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2018-01-09: We are superseding Airworthiness Directive (AD) 95-25-02, which applied to certain Fokker Services B.V. Model F28 Mark 0100 airplanes. AD 95-25-02 required inspection(s) to detect cracks of the fuselage-mounted half of hinge assemblies of the small cargo door, and replacement of any cracked hinge assembly with a new hinge assembly. This new AD was prompted by a report that the hinges of the small cargo door are made of a material that is sensitive to stress corrosion and fatigue cracking, and by the determination that the existing inspection program does not provide sufficient protection against fatigue-induced cracks. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. We are issuing this AD to address the unsafe condition on these products.
2003-23-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400, -400D, and -400F series airplanes, that requires reviewing airplane maintenance records; inspecting the yaw damper actuator portion of the upper and lower rudder power control modules (PCM) for cracking, and replacing the PCMs if necessary; and reporting airplane maintenance records review and inspection results to the manufacturer. This action is necessary to detect and correct cracking in the yaw damper actuator portion of the upper and lower rudder PCMs, which could result in an uncommanded left rudder hardover, consequent increased pilot workload, and possible runway departure upon landing. This action is intended to address the identified unsafe condition.
98-19-17: This amendment adopts a new airworthiness directive (AD) that applies to certain Glaser-Dirks Flugzeugbau GmbH (Glaser-Dirks) Model DG-400 gliders. This AD requires inspecting the powerplant mount and the propeller mount for any loose parts. This AD also requires modifying the starter motor, retrofitting the holder for the starter motor, and checking the engine ignition timing; either immediately or at a certain time depending on the results of the inspection. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent damage to the engine caused by vibration, which could result in loss of engine power during critical phases of flight.
87-08-02: 87-08-02 MCDONNELL DOUGLAS: Amendment 39-5606. Applies to McDonnell Douglas Model DC-9-10, -20, -30, -40, and C-9 (military) series airplanes, Fuselage Numbers 1 through 619, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent outer skin cracks of the rudder and subsequent damage to adjacent structure, within 1,800 landings, or 9 months, after the effective date of this AD, whichever occurs earlier, accomplish the following, unless already accomplished within the last 1,200 landings: \n\n\tA.\tRadiographically inspect rudder ribs for cracks, in accordance with McDonnell Douglas DC-9 Service Bulletin 55-23, Revision 4, dated September 8, 1986, hereinafter referred to as S/B 55-23, or later FAA-approved revisions, and accomplish the following: \n\n\t\t1.\tIf no cracks are found, accomplish repetitive inspections at intervals not to exceed 3,000 landings, until such time as the requirements of paragraph A.3., below, are accomplished. \n\n\t\t2.\tIf cracks are found, accomplish one of the following, as applicable: \n\n\t\t\ta.\tFor cracks in rudder ribs only: \n\n\t\t\t\t(1)\tIf one rib is found cracked and the total length of crack does not exceed one-half the length of the cracked rib, perform repetitive inspections for rudder skin crack(s) in accordance with S/B 55-23, at intervals not to exceed 150 landings, until such time as the requirements of paragraph A.3., below, are accomplished. \n\n\t\t\t\t\t(a)\tIf the rib crack exceeds one-half the length of the cracked rib, accomplish the requirements of paragraph A.2.b.(1), below. \n\n\t\t\t\t\t(b)\tIf skin crack(s) are found, accomplish the requirements of paragraph A.2.b., below. \n\n\t\t\t\t(2)\tIf two adjacent ribs are found cracked and the total length of cracks for each rib does not exceed 6.0 inches, perform repetitive inspections for rudder skin cracks in accordance with S/B 55-23, at intervals not to exceed 150 landings, until such time as the requirements of paragraph A.3., below, are accomplished. \n\n\t\t\t\t\t(a)\tIf the rib crack exceeds 6.0 inches, accomplish the requirements of paragraph A.2.b.(1), below. \n\n\t\t\t\t\t(b)\tIf a skin crack(s) is found, accomplish the requirements of paragraph A.2.b., below. \n\n\t\t\t\t(3)\tIf two alternate ribs are found cracked, and the total length of the cracks does not exceed 16.0 inches, perform repetitive inspections for rudder skin cracks in accordance with S/B 55-23, at intervals not to exceed 150 landings until such time as the requirements of paragraph A.3., below, are accomplished. \n\n\t\t\t\t\t(a)\tIf the rib cracks exceed 16.0 inches, accomplish the requirements of paragraph A.2.b.(2), below. \n\n\t\t\t\t\t(b)\tIf a skin crack is found, accomplish the requirements of paragraph A.2.b., below. \n\n\t\t\t\t(4)\tIf more than two ribs are found cracked, notwithstanding the crack lengths, accomplish the requirements of paragraph 2.b.(1), below. \n\n\t\t\tb.\tFor cracks found in the rudder skin, or rudder rib and skin, accomplish the following:(1)\tBefore further flight, accomplish repairs to cracked rib(s) in accordance with S/B 55-23, or later FAA-approved revisions. \n\n\t\t\t\t(2)\tUpon completing repairs to cracked rib(s), accomplish skin repair in accordance with McDonnell Douglas DC-9 Structural Repair Manual, Section 55-03. \n\n\t\t3.\tInstallation of rib stiffeners in accordance with S/B 55-23, or replacement of all affected ribs with new production .040-inch thick 2024-T42 aluminum ribs, constitutes terminating action for the repetitive inspections required by this AD. \n\n\tB.\tAlternate means of compliance which provides an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tUpon the request of an operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD topermit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes with rudder rib cracks only (within the limits of this AD) to a base in order to comply with the requirements of this AD. For airplanes with rudder skin cracks, the rudder must be repaired or replaced prior to next flight. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective May 21, 1987.
48-18-03: 48-18-03 LOCKHEED: Applies to Model 49-46 Aircraft. Compliance required every 300 hours of operation. 1. Cabin supercharger drive shafts should be inspected at periods not to exceed 300 hours of operation in accordance with instructions and procedures specified in LAC Service Bulletin 49/SB-107, revised November 22, 1946. Concurrent with the foregoing inspection, the rear drive shaft universal joint, clutch end bearing, carbon oil seal and overriding clutch, should be completely overhauled. All defective parts are to be replaced and clutch end bearing 111GE is to be replaced regardless of condition. The sheet-metal retainer (LAC P/N 257643 is to be replaced as soon as practicable with bronze retainer (LAC P/N 299449). 2. The replacement of clutch end bearing 111GE will not be necessary if the supercharger is reworked to provide a double bearing support for the rear universal joint, and overrunning clutch assembly. This rework will also require replacing the present carbon faced oil seal with a slinger type and modify the supercharger housing to suit. The pre-flight inspections for oil seal damage can be dispensed with when slinger type seals have been installed. (LAC Service Bulletin 49/SB-393 covers this same subject.)
2018-01-05: We are adopting a new airworthiness directive (AD) for certain Fokker Services B.V. Model F28 Mark 0070 and 0100 airplanes. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the fuselage frames are subject to widespread fatigue damage (WFD). We are issuing this AD to address the unsafe condition on these products.
2003-21-08: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters that requires inspecting certain main rotor blades for disbonds, which may be indicated by cracking, and repairing or replacing each main rotor blade (MRB) as necessary. This amendment is prompted by the discovery of disbonded leading edge protective strips. The actions specified by this AD are intended to detect disbonding between the stainless steel protective strip and the MRB skin, which could cause loss of the protective strip, an out-of-balance condition, and subsequent loss of control of the helicopter.
61-21-03: 61-21-03 DOUGLAS: Amdt. 346 Part 507 Federal Register October 13, 1961. Applies to All DC-8 Series Aircraft. \n\n\tCompliance required within the next 150 hours' time in service after the effective date of this AD. \n\n\tAs a result of recent incidents which have shown the need for effective quantity indication of "reserve" hydraulic fluid in the system reservoir, the following must be accomplished: \n\n\tUnless already accomplished in accordance with FAA approved technical data, replace or modify in accordance with Douglas Service Bulletin No. DC-8 A29-40 (Reissue No. 1 or later) or FAA approved equivalent, the existing hydraulic quantity gage in the cockpit and the quantity transmitter in the fluid reservoir, to provide a system which will indicate the quantity of reserve hydraulic fluid in the reservoir down to approximately one gallon. The system indication error shall not exceed 10 percent. The dial on the quantity gage shall be marked in a manner which divides the total indicator range into three segments and identifies the three segments, as follows: \n\n\nSegment\nReserve Fluid Quantity in Reservoir\nNORMAL\nFull (11.5 gal.) to 4.9 gal.\nAUX.\n4.9 gal. to 1.5 gal.\nEMER.\n1.5 gal. to approx. 1.0 gal.\n\t\n\tThe exact quantities in gallons need not be marked on the quality indicator. "EMER." need not be shown provided that this segment is otherwise marked in a manner distinctly different from the other segments. \n\n\t(Douglas Service Bulletin No. DC-8 A29-40 (Reissue No. 1 or later) pertains to this same subject.) \n\n\tThis directive effective October 13, 1961.
87-01-05: 87-01-05 EMPRESA BRASILEIRA DE AERONAUTICA S.A. (EMBRAER): Amendment 39-5490. Applies to Models EMB-110P1 and EMB-110P2 (Serial Numbers 110001 through 110467 inclusive) airplanes certificated in any category. Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To preclude excessive vibration in the flight control surfaces and possible loss of control of the airplane, accomplish the following: (a) Within the next 100 hours time-in-service (TIS) after the effective date of this AD, visually inspect for jamming or seizure of all bearings installed in the aileron trim tab bellcrank, actuator eyelets and the terminals of control rods for the elevator, rudder and aileron trim tab control systems in accordance with Section 2, "ACCOMPLISHMENT INSTRUCTIONS" of EMBRAER Service Bulletin (S/B) 110-27-036, Change 02, dated December 3, 1981. If a jammed or seized bearing is found, prior to further flight; (1) Remove and replace the defective part with a serviceable part of the same Part Number (P/N), or (2) Modify, inspect, replace and/or repair as required, (i) the aileron and rudder trim tab control systems in accordance with paragraph (c)(1) of this AD, and (ii) the elevator trim tab control system in accordance with paragraph (c)(2) of this AD. (b) When the modifications and actions specified in paragraph (a)(2) of this AD have been accomplished, the actions required by paragraph (c) of this AD are no longer required. (c) Within the next 250 hours TIS after the effective date of this AD, (1) Modify the aileron and rudder trim tab control systems in accordance with Section 2. "ACCOMPLISHMENT INSTRUCTIONS" of EMBRAER S/B 110-027-0060, Change 02, dated July 3, 1986. (2) Modify, inspect, replace and/or repair the elevator trim tab control system and elevator, (i) on airplanes without dual control rods as described in Section 2. "ACCOMPLISHMENT INSTRUCTIONS",paragraphs 2.1 through 2.1.18 of EMBRAER S/B 110-027-0068, dated April 9, 1986, or (ii) on airplanes with dual control rods installed as described in Section 2, "ACCOMPLISHMENT INSTRUCTIONS", paragraphs 2.2 through 2.2.10 of EMBRAER S/B 110-027-0068, dated April 9, 1986. (d) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. (e) An equivalent method of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, ACE-115A, FAA, Central Region, 1075 Inner Loop Road, College Park, Georgia 30337; Telephone (404) 763-7428. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Empresa Brasileira de Aeronautica S.A. (EMBRAER), Post Office Box 343-CEP 12.200 Sao Jose dos Campos, Sao Paulo, Brazil; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on January 22, 1987.
89-03-11: 89-03-11 BRITISH AEROSPACE: Amendment 39-6134. Applicability: Model BAC 1-11 200 and 400 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent a hazardous landing condition, accomplish the following: A. For Model BAC 1-11 200 series airplanes [pre-modification PM3070; Modification PM3070 with main support beams, Part No. EDO3-1001/2; or Modification PM5928]: At or prior to the accumulation of 50,000 landings or within the next 1,500 landings after April 25, 1988, (which is the effective date of AD 88-07-01, Amendment 39-5878), whichever occurs later, perform an eddy current or dye penetrant inspection for cracks in the rear pintle support beam, in accordance with paragraph 2.1.1 of the accomplishment instructions of British Aerospace BAC 1-11 Alert Service Bulletin 57-A-PM5896, Issue Number 4, dated February 17, 1988. Thereafter, repeat the inspection at intervals not to exceed 3,200 landings. NOTE: Airplanes that complied with paragraph A. of AD 88-07-01, Amendment 39-5878, are considered to have met the initial inspection requirements of this paragraph, and the inspection is to be repeated at intervals not to exceed 3,200 landings. B. For Model BAC 1-11 400 series airplanes [pre-modification PM3070; Modification PM3070 with main support beams, Part No. EDO3-1001/2; or Modification PM5928]: At or prior to the accumulation of 15,000 landings, or within 1,500 landings after March 17, 1986 (which is the effective date of AD 86-04-07, Amendment 39-5235), whichever occurs later, perform an eddy current or dye penetrant inspection for cracks in the rear pintle support beam, in accordance with paragraph 2.1.1 of the accomplishment instructions of British Aerospace BAC 1-11 Alert Service Bulletin 57-A-PM5896, Issue Number 4, dated February 17, 1988. Thereafter, repeat the inspection at intervals not to exceed 3,200 landings. NOTE: Airplanes that complied with paragraph A. of AD 86-04-07, Amendment 39-5235, are considered to have met the initial inspection requirements of this paragraph, and the inspection is to be repeated at intervals not to exceed 3,200 landings. C. For Model BAC 1-11 200 and 400 series airplanes [Modification PM3070 with main support beams, Part No. ENO3-1259/60]: At or prior to the accumulation of 7,500 landings or within 90 days after the effective date of this AD, whichever occurs later, perform an eddy current or dye penetrant inspection for cracks in the rear pintle support beam, in accordance with paragraph 2.1.1 of the accomplishment instruction of British Aerospace BAC 1-11 Alert Service Bulletin 57-A-PM5896, Issue Number 4, dated February 17, 1988. Thereafter, repeat the inspection at intervals not to exceed 3,200 landings. NOTE: Model BAC 1-11 200 series airplanes that complied with paragraph A. of AD 88-07-01, Amendment 39-5878; and Model BAC 1-11 400 series airplanes that complied with paragraph A. of AD 86-04-07, Amendment 39-5235; are considered to have met the initial inspection requirements of this paragraph, and the inspection is to be repeated at intervals not to exceed 3,200 landings. D. If cracks are discovered during the inspections required by paragraph A., B., or C., above, accomplish the following: 1. If cracks are less than or equal to 0.6 inch on pre-modification PM3070 airplanes, or less than or equal to 0.2 inch on post-modification PM3070 airplanes, repair or replace the cracked part prior to further flight, in accordance with paragraph 2.5.1 of the Accomplishment Instructions of British Aerospace BAC 1-11 Alert Service Bulletin 57-A- PM5896, Issue Number 4, dated February 17, 1988. If cracks are repaired in accordance with the service bulletin, continue to perform eddy current or dye penetrant inspections at intervals not to exceed 800 landings, providing that, in the case of pre-modification PM3070 airplanes, if cracks are presentin the aft half beam, cracked parts must be replaced prior to further flight. 2. If cracks exceed 0.6 inch in length on pre-modification PM3070 airplanes, or exceed 0.2 inch in length on post-modification PM3070 airplanes, repair or replace in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. If the part is repaired, further inspection requirements will be determined by the Manager, Standardization Branch, at the time of repair approval. If the main landing gear pintle support beam is replaced, the inspection must be repeated at intervals not to exceed 3,200 landings. E. Prior to June 17, 1986, (which is 90 days after the effective date of AD 86-04-07, Amendment 39-5235), inspect for damage of the toggle links' special bolt assembly, part number AB44A1275, in accordance with the accomplishment instructions of British Aerospace BAC 1-11 Alert Service Bulletin 32-A-PM5872, dated July 25, 1983. If the special bolt assembly is found damaged, replace with a serviceable part before further flight. NOTE: Airplanes that have complied with paragraph B. of AD 86-04-07, Amendment 39-5235, are considered to have met the requirements of this paragraph. F. 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 may add any comments and then send it to the Manager, Standardization Branch, ANM-113. G. Special 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 modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copiesupon request to British Aerospace, Inc., 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, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment supersedes AD 86-04-07 (Amendment 39-5235) which was effective March 17, 1986, and AD 88-07-01 (Amendment 39-5878) which was effective April 25, 1988. This amendment (39-6134, AD 89-03-11) becomes effective March 15, 1989.