Results
2006-06-07: The FAA is adopting a new airworthiness directive (AD) for certain Fokker Model F.28 Mark 0070 and 0100 airplanes. This AD requires inspecting the main landing gear (MLG) main fitting for cracks, and repair if necessary. This AD also requires installing a placard and revising the airplane flight manual to include procedures to prohibit the application of brakes during backward movement of the airplane. This AD results from a report that an MLG main fitting failed on an airplane that was braking while moving backward. We are issuing this AD to detect and correct cracks in the MLG main fitting, which could result in reduced structural integrity of the MLG main fitting.
2019-25-20: The FAA is adopting a new airworthiness directive (AD) for all Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 382, 382B, 382E, 382F, and 382G airplanes, type certificated in any category; and Model C-130A, C-130B, C-130BL, C-130E, C-130H, C-130H-30, C-130J, C-130J-30, EC-130Q, HC-130H, KC-130H, NC-130B, NC-130, and WC- 130H airplanes, type certificated in the restricted or amateur category. This AD was prompted by a report indicating that two elevator booster assemblies experienced significant hydraulic fluid leaks, caused by fatigue cracks in the actuator cylinder. This AD requires an inspection to determine the part number of the elevator booster actuator, repetitive ultrasonic inspections of the actuator to detect cracking, and replacement of cracked elevator booster assemblies. The FAA is issuing this AD to address the unsafe condition on these products.
99-17-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Lockheed Model L-1011-385 series airplanes, that requires repetitive inspections to detect discrepancies of the lower actuator pins and/or bushings of the horizontal stabilizer, and replacement of any discrepant component with a new component. Replacement of all four actuator pins and bushings terminates the repetitive inspections. This amendment is prompted by a report indicating that a fractured lower actuator pin of the horizontal stabilizer was detected. The actions specified by this AD are intended to detect and correct discrepancies of the lower actuator pins and bushings of the horizontal stabilizer, which could result in reduced structural integrity of the horizontal stabilizer control system, and consequent reduced controllability of the airplane.
99-17-10: This amendment adopts a new airworthiness directive (AD) applicable to Schweizer Aircraft Corporation (SAC) Model 269A, 269A-1, 269B, 269C, 269C-1, and 269D helicopters. This action requires inspecting the tail rotor swashplate shaft (shaft) nut for looseness and, if loose, inspecting the shaft for proper size; subsequently inspecting the shafts not previously inspected; and replacing any undersized shaft prior to further flight. This amendment is prompted by the discovery of an undersized replacement shaft during routine maintenance. The actions specified in this AD are intended to prevent failure of the shaft and subsequent loss of control of the helicopter.
80-06-04 R1: 80-06-04 R1 MCDONNELL DOUGLAS: Amendment 39-3716 as amended by Amendment 39-4909. Applies to DC-9-10 through -40 and (Military) C-9 series aircraft, certificated in all categories, which correspond to the factory serial numbers listed in McDonnell Douglas DC-9 Service Bulletin 57-125, R4, dated June 21, 1983, (hereinafter referred to as SB 57-125, R4) except those airplanes previously modified per Option I of McDonnell Douglas DC-9 Service Bulletin 57-125, original issue, or subsequent revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tCompliance required as indicated. \n\n\tTo detect cracks and prevent failure of the main landing gear attach fittings, made from 7079-T6 materials identified with basic part (P/Ns) 5911258, 5919289, and 5924841, accomplish the following: \n\n\t(a)\tWithin the next 1,000 hours time in service or 125 calendar days, whichever comes first, after the effective date of this AD, for fittings on airplanes F/N 1 through 414 which have not been shotpeened and the spot faces have not been sealed, and unless already accomplished, inspect the fittings per Option 2, Phase I, Figure 1 of SB 57-125, R4. \n\n\t(b)\tWithin the next 3,200 hours time in service or 375 calendar days, whichever comes first, after the effective date of this AD, for airplanes F/N 415 through 655, and for airplanes F/N 1 through 414, which have been shotpeened per AD 72-02-03, but the spot faces have not been sealed, and for those which have existing approved treated crack or approved crack rework, inspect the fittings per Option 2, Phase I, Figure 1 of SB 57-125, R4. \n\n\t(c)\tWithin the next 6,400 hours time in service or 750 calendar days, whichever comes first, after the effective date of this AD, for airplanes F/N 656 through 742, and for airplanes F/N 1 through 655, with uncracked fittings which have been shotpeened per AD 72-02-03, and the spot face is sealed per McDonnell Douglas DC-9 Service Bulletin 57-101, inspect the fittings per Option 2, Phase I, Figure 1 of SB 57-125, R4. \n\n\tNOTE\t(1):\tThe Table and General Note 2 of the accomplishment instructions of SB 57-125, R4, covers the schedules of paragraphs (a), (b), (c), and (d). \n\n\tNOTE\t(2):\tThe initial and repetitive inspections per Option 2, Phase I, require only five (5) bolts to be removed. (Ref: Crack Locations 2, 9, 11, and 18, View "G-G," page 27, SB 57-125, R4.) \n\n\t(d)\tPrior to September 1, 1985, inspect the area of the MLG attach fitting under the lower inboard flange ends of the lower auxiliary spar cap end fitting (reference crack location 20) in accordance with SB 57-125, R4. Perform rework as outlined in SB 57-125, R4 (Option II; Phase I, II, or III), and repetitively inspect at intervals specified in SB 57-125 R4, page 15, until terminating action is accomplished in accordance with paragraph (j), below. \n\n\t(e)\tIf cracks are found during the inspections of paragraphs (a), (b), (c), or (d) in areas identified as Crack Locations 1, 3, 4, 6, and 19, which do not extend beyond the limits given in General Note 11 of the accomplishment instructions of SB 57-125, R4, before further flight: \n\n\t\t(1)\tReplace the fittings per Option 1 of SB 57-125, R4; or \n\n\t\t(2)\tTreat the cracks per Phases IV through VII of the accomplishment instructions in SB 57-125, R4, and reinspect the fittings per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 3,200 hours time in service or 375 calendar days, whichever occurs first. \t \n\n\t(f)\tIf cracks are found during the inspections of paragraphs (a), (b), (c), or (d) which meet any of conditions of General Note 12 of the accomplishment instructions of SB 57-125, R4, before further flight, replace the fittings per Option 1 of the service bulletin. \n\n\t(g)\tIf cracks are found during the inspections of paragraphs (a), (b), (c), or (d) in areas identified as Crack Locations 8, 11, 13, 14, and 15 which are less than 1-1/2 inches long and can be removed per the instructions on General Note 12.B of SB 57-125, R4, or cracks in areas identified as Crack Locations 5 and 12 which are less than 1-1/2 inches, or cracks in Location 17 which are less than 1/2 inch long, which can be removed per the instructions of General Note 12.D of SB 57-125, R4, before further flight: \n\n\t\t(1)\tReplace the fitting per Option 1 of SB 57-125, R4; or \n\n\t\t(2)\tRework cracks per General Notes 12.B or 12.D, as applicable, of accomplishment instructions of SB 57-125, R4, and reinspect the fitting per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 3,200 hours time in service or 375 calendar days, whichever comes first. \n\n\t(h)\tFor fittings which have been inspected per paragraphs (a), (b), (c), or (d), and which have not been modified per SB 57-125, R4, Phase II or Phase III, or by an equivalent modification: \n\n\t\t(1)\tReplace the fitting per Option 1 of SB 57-125, R4; or \n\n\t\t(2)\tIf no cracks are found, reinspect the fitting per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 3,200 hours time in service or 375 calendar days, whichever comes first; or \n\n\t\t(3)\tIf no reworked cracks exist and/or no new cracks are found, and the preventative shotpeen and anti-corrosion rework of AD 72-02-03 has been accomplished, and the spot faces have been sealed in production or per SB 57-101, reinspect the fitting per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 6,400 hours time in service or 750 calendar days, whichever comes first; or \n\n\t\t(4)\tIf no reworked cracks exist and/or no new cracks are found, accomplish the preventative modification per Option 2, Phase II of SB 57-125, R4, and reinspect the fitting per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 6,400 hours time in service or 750 calendar days, whichever comes first; or \n\n\t\t(5)\tIf no reworked cracks exist and/or no new cracks are found, accomplish the preventative modification per Option 2, Phase III of SB 57-125, R4, and reinspect the fitting per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 9,600 hours time in service or 1,125 calendar days, whichever comes first. \n\n\t(i)\tIf cracks are found in locations in the fitting other than those identified in SB 57-125, R4, before further flight, replace the fitting per Option 1 of SB 57-125, R4, or rework in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t(j)\tTerminating Action: The repetitive requirements of this AD may be discontinued upon replacement of the existing 7079-T6 fitting with a new 7075-T73 fitting in accordance with Option I of SB 57-125, original issue, or subsequent revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t(k)\tAccomplishment of any portion of the inspections, treatments, rework or modifications authorized in McDonnell Douglas DC-9 Service Bulletins 57-76, 57-86, 57-88, and 57-101 required by AD 72-02-03, and which are also outlined in SB 57-125, may be considered as equivalent to that requirement of this AD. \n\n\t(l)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\t(m)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t(n)\tUpon request of operator, an FAA maintenance inspector, subject to prior approval of the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region may adjust the initial and repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator.All persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis supersedes Amendment 39-1378 as amended by Amendments 39-1399, 39-1766, and 39-3126 (AD 72-02-03). \n\n\tAmendment 39-3716 became effective April 24, 1980. \n\n\tThis Amendment 39-4909 becomes effective October 14, 1984.
2006-06-11: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 747-100B SUD, 747-300, 747-400, and 747-400D series airplanes; and Model 747-200B series airplanes having a stretched upper deck. This AD requires repetitively inspecting for cracking or discrepancies of the fasteners in the tension ties, shear webs, and frames at body stations 1120 through 1220, and performing related investigative and corrective actions if necessary. This AD results from new reports of severed tension ties, as well as numerous reports of cracked tension ties, broken fasteners, and cracks in the frame, shear web, and shear ties adjacent to tension ties for the upper deck. We are issuing this AD to detect and correct cracking of the tension ties, shear webs, and frames of the upper deck, which could result in rapid decompression of the airplane.
99-17-01: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. This AD requires replacing all flap drive shafts with flap drive shafts of improved design, installing additional gaskets on the power drive unit, and modifying the attachment and supporting hardware. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to prevent the flap drive shafts from corroding to the point where the flexible shafts in the flap drive system rupture, which could result in the inability to utilize the flap system with reduced airplane control.
99-16-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes. This action requires repetitive inspections of the E-42 satellite communications (SATCOM) rack and fuselage (supporting) structure to detect fatigue cracking of the area surrounding the fastener holes, and to detect broken or missing fasteners; and corrective actions, if necessary. This amendment is prompted by reports indicating that fatigue cracking and broken and/or missing fasteners were found on the E-42 SATCOM equipment rack structure that attaches to the fuselage structure. The actions specified in this AD are intended to detect and repair fatigue cracking of the E-42 SATCOM rack and its supporting structure, which could result in the SATCOM equipment falling from the rack, loss of SATCOM capabilities, injury to passengers, and reduced controllability of the airplane.
79-26-03: 79-26-03 BENDIX ENERGY CONTROLS DIVISION: Amendment 39-3636. Applies to all Model No. RSA-5AD1, P/N's 2524145-8 and 2524145-9 fuel injector units. Compliance required as indicated unless previously accomplished. Compliance/rework is indicated by the letter "N" stamped on the head of the brass plug. Prior to the next twenty-five (25) hours of aircraft time in service, or within the next thirty (30) calendar days from the date of this AD, whichever occurs first, inspect the regulator stem and lock nut on the Bendix fuel injector units, Model Nos. RSA-5AD1, P/N's 2524145-8 and 2524145-9. Based upon the number of threads extending beyond the lock nut, accomplish the instructions as outlined in Bendix Service Bulletin RS-68 dated August 20, 1979 or FAA approved equivalent. (Amendment 2 dated September 6, 1979 picks up these two RSA-5AD1 units which were not included in the basic bulletin.) This amendment becomes effective December 26, 1979.
80-18-05: 80-18-05 SPERRY FLIGHT SYSTEMS, AVIONICS DIVISION: Amendment 39-3896. Applies to the STARS, (Sperry Three Axis Reference systems), Flight Director Systems installed on aircraft certified in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible erroneous presentation of glide slope information, accomplish the following: (a) Within the next 100 hours' time in service from the effective date of this AD, or within 60 days from the effective date of this AD, whichever occurs sooner, revise the circuit hook-up so that the +28V bias voltage into receptacle J1-b, on the Sperry HSI RD 044 (P/N 2592920-44), RD 444 (P/N 2592920-444) is moved from the +28V dc source, (usually the Flight Director Circuit Breaker), to the +28V dc circuit breaker supplying the glide slope receiver. NOTE: Sperry Flight Systems Division, Maintenance Manual for STARS Flight Director Instrument System, Pub. No. 15-3321-01 dated 30 November 1969, revised 20 February 1980, shows proper connections. NOTE: Sperry Flight Systems Technical Newsletter 23-1979-02, Revision 1, dated March 20, 1979, and Revision 2 dated July 11, 1980 refer to this subject. Revision 2 was published to correct typographical error in Revision 1 issue date. The technical content is not changed. NOTE: Beech Aircraft Corporation letter 900 380-281 dated 19 March 1980 refers to STARS installation in Beech Model 90, 100 and 200 aircraft. (b) 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 modifications required by this AD. (c) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective September 29, 1980.
2006-06-10: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747- 300, 747-400, 747-400D, and 747SR series airplanes. This AD requires a one-time inspection to determine whether any steel doubler (small or large) is installed at the lower forward and upper aft corners of the fuselage cutout at main entry doors (MEDs) number 3. Depending on the results of this inspection, this AD also requires repetitive inspections for cracks of the skin, bearstrap, and small steel doubler (if installed) at the applicable corner or corners of the fuselage cutouts, and related investigative/corrective actions if necessary. This AD also provides the optional terminating action for the repetitive inspections of installing a large steel doubler at the affected corners. This AD results from reports of cracks in the skin and bearstrap at the upper aft corner and at the lower forward corner of the fuselage cutout at MEDs number 3. Weare issuing this AD to detect and correct cracks in the skin, bearstrap, and small steel doubler (if installed), which could propagate and result in rapid decompression of the airplane.
2012-01-01: We are adopting a new airworthiness directive (AD) for various aircraft equipped with Rotax Aircraft Engines 912 A series engine. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as a deviation in the manufacturing process of certain part number 888164 crankshafts that may cause cracks on the surface of the crankshaft on the power take off side, which could lead to failure of the crankshaft support bearing and possibly result in an in-flight engine shutdown and forced landing. We are issuing this AD to require actions to address the unsafe condition on these products.
2003-06-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A series airplanes, that requires modifying the structure of the air recirculation fan support, and replacing the air recirculation fans with two upgraded air recirculation fans; or replacing the air recirculation fans with two new air recirculation fans with brushless motors. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent incidents of smoke or a burning smell in the cabin during flight, caused by incorrect brush insulation in the motors of the air recirculation fans that provide air to the flight compartment and the passenger compartment.
99-16-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Bombardier Model CL-215-1A10 and CL-215-6B11 series airplanes, that currently requires repetitive inspections to detect cracking on certain wing to fuselage frame-angles, and repair, if necessary. This amendment would continue to require the same inspections. This amendment is prompted by an adverse comment received in response to the existing amendment. The actions specified by this AD are intended to detect and correct cracking in the wing to fuselage frame-angles, which could result in reduced structural integrity of the airframe.
80-11-04: 80-11-04 CESSNA: Amendment 39-3782. Applies to the following models and serial number airplanes certificated in all categories: \n\n\nModels\n\n\nSerial Numbers \n150F\n15061533\nthrough\n15064532\n150G\n15064533\nthrough\n15067198\n150H\n15067199\nthrough\n15069308\n150J\n15069309\nthrough\n15071128\n150K\n15071129\nthrough\n15072003\n150L\n15072004\nthrough\n15075781\n150M\n15075782\nthrough\n15079405 \nA150K\nA1500001\nthrough\nA1500226 \nA150L\nA1500227\nthrough\nA1500523 \nA150M\nA1500524\nthrough\nA1500734 \n152\n15279406\nthrough\n15284541\nA152\nA1520735\nthrough\nA1520943 \nF150F\nF150-0001\nthrough\nF150-0067\nF150G\nF150-0068\nthrough\nF150-0219 \nF150H\nF150-0220\nthrough\nF150-0389 \nF150J\nF150-0390\nthrough\nF150-0529 \nF150K\nF15000530\nthrough\nF15000658 \nF150L\nF15000659\nthrough\nF15001143 \nF150M\nF15001144\nthrough\nF15001428 \nFA150K\nFA15000O1\nthrough\nFA1500081 \nFA150L\nFA1500082 \nthrough \nFA1500120 \nFRA150L\nFRA1500121\nthrough \nFRA1500261\nFRA150MFRA1500262\nthrough\nFRA1500336\nF152\nF15201429 \nthrough \nF15201803 \nFA152\nFA1520337 \nthrough \nFA1520372 \n\n\tCOMPLIANCE: Required as indicated unless already accomplished. \n\n\tTo detect cracked NAS 1068A4 nutplates which, if allowed to go undetected, could result in separation of the vertical or vertical and horizontal tail assembly from the airplane, within 100 hours time-in-service after the effective date of this AD, and every 100 hours time-in-service thereafter, accomplish the following: \n\n\tA)\tUsing a suitable light and mirror visually inspect the eight NAS 1068A4 nutplates installed on the Part Number 0432004-9 vertical fin aft attach bracket for cracks in the threaded part (nut body) and/or base of the nutplate and replace any cracked nutplates prior to further flight. \n\n\tB)\tCompliance with this AD is no longer required if the NAS 10684A nutplates are replaced with AN365-428, MS20365-428, MS2l042L4 or MS21044N4 nuts. \n\n\tC)\tAny equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Program, Room 238, Terminal Building 2299, Mid-Continent Airport, Wichita, Kansas 67209. \n\n\tNOTE: Cessna Single Engine Service Information Letter SE79-49, Revision # 1, dated April 28, 1980, pertains to the subject. \n\n\tThe AD supersedes AD 78-07-10, Amendment 39-3174 (43 FR 14958, 14959). \n\n\tThis Amendment 39-3782 becomes effective June 2, 1980.
97-09-02 R2: This amendment revises an existing airworthiness directive (AD) that is applicable to CFMI CFM56-5C series turbofan engines. That AD currently establishes new life limits for certain low pressure turbine rotor (LPTR) stage 3 disks and certain high pressure turbine rotor (HPTR) disks. This action removes the LPTR stage 3 disks and the HPTR disks from the parts listed with lowered life limits in the existing AD. This amendment is prompted by the results of an extensive life management program completed by the manufacturer, which no longer requires lower life limits for the LPTR stage 3 disks and HPTR disks listed in the existing AD. The actions specified in this AD are intended to prevent low-cycle-fatigue (LCF) failure of certain HPTR front shafts, HPTR front air seals, and booster spools, which could result in an uncontained engine failure and damage to the airplane.
2011-25-07: We are adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model 4101 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) originated 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 door failure mode has been reported by an operator. Investigation has shown that the passenger/crew entry door pin- guide plates can fail prior to the expected fatigue life. A metallurgical examination of the failed component (lower guide plate) concluded that the occurred failure was due to exfoliation corrosion. The current inspection regime is not adequate to identify early stages of this corrosion. This condition, if not corrected, can lead to the sudden depressurisation of the aeroplane and consequently may injure the occupants. * * * * * We are issuing this AD to require actions to correct the unsafecondition on these products.
99-15-14: This amendment adopts a new airworthiness directive (AD), applicable to Sikorsky Aircraft-manufactured Model CH-54B helicopters, that requires initial and recurring inspections and rework or replacement, if necessary, of the second stage lower planetary plate (plate). This amendment is prompted by two reports of cracked plates that have been found during overhaul and inspections. The actions specified by this AD are intended to prevent failure of the main gearbox plate due to fatigue cracking, which could lead to failure of the main gearbox and subsequent loss of control of the helicopter.
78-25-09: 78-25-09 MCDONNELL DOUGLAS: Amendment 39-3372. Applies to DC-10-10, -10F, -30, -30F, and -40 airplanes certificated in all categories which have Universal Oil Products Company Model 900-400-C3C seats through Serial No. 3860, installed. \n\n\tCompliance required within the next 30 days after the effective date of this AD, unless already accomplished. \n\n\tTo assure that the seatback tray table retention clip cannot be rotated to a position in which it prevents automatic deployment of oxygen masks during depressurization, accomplish the following: \n\n\t(a)\tModify the Universal Oil Products Company Model 900-400-C3C seat through Serial No. 3860, in accordance with Universal Oil Products Service Bulletin No. 25-494, original issue dated September 18, 1978. \n\n\t(b)\tEquivalent modification may be used when approved by the Chief, Aircraft Engineering Division, FAA, Western Region. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanesto a base for the accomplishment of the modifications required by this AD. \n\n\tThis amendment becomes effective December 22, 1978.
2006-06-08: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) Model CF6-80C2D1F turbofan engines. This AD requires modifying the latching system of the fan reverser. This AD results from 13 reports of released thrust reverser hardware. We are issuing this AD to prevent release of the thrust reverser cascade on landing, which could result in runway debris and a possible hazard to other aircraft.
79-06-05: 79-06-05 DETROIT DIESEL ALLISON: Amendment 39-3436. Applies to Model 250-C28B and 250-C30 engines with overspeed controls DDA P/N's 6895582 and 6894611 respectively, installed in but not limited to Bell 206L-1 and Sikorsky S-76 rotorcraft certificated in all categories. Compliance required as indicated, unless previously accomplished. To preclude possible engine power loss resulting from moisture in the overspeed control system, accomplish the following: (A) Before further flight, accomplish the following: (1) Pull the N2 overspeed circuit breaker and secure by wrapping with tape, or placing a Ty-Wrap around the breaker stem. (2) Install placard which states "Eng Ovsp Circuit Deactivated" in 3/16" or larger letters adjacent to N2 overspeed circuit breaker on Bell Model 206L-1 rotorcraft. On Sikorsky Model S-76 rotorcraft, install the placard on the panel which contains the N2 circuit breaker and on the panel which contains the N2 overspeed circuit test switch. The engine overspeed test outlined in the RFM will no longer function with the circuit breaker deactivated. (B) Not later than September 1, 1979, replace the affected engine overspeed controls with new engine overspeed controls DDA P/N's 23001750 for 250-C28 series engines and 23001751 for 250-C30 engines, unless previously accomplished. Concurrent with the accomplishment of this replacement, reactivate the N2 overspeed control by engaging the N2 overspeed circuit breaker and removing the placard "Eng Ovsp Circuit Deactivated." (Commercial Engine Bulletins CEB 73-2009 for the 250-C28 series engines and CEB 73-3006 for the 250-C30 engines also pertain to this subject.) This amendment becomes effective March 26, 1979.
63-16-04: 63-16-04 GENERAL DYNAMICS: Amdt. 594 Part 507 Federal Register July 26, 1963. Applies to All Model 22 Aircraft. Compliance required as indicated. Cracks have been found in foreflaps P/N 22-18600-5/-807. Therefore, accomplish the following on all foreflaps P/N 22-18600-5/-807, which have not been modified in accordance with Section B(1)(a) or B(1)(b) of General Dynamics Service Bulletin No. 27-65: (a) Within the next 400 hours' time in service after the effective date of this AD unless already accomplished within the last 400 hours' time in service: (1) Conduct a close visual inspection for cracks in the external clips and entire skin area of the outboard foreflaps P/N 22-18600-5/-807. A dye penetrant or equivalent inspection process shall be used to verify suspected cracks. Any parts found cracked shall be replaced with uncracked parts before further flight. (2) Remove and disassemble the outboard foreflaps P/N 22-18600-5/-807, and conduct a close visual inspection for cracks in the interior clips. X-ray inspection may be used to inspect those interior clips not visible after disassembly. A dye penetrant or equivalent inspection process shall be used to verify suspected cracks. Any parts found cracked shall be replaced with uncracked parts before further flight. (b) Within 500 hours' time in service after conducting the inspection specified in (a), repeat the inspection specified in (a) (1). Any parts found cracked shall be replaced with satisfactory parts before further flight. (c) Within 500 hours' time in service after conducting the inspection specified in (b), the outboard foreflaps, P/N 22-18600-5/-807, shall be replaced with foreflaps modified in accordance with Section B(1)(a) or B(1)(b) of General Dynamics Bulletin No. 27-65. (General Dynamics Service Bulletin No. 27-65 covers this same subject.) This directive effective August 27, 1963.
99-15-10: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 777 series airplanes. This action requires replacement of a certain engine-driven pump (EDP) supply shutoff valve, which is located in the aft strut fairing, with a new shutoff valve. This amendment is prompted by reports of failure of the shutoff valve due to corrosion in the direct current motor in the shutoff valve. The actions specified in this AD are intended to prevent failure of an EDP supply shutoff valve. Such failure, in the event of an engine fire, could result in an uncontrolled fire in the engine compartment.
84-10-02: 84-10-02 SIKORSKY AIRCRAFT: Amendment 39-4802. Applies to Model S-76A series helicopters certificated in all categories. To prevent operation with a cracked main rotor spar, accomplish the following: Applies to main rotor blades, Part Number (P/N) 76150-09000 or 76150-09100, with more than 600 hours time in service. Compliance required within the next 25 hours time in service after the effective date of this AD, unless previously accomplished and thereafter at intervals not to exceed 500 hours time in service. (a) Inspect the main rotor blade spar for cracks in accordance with the Sikorsky S-76 Composite Materials Manual, SA-4047-76-5, paragraph 2-7 or 2-7A. (b) If a spar crack is found, replace the main rotor blade with a new or serviceable component before further flight. (c) Paragraphs 2-7 and 2-7A of the Sikorsky S-76 Composite Materials Manual, that are specified in paragraph (a) of this AD, are incorporated herein and made a part hereof pursuantto 5 U.S.C. 552(a)(1). All persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Sikorsky Aircraft, Division of United Technologies Corporation, North Main Street, Stratford, Connecticut 06602. These documents may also be examined at the FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, and at the Office of the Regional Counsel, FAA, Southwest Region, Fort Worth, Texas. (d) Upon request from the operator, an FAA maintenance inspector may adjust the repetitive inspection interval in this AD if the request contains data to justify the increase and provided the Manager, Boston Aircraft Certification Office, FAA, New England Region, approves the increase. This amendment supersedes Amendment 39-4019 (46 FR 3498), AD 80-23-51, that was effective January 15, 1981, for all persons except those to whom it was made effective by telegram dated November 7, 1980.This amendment becomes effective June 18, 1984.
2006-06-04: The FAA is superseding an existing airworthiness directive (AD), which applies to certain McDonnell Douglas Model DC-9-10, -20, - 30, -40 and -50 series airplanes, and Model DC-9-81 (MD-81), and DC-9- 82 (MD-82) airplanes. That AD currently requires installing a water drain system for the slant pressure panels in the left and right wheel wells of the main landing gear (MLG). This new AD also requires inspecting the seal assemblies of the overwing emergency exit doors for defects and constant gap; replacing defective door seals; performing repetitive operational checks of the water drain system auto drain valve and corrective actions if necessary; and, for certain airplanes, modifying the insulation blankets on the slant pressure panels in the left and right MLG wheel wells. This AD results from reports of water runoff from the slant pressure panels in the left and right MLG wheel wells, which subsequently froze on the lateral control mixer and control cable assemblies. We areissuing this AD to prevent ice from forming on the lateral control mixer and control cable assemblies, which could reduce controllability of the airplane.