Results
2010-09-13: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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: Some digital engine control units (DECUs) used to control MAKILA 2A and MAKILA 2A1 engines have an ambient pressure (P0) sensor with a measurement accuracy that may be outside the range required for satisfactory functioning of the engines throughout the entire operating envelope. In certain extreme flight conditions, the lack of P0 measurement accuracy could potentially cause an engine flameout if the engine is operating on a replacement fuel. The issue is limited to a batch of 24 DECUs, of which 23 are known to be still in service. Since 01 January 2010, any such DECU returned to an approved repair centre has had its P0 sensor checked and replaced as necessary. We are issuing this AD to prevent an uncommanded engine in-flight shutdown which could result in a forced autorotation landing or accident.
85-21-01: 85-21-01 BOEING: Amendment 39-5148. Applies to all Model 737-300 series airplanes delivered prior to line position 1147, certificated in any category. Line position 1147 was delivered September 13, 1985. To detect loose cone bolts and interference between the engine and engine support strut at the forward engine mount, accomplish the following within 30 days after the effective date of this AD, unless already accomplished: \n\n\tA.\tVisually inspect for clearances between the engine and engine support strut in the vicinity of the forward engine mount as specified in Boeing Telegraphic Service Letter M- 7272-2396, dated September 12, 1985. \n\n\tB.\tIf the required clearance cannot be confirmed at any location specified in Boeing Telegraphic Service Letter M-7272-2396, dated September 12, 1985, lower the engine in accordance with Boeing Maintenance Manual Section 71-00-02, revised June 25, 1985, sufficiently to accomplish the following: \n\n\t\t1.\tDisassemble as required to inspect theforward cone bolts and forward mount cone bolt receptacles for pitting, galling, or wear and clearances in accordance with Boeing Maintenance Manual Section 71-21-00, revised October 25, 1984. \n\n\t\t2.\tPenetrant-inspect the cone bolt threads as specified in Boeing Telegraphic Service Letter M-7272-2396, dated September 12, 1985. \n\n\t\t3.\tRepair or replace any damaged cone bolts or cone bolt receptacles. \n\n\tC.\tEliminate interference detected in paragraph A., above, in accordance with procedures specified in Boeing Telegraphic Service Letter M-7272-2396, dated September 12, 1985. \n\n\tD.\tFollowing accomplishment of the above, reinstall the engine in accordance with instructions provided in Maintenance Manual Section 71-00-02, revised June 25, 1985, except that the cone bolts must be tightened to 1200-1400 inch-pounds of torque. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tF.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this AD who have not already received copies of the service information cited herein may obtain copies upon request from the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective October 21, 1985.
64-15-01: 64-15-01\tBOEING: Amdt. 756 Part 507 Federal Register July 3, 1964. Applies to All Models 707-300B and 707-300C Series Aircraft Listed in Boeing Service Bulletin No. 1962(R- 1). \n\tCompliance required as indicated. \n\tCracks have occurred in the flange of the left and right fillet flap drive support assembly, P/N's 65-22244-1 and -2. In each instance the crack originated in the lower inboard flange area of the subject assemblies. To correct this condition, accomplish the following: \n\t(a)\tWithin 30 hours' time in service after the effective date of this AD, unless already accomplished within the last 100 hours' time in service, and thereafter at periods not to exceed 130 hours' time in service from the last inspection, visually inspect the upper and lower inboard and outboard flanges of the fillet flap drive screw support assemblies, P/N's 65-22244-1 and -2 for cracks. Parts found to be cracked shall be repaired before further flight in accordance with either paragraph (b), (c), or(d). \n\t(b)\tRepair cracks before further flight in accordance with Boeing Service Bulletin No. 1962(R-1), Paragraph 3, Part II, "Repair Data", or later FAA approved revisions; or in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\t(c)\tStop drill the crack(s) in the flange with 0.25 inch hole(s) and shim in accordance with step "D", Part II, of Service Bulletins Nos. 1962(R-1) and 1962(R-1)A, and do not remove the flange. (NOTE: In this case the flange would serve as the filler.) \n\t(d)\tIf the maximum total length of the crack or the series of cracks does not exceed 6 inches in the upper and lower outboard flanges and 2 inches in the upper and lower inboard flanges: \n\t\t(1)\tStop drill any crack or cracks with a 0.25 inch hole. \n\t\t(2)\tVisually inspect cracks daily which have been stop drilled, for growth or propagation beyond the stop drill hole. If any growth is noted, additional stop drilling is required with the total crack length including propagation not to exceed the limits specified above. If a crack or cracks are found which exceed these limits, they must be repaired before further flight in accordance with paragraph (b) or (c). \n\t\t(3)\tAccomplish a permanent repair in accordance with paragraph (b) or (c) within 125 hours' time in service after crack detection. \n\t(e)\tWhen a permanent repair of cracked flanges is accomplished in accordance with paragraph (b) or (c) or if the preventive modification of uncracked flanges in Part III of Service Bulletins NOs. 1962(R-1), 1962(R-1)A, or later FAA approved revisions is accomplished, the repetitive inspections specified in paragraph (a) may be discontinued. \n\t(f)\tUpon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western 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 such operator. \n\t(Boeing Service Bulletins Nos. 1962(R-1) and 1962(R-1)A cover this same subject.) \n\tThis directive effective July 8, 1964.
70-26-01: 70-26-01 BOEING: Amdt. 39-1128 as amended by Amendment 39-1213. Applies to Model 747 Series Airplanes.\n \n\tCompliance required as indicated. \n\n\tTo prevent malfunctions resulting in unusable passenger evacuation slides and improve the overall reliability of the passenger evacuation system, accomplish the following: \n\n\t(a)\tWithin the next 300 hours' time in service after the effective date of this AD, unless already accomplished, inspect and/or modify the passenger evacuation system in accordance with the following Service Bulletins, or later FAA approved revisions, or equivalent inspections and/or modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\tBoeing Service Bulletin 25-2031, Revision 1, dated March 20, 1970, Parts I and II; or in the alternative, Parts II and III. If Parts I and II only have been completed, accomplish Part III when the slide is again disturbed, e.g., repaired, inflated or repacked. \n\n\tBoeing Service Bulletin 25-2040, Revision 1, dated October 12, 1970. \n\tBoeing Service Bulletin 25-2046, dated May 18, 1970. \n\tBoeing Service Bulletin 25-2052, dated May 1, 1970, or Boeing Service Bulletin 25-2068, dated August 15, 1970. \n\tBoeing Service Bulletin 25-2070, dated July 13, 1970.\n \tBoeing Service Bulletin 25-2110, dated November 12, 1970. \n\tBoeing Service Bulletin 25-2137, dated November 18, 1970. \n\tBoeing Service Bulletin 57-2013, Revision 1, dated September 28, 1970. \n\n\t(b)\tWithin the next 2,000 hours' time in service after the effective date of this AD, unless already accomplished, modify the passenger evacuation system in accordance with the following Service Bulletins, or later FAA approved revisions, or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\tConsolidated Controls Corporation Service Bulletin 521002-1, dated July 9, 1970. \n\n\tB. F. Goodrich Service Bulletin 25-008, dated July 20, 1970, and B. F. Goodrich Service Bulletin 25-014, dated November 18, 1970. \n\n\t(c)\tWithin the next 500 hours' time in service after the effective date of this amendment to AD 70-26-01, and thereafter at intervals not to exceed 500 hours' time in service from the last determination, until the guide arm elbow pin is modified in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region, adjust the torque of nut P/N 69B11101-1, - 2, or -3, located within the guide arm of the ten passenger cabin doors, to 125-150 inch-pounds, or equivalent procedures approved by the Chief, Aircraft Engineering Division, FAA western Region. \n\n\t(d)\tWithin the next 500 hours' time in service after the effective date of this amendment to AD 70-26-01, unless already accomplished, inspect the ten passenger cabin doors per Part I of Boeing Service Bulletin 25-2092, Revision 3, dated April 30, 1971 or later FAA approved revisions, or an equivalent inspection procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(1)\tIf this inspection per Part I establishes either that the overall distance between the stop tabs on the floor attachment fittings is within the limits of Figure 1, View AA, or that the overlap between the forward face of the slider barlock and forward floor attachment bracket is 0.25 inch or greater, no further action is required. \n\n\t\t(2)\tIf neither of the two conditions described in (d)(1), above, is established by the inspection per Part I of the Service Bulletin, accomplish the modifications described in Parts II or III of the Service Bulletin or later FAA approved revisions, within 500 hours' time in service from the effective date of this amendment to AD 70-26-01, unless already accomplished, or equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(3)\tIf the operator elects to perform Part II, and thereafter the operator modifies, alters, repairs, or replaces a girt bar, a floor fitting, or floor fitting support, repeat Part I and, if necessary, Part II, prior to further flight or within 500 hours' time in service from the effective date of this amendment to AD 70-26-01, whichever occurs later. Alternately, the operator may elect to perform Part III at this time as terminating action. \n\n\t\t(4)\tIf the operator elects to perform Part III rather than Part II, as described in (d)(2), above, the Part III modification must be accomplished within 500 hours' time in service from the effective date of this amendment to AD 70-26-01. \n\n\t\t(5)\tIf the operator elects to perform Part II, per (d)(2), above, and further, if an adequate control procedure is approved by an FAA Principal Maintenance Inspector, Part III must be accomplished within 9000 hours' time in service after the effective date of this amendment to AD 70-26-01. This control procedure must assure that Part I and, if necessary, Part II are accomplished before further flight if the girt bar, a floor fitting, or the floor fitting support is modified, altered, repair or replaced. This control procedure may be discontinued when Part III is accomplished. Part III, whenever accomplished, constitutes terminating action. \n\n\t(e)\tWithin the next 2000 hours' time in service after the effective date of this amendment to AD 70-26-01, unless already accomplished, modify the passenger evacuation system in accordance with the following service bulletins, or later FAA approved revisions, or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\tBoeing Service Bulletin 52-2022, dated October 1, 1970. \n\tBoeing Service Bulletin 52-2024, Rev. 1, dated March 5,1971.\n \tBoeing Service Bulletin 52-2043, dated December 15, 1970. \n\n\t(f)\tWithin the next 3000 hours' time in service after the effective date of this amendment to AD 70-26-01, unless already accomplished, modify the passenger evacuation system in accordance with the following service bulletins, or later FAA approved revisions, or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\tBoeing Service Bulletin 25-2133, dated January 26, 1971. \n\tB. F. Goodrich Service Bulletin 25-018, dated January 22, 1971. \n\n\t(g)\tWithin the next 5000 hours' time in service after the effective date of this amendment to AD 70-26-01, unless already accomplished, modify the passenger evacuation system in accordance with the following service bulletin, or later FAA approved revisions, or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\tB. F. Goodrich Service Bulletin 25-016, dated December 1, 1970. \n\tAmendment 39-1128 became effective December 18, 1970. \n\tThis Amendment 39-1213 becomes effective May 18, 1971.
88-04-01: 88-04-01 MCDONNELL DOUGLAS: Amendment 39-5845. Applies to McDonnell Douglas Model DC-6, -6A, -6B, R6D, and C-118A series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo detect cracks and prevent failure of the vertical stabilizer rear spar attach fittings, accomplish the following: \n\n\tA.\tWithin the next 3 months after the effective date of this AD, unless already accomplished within the last 9 months, and thereafter at intervals not to exceed one year or before further flight, whichever occurs later, inspect the vertical stabilizer rear spar attach fittings, front and rear, right and left, in accordance with Douglas DC-6 Service Bulletin 723, dated May 27, 1957, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, After each inspection, apply LPS-3 corrosion inhibiting oil, or equivalent, to each fitting. \n\n\tB.\tIf a crack is found, accomplish the following: \n\n\t\t1.\tReplace the fitting(s) before further flight for each of the following conditions: \n\n\t\t\ta.\ta crack is found that matches the description in paragraph 1. of Douglas DC-6 Service Bulletin 723, dated May 27, 1957, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region; \n\n\t\t\tb.\tmore than 1 fitting per airplane is cracked; \n\n\t\t\tc.\tthe crack is chordwise. \n\n\t\t2.\tReplace the fitting within the next 3 months after the crack is found, or before further flight, whichever occurs later, if the crack matches the description of paragraph 2. of Douglas DC-6 Service Bulletin 723, dated May 27, 1957, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base to comply with the repair requirement of this AD when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment becomes effective March 21, 1988.
2021-25-03: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd. & Co KG (RRD) Trent 7000-72 and Trent 7000-72C model turbofan engines. This AD was prompted by the manufacturer revising the engine Time Limits Manual (TLM) life limits of certain critical rotating parts and updating certain maintenance tasks. This AD requires the operator to revise the airworthiness limitation section (ALS) of their existing approved continuous airworthiness maintenance program (CAMP) by incorporating the revised tasks of the applicable TLM for each affected model turbofan engine, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2010-09-01: We are adopting a new airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters. This AD results from a mandatory continuing airworthiness information (MCAI) AD issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI AD was issued following the discovery of a potential risk of an untimely squib firing that would cut the hoist cable. A short circuit in the hoist motor brush power supply wiring resulting in an uncommanded squib firing, which cuts the hoist cable, constitutes an unsafe condition.
58-22-02: 58-22-02 NORTH AMERICAN: Applies to all Model T-28A Aircraft Certificated in the Restricted Category. \n\n\tInspect the main landing gear trunnion shaft every 200 hours with a borescope or by an equivalent method for fatigue cracks emanating from the bolt holes. Replace all defective shafts. \n\n\t(USAF T.O. 1T-28A-6 Page 39, Item 11, covers this same subject.)
92-07-15: 92-07-15 BOEING: Amendment 39-8211. Docket No. 91-NM-167-AD.\n\n\tApplicability: Model 757 series airplanes; variable numbers NA010, NA011 and NA501 through NA531, and line numbers 142 through 371; certificated in any category.\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent the separation of the fixed inboard trailing edge upper panel and consequent damage to airplane structure, hydraulic lines, and wire bundles, accomplish the following:\n\n\t(a)\tFor airplanes having variable numbers NA010, NA011, and NA501 through NA531: Within the next 18 months after the effective date of this AD, accomplish the procedures specified in either subparagraph (a)(1) or (a)(2) of this AD:\n\n\t\t(1)\tDetermine the panel assembly part number of the left and right wing in accordance with Boeing Service Bulletin 757-57-0036, dated June 13, 1991\n.\n\t\t\t(i)\tIf a panel assembly part number is 113N1611-9 (left), -10 (right), -11 (left), or -12 (right): No further actionis required.\n\n\t\t\t(ii)\tIf a panel assembly part number is 113N1611-13 (left), -14 (right), -15 (left), or -16 (right): Prior to further flight, modify the fixed inboard trailing edge upper panel in accordance with Boeing Service Bulletin 757-57-0036, dated June 13, 1991.\n\n\t\t(2)\tWith the panel installed on the airplane, locate a small area on the sloped surface of the panel near one of the three edges where fasteners are installed through the panel. Sand the small area with light pressure until paint, primer, and Tedlar protective film layers are removed.\n\n\t\t\t(i)\tIf the exposed skin layer is any color other than black, no further action is required.\n\n\t\t\t(ii)\tIf the exposed skin layer is black, modify the fixed inboard trailing edge upper panel, prior to further flight, in accordance with Boeing Service Bulletin 757-57-0036, dated June 13, 1991.\n\n\t(b)\tFor airplanes having line numbers 142 through 371: Within the next 18 months after the effective date of this AD, modify thefixed inboard trailing edge upper panel in accordance with Boeing Service Bulletin 757-57-0036, dated June 13, 1991.\n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle, ACO.\n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished.\n\n\t(e)\tThe inspection and modifications shall be done in accordance with Boeing Service Bulletin 757-57-0036, dated June 13, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(f)\tThis amendment becomes effective on May 5, 1992.
2010-09-07: 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: * * * 1. A potential freezing of the AOA [angle of attack] Vane Resolver * * * may restrict the dynamic behavior (lag) of the vane and could lead to a potential seize-up condition at lower temperatures. This condition, if not corrected, may provide inaccurate AOA data to the Stall Protection System (SPS). 2. As a result of ageing, the AOA vane heating element could degrade to a point where there is insufficient heat to prevent ice build-up on the AOA vanes. The ice build-up may lead to a change in the aerodynamic properties of the AOA vane and, under certain conditions, send inaccurate information to the SPS. This ageing condition cannot be detectedby the aircraft AOA vane heater current monitor. These conditions, if not corrected, could result in inaccurate AOA data provided to the SPS and could lead to a change in the aerodynamic properties of the AOA vane and reduced ability of the flight crew to maintain safe flight and landing of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.