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86-11-06: 86-11-06 BOEING: Amendment 39-5327. Applies to Model 707 and 720 series airplanes, certificated in any category, with 15,000 or more landings. To ensure continued structural integrity of the wing front spar upper chord, accomplish the following within 100 landings or 60 days after the effective date of this AD, whichever occurs first, unless previously accomplished within the last 900 landings or 305 days: \n\n\tA.\tPerform a close visual inspection of the wing front spar upper chord for cracks and corrosion in accordance with Boeing Service Bulletin 3240, Revision 1, dated November 13, 1981, or later FAA-approved revision. Repeat the inspection at intervals not to exceed 1,000 landings or one year, whichever occurs first. \n\n\tB.\tIf cracks or corrosion areas are found, repair prior to further flight in accordance with Boeing Service Bulletin 3240, Revision 3, dated October 18, 1985, or later FAA-approved revision. \n\n\tC.\tCracks which have been repaired in accordance with the "stop drilling" procedure described in Part III, Figure 2, of Service Bulletin 3240, Revision 1, dated November 13, 1981, or later FAA-approved revision, must be visually inspected at intervals not exceeding 300 landings, until permanently repaired in accordance with Part III, Figure 2, of Service Bulletin 3240, Revision 3, dated October 18, 1985, or later FAA-approved revision. A permanent repair must be completed within 1,000 landings or one year, whichever occurs first after the effective date of this AD. \n\n\tD.\tCracks greater than 2.0 inches in length, which have been previously repaired in accordance with Boeing Service Bulletin 3240, Revision 2, dated May 3, 1985, or earlier, must be repaired in accordance with Revision 3, dated October 18, 1985, or later FAA-approved revision, within 1,000 landings or one year, whichever occurs first after the effective date of this AD. \n\n\tE.\tAfter each of the above inspections and repairs have been performed, apply BMS-3-23 corrosion inhibitor, or equivalent, to the affected areas. \n\n\tF.\tAlternate means of compliance or adjustment of the compliance time, which provide an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tG.\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 the inspections and/or modifications required by this AD. \n\n\tAll persons affected by this proposal who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis AD supersedes AD 85-08-07, Amendment 39-5044. \n\tThis amendment becomes effective July 14, 1986.
95-11-13: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-11 series airplanes. This action requires a visual inspection to detect cracks or discrepancies in the aft mount beam assembly of the engines; and replacement of the cracked or discrepant aft mount beam assembly with a new assembly, or a previously inspected and re-identified assembly. This amendment is prompted by reports of cracking in a certain aft mount beam assembly on Airbus Model A310 series airplanes. The actions specified in this AD are intended to prevent cracks in the aft mount beam assembly of the engines, which could result in loss of the capability of the aft mount beam assembly to support engine loads, and possible separation of the engine from the airplane.
80-04-04 R1: 80-04-04 R1 AVCO LYCOMING: Amendment 39-3691 as amended by Amendment 39-3881. Applies to all VO and TVO-435 series engines and to all VO, IVO, TVO and TIVO-540 series engines. To prevent possible failure of the crankshaft flange bolts perform the following, unless already accomplished: (a) Within the next 50 hours in service after effective date of this AD, engines that have accumulated 550 hours' or more time in service since new or overhaul must have the engine crankshaft flange to transmission drive coupling attaching bolt nuts checked for 15 ft.-lbs. torque measured in the tightening direction. If the torque on any attaching bolt nut is less than 15 ft.-lbs., the engine crankshaft flange and the helicopter transmission drive coupling flange must be inspected for cracks, fretting, galling, or for any metal transfer from one surface to its mating surface. Remove from service any crankshaft or drive coupling which shows such deficiencies. Prior to returning the engine to service accomplish the following: (1) Remove and discard all flange bolts. Measure all bolt holes in the crankshaft flange and repair if necessary in accordance with the requirements of AVCO Lycoming Service Instruction No. 1209B or equivalent procedure approved by Chief, Engineering & Manufacturing Branch, FAA Eastern Region. (2) Install replacement bolts in accordance with Avco Lycoming Service Instruction No. 1209B paragraph 5 or equivalent procedure approved by Chief, Engineering & Manufacturing Branch, FAA Eastern Region. Those engines which showed no such deficiencies or whose attaching bolt nut torques measured 15 ft.-lbs. may be returned to service, but the torque of the crankshaft flange attaching bolt nuts must be measured every 600 hours in service thereafter or until compliance with paragraphs (a)(1) and (a)(2) of this AD is accomplished. Amendment 39-3691 was effective February 8, 1980. This amendment 39-3881 is effective August 18, 1980.
2021-09-15: The FAA is adopting a new airworthiness directive (AD) for all Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 382, 382B, 382E, 382F, and 382G airplanes, type certificated in any category; and Model C-130A, C-130B, C-130BL, C-130E, C-130H, C-130H-30, C-130J, C-130J-30, EC-130Q, HC-130H, KC-130H, NC-130B, NC-130, and WC- 130H airplanes, type certificated in the restricted or amateur category. This AD was prompted by a crack found on the web attachment flange of the center wing upper forward corner fitting. This AD requires an eddy current surface scan for cracks of the center wing upper and lower forward corner fittings and fasteners, a torque check of the left and right outer-wing-to-center-wing front-beam-web-joint- splice-angle fasteners, and repair, retorqueing, or replacement if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
71-12-01: 71-12-01 PIPER AIRCRAFT: Amdt. 39-1220. Applies to all PA-23 and PA-23-160 type aircraft serial numbers 23-1 and up and PA-23-250 aircraft serial numbers 27-1 through 27- 140 inclusive. Compliance required as indicated unless already accomplished. To prevent failure of the engine controls support bracket in the cockpit pedestal, accomplish the following: 1. Within 15 hours' time in service for airplanes with 2000 hours' or more total time and 50 hours' time in service with less than 2000 hours' total time after the effective date of this AD, visually inspect P/N 17892-00 engine control cable support bracket for cracks, distortion and security of attachment. Any part found cracked or distorted must be replaced prior to further flight. 2. The inspection described in paragraph (1) above must be accomplished at intervals of 100 hours' time in service until an improved bracket, Piper P/N 16975-00 or an equivalent part approved by the Chief, Engineering & Manufacturing Branch, FAA Eastern Region, is installed. Upon installation of the improved part, the above repetitive inspections are no longer required. 3. Upon submission of substantiating data through an FAA maintenance inspector by an owner or operator, the Chief, Engineering & Manufacturing Branch, FAA Eastern Region, may adjust the compliance time specified in this AD. (Piper Aircraft Corp. Service Bulletin No. 335 pertains to this subject.) This amendment is effective June 8, 1971.
2000-23-11: This amendment adopts a new airworthiness directive (AD), applicable to Rolls-Royce (RR) plc. Spey 555-15, -15H, -15N, and -15P turbofan engines, that requires modification of the low pressure (LP) turbine stage 2 nozzle guide vane (NGV) support ring seal assembly. This amendment is prompted by two instances of disk drive arm damage. In both cases, heavy damage to the stage 1 LP turbine-to-stage 2 LP turbine disk drive arm occurred as a result of an out-of-balance condition following the failure of a stage 2 LP turbine blade. The actions specified by this AD are intended to prevent damage to the disk drive arm which could result in loss of stage 1 LP turbine-to- stage 2 LP turbine disk drive, a turbine overspeed condition, and possible uncontained disk failure and damage to the airplane.
2007-16-07: 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: * * * some structural areas have been identified for which existing recommended SB (service bulletin) needs to be rendered mandatory. As a consequence, and because it has been shown that the torque applied to the tension bolts connecting the beam (stringer 49) to the forward and aft beam extension at FR11 and FR17 may be insufficient, this AD renders mandatory the replacement of those tension bolts, in order to limit the risks of damage or corrosion of the specified areas. Damage or corrosion of the specified areas could result in reduced structural integrity of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
90-21-17: 90-21-17 BOEING: Amendment 39-6768. Docket No. 90-NM-109-AD. \n\n\tApplicability: Model 747 series airplanes, line number 001 through 628, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent a failure of the fuselage skin lap splice between body station (BS) 400 and BS 520 at stringer S-6L and S-6R, accomplish the following: \n\n\tA.\tConduct close visual and high frequency eddy current (HFEC) inspection of the fuselage skin lap splice between BS 400 and BS 520, at stringers S-6L and S-6R for cracking, in accordance with Boeing Alert Service Bulletin 747-53A2303, dated June 2, 1988, or Revision 1, dated March 29, 1990, at the following thresholds: \n\n\t\t1.\tWithin the next 100 landings after March 31, 1989 (the effective date of Amendment 39-6146, AD 89-05-03), for airplanes that have accumulated 16,000 or more landings as of March 31, 1989, unless previously accomplished within the last 4,900 landings. \n\n\t\t2.\tWithin the next 1,000 landings after March 31, 1989, or prior to the accumulation of 16,100 landings, whichever occurs first, for airplanes that have accumulated between 12,000 and 16,000 landings, as of March 31, 1989, unless previously accomplished within the last 4,000 landings. \n\n\t\t3.\tPrior to the accumulation of 13,000 landings for airplanes that have accumulated 12,000 or fewer landings as of March 31, 1989, unless previously accomplished within the last 5,000 landings. \n\n\tAdequate lighting must be used for this inspection. The eddy current inspections may be conducted without removal of the paint, provided the paint does not interfere with the inspections. Paint must be removed, using an approved chemical stripper, in any situation where the inspector determines that the paint is interfering with the proper functioning of the inspection instrument. \n\n\tB.\tOn airplanes which have been modified to the stretched-upper-deck configuration, as identified in Boeing Alert Service Bulletin 747-53A2303, dated June 2, 1988, or Revision 1, dated March 29, 1990, the accumulated landing threshold for compliance with paragraph A. of this AD is measured from the time of the stretched-upper-deck modification. \n\n\tC.\tIf no cracking is detected, repeat the close visual and HFEC inspections required by paragraph A. of this AD, at intervals not to exceed 5,000 landings. \n\n\tD.\tIf cracks are detected, accomplish the repair or preventive modification of the affected lap splice in accordance with Boeing Alert Service Bulletin 747-53A2303, dated June 2, 1988, or Revision 1, dated March 29, 1990, prior to further pressurized flight. If cracks are repaired in local areas without accomplishing preventive modification of the entire affected lap area, continue inspections of the unmodified and unrepaired areas of the affected lap splice in accordance with paragraph C. of this AD. \n\n\tE.\tFor airplanes incorporating the preventative modification, as described in Boeing Alert Service Bulletin 747-53A2303, dated June 2, 1988, or Revision 1, dated March 29, 1990, accomplish the inspections required by paragraph A. of this AD, prior to the accumulation of 10,000 landings after the modification and thereafter at intervals not to exceed 5,000 landings. If cracks are found, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further pressurized flight. \n\n\tF.\tFor purposes of complying with this AD, the number of landings may be determined to equal the number of pressurization cycles where the cabin pressure differential was greater than 1.5 psi. \n\n\tG.\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent tothe cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tH.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-21-17 supersedes AD 89-05-03, Amendment 39-6146. \n\tThis amendment (39-6768, AD 90-21-17) becomes effective on November 16, 1990.
2019-20-04: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-243, A330-243F, A330-341, A330-342, and A330-343 airplanes. This AD was prompted by reports of thrust reverser unit (TRU) beams found with evidence of thermally caused material degradation in the rearmost section of the TRU beam at certain latches. This AD requires an inspection for heat damage of each left-hand and right-hand TRU beam as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. Depending on findings, this AD might also require inspections of the TRU beam latches, the TRU beam clevises, and the thrust reverser outer fixed structure rear area; corrective actions; and replacement of TRU beams. The FAA is issuing this AD to address the unsafe condition on these products.
71-09-05: 71-09-05 PIPER: Amdt. 39-1195. Applies to PA-32-260, Serial Nos. 32-04, 32-1 through 32-14, 32-16 through 32-20, 32-22 through 32-1075, 32-1111 through 32-1194, 32-1251 through 32-1283, 32-1285 through 32-1287, 32-1289, 32-1291 through 32-1295, 32-1297, 32-7100001 through 32-7100005. PA-32-300, PA-32S-300, Serial Nos. 32-15, 32-21, 32-40000 through 32-40545, 32-40566 through 32-40777, 32-40851 through 32-40956, 32-40959 through 32-40974, 32-7140001 through 32-7140008, 32-7140011, 32-7140012. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. (a) On aircraft equipped with seat belts but no shoulder harnesses, remove the front seat inboard seat belt attachment hardware (AN3-5A bolt, AN-960-10 washer, MS 20365-1032C nut, and 63900-43 bushing) and replace with AN3-5A bolt, AN-970-3 washer, 63900-144 bushing, and MS 20365-1032C nut. (Supplied in Piper Kit #760-515V.) The new hardware must be installed as follows: Install the bolt in fuselage seat belt attachment fitting with head facing toward center of aircraft. Install seat belt fitting on outboard side of fuselage fitting. Install bushing in seat belt fitting. Install washer and nut. (b) On aircraft equipped with seat belts and shoulder harnesses, remove front seat inboard seat belt from fuselage attachment and inspect bushing. (1) If bushing O.D. measures 5/16 inch, reinstall bolt in fuselage fitting with bolt head facing toward center of aircraft. Install seat belt fitting on outboard side of fuselage fitting. Install bushing in seat belt fitting. Install washer and nut. No further action is required. (2) If bushing O.D. measures 3/8 inch, replace attachment hardware with new hardware as outlined in paragraph (a). Piper Service Bulletin No. 329A dated March 25, 1971, pertains to the same subject. Piper Kit No. 760-515V contains the hardware and instructions necessary to accomplish thismodification. Equivalent replacement parts approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region, may be used. This amendment becomes effective April 30, 1971.