Results
2014-12-06: We are adopting a new airworthiness directive (AD) for certain Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300- 600 series airplanes); and Airbus Model A310 series airplanes. This AD requires inspections of the external area of the aft cargo door sill beam for cracking, and repair if necessary. This AD was prompted by reports of fatigue cracks on the cargo door sill beam, lock fitting, and torsion box plate. We are issuing this AD to detect and correct fatigue cracking of the cargo door sill beam, lock fitting, and torsion box plate, which could result in the loss of the door locking function and, subsequently, complete loss of the cargo door in flight with the risk of rapid decompression.
80-22-02: 80-22-02 MCDONNELL DOUGLAS: Amendment 39-3947. Applies to DC-10, series 10, 30, and 40 airplanes, fuselage numbers 2, and 183 through 292, certified in all categories, equipped with Airborne Integrated Data System (AIDS) spoiler handle position sensor. \n\n\tCompliance is required, unless already accomplished. \n\n\tTo prevent blocking of initiation of spoiler/speedbrake deployment due to AIDS potentiometer link traveling overcenter, accomplish the following: \n\n\t(a)\tWithin 300 hours time in service from the effective date of this AD remove speedbrake potentiometer linkage P/N ABH 7486-1 Rod and ABH 7485-1 Crank in accordance with Douglas Aircraft Company Alert Service Bulletin A27-178, issued March 19, 1980 and Revision 1, dated May 2, 1980. \n\n\t(b)\tPrior to reactivation of AIDS, modify the AIDS potentiometer linkage bracket by adding a stop consisting of a lock bolt, spacer, washer, and collar in accordance with the "Accomplishment Instructions", Part 2 of Douglas Aircraft Company Service Bulletin A27-178, dated May 6, 1980. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of modification required by this AD. \n\n\t(d)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective October 23, 1980.
64-11-04: 64-11-04 PRATT & WHITNEY: Amdt. 734 Part 507 Federal Register May 23, 1964. Applies to All Models JT4A-3, -9 and -11 Turbojet Engines. Compliance required as indicated. To preclude front compressor failure as the result of front compressor rotor blade shift in front compressor rotor assemblies incorporating blade locks P/N's 429601, 310293, 429602, 310294, 429603, 310295, 429604, and 310296, accomplish the following: (a) Front compressor rotor assemblies with 3,000 or more hours' time in service since last overhaul, which have not previously been inspected by the procedure described in (d) shall be inspected in accordance with (d) within the next 100 hours' time in service after the effective date of this AD and within every 500 hours' time in service thereafter. (b) Front compressor rotor assemblies with less than 3,000 hours' time in service since last overhaul, which have not previously been inspected by the procedure described in (d) shall be inspected in accordance with (d) prior to the accumulation of 3,100 hours' time in service since last overhaul and within every 500 hours' time in service thereafter. (c) Front compressor rotor assemblies previously inspected by the procedure described in (d) shall be reinspected in accordance with (d) within every 500 hours' time in service from the last inspection. (d) By means of a boroscope or FAA-approved equivalent viewing instrument inserted through the existing inspection ports in the front compressor cases, inspect all front compressor blades in the fifth through eighth stages for blade axial displacement. (1) If forward displacement is between 0.045 and 0.080 inch, or if aft displacement is between 0.040 and 0.080 inch, reinspect within every 125 hours' time in service thereafter all blades in the stage or stages exhibiting blade displacement. If the forward or aft displacement has progressed beyond the limits established by this subparagraph comply with either subparagraph(2) or (3) whichever is applicable. (2) If forward or aft displacement is between 0.080 and 0.120 inch, within 25 hours' time in service remove the engine from service until the displaced blade condition is corrected. (3) If forward or aft displacement is in excess of 0.120 inch, before further flight remove the engine from service until the displaced blade condition is corrected. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Pratt & Whitney Aircraft telegraphic message dated March 4, 1964, to all operators of JT4A-3, -9 and -11 turbojet engines covers the same subject.) This directive effective May 26, 1964.
63-17-07: 63-17-07 SUD AVIATION: Amdt. 603 Part 507 Federal Register August 14, 1963. Applies to SE 210 Caravelle VIR Aircraft. Compliance required before 4,000 hours' time in service. To prevent fatigue failure of the horizontal stabilizer attach fittings, accomplish the following: (a) On all aircraft except aircraft with Serial Numbers 62, 129, and subsequent, install a reinforced fitting on the forward and aft faces of each horizontal stabilizer forward attachment fitting at frame 65, and replace the existing skin doublers with larger and heavier doublers. Make these modifications in accordance with Sud Service Bulletin No. 53-22 (Modification 1039) or FAA approved equivalent. (b) On all aircraft except aircraft with Serial Numbers 62, 134, 138, 140, 156, and subsequent, machine a cutout in the horizontal mounting flange of the horizontal stabilizer attachment fitting and replace the bolts attaching these fittings to frame 65 by new forged bolts installed with sphericalbearing face washers. Make these modifications in accordance with Sud Service Bulletin No. 53-24 (Modification 1124) or an FAA approved equivalent. (c) When the modifications required by paragraphs (a) and (b) have been incorporated, the engine reverse thrust r.p.m. limitations specified in Airplane Flight Manual SE 210-651, Section 1.2.1B, revised October 16, 1962, and Airplane Flight Manual SE 210-650, Section 1.2.1A, revised October 16, 1962, may be removed from the respective Airplane Flight Manuals. If the aforementioned limitations are removed, the original limitations are removed, the original limitations appearing in the Airplane Flight Manual apply. This directive effective September 13, 1963.
2014-11-07: We are adopting a new airworthiness directive (AD) for Agusta Model A109A, A109A II, A109C, A109E, A109K2, A109S, AW109SP, A119, and AW119 MKII helicopters. This AD requires inspecting and replacing certain part-numbered main rotor swashplate support nuts. This AD is prompted by a report of two cracked nuts found on an A109S helicopter. These actions are intended to detect a cracked nut and prevent failure of the main rotor system, and subsequent loss of control of the helicopter.
80-14-11: 80-14-11 BOEING: Amendment 39-3831. Applies to all Model 747 series airplanes, (equipped with nose cargo doors) certificated in all categories. To prevent inadvertent opening of the nose cargo door, accomplish the following: \n\n\tA.\tUnless already accomplished, before further flight, in accordance with Boeing Alert Service Bulletin 747-52A2167, Revision 1, dated March 28, 1980, or later FAA approved revisions, inspect portal latch fittings 1L through 8L and 1R through 8R for loose or missing bolts. Assure the bolts are at least finger tight when checked with the nose cargo door open. If all the bolts are installed and at least finger tight, the airplane may be returned to service for a maximum of three flights. Prior to the fourth flight, verify that the bolts, washers, and nuts are per drawing specification and tightened to the correct torque, as specified in paragraph IIIE of Boeing Alert Service 747-52A2167, Revision 1, dated March 28, 1980, or later FAA approved revisions.B.\tIf fasteners are missing or loose, before further flight replace missing fasteners and torque all fasteners as specified in Boeing Alert Service Bulletin 747-52A2167, Revision 1, dated March 28, 1980, or later FAA approved revisions. \n\n\tC.\tIf replacement bolts of the correct type are unavailable for replacement of missing fasteners, tension-rated bolts heat treated to 160 KSI minimum may be temporarily installed for a maximum of 250 flight hours. Torque these bolts in accordance with paragraph IIIB of Boeing Alert Service Bulletin 747-52A2167, Revision 1, dated March 28, 1980, or later FAA approved revisions. \n\n\tD.\tAirplane dispatch with an inoperative latch lock system is not permitted unless the bolt/washer/nut installation and torque of all other latches is verified to be in accordance with the requirements of Boeing Alert Service Bulletin 747-52A2167, Revision 1, dated March 28, 1980, or later FAA approved revisions. \n\n\tE.\tAn unpressurized ferry flight may be made inaccordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations. \n\n\tF.\tReport to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, telephone (206) 767-2516 or 767-2600, all discrepancies found as a result of this AD. (Reporting approved by the Bureau of Budget under BOB No. 04-R0174.) \n\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\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. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective July 15, 1980, and was effective earlier for those recipients of telegraphic AD T-80-NW-17 dated March 27, 1980.
62-07-01: 62-07-01 GENERAL DYNAMICS/CONVAIR: Amdt. 412 Part 507 Federal Register March 24, 1962. Applies to All Models 22 and 22M Aircraft. Compliance required within the next 75 hours' time in service after the effective date of this AD and at periods thereafter not to exceed 75 hours' time in service. To prevent further failures of the forward support trunnions for all elevator and rudder balance boards P/N 22-14715-7, 9, 15, and 17, the following shall be accomplished: Inspect the forward support trunnions for all elevator and rudder balance boards P/N 22- 14715-7, 9, 15, and 17 for failure or cracking. The inspection shall be conducted in accordance with Part A(1) of General Dynamics/Convair Alert Service Bulletin 880-A27-55 or 880M-A27- 24. Replace any failed or cracked part prior to further flight. When elevator balance board forward support trunnions, P/N 22-14715-15 and P/N 22- 14715-17, are replaced with Convair P/N's 22-11634-1 and 22-11634-3, respectively, or FAAapproved equivalents, the 75 hour repetitive inspections of the support trunnions for the elevator balance boards may be discontinued. When rudder balance board forward support trunnions, P/N 22-14715-7 and P/N 22- 14715-9, are replaced with Convair P/N's 22-11634-5 and 22-11634-801, respectively, or FAA approved equivalents, the 75 hour repetitive inspections of the support trunnions for the rudder balance boards may be discontinued. Upon request of the operator an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Convair Alert Service Bulletins 880-A27-55A and 880M-27-24A cover this same subject.) This directive effective upon publication in the Federal Register forall persons except those to whom it was made effective immediately by telegram dated March 9, 1962. Revised April 7, 1962.
2014-09-08: We are superseding Airworthiness Directive (AD) 2007-16-19, which applied to certain The Boeing Company Model 747-200B, 747-300, and 747-400 series airplanes. AD 2007-16-19 required repetitive detailed inspections for cracking of the aft tension tie channels from body station (BS) 1120 to BS 1220 and from BS 880 to BS 1100, and corrective actions if necessary. AD 2007-16-19 also provided optional terminating action. This new AD retains the existing requirements, limits the area of the detailed inspection, adds repetitive surface high-frequency eddy current inspections, and mandates the previously optional terminating action. This AD was prompted by an analysis that indicated the need to mandate the previously optional modification. We are issuing this AD to prevent fatigue cracking of the tension ties, which could result in reduced structural integrity of the airplane and rapid depressurization of the airplane.
79-06-01: 79-06-01 CONSOLIDATED AERONAUTICS: Amendment 39-3435. Applies to Lake Model LA-4-200 airplanes, serial numbers 927, 931, 933 through 941 inclusive, 944 through 947 inclusive, 949 through 953 inclusive, 955, and 957. Compliance is required as indicated, unless already accomplished. To prevent operation of riveted aluminum engine mounts with cracked straps, accomplish the following: 1. Prior to further flight and thereafter prior to each flight until paragraph 2 is accomplished, visually inspect the left and right U-shaped straps, P/N 2-5400-245, that attach the lower engine mount fittings to the mount ring for cracks in accordance with Lake Aircraft, Division of Consolidated Aeronautics, Inc., Service Bulletin B61, dated February 23, 1979. Replace cracked aluminum straps, P/N 2-5400-245, with steel straps, P/N 2-5400-275, in accordance with the above-mentioned service bulletin prior to further flight. 2. Within the next 15 hours flight time, replace the aluminum straps, P/N 2-5400- 245, installed on riveted aluminum engine mounts, with steel straps, P/N 2-5400-275, in accordance with Lake Aircraft, Division of Consolidated Aeronautics, Inc., Service Bulletin B61, dated February 23, 1979. 3. The 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). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lake 4 Sales Corporation, P.O. Box 399, Tomball, Texas 77375. This amendment is effective to all operators upon publication in the FEDERAL REGISTER, and was effective upon receipt for all recipients of the telegraphic airworthiness directive dated February 23, 1979.
2014-08-06: We are superseding Airworthiness Directive (AD) 2005-22-01 for Sikorsky Aircraft Corporation (Sikorsky) Model S-76A, B, and C helicopters. AD 2005-22-01 required inspecting the main rotor lower bifilar arm assembly (bifilar arm assembly) for a crack, and if there is a crack, replacing the bifilar arm assembly. AD 2005-22-01 also required a one-time test for the correct torque on the lug nuts, and if necessary, conducting torque stabilization tests. This new AD retains the requirements of AD 2005-22-01 and also requires replacing the main rotor hub (MRH) pilot with a different part-numbered MRH pilot, which is terminating action for the requirements of the AD. This AD was prompted by the development of a terminating procedure for the inspections required by AD 2005-22-01. We are issuing this AD to prevent failure of a bifilar lug, damage to the main rotor system, and subsequent loss of control of the helicopter.