Results
2002-02-11: This amendment adopts a new airworthiness directive (AD) that applies to all Pilatus Britten-Norman Limited (Pilatus Britten-Norman) BN-2, BN-2A, BN-2B, BN-2T, and BN2A MK. III series airplanes. This AD requires you to repetitively inspect certain oleo attachment brackets for cracks and replace any cracked bracket found during any inspection. In working with the United Kingdom, we have determined that the bracket may, as an option, be replaced with a newly designed steel bracket, increasing the length of time between the repetitive inspections. The actions specified by this AD are intended to detect and correct cracked oleo attachment brackets. Such a condition could cause the attachment bracket to fail, which could result in detachment of the main landing gear.
2002-02-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-200, -200C, -300, and -500 series airplanes, that requires replacement of the bolt and self- locking nut on the primary support pin of the main landing gear (MLG) support beam with a new bolt, castellated nut, washer, and cotter pin. This action is necessary to prevent the loosening and loss of the support pin retaining bolt on the MLG, which could result in the loosening and movement of the support pin and consequent cracked support fittings and collapse of the MLG. This action is intended to address the identified unsafe condition.
86-16-02: 86-16-02 GROB WERKE GMBH (Burkhart Grob): Amendment 39-5365. Applies to Models G103 TWIN II and G103A TWIN II ACRO gliders (serial numbers 3501 through 3715 and 3544-K-1 through 3709-K-45) certificated in any category. Compliance is required as indicated, unless already accomplished. To prevent the failure of front cockpit airbrake operating lever, P/N 103B-4270, which could result in the loss of airbrake control, accomplish the following: (a) Within the next 10 hours time-in-service after the effective date of this AD, and thereafter at intervals not to exceed 10 hours time-in-service after the last inspection, until compliance with Paragraph (c) is accomplished, visually inspect airbrake operating lever for cracks and buckling in accordance with Part 1 of the "Instructions" section of Grob Technical Information No. TM 315-29, dated October 1, 1985. (b) If a defective lever is found during the inspection required by Paragraph (a) of this AD, before further flight, replace the airbrake operating lever with a reinforced airbrake operating lever in accordance with part 2 of the "Instructions" section of Grob Technical Information No. TM 315-29, dated October 1, 1985, and Grob Repair Instructions No. 315-29, dated October 1, 1985. (c) Within the next 50 hours time-in-service but no later than 90 days after the effective date of this AD, replace any airbrake operating lever not replaced in accordance with Paragraph (b) of this AD with a reinforced airbrake operating lever in accordance with Part 2 of the "Instructions" section of Grob Technical Information No. TM 315-29, dated October 1, 1985, and Grob Repair "Instructions" No. 315-29, dated October 1, 1985. NOTE: Reinforced airbrake operating lever does not have a new part number. It can be identified as it is 40 mm wide versus 30 mm for the original part. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 15 Rue de la Loi B-1040 Brussels, Belgium, Telephone No. 513.38.30 ext. 2710, or the Manager, New York Aircraft Certification Office, Aircraft Certification Division, FAA, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581, Telephone No. (516) 791-6680. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office, or the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. Grob Technical Information No. 315-29, dated October 1, 1985, and Grob Repair Instructions No. 315-29, dated October 1, 1985, identified and described in this document, 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 Grob Systems, Inc., Aircraft Division, I-75 and Airport Drive, Bluffton, Ohio 45817. These documents also may be examined at the Office of Regional Counsel, Room 311, Rules Docket 86-ANE-30, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except Federal holidays. This amendment becomes effective August 8, 1986.
99-23-06: This amendment adopts a new airworthiness directive (AD), applicable to all Aerospatiale Model SN-601 (Corvette) series airplanes, that requires repetitive inspections, and repair if necessary, of the locking indication system of the drag strut jack on the main landing gear (MLG) to detect corrosion and damage resulting from its operation. This proposal also requires replacement of seals and backup rings with new parts. 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 prevent failure of the locking indication system of the drag strut jack on the MLG due to corrosion. Such corrosion could prevent the MLG from locking and result in the subsequent collapse of the MLG.
2017-21-02: 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 Model A310 series airplanes. This AD was prompted by a report of cracking in the door sill area of the aft cargo door. This AD requires repetitive inspections of the aft cargo door lower torsion box area, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2001-26-55: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2001-26-55, which was sent previously to all known U.S. owners and operators of Eurocopter France (ECF) Model AS350B, AS350B1, AS350B2, AS350BA, AS350B3, AS350C, AS350D, AS350D1, AS355E, AS355F, AS355F1, AS355F2, and AS355N helicopters by individual letters. This AD requires, before further flight and thereafter at specified intervals, visually checking the tail rotor blade (blade) skin for a crack and replacing any cracked blade before further flight. This AD is prompted by the discovery of cracks in the skin of a blade. The actions specified by this AD are intended to prevent failure of the blade, which could result in severe vibration, loss of the tail rotor gearbox (TGB), and subsequent loss of control of the helicopter.
2017-21-09: We are adopting a new airworthiness directive (AD) for certain Embraer S.A. Model ERJ 170 airplanes and Model ERJ 190-100 STD, -100 LR, -100 IGW, -200 STD, -200 LR, and -200 IGW airplanes. This AD was prompted by an evaluation by the design approval holder indicating that the forward pressure bulkhead is subject to widespread fatigue damage. This AD requires repetitive detailed inspections of the web aft face of the forward pressure bulkhead for any cracking and discrepancy, and repair if necessary. This AD also requires modification of the forward pressure bulkhead, which would terminate the inspections. We are issuing this AD to address the unsafe condition on these products.
52-12-03: 52-12-03 LOCKHEED: Applies to Models 49-46, 149-46, 649-79, 649A-79, 749-79, 749A-79, C-121A, and VC-121B Aircraft. Compliance required as indicated. Inspect the following by August 1, 1952: 1. Bulkhead ring at Station 527.6 for cracks in channel bend radius P/N 283984-2 and -3 for Models 49 and 149, and P/N 285772-2 and -3 for all other models, as well as bracket P/N 252886 for all models. 2. Inspect for and replace any missing or broken screws through the outer flange of the bulkhead 527 visible under fillet. If no cracks are found on first inspection, reinspect at 2,000-hour intervals until total airplane time reaches 8,000 hours. After 8,000 hours, reinspect at approximately 600-hour intervals. If cracks are found, operation may continue prior to repair provided cracks are marked and reinspected at approximately 200-hour intervals and, further, provided: (1) Total length of all cracks on one side of airplane does not exceed sum of 2 1/2 inches not counting cracks, if any, in bracket 252886; (2) Cracks in bracket 252886 left or right do not exceed sum of 2 inches. If cracks exceed either 2 1/2 inches in the channel or 2 inches in bracket, repair by either the interim fix method or final fix. The interim fix may be accomplished by bolting steel blocks tightly to each side of bulkhead ring webs in the vicinity of the cracks, with additional bolts through the steel flange of the ring and tapped into the steel blocks. (Lockheed Service Bulletin No. 49/SB-714 covers this repair.) The final fix consists primarily of replacing the aluminum alloy bracket, P/N 252886, with a heat-treated alloy steel bracket of approximately the same dimensions except for gage, and adding 0.078 inch heat-treated alloy steel doublers to the cracked channels, all parts securely bolted together. (Lockheed Service Bulletin No. 49/SB-715 describes this reinforcement.) If the interim fix as described by Lockheed Service Bulletin No. 49/SB-714, or equivalent, has been complied with, the inspection period may be increased to approximately 400-hour intervals until the final fix is applied. If the final fix, as described in Service Bulletin No. 49/SB- 715, or equivalent, is complied with, no further inspections are necessary. The term "approximately" is used in connection with the inspection periods to provide flexibility so that these periods may be integrated with operators' regular inspection periods, nearest to the periods specified herein.
2002-02-09: This amendment adopts a new airworthiness directive (AD), that is applicable to GE CF6-45 and CF6-50 series turbofan engines. This AD requires a reduction of the cyclic life limit for certain low pressure turbine rotor (LPTR) stage 2 disks, and requires removing certain LPTR stage 2 disks from service before exceeding the new, lower cyclic life limit. In addition, this amendment requires removing from service certain LPTR stage 2 disks that currently exceed, or will exceed, the new, lower cyclic life limit according to the compliance schedule described in this action. This amendment is prompted by a report of a cracked LPTR stage 2 disk found initially by flourescent penetrant inspection and later confirmed by a visual inspection. The actions specified by this AD are intended to prevent an uncontained engine failure and damage to the airplane, resulting from cracks in the LPTR stage 2 disk.
88-05-03: 88-05-03 BRITISH AEROSPACE: Amendment 39-5859. Applies to Model HS 748 series airplanes, certificated in any category. Compliance required within 60 days after the effective date of this AD, unless already accomplished. To prevent reduced controllability of the airplane caused by interference between the spring strut rudder lock control and the lower rudder hinge box, accomplish the following: A. Inspect the spring strut rudder lock control and reorient, if necessary, in accordance with British Aerospace HS-748 Service Bulletin 27/109, dated October 29, 1985. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Standardization Branch, FAA, Northwest Mountain Region. C. Airplanes may be flown to a maintenance base for repairs or replacements in accordance with FAR 21.197 and 21.199. All persons affected by this airworthiness directive who have not already received copies of the appropriate service bulletin 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. This document may also be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way, Seattle, Washington. This amendment becomes effective April 6, 1988.