Results
2000-04-17: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 747-100, -200, and -300 series airplanes. This action requires repetitive inspections to detect fatigue cracking in the upper deck floor beams located at certain body stations, and repair, if necessary. This amendment is prompted by a report by the manufacturer that, during a fatigue test, the upper chord and web of the upper deck floor beams located at body stations (BS) 340 and 360 were found severed at approximately 34,000 total flight cycles. Another report by an operator indicated that a severed upper chord and web were found in the upper deck floor beam at BS 380 at approximately 33,000 total flight cycles. In addition, cracking was found at multiple fastener hole locations. The actions specified in this AD are intended to prevent failure of the upper deck floor beams at certain body stations due to fatigue cracking, which could result in rapid decompression and consequent reduced controllability of the airplane.
2000-04-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757 series airplanes, that requires replacement of transmission assemblies for the trailing edge flaps with modified transmission assemblies. This amendment is prompted by reports of broken bolts that attach the transmission assemblies for the trailing edge flaps. The actions specified by this AD are intended to prevent damage to the flap system, adjacent system, or structural components; and excessive skew of the trailing edge flap; which could result in reduced controllability of the airplane.
93-05-12: 93-05-12 AIRBUS INDUSTRIE: Amendment 39-8516. Docket 92-NM-214-AD. Applicability: Model A320 series airplanes; serial numbers 002 through 071, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wing, accomplish the following: (a) Prior to the accumulation of 13,000 total landings, or within 1,000 landings after the effective date of this AD, whichever occurs later: Perform a detailed visual inspection to detect cracks in the left- and right-hand sides of the wing rear spar between ribs 1 and 2, in accordance with Airbus Industrie Service Bulletin A320-57-1020, dated September 5, 1991. (1) If any crack is found, prior to further flight, repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (2) If no cracks are found, repeat the inspection required by paragraph (a) of this AD thereafter at intervals not to exceed 3,000 landings. (b) Within 3 years after the effective date of this AD, modify the outer wing rear spar forward face between ribs 1 and 2, in accordance with Airbus Industrie Service Bulletin A320-57-1021, dated September 5, 1991. (c) Accomplishment of the modification required by paragraph (b) of this AD constitutes terminating action for the repetitive inspections required by paragraph (a) of this AD. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special 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. (f) The inspection shall be done in accordance with Airbus Industrie Service Bulletin A320-57-1020, dated September 5, 1991. The modification shall be done in accordance with Airbus Industrie Service Bulletin A320-57-1021, dated September 5, 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on May5, 1993.
2014-20-10: We are superseding Airworthiness Directive (AD) 2013-11-14 for certain The Boeing Company Model 777-200 and -300 series airplanes. AD 2013-11-14 required repetitive general visual inspections of the strut forward dry bay for the presence of hydraulic fluid, and related investigative and corrective actions (including checking drain lines for blockage due to hydraulic fluid coking, and cleaning or replacing drain lines to allow drainage) if necessary. This AD adds airplanes to the applicability. This AD was prompted by reports of hydraulic fluid contamination (including contamination caused by hydraulic fluid in its liquid, vapor, and/or solid (coked) form) found in the strut forward dry bay. We are issuing this AD to detect and correct hydraulic fluid contamination of the strut forward dry bay, which could result in hydrogen embrittlement of the titanium forward engine mount bulkhead fittings, and consequent inability of the fittings to carry engine loads, resulting in engine separation. Hydrogen embrittlement also could cause a through-crack formation across the fittings through which an engine fire could breach into the strut, resulting in an uncontained strut fire.
2000-04-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR72 series airplanes, that requires initial and repetitive inspections to detect fatigue cracking in certain areas of the fuselage, and corrective actions, if necessary. 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 fatigue cracking of the fuselage and the passenger and service doors, which could result in reduced structural integrity of the airplane.
70-13-02: 70-13-02 GENERAL DYNAMICS: Amdt. 39-1016. Applies to all Model 340 and 440 Series airplanes including those modified in accordance with STC SA4-1100 or STC SA1096WE. Compliance required as indicated. To detect cracks in the main windshield lower longeron splice channel, and prevent possible failure of the windshield support structure and loss of pressurization, accomplish the following: (a) Within the next 150 hours' time in service after the effective date of this AD or before the accumulation of 10,000 hours' time in service, whichever occurs later, unless already accomplished within the last 1850 hours' time in service, inspect the longeron splice channel P/N 340-3110113-15 for cracks in accordance with General Dynamics 640(340D) Service Bulletin No. 53-3, dated April 24, 1970, or later FAA approved revision, or an equivalent inspection procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. (b) If no cracks are found, repeat the inspection of paragraph (a) above at intervals not to exceed 2000 hours' time in service. (c) If cracks are found, either: (1) Replace the longeron splice channel P/N 340-3110113-15 before further flight, and perform the inspection per (d) below, or (2) (i) Install on the instrument panel in full view of both the pilot and copilot, a placard limiting operation to a maximum of 18,000 feet above sea level. (ii) Change the cabin pressure relief valve nominal setting to 3 psi. (iii) Visually inspect the adjacent areas per S.B. 53-3 at intervals not to exceed 150 hours' time in service, until the channel can be replaced. A cracked channel must be replaced with a new channel within 1000 hours' time in service from the initial discovery of the crack. Channel P/N 340-3110113-15 must be replaced before further flight if any cracking of the adjacent structure is found during these 150 hour interval inspections. (iv) The cabin pressure relief valve setting may be returned to normal and the placard removed from the instrument panel when the cracked channel is replaced. Compliance with the inspection intervals of (d) below is required after replacing the channel. (d) Normal inspection intervals may be resumed for a period of 10,000 hours' time in service when a cracked channel P/N 340-3110113-15 is replaced with a new channel. Before the accumulation of 10,000 hours' time in service after replacement of the channel and thereafter at intervals not to exceed 2000 hours' time in service, inspect the channel for cracks in accordance with General Dynamics 640(340D) Service Bulletin No. 53-3, dated April 24, 1970, or later FAA approved revision, or an equivalent inspection procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. If cracks are found, comply with Paragraph (c) above. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Regional Director, 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 that operator. This amendment becomes effective July 28, 1970.
77-15-12: 77-15-12 DETROIT DIESEL ALLISON: Amendment 39-2977 as amended by Amendment 39-3037. Applies to 250-B15 and B17 and 250-C18 and C20 series engines equipped with power turbine outer coupling nuts Part Number (P/N) 6846278 as installed in aircraft certificated in all categories. NOTE THAT THIS AMENDED VERSION OF AD 77-15-12 REQUIRES THAT ALL POWER TURBINE COUPLING NUTS, BOTH COATED AND UNCOATED, BE INSPECTED ON A REPETITIVE BASIS. Compliance schedule - Compliance required as follows unless previously accomplished. (a) For engines with turbine sections having more than 400 hours or one calendar year time in service since installation in an aircraft, initial compliance must be accomplished within the next 100 hours or 90 days, whichever occurs first, from the effective date of the original amendment of July 27, 1977. (b) For engines with turbine sections having less than 400 hours and less than one calendar year time in service since installation in an aircraft, initial compliance must be accomplished within 500 hours or one year time in service since installation in an aircraft, whichever occurs first. (c) For each turbine section incorporating an acceptable uncoated or coated coupling nut, as defined by the below referenced service letters, repetitive compliance is required at intervals not to exceed 500 hours or one calendar year time since last inspection, whichever occurs first. To preclude possible engine failure resulting from power turbine coupling nut failure: Inspect the power turbine outer coupling nut P/N 6846278 in accordance with Detroit Diesel Allison Commercial Service Letter Numbers 88 for the C18 series, 1060 for the C20 series, 25 for the B15 series, and 1030 for the B17 series engines. All Service Letters are Revision 3 or later FAA approved revisions. If an unacceptable extent of corrosion, as defined by the Service Letter, is found, the nut shall be replaced before further flight except that the aircraft may be flown in accordance with FAR 21.197 to a base where the repair can be performed. Amendment 39-2977 was effective July 27, 1977. This amendment 39-3037 is effective September 23, 1977, and was effective immediately for all recipients of airmail letters dated August 19, 1977 which contained this amendment.
2014-20-14: We are superseding Airworthiness Directive (AD) 2014-04-03 for all Pacific Aerospace Limited Model 750XL airplanes. 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 broken control column attachment bolts failing in service. We are issuing this AD to require actions to address the unsafe condition on these products.
75-11-09: 75-11-09 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-2219. Applies to Model L-1011-385-1 Series Airplanes, certificated in all categories, incorporating Lockheed counterbalances, P/N 671827-107, -109, -113. To prevent possible failure of Belleville springs resulting in inoperative counterbalances of the Type I. emergency door actuation system, which could cause the most rearward Type I. left and right doors to be inoperative in the emergency mode, accomplish the following: Compliance required as indicated. (a) For airplanes incorporating P/N 671827-113 counterbalances: (1) Within 300 additional flight hours after the effective date of this AD, unless already accomplished, reduce the spring prewind per accomplishment instructions of Lockheed-California Company Service Bulletin 093-52-072, Revision Number 1, dated May 8, 1975, or later FAA-approved revisions. (2) Within 300 additional flight hours after the effective date of this AD, unless previously accomplishedwithin the last l,300 flight hours prior to the effective date of this AD, and at intervals not to exceed 1,600 hours thereafter, until (3), below is accomplished, perform the operational checks on the door emergency mode for proper functioning of the counterbalance for the most rearward Type I. left and right doors, per the accomplishment instructions of Lockheed-California Service Bulletin 093-52-072, Revision Number 1, dated May 8, 1975, or later FAA-approved revisions. (i) If the operational checks are not satisfactory, replace the defective counterbalances, P/N 671827-113, with either a P/N 671827-107, or -109 counterbalance per Lockheed-California Company Service Bulletin 093-52-072, Revision Number 1, dated May 8, 1975, or later FAA-approved revisions, or a counterbalance P/N 671827-115 or -117 per Lockheed-California Service Bulletin 093-52-076, Revision Number 1, dated May 8, 1975, or later FAA-approved revisions. Prior to further flight perform the operational checks toensure that the operation of the doors with the new counterbalances is satisfactory. (ii) Mark the defective P/N 671827-113 counterbalances in a conspicuous manner to prevent inadvertent return to service. (3) Within 8000 hours additional flight time after the effective date of this AD, unless already accomplished, replace all counterbalances P/N 671827-113 with either counterbalances P/N 671827-115 or -117, per Service Bulletin 093-52-076, Revision Number 1, dated May 8, 1975, or later FAA-approved revisions or with counterbalances P/N 671827-107 or - 109 per Lockheed-California Company Service Bulletin 093-52-072, Revision Number 1, dated May 8, 1975, or later FAA-approved revisions. Prior to further flight perform the operational checks to ensure that the operation of the doors with the new counterbalances is satisfactory. If satisfactory operation of the doors exist no further inspections are required per this AD. (b) For airplanes incorporating counterbalances P/N671827-107 and -109: (1) Within 300 additional flight hours after the effective date of this AD, unless already accomplished, perform the operational checks of the door emergency mode for the most rearward Type I. left and right doors, per the accomplishment instructions of the Lockheed- California Company Service Bulletin 093-52-072, Revision Number 1, dated May 8, 1975, or later FAA-approved revisions. (i) If the operational checks are satisfactory then no further checks are required per this AD. (ii) If the operational checks are not satisfactory, replace the defective counterbalances, P/N 671827-107 or -109, with either a new counterbalance, P/N 671827-107 or - 109, per Lockheed-California Company Service Bulletin 093-52-072, Revision Number 1, dated May 8, 1975 or later FAA-approved revisions, or with counterbalances, P/N 671827-115 or -117, per Lockheed-California Company Service Bulletin 093-52-076, Revision Number 1, dated May 8, 1975 or later FAA-approved revisions. Perform the doors operational checks to ensure that the operation of the doors with the new counterbalance is satisfactory. If satisfactory operation of the doors exist no further inspections are required per this AD. (iii) Mark the defective P/N 671827-107 or -109 counterbalances in a conspicuous manner to prevent inadvertent return to service. (c) Equivalent inspections may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) Airplanes may be flown to a base where the inspections and modifications can be performed per FAR's 21.197 and 21.199. This amendment becomes effective May 30, 1975.
48-13-06: 48-13-06 BELLANCA: Applies to Models 14-13, 14-13-2 Serial Numbers 1060 Through 1310. Compliance required after each 25 hours of operation. To prevent failure of the four engine-cowl-support brackets, Bellanca P/N 9892-13, mounted on the firewall and possible cowl loss in flight, the brackets should be closely examined for cracks. If cracks are noted, heavier brackets available from the factory should be installed, in which case inspection is no longer required. (Bellanca Service Bulletin No. 16 dated December 8, 1947, covers this same subject.)