Results
50-07-01: 50-07-01 ERCO: Applies to Ercoupe Models 415C (Which Incorporate Adjustable Elevator Trim Tabs), 415CD, and 415D Airplanes. To be accomplished by September 1, 1950. To preclude the possibility of elevator flutter in the event the elevator trim tab control wire fails, elevator trim tab stop and spring, Erco P/N 415-SK-287 and 415-22035 should be installed. (Engineering and Research Corp. "Ercoupe Service Memorandum No. 55 and 55A" cover this same subject.)
2001-01-11: This amendment adopts a new airworthiness directive (AD) that applies to certain Rolladen Schneider Flugzeugbau GmbH (Rolladen Schneider) Models LS 4 and LS 4a sailplanes. This AD requires you to inspect the airbrake system for damage and proper rigging, with correction, repair, or replacement, as necessary. This AD also requires you to report any damage found to the Federal Aviation Administration (FAA). 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 detect and correct damage to the airbrake locking bracket caused by asymmetric loads. This condition could result in the pilot's inability to operate the airbrake controls, with consequent loss of sailplane control.
81-23-03 R2: 81-23-03 R2 CESSNA: Amendment 39-4318 as amended by Amendment 39-4491. Applies to Model P210N (Serial Numbers P21000001 through P21000811) airplanes certificated in any category with 25 or more total hours time-in-service. COMPLIANCE: Required as indicated unless already accomplished. To ensure the integrity of the engine exhaust system, accomplish the following: A) Prior to further flight on all airplanes with 25 hours or more time-in-service unless previously accomplished in accordance with AD 81-23-03: 1. Remove the engine cowl side and front panels and visually inspect the entire engine exhaust system for cracks. The cabin heat shroud does not have to be removed for this inspection. 2. Replace any cracked exhaust system components with serviceable parts. NOTE: Particular attention should be given to the exhaust system components attached to and between the two forward most (Nr. 5 and Nr. 6) cylinders. B) Within the next 10 hours time-in-service after the effective date of this AD and at each 5O hours time-in-service thereafter except as required by paragraph B)3: 1. Remove the engine cowl side and front panels as well as the cabin heater muff. 2. Visually inspect the entire engine exhaust system for cracks and bulges in the exhaust stacks, manifold, turbocharger and wastegate assemblies in accordance with Cessna SIL SE82-3. 3. Replace any cracked or bulged exhaust system components with serviceable parts in accordance with Cessna SIL SE82-3. If the exhaust system components have been removed and replaced with serviceable parts, or repaired by welding, reinspect within 25 hours time-in-service and replace or repair cracked or bulged components in accordance with Cessna SIL SE82-3. If no defects are found, the 50-hour inspection interval may be reinstated. C) Compliance with this AD is not required when complete Inconel Exhaust Systems consisting of Cessna Part Numbers 2154000-53 Left Hand Assembly, 2154000-54 Right Hand Assembly, and 2154000-68 Forward Crossover Assembly are installed. D) The inspection required by paragraph A)1 of this AD may be accomplished by the holder of at least a private pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by that person (provided the airplane is not used in air carrier service). Make the prescribed entry in the aircraft maintenance record appropriate to this inspection. E) Any equivalent method of compliance with this AD must be approved by the Chief, Wichita Aircraft Certification Office (formerly Aircraft Certification Program), Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 269-7000. Cessna Single-engine Customer Care Service Information Letters SE79-52, Revision 1, dated November 5, 1979, SE81-21, dated May 18, 1981, and SE82-3, dated January 25, 1982, pertain in part to the subject matter of this AD. Amendment 39-4318 became effective on February 18, 1982, to all persons except those to whom it has already been made effective by airmail letter from the FAA dated October 31, 1981, as corrected by letter dated November 5, 1981. This amendment 39-4491 becomes effective on November 15, 1982.
2016-07-09: We are superseding Airworthiness Directive (AD) 2011-21-06 for all BAE SYSTEMS (Operations) Limited Model 4101 airplanes. AD 2011-21- 06 required revising the maintenance program. This new AD requires a new revision of the maintenance or inspection program. This AD was prompted by a determination that the life limit of certain main landing gear components must be reduced, and certain post-repair inspections of critical structure are necessary. We are issuing this AD to prevent failure of certain structurally significant items, including the main landing gear and nose landing gear, which could result in reduced structural integrity of the airplane; and to prevent fuel vapor ignition sources, which could result in a fuel tank explosion and consequent loss of the airplane.
2010-21-14: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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: Due to a manufacturing error, some rivets, required by drawings, were not installed in the joints between two ceiling beams and the rear pressurized bulkhead. If left uncorrected, long term fatigue stress could locally weaken the structure, compromising the fuselage structural integrity. We are issuing this AD to require actions to correct the unsafe condition on these products.
2001-01-03: This amendment adopts a new airworthiness directive (AD) that applies to all British Aerospace HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes. This AD requires you to remove the nose landing gear steering actuator and install one that incorporates a modified piston rod. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent failure of the nose landing gear steering actuator because of problems with the current design piston rod. Continued operation with the current design piston rod could result in loss of nose wheel steering and possible loss of control of the airplane during takeoff, landing, and taxi operations.
93-01-20: 93-01-20 BEECH AIRCRAFT CORPORATION: Amendment 39-8474. Docket No. 92-CE-42-AD. Supersedes AD 89-22-12, Amendment 39-6351. Applicability: Model 300 airplanes (serial numbers FA-2 through FA-211 and FF-1 through FF-19), certificated in any category. Compliance: Required as indicated, unless already accomplished (compliance with superseded AD 89-22-12). To prevent separation of an aft cowling door, which could result in occupant injury if decompression or structural damage occurs, accomplish the following: (a) Within the next 25 hours time-in-service (TIS) after the effective date of this AD, inspect the upper aft cowling access door latches for proper tension and total engagement of the adjusting bolts and striker plates in accordance with Part I of the ACCOMPLISHMENT INSTRUCTIONS section of Beech Service Bulletin (SB) No. 2329, dated August 1989, revised February 1991. (1) If improper tension is found, prior to further flight, adjust the cowling door latch in accordance with Beechcraft Super King Air 300 Maintenance Manual, Chapter 71-10. (2) If the adjusting bolts and striker plates do not totally engage, prior to further flight, modify the cowling door in accordance with Beechcraft Safety Communique No. 300-75. (b) Within the next 50 hours TIS after the effective date of this AD, accomplish one of the following: (1) Modify the cowlings to provide upper aft cowling access door retention in accordance with Part II of the ACCOMPLISHMENT INSTRUCTIONS section of Beech SB No. 2329, dated August 1989, revised February 1991; or (2) Install cowling door latch replacement Kit No. 101-9052-1 S in accordance with Part III of the ACCOMPLISHMENT INSTRUCTIONS section of Beech SB No. 2329, dated August 1989, revised February 1991. (c) If the requirements of paragraphs (a), (a)(1), (a)(2), and (b)(1) were previously accomplished (compliance with superseded AD 89-22-12) in accordance with Beech SB No. 2329, dated August1989, then no further action is required by this AD. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (e) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and send it to the Manager, Wichita Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita Aircraft Certification Office. (f) The inspection and modification or installation required by this AD shall be done in accordance with Beech Service Bulletin No. 2329, dated August 1989,revised February 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from the Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment (39-8474) supersedes AD 89-22-12, Amendment 39-6351. (h) This amendment becomes effective on March 10, 1993.
82-08-07: 82-08-07 BRITISH AEROSPACE: Amendment 39-4367. Applies to British Aerospace Models HS/DH-125 airplanes series 1A, 3A, and variants that have not been modified in accordance with modification 25/5640, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent hydraulic pressure loss in the wing flap system and wing flap movement away from the selected position: 1. Within the next 100 landings or prior to accumulating 8000 landings, whichever occurs later, after the effective date of this AD and at each 8000 landing interval thereafter, replace wing flap actuator P/N AIR45566 or AIR45568 in accordance with the "Accomplishment Instructions" of British Aerospace Service Bulletin SB.27-125 dated March 19, 1979. Note: Operators who can substantiate the number of landings on the flap jack assembly may use this in lieu of using the number of landings on the airplane for compliance with the AD. 2. Special flight permits may beissued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. 3. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. 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). This amendment becomes effective April 26, 1982.
2016-07-13: We are adopting a new airworthiness directive (AD) for certain GE Aviation Czech s.r.o. M601E-11 turboprop engines. This AD requires inspection of the engine power turbine (PT) disk and, if found damaged, its replacement with a part eligible for installation. This AD was prompted by discovery of damage to certain engine PT disks during engine shop visits. We are issuing this AD to prevent failure of the engine PT disk, which could result in release of high-energy debris, damage to the engine, and reduced control of the airplane.
2001-01-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 B2, A300 B4, A300 B4-600, A300 B4-600R, A300 F4-600R, and A310 series airplanes, that requires modification of the escape slides. The actions specified by this AD are intended to prevent deflation of the escape slide after deployment, which could result in a delay during an emergency evacuation. This action is intended to address the identified unsafe condition.
85-23-51 R1: 85-23-51 R1 BOEING VERTOL COMPANY: Amendment 39-5253. Applies to Boeing Vertol Model 234 series helicopters certificated in any category. Compliance is required as indicated unless already accomplished. To prevent possible hazards in flight associated with a cracked main rotor head vertical hinge pin, accomplish the following: (a) Prior to further flight, conduct a visual inspection of the forward and aft main rotor head vertical hinge pins, P/N 114R2172-1, internal surface with a light assisted bore-scope for cracks. (b) After the initial inspection of paragraph (a), repeat the inspection prior to the first flight of each day. (c) Within the next 150 hours time in service from March 31, 1986, conduct an eddy current inspection of the internal surfaces of the forward and aft main rotor head vertical hinge pins, P/N 114R2172-1, in accordance with the instructions contained in Boeing Vertol Document D210-12089-1 titled "Eddy Current Inspection Requirements for Detection of Cracks in P/N 114R2172, Vertical Hinge Pins." Upon accomplishment of this paragraph, the daily bore-scope inspection of paragraph (b) may be eliminated. (d) Within the next 500 hours time in service from March 31, 1986, remove from the helicopter the main rotor head vertical hinge pins and conduct a magnetic particle inspection in accordance with Boeing Airplane Company document BAC 5424 titled "Magnetic Particle Inspection" Class B. (e) Remove from service vertical hinge pins found cracked and replace with a serviceable part prior to further flight. (f) Any alternate method of compliance with the AD which provides an equivalent level of safety may be used when approved by the Manager, New York Aircraft Certification Office, Federal Aviation Administration, 181 South Franklin Avenue, Valley Stream, New York 11581. 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 Boeing Vertol Company, Boeing Center, P.O. Box 1858, Philadelphia, Pennsylvania 19142. These documents may also be examined at the Office of the Regional Counsel, FAA Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76106. This amendment becomes effective March 31, 1986, as to all persons except those to whom it was made immediately effective by telegraphic AD T85-23-51 issued November 20, 1985, which contained part of this amendment.
91-26-03: 91-26-03 AIRBUS INDUSTRIE: Amendment 39-8114. Docket No. 91-NM-129-AD. Applicability: Model A300, A310, and A300-600 series airplanes equipped with BF Goodrich emergency evacuation slides and/or slide rafts, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent non-deployment of the emergency evacuation slides and/or slide rafts during an emergency evacuation, accomplish the following: (a) Within 120 days after the effective date of this AD, accomplish the following in accordance with Airbus Service Bulletins A300-25-434 (for Model A300 series airplanes), A300- 25-6028 (for Model A300-600 series airplanes), and A310-25-2054 (for Model A310 series airplanes), all dated October 22, 1990, as applicable: NOTE: These service bulletins reference BF Goodrich Service Bulletin 25-230, dated July 20, 1990, for additional instructions. (1) Perform a visual inspection of release pin lanyard assemblies forrelease pins in the early configuration, unauthorized modifications, and incorrect installation and operation. Prior to further flight, replace release pin lanyards in the early configuration, unauthorized modifications, or incorrectly installed or damaged release pin lanyards, if found. (2) Perform a visual inspection of lanyard cables for evidence of fraying. If frayed lanyards are found, replace the lanyards prior to further flight. (b) An alternative method 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, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (c) 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. (d) The inspections and replacements required by this AD shall be done in accordance with Airbus Service Bulletins A300-25-434 (for Model A300 series airplanes), A300- 25-6028 (for Model A300-600 series airplanes), and A310-25-2054 (for Model A310 series airplanes), all dated October 22, 1990. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. (e) This amendment (39-8114, AD 91-26-03) becomes effective on January 27, 1992.
2016-07-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757 airplanes. This AD was prompted by fuel system reviews conducted by the manufacturer. This AD requires modifying the fuel quantity indication system (FQIS) wiring to prevent development of an ignition source inside the center fuel tank. We are issuing this AD to prevent ignition sources inside the center fuel tank, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
56-03-03: 56-03-03 NAVION: Applies to All Models. Compliance required as indicated. Cracks starting at the wing centerline attaching bolt hole in the wing rear spar junction fittings (P/N 145-14070) at wing Station O have been found on a number of Navion aircraft. To correct this, it will be necessary to inspect all Navions for this condition as soon as practicable but not later than May 1, 1956. Access to these fitting may be gained through the main wheel wells. If no cracks are found, 3/16-inch thick 1010 steel (or equivalent) end plates, properly radiused for a snug fit, should be installed in each fitting prior to the next 50 hours of flight time. If cracks are found, they should be stop-drilled with a No. 60 (0.040 drill and the end plates as described above should be installed prior to the next flight. No further inspections will be necessary upon installation of these end plates. (Ryan Navion Service Bulletin No. 23 dated December 5, 1955, covers this same subject.)
50-06-01: 50-06-01 BELL: Applies to All Model 47D1 Helicopters. Compliance required not later than March 31, 1950. Ventral fin installation, Bell P/N 47-267-058 should be replaced by the revised ventral fin and fixed tab installation, Bell P/N 47-267-063. The new installation is designed to eliminate the possibility of those fatigue failures which have been experienced in the old design. Upon completion of the above modifications, the inspections required by AD 49-34-02 may be discontinued. (Bell Service Bulletin No. 71 covers the same subject.)
2001-01-09: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A330-301, -321, and -322 series airplanes; and Model A340-211, -212, -213, -311, -312, and -313 series airplanes. The existing AD requires repetitive replacements of the yaw damper actuator installed on active position with a new or overhauled actuator. This action adds a requirement, for certain airplanes, to install upgraded flight control primary computers, which terminates the requirement for the repetitive actuator replacements for those airplanes. This action is necessary to prevent hydraulic leakage from the yaw damper actuator installed on active position, due to premature wear of the dynamic seals between the actuator piston and the piston bearing. Hydraulic leakage could lead to the complete loss of the green hydraulic circuit, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2016-07-10: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8 and 787-9 airplanes. This AD requires revising the airplane flight manual (AFM) to instruct the flightcrew to avoid abrupt flight control inputs in response to sudden drops in airspeed, and to reinforce the need to disconnect the autopilot before making any manual flight control inputs. This AD was prompted by reports indicating that in certain weather conditions with high moisture content or possible icing, erroneous low airspeed may be displayed to the flightcrew before detection and annunciation via engine-indicating and crew-alerting system (EICAS) messages. We are issuing this AD to ensure that the flightcrew avoids abrupt pilot control inputs in response to an unrealistic, sudden drop in displayed airspeed at high actual airspeed. Abrupt pilot control inputs in this condition could exceed the structural capability of the airplane.
2010-21-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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 cases of failure of engine oil dipsticks, installed on Pratt & Whitney Canada (P&WC) PT6A66 and PT6A66B engines, were detected on P.180 aeroplanes; such failures, due to moisture penetration into the dipstick and subsequent corrosion, can cause incorrect reading of the engine oil low level on the Refuel/Ground Test Panel. If left uncorrected, this situation could lead to in-flight engine failure(s). We are issuing this AD to require actions to correct the unsafe condition on these products.
2002-16-08: This amendment supersedes an existing airworthiness directive (AD), that is applicable to Pratt & Whitney (PW) JT8D models -209, -217, -217A, -217C and -219 turbofan engines. That AD currently requires initial and repetitive fluorescent magnetic particle inspections or fluorescent penetrant inspections of the combustion chamber outer case (CCOC) for cracks, and, if necessary, replacement with serviceable parts. Also that AD requires a one-time material verification of drain and Ps4 bosses, and, if necessary, replacement with serviceable parts. Finally, that AD requires replacement of CCOC's with welded-on bosses with improved, one-piece CCOC's. This amendment requires lower initial inspection thresholds for all CCOC's installed in any JT8D model -209, -217, -217A, -217C or -219 turbofan engine. This amendment is prompted by reports of cracked CCOC's that had accumulated fewer cycles in service than the initial inspection thresholds required by the current AD. Also, a CCOC partnumber was discovered with incorrect material not identified by serial number in JT8D Alert Service Bulletin (ASB) A6359, Revision 2, dated July 31, 2000. The actions specified by this AD are intended to prevent uncontained failure of the CCOC, which could cause release of debris, damage to the airplane, or fire.
89-09-06: 89-09-06 BRITISH AEROSPACE: Amendment 39-6193. Applicability: All Model BAC 1-11 200 and 400 series airplanes, on which British Aerospace (BAe) main landing gear support structure Modification PM3070 is installed and Modification PM5928 has not been installed, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent collapse of a main landing gear, accomplish the following: A. Perform initial and repetitive ultrasonic and eddy current inspections of the main landing gear support beams at initial times and repetitive intervals shown in Table I of this AD using procedures in BAe Alert Service Bulletin 57-A-PM6000, Issue 2, dated February 17, 1988. TABLE I Airplane Identification Modification PM6000 Accomplishment Status Initial Inspection Compliance Time Repetitive Compliance Time Interval After Initial Inspection Serial Numbers up to and including 402 Not Accomplished Whichever occurs later: -within 300 landings after July 30, 1987, (the effective date of AD 87-13-03, Amendment 39-5654); or -within 3 years since installation of new left and right main support beams. Ultrasonic inspection: at intervals not to exceed 12 months. Eddy current inspections: at intervals not to exceed 36 months. Airplane Identification Modification PM6000 Accomplishment Status Initial Inspection Compliance Time Repetitive Compliance Time Interval After Initial Inspection Serial Numbers 403 and subsequent Not Accomplished Whichever occurs later: -within the next 300 landings after July 30, 1987 (the effective date AD 87-13-03 Amendment 39-5654); or -within 6 years since new; or -within 6 years since installation of new left and right main support beams. Ultrasonic inspections: at intervals not to exceed 12 months. Eddy current inspections: at intervals not to exceed 36 months. For all A/P's on which Mod. PM6000 is accomplished prior to assembly of main support beam into wing Accomplished Whichever occurs later: -within 8 years since new; or -within 8 years since new right and left main support beams are installed. Ultrasonic inspections: at intervals not to exceed 2 years. For all A/P's on which Mod. PM6000 is accomplished after assembly of main support beam into wing. Accomplished Within 2 years after installation of Modification PM6000 Ultrasonic inspections: at intervals not to exceed 2 years B. Cracks in the main landing gear main support beam must be repaired, prior to further flight, in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Installation of main support beam, part number EDO3-5007/8 (Modification PM5928) constitutes terminating action for the requirements of this AD. D. 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. E. 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 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, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This AD supersedes AD 87-13-03 (Amendment 39-5654) which became effective on July 30, 1987. This amendment (39-6193, AD 89-09-06) becomes effective on May 16, 1989.
98-06-31: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300, A310, and A300-600 series airplanes, that requires inspections to detect cracking of the aft door frame area, and repair, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct cracks in the aft door frame area, which could result in reduced structural integrity and rapid decompression of the airplane.
2016-07-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-8 series airplanes. This AD requires an inspection to determine if all oxygen components in the passenger oxygen system are installed, installation of new o-rings, and corrective actions if necessary. This AD was prompted by a report that oxygen tube couplings in the passenger oxygen system could be missing or incorrectly installed. We are issuing this AD to detect and correct oxygen leaks from oxygen tube couplings in the passenger oxygen system, which could result in depletion of emergency oxygen at a faster rate than expected, reduce the passengers' and crews' protection from hypoxia at elevated cabin altitudes, and increase the risk of a fire.
2016-07-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-300, 747SR, and 747SP series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the upper chords of the upper deck floor beams are subject to widespread fatigue damage (WFD). This AD requires repetitive inspections for cracks at the floor panel attachment fastener holes; repetitive inspections for cracks in the upper and lower chords of the upper deck floor beams at permanent fastener locations; repetitive inspections for cracks in certain repaired and modified areas; and related investigative and corrective actions if necessary. This AD also requires repetitive replacement of the upper chords of the upper deck floor beams, including pre-replacement inspections and corrective action if necessary; and post-replacement repetitive inspections and repair if necessary. We are issuing this AD to detect and correct fatigue cracking of the upper chords of the upper deck floor beams. Undetected cracking could result in large deflection or deformation of the upper deck floor beams, resulting in damage to wire bundles and control cables for the flight control system, and reduced controllability of the airplane. Multiple adjacent severed floor beams could result in rapid decompression of the airplane.
2002-16-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727 series airplanes that have been converted from a passenger- to a cargo-carrying ("freighter") configuration, that requires, among other actions, installation of a fail-safe hinge, redesigned main deck cargo door warning and power control systems, and 9g crash barrier. This amendment is prompted by the FAA's determination that the main deck cargo door hinge is not fail-safe; that certain main deck cargo door control systems do not provide an adequate level of safety; and that the main deck cargo barrier is not structurally adequate during an emergency landing. The actions specified by this AD are intended to prevent structural failure of the main deck cargo door hinge or failure of the cargo door system, which could result in the loss or opening of the cargo door while the airplane is in flight, and consequent rapid decompression of the airplane, including possible loss of flight control or severe structural damage; and to prevent failure of the main deck cargo barrier during an emergency landing, which could injure occupants.
97-14-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Gulfstream Model G-159 (G-I) airplanes, that currently requires modification and repetitive inspections for cracks in the main landing gear (MLG) retract cylinder attachment fittings. This amendment requires installation of improved attachment fittings which, when accomplished, terminates the requirement for the repetitive inspections. This amendment is prompted by the development of a modification that positively addresses the identified unsafe condition. The actions specified by this AD are intended to prevent failure of the MLG retract cylinder attachment fitting due to fatigue cracking. This condition, if not corrected, could result in the inability to retract the MLG.