Results
2016-05-08: We are superseding airworthiness directive (AD) 2006-23-17 for certain Turbomeca S.A. Turmo IV A and IV C turboshaft engines. AD 2006- 23-17 required repetitive inspections of the centrifugal compressor intake wheel (inducer) blades for cracks and corrosion, replacement of parts that fail inspection, and replacement of the TU 197 standard centrifugal compressor. This AD requires the same inspections, but at revised intervals, adds the replacement of the TU 215 standard centrifugal compressor, and requires replacement of parts that fail inspection. This AD was prompted by a centrifugal compressor inducer blade loss. This AD was also prompted by a Turbomeca S.A. review of the engine service experience and their determination that more frequent borescope inspections (BSIs) are required on engines not modified to the TU 191, TU 197, or TU 224 standard. We are issuing this AD to prevent failure of the centrifugal compressor inducer, which could lead to an uncontained blade release,damage to the engine, and damage to the airplane.
73-17-02: 73-17-02 SLINGSBY: Amdt. 39-1702. Applies to all Model T.51 Dart Gliders which have metal reinforced wing spars. Compliance is required as indicated. To prevent possible loss of wing structural integrity due to corrosion of the wing spars, accomplish the following: Before July 14, 1973, unless already accomplished within the last year, and thereafter at intervals not to exceed one year since the last inspection - (a) Cut seven inspection holes in the lower surface skin of each wing in accordance with Slingsby Technical Instruction No. 58, Issue 1, dated May, 1973, or an FAA-approved equivalent; (b) Visually inspect the metal portion of the spars for corrosion; NOTE: During the inspection required by paragraph (b), particular attention should be directed to the bolted joints and rib attachment areas. (c) If corroded areas are found during an inspection required by paragraph (b), measure the depth of the corrosion in the affected areas; (d) If corrosion is found which exceeds a depth of 0.007 of an inch, before further flight, repair the corroded areas, or replace the corroded parts with serviceable identical parts or FAA-approved equivalent; and (e) Close the inspection holes cut in accordance with paragraph (a). (f) Notification in writing must be sent to the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, American Embassy, APO New York, N.Y. 09667, stating the results, positive or negative, of each inspection required by this AD, within 10 days after such inspections. (Reporting approved by the Bureau of the Budget under BOB No. 04-R0174). This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective upon receipt of the airmail letter dated June 27, 1973, which contained this amendment.
2024-24-08: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by multiple occurrences of pilot and co-pilot seats locking in a fore-aft position due to the seat fore- aft adjustment mechanism disconnecting, caused by a broken cotter pin in the seat base egress linkage. This AD requires modifying the pilot and co-pilot seats by replacing the hardware of the seat base egress linkage, as specified in a Transport Canada AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2024-24-05: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-300F series airplanes. This AD was prompted by a determination that certain cargo compartment insulation blankets do not adequately fit some locations and allow smoke to migrate past the cargo compartment sidewall liners and upward into the main cabin. This AD requires replacing cargo compartment insulation blankets. The FAA is issuing this AD to address the unsafe condition on these products.
2016-05-07: We are adopting a new airworthiness directive (AD) for certain Engine Alliance (EA) GP7270 turbofan engines. This AD was prompted by reports of the installation of non-conforming honeycomb cartridges in the high-pressure compressor (HPC) adjacent to the HPC rotor stage 2 to 5 spool and stage 7 to 9 spool. This AD requires removal and replacement of the affected HPC rotor stage 2 to 5 and stage 7 to 9 spools and adjacent honeycomb cartridges. We are issuing this AD to prevent failure of the HPC rotor stage 2 to 5 and stage 7 to 9 spools, which could lead to uncontained engine failure and damage to the airplane.
58-10-03: 58-10-03 UNIVERSAL: Applies to All Models GC-1A and GC-1B Aircraft With Adel Precision Products Corporation Landing Gears With Forged Aluminum Torque Knees. (This AD is issued to clarify, add a 100-hour periodic inspection, and supersede AD 57- 13-07.) Compliance required as indicated. Failures have been reported of the stop ring brazed to the inner piston strut. Failures resulted in the piston sliding out of the strut and the torque knees assuming a straight position. This overextension of the strut precludes gear retraction into the wheel well. 1. Within the next 100 hours of operation, unless already accomplished, a suitable external stop or some other equivalent means should be provided which will function as a safety measure in case of failure of the internal stop ring. At the time of installation of the external stop, or within the next 100 hours of operation if not already accomplished, the Adel strut assembly stop ring is to be examined for condition and rejected if the stop ring is loose or shows signs of separation at the braze. After reassembly, the external stop must be installed so that there exists a clearance of 1/32 to 1/8 inch between the face of the stop and side of the strut cylinder with the gear fully extended. In the event there is insufficient clearance, the external stop must be reworked until the proper clearance is obtained. 2. At each subsequent 100 hours of operation, the clearance is to be rechecked with the strut fully extended. If there is no clearance between the external safety stop and the strut cylinder, it will be necessary to disassemble the strut and examine the internal stop ring for indications of failure. If failure of the stop ring is apparent, the inner cylinder assembly, Adel P/N 16084, must be replaced or suitably reworked. (Universal Aircraft Industries Customer Service Maintenance Bulletin No. 34 with Revision No. 1 covers this same subject.) This supersedes AD 57-13-07.
53-01-01: 53-01-01 BELL: Applies to Model 47D1 Helicopters, Serial Numbers 477 to 625, Inclusive. Compliance required at next 300-hour teardown inspection but not later than February 28, 1953. In order to improve the method of mounting the tail rotor gearbox assembly and to avoid the possibility of distorting the S10R bearing when tightening the existing clamp, install sleeve P/N 47-640-058-1 on assembly 47-640-044-3. Clamping ring P/N 47-644-197-1 and clamp P/N 47-640-046-1 are replaced by the riveted sleeve. (Mandatory Service Bulletin No. 90, Revision B, dated December 8, 1952, covers this same subject. Service Bulletin No. 90, Revision A, also covers the same subject but Revision B simplifies the installation and completes the parts called out.)
70-14-03: 70-14-03\tBOEING: Amdt. 39-1024 as amended by Amendment 39-1093 and 39-1123 is further amended by Amendment 39-1144. Applies to all Model 747 airplanes certificated in all categories. \n\tCompliance required within the next 10 landings after the effective date of this AD, unless already accomplished within the last 90 landings and thereafter at intervals not to exceed 100 landings from the last inspections. \n\tTo detect cracks of the flap track, accomplish the following: \n\t(a)\tWithin 10 landings after the effective date of this AD, unless already accomplished within the last 90 landings, visually inspect all flap tracks for cracks in accordance with Boeing Alert Service Bulletin 57-2011, Revision 1, dated June 6, 1970, or later FAA approved revisions, or in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\t\t(1)\tIf a crack is found, replace flap track or repair in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region, prior to further flight. Repeat inspections, per (a) (2) below. \n\t\t(2)\tIf no cracks are found, repeat the inspection for cracks at intervals not to exceed 100 landings. \n\t(b)\tWithin 10 hours after the effective date of this AD, unless already accomplished, install a placard as noted below in full view of the captain and first officer, or provide an equivalent procedure acceptable to the cognizant Air Carrier District Office. \n\tPlacard wording is as follows: \n\n\t\t\t\t Recommended \n\t\t Flap\t\t Flap Operating Speed \n\t\tPosition\t\t(Knots IAS)\t \n\t\t 25\t\t 170 \n\t\t 30\t\t 140 \n\n\t(c)\tReport in the airplane log all instances when the flap speeds in (b) above are exceeded. \n\t(d)\tUpon accomplishment of (c), visually inspect all inboard flap tracks for cracks per (a), prior to further flight. \n\t\t(1)\tIf a crack is found, replace or repair the flap track per (a)(1). Repeat inspections per (a)(2). \n\t\t(2)\tIf nocracks are found, repeat inspections per (a)(2). \n\t(e)\tInstall placard advising pilot of reporting requirements specified in paragraph (c). \n\t(f)\tThe existing flap tracks may be replaced with redesigned flap tracks in accordance with Boeing Service Bulletin 57-2100, Revision 4, dated November 25, 1970, or later FAA approved revision or in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. Upon completion of this modification, the inspection and placard installation requirements of paragraphs (a) through (e) are no longer applicable. \n\tAmendment 39-1024 effective July 21, 1970. \n\tAmendment 39-1093 effective October 22, 1970. \n\tAmendment 39-1123 effective December 11, 1970. \n\tThis Amendment 39-1144 becomes effective January 19, 1971.
2016-06-02: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD requires repetitive inspections for cracking in the horizontal and vertical flanges of the rear spar upper chord of the horizontal stabilizer, and related investigative and corrective actions if necessary. This AD was prompted by a report of cracking in the center section of the horizontal stabilizer. We are issuing this AD to detect and correct cracking of the rear spar center section of the horizontal stabilizer that could lead to departure of the horizontal stabilizer from the airplane.
51-13-01: 51-13-01 MARTIN: Applies to All Models 202 and 202A Series Aircraft as Noted. Compliance required as indicated. 1. Applies to all Serial Numbers except 9125 through 9127 and 9129 through 9131. A. Compliance required every other No. 3 inspection period, approximately 620 hours flight time, or 6 months, whichever occurs first. (1) Inspect the wing top cover splice angles with 2- to 6-power glass (may be conducted with paint on). On Model 202 Series aircraft, except Serial Numbers 9149 and 9150, these angles are P/N U23435 through U23442 (wedge assemblies Nos. 2021A12633 and 2021A12624). On Model 202 aircraft, Serial Numbers 9149 and 9150, and on all Model 202A Series aircraft, these angles are P/N A12025, A12026, U29403, U29404, U29407, and U29408 (wedge assemblies Nos. 2021A12023 and 2021A12024). (2) If cracks are found, the top cover wedge assembly must be replaced as outlined in item B. (3) Continue the inspections outlined in item A. until the replacementaction outlined in item B. is accomplished. B. Compliance required not later than January 1, 1953. (1) Replace all wing top cover wedge angles with new angles as follows: On Model 202 Series aircraft, except Serial Numbers 9149 and 9150, the new angles are P/N 202A3000068-1 and -2 through 202A3000071-1 and -2 (wedge assemblies Nos. 2021C12336-9 and -10). On Model 202A aircraft, Serial Numbers 9149 and 9150, and on all Model 202A Series aircraft, the new angles are P/N 202A3000072-1 and -2 through 202A3000074-1 and -2 (wedge assemblies Nos. 2021C12090-9 and -10). (2) At the time of wedge assembly replacement, the outer wings must be reinstalled with the engines removed, and the mating faces shimmed to a maximum permissible gap of 0.020 inch. The rear spar fitting must also be shimmed to a zero gap for approximately the upper half of its area. (3) Each airplane must have a torque check on the attach angle bolts immediately after the first flight after any outer wing installation. If the torque is within 15 percent of the installation torque, it is satisfactory. (4) After the new wedge angles are incorporated, the inspection outlined in item A. is no longer applicable to that airplane. 2. Applies to Serial Numbers 9125 through 9127 and 9129 through 9131. A. Compliance required every 170 hours flight time. Conduct the inspection outlined in above item 1.A. on angles P/N U23435 through U23442 (wedge assemblies Nos. 2021A12623 and 2021A12624) until cracks are found and/or the replacement action outlined in item B. below is accomplished. B. Compliance required not later than May 15, 1952. Replace all wing top cover angles with new angles P/N 202A3000068-1 and -2 through 202A3000071-1 and -2, wedge assemblies Nos. 2121C12336-9 and -10, and when accomplished, the inspections outlined in above item A. are no longer applicable to that airplane. 3. Applies to all Model 202 and 202A Series. A. Compliance required every 12,000 flighthours. Replace all wing top cover attach angle bolts and spar web splice bolt. (Martin 202/202A Service Bulletins Nos. 180, 184, and 187 cover this same subject.)