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69-08-07: 69-08-07 LOCKHEED: Amdt. 39-752. Applies to Model L-188 Series airplanes. Compliance required within the next 400 hours' time in service after the effective date of this AD, unless previously accomplished. To detect cracks in the lower wing surfaces of Electra aircraft, accomplish the following: (1) Visually inspect the lower wing plank surfaces and areas around fasteners, including planks one through eight between W.S. 157 and W.S. 219 in accordance with the procedure outlined in Paragraphs A through E of FAA approved Lockheed Service Bulletin 88/SB- 669, or later FAA approved revisions. (2) If cracks exist, appropriate repair must be accomplished before further flight in accordance with Paragraph F of FAA approved Lockheed Service Bulletin 88/SB-669, or in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. (3) Report all results of this inspection whether accomplished before or after the effective date of this AD, to the Chief,Aircraft Engineering Division, FAA Western Region. Reports must include crack locations and length, if any, aircraft serial number, and accumulated hours' time in service. The data received in the required reports will form the basis for any further AD action that may be required. (Reporting approved by the bureau of the Budged under BOB No. 04-R0174.) Airplanes with cracks may be flown in accordance with special flight permits issued pursuant to FAR 21.197 to a base where repair can be accomplished. This amendment becomes effective on April 17, 1969.
2006-12-21: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100) airplanes. That AD currently requires revising the airplane flight manual (AFM) to provide the flightcrew with revised procedures for checking the flap system. The existing AD also requires revising the maintenance program to provide procedures for checking the flap system, and performing follow-on actions, if necessary. This new AD requires installing new flap actuators, a new or retrofitted air data computer, a new skew detection system, and new airspeed limitation placards; and revising the AFM to include revised maximum allowable speeds for flight with the flaps extended, and a new skew detection system/crosswind-related limitation for take-off flap selection. This AD results from a number of cases of flap system failure that resulted in a twisted outboard flap panel. We are issuing this AD to prevent an unannunciated failure of the flap system, which could result in a flap asymmetry and consequent reduced controllability of the airplane.
2006-12-13: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A300 and A300-600 series airplanes. That AD currently requires repetitive inspections to detect cracks in Gear Rib 5 of the main landing gear (MLG) attachment fittings at the lower flange, and repair, if necessary. That AD also requires modification of Gear Rib 5 of the MLG attachment fittings, which constitutes terminating action for the repetitive inspections. This new AD requires new repetitive inspections at reduced compliance times. This new AD also requires new repetitive inspections of certain areas of the attachment fittings that were repaired in accordance with the actions specified in the existing AD. This AD results from new service information that was issued by the manufacturer and mandated by the French airworthiness authority. We are issuing this AD to prevent fatigue cracking of the MLG attachment fittings, which could result in reduced structural integrity ofthe airplane. DATES: This AD becomes effective July 18, 2006. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of July 18, 2006. The Director of the Federal Register approved the incorporation by reference of certain publications, as listed in the AD, on April 12, 2000 (65 FR 12077, March 8, 2000). The Director of the Federal Register approved the incorporation by reference of certain other publications, as listed in the AD, on October 20, 1999 (64 FR 49966, September 15, 1999).
2018-12-06: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 and 787-9 airplanes. This AD was prompted by a report of an in-service reliability issue of a latent flow sensor failure combined with single cabin air compressor (CAC) operation. This condition resulted in reduced airflow which led to a persistent single CAC surge condition that caused overheat damage to the CAC inlet. This AD requires installing new pack control unit (PCU) software for the cabin air conditioning and temperature control system (CACTCS) and new CAC outlet pressure sensor J-tube hardware, and doing related investigative and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
69-21-01: 69-21-01 HUGHES: Amdt. 39-859. Applies to Model 269 and 369H series helicopters with Hughes P/N 269A6027 or 369A5400 tail rotor transmission installed. Compliance required prior to further flight unless already accomplished. To prevent loss of tail rotor power due to possible failure of the input pinion shaft (a part of the 369A5425 gear shaft assembly) of certain tail rotor transmissions accomplish the following: Prior to further flight, determine if the serial number of the transmission gearbox installed is one of those listed in Hughes Service Information Notice, No. N-71, dated September 24, 1969 or later FAA approved revisions (all 269 series), or Hughes Service Information Notice No. HN-1, dated September 24, 1969, or later FAA approved revisions (all Model 369H series). If the gearbox is listed, and if the total time in service of the gearbox is in excess of 90 hours, replace the gearbox before the next flight with a gearbox marked with "M" on the tail rotortransmission identification plate or a serial number not listed in the Hughes Notices. For those gearboxes listed with less than 90 hours total time in service, replace the gearbox before 90 hours total time in service. If the tail rotor gearboxes are in spares inventory and within the listed serial numbers, they must not be installed on any aircraft. NOTE: The tail rotor transmission identification plate will be stamped with the letter "M" following the serial number to indicate installation of a satisfactory input pinoin shaft. Hughes Service Information Notice N-71 dated September 24, 1969, or later FAA approved revisions and HN-1 dated September 24, 1969 or later FAA approved revisions cover same subject. This amendment becomes effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated September 26, 1969.
2006-12-17: The FAA is superseding an existing airworthiness directive (AD) which applies to all Boeing Model 737-200C series airplanes. That AD currently requires a one-time external detailed inspection for cracking of the fuselage skin in the lower lobe cargo compartment; repetitive internal detailed inspections for cracking of the frames in the lower lobe cargo compartment; repair of cracked parts; and terminating action for the repetitive internal detailed inspections. This new AD restates the requirements of the existing AD and adds a requirement to perform repetitive detailed inspections of the body station (BS) 360 and BS 500 fuselage frames, after accomplishing the terminating action, and repair if necessary. This AD results from multiple reports that the existing AD is not fully effective in preventing cracks in the BS 360 and BS 500 fuselage frames. We are issuing this AD to detect and correct cracking of the fuselage frames from BS 360 to BS 500B, which could lead to loss of the cargo door during flight and consequent rapid decompression of the airplane.
72-01-02: 72-01-02 BEECH: Amdt. 39-1371. Applies to following airplanes: MODELS SERIAL NUMBERS AFFECTED 95-55 TC-1 thru TC-190 95-A55 TC-191 thru TC-501 (except TC-350 & TC-371) 95-B55 and 95-B55A TC-371, TC-520 thru TC-1409 95-B55B TF-1 thru TF-70 95-C55 and 95-C55A TC-350, TE-1 thru TE-451 D55 and D55A TE-452 thru TE-767 E55 and E55A TE-768 thru TE-846 58 and 58A TH-1 thru TH-173 Compliance: Required as indicated, unless already accomplished. To prevent engine damage from loss of lubricant due to accidental opening of oil sump drains by age stiffened plastic drain hoses, within 25 hours' time in service after the effective date of this AD, accomplish the following: Remove the oil drain tubes from the sump drain valves. Beechcraft Service Instructions No. 0473-241 pertains to this same subject. This amendment becomes effective January 5, 1972.
2000-05-12: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Rolls-Royce plc RB211-524 series turbofan engines. This action requires initial and repetitive ultrasonic inspections for cracks in fan blade dovetail roots, and, if necessary, replacement with serviceable parts. This action also provides the options of installing improved design fan blades or reworking current fan blades to the improved configuration as terminating action for the inspections. This amendment is prompted by reports of fan blade failures due to dovetail root cracks. The actions specified in this AD are intended to prevent possible multiple fan blade failures, which could result in an uncontained engine failure and damage to the aircraft.
2000-05-17: This amendment supersedes an existing airworthiness directive (AD), applicable to Eurocopter France Model EC 120B helicopters, that currently requires, at specified time intervals, inspecting the engine coupling tube for cracks and replacing any cracked engine coupling tube with an airworthy engine coupling tube. This amendment requires, at specified time intervals, visually inspecting and dye-penetrant inspecting the coupling tube for any crack and replacing any cracked coupling tube with a reinforced, airworthy coupling tube. Replacing all coupling tubes and certain engine support fitting components is required on or before March 31, 2000. This amendment is prompted by the discovery of cracks in several coupling tubes. The actions specified by this AD are intended to prevent coupling failure, loss of engine drive, and a subsequent forced landing.
72-02-01: 72-02-01 CESSNA: Amendment 39-1379. Applies to Models 411, 411A, 421, 421A and 421B (up to and including Serial Number 421B0147) airplanes. Compliance: Required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished: To prevent possible propeller separation in flight as a result of rough engine operation, accomplish the following: A) Check the torque on the propeller attachment nuts by applying 80 to 85 ft. lbs. torque. Nuts which do not move when the proper torque is applied should not be further tightened. If any nuts are found loose (70 Ft. lbs. torque or less), complete the detailed inspection required by Cessna Service Letter ME71-16 Supplement No. 2, dated January 7, 1972. (See Note) NOTE: A special adapter, Cessna P/N 5090006-5 for Hartzell propellers or P/N 5090006-9 for McCauley propellers, or equivalent, is required to accomplish the above torque check. B) Modify the engine tachometer by incorporating a yellow arc restricting continuous engine operation for Models 411 and 411A airplanes between 2100 and 2350 rpm, and for Models 421, 421A and 421B airplanes between 1950 and 2225 rpm. C) Install appropriate operational placard on the engine tachometer with the following wording: "AVOID CONTINUOUS OPERATION IN YELLOW ARC" D) Replace existing Airplane Flight Manual pages with the following FAA/DOA approved revised Airplane Flight Manual pages, or later FAA/DOA approved revision, as appropriate: 1. Model 411 - Revision No. 12 dated December 7, 1971. 2. Model 411A - Revision No. 4 dated December 7, 1971. 3. Model 421 - Revision No. 8 dated December 8, 1971. 4. Model 421A - Revision No. 4 dated December 8, 1971. 5. Model 421B (Serial Numbers 421B001 through 421B0147) - Revision No. 4 dated December 1, 1971. E) Equivalent methods of compliance with this AD must be approved by Chief, Engineering and Manufacturing Branch, FAA, CentralRegion. Cessna Service Letter ME71-16 Supplement No. 2 dated January 7, 1972, pertains to this subject. NOTE: This does not preclude continued recheck of propeller attach bolt as required by FAR 91 and specified for each 100 hours' time in service per Cessna Service Instructions. This amendment becomes effective January 18, 1972.