Results
2004-08-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767-300 series airplanes, that requires a general visual inspection for clearance between the corners of the A1 galley and the aft pressure bulkhead, and corrective actions, if necessary. This amendment also requires modification of the A1 galley. This action is necessary to prevent interference of the A1 galley with the radial stiffener on the aft pressure bulkhead, which could result in fatigue crack propagation. Fatigue crack propagation could lead to possible rapid decompression of the airplane or to damage and/or interference with the airplane control systems that pass through the bulkhead and consequent loss of control of the airplane. This action is intended to address the identified unsafe condition.
2019-24-16: The FAA is superseding Airworthiness Directive (AD) 2017-16- 08, which applied to certain Embraer S.A. Model ERJ 190-100 STD, -100 LR, -100 IGW, and -100 ECJ airplanes; and Model ERJ 190-200 STD, -200 LR, and -200 IGW airplanes. AD 2017-16-08 required revising the existing maintenance or inspection program, as applicable, to incorporate more restrictive airworthiness limitations. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD also adds airplanes to the applicability. This AD was prompted by the FAA's determination that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2004-08-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Gulfstream Model G-IV series airplanes. For certain airplanes, this AD requires installation of an additional indicator located on the pilot's instrument panel in primary view of the flightcrew. The indicator will inform the flightcrew that the airplane main batteries are powering the direct current (DC) essential bus, which supplies power to vital communication and navigation equipment. For certain other airplanes, this AD will require the EICAS (Engine Instruments/Caution Advisory System) to be used for this indication. This action is necessary to ensure that the flightcrew is aware that an electrical system failure has occurred and that the airplane main batteries are powering the essential DC bus. If the flightcrew is unaware of this situation, action to stop depletion of the airplane batteries will not be taken, and critical communications and navigation equipment could fail. This action is intended to address the identified unsafe condition.
2016-20-14: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-600, -700, -700C, -800, -900 and -900ER series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that certain fastener locations in the window corner surround structure are subject to widespread fatigue damage (WFD). This AD requires repetitive high frequency eddy current (HFEC) inspections for cracking in certain fastener locations in the window corner surround structure, and repair if necessary. We are issuing this AD to detect and correct fatigue cracking around certain fastener locations that could cause multiple window corner skin cracks, which could result in rapid decompression and consequent loss of structural integrity of the airplane.
55-19-01: 55-19-01 HILLER: Applies to All UH-12, UH-12A, and UH-12B Model Helicopters. Compliance required as indicated. There have been several instances of cracking and failure of the tail boom rear bulkhead casting adjacent to the gearbox attachment holes. Cause of the cracking is not definitely known, but may be caused by flight loads or by damage incurred when the bulkhead is riveted to the tail boom. The following inspections are required: (1) Prior to the next flight and every 25 hours operating time thereafter, remove the tail rotor gearbox in accordance with the pertinent Hiller Service Manual. Inspect the tail boom rear bulkhead P/N 62201 for evidence of cracking, using dye or fluorescent penetrant methods. (2) Daily inspect the visible portions of the tail boom rear bulkhead P/N 62201 for visible evidence of cracking or failure. (3) If cracks or other damage are found during the above inspections, the P/N 62201 (magnesium) bulkhead must be scrapped andreplaced with the P/N 62202 (aluminum) bulkhead in accordance with Hiller Service Bulletin No. 49, revised August 23, 1955, prior to further flight. If a P/N 62202 bulkhead is not available, a new P/N 62201 bulkhead may be installed provided the inspections called for in paragraphs (1) and (2) are continued.
2024-17-08: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model EC225LP helicopters. This AD was prompted by a report of water in the oil of a main gearbox (MGB). This AD requires replacing certain main rotor (M/R) mast upper stops assembly screws. This AD also requires inspecting certain M/R mast cover plates and accomplishing MGB oil analyses and, depending on the results, taking corrective action. This AD prohibits installing certain M/R mast upper stops assembly screws, M/R masts with an affected M/R mast upper stops assembly screw installed, and used M/R mast cover plates on any helicopter. Lastly, this AD prohibits installing affected M/R masts unless the inspections are done. These actions are 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.
2016-20-06: We are adopting a new airworthiness directive (AD) for all Gulfstream Aerospace Corporation Model G-1159, G-1159A, G-1159B, and G- IV airplanes. This AD requires revision of the maintenance or inspection program to establish the life limit of all elevator assemblies and skins on affected airplanes. This AD was [[Page 66802]] prompted by the need to establish life limits for certain elevator assemblies and skins. We are issuing this AD to prevent failure of the elevator assembly and consequent loss of control of the airplane.
57-14-01: 57-14-01 CONVAIR: Applies to All 240/340 Series Aircraft. Compliance required as soon as possible but not later than September 1, 1957, unless already accomplished. Investigation of a recent Convair Model 340 accident where the nose gear stuck in the retracted position showed failure of the nose landing gear drag strut pivot shaft sleeve, Convair P/N 240-5257112 to be the cause. Examination of the failed part showed that the 1.06-inch counterbore was drilled beyond acceptable limits, allowing a fatigue crack to develop at the relief radius undercut of the shoulder of the bearing surface at the threaded end. As a result of these findings the following inspection or equivalent method to determine that satisfactory parts are installed should be conducted on all Model 240/340 Series aircraft incorporating nose landing gear pivot shaft sleeve P/N 240-5257112. Inspection can be accomplished by removal of the forward left tunnel door at Station 52 for access to the threadedend of the sleeve. The threaded portion of the sleeve may be either 1 inch or 1.6 inches long. Using a depth gage through the pilot hole in the threaded end of the sleeve, measure the distance from the threaded end of the sleeve to the intersection of the pilot hole and the bottom of the 1.06-inch diameter counterbore made by the cutting surface of the counterbore drill. For sleeves with a long threaded end (1.6 inches) a minimum distance of 4.1 inches is permissible. On sleeves with a short threaded end (1.00 inch) a minimum distance of 3.5 inches is permissible. Any sleeve with dimensions less than specified above should either be replaced or be further inspected as outlined in the next paragraph. If it is desired to inspect the sleeve from the end opposite to the threaded end, the distance from the end of the sleeve to the intersection of the pilot hole and the bottom of the 1.06-inch counterbore hole should not exceed 8.38 inches. Parts found to be unsatisfactory as a result ofthe above inspections should be X-rayed or removed for further inspection and magnaflux. If the part shows no evidence of cracks and the material between the end of the counter drill 1.06-inch diameter hole and the relief radius undercut in the shoulder at the bearing surface is greater than 0.350 inch, the part has adequate strength and may be reinstalled. The 0.350-inch dimension is considered to be the perpendicular distance from the end of the counterbore. (Angle surface caused by the counterbore cutting surface and the relief radius cutout. Convair Service Airgram subject "Nose Landing Gear Pivot Shaft Sleeve" dated May 13, 1957, contains similar information.)
80-19-04: 80-19-04 LOCKHEED CALIFORNIA: Amendment 39-3909. Applies to Model L-1011-385- 1, -385-1-15, -385-3 airplanes, serial numbers listed below: 193G-1179, 193K-1024, 193K-1032, 193N-1083, 193N-1093, 193N-1094, 193N-1011, 193N-1102, 193N-1106, 193N-1132, 193N-1145, 193N-1146, 193N-1178, 193N-1182, 193V-1157, 193V-1159, 193V-1164, 193V-1165, 193V-1168, 193V-1174, 193W-1166, 193W-1172. Compliance required as indicated, unless already accomplished. To prevent fatigue damage to fuselage structure adjacent to C-3 cargo door accomplish the following: (a) Within 100 hours' time in service from the effective date of this AD, inspect the airplane structure adjacent to aft side of the C-3 cargo door for the presence of intercostals P/N 1551612-131 and 1551612-119 in accordance with paragraph 2.A and 2.B of Lockheed Alert Service Bulletin 093-53-A190 dated August 1, 1980. (b) If intercostals are missing, conduct a visual daily inspection of the aircraft adjacent structurein accordance with paragraph 2.C and 2.D of Lockheed Alert Service Bulletin 093-53-A190 dated August 1, 1980 until intercostals are installed. (c) If cracks are found during inspection per paragraph (b) above, repair in a manner approved by Chief, Aircraft Engineering Division, FAA Western Region. (d) Install intercostals P/N 1551612-131 and -119 within the next 800 flights from the effective date of this AD in accordance with paragraph 2.A of Lockheed Service Bulletin 093-53- 190 dated August 8, 1980. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base for the accomplishment of repairs required by this AD. (f) Alternative 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. This amendment becomes effective September 15, 1980.
2024-19-14: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, 777-200LR, 777-300ER, and 777F series airplanes. This AD was prompted by a report of potential latent failures of the lightning protection features for the engine fuel feed system. This AD requires repetitive inspections and bond resistance measurement of the bonding jumpers on the first fuel feed tube installed immediately forward of the wing front spar at each of the two engine locations, and applicable corrective actions. The FAA is issuing this AD to address the unsafe condition on these products.