Results
2016-06-13: We are adopting a new airworthiness directive (AD) for certain Airbus Model A319, A320, and A321 series airplanes. This AD was prompted by investigations that revealed that the cover seal of the brake dual distribution valve (BDDV) was damaged and did not ensure efficient sealing. This AD requires modifying the BDDVs having certain part numbers; modifying the drain hose of the BDDV; checking for the presence of water, ice, and hydraulic fluid; re-identifying the BDDV; and doing related investigative and corrective actions if necessary. We are issuing this AD to prevent damage to the BDDV, which could lead to water ingestion in the BDDV and freezing of the BDDV in flight, possibly resulting in loss of braking system function after landing.
2002-16-18: This amendment adopts a new airworthiness directive (AD), that is applicable to CFM International (CFMI) CFM56-5B and -7B series turbofan engines. This amendment requires retirement of stage 2 low pressure turbine (LPT) nozzle segments and stage 3 LPT nozzle segments, listed in Table 1 of this AD, from service before accumulating 25,000 cycles-since-new (CSN) or at the next LPT module shop visit when either stage 2 LPT nozzle segments or stage 3 LPT nozzle segments are exposed, whichever occurs first. This amendment also requires installation of new design (either new or reworked) nozzle segments, that will aid in containment of the LPT rotor in the event of LPT shaft failure. This amendment is prompted by a report of an LPT shaft failure caused by a hydromechanical unit (HMU) malfunction that induced a higher than anticipated LPT rotor overspeed. The actions specified by this AD are intended to aid in containment of the LPT rotor in the event of LPT shaft failure, which couldresult in uncontained engine failure and damage to the airplane.
76-16-06: 76-16-06 LOCKHEED-CALIFORNIA: Amendment 39-2693. Applies to Lockheed L- 1011-385 Series airplanes certificated in all categories. Compliance required as indicated. To prevent serious degradation of airplane flight performance due to possibility of missing Visco Jet Restrictors, P/N 19XVC112DN1 or P/N VXCA2501112D, in the A and B rudder control system, accomplish the following: (a) Within the next 10 additional hours time in service or 24 hours after receipt of this telegraphic AD, whichever occurs earlier, discontinue training flights, and do not dispatch any airplane with the C system main pump or C system air turbine motor pump inoperative, until (b) is accomplished. (b) Within the next 50 additional hours time in service after receipt of this telegraphic AD, perform the following inspection: (1) Turn on aircraft electric power, no hydraulic power. (2) Turn on B system AC motor driven hydraulic pump. (3) Note and record hydraulic system B pressure indicated on flight engineering panel. (4) Engage 8 degree mechanical rudder limiter stops with switches on overhead instrument panel. (5) Slowly push rudder pedals to move rudder against travel limiter, then continue to push pedal until stop is felt. (6) Note and record system B hydraulic pressure. If pressure is at least 200 psi lower than recorded in step 3, Visco Jet Restrictor is missing. (7) Release pedal. (8) Turn on hydraulic system power transfer unit B to A. (9) Open circuit breaker K-12 on CB-2 panel 'Rudder Servo A.' (10) Switch off rudder Servo with guarded switch on overhead instrument panel. (11) Note and record system A hydraulic pressure on flight engineers panel. (If pressure fluctuates widely turn on/off servos as required to minimize fluctuations.) (12) Repeat item 5. (13) Note and record system A hydraulic pressure. If pressure is at least 200 psi lower than recorded in step 11, Visco Jet Restrictor is missing. (14) Release pedal. (15) Turn off hydraulic and electric power. If the Visco Jet Restrictor(s) is not installed, install prior to further flight. Record compliance and method of compliance with this AD per FAR 91.173. (c) Equivalent inspections and installation may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) Special flight permits may be issued per FAR 21.197 and 21.199 to operate the airplane to a base to perform the inspection or repair required by (b), provided that the C System main pump and C System air turbine motor pump are operative. This amendment is effective August 19, 1976 for all persons except those to whom it was made effective by telegram dated July 23, 1976, which contained this amendment.
2001-01-02: This amendment adopts a new airworthiness directive (AD) that applies to certain British Aerospace HP137 Mk1, Jetstream series 200, and Jetstream Models 3101 and 3201 airplanes that are equipped with certain nose landing gear units. This AD requires you to inspect the steering jack assembly to assure proper clearance between the bush heads on the steering plates and the shim on the steering jack trunnions and to assure that there is adequate lubrication at both trunnions and the eye end fitting. This AD also requires you to adjust the clearance and provide adequate lubrication, as necessary. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for the United Kingdom. The actions specified by this AD are intended to prevent cracked steering jack piston rods caused by inadequate clearance or inadequate lubrication of the steering jack pivot points. The condition could result in failure of the nose wheel steering system with consequent loss of airplane control.
2000-04-25: This amendment adopts a new airworthiness directive (AD), applicable to BHTC Model 407 helicopters, that requires modifying the door latch assemblies on all four crew and passenger doors. This amendment is prompted by an incident that occurred during a manufacturer's flight test, in which a door latch assembly broke, preventing occupants in the helicopter from opening the door. The actions specified by this AD are intended to prevent a door latch rod assembly from disengaging from the door handle and preventing helicopter occupants from opening the door
2000-26-14: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A310 series airplanes, that requires repetitive detailed visual inspections to detect cracks propagating from the fastener holes that attach the left- and right-hand pick-up angles at frame 40 to the wing lower skin and fuselage panel, and corrective actions, if necessary. The actions specified by this AD are intended to prevent reduced structural integrity of the airplane due to fatigue damage and consequent cracking of the pick-up angles at frame 40. This action is intended to address the identified unsafe condition.
2000-26-07: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model BAe 146 and Model Avro 146-RJ series airplanes, that requires revising the Airworthiness Limitations Section of the Instructions for Continued Airworthiness to incorporate life limits for certain items and inspections to detect fatigue cracking in certain structures. This amendment is prompted by issuance of a revision to the airworthiness limitations of the BAe/Avro 146 Aircraft Maintenance Manual, which specifies new inspections and compliance times for inspection and replacement actions. The actions specified by this AD are intended to ensure that fatigue cracking of certain structural elements is detected and corrected; such fatigue cracking could adversely affect the structural integrity of these airplanes.
47-43-03: 47-43-03 CESSNA: (Was mandatory Note 14 of AD-768-5.) Applies Only to 120 and 140 Seaplanes Operated Without Spreader Struts Between Floats. Compliance required prior to January 1, 1948. Due to the independent suspension of the floats, racking loads imposed by rough water operation can cause extensive structural damage. As a result, the following inspections and modifications are necessary: 1. Replace all loose and sheared rivets at the joints between the instrument panel and door posts and between the instrument panel and the fuselage skin with AD-5 rivets. In case of damage to the instrument panel at the sheared rivets, an 0.040-inch 24ST alclad channel, 1-inch wide with 5/8-inch flanges, extending the full length of the rivet pattern should be installed with one flange against and riveted to the skin and with the web picking up the rivets through the door post and panel. 2. Inspect the formed brace channel fittings which attach the front and rear door posts to the rear edge of the fuselage carry through spars for cracks in the flanges. If cracks are found the fitting should be replaced or repaired by stop drilling the crack and installing a flat 0.051-inch 24ST alclad strip, cut to the width and contour of the flange, with two or three AD-4 rivets above and below the crack. 3. Inspect the front carry through spar for cracks, particularly below the inboard bolt hole in the attachment of the door post to the spar. If cracks are found the channel should be replaced. 4. Inspect fuselage fitting, Cessna P/N 0440109, to which rear outboard float brace attaches, for cracks in flange at bolt head and along weld bead. Replace with new fitting if cracked. 5. Inspect fitting at fuselage, Edo P/N 88-S-145, to which front outboard float brace attaches, for cracks in weld at bend in top plate and at inboard end of insert where weld is ground off. If cracked, replace with revised fitting having three welded inserts at bend. 6.Replace inboard float brace struts to which outboard struts attach directly, with struts modified to incorporate a universal joint at the attachment of the outboard struts. 7. Add spreader struts, Edo P/N 88-5-175, and diagonal wires, Edo P/N 92-S-200-4, between the floats. 8. Rivet 0.051-inch 24ST alclad doubler, Cessna P/N 0440113, to the fuselage skin below each door just aft of the main landing gear bulkhead. If the fuselage skin is buckled in this area sufficient 1/4-inch rivets should be added to the standard pattern to remove the buckles. (Cessna Service Letters No. 45 dated July 30, 1947, and No. 47 dated August 15, 1947; Edo Drawing 88-03-00A, change 1, dated May 15, 1947; and Edo Service Bulletin No. 3 dated August 30, 1947, cover this same subject.)
76-26-05: 76-26-05 MESSERSCHMITT-BOLKOW-BLOHM (MBB): Amendment 39-2794. Applies to all Model BO-105A and BO-105C helicopters, certificated in all categories, incorporating main rotor brake system, MBB P/N 105-10501. Compliance is required as indicated, unless already accomplished. To prevent possible rotor failure with consequent engine damage, accomplish the following: (a) Before further flight, except that the helicopter may be flown in accordance with FAR Sections 21.197 and 21.199 to a base where the work can be performed, accomplish the following: (1) Install an operating limitation placard on the instrument panel in full view of the pilot, setting forth the following limitation: "DO NOT OPERATE ROTOR BRAKE." (2) Inspect the main rotor brake saddle Goodrich P/N 2-1188, for loose or detached brake blocks, Goodrich P/N 27-516. (b) If, during the inspection required by paragraph (a)(2) of this AD a loose brake block is found, before further flight, remove the main rotor brake saddle in accordance with the procedures contained in paragraph (c)(2) of this AD. (c) If, during the inspection required by paragraph (a)(2) of this AD a brake block is found detached, before further flight, accomplish the following: (1) Inspect the main gearbox compartment for the brake block or brake block debris. If the entire brake block is not recovered, inspect the compressor section of each engine for foreign object damage, and repair, as necessary, in accordance with the Allison Maintenance and Overhaul Manual for the Model 250 engine. (2) Remove the main rotor brake saddle as follows: (i) Detach pressure hose, P/N 105-10610, at rotor brake saddle. (ii) Operate brake lever until flow of fluid from detached hoses ceases. (iii) Detach hose, P/N 105-10610, from pressure relief valve, P/N 105-10511. (iv) Seal outlet of pressure relief valve, P/N 105-10511, with non- metallic blind plug or with tape. (v) Remove bolts attaching main rotor brake saddle to main gearbox. (vi) Remove main rotor brake saddle. (d) If, during the inspection required by paragraph (a)(2) of this AD, the brake block is found not to be loose or detached, within the next 10 hour time in service after the effective date of this AD, remove the brake block saddle in accordance with the procedures contained in paragraph (c)(2) of this AD. (e) The operating limitations placard required by paragraph (a) of this AD, may be removed upon the installation of an improved main rotor brake saddle, Goodrich P/N 2-1188-J. NOTE: The helicopter is approved for operation without the main rotor brake saddle. This amendment becomes effective January 6, 1977.
2016-06-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD was prompted by a report of fuel leaking onto the hot exhaust portion of an engine as a result of an unintended leak path from the leading edge through the pylon. This AD requires installing new seal dams in the inboard and outboard corners of the aft pylon frame on the left and right engines, including an inspection for damage of the outboard blade seal and applicable corrective actions. We are issuing this AD to prevent fuel leaking from an unintended drain path from the leading edge through either the left or right pylon and onto the hot engine parts or brakes, which could lead to a major ground fire.