Results
2012-06-08: We are adopting a new airworthiness directive (AD) for certain Airbus Model A340-211, -212, -311, and -312 airplanes. This AD requires repetitive inspections for cracking at the fastener hole area just above stringer 28, of both left- and right-hand fuselage frame 39.1, and repair if necessary. This AD was prompted by a determination that certain airplanes were not included in a certain airworthiness limitation item (ALI) task (inspections for cracking of the fuselage frame 39.1) and that the inspections must be done to address the identified unsafe condition. We are issuing this AD to detect and correct cracking in the fuselage that could result in reduced structural integrity of the airplane.
68-17-06: 68-17-06 BEECH: Amendment 39-641. Applies to Models 23, A23 and A23A, Serial Numbers M-1 through M-1034; Model A23-19, Serial Numbers MB-1 through MB-264; Model A23-24, Serial Numbers MA-1 through MA-233. Compliance: Required as indicated. To prevent inadvertent engagement of parking brake, in flight, accomplish the following: (A) For Models 23, A23 and A23A, Serial Numbers M-555 through M-1034; Model A23-19, Serial Numbers MB-1 through MB-264; and Model A23-24, Serial Numbers MA-1 through MA-233 modify the master brake cylinders as set forth in (C) or (D). (B) For Models 23, A23 and A23A, Serial Numbers M-1 through M-554, inspect the left master brake cylinder. If brake cylinder Part No. 169-380006 is installed no further action is required. If brake cylinders Part No. VHR-625NL are installed modify as set forth in (C) or (D). (C) Remove the steel ball Part No. A134-9 from the parking brake check valve on both left and right master brake cylinders soas to disengage the parking brake and thereafter operationally check the brakes to assure proper operation; or, (D) Modify the left master brake cylinder in accordance with either Beech Class 1, Service Instruction 0092-220 and drill out the floor board beneath the left brake pedal in accordance with procedures set forth in the aforesaid Beech Service Instruction, or install the improved braking system provided by Beech Service Letter No. 67-12, Revision 1. (E) The foregoing modification must be accomplished prior to further flight except the airplane may be flown in accordance with Federal Aviation Regulation 21.197 to a base where the repair can be performed. This amendment becomes effective August 27, 1968.
75-06-07: 75-06-07 MCDONNELL DOUGLAS: Amendment 39-2126 as amended by Amendment 39-2605 is further amended by Amendment 39-3227. Applies to Douglas Model DC-10-10, -30, -30F, and -40 series airplanes, certificated in all categories, with factory serial numbers as indicated in Douglas Service Bulletin No. 52-132, Revision 1, dated February 21, 1975, or later FAA-approved revisions. \n\n\tTo insure proper functioning of forward passenger doors during emergency operation, accomplish the following: \n\n\t(a)\tCompliance required within the next 300 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\t\t(1)\tInspect the forward passenger door (L & R) operating mechanisms for proper rigging, broken, damaged, or corroded cables, and adjust rigging or replace cables as required, in accordance with Douglas Service Bulletin No. 52-132, Revision 1, dated February 21, 1975, or later FAA-approved revisions. \n\n\t\t(2)\tAfter accomplishment of the inspection per paragraph (a)(1) above, check pneumatic operation of doors (L & R) from both the inside and outside of the aircraft. \n\n\t(b)\tCompliance required on airplanes with 5,000 hours' or more total time in service after the effective date of this AD, unless already accomplished per paragraph (a) above within the last 1500 hours' time in service, and thereafter at intervals not to exceed 2250 hours' time in service from the last inspection. \n\n\t\t(1)\tReinspect the forward passenger door (L & R) mechanism cables, and replace if required, in accordance with Douglas Service Bulletin No. 52-132, Revision 1, dated February 21, 1975, or later FAA-approved revisions. \n\n\t\t(2)\tIf cable(s) has been replaced, recheck pneumatic operation of applicable door(s) from both the inside and outside of the aircraft. \n\n\t\t(3)\tThe repetitive 2250-hour inspections required by paragraph (b) may be discontinued provided stainless steel cables and swivel clevises are installed in accordance with McDonnell Douglas Service Bulletin No. 52-152, dated February 3, 1976, or later FAA-approved revisions. \n\n\t(c)\tCompliance required within the next 5000 hours' time in service after accomplishment of the inspection per paragraph (a) above, and thereafter at intervals not to exceed 5000 hours' time in service from the last inspection. \n\n\t\t(1)\tReinspect the forward passenger door (L & R) mechanism rigging, and adjust if required, in accordance with Douglas Service Bulletin No. 52-132, Revision 1, dated February 21, 1975, or later FAA-approved revisions. \n\n\t\t(2)\tIf rigging has been adjusted, recheck pneumatic operation of applicable door(s) from both the inside and outside of the aircraft. \n\n\t\t(3)\tThe repetitive 5000-hour inspections required by paragraph (c) may be discontinued provided any one of the following combination of McDonnell Douglas Service Bulletins, or later FAA-approved revisions, has been accomplished: \n\n\t\t\t(i)\tS./B 52-118, Revision 1, dated February 14, 1975, (Installation of new cams on control mechanism), S/B 52-140, Revision 4, dated August 29, 1975, (Installation of return springs on reservoir actuator), S/B 52-146, Revision 1, dated November 21, 1975, (Installation of direct drive visible downlock), S/B 52-152, dated February 3, 1976, (Installation of stainless steel cables and swivel clevises); \n\n\t\t\t(ii)\tS/B 52-118, Revision 1, dated February 14, 1975, S/B 52-146, Revision 1, dated November 21, 1975, S/B 52-152, dated February 3, 1976, and S/B 52-154, Revision 1, dated March 1, 1976, (Installation of new reservoir control assembly) \n\n\t\t\t(iii)\tS/B 52-140, Revision 4, dated August 29, 1975, S/B 52-150, dated September 9, 1975, (Installation of combination up/downlock assembly). S/B 52-152, dated February 3, 1976; or \n\n\t\t\t(iv)\tS/B 52-150, dated September 9, 1975, S/B 52-152, dated February 3, 1976, and S/B 52-154, Revision 1, dated March 1, 1976. \n\n\t\t(4)\tThe repetitive 5000-hour inspection required by paragraph (c) may be replaced by satisfactory accomplishment, at 6000-hour intervals of both electrical and pneumatic door operational checks at applicable doors per Douglas Service Bulletin No. 52-132, Revision 1, dated February 21, 1975, or later FAA approved revisions, provided that all service bulletins except SB 52-152, required by any one of the combination of service bulletins in paragraph (c)(3) have been accomplished. \n\n\t(d)\tThe Chief, Aircraft Engineering Division, FAA Western Region, may approve equivalent inspections and modifications upon submittal of substantiating data. \n\n\t(e)\tAircraft may be flown to a base for accomplishment of the maintenance required by this AD per FAR's 21.197 and 21.199. \n\n\tAmendment 39-2126 became effective April 14, 1975. \n\n\tAmendment 39-2605 became effective May 17, 1976. \n\n\tThis amendment 39-3227 becomes effective July 6, 1978.
2012-06-04: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of difficulties in opening the airstair door. This AD requires inspecting the structure and gearbox drain paths for blockages by sealant, and removing any blockages. We are issuing this AD to detect and correct drain paths blocked by sealant, resulting in an airstair door that is unable to be opened, which could hinder evacuation in the event of an emergency.
2012-06-01: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company Model 560XL airplanes. This AD was prompted by reports of jammed or stiff rudder control due to water freezing on the rudder bias cables and pulleys of the stinger. This AD requires modification of the drain installation of the tailcone stinger on the aft canted bulkhead, inspections for drain holes in the forward and aft frames, and modification of the drain holes. We are issuing this AD to prevent ice accumulation on the cables and pulleys of the stinger, which could result in jamming of the rudder and consequent reduced controllability of the airplane.
2012-05-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD was prompted by a design review following a ground fire incident and reports of flammable fluid leaks from the wing leading edge area onto the engine exhaust area. This AD requires modifying the fluid drain path in the leading edge area of the wing. We are issuing this AD to prevent flammable fluid from leaking onto the engine exhaust nozzle, which could result in a fire.
76-26-04: 76-26-04 SCOTTISH AVIATION LIMITED: Amendment 39-2793. Applies to Model HP- 137 Mk. 1 Jetstream airplanes, certificated in all categories, except those airplanes which incorporate Scottish Aviation Limited Modification No. 5111. Compliance is required as indicated. To detect cracks in the outer end of each outer wing flap and to prevent possible flap separation from the airplane and possible loss of airplane control, accomplish the following: (a) For airplanes with 500 or more total landings on the effective date of this AD: (1) Comply with paragraph (c) of this AD, before further flight, (except that the airplane may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the work can be performed, provided that the flaps remain in the fully retracted position for the duration of the flight,) unless already accomplished within the last 50 landings and thereafter continue to comply with paragraph (c) of this AD at intervals not to exceed 50 landings. (2) Comply with paragraph (d) of this AD, within the next 50 landings and thereafter continue to comply with paragraph (d) at intervals not to exceed 500 landings. (b) For airplanes with less than 500 total landings on the effective date of this AD: (1) Comply with paragraph (c) of this AD before the accumulation of 500 landings and thereafter continue to comply with paragraph (c) at intervals not to exceed 50 landings. (2) Comply with paragraph (d) of this AD before the accumulation of 500 landings or within the next 50 landings after the effective date of this AD whichever occurs later, and thereafter continue to comply with paragraph (d) at intervals not to exceed 500 landings. (c) Visually inspect the outer end of each outer wing flap, Part No. 13760B-405 (left) and 13760B-406 (right), for cracks along the lower flange of the end rib and rib doubler using a magnifying glass with at least 5 power in accordance with the instructions contained in Paragraph 3, Part B of Scottish Aviation Limited Service Bulletin No. 9/5, issue 2, dated August 4, 1976, or an FAA-approved equivalent. (d) Inspect the outer end of each outer wing flap, Part No. 13760-B-405 (left) and 13760B-406 (right), for cracks along the lower flange of the end rib and rib doubler using the radiographic technique in accordance with the instructions contained in Paragraph 3, Part C of Scottish Aviation Limited Service Bulletin No. 9/5, issue 2, dated August 4, 1976, or an FAA- approved equivalent. (e) If, during the inspections required by paragraph (c) and (d) of this AD, cracks are found, replace the affected part with a serviceable part of the same part number. NOTE: A "serviceable part" is defined in Note 1, Parts (a) and (b) of Scottish Aviation Limited Service Bulletin, No. 9/5, issue 2, dated August 4, 1976. (f) Compliance with paragraphs (a)(1), (a)(2), (b)(1), and (b)(2) may be discontinued upon the incorporation of Scottish Aviation Limited Modification 5111. This amendment supersedes Amendment 39-2465, (40FR 58129), AD 75-26-16. This amendment becomes effective January 6, 1977.
2012-05-01: We are adopting a new airworthiness directive (AD) for the Eurocopter France (ECF) Model SA-365C, SA-365C1, SA-365C2, SA-365N, SA- 365N1, AS-365N2, AS 365 N3, and SA-366G1 helicopters. This AD was prompted by some reports of deterioration and two reports of failure of Starflex star arm ends. The actions are intended to modify the main rotor frequency adapters to reduce the temperature in the area, to prevent failure of the star arm end, severe vibration, and subsequent loss of control of the helicopter.
2012-05-05: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-215-1A10, CL-215-6B11 (CL-215T Variant), and CL-215-6B11 (CL-415 Variant) airplanes. This AD was prompted by reports of cracked or broken support bracket assemblies of the emergency water dump pulley. This AD requires inspecting the bracket assembly of the emergency water dump pulley to determine if certain rivets are installed; replacing rivets and installing new stiffeners on the bracket assembly, if necessary; inspecting the stiffeners for the bracket assembly for cracks, deformation, or corrosion, and replacement if necessary; and re-installing the bracket assembly with radius packers. We are issuing this AD to detect and correct failure of the support bracket assembly of the emergency water dump pulley, and in combination with other system failures, such as an engine failure during take off or a pitch control system jam, may result in loss of controllability of the airplane.
95-23-04: This amendment adopts a new airworthiness directive (AD) that is applicable to all British Aerospace Model BAC 1-11 400 series airplanes. This action requires an inspection of the rod ends of the lift dumper to detect drill holes; a dye penetrant inspection to detect any cracking of drilled holes; and replacement of the rod end with an undrilled rod end, if necessary. This amendment is prompted by a report that, during a routine examination of the operating mechanism of the lift dumper, two cracked aft rod ends were found. Investigation revealed that holes had been drilled in the rod ends for grease nipples during manufacturing, and that cracking had developed at the holes. The actions specified in this AD are intended to prevent asymmetric deployment and subsequent lateral control problems due to cracking of either pair of aft rod ends of the operating mechanism of the lift dumper.