors from entering the forward cargo compartment, accomplish the following: \n\n\tA.\tWithin the next 50 flight hours after the effective date of this AD, unless previously accomplished within the last 350 flight hours, and thereafter at intervals not to exceed 400 flight hours, conduct a visual inspection for fuel leaks at the forward side of the forward wall of the center wing fuel tank (body station 1000 pressure bulkhead) between fuselage stringers S- 37 and S-39, left and right side of the airplane, with specific attention to the bathtub fittings at fuselage stringer S-38 (Body Buttline 78.5, left and right). \n\n\t\t1.\tIf fuel leakage or fuel staining is detected, prior to further flight, accomplish the drag splice fitting modification in accordance with paragraph B., below.\n \n\t\t2.\tIf no sign of fuel leakage is found, but the sealant around the nut is cracked or damaged, within the next 400 flight hours, accomplish the drag splice fitting modification in accordance with paragraph B., below. \n\n\tB.\tWithin the next 36 months after the effective date of this AD, install the bolt head retention caps, replace the H-11 steel drag splice fitting bolts with Inconel 718 bolts, and reseal the drag splice fitting, in accordance with Boeing Alert Service Bulletin 747-57A2247, Revision 3, dated June 22, 1989. Accomplishment of these actions constitutes terminating action for the repetitive inspections required by paragraph A., above. \n\n\tC.\tWithin the next 36 months after the effective date of this AD, inspect the center wing fuel tank front spar and upper surface secondary fuel barrier for proper application, in accordance with Boeing Alert Service Bulletin 747-57A2247, Revision 3, dated June 22, 1989. If improper fuel barrier application is detected, repair prior to further flight, in accordance with the service bulletin. \n\n\tD.\tWithin 30 days after accomplishing the inspection required by paragraph C., above, submit a report of the complete description of findings of the inspections from which it is determined that the secondary fuel barrier is not properly applied to: Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168; rapid fax: (206) 431-1913; telex 756366. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concuror comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment supersedes Amendment 39-5939, AD 88-11-11, which superseded telegraphic AD T88-08-51. \n\tThis amendment (39-6609, AD 90-11-08) becomes effective on July 2, 1990.
78-22-10: 78-22-10 AIRESEARCH MANUFACTURING COMPANY of ARIZONA: Amendment 39-3335. Applies to AiResearch Model TFE 731 - 2, - 3 and - 3R engines of the serial numbers listed certificated in all categories, equipped with low pressure rotor thrust ball bearings (number three bearings), Part No. 358736-2, manufactured by SNFA Bearing Corporation. This AD applies to the following listed engine serial numbers: ENGINE SERIAL NUMBERS 74606 77239 73431 73430 73433 74609 77240 80193 84121 74614 74604 74590 74615 74618 78227 77238 77241 73432 75294 77245 74591 74602 84123 84122 77243 84111 74587 76113 84120 78229 74605 75282 74616 75286 78226 74603 75279 74617 76112 77247 74589 75281 75285 77244 74620 75191 74419 77246 74101C 73299 74619 78151 73215 74624 73221 75175 74623 78129 75178 73111 74224 74508 75280 73209 Compliance required as indicated. To prevent failure of the lowpressure rotor thrust ball bearing which could result in an immediate inflight shutdown of the engine, accomplish the following unless already accomplished. (a) Before further flight after receipt of this AD, remove from the engine and visually inspect the inner face of both halves of the split inner race of the low pressure rotor thrust ball bearing (number three bearing), Part No. 358736-2, to determine the presence of the six radial oil lubrication grooves. (1) If the inner face halves of the bearing inner race do not have a total of six radial oil lubrication grooves, the bearing should be removed and replaced with a conforming part which does have the six oil lubrication grooves in the inner face halves of the split inner race. NOTE: There is an optional method of manufacturing raceway oil slots in low pressure rotor thrust ball bearing, Part Number 358736-2. Three raceway oil slots may be machined into each inner face of both halves of the split inner race or six raceway oil slots may be machined into the inner face of the forward inner race. Both options are acceptable. NOTE: Bearings found to be improperly manufactured should be returned to the AiResearch Manufacturing Company of Arizona. (2) If the bearing inner race halves do have the six radial oil lubrication grooves, the bearing may be reassembled, reinstalled and returned to service provided it is found to be otherwise serviceable. (b) Special flight permits may be issued per FAR 21.197 and 21.199 to authorize operation of aircraft to a base where this inspection required by this AD may be performed provided that there is not more than one affected serial numbered engine listed in this AD installed on the aircraft. (c) Equivalent inspection procedures and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment is effective November 13, 1978 and was effective upon receipt for all recipients of the priority mail letter dated September 22, 1978, which contained this amendment.
2021-22-09: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AW189 helicopters. This AD was prompted by a report that a number of fairleads that support the engine combustion chamber D1 drain hose showed evidence of heat damage. This AD requires modifying the helicopter by installing a certain engine combustion chamber D1 drain assembly, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
90-17-03: 90-17-03 ENSTROM HELICOPTER CORPORATION: Amendment 39-6686. Docket No. 83-ASW-39. \n\tApplicability: All Enstrom Model F-28A, F-28C, F-28C-2, 280, and 280C series helicopters; to Model F-28F series helicopters with serial numbers (S/N's) 506, 507, 509, 510, 511, 512, 513, 514, 515, 517, 527, 700, 701, 702, and 704; and to Enstrom Model 280F series helicopter with S/N's 1212 and 1500. \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo prevent tail rotor drive shaft coupling failure that could result in loss of directional control and possible loss of the helicopter, accomplish the following: \n\n\t(a)\t Within 5 hours' time in service after the effective date of this AD, determine if splined tail rotor drive shaft couplings, P/N 28-13009-1, are installed. Enter the part number of the tail rotor drive shaft couplings that are installed, the number of hours time in service, and the date in the log book. \n\n\tNOTE: There are two tail rotor drive shaft couplings for each aircraft and there are two coupling designs approved for use on Enstrom helicopters: (1) the splined coupling, P/N 28-13609-1, and, (2) the 7-plate flex pack coupling (Dana Corp. Element No. A005-1992). \n\n\t(b)\tFor splined couplings found to have P/N 28-13609-1-- \n\n\t\t(1)\tBefore further flight, remove from service and replace with an airworthy coupling any splined coupling which has 1200 or more hours' time in service; \n\n\t\t(2)\tBefore further flight, disassemble the tail rotor drive shaft couplings with less than 1200 hours' time in service and accomplish the following: \n\n\t\t\t(i)\tVisually and dimensionally inspect for wear and proper tooth contact in accordance with Figure 1. Measure the height of the spline crown shown in Figure 2 at the center with a steel scale (having graduations of 1/100 inch) and a 10 power glass. Replace with airworthy parts any couplings that have a center crown height of less than 0.015 inch. \n\n\t\t\t(ii)\tTest both the male and female portions of the coupling for material hardness. Test the male portion on the inner circular face as shown in Figure 3. Test the end of the stud of the female portion as shown in Figure 4. Use three readings and average the readings. Replace with airworthy parts any couplings which have average readings below 25 on the Rockwell "C" scale. \n\n\t\t\t(iii)\tMagnetic particle inspect both portions of those couplings that have been installed on aircraft having a history of crash damage. Replace any couplings found to be cracked with airworthy parts. \n\n\t\t\t(iv)\tLubricate and reassemble couplings which meet the requirements of this paragraph before return to service. \n\n\tNOTE: Enstrom Service Directive Bulletin 0065, Revision A, dated June 1, 1984, and the Maintenance Manual/Maintenance Manual Supplement for the respective models pertain to these procedures. \n\n\t\t(3)\tAt intervals not to exceed 100 hours' time in service after the initial inspection of paragraph (b)(2), partially disassemble the forward and aft tail rotor drive shaft couplings, P/N 28-13609-1. Repack the couplings with LE3752, Andok-B, Shell-14, Shell-16, or any grease meeting MIL-G-18709, prior to return to service; \n\n\tNOTE: Enstrom Maintenance Manual, pages MM 3-5, MM 3-6, and MM 3-7 pertain to this procedure. \n\n\t\t(4)\tWithin 600 hours' time in service or at the next annual inspection, whichever occurs first after the initial inspections of paragraph (b)(2), and thereafter at each annual inspection, inspect and lubricate the forward and aft tail rotor drive shaft couplings in accordance with paragraphs (b)(2)(i) and (b)(2)(iv) of this AD; and \n\n\t\t(5)\tBefore reaching 1200 hours' time in service, replace with airworthy parts all couplings with P/N 28-13609-1. \n\n\t(c)\tRotorcraft that have Enstrom 7-plate flex pack couplings, P/N 28-01041-1, are exempt from the requirements of paragraph (b) of this AD. \n\n\t(d)\tAn alternate method of compliance, which provides an equivalent level of safety, may be usedwhen approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Room 232, Des Plaines, Illinois 60018. \n\n\t(e)\tIn accordance with Sections 21.197 and 21.199, flight is permitted to a base where the maintenance required by this AD may be accomplished. \n\n\tThis amendment supersedes AD 83-18-04, Amendment 39-4721. \n\n\tThis amendment (39-6686, AD 90-17-03) becomes effective on September 7, 1990. \n\nAD 90-17-03 \n\n\n\n\n\t\t\tFigure 1. Checking inner spline wear on coupling. \n\n\tNOTE:\tTooth wear is measured by placing a 6 inch steel rule parallel to the crown at the top edge of the driven side. A piece of .125 x .010 inch shim stock is then placed between the tooth and the rule, and pressing the rule against the tooth, check if the shim can be removed. If the shim slips out, the coupling is to be rejected and replaced with an airworthy component.
90-01-09: 90-01-09 BOEING: Amendment 39-6463. Docket No. 89-NM-76-AD. \n\tApplicability: All Model 767 series airplanes, certificated in any category, equipped with Allied Signal 8th stage bleed system check valve, part number 3202164-2 or -4. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent engine shutdown or damage, and/or pneumatic system damage, accomplish the following: \n\n\tA. Within the next 250 hours time-in-service after the effective date of this AD, or prior to accumulating 600 hours total time-in-service on the valve, whichever occurs later, perform the inspections of the check valve in accordance with Boeing Alert Service Bulletin 767-36A0030, dated April 27, 1989. Prior to further flight, repair or replace check valves which do not pass all required inspections. \n\n\tB. Used check valves must be inspected and repaired, if necessary, in accordance with Boeing Alert Service Bulletin 767-36A0030 dated April 27, 1989, prior to installation in any Model 767 series airplane. \n\n\tC. Installation of a P/N 320544-1 valve in lieu of a P/N 3202164-2 or -4 valve constitutes terminating action for the inspection required by this AD. \n\n\tD. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tE. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspections required by this AD. All persons affected by this directive who have not already received copies of the appropriate service bulletins cited herein may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6463, AD 90-01-09) becomes effective on February 12, 1990.