Results
2010-01-10: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747SR, and 747SP series airplanes. That AD currently requires repetitive inspections to detect cracks and fractures of the strut front spar chord assembly (including the forward side) at each strut location, and repair if necessary. This new AD adds a one-time inspection for cracking of the forward side of the front spar chord assembly on the inboard and outboard struts, installation of a cap skin doubler for certain airplanes, and repair if necessary. These actions terminate the repetitive inspections of the forward side of the strut front spar chord assembly; the inspections of the aft side assembly continue as specified in the existing AD. This AD results from a report of a fractured front spar assembly for strut No. 3, which resulted in the loss of the strut upper link load path. We are issuing this AD to detect and correct cracks and fractures of the nacelle strut front spar chord assembly. Fracture of the front spar chord assembly could lead to loss of the strut upper link load path and consequent fracture of the diagonal brace, which could result in in- flight separation of the strut and engine from the airplane. \n\nDATES: This AD becomes effective February 24, 2010. \n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of February 24, 2010. \n\tOn January 29, 2007 (72 FR 1427, January 12, 2007), the Director of the Federal Register approved the incorporation by reference of a certain other publication listed in the AD.
2009-26-13: 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: Several cases have been reported of in-flight loss of the drive strut fitting from the movable fairing of flap track No. 3. Consequently, the flap track No. 3 fairing was detached from its aft end, and found hanging. Investigations have shown that the detachment of the aft lower drive strut fitting from the fairing occurred due to the four bonded inserts being pulled out. This condition, if not corrected, could lead to in-flight loss of the affected aircraft parts, potentially resulting in injuries to persons on the ground. * * * * * In addition, the potential unsafe condition includes the part potentially impacting the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
95-12-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A340 series airplanes. This action requires a one-time inspection of the fuel flow from the main fuel supply hose/tube assembly, and repair, if necessary. This amendment is prompted by a report of a low pressure fuel valve found with the internal thermal relief valve assembled in the wrong position on one airplane. The actions specified in this AD are intended to prevent overpressurization of the fuel supply line due to the incorrect positioning of the internal thermal relief valve. Such overpressurization could cause the fuel pipe coupling to separate and allow fuel to leak into the engine pylon, thus posing a fire hazard.
76-22-06: 76-22-06 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-2758. Applies to Lockheed-California Company L-1011-385 series airplanes, certificated in all categories, equipped with Pacific Scientific Company seat belt model numbers 1107008, 1107031, 1107036, 1107068 and 1107072 installed on flight attendant seats. Compliance required within the next 600 hours' time in service after the effective date of this AD, unless already accomplished. To prevent unsafe buckle position of flight attendant seat belts, accomplish the following: (a) Install a placard, which reads "DO NOT OCCUPY", on those flight attendant seats in the passenger cabin equipped with Pacific Scientific Company seat belt model numbers 1107031, 1107036, 1107068, and 1107072 until the seat belt installation is modified or replaced in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. The seats prohibited from use must be secured in a normally stowed position or removed. The affected seat belt installations may be replaced with appropriate seat belt/shoulder harness installations in accordance with Lockheed Service Bulletin 093-25-192, December 9, 1974, "Equipment/Furnishings-Passenger Compartment - Attendant Seat Restraint Modification", Parts 1, 2, 4 and 5 only, or later FAA approved revisions. (b) Replace Pacific Scientific seat belt model number 1107008 installed on lower lobe galley seats with ordinary adjustable seat belts without retractors in accordance with normal maintenance practices. Alternate seat belt installations may be approved by the Chief, Aircraft Engineering Division, Federal Aviation Administration, Western Region. This amendment becomes effective December 10, 1976.
84-15-07: 84-15-07 EIRIAVION OY (formerly MOLINO OY): Amendment 39-4935. Applies to Model PIK-20, PIK-20B, and PIK-20D gliders, all serial numbers, certificated in any category. Compliance required prior to next flight and thereafter at every 150 hours time in service, after the effective date of this AD, unless already accomplished. To prevent possible in-flight hazards because of possible jamming of the rudder caused by the failure of the bottom rudder hinge bracket, accomplish the following: 1. Visually inspect the corners of the suspension flange of the rudder bottom hinge bracket for cracks (fractures) with at least a 5X magnifying glass in accordance with Procedure 1 of EIRI KY Service Bulletin M20-26 dated December 9, 1982. 2. If cracks (fractures) are found, repair them in accordance with Procedure 2 of EIRI KY Service Bulletin M20-26 dated December 9, 1982. 3. Compliance with this AD is not required when the repair described in EIRI KY Service Bulletin M20-26, dated December 9, 1982, is incorporated. 4. Alternate inspections, adjustment of the inspection interval, or other actions which provide an equivalent level of safety must be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium, telephone 513.38.30 x2710. The EIRIAVION OY EIRI KY Service Bulletin No. M20-26, dated December 9, 1982, 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 EIRIAVION OY, Kisallinkatu 8, SF-15170 Lahti, Finland. These documents may also be examined at the Office of Regional Counsel, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective November 23, 1984, as to all persons except those persons to whom it was made immediately effective by priority letter AD 84-15-07, issued July 26, 1984, which contained this amendment.
93-01-23: 93-01-23 BEECH: Amendment 39-8477. Docket No. 92-CE-40-AD. Applicability: Models 58 and 58A airplanes (serial numbers TH-1488, TH-1600, TH- 1613 through TH-1635, and TH-1638 through TH-1662, certificated in any category. Compliance: Required within the next 50 hours TIS after the effective date of this AD, unless already accomplished. To prevent fuel selector valve binding caused by pressure buildup in the crossfeed lines, which could result in the inability to control the fuel flow to the engines, accomplish the following: (a) Replace both existing crossfeed check valves with new valves, part number 50- 380170-39, in accordance with the ACCOMPLISHMENT INSTRUCTIONS section of Beech Service Bulletin No. 2454, dated May 1992. (b) 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. (c) An alternative method of compliance or adjustmentof the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and send it to the Manager, Wichita Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita Aircraft Certification Office. (d) The replacement required by this AD shall be done in accordance with Beech Service Bulletin No. 2454, dated May 1992. 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 the Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on March 12, 1993.
87-14-04: 87-14-04 BRITISH AEROSPACE (BAe): Amendment 39-5673. Applies to Model BAC 1-11 200 and 400 series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent loss of the integrity of the tailplane center section top skin assembly due to cracks in reinforcing plates, accomplish the following prior to the accumulation of 30,000 landings or within the next 2,000 landings after the effective date of this AD, whichever occurs later: A. Visually inspect the tailplane center section top skin assembly for cracks in the reinforcing plate in accordance with the accomplishment instructions of British Aerospace BAC 1- 11 Service Bulletin 55-A-PM5873, Issue 3, dated July 1, 1986. 1. If no cracks are found, repeat the visual inspection specified above at intervals not to exceed 7,500 landings. 2. If cracks are found, prior to further flight, repair in accordance with the accomplishment instructions of the service bulletin. Reinspect in accordance with paragraph 2.2. of the service bulletin. B. An 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace Inc., P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, 39-5673, supersedes AD 85-12-05, Amendment 39-5075. This amendment, 39-5673, becomes effective August 20, 1987.
2010-01-02: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Model 747-100B SUD, -200B, -300, -400, and -400D series airplanes. That AD currently requires repetitive inspections for cracking in fuselage stringers 8L, 8R, 10L, and 10R at body stations 460, 480, and 500 frame locations; and repair if necessary. This new AD requires revising the applicability to include an additional airplane, and reduces compliance times for the initial inspection and repetitive intervals for Model 747-400 series airplanes that have been converted to the large cargo freighter configuration. This AD results from findings of cracking in fuselage stringers 8L, 8R, 10L, and 10R at body stations 460, 480, and 500 frame locations. We are issuing this AD to detect and correct fatigue cracking in certain fuselage stringers, which, if left undetected, could result in fuselage skin cracking that reduces the structural integrity of the skin panel, and consequent rapid depressurization of the airplane.
98-07-09: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 47B, 47B-3, 47D, 47D-1, 47G, 47G-2, 47G-2A, 47G-2A-1, 47G-3, 47G-3B, 47G-3B-1, 47G-3B-2, 47G-3B-2A, 47G-4, 47G-4A, 47G-5, 47G-5A, 47H-1, 47J, 47J-2, 47J-2A, and 47K helicopters, that requires installing a safety washer kit designed to preclude separation of the stabilizer bar damper link (damper link) if the damper link rod end bushing (bushing) loosens and exits the damper link rod end. This amendment is prompted by two reported incidents in which the bushings loosened and exited the damper link rod ends, allowing the damper link to slide over the retention bolt and separate from the stabilizer bar (in the first incident), and from the hydraulic damper (in the second incident). The actions specified by this AD are intended to prevent failure of the damper link assembly, which can result in degraded control response and subsequent loss of control of the helicopter.
2021-22-11: The FAA is adopting a new airworthiness directive (AD) for certain MD Helicopters Inc. (MDHI), Model 369D, 369E, 369F, 369FF, 369H, 369HE, 369HM, 369HS, 500N, and 600N helicopters. This AD was prompted by a report of a spiral crack in the pilot-to-copilot tail rotor torque tube (torque tube). This AD requires a one-time visual and recurring borescope inspections of the torque tube and depending on the results, removing the torque tube from service. The FAA is issuing this AD to address the unsafe condition on these products.