Results
2000-02-13: This amendment adopts a new airworthiness directive (AD), applicable to all de Havilland Model DHC-8-100, -200, and -300 series airplanes, that requires installation of a placard on the instrument panel of the cockpit to advise the flightcrew that positioning of the power levers below the flight idle stop during flight is prohibited. This amendment also requires eventual installation of a system that will prevent such positioning of the power levers during flight. Such installation will terminate the requirement for installation of a placard. This amendment is prompted by reports of operation of the airplane with the power levers positioned below the flight idle stop during flight. The actions specified by this AD are intended to prevent such positioning of the power levers below the flight idle stop during flight, which could cause engine overspeed, possible engine damage or failure, and consequent reduced controllability of the airplane.
2004-22-25: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767-200, -300, and -300F series airplanes, that requires a one-time inspection for discrepancies of all wire bundles, including certain power feeder cables, of the electrical system in the forward cargo compartment ceiling at certain stations; and corrective actions if necessary. This action is necessary to prevent damage to wire bundles, particularly those of the fuel quantity indication system (FQIS), which are located in the subject area. Damage of FQIS wires could cause arcing between those wires and power wires in the damaged wire bundle, and may lead to transmission of electrical energy into the fuel tank, which would result in a potential source of ignition in the fuel tank. This action is intended to address the identified unsafe condition.
2022-25-09: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and A350-1041 airplanes. This AD was prompted by a report that Heavy Expanded Copper Foil (HECF) patches may not have been installed at all required locations of the upper and lower wing covers. This AD requires a one-time detailed inspection of the affected areas and, depending on findings, accomplishment of applicable corrective actions, 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.
2004-22-27: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-600, -700, -700C, -800, and -900 series airplanes, that requires a general visual inspection for sealant at the interface between the diagonal brace fitting and the aft bulkhead and at the four bolts common to the interface. It also requires applying sealant if none is present or if it is not continuous. This action is necessary to prevent flammable fluid in the upper or rear pylon areas from leaking past unsealed areas and onto a hot engine nozzle, which could result in ignition of the fluid, causing an undetected and uncontrollable fire to spread into the engine struts. This action is intended to address the identified unsafe condition.
83-16-03: 83-16-03 AVCO LYCOMING: Amendment 39-4676. Applies to Avco Lycoming Model LTS101-600A-2 engines, all Serial Numbers prior to but not including LE 43559. Compliance is required as indicated unless already accomplished. To prevent possible engine failure due to overspeed, accomplish the following: Install Overspeed Limiter, P/N 4-301-235-04, per instructions provided in Avco Lycoming Service Bulletin No. LTS101A-73-0043, dated March 21, 1983, or equivalent method approved by the Manager, Engine Certification Branch, ANE-140, 12 New England Executive Park, Burlington, Massachusetts 01803. Compliance required as follows: A. Prior to 1,200 hours total time in service for engines with 1,000 or less hours total time in service on the effective date of this airworthiness directive, or B. Within the next 200 hours time in service for engines with more than 1,000 hours total time in service on the effective date of this airworthiness directive, or C. Before August 1, 1984,regardless of engine total time in service. NOTE: Refer to the pertinent operations and maintenance manuals for operational check procedures and requirements. Avco Lycoming Service Bulletin No. LTS101A-73-0043, dated March 21, 1983, identified and described in this directive is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received this document from the manufacturer may obtain copies upon request to Avco Lycoming, Williamsport Division, Williamsport, Pennsylvania 17701. This document also may be examined at the Office of Regional Counsel, ANE-7, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective August 25, 1983.
82-16-03: 82-16-03 FOKKER B.V.: Amendment 39-4425. Applies to Model F28 Series 1000 and 4000 airplanes, certificated in all categories, serial numbers as indicated below. Note: Some serial numbers listed may actually be 2000, 3000, 5000, or 6000 airplanes that are not presently eligible for U.S. certification. If so, those serial numbers may be disregarded insofar as this AD is concerned. 1. Unless already accomplished, accomplish the following within the time specified in each paragraph below after the effective date of this AD. A. Applies to airplanes with serial numbers (S/N's) 11003 through 11052, 11054 through 11061, and 11991 through 11993 when equipped with Robert Shaw oxygen system. Compliance required within the next 100 hours time in service. To preclude severe loss of oxygen, install placards in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/11-20, Revision 2, dated January 14, 1974. B. Applies to airplanes with S/N's 11042 through 11069. Compliance required within the next 100 hours time in service. To preclude electrical failure, rework the backup ring of the pressure bung between the stub wing and the cabin in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/24-17 dated October 19, 1973. C. Applies to airplanes with S/N's 11003 through 11055, and 11991 through 11993. Compliance required within the next 100 hours time in service. To preclude electrical failure, inspect and relocate the cable loom in the horizontal stabilizer bullet fairing in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/24-22 dated March 20, 1974. D. Applies to airplanes with S/N's 11122 through 11142. Compliance required within the next 100 hours time in service. To prevent relay sensitivity to voltage spikes, disturbed timing, and inadvertent energizing of certain relays with time delay, install improved time delay relays in accordance with Part III of the Accomplishment Instructions of Fokker Service Bulletin F28/24-27, Revision 1, dated March 14, 1979. E. Applies to airplanes with S/N's 11003 to 11145, 11147, 11150, 11151, 11991, and 11992. Compliance required within the next 500 hours time in service. To preclude electrical failure, inspect and relocate cable looms in designated areas of concern in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/24-31 dated October 10, 1979. F. Applies to airplanes with S/N's 11003 through 11053, and 11991 through 11993. Compliance required within the next 500 hours time in service. To provide necessary cabin safety, replace the hat rack panels in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/25-35, Revision 1, dated November 22, 1976. G. Applies to airplanes with S/N's 11003 through 11052, and 11991 through 11994 when equipped with pilot and copilot seats with part numbers E173213, E173214, E171755, and E171756. Compliance required within the next 100 hours time in service. To prevent unwanted movement of the backrest, inspect and modify the pilot and copilot seat backrest adjustment mechanism in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/25-38 dated June 16, 1972. H. Applies to airplanes with S/N's 11017 through 11031, and 11033 through 11049 when equipped with galley door mounted Walter Kidde escape chutes (slides). Compliance required within the next 100 hours time in service. To preclude failure during emergency egress, secure the attachment bar lock pin with lock wire (safety wire) in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/25-41 dated September 22, 1972. I. Applies to airplanes with S/N's 11080 through 11086, and 11088 through 11109 and to airplanes with S/N's 11003 through 11079, and 11087 when modified in accordance with Fokker Service Bulletin F28/25-52 with modification kits delivered by Fokker before September 1, 1976. Compliance required within 100 hours time in service. To prevent unwanted movement of the pilot and copilot seats, inspect and replace the seat track lock stop blocks in accordance with Parts I and II of the Accomplishment Instructions of Fokker Service Bulletin F28/25-71 dated September 6, 1976. Note: Parts I and II of Fokker Service Bulletin incorporate by reference and consist of Ipeco Service Bulletins A001-25-A2 dated July 30, 1976, and A001- 25-2 dated August 10, 1976, respectively. J. Applies to airplanes with S/N's 11111, 11112, 11114 through 11116, 11120, 11122, 11123, and 11126. Compliance required within the next 500 hours time in service. To preclude obstruction of the left and right hand rear overwing emergency exits, remove the rear emergency escape belts in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/25-75 dated February 15, 1981. An additional escape route must be provided concurrently with this change in accordance with paragraph L below. K. Applies to airplanes with S/N's 11080 through 11086, and 11088 through 11143 and to airplanes with S/N's 11003 through 11079, 11087, 11991, and 11992 when modified in accordance with Fokker Service Bulletin F28/25-52. Compliance required within the next 100 hours time in service. To prevent unwanted movement of the pilot and copilot seats, inspect and install larger bolts to secure the seat track lock stop in accordance with Parts I and II of the Accomplishment Instructions of Fokker Service Bulletin F28/25-82 dated January 1, 1979. Note: Parts I and II of Fokker Service Bulletin incorporate by reference and consist of Ipeco Service Bulletin A001-25-3 dated November 1, 1978. L. Applies to airplanes with S/N's 11111, 11112, 11114 through 11116, 11118, 11120 through 11123, 11126 through 11128, 11130, 11133, 11135, 11138 through 11142, 11144, and 11148. Compliance required within the next 500 hours time in service. Tofacilitate emergency egress, establish an additional escape route via the wing trailing edge in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/25-86, Revision 1, dated November 6, 1981. Note: The disparity of serial numbers with those of related paragraph J above is due to the fact that the change was incorporated on certain airplanes prior to delivery from the factory. M. Applies to airplanes with S/N's 11003 to 11022, and 11991 to 11992. Compliance required within the next 100 hours time in service. To preclude damage to electrical cable looms to the flap asymmetry synchro assemblies, relocate cable routing and install protection in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/27-68 dated June 23, 1972. N. Applies to airplanes with S/N's 11003 through 11041, and 11991 through 11994 modified in accordance with Fokker Service Bulletin F28/29-10. Compliance required within the next 100 hours time in service. To prevent separation of the drain tube from the adaptor, which makes it impossible to completely drain the gas side of the accumulator, install adaptors with metal drain tubes in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/29-21 dated August 17, 1971. O. Applies to airplanes with S/N's 11003 through 11101, and 11991 through 11993. Compliance required within the next 100 hours time in service. To prevent improper functioning of the antiskid system due to loose wheel speed generators, install generator support rings in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/32-117 dated January 5, 1976. P. Applies to airplanes with S/N's 11003 through 11046, 11048 through 11081, 11083, 11085 through 11101, 11103, 11105 through 11107, 11991, and 11992 when modified in accordance with Fokker Service Bulletin F28/32-116 and to airplanes with S/N's 11047, 11082, 11084, 11102, 11104, and 11108 through 11141.Compliance required within the next 500 hours time in service. To preclude antiskid system malfunction, replace the time delay relays in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/32-127 dated March 14, 1979. Q. Applies to airplanes with S/N's 11003 through 11066, and 11991 through 11993. Compliance required within the next 500 hours time in service. To ensure that lighting for all instruments remains available in the event one AC bus fails, modify the electrical system in accordance with Fokker Service Bulletin F28/33-11, Revision 2, dated April 4, 1975. R. Applies to airplanes with S/N's 11003 through 11070, and 11991 through 11993. Compliance required within the next 500 hours time in service. To prevent smoke in cockpit due to burning out of ballast transformers, relocate the ballast transformers in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/33-16 dated March 20, 1974. S. Applies toairplanes with S/N's 11006, 11014 to 11020, 11023, 11024, and 11991. Compliance required within the next 100 hours time in service. To prevent compass system flag warning showing on wrong course indicator, correct installation in accordance with the Accomplishment Instructions of Fokker Service Bulletin F28/34-14, Revision 2, dated January 27, 1972. 2. Alternate means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. 3. 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. The 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). This amendment becomes effective August 30, 1982.
2022-25-19: 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 a report of a thrust reverser actuation system (TRAS) deploy hose failure upon the commanded deployment of a thrust reverser. This AD requires removing each non- conforming TRAS deploy hose, and replacing it with a conforming TRAS deploy hose, 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.
2022-25-05: 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 a report that corrosion and wear were discovered on the slat tracks due to insufficient grease applied to the slat tracks during production. This AD requires repetitive cleaning and greasing of all slat tracks to prevent damage and corrosion; doing repetitive inspections of the slat tracks for any damage or corrosion, and the correct application of grease; and applicable corrective actions; 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.
2013-23-11: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model AS332L2 and EC225LP helicopters. This AD requires inspecting the torque value of the bolts that secure the front and rear main gearbox (MGB) suspension bar attaching fittings, and re-torqueing the bolts to the proper value if the torque value is out of tolerance. This AD also requires, if the torque value is out of tolerance by more than 20 percent, inspecting the bolts, frames, and related equipment for a crack and repairing or replacing them if cracked. This AD was prompted by reports of cracks on Frame 5295 of Model AS332L2 helicopters. The actions of this AD are intended to detect the torque loss of the bolts that secure the MGB bar attaching fittings and to prevent cracks that could lead to failure of the MGB supporting structure, detachment of the MGB, and loss of helicopter control.
2004-22-22: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A310 series airplanes; and Model A300 B4-600, B4-600R, and F4-600R series airplanes; and Model C4- 605R Variant F airplanes (collectively called A300-600). That AD currently requires modifying the ram air turbine (RAT) by replacing the ejection jack. This new AD requires a one-time inspection of the RAT ejection jack to determine the part number, and further investigative and corrective actions if necessary. This AD is prompted by the discovery of a rupture in the housing of one of the RAT ejection jacks installed as specified in the existing AD. We are issuing this AD to prevent rupture of the housing of the RAT ejection jack due to overpressure in the jack caused by overfilling the hydraulic fluid, and consequent failure of the RAT ejection jack. Failure of the ejection jack could result in a lack of hydraulic pressure or electrical power in an emergency. DATES: This ADbecomes effective December 14, 2004. The incorporation by reference of certain publications listed in the AD is approved by the Director of the Federal Register as of December 14, 2004. The incorporation by reference of certain other publications listed in the AD was approved previously by the Director of the Federal Register on August 6, 2001 (66 FR 34798, July 2, 2001).
2013-23-16: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 757 airplanes. This AD was prompted by a report of a broken forward support fitting at the inboard track of the inboard flap. This AD requires repetitive inspections of the forward support fitting assemblies of the inboard track of the left and right inboard flaps for cracking, and corrective actions if necessary. We are issuing this AD to detect and correct cracking of the forward support fitting assembly, which could result in loss of inboard flap control and subsequent loss of airplane control.
2000-02-02: This amendment adopts a new airworthiness directive (AD), applicable to all Short Brothers Model SD3-60 SHERPA and SD3-SHERPA series airplanes, and certain Model SD3-30 series airplanes, that requires replacement of existing oxygen system "O" rings with improved wear-resistant "O" rings. 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 the loss of oxygen from the aircraft oxygen system, which could result in an insufficient supply of oxygen being provided to the airplane flight crew and passengers in the event of an emergency.
2000-01-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2000-01-51 that was sent previously by individual notices to all known U.S. owners and operators of Model CL-604 variant of Bombardier Model Canadair CL-600-2B16 series airplanes modified in accordance with Supplemental Type Certificate SA8060NM-D, SA8072NM-D, or SA8086NM-D. This AD requires that the fuel service panel maintenance light be disconnected. This action is prompted by a report indicating that an electrical spark was noted when the fuel cap chain contacted the maintenance light housing of the fuel service panel. The actions specified by this AD are intended to prevent electrical sparks from a grounded object from coming into contact with the maintenance light housing of the fuel service panel, which could result in a fuel fire due to the close proximity of the fuel service panel to the fuel port.
2000-02-01: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8 series airplanes, that requires detailed visual and eddy current inspections of the lower wing skin at the 3 outboard fasteners of the stringer 64 end fitting to detect cracks; and corrective actions, if necessary. This amendment is prompted by reports of fatigue cracks found in the lower wing skin initiating from the outboard fasteners of the stringer 64 end fitting. The actions specified by this AD are intended to prevent such fatigue cracking, which could reduce structural integrity and loss of fail-safe capability of the airplane.
2000-01-13: 2000-01-13 Pratt & Whitney: Amendment 39-11511 Docket No. 98-ANE-47-AD. Supersedes AD 99-08-12, Amendment 39-11118. Applicability: Pratt & Whitney (PW) JT9D-7, -7A, -7H, -7AH, -7F, -7J, -20, -20J, -59A, -70A, -7Q, -7Q3, -7R4D, -7R4D1, -7R4E, -7R4E1, -7R4E4, -7R4G2, and -7R4H1 series turbofan engines, installed on but not limited to Boeing 747 and 767 series, McDonnell Douglas DC-10 series, and Airbus Industrie A300 and A310 airplanes. Note 1: This airworthiness directive (AD) applies to each engine identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For engines that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (c) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. For all the fan hubs and HPT disks listed in the following tables, the focused inspections shall be conducted per the applicable documents. To prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane, accomplish the following: (a) Within the next 35 days after the effective date of this AD, revise the Engine Time Limits Section (TLS) of the Engine Manual (EM), JT9D Part Numbers 646028, 754459, 770407, 770408, 777210, 785058, 785059, 789328, as indicated below, and for air carrier operations revise as appropriate the approved continuous airworthiness maintenance program, by adding the following: " MANDATORY INSPECTIONS (1)Perform inspections of the following parts at each piece-part opportunity in accordance with the instructions provided in the applicable manual provisions: Engine Model Part Nomenclature Engine Manual Part Number FPI per Manual Section Inspection 7/7A/7AH/7F 7H/7J/20/20J All Fan Hubs 646028 (or the equivalent customized versions, 770407 and 770408) 72-31-04 02 7/7A/7AH/7F 7H/7J/20/20J All HPT 1st Disks 646028 (or the equivalent customized versions, 770407 and 770408) 72-51-02 01 7/7A/7AH/7F 7H/7J/20/20J All HPT 2nd Disks 646028 (or the equivalent customized versions, 770407 and 770408) 72-51-02 03 59A/70A All Fan Hubs 754459 72-31-00 Heavy Maintenance Check 59A/70A All HPT 1st Disks 754459 72-51-02 Heavy Maintenance Check 59A/70A All HPT 2nd Disks 754459 72-51-02 Heavy Maintenance Check 7Q/7Q3 All Fan Hubs 777210 72-31-00 03 7Q/7Q3 All HPT 1st Disks 777210 72-51-06 01 7Q/7Q3 All HPT 2nd Disks 777210 72-51-07 01 7R4 All Fan Hubs 785058, 785059 and 789328 72-31-00 03 7R4 All HPT 1st Disks 785058, 785059 and 789328 72-51-06 01 7R4 All HPT 2nd Disks 785058, 785059 and 789328 72-51-07 01 (2) For the purposes of these mandatory inspections, piece-part opportunity means: (i) The part is considered completely disassembled when done in accordance with the disassembly instructions in the manufacturer's engine manual; and (ii) The part has accumulated more than 100 cycles in service since the last piece-part opportunity inspection, provided that the part was not damaged or related to the cause for its removal from the engine." (b) Except as provided in paragraph (c) of this AD, and notwithstanding contrary provisions in section 43.16 of the Federal Aviation Regulations (14 CFR 43.16), these mandatory inspections shall be performed only in accordance with the ALS of the manufacturer's ICA. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Engine Certification Office (ECO). Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector (PMI), who may add comments and then send it to the ECO. Note 2: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the ECO. (d) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (e) FAA-certificated air carriers that have an approved continuous airworthiness maintenance program in accordance with the record keeping requirement of 121.369 (c) of the Federal Aviation Regulations [14 CFR 121.369 (c)] must maintain records of the mandatory inspections that result from revising the Time Limits Section of the Instructions for Continuous Airworthiness (ICA) and the air carrier's continuous airworthiness program. Alternately, certificated air carriers may establish an approved system of record retention that provides a method for preservation and retrieval of the maintenance records that include the inspections resulting from this AD, and include the policy and procedures for implementing this alternate method in the air carrier's maintenance manual required by 121.369 (c) of the Federal Aviation Regulations [14 CFR 121.369 (c)]; however, the alternate system must be accepted by the appropriate PMI and require the maintenance records be maintained either indefinitely or until the work is repeated. Records of the piece-part inspections are not required under 121.380 (a) (2) (vi) of the Federal Aviation Regulations [14 CFR 121.380 (a) (2) (vi)]. All other Operators must maintain the records of mandatory inspections required by the applicable regulations governing their operations. Note 3: The requirements of this AD have been met when the engine manual changes are made and air carriers have modified their continuous airworthiness maintenance plans to reflect the requirements in the Engine Manuals. (f) This amendment becomes effective on February 23, 2000.
83-24-08: 83-24-08 BRITISH AEROSPACE AIRCRAFT GROUP: Amendment 39-4779. Applies to Model HS 748 series 2A airplanes, certificated in all categories. To prevent wing structural failure, accomplish the following, unless already accomplished: A. Visually inspect the wing structure components for cracks in accordance with subparagraphs 2.B(1) through 2.B(5) and repair, if necessary, in accordance with paragraph 2.D of British Aerospace Aircraft Group HS 748 Service Bulletin 57/55, Revision 2, dated March 1980, prior to the accumulation of 10,000 landings, 12,000 flying hours, or within the next 750 flying hours after the effective date of this AD, whichever event occurs later. Repeat the inspections thereafter at intervals not to exceed 1,500 flying hours. B. Perform an X-ray inspection of the lower wing surface butt straps and wing skin of both wings in accordance with subparagraph 2.B(6), and repair, if necessary, in accordance with paragraph 2.D of the service bulletin, prior to the accumulation of 10,000 landings, 12,000 flying hours, or 3,000 flying hours after the effective date of this AD, whichever event occurs later. Repeat the inspections thereafter at intervals not to exceed 4,000 flying hours. C. For the purpose of this AD, and when approved by an FAA maintenance inspector, the number of landings may be computed by dividing each airplane's time in service by the operator's fleet average time from takeoff to landing for the aircraft type. 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 repairs required by this AD. This amendment becomes effective January 15, 1984.
2013-01-06: We are adopting a new airworthiness directive (AD) for PILATUS Aircraft Ltd. Model PC-7 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as cracks in the engine mount fittings caused by stress corrosion. We are issuing this AD to require actions to address the unsafe condition on these products.
2000-01-18: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8 series airplanes, that requires a one-time eddy current conductivity test to determine the material type of the lower cap of the wing front spar; and modification of the lower cap of the wing front spar, if necessary. This amendment is prompted by reports of stress corrosion cracking in the forward tang of the lower caps of the wing front spar. The actions specified by this AD are intended to prevent such stress corrosion cracking, which if not corrected, could result in reduced structural integrity of the wing.
2000-01-16: This amendment supersedes Airworthiness Directive (AD) 75-23-08 R5, which currently requires repetitively inspecting and replacing or repairing the exhaust system on certain Cessna Aircraft Company (Cessna) 300 and 400 series airplanes. The requirements of this AD replace the inspections and replacements that are required by AD 75-23-08 R5 with inspections and replacements containing new simplified procedures for all 300 and 400 series airplanes (models affected by the current AD plus additional models). This AD also revises the inspection intervals and requires replacing certain unserviceable parts and removing the exhaust system for a detailed inspection. This AD is the result of numerous incidents and accidents relating to the exhaust systems on Cessna 300 and 400 series airplanes dating from the middle 1970's to the present, including six incidents since issuance of AD 75-23-08 R5 where exhaust problems were cited. The actions specified by this AD are intended to detect and correct cracks and corrosion in the exhaust system, which could result in exhaust system failure and a possible uncontrollable in-flight fire with pilot and/or passenger injury.
2013-23-04: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -800, -900, and -900ER series airplanes. This AD was prompted by reports that certain seat track bolts were found with severed head bolts due to fatigue. This AD requires replacing titanium seat track bolts with corrosion resistant steel (CRES) bolts, repetitive inspections for cracking of the splice strap and forward seat track holes, and related investigative and corrective actions if necessary. This AD also provides an optional terminating action for the repetitive inspections. We are issuing this AD to detect and correct missing or severed bolt heads, which, if not corrected, could result in the inability of the seat track to carry passenger loads, which could cause the seats to detach from the seat track, resulting in possible injury to passengers during an emergency landing or survivable crash.
82-22-01: 82-22-01 BOEING: Amendment 39-4477. Applies to all Boeing Model 727 airplanes equipped with Decoto Leading Edge Actuators, P/N 10-61792-1, -2, -4, -5, -7, or -8. Compliance is required as specified in the body of this AD. To eliminate the possibility of inadvertent leading edge slat extension caused by fatigue failure of the Decoto leading edge actuator, accomplish at least one of the following four procedures prior to the accumulation of 30,000 landings on the actuator, or within the next 1500 landings, whichever comes later, unless already accomplished: \n\n\tA.\tPerform a magnetic particle inspection of Decoto P/N 7-100433-1 actuator pistons in accordance with Boeing Service Bulletin 727-27-209 dated September 18, 1981. If a piston is not cracked it may remain in service provided it is reinspected at 15,000 landing intervals thereafter. If the part is cracked it must be discarded. \n\n\tB.\tReplace the P/N 7-100433-1 piston with a redesigned piston P/N 7-100433-3. No repetitive inspections of replaced pistons are necessary--see NOTE after paragraph D, below. \n\n\tC.\tPerform the leading edge hydraulic system internal leakage check per the 727 Maintenance Manual Chapter 29-00 procedures, as described in Boeing Service Bulletin 727-27- 209, Rev. 1, dated August 27, 1982. This leakage check must be repeated at intervals not to exceed 2400 landings. If the total leading edge system internal leakage exceeds 1000 cc/min, the additional acoustic or thermal procedures explained in the referenced service bulletin may be used to locate a specific defective actuator. If the total leading edge system internal leakage does not exceed 1000 cc/min, no further action is necessary until the next scheduled leakage \n. \n\tD.\tRework existing uncracked P/N 7-100433-1 pistons per the Boeing approved procedure, which is described in Decoto Service Bulletin 27-109 dated July 23, 1981, and the referenced Boeing Service Bulletin. No repetitive inspections are required after rework for an additional service life of 40,000 landings. After accumulation of an additional 40,000 landings on the reworked piston, option B or C above must be incorporated. \n\n\tNOTE: Replacement of the P/N 7-100433-1 piston with a redisigned piston P/N 7-100433-3, as described in option B above, constitutes terminating action for that particular actuator; no further inspections of that actuator are required. Replacement of all P/N 7-100433-1 pistons with P/N 7-100433-3 pistons on a given aircraft constitutes complete terminating action for this AD on that aircraft. \n\n\tAlternate means of compliance with the AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region.\n \n\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\tThis amendment becomes effective November 22, 1982.
2022-25-02: The FAA is superseding Airworthiness Directive (AD) 2020-18- 04, which applied to Airbus SAS Model A350-941 and -1041 airplanes. AD 2020-18-04 required a one-time health check of the slat power control unit (PCU) torque sensing unit (TSU) for discrepancies, and corrective actions if necessary; a detailed inspection of the left-hand (LH) and right-hand (RH) slat transmission systems for discrepancies, and corrective actions if necessary; and LH and RH track 12 slat gear rotary actuator (SGRA) water drainage and vent plug cleaning (which includes an inspection for moisture). This AD was prompted by a determination that requiring modification of the PCU by replacing each affected slat PCU with a serviceable PCU (one having a different part number) is necessary. This AD continues to require the actions required by AD 2020-18-04, and also requires modification (replacement of each affected slat PCU with a slat PCU having a different part number), and revising the limitations on the installation of affected parts; 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.
77-09-05: 77-09-05 CANADAIR: Amendment 39-2886. Applies to Canadair CL-215-1A10 airplanes, Serial Numbers 1001 to 1040 inclusive, in all categories. Compliance is required as indicated unless already accomplished. To assure the structural integrity of the nose landing gear door closing rods, P/N 215- 85009, and the sequencing redundancy mechanism rod, P/N 215-85026, accomplish the following: (a) On aircraft that have been in service for 12 months or more, compliance with paragraph (c) is required and flight operations are restricted to land operations until compliance is shown. (b) On aircraft that have been in service less than 12 months, compliance with paragraph (c) is required before achieving 12 months in service. (c) Inspect and rework in accordance with Canadair Service Information Circular No. 101-CL-215 dated May 6, 1975, or an equivalent method of compliance. A later revision and an equivalent method of compliance must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (d) Upon request, with substantiating data submitted through an FAA Maintenance Inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment becomes effective May 9, 1977.
2013-14-04: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-223F, -223, -321, -322, and -323 airplanes. This AD was prompted by fatigue load analysis that determined that the inspection interval for certain pylon bolts must be reduced. This AD requires a torque check of forward engine mount bolts, and replacement if necessary. We are issuing this AD to detect and correct loose or broken bolts, which could lead to engine detachment in-flight, and damage to the airplane.
2013-21-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-8F and 747-8 series airplanes. This AD requires a detailed inspection of the power control actuator (PCA) installation to determine if a bushing is installed, a general visual inspection between the horizontal stabilizer rear spar and the elevator front spar and between certain stabilizer stations for defects and damage, and corrective actions if necessary. This AD was prompted by a report of unusual noise coming from the left inboard elevator during a functional check of the ram air turbine system, and a determination that a bushing was not installed. We are issuing this AD to detect and correct non-installation of bushings. If the \n\n((Page 63856)) \n\nbushings are not present, the stiffness of the load path will be decreased, which will cause wear of adjacent parts and increased freeplay of the elevator surfaces. Freeplay that exceeds acceptable limits could result in divergent flutter for certain maneuvers, which could lead to loss of controllability of the airplane.