Results
2016-11-06: We are superseding Airworthiness Directive (AD) 2005-18-18 for certain The Boeing Company Model 757 airplanes. AD 2005-18-18 required inspections of certain wire bundles in the left and right engine-to- wing aft fairings for discrepancies; installation of back-to-back p- clamps between the wire and hydraulic supply tube at the aft end of the right-hand strut only; and associated re-routing of the wire bundles, if necessary. This new AD also requires an installation of spiral cable wrap on fuel shutoff valve (FSV) wires at the aft end of the strut, for both left and right engines, and related investigative and corrective actions. This AD was prompted by a determination that the service information referenced in AD 2005-18-18 did not adequately address FSV wires at the aft end of the struts. We are issuing this AD to prevent chafing between the wire bundle and the structure of the aft fairing, which could result in electrical arcing and subsequent ignition of flammable vapors and a possible uncontrollable fire.
2005-13-32: The FAA is adopting a new airworthiness directive (AD) for all Fokker Model F.28 Mark 1000, 2000, 3000, and 4000 airplanes. This AD requires a detailed inspection to determine the presence of incorrectly installed bushings in the attachment holes of the reinforcing strap of the left- and right-hand wings' lower skin, and corrective actions if necessary. This AD is prompted by a report that bushings were installed in accordance with improper procedures in the structural repair manual. We are issuing this AD to detect and correct improperly installed bushings, which could result in reduced tensile strength of the reinforcing strap of the wing's lower skin, and consequently a reduction of the structural capability of the wing and possible wing failure.
2000-15-11: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8 series airplanes that have been converted from a passenger to a cargo-carrying ("freighter") configuration. This amendment requires a revision to the Airplane Flight Manual Supplement to ensure that the main deck cargo door is closed, latched, and locked; inspection of the door wire bundle to detect discrepancies and repair or replacement of discrepant parts. This amendment also requires, among other actions, modification of the hydraulic and indication systems of the main deck cargo door, and modification of the existing means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. This amendment is prompted by the FAA's determination that certain main deck cargo door systems and the existing means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked, do not provide an adequate level of safety. The actions specified by this AD are intended to prevent opening of the cargo door while the airplane is in flight, and consequent rapid decompression of the airplane including possible loss of flight control or severe structural damage.
75-23-02: 75-23-02 AER PEGASO and CARMAM: Amendment 39-2413. Applies to Aer Pegaso M100S gliders, all serial numbers, and Carmam M200 gliders, except serial number 45 and subsequent, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible structural failure of aileron spars accomplish the following: (a) Within the Next 10 hours' time in service after the effective date of this AD, and, thereafter, at intervals not to exceed 20 hours' time in service from the last inspection, visually inspect the aileron spar to the right of the central hinge for cracks. (b) If a crack is found during an inspection required by paragraph (a) of this AD, before further flight, reinforce the affected area with plates made of 1.5 mm thick birch plywood of aeronautical quality in accordance with Carmam Drawing, titled "Modification Aileron Central Part" dated April 12, 1968, or an FAA- approved equivalent. (c) Upon incorporationof the reinforcement specified in paragraph (b) of this AD, the inspections required by paragraph (a) of this AD may be discontinued. This amendment becomes effective November 14, 1975.
2000-22-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain EMBRAER Model EMB-135 and EMB-145 series airplanes, that currently requires various inspections to detect discrepancies of the elevator servo tab and spring tab hinge fittings of the horizontal stabilizer, and follow-on corrective actions, if necessary. This amendment clarifies certain fiberscopic inspection and replacement procedures, and corrective actions; revises the applicability of the existing AD; and adds an inspection procedure for the servo tab center hinge fittings to detect the presence of washers for both attaching fasteners, and follow-on corrective actions, if necessary. This amendment also provides for optional terminating action for the repetitive inspections. The actions specified in this AD are intended to prevent the linkage of the elevator servo tab or spring tab hinge fittings from separating from the horizontal stabilizer, which could result in loss of control of the airplane.
2005-13-29: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 and -300 series airplanes. This AD requires inspecting for the installation of the tie plate for the wire bundles routed from lower section 41 into the center control stand in the flight deck; inspecting for any wire chafing or damage and repair if necessary; and installing a tie plate if necessary. This AD is prompted by a report of missing tie plates for the wire bundles. We are issuing this AD to prevent wire chafing, which could result in the loss of flight control, communication, navigation, and engine fire control systems. Loss of these systems could consequently result in a significant reduction of safety margins, an increase in flight crew workload, and in the case where loss of engine fire control is combined with an engine fire, could result in an uncontrollable fire.
66-19-01: 66-19-01 BRITISH AIRCRAFT: Amendment 39-265 Part 39 Federal Register July 26, 1966 as amended by Amendment 39-3121. Applies to Model BAC 1-11 Series Airplanes. Compliance required as indicated. To prevent fatigue damage to the rudder control system components, accomplish the following: (a) Within the next 3,000 hours' time in service after the effective date of this AD, unless already accomplished, rework rudder jacks to provide a shorter stroke in accordance with British Aircraft Corporation (BAC) One-Eleven Alert Service Bulletin 27-A-PM 1715 or later ARB-approved issue, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, Middle East Region. (b) Within the next 100 hours' time in service after the effective date of this AD or before the accumulation of 3,000 hours' time in service, whichever occurs later, and thereafter at intervals not to exceed 3,000 hours' time in service from the last replacement, replace ram rod eye end assemblies, P/N's P.183.45.65 and P.183.45.339, of the rudder power flying control unit on Series 200 airplanes only. (c) Within the next 100 hours' time in service after the effective date of this AD or before the accumulation of 10,000 hours' time in service, whichever occurs later, and thereafter at intervals not to exceed 10,000 hours' time in service from the last replacement, replace ram rod eye end assemblies, P/N P.183.45.363, of the rudder power flying control unit that have been operated with premodification PM1715 (Mark 1) rudder jacks installed. (d) Within the next 100 hours' time in service after the effective date of this AD or before the accumulation of 30,000 hours' time in service, whichever occurs later, and thereafter at intervals not to exceed 30,000 hours' time in service from the last replacement, replace ram rod eye end assemblies, P/N P.183.45.363, of the rudder power flying control unit that are installed with post-modification PM1715 (Mark 2) rudder jacks. (e) For a ram rod eye end assembly, P/N P.183.45.363, which has expended part of its life on pre-modification PM 1715 (Mark I) rudder jacks, determine the remaining life of the ram rod eye end on a post-modification PM 1715 (Mark II) rudder jack on a pro-rata basis by which the established life limit for the part as installed on the post modification PM 1715 rudder jack is reduced by the percentage of the life limit expended prior to incorporation of modification PM 1715. Amendment 39-265 became effective August 25, 1966. This amendment 39-3121 becomes effective January 23, 1978.
97-14-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Lockheed Model L-1011 series airplanes, that currently requires several modifications of the engine high speed gearboxes. This amendment requires that a new modification be installed in lieu of one of those previously required. This amendment is prompted by a report indicating that one of the currently required modifications is not completely effective because it can create interference problems between the fireloop and a fuel line. The actions specified by this AD are intended to reduce the possibility of a fire in the high speed gear boxes, and to ensure that any fire which may occur is readily detected by the flight crew.
99-25-09: This amendment adopts a new airworthiness directive (AD), applicable to all Dassault Model Mystere-Falcon 50 and 900 series airplanes, Falcon 900EX series airplanes, and Falcon 2000 series airplanes, that requires revising the Airplane Flight Manual to provide the flight crew with certain instructions associated with the onset of stall warning. This amendment also requires repetitive inspections to detect discrepancies of the hinge pin assemblies of the rear horizontal stabilizer, and corrective actions, if necessary. For certain airplanes, this amendment also requires replacement of the hinge pin assemblies with new, improved parts. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent excessive movement and consequent deformation of the hinge pin assemblies of the rear horizontal stabilizer, which could result in flutter and possible failure of the rear horizontal stabilizer.
2016-10-11: We are superseding Airworthiness Directive (AD) 2015-03-06 for all Airbus Model A330-200, A330-200 Freighter, A330-300, A340-200, A340-300, A340-500, and A340-600 series airplanes. AD 2015-03-06 required repetitive inspections of the left-hand (LH) and right-hand (RH) wing main landing gear (MLG) rib 6 aft bearing lugs (forward and aft) to detect any cracks on the two lugs, and replacement if necessary. This new AD requires reduction of certain compliance times. This AD was prompted by reports of additional cracking of the MLG rib 6 aft bearing lugs. We are issuing this AD to detect and correct cracking of the MLG rib 6 aft bearing lugs, which could result in collapse of the MLG upon landing.