Results
2014-11-01: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes. This AD was prompted by reports of smoke or flames in the passenger cabin of various transport category airplanes related to the wiring for the passenger cabin in-flight entertainment (IFE) system, cabin lighting, and passenger seats. This AD requires installing wiring and making changes to certain electrical load management system (ELMS) panels and other concurrent requirements to ensure the flightcrew is able to turn off electrical power to the IFE systems and other non-essential electrical systems through one or two switches in the flight deck in the event of smoke or flames. In the event of smoke or flames in the airplane flight deck or passenger cabin, the flightcrew's inability to turn off electrical power to the IFE system and other non-essential electrical systems could result in the inability to control smoke or flames in the airplane flight deckor passenger cabin during a non- normal or emergency situation, and consequent loss of control of the airplane.
99-24-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757-200 and -300 series airplanes, that requires modification of the slide/raft evacuation system by installing a girt reinforcement chafing patch. This amendment is prompted by reports of holes in the inflatable area of the slide/raft evacuation system due to chafing against the installation support bracket. The actions specified by this AD are intended to prevent holes in the inflatable portion of the slide/raft evacuation system, which could result in the slide/raft being less effective as a raft during an emergency water landing.
71-18-04: 71-18-04 BELL: Amdt. 39-1280 as amended by Amendment 39-1692. Applies to Bell Models 206A and 206B helicopters certificated in all categories, equipped with main rotor blades, P/N 206-010-200-29. Compliance required as indicated. To detect and prevent possible corrosion and fatigue cracks in the main rotor blade spar lower surface adjacent to the tip inertia weight attachment screws, accomplish following: (a) Inspect those main rotor blades having 600 or more hours total time in service on May 5, 1971 within 25 hours time in service therefrom, unless already accomplished in accordance with paragraph (c). (b) Inspect those main rotor blades having less than 600 hours time in service on May 5, 1971 before reaching 625 hours total time in service in accordance with paragraph (c). (c) Visually inspect the lower surface of the blade from blade station 170 to 180 in the area of the screw heads for paint blisters, raised areas, paint cracks and for exposed metal andaccomplish repetitive inspections at intervals of not more than 100 hours time in service from the last inspection. (1) If paint blisters, raised areas or paint cracks are found, remove the finish in accordance with the instructions of Item 3.c of Bell Helicopter Company Service Bulletin No. 206A-19, Revision A, dated March 12, 1971 or later FAA approved revision, and inspect for corrosion and cracks in the spar adjacent to the screw heads using a dye penetrant or equivalent inspection method. (i) If cracks are found, remove and replace the blade before further flight. (ii) If corrosion is found, follow repair and limitation instructions on page 2-18A, paragraph 2-16, subparagraph e(3) in the Model 206A Maintenance and Overhaul Manual as revised October 15, 1970 or FAA approved equivalent. (iii) If no corrosion or cracks are found, treat and refinish the exposed or unpainted area in accordance with Item 4.b(1) of Bell Helicopter Company Service Bulletin No. 206A-19, Revision A, dated March 12, 1971, or later FAA approved revision. (2) If no paint blisters, raised areas or paint cracks are found but exposed metal is found, treat exposed area in accordance with paragraph 4.b(2) of Bell Helicopter Company Service Bulletin No. 206A-19, Revision A, dated March 12, 1971, or later FAA approved revision. (d) Visually inspect the lower surface of the blade from blade station 170 to 180 in the area of the screw heads for paint blisters, raised areas, paint cracks and for exposed metal and accomplish repetitive inspections at intervals of not more than 25 hours time in service from the last inspection. (1) If paint blisters, raised areas or paint cracks are found, the inspections and surface treatment of subparagraph (c) (1) are required. (2) If only exposed metal is found, clean, rinse and dry the surface and apply non-siliconized wax to the exposed metal. (3) The inspections and waxing specified in paragraph (d) may beperformed by the pilot. NOTE: For the requirements regarding listing of compliance and method of compliance with this AD in the aircraft maintenance record, see FAR 91.173. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Service Manager, Bell Helicopter Company, P. O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C. and at the Southwest Regional Office in Fort Worth, Texas.This AD, Amendment 39-1280 supersedes Amendment 39-1182 (36 F.R. 6740), AD 71- 07-03. Amendment 39-1280 became effective September 3, 1971. This amendment 39-1692 becomes effective September 3, 1973.
99-24-12: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Lockheed Model L-1011-385 series airplanes, that currently requires revision of the Airplane Flight Manual (AFM) to prohibit operation of the fuel boost pumps when fuel quantities are below certain levels, and to add maintenance procedures for operating the airplane under certain conditions. That AD also requires the installation of a placard on the engineer s fuel panel to advise the maintenance crew that operation of the fuel boost pumps is prohibited under certain conditions. This amendment adds a terminating modification for the requirements of the existing AD. This amendment is prompted by reports of internal electrical failures in the fuel boost pump of the wing fuel tanks that could result in either electrical arcing or localized overheating. The actions specified by this AD are intended to prevent such electrical arcing or overheating, which could breech the protective housing of the fuel boost pump and expose it to fuel vapors and fumes, and consequent potential fire or explosion in the wing fuel tank.
2014-09-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200PF, -200CB, and -300 series airplanes. This AD was prompted by reports of cracking of the forward bulkhead web, web stiffeners, attachment angles, and thermal anti-ice (TAI) spray ring assemblies of the engine air intake cowl. This AD requires replacing the forward bulkhead assembly, TAI spray ring assembly, and attachment fittings of the air intake cowl. We are issuing this AD to prevent the failure of air intake cowl components due to cracking, which could result in the air intake cowl separating from the engine and striking critical airplane control surfaces that could result in a loss of airplane control; severe engine damage and loss of thrust; or large parts striking a person or property on the ground.
75-17-18: 75-17-18 SOCATA: Amendment 39-2320. Applies to Socata Models Rallye 100S, Serial Number 2294; MS.880B, Serial Numbers 2299 through 2531; and MS.892E-150, 893E and 894E, Serial Numbers 12121 through 12531 airplanes, certificated in all categories. Compliance is required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent loss of aileron control due to interference with the wing flap control system, modify the wing flap control system, re-rig the wing flap control system, and check for freedom from interference between the wing flap control system and aileron control system in accordance with Socata Service No. 111 GR. 27-11, dated April 1974, or an FAA-approved equivalent. This amendment becomes effective August 19, 1975.
99-24-15: This amendment supersedes an existing airworthiness directive (AD), applicable to General Electric Company (GE) CF6 series turbofan engines, that currently requires initial and repetitive ultrasonic and eddy current inspections of high pressure compressor rotor (HPCR) stage 3-9 spools for cracks. This amendment defines more aggressive inspection intervals for certain HPCR stage 3-9 spools, adds CF6-80E1 engines to the inspection program, adds inspection requirements for spools manufactured from 8 inch diameter billet, adds inspection requirements for stage 3-5 blade slot bottoms, and adds inspection requirements for web and hub-to-web transition areas. This amendment is prompted by analysis of recent HPCR stage 3-9 spool inspection results and separations, and assessment of the adequacy of the existing program to prevent HPCR stage 3-9 spool cracking and separation. As a result of that assessment, the FAA has determined there is a need to make changes to the existing AD.The actions specified by this AD are intended to prevent HPCR stage 3-9 spool cracking and separation, which can result in an uncontained engine failure and aircraft damage.
2022-18-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model AS332C, AS332C1, AS332L, and AS332L1 helicopters. This AD was prompted by review of maintenance instructions that showed conflicting methods of recording torque cycles for certain parts. This AD requires recalculating the torque cycles of certain parts and updating log cards; removing certain other parts from service; and applying an operational restriction on certain parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also requires incorporating the re-calculated life limits into existing maintenance records. The FAA is issuing this AD to address the unsafe condition on these products.
73-18-01: 73-18-01 GENERAL DYNAMICS: Amdt. 39-1705. Applies to General Dynamics 340/440/580/640 (Convair) Series and Model C-131E airplanes certificated in all categories. Compliance required as indicated. To prevent possible collapse of the nose landing gear due to fatigue cracks in the drag strut upper left hand segments, accomplish the following. (a) Within ten landings after the effective date of this A.D., unless already accomplished with the last 590 landings prior to this A.D., and at one additional interval not to exceed 600 landings thereafter, preform an external visual inspection of all P/N 340-5210103, 340-5215103 or 340-7310231 nose landing gear drag strut upper left hand segments for crack development in the area depicted by Figure 1, View A-A, General Dynamics Service Bulletin 640(340D) No. 32-7, dated June 20, 1973, by dye penetrant, eddy current or ultrasonic methods, per the accomplishment instructions in S.B. 32-7, dated June 20, 1973, or later FAA-approvedrevisions. (Disassembly of strut is not required). (1) If crack development is noted, replace the drag strut prior to further flight, with new P/N 340-7310231-1, or serviceable parts (Items 1 through 4, Convair Service Engineering Report No. 340-44A/440-44A, dated June 16, 1961). (2) If crack development is not indicated after the accomplishment of the foregoing inspections, repeat the inspection thereafter at intervals not to exceed 2,400 landings. If cracks are discovered, replace the drag strut, prior to further flight per a(1) above. (3) If new P/N 340-7310231-1 is used as a replacement, the inspections of this A.D. may be discontinued, and normal maintenance practices will be observed. (4) If a re-worked part (cf: Convair Service Engineering Report, No. 340- 44A/440-44A) is used as a replacement, perform an inspection for crack development prior to an additional 600 landings after installation per a, above. Repeat the inspections per a and (2) above.(5) Any parts removed for crack development per this A.D., or as a result of any other inspection indicating a like condition, may not be returned to service unless a specific rework procedure has been approved by the Chief, Aircraft Engineering Division, FAA Western Region, and accomplished as to said parts. (6) Aircraft may be operated per FAR 21.197 to a base for accomplishment of maintenance per this A.D. (b) Equivalent inspections and installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) For the purpose of complying with this A.D., subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. This amendment is effective August 27, 1973 except those to whom it was made effective immediately by airmail letter, dated July 30, 1973.
99-24-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757 series airplanes equipped with Rolls Royce RB211 engines, that requires modification of the nacelle strut and wing structure. This amendment is prompted by reports indicating that the actual operational loads applied to the nacelle are higher than the analytical loads that were used during the initial design. Such an increase in loading can lead to fatigue cracking in primary strut structure prior to an airplane's reaching its design service objective. The actions specified by this AD are intended to prevent fatigue cracking in primary strut structure and consequent reduced structural integrity of the strut.