Results
2007-16-07: 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: * * * some structural areas have been identified for which existing recommended SB (service bulletin) needs to be rendered mandatory. As a consequence, and because it has been shown that the torque applied to the tension bolts connecting the beam (stringer 49) to the forward and aft beam extension at FR11 and FR17 may be insufficient, this AD renders mandatory the replacement of those tension bolts, in order to limit the risks of damage or corrosion of the specified areas. Damage or corrosion of the specified areas could result in reduced structural integrity of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
90-21-17: 90-21-17 BOEING: Amendment 39-6768. Docket No. 90-NM-109-AD. \n\n\tApplicability: Model 747 series airplanes, line number 001 through 628, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent a failure of the fuselage skin lap splice between body station (BS) 400 and BS 520 at stringer S-6L and S-6R, accomplish the following: \n\n\tA.\tConduct close visual and high frequency eddy current (HFEC) inspection of the fuselage skin lap splice between BS 400 and BS 520, at stringers S-6L and S-6R for cracking, in accordance with Boeing Alert Service Bulletin 747-53A2303, dated June 2, 1988, or Revision 1, dated March 29, 1990, at the following thresholds: \n\n\t\t1.\tWithin the next 100 landings after March 31, 1989 (the effective date of Amendment 39-6146, AD 89-05-03), for airplanes that have accumulated 16,000 or more landings as of March 31, 1989, unless previously accomplished within the last 4,900 landings. \n\n\t\t2.\tWithin the next 1,000 landings after March 31, 1989, or prior to the accumulation of 16,100 landings, whichever occurs first, for airplanes that have accumulated between 12,000 and 16,000 landings, as of March 31, 1989, unless previously accomplished within the last 4,000 landings. \n\n\t\t3.\tPrior to the accumulation of 13,000 landings for airplanes that have accumulated 12,000 or fewer landings as of March 31, 1989, unless previously accomplished within the last 5,000 landings. \n\n\tAdequate lighting must be used for this inspection. The eddy current inspections may be conducted without removal of the paint, provided the paint does not interfere with the inspections. Paint must be removed, using an approved chemical stripper, in any situation where the inspector determines that the paint is interfering with the proper functioning of the inspection instrument. \n\n\tB.\tOn airplanes which have been modified to the stretched-upper-deck configuration, as identified in Boeing Alert Service Bulletin 747-53A2303, dated June 2, 1988, or Revision 1, dated March 29, 1990, the accumulated landing threshold for compliance with paragraph A. of this AD is measured from the time of the stretched-upper-deck modification. \n\n\tC.\tIf no cracking is detected, repeat the close visual and HFEC inspections required by paragraph A. of this AD, at intervals not to exceed 5,000 landings. \n\n\tD.\tIf cracks are detected, accomplish the repair or preventive modification of the affected lap splice in accordance with Boeing Alert Service Bulletin 747-53A2303, dated June 2, 1988, or Revision 1, dated March 29, 1990, prior to further pressurized flight. If cracks are repaired in local areas without accomplishing preventive modification of the entire affected lap area, continue inspections of the unmodified and unrepaired areas of the affected lap splice in accordance with paragraph C. of this AD. \n\n\tE.\tFor airplanes incorporating the preventative modification, as described in Boeing Alert Service Bulletin 747-53A2303, dated June 2, 1988, or Revision 1, dated March 29, 1990, accomplish the inspections required by paragraph A. of this AD, prior to the accumulation of 10,000 landings after the modification and thereafter at intervals not to exceed 5,000 landings. If cracks are found, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further pressurized flight. \n\n\tF.\tFor purposes of complying with this AD, the number of landings may be determined to equal the number of pressurization cycles where the cabin pressure differential was greater than 1.5 psi. \n\n\tG.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent tothe cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tH.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-21-17 supersedes AD 89-05-03, Amendment 39-6146. \n\tThis amendment (39-6768, AD 90-21-17) becomes effective on November 16, 1990.
2019-20-04: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-243, A330-243F, A330-341, A330-342, and A330-343 airplanes. This AD was prompted by reports of thrust reverser unit (TRU) beams found with evidence of thermally caused material degradation in the rearmost section of the TRU beam at certain latches. This AD requires an inspection for heat damage of each left-hand and right-hand TRU beam as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. Depending on findings, this AD might also require inspections of the TRU beam latches, the TRU beam clevises, and the thrust reverser outer fixed structure rear area; corrective actions; and replacement of TRU beams. The FAA is issuing this AD to address the unsafe condition on these products.
71-09-05: 71-09-05 PIPER: Amdt. 39-1195. Applies to PA-32-260, Serial Nos. 32-04, 32-1 through 32-14, 32-16 through 32-20, 32-22 through 32-1075, 32-1111 through 32-1194, 32-1251 through 32-1283, 32-1285 through 32-1287, 32-1289, 32-1291 through 32-1295, 32-1297, 32-7100001 through 32-7100005. PA-32-300, PA-32S-300, Serial Nos. 32-15, 32-21, 32-40000 through 32-40545, 32-40566 through 32-40777, 32-40851 through 32-40956, 32-40959 through 32-40974, 32-7140001 through 32-7140008, 32-7140011, 32-7140012. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. (a) On aircraft equipped with seat belts but no shoulder harnesses, remove the front seat inboard seat belt attachment hardware (AN3-5A bolt, AN-960-10 washer, MS 20365-1032C nut, and 63900-43 bushing) and replace with AN3-5A bolt, AN-970-3 washer, 63900-144 bushing, and MS 20365-1032C nut. (Supplied in Piper Kit #760-515V.) The new hardware must be installed as follows: Install the bolt in fuselage seat belt attachment fitting with head facing toward center of aircraft. Install seat belt fitting on outboard side of fuselage fitting. Install bushing in seat belt fitting. Install washer and nut. (b) On aircraft equipped with seat belts and shoulder harnesses, remove front seat inboard seat belt from fuselage attachment and inspect bushing. (1) If bushing O.D. measures 5/16 inch, reinstall bolt in fuselage fitting with bolt head facing toward center of aircraft. Install seat belt fitting on outboard side of fuselage fitting. Install bushing in seat belt fitting. Install washer and nut. No further action is required. (2) If bushing O.D. measures 3/8 inch, replace attachment hardware with new hardware as outlined in paragraph (a). Piper Service Bulletin No. 329A dated March 25, 1971, pertains to the same subject. Piper Kit No. 760-515V contains the hardware and instructions necessary to accomplish thismodification. Equivalent replacement parts approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region, may be used. This amendment becomes effective April 30, 1971.
86-23-51: 86-23-51 BOEING VERTOL: Amendment 39-5659. Applies to Boeing Vertol Model 234 series helicopters certificated in any category, equipped with forward rotor transmission P/N's 234D1200-2, -3, -4, -5, and -6 and/or aft rotor transmission P/N's 234D2200-3, -4, and -5. Compliance is required as indicated, unless already accomplished. To prevent failure of the spiral bevel ring gear/sun gear bolted joint, accomplish the following before further flight. (a) For both forward and aft transmissions, remove all spiral bevel ring gears, P/N's 114D1244-5 and -6 and 114D2254-5 and -6; first stage sun gears, P/N's 234D1243-1 and -2 and 234D2250-1 and -2; and spacer shim, P/N's 114D2257-1 and -2, with more than zero hours time in service. Spiral bevel ring gears, P/N's 114D1244-6 and 114D2254-6; first stage sun gears, P/N's 234D1243-2 and 234D2250-2; and spacer shim, P/N 114D2257-2, are not eligible for further service. (b) Install the following parts, which must be new, except for the first stage sun gear, (item (b)(2) below), which must be serviceable: (1) Spiral bevel ring gear, P/N 114D1244-5 or 114D2254-5; (2) First stage sun gear, P/N 234D1243-1 or 234D2250-1; (3) Spacer shim, P/N 114D2257-1; and (4) Associated hardware as follows: (i) Bolt, P/N BACB30MT6T12; (ii) Washer, P/N BACW10BP6P; and (iii) Nut, P/N BACN10TW6. (c) An alternate method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Rm. 202, Valley Stream, NY 11581. This amendment, 39-5659, becomes effective July 20, 1987, as to all persons except those persons to whom it was made immediately effective by individual telegrams issued November 14, 1986, which contained this amendment.
60-07-06: 60-07-06 MARTIN: Amdt. 118 Part 507 Federal Register March 25, 1960. Applies to All Model 404 Aircraft. Compliance required as indicated. Investigation of a recent Model 404 wheels up landing disclosed that the landing gear lock linkage and lock plunger malfunctioned. Inspection of the jury strut revealed that when the lock plunger was pulled back to normal travel limits in operating the "free fall" actuating mechanism to "full travel", the plunger would periodically jam in the retracted position and consequently flare out in the form of a knife edge. Also, cutting action was evident in the forward bushings (in the plunger cylinder) in an area coincident with the two flared edges. To prevent further lock plunger malfunctioning, the following must be accomplished: (a) Replace lock plunger P/N 404-4088121-3 with new lock plunger P/N 404- 4900121-5 on each main landing gear by July 31, 1960. (b) At each 320 hours' time in service commencing not later than May15, 1960, visually inspect main and nose gear lock plungers for a spalling or flaring condition. Check the lock plunger for free operation. The plunger should be free from dirt, dust, moisture, ice, etc. If spalling or flaring exists, the lock plunger must be chamfered (rounded out) at the corners of the plunger for the full length of the flat area. (Martin Service Bulletin No. 404-260 dated October 30, 1952, partially covers this subject.)
2019-21-09: The FAA is adopting a new airworthiness directive (AD) for certain Aviointeriors S.p.A. (Aviointeriors) Centaurus passenger seats with a specific life vest pouch assembly installed. This AD was prompted by reports of life vest pouches that were installed incorrectly on certain seats. This AD requires inspection of the life vest pouch assembly and, depending on the results of the inspection, replacement of the life vest pouch assembly. The FAA is issuing this AD to address the unsafe condition on these products.
95-22-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Canadair Model CL-215-1A10 and CL-215-6B11 series airplanes. This action requires inspections to detect cracking of main landing gear (MLG) axles that have been reworked by chromium plating, and replacement of cracked axles. This amendment is prompted by reports of fatigue cracking found on several MLG wheel axes that had been chromium-plated during rework. The actions specified in this AD are intended to prevent such cracking, which can result in failure of the axle, separation of the wheel from the aircraft, and consequent reduced controllability of the airplane during takeoff or landing.
2007-16-12: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200 and -300 series airplanes. This AD requires changes to existing wiring; installation of new circuit breakers, relays, relay connectors, and wiring; and replacement of certain circuit breakers with higher-rated circuit breakers. For certain airplanes, this AD also requires modification of wiring of the control module assembly for the electrical systems. This AD results from an in-flight entertainment (IFE) systems review. We are issuing this AD to ensure that the flightcrew is able to turn off electrical power to the IFE system and other non-essential electrical systems through utility bus switches in the flight compartment. The flightcrew's inability to turn off power to the IFE system and other non-essential electrical systems during a non-normal or emergency situation could result in the inability to control smoke or fumes in the airplane flight deck or cabin.
2007-15-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 airplanes. This AD requires revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness to incorporate new limitations for fuel tank systems. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.