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2016-18-04: We are superseding Airworthiness Directive (AD) 2013-24-12 for all The Boeing Company Model 747-8 and 747-8F airplanes. AD 2013-24-12 required repetitive ultrasonic or dye penetrant inspections for cracking of the barrel nuts and bolts on each forward engine mount, and related investigative and corrective actions if necessary. This new AD retains the requirements of AD 2013-24-12 and also requires installing new barrel nuts at the forward engine mounts; or identifying the part number of the barrel nuts, inspecting affected barrel nuts for gaps of the strut bulkhead and forward engine mount, and doing related investigative and corrective actions if necessary. This new AD also removes airplanes from the applicability. This new AD also requires revising the maintenance or inspection program, as applicable, to include a new structurally significant item. This AD was prompted by our determination that it is necessary to mandate the installation of new barrel nuts or new inspectionsto adequately address the unsafe condition. We are issuing this AD to detect and correct cracked barrel nuts on a forward engine mount, which could result in reduced load capacity of the forward engine mount, separation of an engine under power from the airplane, and consequent loss of control of the airplane.
2001-11-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737, 747, and 777 series airplanes, that requires replacement of the seat track fittings on all passenger seats with new, improved fittings. The actions specified by this AD are intended to prevent unrestrained movement of the passenger seats during high forward deceleration of the airplane, which could result in injury to the passengers or crew members during an emergency landing.
83-23-02 R1: 83-23-02 R1 SIAI-MARCHETTI: Amendment 39-4850. Applies to all Model S.205-18/F, S.205-20/F, S.205-18/R, S.205-20/R, S.205-22/R, S.208 and S.208-A (all serial numbers) series airplanes certificated in any category. Compliance: Required as indicated, unless previously accomplished within the last 50 hours time-in-service. To preclude the malfunction of the flap system, accomplish the following: (a) Before further flight and thereafter at intervals not to exceed 50 hours time-in- service from the last inspection, remove inspection panel Part Number (P/N) 205-3-022-17 and visually inspect, using a light and mirror, the rear side of each wing rear spar around the attachment holes of the flap hinges attach brackets, P/N 205-3-010-01, P/N 205-3-010-02, P/N 205-3-010-03 and P/N 205-3-010-04, in accordance with the INSTRUCTIONS FOR INSPECTION described in SIAI-Marchetti Service Bulletin 205B57, R.A.I. approved December 6, 1983. (1) If no cracks are found or if the cracks do not exceed any of the criteria listed below, reinspect per paragraph (a) every 50 hours time-in-service. (i) Four (4) cracked holes on any one wing rear spar, or (ii) a single crack extending more than 15 mm. (19/32 in.) from the center of a flap hinge attachment hole, or (iii) two (2) cracked holes at a single flap hinge attachment location. (2) If cracks are found that exceed the limits stated in paragraph (a) (1) of this AD, and if no one single crack extends more than 20 mm. (25/32 in.) from the center of a flap hinge attachment hole, prior to further flight modify the rear spar on both wings in accordance with the INSTRUCTIONS FOR MODIFICATION described in SIAI-Marchetti Service Bulletin 205B57, R.A.I. approved December 6, 1983. (3) If any one single crack extends more than 20 mm. (25/32 in.) from the center of a flap hinge attachment hole, prior to further flight contact the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium, for appropriate corrective action to be accomplished before the airplane is returned to service. (b) The interval between repetitive inspections required by paragraph (a) of this AD may be increased to 100 hours time-in-service upon incorporation of the modification described in SIAI-Marchetti Service Bulletin 205B57. (c) The intervals between the repetitive inspections, required by this AD, may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where the inspection, as specified by this AD, may be accomplished. (e) An equivalent means of compliance with this AD may be used, if approved by the Manager, Aircraft Certification Staff, AEU-100, FAA, c/o American Embassy, Brussels, Belgium. This amendment becomes effective on April 30, 1984, to all persons except those to whom it has already been made effective by priority letter from the FAA dated November 10, 1983.
78-18-03: 78-18-03 HILLER AVIATION: Amendment 39-3291. Applies to Model UH-12D and UH-12E helicopters which have been converted to turbine power in accordance with Soloy Conversions, Limited, STC Nos. SH177WE and SH178WE respectively, certificated in all categories. Compliance required as indicated unless already accomplished. To reduce the possibility of drive shaft failure due to internal corrosion and subsequent helicopter structural and control system damage, accomplish the following: A. Within the next 600 hours time in service, or 6 months calendar time, whichever occurs first after the effective date of this AD, perform the inspection and modifications and/or replacements, as appropriate, of the Soloy P/N 560-2408 shaft in accordance with Soloy Conversions, Limited Service Bulletin 05-560 dated May 19, 1978, or later FAA approved revisions. B. Equivalent methods of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest 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). All persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Soloy Conversions, Ltd., Post Office Box 60, Chehalis, Washington 98532. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment becomes effective October 6, 1978.
2016-18-05: We are adopting a new airworthiness directive (AD) for PILATUS AIRCRAFT LTD. Models PC-12, PC-12/45, PC-12/47, and PC-12/47E airplanes installed with an affected engine mounting frame assembly. 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 longitudinal material separation on the internal surface of the engine mounting frame assembly tubes. We are issuing this AD to detect and correct this condition, which could lead to partial or complete failure of the structural joint and possibly result in in-flight detachment of the engine with consequent loss of control.
2016-17-16: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by in-service reports of passenger door tensator spring failures, and qualification testing indicating that non-conforming tensator springs could be susceptible to failure prior to reaching their safe-life limit. This AD requires revising the maintenance or inspection program to incorporate certain temporary revisions, and replacing the passenger door tensator springs with new springs. We are issuing this AD to prevent tensator spring failure, resulting in the inability to open the main passenger door, which could impede evacuation in the event of an emergency.
2001-11-06: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-100 series airplanes, that currently requires repetitive inspections to detect cracking of the outer chord of the body station (BS) 1480 upper and lower bulkhead and longeron splice fitting; repair, if necessary; and modification of the skin splice plate, the outer chord splice fitting, and the stringer interface of the lower bulkhead, if necessary. This amendment revises the applicability of the existing AD to add additional airplanes, requires accomplishment of previously optional inspections and clarifies those inspections, extends certain compliance times, and requires additional work in certain areas. This amendment is prompted by reports that fatigue cracking has been found in the outer chord of the BS 1480 bulkhead at the overwing longeron splice on airplanes not subject to the existing AD. The actions specified by this AD are intended to detect and correct fatiguecracking of the skin, splice fittings, bulkhead web, and outer chord of the BS 1480 upper and lower bulkhead and longeron splice fitting, which could result in reduced structural integrity of the fuselage and the inability to carry limit load.
91-21-08: 91-21-08 BRITISH AEROSPACE: Amendment 39-8055. Docket No. 91-NM-50-AD. Supersedes AD 90-08-18. Applicability: Model BAC 1-11 200 and 400 series airplanes on which Modification PM1573 has been incorporated, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the tailplane, accomplish the following: A. Perform the following specified initial inspections to detect corrosion and cracks in the tailplane lower skin panel and stringers: 1. Perform an external visual inspection, in accordance with British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 2, dated September 5, 1990, prior to the latest of the following compliance times: a. Within 90 days after the effective date of this AD; or b. Within one year after the most recent external visual inspection to detect corrosion and cracks in the tailplane lower skin panel and stringer that was accomplished in accordance with AD 90-08-18, Amendment 39-6578 (British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 1, dated July 24, 1981); or c. Within ten years of the date of manufacture of the airplane. 2. Perform a detailed internal visual inspection, in accordance with British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 2, dated September 5, 1990, prior to the latest of the following compliance times: a. Within 270 days after the effective date of this AD; or b. Within 3 years after the most recent internal visual inspection to detect corrosion and cracks in the tailplane lower skin panel and stringer that was accomplished in accordance with AD 90-08-18, Amendment 39-6578 (British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 1, dated July 24, 1981); or c. Within ten years of the date of manufacture of the airplane. B. Repeat the inspections required by paragraph A. of this AD, at the following intervals:1. External visual inspections must be repeated at intervals not to exceed one year. 2. Internal visual inspections must be repeated at intervals not to exceed three years. NOTE: These inspections can be combined, as long as the repetitive interval indicated for each type is not exceeded. C. If corrosion is found as a result of the visual inspection required by paragraph A. or B. of this AD, prior to further flight, accomplish the following, in accordance with the Accomplishment Instructions in British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 2, dated September 5, 1990. 1. If corrosion found is within the limits specified in the Structural Repair Manual, Chapter 55-01-0, Table 1, repair the affected area and restore the protective treatment, in accordance with paragraph 2.2.1 of the service bulletin. 2. If corrosion found is outside the limits specified in the Structural Repair Manual, Chapter 55-01-0, Table 1, but has not completelypenetrated the skin, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. 3. If corrosion found is outside the limits specified in the Structural Repair Manual, Chapter 55-01-0, Table 1, and one or more areas have completely penetrated the skin, perform an internal visual inspection of the tailplane bottom skin and stringers to establish the extent and depth of corrosion, and repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. D. If cracks are found, 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 then send 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. G. The inspection and repair requirements shall be done in accordance with British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 2, dated September 5, 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041-0414. 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.Airworthiness Directive 91-21-08 supersedes AD 90-08-18, Amendment 39-6578. This amendment (39-8055, AD 91-21-08) becomes effective on November 19, 1991.
2016-17-13: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes. This AD was prompted by two in-service incidents of a loss of all air data information in the flight deck. This AD requires a revision of the airplane flight manual (AFM) emergency procedures section to provide procedures to guide the crew on how to stabilize the airplane airspeed and attitude for continued safe flight when a loss of all air data information has occurred in the flight deck. We are issuing this AD to prevent loss of control when a loss of all air data information has occurred in the flight deck.
2010-23-10: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires repetitive high frequency eddy current inspections to detect cracking in the vertical radius (also known as the "vertical leg'') of the upper cap of the center wing rear spar, and repair if necessary. This new AD expands the area to be inspected by including inspections to detect cracking of the horizontal flange of the upper cap of the left and right center wing rear spar, and repair if necessary. This new AD also adds certain airplanes to the applicability. This AD was prompted by reports of cracking in the vertical radius of the upper cap of the center wing rear spar, and the horizontal flange on the inboard side of the of the rear spar upper cap, which resulted from stress corrosion. We are issuing this AD to detect and correct cracking in the vertical leg or the horizontal flange of the upper cap of the left or right center wing rear spar, which could cause a possible fuel leak, damage to the wing skin, and structural failure of the upper cap, and result in reduced structural integrity of the airplane.