Results
80-10-02: 80-10-02 MESSERSCHMITT-BOLKOW-BLOHM: Amendment 39-3765. Applies to Model BO-105 series helicopters with tail rotor blade grip P/N 105-31711 or P/N 105-31722 installed, certificated in any category. To prevent failure of the tail rotor system, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished within the last 90 hours time in service, and thereafter at intervals not to exceed 100 hours time in service from the last inspection, inspect the visible part of the inner surface of the tail rotor blade grip clevis area (do not remove blade retaining bolt bushings) for cracks using the dye penetrant method in accordance with Messerschmitt-Bolkow-Blohm BO- 105 Alert Service Bulletin No. 18 dated March 15, 1979, or an FAA-approved equivalent. (b) Within the next 100 hours after installing a replacement tail rotor blade grip in accordance with paragraph (g) of this AD, and thereafter at intervals not to exceed 100 hours time in service from the last inspection, inspect the visible part of the inner surface of the tail rotor blade grip clevis area (do not remove blade retaining bolt bushings) for cracks using the dye penetrant method in accordance with Messerschmitt-Bolkow-Blohm BO-105 Alert Service Bulletin No. 18 dated March 15, 1979, or an FAA-approved equivalent. (c) Within the next 100 hours time in service after the effective date of this AD - (1) Visually inspect the inboard end of the tail rotor blade grip for cracks in accordance with paragraph 2.A.1 "Accomplishment Instructions" of Messerschmitt-Bolkow- Blohm Service Bulletin 30-24 dated December 1, 1978, or an FAA-approved equivalent; and (2) Inspect the tail rotor blade grip in the vicinity of the bore of the laminated pack retaining bolt (on the inner side) for cracks using the dye penetrant method in accordance with paragraph 2.A.2 "Accomplishment Instructions" of Messerschmitt-Bolkow- Blohm BO-105 Service Bulletin 30-24 dated December 1, 1978, or an FAA-approved equivalent. (d) Within the next 100 hours time in service after accomplishing the inspection required by paragraph (c)(1) of this AD or installing a replacement tail rotor blade grip in accordance with paragraph (g) of this AD, and thereafter at intervals not to exceed 100 hours time in service from the last inspection, visually inspect the inboard end of the tail rotor blade grip for cracks in accordance with "Special Inspections." Chapter 10 of the Messerschmitt-Bolkow- Blohm BO-105 Maintenance and Overhaul Manual or an FAA-approved equivalent. (e) Within the next 600 hours time in service after accomplishing the inspection required by paragraph (c)(2) of this AD or installing a replacement tail rotor blade grip in accordance with paragraph (g) of this AD, and thereafter at intervals not to exceed 600 hours from the last inspection, inspect the tail rotor blade grip in the vicinity of the bore of the laminated pack retaining bolt (on the inner side) for cracks using the dye penetrant method in accordance with "Special Inspections," Chapter 10, of the Messerschmitt-Bolkow-Blohm BO-105 Maintenance and Overhaul Manual or an FAA-approved equivalent. (f) If, during any inspection required by this AD, any cracks are found, before further flight, replace the cracked tail rotor blade grip in accordance with paragraph (g) of this AD. (g) For all replacement tail rotor blade grips installed after the effective date of this AD - (1) Use a new or used crack-free tail rotor blade grip of the same part number. Before installation of a used tail rotor blade grip, inspect the part using the dye penetrant method to ensure that it is crack-free; and (2) Comply with the repetitive inspection requirements of paragraphs (b), (d), and (e) of this AD. NOTE: This AD applies to both tail rotor blade grips installed on the helicopter. This amendment becomes effective May 1, 1980, as to all persons except those persons to whom it was made immediately effective by the telegram dated March 30, 1979, which contained this amendment.
99-18-13: This amendment adopts a new airworthiness directive (AD) that applies to all de Havilland Inc. Models DHC-6-1, DHC-6-100, DHC-6-200, and DHC-6-300 airplanes. This AD requires amending the Limitations Section of the airplane flight manual (AFM) to prohibit the positioning of the power levers aft of the flight idle stop while the airplane is in flight. The AFM amendment includes a statement of consequences if the limitation is not followed. This AD is a result of numerous incidents and five documented accidents involving airplanes equipped with turboprop engines where the propeller beta was improperly utilized during flight. None of the incidents or accidents involved de Havilland Inc. Models DHC-6-1, DHC-6-100, DHC-6-200, and DHC-6-300 airplanes. The actions specified by this AD are intended to prevent loss of airplane control or engine overspeed with consequent loss of engine power caused by the power levers being positioned aft of the flight idle stop while the airplaneis in flight.
78-23-10: 78-23-10 AVCO LYCOMING: Amendment 39-3333. Applies to all fuel injected Lycoming series engines equipped with the following Bendix Fuel Injector Models and Parts List Numbers. Model Number Parts List Number RSA-5AB1 2524254-5 2524712-2 RSA-5AD1 2524054-5 2524147-7 2524213-5 2524291-5 2524359-4 2524450-3 2524550-2 2524673-2 2524682-2 2524742-2 2524752-1 RSA-7AA1 2524347-4 RSA-10AD1 2524163-8 2524163-7A 2524757-1 RSA-10DB1 2524275-9 2524649-3 RSA-10DB2 2524708-1 RSA-10ED1 2524273-5A 2524273-6 2524298-6 2524491-3 2524500-2A 2524500-3 2524693-2 2524709-1 Compliance required within the next 10 hours in service after the effective date of this AD, unless previously accomplished. To prevent an in-flight power loss due to an over rich condition caused by the failure of the center body bellows seal assembly, replace the center body bellows seal assembly and tube bushing in accordance with Accomplishment and Identification instructions in the applicable Bendix Energy Controls Division Service Bulletin No. RS-52 Rev. 2 revised May 12, 1978, No. RS-53 Rev. 2 revised May 12, 1978, and No. RS-54 Rev. 2 revised May 10, 1978, or FAA approved equivalent. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration (FAA), Eastern Region. As permitted by FARs 21.197 to 21.199, aircraft may be flown to a base where the modification required by this Airworthiness Directive can be accomplished. NOTE: AVCO Lycoming Service Bulletins No. 428, No. 429 and No. 430 also pertain to this subject. This amendment is effective November 7, 1978.
80-15-06: 80-15-06 CESSNA: Amendment 39-3847. Applies to Model 404 (Serial Numbers 404-0001 thru 404-0637) airplanes. COMPLIANCE: Required as indicated, unless already accomplished. To ensure the structural integrity of the elevator trim tab actuator screw assemblies accomplish the following in accordance with the provisions of Cessna Multi-engine Customer Care Service Information Letter ME80-2, Revision 2, dated March 14, 1980, and Revision 3, dated June 20, 1980, as applicable: A) On all airplanes with 150 hours or more time-in-service, or upon reaching 150 hours time-in-service, within the next 25 hours time-in-service after the effective date of this AD and each 150 hours time-in-service thereafter, replace both left and right elevator trim tab actuator screw assemblies with new screw assemblies of the same part number. B) Within the next 25 hours time-in-service after the effective date of this AD, install a decal on the tachometer which restricts the lower edge ofthe normal engine operating range to 1750 RPM and operate the airplane in accordance with this limitation. Insert a copy of this paragraph in the "Limitations" section of the Airplane Flight Manual to reflect this temporary restriction. C) On Serial Numbers 404-0001 through 404-0613 airplanes, within the next 25 hours time-in-service after the effective date of this AD: 1) Disconnect the aft end of Cessna P/N 5815160-1 pushrod from the trim tab horn and check the elevator trim tab pushrod for inboard/outboard alignment at the pushrod attachment to the elevator trim tab horn for both left and right hand trim tabs. If the misalignment does not exceed .12 inch, reconnect the pushrod and return the airplane to service. 2) If the Cessna P/N 5815160-1 pushrod has to be forced more than .12 inches inboard/outboard to align with the trim tab actuator bracket, replace it with a new part of the same part number and return the airplane to service. D) On or before April 1,1981, modify the horizontal stabilizer in accordance with Cessna Service Information Letter ME80-2, Revision 3, dated June 20, 1980, and Cessna Service Kit SK404-31. After installation of Cessna Service Kit SK404-31, the requirements of paragraphs A, B and C of this AD are no longer applicable. E) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where the provisions of this AD can be accomplished. F) Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209, telephone (316) 942-4285. This AD supersedes AD 80-07-08, Amendment 39-3727. This amendment becomes effective July 24, 1980.
79-18-12: 79-18-12 AIRESEARCH MANUFACTURING COMPANY of ARIZONA: Amendment 39-3550. Applies to the following groups of Model GTCP85 series Auxiliary Power Units (APUs) which have cast turbine wheel Part Number 968095-1, -3, -5 or 3604604-1 installed: \n\n\tNote: These APUs are installed in but not limited to Boeing 727-100/-200, Lockheed L-100, Boeing 707 (conversion), Lockheed 382-Series, Douglas DC-9, Avions Marcel Dassault -Breguet Aviation Mercure and British Aerospace Corporation BAC 1-11, Trident 3B, Trident 1, and Trident 2E aircraft. \n\n\tGroup A: GTCP85-98CK, GTCP85-98CK(A), or GTCP85-98CK(B) with exhaust pipe assembly Part Number 379529 or 976987-1. \n\n\tNote: Part Number 976987-1 may be either a new production part or part reworked from Part Number 379529 per AiResearch Service Bulletin 49-1790, Revision 1, dated March 21, 1971, or original issue of this service bulletin. \n\n\tGroup B: GTCP85-98DCK, GTCP85-115CK, GTCP85-115H, GTCP84-139H, or GTCP85-163CK with exhaust pipe assemblyPart Number 379529 or 976987-1 reworked from Part Number 379529 per AiResearch Service Bulletin 49-1790, Revision 1, dated March 21, 1971, or original issue of this service bulletin. \n\n\tGroup C: GTCP85-185L with exhaust pipe assembly Part Number 899607-1. \n\n\tNote: Operators of airplanes incorporating the APUs affected by this airworthiness directive are advised to examine the applicable sections of AiResearch Alert Service Bulletin GTCP85-49-A5078, Revision 1, dated March 29, 1979, and AiResearch Service Bulletin GTCP85-49-3688, Revision 5, dated February 9, 1979, to identify production configuration of these units as well as the methods of reworking the exhaust pipe assemblies to the approved replacement configuration. \n\n\tCompliance required as indicated. \n\n\tTo prevent the release of high energy turbine wheel blade fragments, accomplish the following, unless already accomplished: \n\n\t(a)\tFor APUs with turbine wheels Part Number 968095-1, -3, -5, or 3604604-1 installed, remove the exhaust pipe assemblies listed for Group A, B, and C above and install a strengthened exhaust pipe assembly as defined below at next APU overhaul, or within the next 3,000 operating cycles after the effective date of this AD, whichever occurs first, or in any case, not later than three years from the effective date of this AD. \n\n\t\t(1)\tAPUs in Group A are to have a Part Number 3607748-1, 966580-1, or 966580-3 exhaust pipe assembly installed. \n\n\t\t(2)\tAPUs in Group B are to have an exhaust pipe assembly Part Number 3607748-1, 966580-3, or an exhaust pipe assembly originally manufactured as Part Number 976987-1 installed. \n\n\t\t(3)\tAPUs in Group C are to have a Part Number 3607748-1 exhaust pipe assembly installed. \n\n\tNote: For the purposes of this AD, one cycle equals one start/shutdown of the APU. If the operator does not have a record of operating cycles on individual turbine wheels, he may assume two starts have occurred for each recorded APU operating hour of service, or any other cycle per hour ratio approved by the operator's assigned FAA maintenance inspector, provided the request contains substantiating data to justify the alternative ratio. Operators who have not kept a record of APU operating hours of service shall estimate hours of APU operation by equating APU operation to airplane hours time in service using a ratio approved by the operator's assigned FAA maintenance inspector and justified by substantiating data. \n\n\t(b)\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 modifications required by this AD. \n\n\t(c)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective October 8, 1979.
2006-06-12: The FAA is adopting a new airworthiness directive (AD) for certain Aerospatiale Model ATR72 airplanes. This AD requires a one-time general visual inspection for contamination of the surface of the upper arms of the main landing gear (MLG) secondary side brace assemblies; and repetitive eddy current inspections for cracking of the upper arms, and related specified and corrective actions if necessary. This AD also mandates eventual replacement of aluminum upper arms with steel upper arms, which would end the repetitive inspections. This AD results from two reports of rupture of the upper arm of the MLG secondary side brace due to fatigue cracking. We are issuing this AD to prevent cracking of the upper arms of the secondary side brace assemblies of the MLG, which could result in collapse of the MLG during takeoff or landing, damage to the airplane, and possible injury to the flightcrew and passengers.
99-18-15: This amendment adopts a new airworthiness directive (AD) that applies to all Raytheon Aircraft Company (Raytheon) Beech Models C90A, B200, B300, and 1900D airplanes. This AD requires replacing the landing gear hand pump for airplanes that had a pump within a certain serial number range installed at manufacture; and prohibits the future installation of any of these pumps on all of the affected airplanes. This AD is the result of information from the manufacturer of improper machining of the pump housing on certain landing gear emergency hand pumps on the affected airplanes. This resulted in an insufficient groove depth to retain a snap ring, which retains the check valve in its proper position within the housing. The actions specified in this AD are intended to detect any improperly machined landing gear emergency hand pumps, which, if not removed from service, could result in the inability to properly lower and lock the landing gear in the event of failure of the primaryretraction/extension system. Comments for inclusion in the Rules Docket must be received on or before October 27, 1999.
99-18-12: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F27 Mark 050 series airplanes. This action requires a one-time inspection to detect cracking of the fuselage between stations 15375 and 16275, at the skin splice above the cabin windows; and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to detect and correct such cracking, which could result in depressurization of the cabin and reduced structural integrity of the airplane fuselage.
83-02-07: 83-02-07 MCDONNELL DOUGLAS: Amendment 39-4545. Applies to McDonnell Douglas Model DC-8-70 series airplanes, certificated in all categories. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent possible loss of the thrust reverser from the aircraft, accomplish the following: \n\n\tA.\tWithin 300 hours time in service after the effective date of this AD, gain access to the thrust reverser hinge attach bolts, remove bolts and inspect for proper installation of countersunk washers and re-install or replace, if necessary, in accordance with the Accomplishment Instructions in McDonnell Douglas DC-8-70 Alert Service Bulletin A54-83, Revision 1, dated December 2, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\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 inspection/modifications required by this AD. \n\n\tC.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective February 7, 1983.
52-18-02: 52-18-02 DOUGLAS: Applies to All Models DC-6, DC-6A and DC-6B Series Aircraft. \n\n\tTo be accomplished as indicated. \n\n\tI.\tInspection. \n\n\t\tA.\tAt intervals not to exceed 250 hours for airplanes having in excess of 4,000 flight hours, periodically inspect the forward flange of the lower front spar cap at Station 120 1/2 at left and right hand using dye check inspection method or equivalent. This is the location of the bolt that attaches the inboard nacelle inboard attach angle to the spar cap flange. This bolt must be removed for this inspection. Any crack found must be properly repaired prior to further flight. This inspection shall be continued until the area is reinforced as outlined in item II. \n\n\t\tB.\tAt intervals not to exceed 35 flight hours for airplanes having in excess of 4,000 flight hours, perform a visual inspection of the forward flange of the lower front spar cap left hand and right hand at the bolt attachment of the lower inboard nacelle inboard attach anglepaying particular attention to the upper and forward exposed area of the flange adjacent to the bolt. The spar area shall be thoroughly cleaned before inspection. Any suspicion of cracking shall be checked using dye check method or equivalent with the bolt removed. Airplanes that have been repaired wherein the cracks have been ground out of the flange and the flange area reinforced in accordance with Douglas Drawing 5482662-A shall also be visually inspected. \n\n\t\tC.\tNo special inspection is required on airplanes having a total service time under 4,000 hours. \n\n\tII.\tReinforcement. \n\n\t\tAircraft not incorporating the reinforcement during production shall have the spar cap and other reinforcements added in the inboard nacelle area according to Douglas Drawings 5482863 and 5482950. Reinforcement should be accomplished by September 1, 1953, on airplanes having over 4,000 hours flying time by that date. Airplanes with less than 4,000 hours time as of September 1, 1953, should be reinforced prior to accumulation of 4,000 hours flying time. \n\n\t\tAny airplane incorporating the temporary repair per Douglas Drawing 5482662-A shall have the permanent reinforcement incorporated at the next engine change not to exceed 1,500 hours. High time airplanes and those with repaired flanges should be given priority in accomplishing these reinforcements.
2006-06-15: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A318-100 series airplanes; Model A319-100 series airplanes; Model A320-111 airplanes; Model A320-200 series airplanes; Model A321-100 series airplanes; and Model A321-200 series airplanes. This AD requires replacing the water drain valves in the forward and aft cargo doors with new valves. This AD results from a report indicating that, during a test of the fire extinguishing system, air leakage through the water drain valves in the forward and aft cargo doors reduced the concentration of fire extinguishing agent to below the level required to suppress a fire. We are issuing this AD to prevent air leakage through the water drain valves, which, in the event of a fire in the forward or aft cargo compartment, could result in an insufficient concentration of fire extinguishing agent and consequent inability of the fire extinguishing system to suppress the fire.
2020-05-18: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a report of incorrectly engaged lock washer tabs of the main landing gear (MLG) forward pintle bearing (FPB) at the forward face of the trunnion block. This AD requires detailed inspections of the left-hand (LH) and right-hand (RH) side MLG FPB nuts and lock washer tabs, and depending on findings, accomplishment of repetitive detailed inspections or 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.
2020-01-17: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A318 series airplanes; Model A319 series airplanes; Model A320 series airplanes; and Model A321 series airplanes. This AD was prompted by a report that during airplane boarding a loud bang was heard. A subsequent inspection revealed that one emergency escape slide/raft was found with zero reservoir pressure, due to a burst rupture disk assembly in the inflation reservoir, which was probably caused by a manufacturing defect. This AD requires repetitive checks of the pressure gauges on the inflation reservoir of each emergency escape slide/raft to determine the amount of pressure 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.
2020-04-13: The FAA is adopting a new airworthiness directive (AD) for all Daher Aircraft Design, LLC (type certificate previously held by Quest Aircraft Design, LLC (Quest)) Model KODIAK 100 airplanes. This AD requires revising the pilot's operating handbook and FAA approved airplane flight manual (POH/AFM) or supplement 5 to the POH/AFM. This AD was prompted by incorrect low weight landing distances in the performance section of the POH/AFM and supplement 5 to the POH/AFM. The FAA is issuing this AD to address the unsafe condition on these products.
79-16-03: 79-16-03 SHORT BROTHERS LIMITED: Amendment 39-3522. Applies to Model SD3-30 airplanes, Serial Numbers SH.3001 through SH.3013, certificated in all categories. Compliance is required prior to the accumulation of 10,000 flights, or within the next 100 flights after the effective date of this AD, whichever occurs later, unless already accomplished. To prevent fatigue of the affected components and possible structural failure of the wing, accomplish the following: (a) Inspect to determine the adequacy of packing and shimming material between wing drag link attachment longerons and spar frames on the left and right sides of the airplane, and inspect the flange of Cleats SD3 11-0479/A and SD3 11-0480/A and Brackets SD3 11-1119, SD3 11-1121, and SD3 11-1123 for deformation due to the tightening of the bolts with inadequate packing or shimming under the flange, all in accordance with Section 2, "Accomplishment Instructions" of Short Brothers, Ltd. Service Bulletin SD3-53-29,dated June 21, 1978 (hereinafter referred to as the Service Bulletin) or an FAA-approved equivalent. NOTE - As used in the Service Bulletin the term "packing" means thick shimming. In British usage, shim stock is measured in thousandths and packing stock is measured in sixteenths. (b) If, during the inspection required by paragraph (a) of this AD, inadequate packing or shimming material is found, repack and reshim, as necessary, in accordance with Section 2 of the Service Bulletin or an FAA-approved equivalent. (c) If, during the inspection required by paragraph (a) of this AD, it is found that the flange of a part specified in paragraph (a) of this AD is deformed due to the tightening of the bolts with inadequate packing under the flange, replace the part with a new part of the same part number and ensure that the packing and shimming material between wing drag link attachment longerons and spar frames is adequate, all in accordance with Section 2 of the Service Bulletin or an FAA-approved equivalent. (d) For purposed of this AD, an FAA-approved equivalent must be approved by the Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, Brussels, Belgium, Telephone 513.38.30. (e) For purposes of this AD, a flight consists of one take-off and one landing. This Amendment becomes effective August 13, 1979.
2006-06-16: The FAA is adopting a new airworthiness directive (AD) for certain Lycoming Engines (formerly Textron Lycoming) AEIO-360, IO-360, O-360, LIO-360, and LO-360 series reciprocating engines. This AD requires replacing certain crankshafts. This AD results from a crankshaft failure in a Lycoming LO-360-A1H6 reciprocating engine. We are issuing this AD to prevent failure of the crankshaft, which could result in total engine power loss, in-flight engine failure, and possible loss of the aircraft.
2009-18-03: We are superseding an existing 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: Findings of corrosion, wear and cracks in the upper wing strut fittings on some PC-6 aircraft have been reported in the past. It is possible that the spherical bearing of the wing strut fittings installed in the underwing can be loose in the fitting or cannot rotate because of corrosion. In this condition, the joint cannot function as designed and fatigue cracks may then develop. Undetected cracks, wear and/or corrosion in this area could cause failure of the upper attachment fitting, leading to failure of the wing structure and subsequent loss of control of the aircraft. We are issuing this AD to require actions to correct the unsafe conditionon these products.
99-17-16: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney (PW) PW4000 series turbofan engines, that requires short term criteria for limiting the number of engines with potentially reduced stability on each airplane to no more than one engine, would require initial and repetitive on-wing or test cell cold-engine high pressure compressor (HPC) stability tests, would require removal of engines from service that fail on-wing test acceptance criteria, and would allow a follow-on test cell stability test. The AD also establishes required intervals for stability testing of the remaining engine with potentially reduced stability on the airplane and requirements for reporting test data. This amendment is prompted by a report of a dual-engine HPC surge event and reports of single-engine HPC surge events during the takeoff and climb phases of flight. The actions specified by this AD are intended to prevent an HPC surge event, which could result in enginepower loss at a critical phase of flight such as takeoff or climb. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of September 24, 1999.
2020-04-10: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200 Freighter, A330-200, A330-300, A340-200, and A340-300 series airplanes. This AD was prompted by reports that elevator skin panels were found disbonded as a result of water ingress. This AD requires repetitive detailed inspections of skin panels on both elevators, and corrective actions if necessary, 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.
60-10-07: 60-10-07 MARTIN: Amdt. 141 Part 507 Federal Register May 4, 1960. Applies to All Models 202, 202A and 404 Airplanes. Compliance required as indicated. Fatigue failures have occurred on the upper nose gear torque arm, P/N 511653. These failures were approximately 3 inches aft of the safety pin, P/N AN 416-1, which connects the lower torque arm, P/N 511650, to the upper torque arm. As a result of investigation of these failures, the following shall be accomplished prior to June 1, 1960: (a) Unless already accomplished, rework torque arms, P/N's 511650 and 511653, by increasing the 0.125-inch radius, where the arm tapers to the narrow section at the aft end, to 0.25 inch. (b) Visually inspect for cracks, using a 10-power magnifying glass or equivalent, the areas on the nose landing gear upper and lower torque arms at all radii near the apex of each torque arm. If crack indications are found, reinspect the above area using dye penetrant or equivalent. Torque armswith cracks must be replaced prior to further flight. (c) Visually inspect for and remove any nicks or dents in the radius described in (a). (d) Inspect the scissor disconnect bolt safety pin, P/N AN 416-1, for proper overhang to prevent opening. Safety pins with less than 1/4-inch overhang shall be replaced prior to further flight. (e) Repeat inspections (b) and (c) at intervals not to exceed 320 hours' time in service and inspection (d) at each safety pin installation.
2006-06-07: The FAA is adopting a new airworthiness directive (AD) for certain Fokker Model F.28 Mark 0070 and 0100 airplanes. This AD requires inspecting the main landing gear (MLG) main fitting for cracks, and repair if necessary. This AD also requires installing a placard and revising the airplane flight manual to include procedures to prohibit the application of brakes during backward movement of the airplane. This AD results from a report that an MLG main fitting failed on an airplane that was braking while moving backward. We are issuing this AD to detect and correct cracks in the MLG main fitting, which could result in reduced structural integrity of the MLG main fitting.
2019-25-20: The FAA is adopting a new airworthiness directive (AD) for all Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 382, 382B, 382E, 382F, and 382G airplanes, type certificated in any category; and Model C-130A, C-130B, C-130BL, C-130E, C-130H, C-130H-30, C-130J, C-130J-30, EC-130Q, HC-130H, KC-130H, NC-130B, NC-130, and WC- 130H airplanes, type certificated in the restricted or amateur category. This AD was prompted by a report indicating that two elevator booster assemblies experienced significant hydraulic fluid leaks, caused by fatigue cracks in the actuator cylinder. This AD requires an inspection to determine the part number of the elevator booster actuator, repetitive ultrasonic inspections of the actuator to detect cracking, and replacement of cracked elevator booster assemblies. The FAA is issuing this AD to address the unsafe condition on these products.
99-17-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Lockheed Model L-1011-385 series airplanes, that requires repetitive inspections to detect discrepancies of the lower actuator pins and/or bushings of the horizontal stabilizer, and replacement of any discrepant component with a new component. Replacement of all four actuator pins and bushings terminates the repetitive inspections. This amendment is prompted by a report indicating that a fractured lower actuator pin of the horizontal stabilizer was detected. The actions specified by this AD are intended to detect and correct discrepancies of the lower actuator pins and bushings of the horizontal stabilizer, which could result in reduced structural integrity of the horizontal stabilizer control system, and consequent reduced controllability of the airplane.
99-17-10: This amendment adopts a new airworthiness directive (AD) applicable to Schweizer Aircraft Corporation (SAC) Model 269A, 269A-1, 269B, 269C, 269C-1, and 269D helicopters. This action requires inspecting the tail rotor swashplate shaft (shaft) nut for looseness and, if loose, inspecting the shaft for proper size; subsequently inspecting the shafts not previously inspected; and replacing any undersized shaft prior to further flight. This amendment is prompted by the discovery of an undersized replacement shaft during routine maintenance. The actions specified in this AD are intended to prevent failure of the shaft and subsequent loss of control of the helicopter.
80-06-04 R1: 80-06-04 R1 MCDONNELL DOUGLAS: Amendment 39-3716 as amended by Amendment 39-4909. Applies to DC-9-10 through -40 and (Military) C-9 series aircraft, certificated in all categories, which correspond to the factory serial numbers listed in McDonnell Douglas DC-9 Service Bulletin 57-125, R4, dated June 21, 1983, (hereinafter referred to as SB 57-125, R4) except those airplanes previously modified per Option I of McDonnell Douglas DC-9 Service Bulletin 57-125, original issue, or subsequent revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tCompliance required as indicated. \n\n\tTo detect cracks and prevent failure of the main landing gear attach fittings, made from 7079-T6 materials identified with basic part (P/Ns) 5911258, 5919289, and 5924841, accomplish the following: \n\n\t(a)\tWithin the next 1,000 hours time in service or 125 calendar days, whichever comes first, after the effective date of this AD, for fittings on airplanes F/N 1 through 414 which have not been shotpeened and the spot faces have not been sealed, and unless already accomplished, inspect the fittings per Option 2, Phase I, Figure 1 of SB 57-125, R4. \n\n\t(b)\tWithin the next 3,200 hours time in service or 375 calendar days, whichever comes first, after the effective date of this AD, for airplanes F/N 415 through 655, and for airplanes F/N 1 through 414, which have been shotpeened per AD 72-02-03, but the spot faces have not been sealed, and for those which have existing approved treated crack or approved crack rework, inspect the fittings per Option 2, Phase I, Figure 1 of SB 57-125, R4. \n\n\t(c)\tWithin the next 6,400 hours time in service or 750 calendar days, whichever comes first, after the effective date of this AD, for airplanes F/N 656 through 742, and for airplanes F/N 1 through 655, with uncracked fittings which have been shotpeened per AD 72-02-03, and the spot face is sealed per McDonnell Douglas DC-9 Service Bulletin 57-101, inspect the fittings per Option 2, Phase I, Figure 1 of SB 57-125, R4. \n\n\tNOTE\t(1):\tThe Table and General Note 2 of the accomplishment instructions of SB 57-125, R4, covers the schedules of paragraphs (a), (b), (c), and (d). \n\n\tNOTE\t(2):\tThe initial and repetitive inspections per Option 2, Phase I, require only five (5) bolts to be removed. (Ref: Crack Locations 2, 9, 11, and 18, View "G-G," page 27, SB 57-125, R4.) \n\n\t(d)\tPrior to September 1, 1985, inspect the area of the MLG attach fitting under the lower inboard flange ends of the lower auxiliary spar cap end fitting (reference crack location 20) in accordance with SB 57-125, R4. Perform rework as outlined in SB 57-125, R4 (Option II; Phase I, II, or III), and repetitively inspect at intervals specified in SB 57-125 R4, page 15, until terminating action is accomplished in accordance with paragraph (j), below. \n\n\t(e)\tIf cracks are found during the inspections of paragraphs (a), (b), (c), or (d) in areas identified as Crack Locations 1, 3, 4, 6, and 19, which do not extend beyond the limits given in General Note 11 of the accomplishment instructions of SB 57-125, R4, before further flight: \n\n\t\t(1)\tReplace the fittings per Option 1 of SB 57-125, R4; or \n\n\t\t(2)\tTreat the cracks per Phases IV through VII of the accomplishment instructions in SB 57-125, R4, and reinspect the fittings per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 3,200 hours time in service or 375 calendar days, whichever occurs first. \t \n\n\t(f)\tIf cracks are found during the inspections of paragraphs (a), (b), (c), or (d) which meet any of conditions of General Note 12 of the accomplishment instructions of SB 57-125, R4, before further flight, replace the fittings per Option 1 of the service bulletin. \n\n\t(g)\tIf cracks are found during the inspections of paragraphs (a), (b), (c), or (d) in areas identified as Crack Locations 8, 11, 13, 14, and 15 which are less than 1-1/2 inches long and can be removed per the instructions on General Note 12.B of SB 57-125, R4, or cracks in areas identified as Crack Locations 5 and 12 which are less than 1-1/2 inches, or cracks in Location 17 which are less than 1/2 inch long, which can be removed per the instructions of General Note 12.D of SB 57-125, R4, before further flight: \n\n\t\t(1)\tReplace the fitting per Option 1 of SB 57-125, R4; or \n\n\t\t(2)\tRework cracks per General Notes 12.B or 12.D, as applicable, of accomplishment instructions of SB 57-125, R4, and reinspect the fitting per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 3,200 hours time in service or 375 calendar days, whichever comes first. \n\n\t(h)\tFor fittings which have been inspected per paragraphs (a), (b), (c), or (d), and which have not been modified per SB 57-125, R4, Phase II or Phase III, or by an equivalent modification: \n\n\t\t(1)\tReplace the fitting per Option 1 of SB 57-125, R4; or \n\n\t\t(2)\tIf no cracks are found, reinspect the fitting per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 3,200 hours time in service or 375 calendar days, whichever comes first; or \n\n\t\t(3)\tIf no reworked cracks exist and/or no new cracks are found, and the preventative shotpeen and anti-corrosion rework of AD 72-02-03 has been accomplished, and the spot faces have been sealed in production or per SB 57-101, reinspect the fitting per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 6,400 hours time in service or 750 calendar days, whichever comes first; or \n\n\t\t(4)\tIf no reworked cracks exist and/or no new cracks are found, accomplish the preventative modification per Option 2, Phase II of SB 57-125, R4, and reinspect the fitting per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 6,400 hours time in service or 750 calendar days, whichever comes first; or \n\n\t\t(5)\tIf no reworked cracks exist and/or no new cracks are found, accomplish the preventative modification per Option 2, Phase III of SB 57-125, R4, and reinspect the fitting per Option 2, Phase I, Figure 1 of SB 57-125, R4, at intervals not to exceed 9,600 hours time in service or 1,125 calendar days, whichever comes first. \n\n\t(i)\tIf cracks are found in locations in the fitting other than those identified in SB 57-125, R4, before further flight, replace the fitting per Option 1 of SB 57-125, R4, or rework in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t(j)\tTerminating Action: The repetitive requirements of this AD may be discontinued upon replacement of the existing 7079-T6 fitting with a new 7075-T73 fitting in accordance with Option I of SB 57-125, original issue, or subsequent revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t(k)\tAccomplishment of any portion of the inspections, treatments, rework or modifications authorized in McDonnell Douglas DC-9 Service Bulletins 57-76, 57-86, 57-88, and 57-101 required by AD 72-02-03, and which are also outlined in SB 57-125, may be considered as equivalent to that requirement of this AD. \n\n\t(l)\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 required by this AD. \n\n\t(m)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t(n)\tUpon request of operator, an FAA maintenance inspector, subject to prior approval of the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region may adjust the initial and 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 that operator.All persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis supersedes Amendment 39-1378 as amended by Amendments 39-1399, 39-1766, and 39-3126 (AD 72-02-03). \n\n\tAmendment 39-3716 became effective April 24, 1980. \n\n\tThis Amendment 39-4909 becomes effective October 14, 1984.