Results
2010-23-28: We are superseding an existing 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: During a SOCATA flight test, it was noted some difficulties for the pilot to release oxygen. After investigation it was found that, due to the design of the oxygen generator release pin, one of the mask's lanyard linked to the pin could be jammed when it is pulled by a pilot or a passenger. This condition, if not corrected, would lead, in case of an emergency procedure due to decompression, to a risk of generator fault with subsequent lack of oxygen on crew and/or passenger. We are issuing this AD to require actions to correct the unsafe condition on these products.
2021-10-06: The FAA is adopting a new airworthiness directive (AD) for certain CFM International, S.A. (CFM) LEAP-1B model turbofan engines. This AD was prompted by multiple reports of pressure sub-system (PSS) unit faults due to pressure transducer corrosion following extended storage periods. For an engine in service, this AD requires checks for engine maintenance messages related to the pressure transducer and, depending on the results of the check, replacement of the PSS unit before further flight. The AD requires this repetitive check for faults prior to each flight until the PSS has accumulated at least 15 hours of electrical power. For an engine not in service, this AD requires applying electrical power to the PSS unit before further flight. The FAA is issuing this AD to address the unsafe condition on these products.
80-08-02: 80-08-02 BOEING: Amendment 39-3738. Applies to all Model 747 series airplanes certificated in all categories equipped with General Electric CF6 or Pratt and Whitney JT9D-3, - 7, engines. Compliance required within 300 landings after the effective date of this AD unless already accomplished. Inspect diagonal braces as follows: \n\n\tA.\tMeasure the outboard engine strut diagonal brace forward clevis root area wall thickness. If root wall thickness is 0.350 inch or greater, no further action is required. If the wall thickness is less than 0.350 inch, penetrant inspect the area for cracks, in accordance with Boeing Service Bulletin 747-54-2070. If cracks are found, prior to further flight replace brace or rework in accordance with paragraph B of this AD. \n\n\tB.\tParts cracked within the limits of paragraph III of Boeing Service Bulletin 747-54- 2070 may be reworked as noted therein. Parts with cracks exceeding these limits must be replaced or reworked in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region.\n\n\tC.\tUpon request of the operator, an FAA Principal Maintenance Inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region may adjust the compliance times if the request contains substantiating data to justify the increase for that operator. \n\n\tD.\tThis AD may be amended in the future to require a repeat inspection interval or terminating action.\n \n\tE.\tAircraft may be ferried to a base for maintenance in accordance with Section 21.197 and 21.199 of the Federal Aviation Regulations. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective April 17, 1980.
78-20-07: 78-20-07 BELL: Amendment 39-3303. Applies to Bell Models 204B and 205A-1 helicopters equipped with fittings, P/N 204-012-102-5, and model 212 helicopters equipped with fittings, P/N 212-010-103-5, certificated in all categories. Compliance required as indicated. To prevent possible failure of a fitting as a result of a crack in the thrust shoulder radius, accomplish the following: (a) Remove main rotor inboard strap fittings with 1,100 or more hours total time in service on the effective date of this airworthiness directive (AD) within 100 hours time in service. (b) Remove main rotor inboard strap fittings with less than 1,100 hours total time in service on the effective date of this AD, prior to attaining 1200 hours' total time in service. (c) The retirement time of the fittings P/N 204-012-102-5 and 212-010-103-5 is reduced from 3,000 to 1,200 hours time in service. This amendment is effective October 25, 1978.
2004-04-06: The FAA is adopting a new airworthiness directive (AD) for certain General Electric Company (GE) CT58-100-2, CT58-140-1, -140-2, and T58-GE-1, -3, -5, -8E, -8F, -10, -100, and -402 turboshaft engines. This AD requires the removal from service of certain fuel flow divider assemblies. This AD results from a report that a certain population of flow divider end caps could crack and cause large volumes of fuel leakage. We are issuing this AD to prevent fuel leakage from the fuel flow divider assembly, which could cause an engine fire, leading to an in-flight engine shutdown and forced landing.
2021-09-08: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-8 and 737-9 airplanes. This AD was prompted by manufacturing design changes to certain metallic support panel assemblies installed in the flight deck, which resulted in insufficient electrical bonding of the panels and consequent insufficient electrical grounding of installed equipment. This AD requires modification of the electrical bonding of these assemblies to provide sufficient electrical grounding for equipment installed in the flight deck. The FAA is issuing this AD to address the unsafe condition on these products.
2010-24-04: This amendment supersedes an existing airworthiness directive (AD) for Sikorsky Model S-92A helicopters that currently requires cleaning and inspecting each main gearbox (MGB) assembly mounting foot pad and rib for a crack and corrosion. If you do not find a crack, the AD requires applying a corrosion preventive compound. If you find a crack, the AD requires replacing the MGB before further flight. If you find corrosion, bubbled paint, or paint discoloration, the AD requires you to repair the MGB before further flight. This amendment retains the current requirements and expands the applicability to include another part-numbered MGB assembly and MGB housing. This amendment is prompted by the need to expand the applicability to include another MGB assembly and MGB housing that is prone to the same cracks and corrosion as the MGB listed in the current AD. The actions specified by this AD are intended to prevent the loss of the MGB and subsequent loss of control of the helicopter.
2004-03-34: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes, that requires replacing existing screw, nut, and washers that attach the latch cable assembly to the latch block assembly of the door mounted escape slides, with new, improved screw, nut, and washers. This action is necessary to prevent the latch cable assembly from disconnecting from the latch block assembly of the door mounted escape slide, which could result in an escape slide not deploying in an emergency situation. This action is intended to address the identified unsafe condition.
2004-03-35: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model Beech 400A and 400T series airplanes, that requires an inspection to determine the part number of the A194 roll trim printed circuit board (PCB), and replacement of certain PCBs with improved parts. This action is necessary to prevent intermittent sticking of the relays on the PCB in either the open or closed position, which could result in an out-of-trim condition that could require using considerable control wheel force to keep the wings level, and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
92-08-02: 92-08-02 BOEING: Amendment 39-8213. Docket No. 90-NM-181-AD. Supersedes AD 88-16-01, Amendment 39-5983.\n\n\tApplicability: Model 747 airplanes listed in Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent failure of the body station (BS) 1241 bulkhead forging, which could lead to loss of cabin pressure or the inability of the airplane to withstand fail-safe loads, accomplish the following:\n\n\t(a)\tFor airplanes Group 1 through Group 8 (as defined in Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989) on which a replacement bulkhead splice strap has not been incorporated in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, accomplish the following:\n\n\t\t(1)\tPerform an eddy current inspection of the BS 1241 bulkhead splice strap at the aft hole and visually inspect the aft edge of the strap in accordance with the service bulletin at the later of the times indicated in subparagraph (a)(1)(i) or (a)(1)(ii), unless previously accomplished within the last 6,000 landings:\n\n\t\t\t(i)\tWithin the next 1,000 landings after the effective date of this AD, or\n\n\t\t\t(ii)\tPrior to the accumulation of 10,000 total airplane landings.\n\n\t\t(2)\tIf no crack is found, repeat the inspections required by paragraph (a)(1) of this AD thereafter at intervals not to exceed 7,000 landings.\n\n\t\t(3)\tIf a crack is found on the aft edge of the bulkhead splice strap or at the aft hole, prior to further flight, perform an eddy current inspection for cracks in the bulkhead splice strap and forging at the adjacent forward hole, in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989.\n\n\t\t\t(i)\tIf no crack is found or if a crack is found only in the bulkhead splice strap, repeat the inspection required by paragraph (a)(3) of this AD at the forward hole thereafter at intervals not to exceed 3,000 landings.\n\n\t\t\t(ii)\tIf a crack is found in the bulkhead forging, repair as follows:\n\n\t\t\t\t(A)\tIf the crack found in the forward hole of the forging does not exceed the forward hole rework limits specified in Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, and the forward hole coldwork has not been previously accomplished, repair prior to further flight, in accordance with the service bulletin, and continue to reinspect in accordance with paragraph (a)(3) of this AD at intervals not to exceed 3,000 landings.\n\n\t\t\t\t(B)\tIf the crack found in the forging exceeds the forward hole rework limits, or if the hole coldwork has been previously accomplished, prior to further flight, repair in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate.\n\n\t(b)\tFor airplanes Group 9 through Group 18 (as defined in Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989) on whicha replacement bulkhead splice strap has not been incorporated in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, accomplish the following:\n\n\t\t(1)\tPerform an eddy current inspection of the BS 1241 bulkhead splice strap at the aft hole and visually inspect the aft edge of the strap at the later of the times indicated in subparagraph (b)(1)(i) or (b)(1)(ii), unless previously accomplished within the last 6,000 landings:\n\n\t\t\t(i)\tWithin the next 1,000 landings after the effective date of this AD, or\n\n\t\t\t(ii)\tPrior to the accumulation of 10,000 total landings.\n\n\t\t(2)\tIf no crack is found, repeat the inspections required by paragraph (b)(1) of this AD at intervals not to exceed 7,000 landings.\n\n\t\t(3)\tIf a crack is found on the aft edge of the bulkhead splice strap or at the aft hole, prior to further flight, perform an eddy current inspection for cracks in the bulkhead splice strap and forging at the adjacent forward hole in accordance withBoeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989.\n\n\t\t\t(i)\tIf no crack is found or if a crack is found only in the bulkhead splice strap when inspecting the forward hole, repeat the inspections required by paragraph (b)(3) of this AD at the forward hole thereafter at intervals not to exceed 3,000 landings.\n\n\t\t\t(ii)\tIf a crack is found in the bulkhead forging, prior to further flight, repair in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate.\n\n\t(c)\tFor airplanes Group 1 through Group 18 on which a replacement bulkhead splice strap has been incorporated in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, accomplish the procedures specified in subparagraph (c)(1) and (c)(2) of this AD.\n\n\tNOTE: Boeing Service Bulletin 747-53-2283, Revision 3, references Boeing Service Bulletin 747-53-2219 for an alternative method of accomplishing the replacement of bulkhead splice straps; either method is acceptable for the purposes of this AD. Therefore, airplanes on which splice strap replacement previously has been accomplished in accordance with Boeing Service Bulletin 747-53-2219, Revision 2, or later FAA-approved revisions, are eligible to defer the initial eddy current inspection required by this paragraph to the 10,000-landings threshold, as specified in paragraph (c)(1).\n\n\t\t(1)\tPerform an eddy current inspection to detect cracks in accordance with the service bulletin at the later of the times indicated in subparagraph (c)(1)(i) or (c)(1)(ii), unless previously accomplished within the last 9,000 landings:\n\n\t\t\t(i)\tWithin 1,000 landings after the effective date of this AD, or \n\n\t\t\t(ii)\tPrior to the accumulation of 10,000 landings after the replacement of the bulkhead splice strap.\n\n\t\t(2)\tRepair all cracks prior to further flight, in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate.(d)\tFor airplanes Group 1 through Group 18, accomplish the following: Compliance with this paragraph terminates the requirement for the inspections contained in paragraphs (a) and (b) of this AD.\n\n\t\t(1)\tPerform an eddy current inspection or ultrasonic inspections (as applicable and as specified in the service bulletin) of the forward and aft holes to detect cracking in the splice strap and bulkhead forging, in accordance with the "Aging Fleet Flight-Safety Inspection Program" specified in Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, at the latest of the times indicated in subparagraph (d)(1)(i), (d)(1)(ii), or (d)(1)(iii), unless previously accomplished within the last 2,000 landings:\n\n\t\t\t(i)\tPrior to the accumulation of 20,000 landings on any unmodified, or modified bulkhead splice strap; or\n\n\t\t\t(ii)\tPrior to the accumulation of 20,000 landings after replacement of the bulkhead splice strap; or\n\n\t\t\t(iii)\tWithin the next 1,000 landings after theeffective date of this AD.\n\n\t\t(2)\tIf no crack is found in the bulkhead splice strap or bulkhead forging, repeat the inspection required by paragraph (d)(1) of this AD thereafter at intervals not to exceed 3,000 landings.\n\n\t\t(3)\tIf a crack is found in a bulkhead splice strap not yet modified in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, replace the bulkhead splice strap in accordance with the service bulletin within the next 4 years after April 17, 1990 (the effective date of AD 90-06-06); or prior to the accumulation of 20,000 total airplane landings; or within 2 years after crack discovery; whichever occurs latest. If a crack is found in the bulkhead forging, prior to further flight, repair in accordance with the service bulletin. Repeat the inspections required by paragraph (d)(1) of this AD thereafter at intervals not to exceed 3,000 landings.\n\n\t\t(4)\tIf a crack is found in a modified or replacement bulkhead splice strap or bulkhead forging, prior to further flight, replace the bulkhead splice strap in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989.\n\n\t\t\t(i)\tPrior to the accumulation of 10,000 landings thereafter, perform an eddy current inspection to detect cracks, in accordance with the service bulletin. Repair all cracks, prior to further flight, in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate.\n\n\t\t\t(ii)\tPrior to the accumulation of 20,000 landings after such replacement, reinspect in accordance with the provisions of this paragraph.\n\n\t(e)\tAn alternative method 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 (ACO), FAA, Transport Airplane Directorate.\n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO.\n\n\t(f)\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\t(g)\tThe inspections and modification shall be done in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989. 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. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington 98055-4056; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(h)\tThis amendment becomes effective on May 19, 1992.