Results
95-13-12 R1: This amendment clarifies information in an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that currently requires tests, inspections, and adjustments of the thrust reverser system. That AD also requires installation of a terminating modification and repetitive follow-on actions. The actions specified in that AD are intended to prevent possible discrepancies that exist in the current thrust reverser control system, which could result in inadvertent deployment of a thrust reverser during flight. This amendment clarifies the requirements of the current AD by specifying a revised number of pound-inches of torque operators should use when performing the torque check of the cone brake of the center drive unit (CDU). This amendment is prompted by information from the manufacturer that a current requirement of the AD requires clarification.
97-19-08: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires ultrasonic inspection of certain engine strut diagonal brace lugs for cracks, and replacement, if necessary. This amendment requires new repetitive inspections to detect discrepancies of the diagonal brace lugs, and rework of the diagonal brace lug, if necessary. In lieu of accomplishing the rework for certain cases, this amendment provides for an option to defer the rework by accomplishing repetitive inspections and resealing the bushing. This amendment also provides for an optional terminating modification for repetitive inspections. This amendment is prompted by additional reports of fatigue cracking in the diagonal brace lug. The actions specified in this AD are intended to prevent such fatigue cracking, which could result in failure of the strut and consequent separation of the engine from the airplane.
68-23-02: 68-23-02\tBOEING: Amendment 39-678. Applies to Model 707 and 720 Series aircraft listed in Boeing Service Bulletin 2399, Revision 8. \n\n\tCompliance required as indicated unless already accomplished. \n\n\t(1)\tInspect the fin-body terminal fittings, P/N 5-84487, on all airplanes listed in the Airplanes Affected section of Boeing Service Bulletin No. 2399, Revision 8, or later FAA approved revision. Perform inspections in accordance with Accomplishment Instructions, Parts I and II, and perform preventative modifications in accordance with Part V of that Service Bulletin within the times listed in Inspection Schedules I, II, and III of that Service Bulletin. The repetitive inspection schedule in Inspection Schedule I can be disregarded if fittings with 3500- 7000 hours time in service are found by inspection to be uncracked and are reworked in accordance with Part IV of the Service Bulletin. \n\n\t(2)\tRework cracked fittings in accordance with Part III of Service Bulletin No. 2399, Revision 8, or later FAA-approved revision; or replace with a new part of the same part number; or install a new terminal fitting and bulkhead assembly in accordance with Boeing Service Bulletin No. 2422, or later FAA-approved revision, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(3)\tReplace each fitting with a new part of the same part number within the times listed in Inspection Schedule III of Service Bulletin No. 2399, Revision 8, or later FAA-approved revision; or install a new terminal fitting and bulkhead assembly in accordance with Boeing Service Bulletin No. 2422 or after FAA-approved revision, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis AD supersedes AD 66-16-01, Amendment 39-253, published in the Federal Register June 25, 1966, as amended by 39-295, as published in the Federal Register October 26, 1966. \n\n\tThis amendment becomes effective December 9, 1968.
2004-05-18: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 airplanes, that currently requires repetitive fluorescent penetrant and magnetic particle inspections to detect fatigue cracking of the main landing gear (MLG) piston, and repair if necessary. This amendment expands the applicability of the existing AD to require the currently required inspections, and corrective actions if necessary, on additional airplanes and MLG piston part numbers, and requires repetitive inspections for evidence of cracking in the paint topcoat of the MLG pistons. This amendment also requires replacement of certain MLG shock strut piston assemblies with new or serviceable improved assemblies, which terminates the requirements of this AD. The actions specified by this AD are intended to prevent fatigue cracking of MLG pistons, which could result in failure of the pistons, and consequent damage to the airplane structure and injury to flightcrew, passengers, or ground personnel. This action is intended to address the identified unsafe condition. \n\nDATES: Effective April 13, 2004. \n\n\tThe incorporation by reference of Boeing Service Bulletin MD90-32- 012, Revision 03, dated June 29, 2001, as listed in the regulations, is approved by the Director of the Federal Register as of April 13, 2004. \n\n\tThe incorporation by reference of Boeing Service Bulletin MD90-32- 031, Revision 01, dated April 25, 2001, as listed in the regulations, was approved previously by the Director of the Federal Register as of June 20, 2002 (67 FR 34823, May 16, 2002). \n\n\tThe incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of March 22, 2000 (65 FR 7719, February 16, 2000).
47-10-23: 47-10-23 LOCKHEED: (Was Mandatory Note 25 of AD-763-3.) Applies to Model 49 Serials 1975, 1976, and 2021 Through 2059. Compliance required immediately. Install AC364-524 steel nuts in place of any AC364-B524 brass nuts which may be installed on bolts through bathtub fittings at wing Station 80 (5 nuts per fitting, 170 nuts per airplane should be checked. (LAC Service Bulletin 49/SB-42 covers this same subject.)
2021-11-16: The FAA is superseding Airworthiness Directive (AD) 79-01-03, which applied to certain Piper Aircraft, Inc. (Piper) Model PA-36-285 airplanes, and AD 83-20-03, which applied to Piper Models PA-36-285, PA-36-300, and PA-36-375 airplanes. AD 79-01-03 required repetitive inspections of the spar carry through assembly until replaced with a different part numbered spar carry through assembly. AD 83-20-03 established life limits for the wing spar structural components. This AD retains the requirements in AD 79-01-03 and AD 83-20-03 and requires the spar carry through assembly inspection from AD 79-01-03 for additional airplanes and adds life limits for certain wing structural components previously omitted from AD 83-20-03 for certain serial numbered airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
67-15-02: 67-15-02 FAIRCHILD-HILLER: Amdt. 39-407 Part 39 Federal Register May 6, 1967. Applies to Model F-27 and FH-227 Series Airplanes. Compliance required within the next 200 hours' time in service after the effective date of this AD unless already accomplished. To compensate for the loss of electrical power to the flight instruments required by former CAR 4b.603(e), (f), (g) (effective December 31, 1953) in the event of a single ground fault in the d.c. power system, accomplish the following: (a) In aircraft, where the emergency electrical power to operate attitude indicator, turn and bank indicator and gyroscopic direction indicator is derived from the d.c. power system, modify the emergency electrical power system to these instruments in accordance with Allegheny Airlines Engineering Order 67-81F or later FAA-approved revision, or an FAA-approved equivalent approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. (b) Upon request and submission of substantiating data, an FAA maintenance inspector may adjust the compliance time specified in this AD to permit compliance at an established inspection period. This directive effective May 6, 1967.
47-26-02: 47-26-02 CESSNA: (Was Mandatory Note 10 of AD-768-4.) Applies to 120 and 140 Aircraft Serial Numbers 8000 to 13777, Inclusive. Pending compliance with this note the following placard shall be installed immediately on the instrument panel: "ALL ACROBATICS PROHIBITED. REDUCE CRUISING AIRSPEED IN ROUGH AIR." Compliance with modifications listed below required prior to August 1, 1947. After August 1, placard is not valid, and airplanes are not to be flown until modifications are accomplished. Inspect the wing leading edge for indications of buckling in the skin which may result from failure of the spot welds attaching the skin to the nose ribs. If there is any buckling of the skin at the ribs, other than at the extreme nose radius, the fabric should be cut open on the bottom surface just forward of the front spar for thorough inspection of the affected nose ribs. Any buckled nose ribs should be repaired or replaced. Upon completion of the above the following reinforcements should be accomplished: 1. Leading Edge - (a) On covered wings install four Cherry CR 163-4-4 rivets in the upper surface leading edge at each nose rib from No. 2 to No. 10 inclusive. No. 30 holes should be drilled through the fabric skin and rib flange at chordwise locations determined by use of a template supplied by Cessna. (If template is not available holes can be located by finding 3/32- inch jig hole (or flush rivet in early airplanes) in leading edge skin at tip of each nose rib and drilling holes 1 1/2 inches, 2 3/4 inches, 4 inches, and 5 1/4 inches aft from the jig hole as measured along the curved surface of the leading edge, and exactly in line with the jig hole and the rivet through the skin and nose rib flange just forward of the front spar.) Use only light pressure on drill to avoid bending rib flange where spot welds have failed. Be sure that hole is drilled through both the skin and the nose rib flange. (b) On wings being recovered the Cherry rivets should be carefully drilled out before removing the fabric. Before the new fabric is applied AN 456-AD4 rivets should be installed. 2. Upper Surface Fabric Attachment - (a) On covered wings install four Cherry CR 163-4-4 rivets in each rib one rivet midway between each of the fabric attachment clips (5 inches clip spacing) from No. 1 to No. 5, as numbered aft from the front spar. No. 30 holes should be drilled for the rivets through the fabric at the middle of the reinforcing tape and through the rib flange. A 7/16-inch x 0.015- inch pyralin washer should be used under each rivet head and should be stuck to the fabric with dope. On wings having PK screws installed in accordance with Cessna Service Letter Nos. 35 and 37, replacement of the screws with Cherry rivets is optional. (b) On recovering wings, the rivets should be carefully drilled out before removing the fabric to prevent damage to the ribs. When the new fabric covering is applied, standard Cessna fabric attachment clips may be substituted for the Cherry rivets of PK screws. In this event a clip should be installed midway between each of the present clips from the front spar to the rear spar and from the rear spar to the trailing edge. Holes for the additional clips should be made with a No. 40 drill and a template supplied by Cessna. (Cessna Service Letter No. 42 dated May 20, 1947, also covers this subject and supersedes Cessna Service Letters Nos. 37 and 28.)
2004-05-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that currently requires repetitive detailed visual inspections of the aft pressure bulkhead for damage and cracking, and repair if necessary. That AD also requires additional eddy current inspections prior to the airplane accumulating 25,000 flight cycles. This amendment requires a reduction of the interval for the detailed and repetitive eddy current inspections. The actions specified in this AD are intended to prevent fatigue cracking of the aft pressure bulkhead, which could result in rapid depressurization of the airplane and possible damage or interference with the airplane control systems that penetrate the bulkhead, and consequent loss of controllability of the airplane. This action is intended to address the identified unsafe condition.
2021-11-02: The FAA is superseding Airworthiness Directive (AD) 2019-22- 07, which applied to all MHI RJ Aviation ULC Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes, Model CL-600-2C10 (Regional Jet Series 700, 701 & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. AD 2019-22-07 required revising the existing airplane flight manual (AFM) to include a limitation and an abnormal operating procedure for the Automatic Flight Control System (AFCS). This AD requires revising the existing AFM and adding airplanes to the applicability. This AD was prompted by a finding that the limitation and abnormal operating procedure did not include reference to a certain mode. The FAA is issuing this AD to address the unsafe condition on these products.