Results
2016-19-16: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 707-300, 707-300B, and 707-300C series airplanes; and certain Model 727C, 727-100C, and 727-200F series airplanes. This AD was prompted by a report indicating that a cam latch on the main cargo door (MCD) broke during flight. This AD requires various inspections and related investigative and corrective actions, if necessary. We are issuing this AD to address the unsafe condition on these products.
2005-18-03: The FAA is superseding an existing airworthiness directive (AD) for Pratt & Whitney (PW) PW2000 series turbofan engines. That AD currently requires revisions to the engine manufacturer's time limits section (TLS) to include enhanced inspection of selected critical life- limited parts at each piece-part opportunity. This AD requires modifying the airworthiness limitations section of the manufacturer's manual and an air carrier's approved continuous airworthiness maintenance program to incorporate additional inspection requirements. This AD results from an FAA study of in-service events involving uncontained failures of critical rotating engine parts that indicates the need for mandatory inspections. The mandatory inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. We are issuing this AD to prevent critical life-limited rotating engine part failure, which could result inan uncontained engine failure and damage to the airplane.
80-20-01: 80-20-01 BOEING: Amendment 39-3927. Applies to those Model 747 series airplanes listed under Groups I and II in Boeing Service Bulletin 747-53-2114, Revision 3, dated September 3, 1980, or later FAA approved revisions. Prior to January 31, 1981, unless already accomplished: \n\n\tA.\tModify stringers 18 and 19, left and right side, between fuselage stations 2360 and 2412, in accordance with Boeing Service Bulletin 747-53-2114, Revision 3, dated September 3, 1980, or later FAA approved revisions; or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region.\n \n\tB.\tUpon request of the operator, an FAA Principal Maintenance Inspector, subject to prior approval by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the compliance times if the request contains substantiating data to justify the increase for that operator. \n\n\tC.\tAircraft may be ferried to a base for maintenance in accordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations.\n\n \tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective October 7, 1980.
2016-24-05: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F28 Mark 0070 and 0100 airplanes. This AD was prompted by heavy corrosion found on the wing rear spar lower girder. This AD requires inspections of the affected areas, modification of the wing trailing edge lower skin panels, and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
61-10-02: 61-10-02 CONVAIR: Amdt. 283 Part 507 Federal Register May 11, 1961. Applies to All Model 22 (880) Aircraft. Compliance required as indicated. Two cases of failure of the forward engine mount support fitting P/N 22-02593-1, have been reported. Failure of this part permits the engine to rotate with the forward end coming to rest on the bottom of the engine pod structure. (a) Unless P/N 22-02593-3 or an FAA approved equivalent has already been installed, within the next 250 hours' time in service and at intervals of 250 hours' time in service thereafter, remove and inspect by means of dye penetrant or magnetic particle inspection, or equivalent, P/N 22-02593-1 for cracks and/or material defects. If cracks and/or material defects are found, the part must be replaced prior to further flight. (b) When P/N 22-02593-1 has been replaced with P/N 22-02593-3 or FAA approved equivalent, the inspection required above may be discontinued. (Convair Service Bulletin No. A71-2 covers this same subject.) This directive effective May 11, 1961.
81-15-07: 81-15-07 KAWASAKI HEAVY INDUSTRIES, LTD. (KHI): Amendment 39-4164. Applies to Models KV107-II and KV107-IIA helicopters equipped with main rotor tension-torsion strap assemblies, P/N 107R2003-1, certificated in all categories (Airworthiness Docket No. 81-ASW-11). Compliance required as indicated. To prevent fatigue failure of the main rotor tension-torsion strap assemblies, remove from service tension-torsion strap assemblies, P/N 107R2003-1, on or before the accumulation of 27,800 hours' time in service and replace with a serviceable part that has less than 27,800 hours' total time in service. This amendment becomes effective August 25, 1981.
2005-17-18: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330-200, A330-300, A340-200, and A340-300 series airplanes; and Model A340-541 and -642 airplanes. This AD requires repetitively resetting the display units (DUs) for the electronic instrument system (EIS) either by switching them off and back on again or by performing a complete electrical shutdown of the airplane. This AD results from an incident in which all of the DUs for the EIS went blank simultaneously during flight. We are issuing this AD to prevent automatic reset of the DUs for the EIS during flight and consequent loss of data from the DUs, which could reduce the ability of the flightcrew to control the airplane during adverse flight conditions.
97-12-02: This amendment supersedes an existing priority letter airworthiness directive (AD), applicable to McDonnell Douglas Helicopter Systems (MDHS) Model MD900 helicopters, which prohibits flight or ground operations of helicopters with a certain adjustable collective drive link assembly (link assembly) installed. This amendment requires installation of a redesigned airworthy link assembly after which further operations are permitted. This amendment is prompted by recent incidents in which the link assembly failed during flight. The actions specified by this AD are intended to prevent failure of the link assembly, which could result in loss of control of the helicopter.
2005-17-14: The FAA is superseding an existing airworthiness directive (AD), which applies to all Airbus Model A300 B2 and B4 series airplanes; Model A300-600 series airplanes; and Model A310-200 and -300 series airplanes. That AD currently requires, among other actions, repetitive tests to detect desynchronization of the rudder servo actuators, and adjustment or replacement of the spring rods of the rudder servo actuators, if necessary. This new AD requires new repetitive tests/inspections/analyses of the rudder servo actuators, and related investigative/corrective actions if necessary. Accomplishment of the new actions ends the existing repetitive requirements. This AD is prompted by new reports of desynchronization of the rudder servo actuators. We are issuing this AD to prevent desynchronization of one of the three rudder servo actuators, which, if combined with an engine failure, could result in the loss of the related hydraulic system and could cause the loss of one of the two synchronized actuators. This condition could create additional fatigue loading and possible cracking on the attachment fittings and could result in the inability of the remaining synchronized actuator to maintain the commanded rudder deflection, which could result in reduced controllability of the airplane. DATES: This AD becomes effective September 30, 2005. The incorporation by reference of certain publications listed in the AD is approved by the Director of the Federal Register as of September 30, 2005. On July 30, 1998 (63 FR 34580, June 25, 1998), the Director of the Federal Register approved the incorporation by reference of certain other publications listed in the AD.
80-01-06: 80-01-06 CESSNA: Amendment 39-3649. Applies to Models 152/F152 (Serial Numbers 15279406 through 15284080 and F15201429 through F15201798), Models A152/FA152 (Serial Numbers A1520735 through A1520919 and FA15200337 through FA15200372) and Model 172RG (Serial Numbers 172RG0001 through 172RG0005, 172RG0007 through 172RG0012, 172RG0014, 172RG0016, and 172RG0019) airplanes certificated in all categories. \n\n\tCOMPLIANCE: Required as indicated unless previously accomplished. \n\n\tTo preclude overtravel of the flap actuator assembly and subsequent flap system failure which can result in an asymmetric flap configuration, within the next 50 hours time-in-service after the effective date of this AD, accomplish the following: \n\n\tA)\tModify the flap actuator assembly by installing a new mechanical stop nut in accordance with Cessna Single Engine Service Information Letter SE79-57, dated December 3, 1979, or when available, install a new replacement flap actuator assembly, Part Number C301002-0110, in accordance with applicable installation instructions. \n\n\tB)\tAirplanes may be flown in accordance with Federal Aviation Regulation 21.197 to a base to accomplish this AD, provided the flaps are not used for that flight. \n\n\tC)\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tNOTE: Although Cessna Single Engine Service Information Letter SE79-57 does not identify the Model 172RG, the actuator modification for this model is the same as provided for the Model 152 airplane. \n\n\tThis amendment becomes effective January 7, 1980.