Results
2022-08-14: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-8F series airplanes. This AD was prompted by reports of fuselage crown stringer cracking between station (STA) 740 and STA 1000, stringer (S)-7 to S-12. This AD requires repetitive detailed inspections for cracking of fuselage crown stringers and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2010-12-04: 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: This Airworthiness Directive (AD) is prompted due to the discovery of corrosion at the bonding strap connections on the left and right lower longerons between fuselage frames 1 and 1A. The possibility of corrosion is increased because of the high electrical current flow between the tinned copper terminal lug of the bonding strap and the aluminum longeron. Such a condition, if left uncorrected, could lead to failure of the longeron and will prejudice the structural integrity of the aircraft. We are issuing this AD to require actions to correct the unsafe condition on these products.
98-19-10: This amendment adopts a new airworthiness directive (AD) that is applicable to CFM International (CFMI) CFM56-3, -3B, and -3C series turbofan engines. This action requires, on aircraft with two affected engines installed, removal of one affected engine from an aircraft, and replacement with a serviceable engine, or replacement of a suspect accessory gearbox (AGB) starter gearshaft with a serviceable gearshaft within 350 hours time in service (TIS) after the effective date of this AD, or by September 1, 1998, whichever occurs first. This action also requires, on aircraft with only one affected engine installed, removal of the affected engine from the aircraft, and replacement with a serviceable engine, or replacement of the suspect starter gearshaft with a serviceable gearshaft within 2,100 hours TIS after the effective date of this AD, or by February 1, 1999, whichever occurs first. This amendment is prompted by reports of two inflight engine shutdowns caused by an AGB starter gearshaft failure. The actions specified in this AD are intended to prevent an AGB starter gearshaft failure, which can result in an inflight engine shutdown, and on aircraft with two affected engines installed, possible dual inflight engine shutdown and forced landing.
2022-08-12: The FAA is superseding Airworthiness Directive (AD) 2020-21- 17, which applied to all The Boeing Company Model 757 airplanes. AD 2020-21-17 required repetitive inspections for skin cracking and shim migration at the upper link drag fittings, diagonal brace cracking, and fastener looseness; and applicable on-condition actions. This AD was prompted by reports of bolt rotation in the engine drag fitting joint and fastener heads and cracks found in the skin of the fastener holes, and the need to reduce the compliance time for certain groups. This AD retains the requirements of AD 2020-21-17 with reduced compliance times for certain airplane groups. The FAA is issuing this AD to address the unsafe condition on these products.
98-19-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757-200 series airplanes, that requires the application of a sealant, secondary fuel barrier, and corrosion-inhibiting compound to certain portions of the wing center section. This amendment is prompted by reports indicating that, during manufacture, the secondary fuel barrier was not applied to certain portions of the wing center section. The actions specified by this AD are intended to prevent leakage of fuel through the fasteners, sealant, or structural cracks in the center section structure, which could result in fuel or fuel vapors entering the cargo or passenger compartment of the airplane.
98-19-01: This amendment adopts a new airworthiness directive (AD) that applies to certain Stemme GmbH & Co. KG (Stemme) Model S10 sailplanes. This AD requires replacing the O-ring that is installed in the mounting part of the pitot tube (in the propeller dome) with one of improved design. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent failure of the pitot tube O-ring caused by an ineffective design, which could result in the pitot tube falling out and the sailplane pilot losing airspeed indications.
92-11-03: 92-11-03 BRITISH AEROSPACE: Amendment 39-8253. Docket No. 91-NM-280-AD. Applicability: British Aerospace Model DH/BH/HS 125 series airplanes, excluding Models 125-600A, 700A, 800A, and 1000A series airplanes; as listed in British Aerospace Service Bulletin S.B. 57-75, dated July 30, 1991; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wings, accomplish the following: (a) Within 3 months after the effective date of this AD, and thereafter at intervals not to exceed 4 years or 2,200 flights, whichever occurs first, perform an eddy current inspection on specified areas of the left and right wing upper skins to detect cracks in countersunk bolt holes in the wing skins and in the internal stringers, in accordance with British Aerospace Service Bulletin S.B. 57-75, dated July 30, 1991. (b) If cracks are discovered as a result of the eddy current inspection requiredby paragraph (a) of this AD, prior to further flight, perform a dye penetrant inspection, in accordance with British Aerospace Service Bulletin S.B. 57-75, dated July 30, 1991. (c) If cracks are discovered as a result of either the eddy current inspections required by paragraph (a) of this AD, or the dye penetrant inspection required by paragraph (b) of this AD, prior to further flight, repair the crack(s) as follows: (1) Cracks that do not exceed the limits specified in British Aerospace Service Bulletin S.B. 57-75, dated July 30, 1991, must be repaired in accordance with the procedures in the Service Bulletin. (2) Cracks that exceed the limits specified in British Aerospace Service Bulletin S.B. 57-75, dated July 30, 1991, must be repaired in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (d) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, 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 inspections and repairs shall be done in accordance with British Aerospace Service Bulletin S.B. 57-75, dated July 30, 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 British Aerospace, PLC. Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington D.C. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (g) This amendment becomes effective on July 9, 1992.
2013-03-08: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-1A11 (CL-600), CL-600-2A12 (CL-601), and CL-600-2B16 (CL-601-3A, CL-601-3R, & CL-604 Variants) airplanes. This AD was prompted by reports of cracking found on the upper and lower Web of the engine support beam. This AD requires revising the maintenance program. We are issuing this AD to detect and correct fatigue cracking of the engine support beam, which could result in failure of the engine support beam and affect the structural integrity of the airplane.
98-19-02: This amendment adopts a new airworthiness directive (AD) that is applicable to Superior Air Parts, Inc., piston pins installed on Teledyne Continental Motors reciprocating engines. This amendment requires removal from service of defective piston pins, and replacement with serviceable parts. This amendment is prompted by reports of numerous piston pin fractures. The actions specified by this AD are intended to prevent a piston pin failure from causing secondary engine damage resulting in loss of oil or total power failure, and from causing jamming of the engine crankshaft resulting in a catastrophic engine failure.
74-20-09: 74-20-09 SIKORSKY AIRCRAFT: Amendment 39-1972 as amended by Amendment 39-2034 is further amended by Amendment 39-2829. Applies to all Sikorsky S-61A, S-61L, S- 61N, S-61R and S-61NM helicopters certificated in all categories that are equipped with S6115- 20501 series, S6115-20601 series, S6117-20101 series and S6188-15001 series main rotor blades. Compliance required as indicated. To prevent operation with loose or missing screws, or with cracks in the outboard end of the main rotor blades, including the tip cap and tip cap bracket, accomplish the following: (a) Inspect main rotor blades that do not have tip cap bracket doubler P/N 61070- 15120 installed, and have less than 2,000 hours time in service on the effective date of this AD, for loose or missing screws or for cracks at the outboard end of the main rotor blade spar, tip cap, or tip cap bracket, in accordance with Section 2., paragraphs A and B., of Sikorsky Service Bulletin No. 61B15-9F, dated November 2, 1976 orlater FAA approved revisions within the next 30 hours time in service after the effective date of this AD, unless already accomplished, and at intervals thereafter within 30 hours time in service from the last inspection. If screws are missing or loose, and cannot be secured, or if there is motion in the joint between the tip cap and the blade, or if cracks are found, replace the main rotor blade or repair it in accordance with Section 2., paragraph C., of the above service bulletin prior to further flight. If a crack is found in the tip cap, tip cap attachment land, or tip cap bracket, replace or repair the main rotor blade in accordance with Section 2., paragraph B., of the above service bulletin prior to further flight. (b) Inspect main rotor blades that do not have tip cap bracket doubler P/N 61070- 15120 installed, and have 2000 hours or more time in service on the effective date of this AD, for loose or missing screws or for cracks at the outboard end of the main rotor blade spar, tip cap, or tip cap bracket, in accordance with Section 2., paragraphs A and B, of the above Service Bulletin prior to the first flight of each day. If screws are missing or loose, and cannot be secured, or if there is motion in the joint between the tip cap and the blade, or if cracks are found, replace the main rotor blade or repair it in accordance with paragraph 2C of the above bulletin prior to further flight. If a crack is found in the tip cap, tip cap attachment land, or tip cap bracket replace or repair the main rotor blade, in accordance with Section 2., paragraph B., of the above service bulletin, prior to further flight. (c) Inspect main rotor blades that have tip cap bracket P/N 61070-15120 installed for cracks at the outboard end of the main rotor blade spar, tip cap, and tip cap bracket, in accordance with Section 2, paragraph B., of the above bulletin, within the next 50 hours time in service after the effective date of this AD, unless already accomplished,and at intervals thereafter within 50 hours time in service from the last inspection. If a crack is found in the tip cap, tip cap attachment land, or tip cap bracket, replace or repair the main rotor blade prior to further flight, in accordance with Section 2., paragraph B., of the above bulletin. (d) For helicopters operating at 19,500 pounds gross weight and below, inspect the outboard end of the main blades, series S6115-20501, series S6115-20601, series S6117-20101, and series S6188-15001, using the dye penetrant method, in accordance with Section 2., paragraph D., of the above Service Bulletin, within the next 200 hours time in service after the effective date of this AD, unless already accomplished, and at intervals thereafter within 200 hours time in service from the last inspection. If a crack is found, replace the main rotor blade prior to further flight. (e) For helicopters operating above a gross weight of 19,500 pounds, inspect the outboard end of the main rotorblades using the dye penetrant method, in accordance with Section 2., paragraph D., of the above Service Bulletin, within the next 50 hours time in service after the effective date of this AD, unless already accomplished, and at intervals thereafter within 50 hours time in service from the last inspection. If a crack is found, replace the main rotor blade prior to further flight. (f) Upon request of the operator, equivalent methods of compliance with the inspection and repair requirements of this AD may be approved by the Chief, Engineering and Manufacturing Branch, New England Region. Repetitive inspection intervals specified in this AD may be adjusted, by the Chief, Engineering and Manufacturing Branch, New England Region, to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. Amendment 39-1972 supersedes Amendment 39-1583 (38 F.R. 1501), AD 73-02-02. Amendment 39-1972 became effective October 4, 1974. Amendment 39-2034 became effective December 12, 1974. This Amendment 39-2829 becomes effective February 25, 1977.