Results
2012-18-13: We are superseding an existing airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. That AD currently requires repetitive inspections to detect cracking in the web of the aft pressure bulkhead at body station 1016 at the aft fastener row attachment to the ''Y'' chord, and corrective actions if necessary. This new AD adds various inspections for discrepancies at the aft pressure bulkhead, and related investigative and corrective actions if necessary. This AD was prompted by several reports of fatigue cracking at that location. We are issuing this AD to detect and correct such fatigue cracking, which could result in rapid decompression of the fuselage.
74-17-02: 74-17-02 VERTOL: Amendment 39-1915. Applies to Vertol Model 107-II type helicopters certificated in all categories. 1. Prior to the next flight after the effective date of this AD, unless already accomplished, an inspection program for the rotor blades which has been approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, subsequent to March 28, 1974 must be initiated. 2. An acceptable program is one afforded by forward and aft rotor blades altered, inspected and maintained in accordance with Boeing Vertol Service Bulletin 107-329 or later FAA approved revisions. The visual checks of the rotor blade pressure indicator required by paragraph 2 of this AD may be performed by the pilot. This amendment is effective August 13, 1974.
2012-18-06: We are adopting a new airworthiness directive (AD) for Piaggio Aero Industries S.p.A. Model P-180 Airplanes. 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 jamming of the external bearing of the screwjack drive gear, which resulted in failure of the main wing outboard flap external actuator. We are issuing this AD to require actions to address the unsafe condition on these products.
69-25-07: 69-25-07 HAWKER SIDDELEY AVIATION, LTD.: Amdt. 39-888. Applies to Model DH-114 Heron Airplanes which have aileron lever, P/N 14 WA.199 installed. Compliance is required as indicated unless already accomplished. To prevent fatigue failure of the aileron lever, accomplish the following: (a) Visually inspect the aileron lever, P/N 14 WA.199 for cracks at the lugs for the attachment of the connecting rod and in the counterbored portion which receives the mass balance arm within the next 50 hours' time in service after the effective date of this AD unless already accomplished within the last 50 hours' time in service, and thereafter at intervals not to exceed 50 hours' time in service from the last inspection. If evidence of cracks is found, verify using dye penetrant or other FAA-approved equivalent inspection methods. (b) If cracks are found during the inspection required by paragraph (a), before further flight, install a new forged aileron lever, P/N 14 WA.245 in accordance with Hawker Siddeley Aviation, Ltd. Heron Modification No. 662, or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region. (c) If no cracks are found during the inspections required by paragraph (a), within the next 1,000 hours' time in service after the effective date of this AD, install a new forged aileron lever P/N 14 WA.245 in accordance with Hawker Siddeley Aviation, Ltd. Heron Modification No. 662, or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region. (d) The inspections required in paragraph (a) may be discontinued after the new aileron lever, P/N WA.245 or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region is installed. (Hawker Siddeley Aviation, Ltd. Technical News Sheet Heron No. W.3, Issue 3, dated 14 July 1969 covers this subject.) This supersedes Amendment 453, Part 507 (27 F.R. 5793), AD 62-14-01. This amendment becomes effective January 3, 1970.
56-15-04: 56-15-04 de HAVILLAND: Applies to All Model 104 "Dove" Aircraft. Compliance required as indicated. Cases have been reported of cracks appearing in the brackets P/N 4FS.401 and 4FS.402 which form part of the main attachment structure of the nose undercarriage leg. The de Havilland Service strongly recommended that these brackets be inspected for cracks. The FAA concurs and considers compliance with de Havilland Service Technical News Sheet CT (104) No. 124, Issue 2, dated December 20, 1955, mandatory. Unless already accomplished, the recommendations in the TNS should be carried out at the earliest opportunity but not later than August 15, 1956.
75-24-01: 75-24-01 BOEING: Amendment 39-2424. Applies to all Boeing 707-300, and -400 series airplanes with 13,000 or more landings; all 707-300B airplanes with 11,000 or more landings; and all 707-300C series airplanes with 8,000 or more landings, listed in Boeing Service Bulletin No. 3157 Revision 3, certificated in all categories. Compliance required as indicated. \n\tTo detect cracks in the upper wing skin splice plate at W. S. 360, within the next 50 landings: \n\t(1)\tConduct the low frequency eddy current inspection in accordance with Boeing Field Service Message M-7010-1256, dated October 9, 1975, unless already accomplished, or \n\t(2)\tRemove the aerodynamic sealant between the upper wing skins at W. S. 360 from the front spar to the rear spar and visually inspect for a crack in the splice plate, unless accomplished since October 3, 1975. If cracks are found, repair in accordance with Boeing Service Bulletin No. 2510, Revision 3, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Northwest Region. \n\tThis is a one-time inspection. AD 75-03-01 (Amendment 39-2074) will be amended to provide for inspections similar to those provided herein. Telegraphic AD on this subject on October 15, 1975, is hereby superseded. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated October 17, 1975.
2012-17-13: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 707-100 long body, -200, -100B long body, and -100B short body series airplanes; Model 707-300, -300B, -300C, and - 400 series airplanes; and Model 720 and 720B series airplanes. This AD was prompted by reports of stress corrosion cracking in the chord segments made from 7079 aluminum in the horizontal stabilizer rear spar, and potential early fatigue cracking in the chord segments made from 7075 aluminum. For certain airplanes, this AD requires using redefined flight cycle counts, determining the type of material of the horizontal stabilizer, rear spar, and upper and lower chords on the inboard and outboard ends of the rear spar; repetitively inspecting for cracking of the horizontal stabilizer components; and repairing or replacing the chord, or modifying chord segments made from 7079 aluminum, if necessary. For all airplanes, this AD requires inspecting certain structurally significant items, and repairing discrepancies if necessary. We are issuing this AD to detect and correct stress corrosion and/or potential early fatigue cracking in the horizontal stabilizer, which could compromise the structural integrity of the stabilizer.
2012-18-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model DC-9-10, DC-9-20, DC-9-30, DC-9-40, and DC-9- 50 series airplanes; and Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9- 83 (MD-83), DC-9-87 (MD-87), MD-88, and MD-90-30 airplanes; equipped with center wing fuel tank and Boeing original equipment manufacturer- installed auxiliary fuel tanks. This AD was prompted by fuel system reviews conducted by the manufacturer. This AD requires adding design features to detect electrical faults and to detect a pump running in an empty fuel tank. 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.
71-15-01: 71-15-01 MCDONNELL DOUGLAS: Amdt. 39-1245. Applies to DC-9 Series airplanes certificated in all categories. \n\n\tCompliance required within the next 1500 hours' time in service after the effective date of the AD, unless already accomplished. \n\n\tTo prevent possible separation of the forward cabin attendant's(s') seat assembly from the wall panel and to lessen the possibility of crew member injuries, modify the forward cabin attendant's(s') seat assembly in accordance with: \n\n\t(1)\tParagraph 2, accomplishment instructions of Douglas Service Bulletin 25-146, dated September 10, 1969, and Revision 2 thereto, dated August 21, 1970, or later FAA approved revisions, or other equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region; or \n\n\t(2)\tDouglas All Operators Letter (AOL) 9-595, dated June 25, 1971, or other equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective August 21, 1971.
2012-15-15: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200CB, and -300 series airplanes. That AD currently requires initial and repetitive inspections of the fuselage skin and bear strap at the forward, upper corner of the L1 entry door cutout for cracking, and repair if necessary. That action also provides an optional terminating action for the repetitive inspections. This new AD requires additional inspections for airplanes having repairs or preventative modifications installed and inspections for certain other airplanes. This AD also adds airplanes to the applicability. This AD was prompted by reports of additional cracking in the fuselage skin. We are issuing this AD to detect and correct cracking of the fuselage skin and bear strap at the forward upper corner of the L1 entry door cutout, which could result in reduced structural integrity of the L1 entry door, and consequent rapid decompression of the airplane.