Results
2001-11-05: This amendment adopts a new airworthiness directive (AD) that is applicable to CFMI CFM56-2, -2B, -3, -5B, -5C and -7B series turbofan engines. This action requires limiting engines with certain No. 4 bearings to one on each airplane, replacement of certain No. 4 bearings, and increased frequency of inspections for magnetic particles until the suspect bearing is replaced. This action is prompted by reports of two bearing failures in the fleet since December 2000. The actions specified in this AD are intended to prevent bearing failures, which could cause an engine failure.
50-48-01: 50-48-01 MARTIN: Applies to All Models 202 and 202A Aircraft Except Serial Numbers 14081 and 14082. Compliance required not later than February 1, 1951. To reduce the possibility of nose gear centering cam failures which result in the inability to extend the nose landing gear, cut off the locking ears of the upper centering cam (P/N 202SD81541) and fair in this cut area to the cam contour. (Martin 202/202A Service Bulletin No. 115 covers this same subject.)
65-15-04: 65-15-04 LOCKHEED: Amdt. 39-100 Part 39 Federal Register June 30, 1965. Applies to Models 188A and 188C Aircraft. Compliance required as indicated. As a result of cracks occurring at the lower No. 4 wing plank drain hole adjacent to Wing Station 159.6, accomplish the following: (a) For those aircraft with 5,000 or more hours' time in service as of the effective date of this AD, comply with (c) within the next 150 hours' time in service unless accomplished within 850 hours' time in service prior to the effective date of this AD, and thereafter at intervals not to exceed 1,000 hours' time in service from the last inspection. (b) For those aircraft with less than 5,000 hours' time in service as of the effective date of this AD, comply with (c) prior to the accumulation of 5,150 hours' time in service unless accomplished during the 1,000 hours' time in service from 4,150 hours' to 5,150 hours', and thereafter at intervals not to exceed 1,000 hours' time in service from the last inspection. (c) Visually or by use of other FAA-approved methods, inspect the areas surrounding both left and right lower No. 4 wing plank drain holes located adjacent to Wing Station 159.6 for cracks radiating from the holes. Do not remove the 1/4-inch diameter rivets which plug and seal the holes on wet bay aircraft. (d) If a crack is found during the inspection required by (c), the following apply: (1) Except as provided for by (3), if the crack length does not exceed 0.60 inch measured from the center of the drain hole, before further flight make a permanent repair in accordance with section 2.B of Lockheed Service Bulletin 88/SB-587A as revised by Lockheed Service Bulletin 88/SB-587B, or an equivalent repair approved by the Chief, Aircraft Engineering Division, FAA Western Region. The aircraft may be ferried in accordance with the provisions of FAR 21.197 to the base at which the repairs are to be accomplished; and (2) If the crack exceeds 0.60 inch measured from the center of the drain hole, before further flight make a permanent repair approved by the Chief, Aircraft Engineering Division, FAA Western Region. The aircraft may be ferried in accordance with the provisions of FAR 21.197 to the base at which the repairs are to be accomplished. (3) If the crack length does not exceed 0.32 inch, measured from the center of the drain hole, permanent repair of the drain hole area in accordance with (d)(1) may be deferred for a period not to exceed 900 hours' time in service after inspection if the following is complied with: (i) Before further flight, enlarge the drain hole to 0.75-inch diameter and deburr the edges. (ii) Inspect the area surrounding the enlarged hole for cracks, by dye penetrant method or an FAA-approved equivalent, within 60 hours' time in service after compliance with (i), and thereafter at intervals not to exceed 60 hours' time in service from the last inspection for the first 450 hours' time in service and for the remaining allotted hours' time in service inspect the area surrounding the enlarged hole for cracks, by dye penetrant method or an FAA-approved equivalent, at intervals not to exceed 30 hours' time in service. (iii) If a crack is found during the inspection required by (ii), install the permanent repair required by (d)(1) or (2), as applicable, before further flight. The airplane may be ferried in accordance with the provisions of FAR 21.197 to the base at which the repairs are to be accomplished. (e) The periodic reinspection may be discontinued for aircraft on which the drain hole cracks are repaired in accordance with (d) and for aircraft with uncracked drain hole areas on which the repair of section 2.B. of Lockheed Service Bulletin 88/SB-587A as revised by Lockheed Service Bulletin 88/SB-587B. or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region, is incorporated as a reinforcement. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the 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 such operator. (Lockheed Service Bulletins 88/SB-587A dated April 10, 1964, and 88/SB-587B dated August 20, 1964, cover this same subject). This directive effective July 30, 1965. Revised December 9, 1965.
90-17-13: 90-17-13 FOKKER: Amendment 39-6697. Docket No. 90-NM-65-AD. Applicability: Model F-27 series airplanes, Serial Numbers 10102 and 10105 through 10624, inclusive, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the wing, accomplish the following: A. Within 180 days after the effective date of this AD, perform a high frequency eddy current (HFEC) inspection of the fork-end fittings of the wing upper skin stringers at the outboard side of the Wing Station 4155 joint, in accordance with Fokker Service Bulletin F27/57-64, Revision 1, dated March 28, 1990. B. If cracks are found in the lower part of the fillet radius, prior to further flight, blend until there is no crack indication, but do not exceed a maximum depth of 2.5 mm, in accordance with Fokker Service Bulletin F27/57-64, Revision 1, dated March 28, 1990. If the crack is still present after maximum blending, theaffected coupling rods must be replaced prior to further flight. C. If cracks are found in the upper part of the fillet radius, replace the affected coupling rods, prior to further flight, in accordance with Fokker Service Bulletin F27/57-64, Revision 1, dated March 28, 1990. D. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM- 113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. E. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Fokker Aircraft USA, Inc., 1199 N. Fairfax Street, Alexandria, Virginia 22314. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington. This amendment (39-6697, AD 90-17-13) becomes effective on September 17, 1990.
86-09-03 R1: 86-09-03 R1 MESSERSCHMITT-BOLKOW-BLOHM: Amendment 39-5294 as amended by Amendment 39-5542. Applies to Model BK 117A-3 helicopters, certificated in any category that are equipped with tail rotor blades P/N 117-31742, S/N's 63 up to and including 82. Compliance is required as indicated, unless previously accomplished. To detect or prevent possible in-flight separation of a tail rotor blade leading edge erosion protective shell or plate, accomplish the following: (a) For tail rotor blades with less than 5 hours time in service on the effective date of this AD, remove blades before further flight. (b) For tail rotor blades with 5 or more hours time in service on the effective date of this AD, before each flight, inspect the erosion protective shell and plate for separation in accordance with the MBB BK-117 maintenance manual, Section 34-2, paragraph 2a or b. (c) If bonding separation exceeds permissible limits stated in Section 34-2, paragraph 2c of the maintenance manual, remove the affected blade before further flight. (d) Upon request, an equivalent means of compliance with this AD may be used when approved by the Manager, Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium, APO NY 09667-1011. (e) The aircraft may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the tail rotor blades may be replaced. (f) A tail rotor blade with leading edge that was inspected and/or rebonded per MBB Service Bulletin No. SB-MBB-BK117-30-1, Revision 1, dated June 12, 1986, and determined serviceable is no longer subject to this AD. The procedures shall be done in accordance with Section 34-2, paragraphs 2a, b, and c of the MBB BK-117 maintenance manual, undated, and MBB SB No. MBB-BK-117-30-1, Revision 1, dated June 12, 1986. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a)(1).Copies may be obtained from MBB Helicopter Corporation, P.O. Box 2349, West Chester, Pennsylvania 19280. Copies may be inspected at the Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, NW., Room 8401, Washington, D.C. Amendment 39-5294 became effective May 20, 1986. This amendment 39-5542 becomes effective May 16, 1987.
2016-16-13: We are superseding Airworthiness Directive (AD) 2016-13-10, for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. AD 2016-13-10 required repetitive external detailed inspections and nondestructive inspections to detect cracks in the fuselage skin along the chem-mill steps at stringers S-1 and S-2R, between station (STA) 400 and STA 460, and repair if necessary. AD 2016-13-10 also required a preventive modification of the fuselage skin at crown stringers S-1 and S-2R. This AD requires the same actions as AD 2016-13-10, and clarifies certain regulatory text. This AD was prompted by the determination that certain regulatory text in AD 2016- 13-10 requires clarification. We are issuing this AD to detect and correct fatigue cracking of the fuselage skin panels at the chem-mill steps, which could result in sudden fracture and failure of the fuselage skin panels, and consequent rapid decompression of the airplane.
46-04-01: 46-04-01 CULVER (Was Service Note 7 of AD-730-2.) Applies to LCA and LFA Aircraft. Inspect immediately and after every 100 hours of operation, the landing gear throttle stop operation and mechanism for proper clearance. Install placard (Culver Dwg. 7132) "Never unlock landing gear with throttle retarded below cruising setting." (Culver Service Memorandum No. 22 dated October 26, 1945, covers this same subject.)
2016-16-02: We are adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by reports of premature aging of certain passenger chemical oxygen generators that resulted in the generators failing to activate. This AD requires an inspection to determine if certain passenger chemical oxygen generators are installed and replacement of affected passenger chemical oxygen generators. We are issuing this AD to prevent failure of the passenger chemical oxygen generator to activate and consequently not deliver oxygen during an emergency, possibly resulting in injury to the airplane occupants.
2016-16-11: We are superseding Airworthiness Directive (AD) 2010-10-13, for all BAE Systems (Operations) Limited Model BAe 146 and Avro 146 series airplanes. AD 2010-10-13 required repetitive inspections of the wing fixed leading edge and front spar structure for corrosion and cracking, and repair if necessary. This new AD requires revised inspection procedures that terminate a previously approved inspection procedure. This AD was prompted by revised inspection procedures issued by the Design Approval Holder (DAH). We are issuing this AD to detect and correct corrosion and cracking of the wing fixed leading edge and front spar structure, which could result in reduced structural integrity of the airplane.
2001-10-10: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-9-81, -82, -83, and -87 series airplanes, and Model MD-88 airplanes. This action requires an inspection of the wiring of the primary and alternate static port heaters for chafing, loose connections, and evidence of arcing, and to determine what type of insulation blanket is installed in the area of the static port heaters; and corrective actions, if necessary. This action is necessary to ensure that insulation blankets constructed of metallized MylarTM are removed or protected from the area of the static port heater. Such insulation blankets could propagate a small fire that is the result of an electrical short of the static port heater and could lead to a much larger fire and smoke in the cabin. This action is intended to address the identified unsafe condition.