Results
2009-26-16: We are adopting a new airworthiness directive (AD) for certain Model MD-11 and MD-11F airplanes. This AD requires a one-time inspection to determine if wires touch the upper surface of the center upper auxiliary fuel tank and marking the location, if necessary; a one-time inspection of all wire bundles above the center upper auxiliary fuel tank for splices and damage; a one-time inspection for damage to the fuel vapor barrier seal and upper surface of the center upper auxiliary fuel tank; and corrective actions, if necessary. This AD also requires installation of nonmetallic barrier/shield sleeving, new clamps, new attaching hardware, and a new extruded channel. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
2009-25-12: 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: In-Service experience has shown cases where several oxygen containers could not fully open. Investigations have revealed that these events are due to an insufficient clearance between the oxygen container and the adjacent panels (Passenger Service Unit (PSU), spacers or filler panels). Incorrect opening of the oxygen containers could lead to non deployment of oxygen masks. This condition, if not detected and corrected, could prevent passengers from being supplied with oxygen in case of in flight cabin depressurization * * *. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
77-13-11: 77-13-11 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2936. Applies to Model DH/BH-125 airplanes, all series, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent possible failure of the knife edges of the emergency brake reducing valve, P/N AC.61516, and consequent complete loss of emergency braking capability without advance warning, accomplish the following: (a) Comply with paragraph (b) or (c) of this AD as follows, and, thereafter, continue to comply with paragraph (b) or (c) of this AD at intervals not to exceed 4500 landings since last compliance. (1) For airplanes having emergency brake control valve knife edges that have accumulated less than 4300 landings, since new, on the effective date of this AD, compliance is required prior to the accumulation of 4500 landings. (2) For airplanes having emergency brake control valve knife edges that have accumulated 4300 or more landings, since new, onthe effective date of this AD, compliance is required prior to the accumulation of an additional 200 landings. (3) For airplanes for which no records exist that indicate the number of landings the emergency brake control valve knife edges have accumulated, compliance is required prior to the accumulation of 200 landings after the effective date of this AD. (b) Replace the emergency brake control valve knife edges with new parts in accordance with Part A of Section 2 entitled "Accomplishment Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin 32-167, dated January 27, 1976, or an FAA-approved equivalent. (c) Replace the entire emergency brake reducing valve, P/N AC.61516, with a valve fitted with new knife edges and install the valve in accordance with Part B of the section entitled "Accomplishment Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin 32-167, dated January 27, 1976, or an FAA-approved equivalent. This amendment becomes effective July 25, 1977.
2009-25-11: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747 airplanes. The existing AD currently requires repetitive inspections for cracking, and repair as necessary, of lower lobe body frames (sections 42 and 46) of the fuselage. The existing AD also provides for optional modification of the frames, which terminates the repetitive inspections. This new AD requires additional repetitive inspections for cracking of certain fuselage frames, and corrective actions if necessary. This AD results from a new report of a crack found in a body frame with a tapered side guide bracket at fuselage station 1800, located on the left side between stringers 39 and 40; the frame was severed. We are issuing this AD to detect and correct the loss of structural integrity of the fuselage, which could result in rapid depressurization of the airplane.
90-22-02: 90-22-02 PRATT & WHITNEY: Amendment 39-6783. Docket No. 90-ANE-27. Applicability: Pratt & Whitney (PW) PW4050, PW4052, PW4056, PW4060, PW4060A, PW4152, PW4156, PW4158, and PW4460 turbofan engines installed on, but not limited to, Boeing 747, Boeing 767, Airbus A300, and Airbus A310 type aircraft. Compliance: Required as indicated, unless previously accomplished. To prevent a low pressure turbine (LPT) shaft failure that can cause a total loss of thrust and inflight shutdown, accomplish the following: (a) Conduct a one-time eddy current inspection of the inner diameter bore surface of the LPT shaft, between 23 and 44 inches forward of the aft end, in accordance with the Accomplishment Instructions of PW Alert Service Bulletin (ASB) No. PW4ENG 72-328, dated September 28, 1990, for LPT shafts installed on engines identified by serial number in Table 2 of the ASB, prior to October 31, 1990. (b) Conduct a one-time eddy current inspection of the inner diameter bore surface of the LPT shaft, between 23 and 44 inches forward of the aft end, in accordance with the Accomplishment Instructions of PW ASB No. PW4ENG 72-328, dated September 28, 1990, for LPT shafts installed in engines identified by serial number as follows, excluding those shafts subject to the requirements of (a) above, prior to December 31, 1990. Engine Model Engine Serial Number PW4050 P724201 through P724208, inclusive PW4052 P723701 through P723706, inclusive PW4056 P717501 through P717696, inclusive, except P717692 PW4060 P724101 through P724164, inclusive PW4060A P724501 through P724506, inclusive PW4152 P717701 through P717775, inclusive PW4156 P717201 through P717205, inclusive PW4158 P724001 through P724076, inclusive PW4460 P723801 through P723828, inclusive (c) Remove from service, prior to further flight, LPT shafts found cracked during inspections conducted in accordance with (a) or (b) above. (d) LPT shafts which have been previously inspected in accordance with PW Special Instruction 70F-90, dated September 14, 1990, are in compliance with this AD. (e) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (f) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Engine Certification Office, ANE-140, Engine & Propeller Directorate, Aircraft Certification Service, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803. The eddy current inspections of the LPT shafts shall be done in accordance with the following PW document: Document Number Page Number Issue/Revision Date PW ASB PW4ENG 72-328 All Original 9/28/90 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 Pratt & Whitney, Publications Department, P. O. Box 611, Middletown, Connecticut 06457. Copies may be inspected at the Regional Rules Docket, Office of the Assistant Chief Counsel, FAA, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street, NW, Room 8301, Washington, DC 20591. This amendment (39-6783, AD 90-22-02) becomes effective on October 18, 1990.
2009-25-03: We are adopting a new airworthiness directive (AD) for the products listed above. 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: The manufacturer has advised of receiving a report that during start up on ground a RH propeller gear box (PGB) on the airship has failed resulting in free rotation of the propeller. Investigation performed by the manufacturer revealed that the bevel gear in the propeller gearbox had cracked near the hub area. During an extensive metallurgical investigation of the cracked bevel gear some different manufacturing deviations outside of the specifications were detected. Deviations in the heat treatment, wall thickness of the bevel gear near the hub area, and score marks caused during the production process have been established as causal factors for this failure. We are issuing this AD to require actions to correct the unsafe condition on these products.
78-05-07: 78-05-07 SIKORSKY: Amendment 39-3147. Applies to Model S-61N rotorcraft prior to and including Sikorsky Serial No. 61805. Compliance required within the next 300 hours time in service after the effective date of this AD, unless already accomplished. To prevent inadvertent landing gear retraction, modify the main landing gear electrical system in accordance with Sikorsky Service Bulletin 61B55-40 or later FAA approved revision. The manufacturer's service bulletin identified and described in this directive is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Sikorsky Aircraft, Commercial Customer Service, Stratford, Connecticut 06602. These documents may also be examined at the Office of the Regional Counsel, New England Region, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective April 13, 1978.
2009-26-10: 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: As a result of the Movable Flap Track Fairing (MFTF) 6 crack findings (ref. AD 2008-0216), a detailed review has been launched for all MFTF 2 to 6. This investigation has revealed some cracking at MFTF 4 pivot support-ring. This condition, if not corrected, could lead to in-flight loss of MFTF 4, potentially resulting in injuries to persons on the ground. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
48-24-01: 48-24-01 MARTIN: Applies to Model 202 Aircraft Serial Numbers 9125 Through 9133, and 9158 Through 9167. Compliance required by September 1, 1948. Reinforce the Nos. 1 and 2 (top and middle) rudder hinge brackets and fairing in accordance with Martin Service Bulletin No. 31, dated March 22, 1948. Other reinforcements shown to be equivalent to those covered in the Service Bulletin will also be acceptable.
60-04-07: 60-04-07 WRIGHT: Amdt. 106 Part 507 Federal Register February 20, 1960. Applies to All 977C9HD1, 2 and 3 Engine Models Installed in Helicopters. Compliance required at first engine overhaul after March 15, 1960, but not later than October 31, 1960. To alleviate failures of the master rod assemblies, strengthened master and articulating rods with associated parts must be installed in accordance with the instructions contained in Wright Aeronautical Division Service Bulletin No. C9-353.