Results
96-19-09: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-80 series airplanes and Model MD-88 airplanes, that requires a one-time inspection to detect cracking of the main landing gear (MLG) pistons, and repair or replacement of the pistons with new or serviceable parts, if necessary. This amendment is prompted by reports of failure of the MLG pistons that occurred during towing of the airplanes. The actions specified by this AD are intended to prevent fatigue cracking of the MLG pistons, which could result in failure of the pistons and subsequent damage to the airplane structure or injury to airplane occupants.
2022-03-20: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-8, 737-9, and 737-8200 airplanes. This AD was prompted by a determination that radio altimeters cannot be relied upon to perform their intended function if they experience interference from wireless broadband operations in the 3.7-3.98 GHz frequency band (5G C-Band), and a recent determination that, during takeoffs and landings, as a result of this interference, certain airplane systems may not properly function, resulting in longer than normal landing or rejected takeoff distances due to the effect on thrust reverser deployment, spoilers, speedbrake deployment, and increased idle thrust, regardless of the approach type or weather. This AD requires revising the limitations and operating procedures sections of the existing airplane flight manual (AFM) to incorporate limitations prohibiting the use of certain minimum equipment list (MEL) items, and to incorporate operating procedures for calculating takeoff and landing distances, when in the presence of 5G C-Band interference as identified by Notices to Air Missions (NOTAMs). The FAA is issuing this AD to address the unsafe condition on these products.
96-19-05: This amendment supersedes Airworthiness Directive (AD) 95-19-07, which currently requires the following on Fairchild Aircraft SA226 and SA227 series airplanes equipped with certain main landing gear (MLG) and nose landing gear (NLG): repetitively inspecting, using ultrasonic methods, the left-hand and right-hand MLG yokes and the NLG yokes for stress corrosion cracking, and, if any cracked yokes are found that exceed certain limits, replacing either the cracked yoke, the yoke/cylinder combination, or the affected MLG or NLG assembly. This action also supersedes priority letter AD 95-19-07 R1, which was issued to incorporate revised service information. Reports of landing gear failures on the affected airplanes prompted the original AD action. This action requires the same inspections, but requires replacing any MLG and NLG assembly with any cracks instead of allowing flight until certain crack limits are exceeded. The inability to determine or predict crack growth on areas where stress corrosion occurs on primary structure with a single-load path (MLG and NLG assemblies are considered such structure) prompted this action. The actions specified by this AD are intended to prevent MLG or NLG failure caused by stress corrosion cracking in the yokes, which could result in loss of control of the airplane during landing operations.
85-22-13: 85-22-13 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-5160. Applies to Lockheed Model L-1011 series airplanes, certificated in any category. Compliance required as indicated unless previously accomplished. To prevent loss of pitch control as a result of loss of both pitch-system series trim-input bellcranks due to stress corrosion, accomplish the following: A. Within 30 days after the effective date of this AD, visually inspect both pitch- system series trim-input bellcranks in accordance with Lockheed Service Bulletin 093-27-290 dated September 23, 1985, or later FAA-approved revision: 1. If no cracks are found, reinspect in accordance with paragraph A., above, at intervals not to exceed 8 months. 2. If only one bellcrank is cracked, the airplane may remain in service if: a. There is no obvious damage or cracks outside the inspection area, as defined by Figure 1, Sheet 2 of Lockheed Service Bulletin 093-27-290, dated September 23, 1985, or later FAA-approved revision; and b. At intervals not to exceed 10 days, both bellcranks are reinspected in accordance with paragraph A., above; and c. Within 90 days after discovery of the cracked bellcrank, the torque-tube assembly is replaced. 3. If all of the conditions set forth in paragraph A.2., above, cannot be met, replace the torque-tube assembly prior to further flight. 4. If both bellcranks are cracked, replace the torque-tube assembly prior to further flight. B. The repetitive inspections required by paragraph A.1., above, may be discontinued after the torque-tube assembly is replaced by an assembly modified in accordance with Lockheed Service Bulletin 093-27-290, dated September 23, 1985, or later FAA-approved revision. C. Alternate means of compliance with this AD which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base for accomplishment of the inspections or modifications required by this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This amendment becomes effective November 12, 1985.
96-19-01: This amendment adopts a new airworthiness directive (AD) that is applicable to Allison 250 series turbine engines. This action requires initial and repetitive visual inspections of all engine filters for metal particles resulting from premature wear of two bearings produced under Parts Manufacture Approval (PMA) by Superior Air Parts, Inc. In addition, this AD requires replacement of those bearings with bearings that incorporate improved retainers, which constitutes terminating action to the inspection requirements of this AD. This amendment is prompted by a report of a failure during a ground test of an engine with bearings manufactured by Superior Air Parts, Inc. The actions specified in this AD are intended to prevent bearing failure due to bearing separator instability, which can result in subsequent turbine and engine failure.
2011-12-51: We are adopting a new airworthiness directive (AD) for the products listed above. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD requires that, as of the effective date of the AD, operation of Model FALCON 7X airplanes is prohibited. This AD was prompted by a report of an uncontrolled pitch trim runaway during descent. We are issuing this AD to prevent loss of control of the airplane.
96-18-19: This amendment adopts a new airworthiness directive (AD), applicable to certain de Havilland Model DHC-7 series airplanes, that requires repetitive non-destructive inspections to detect disbonding of fuselage skin panels, and repair, if necessary. This amendment is prompted by a report of disbonding on fuselage skin panels, which was attributed to a manufacturing process error. The actions specified by this AD are intended to prevent disbonding of the skin panels of the fuselage, which could result in degradation of the structural capability of the airplane fuselage.
62-18-02: 62-18-02 GENERAL DYNAMICS/CONVAIR: Amdt. 476 Part 507 Federal Register August 18, 1962. Applies to All Model 30 Series Aircraft. Compliance required as indicated. To preclude an unsafe condition resulting from cracking of the pylon forward engine thrust beacon channels, P/N's 30-24011-71 and -72, accomplish the following: (a) Within the next 50 hours' time in service following the effective date of this AD unless already accomplished within the last 50 hours' time in service, and thereafter at periods not to exceed 100 hours' time in service from the last inspection, conduct a close visual inspection of channels P/N's 30-24011-71 and -72 for any evidence of cracking, particular attention shall be given to the area of the relief radius in the vicinity aft end of each channel. (b) A channel exhibiting a crack in the vertical web not exceeding 1 1/2 inch may be continued in service provided that the crack is stop drilled with a 1/4-inch drill and the channel is inspected thereafter at periods not to exceed 12 hours' time in service. (c) A channel which has been stop drilled in accordance with (b) and in which the crack is found at a subsequent inspection to have progressed beyond the stop drill hole, may be continued to be used for an additional 12 hours' time in service provided that it is once again stop drilled with a 1/4-inch drill and the total length of crack does not exceed 1 1/2 inch. (d) Channels exhibiting cracks in the vertical web greater than 1 1/2 inch in length or cracks which have progressed in the horizontal web, shall be replaced prior to a further flight with a new part of the same part number or with an FAA engineering approved equivalent. When a cracked channel is replaced with a new channel P/N's 30-24011-71 or -72, the new channel shall be inspected in accordance with (a) at intervals not to exceed 100 hours' time in service, and when found cracked, shall be subject to the provisions of (b) and (c). (e) The repetitive inspections required by this AD may be discontinued on replacement channels described in Part B of General Dynamics/Convair Alert Service Bulletin A54-4 or equivalent parts approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, 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 such operator. (General Dynamics/Convair Alert Service Bulletin A54-4 for the Model 30 covers this same subject.) This directive effective August 23, 1962.
88-09-05 R1: 88-09-05 R1 DE HAVILLAND, INC.: Amendment 39-9745. Docket 95-NM-266-AD. Revises AD 88-09-05, Amendment 39-5908. Applicability: Model DHC-8 series airplanes, serial numbers 3 through 79 inclusive, on which Modification 8/0757 has not been installed; certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent inadvertent opening of the airstair door and consequent depressurization of the airplane, accomplish the following: (a) Within 60 days after June 10, 1988 (the effective date of AD 88-09-05, amendment 39-5908), replace the labels marking the location and means of opening the lavatory, in accordance with the Accomplishment Instructions of de Havilland Service Bulletin 8-11-14, Revision `A', dated July 31, 1987; or Revision `B', dated July 1, 1988, or Revision `C', dated September 29, 1995. (b) 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, New York Aircraft Certification Office (ACO), FAA, Engine and Propeller Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The replacement shall be done in accordance with de Havilland Service Bulletin 8- 11-14, Revision `A', dated July 31, 1987; or de Havilland Service Bulletin 8-11-14, Revision `B', dated July 1, 1988; or de Havilland Service Bulletin 8-11-14, Revision `C', dated September 29, 1995. 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 Bombardier, Inc., Bombardier Regional Aircraft Division, Garratt Boulevard, Downsview, Ontario, Canada M3K 1Y5. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, New York Aircraft Certification Office, Engine and Propeller Directorate, 10 Fifth Street, Third Floor, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on October 21, 1996.
99-17-03: This amendment supersedes an existing airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 204B, 205A, and 205A-1 helicopters, that currently requires modifying and inspecting the vertical fin spar (fin spar) for cracks. This amendment requires modification and visual and dye-penetrant inspections of the fin spar for cracks, and if a crack is discovered, replacing the fin spar. A tapping test for disbonding and replacing certain fin spars within 12 calendar months is also required. This amendment is prompted by an accident involving a Model 205A-1 helicopter and four other accidents involving helicopters of similar type design. The actions specified by this AD are intended to prevent failure of the fin spar, loss of the tail rotor, and subsequent loss of control of the helicopter.