Results
2011-24-07: 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: Non-conformities on adjustment of some hydromechanical units (HMUs) have been reported by a Turbomeca repair centre. The technical investigations carried out by Turbomeca are showing that only a limited number of HMUs are potentially affected by this non- conformity to HMU adjustment. Twenty nine HMUs have been identified with the non-conformities. We are issuing this AD to prevent an uncommanded inflight shutdown, which could result in an emergency autorotation landing.
91-13-03: 91-13-03 MCDONNELL DOUGLAS: Amendment 39-7034. Docket No. 91-NM-111-AD. \n\n\tApplicability: Model DC-9-80 series airplanes and Model MD-88 airplanes; Fuselage Numbers 1269 and subsequent, equipped with a non-metallic, composite rudder assembly; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent loss of rudder control, accomplish the following: \n\n\t(a)\tWithin 5 days after the accumulation of 3,000 total flight hours, or within 5 days after the effective date of this AD, whichever occurs later, visually inspect the rudder control tab crank assembly, P/N 3955539-1, for cracks, in accordance with the accomplishment instructions of McDonnell Douglas ASB 27-320, dated May 10, 1991. If the rudder control tab crank assembly is cracked, prior to further flight, remove and replace the part with a new like part. Accomplishment of the inspection requirements of paragraph (b) of this AD within 5 days after the accumulationof 3,000 total flight hours, or within 5 days after the effective date of this AD, whichever occurs later, satisfies the requirements of this paragraph. \n\n\t(b)\tWithin 60 days after accumulation of 3,000 total flight hours, or within 60 days after the effective date of this AD, whichever occurs later, inspect the rudder control tab crank assembly for cracks, using an eddy current inspection method, in accordance with the accomplishment instructions of McDonnell Douglas ASB 27-320, dated May 10, 1991. If the rudder control tab crank assembly is cracked, prior to further flight, remove and replace the part with a new like part. \n\n\t(c)\tWithin 10 calendar days after performing the inspection required by paragraphs (a) or (b) of this AD, submit a report of any discrepancies discovered, to the Manager, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California 90806-2425. The report must include the airplane's serial number, total flight hours, and totalnumber of landings. \n\n\t(d)\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(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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(f)\tThe inspection and replacement requirements shall be done in accordance with McDonnell Douglas Alert Service Bulletin A27-320, dated May 10, 1991. 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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Business Unit Manager of Publications, C1-HCO (54-60). Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-7034, AD 91-13-03) becomes effective on June 27, 1991.
97-09-02: This amendment adopts a new airworthiness directive (AD), applicable to CFM International CFM56-5C series turbofan engines, that requires a reduction of the low cycle fatigue (LCF) retirement lives for certain high pressure turbine rotor (HPTR) front shafts, HPTR front air seals, HPTR disks, booster spools, and low pressure turbine rotor (LPTR) stage 3 disks. This amendment is prompted by results of a refined life analysis performed by the manufacturer which revealed minimum calculated LCF lives lower than published LCF retirement lives. The actions specified by this AD are intended to prevent an LCF failure of the HPTR front shaft, HPTR front air seal, HPTR disk, booster spool, and LPTR stage 3 disk, which could result in an uncontained engine failure and damage to the aircraft.
83-01-05 R2: 83-01-05 R2 BOEING: Amendment 39-4542 as amended by amendment 39-5000 as further amended by amendment 39-5360. Applies to Models 727, 737-100, and 737-200 series airplanes certificated in any category. \n\n\tCompliance required as indicated, unless already accomplished. To prevent undetected prolonged engine starter operation, accomplish the following: \n\n\tA.\tPrior to February 23, 1986, unless already accomplished, install an FAA-approved system that will provide a positive indication to the flight crew of the normal and unwanted operation of each engine starter. Approval of any proposed system must be obtained from the FAA, Northwest Mountain Region, Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tNOTE: When specific complying systems are approved by the Seattle Aircraft Certification Office, the FAA Flight Operations Evaluation Board will review the system(s) for master minimum equipment list (MMEL) consideration. \n\n\tB.\tConcurrent with the incorporation of an indicating system described in paragraph A, the airplane manual required by Subpart G of Part 121 (14 CFR Part 121) or Subpart C of Part 125 (14 CFR Part 125) of the Federal Aviation Regulations shall be revised to include: \n\n\t\t1.\tA provision that the flight crew verify that the cockpit indicating system, required by paragraph A, indicates that the starter is de-energized after each engine start; and \n\n\t\t2.\tCrew procedures, i.e., verifying start switch "off," closing the bleed valve of the affected engine, shutting down the affected engine, etc., to be accomplished when unwanted starter operation is indicated during ground and flight operations. \n\n\tC.\tAlternative means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, 9010 East Marginal Way South, Seattle, Washington.\n \n\tD.\tA special flight permit may be issued in accordance with FAR 21.197 and 21.199 for the purpose of flying an aircraft which has exceeded the compliance period to a maintenance facility where the modification can be performed. \n\n\tAmendment 39-4542 (48 FR 2962; January 24, 1983) became effective February 28, 1983. \n\tAmendment 39-5000 (50 FR 6339; February 15, 1985) became effective February 23, 1985. \n\tThis amendment 39-5360 becomes effective August 4, 1986.
75-05-17: 75-05-17 AIRESEARCH MANUFACTURING COMPANY OF ARIZONA: Amendment 39-2108 as amended by Amendment 39-2224 is further amended by Amendment 39-2357. Applies to AiResearch Model GTCP660-4 and -4R APU's of the following listed serial numbers, installed in Boeing Model B-747 Series airplanes, unless modified to incorporate improved compressor assemblies in accordance with AiResearch Service Bulletin GTCP660-49-3039, Revision 1, 2, or 3, or later FAA approved revisions: Model GTCP660-4, S/N's P-37501 through P-37723 inclusive, and GTCP660-4R, S/N's P-101 through P-124 inclusive. \n\n\tTo prevent development of a hazardous condition during flight, accomplish the following: \n\n\t(a)\tPrior to further flight, unless already accomplished, operators shall issue instructions to flight crews that the APU is not to be operated in flight. Within 72 hours after receipt of this Airworthiness Directive, unless already accomplished, install a placard in full view of the flight crew which reads: \n\n"INFLIGHT OPERATION OF THE APU IS PROHIBITED." \n\n\t(b)\tPrior to further flight, unless already accomplished, operators shall issue instructions to determine that damage hazardous to the aircraft has not occurred prior to flight after an automatic shutdown or manual shutdown to correct operating discrepancies of the APU after the completion of a successful APU start has been accomplished. This determination may be made by the following means: \n\n\t\t(1)\tInspect the APU and APU compartment for damage; or \n\n\t\t(2)\tInspect the exterior surfaces of the APU compartment for evidence of damage and verify that the APU turbine rotor can be rotated manually from the exhaust tailpipe; or, \n\n\t\t(3)\tPerform the procedures described in Boeing Operations Manual Bulletin No. 75-1, dated January 17, 1975, or later FAA approved revision. \n\n\t(c)\tThe modifications and inspections described in AiResearch Bulletin GTCP660-49-3713, dated May 15, 1975, or later FAA-approved revisions must be incorporated on orbefore July 1, 1976. Upon completion of these modifications and inspections, the placard required by paragraph (a), above, may be removed and the inspections required by (b), above, may be discontinued. \n\n\t(d)\tEquivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiating data. \n\n\tAmendment 39-2108 supersedes the AD adopted January 10, 1975, and distributed by individual telegrams dated January 11, 1975. \n\n\tAmendment 39-2108 was effective March 5, 1975 and was effective upon receipt for all recipients of the airmail letter dated January 22, 1975 which contained this amendment. \n\n\tAmendment 39-2224 became effective June 5, 1975. \n\n\tThis amendment 39-2357 becomes effective October 6, 1975.
50-09-01: 50-09-01\tNORTH AMERICAN: Applies to all Army Model BC-1A, AT-6, -6A, -6B, - 6C; Navy SNJ-2, -3 and -4 Aircraft. \n\n\tTo be accomplished prior to original certification.\n \n\tInspect the horizontal stabilizer rear spar connection for cracked fittings and the installation of shims as follows: \n\n\t(1)\tRemove the fuselage to vertical stabilizer fairing assembly and the rear fairing assemblies at the horizontal stabilizer. \n\n\t(2)\tRemove the 1/4-inch bolts which attach the rear spar connection fitting to the spar assembly. \n\n\t(3)\tRemove paint from connection fittings and inspect for cracks. Check with a machinist's square or other means to determine if fitting is preset. Replace any cracked or preset fitting and repaint all others. New fittings may be made of 24 ST or X4130 bar stock to the same dimensions as the old fittings. \n\n\t(4)\tInspect the fit between the spar and the sides of the base fitting with a feeler gage. Also inspect the fit between fitting P/N 77-21021 and the spar. If gaps exist, shims are necessary. \n\n\t(5)\tFabricate 24ST shims 3 1/8 inches x 15/16 inch and of necessary thickness, and place on either side of spar flanges maintaining a parallel overall dimension to fit inside of fitting P/N 77-21021 within maximum clearance of 0.010. \n\n\t(6)\tDrill holes through the shims to match those in the fitting. Remove all chips and reinstall the various parts. \n\n\t(North American Service Bulletin dated March 6, 1946, covers this subject also.) \n\n\tThis supersedes AD 45-44-03.
2011-24-02: We are adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace Corporation Model GV and GV-SP airplanes. This AD was prompted by notification from the airplane manufacturer that the third fire extinguisher bottle is mounted in a small-fragment impact zone. This AD requires inspecting to determine whether a third Halon fire extinguisher bottle is installed in the auxiliary power unit (APU) fragment impact zone, revising the limitations section of the airplane flight manual to add restrictions for APU usage for certain airplanes having a third fire extinguisher bottle, and removing the third fire extinguisher bottle from certain airplanes. We are issuing this AD to prevent penetration of the bottle by fragments released due to a failure of the APU rotor system. The bottle could rupture and cause substantial damage to primary airframe structure and primary flight controls.
97-09-05: This amendment adopts a new airworthiness directive (AD), applicable to all Raytheon Model BAe 125-1000A and Model Hawker 1000 series airplanes, that requires various modifications to increase the size of certain existing pressure venting areas and to add additional venting areas. This amendment is prompted by results of a design review of the requirements for certification of the cabin pressurization system. The actions specified by this AD are intended to prevent inadequate venting of cabin pressure in the event of rapid decompression, which could cause failure or deformation of certain structural members, and consequent reduced controllability of the airplane.
92-07-10: 92-07-10 BOEING: Amendment 39-8206. Docket No. 91-NM-93-AD. \n\n\tApplicability: Model 737 airplanes, as listed in Boeing Service Bulletin 737-24-1077, Revision 2, dated July 25, 1991, and Boeing Service Bulletin 737-24-1084, Revision 1, dated March 21, 1991; certificated in any category. \n\n\tCompliance: Required within 6 months after the effective date of this AD, unless accomplished previously. \n\n\tTo prevent chafing of wires and electrical overload of wires, and to remove the potential for a fire in the cockpit, accomplish the following: \n\n\t(a)\tFor airplanes listed in Boeing Service Bulletin 737-24-1077, Revision 2, dated July 25, 1991: Modify the wire bundles and install a capped quick release receptacle and nutplate, in accordance with Boeing Service Bulletin 737-24-1077, dated August 17, 1989; or Revision 1, dated August 16, 1990; or Revision 2, dated July 25, 1991.\n \n\t(b)\tFor airplanes listed in Boeing Service Bulletin 737-24-1084, Revision 1, dated March 21, 1991:Replace the undersized wire with a 12 gauge wire in the P6-2 circuit breaker panel, in accordance with Boeing Service Bulletin 737-24-1084, dated October 11, 1990; or Revision 1, dated March 21, 1991. \n\n\t(c)\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. The request shall 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(d)\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(e)\tThe modifications shall be done in accordance with Boeing Service Bulletin 737- 24-1077, dated August 17, 1989, or Revision 1, dated August 16, 1990, or Revision 2, dated July 25, 1991; and in accordancewith Boeing Service Bulletin 737-24-1084, dated October 11, 1990, or Revision 1, dated March 21, 1991. 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, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on May 4, 1992.
2022-03-04: The FAA is superseding Airworthiness Directive (AD) 80-13-10, AD 80-13-12 R1, and AD 2008-03-01, which applied to certain de Havilland (type certificate now held by Viking Air Limited) Model DHC- 6-1, DHC-6-100, DHC-6-200, and DHC-6-300 airplanes. AD 80-13-10 required repetitively inspecting the main landing gear (MLG) legs for cracks and corrosion. AD 80-13-12 R1 required repetitively inspecting each engine nacelle lower longeron for cracks and buckling. AD 2008-03- 01 required incorporating inspections, modifications, and life limits of certain structural components into the aircraft maintenance program. Since the FAA issued those ADs, new and more restrictive airworthiness limitations have been issued for certain structural components. This AD requires incorporating into maintenance records new or revised life limits, modification limits, and inspection or overhaul intervals. The FAA is issuing this AD to address the unsafe condition on these products.