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2013-13-04: We are adopting a new airworthiness directive (AD) for certain [[Page 41287]] Airbus Model A318, A319, A320, and A321 series airplanes. This AD was prompted by a report of an uncommanded nose landing gear (NLG) retraction. This AD requires installing a power interruption protection circuit for the landing gear control interface unit (LGCIU). We are issuing this AD to prevent untimely unlocking and/or retraction of the NLG, which, while on the ground, could result in injury to ground personnel and damage to the airplane.
69-18-03: 69-18-03 MCDONNELL DOUGLAS: Amdt. 39-832. Applies to McDonnell Douglas Models DC-8-42, DC-8-43, DC-8F-54, DC-8F-55, DC-8-61, DC-8-62, DC-8-62F, DC-8-63 and DC-8-63F aircraft listed in McDonnell Douglas Service Bulletin No. 34-107, revised August 20, 1969, or later FAA approved revision. \n\n\tCompliance required within the next 200 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo detect possible chafing on the static pipe assembly by the aircraft control cables due to improper clearance from the static pipe assembly, accomplish the following, or an equivalent inspection or modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(a)\tInspect the first officer's static system for proper clearance, minimum 1/2 inch, between the static pipe assembly, P/N 7646168-228 or 7754670-105, and the aircraft control cables and for evidence of possible chafing on the static pipe assembly by the aircraft control cables. The static pipe assembly is located below the floor directly under the electrical power equipment panel in the cockpit area. \n\n\t(b)\t(i)\tIf the proper clearance, minimum 1/2 inch, is found and there is no evidence of chafing no further action is necessary. \n\n\t\t(ii)\tIf the proper clearance, minimum 1/2 inch, is not found and there is no evidence of chafing, provide the proper clearance, minimum 1/2 inch, in accordance with the Douglas Service Bulletin, No. 34-107, revised August 20, 1969, or a later FAA approved revision, prior to further flight. \n\n\t\t(iii)\tIf there is evidence of chafing, replace the static pipe assembly, P/N 7646168-228 or 7754670-105, and provide proper clearance, minimum 1/2 inch, in accordance with the Douglas DC-8 Service Bulletin, No. 34-107, revised August 20, 1969, or a later FAA approved revision, prior to further flight. \n\n\t\t(iv)\tAircraft upon which repairs must be accomplished may be flown in accordance with FAR 21.197 to a base where the repaircan be performed. \n\n\tNOTE: McDonnell Douglas advises that a Service Bulletin No. 34-108, will be issued in September, 1969, describing the installation of a new static pipe design in place of static pipe assembly, P/N 746168-228 or 7754670-105. Based on present information, the installation will constitute an equivalent modification; and, if accomplished, will be considered as an alternative method of compliance with this AD. \n\n\tThis Amendment becomes effective September 3, 1969.
98-21-14: This amendment adopts a new airworthiness directive (AD) that applies to certain British Aerospace Jetstream Model 3101 airplanes. This AD requires modifying the airplane s navigational system by shortening and re-clipping the cable looms to the No. 1 and No. 2 vertical gyroscopes, installing a warning label adjacent to the gyroscopes, and performing an operational check on the system. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent a cross connection in the No. 1 and No. 2 vertical gyroscopes, which could result in navigational errors during flight.
64-24-04: 64-24-04 MCCAULEY: Amdt. 822 Part 507 Federal Register October 20, 1964. Applies to McCauley Constant Speed Models 2A36, B2A36, C2A36, D2A36, 2D36 Series Propellers Installed on Various Single-Engine Tractor-Type Aircraft Except Propellers with Blade Serial Numbers with a "K" prefix Above Serial Number K25150 and to All Propellers with a "Y" Following the Blade Serial Number. Also Excluded Are All Propellers with Blades with Plain Serial Numbers Above 27064 and Below 21298. (A Plain Serial Number is One Without a Prefix or Suffix Letter.) These may be found on such aircraft as Bellanca 14-19-2, 14-19-3; CallAir A-6; Cessna 180 Series, 182 Series, 185 Series, 210 Series, 305B, 321; Cessna 172 "Doyn" Conversion; Fletcher FU-24 Series; Lockheed 402-2; Meyers 200, 200A; Mooney Mark 20A, 20B, 20C; Navion B, D, E, F, G; Piper PA-24-180, PA-24-250; and Taylorcraft 20.) Compliance required as indicated. Because of the occurrence of cracks in the blade threaded shank on several propellers, accomplish the following: (a) Propellers with affected blades not having accumulated the maximum time listed in Table II-C of McCauley Service Bulletin No. 48-C dated July 6, 1964, before the effective date of this AD and which have not been previously inspected in accordance with AD 63-8-4 shall be equipped with new blades prior to the accumulation of 100 hours' time in service after the accumulation of the maximum time in service listed in Table II-C of McCauley Service Bulletin No. 48-C dated July 6, 1964. (b) Propellers with affected blades having accumulated a total time in service less than 1,000 hours when inspected in accordance with AD 63-8-4 and having accumulated less than 75 hours over the total service hours listed in Table III-C of McCauley Service Bulletin No. 48-C dated July 6, 1964, on the effective date of this AD shall be equipped with new blades prior to the accumulation of 100 hours' time in service over the total service hours listed inTable III-C. (c) Propellers with affected blades having accumulated a total time in service less than 1,000 hours when inspected in accordance with AD 63-08-04 and having accumulated more than 75 hours over the total service hours listed in Table III-C of McCauley Service Bulletin No. 48-C dated July 6, 1964, on the effective date of this AD shall be equipped with new blades within the next 25 hours' time in service. (d) Propellers with blades having accumulated a total time of less than 1,000 hours when inspected in accordance with AD 63-08-04 and which have not accumulated the maximum time in service listed in Table III-C of McCauley Service Bulletin No. 48-C dated July 6, 1964, on the effective date of this AD shall be equipped with new blades prior to the accumulation of 100 hours' time in service after the accumulation of the maximum time in service listed in Table III-C of McCauley Service Bulletin No. 48-C dated July 6, 1964. (e) Propellers with blades having accumulated a total time in service of 1,000 hours or more when inspected in accordance with AD 63-08-04 shall be equipped with new blades at the next propeller overhaul, or prior to the next 1,000 hours after the last blade thread inspection, whichever occurs first. (f) Identification of propeller blade serial numbers shall be determined in accordance with McCauley Service Bulletin No. 48-C dated July 6, 1964. (McCauley Service Bulletin No. 48-C dated July 6, 1964, including Supplemental Revisions, and Service Manual 620215 cover this same subject.) This supersedes AD 63-08-04. This directive effective November 20, 1964.
67-14-08: 67-14-08 RATIER-FIGEAC: Amdt. 39-393, Part 39, Federal Register April 11, 1967. Applies to Model FH 76-1 Propellers Installed on Pilatus Model PC-6 Series Airplanes. Compliance required within the next 200 hours' time in service after the effective date of this AD, unless already accomplished, or previously modified by Ratier Fageac (Amendment No. 1018). To prevent failure of the magnesium pitch change reduction gear housing, P/N 76-300- 01, rework the housing in accordance with Ratier Figeac Service Bulletin 61-44, dated December 1966, or later SGAC-approved revision. This directive effective May 11, 1967.
98-09-05: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace BAe Model ATP airplanes, that requires repetitive inspections to detect corrosion of the brake hydraulic accumulators in the vicinity of the mounting straps; and corrective actions, 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 detect and correct corrosion of the brake hydraulic accumulators, which could lead to loss of hydraulic pressure and consequent loss of braking capability of the airplane.
2003-11-02: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model MD-90-30 airplanes, that requires replacement of the starter relay of the auxiliary power unit (APU) with a new, improved relay. The actions specified by this AD are intended to prevent failure of the APU starter relay, which could result in depleted main airplane batteries, overheated APU starters, and damage to the wiring adjacent to the APU starter. This action is intended to address the identified unsafe condition.
2013-09-03: We are adopting a new airworthiness directive (AD) for certain DASSAULT AVIATION Model FALCON 2000, FALCON 2000EX, MYSTERE-FALCON 900, and FALCON 900EX airplanes; and all Model MYSTERE-FALCON 50 airplanes. This AD was prompted by reports that collapse of the main landing gear (MLG) could cause wing tank structure failure, which could result in fuel spillage and consequent fire hazard. This AD requires modification of the wing fuel tanks in the area of the wheel well. We are issuing this AD to prevent fuel spillage in the event of a MLG collapse, and consequent fire hazard.
2013-11-17: We are superseding airworthiness directive (AD) 2010-14-14 that applies to certain Embraer S.A. Model ERJ 170 and ERJ 190 airplanes. AD 2010-14-14 currently requires, for certain airplanes, repetitively replacing the low-stage check valve and associated seals of the right hand (RH) engine's engine bleed system with a new check valve and new seals, replacing the low pressure check valves (LPCVs), and revising the maintenance program. For certain other airplanes, AD 2010-14-14 requires replacing a certain low-stage check valve with an improved low-stage check valve. For certain airplanes, this new AD adds replacing certain LPCVs of the left hand (LH) and RH engines, which would be an option for other airplanes. This AD was prompted by reports of uncommanded engine shutdowns on both Model ERJ 170 and ERJ 190 airplanes due to excessive wear and failure of LPCVs having certain part numbers. We are issuing this AD to prevent the possibility of a dual engine in-flight shutdown due toLPCV failure.
74-25-11: 74-25-11 LOCKHEED-CALIFORNIA: Amendment 39-2042. Applies to L-1011-385-1 Series airplanes, certificated in all categories. Compliance required as indicated. To provide protection in the event of unknown incipient failure condition in the housing of the fire pull handle module assembly, P/N 1520324, accomplish the following: Within 72 hours of receipt of this AD, adopt the following changes to the operator's operation manual, or its equivalent. (1) Change the EMERGENCY OPERATING PROCEDURES section to read, in pertinent part: 'Engine Fire or Severe Damage.' Reschedule reference step "Fuel Tank Valve - Check Closed" to be accomplished as the first referenced item prior to, "If warning persists after 30 seconds, discharge second bottle." NOTE: The manufacturer is issuing a revision to the FAA- approved airplane flight manual which covers the same subject. (2) Incorporate and comply with the following operating limitation: "Any APU operation in flight shall be with the APU auto-fire shutdown system armed and operative", until Lockheed Service Bulletin 093-26-010, Part 2E, has been accomplished for the APU fire pull handle, P/N 1520324. This amendment is effective December 16, 1974, and was effective November 20, 1974, for all recipients of the telegram dated November 20, 1974, which contained this amendment.
75-01-06: 75-01-06\tAIRESEARCH MANUFACTURING COMPANY of ARIZONA: Amendment 39-2064 as amended by Amendment 39-2079. Applies to model GTCP660-4 (prior to Serial No. P37808) and GTCP660-4R (Prior to Serial No. P133) Auxiliary Power Units installed in, but not limited to, Boeing B-747 airplanes, certificated in all categories. \n\n\tTo detect fatigue cracks in the fuel pump body, P/N 968502-2 and -3, and provide for replacement of assemblies, accomplish the following. \n\n\tCompliance required as indicated. \n\n\t(a)\tFor APU fuel pump bodies, P/N 968502-2 or -3, with less than 7500 operating cycles time in service on the effective date of this AD, unless already accomplished, accomplish the following: \n\n\t\t(1)\tWithin 15 days time in service after the effective date of this AD, install a placard in view of the flight crew to prohibit all inflight operation of the APU. Thereafter, the APU may not be used during flight but may be used for ground operations. \n\n\t\t(2)\tWithin 500 APU operating cycles after the effective date of this AD, check the fuel pump ultimate relief valve setting in accordance with paragraph 2.B. and C. of AiResearch Service Bulletin GTCP660-49-A3673, dated December 13, 1974, or later FAA approved revisions. \n\n\tNote 1. For the purposes of this AD, a fuel pump body operating cycle is any operation consisting of an APU start and shutdown. The number of cycles may be determined by actual count, or subject to acceptance by the assigned FAA maintenance inspector, may be calculated by dividing the fuel pump assembly time in service by the operator's fleet average APU operating time per APU cycle. If the actual fuel pump total time is unknown, APU operating time on which this pump is installed may be substituted for this figure. \n\n\t\t(3)\tIf the relief valve setting determined in (a)(2) above is in excess of the limits shown on line one, table one, of the above referenced service bulletin, inspect the fuel pump body, P/N 968502-2 or -3, for cracks in accordance with paragraph 2.E. of the above referenced service bulletin. \n\n\t\t(4)\tUnits found to be cracked per (a)(3) above must be rendered unserviceable and must be replaced with a new or serviceable fuel pump body, P/N 968502-2, -3, or -4, which has been inspected per paragraph 2.E. of the above referenced service bulletin prior to further operation. \n\n\tNote 2. Observe fuel pump body interchangability restrictions detailed in paragraph 2.E. of the above referenced service bulletin. \n\n\t\t(5)\tUnits found to be free of cracks per (a)(3) above may be returned to, or placed in, service after having determined that the relief valve has been properly adjusted and recording the total operating cycles on the pump body in accordance with paragraph 2.F. of the above referenced service bulletin. \n\n\t\t(6)\tNew or serviceable units returned to service in accordance with those requirements described in (a)(5), above, must be inspected for cracks before accumulating 7,500 cycles total time in service, andat intervals not to exceed 2,500 cycles thereafter. \n\n\t\t(7)\tOperators whose maintenance records show verification that they have been correctly setting this fuel pump ultimate relief valve using a procedure corresponding with paragraphs 2.B. and C. of the above referenced service bulletin are not required to install the placard or perform the pressure setting check required by (a)(1) and (a)(2) above. \n\n\t\t(8)\tThe operating restriction prescribed in (a)(1) above may be discontinued and the placard may be removed when the ultimate relief valve pressure check is conducted in accordance with (a)(2) through (a)(6) above. \n\n\t(b)\tFor fuel pump bodies, P/N 968502-2 or -3, with 7500 or more cycles in service on the effective date of this AD, unless already accomplished, accomplish the following: \n\n\t\t(1)\tWithin 15 days time in service after the effective date of this AD install a placard in view of the flight crew to prohibit all taxi and inflight operation of the APU. Thereafter, the APU may not be used during taxi or flight but may be used for static ground operation. \n\n\t\t(2)\tWithin 500 APU operating cycles in service after the effective date of this AD, unless already accomplished, inspect the fuel pump body, P/N 968502-2 or -3, for cracks in accordance with paragraph 2.E. of the above referenced service bulletin. \n\n\t\t(3)\tUnits found to contain cracks must be rendered unserviceable and must be replaced with a new or serviceable fuel pump body, P/N 968502-2, -3, or -4 which has been inspected per paragraph 2.E. of the above referenced service bulletin prior to further operation. Prior to the installation of these units, it must be determined that the ultimate relief valve has been properly adjusted and the total operating cycles must be recorded on the pump body in accordance with paragraph 2.F. of the above referenced service bulletin. \n\n\t\t(4)\tUnits found to be free of cracks per (b)(2) above may be returned to, or placed in service after having determined that the ultimate relief valve has been properly set in accordance with paragraphs 2.B. and C. of the above referenced service bulletin. \n\n\t\t(5)\tFor crack free units returned to service in accordance with (b)(4) above, repeat the fuel pump body crack inspections at intervals not to exceed 2,500 cycles thereafter. If cracks are found, remove from service and replace the unit as prescribed in (b)(3) above. \n\n\t\t(6)\tNew or serviceable crack free units installed to replace cracked units in accordance with those requirements described in (b)(3), above, must be inspected for cracks at or before accumulating 7500 total cycles, and at or before 2500 cycle intervals thereafter. \n\n\t\t(7)\tThe operating restriction prescribed in (b)(1), above, may be discontinued and the placard may be removed when the fuel pump body inspection is conducted in accordance with (b)(2) through (b)(6) above. \n\n\t(c)\tFuel pump bodies may be continued in service beyond 7,500 cycles, and the recurring inspections andoperational restrictions required by paragraphs (a) and (b) above may be discontinued, when: \t \n\n\t\t(1)\tA relief bleed down valve, P/N 3603770-1, is incorporated per Service Bulletin GTCP660-49-3662, with either a new fuel pump body or a serviceable fuel pump body which has been inspected and determined to be crack free. \n\n\t\t(2)\tAn APU log book entry describing this modification must be made. \n\n\t(d)\tEquivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiation data. \n\n\t(e)\tAircraft may be flown to a base for the accomplishment of maintenance required by this AD, per FAR's 21.197 and 21.199. \n\n\tAmendment 39-2064 became effective January 13, 1975. \n\n\tThis amendment 39-2079 becomes effective January 31, 1975.
2021-05-16: The FAA is adopting a new airworthiness directive (AD) for certain Pratt & Whitney Division (PW) PW4164, PW4164-1D, PW4168, PW4168-1D, PW4168A, PW4168A-1D, and PW4170 model turbofan engines. This AD was prompted by several reports of low-pressure turbine (LPT) 4th- stage vane cluster assemblies leaning back and notching into the rotating LPT 4th-stage blades, causing some blades to fracture and release. This AD requires initial and repetitive replacements of the LPT 4th-stage air sealing ring segment assemblies with parts eligible for installation. This AD also requires initial and repetitive dimensional inspections of the LPT case for bulging and, depending on the results of the dimensional inspections, repair or replacement of the LPT case. The FAA is issuing this AD to address the unsafe condition on these products.
2013-13-11: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400, -400D, and -400F series airplanes. This AD was prompted by reports of two in-service occurrences on Model 737-400 airplanes of total loss of boost pump pressure of the fuel feed system, followed by loss of fuel system suction feed capability on one engine, and in-flight shutdown of the engine. This AD requires repetitive operational tests of the engine fuel suction feed of the fuel system, and other related testing and corrective actions if necessary. We are issuing this AD to detect and correct loss of the engine fuel suction feed capability of the fuel system, which, in the event of total loss of the fuel boost pumps, could result in multi- engine flameout, inability to restart the engines, and consequent forced landing of the airplane.
2003-11-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Dassault Model Mystere-Falcon 900 and Falcon 900EX series airplanes, that requires replacement of certain self- adhering soundproofing mats under the passenger consoles in the cabin, which are not sufficiently fire-retardant, with mats that are not self- adhering and are sufficiently fire-retardant. This action is necessary to prevent an uncontrolled fire in the cabin due to self-adhering soundproofing mats under the passenger consoles in the cabin, which are not sufficiently fire-retardant. This action is intended to address the identified unsafe condition.
2013-09-04: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of chafing found on the main landing gear (MLG) yoke. The chafing was attributed to contact between the nacelle fire detection wires and the MLG yoke. This AD requires inspections of the nacelle fire detection wires and the MLG yoke for damage; replacing nacelle fire detection wires, if necessary; repairing the MLG yoke, if necessary; and installing brackets and associated hardware to secure the fire detection wires. We are issuing this AD to prevent chafing between the nacelle fire detection wires and the MLG yoke. Chafing could lead to cracking and subsequent failure of the MLG yoke, which could adversely affect the safe landing of the airplane. In addition, chafing of the nacelle fire detection wires could cause them to fail and prevent the detection of a fire in the nacelle assembly. [[Page 38824]]
57-08-07: 57-08-07 WRIGHT: Applies to All TC18DA and TC18EA Series Engines. Compliance required at overhauls accomplished after May 1, 1957. To improve the durability of the impeller drive gear assemblies of the subject engines, impeller drive secondary pinion bushings P/N's 170217, 170148, 145213 and 171190 are not eligible for use in engines overhauled after May 1, 1957. This supersedes AD 57-01-03.
2000-08-22: This amendment adopts a new airworthiness directive (AD) applicable to MD Helicopters Inc. (MDHI) Model 369D, 369E, 500N, and 600N helicopters with certain analog/digital turbine outlet temperature (TOT) indicators installed. This action requires repetitive calibration testing of the TOT indicating system and corrective actions if necessary. This amendment is prompted by seven reports of erroneous TOT readings and two reports of incorrect wiring harness terminal lugs on the thermocouple wiring. The actions specified in this AD are intended to prevent an erroneous TOT indication, damage to critical engine components, loss of engine power, and a subsequent forced landing.
2013-12-04: We are adopting a new airworthiness directive (AD) for Eurocopter France Model EC 155B, EC155B1, SA-366G1, SA-365N, SA-365N1, AS-365N2, and AS 365 N3 helicopters, which requires modifying the fuel tank draining system. This AD is prompted by a closed fuel tank drain that, in the event of a fuel leak, could result in fuel accumulating in an area containing electrical equipment. The actions are intended to prevent accumulation of fuel in an area with electrical equipment or another ignition source, which may lead to a fire.
2013-06-51: We are publishing a new airworthiness directive (AD) for various model helicopters with certain part-numbered and serial- numbered Goodrich externally-mounted hoists installed. This AD requires performing a cable conditioning lift and a load inspection test, deactivating or replacing any hoist that fails the load inspection test, and recording the results of the load inspection test. This AD is prompted by a report of a failure of the overload clutch resulting in an in-flight failure of a hoist containing a dummy load during a maintenance flight. These actions are intended to detect conditions that may result in failure of the hoist and injury to persons being lifted.
65-28-01: 65-28-01 BRANTLY: Amdt. 39-168 Part 39 Federal Register December 14, 1965. Applies to Model B-2 Series Helicopters, Serial Number 454 and Below, Equipped with Tail Rotor Blades Assembly, P/N B2-111-11. Compliance required as indicated, unless already accomplished. To prevent further failures of the tail rotor blade grip at the outboard thrust bearing shoulder, accomplish the following: (a) For helicopters with tail rotor blades assembly, P/N B2-111-11, with less than 100 hours' time in service on the effective date of this AD, comply with (c) through (g) before the accumulation of 125 hours' time in service. (b) For helicopters with tail rotor blades assembly, P/N B2-111-11, with 100 or more hours' time in service on the effective date of this AD, comply with (c) through (g) within the next 25 hours' time in service. (c) Remove and disassemble tail rotor blades assembly, P/N B2-111-11, from hub and thrust bearings in accordance with Brantly Model B2B Maintenance Manual. (d) Using letter sealing wax or any other hard-setting, low-temperature-melting (250 degrees F. or less) material, make an impression of the thrust bearing shoulder relief radius in the grip at Blade Station 3.06, and inspect for a radius less than 0.020 inch. (e) Using at least a two-power magnifying glass, inspect for sharp corner circumferential tool marks deeper than 0.010 inch. (f) Remove from service any tail rotor blade with tool marks deeper than 0.010 inch or relief radius less than 0.020 inch before further flight. (g) Reinstall any tail rotor blade with tool marks not deeper than 0.010 inch or relief radius not less than 0.020 inch in accordance with Brantly Model B2B Maintenance Manual. This directive effective December 14, 1965
2025-06-10: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by possible horizontal stabilizer pivot pin lockring, outer pivot pin, and outboard spacer misalignment at final assembly. This AD requires inspection of the left-side and right-side horizontal stabilizer pivot pin assemblies for misalignment and incorrect gapping, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
96-13-09: This amendment adopts a new airworthiness directive (AD) that is applicable to all Jetstream Model 4101 airplanes. This action requires a review of maintenance records to determine the time-in-service (TIS) of the bearings in the starter/generators of both engines. This action also establishes a new TIS limit for the bearings, and requires replacement of the starter/generator unit with a serviceable unit, if necessary. This amendment is prompted by reports of controlled in-flight engine shutdowns resulting from failure of the bearings in the starter/generator unit. The actions specified in this AD are intended to prevent such failure of the bearings of the starter/generator, which could cause severe vibrations and resultant in-flight shutdown of one or both engines.
2013-13-05: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747SP series airplanes, and certain The Boeing Company Model 747-100B SUD and 747-300 series airplanes. This AD was prompted by an evaluation by the design approval holder indicating that the fuselage skin just above certain lap splice locations is subject to widespread fatigue damage. This AD requires repetitive inspections for cracking of the fuselage skin above certain lap splice locations, and repair if necessary. We are issuing this AD to detect and correct fatigue cracking of the fuselage skin, which could result in reduced structural integrity of the airplane and sudden loss of cabin pressure.
2000-08-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727 and 727C series airplanes, that requires one-time inspections of the exterior body skin located at the forward corners of the mid-galley door hinge cutouts to detect cracking, and corrective actions, if necessary. This AD also requires modification of the body skin of the mid-galley door hinge cutouts. This amendment is prompted by a report indicating that, during fatigue testing on a Boeing Model 727 series airplane, a crack was found in the body skin at the lower forward corners of the mid-galley door hinge cutouts due to cabin pressurization cycles. The actions specified by this AD are intended to prevent such fatigue cracking of the body skin, which could result in reduced structural integrity of the fuselage and consequent loss of cabin pressurization.
2000-08-13: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Learjet Model 45 airplanes. This action requires revising the Airplane Flight Manual to provide the flight crew with certain instructions associated with an exterior preflight inspection and ground operations. This amendment is prompted by a report indicating the occurrence of an uncommanded brake application condition that was not annunciated in the cockpit. The actions specified in this AD are intended to provide the flight crew with procedures to detect an uncommanded brake application condition during taxi and takeoff. Such a condition could result in a possible wheel/brake fire and/or a high-speed rejected takeoff.