Results
57-13-01: 57-13-01 COLONIAL: Applies to All Model C-1 Aircraft. Compliance required within next 10 hours of operation or July 15, 1957, whichever occurs first unless already accomplished, and every 100 hours' operation thereafter. Inspect with 10-power glass the engine pylon side strut attaching fittings (P/N 3208-10) for cracks in the weld areas. (Inspection may be readily accomplished after removal of the fairing cuff, P/N 5400-33.) Fittings with cracks originating across the edge may be salvaged for use if the crack can be removed by grinding to a maximum depth of 1/16 inch measured in from the edge. Fittings with cracks located in areas other than the edge or in excess of the salvage limits must be replaced. (Colonial Service Bulletin No. 4 revision 1 dated May 22, 1957, covers this same subject.)
75-05-05: 75-05-05 GOODYEAR AEROSPACE CORPORATION: Amendment 39-2101. Applies to main wheel assemblies P/N's 5000757-1 and -2 typically used on, but their use is not limited to, McDonnell-Douglas DC-10-30 and DC-10-40 series aircraft. \n\n\tCompliance is required at the next tire change or wheel re-assembly after the effective date of this Airworthiness Directive, unless already accomplished, and thereafter at each tire change or wheel re-assembly or during replacement of any wheel half attaching bolts in a tire/wheel assembly. New wheels or spare wheel assemblies with previously magnetic-particle inspected bolts are exempt only from the initial inspection. \n\n\tTo prevent failures of the MS 21250-10060 bolts attaching the wheel halves, accomplish the following: \n\n\t(a)\tPerform magnetic-particle inspection for cracks of all wheel-half attaching bolts, paying particular attention to the radius under the bolt head and to the threads. Replace cracked bolts and those having stripped, crossed ordamaged threads. No reworking of wheel bolts is permitted. Defective bolts shall be scrapped. \n\n\tThis amendment becomes effective March 26, 1975.
2017-05-06: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 767-200 and -300 series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the frame-to-floor-beam joints and frames common to shear ties at certain locations of fuselage structure are subject to widespread fatigue damage (WFD). This AD requires inspections for cracking of certain frame inner chords and webs common to the floor beam joint and at frames common to the shear ties at certain sections, and corrective action if necessary. We are issuing this AD to address the unsafe condition on these products.
75-27-09 R2: 75-27-09 R2 BEECH: Amendment 39-2482 as amended by Amendment 39-2591 is further amended by Amendment 39-3878. Applies to all Beech 18 series airplanes including military counterparts and other counterparts approved by Supplemental Type Certificates (STCs), regardless of the category or categories of airworthiness certification. \n\n\tCOMPLIANCE: Required as indicated. To prevent possible failure of wing structure, accomplish the following for the left and for the right sides of each affected airplane. \n\n\tA)\tWithin 75 hours' time-in-service after August 22, 1980, either accomplish Subparagraphs A)1. through A)2., below, or accomplish Subparagraphs C)2. through C)9., below. \n\n\t\t1.\tUnless previously accomplished, if Dee Howard STC SA832SW or SA1581SW center section strap is installed, inspect for cracking of the strap in accordance with Dee Howard Service Bulletin SB18-2, either "no" revision or Revision A. Alternatively, to inspect for said cracking, remove paint (other thanzinc-chromate primer) from strap portions specified below, apply 68 foot-pounds torque to strap tensioning nuts, then load wings in accordance with Subparagraph C)6., below, and then use penetrant materials as specified by Subparagraph C)8., below. During the latter inspection, examine all portions of the underside, forward edge, and aft edge of the strap that are accessible while the strap is installed. \n\n\t\t2.\tUnless previously accomplished or unless a crack detector is used as specified by Subparagraph C)1., below, inspect for cracking of wing structure at wing station (WS) 60 and 62 sites in accordance with Paragraph C), below, except that removal of steel straps is unnecessary if satisfactory results are achieved without said removal. \n\n\tNOTE: After one-time inspection(s) as specified above, the same sites must be repetitively inspected along with others as required by Paragraph C), below. \n\n\tB)\tAt the time of the next inspection of wing structure that is required by this directive, unless previously accomplished, incorporate inspection access provisions in accordance with Figure 2, below, or a Federal Aviation Administration (FAA)-approved equivalent. If additional access provisions are necessary for inspection of sites specified by reports per Subparagraph C)7., below, follow instructions from Beech Aircraft Corporation, and incorporate these provisions. \n\n\tC)\tInspect wing structure and strap components as follows: \n\n\t\t1.\tConduct repetitive inspections at times which do not exceed the following: \n\n\nAirplane\nConfigurations\nInitial\nInspection\nInspection\nInterval\nApplicable\n Subparagraphs\n\n\n(Hours time-in-service)\n\nStrapped\nAt time strap is installed\n1500*\nC)2 through C)9 \nNot Strapped\n1500, total\n500\nC)3 through C)9 \n\n\nand 100\nC)8 at WS 73, 81, 90 \n\n\t*Upon operator's request, FAA Maintenance Inspector may extend this interval (or 3,600-hour interval specified below) by not more than 100 hours to permit compliance at an inspection period established for the operator. If crack detector system is installed, maintained, and used as specified by STC SA1151CE through SA1155CE or other STC which refers to this subparagraph, the 1,500-hours interval becomes 3,600 hours.\n \n\t\t2.\tTemporarily remove steel straps and inspect strap components for corrosion, fretting, cracking, and other defects in accordance with the applicable STC holder's instructions as follows:\n \n\nSTC Holder\nInstructions \n\n\nAerospace Products, Inc\n5536 Satsuma Ave.\nNorth Hollywood, CA 91601\nNumber 1869, dated \nMay 1980\n\n\nAirline Training, Inc.\nP.O. Box 22833\nFt. Lauderdale, FL 33335\nSection 7, Document 7132,\ndated August 1974\n\n\nCanadian Aerocon, Ltd.\nAttn: Mr. Dave Saunders\n2450 Derry Road East\nMississauga, Ontario,\nCanada L5S1B2\nMaintenance Manual \nSupplement, dated\nJuly 1973\n\n\nThe Dee Howard Company\nP.O. Box 17300\nSan Antonio, TX 78217\nRev. A, Service \nBulletin SB 18- 2,\ndated July 1980\n\n\nHamilton Aviation\nP.O. Box 11746\nTucson, AZ 85734\nDocument D4- 74, \ndated July 1974\n\n\nJourdan Aircraft\n11001 E. 59th Street\nRaytown, MO 64133\nService Bulletin SB 18-1,\ndated July 1980 \n\n\t3.\tInspect the front spar of the wing center section and outer wing panel at sites and by methods specified below. \n\n\nWing Station (WS)\nSite*\nMethod**\n 32\nTip of welds at wing splice\nplate, fore and aft surfaces of\ncap\nVisual, X-ray and either magnetic \nparticle or penetrant\n\n\n\n43 to 45\nTip of weld around cluster\nupper surface of cap\nVisual and either magnetic \nparticle or penetrant\n\n\n\n46\nOutboard ends of splice in cap,\nupper and lower surface of cap\nVisual, X-ray and either magnetic \nparticle or penetrant\n\n\n\n57, 64, 63 & 81\nTips of welds at gussets upon\nsurface of cap\nVisual, X-ray and either magnetic\nparticle or penetrant\n\n\n\n60 and 62\nTips of welds as shown in Figure 4\nX-ray \n\n\n\n61\nLower surface of spar cap below\ntube cluster, as seen from\nwheel wellVisual and either magnetic \nparticle or penetrant\n\n\n\n90\nTips of welds at clevis tangs,\nupper and lower surface\nVisual, X-ray and either magnetic \nparticle or penetrant\n\n\n\n90U\nTips of welds at clevis tangs,\nupper and lower surface\nX-ray \n\n\n\n102 & 111\nTips of welds as shown in Figure 4\nX-ray \n\n\t*90U is in upper spar cap. All other sites are in lower spar cap. WS 57 and 64 need not be separately X-rayed if these sites are shown by WS 60 and 62 radiographs. Refer to figures of this AD for more detailed information. \n\n\t**A tube (not isotope) source is required for x-raying unless otherwise requested and authorized under Paragraph H), below. \n\n\t\t4.\tTemporarily remove steel straps, inspection access covers and other equipment as necessary to eliminate interference with required inspections. Also, drain inboard fuel tanks prior to X-ray WS 60 and 62 sites. \n\n\t\t5.\tTemporarily or permanently install metallic tape, wire or "hose" clamps squarely around the spar cap (existing clamps, etc., may be used) as necessary to provide two X- ray beam alignment indicators near WS 32, 73, and 81 sites, and near WS 57 and 64 sites if the latter are to be separately x-rayed. Each indicator must be at lease one inch from the nearest inspection site, at least two inches from the companion indicator, and perceptible in the related radiograph. \n\n\t\t6.\tTaking only one radiograph at a time, accomplish X-ray inspection in accordance with MIL-STD-453 or -00453A and the following instructions: \n\n\t\t\ta)\tUse steel "MIL-STD" penetrameters of sizes specified by figures of this directive except at WS 90U and 62 sites where no penetrameter is required. Secure penetrameters to source-side surface of the spar cap, except film-side placement is permitted at WS 102 and 111 sites if access does not allow source-side placement. \n\n\t\t\tb)\tAt each site, use GAF 800, DuPont NDT-65, Kodak AA, or equivalent film, sandwiched between lead screens of 0.005-inch thickness. Additionally, at WS 60, 62, and 111 sites, use a second film in multi-film technique which provides film speed ratio of Kodak M/Kodak AA. With each film pack, use small identification symbols for at least the site (e.g., LWS 81, RWS 90U, LWS 60A, etc.), date, and airplane registration number. Position each film pack close to the site, using figures of this directive for guidance. Note: It is advisable to secure a "back-up" lead plate of 0.12-inch thickness at all sites, especially where film is beneath the spar cap. \n\n\t\t\tc)\tLoad the wing by applying an upward force at the junction of the number 10 wing rib and the lower forward spar cap of the outer wing panel. Use lumber or other material along and under the rib so as to distribute the force. Apply force equal to the sum of half of the weight of any fuel in outboard wing tanks, plus the weight of fixtures such as lumber, plus 75 to 100 pounds. \n\n\t\t\td)\tAfter the wing is loaded, ascertain that the X-ray source is secured against the upper wing skin for WS 60 and 62 sites and approximately 36 inches from the film at all other sites, at chordwise and spanwise angles specified by Figure 3 of this directive. \n\n\t\t\te)\tAscertain that neither the airplane nor the source will be moved by wind or other influences, and expose the film so as to obtain 1.5 to 2.8 radiographic density near inspection sites specified in Figure 4 of this directive. Use the same kinds of film and exposure time for WS 62 sites as for WS 60 sites. \n\n\t\t\tf)\tRetake any radiograph which evidences unsharpness, missed or obscured site, improper density, improper beam alignment, or in which at least two penetrameter holes are not perceptible. Note: Beam alignment indicators are either structural features such as top and bottom tangs, or indicators specially installed. The latter will appear as thin ellipses, the thinner being closest to the site. \n\n\t\t7.\tUsing a low power magnifying device, examine each radiograph under viewing conditions which showpenetrameter holes. Look for evidence of corrosion pitting and transverse cracking in unwelded spar cap material. Pay particular attention to unwelded spar cap material adjacent to discontinuities such as screw holes, corrosion pits, and tips and edges of welds. Submit a report to maintenance facility accomplishing the AD showing the location of each indication of cracking and corrosion pitting in unwelded spar cap material. \n\n\t\t8.\tAfter sites are cleaned, inspect by visual and either penetrant or magnetic particle methods, using materials and procedures as specified below. Inspect for cracking, external corrosion pitting, and holes through spar caps. Pay particular attention to locations specified by the x-ray report. Prior removal of original finish is not necessary, but paint applied in service must be removed unless it is as brittle as original finish. \n\n\t\t\ta)\tConduct visual inspection while wing is flexed by applying and relieving a 75 to 100 pound upward force near the wing tip. Use flashlight or other illumination and low power magnifying device for visual inspection. \n\n\t\t\tb)\tConduct penetrant inspection, if this method is used, while the wing is flexed as for visual inspection. Use materials shown by the penetrant manufacturer's publications to be eligible for detection of fatigue cracks in steel tubing. Strictly follow the penetrant manufacturer's instructions. \n\n\t\t\tc)\tConduct magnetic inspection, if this method is used, while the wing is either flexed as for visual inspection or loaded as for x-ray inspection. Position Magnaflux Corporation Y-5 or YM-5 yoke or equivalent equipment so that magnetic flux will parallel the spanwise centerline of the spar cap. Strictly follow instructions published by the equipment manufacturer for detection of fatigue cracks in steel tubing. \n\n\t\t9.\tKeep all radiographs at an accessible location apart from the airplane. \n\n\tD)\tWithin three (3) days after discovery, send a written report to FAA on Form 8330-2, or equivalent, showing the length and location of each crack and the location of corrosion or other adverse condition discovered during inspections required by this directive. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) \n\n\tE)\tObtain (unless previously done) and follow the cognizant (aircraft or strap, as appropriate) manufacturer's instructions for repair and/or continued service of each defect that is found during inspections required by this directive. If continued service with corroded wing structure has been previously authorized, field comparison of old and new radiographs must show that no subsequent deterioration has occurred, or remaining strength must be re-evaluated by the aircraft manufacturer. \n\n\tF)\tWithin 200 hours' time-in-service after January 5, 1976, but prior to the next flight after October 1, 1980, unless previously accomplished, incorporate an STC-approved strap installation which reinforces the lower forward cap between at least left and right wing stations 181. Note: Eligible strap installations are SA643CE with SA1206CE, SA832SW with SA895SW, SA1581SW with SA1582SW, SA2000WE, SA962EA, SA814SO, SA1533WE with SA2737WE, SA1192WE with SA3229WE, SA3009WE, SA3010WE, SA3021WE, and any future STC that includes a notation that refers to this directive. \n\n\tG)\tAircraft may be flown in accordance with FAR 21.197 to a location where alterations and inspections required by this directive can be performed. \n\n\tH)\tAlternate methods of compliance with this directive must be approved by the Chief, Aircraft Certification Program, Room 238, Terminal Building 2299, Mid-Continent Airport, Wichita, Kansas 67209, telephone (316) 942-4219. \n\n\tI)\tX-ray inspections herein required must be accomplished by: \n\n\t\t1.\tA certificated repair station holding a "limited airframe - Beech 18 series aircraft -wing and center section spar X-ray inspections" rating and \n\n\t\t2.\tEither a certificated mechanic or repairman in the employ of the above repair station, who is currently authorized to accomplish said X-ray inspections pursuant to a letter of authorization issued by the FAA GADO or FSDO having certificate authority over that repair station. \n\n\tJ)\tThe authorized person performing any X-ray inspection required by this AD shall, in addition to the information required by FAR 43.9 and 91.173, list the date of the letter of authorization under which he performed said inspection in the aircraft maintenance records specified in FAR 91.173(a)(2). \n\n\tCurrently effective Beech Aircraft Corporation's Service Bulletins 64-15, 64-16, 64-17 and 66-10 and Strap STC-Holder's Publications consider this subject but this AD takes precedence in any conflicting detail. \n\n\tThis AD supersedes AD 64-01-01, (correction 64-21-01) Amdt. 810 of Part 507 and any other amendments applicable to said AD, AD 64-21-03 (Amdt. 812 of Part 507 and any other amendments applicable to said AD). AD 64-21-03 (Amdt. 812 of Part 507 and any other amendments applicable to said AD), AD 73-18-04 (Amdt. 39-1708 and any other amendments applicable to said AD), and AD 75-09-18 (Amdt. 39-2241 and any other amendments applicable to said AD). \n\n\tAmendment 39-2482 became effective January 5, 1976. \n\n\tAmendment 39-2591 became effective May 3, 1976. \n\n\tThis Amendment 39-3878 becomes effective August 21, 1980.
72-09-04: 72-09-04 HAWKER SIDDELEY AVIATION: Amendment 39-1439. Applies to DeHavilland Model DH-114 "Heron" airplanes. Compliance required as indicated. (a) Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 575 hours' time in service, and thereafter at intervals not to exceed 600 hours' time in service from the last inspection, remove the inspection doors just forward and aft of the fuselage rear spar transverse keel frame at fuselage station 43.25 and visually inspect both the front and rear face, including reinforcing sections, if installed, of the fuselage and rear spar transverse keel frame for signs of buckling and cracks. NOTE: During the inspection required by paragraph (a), particular attention should be directed to the area near the wing rear spar attachment. (b) If cracks or other damage is found during inspections specified in paragraph (a), before further flight, repair the keel frame inaccordance with ARB approved repair instructions obtained from the Product support Department, Hawker Siddeley Aviation Ltd. Hatfield, Hertfordshire, England or an equivalent approved by the Chief, Engineering and Manufacturing Branch of an FAA Region (or in the case of the Western Region, the Chief, Aircraft Engineering Division). This amendment is effective April 25, 1972, and was effective upon receipt for all recipients of the telegram dated February 9, 1972, which contained this amendment.
75-09-05: 75-09-05 CESSNA: Amendment 39-2177. Applies to the following Model 337 series aircraft modified in accordance with Robertson Aircraft Corporation STC SA1627WE, certificated in all categories. 337-0058, 337-0063, 337-0124, 337-0205, 337-0220, 337-0291, 337-0305, 337-0327, 337-0332, 337-0443, 337-0502, 337-0540, 337-0549, 337-0566, 337-0577, 337-0685, 337-0695, 337-0726, 337-0728, 337-0732, 337-0741, 337-0817, 337-0822, 337-0836, 337-0880, 337-0882, 337-0896, 337-0916, 337-0925, 337-0929, 337-0938, 337-0942, 337-0946, 337-0947, 337-0959, 337-0963, 337-0970, 337-0977, 337-0992, 337-0996, 337-1019, 337-1036, 337-1044, 337-1052, 337-1062, 337-1072, 337-1073, 337-1079, 337-1082, 337-1091, 337-1108, 337-1118, 337-1124, 337-1139, 337-1154, 337-1159, 337-1162, 337-1175, 337-1177, 337-1180, 337-1192, 337-1210, 337-1232, 337-1258, 337-1262, 337-1274, 337-1276, 337-1303, 337-1307 Compliance required as indicated unless already accomplished. To prevent the possibility of unreliable airspeed indications due to ice formation in the pitot system, accomplish the following: Unless already accomplished, within the next 100 hours of operation after the effective date of this AD, rework the extended pitot tube by installation of Robertson Kit No. 14-118-100 in accordance with Robertson modification instructions No. 14-118-10 dated January 23, 1975, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. The 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). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Robertson Aircraft Corporation, 839 West Perimeter Road, Renton, Washington 98055. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective April 22, 1975.
2024-15-07: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777 airplanes. This AD was prompted by a determination that the nitrogen enriched air distribution system (NEADS) cover plate assembly attached to a certain vent stringer in the center wing tank was installed without a designed electrical bond. This AD requires installing electrical bonding and grounding, installing the cover plate assembly with new fasteners, and revising the existing maintenance or inspection program, as applicable, to incorporate new airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
2017-03-03: Engine Oil Cooler
2024-15-06: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by a report indicating that at various lavatory and galley locations within the airplane, incorrect terminal lugs were installed which are not compatible with the associated wire gauge. This AD requires removing and replacing existing lug terminals at various lavatory and galley locations, as specified in a Transport Canada AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2017-04-10: We are adopting a new airworthiness directive (AD) for all Airbus Model A318-111, and -112 airplanes; Model A319-111, -112, -113, -114, and -115 airplanes; Model A320-211, -212 and -214 airplanes; and Model A321-111, -112, -211, -212, and -213 airplanes. This AD was prompted by a report of a production quality deficiency on the inner retainer installed on link assemblies of the aft engine mount, which could result in failure of the retainer. This AD requires an inspection for, and replacement of, all non-conforming aft engine mount retainers. We are issuing this AD to address the unsafe condition on these products.
2024-15-05: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-300 series airplanes. This AD was prompted by report that some Model 767-300 series airplanes that had been converted into a freighter configuration are missing an electrical bracket for a wire bundle in the main equipment center. This AD requires installing an electrical support bracket and re-installing wire bundles. The FAA is issuing this AD to address the unsafe condition on these products.
2017-04-08: We are superseding Airworthiness Directive (AD) 2008-13-12 R1 for certain The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. AD 2008-13-12 R1 required various repetitive inspections for cracking of a certain splice of the fuselage, and other specified and corrective actions if necessary; and provided for an optional preventive modification, which terminated the repetitive inspections. This new AD adds an inspection to determine if the existing frame repair meets all specified requirements; a modification of a certain splice, which terminates the repetitive inspections; reduces certain inspection thresholds and repetitive intervals; and adds post-repair/post-modification inspections. This AD was prompted by reports of additional fatigue cracking of a certain splice of the fuselage and one report of a severed frame, due to susceptibility to widespread fatigue damage (WFD). We are issuing this AD to address the unsafe condition on these products.
2017-04-13: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-8 and 747-8F series airplanes. This AD was prompted by reports of damaged vapor seals, block seals, and heat shield seals on the outboard pylons between the engine strut and aft fairing. This AD requires repetitive inspections for heat damage of the vapor seals between the engine strut and aft fairing, and replacement of the seals with new seals if necessary. We are issuing this AD to address the unsafe condition on these products.
2017-04-12: We are adopting a new airworthiness directive (AD) for certain Empresa Brasileira de Aeronautica S.A. (Embraer) Model EMB-135BJ, EMB- 135ER, EMB-135KE, EMB-135KL, EMB-135LR, EMB-145, EMB-145EP, EMB-145ER, EMB-145LR, EMB-145MP, EMB-145MR, and EMB-145XR airplanes. This AD was prompted by reports of main airspeed indication discrepancies during flight; these discrepancies resulted from ice blockages in certain pitot total pressure lines. This AD requires an inspection for tube misalignment of the pitot number 1 and pitot number 2 tube assembly lines, and corrective actions if necessary; installation or replacement (as applicable) of a tube ribbon heater on the pitot number 1 and pitot number 2 tube assembly lines; and revision of the airplane flight manual (AFM) to provide certain procedures and airspeed tables for the flightcrew. We are issuing this AD to address the unsafe condition on these products.
2024-15-08: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model AS350B, AS350BA, AS350B1, AS350B2, AS350D, AS355E, AS355F, AS355F1, AS355F2, and AS355N helicopters. This AD was prompted by reports of debonding on the leading edge protection of certain part-numbered main rotor blades (MRBs). This AD requires repetitively tap inspecting the MRB and, depending on the results, taking corrective action. This AD also prohibits installing an affected MRB on any helicopter unless its requirements are met. These actions are 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.
2017-04-11: We are adopting a new airworthiness directive (AD) all The Boeing Company Model 737-600, -700, -700C, -800, and -900 series airplanes. This AD was prompted by reports of paint deterioration on the surface of the main landing gear (MLG) and the early onset of corrosion in the trunnion bore of the MLG outer cylinder. This AD requires identifying affected parts, repetitive external surface detailed inspections for damage of affected parts, and related investigative and corrective actions if necessary. For certain airplanes, this AD also requires a detailed inspection and bushing replacement of the trunnion bore, and related investigative and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
75-15-05: 75-15-05 MCDONNELL DOUGLAS, LOCKHEED, BOEING, AND AIRBUS INDUSTRIE: Amendment 39-2262 as amended by Amendment 39-2739. Applies to McDonnell Douglas Model DC-10 Series, Lockheed Model L-1011 Series, Boeing Model B-747 Series, and Airbus Industrie Model A-300 Series airplanes certificated in all categories. \n\n\tUnless already accomplished, compliance is required on or before December 31, 1977, or in accordance with a schedule of accomplishment approved by the Chief, Aircraft Engineering Division, FAA Western Region, for McDonnell Douglas Model DC-10 Series and Lockheed Model L-1011 Series airplanes; the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, for Boeing Model B-747 Series airplanes, or the Chief, Aircraft Certification Staff, FAA Europe, Africa, and Middle East Region, for Airbus Industrie Model A-300 Series airplanes, but not later than December 31, 1978. \n\n\tTo improve the capability of the passenger and crew compartment floors to withstand, without collapse, an in-flight depressurization caused by the sudden opening of a large hole in the lower deck cargo compartment, comply with paragraphs (a) or (b) as appropriate: \n\n\t(a)\tIncorporate the modification specified in paragraph (a)(1), taking into consideration the factors specified in paragraphs (a)(2) and (a)(3): \n\n\t\t(1)\tProvide additional venting capability or an increase in floor strength, or both, as necessary, to prevent floor collapse caused by the decompression effects resulting from a sudden large in-flight opening in any portion of any lower deck cargo compartment. \n\n\t\t(2)\tThe size of openings to be considered must include the maximum size opening expected in service, but the maximum size opening considered may not have an area of less than 20 square feet. \n\n\t\t(3)\tEach compartment and ambient condition pressure differential expected in service must be considered. \n\n\t\t(4)\tIn showing compliance with paragraphs (a)(1), (a)(2), and (a)(3), damage to the floor is permitted if the degree of damage will not preclude continued safe flight and landing, or result in injury to occupants. \n\n\t(b)\tFor the all-cargo version of each of the above airplanes, it is satisfactory to comply with paragraph (a)(2) by showing that continued safe flight and landing is assured and that no injury to any occupant results in lieu of showing no floor collapse. Appropriate limitations must be added to the flight manual for the particular airplane approved under the all-cargo provisions. \n\n\t(c)\tThe modification and determinations required under paragraphs (a) and (b) of this AD must be approved by the Chief, Aircraft Engineering Division, FAA Western Region, for McDonnell Douglas Model DC-10 Series and Lockheed Model L-1011 Series airplanes; the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, for Boeing Model B-747 Series airplanes; or the Chief, Aircraft Certification Staff, FAA Europe, Africa, and Middle East Region, for Airbus Industrie Model A-300 Series airplanes. \n\n\tAmendment 39-2262 became effective August 11, 1975. \n\n\tThis amendment 39-2739 becomes effective November 3, 1976.
2017-04-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757 airplanes. This AD was prompted by reports of single and multiple uncommanded spoiler panel extensions during flight when there was a hydraulic system failure. This AD requires replacing certain spoiler power control units (PCUs) with new or changed PCUs. We are issuing this AD to address the unsafe condition on these products.
2024-14-10: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-1041 airplanes. This AD was prompted by a report of a production quality escape that could lead to deficiencies in surface protection on several left-hand and right-hand flap support structures. This AD requires a one-time detailed inspection of the affected parts at certain locations for evidence of corrosion or damage to the surface protection, repetitive detailed inspections of the affected parts at certain other locations for evidence of corrosion, and the 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.
2017-02-12: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by reports of intergranular cracks on the front spar chord lugs of the outboard horizontal stabilizer. This AD requires repetitive inspections of the front spar chord lugs and lug bores of the horizontal stabilizer, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
75-16-18: 75-16-18 DOWTY ROTOL: Amendment 39-2292. Applies to Dowty Rotol Propellers R245/4-40-4.5/13, R259/4-40-4.5/17 and R209/4-40-4.5/2 used on Convair 600 series and YS-11 series airplanes. Compliance required as indicated within the next 300 hours propeller time in service after the effective date of this AD or before the accumulation of 5300 hours propeller time in service, whichever occurs later, unless already accomplished. To prevent propeller blade failures from occurring in flight: (a) Inspect and test the following serial number blades for cracks or forging defects in accordance with Appendix B of Dowty Rotol Alert Service Bulletin 61-A862, Revision 1, dated May 22, 1975, (hereafter Dowty Rotol Bulletin 61-A862) or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. YS11 & 11A propeller blades with blade serial numbers:A124879 A125027 A125113 A125242 A125292 A12556 A125720 A124882 A125028 A125115 A125243 A125293 A125570 A125762 A124884 A125035 A125116 A125244 A125294 A125583 A125780 A124890 A125036 A125121 A125245 A125296 A125585 A125822 A124892 A125037 A125122 A125246 A125298 A125587 A125824 A124893 A125038 A125123 A125299 A125247 A125589 A125833 A124894 A125039 A125141 A125248 A125302 A125590 A125834 A124906 A125040 A125142 A125249 A125304 A125611 A125835 A124907 A125047 A125143 A125251 A125316 A125612 A125842 A124908 A125048 A125149 A125252 A125317 A125613 A125843 A124909 A125049 A125151 A125262 A125318 A125614 A125900 A124910 A125050 A125152 A125263 A125527 A125628 A125908 A124928 A125051 A125159 A125264 A125528 A125629 A125911 A124929 A125057 A125160 A125272 A125538 A125642 A125930 A125008 A125058 A125275 A125540 A125654 A125654 A125956 A125009 A125059 A125165 A125276 A125547 A12565 A125982 A125010 A125061 A125166 A125283 A125549 A125674 A125984 A125016 A125062 A125167 A125285 A125556 A125676 A125985 A125017 A125090 A125169 A125287 A125557 A125677 A125989 A125018 A125091 A125171 A125288 A125565 A125708 A126089 A125019 A125093 A125290 A125290 A125566 A125709 A126090 A125025 A125112 A125239 A125291 A125567 A125718 A126122 Convair propeller blades with blade serial numbers: A125447 A125661 A125448 A125662 A125458 A125699 A125462 A125844 (b) If cracks or forging defects are found, comply with (1) or (2) as appropriate: (1) Repair the blade in accordance with Appendix B of Dowty Rotol Bulletin 61-A862 or later FAA-approved revision or an FAA equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. (2) Remove the blade from service if repair cannot be made in accordance with paragraph (b)(1). (c) Blades may be returned to service following inspection and test if found free of cracks or forging defects or have been repaired in accordance with paragraph (b)(1) of this AD. This amendment becomes effective July 29, 1975.
67-29-01: 67-29-01 BEECHCRAFT: Amendment 39-574. Applies to Model 95-55 (Serial Numbers TC-1 through TC-190), 95-A55 (Serial Numbers TC-191 through TC-501 except TC- 350 and TC-371), 95-B55 (Serial Numbers TC-371, TC-502 through TC-1042), 95-C55 (Serial Numbers TC-350, TE-1 through TE-451), and 56TC (Serial Numbers TG-1 through TG-51) airplanes with 250 hours' or more time in service. Compliance required as indicated. To detect cracks in the rudder spar web, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, and thereafter at intervals of not to exceed 250 hours' time in service from the date of the last inspection, accomplish the following: (a) Inspect visually the rudder spar web, in the area under and adjacent to the upper and the center hinge attach points. (b) If a crack is found during an inspection required by Paragraph (a), before further flight, accomplish one of the following - (1) Modify the rudderspar web in accordance with the method contained in Beechcraft Service Bulletin 67-34, Rev. 1, or any other method approved as an equivalent by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Central Region; or (2) Replace the rudder spar web with one that has been modified in accordance with Paragraph (b)(1) of this airworthiness directive. (c) When either the modification or replacement prescribed in Paragraph (b) of this AD have been accomplished, the inspections required by this airworthiness directive are no longer required. Effective October 27, 1967. Revised April 5, 1968.
2017-02-02: We are superseding Airworthiness Directive (AD) 2005-13-30, for all The Boeing Company Model 737-100, -200, and -200C series airplanes. AD 2005-13-30 required repetitive inspections to detect discrepancies of certain fuselage skin panels located just aft of the wheel well, and repair if necessary. This new AD adds new fuselage skin inspections for cracking, inspections to detect missing or loose fasteners and any disbonding or cracking of bonded doublers, permanent repairs of time-limited repairs, related investigative and corrective actions if necessary, and skin panel replacement. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the fuselage skin is subject to widespread fatigue damage (WFD), and reports of cracks at the chem-milled steps in the fuselage skin. We are issuing this AD to address the unsafe condition on these products.
2024-15-03: The FAA is superseding Airworthiness Directive (AD) 2019-16- 05, which applied to all The Boeing Company Model 777 airplanes. AD 2019-16-05 required identifying the part number, and the serial number if applicable, of the Captain's and First Officer's seats, and applicable on-condition actions for affected seats. This AD was prompted by reports of uncommanded fore/aft movement of the Captain's and First Officer's seats. This AD retains the requirements of AD 2019- 16-05 and adds an inspection of previously omitted part numbers. The FAA is issuing this AD to address the unsafe condition on these products.
2024-15-01: The FAA is superseding Airworthiness Directive (AD) 2023-18- 09, which applied to certain Dassault Aviation Model FALCON 900EX airplanes. AD 2023-18-09 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. Since the FAA issued AD 2023-18- 09, the FAA has determined that new or more restrictive airworthiness limitations are necessary. This AD continues to require certain actions in AD 2023-18-09 and requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations; 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.