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2022-18-06: The FAA is adopting a new airworthiness directive (AD) for all General Electric Company (GE) GE90-110B1 and GE90-115B model turbofan engines and certain GE90-76B, GE90-85B, GE90-90B, and GE90-94B model turbofan engines. This AD was prompted by the detection of melt-related freckles in the forgings and billets, which may reduce the life of certain rotating compressor discharge pressure (CDP) high-pressure turbine (HPT) seals (rotating CDP seals), interstage HPT rotor seals, and HPT rotor stage 2 disks. This AD requires revising the airworthiness limitations section (ALS) of the applicable GE90-100 Engine Manual (EM) and the operator's existing approved maintenance program or inspection program, as applicable, to incorporate reduced life limits for these parts. This AD also requires the removal and replacement of certain interstage HPT rotor seals, identified by serial number (S/N), installed on GE90-76B, GE90-85B, GE90-90B, and GE90-94B model turbofan engines. The FAA is issuing this AD to address the unsafe condition on these products.
90-06-06: 90-06-06 BOEING: Amendment 39-6490. Docket No. 89-NM-68-AD. \n\tApplicability: Model 747 series airplanes, listed in Boeing Document No. D6-35999, dated March 31, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural failure, accomplish the following: \n\n\tA.\tPrior to reaching the incorporation thresholds listed in Boeing Document No. D6-35999, dated March 31, 1989 (hereinafter called "the Document"), or within the next 4 years after the effective date of this AD, whichever occurs later, except as noted in paragraph B., below, accomplish the structural modifications listed in Section 3 of the Document. \n\n\tB.\t1.\tAccomplish replacement of the trailing edge flap tracks in accordance with Boeing Alert Service Bulletin 747-57A2229, Revision 8, dated January 31, 1989, within the next 5 years after the effective date of this AD. \n\n\tNOTE: For the purpose of complying with this AD, replacement of trailing edge flap tracks in accordance with Boeing Alert Service Bulletin 747-53A2229, Revision 8, dated January 31, 1989, is considered equivalent to replacement in accordance with either Boeing Alert Service Bulletin 747-57A2229, Revision 7, dated October 13, 1988, or Revision 9, dated November 2, 1989, or Boeing Service Bulletin 747-57-2146, Revision 3, dated May 9, 1986. \n\n\t\t2.\tIncorporation thresholds expressed as "at next overhaul," shall be accomplished within the next 6 years after the effective date of this AD, or prior to the accumulation of 20,000 flights, whichever occurs later. \n\n\t\t3.\tAccomplish the APU cutout reinforcement in accordance with Boeing Service Bulletin 747-53-2275, Revision 3, dated January 25, 1990, prior to the accumulation of 20,000 flights, or within the next 5,000 flights after the effective date of this AD, whichever occurs later. \n\n\t\t4.\tIf the 1241 bulkhead splice strap is cracked, replace the strap in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, within the next 4 years after the effective date of the AD, or prior to the accumulation of 20,000 flight cycles, or within 2 years of crack discovery, whichever occurs latest. \n\n\tNOTE: For the purpose of complying with this AD, the incorporation of the terminating modification for the longitudinal floor beams contained in Boeing Service Bulletin 747-53-2224, Revision 6, dated July 27, 1989, is considered equivalent to the incorporation of the terminating actions contained in Service Bulletins 747-53-2176, Revision 3, dated December 15, 1978, and 747-53-2183, Revision 1, dated March 14, 1980. \n\n\tNOTE: The modifications required by paragraphs A. and B., above, do not terminate the inspection requirements of any other AD unless that AD specifies that any such modification constitutes terminating action of the inspection requirements. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tThe modifications shall be done in accordance with Boeing Document No. D6-35999, dated March 1989, "Aging Airplane Service Bulletin Structural Modification Program - Model 747." This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington; or at the Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington; or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, D.C. \n\n\tThis amendment (39-6490, AD 90-06-06) becomes effective on April 17, 1990.
99-25-08: This document publishes in the Federal Register an amendment adopting Emergency Priority Letter Airworthiness Directive (AD) 99-25-08, which was sent previously to all known U.S. owners and operators of MD Helicopters Inc. (MDHI) Model 500N and 600N helicopters by individual letters. This AD requires, within the next 5 hours time-in-service (TIS) or before further flight after December 31, 1999, whichever occurs first, inspecting the thruster control cable conduit cap (cap) for corrosion or a crack. This AD also requires, within the next 100 hours TIS or before further flight after February 19, 2000, whichever occurs first, inspecting the cap at a specified area of the forward and center thruster cables for corrosion or a crack. If an unacceptable crack is found, replacing the unairworthy thruster cable with an airworthy thruster cable is required. This amendment is prompted by the discovery of stress corrosion cracks on an MDHI Model 500N helicopter. The actions specified by this AD are intended to prevent failure of the cap causing a fixed thruster condition and subsequent loss of normal anti-torque directional control of the helicopter.
2000-03-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-200 series airplanes that requires removal of the existing emergency floor path lighting system and replacement with an FAA-approved emergency floor path lighting system. This amendment is prompted by information indicating that the existing emergency floor path lighting system does not provide adequate lighting and cueing for safe evacuation of the airplane in the event of an emergency. The actions specified by this AD are intended to prevent such inadequate lighting and cueing, which could delay or impede the flight crew and passengers when exiting the airplane during an emergency.
92-02-04: 92-02-04 McDONNELL DOUGLAS: Amendment 39-8140. Docket No. 91-NM-150-AD. Supersedes AD 89-06-06, Amendment 39-6150. \n\n\tApplicability: Model DC-9 series airplanes, Model DC-9-80 series airplanes, Model MD-88 airplanes, and C-9 (Military) series airplanes; serial numbers as listed in McDonnell Douglas DC-9 Service Bulletin 27-301, Revision 1, dated May 24, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent uncontrolled airplane sideslip due to an ineffective rudder actuator, accomplish the following: \n\n\t(a)\tFor Model DC-9-11, -12, -13, -14, -15, -15F, -21, and -87 series airplanes: \n\n\t\t(1)\tWithin 500 flight hours after April 12, 1989 (the effective date of AD 89-06-06, Amendment 39-6150), unless already accomplished within the last 1,000 flight hours, inspect the rudder actuator for internal hydraulic fluid leakage in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-291, Revision 3, datedAugust 24, 1988. \n\n\t\t(2)\tIf the rudder actuator internal hydraulic fluid leakage is within the limits specified in that service bulletin, repeat the inspection at intervals not to exceed 1,500 flight hours. \n\n\t(b)\tExcept as provided in paragraph (c) of this AD, for Model DC-9-31, -32, -32F, -33, -34, -34F, -41, -51, -81, -82, -83, and MD-88 series airplanes: \n\n\t\t(1)\tWithin 1,500 flight hours after April 12, 1989 (the effective date of AD 89-06-06, Amendment 39-6150), unless already accomplished within the last 1,500 flight hours, inspect the rudder actuator for internal hydraulic fluid leakage in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-291, Revision 3, dated August 24, 1988. \n\n\t\t(2)\tIf the rudder actuator internal hydraulic fluid leakage is within the limits specified in that service bulletin, repeat the inspection at intervals not to exceed 3,000 flight hours. \n\n\t(c)\tFor Model DC-9-82, -83, and MD-88 series airplanes, with rudder actuator assemblyserial numbers listed in McDonnell Douglas MD-80 Alert Service Bulletin A27-318, dated June 10, 1991: \n\n\t\t(1)\tWithin 1,500 flight hours after April 12, 1989 (the effective date of AD 89-06-06, Amendment 39-6150), or within 500 flight hours after the effective date of this amendment, whichever occurs earlier, inspect the rudder actuator assembly for internal hydraulic fluid leakage, in accordance with the Accomplishment Instructions of McDonnell Douglas MD-80 Alert Service Bulletin A27-318, dated June 10, 1991. \n\n\t\t(2)\tIf the rudder actuator internal hydraulic fluid leakage is within the limits specified in that service bulletin, repeat the inspection at intervals not to exceed 1,500 flight hours. \n\n\t(d)\tIf any inspection required by paragraph (a), (b), or (c) of this AD reveals that the rudder actuator exceeds the internal hydraulic fluid leakage limit specified in McDonnell Douglas DC-9 Alert Service Bulletin A27-291, Revision 3, dated August 24, 1988, or McDonnell Douglas MD-80Alert Service Bulletin A27-318, dated June 10, 1991, as applicable, prior to further flight, replace the rudder actuator with a rudder actuator that is within those limits. \n\n\t(e)\tFor Model DC-9 series, Model DC-9-80 series, Model MD-88, and C-9 (Military) series airplanes: Within 10,000 flight hours after the effective date of this AD, modify the rudder actuator in accordance with the Accomplishment Instructions of McDonnell Douglas DC-9 Service Bulletin 27-301, dated June 21, 1989, or Revision 1, dated May 24, 1991. This modification constitutes terminating action for the repetitive inspections required by this AD. \n\n\tNOTE: This terminating action only eliminates the need for the special shortened interval repetitive inspections of this AD. The actuators should then return to the routine inspection leakage check intervals as specified in the operators maintenance program. \n\n\t(f)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(g)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(h)\tThe inspections required by this AD shall be done in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-291, Revision 3, dated August 24, 1988, or in accordance with McDonnell Douglas MD-80 Alert Service Bulletin A27-318, dated June 10, 1991, as applicable. The modification required by this AD shall be done in accordance with McDonnell Douglas DC-9 Service Bulletin 27-301, dated June 21, 1989; or McDonnell Douglas DC-9 Service Bulletin 27-301, Revision 1, dated May 24, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, Post Office Box 1771, Long Beach, California 90801, Attn: Business Unit Manager, Technical Publications & Technical Administration Support, C1-L5B (54-60). Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8041, Washington, D.C. \n\n\t(i)\tThis amendment (39-8140, AD 92-02-04), becomes effective on March 27, 1992.
90-16-51 R1: 90-16-51 R1 MCDONNELL DOUGLAS: Amendment 39-6710. Final rule of and revision to T90-16-51, as corrected. Docket No. 90-NM-162-AD. \n\n\tApplicability: Model DC-9-10, DC-9-30, and C-9 (military) series airplanes, equipped with a forward upper cargo door, certificated in any category. \n\n\tCompliance: Required within 14 calendar days after the effective date of this amendment, unless previously accomplished. \n\n\tTo prevent inadvertent opening of the main cargo door during flight, accomplish the following: \n\n\tA.\tExcept as provided in paragraph B. of this AD, perform a torque test on the cargo door latch spool fitting attach bolts, in accordance with the instructions for Group 1, Phase 1, of McDonnell Douglas DC-9 Service Bulletin 52-119, Revision 1, dated January 30, 1981. \n\n\tNOTE: The requirements of this AD are applicable to all Model DC-9-10, DC-9-30, and C-9 (military) series airplanes equipped with a forward upper cargo door, regardless of the effectivity as specified inthe McDonnell Douglas DC-9 service bulletin. \n\n\t\t1.\tIf a bolt breaks, prior to further flight, replace it with a new bolt and seal in accordance with Figure 1 of the service bulletin. \n\n\t\t2.\tIf a bolt passes the torque test, prior to further flight, retorque the bolt and seal in accordance with the instructions for Group 1, Phase 1, of the service bulletin. \n\n\tB.\tThe test required by paragraph A. of this AD is not required for Inconel bolts, part numbers RA21026-7-28, 77711-7-28 and 3D0031-7-28. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base for the accomplishment of the requirements of this AD. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directlyto the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer, may obtain copies upon request to McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications, C1-HCW (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tPortions of this amendment were effective earlier to recipients of telegraphic AD T90-16-51, issued on August 3, 1990, and a correction to that AD issued on August 7, 1990. \n\n\tThis amendment (39-6710, AD 90-16-51 R1) becomes effective on September 10, 1990.
2022-19-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A310 series airplanes. This AD was prompted by a determination that new or more restrictive airworthiness tasks are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness tasks, 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.
85-22-12: 85-22-12 BOEING: Amendment 39-5167. Applies to all Model 747 series airplanes, through Line Number 622, certificated in any category. To prevent a condition that would lead to depressurization of the airplane, accomplish the following, unless already accomplished after August 29, 1985: \n\n\tA.\tWithin 30 days after the effective date of this AD, perform a one-time visual inspection of the aft side of the aft pressure bulkhead for evidence of repairs or damage. Damage is defined in the Structural Repair Manual. \n\n\tB.\tReport a complete description of the findings (sketches, photos, or drawings, as necessary) of the inspections required by paragraph A., above, within 30 days after the effective date of this AD to either: \n\n\t\t1.\tThe Boeing Commercial Airplane Company, ATTN: Director, 747 Customer Support Engineering, P.O. Box 3707, Seattle, Washington 98124-2207; or \n\n\t\t2.\tBoeing Support Engineering through the Boeing Field Service Representative. \n\n\tC.\tIf any cracking or punctures are found in the aft pressure bulkhead, repair prior to further flight in accordance with the Structural Repair Manual; Boeing Designated Engineering Representative (DER)-approved data; or data approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tRepair all other discrepancies or improper repairs in accordance with the Structural Repair Manual; Boeing DER-approved data; or data approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. Repairs must be performed in accordance with a schedule approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tUpon the request of an operator, an FAA Principal Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the inspection times in this AD to permit compliance at an established inspection period of that operator, if the request contains substantiating data to justify the change for that operator. \n\n\tF.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tG.\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 and/or modifications required by this AD. \n\n\tAll persons affected by this proposal who have not already received information on inspection procedures from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective November 19, 1985.
2014-17-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-400ER series airplanes. This AD was prompted by reports of turbine wheel bursts in the air driven pump (ADP) turbine gearbox assembly (TGA), which resulted in the release of high energy fragments. This AD requires replacing the existing ADP TGA with an improved ADP TGA. We are issuing this AD to prevent fragments from an uncontained turbine wheel burst penetrating the fuselage and striking passengers, or penetrating the wing-to-body fairing and striking ground handling or maintenance personnel, causing serious injury.
2000-03-03: This amendment adopts a new airworthiness directive (AD), that requires revisions to the Engine Maintenance Program specified in the manufacturer's Instructions for Continued Airworthiness (ICA) for General Electric Company (GE) CF34 series turbofan engines to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This AD also requires that an air carrier's approved continuous airworthiness maintenance program incorporate these inspection procedures. This amendment is prompted by a Federal Aviation Administration (FAA) study of in-service events involving uncontained failures of critical rotating engine parts that indicated the need for improved inspections. The improved inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.