Results
68-26-02: 68-26-02 DE HAVILLAND: Amdt. 39-694. Applies to DHC-6 Type Airplanes. To detect loose or missing jo-bolts in wing struts which have accumulated 150 or more hours time in service as of the effective date of this A.D., accomplish the following: (a) Within the next 50 hours time in service, unless already accomplished, visually inspect the top and bottom of the right and left wing struts, P/N C6W1005-3, -4, for loose or missing jo-bolts in accordance with the procedure described in deHavilland Service Bulletin No. 6/166, or an FAA approved equivalent procedure. (b) Identical inspections must be conducted at subsequent times in service of 450 to 550 hours, 2450 to 2550 hours and 7450 to 7550 hours after the inspection required by (a) and thereafter at intervals not to exceed 5000 hours time in service. (c) Prior to further flight, missing jo-bolts must be replaced with jo-bolts of the same part number or an FAA approved equivalent part; but a maximum of four (4)missing in any strut may be replaced within the next 250 hours time in service provided: (1) they are not all next to each other in the same row of twelve (12); or (2) they do not include more than two (2) which are next to each other in the same row of twelve (12) within six (6) inches of the strut end. (d) Equivalent parts and inspection procedures must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (e) The compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA maintenance inspector. This amendment is effective December 20, 1968.
2016-06-14: We are adopting a new airworthiness directive (AD) for all General Electric Company (GE) CF6-80E1 turbofan engines with rotating compressor discharge pressure (CDP) seal, part number (P/N) 1669M73P02, installed. This AD was prompted by reports from the manufacturer of cracks in the teeth of two rotating CDP seals found during engine shop visits. This AD requires stripping of the coating, inspecting, and recoating the teeth of the affected rotating CDP seals. We are issuing this AD to prevent cracking of the CDP seal teeth, uncontained part release, damage to the engine, and damage to the airplane.
2011-01-01: We are superseding an existing 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 earlier MCAI, Brazilian Airworthiness Directive 2007-08-01, effective September 27, 2007, describes the unsafe condition as: Fuel system reassessment, performed according to RBHA-E88/SFAR- 88 (Regulamento Brasileiro de Homologacao Aeronautica 88/Special Federal Aviation Regulation No. 88), requires the inclusion of new maintenance tasks in the Critical Design Configuration Control Limitations (CDCCL) and in the Fuel System Limitations (FSL), necessary to preclude ignition sources in the fuel system. * * * The new MCAI, Brazilian Airworthiness Directive 2009-08-03, effective August 20, 2009, describes the unsafe condition as: An airplane fuel tank systems review required by Special Federal Aviation Regulation Number 88 (SFAR 88) and "RBHA Especial N mero 88'' (RBHA E 88) has shown that additional maintenance and inspection instructions are necessary to maintain the design features required to preclude the existence or development of an ignition source within the fuel tanks of the airplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
63-16-05: 63-16-05 UNIVERSAL: Amdt. 589 Part 507 Federal Register July 24, 1963. Applies to All Models Temco D-16 and D-16A Aircraft. Compliance required within 25 hours' time in service following the effective date of this AD and at each periodic inspection thereafter. (a) Inspect the flap and landing gear actuating cylinders for cracks. If any cracks appear, the cylinder must be replaced. (b) Determine, by means of a hydraulic gage, that the hydraulic system pressure relief valve is adjusted to 1125 + 25, -0 p.s.i. Excessive pressures could cause damage to the components of the system. (c) Unless already installed, install hydraulic fluid restrictors in the nose gear lines, Serial Numbers 1271 and subsequent, main gear lines, Serial Numbers 1790 and subsequent, and flap lines, all serial numbers. (d) Inspect the linkage adjustments of the landing gear bungee springs and the flap stops and determine that they have been properly adjusted in accordance with appropriate service manuals. (Tusco Corporation Service Letter No. 79 dated December 23, 1958, covers this same subject.) This directive effective August 23, 1963.
2016-07-01: We are superseding Airworthiness Directive (AD) 2014-07-04R1 for certain Model S-92A helicopters. AD 2014-07-04R1 required repetitive inspections in the upper deck area for incorrectly installed clamps and chafing between the electrical wires and the hydraulic lines and replacing any unairworthy wires or hydraulic lines. This new AD requires altering the wiring system in the upper deck area to correct the unsafe condition described in AD 2014-07-04R1. We are issuing this AD to prevent a fire in an area of the helicopter without extinguishing capability and subsequent loss of control of the helicopter.
84-21-03: 84-21-03 McDONNELL DOUGLAS: Amendment 39-4939. Applies to McDonnell Douglas Model DC-9, and C-9 (Military) series airplanes, certificated in all categories. Compliance required as indicated unless previously accomplished. To prevent jamming of the elevator controls by a detached forward rod end, accomplish the following: \n\n\tA.\tWithin the next 650 hours time in service or 90 calendar days, whichever occurs first after the effective date of this AD, visually inspect the fitting assembly (rod end) part number (P/N) 3938704-1 and pushrod P/N 3938705-501, in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-266, dated March 12, 1984, hereinafter referred to as ASB27-266, or later FAA approved revisions. \n\n\tB.\tIf results of visual inspection are satisfactory, accomplish paragraph 4 of Part 2, Accomplishment Instructions, of ASB27-266. \n\n\tC.\tIf results of visual inspection are unsatisfactory, proceed in accordance with paragraph 5, Accomplishment Instructions of ASB27-266. \n\n\tNOTE: If rod end P/N SM4-6T3 (exclude DC-9-80 series) is required and not available, P/N SM4-6T may be substituted. The latter has only one grease fitting which must be oriented to allow access for scheduled lubrication. \n\n\tD.\tAlternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received these documents 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). These documents also 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 November 26, 1984.
83-23-06: 83-23-06 BRITISH AEROSPACE AIRCRAFT GROUP: Amendment 39-4767. Applies to Model HS 748 series 2A and 2B airplanes certificated in all categories. To prevent structural failure of the engine subframe, accomplish the following, unless already accomplished: A. Prior to 7 years from date of manufacture, or within the next 12 months after the effective date of this AD, whichever occurs later, inspect engine subframe struts and perform the appropriate actions in accordance with paragraph 2, Accomplishment Instructions, of British Aerospace Aircraft Group HS 748 Service Bulletin 54/25, Revision 4, dated May 1979. B. Repeat the inspections of the subframe struts at seven year intervals from the last inspection. C. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. D. 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 inspections and/or modifications required by this AD. This amendment becomes effective December 15, 1983.
2016-06-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This AD was prompted by reports of fire and smoke at the engine aft pylon area resulting from fuel leakage caused by a damaged O-ring in the fuel coupling attached to the wing front spar. This AD requires applying sealant to fill the gap between the lower wing panels adjacent to the strut aft vapor barrier. We are issuing this AD to prevent fire and smoke at the engine aft pylon area in the event of a fuel leak, which could cause personal injury during ground operations. A fire spreading back and up to the aft fairing pylon can result in an uncontrolled fire in the strut and ignite the fuel tank.
80-01-05 R1: 80-01-05 R1 PACIFIC SCIENTIFIC COMPANY KIN-TECH DIVISION: Amendment 39-3646 as amended by Amendment 39-3851. Applies to Pacific Scientific Restraint Systems rotary buckles manufactured through 1970. \n\n\tCompliance required within 240 days from January 31, 1980. \n\n\tTo prevent failure to open of the flight crew and attendants' seat belts, accomplish the following: \n\n\ta.\tInspect crew and attendants' restraint systems to determine if a Pacific Scientific rotary buckle is installed. \n\n\tb.\tIf installed, determine if the rotary buckle assembly contains a black body plate assembly as identified in Figure I of this AD. No further action is required per this AD if the rotary buckle assembly includes a black body plate assembly. \n\n\tc.\tFor those restraint systems incorporating Pacific Scientific rotary buckles without a black body plate assembly as specified in Figure I of this AD: \n\n\t\t1.\tSubstitute of any approved restraint system not incorporating the above described rotary buckle; or, \n\n\t\t2.\tReplace the buckle element of the restraint system with a Pacific Scientific buckle element incorporating a black body plate assembly as identified in Figure I of this AD. \n\n\t\tNOTE: Pacific Scientific Service Bulletin 1101550-25-11 Revision "A" dated August 2, 1979 pertains to this subject. \n\n\td.\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\tAmendment 39-3646 became effective January 31, 1980. \n\n\tThis Amendment 39-3851 becomes effective on July 10, 1980.
2016-04-16: We are superseding Airworthiness Directive (AD) 2013-08-23 for all The Boeing Company Model DC-10-10, DC-10-10F, DC-10-15, DC-10-30, DC-10-30F (KC-10A and KDC-10), DC-10-40, DC-10-40F, MD-10-10F, MD-10- 30F, MD-11, and MD-11F airplanes. AD 2013-08-23 required adding design features to detect electrical faults and to detect a pump running in an empty fuel tank. This new AD would clarify certain requirements and remove a terminating action. This new AD would also provide an optional method of compliance for the proposed actions. This AD was prompted by a determination that it is necessary to clarify the requirements for the design features and to remove a terminating action for certain inspections. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.