Results
2000-09-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that currently requires tests, inspections, and adjustments of the thrust reverser system. That AD also requires installation of a terminating modification, and repetitive follow-on actions. This amendment revises certain actions in the existing AD. This amendment is prompted by a report indicating that certain instructions referenced in the existing AD for accomplishment of the cone brake test of the center drive unit are not accurate for certain airplanes. The actions specified in this AD are intended to ensure the integrity of the fail safe features of the thrust reverser system by preventing possible failure modes in the thrust reverser control system that can result in inadvertent deployment of a thrust reverser during flight.
82-16-02: 82-16-02 FOKKER B.V.: Amendment 39-4424. Applies to Model F28 Series 1000 and 4000 airplanes certificated in all categories, serial numbers as indicated below. Note: Some serial numbers listed may actually be 2000, 3000, 5000, or 6000 airplanes that are not presently eligible for U.S. certification. Those serial numbers may be disregarded insofar as this AD is concerned. 1. Unless already accomplished, accomplish the following within the time specified in each paragraph below after the effective date of this AD. A. Applies to airplanes with serial numbers (S/N's) 11004 through 11016. Compliance required within the next 750 hours time in service. To prevent inadvertent cross connection of the engine fire extinguishing bottle electrical wiring, install placards and inspect and rework the wiring in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/26-2, Revision 1, dated March 19, 1970. B. Applies to airplanes with S/N's 11003, 11004, 11006, and 11009 through 11012. Compliance required within the next 900 hours time in service. To preclude inadvertent fuel transfer, install a 1.0 p.s.i. check valve and rework the defueling control valve wiring in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/28-3 dated January 6, 1970. C. Applies to airplanes with S/N's 11004 through 11016, 11021 through 11052, 11054 through 11061, 11063 through 11066, and 11991 through 11993. Compliance required within the next 100 hours time in service. To preclude fuel leakage, inspect fuel supply tubes for chafing damage, repair or replace such tubes as necessary, and provide adequate chafing protection in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/28- 8 dated December 24, 1969 (S/N's 11004 through 11016), or Service Bulletin F28/28-22, Revision 1, dated December 18, 1972 (S/N's 11021 through 11052, 11054 through 11061, 11063 through 11066, and 11991 through 11993). D. Applies to airplanes with S/N's 11053, 11062, 11077, 11080, 11081, 11090 through 11093, 11108 through 11112, 11114 through 11116, 11118, 11120 through 11124, 11126 through 11128, 11130, 11133, 11135, 11138 through 11142, and 11144. Compliance required within the next 100 hours time in service. To preclude a fuselage fire, perform both of the following: (1) Inspect the APU fuel supply line for interference with electrical wiring and replace as necessary; and (2) Modify the fuel supply line installation and electrical wiring to provide adequate clearance in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/28-32, Revision 1, dated September 3, 1979. E. Applies to all airplanes having check valve Part No. 123312-2-1 installed in the Auxiliary Power Unit (APU) bleed air duct. Compliance required within the next 100 hours time in service and at no greater than 3000 hour intervals time in service thereafter. To preclude damage to the APU, inspect the check valve for wear and replace, as necessary, in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/36-9, Revision 1, dated February 16, 1973. F. Applies to airplanes with S/N's 11003 through 11056 and 11991 through 11993. Compliance required within the next 100 hours time in service. To ensure proper functioning of the fire seal, inspect the seventh stage bleed air duct fire seal and modify, as necessary, in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/36- 10 dated February 12, 1973. G. Applies to airplanes with S/N's 11003 through 11101, and 11991 through 11993. Initial compliance required within the next 100 hours time in service and on a daily basis thereafter. To detect failure of the APU extension silencer and thereby preclude failure of APU exhaust jet pipe, inspect the extension silencer in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/49-24 dated February 23, 1976. These inspections may be discontinued upon installation of an improved APU extension silencer in accordance with Fokker Service Bulletin F28/49-21, Revision 1, dated May 10, 1976. H. Applies to airplanes with S/N's 11003 through 11131, and 11991 through 11993. Compliance required within the next 1500 hours time in service. To ensure adequate drainage of fuel leakage from the APU compartment, modify the APU enclosure drain system in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/49-25 dated July 18, 1977. I. Applies to airplanes with S/N's 11003 through 11013. Compliance required within the next 750 hours time in service. To maintain the integrity of the firewall, close the unused holes in the left hand and right hand engine nacelle firewalls in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/54-2, Revision 1, dated June 15, 1970. J. Applies to airplanes with S/N's 11003 through 11073, 11075, and 11991 through 11993. Compliance required within the next 150 hours time in service. To prevent control cable failure due to corrosion, inspect, replace as necessary, and treat HPC and RPM control cables in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/76-16, Revision 1, dated October 6, 1975. K. Applies to airplanes with S/N's 11003 through 11124, 11126 through 11132, 11134, 11991, and 11992. Compliance required within the next 100 hours time in service. To preclude inadvertent closure of the fire shutoff valves, inspect and correct microswitch adjustment, as necessary, and install seal wire (safety wire) on fire switch guards in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/76-20 dated January 1, 1979. 2. Alternate means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. 3. 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. 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 August 30, 1982.
2015-05-08: We are adopting a new airworthiness directive (AD) for certain Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 382, 382B, 382E, 382F, and 382G airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the upper and lower rainbow fittings on the outer wing are subject to widespread fatigue damage (WFD). This AD requires repetitive inspections of the upper and lower rainbow fittings on the outer wing to detect cracks propagating from fasteners attaching the fittings to skin panels, and related investigative and corrective actions if necessary; and replacement of the upper and lower rainbow fittings on the outer wing. We are issuing this AD to prevent fatigue cracking of the upper and lower rainbow fittings on the outer wing and skin-panel- to-fitting fastener holes, which could result in reduced structural integrity of the airplane and possible separation of the wing from the airplane.
2000-09-01: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8 series airplanes, that currently requires a revision to the Airplane Flight Manual Supplement to ensure that the main deck cargo door is closed, latched, and locked; repetitive inspections of the wire bundle and door latch rollers to detect damage; and repair or replacement of damaged components. This amendment requires, among other actions, modification of the indication and hydraulic 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; the latching and locking mechanisms are not of adequate design to prevent structural deformation in the event of component jamming; and that there is an absence of ameans 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 the door, flight control, or severe structural damage.
2000-09-02: 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; an inspection of the door wire bundle; 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 the means to prevent pressurization to an unsafe level if the main deck cargo door is not closed, latched, and locked is inadequate. 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.
2015-05-03: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by reports of cracking on the skin panels and skin splice joints and angles at certain stringers at various locations between certain fuselage stations. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new or revised maintenance requirements and airworthiness limitations, and incorporating structural repairs and modifications to preclude widespread fatigue damage (WFD). We are issuing this AD to detect and correct WFD, which could adversely affect the structural integrity of the airplane.
2010-12-51: This document publishes in the Federal Register an amendment adopting Emergency Airworthiness Directive (AD) 2010-12-51, which was sent previously to all known U.S. owners and operators of the specified Agusta model helicopters by individual letters. This AD requires, before further flight, removing the forward boot from the hub-locking nut (nut) and inserting a gauge between the tail rotor control rod (rod) and nut until the gauge stops. This AD then requires, depending on the depth measurement from the face of the nut, either reidentifying the tail rotor gearbox (TGB) with a new part number (P/N) or replacing the TGB and the associated parts with airworthy parts. This AD is prompted by a report of a missing rod bushing (bushing) from a 90- degree TGB installed on a Model AW119 MKII helicopter. The Agusta Model A119 helicopters also have the affected TGB installed; therefore, they are also included in the applicability of this AD. The actions specified by this AD are intendedto detect a missing bushing in the TGB and to prevent abnormal vibration, damage to the tail rotor system, loss of the yaw control function, and subsequent loss of control of the helicopter.
2000-08-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Lockheed Model L-1011-385 series airplanes, that requires modification of the high pressure bleed valve controller of each engine. This amendment is prompted by reports of failure of the bleed air system components such as the thermal compensators and bleed air ducts. The actions specified by this AD are intended to prevent such failures of the bleed air system components, which could result in high temperature air leaking into the cabin and/or cargo areas and could possibly require an emergency landing and evacuation.
81-01-08: 81-01-08 ISRAEL AIRCRAFT INDUSTRIES, LIMITED (formerly Aero Commander, North American Rockwell Corporation): Amendment 39-4011. Applies to certain Model 1121, 1121A, 1121B, 1123, and 1124 airplanes, certificated in all categories. Compliance required as indicated. To preclude the possibility of structural failure of the 25 percent wing spar, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished, or the modification required by paragraph (b) of this AD has been accomplished, install a placard in clear view of the pilots in accordance with the instructions in PART A: PLACARD INSTALLATION, of the appropriate Israel Aircraft Industries, Limited, Service Bulletin, as indicated in the following list: (1) No. CJ-25A, Revision No. 1, dated March 31, 1980, or an FAA-approved equivalent, for Models 1121, 1121A, and 1121B airplanes, serial numbers 94 through 106 and 108 through 150, the placard to read as follows: "MAXIMUM OPERATING SPEED LIMITS (VMO/MMO) - Below 26,000 FT - 315 Kts CAS - Above 26,000 FT - 0.765 M"; (2) No. WW-23A, Revision No. 1, dated March 31, 1980, or an FAA- approved equivalent, for Model 1123 airplanes, serial numbers 107, 151, 153, 155 through 180, and 182 through 186, the placard to read as follows: "MAXIMUM OPERATING SPEED LIMITS (VMO/MMO) - With or without fuel in tip tanks: Below 22,500 FT - 315 Kts CAS Above 22,500 FT - 0.710 M - With autopilot engaged and without fuel in tip tanks: Below 26,000 FT - 315 Kts CAS Above 26,000 FT - 0.765 M"; or (3) No. WW-24-17A, Revision No. 1, dated March 31, 1980, or an FAA- approved equivalent, for Model 1124 airplanes, serial numbers 152, 154, 181, 187 through 260, 262 through 264, and 266 through 269, the placard to read as follows: "MAXIMUM OPERATING SPEED LIMITS (VMO/MMO) - With autopilot disengaged: Below22,500 FT - 315 Kts CAS Above 22,500 FT - 0.710 M - With autopilot engaged: Below 26,000 FT - 315 Kts CAS Above 26,000 FT - 0.765 M". (b) Within the next 600 hours time in service or the next 90 days after the effective date of this AD, whichever occurs first, unless already accomplished, install additional rivets in the 25 percent wing spar between wing stations Xw-33 and Xw-47.5, left and right, in accordance with the instructions in PART B: RIVET INSTALLATION, of the appropriate Israel Aircraft Industries, Limited, Service Bulletin, as indicated in the following list: (1) No. CJ-25A, Revision No. 1, dated March 31, 1980, or an FAA-approved equivalent, for Models 1121, 1121A, and 1121B airplanes, serial numbers 94 through 106 and 108 through 150; (2) No. WW-23A, Revision No. 1, dated March 31, 1980, or an FAA- approved equivalent, for Model 1123 airplanes, serial numbers 107, 151, 153, 155 through 180, and 182 through 186; or (3) No.WW-24A, Revision No. 1, dated March 31, 1980, or an FAA- approved equivalent, for Model 1124 airplanes, serial numbers 152, 154, 181, 187 through 260, 262 through 264, and 266 through 269. (c) The placard required by paragraph (a) may be removed when the modification required by paragraph (b) is completed. (d) If an equivalent means of compliance is used in complying with paragraphs (a) or (b) of this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, AEU- 100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. This amendment becomes effective January 16, 1981.
2015-05-01: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 757-200, -200PF, -200CB, and -300 series airplanes; and Model 767-200, -300, -300F, and -400ER series airplanes. This AD was prompted by reports indicating that the counterweights in some hub assemblies of the ram air turbine (RAT) could be understrength and fracture when the RAT is rotating, and that some RAT hub assemblies were delivered with balance washer retention screws that were incorrectly heat-treated, and therefore, susceptible to fracture and cracking. This AD requires a part number and serial number inspection to determine if certain RAT hub assemblies are installed; and, for affected RAT hub assemblies, doing an inspection for missing and fractured balance washer screws, and replacement or rework if necessary. We are issuing this AD to prevent an inoperative RAT, which, following a dual engine shutdown in flight, will cause loss of all hydraulic power to the primary flight controls, resulting in subsequent loss of control of the airplane.