Results
2013-15-13: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 757 airplanes. This AD was prompted by two in- service occurrences on Model 737-400 airplanes of total loss of boost pump pressure of the fuel feed system, followed by loss of fuel system suction feed capability on one engine, and in-flight shutdown of the engine. This AD requires repetitive operational tests of the engine fuel suction feed of the fuel system, and corrective actions if necessary. We are issuing this AD to detect and correct loss of the engine fuel suction feed capability of the fuel system, which, in the event of total loss of the fuel boost pumps, could result in dual engine flameout, inability to restart the engines, and consequent forced landing of the airplane.
2010-14-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: Seven cases of on-ground hydraulic accumulator screw cap or end cap failure have been experienced on CL-600-2B19 (CRJ) aircraft, resulting in loss of the associated hydraulic system and high-energy impact damage to adjacent systems and structure. * * * * * * * * A detailed analysis of the systems and structure in the potential line of trajectory of a failed screw cap/end cap for each accumulator * * * has been conducted. It has been identified that the worst case scenario would be failure of one of the brake accumulator screw caps/end caps, resulting in impact damage causing loss of both hydraulic systems No. 2 and No. 3, with consequent loss of both braking and nose wheel steering and the potential for a runway excursion [resulting in damage to the airplane and hazards to persons or property on the ground]. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
97-05-03 R1: This amendment revises Airworthiness Directive (AD) 97-05-03, which currently requires inserting a limitation into the Operations Limitation Section of the Airplane Flight Manual (AFM) or Flight Manual Supplement for all owners/operators of aircraft equipped with an AlliedSignal Avionics, Inc. (AlliedSignal) Models GNS-XLS or GNS-XL global positioning systems (GPS) flight management system. The limitation specifies prohibiting the use of these AlliedSignal GPS units on previously published non-precision approaches. This AD is the result of AlliedSignal issuing service information that specifies procedures for accomplishing hardware and software modifications to the affected flight management systems. The Federal Aviation Administration (FAA) determined that accomplishment of the actions of the service bulletins should be considered as an alternative method of compliance to the actions of AD 97-05-03. This AD retains the actions of AD 97-05-03, and incorporates the servicebulletins into the AD, as an alternative method of compliance to the existing AD. The actions specified by this AD are intended to continue to prevent deviation from an intended flight path during a non-precision approach to an airport caused by inaccurate information from the GPS flight management system.
79-10-14 R1: 79-10-14 R1 CESSNA: Amendment 39-3475 as amended by Amendment 39-5901. Applies to the following Models and serial numbered airplanes, certificated in any category. SERIES SERIAL NUMBERS 140A 15200 through 15724 150 617, 628, 649, 17001 through 17999, 59001 through 59018; 15059019 through 15077005 A150 15064970, A1500001 through A1500609 170 609, 18729 through 27169 172 610, 612, 615, 622, 625, 630, 638, 28000 through 29999, 36000 through 36999, 46001 through 47746, 17247747 through 17265684 175 619, 28700A, 55001 through 56777, 17556778 through 17557119 P172D P17257120 through P17257188 R172 P17257189, R1720001 through R1720617 177 661, 17700001 through 17701471, 17701473 through 17701597 180 604, 624, 645, 30000 through 32999, 50001 through 50911, 18050912 through 18052202 182 613, 631, 634, 33000 through 34999, 51001 through 53007, 18253008 through 18260638 185/A185 632, 185-0001 through 185-1599, 18501600 through 18501896 188/A188 With wing tanks; Serials; 653, 188-0446 through 188-0572, 18800573 through 18800762 205 641, 205-0001 through 205-0577 206 206-0001 through 206-0275 U206/TU206 U206-0276 through U206-1444, U20601445 through U20601666 P206/TP206 P206-0001 through P206-0603, P20600604 through P20600647 207/T207 20700001 through 20700203 210/T210 616, 618, 57001 through 57575, 21057576 through 21059361, T210-0001 through T210-0454 336 336-0001 through 336-0195 337/T337 337-0001 through 337-1193, 33701194 through 33701405 M337B 337-0001 and up Compliance: Required as indicated, unless already accomplished. To provide an alternate source of fuel tank venting in case of fuel tank vent obstruction by foreign material and/or sticking of the fuel vent valve, within the next 100 hours time-in-service after the effective date of this AD, accomplish the following: (A) Install applicable vented fuel cap(s) with related adapters and fuel servicing placards in accordance with Cessna Service LetterSE77-6 dated March 4, 1977; or as an alternative for fuel bladder equipped airplanes, Cessna Service Kit SK182-85 dated September 21, 1984, or modify existing fuel tank caps in accordance with STC SA728NW, SA3318NW or SA2967SW and for 336 and 337/T337 Series airplanes, in accordance with Cessna Service Letter ME78-47 (Rev. 1) dated February 12, 1979. NOTE 1: On those airplanes having two fuel tank caps in each fuel tank, only one vented cap is required in each tank. A vented cap must be installed in the outboard filler opening of each tank. (B) The modification required by this AD may be accomplished by those owner/operators authorized to perform preventive maintenance under FAR 43 provided only installation of a different fuel tank cap is necessary. The person accomplishing this modification must make an entry in the aircraft maintenance record indicating compliance with this AD; i.e., "AD 79-10-14 complied with by installing replacement fuel filler cap; Cessna P/Nthis date Signature and Certificate Number." (C) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Cessna Aircraft Company, Customer Service, P.O. Box 1521, Wichita, Kansas 67201; or may examine the document(s) referred to herein at the Federal Aviation Administration, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. NOTE 2: Supplemental Type Certificates SA728NW and SA3318NW are held by Mr. Dennis H. Ward, Venting Engineering, 5420 A Street, Tacoma, Washington 98408, Phone (206) 474-6458. Supplemental Type Certificate SA2967SW is held by Mr. Charles M. Seibel, Flight Bonus Inc., P.O. Box 665, Hurst, Texas 76053, Phone (817) 265-1650. This amendment revises AD 79-10-14, Amendment 39-3475, effective May 29, 1979, which superseded AD 78-26-09, Amendment 39-3379. This Amendment 39-5901 becomes effective on May 30, 1988.
2013-16-13: We are adopting a new airworthiness directive (AD) for Eurocopter Deutschland GmbH (ECD) Model BO-105A, BO-105C, BO-105S, BO- 105LS A-1, BO-105LS A-3, MBB-BK 117 A-1, MBB-BK 117 A-3, MBB-BK 117 A- 4, MBB-BK 117 B-1, MBB-BK-117 B-2, and MBB-BK 117 C-1 helicopters to require inspections for corrosion or thread damage to each tail rotor balance weight (weight) and each tail rotor control lever (lever). This AD was prompted by a European Aviation Safety Agency (EASA) AD and a Transport Canada Civil Aviation (TCCA) AD, both issued based on a report that corrosion was detected on a weight in the area of the attachment thread on a model BO-105 helicopter. The actions of this AD are intended to detect corrosion and thread damage in the threaded area of the weight and lever, and to prevent failure of a weight or lever, separation of tail rotor parts, severe vibration, and subsequent loss of control of the helicopter.
2013-16-11: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-300, A340-200, and A340-300 series airplanes. This AD was prompted by a determination that ballscrew rupture could occur on certain trimmable horizontal stabilizer actuators (THSAs). This AD requires repetitive THSA ballscrew shaft integrity tests, and replacement if necessary. We are issuing this AD to detect and correct ballscrew rupture, which, along with corrosion on the ballscrew lower splines, may lead to [[Page 52406]] loss of transmission of THSA torque loads from the ballscrew to the tie-bar and consequent THSA blowback, which could result in loss of control of the airplane.
99-06-04: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model AS 332C, L, L1, and L2 helicopters that requires replacing certain circuit breakers. This amendment is prompted by the manufacturer discovering, upon testing a circuit breaker installed in a helicopter, the loss of electrical continuity between the terminals of the installed circuit breaker. The actions specified by this AD are intended to prevent loss of electrical power caused by improper installation of certain circuit breakers, loss of electrical power to instrumentation, and subsequent loss of control of the helicopter.
2022-12-08: The FAA is adopting a new airworthiness directive (AD) for certain Robinson Helicopter Company Model R22 BETA, R44, and R44 II helicopters. This AD was prompted by reports of intermittent or abnormal operation of the engine revolutions per minute (RPM) governor (governor). This AD requires inspecting the engine RPM sensor wiring and installing a wiring kit. The FAA is issuing this AD to address the unsafe condition on these products.
2022-11-15: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd & Co KG (RRD) Trent 7000-72 and Trent 7000- 72C model turbofan engines. This AD was prompted by in-service experience showing that certain high-pressure turbine (HPT) blades may prematurely deteriorate to an unacceptable condition when managed in accordance with the inspection intervals in the Time Limits Manual (TLM). This AD requires initial and repetitive on-wing borescope inspections (BSIs) of the HPT blades to detect axial cracking and, depending on the results of the inspections, replacement of the HPT blade set, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
99-06-03: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model AS-365N, N1, and N2 helicopters, that requires inspecting the helicopter to determine if a certain main rotor head frequency adapter (frequency adapter) is installed and, if so, replacing it with an airworthy frequency adapter. This amendment is prompted by a report of disbonding of the metal center section of a frequency adapter from the elastomer on a main rotor head caused by a lack of adherence during the production process. The actions specified by this AD are intended to prevent increased vibrations caused by disbonding of the center section of a frequency adapter from the elastomer and subsequent reduced controllability of the helicopter.
99-05-06: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires a one-time inspection to detect cracking and corrosion of various areas at all four nacelle struts; and repair, if necessary. This amendment requires new repetitive inspections to detect fatigue cracking or loose or missing fasteners of the aft torque bulkheads of the outboard nacelle struts; and repair, if necessary. In addition, this action expands the applicability of the existing AD to include additional airplanes. This amendment is prompted by a report indicating that cracking was found in the aft torque bulkheads of the outboard nacelle struts, and by the availability of new service instructions for detecting fatigue cracking that would not have been detected by the required actions of the existing AD. The actions specified in this AD are intended to detect and correct such fatigue cracking and loose or missing fasteners, which could result in failure of an outboard nacelle strut diagonal brace load path and possible separation of the nacelle from the wing.
65-26-01: 65-26-01 FAIRCHILD: Amdt. 39-157 Part 39 Federal Register November 17, 1965. Applies to Model F-27 Series Airplanes. Compliance required as indicated. To prevent further corrosion of the magnesium aileron control sectors, accomplish the following: (a) For airplanes with aileron sectors, P/N's 27-727207-21, 27-727208-21, 27-727209-21, 27-727300-21, and 27-727381-21, with two or more years installed time on the effective date of this AD, comply with (c) within the next four weeks after the effective date of this AD, unless already accomplished within the last twelve weeks. (b) For airplanes with aileron sectors specified in (a), with less than two years installed time on the effective date of this AD, comply with (c) before the accumulation of two years and four weeks installed time, unless already accomplished within the last twelve weeks. (c) Visually inspect all surfaces of each aileron sector for corrosion. NOTE. - Aileron sectors, P/N's 27-727207-21, 27-727208-21, and 27-727209-21 are located under the cockpit floor, on the auxiliary shaft at Fuselage Station 129.917, approximately 20 inches to the left and right of the center of fuselage. Aileron sector, P/N 27-727300-21, is located in the left wing center section at Wing Station 54.135, and is mounted on the aft face of the wing rear spar. Aileron sector, P/N 27-727381-21, is located in both the left and right wing outer panel, at Wing Station 398.320 and is mounted on the aft face of the wing rear spar. During the inspection required by (c), particular attention should be given to the cable groove, ball socket and ball sleeve. (1) If corrosion is found, before further flight except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be made: (i) Replace the part with an unused part of the same part number or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, and comply with (c) within two years from the inspection; (ii) Replace the part with Fairchild Hiller aluminum aileron sector P/N 27-727207-23, 27-727208-23, 27-727209-23, 27-727300-23, or 27-727381-23 as applicable, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region; or (iii) Remove the corrosion in accordance with (d) and reinspect in accordance with (c) at intervals not to exceed 16 weeks from the last inspection. If corrosion is found, comply with (c)(1). (2) If no corrosion is found, comply with (c) within one year from the inspection. (d) Remove corrosion from aileron sectors, P/N's 27-727207-21, 27-727208-21, and 27-727209-21, in accordance with Fairchild Service Letter No. 311, dated April 12, 1965, or later FAA-approved revision or an FAA-approved equivalent; from aileron sector, P/N 27-727300-21, in accordance with Fairchild Service Letter No. 307 dated September 17, 1963, or later FAA-approved revision or an FAA-approved equivalent; from aileron sector P/N 27-727381-21, in accordance with Fairchild Service Letter No. 306, dated August 22, 1963, or later FAA-approved revision or an FAA-approved equivalent. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern 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 directive effective December 17, 1965.
2022-11-12: The FAA is adopting a new airworthiness directive (AD) for certain Viking Air Limited (type certificate previously held by Bombardier Inc. and de Havilland, Inc.) Model DHC-6-1, DHC-6-100, DHC- 6-200, DHC-6-300, and DHC-6-400 airplanes. This AD was prompted by mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI identifies the unsafe condition as binding of the rod end bearing connecting the lower fuel control unit (FCU) push rod assembly to the FCU power lever. This AD requires performing tests, inspections, and lubrication of the FCU push rod assemblies, and replacing them with improved parts as necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2013-16-17: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 727, 727C, 727-100, 727-100C, 727-200, and 727- 200F series airplanes. This AD was prompted by a structural re- evaluation by the manufacturer, which identified elements within the wing trailing edge flap area that qualify as structural significant items (SSIs). This AD requires revising the maintenance inspection program to include inspections that will give no less than the required damage tolerance rating (DTR) for certain SSIs, and repairing any cracked structure. We are issuing this AD to detect and correct fatigue cracking of the wing trailing edge structure, which could result in compromised structural integrity of the airplane.
99-05-09: This amendment adopts a new airworthiness directive (AD) that applies to certain The New Piper Aircraft, Inc. (Piper) PA-23, PA-24, PA-28, PA-32, and PA-34 series airplanes that incorporate certain Facet (manufactured by the Purolator Products Company) induction air filters. This AD requires replacing these induction air filters. This AD results from reports of cracking, splitting, crumbling, and deterioration (referred to as damage hereon) of Facet/Purolator induction air filters manufactured between a certain time period. The actions specified by this AD are intended to prevent pieces of a damaged induction air filter from being ingested into the engine, which could result in reduced or loss of engine power. Comments for inclusion in the Rules Docket must be received on or before April 28, 1999.
2022-11-18: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model AS355E, AS355F, AS355F1, AS355F2, AS-365N2, AS 365 N3, SA-365N, SA-365N1, EC 155B, and EC155B1 helicopters. This AD was prompted by investigation results from an engine compartment fire, which determined some of the internal parts of the engine upper fixed cowling (engine cowling) were painted with finish paint on top of the primer layer. This AD requires a one-time inspection of certain part- numbered engine cowlings, 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.
73-10-02: 73-10-02 BENDIX: Amendment 39-1634. Applies to Bendix Fuel Injectors Models RSA-5AD1, RSA-51B1 and RSA-10AD1 installed on Lycoming Engines Models: IO540-C1B5, -C1C5, -C2C, -C4B5, -C4C5, -D4A5, -D4B5, -J4A5, -L1A5, -M1A5, -M2A5D, -N1A5, -R1A5; IO360-A1A, -A1B, -A1B6, -A1B6D, -A1C, -A1D, -A1D6, -A2A, -A2B, -A2C, -B1B, -B1C, -B1D, -B1E, -B1F, -B2E, -B2F, -B4A, -C1A, -C1B, -C1C, -C1D6, -C1E6, -C1F, -D1A, -E1A, -F1A; IO-320-A1A, -A2A, -E2A, -B1A, -B1B, -B1C, -B1D, -B2A, -C1A, -D1A, -D1B, -E2B; AIO-320-A1A, -A1B, -A2A, -A2B, -B1B, -C1B; LIO-320-B1A, -C1A; IGO-480-A1A6; IVO-360-A1A; HIO-360-A1A, -B1A, -B1B, -C1A, -C1B; AIO-360-A1A, -A2A, -A1B, -A2B, -B1B; LIO-360-C1E6; IO-720-A1A, -B1A; IVO-540-A1A; TIO-540-A1A, -A1B, -A1C, -A2A, -A2C, -A2B, -A1A, -B1A, -C1A, -E1A, -G1A, -H1A; TIO-360-A1A, -A1B, -A3B6; and IO-720-A1B, -C1B. Compliance required within the next 25 hours time in service after the effective date of this Airworthiness Directive, and at each subsequent installation of the subject Fuel Injectors. To detect defective diaphragm assemblies, Bendix P/N 2529470, in Bendix Fuel Injectors, accomplish the following: a) Determine from the airplane and engine logbooks whether the fuel injector has been repaired and/or overhauled between September 30, 1972, and February 28, 1973. If it is established that the fuel injector has not been repaired and/or overhauled between September 30, 1972, and February 28, 1973 record compliance with Paragraph "a" of this Airworthiness Directive in the engine logbook. b) If the fuel injector has been repaired and/or overhauled between September 30, 1972, and February 28, 1973, unless already accomplished, inspect the fuel injector in accordance with Bendix Service Bulletin No. RS-41 dated February 13, 1973, Bendix Service Bulletin No. RS-41 revised April 7, 1973, or subsequent FAA approved revisions; or by any other method approved by the Chief, Engineering and Manufacturing Branch, Great Lakes Region. Indicate compliance on airworthy parts by stamping a "T" after the fuel injector serial number, and record compliance in the engine logbook or return to service statement. Replace or repair fuel injectors having defective diaphragms with airworthy fuel injector units. NOTE: Only appropriately rated FAA approved repair stations are authorized to perform the inspection in "b" above. This amendment is effective May 16, 1973.
99-04-24: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR72 series airplanes, that requires a one-time inspection to detect damage of certain anchor nuts located on the upper surface of the wings, and replacement of the anchor nuts with new or serviceable nuts, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of anchor nuts on the upper surface of the wings, which could result in reduced structural integrity of the airplane.
74-26-08: 74-26-08 ROCKWELL INTERNATIONAL: Amendment 39-2051. Applies to NA265- 40, NA265-60, NA265-70 (CT-39E, CT-39G) series airplanes certificated in all categories. Compliance required as indicated. To preclude inflight engine shutdown due to loss of oil quantity because of an unknown incipient failure condition in the engine oil low pressure switch, (Hydra-electric, P/N 12252), accomplish the following: (1) Within ten flight hours after receipt of this AD, unless already accomplished, inspect each engine installation to determine if Hydra-electric P/N 12252, is installed. If found installed remove Hydra-electric P/N 12252 and; (a) Replace with Hydra-electric P/N 12252-1, or, (b) Install Aero Instruments Co. P/N 1B2522-230, or Century Electronics and Instrument Inc. P/N 1B2522-230; or (c) Install O-ring NAS 617-4 and plug MS 9015-04 or an 814-4L. Safety wire with proper lockwire. Disconnect the electric connector cap, and stow in accordance with good maintenance practice. See (d)(ii) and (e) below for placard installation. (d) If both engine oil low pressure switches are removed and plugged; (i) The amber "OIL PRESS LOW" caution light must be modified by either removing the light cover and replacing with a blank cover or installing an "INOPERATIVE" placard over the light cover, and, (ii) Install, in front of and in full view of the crew, a placard which reads: "ENGINE LOW OIL PRESSURE WARNING SYSTEM INOPERATIVE. MONITOR OIL PRESSURE GAGES." (e) If one engine oil low pressure switch is removed and plugged, install in front of and in full view of the crew, a placard which reads: "(LEFT OR RIGHT) ENGINE LOW OIL PRESSURE WARNING SYSTEM INOPERATIVE. MONITOR (LEFT OR RIGHT) OIL PRESSURE GAGE." Note: Sabre Gram, dated November 15, 1974, covers this subject. (2) Within sixty days after receipt of this AD, install new engine oil low pressure switch, Hydra-electric P/N 12252-1 or Aero Instruments Co. or Century Electronics and Instrument Inc. P/N 1B2522-230, in those positions where Hydra-electric P/N 12252 was removed, and plugs have been installed. Reconnect the electrical connector and accomplish functional check before return to service. (3) Remove placards and reactivate "OIL PRESS LOW" caution light when (2), above, has been accomplished. (4) Airplanes may be flown to a base for the performance of the inspections and installations required by paragraph one of this AD, per FAR's 21.197 and 21.199. (5) Return P/N 12252 switches removed from service to Rockwell-International, Aviation Service Division, Lambert Field, St. Louis, Mo. 63l45 (6) Equivalent inspections and installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiating data." This amendment is effective December 24, 1974, for all persons except those to whom it was made effective immediately by airmail letter dated November 27, 1974.
2013-16-12: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-102, -103, and -106 airplanes. This AD was prompted by a report of cracking in a lower longeron in a nacelle. This AD requires repetitive inspections for cracking of the lower longerons in the nacelles, and replacement with new longerons or repair if necessary. [[Page 51051]] Additionally, this AD specifies an optional terminating action. We are issuing this AD to detect and correct such cracking, which could result in degradation of the structural integrity of the nacelle and possible collapse of the main landing gear (MLG).
2013-16-15: We are adopting a new airworthiness directive (AD) for all General Electric Company (GE) model GEnx-2B67B turbofan engines with booster anti-ice (BAI) air duct, part number (P/N) 2469M32G01, and support bracket, P/N 2469M46G01, installed. This AD was prompted by reports of cracks in the BAI air duct. This AD requires initial and repetitive visual inspections of the BAI air duct, removal from service of the BAI air duct if it fails inspection and, as a mandatory terminating action, the installation of new BAI air duct support brackets. We are issuing this AD to prevent failure of the BAI air duct, resulting in an in-flight shutdown of one or more engines, loss of thrust control, and damage to the airplane.
99-04-22: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 727, 727-100, 727-200, 727C, 727-100C, and 727-200F series airplanes. This action requires repetitive inspections to detect cracking of the lower skin panel at the lower row of fasteners in certain lap joints of the fuselage, and repair, if necessary. This amendment also provides for optional terminating action for certain repetitive inspections. This amendment is prompted by a report of fatigue cracking in the lower skin panel at the lower row of fasteners of the fuselage lap joints. The actions specified in this AD are intended to detect and correct such fatigue cracking, which could result in sudden fracture and failure of the lower skin lap joints, and rapid decompression of the airplane.
71-20-08: 71-20-08 BRITISH AIRCRAFT CORPORATION: Amdt. 39-1297. Applies to Model Viscount 810 airplanes. Compliance is required as indicated. (a) For airplanes that have accumulated 25,000 or more landings on the effective date of this AD - (1) Before further flight install an operating limitation placard in the pilot's compartment in clear view of the pilot prohibiting further flight at a cabin pressure differential exceeding 3.5 p.s.i.; and (2) Within the next 50 landings after the effective date of this AD, comply with paragraph (d). (b) For airplanes that have accumulated 20,000 or more landings, but less than 25,000 landings on the effective date of this AD - (1) Before further flight install an operating limitation placard in the pilot's compartment in clear view of the pilot prohibiting further flight at a cabin pressure differential exceeding 4.5 p.s.i.; and- (2) Within the next 100 landings after the effective date of this AD, comply with paragraph (d). (c) For airplanes that have accumulated less than 20,000 landings on the effective date of this AD, before the accumulation of 20,000 landings or before the accumulation of 100 landings after the effective date of this AD, whichever occurs later, comply with paragraph (d). (d) Inspect the rear pressure bulkhead boundary member around the complete circumference of the boundary member for cracks, by an x-ray radiographic method which uses approximately 80 KV perpendicular to the forward inside bend radius of the boundary member. (e) If any cracks in the boundary member are found during the inspection required by paragraph (d), before further flight repair the cracked boundary member - (1) By reinforcing the cracked portion of the boundary member with a length of serviceable boundary member section which extends at least three inches beyond the extremities of any crack; or - (2) By replacing the cracked portion with a length of serviceable boundary member section;connecting the replacement section by typical type joint plates. (f) The placard required by paragraph (a) or (b) may be removed after paragraph (d) and paragraph (e), if applicable, have been accomplished. (g) For purposes of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. (BAC campaign wire SS 1093V refers to this subject). This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made effective immediately upon receipt of the airmail letter dated August 13, 1971, which contained this amendment.
99-04-12: This amendment adopts a new airworthiness directive (AD), applicable to McDonnell Douglas Helicopter Systems (MDHS) Model 369D, 369E, 369FF, 369H, MD500N, and MD600N helicopters, that requires a one-time visual inspection of certain input shaft coupling assemblies for pitting. This amendment is prompted by three operators' reports of discovering pitting on the internal spline teeth. The actions specified by this AD are intended to prevent failure of the spline teeth in the input shaft coupling assembly, loss of drive to the main rotor system, and subsequent loss of control of the helicopter.
2013-15-16: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by a report of an inboard main landing gear (MLG) door assembly departure due to premature fatigue cracking in the inboard MLG door hinge fittings. This AD requires repetitive inspections for cracking of the inboard MLG door hinge fittings; and replacement or modification of cracked fittings. This AD also provides an option to remove the affected MLG door. We are issuing this AD to detect and correct fatigue cracking in the inboard MLG door hinge fittings, which could result in loss of the MLG door assembly from the airplane, and the MLG door assembly could impact the flight control surfaces and result in reduced controllability of the airplane.