Results
2011-18-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires performing a fluorescent penetrant inspection (FPI) of the low-pressure turbine (LPT) rotor stage 3 disk at every shop visit at which the LPT module is separated from the engine. This AD was prompted by seven reports of uncontained failures of LPT rotor stage 3 disks and eight reports of cracked LPT rotor stage 3 disks found during shop visit inspections. We are issuing this AD to prevent LPT rotor separation, which could result in an uncontained engine failure and damage to the airplane.
2010-08-07: 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: Following successive ECAM [electronic centralized aircraft monitoring] warnings during the approach phase, just after the landing gear extension sequence and an uneventful landing, the maintenance inspection on an Airbus A340 has revealed a hydraulic leak that was caused by the failure of the Yellow high pressure (HP) hydraulic pipe supplying the back-up Nose Wheel Steering (NWS) which runs along the lower part of the avionic bay from frame 17 to frame 20. This leak resulted in the loss of the Yellow hydraulic system and contamination of the avionics bay with sprayed hydraulic fluid. This condition, if not detected and corrected, could result in aningestion of hydraulic fluid in the electrical connectors, which could generate an arcing phenomenon and, if sufficient energy is provided by the arcing, lead to an ignition source, which would be an unsafe condition. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
96-24-08: This amendment adopts a new airworthiness directive (AD) that applies to certain Air Tractor, Inc. (Air Tractor) Models AT-250, AT-300, AT-301, AT-302, AT-400, AT-400A, AT-401, AT-402, AT-501, and AT-502 airplanes that are equipped with a Gerdes part number (P/N) A-850-5 or Cleveland P/N 60-9 parking brake valve. This action requires replacing the parking brake valve with a Scott P/N 4500A-2 parking brake valve. This AD results from several reports of the parking brake valve inadvertently slipping to the "PARK" position during flight, which causes constant pressure on the brakes. When the pilot applies the brake upon landing, this pressure causes the airplane to overturn. The actions specified by this AD are intended to prevent the airplane from overturning because of extreme pressure applied to the brake if the parking brake valve inadvertently slips to the "PARK" position during flight.
96-24-05: This amendment adopts a new airworthiness directive (AD) that applies to Aerospace Technologies of Australia (ASTA) Nomad Models N22B, N22S, and N24A airplanes. This action requires inspecting the flap and aileron control rod fork ends for water accumulation and corrosion inside the internally drilled holes, and replacing the control rod fork ends if there is visible corrosion, or sealing the hole if no corrosion is found. Reports of water entering the internal holes of the flap and aileron control rod fork ends, causing corrosion, prompted this AD action. The actions specified by this AD are intended to prevent corrosion and water accumulation in the flap and aileron control rod fork ends, which, if not detected and corrected, could cause loss of control of the flaps and aileron and possible loss of control of the airplane.
2011-17-07: We are adopting a new airworthiness directive (AD) for certain M7 Aerospace LP Models SA226-T, SA226-T(B), SA226-TC, and SA226-AT airplanes. This AD requires repetitive replacement and inspection of certain elevator, rudder, aileron, and aileron-to-rudder interconnect primary control cables, and checking and setting of flight control cable tension. This AD was prompted by a report of a failure of a rudder control cable. We are issuing this AD to correct the unsafe condition on these products.
90-21-10: 90-21-10 BOEING: Amendment 39-6761. Docket No. 90-NM-47-AD. \n\n\tApplicability: Model 727-100 and -100C series airplanes, listed in Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989, certified in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect delamination, cracking, and/or corrosion of fuselage crown skin circumferential joint at body station (BS) 1080 and to prevent depressurization, accomplish the following: \n\n\tA.\tFor airplanes modified in accordance with Part IV of Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989: Within the next 15 months after the effective date of this AD, accomplish an internal close visual inspection in accordance with the NOTE in Part I.A of the service bulletin. \n\n\t\t1.\tIf no corrosion is detected, repeat the inspection at intervals not to exceed 30 months. \n\n\t\t2.\tIf corrosion is detected, prior to further flight, repair in accordance with PartIII of the service bulletin. \n\n\tB.\tFor airplanes not modified in accordance with Part IV of Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989, within the next 15 months after the effective date of this AD, accomplish an external visual inspection in accordance with Part II.A of the service bulletin and a LFEC inspection in accordance with Part II.B of the service bulletin. Perform an internal close visual inspection within 15 months after the external inspection, in accordance with Part II.C of the service bulletin. \n\n\t\t1.\tIf no corrosion is detected, repeat the external visual inspection at intervals not to exceed 15 months and, the LFEC inspection and internal close visual inspection at intervals not to exceed 30 months. \n\n\t\t2.\tIf corrosion is detected, prior to further flight, accomplish one of the following: \n\n\t\t\ta.\tRepair in accordance with Part III of the service bulletin; or \n\n\t\t\tb.\tConduct a low frequency eddy current (LFEC) inspection in accordance with Part II.B of the service bulletin. \n\n\t\t\t\t(1)\tIf corrosion depth is found to be less than 10 percent of the skin thickness, conduct a high frequency eddy current (HFEC) inspection in accordance with Part II.D of the service bulletin. \n\n\t\t\t\t\t(a)\tIf no cracking is detected repeat the HFEC and LFEC inspections at intervals not to exceed 15 months. \n\n\t\t\t\t\t(b)\tIf cracking is detected, repair prior to further flight, in accordance with Part III of the service bulletin. \n\n\t\t\t\t(2)\tIf corrosion depth is found to be greater than 10 percent of the skin thickness, repair prior to further flight, in accordance with Part III of the service bulletin. \n\n\tC.\tWithin the next 3,000 landings or 30 months after the effective date of this AD, whichever occurs first, accomplish a HFEC inspection in accordance with Part II.D of Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989. \n\n\t\t1.\tIf no cracking is detected, repeat the inspection at intervals not to exceed 4,000 landings or 48 months, whichever occurs first. \n\n\t\t2.\tIf cracking is detected, prior to further flight, repair in accordance with Part III, or IV of the service bulletin. \n\n\tD.\tModification in accordance with Part III of Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989, constitutes terminating action for the inspections required by this AD for those modified areas. \n\n\tE.\tModification in accordance with Part IV or Part V of Boeing Service Bulletin 727-53-0109, Revision 3, dated September 28, 1989, terminates the inspections required by paragraph C. of this AD for those modified areas. \n\n\tF.\tModification in accordance with Part III of Boeing Service Bulletin 727-53-0109, Revision 1, dated January 11, 1973, or Revision 2, dated June 20, 1973, constitutes terminating action for the inspections required by paragraph C. of this AD, for those modified areas. Within the next 15 months after the effective date of this AD, accomplish a close external visualinspection for cracking of the skin adjacent to the fastener heads in the modified areas. If cracks are detected, repair in accordance with Part III or IV of the service bulletin. If no cracks are detected repeat the close external visual inspection at intervals not to exceed 15 months. \n\n\tG.\tAn alternate means 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. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO.\n \n\tH.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6761, AD 90-21-10) becomes effective on November 13, 1990.
91-07-11: 91-07-11 BOEING: Amendment 39-6946. Docket No. 90-NM-211-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Alert Service Bulletin 727-53A0199, dated July 5, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the No. 2 cargo doorway frames and depressurization of the airplane, accomplish the following: \n\n\tA.\tPrior to accumulating 22,000 total flight cycles or within the next 500 flight cycles after the effective date of this AD, whichever occurs later, conduct either of the following inspections in accordance with Figure 1 of Boeing Alert Service Bulletin 727-53A0199, dated July 5, 1990, or Revision 1, dated November 29, 1990: \n\n\t\t1.\tConduct a visual inspection and an eddy current inspection of the No. 2 cargo doorway forward and aft frames for cracks. Repeat the visual inspections and eddy current inspections at intervals not to exceed 3,000 flight cycles. \n\t\n\t\t\t\t\tOr2.\tConduct a visual inspection of the No. 2 cargo doorway forward and aft frames for cracks. Repeat the visual inspection at intervals not to exceed 500 flight cycles, until an eddy current inspection for cracks in the affected area is accomplished. Perform the eddy current inspection within the next 3,000 flight cycles after the effective date of this AD. Thereafter, repeat the visual inspections and eddy current inspections at intervals not to exceed 3,000 flight cycles. \n\n\tB.\tIf cracks are found, prior to further flight, repair in accordance with Boeing Alert Service Bulletin 727-53A0199, dated July 5, 1990, or Revision 1, dated November 29, 1990. \n\n\tC.\tIncorporation of repairs in accordance with Figure 2 or modification in accordance with Figure 3 of Boeing Alert Service Bulletin 727-53A0199, dated July 5, 1990, or Revision 1, dated November 29, 1990, constitutes terminating action for the inspection requirements of paragraph A. of this AD. \n\n\tD.\tAn alternative method ofcompliance 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. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD.\n \n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tThis amendment (39-6946, AD 91-07-11) becomes effectiveon April 29, 1991.
96-24-07: This amendment adopts a new airworthiness directive (AD) that applies to certain HOAC Austria Model DV-20 Katana airplanes. This action requires replacing the muffler with one of improved design, installing a heat shield around the exhaust system endpipe, and adjusting the airplane weight and balance. This AD results from reports of cracks in the welding joint that connects the exhaust system endpipe to the muffler on three of the affected airplanes. The actions specified by this AD are intended to prevent separation of the exhaust system endpipe from the muffler because of cracks in the welding that connects these parts, which could result in heat damage to the electrical system and engine controls.
79-19-02: 79-19-02 MCDONNELL DOUGLAS: Amendment 39-3555. Applies to certain Model DC-9 series airplanes, certificated in all categories, including Military Type C-9A, C-9B and VC-9C, serial numbers corresponding to fuselage numbers 1 through 839 as identified in McDonnell Douglas Service Bulletin 55-28, Revision 4, dated May 18, 1979. \n\n\tCompliance required within the next 3400 hours' time-in-service unless already accomplished within the past 200 hours' time-in-service, and thereafter at intervals not to exceed 3600 hours' time-in-service, on all airplanes with over 5000 hours' time-in-service as of, and after, February 13, 1978. Accomplishment of superseded AD 78-01-12 may be credited as accomplishment of this AD until the effective date of this AD. \n\n\t(a)\tPerform an X-ray inspection of the elevator spars, P/N 9918450-1 or -501 in accordance with instructions contained in paragraph 2 of McDonnell Douglas DC-9 Service Bulletin 55-28, Revision 4, dated May 18, 1979. \n\n\t(b)\tCracked parts found during any of the inspections of paragraph (a) which do not exceed the crack limits and McDonnell Douglas DC-9 Service Bulletin 55-28, Revision 4, dated May 18, 1979 may be continued in service. However, in addition to the 3600 hour repetitive general inspection requirements of paragraph (a), the area 12 inches inboard and outboard of all cracks must be X-ray or dye penetrant inspected at intervals not to exceed the following: \n\n\t\t(1)\tLength of longest crack up to 2 inches - 800 hours' time-in-service. \n\n\t\t(2)\tLength of longest crack between 2 and 4 inches - 400 hours' time-in-service. \n\n\t(c)\tIf cracks are found during any reinspections of paragraphs (a) or (b) which exceed the crack limits of McDonnell Douglas DC-9 Service Bulletin 55-28, Revision 4, dated May 18, 1979, the cracked spar must be repaired or replaced before further flight. If the cracked spar is repaired per McDonnell Douglas Service Sketch 27378, the inspection procedures in paragraph (a) of this AD must be accomplished within 1800 hours' time-in-service after the repair and at intervals of 1800 hours' time-in-service thereafter. \n\n\t(d)\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 required by this AD. \n\n\t(e)\tIf the original 7075-T651 spars (P/N 9918450-1 or -501) are replaced with 7075-T7351 spars (P/N 9918450-503), the inspection requirements of this AD will not apply to that airplane. \n\n\t(f)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(g)\tUpon request of operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region may adjust the initial and 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. \n\n\tThis supersedes AD 78-01-12, Amendment 39-3119. \n\n\tThis amendment becomes effective September 13, 1979.
2011-16-06: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires a general visual inspection for cracks and holes of the main equipment center (MEC) drip shields, and repairs if necessary; installation of a fiberglass reinforcing overcoat; and, for certain airplanes, installation of stiffening panels to the MEC drip shields. This AD was prompted by a report of a loss of bus control unit number 1 and generator control units numbers 1 and 2 while the airplane was on the ground, and multiple operator reports of cracked \n\n((Page 47428)) \n\nMEC drip shields. We are issuing this AD to prevent water penetration into the MEC, which could result in the loss of flight critical systems.