Results
2022-14-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS 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). This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, 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.
2016-25-24: We are adopting a new airworthiness directive (AD) for certain Airbus Model A319, A320, and A321 series airplanes. This AD requires repetitive general visual inspections for broken battery retaining rods and replacement if necessary. We are issuing this AD to address the unsafe condition on these products.
2021-14-07: The FAA is superseding Airworthiness Directive (AD) 2003-25-01 which applied to certain Eurocopter France (now Airbus Helicopters) Models AS332C, AS332C1, AS332L, AS332L1, AS350B, AS350BA, AS350B1, AS350B2, AS350B3, AS350D, AS355E, AS355F, AS355F1, AS355F2, and AS355N helicopters. AD 2003-25-01 required modifying and re-identifying the hoist operator control unit and replacing certain fuses. This AD was prompted by the identification of multiple errors in the applicable service information for the AS350-series and AS355-series helicopters and of other needed changes. This AD retains certain requirements of AD 2003-25-01, revises the applicability, and requires using corrected service information. This AD also requires reporting certain information and prohibits the installation of an affected hoist until the required actions are accomplished. The FAA is issuing this AD to address the unsafe condition on these products.
76-09-07: 76-09-07 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-2596. Applies to Lockheed-California Company Model L-1011-385 series airplanes, certificated in all categories, that have a Part I configuration center engine S-duct installed (See NOTE). Compliance required as indicated. To prevent possible separation of the center engine S-duct assembly due to failure of the articulating joints, accomplish the following: (a) For airplanes with 4,500 or more hours' time in service on July 14, 1975, comply with paragraphs (c) and (d) within the next 250 hours' time in service after July 14, 1975 unless already accomplished. (b) For airplanes with less than 4,500 hours' time in service on July 14, 1975, comply with paragraphs (c) and (d) within the next 250 hours' time in service after July 14, 1975 or before the accumulation of 4,500 hours' time in service, whichever occurs later, unless already accomplished. (c) Accomplish the following actions in accordance with paragraphs 2A(1) and 2A(2) of Lockheed Alert Service Bulletin 093-54-A019, Revision 2, dated April 20, 1976, or later FAA- approved revision, or an FAA-approved equivalent. (1) Visually inspect all alignments units (leaf springs and spring cartridges) installed at the forward articulating joint of the S-duct assembly for damaged units or worn attachment holes; and, if damage is found, repair, as necessary. (2) Visually inspect the forward ring of S-duct assembly articulating joint, for cracks at all alignment unit locations. If cracks are found, either accomplish the modifications described in paragraph (f), below, or repair, as necessary, before further flight. (d) Accomplish the following actions in accordance with paragraphs 2A(3) or 2A(4) or 2A(5) of Lockheed Alert Service Bulletin 093-54-A019, Revision 2, dated April 20, 1976, or later FAA-approved revision, or an FAA-approved equivalent. (1) Inspect the upper half of the forward ring on the aft side of the S-duct assembly articulating joint for cracks using a dye penetrant method. (2) If cracks are found, either accomplish the modifications described in paragraph (f), below, or repair, as necessary, before further flight. (e) Until the center engine S-duct modifications of paragraph (f) have been accomplished, repeat compliance with the inspection and repair requirements of paragraphs (c) and (d) at intervals not to exceed 800 or 1600 or 2400 hours' time in service since the last inspection, whichever is appropriate, in accordance with the conditions and repetitive inspection interval criteria established by paragraphs 2A(1), 2A(2), and 2A(3) or 2A(4) or 2A(5) of Lockheed Alert Service Bulletin 093-54-A019, Revision 2, dated April 20, 1976, or later FAA-approved revision or an FAA-approved equivalent. (f) The repetitive inspections required by paragraph (e) may be discontinued after the center engine S-duct forward articulating joint is modified in accordance with Part I of Lockheed ServiceBulletin 093-54-019, dated November 4, 1975, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. (g) Special flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate airplanes to a base where the inspections required by this AD can be performed. NOTE: For the purpose of determining applicability, Part I configuration center engine S- ducts are identified as those utilizing two leaf spring and twelve spring cartridge type alighment units around the forward articulating joint as described by Lockheed Alert Service Bulletin 093-54- A019. Part I configuration S-duct may be found on, but not necessarily limited to, aircraft serials 1002 through 1037. This supersedes Amendment 39-2256, AD 75-14-07, as amended by Amendments 39- 2299 and 39-2360. Compliance with AD 75-14-07 may be credited for compliance with either the initial inspection requirements of paragraph (a) or (b) and the repetitive inspection requirements of paragraph (e). This amendment becomes effective May 10, 1976.
2016-25-09: We are superseding Airworthiness Directive (AD) 2012-22-02 for certain The Boeing Company Model 747-400, -400D, and -400F series airplanes. AD 2012-22-02 required measuring the web at station (STA) 320 and, depending on findings, various inspections for cracks and missing fasteners, web and fastener replacement, and related investigative and corrective actions if necessary. This new AD requires, for certain airplanes, replacement of the web, including related investigative and corrective actions if necessary. This AD was prompted by a determination that there were no inspection or repair procedures included in AD 2012-22-02 for airplanes with a certain crown frame web thickness. We are issuing this AD to address the unsafe condition on these products.
2004-13-14: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300 B2 series airplanes; Model A300 B4 series airplanes; and Model A300 B4-600, B4-600R, C4 605R Variant F, and F4-600R (collectively called A300-600) series airplanes; that requires inspection of the label of certain slat friction brakes for correct label wording, and corrective actions if necessary. This AD also provides for optional terminating actions for certain repetitive corrective actions. These actions are necessary to find and fix incorrect labels on the housings of the slat friction brakes, which may lead to the use of unapproved oil in the brakes. Use of unapproved oil could affect the efficiency of the brakes and lead to failure of the brakes to maintain proper slat orientation in the event of a rupture of the slat drive shaft, consequent uncommanded retraction of the slat, and reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
87-25-09: 87-25-09 BOEING: Amendment 39-5791. Applies to Model 767 series airplanes listed in Boeing Alert Service Bulletin 767-25A0092, dated June 18, 1987, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo ensure that the entry and service doors cannot become jammed due to a loose mid liner dust cover, accomplish the following: \n\n\tA.\tWithin the next 30 days after the effective date of this AD, and thereafter at intervals not to exceed 90 days, visually inspect the door mid liner for evidence of dust cover disbonding. Disbonding is identified by the dust cover moving away from edges of the reveal. If the dust cover shows evidence of disbonding, prior to further flight, modify the dust cover in accordance with Boeing Alert Service Bulletin 767-25A0092, dated June 18, 1987, or later FAA- approved revisions. \n\n\tB.\tModification of the dust cover in accordance with Boeing Service Bulletin 767- 25A0092, dated June 18, 1987, or later FAA-approved revisions, constitutes terminating action for the repetitive inspection requirements of paragraph A., above. \n\n\tC.\tWithin the next 18 months after the effective date of this AD, modify all dust covers in accordance with Boeing Service Bulletin 767-25A0092, dated June 18, 1987, or later FAA-approved revisions. \n\n\tD.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective January 19, 1988.
2016-25-12: We are adopting a new airworthiness directive (AD) for all M7 Aerospace LLC Models SA226-AT, SA226-T, SA226-T(B), SA226-TC, SA227-AC (C-26A), SA227-AT, SA227-BC (C-26A), SA227-CC, SA227-DC (C-26B), and SA227-TT airplanes. This AD was prompted by corrosion and stress corrosion cracking of the pitch trim actuator upper attach fittings of the horizontal stabilizer front spar. This AD requires repetitive inspections with replacement of fittings as necessary. We are issuing this AD to correct the unsafe condition on these products.
96-18-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires an inspection to detect damage to the electrical wiring of the fuel tank of the wings and to verify if the proper P-clip is installed in the electrical wiring. This amendment also requires re-fitting any proper P-clip, replacing any improper P-clip with a new P-clip, and repairing damaged electrical wiring. This amendment is prompted by a report that incorrect P-clips were found installed in the electrical wiring of the fuel system on these airplanes. The actions specified by this AD are intended to ensure that the proper P-clips are installed. Improper P-clips could fail to adequately safeguard the fuel tank of the wing against a lightning strike, which could result in electrical arcing and resultant fire.
2021-26-20: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS 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). This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, 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.
2016-24-07: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 7X airplanes. This AD was prompted by investigation results that determined that a certain thickness of the fuel tank panels is insufficient to meet the certification requirements. This AD requires inspecting the thickness of the fuel tank panels, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
85-21-03: 85-21-03 McDONNELL DOUGLAS: Amendment 39-5143. Applies to McDonnell Douglas Model DC-8-71, -72, and -73 series airplanes certificated in any category. To minimize inflight shutdowns due to oil loss, accomplish the following unless previously accomplished: \n\n\tA.\tWithin eighteen (18) months, or three thousand (3,000) landings, whichever occurs earlier, after the effective date of this AD, modify at least one engine on each side of the airplane in accordance with paragraph B., below, and complete the modifications on all engines within thirty-six (36) months, or six thousand (6,000) landings, whichever occurs earlier after the effective date of this AD. \n\n\tB.\tAccomplish the modification described in paragraph A., above, in accordance with McDonnell Douglas Service Bulletin 71-96, dated February 12, 1985, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordancewith FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tD.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective November 4, 1985.
87-14-05: 87-14-05 DEHAVILLAND AIRCRAFT COMPANY OF CANADA, A DIVISION OF BOEING OF CANADA, LTD.: Amendment 39-5676. Applies to Models DHC-8-101 and DHC-8-102 series airplanes, serial numbers 3 through 83, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent failure of the main landing gear yoke pin, accomplish the following: A. Within 25 landings after the effective date of this AD: 1. Inspect both main landing gears to determine the yoke pin part number, in accordance with Paragraph 1, Accomplishment Instructions of de Havilland Aircraft Company of Canada Service Bulletin 8-32-56, dated May 8, 1987. 2. Reidentify the shock strut, as necessary, in accordance with Paragraph 1, Accomplishment Instructions of de Havilland Aircraft Company of Canada Service Bulletin 8-32- 56, dated May 8, 1987. B. If yoke pin P/N 10150-3 is installed, replace it with yoke pin P/N 10150-5, in accordance with the following schedule:1. For Model DHC-8-101 airplanes (33,000 lb. airplane): prior to the accumulation of 5,500 flights since installation of the yoke pin. 2. For Model DHC-8-102 airplanes (34,500 lb. airplane): prior to the accumulation of 4,700 flights since installation of the yoke pin. C. 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. D. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to The de Havilland Aircraft Company of Canada, A Division of Boeing of Canada, Ltd., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Valley Stream, New York. This amendment becomes effective August 1, 1987.
91-06-03: 91-06-03 BOEING: Amendment 39-6923. Docket No. 90-NM-152-AD. \n\n\tApplicability: Model 747 series airplanes, line numbers 001 through 045, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent sudden cabin pressure loss, accomplish the following: \n\n\tA.\tWithin the next 500 flight cycles after the effective date of this AD, or prior to the accumulation of 12,000 total flight cycles, whichever occurs later, perform a detailed visual inspection for cracks of the Section 42 fuselage frame web at the stringer cutout from body station (BS) 540 to BS 920, Stringer (S) 8L to S-8R. Repeat this inspection thereafter at intervals not to exceed 3,000 flight cycles. \n\n\tB.\tIf cracking is found as the result of the inspections required by paragraph A. of this AD, prior to further flight, repair the fuselage frame web in accordance with the Boeing 747 Structural Repair Manual (SRM), Section 53-10-04, Figure 4 or Figure 35; or in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate. \n\n\tC.\tAn alternate means 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), Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tD.\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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tThis amendment (39-6923, AD 91-06-03) becomes effective on April 8, 1991.
2016-20-09: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2A12 (CL-601 Variant), and CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604 Variants) airplanes. This AD was prompted by a report that a potential chafing condition exists between the negative-G fuel feed drain line of the auxiliary power unit (APU) and its surrounding structure and components. This AD requires, for certain airplanes, a detailed inspection for chafing conditions of the negative-G fuel feed drain line of the APU, and corrective actions if necessary. For certain other airplanes, this AD requires replacement of the APU negative-G fuel feed tube assembly and the drain line. We are issuing this AD to address the unsafe condition on these products.
86-07-07: 86-07-07 GARLICK HELICOPTERS, HAWKINS AND POWERS AVIATION, INC.. INTERNATIONAL HELICOPTERS, INC., PILOT PERSONNEL INTERNATIONAL, INC., WILCO AVIATION: Amendment 39-5274. Applies to Model UH-1B helicopters modified by Garlick Helicopters, Hawkins and Powers Aviation, Inc., International Helicopters, Inc., Pilot Personnel International, Inc., and Wilco Aviation certified in any category that have a Bell Helicopter Textron, Inc., Part Number (P/N) 204-011-128-1 universal on the main rotor pitch change link. Unless already accomplished, compliance is required within 15 days after the effective date of this AD or the next 10 hours time in service, whichever occurs first. To prevent loss of main rotor control, accomplish the following: (a) Inspect the P/N 204-011-128-1 universal assembly on the pitch change control link of the main rotor for Arko Precision Machinists' supplier P/N "DW-6ZZ." If found, replace before further flight with a serviceable assembly. (b) If the P/N "DW-6ZZ" is missing or cannot be seen, apply MIL-G-81322 grease to each of the two grease fittings on the universal. If the grease does not purge past the seals, replace the P/N 204-011-128-1 universal before further flight with a serviceable assembly. (c) P/N 212-010-412-1 universal is an acceptable alternate replacement for P/N 204-011-128-1 and may be considered interchangeable. (d) Any alternate method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76106. This amendment becomes effective April 25, 1986.
2004-13-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Short Brothers Model SD3-SHERPA series airplanes, that requires a repetitive detailed inspection of the stub wing shear decks for corrosion and abnormal wear on and around the retaining pin in the main landing gear (MLG) forward pintle pin; and corrective action, if necessary. This AD also provides an optional terminating action. These actions are necessary to detect and correct corrosion and abnormal wear to the top and bottom shear decks, which could result in damage to the MLG and consequent reduced controllability of the airplane on landing. This action is intended to address the identified unsafe condition.
87-15-51: 87-15-51 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-5701. Applies to Lockheed-California Model L-1011-385 series airplanes, certificated in any category, which have stainless steel bushings installed in the retract lugs of the left and/or the right main landing gear (MLG) shock strut cylinder. Compliance required as indicated, unless previously accomplished. To detect cracks and prevent structural failure of the MLG shock strut cylinder, accomplish the following: A. Within 10 days after the effective date of this AD, unless previously accomplished within the last 400 landings, and thereafter at intervals not to exceed 400 landings, perform an ultrasonic inspection of the inboard retract lugs of both the left and right MLG shock strut cylinder, following the procedure specified in Section 2, Accomplishment Instructions, of Lockheed-California L-1011 Service Bulletin 093-32-A211, Revision 1, dated October 26, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. B. Any MLG shock strut cylinders that are found cracked must be repaired or replaced prior to further flight, in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. C. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. D. 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 inspection requirements of this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer, may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Order Administration, Dept, 65-33, U-33, B-1. This document may be examined at theFAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 4344 Donald Douglas Drive, Long Beach, California. This amendment, 39-5701, becomes effective August 24, 1987, as to all persons, except those persons to whom it was made immediately effective by telegraphic AD T87-15-51 issued July 22, 1987.
2022-02-10: The FAA is adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 7X, FALCON 900EX, and FALCON 2000EX airplanes. This AD was prompted by a report of an improper heat treatment process applied during the manufacturing of certain titanium screws. This AD requires replacement of certain titanium screws, 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.
94-17-15: This amendment adopts a new airworthiness directive (AD) that is applicable to The Enstrom Helicopter Corporation (Enstrom) Model F-28A, F-28C, F-28C2, F-28F, 280, 280C, 280F, and 280FX series helicopters. This action requires initial and repetitive inspections for delamination of the main rotor feathering elastomeric Lamiflex bearing (Lamiflex bearing). This amendment is prompted by several reported failures of the Lamiflex bearing. The actions specified in this AD are intended to prevent failure of the Lamiflex bearing, abnormal vibrations in the airframe and flight control system, and subsequent loss of control of the helicopter.
2004-12-18: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that requires installing three new vertical cargo nets in cargo-configured cabins. This action is necessary to prevent significant movement of cargo during operation, which could result in loss of control of the airplane or injury to the flightcrew. This action is intended to address the identified unsafe condition.
2004-06-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2004-06-51, which was sent previously to all known U.S. owners and operators of Boeing Defense and Space Group (Boeing) Model 234 helicopters by individual letters. This AD requires, before further flight, inspecting the upper shaft extension for a crack and modifying the aft vertical shaft assembly (assembly). Thereafter, this AD requires, before the first flight of each day, inspecting the upper shaft extension for any crack. If any crack is found during any of the inspections, replacing the assembly with an airworthy assembly is required before further flight. This amendment is prompted by the discovery of a crack in the upper shaft extension of an assembly. The actions specified by this AD are intended to detect a crack in the upper shaft extension, which could result in catastrophic failure of the assembly and subsequent loss of control of the helicopter.
2016-20-11: We are superseding Airworthiness Directive (AD) 2014-12-06 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 Airbus Model A310 series airplanes. AD 2014-12-06 required repetitive ultrasonic or detailed inspections of the external area of the aft cargo door sill beam for cracking, and repair if necessary, and provided an optional one-time high frequency eddy current (HFEC) inspection that would terminate the repetitive inspections. This new AD requires the previously optional terminating HFEC inspection, and requires that it be done repetitively. This AD was prompted by findings of multiple fatigue cracks in the aft cargo door that indicated the need for additional, repetitive, HFEC inspections. We are issuing this AD to address the unsafe condition on these products.
2018-09-10: We are adopting a new airworthiness directive (AD) for all CFM International S.A. (CFM) Model CFM56-7B engines. This AD requires initial and repetitive inspections of the concave and convex sides of the fan blade dovetail to detect cracking and replacement of any blades found cracked. This AD was prompted by a recent engine failure due to a fractured fan blade, that resulted in the engine inlet cowl disintegrating and debris penetrating the fuselage, causing a loss of pressurization, and prompting an emergency descent. We are issuing this AD to address the unsafe condition on these products.
84-23-04: 84-23-04 FOKKER B.V.: Amendment 39-4944. Applies to Model F27 airplanes as indicated in the applicability statement of each service bulletin listed below. Compliance is required within the time interval specified in each of the following paragraphs, unless already accomplished: A. To assure proper operation of the portable fire extinguishers, within 90 days after the effective date of this AD, inspect the cartridge holders in accordance with Fokker Service Bulletin F27/26-18 dated September 28, 1981 (reference Walter Kidde Service Bulletin 26-20-240, revised April 28, 1981). B. To assure that proper rubber sleeves have been installed in the fuel vent system, within 90 days after the effective date of this AD, inspect the fuel tank ventilation system in accordance with Fokker Service Bulletin F27/28-55 dated April 15, 1981. Replace unsatisfactory parts in accordance with the service bulletin. C. To eliminate leakage from the fluid dampers in the main and nose landinggear actuating rams, within 180 days after the effective date of this AD, modify the actuating rams in accordance with Fokker Service Bulletin F27/32-143 dated May 22, 1981, or in accordance with Dunlop Service Bulletins 36-262 and 36-263 as an alternate means of compliance. D. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective December 7, 1984.