Results
96-04-07: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A310 and A300-600 series airplanes. This amendment requires repetitive inspections to detect distortion and/or cracks on the attachment brackets of the backrest recline control locks of certain seats. It also provides for an optional modification which, if accomplished, terminates the repetitive inspections. This amendment is prompted by a report of failure of the bracket of the backrest recline control lock on a seat due to fatigue-related cracking. The actions specified by this AD are intended to prevent fatigue-related cracking and/or distortion, which could result in failure of the seat backrest attach fitting, and the subsequent uncommanded 50 angle recline of the pilot or co-pilot seat; this situation could lead to the temporary inability of the pilots to control the airplane.
2000-16-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes, that requires repetitive inspections to check for backlash of the spherical bearing of the active aileron servo-controls, and follow-on corrective actions, if necessary. This amendment also provides optional terminating action for the repetitive inspections. This action is necessary to detect and correct excess backlash of the spherical bearing of the active aileron servo-controls, which could result in failure of the active aileron servo-controls and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2005-03-05: The FAA is revising an existing airworthiness directive (AD), which applies to certain McDonnell Douglas Model MD-90-30 airplanes. This AD requires a one-time general visual inspection to detect wire chafing damage and to determine adequate clearance between the disconnect panel structure and the wires above the aft left lavatory; and corrective actions, if necessary. This new AD revises the applicability of the existing AD. This AD is prompted by the determination that certain airplanes unaffected by the existing AD are subject to the unsafe condition, and certain other airplanes should be removed from the applicability. We are issuing this AD to prevent damage to certain wires due to contact between the wires and the adjacent structure, which could result in electrical arcing and consequent smoke and fire in the cabin.
91-03-01: 91-03-01 BOEING HELICOPTERS (BOEING VERTOL HELICOPTER CO.): Amendment 39-6862. Docket No. 90-ASW-47-AD. Applicability: All Model 234 series helicopter, with serial numbers (S/N) MJ001, MJ002, MJ003, MJ005, MJ006, MJ016, MJ017, MJ022, MJ023, MM819, MM820, and MM821, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure of a rotor blade damper elastomeric rod end, which could result in the rotor blade striking the helicopter during start up or shut down, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD inspect all rod ends, part number (P/N) 234RS202-1 and -2, with more than 350 hours' time in service, unless accomplished within the last 40 hours' time in service. Thereafter, inspect these rod ends at intervals not to exceed 25 hours' time in service from the last inspection. Conduct these inspections using eddy current inspection methodsapproved by the FAA. NOTE: The Accomplishment Instructions of paragraphs 3.B and C of Boeing Helicopters Service Bulletin 234-62-1031, dated September 26, 1990, provide an FAA approved calibration and inspection procedure for eddy current inspection of the rod ends. (b) Conduct an FAA approved eddy current inspection of any used spare serviceable rod end, P/N 234RS202-1 or -2, with more than 350 hours' time in service prior to installation and return to service, and thereafter at intervals not to exceed 25 hours' time in service from the last inspection. (c) If a crack is found, replace the cracked rod end with a serviceable rod end prior to further flight. (d) Helicopters may be ferried in accordance with the provisions of FAR Sections 21.197 and 21.199 to a base where the requirements of the AD can be accomplished. (e) Alternate inspections, modification, other actions, or adjustment of the compliance times, which provides an equivalent level of safety maybe used when approved by the Manager, New York Aircraft Certification Office, FAA, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment (39-6862, AD 91-03-01) becomes effective on February 14, 1991.
2000-16-02: This amendment supersedes an existing airworthiness directive (AD), applicable to Pratt & Whitney PW4164, PW4168, and PW4168A series turbofan engines. The current AD requires initial and repetitive torque checks for loose or broken bolts used to secure the engine to the airplane made from INCO 718 material (front pylon mount bolts). The current AD also requires the replacement of the bolts, if necessary, with new bolts, and establishes a new cyclic life limit for the front pylon mount bolt. This amendment adds requirements for initial and repetitive torque checks of front pylon mount bolts made from a new material, MP159, and initial and repetitive visual inspections of the primary mount thrust load path. This amendment is prompted by the use of front pylon mount bolts made from MP159 material and fatigue testing that shows that the forward engine mount bearing housings have insufficient fatigue life expectancy. The actions specified by this AD are intended to prevent frontpylon mount bolt and primary mount thrust load path failure, which could result in an engine separating from the airplane.
2005-03-03: The FAA is superseding an existing airworthiness directive (AD), which applies to all Boeing Model 767-200, -300, and -300F series airplanes. That AD currently requires examination of maintenance records to determine if Titanine JC5A (also known as Desoto 823E508) corrosion inhibiting compound ("C.I.C.") was ever used; inspection for cracks or corrosion and corrective action, if applicable; repetitive inspections and C.I.C. applications; and modification of the aft trunnion area of the outer cylinder, which terminates the need for the repetitive inspections and C.I.C. applications. This new AD also requires, for certain other airplanes, repetitive inspections for cracks or corrosion, corrective action if necessary, and repetitive C.I.C. applications. This AD is prompted by a report that JC5A was used on more airplanes during production than previously identified. We are issuing this AD to prevent severe corrosion in the main landing gear (MLG) outer cylinder at the aft trunnion, which could develop into stress corrosion cracking and consequent collapse of the MLG.
96-16-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 1000, 2000, 3000, and 4000 series airplanes, and Model F28 Mark 0100 series airplanes, that requires repetitive pre-load adjustments of the main landing gear (MLG) downlock-actuator. This AD also provides optional terminating action for the repetitive adjustments. This amendment is prompted by a report that, upon landing, the MLG of an airplane collapsed as a result of the lock toggle-links being pulled out of the over-center position by the downlock-actuator, which was due to the relative movement of the upper and lower side-stay members. The actions specified by this AD are intended to prevent collapse of the MLG, which could adversely affect the controllability of the airplane during landing.
2000-15-20: This amendment adopts a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model A109A and A109A II helicopters. This AD requires radiographic inspections of the internal surface of each main rotor blade spar (spar) for corrosion. This AD is prompted by the discovery of corrosion on the internal surfaces of the spar in the area adjacent to the main rotor blade inertia balance weights. The actions specified by this AD are intended to prevent failure of a main rotor blade due to corrosion on the internal surface of the spar and subsequent loss of control of the helicopter.
2005-03-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-300, -400, and -500 series airplanes; and Model 757-200 and -200CB series airplanes, that requires inspection of the applicable body station frames for open body station frames and related investigative/corrective actions; and installation of lanyard hook brackets and lanyard assemblies under the air conditioning overhead ducts, as applicable. This action is necessary to prevent loosened or disconnected overhead ducts from causing ceiling panels to drop below the minimum height of the evacuation zone for the passenger cabin, which could result in inadequate height for safe exit in the event of an emergency evacuation. This action is intended to address the identified unsafe condition.
2014-23-08: We are superseding Airworthiness Directive (AD) 2012-06-19 for certain Airbus Model A330-201, -202, -203, -223, -243, -301, -302, - 303, -321, -322, -323, -341, -342, and -343 airplanes; and Model A340- 200 and -300 series airplanes. AD 2012-06-19 required repetitive inspections of the main fitting and sliding tube of the nose landing gear (NLG) for defects, damage, and cracks; and corrective actions if necessary. This new AD requires an inspection of the part number and serial number of the NLG main fitting and NLG sliding tube; for affected parts, this new AD requires a magnetic particle inspection (MPI) for cracks, and flap peening and replacement if necessary. This new AD also requires, for certain parts, additional inspections for damage and cracking. This new AD also adds airplanes to the applicability. This AD was prompted by reports of a cracked main fitting and sliding tube during NLG overhaul. We are issuing this AD to detect and correct cracks, defects, or damage ofthe main fitting or sliding tube, which could result in consequent NLG collapse.