Results
2000-21-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires a detailed visual inspection to detect evidence of wear or contact between the precooler support fitting and link assembly; and rework and reidentification of the fitting. This amendment is prompted by a report of rupturing of a diffuser case on a PW JT9D-7Q engine due to cracking in the outer pressure wall in the rear skirt area. The actions specified by this AD are intended to prevent contact between the precooler support link and the precooler support fitting, which could contribute to an uncontained failure of the diffuser case and damage to the airplane.
78-08-06: 78-08-06 BRITISH AIRCRAFT CORPORATION: Amendment 39-3186. Applies to Model BAC 1-11 200 and 400 Series airplanes certificated in all categories, which have a rear passenger door installed in the aft pressure bulkhead. Compliance is required as indicated. To detect cracking and prevent possible failure of the door structure under pressure loads, accomplish the following: (a) Prior to accumulating 30,000 landings or within 800 flight hours time in service after the effective date of this AD, whichever occurs later, unless accomplished within the last 800 flight hours, and thereafter at intervals not to exceed 800 flight hours from the last crackfree inspection, inspect the passenger door in the aft pressure bulkhead for cracks in accordance with paragraph 2.2 of the section entitled "Accomplishment Instructions" of British Aircraft Corporation Alert Service Bulletin 52-A-PM5448, issue 2, dated July 4, 1977, or an FAA-approved equivalent. (b) If horizontal cracks arefound during the inspection required by paragraph (a) of this AD which do not exceed the combined limitations of (b)(1) and (b)(2) noted below, the doors may remain in service provided the cracks are stop drilled and inspected for crack propagation at intervals not to exceed 50 flight hours from initial crack detection. (1) Cracks in the skin panel must not exceed 3 inches in length and must be limited to one crack per bay or one crack adjacent to and on either side of a horizontal member of the primary backup structure of the door. (2) Cracks in the horizontal members of the primary backup structure which are parallel to and between the heel line and lightening holes must not exceed 2 inches in length, must be limited to one crack per horizontal member and adjacent horizontal members must be crackfree. (c) If horizontal cracks are found during the inspection required by paragraph (a) of this AD which do not exceed the combined limitations noted in (c)(1) and (c)(2)below, the doors may remain in service provided the cracks are stop drilled and inspected for crack propagation at intervals not to exceed 50 flight hours from initial crack detection and the cabin pressure differential is limited to a maximum of 5.5 pounds per square inch for flight operations with cracks unrepaired. (1) Cracks in the skin panel must not exceed 6 inches in length and must be limited to one crack per bay or one crack adjacent to and on either side of a horizontal member of the primary backup structure of the door. (2) Cracks in the horizontal members of the primary backup structure are of the type and do not exceed the limitations of paragraph (b)(2) of this AD. (d) Within 300 flight hours from the initial detection of a skin crack in excess of 3 inches in length, repair cracks in doors which are allowed to remain in service subject to the conditions in paragraphs (b) and (c) of this AD in accordance with sections 51-20-0 and 52-02-5 of the Structural Repair Manual for the Model, and thereafter continue to inspect the door in accordance with paragraph (a) of this AD at intervals not to exceed 800 flight hours time in service. (e) If cracks are found during any of the inspections required by this AD that exceed the limitations specified in subparagraphs (b)(2) or (c)(1) of this AD, or are of a type which extend across the door frame, vertically across horizontal members, from a lightening hole to the heel line of the horizontal member, or between lightening holes, before further pressurized flight, repair the cracks in accordance with sections 51-20-0 and 52- 02-5 of the Structural Repair Manual for the Model and thereafter continue to inspect the door in accordance with paragraph (a) of this AD at intervals not to exceed 800 flight hours from the time of the repair. (f) Upon incorporation of British Aircraft Corporation Modification 52-PM5448, compliance with this AD is no longer required. (g) For the purpose of complying with this AD where number of landings has not been recorded, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing the total airplane flight hours by the operator fleet average time from takeoff to landing for the airplane type. (h) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East 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 that operator. NOTE: For additional clarification of types of cracking to be expected and crack limitations, refer to British Aircraft Corporation Alert Service Bulletin 52-A-PM5448, issue 2 (pages 1 and 2) dated July 4, 1977, and issue 1 (pages 3-5) dated March 16, 1977. This amendment becomes effective May 15, 1978.
74-26-02: 74-26-02 CONSOLIDATED AERONAUTICS: Amendment 39-2041. Applies to Colonial Model C-1, C-2 and Lake Model LA-4, LA-4A, LA-4P and LA-4-200 airplanes through serial number 599 certificated in all categories. Compliance required as indicated. To prevent loss of rudder control as a result of the failure of the arms of the rudder bellcrank assembly, P/N's 2-7109-1, 2-7103-91 and 1-7103-1, accomplish the following: (a) Within 10 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 100 hours' time in service from the date of the last inspection except as provided in Paragraph (b) or until replaced in accordance with Paragraph (c): Visually inspect the rudder bellcrank assembly, P/N's 2-7109-1, 2-7103-91 and 1-7103-1, in accordance with Lake Aircraft, Division of Consolidated Aeronautics, Inc. Service Letter L- 50, or later FAA approved revision. (b) When rudder bellcrank assembly, P/N 2-7109-1 has arm P/N's 2-7109-23 and 2- 7109-24 installed or has arms of .080 inches or greater thickness installed, the inspection specified in paragraph (a) may be discontinued. (c) Replace rudder bellcrank assemblies having cracked or deformed arms before further flight with a new rudder bellcrank assembly P/N 2-7109-1 having arms of .080 inches or greater thickness, or an equivalent part approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England Region. (d) 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 Lake 4 Sales Corporation, P.O. Box 399, Tomball, Texas 77375. These documents may also be examined at the Office of Regional Counsel, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. This amendment becomes effective December 27, 1974.
2015-26-05: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.28 Mark [[Page 1875]] 1000, 2000, 3000, and 4000 airplanes. This AD was prompted by a design review, which revealed that no controlled bonding provisions are present on a number of critical locations outside the fuel tank. This AD requires installing additional and improved fuel system bonding provisions, and revising the airplane maintenance or inspection program, as applicable, by incorporating fuel airworthiness limitation items and critical design configuration control limitations. We are issuing this AD to prevent an ignition source in the fuel tank vapor space, which could result in a fuel tank explosion and consequent loss of the airplane.
2010-21-04: The FAA is superseding two existing airworthiness directives (ADs), which apply to certain Model 747-100, 747-200B, and 747-200F series airplanes. The existing ADs currently require inspections to detect fatigue-related skin cracks and corrosion of the skin panel lap joints in the fuselage upper lobe, and repair if necessary. One of the existing ADs, AD 94-12-09, also requires modification of certain lap joints and inspection of modified lap joints. The other AD, AD 90-15- 06, requires repetitive detailed external visual inspections of the fuselage skin at the upper lobe skin lap joints for cracks and evidence of corrosion, and related investigative and corrective actions. This AD reduces the maximum interval of the post-modification inspections, and adds post-repair inspection requirements for certain airplanes. This AD results from reports of cracking on modified airplanes. We are issuing this AD to detect and correct fatigue cracking and corrosion in the fuselage upper lobeskin lap joints, which could lead to rapid decompression of the airplane and inability of the structure to carry fail-safe loads.
2000-21-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Israel Aircraft Industries, Ltd., Model Astra SPX and 1125 Westwind Astra series airplanes, that requires a one-time inspection of the position of the aileron autopilot servo and attachment arm; follow-on actions; and corrective actions, if necessary; and installation of a stopper angle on the servo bracket. This action is necessary to prevent the control link of the aileron autopilot servo from being driven overcenter, which could result in roll oscillations when the autopilot is engaged. This action is intended to address the identified unsafe condition.
2000-21-05: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace BAe Model ATP airplanes. This action requires repetitive inspections to detect damage of the torque link apex joint of the left- and right-hand main landing gear (MLG); and replacement of nuts, pins, and bolts with new parts, if necessary. This action is necessary to prevent separation of the top and bottom torque links, and consequent loss of directional control of the MLG. This action is intended to address the identified unsafe condition.
47-40-02: 47-40-02 CONTINENTAL: (Was Mandatory Note of Airworthiness Directive Supplement Dated October 3, 1947.) Applies Only to the Following Models: Cessna 120 and 140, Commonwealth (Rearwin) 185, Superior (Culver) V and V2, Air Products (Erco) 415C, McClish (Funk) B85C, Universal (Globe) GC-1A, GC-1B, Silvaire (Luscombe) 8E, and Piper J3C-65, J4E, J5A Having Continental C75-12 or -12F Engines With Serial Numbers Below 1794-6-12 Except 1788-6-12: Airplanes Having Continental C85-12, -12F or -12FHJ Engines With Serial Numbers Below 20668-6-12 Except: 20656-6-12, 20658-6-12, 20659-6-12, 20661-6-12, and 20666- 6-12; Airplanes Having Continental C125-1 or -2 Engines With Serial Numbers Below 1046-6-12 Except: 1034- 6-12, 1037-6-12 Through 1042-6-12, and 1044-6-12. Compliance required immediately if engine has attained or passed 600-hour major overhaul period, but in any event not later than December 31, 1947, or 600 hours of operation, whichever occurs first. A certain percentage of piston pins installed in engines of the above numbers and distributed as replacement parts are subject to failure without warning. The weakness of these pins cannot be detected by normal inspection methods. Piston pin breakage can result in complete engine failure. It is the owner's responsibility to avoid this risk by making the following change at the earliest possible time. Replace piston pin assembly No. 22248-A1 (0.6875-inch inside diameter) with thick wall piston pin assembly No. 25121-A1 or 25262-A1 (0.5945-inch inside diameter). Supplies of the heavy wall pins are adequate so that immediate replacement can be effected. (Continental Service Bulletin No. M47-9 covers this same subject.)
2016-01-01: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Model PA-46-500TP airplanes. This AD was prompted by a report of the wing upper skin joints being manufactured without sealant, which allows water to enter and stay in sealed, bonded stringers. This AD requires inspecting the upper wing surface for sealant; inspecting the wing stringers for water intrusion; inspecting for deformation and corrosion if evidence of water intrusion exists; and taking corrective actions as necessary. We are issuing this AD to correct the unsafe condition on these products.
2009-01-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Embraer has issued the Service Bulletin (SB) No. 145-00-0032 to provide instructions to modify the EMB-145 ( ) aircraft and allow operation with an increased Maximum Takeoff Weight (MTOW). Reassessment of the Damage Tolerance Analysis during development of the SB resulted in changes to the Airworthiness Limitation Items (ALI) for those modified aircraft to include new tasks and to revise some existing ones and its respective intervals. Failure to inspect some structural components, according to the new tasks and intervals for those modified aircraft, could prevent a timely detection of fatigue cracking. Undetected fatigue cracking in these componentscould adversely affect the structural integrity of these airplanes. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.