Results
70-20-01: 70-20-01 SIAI-MARCHETTI: Amdt. 39-1081. Applies to Model 205-22/R airplanes. To prevent malfunction of the flap position locking mechanism, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, replace the flap system locking pawl (P/N 205-6-052-22) and cup (P/N 205-6-052-23) with a modified locking pawl (P/N 205-6-052-22/A) and modified cup (P/N 205-6-052-23/A) in accordance with SIAI Marchetti Technical Instruction No. 205 I-13, dated 3 April 1970, or an FAA-approved equivalent. (SIAI Marchetti Service Bulletin No. 205B25 refers to this subject). This amendment becomes effective September 22, 1970.
2022-20-02: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-1041 airplanes. This AD was prompted by a potential interference between the ram air turbine (RAT) blade tip and the belly fairing (BF) RAT inboard door. This AD requires replacing the BF inboard RAT door and BF adjacent panels, and prohibits the installation of affected parts, as specified in a European Union Aviation Safety Agency (EASA), which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2015-16-08: We are superseding Airworthiness Directive (AD) 2011-08-51 for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. AD 2011-08-51 required repetitive inspections of the lap joint at certain stringers along the entire length from certain body stations. This new AD expands the inspection area, requires additional inspections for cracks and open pockets, requires corrective actions if necessary, and revises the compliance times. This AD was prompted by an evaluation by the design approval holder (DAH) that has determined that the lower fastener holes in the lower skin of the fuselage lap splice are subject to widespread fatigue damage (WFD). We are issuing this AD to detect and correct fatigue cracking of the lower fastener holes in the lower skin of the fuselage lap splice, which could result in reduced structural integrity of the airplane.
2000-13-03: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8 series airplanes that have been converted from a passenger to a cargo-carrying ("freighter") configuration, that requires a revision to the Airplane Flight Manual Supplement to ensure that the main deck cargo door is closed, latched, and locked; inspection of the door wire bundle to detect discrepancies and repair or replacement of discrepant parts. This amendment also requires, among other actions, modification of the hydraulic and indication systems of the main deck cargo door, and installation of a means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. This amendment is prompted by the FAA's determination that certain main deck cargo door systems do not provide an adequate level of safety, and that there is no means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked. The actions specified by this AD are intended to prevent opening of the cargo door while the airplane is in flight, and consequent rapid decompression of the airplane including possible loss of flight control or severe structural damage.
2000-12-18: This amendment adopts a new airworthiness directive (AD), applicable to Rolls-Royce Ltd. Dart 511, 511-7E, 514-7, 528, 528-7E, 529-7E, 532-7, 532-7L, 532-7N, 532-7P, 532-7R, 535-7R, 551-7R, and 552-7R turboprop engines. This AD requires the installation of a feathering probe and a steel retaining ring in the reduction gear housing (RGH) and replacement of a transfer bobbin installed in the torquemeter. This amendment is prompted by two reports of the failure of a propeller to feather following the failure of the RGH annulus gear, which resulted in the propeller overspeeding and the release of a propeller blade, causing damage to the airplane. The actions specified by this AD are intended to prevent a propeller from overspeeding and the release of a propeller blade after a failure of the RGH annulus gear, which could result in damage to an adjacent engine or to the airplane.
88-07-51 R1: 88-07-51 R1 LOCKHEED AERONATUICAL SYSTEMS COMPANY: Amendment 39- 5923 as revised by Amendment 39-6311. (Docket No. 88-NM-210-AD) Applicability: Model L-1011-385-1, L-1011-385-1-14, L-1011-385-1-15, and L-1011- 385-3 series airplanes, as listed in Lockheed TriStar L-1011 Service Bulletin 093-29-A088, dated April 14, 1988, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent a fire from a failed AC electrical motor-driven hydraulic pump electrical connector, in combination with leaking hydraulic fluid from the failed electro-hydraulic component, accomplish the following: A. Within 100 flight hours after June 3, 1988 (which is the effective date of Amendment 39-5923), accomplish the following: 1. On the Flight Engineer/Second Officer's (FE/SO) overhead CB panel CB2, open and collar circuit breakers L12 "AC Pump B3" and L22 "AC Pump C3", using PACO plastic ring P/N S-4933959-503 or equivalent. 2.As a verification that power has been removed from affected pumps, on the FE/SO hydraulic system control panel, cycle the AC pumps switch lights and verify that the "ON" legends do not illuminate. B. Accomplishment of the requirements of paragraph A., above, in accordance with Lockheed TriStar L-1011 Alert Service Bulletin 093-29-A088, dated April 14, 1988, is considered an acceptable means of compliance with this AD. C. Installation of an AC Hydraulic Pump Magnetic Circuit Breaker Panel (MCBP) in the Mid-Electrical Service Center (MESC) and associated aircraft wiring, in accordance with Lockheed TriStar L-1011 Service Bulletin 093-29-088, Revision 1, dated March 7, 1989, constitutes terminating action for the requirements of paragraph A., above. The hydraulic pumps may then be reactivated by removing the circuit breaker collars installed in accordance with paragraph A.1., above, and closing the circuit breakers. D. An alternate means of compliance or adjustment of thecompliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: This request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Lockheed Aeronautical Systems Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Order Administration, Department 65-33, Unit 20, Plant A-1. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California.This amendment (39-6311) amends Amendment 39-5923, AD 88-07-51 which became effective on June 3, 1988. This amendment (39-6311, AD 88-07-51 R1) becomes effective on October 2, 1989.
2000-12-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 series airplanes, that requires modification of the position 1 flap screw jack. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fracture of the lead screw of the position 1 flap screw jack, which could result in failure of the tie bar and possible disconnection of the flap structure from the airplane.
2015-17-09: We are superseding Airworthiness Directive (AD) 98-18-02 for certain Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model C4-605R variant F airplanes (collectively called A300-600 series airplanes). AD 98-18-02 required inspections to detect cracks in the center spar sealing angles adjacent to the pylon rear attachment and in the adjacent butt strap and skin panel, and correction of discrepancies. This new AD continues to require inspections for cracks. This new AD also requires a modification by cold expansion of the center spar sealing angles, replacement of both sealing angles and cold expansion of the attachment holes if necessary, and post-repair repetitive inspections and corrective actions if necessary. This AD was prompted by reports of cracking in the vertical web of the center spar sealing angles of the wing, and subsequent analyses that showed that the inspection threshold and interval specified in AD 98-18-02 must be reduced to allow timely detection of cracks on the sealing angles of the center spar, adjacent to rib 8. We are issuing this AD to prevent crack formation in the sealing angles, which could rupture the sealing angle and lead to subsequent crack formation in the bottom skin of the wing, and result in reduced structural integrity of the center spar section of the wing.
2000-12-09: This amendment adopts a new airworthiness directive (AD) for Sikorsky Model S-76A helicopters. This AD requires inspecting the air conditioning system at specified intervals until installing a soft-start assembly retrofit kit to prevent a continuous flow of current through the soft-start resistor. This amendment is prompted by a report of overheating of the soft-start assembly. The actions specified by this AD are intended to prevent overheating of the air conditioning soft-start assembly, damage in the lower tailcone, an electrical fire, and subsequent loss of control of the helicopter
82-23-08: 82-23-08 CANADAIR: Amendment 39-4494. Applies to Canadair Model CL-600-1A11 airplanes certificated in all categories. Compliance is required as indicated to avoid possible failure of the throttle quadrant tungsten carbide wear strips and to preclude throttle movement directly from idle to cutoff. Within 50 hours time in service, or within 30 days after the effective date of this Airworthiness Directive, whichever occurs first, unless already accomplished, perform the following in accordance with Canadair Alert Wire TA600-0294/022 dated August 31, 1982: A. Remove the throttle quadrant in accordance with Canadair approved procedures and inspect to positively identify part and serial numbers. B. If the throttle quadrant is not identified by P/N 90601-65, reinstall in accordance with Canadair approved procedures and return to service. C. If the inspection of paragraph A reveals that the aircraft is fitted with throttle quadrant, Canadair part number 90601-65, the following inspection must be conducted prior to each flight: 1. Unlatch and lift each thrust reverser lever in turn until it contacts its solenoid stop and, with friction off, apply a forward load of approximately 5 pounds to each main lever. Check to determine that the knob moves the normal amount (0.20 inch or less). 2. Unlatch and lift each thrust reverser lever until it contacts its solenoid stop. With the red shutoff latch held in the up position and with friction off, apply an aft load of approximately 5 pounds to the main lever. Check that this knob moves the normal amount (0.45 inches or less). 3. If movement is in excess of the values specified in paragraph (1) or (2) above, replace the quadrant with a serviceable model 90601-65 throttle quadrant in accordance with Canadair approved procedures and continue to inspect per Paragraph C., above. 4. With the thrust reverser levers down, check that the main levers cannot be moved aft into cutoff without liftingthe red shutoff latch. If the lever can be moved aft, replace the quadrant with a serviceable model 90601-65 throttle quadrant in accordance with Canadair approved procedures and continue to inspect per Paragraph C., above. D. For aircraft fitted with throttle quadrant, part number 90601-65, install the following placard on the instrument panel in full view of the pilot, using letters of 3/8 inch minimum height: "Do not conduct planned go-around and missed approach operations." E. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA Northwest Mountain Region. F. Special 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. It is anticipated that this AD will be amended to provide terminating action when the manufacturer has developed anacceptable modification. 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). This amendment becomes effective November 22, 1982.