Results
2006-04-05: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), CL-600-2D15 (Regional Jet Series 705), and CL-600-2D24 (Regional Jet Series 900) airplanes. This AD requires repetitive inspections for cracking or fracturing of the output links of the power control unit (PCU) for the ailerons, and related investigative and corrective actions if necessary. This AD results from reports of fractured output links of the aileron PCU. We are issuing this AD to prevent failure of an output link of the aileron PCU, which, if both links on one aileron fail, could result in reduced lateral control of the airplane.
2005-19-24: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 727 series airplanes, that currently requires repetitive pre-modification inspections to detect cracks in the forward support fitting of the number 1 and number 3 engines; and repair, if necessary. That AD also provides for an optional high frequency eddy current inspection, and, if possible, modification of the fastener holes; and various follow-on actions; which would terminate the repetitive pre-modification inspections. This amendment expands the area to be inspected; requires accomplishment of the previously optional (and subsequently revised) modification, which terminates certain repetitive inspections; and adds repetitive post- modification inspections to detect cracking of the fastener holes, and corrective actions if necessary. The actions specified by this AD are intended to prevent fatigue cracking of the forward support fitting of the number 1 and number 3 engines, which could result in failure of the support fitting and consequent separation of the engine from the airplane. This action is intended to address the identified unsafe condition. \n\nDATES: Effective October 27, 2005. \n\n\tThe incorporation by reference of Boeing Service Bulletin 727- 54A0010, Revision 6, including Appendix A, dated August 23, 2001, as listed in the regulations, is approved by the Director of the Federal Register as of October 27, 2005. \n\n\tThe incorporation by reference of Boeing Service Bulletin 727- 54A0010, Revision 4, dated January 30, 1997, as listed in the regulations, was approved previously by the Director of the Federal Register as of March 18, 1997 (62 FR 9359, March 3, 1997).
44-52-01: 44-52-01\tBOEING: (Was Service Note 1 of AD-558-1 and Service Note 1 of AD-524-1.) Applies to 247-D Aircraft. \n\tInspect immediately and every 250 hours thereafter the outer wing panel 17SRT aluminum alloy spar chord members for cracks. Unless special openings are installed, the outer panels may have to be removed to permit thorough inspection. If cracks are found, the members should be repaired or replaced in a manner satisfactory to the FAA. If replacement 24ST tubing is installed no further inspection will be necessary. Boeing Service Bulletin No. 1 of D-6134 describes a satisfactory method of installation of inspection openings in the lower surface of the outer wing. Boeing Service Bulletin No. 2 of D-6134 covers replacement of 17SRT spar chords with 24ST spar chords.
2006-03-13: The FAA is adopting a new airworthiness directive (AD) for certain McDonnell Douglas transport category airplanes. This AD requires an initial ultrasonic inspection for cracks of the studbolts of the inboard and outboard hinge fittings of the left and right outboard flaps of the wings. Based on the inspection results, this AD also requires doing repetitive ultrasonic inspections, replacing upper and/or lower studbolts with new or serviceable studbolts, doing a detailed inspection for corrosion of the upper studbolts, doing a magnetic particle inspection for \ncracks of studbolts, and changing the protection treatment; as applicable. This AD results from reports of corrosion and failures of the upper and lower studbolts of the outboard flaps inboard and outboard hinge fittings. We are issuing this AD to prevent corrosion and subsequent cracking of studbolts, which could result in failure of the flap hinge fittings and their possible separation from the wing rear spar, and consequent reduced controllability of the airplane.
46-11-01: 46-11-01\tNORTH AMERICAN: (Was Service Note 2 of AD-2-575-3.) Applies Only to Army BC-1A, AT-6, -6A, -6B, -6C; Serial Numbers Below 41-34249 and Navy SNJ-2, -3, -4; Serial Numbers Below 0-43692.\n \n\tInspection required at each periodic inspection unless doubler angles are installed. \n\n\tInspect the inboard end of the landing gear retracting strut attachment support channel, P/N 55-14102 or 66-14102-1, at the wing outer panel joint, for cracks. If cracks are found in any channel, it shall be reinforced as follows: \n\n\tA.\tFor cracks less than 2 inches long, install 0.062 inch-29/32 inch x 1 inch x 6 3/4 inches long, SAE No. 4130 steel, cadmium-plated ( or 0.091 inch-24ST alclad) doubler angles in the upper corners of the inboard ends of each cracked channel. Drill a 1/8-inch stop hole at the end of each crack. Attach the 29/32-inch leg by picking up the existing rivet pattern through the wing skin and the channel upper flange. The rivets through the wing attach angle should be replaced with AN 3 bolts, or equivalent. Attach the 1-inch leg to the side of the channel using a row of seven AN 442-AD4 rivets or equivalent, at approximately 1 1/8-inch spacing. \n\n\tB.\tFor cracks over 2 inches long, install 0.062 inch-29/32 inch x 1 3/8 inches x 6 3/4 inches long SAE No. 4130 steel, cadmium-plated, doubler angles in the upper corners of the inboard ends of each channel containing a crack over 2 inches long. Drill a 1/8-inch stop hole at the end of each crack. Attach 29/32-inch leg as described in paragraph A. Attach 1 3/8-inch leg to the side of the channel using two rows of seven AN 442-AD4 rivets, or equivalent, at approximately 1 3/8-inch spacing. \n\n\tC.\tFor cases where no cracks are found, install the same doubler angles as required in paragraph A, except that they need not exceed 4 inches in length, or inspect at each periodic inspection. \n\n\tIn order to permit installation of rivets with the wing outer panel installed on the airplane, approved type blind 5/32-inch rivets may be used in the 1-inch or the 1 3/8-inch leg of the doubler angle. \n\n\t(Supplement No. 1 to North American Service Bulletin dated March 6, 1946, covers this subject also.)
95-13-11 R1: This amendment clarifies information in an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10 airplanes, that currently requires repetitive inspections to detect cracking of the upper caps in the front spar of the left and right wing, and repair, if necessary. The actions specified in that AD are intended to prevent progression of fatigue cracking, which could cause reduced structural integrity of the wing front spar and damage to adjacent structures. This amendment clarifies the requirements of the current AD by revising the area of inspection. This amendment is prompted by communications received from affected operators that the current requirements of the AD are unclear.
2006-02-10: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD requires replacing the Gask-O-Seal in the coupling of the refuel/defuel shut-off valves. This AD results from a report that Gask-O-Seals that did not incorporate an integral restrictor to limit fuel flow rate and fuel pressure during refueling were installed on certain airplanes. We are issuing this AD to prevent a buildup of excessive static charge, which could create an ignition source inside the fuel tank.
2006-02-08: The FAA is adopting a new airworthiness directive (AD) for certain Turbomeca Arriel 1B, 1D, 1D1, and 1S1 turboshaft engines. This AD requires initial and repetitive position checks of the gas generator 2nd stage turbine blades on all Turbomeca Arriel 1B, 1D, 1D1, and 1S1 turboshaft engines, and initial and repetitive replacements of 2nd stage turbines on 1B, 1D, and 1D1 engines only. This AD results from reports of the release of gas generator 2nd stage turbine blades while in service, with full containment of debris. We are issuing this AD to prevent inflight engine shutdown and subsequent forced autorotation landing or accident.
2006-02-04: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-1A11 (CL-600), CL-600-2A12 (CL-601), and CL-600-2B16 (CL-601-3A, CL-601-3R, & CL-604) airplanes. This AD requires modifying the rudder balance spring assembly by installing a new adjustable balance spring, and rigging the assembly to suit the rudder of each airplane. This AD results from production inspections that showed that the spring assembly that controls rudder balance may not have the correct pre-load on some airplanes. We are issuing this AD to prevent uncommanded yaw movements and consequent reduced controllability of the airplane.
44-04-03: