Results
56-25-02: 56-25-02 BELL: Applies to All Model 47 Series Helicopters Except the Following: Model 47G Serial Numbers 1529, 1530, 1687 and Up; Model 47G2 Serial Numbers 1505, 1506, 1508, 1617 and Up; Model 47H1 Serial Numbers 1369, 1371 and Up; Model 47J. Compliance required by December 22, 1956. Excessive tolerance resulting from wear of the tail rotor pitch change rod assembly can result in the loss of the S1RP or 7R4AX1C bearings. To preclude loss of these bearings, the AN 960-416 washer or washers, P/N 47-641-113-1, made to the dimensions 0.562-0.557 inch must be replaced with washers that have an O.D. dimension not greater than 0.552 inch or less than 0.549 inch. (Bell Mandatory Service Bulletin No. 113 Revision B dated October 23, 1956, covers this same subject.) This supersedes AD 56-20-02.
2001-09-07: This amendment supersedes an emergency airworthiness directive (AD) 2001-08-52 that was sent previously to all known U.S. owners and operators of Pratt and Whitney (PW) model PW4050, PW4052, PW4056, PW4060, PW4060A, PW4060C, PW4062, PW4152, PW4156, PW4156A, PW4158, PW4160, PW4460, PW4462, and PW4650 turbofan engines by individual letters. That emergency AD requires limiting the number of PW4000 engines, listed by serial number (SN) in that AD, with potentially reduced stability to no more than one engine on each airplane; removal of certain PW4000 engines, listed by SN in this AD, before exceeding cyclic limits that are determined by airplane model; removal of certain PW4000 engines, listed by SN in this AD, that have a high pressure compressor with 1,500 or more cycles-since-overhaul (CSO) greater than the high pressure turbine (HPT) CSO; and requires a minimum rebuild standard for engines that are returned to service. This amendment supersedes emergency AD 2001-08-52 to provide clarifications and additions to the compliance and applicability of certain paragraphs of AD 2001-08-52. This AD is prompted by a report of a dual-engine surge event during take-off on an Airbus Industrie A300 airplane. The actions specified by this AD are intended to prevent multiple-engine power losses due to high pressure compressor (HPC) surge at a critical phase of flight such as takeoff or climb.
2003-16-14: This amendment adopts a new airworthiness directive (AD), applicable to Boeing Model 747 series airplanes equipped with Pratt & Whitney JT9D-3 or JT9D-7 series engines (except JT9D-70 series engines), that requires detailed inspections of the upper and lower surface of the forward lower spar of the nacelle strut for cracking or other damage, and for any loose or damaged fasteners. This amendment also requires replacement of loose or damaged fasteners and, if necessary, associated repair of the forward lower spar. This action is necessary to detect and correct cracking or other damage to the upper or lower surface of the forward lower spar and any loose or damaged fasteners, which could result in reduced structural capability of nacelle struts one through four, and possible separation of a strut and engine from the airplane during flight. This action is intended to address the identified unsafe condition.
2016-06-08: We are adopting a new airworthiness directive (AD) for The Boeing Company Model 787-8 and 787-9 airplanes powered by GE GEnx engines. This AD requires revising the airplane flight manual to provide the flight crew a new fan ice removal procedure to reduce the likelihood of engine damage due to fan ice shedding. This AD also requires, for certain airplanes, reworking the fan stator module assembly on GE GEnx-1B Performance Improvement Program (PIP) 2 engines. This AD was prompted by a recent engine fan blade rub event that caused an in-flight non-restartable power loss. We are issuing this AD to prevent reduced fan tip clearance, which could result in engine damage and a possible in-flight non-restartable power loss of one or both engines.
70-14-04: 70-14-04 BOEING: Amendment 39-1027. Applies to 747-100 series airplanes which incorporate 65B82749-3 Compensator Assembly. \n\tCompliance required as indicated. \n\tTo prevent steering malfunction, accomplish the following: \n\t(a)\tWithin 10 hours after the effective date of this AD, unless already accomplished, install a placard as noted below in full view of the captain and first officer, or provide an equivalent procedure acceptable to the cognizant Air Carrier District Office. \n\tPlacard wording is as follows: \n\t\t1.\tWithout using the tiller check that the nose wheel is tracking straight while taxiing. \n\t\t2.\tAllow aircraft to roll forward to assure nose wheel alignment prior to applying takeoff power. \n\t\t3.\tIf metering or directional control problems occur, the takeoff should be discontinued. \n\tThe requirement for (a) is eliminated upon accomplishment of the provisions of (b) below. \n\t(b)\tWithin the next 1000 hours' time in service after the effective date of this AD, unlessalready accomplished, replace the 65B-82749-3 compensator assembly with the 65B-82749-4 compensator assembly per Boeing Service Bulletin No. 32-2032, dated June 19, 1970, or later FAA approved revisions, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\tThis amendment becomes effective July 16, 1970.
2024-24-04: The FAA is superseding Airworthiness Directive (AD) 2018-18- 09, which applied to all Airbus Defense and Space S.A. Model CN-235, CN-235-100, CN-235-200, and CN-235-300 airplanes; and certain Model C- 295 airplanes. AD 2018-18-09 required a detailed inspection of the upper and lower lugs of each horizontal stabilizer-to-fuselage rear attachment fitting, repair if necessary, and a report of findings. This AD was prompted by reports of new occurrences of cracking. This AD requires repetitive inspections, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also revises the applicability. The FAA is issuing this AD to address the unsafe condition on these products.
2024-24-01: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200CB, and -200PF series airplanes. This AD was prompted by a crack growth analysis, which indicated that current inspections are not adequate to detect cracks in certain sections of the upper frame at the frame splice between certain stringers before a single frame fails. This AD requires an inspection or records review for existing repairs, repetitive inspections for cracks of the upper frame at the frame splices between certain stringers in certain sections, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2016-06-07: We are superseding Airworthiness Directive (AD) 2006-22-15 for all The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. AD 2006-22-15 required repetitive inspections for cracking of certain panel webs and stiffeners of the nose wheel well (NWW), and corrective actions if necessary; and replacement of certain panels with new panels, which terminates the repetitive inspections. This new AD reduces a compliance time and adds certain inspections and an applicable repair. This AD was prompted by multiple reports of fatigue cracking in the NWW top panel and side panel webs and stiffeners. We are issuing this AD to prevent fatigue cracking of the NWW side and top panels, which could result in a NWW depressurization event severe enough to reduce the structural integrity of the fuselage.
70-22-06: 70-22-06\tBOEING: Amdt 39-1100. Applies to Model 747 Series Airplanes. \n\n\tCompliance required as indicated. \n\n\tTo prevent fuel leakage and possible engine fire due to a damaged or misaligned engine cowl fluid drain bellows seal, accomplish the following: \n\n\t(a)\tWithin the next 100 hours' time in service after the effective date of this AD, unless the seal modification in accordance with (b) or (c), below, have been previously accomplished, inspect the bellows seal on the gang drain assembly each time the engine cowl doors are closed to insure proper seal installation and seating on the drain duct in accordance with the inspection instructions in Boeing Service Bulletin 71-2018, Revision 2, dated June 18, 1970, or later FAA approved revision or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b)\tWithin the next 300 hours' time in service after the effective date of this AD, unless previously accomplished, inspect the aft fueldrain duct for proper alignment with the turbine case and combustion chamber drains and modify the engine fluid drain bellows seal in accordance with Boeing Service Bulletin 71-2018, Revision 2, dated June 18, 1970, or later FAA approved revision or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(c)\tWithin the next 1500 hours' time in service after the effective date of this AD, unless already accomplished, modify the engine gang drain bellows seal in accordance with Boeing Service Bulletin 71-2030, dated October 16, 1970, or later FAA approved revision or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tUpon completion of the work described in (c), the inspection and modification requirements of (a) and (b) are no longer applicable. \n\n\tThis amendment becomes effective on November 3, 1970.
72-09-01: 72-09-01 MCDONNELL DOUGLAS: Amendment 39-1436 as amended by Amendment 39-1636 is further amended by Amendment 39-2844. Applies to all Model DC-9 series airplanes listed in McDonnell Douglas Service Bulletin No. 54-27 dated March 3, 1972, or later FAA-approved revisions, and Military C-9A (DC-9-32F) airplanes. \n\n\tCompliance required as indicated. \n\n\tTo prevent failures of the engine mount pylon as the result of cracks in the engine pylon upper aft spar caps (P/N 9958154-5, and -6) and/or the titanium straps (P/N 9958154-17 and -18) and supporting structure, accomplish the following: \n\n\tA.\tFor aircraft with more than 4000 hours time in service: Within the next 150 hours time in service after the effective date of this AD, unless already accomplished, conduct visual inspections for evidence of cracking, in accordance with the following procedure. \n\n\t\t1.\tVisually inspect the upper and lower surfaces of the titanium straps, P/N 9958154-17 and -18, and the upper and lower surfaces of the steel spar caps, P/N 9958154-5 and -6, at the first, second and third fasteners inboard of the fuselage shell; and, \n\n\t\t2.\tVisually inspect the aft face and lower surface of the titanium straps, P/N 9958154-17 and -18, and the lower surface of the steel spar caps, P/N 9958154-5 and -6, at the first, second and third fasteners outboard of the fuselage shell; and, \n\n\t\t3.\tVisually inspect the bend radius and areas around the vertical line of rivets in the pylon rear spar supporting bulkhead shear clips, P/N 9912246-43 and -44, inside the fuselage shell between longerons 14 and 16; and, \n\n\t\t4.\tVisually inspect the bend radius and areas around the horizontal line of rivets in the outboard leg of the intercostals, P/N 9915596-3 and -4, which attach to the fuselage skin between the pylon rear spar supporting bulkhead and next aft fuselage frame (P/N 5913596) inside the fuselage shell; and, \n\n\t\t5.\tVisually inspect the bend radius and areas around the vertical line of rivetsin the outboard leg of the fuselage frame shear clips, (P/N 5913596-11 and -12, P/N 5913595-11 and -12), inside the fuselage shell, at the first and second fuselage frames (P/N's 5913596 and 5913595) aft of the rear spar support bulkhead. \n\n\t\t6.\tIf a crack is found: \n\n\t\t\ta.\tIn the pylon structure (other than the rear spar upper cap and/or strap) or adjacent fuselage structure, before further flight, replace the cracked parts with new parts of the same design, or repair in accordance with instructions prescribed in the Douglas DC-9 Structural Repair Manual, or repair in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. After accomplishment of the above, perform the radiographic inspections specified in paragraph B. \n\n\t\t\tb.\tIn the spar cap(s), P/N 9958154-5 and/or -6, and/or strap(s), P/N 9958154-17 and/or -18, before further flight, replace the cracked parts with new parts of the same design; or, replace the cracked steel spar cap(s), P/N 9958154-5 and/or -6, with a new cap(s) of the same design, and replace the titanium strap(s), P/N 9958154-17 and/or -18, with a new design steel strap(s), P/N 5917717-3 and/or -4, using new larger diameter interference fit fasteners, in accordance with Douglas Service Bulletin S/B 54-27, dated 3 March 1972, or later FAA approved revisions; or, replace the spar cap(s), P/N 9958154-5 and/or -6 with a new spar cap(s), P/N 5917717-37 and/or -38 or 9958154-43 and/or -44 and replace the strap(s), P/N 9958154-17 and/or -18, with a new strap(s), P/N 5917717-39 and/or -40 in accordance with Douglas Service Bulletin 54-31 dated August 24, 1976 or later FAA approved revisions. \n\n\t\t7.\ta.\tWhen a new spar cap or strap of the same (i.e. original) design is installed in accordance with the requirements in 6.b., accomplish the inspections specified in paragraph B until the existing (retained) part (cap or strap) is replaced with a new part in accordance with the requirements in 6.b., at which time the inspection requirements in paragraph 7.b. apply (Note: accumulation of 4000 hours time in service is based on earliest replaced part (cap or strap)); or \n\n\t\t\tb.\tUpon installation of both a new spar cap and a new strap of the same (i.e. original) design, the inspections required in paragraphs A and B may be discontinued until these parts accumulate 4000 hours time in service, at which time reinstate the program of inspections and any necessary replacement or repairs per this AD; or, \n\n\t\t\tc.\tUpon installation of new improved design steel strap(s), P/N 5917717-3 and/or -4, in conjunction with an existing (retained) uncracked steel spar cap(s) P/N 9958154-5 and/or -6, using new larger diameter interference fit fasteners, in accordance with Douglas S/B 54-27, or later FAA approved revision; or, new spar cap(s), P/N 5917717-37 and/or -38 or P/N 9958154-43 and/or -44 and a new strap(s), P/N 5917717-39 and/or -40 in accordance with the Douglas Service Bulletin 54-31 dated August 24, 1976 or later FAA approved revisions; the inspections required in paragraphs A and B of this AD are no longer applicable. \n\n\tB.\tIf no cracks are found after accomplishment of the inspections required by paragraph A-1 through A-5, or, after repair or replacement of parts as specified in 6(a), within the next 1200 hours time in service after the effective date of this AD and thereafter, at intervals not to exceed 1200 hours time in service from the last inspection, inspect the upper aft steel spar caps, P/N 9958154-5 and -6 and titanium cap straps, P/N 9958154-17 and -18, using radiographic inspection methods in accordance with the instructions outlined in Douglas All Operators Letter, AOL 9-666 dated November 22, 1971, (X-rays numbers 1, 1A, 2, 3, 7 and 8 are not required) or equivalent inspection means approved by the Chief, Aircraft Engineering Division, FAA Western Region; or, replace the titanium strap(s), P/N 9958154-17 and/or -18, with a new steel strap(s), P/N 5917717-3 and/or -4, using new larger diameter interference fit fasteners in accordance with the instructions specified in Douglas Service Bulletin 54-27, dated March 3, 1972, or later FAA approved revisions; or, replace the spar cap(s), P/N 9958154-5 and/or -6 with a new spar cap(s), P/N 5917717-37 and/or -38 or 9958154-43 and/or -44 and replace the strap(s), P/N 9958154-17 and/or -18, with a new strap(s), P/N 5917717-39 and/or -40 in accordance with Douglas Service Bulletin 54-31 dated August 24, 1976, or later FAA approved revisions. Upon accomplishment of the above rear spar upper cap and strap modifications specified in S/B 54-27 or S/B 54-31, the inspections required in Paragraphs A and B may be discontinued. \n\n\tNOTE: Prior to installation of the new steel strap(s) P/N 5917717-3 and/or -4 per Service Bulletin 54-27, determine by radiographic inspection methods specified in Douglas AOL 9-666 or other FAA-approved equivalent inspection means (visual inspection is not considered satisfactory) that the existing (retained) steel cap is not cracked and shows no other signs of damage. \n\n\tIf cracks are found as a result of the radiographic inspections, before further flight, replace the cracked parts as specified in paragraph 6(b) and accomplish the inspections in accordance with the instructions in 7.a, 7.b and 7.c, as applicable. \n\n\tAircraft which have accumulated more than 1200 hours time in service as of the effective date of this amendment to AD 72-09-01, must be X-ray inspected within 150 hours time in service after the effective date of this amendment to AD 72-09-01, or the accumulation of 1500 hours total time in service, whichever occurs earlier. \n\n\tAmendment 39-1436 supersedes Amendment 39-1418 (37 F.R. 6380), AD 72-07-06. \n\n\tAmendment 39-1436 became effective April 25, 1972. \n\n\tAmendment 39-1636 became effective May 14, 1973 for all persons except those to whom it was made effective by telegrams dated April 7, 1973 and April 21, 1973, which contained these amendments.This amendment 39-2844 becomes effective March 3, 1977.