Results
2001-25-03: This amendment adopts a new airworthiness directive (AD) that applies to certain Cirrus Design Corporation (CDC) Models SR20 and SR22 airplanes. This AD requires you to inspect one time for understrength rivets on the elevator torque tube and rudder hinge and replace any understrength rivets. This AD is the result of CDC notifying FAA that understrength rivets were mixed in production supplies. The actions specified by this AD are intended to detect and replace understrength rivets in the elevator and rudder, which could result in failure of the control surfaces. Such failure could lead to a loss of control of the airplane in flight.
63-27-05: 63-27-05 VICKERS: Amdt. 39-864. Amendment 658 (28 F.R. 13931) as amended by Amendment 39-126 (30 F.R. 11029) is further amended by Amendment 39-864. Applies to Viscount Models 744, 745D and 810 Series Airplanes. Compliance required as indicated. Fatigue failures have occurred in the fuselage leading edge frame and associated structure. To preclude further failures accomplish the following: (a) Fuselage frame: (1) Within 200 landings after the effective date of this AD on aircraft which have attained 8,000 landings, unless already accomplished within the preceding 500 landings, conduct initial visual inspection for cracks in accordance with the applicable Vickers Preliminary Technical Leaflet referenced herein. Accomplish repair in (2) or (3) as applicable, before further flight if the inspection reveals any of the following: (i) Cracks in the frame joint pressing or in the floor beam or in the floor beam joint plates - either in the flanges or running towards the flanges or in the heel line of the flanges. (ii) Any single crack not defined in (a)(1)(i), greater in length than 1.5 inches. (iii) Two or more cracks not defined in (a)(1)(i). (2) Model 744 and Model 745D cracked frame joint pressings must be repaired/reinforced per Modification D.3059, or any alternative scheme which has been approved by the Chief, Aircraft Certification Division, Europe, Africa and Middle East Area. (3) Model 810 Series aircraft. Figure 2, PTL 106 Issue 3 of later ARB- approved issue illustrates a temporary repair scheme, applicable only where unacceptable cracks, confined to the areas indicated in Figure 1 of the reference PTL are present. Unacceptable cracks, outside those areas must be repaired/reinforced in accordance with Mod. FG.1928 part (b). Any alternative scheme which has been approved by the Chief Aircraft Certification Division, Europe, Africa and Middle East Area may be used. (4) Subsequent to the initial inspection, per (1), aircraft are considered serviceable if the following repetitive inspections of the frame structure are accomplished at the periods indicated. (i) Within every 700 landings: (a) When no cracks are present. (b) Where any acceptable single crack not greater in length than 1.5 inches is present. (c) When VTO/700/169 or any other temporary repair scheme approved by the aircraft manufacturer or by the Chief, Aircraft Certification Division, Europe, Africa and Middle East Area, has been incorporated. (ii) At routine overhaul periods not later than every 12,000 flying hours: After reinforcement of the frame structure by incorporation of Mod. D3059 (for 744 and 745D) or Mod. FG.1928 part (b) (for 810), or any alternative reinforcement approved by the aircraft manufacturer, or by the Chief, Aircraft Certification Division, Europe, Africa and Middle East Area. (Continental Air Lines Repair/Reinforcing Scheme 753-43079 has been approvedby the aircraft manufacturer for aircraft repaired/reinforced prior to the effective date of this AD.) (b) Inspection of top spigot and socket fittings and attachment bolts: (1) From effective date of this AD within 1,000 landings on aircraft which have already attained 12,000 landings or within 2,000 landings on aircraft which have accumulated between 8,000 and 12,000 landings, unless already accomplished, conduct initial visual in situ inspection of the spigot and socket fittings for cracks and the associated attachment bolts for damage, in accordance with the applicable PTL referenced herein. Cracked fittings or damaged bolts must be replaced before further flight. Initial inspection of replacement fittings with new original type fittings need not be conducted until these fittings have accumulated 8,000 landings. (2) Subsequent to the initial inspection in (b)(1) conduct repetitive inspections within every 2,000 landings until Mod. D3072 Part (a) or part (d) (for744 and 745D) Mod. FG 1928 Part (a) or Part (d) (for 810) is embodied. Inspect modified fittings at routine overhaul periods not later than every 12,000 hours' time in service. (3) Modified fittings shall be used in pairs. Single modified fittings shall not be used to replace unserviceable unmodified items. (4) Modification D.3129 (for 744 and 745D) Modification FG. 2011 (for 810) introduce oversize top fitting attachment bolts. Strict compliance with paragraph B(2)(i), (ii), or (iii) of the applicable referenced PTL is required should operators incorporate these oversize bolts on a voluntary basis. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Division, Europe, Africa and Middle East Area, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for that type of airplane. (British Aircraft Corporation (Operating) Ltd. PTL 242 Issue 3 or later ARB-approved issue (700 Series) and Modifications D.3059, D.3072 and D.3129 (for 744 and 745D airplanes) PTL 106 Issue 3 or later ARB-approved issue (800/810 Series) and Modifications FG. 1928 and FG. 2011 (for 810 Series airplanes) cover this subject.) This directive effective January 21, 1964. Revised August 26, 1965. Revised October 30, 1969.
2017-12-06: We are adopting a new airworthiness directive (AD) for all Airbus Model A300 series airplanes; 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 is intended to complete certain mandated programs [[Page 27980]] intended to support the airplane reaching its limit of validity (LOV) of the engineering data that support the established structural maintenance program. This AD requires inspecting the forward passenger doors to identify the part number, and for affected doors, inspecting to identify existing repairs and doing corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2017-12-03: We are adopting a new airworthiness directive (AD) for certain Pratt & Whitney Division (PW) PW2037, PW2037M, and PW2040 turbofan engines. This AD was prompted by an unrecoverable engine in-flight shutdown (IFSD) after an ice crystal icing event. This AD requires installing a software standard eligible for installation and precludes the use of electronic engine control (EEC) software standards earlier than SCN 5B/I. We are issuing this AD to correct the unsafe condition on these products.
2001-22-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2001-22-51, which was sent previously to all known U.S. owners and operators of Agusta S.p.A. (Agusta) Model A119 helicopters by individual letters. This AD requires removing a certain part-numbered tail rotor blade (blade) on or before accumulating 50 hours time-in-service (TIS). This AD also requires visually or dye penetrant inspecting each blade at specified time intervals and removing any cracked blade before further flight. This AD is prompted by the discovery of a fatigue crack on a blade during an inspection. The actions specified by this AD are intended to prevent failure of a blade and subsequent loss of control of the helicopter.
2001-25-01: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-8-33, -43, -51, -52, -53, and -55 series airplanes; Model DC-8F-54, and -55 series airplanes; and Model DC-8-61, -61F, -62, -62F, -63, -63F, -71, -71F, -72, -72F, -73, and -73F series airplanes. This action requires repetitive inspections of the electrical connectors of the explosive cartridge wiring of the engine fire extinguisher containers to verify if the identification number labels are installed and legible; repetitive electrical tests of all explosive cartridge wiring of the engine fire extinguisher containers to verify proper installation and function; and corrective actions, if necessary. This action is necessary to detect and correct cross-wired electrical connectors of the fire extinguishing system, which could release fire extinguishing agent into the incorrect engine nacelle in the event of an engine fire.
2001-23-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2001-23-51 that was sent previously to all known U.S. owners and operators of certain Airbus Model A300 B4-600, B4-600R, and F4-600R (collectively called A300-600) series airplanes; and Model A310 series airplanes by individual notices. This AD requires a one-time detailed visual inspection to detect repairs and alterations to, and damage of the vertical stabilizer attachment fittings, including the main attachment lugs and the transverse (side) load fittings; and the rudder hinge fittings, hinge arms, and support fittings for all rudder hinges, and rudder actuator support fittings; and repair, if necessary. This AD also requires that operators report results of inspection findings to the FAA. This action is prompted by an airplane accident shortly after takeoff from John F. Kennedy International Airport, Jamaica, New York. The actions specified by this AD are intended to preventfailure of the vertical stabilizer-to-fuselage attachment fittings or transverse (side) load fittings, or rudder-to-vertical stabilizer attachment fittings, which could result in loss of the vertical stabilizer and/or rudder and consequent loss of control of the airplane.
2017-12-11: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by a report that the equipment racks were not designed to support the actual weight of all the equipment and the secondary direct current power centers under all loading conditions. This AD requires modifying the equipment racks. We are issuing this AD to address the unsafe condition on these products.
2010-26-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive inspections for cracking in the body skin around the aft corners of the nose wheel well; for certain airplanes, repetitive inspections for cracking in the skin splice plate at the aft corners of the nose wheel well; and related investigative and corrective actions if necessary. This AD also requires repetitive post-modification inspections for cracking in the body skin and the skin splice plate; for certain airplanes, an inspection for steel cross-shaped doublers on the larger aluminum doublers; and corrective action if necessary. This AD also requires repetitive surface high frequency eddy current (HFEC) inspections of a certain bulkhead outer chord, skin splice plate, and outer chord radius filler for cracking; repetitive detailed inspections for cracking of the bulkhead frame web and body skin; and corrective actions if necessary. This AD provides for optional terminating action for certain repetitive inspections. This AD was prompted by reports of cracking of the fuselage skin and adjacent internal skin splice plate at the left and right nose wheel well aft corners, and the outer chord of the body station (BS) 400 bulkhead. We are issuing this AD to detect and correct cracking of the fuselage skin or splice plate, which, together with cracking of the bulkhead outer chord, could result in large skin cracks and subsequent in-flight rapid decompression of the airplane.
91-09-04: 91-09-04 AEROSPATIALE: Amendment 39-6971. Docket No. 90-NM-255-AD. Applicability: All ATR42-300 and ATR42-320 series airplanes, post Modification 1572, as listed in Aerospatiale Service Bulletin ATR42-53-0057, Revision 2, dated November 9, 1990, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the fuselage, accomplish the following: A. Within 250 hours time-in-service after the effective date of this AD, perform a high frequency eddy current (HFEC) inspection of the webs of main Frame 25 and Frame 27 (right and left sides) between Stringer 6 and Stringer 7, in accordance with Aerospatiale Service Bulletin ATR42-53-0057, Revision 2, dated November 9, 1990. B. If no crack is found, the airplane may be returned to service. C. If the crack length is less than 50.8 mm (2 inches), prior to further flight, stop drill holes at the ends of the crack, in accordance withAerospatiale Service Bulletin ATR42-53-0057, Revision 2, dated November 9, 1990; and 1. Perform a detailed visual inspection of the crack ends within 250 hours time-in-service following repair. If the crack length is more than 50.8 mm (2 inches), proceed to paragraph D. of this AD. 2. Within 425 hours time-in-service following repair, accomplish Modification 15 S 535 R 00 38, in accordance with the service bulletin. D. If the crack length is more than 50.8 mm (2 inches), prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. E. 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. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and thensend it to the Manager, Standardization Branch, ANM-113. F. 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6971, AD 91-09-04) becomes effective on May 28, 1991.