Results
2016-07-28: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), and DC-9-87 (MD-87) airplanes, and Model MD-88 airplanes. This AD requires repetitive eddy current high frequency (ETHF) inspections for any cracking in the left and right side center wing lower skin, and corrective actions if necessary. This AD was prompted by reports of cracking at certain stringers, associated end fittings, and skins in the center wing fuel tank where the stringers meet the end fittings. We are issuing this AD to detect and correct cracking in the center wing lower skin. Such cracking could cause structural failure of the wings.
47-50-09: 47-50-09 FAIRCHILD: Applies to 24R and 24W Series Aircraft. Inspection required each 100 hours of operation. Inspect the landing gear fittings near the lower longeron attachment and also the fuselage fittings for cracks. Cracks in the strut not exceeding 1/8 inch in length may be repaired by electric arc welding. Cracks in excess of 1/8 inch in length should be stop drilled and oxyacetylene welded, and the landing gear strut should be re-heat-treated to 180,000 pounds per square inch. (Fairchild Service Bulletin No. 41-8 dated June 23, 1941, covers this subject.)
71-26-03: 71-26-03 SIKORSKY AIRCRAFT: Amdt. 39-1363. Applies to Sikorsky S-62A and S- 55 type Helicopters certified in all categories. Compliance required as follows: To preclude the failure of the S-62A and S-55 Servo Support Bracket P/N 1440-2415. 1. Unless already accomplished within the last 95 hours in service, inspect the servo support bracket within the next 25 hours in service after the effective date of this AD, in accordance with Part I subparagraph A and B of Accomplishment Instructions of Sikorsky Service Bulletins 55B40-6 or 62B40-8 as applicable dated October 1, 1971 or later FAA- approved revision or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. 2. Inspect the bracket within 120 hours in service after the inspection in paragraph 1 of this airworthiness directive and every 120 hours thereafter in accordance with Part I subparagraph B of Accomplishment Instructions of Sikorsky Service Bulletins 55B40-6 or 62B40-8 as applicable dated October 1, 1971 or later approved revision or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. 3. Conduct fluorescent magnetic particle inspection in accordance with Part II Accomplishment Instructions of SIK S/B 55B40-6 or 62B40-8 as applicable at gear box overhaul or 1250 hours, whichever comes first; or an alternate method approved by Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective December 30, 1971.
2016-08-07: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-22B and RB211-524 turbofan engines with low- pressure turbine (LPT) support roller bearing, part number (P/N) LK30313 or P/N UL29651, installed. This AD requires removal of certain LPT support roller bearings installed in RR RB211-22B and RB211-524 engines. This AD was prompted by a report of a breach of the turbine casing and release of engine debris through a hole in the engine nacelle. We are issuing this AD to prevent failure of the LPT support roller bearing, loss of radial position following LPT blade failure, uncontained part release, damage to the engine, and damage to the airplane.
2016-07-18: We are adopting a new airworthiness directive (AD) for certain Airbus Defense and Space S.A. Model CN-235-200 and CN-235-300 airplanes. This AD was prompted by reports of false engine fire warning events, which consequently led to engine in-flight shutdowns. This AD requires modification of the location and routing of the engine fire detection system. We are issuing this AD to prevent unnecessary engine in-flight shutdown, which could result in reduced controllability of the airplane.
67-25-04: 67-25-04 FAIRCHILD: Amdt. No. 39-472, Part 39, Federal Register May 30, 1967. Applies to Type F-27 Airplanes, Serial Numbers 108 through 123, inclusive, and FH-227 Airplanes, Serial Numbers 503, 506, through 518, 520 through 535, and 538. Due to numerous elongated and double-drilled rivet holes found in the fuselage skin, accomplish the following within the next 150 hours' time in service after the effective date of this AD unless already accomplished. (a) For F-27 Airplanes, comply with the Accomplishment Instructions of Fairchild-Hiller Service Bulletin No. 53-49 (F-27), dated April 14, 1967 and FH-227 Airplanes, comply with Accomplishment Instructions of Fairchild Hiller Service Bulletin No. 53-7 (FH-227), dated April 14, 1967, or later FAA-approved revisions, or FAA-approved equivalent modification. (b) Equivalent inspections may be approved by an FAA maintenance inspector. Equivalent parts, Service Bulletin revisions, and modifications, must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (c) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment effective September 8, 1967.
50-31-01: 50-31-01 CESSNA: Applies to All Models 120 and 140 Aircraft, Serial Numbers 8001 to 15035, Inclusive, on Which the 0.051 Reinforcing Channel or 0.040 Reinforcing Angles Have Not Been Installed. Compliance required as soon as possible and not later than August 1, 1950, except as indicated below. Because two fin spar fatigue failures have occurred in flight, indicating inadequate inspection due to the difficulty of such inspection, the fin must be removed for inspection. Inspection can then be best accomplished by removing five rivets in the fin bottom rib skin attachment and all attaching rivets through the spar and doubler flanges to permit raising the adjacent skin. The front face of the spar and the spar reinforcing channel should then be carefully inspected for flange buckles or cracks with at least an 8-power magnifying glass in the bend radii and in the adjacent flange rivet or clearance holes in the region of the bottom rib attachment. Modify in accordance with item 1 or 2 herein: 1. If failure exists, the spar must be replaced with a spar incorporating an 0.051 24ST alclad fin spar reinforcing channel, Cessna P/N 0431129, or equivalent. 2. If no failure exists, reinforcing angles, Cessna P/N 0431145 and 1431145-1 or equivalent, must be installed. (Cessna Service Letter No. 62 dated April 10, 1950, covers this same subject.) Some of the first airplanes were manufactured using spot welded instead of riveted construction. The following applies to these aircraft and should be accomplished not later than September 1, 1950: Drill out center of spots with No. 30 drill. Carefully pry skin loose from spar and root rib using a thin lever. Inspect and accomplish 1 or 2 above replacing all drilled spot welds with 1/8- inch rivets as required. In case that sheet or underlying structure is left with a damaged hole which cannot be properly filled with a 1/8-inch rivet, replace with 5/32-inch rivet or add an additional 1/8-inch rivet on each side of damaged hole. This supersedes AD 50-17-01.
2024-22-06: The FAA is superseding Airworthiness Directive (AD) 2023-21-06 for certain Embraer S.A. (Embraer) Model EMB-505 airplanes. AD 2023-21- 06 required installing structural reinforcements on certain monuments and replacing certain floor support rivets. Since the FAA issued AD 2023-21-06, the FAA determined that certain airplanes need to be re- assigned to a different group and certain re-identified floor support part numbers need to be corrected. This AD requires installing structural reinforcements on monuments and replacing fasteners on the floor support, as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2016-07-20: We are superseding Airworthiness Directive (AD) 95-18-08 for all Airbus Model A300-600 series airplanes. AD 95-18-08 required repetitive inspections to detect cracks in the bottom skin of the wing in the area of the cut-out for the pylon rear attachment fitting, and repair if necessary. This new AD, for certain [[Page 21256]] airplanes, reduces the compliance times for the inspections. This AD was prompted by a report that updated fatigue and damage tolerance analyses and a fleet survey found that certain inspection thresholds and intervals must be reduced to allow more timely findings of cracking. We are issuing this AD to detect and correct fatigue-related cracking in the bottom skin of the wing in the area of the cut-out for the pylon rear attachment fitting, which could result in reduced structural integrity of the wing.
58-13-03: 58-13-03 LOCKHEED: Applies to All Model 1649A Aircraft. Compliance required as indicated. Model 1649A aircraft have been found to have possible hazardous wing bending oscillation, dynamically induced by aileron oscillation, under certain combinations of boost package tolerances and autopilot modulating piston follow-up failure. In order to correct this condition, the following must be accomplished: Modify the aileron control valve by installing a new modulating piston stop to meet limits of aileron deflection rates of 7.5 degrees per second minimum and 11 degrees per second maximum. The valve is then to be reidentified as 668152-11 and to be painted yellow to denote noninterchangeability with elevator and rudder valves. Details of the necessary modifications are given in Lockheed communication FS/225805-W, dated June 13, 1958. This modification is to be accomplished as soon as maintenance schedules will permit but not later than January 1, 1959. Until the modification is accomplished, the airplane must be flown in autopilot operation at speeds not to exceed 215 KIAS. This supersedes AD 58-11-04.