Results
2021-07-03: The FAA is superseding Airworthiness Directive (AD) 2015-05- 03, which applied to certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. AD 2015-05-03 required revising the existing maintenance or inspection program, as applicable, to incorporate new or revised maintenance requirements and airworthiness limitations, and incorporating structural repairs and modifications to preclude widespread fatigue damage (WFD). This AD continues to require the actions specified in AD 2015-05-03. This AD also requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, and incorporating additional structural repairs and modifications to preclude WFD. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary, as well as the corresponding structural repairs and modifications to preclude WFD. The FAA is issuing this AD to addressthe unsafe condition on these products.
2005-18-01: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CT7-5A2, -5A3, -7A, -7A1, -9B, -9B1, and -9B2 turboprop engines, with stage 2 turbine aft cooling plate, part number (P/N) 6064T07P01, 6064T07P02, 6064T07P05, or 6068T36P01 installed. This AD requires a onetime eddy current inspection (ECI) of certain P/N stage 2 turbine aft cooling plate boltholes. This AD results from reports of six stage 2 turbine aft cooling plates found cracked during inspection. We are issuing this AD to prevent stage 2 aft cooling plate separation, resulting in uncontained engine failure and damage to the airplane.
78-17-04: 78-17-04 GENERAL DYNAMICS: Amendment 39-3283. Applies to all Model 340 and 440 series and C-131E airplanes in passenger configuration, including those modified for turbopropeller power, certificated in all categories. To insure that the passenger emergency escape window release handle access door can be opened, accomplish the following: (a) Within the next 10 hours time in service from the effective date of this AD unless already modified in accordance with paragraph (c) or (d), check each passenger emergency escape window release handle cover assembly to assure that the release handle access door swings open without restriction. If the release handle access door cannot be opened, modify the cover assembly per General Dynamics Alert Service Bulletin 640(340D)-25-A10 dated July 12, 1978 prior to the next flight. (b) Repeat the checks specified in (1) on all unreworked cover assemblies prior to first flight of each day pending accomplishment of the rework defined in General Dynamics Alert Service Bulletin 640(340D)-25-A10 dated July 12, 1978. (c) Within 30 days or 50 hours time in service, whichever occurs earlier from the effective date of this AD, accomplish the rework defined in the General Dynamics Service Bulletin noted in paragraph (b) at which time checks required by this AD may be discontinued. (d) Alternate methods of insuring that the release handle access door can be opened may be used if approved by the Chief, Aircraft Engineering Division, FAA, Western Region. (e) The checks specified in this AD may be performed by flight crew personnel. (f) Record the accomplishment of check in a record maintained by the operator. This amendment becomes effective September 5, 1978.
92-06-12: 92-06-12 BELL HELICOPTER TEXTRON, INC.: Amendment 39-8192. Docket No. 90-ASW-48. Applicability: All Model 206A, 206B, 206L, 206L-1, and 206L-3 helicopters, certificated in any category, with the main transmission sungear, part number (P/N) 206-040-662-101, installed. Compliance: Required as indicated, unless already accomplished. To prevent premature wear of the sungear and mating spur gears which could result in transmission failure, accomplish the following: (a) At the next inspection interval for the main transmission sungear, P/N 206-040-662-101, but no later than 1,500 hours' time in service after the effective date of this AD, remove and replace sungears which have the following serial numbers: SD-0005 SD-0010 SD-0020 SD-0022 SD-0023 SD-0024 SD-0025 SD-0026 SD-0027 SD-0031 SD-0033 SD-0034 SD-0035 SD-0036 SD-0037 SD-0039 SD-0040 SD-0043 SD-0044 SD-0046 SD-0054 SD-0055 SD-0057 SD-0060 SD-0062 SD-0065 SD-0066 SD-0067 SD-0068 SD-0069 SD-0071 (b) In conjunction with (a), inspect the pinion spur gears which mate with the above listed sungears for micro pitting or hardlines in the gear teeth due to the insufficient tip relief, or improper tooth profile of the sungear. Determine if wear or damage is within specified limits according to the applicable BHTI maintenance, repair and overhaul manuals. (c) If wear or damage exceeds the specified limits, remove and replace the affected spur gears with serviceable parts before further flight. (d) An alternative method of compliance or adjustment of the compliance times which provides an acceptable level of safety may be used if approved by the Manager, Rotorcraft Certification Office, ASW-170, Rotorcraft Directorate, Aircraft Certification Service, FAA, Fort Worth, Texas, 76193-0170. (e) Bell Helicopter Textron, Inc., Alert Service Bulletins No. 206-90-56, Rev. A, dated 1/15/91 or 206L-90-69, Rev. A, dated 1/15/91, as applicable, provide an acceptable, alternate means of compliance with this AD. (f) This amendment becomes effective on April 13, 1992.
96-20-05: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 767 series airplanes, that requires repetitive operational tests to verify proper deployment of the ram air turbine (RAT), and replacement of the rotary actuator motor with a new or serviceable rotary actuator motor, if necessary. This amendment is prompted by reports of corroded rotary actuator motors of the RAT found on in-service airplanes. The actions specified by this AD are intended to ensure that the RAT actuator motor is not corroded to the point where it may result in the failure of the RAT to deploy and subsequently result in loss of emergency hydraulic power to the flight controls in the event that power is lost in both engines.
2021-07-04: The FAA is adopting a new airworthiness directive (AD) for all ATR-GIE Avions de Transport Regional Model ATR42 airplanes and Model ATR72 airplanes. This AD was prompted by in-service data, which revealed that the minimum operating airspeeds in severe icing conditions, computed to provide adequate stall margins, do not provide sufficient margins to stall speeds at high bank angle while exiting severe icing conditions. This AD requires revising the existing aircraft flight manual (AFM) and applicable corresponding operational procedures to provide emergency procedures and limitations for operating in severe icing conditions, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
92-24-04: 92-24-04 BOEING: Amendment 39-8409. Docket No. 92-NM-103-AD. \n\n\tApplicability: Model 737-300, -400, and -500 series airplanes; as listed in Boeing Alert Service Bulletin 737-78A1055, dated April 2, 1992, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent uncommanded deployment of the thrust reverser, accomplish the following: \n\t(a)\tWithin 12 months after the effective date of this AD, modify the engine thrust reverser control system, in accordance with Boeing Alert Service Bulletin 737-78A1055, dated April 2, 1992. \n\n\t(b)\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO.\n \n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Seattle ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(d)\tThe modification shall be done in accordance with Boeing Alert Service Bulletin 737-78A1055, dated April 2, 1992. 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on December 14, 1992.
96-19-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Gates Learjet Model 35 and 36 series airplanes that have been modified in accordance with Raisbeck Supplemental Type Certificate (STC) SA766NW, that requires a reduction of the maximum operating limit speed on the affected airplanes to prevent encountering certain potentially hazardous conditions. This amendment is prompted by reports of incidents of aileron buffet or buzz experienced during high speed cruise. The actions specified by this AD are intended to prevent aileron buffet or buzz conditions, which can result in the deterioration of the aircraft lateral control system characteristics to an unacceptable level.
2004-03-24: This amendment adopts a new airworthiness directive (AD) that is applicable to all Airbus Model A330-200, A330-300, A340-200, and A340-300 series airplanes. This action requires a revision of the airplane flight manual to include procedures for a pre-flight elevator check before each flight, repetitive inspections for cracks of the attachment lugs of the mode selector valve position transducers on the elevator servocontrols, and corrective actions if necessary. This action is intended to advise the flightcrew of the potential for an undetected inoperative elevator, and of the action they must take to avoid this hazard. This action is necessary to ensure proper functioning of the elevator surfaces, and to detect and correct cracking of the attachment lugs, which could result in partial loss of elevator function and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
77-11-02: 77-11-02 MESSERSCHMITT-BOLKOW-BLOHM GmbH: Amendment 39-2912. Applies to Model BO-105 helicopters, certificated in all categories. Compliance is required as indicated. To prevent the possible failure of the main rotor hub quadruple nuts and the consequent loss of the main rotor, accomplish the following: (a) For main rotor hub quadruple nuts, P/N's 105-14101.19 and 105-14101.20 and associated bolts, P/N's 105-14101.22 and 105-14101.23, with more than 1,400 hours total time in service, within the next 100 hours time in service after the effective date of this AD, unless already accomplished within the last 200 hours time in service, and thereafter at intervals not to exceed 300 hours time in service from the last inspection, remove the quadruple nuts and associated bolts and inspect them for cracks using a magnaflux process, or an FAA-approved equivalent. (b) If a crack is found in a nut or bolt during any of the inspections required by this AD, before further flight, replace the cracked part with a serviceable part of the same part number. For parts installed as replacements, before the accumulation of 1,500 hours total time in service on the replacement parts and thereafter at intervals not to exceed 300 hours time in service from the last inspection, remove the replacement quadruple nuts and associated bolts and inspect them for cracks using a magnaflux process or an FAA-approved equivalent. (c) Before the accumulation of 2,400 hours total time in service on a quadruple nut or bolt specified in paragraph (a) of this AD, replace the quadruple nuts and associated bolts with serviceable nuts and bolts of the same part numbers and comply with paragraphs (a) and (b) of this AD for the replacement parts. (MBB Service Bulletin No. 10-18 dated July 18, 1975, covers this same subject.) This amendment becomes effective June 14, 1977.
2021-05-19: The FAA is adopting a new airworthiness directive (AD) for Sikorsky Aircraft Model S-61L, S-61N, S-61NM, and S-61R helicopters and Sikorsky Aircraft Corporation Model S-61A, S-61D, S-61E, and S-61V restricted category helicopters. This AD was prompted by the manufacturer determining that there may be arm assemblies in service that have accumulated 15,000 or more hours time-in-service (TIS), which exceeds the service life limit for this component. This AD requires reviewing the mixer unit component log card or equivalent record and, depending on the number of hours TIS, calculating the remaining life of the arm assembly or removing the arm assembly from service. The FAA is issuing this AD to address the unsafe condition on these products.
96-18-21: This amendment supersedes Airworthiness Directive (AD) 75-26-15, which currently requires repetitively inspecting the aileron mass balance clamp unit attachment for looseness on Pilatus Britten-Norman Ltd. (Pilatus Britten-Norman) BN-2A and BN2A MK. 111 series airplanes, and modifying the aileron and mass balance clamp unit if any looseness is found. The Federal Aviation Administration's policy on aging commuter-class aircraft is to eliminate or, in certain instances, reduce the number of certain repetitive short-interval inspections when improved parts or modifications are available. This action retains the repetitive inspections required by AD 75-26-15, and requires modifying the aileron and mass balance unit (at a certain time) as terminating action for the repetitive inspection requirement. The actions specified in this AD are intended to prevent failure of the aileron mass balance attachment, which could result in loss of control of the airplane.
77-07-07: 77-07-07\tAVCO LYCOMING: Amendment 39-2864 as amended by Amendment 39-3415. Applies to the O-320-H2AD series Lycoming engines Serial Numbers L-101-76 thru L-1049-76. \n\tCompliance required within 50 hours in service after the effective date of this AD, unless previously accomplished. \n\tTo prevent the incorrect installation of the P/N LW-14784 or the P/N LW-15481 oil level gage modify the P/N 75675 oil filler extension by installing a P/N LW-15498 perforated sleeve as follows: \n\t(a)\tRemove the P/N 75675 oil filler extension from the engine. \n\t(b)\tInsert the P/N LW-15498 perforated sleeve in the oil filler extension. Make certain that the flanged end rest evenly against the recessed surface below the threads inside of the oil filler extension. Locate and mark the perforated sleeve where it protrudes through the base of the oil filler extension. \n\t(c)\tAfter locating this position, remove the perforated sleeve from the oil filler extension and insert a length of 3/4 inch diameter steel rod into the sleeve. Place the steel rod and sleeve in a vise or other suitable holding device and with a narrow chisel cut the perforated sleeve as shown in figure 1 at the location marked per instructions of item (b) of this AD. \n\t(d)\tRemove the 3/4 inch diameter steel rod and install the perforated sleeve in the oil filler extension. Bend the chiseled section of the perforated sleeve at the seam to form a tab as shown in figure 2. \n\n\n\n\t(e)\tInstall the reworked oil filler extension and perforated sleeve in the engine, making certain that the P/N 70457 gasket is properly in place between the oil filler extension and the engine crankcase. Install either P/N LW-14784 or P/N LW-15481 oil level gage. Apply lockwire as required. \n\t(f)\tUpon submission of substantiating data through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance time. \n\t(Note: AVCO Lycoming Service Bulletin No. 407A covers this subject). \n\tAmendment 39-2864 became effective April 11, 1977. \n\tThis amendment 39-3415 is effective February 20, 1979
78-12-10: 78-12-10 SHORT BROTHERS LIMITED: Amendment 39-3236. Applies to Model SD3-30 airplanes certificated in all categories. Compliance is required prior to the accumulation of 4000 landings or prior to accumulating 25 landings after the effective date of this AD, whichever occurs later, unless already accomplished, and thereafter at intervals not to exceed 4000 landings. To prevent failure of the rod end bearing of the nose wheel steering actuator, replace the rod end bearing, P/N MS 21242S8K, with a new part of the same part number in accordance with Section 10, "Accomplishment Instructions" of Menasco Manufacturing Service Bulletin 32-21, dated January 11, 1978, or an FAA approved equivalent. NOTE: Short Brothers Limited Service Bulletin SD3-32-37 covers this same subject. This amendment becomes effective June 26, 1978.
96-18-04: This amendment supersedes two existing airworthiness directives (AD), applicable to certain Boeing Model 737-300, -400, and -500 series airplanes, that currently require modification of the packing and slide containers of the escape slide, and repetitive inspections of the velcro girt retaining straps of the escape slides at the forward door. The existing AD's were prompted by reports of slide girt material interfering with the girt bar stowage brackets during door opening. This new amendment requires the installation of a new modification, which constitutes terminating action for the repetitive inspection requirements. The actions specified by this amendment are intended to prevent failure or interference of opening of the forward doors, which could delay or impede the evacuation of passengers during an emergency.
2021-04-21: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model EC120B helicopters. This AD was prompted by a report of broken and bent attachment bolts of the main rotor (MR) hub scissors assembly. This AD requires an inspection of the attachment bolts of the MR hub scissors assembly for discrepancies and repair if necessary; part marking of the attachment bolts of the MR hub scissors assembly; and repetitive inspections of the part marking of the attachment bolts, and repair if necessary; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2021-05-15: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model AS332C, AS332C1, AS332L, and AS332L1 helicopters. This AD was prompted by a report that the cabin lateral sliding plug door failed its emergency jettisoning test; subsequent investigation revealed that the jettison handle cable interfered with the cable clamps. This AD requires modifying the release system of each cabin lateral sliding plug door, or modifying the design of the jettison system of each cabin lateral sliding plug door, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
91-21-12: 91-21-12 BOEING: Amendment 39-8059. Docket No. 91-NM-86-AD. \n\n\tApplicability: Model 737, 757, and 747-400 series airplanes, equipped with Boeing part number (P/N) 285U0037-104, -105, -201, -202, or -203 series radio control panels, certificated in any category. \n\n\tCompliance: Required within 12 months of the effective date of this AD unless previously accomplished. \n\n\tTo prevent uncommanded frequency changes of the high frequency (HF) and very high frequency (VHF) radios, accomplish the following: \n\n\t(a)\tRemove the P/N 285U0037-104, -105, -201, -202, or -203 series radio control panels and replace them with panels approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t(b)\tAn 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, Seattle Aircraft Certification Office (ACO), 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, Seattle ACO. \n\n\t(c)\tSpecial 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. \n\n\tThis amendment (39-8059, AD 91-21-12) becomes effective on November 12, 1991.
96-16-07: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company (GE) CF6-80C2 series turbofan engines. This action supersedes priority letter AD 96-09-01 that currently requires borescope inspections of the rear right hand mount link to determine if the serial number matches those listed in applicable service bulletins as improperly manufactured, and replacement, if necessary, with a serviceable part. This action references a newly revised service bulletin and bases the compliance time on the effective date of this superseding AD for engines installed on McDonnell Douglas MD-11 series aircraft. This amendment is prompted by the availability of the newly revised service bulletin. The actions specified by this AD are intended to prevent rear right hand mount link failure, which could result in engine separation from the aircraft.
96-08-01 R1: This amendment revises airworthiness directive (AD) 96-08-01, that is applicable to Hamilton Standard Model 14RF-9 propellers. The current AD superseded priority letter AD 95-24- 09, and requires an ultrasonic shear wave inspection, adds a one-time visual and fluorescent penetrant inspection, and repair of the propeller blade shank. This revision will add a new shank eddy current inspection and will allow repair of certain blade shanks removed from service under the current AD. The actions specified by this AD are intended to prevent propeller blade separation due to propeller blade shank cracking that can result in loss of control of the aircraft.
74-24-13: 74-24-13 UNITED INSTRUMENTS, INC.: Amendment 39-2028. Applies to P/N 5932 ( ) (Serial Numbers 47851 thru 69000) and P/N 5934 ( ) (Serial Numbers 70,000 thru 102,000, A1 thru A9999, B1 thru B9999, and C1 thru C2860) altimeters installed on various aircraft, such as Piper, Beech, Cessna, Bell, Aero Commander, Schweizer, Enstrom, Helio, American Aviation, Bellanca, et al. Note 1: United Instruments P/N 5932 ( ) altimeters may be additionally identified as TKK Model LA 4 TSO C-10b. United Instrument P/N 5934 ( ) altimeters may be additionally identified as TKK Model LA 7 TSO C-10b. Note 2: These altimeters may also be identified by various aircraft manufacturer's part numbers. Some but not all are: Beech: P/N 50-380094-( ), 50-384119-( ), 58-380011-( ), 58-380012-( ), 58-380041-( ), 100-324056-( ), 169-380073-( ) Cessna: P/N C661011-( ), C661071-( ), C661025-( ), C661014-( ) Piper: P/N 99009-( ), 450-611-( ), 450-694-( ), PS50008-( )-( ), 550-488-( ), 550-489-( ), 550-490-( ), 550-491-( ), 550-492-( ), 550-493-( ), 322-81-03, 322-81-04 Bell: P/N 206-070-263-( ), 47-711-303-( ) Compliance: Required as indicated, unless already accomplished. To prevent being deprived of altimeter readings during certain aircraft operating conditions, accomplish the following: A) Within the next 10 hours' time in service after the effective date of this AD, check each altimeter installed in all aircraft or check the aircraft's permanent maintenance record to determine if the altimeter falls within the Part Number and Serial Number designations set forth in the applicability statement. The owner/operator of the aircraft may make these checks. B) If, as a result of the determinations required by Paragraph A, an altimeter falls within the Part Number and Serial Number designations in the applicability statement, prior to further flight, either comply with Paragraph C or install a placard on the instrument panel in clear view of the pilot which states: "AIRCRAFT APPROVED FOR DAY VFR FLIGHT ONLY" and operate the aircraft in accordance with this limitation. C) On or before November 30, 1976, on any altimeter which falls within the Part Number and Serial Number designations set forth in the applicability statement, either replace the altimeter with an approved replacement part, an altimeter from outside the applicable Serial Numbers, or modify the existing altimeter in accordance with the United Instruments, Inc., Service Bulletin No. 1, dated September 19, 1974, or subsequent approved revisions. A modified altimeter will be identified by a 1/4-inch white dot painted alongside the nameplate on the back of the case. Upon compliance with this paragraph, the requirements of Paragraph B are no longer applicable. D) Any alternate means of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. E) Compliance with Paragraph B of this AD is notrequired if the aircraft has two sensitive altimeters installed. In the event of failure of one of the altimeters, where both altimeters are noted in the applicability statement, compliance with Paragraph B and/or C is required. This amendment becomes effective December 5, 1974.
2021-07-15: The FAA is superseding Airworthiness Directive (AD) 82-20-05 for Societe Nationale Industrielle Aerospatiale (now Airbus Helicopters) Model AS-350 and AS-355 series helicopters. AD 82-20-05 required inspecting and establishing a life limit for the tail rotor (TR) drive shaft bearing (bearing). This new AD requires replacing certain part-numbered TR bearings with one part-numbered bearing and repetitively inspecting one part-numbered bearing. This AD was prompted by inconsistencies that have been identified between inspections and maintenance actions required by ADs and inspections and maintenance actions specified in the applicable maintenance manual. The actions of this AD are intended to address an unsafe condition on these products.
96-12-25: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) AD 96-12-25 which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron, Inc. (BHTI) Model 204B helicopters by individual letters. This AD requires a visual inspection of each tail rotor (T/R) blade (blade) for peeling, flaking, or bubbling paint that may indicate corrosion; an inspection for corrosion, if necessary; and replacement of the T/R blade with an airworthy blade if corrosion is discovered. This amendment is prompted by an FAA determination, based on the manufacturer's data, that certain serial-numbered T/R blades were manufactured with internal leading edge doublers fabricated from clad aluminum instead of bare aluminum material. The actions specified by this AD are intended to prevent debonding of the main spar internal leading edge doubler, which could lead to failure of a T/R blade and subsequent loss of control of the helicopter.
2021-07-08: The FAA is superseding Airworthiness Directive (AD) 97-26-02 for Eurocopter Deutschland GmbH Model BO-105A, BO-105C, BO-105S, BO- 105LS A-1, and BO-105LS A-3 helicopters; and Eurocopter Canada Ltd. Model BO-105LS A-3 helicopters. AD 97-26-02 required a repetitive visual inspection for cracks in the ribbed area of the main rotor (M/R) mast flange (flange), and depending on the outcome, replacing the M/R mast. This new AD retains the requirements of AD 97-26-02 and removes the reinforced M/R mast from the applicability. This AD was prompted by the determination that a certain reinforced M/R mast is not affected by the unsafe condition. The actions of this AD are intended to address an unsafe condition on these products.
96-14-05: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that currently requires an inspection of the control rods of the outboard leading edge slat, and follow-on actions (including repetitive ultrasonic inspections), if necessary. For certain airplanes, that AD also requires replacement of the control rod ends and attach bolts. It also provides for an optional terminating action for follow-on repetitive inspections. That AD was prompted by reports of cracks and worn attach bolts of the control rods of the leading edge outboards slats of the wings due to the high breakout torque in the joint of the control rod end. This amendment requires the installation of the previously optional terminating action. The actions specified by this AD are intended to prevent reduced controllability of the airplane and damage in the slat structure or fixed leading edge of the wing, as a result of cracks and worn attach bolts.