Results
95-02-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires modification of the fire extinguishing system in the number two engine strut. This amendment is prompted by reports of chafing of the fire extinguishing tubes in a certain inboard strut to wing area. The actions specified by this AD are intended to prevent chafing of the fire extinguishing tube; such chafing could cause cracking of the tube and consequently produce a hole in the fire extinguishing tube, which could prevent the proper distribution of the fire extinguisher agent within the nacelle in the event of a fire.
2020-26-12: The FAA is adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace LP Model Gulfstream G280 airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, as specified in a Civil Aviation Authority of Israel (CAAI) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
78-20-04: 78-20-04 MCDONNELL DOUGLAS: Amendment 39-3308. Applies to DC-10-10, -10F, -30, -30F and -40 airplanes certificated in all categories. \n\n\tCompliance is required as indicated unless already accomplished. \n\n\tTo prevent failure of an outboard slat drive arm or drum shaft, accomplish the following: \n\n\t(a)\tWithin the next 1500 hours' time in service after the effective date of this AD, unless the inspection and modifications specified in McDonnell Douglas DC-10 Service Bulletin 27-160, dated March 1, 1978, are already accomplished, inspect the outboard slat drive arms ultrasonically for cracks in accordance with McDonnell Douglas DC-10 Service Bulletin A27-160 Revision 2, dated March 22, 1978. \n\n\t(b)\tWithin the next 4,000 hours' time in service after the effective date of this AD, inspect by magnetic particle methods for cracks and modify or replace the outboard slat drive arms and drum shafts in accordance with McDonnell Douglas DC-10 Service Bulletin 27-160, dated March 1, 1978. \n\n\t\t(1)\tAs an alternate to applying sealant in accordance with Service Bulletin 27-160, it is permissible to install a lubrication fitting and fillet seal in accordance with McDonnell Douglas DC-10 Service Bulletin 27-161, dated March 3, 1978, and, thereafter, at intervals not to exceed 2500 hours' time in service apply MIL-G-81322 grease or equivalent to the ARH 7011-1 bolt assembly fitting. \n\n\tNOTE: Service Bulletin A27-160 Revision 2 dated March 22, 1978, Service Bulletin 27-160 dated March 1, 1978 and Service Bulletin 27-161 dated March 3, 1978 are the only versions of the service bulletins suitable for compliance with paragraphs (a) and (b) of this AD. \n\n\t(c)\tAny outboard slat drive arm or drum shaft found to be cracked must be replaced prior to further flight. \n\n\t(d)\tEquivalent inspections, modifications or parts may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for accomplishment of inspections required by this AD. \n\n\tThis amendment becomes effective November 7, 1978.
95-14-09: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Learjet Model 60 airplanes. This action requires inspection to detect bends in or damage to the fuel crossflow tube; inspection to determine clearance between the fuel crossflow tube and the flight control cables; and replacement or repair of the tube, if necessary. This amendment is prompted by reports of damage to the fuel crossflow tube and inadequate clearance between the fuel crossflow tube and the flight control cables due to bends in the fuel crossflow tube. The actions specified in this AD are intended to prevent chafing and eventual failure of the fuel crossflow tube due to inadequate clearance between the tube and the flight control cables; this condition could result in loss of fuel from one fuel tank during normal operating conditions or loss of fuel from both main fuel tanks during fuel cross feeding operations.
76-10-08: 76-10-08 DORNIER GmbH: Amendment 39-2618. Applies to Model DO 28 D and DO 28 D-1 airplanes, certificated in all categories, serial numbers 0401, 4002 through 4035, and 4040 through 4049. Compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished. To prevent the possible loss of elevator trim control, replace the elevator trim chain guard with a new chain guard with slip-off protection and install a chain guide in accordance with the "Procedure" section of Dornier Service Bulletin No. 1034-1403, dated February 21, 1972, or an FAA-approved equivalent. This amendment becomes effective June 3, 1976.
2008-08-05: 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: Recently, a Fokker 100 (F28 Mark 0100) operator noted that the electrical connectors of the PSUs (Passenger Service Units) did not lock properly during installation in the aircraft. The PSU panels installed in Fokker 50 (F27 Mark 050 and Mark 0502) aircraft are similar to those installed in the Fokker 100. Investigation revealed that the lack of locking is caused by the tolerance in thickness of the gaskets (seals) inside the PSU connectors. This condition, if not corrected, may cause the connector to overheat, leading to electrical arcing and subsequent failure of the PSU Panels. In such instances, smoke is likely to be emitted. * * * We are issuingthis AD to require actions to correct the unsafe condition on these products.
2003-26-11: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-80E1A2 and -80E1A4 turbofan engines with left vertical link bolts part number (P/N) 1304M26P02 installed, and pylon attachment bolts originally torqued to 450-500 lb ft. This AD requires reducing the torque of pylon attachment bolts, and replacing left vertical link bolts with life-limited serialized bolts. This AD results from revised analyses by the airframe manufacturer of loads on the forward engine mount. We are issuing this AD to prevent engine separation that could result from a reduction of engine mount structural integrity due to failure of pylon attachment bolts or vertical link bolts.
2020-25-13: The FAA is adopting a new airworthiness directive (AD) for certain CFM International, S.A. (CFM) LEAP-1A23, LEAP-1A24, LEAP- 1A24E1, LEAP-1A26, LEAP-1A26CJ, LEAP-1A26E1, LEAP-1A29, LEAP-1A29CJ, LEAP-1A30, LEAP-1A32, LEAP-1A33, LEAP-1A33B2, LEAP-1A35A model turbofan engines. This AD was prompted by an investigation by CFM that showed a subsurface anomaly in a part manufactured using the same material as the LEAP-1A high-pressure turbine (HPT) stage 2 disk. This AD requires an ultrasonic inspection (UI) of the HPT stage 2 disk and replacement of any HPT stage 2 disk that fails the UI with a part eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
90-03-06: 90-03-06 BRITISH AEROSPACE (BAe), PLC: Amendment 39-6476. Docket No. 89-NM-157-AD. Applicability: Model BAe/BH/DH/HS 125-1A, -3A, -400A, and -600A series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To ensure continued structural integrity, accomplish the following: A. Perform a visual and X-ray inspection for corrosion and/or cracking of the keel skin and local structures between frame 7 and frame 13 and stringers 15 left and 15 right, and center line keel skin lap joint and hydraulic duct attachment angles (left and right) between the nose wheel bay and frame 7, in accordance with British Aerospace Service Bulletin 51-4, dated May 31, 1989, as follows: 1. Initial inspection: a. For airplanes on which visual inspections and X-ray inspections, detailed in the Airplane Maintenance Schedules and Non-destructive Testing Techniques, have been accomplished within the last two years prior to the effective date of this AD, and where no significant defects were found, perform this inspection within one year after the effective date of this AD. b. For all other airplanes, perform the initial inspection within 180 days after the effective date of this AD. 2. Repetitive Inspection: a. Following the initial inspection required by paragraph A.1. of this AD, perform repetitive inspections at intervals not to exceed 4 years in accordance with Service Bulletin 51-4, or b. Within one year of the initial inspection required by paragraph A.1. of this AD, revise the FAA-approved maintenance program to include all inspection procedures described in Service Bulletin 51-4, and repeat the inspection at intervals not to exceed 4 years. B. In areas where corrosion or cracking is found or suspected, prior to further flight, strip off paint and perform a dye penetrant inspection. C. Any cracks and/or corrosion found which are within the limits specified inthe Structural Repair Manual, must be repaired prior to further flight, in accordance with Service Bulletin 51-4, dated May 31, 1989. Repetitive inspections must be performed thereafter at intervals specified in paragraph A., above. D. Any cracks and/or corrosion found which exceed the limit of the Structural Repair Manual, must be repaired prior to further flight, in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. Repetitive inspections must be performed thereafter at intervals specified in paragraph A., above. E. 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. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Standardization Branch, ANM-113. F. Special 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. 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, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6476, AD 90-03-06) becomes effective on February 20, 1990.
94-22-10 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain de Havilland Model DHC-8-100 and DHC-8-300 series airplanes, that currently requires a revision to the Airplane Flight Manual (AFM) to advise flight crew members that certain cockpit indications may reveal faulty anti-collision strobe light units, and to provide procedures for subsequent flight crew and maintenance action. That AD also requires a modification that eliminates the need for the AFM revision. That AD was prompted by reports that the function of the proximity switch electronics unit (PSEU) may be adversely affected during operation of the white anti-collision lights. The actions specified by that AD are intended to ensure correct operation of the PSEU and its associated systems. This amendment revises the applicability of the existing AD to add one model of affected airplanes.