Results
50-41-02: 50-41-02 MARTIN: Applies to All Model 202 Aircraft. Compliance required not later than December 1, 1950. To maintain a sufficient hydraulic reservoir capacity for the operation of the hydraulic units in the event of failure in the emergency brake system, install a hydraulic fuse (Simmonds P/N G45-6E-402-80) or equivalent, adjacent to the main line tee in the emergency brake system between the main line and the emergency brake accumulator. (Martin 202 Service Bulletin No. 105 covers this same subject.) When the manually operated charging valve is installed in accordance with AD 51-11-01, this hydraulic fuse is no longer required.
74-18-03: 74-18-03 CURTISS-WRIGHT: Amendment 39-1937. Applies to all Model C-46 Series airplanes certificated in all categories. To prevent failures of the main landing gear axle elbows, Part Number 8107-63L and 8107-63R, accomplish the following, unless already accomplished: (a) For aircraft having main landing gear axle elbows with less than 7800 hours' time in service on the effective date of this AD, at 8,000 hours' time in service and thereafter, at intervals not to exceed 500 hours' time in service, inspect the part numbers 8107-63L and -63R elbows for cracks visually with a ten power or higher glass or in an equivalent FAA approved manner. (b) For aircraft having main landing gear axle elbows with more than 7800 hours' time in service on the effective date of this AD, within 200 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 500 hours' time in service, inspect the Part Numbers 8107-63L and -63R elbows for cracks visually with a ten power or higher glass or in an equivalent FAA approved manner. (c) Replace cracked elbows with serviceable parts before further flight. (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Southern 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. This amendment becomes effective August 30, 1974.
2021-06-07: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-200 series and A330-300 series airplanes. This AD was prompted by reports of cracked flexible hoses in the courier area oxygen system (CAOS). This AD requires repetitive detailed inspections of the CAOS and replacement of affected parts if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
56-25-02: 56-25-02 BELL: Applies to All Model 47 Series Helicopters Except the Following: Model 47G Serial Numbers 1529, 1530, 1687 and Up; Model 47G2 Serial Numbers 1505, 1506, 1508, 1617 and Up; Model 47H1 Serial Numbers 1369, 1371 and Up; Model 47J. Compliance required by December 22, 1956. Excessive tolerance resulting from wear of the tail rotor pitch change rod assembly can result in the loss of the S1RP or 7R4AX1C bearings. To preclude loss of these bearings, the AN 960-416 washer or washers, P/N 47-641-113-1, made to the dimensions 0.562-0.557 inch must be replaced with washers that have an O.D. dimension not greater than 0.552 inch or less than 0.549 inch. (Bell Mandatory Service Bulletin No. 113 Revision B dated October 23, 1956, covers this same subject.) This supersedes AD 56-20-02.
2001-09-07: This amendment supersedes an emergency airworthiness directive (AD) 2001-08-52 that was sent previously to all known U.S. owners and operators of Pratt and Whitney (PW) model PW4050, PW4052, PW4056, PW4060, PW4060A, PW4060C, PW4062, PW4152, PW4156, PW4156A, PW4158, PW4160, PW4460, PW4462, and PW4650 turbofan engines by individual letters. That emergency AD requires limiting the number of PW4000 engines, listed by serial number (SN) in that AD, with potentially reduced stability to no more than one engine on each airplane; removal of certain PW4000 engines, listed by SN in this AD, before exceeding cyclic limits that are determined by airplane model; removal of certain PW4000 engines, listed by SN in this AD, that have a high pressure compressor with 1,500 or more cycles-since-overhaul (CSO) greater than the high pressure turbine (HPT) CSO; and requires a minimum rebuild standard for engines that are returned to service. This amendment supersedes emergency AD 2001-08-52 to provide clarifications and additions to the compliance and applicability of certain paragraphs of AD 2001-08-52. This AD is prompted by a report of a dual-engine surge event during take-off on an Airbus Industrie A300 airplane. The actions specified by this AD are intended to prevent multiple-engine power losses due to high pressure compressor (HPC) surge at a critical phase of flight such as takeoff or climb.
2003-16-14: This amendment adopts a new airworthiness directive (AD), applicable to Boeing Model 747 series airplanes equipped with Pratt & Whitney JT9D-3 or JT9D-7 series engines (except JT9D-70 series engines), that requires detailed inspections of the upper and lower surface of the forward lower spar of the nacelle strut for cracking or other damage, and for any loose or damaged fasteners. This amendment also requires replacement of loose or damaged fasteners and, if necessary, associated repair of the forward lower spar. This action is necessary to detect and correct cracking or other damage to the upper or lower surface of the forward lower spar and any loose or damaged fasteners, which could result in reduced structural capability of nacelle struts one through four, and possible separation of a strut and engine from the airplane during flight. This action is intended to address the identified unsafe condition.
2016-06-08: We are adopting a new airworthiness directive (AD) for The Boeing Company Model 787-8 and 787-9 airplanes powered by GE GEnx engines. This AD requires revising the airplane flight manual to provide the flight crew a new fan ice removal procedure to reduce the likelihood of engine damage due to fan ice shedding. This AD also requires, for certain airplanes, reworking the fan stator module assembly on GE GEnx-1B Performance Improvement Program (PIP) 2 engines. This AD was prompted by a recent engine fan blade rub event that caused an in-flight non-restartable power loss. We are issuing this AD to prevent reduced fan tip clearance, which could result in engine damage and a possible in-flight non-restartable power loss of one or both engines.
70-14-04: 70-14-04 BOEING: Amendment 39-1027. Applies to 747-100 series airplanes which incorporate 65B82749-3 Compensator Assembly. \n\tCompliance required as indicated. \n\tTo prevent steering malfunction, accomplish the following: \n\t(a)\tWithin 10 hours after the effective date of this AD, unless already accomplished, install a placard as noted below in full view of the captain and first officer, or provide an equivalent procedure acceptable to the cognizant Air Carrier District Office. \n\tPlacard wording is as follows: \n\t\t1.\tWithout using the tiller check that the nose wheel is tracking straight while taxiing. \n\t\t2.\tAllow aircraft to roll forward to assure nose wheel alignment prior to applying takeoff power. \n\t\t3.\tIf metering or directional control problems occur, the takeoff should be discontinued. \n\tThe requirement for (a) is eliminated upon accomplishment of the provisions of (b) below. \n\t(b)\tWithin the next 1000 hours' time in service after the effective date of this AD, unlessalready accomplished, replace the 65B-82749-3 compensator assembly with the 65B-82749-4 compensator assembly per Boeing Service Bulletin No. 32-2032, dated June 19, 1970, or later FAA approved revisions, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\tThis amendment becomes effective July 16, 1970.
2024-24-04: The FAA is superseding Airworthiness Directive (AD) 2018-18- 09, which applied to all Airbus Defense and Space S.A. Model CN-235, CN-235-100, CN-235-200, and CN-235-300 airplanes; and certain Model C- 295 airplanes. AD 2018-18-09 required a detailed inspection of the upper and lower lugs of each horizontal stabilizer-to-fuselage rear attachment fitting, repair if necessary, and a report of findings. This AD was prompted by reports of new occurrences of cracking. This AD requires repetitive inspections, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also revises the applicability. The FAA is issuing this AD to address the unsafe condition on these products.
2024-24-01: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200CB, and -200PF series airplanes. This AD was prompted by a crack growth analysis, which indicated that current inspections are not adequate to detect cracks in certain sections of the upper frame at the frame splice between certain stringers before a single frame fails. This AD requires an inspection or records review for existing repairs, repetitive inspections for cracks of the upper frame at the frame splices between certain stringers in certain sections, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2016-06-07: We are superseding Airworthiness Directive (AD) 2006-22-15 for all The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. AD 2006-22-15 required repetitive inspections for cracking of certain panel webs and stiffeners of the nose wheel well (NWW), and corrective actions if necessary; and replacement of certain panels with new panels, which terminates the repetitive inspections. This new AD reduces a compliance time and adds certain inspections and an applicable repair. This AD was prompted by multiple reports of fatigue cracking in the NWW top panel and side panel webs and stiffeners. We are issuing this AD to prevent fatigue cracking of the NWW side and top panels, which could result in a NWW depressurization event severe enough to reduce the structural integrity of the fuselage.
70-22-06: 70-22-06\tBOEING: Amdt 39-1100. Applies to Model 747 Series Airplanes. \n\n\tCompliance required as indicated. \n\n\tTo prevent fuel leakage and possible engine fire due to a damaged or misaligned engine cowl fluid drain bellows seal, accomplish the following: \n\n\t(a)\tWithin the next 100 hours' time in service after the effective date of this AD, unless the seal modification in accordance with (b) or (c), below, have been previously accomplished, inspect the bellows seal on the gang drain assembly each time the engine cowl doors are closed to insure proper seal installation and seating on the drain duct in accordance with the inspection instructions in Boeing Service Bulletin 71-2018, Revision 2, dated June 18, 1970, or later FAA approved revision or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b)\tWithin the next 300 hours' time in service after the effective date of this AD, unless previously accomplished, inspect the aft fueldrain duct for proper alignment with the turbine case and combustion chamber drains and modify the engine fluid drain bellows seal in accordance with Boeing Service Bulletin 71-2018, Revision 2, dated June 18, 1970, or later FAA approved revision or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(c)\tWithin the next 1500 hours' time in service after the effective date of this AD, unless already accomplished, modify the engine gang drain bellows seal in accordance with Boeing Service Bulletin 71-2030, dated October 16, 1970, or later FAA approved revision or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tUpon completion of the work described in (c), the inspection and modification requirements of (a) and (b) are no longer applicable. \n\n\tThis amendment becomes effective on November 3, 1970.
72-09-01: 72-09-01 MCDONNELL DOUGLAS: Amendment 39-1436 as amended by Amendment 39-1636 is further amended by Amendment 39-2844. Applies to all Model DC-9 series airplanes listed in McDonnell Douglas Service Bulletin No. 54-27 dated March 3, 1972, or later FAA-approved revisions, and Military C-9A (DC-9-32F) airplanes. \n\n\tCompliance required as indicated. \n\n\tTo prevent failures of the engine mount pylon as the result of cracks in the engine pylon upper aft spar caps (P/N 9958154-5, and -6) and/or the titanium straps (P/N 9958154-17 and -18) and supporting structure, accomplish the following: \n\n\tA.\tFor aircraft with more than 4000 hours time in service: Within the next 150 hours time in service after the effective date of this AD, unless already accomplished, conduct visual inspections for evidence of cracking, in accordance with the following procedure. \n\n\t\t1.\tVisually inspect the upper and lower surfaces of the titanium straps, P/N 9958154-17 and -18, and the upper and lower surfaces of the steel spar caps, P/N 9958154-5 and -6, at the first, second and third fasteners inboard of the fuselage shell; and, \n\n\t\t2.\tVisually inspect the aft face and lower surface of the titanium straps, P/N 9958154-17 and -18, and the lower surface of the steel spar caps, P/N 9958154-5 and -6, at the first, second and third fasteners outboard of the fuselage shell; and, \n\n\t\t3.\tVisually inspect the bend radius and areas around the vertical line of rivets in the pylon rear spar supporting bulkhead shear clips, P/N 9912246-43 and -44, inside the fuselage shell between longerons 14 and 16; and, \n\n\t\t4.\tVisually inspect the bend radius and areas around the horizontal line of rivets in the outboard leg of the intercostals, P/N 9915596-3 and -4, which attach to the fuselage skin between the pylon rear spar supporting bulkhead and next aft fuselage frame (P/N 5913596) inside the fuselage shell; and, \n\n\t\t5.\tVisually inspect the bend radius and areas around the vertical line of rivetsin the outboard leg of the fuselage frame shear clips, (P/N 5913596-11 and -12, P/N 5913595-11 and -12), inside the fuselage shell, at the first and second fuselage frames (P/N's 5913596 and 5913595) aft of the rear spar support bulkhead. \n\n\t\t6.\tIf a crack is found: \n\n\t\t\ta.\tIn the pylon structure (other than the rear spar upper cap and/or strap) or adjacent fuselage structure, before further flight, replace the cracked parts with new parts of the same design, or repair in accordance with instructions prescribed in the Douglas DC-9 Structural Repair Manual, or repair in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. After accomplishment of the above, perform the radiographic inspections specified in paragraph B. \n\n\t\t\tb.\tIn the spar cap(s), P/N 9958154-5 and/or -6, and/or strap(s), P/N 9958154-17 and/or -18, before further flight, replace the cracked parts with new parts of the same design; or, replace the cracked steel spar cap(s), P/N 9958154-5 and/or -6, with a new cap(s) of the same design, and replace the titanium strap(s), P/N 9958154-17 and/or -18, with a new design steel strap(s), P/N 5917717-3 and/or -4, using new larger diameter interference fit fasteners, in accordance with Douglas Service Bulletin S/B 54-27, dated 3 March 1972, or later FAA approved revisions; or, replace the spar cap(s), P/N 9958154-5 and/or -6 with a new spar cap(s), P/N 5917717-37 and/or -38 or 9958154-43 and/or -44 and replace the strap(s), P/N 9958154-17 and/or -18, with a new strap(s), P/N 5917717-39 and/or -40 in accordance with Douglas Service Bulletin 54-31 dated August 24, 1976 or later FAA approved revisions. \n\n\t\t7.\ta.\tWhen a new spar cap or strap of the same (i.e. original) design is installed in accordance with the requirements in 6.b., accomplish the inspections specified in paragraph B until the existing (retained) part (cap or strap) is replaced with a new part in accordance with the requirements in 6.b., at which time the inspection requirements in paragraph 7.b. apply (Note: accumulation of 4000 hours time in service is based on earliest replaced part (cap or strap)); or \n\n\t\t\tb.\tUpon installation of both a new spar cap and a new strap of the same (i.e. original) design, the inspections required in paragraphs A and B may be discontinued until these parts accumulate 4000 hours time in service, at which time reinstate the program of inspections and any necessary replacement or repairs per this AD; or, \n\n\t\t\tc.\tUpon installation of new improved design steel strap(s), P/N 5917717-3 and/or -4, in conjunction with an existing (retained) uncracked steel spar cap(s) P/N 9958154-5 and/or -6, using new larger diameter interference fit fasteners, in accordance with Douglas S/B 54-27, or later FAA approved revision; or, new spar cap(s), P/N 5917717-37 and/or -38 or P/N 9958154-43 and/or -44 and a new strap(s), P/N 5917717-39 and/or -40 in accordance with the Douglas Service Bulletin 54-31 dated August 24, 1976 or later FAA approved revisions; the inspections required in paragraphs A and B of this AD are no longer applicable. \n\n\tB.\tIf no cracks are found after accomplishment of the inspections required by paragraph A-1 through A-5, or, after repair or replacement of parts as specified in 6(a), within the next 1200 hours time in service after the effective date of this AD and thereafter, at intervals not to exceed 1200 hours time in service from the last inspection, inspect the upper aft steel spar caps, P/N 9958154-5 and -6 and titanium cap straps, P/N 9958154-17 and -18, using radiographic inspection methods in accordance with the instructions outlined in Douglas All Operators Letter, AOL 9-666 dated November 22, 1971, (X-rays numbers 1, 1A, 2, 3, 7 and 8 are not required) or equivalent inspection means approved by the Chief, Aircraft Engineering Division, FAA Western Region; or, replace the titanium strap(s), P/N 9958154-17 and/or -18, with a new steel strap(s), P/N 5917717-3 and/or -4, using new larger diameter interference fit fasteners in accordance with the instructions specified in Douglas Service Bulletin 54-27, dated March 3, 1972, or later FAA approved revisions; or, replace the spar cap(s), P/N 9958154-5 and/or -6 with a new spar cap(s), P/N 5917717-37 and/or -38 or 9958154-43 and/or -44 and replace the strap(s), P/N 9958154-17 and/or -18, with a new strap(s), P/N 5917717-39 and/or -40 in accordance with Douglas Service Bulletin 54-31 dated August 24, 1976, or later FAA approved revisions. Upon accomplishment of the above rear spar upper cap and strap modifications specified in S/B 54-27 or S/B 54-31, the inspections required in Paragraphs A and B may be discontinued. \n\n\tNOTE: Prior to installation of the new steel strap(s) P/N 5917717-3 and/or -4 per Service Bulletin 54-27, determine by radiographic inspection methods specified in Douglas AOL 9-666 or other FAA-approved equivalent inspection means (visual inspection is not considered satisfactory) that the existing (retained) steel cap is not cracked and shows no other signs of damage. \n\n\tIf cracks are found as a result of the radiographic inspections, before further flight, replace the cracked parts as specified in paragraph 6(b) and accomplish the inspections in accordance with the instructions in 7.a, 7.b and 7.c, as applicable. \n\n\tAircraft which have accumulated more than 1200 hours time in service as of the effective date of this amendment to AD 72-09-01, must be X-ray inspected within 150 hours time in service after the effective date of this amendment to AD 72-09-01, or the accumulation of 1500 hours total time in service, whichever occurs earlier. \n\n\tAmendment 39-1436 supersedes Amendment 39-1418 (37 F.R. 6380), AD 72-07-06. \n\n\tAmendment 39-1436 became effective April 25, 1972. \n\n\tAmendment 39-1636 became effective May 14, 1973 for all persons except those to whom it was made effective by telegrams dated April 7, 1973 and April 21, 1973, which contained these amendments.This amendment 39-2844 becomes effective March 3, 1977.
2024-23-10: The FAA is adopting a new airworthiness directive (AD) for certain ATR--GIE Avions de Transport R[eacute]gional Model ATR42 and ATR72 airplanes. This AD was prompted by a report that for airplanes converted from passenger to cargo configuration using certain supplemental type certificates, no height limitation for the cargo, when loaded in the cargo compartment, is defined, and that as a consequence, cargo might be loaded up to the ceiling of the cargo compartment. This AD requires modification of the cargo compartment and implementation of updated cargo loading procedures. The FAA is issuing this AD to address the unsafe condition on these products.
2016-06-03: We are adopting a new airworthiness directive (AD) for all Airbus Model A319-131, -132, and -133 airplanes; Model A320-232 and - 233 airplanes; and Model A321-131, -231, and -232 airplanes. This AD was prompted by reports of forward engine mount attachment pins that were manufactured from discrepant raw material. This AD requires identification and replacement of affected forward engine mount attachment pins. We are issuing this AD to prevent failure of a forward engine mount attachment pin, possible loss of an engine in-flight, and consequent reduced controllability of the airplane.
53-26-01: 53-26-01 BRIGGS AND STRATTON: Applies to All Airplanes Equipped With AAF Type B-5 Ignition Switch Manufactured by Briggs and Stratton. Affected Airplanes Include Beech Models D18S (Serial Numbers A-1 Through A-537), D18C, D18C-T, C18S and AT-11 Having the AAF Type B-5 Briggs and Stratton Switch Installed. Compliance required not later than April 1, 1954. Design of the Briggs and Stratton AAF Type B-5 switch will permit foreign objects to enter the master ignition switch portion of the switch assembly. As a result, the magnetos of both engines connected to the switch may accidentally become grounded. Gaps in the enclosure of the Briggs and Stratton master switch can allow entry of foreign objects; whereas, AAF Type B-5 switches produced by other manufacturers are tightly sealed. These latter switches are not considered hazardous. Briggs and Stratton AAF Type B-5 switches are identified by: (1) The letters "AAF TYPE B-5" on the face of the switch and (2)The words "Briggs & Stratton Corp., Milwaukee, Wis., U.S.A." stamped on the master switch enclosure. Determination of whether the switch carries the designation of (2) will probably necessitate examination with a flashlight and mirror or removal of the switch from its mount in the airplane. If AAF Type B-5 switches manufactured by Briggs and Stratton are installed, accomplish either of the following: (a) Replace the Briggs and Stratton AAF Type B-5 switch with a Type B-5 switch having the master ignition switch portion adequately sealed against entry of foreign objects. (b) Remove the master ignition and battery switch portion of the Briggs and Stratton AAF Type B-5 in the following manner: 1. Remove the switch assembly from its mount on the airplane. 2. Drill out the three rivets attaching the master switch portion to the face plate of the ignition switch assembly. 3. The six electrical wires connecting the master switch portion to the threaded terminals are to be disconnected at the threaded terminals and discarded with the master switch portion. 4. Clean the ignition switch brass ground strip to make a good electrical contact and rivet it to the case with AN rivet. 5. Reinstall the modified Type B-5 ignition switch assembly in the airplane. Minor rework of the airplane electrical system may be required if the electrical master switch was connected through the Type B-5 master ignition and battery switch. NOTE: Proper precautions should be observed when the ignition switch is removed or disconnected since the engine magnetos are not grounded. (Beech Service Bulletin; Model D18S, D-18C, D-18C-T, C18S, AT-11; No. 64, issued November 10, 1953, covers this same subject.)
2003-09-11: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. This AD requires you to inspect the pedestal leg assembly on aft facing passenger seats for correct configuration. If incorrectly configured, this AD requires you to modify to the correct configuration. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to detect and correct pedestal leg assemblies on aft facing passenger seats that are in nonconformance with manufacturing standards. Nonconforming passenger seats could result in passenger injury in an emergency situation.
2003-04-15: This amendment adopts a new airworthiness directive (AD) for the specified Sikorsky Aircraft Corporation (Sikorsky) model helicopters. This action requires determining the manufacturer of a certain part-numbered rotor brake disc (RBD) and if the manufacturer is Parker Hannifin Corporation (PHC), re-identifying the RBD as appropriate. This action also requires before the first flight of the next day following any day in which a certain RBD was used, visually inspecting the RBD for a crack. If a crack is found, this AD also requires replacing the RBD with an airworthy RBD or deactivating it as applicable depending on the nature of the crack. This amendment is prompted by the discovery that certain RBDs manufactured by PHC were improperly heat treated resulting in "soft" RBDs that have an increased wear rate compared to those heat treated in accordance with the type design requirement. Further investigation reveals that "soft" RBDs develop cracks more frequently than previously manufactured RBDs. The actions specified in this AD are intended to prevent failure of the RBD, damage to the rotor blades and nearby hydraulic and fuel lines, and subsequent loss of control of the helicopter.
48-31-01: 48-31-01 GRUMMAN: Applies to G-44 and G-44A Aircraft. To be accomplished by September 15, 1948. Inspect upper terminal (P/N 17257-1) of stabilizer strut (P/N 17256) for cracks extending radially from the outside edge of the ears to the inside of the hole in which the shoulder bushings are pressed. Cracked terminals should be replaced with steel terminals. All terminals without cracks may be left in service if inspected every 100 hours. (Grumman Aircraft Engineering Corp. Service Bulletin No. 22 dated July 1, 1948, covers this same subject.)
2008-26-12: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: This Airworthiness Directive (AD) is prompted by the discovery on L 23 SUPER-BLANIK sailplanes of cracks in zones where the front and aft control levers attach the connecting rod designated as "control bridge'' on the relevant Illustrated Parts Catalogues (IPC). If left uncorrected cracks could propagate and lead to the breakage of the connecting rod with subsequent loss of control of the sailplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2016-05-12: We are superseding Airworthiness Directive (AD) 2012-15-13, for certain The Boeing Company Model 747-100B SUD, 747-300, 747-400, and 747-400D series airplanes; and Model 747-200B series airplanes having a stretched upper deck. AD 2012-15-13 required inspections for cracking and discrepancies of certain fasteners; modification of the frame-to-tension-tie joints; repetitive post-modification inspections; related investigative and corrective actions if necessary; and repetitive inspections for cracking in the tension tie channels, and repair if necessary. For certain airplanes, AD 2012-15-13 also required an inspection to determine if the angle is installed correctly, and re- installation if necessary; and an inspection at the fastener locations where the tension tie previously attached to the frame prior to certain modifications, and repair if necessary. This new AD adds a new inspection for cracking in the tension tie channels and post- modification inspections of the modifiedtension ties for cracking, and repair if necessary. This AD was prompted by an evaluation indicated that the upper deck is subject to widespread fatigue damage (WFD). We are issuing this AD to prevent fatigue cracking of the tension ties, shear webs, and frames of the upper deck, which could result in rapid decompression and reduced structural integrity of the airplane.
53-21-01: 53-21-01 de HAVILLAND: Applies to All Model DHC-2 (Beaver) Aircraft. Compliance required as indicated. Several cases have been reported where mechanics in the field upon assembling DHC-2 wings to fuselage have installed extra washers, packing, etc., to the rear spar wing bolt in order to take out any end play. It should be pointed out that a clearance is purposely provided in this fitting as the rear wing attachment is not designed to take drag loads. All Beaver aircraft should be inspected as soon as possible but not later than December 1, 1953, to see that no washers, bushings, etc., have been installed in this fitting and if found they should be removed immediately. In assembling the wing to fuselage, the front spar must be attached and then the rear wing bolt should be installed. It is quite normal that the rear spar wing fitting should not touch either inboard side of the fuselage fitting, but in most cases the wing fitting is almost against the forward side. The gaps in the fittings front and rear should not be packed with washers or spacers. The FAA concurs in this mandatory action by the Canadian Department of Transport. (de Havilland Technical News Sheet, Series B, No. 67, dated August 31, 1953, available from de Havilland Aircraft of Canada, Ltd., Toronto, Ontario, Canada, covers this same subject.)
68-08-01: 68-08-01 MCCAULEY AIRCRAFT PROPELLERS: Amdt. 39-581 as amended by Amendment 39-1314 is further amended by Amendment 39-1377. Applies to the following two- and three-bladed constant speed propeller models with hub serial numbers indicated below: PROPELLER MODELS 2D34C8 C2A36C32 D2A34C58-B 3A32C76-S D2A34C78-K 2D34C8-A C2A36C32-A D2A34C58-J 3A32C76-T D2A34C78-L 2D34C8-J C2A36C32-D D2A34C58-K 3A32C76-AD D2A34C78-M 2D34C8-K D2A36C33 D2A34C58-L 3A32C76-AS D3A32C79 2D34C8-M D2A36C33-D D2A34C58-M 3A32C76-AT D3A32C79-A 2A36C23-C D2A36C45 2A34C66 3A32C76-FD D3A32C79-B 2A36C23-CD D2A36C45-D 2A34C66-A 3A32C76-FS D3A32C79-F 2A36C23-CH D2A34C49 2A34C66-B 3A32C76-FT D3A32C79-J 2A36C23-CJ D2A34C49-A 2A34C66-C 3A32C76-JD D3A32C79-K 2A36C23-CP D2A34C49-B 2A34C66-J 3A32C76-JS 2A36C82-T 2A36C23-CS D2A34C49-J 2A34C66-K 3A32C76-JT 2A36C82-DT 2A36C23-DD D2A34C49-K 2A34C66-L 3A32C76-KD D3A32C88 2A36C23-DH D2A34C49-L 2A34C66-M 3A32C76-KS D3A32C88-A 2A36C23-DJ D2A34C49-M E2A34C70 3A32C76-KT D3A32C88-F 2A36C23-DP 2A34C50 E2A34C70-A D3A32C77 D3A32C88-J 2A36C29 2A34C50-A E2A34C70-J D3A32C77-A D3A32C88-K 2A36C29-A 2A34C50-B E2A34C70-K D3A32C77-F D3A32C90 2A36C29-D 2A34C50-J E2A34C70-M D2A32C77-J D3A32C90-A B2A36C31 2A34C50-K E2A34C73 D3A32C77-K D3A32C90-B B2A36C31-A 2A34C50-L E2A34C73-A D2A34C78 D3A32C90-C B2A36C31-D 2A34C50-M E2A34C73-J D2A34C78-A D3A32C90-F D2A36C31-A D2A34C58 E2A34C73-K D2A34C78-B D3A32C90-J D2A36C31-D D2A34C58-A E2A34C73-M D2A34C78-J D3A32C90-K 3A32C76-D HUB SERIAL NUMBERS 59000 up to and including 712778 except 700492, 700500 thru 700558; 700561 thru 700568; 700570 thru 700594; 700596 thru 701050 and 701053 Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To prevent failure of the propeller cylinder attach screws, accomplish the following: Modify propeller cylinder attachment in accordance with McCauley Service Bulletin No. 92, dated April 21, 1971, or later FAA-approved revision. However, for propellers used on Bellanca Aircraft Models 17-30 and 17-30A modify propeller cylinder attachment in accordance with McCauley Service Bulletin No. 94, dated July 28, 1971, or later FAA-approved revision instead of Service Bulletin No. 92. Equivalent methods of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Amendment 39-581 was effective April 11, 1968. Amendment 39-1314 was effective October 14, 1971. This Amendment 39-1377 is effective January 21, 1972.
2024-24-03: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model MD-11 and MD-11F airplanes. This AD was prompted by a report of a Model MD-11F airplane experiencing an uncommanded deployment of a thrust reverser in flight at low altitude. This AD requires initial and repetitive detailed inspections and repetitive wire integrity tests of the engine pylon thrust reverser control system wire harnesses, junction box assembly and junction box cover, left-side and right-side thrust reverser electrical harnesses, core (engine compartment) miscellaneous wire harness assembly, and 30- degree bulkhead wire harness assembly; and applicable on-condition actions. This AD also requires reporting inspection results. The FAA is issuing this AD to address the unsafe condition on these products.
71-09-02: 71-09-02\tBOEING: Amendment 39-1197 as amended by Amendment 39-1225 and 39-1254 is further amended by Amendment 39-1276. Applies to Model 707/720 series airplanes equipped with 7079/T6 rudder hydraulic power actuator support fittings. \n\tCompliance required as indicated. \n\tTo detect cracks which might result in failure of the rudder hydraulic power actuator support fitting and to prevent additional cracking of the fitting in the vicinity of the actuator attachment holes, accomplish the following: \n\t(a)\tFor airplanes previously reworked in accordance with paragraph (b) of AD 69-13-02, as amended by Amendment 39-1174 effective March 18, 1971, within the next 100 hours' time in service after the effective date of this AD unless already accomplished in accordance with paragraph (d)(1) of that AD, perform either an ultrasonic inspection, or, after removal of bushings, an eddy current inspection to detect evidence of cracks in the support fitting. \n\t(b)\tUnless already accomplished withinthe last 300 hours' time in service prior to the effective date of this AD, within the next 100 hours' time in service after the effective date of this AD, perform either another ultrasonic inspection or, with bushings removed, an eddy current inspection of all fittings previously inspected by ultrasonic means. \n\t(c)\tAt intervals not to exceed 400 hours' time in service after the last ultrasonic inspection, reinspect by ultrasonic means all fittings previously inspected in that manner in compliance with (a) and (b), above, until an eddy current inspection, with bushings removed, is performed per (d), below. \n\t(d)\tWithin 1200 hours' time in service after the effective date of this AD but no later than 1200 hours' time in service after the last eddy current inspection with bushings removed, remove all bushings and perform an eddy current inspection of the fitting. \n\t(e)\tAfter accomplishment of the eddy current inspection per (b) or (d), above, and until affected fittings are replacedor modified per (f) or (i), below, inspect such fittings by ultrasonic and/or eddy current as follows: \n\t\t(1)\tInspect by ultrasonic means at intervals not to exceed 650 hours' time in service until the next such inspection after the effective date of this amendment. Thereafter, inspect either by ultrasonic means at intervals not to exceed 325 hours' time in service or by eddy current, with bushings removed, at intervals not to exceed 650 hours' time in service. \n\t\t(2)\tInspect by eddy current, with bushings removed, at intervals not to exceed 1200 hours' time in service until the next such inspection after the effective date of this amendment. Thereafter, inspect either by ultrasonic means at intervals not to exceed 325 hours' time in service or by eddy current, with bushings removed, at intervals not to exceed 650 hours' time in service. \n\t\t(3)\tAfter the next 100 hours' time in service following the effective date of this amendment, perform all ultrasonic and eddy current inspections with the equipment and procedures outlined in Boeing Service Bulletin No. 2903, Revision 6, dated June 4, 1971, or later FAA approved revision, or in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\t(f)\tWhen any fitting inspected in accordance with the foregoing paragraphs or paragraph (g), below, exhibits evidence of a crack which cannot be reworked within the hole oversize limits outlined in Boeing Service Bulletin 2903, Revision 6, dated June 4, 1971, or later FAA approved revision, either: replace the fitting prior to further flight with a new fitting made of 7075-T73 material; modify the fitting and install a steel replacement lug assembly in accordance with FAA- approved Boeing Service Bulletin 3042; or accomplish another replacement or modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\t(g)\tWhen any fitting inspected in accordance with paragraphs (a) through (e), above, or in accordance with this paragraph, exhibits evidence of a crack which can be reworked within the hole oversize limits outlined in Boeing Service Bulletin 2903, Revision 6, dated June 4, 1971, or later FAA-approved revision, the fitting may be returned to service, provided: \n\t\t(1)\tThe fitting is reworked and new bushings are fabricated in accordance with Part II of Boeing Service Bulletin 2903, dated June 2, 1969, or later FAA approved revision; \n\t\t(2)\tThe new bushings are installed in the fitting in accordance with (h), below; and \n\t\t(3)\tThe fitting is inspected thereafter by ultrasonic means or, with bushings removed, by eddy current at intervals not to exceed 325 hours' time in service. After the next 100 hours' time in service following the effective date of this amendment, perform all such inspections in accordance with (e)(3), above. The intervals within which the eddy current inspections must be performed may then be increased to 650 hours' time in service. \n\t(h)\tFittings inspected or reinspected by eddycurrent technique to comply with paragraphs (a) through (e) and (g), above, and fittings eligible for rework in accordance with (g), above, may be returned to service when the bushings are installed or reinstalled in the manner outlined in Boeing Service Bulletin 2903, Revision 5, dated February 3, 1971, or later FAA- approved revision. \n\t(i)\tBefore further flight after January 1, 1972, either: \n\t\t(1)\tReplace all 7079-T6 fittings with fittings made of 7075-T73 material; or \n\t\t(2)\tModify the 7079-T6 fitting and install a steel replacement lug assembly in accordance with FAA-approved Boeing Service Bulletin 3042; or \n\t\t(3)\tAccomplish another replacement or modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\tThe special inspections prescribed by this AD on any airplane are terminated when the fitting is replaced or modified in accordance with this paragraph. \n\t(j)\tWhen a fitting is found to exhibit evidence of a crack, the airplane may not be ferried. \n\t(k)\tAfter the effective date of this AD, actuator support fittings not previously reworked by the installation of aluminum-nickel-bronze bushings in accordance with paragraph (b) of AD- 69-13-02, effective June 6, 1969, must be inspected, reworked, or replaced as follows: \n\t\t(1)\tBefore further flight remove all bushings and perform an eddy current inspection of the support fitting. \n\t\t(2)\tBefore further flight, replace any fitting found to be cracked beyond rework limits, in accordance with (f), above. \n\t\t(3)\tAny fitting found cracked within rework limits may be returned to service if reworked in accordance with (g), above, and the new bushings are installed in accordance with (h), above. \n\t\t(4)\tBefore further flight, fittings inspected in accordance with (k)(1), above, and found to be uncracked must be modified to incorporate flanged aluminum-nickel-bronze bushings described by Paragraph C of Boeing Service Bulletin 2903, dated June 2, 1969, and by Part II - Bushing Replacement of that Service Bulletin, or in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region, unless the fitting is replaced or modified in accordance with (f) above. Installation of flanged bushings must be performed in accordance with (h), above. \n\t\t(5)\tAll fittings modified per (k)(4) to incorporate flanged aluminum-nickel-bronze bushing must be reinspected in the manner and within the corresponding intervals specified in (e), above, until replaced in accordance with (k)(6). \n\t\t(6)\tAll 7079-T6 fittings must be replaced before further flight after January 1, 1972, in accordance with (i), above. \n\t(l)\tFollowing each actual or simulated #3 or #4 engine power failure, or flight with #3 or #4 engine shutdown, or prior to ferry flight with #3 or #4 engine inoperative, perform either an ultrasonic inspection or, with bushings removed, an eddy current inspection before further flight to detect any evidence of a crack in the rudder actuator support fitting. Any fitting exhibiting evidence of a crack must be replaced per (f) above, or reworked per (g) above, before further flight. \n\tAD 71-09-02 Amendment 39-1197 supersedes amendment 39-786 (34 F.R. 9748), AD 69- 13-02, as amended by Amendment 39-800, (34 F.R. 12214), and Amendment 39-1174, (36 F.R. 5209). \n\tAmendment 39-1197 became effective April 27, 1971. \n\tAmendment 39-1225 became effective June 8, 1971 for all persons except those to whom it was made effective immediately by telegram dated May 14, 1971. \n\tAmendment 39-1254 became effective August 3, 1971. \n\tThis Amendment 39-1276 becomes effective September 2, 1971.