Results
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.