Results
2000-11-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-100 and -300 series airplanes, that requires revising the Aircraft Log Book to correct the airplane Production Modification List; performing an inspection to determine which bonded skin panels on the airplane require bonding integrity inspections (BII); and revising the Airworthiness Limitations List of the Approved Maintenance Plan to include the BII requirements. This amendment also requires, for certain airplanes, repetitive ultrasonic bond inspections to detect disbonding of airplane skin panels, and repair, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent damage to bonded skin panels to go undetected, which could result in failure of the bonded skin panels, and consequent loss of controllability of the airplane.
2000-11-28: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 and 767-200 and -300 series airplanes, that requires repetitive inspections to detect damage and wear of the auxiliary track assembly of the thrust reverser, and corrective actions, if necessary. This amendment also requires eventual repair of the auxiliary track assembly, or replacement of the slider and liner or the entire assembly, with new, improved parts, which, when accomplished, would terminate the repetitive inspections. This amendment is prompted by reports of damage and wear to the auxiliary track assembly. The actions specified by this AD are intended to prevent a slider disengaging from the auxiliary track assembly, which could lead to separation of a portion of the thrust reverser from the airplane during flight, possible impact of separated portions on airplane structure, and consequent possible rapid decompression of the airplane, reduced controllability of the airplane, or reduced structural integrity of the fuselage.
2015-15-08: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model BD-100-1A10 (Challenger 300) airplanes. This AD was prompted by testing of the spoiler electronic control unit (SECU) software for an upgrade, which revealed a timing error between the command and monitor channels. This AD requires revising the maintenance or inspection program to incorporate repetitive operational tests of the aileron disconnect system, and corrective action if necessary. This AD also requires modification and reidentification of the SECU, which would terminate the repetitive operational tests. We are issuing this AD to prevent a timing error in the SECU software, which, in combination with failure of the roll disconnect switch, could result in complete loss of spoiler functionality and consequent reduced controllability of the airplane.
2000-11-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767-200 and -300 series airplanes, that requires repetitive inspections to detect wear or damage of the door latches and disconnect housings in the off-wing escape slide compartments, and replacement of any discrepant component with a new component. This amendment is prompted by reports of worn and damaged door latches and disconnect housings in the off-wing escape slide compartments. The actions specified by this AD are intended to ensure deployment of an escape slide during an emergency evacuation. Non-deployment of an escape slide during an emergency could slow down the evacuation of the airplane and result in injury to passengers or flightcrew. The actions specified by this AD are also intended to detect damaged disconnect housings in the off-wing escape slide compartments, which could result in unexpected deployment of an escape slide during maintenance, and consequent injury to maintenance personnel.
2000-12-05: This amendment supersedes an existing airworthiness directive (AD), applicable to International Aero Engines AG (IAE) V2500-A1/-A5/-D5 series turbofan engines, that requires revisions to the Airworthiness Limitations Section (ALS) and Maintenance Scheduling Section (MSS) of the Instructions for Continued Airworthiness (ICA), located in the Time Limits Manual (Chapter 05-10-00) of the Engine Manuals, to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This action would add additional critical life-limited parts for enhanced inspection. This action is prompted by additional focused inspection procedures that have been developed by the manufacturer. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
89-03-03: 89-03-03 PARTENAVIA COSTRUZIONI AERONAUTICHE, SPA: Amendment 39-6117. Applicability: Models P 68, P 68B, P 68C, P 68TC, P 68 "Observer", and P 68TC "Observer" (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 25 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished after the last engine removal. To prevent loss of structural integrity of the engine mounts, accomplish the following as referenced in Partenavia Service Bulletin (SB) No. 76 dated December 23, 1988: (a) Inspect the engine mounting system as follows for both engines: (1) Prepare the airplane as necessary as described for "ENGINE REMOVAL" in the Partenavia Maintenance Manual and support the engine with a hoist. (2) Remove the mount bolts (P/N MS 20006-12) from the airframe one-by-one starting with the lower bolts. (3) With a 10x magnifier, visually inspect the bolts for cracks, circumferential scoring, corrosion, or absence of protective coating on the shank of the bolt. Prior to further flight discard all damaged bolts, and replace with serviceable bolts. (4) Insure that washers (P/N MS 20002-C6) are properly installed on all the engine mount attachment bolts with the chamfer in the hole mating with the head of the bolt. (5) Reinstall undamaged bolts or replacement bolts and washers. Starting with the upper bolts, torque each to 335 to 375 inch-pounds. (6) Prepare the airplane for flight as described in "INSTALLATION OF ENGINE" in the Partenavia Maintenance Manual. (b) Repeat the requirements of paragraph (a) of this AD at any subsequent engine removal. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Division, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the document referred to herein upon request to Partenavia Costruzioni Aeronautiche. S.P.A., Via Cava 80026 Casoria-Naples, Italy; telephone 81 759-0946; or may examine this document at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6117, AD 89-03-03) becomes effective on February 16, 1989.
2015-13-07: We are superseding Airworthiness Directive (AD) 98-13-23 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). AD 98-13-23 required inspections to detect corrosion and cracking of the lower horizontal stabilizer cutout longeron, the corner fitting, the skin strap, and the outer skin; and repair, if necessary. This new AD reduces the compliance times and repetitive intervals, and changes the inspection procedures. This AD was prompted by the determination that the risk of cracking is higher than initially determined. We are issuing this AD to prevent cracking of the lower horizontal stabilizer cutout longeron, the corner fitting, the skin strap, and the outer skin, which could result in reduced structural integrity of the horizontal-stabilizer cutout longeron.
63-17-03: 63-17-03 LOCKHEED: Amdt. 599 Part 507 Federal Register August 10, 1963. Applies to All Models 188A and 188C Series Aircraft Except Those Which Have Been Repaired in Accordance With Lockheed Service Bulletin 88/SB-579 or an Equivalent Approved By the Chief, Engineering and Manufacturing Branch, FAA Western Region. Compliance required as indicated. As a result of fatigue cracking in the horizontal stabilizer spar web at fuselage Station 1167.7, the following shall be accomplished: (a) Within the next 210 hours' time in service after the effective date of this AD, inspect the horizontal stabilizer spar web at fuselage Station 1167.7, stabilizer Station 29, in the 0.62-inch radius near the lower cap and repair as necessary in accordance with the following: (1) Clean the radius area and inspect for cracks using a dye-penetrant method or FAA approved equivalent. If a cleaner other than a mild soap solution is used, complete removal of the cleaning agent is required.(2) Any webs with cracks of 3/4 inch or less shall be stop drilled before further flight with a 3/8-inch diameter flat bottom drill, except that if the crack terminates at a fastener hole, stop drilling is not required. (3) Any webs with cracks in excess of 3/4 inch and cracked webs which have been stop drilled on which further cracking occurs shall be repaired before further flight in accordance with Lockheed Service Bulletin 88/SB-579 or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. (b) Following the accomplishment of (a) reinspect the area described in (a) in accordance with (a)(1) as follows: (1) Inspect uncracked webs at intervals not to exceed 1,200 hours' time in service. (2) Inspect stop-drilled cracks of 3/16 inch or less at intervals not to exceed 840 hours' time in service. (3) Inspect stop-drilled cracks in excess of 3/16 inch but not greater than 1/2 inch at intervals not to exceed 420 hours' time inservice. (4) Inspect stop-drilled cracks in excess of 1/2 inch but not greater than 3/4 inch at intervals not to exceed 210 hours' time in service. (c) If cracks are detected by reinspection of (b)(1), repair in accordance with (a)(2) or (a)(3) as applicable. If additional cracking is detected by the reinspection of (b)(2) through (b)(4), repair in accordance with (a)(3). (d) For aircraft on which the inspection and repair as required in (a) was accomplished before the effective date of this AD, such inspection may be considered as the initial inspection, and the repetitive inspection periods of (b) shall be computed from the aircraft's time in service at the time of that initial inspection. (e) The periodic reinspection described in (b) may be discontinued when a cracked web is repaired in accordance with Lockheed Service Bulletin 88/SB-579 or an equivalent approved by the Chief, Engineering and Manufacturing Branch FAA Western Region, or when such repair is incorporated as a reinforcement on an uncracked web. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Lockheed Service Information Letter 88/SIL-62 and Lockheed Service Bulletin 88/SB- 579 cover this same subject.) This directive effective September 12, 1963. Revised November 21, 1963.
2010-19-03: We are adopting a new airworthiness directive (AD) for certain Model 737-700 (IGW) series airplanes. This AD requires deactivation or modification of PATS Aircraft, LLC, auxiliary fuel tanks. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
2000-11-16: This amendment supersedes Airworthiness Directive (AD) 97-17-03, which currently requires you to accomplish the following on Ayres Corporation (Ayres) S2R Series and Model 600 S2D airplanes: inspect the 1/4-inch and 5/16-inch bolt hole areas on the lower spar caps for fatigue cracking; replace any lower spar cap where fatigue cracking is found; and report any fatigue cracking. This AD retains the inspection and replacement (if necessary) requirements of the lower spar caps that are currently required in AD 97-17-03. This AD also makes these inspections repetitive, adds additional airplanes to the Applicability of the AD, changes the initial compliance time for all airplanes, and arranges the affected airplanes into groups (six) based on usage and configurations. The existing AD was the result of an accident of an Ayres S2R series airplane where the wing separated from the airplane in flight. The actions specified by this AD are intended to detect and correct fatigue cracking of the lower spar caps, which could result in the wing separating from the airplane with consequent loss of control of the airplane