Results
2005-07-10: The FAA is superseding an existing airworthiness directive (AD) for Rolls-Royce (1971) Limited, Bristol Engine Division (RR) model Viper Mk.601-22 turbojet engines. That AD currently requires reducing the life of certain 1st stage turbine rotor blades from 7,000 hours time-in-service (TIS) to 4,600 hours TIS, and provides a drawdown schedule for blades that have already exceeded the new reduced life limit. This AD requires the same actions but changes certain compliance times to be in agreement with RR Alert Service Bulletin (ASB) No. 72- A184, dated January 2001. This AD results from comments received on AD 2004-13-03, that the AD is unnecessarily more restrictive than the requirements in the associated RR ASB No. 72-A184. We are issuing this AD to prevent multiple failures of 1st stage turbine rotor blades that could result in a dual-engine shutdown.
2005-06-10: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 767-200, -300, and -300F series airplanes. This AD requires replacing the inboard fairing seal common to the vapor barrier seal of each strut assembly. This AD is prompted by discovery during production that a section of vapor barrier seal was missing from the spar web cavities of the upper aft struts of both wings. We are issuing this AD to prevent flammable fluids from leaking onto parts of a hot exhaust system of a shut-down engine of an airplane on the ground, which could result in ignition of the flammable fluids and an uncontained fire. This could also lead to an emergency evacuation of the airplane and possible injury to passengers.
2005-06-09: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-200B, 747-200C, 747-200F, 747-300, and 747SR series airplanes, equipped with GE CF6-45 or -50 series engines. This AD requires modifying the side cowl assemblies on the engines by replacing existing wear plates with new extended wear plates and installing new stop fittings. This AD is prompted by reports of a gap at the interface of the lower portion of the side cowl and the aft flange of the thrust reverser. We are issuing this AD to prevent an excessive quantity of air from entering the fire zone that surrounds the engine, which, in the event of an engine fire, could result in an inability to control or extinguish the fire.
2005-06-13: The FAA is adopting a new Airworthiness Directive (AD) to supersede AD 99-06-02, which currently applies to certain Fairchild Aircraft (Fairchild) SA226 and SA227 series airplanes. AD 99-06-02 requires you to repetitively inspect the wing spar center web cutout on both wings for cracks between Wing Station (WS) 8 and WS 17.5. That AD also requires you to repair any area found cracked before further flight. The repair will eliminate the need for the repetitive inspections on that particular wing spar. Since that AD became effective, we have determined that we inadvertently omitted certain Model SA227-CC/DC airplane serial numbers from the applicability. This AD retains the actions of AD 99-06-02 and adds additional Model SA227- CC/DC airplanes to the Applicability section. The actions specified in this AD are intended to detect and correct fatigue cracking of the wing spar center web cutout area, which could result in structural failure of the wing spar. This could lead to lossof control of the airplane. DATES: This AD becomes effective on May 2, 2005. On April 16, 1999 (64 FR 11761, March 10, 1999), the Director of the Federal Register approved the incorporation by reference of Fairchild Airframe Airworthiness Limitations Manual ST-UN-M001, Rev. No. C-6, dated April 7, 1998; Fairchild Airframe Inspection Manual ST- UN-M002, Rev. No. A-6, dated December 8, 1997; Fairchild Airframe Airworthiness Limitations Manual ST-UN-M003, Rev. No. 5, dated April 7, 1998; Fairchild SA226/227 Series Structural Repair Manual, part number (P/N) 27-10054-079, pages 57 through 90; Initial Issue: March 1, 1983; Revision 28, dated June 24, 1998; and Fairchild SA227 Series Structural Repair Manual, P/N 27-10054-127, pages 47 through 60; Initial Issue: December 1, 1991; Revision 7, dated June 24, 1998. As of May 2, 2005, the Director of the Federal Register approved the incorporation by reference of Fairchild Airframe Airworthiness Limitations Manual ST-UN-M001, SA227 Series, Reissue C, dated January 18, 1991; Fairchild Airframe Inspection Manual ST-UN-M002, SA226 Series, Reissue A, dated December 9, 1986; and Fairchild Airframe Airworthiness Limitations Manual ST-UN-M003, SA227 Commuter Category, Initial issue dated December 6, 1991.
2005-06-05: The FAA is adopting a new airworthiness directive (AD) for all McDonnell Douglas Model DC-8 airplanes. This AD requires an inspection of the pushrod assemblies for the left and right elevator control tabs to determine if the pushrod assemblies are made of aluminum or steel, replacing any assembly made of aluminum with an assembly made of steel or modifying existing steel assemblies, and other specified actions. This AD also requires an inspection of the crank assemblies for the inboard and outboard geared tabs of the elevator to determine if the crank assemblies are made of aluminum or steel, replacing any assembly made of aluminum with an assembly made of steel, and other specified actions. This AD is prompted by an accident involving a DC-8 airplane. The probable cause of the accident was a loss of pitch control resulting from the disconnection of the pushrod for the right elevator control tab. The pushrod dropped down and jammed in front of the control tab crank, causing alarge deflection of the control tab. We are issuing this AD to minimize the possibility of a control tab offset. A control tab offset could cause elevator deflection, an elevator airplane-nose-up condition, and reduced controllability of the airplane. This AD is also prompted by a report that the elevator on a McDonnell Douglas Model DC-8 airplane did not respond to command inputs from the flightcrew. We are also issuing this AD to minimize the possibility of crank assembly failure when the assembly is exposed to abnormal load conditions. Failure of a crank assembly could result in a jammed elevator and consequent reduced controllability of the airplane.
2005-05-15: The FAA is adopting a new airworthiness directive (AD) for Honeywell International Inc. (formerly AlliedSignal Inc. and Garrett Turbine Engine Co.) TFE731-2 and -3 series turbofan engines with certain part number (P/N) low pressure turbine (LPT) stage 1 disks installed. This AD requires for TFE731-2 and -2C series engines, initial and repetitive measurements and calculations to determine acceptance, and adjustment or replacement if necessary, of the LPT stage 1 nozzle assembly. This AD also requires for TFE731-3, -3A, -3AR, -3B, -3BR, and -3R series engines, replacement of LPT stage 1 disks with serviceable disks. This AD also allows replacement of the LPT stage 1 disk with a disk having a part number not listed in the AD as optional terminating action to the repetitive actions. This AD results from a report of an uncontained failure of the LPT stage 1 disk installed in a TFE731-3-1H turbofan engine. We are issuing this AD to prevent additional uncontained failure of the LPT stage 1 disk, and possible damage to the airplane.
2005-05-09: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-135 and -145 series airplanes. This AD requires modification of the mid, aft, and forward upper liners in the baggage compartment. The modification involves replacing the plastic lens protection grids on all upper liners with new, light metal lens protection grids. This AD is necessary to prevent the plastic lens protection grids from breaking away and exposing the lens as a source of fire, which could lead to fire damage to the aircraft systems and structure, and expose the passengers and crew to hazardous quantities of smoke. This action is intended to address the identified unsafe condition.
2005-05-06: The FAA is superseding an existing airworthiness directive (AD) for Rolls-Royce plc (RR) models RB211 Trent 768-60, Trent 772-60, and Trent 772-60 turbofan engines. That AD currently requires initial and repetitive surge margin testing of engines. This AD requires the same actions but at updated intervals. This AD also requires installation of updated software for the engine electronic controllers (EECs), and adds a terminating action for the surge margin testing requirement. This AD supersedure results from RR requiring EEC software to be revised, and extending the repetitive interval for surge margin testing for engines that have incorporated the software update for the EECs. This AD also results from RR introducing a stage 1 high pressure (HP) compressor casing and intermediate case outer location ring with wear-resistant coating, to reduce wear to prevent reduction in surge margin. We are issuing this AD to prevent a possible dual-engine in- flight surge, which could result in dual engine power loss.
2005-04-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2005-04-51 that was sent previously to all known U.S. owners and operators of certain Boeing Model 747-100B SUD, -200B, -200C, -200F, and -300 series airplanes by individual notices. This AD requires repetitive external detailed inspections for cracked skin or loose or missing fasteners of the body skin between body stations (BS) 420 and 460 inclusive and between stringers S-8 and S-12 inclusive on the left and right sides of the airplane, and a high frequency eddy current inspection for cracked frames if necessary. This AD also requires repair of any cracked frame or skin, and replacement of any loose or missing fastener. This AD is prompted by reports of large cracks common to fuselage frames in the upper deck area and severed or nearly severed adjacent frames. We are issuing this AD to detect and correct fatigue cracks in the frames and body skin at BS 420, 440, and 460 between stringers S-8 and S-12 inclusive, which could lead to severed frames, and consequent rapid decompression and loss of the structural integrity of the airplane.
2005-04-08: The FAA is superseding an existing Priority Letter Airworthiness Directive (AD) for Hartzell Propeller Inc. model HC-B3TN- 5( )/T10282( ) propellers. That AD currently requires initial and repetitive inspections of the blade pilot tube bore area. This ad requires the same inspections. This AD results from a review of all currently effective ADs. That review determined that Priority Letter AD 88-24-15 was not published in the Federal Register to make it effective to all operators, as opposed to just the operators who received actual notice of the original Priority Letter AD. This AD also results from the discovery that the original AD omitted an airplane model with a certain Supplemental Type Certificate (STC) from the applicability. We are issuing this AD to prevent possible blade failure near the hub which can result in blade separation, engine separation, damage to the airplane, and possible loss of the airplane.