Results
68-02-01: 68-02-01 BRISTOL SIDDELEY: Amendment 39-542. Applies to deHavilland Model Gipsy Queen Series 70 Engines with Crankshafts with Modifications 1399 (R.155), 1609 (R.259), 2289 (R.155 and R.259), 2931 (R.563 and R.564), or Repair Schemes R.155 and R.259 incorporated. Compliance required as indicated, unless already accomplished. To prevent failure of the crankshaft front end that could result in loss of the propeller, accomplish the following: (a) Within the next 400 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 400 hours' time in service from the last inspection, visually inspect the crankshaft for cracks, in accordance with Bristol Siddeley Technical News Sheet (TNS) G.Q. 70 No. 105, dated August 14, 1967, or later ARB-approved issue, or an FAA-approved equivalent. (b) If cracks are found during the inspections required by paragraph (a), replace cracked crankshaft before further flight with an uncracked crankshaft, or incorporate Gipsy Modification 2925 (R.550). If Gipsy Modification 2925 (R.550) is not incorporated, inspect the replacement crankshaft in accordance with paragraph (a). (c) If no cracks are found during the inspections required by paragraph (a), incorporate Modification 2925 (R.550), or an FAA-approved equivalent, at next overhaul. (d) The repetitive inspections required by paragraph (a) may be discontinued after the incorporation of Gipsy Modification 2925 (R.550). This amendment becomes effective February 16, 1968.
2002-19-52: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 737-600, -700, -700C, -800, and - 900 series airplanes; Model 747 series airplanes; and Model 757 series airplanes, that currently requires revision of the FAA-approved airplane flight manual (AFM) to advise the flight crew of certain operating restrictions for maintaining minimum fuel levels; prohibits use of the horizontal stabilizer tank on certain airplanes, and prohibits the installation of certain fuel pumps. This amendment requires concurrent removal of the currently required AFM revisions and insertion of new AFM revisions; requires installation of placards to alert the flightcrew to the operating restrictions; and prohibits installation of any uninspected pumps. This amendment permits the AFM revision and placard to be removed under certain conditions. The actions specified in this AD are intended to prevent fuel vapors from coming into contact with an ignition source inthe center wing fuel tank, horizontal stabilizer fuel tank, center auxiliary fuel tank (body tank), or auxiliary fuel tanks 1 and 4, which could result in fire/ explosion.
2018-20-11: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model DHC-8-300 series airplanes. This AD was prompted by reports indicating that a certain emergency exit door could not be opened during maintenance. This AD requires a detailed inspection of the ball bearings of an emergency exit, replacement of bearings if necessary, application of corrosion inhibiting compound (CIC), and revision of the maintenance or inspection program, as applicable. We are issuing this AD to address the unsafe condition on these products.
2005-23-03: The FAA is adopting a new airworthiness directive (AD) for certain Learjet Model 23, 24, 24A, 24B, 24B-A, 24C, 24D, 24D-A, 24E, 24F, 24F-A, 25, 25A, 25B, 25C, 25D, and 25F airplanes. This AD requires replacement of the spherical accumulator for the main hydraulic system with a new cylindrical accumulator. For certain airplanes, this AD also requires modification of the accumulator pressure gauge. This AD results from reports of the failure of two thrust reverser accumulators (which are similar to the main hydraulic system's spherical accumulator) and fatigue cracks found on four thrust reverser accumulators. We are issuing this AD to prevent failure of the spherical accumulator for the main hydraulic system, due to fatigue cracking on the threads, which could result in the loss of hydraulic power, damage to the surrounding airplane structure, and loss of airplane control. The failure of the accumulator could also result in injury to any persons in the surrounding area. The loss of hydraulic fluid could also leak onto a potential source of ignition and result in a consequent fire.
81-13-51: 81-13-51 CANADAIR: Amendment 39-4268. Applies to all Canadair CL-600 series airplanes certified in all categories. To detect dragging wheel brakes, unless already accomplished, accomplish the following prior to further flight. A. Inspect and replace, if necessary, wheel brake assembly P/N 600-85083-55 with wheel brake assembly P/N 600-85083-57 in accordance with Canadair Alert Service Bulletin A600-0045, Revision 1, dated June 15, 1981. B. Airplanes may be flown to a maintenance base for repairs or replacement in accordance with FAR 21.197. C. Alternate means of compliance or other actions which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain 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 the addresses listed above. These documents may also be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment becomes effective December 7, 1981 and was effective earlier to those recipients of Telegraphic AD T81-13-51 dated June 19, 1981.
2018-23-11: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A319 series airplanes; Model A320-211, -212, -214, - 231, -232, and -233 airplanes; and Model A321-111, -112, -131, -211, - 212, -213, -231, and -232 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 identifying the BDDV part number installed on the airplane, and modifying or replacing BDDVs having certain part numbers. We are issuing this AD to address the unsafe condition on these products.
98-18-22: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-10, -15, and -30 series airplanes, and C-9 (military) airplanes, that requires a one-time visual inspection to determine if all corners of the upper cargo doorjamb have been previously modified; various follow-on repetitive inspections; and modification, if necessary. This amendment is prompted by reports of fatigue cracks found in the fuselage skin and doubler at the corners of the upper cargo doorjamb. The actions specified by this AD are intended to detect and correct such fatigue cracking, which could result in rapid decompression of the fuselage and consequent reduced structural integrity of the airplane.
2018-22-05: We are adopting a new airworthiness directive (AD) for all Engine Alliance (EA) GP7270, GP7272, and GP7277 turbofan engines with a certain high-pressure turbine (HPT) case installed. This AD requires removal of affected HPT stator cases (HPT cases) from service and their replacement with a part eligible for installation. This AD was prompted by the discovery of a quality escape at a manufacturing facility involving unapproved welds on HPT cases. We are issuing this AD to address the unsafe condition on these products.
67-11-02: 67-11-02 FAIRCHILD-HILLER: Amdt. 39-385 Part 39 Federal Register April 5, 1967. Applies to Model F-27 Series Airplanes, Serial Numbers 1 through 19 Except Serial Numbers 7, 10, 13 and 17. Compliance required as indicated. To detect cracks in the lower fuselage exterior skins, accomplish the following: (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 350 hours' time in service, and thereafter at intervals not to exceed 400 hours' time in service from the last inspection, visually inspect the fuselage skins between stringers 7 and 8 left and stringers 44 and 45 right from Fuselage Station 198 to Station 510, or use an equivalent inspection approved by an FAA maintenance inspector. If cracks are found, comply with (b) before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. (b) Repair cracked parts in accordance with Fairchild-Hiller Service Bulletin No. 53-48 dated February 7, 1967, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, or equivalent approved by an FAA maintenance inspector, or replace them with an unused part of the same part number or an equivalent part approved by an FAA maintenance inspector. (c) The repetitive inspection required by (a) may be discontinued on those skin panels replaced in accordance with Fairchild-Hiller Service Bulletin No. 53-48, dated February 17, 1967, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, or an equivalent modification approved by an FAA maintenance inspector. (d) 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 initial compliance time and the repetitive inspection interval specified in this AD if the request contains substantiating data to justify the increase for that operator. This directive effective April 5, 1967.
2018-23-05: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a report of a close gap between the wing lower cover (WLC) and wing rib feet. This AD requires revising the operator's minimum equipment list (MEL) to change certain MEL items. This AD also requires an inspection for discrepancies and structural damage of certain wing rib foot locations, and related investigative and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2011-15-10: We are adopting a new airworthiness directive (AD) for certain Superior Air Parts and Lycoming (formerly Textron Lycoming) fuel- injected engines. This AD requires removing from service, certain fuel servos. This AD was prompted by an accident involving a Piper PA32R- 301. We are issuing this AD to correct the unsafe condition on these products.
82-20-52: 82-20-52 BOEING VERTOL: Amendment 39-4480. Applies to Boeing Vertol Model 234 series helicopters, Manufacturer's Serial Numbers MJ001 through MJ006, equipped with forward transmission, P/N 234D1200-2, aft transmission, P/N 234D2200-2M, and combiner transmission, P/N 234D5200-5, certificated in all categories. Compliance is required prior to further flight, after the effective date of this AD, unless already accomplished. To prevent possible hazards in flight associated with transmission drive component failure, due to lubrication system contamination, accomplish the following: a. Remove the forward transmission, aft transmission and combiner transmission, disassemble, inspect and repair in accordance with the accomplishment instructions of Boeing Vertol Bulletin 234-65-1027, Revision 2 contained in Boeing Vertol TWX Nos. 8-1420-3-4264, - 4267, and 4273, respectively dated September 23, 24, and 25, 1982, or FAA approved equivalent. b. An equivalent method of compliance with this AD must be approved by the New York Aircraft Certification Office, FAA, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. This amendment becomes effective November 5, 1982.
84-24-04: 84-24-04 BF GOODRICH: Amendment 39-4960. Applies to BF Goodrich Emergency Evacuation Slide/Rafts P/N's 7A1340 series, 7A1342 series, 7A1371 series, and 7A1373 series installed on Boeing Model 747-100 and 747-200B airplanes in accordance with Supplemental Type Certificate (STC) SA574GL, and on Boeing Model 747-100B, 747SR, and 747-300 airplanes in accordance with STC SA575GL; and BF Goodrich Emergency Evacuation Slide/Rafts P/N's 7A1437 series, 7A1439 series, 7A1447 series, and 7A1448 series installed on Boeing Model 747-100 and 747-200B airplanes in accordance with STC SA744GL, and on Boeing Model 747-100B, 747SR, and 747-300 airplanes in accordance with STC SA745GL. \n\n\tCompliance is required as indicated, unless already accomplished. \n\n\tInspect and replace, as required, the girt bar attachment assemblies in accordance with the following: \n\n\tA.\tWithin the next 15 days after the effective date of this airworthiness directive (AD), inspect the applicable slide/rafts and replace the girt bar attachment assemblies in accordance with the procedures contained in BF Goodrich Alert Service Bulletin 25-093, Revision 1, dated November 21, 1984, or subsequent FAA approved revisions. \n\n\tB.\tDestroy the replaced girt bar attachment assemblies to preclude their installation at a later date. \n\n\tC.\tAlternate means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Chicago Aircraft Certification Office, FAA, Central Region. \n\n\tD.\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 directive who have not already received these documents from the manufacturer may obtain copies upon request to BF Goodrich Company, Attn: Mr. David Smith, Dept. 1809, Bldg. 17F, 500 South Main Street, Akron, Ohio 44318; telephone (216) 374-2886. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. \n\n\tThis amendment becomes effective December 17, 1984.
2005-23-06: The FAA is adopting a new airworthiness directive (AD) for certain Learjet Model 23, 24, 24A, 24B, 24B-A, 24D, 24D-A, 24E, 24F, 25, 25A, 25B, 25C, 25D, and 25F airplanes. This AD requires removing the thrust reverser accumulator, and making the thrust reverser hydraulic system and the thrust reversers inoperable. This AD results from reports of the failure of two thrust reverser accumulators. We are issuing this AD to prevent failure of the thrust reverser accumulators, due to fatigue cracking on the female threads, which could result in the loss of hydraulic power and damage to the surrounding airplane structure.
98-19-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR72-212A series airplanes, that requires installation of bushings on the lower attachment fittings of the flap support beam. 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 rupture of the lower attachment fittings of the flap support beam due to fatigue, and consequent damage to the flaps; these conditions could result in reduced controllability of the airplane.
2017-23-10: We are superseding Airworthiness Directive (AD) 2017-19-17, which applied to certain Dassault Aviation Model FALCON 900EX and FALCON 2000EX airplanes. AD 2017-19-17 required revising the airplane flight manual (AFM) to include procedures to follow when an airplane is operating in icing conditions. AD 2017-19-17 also required a detailed inspection of the wing anti-ice system ducting for the presence of a diaphragm, and follow-on actions (replacement of ducting or re- identification of the ducting part marking). This new AD retains the actions required by AD 2017-19-17, and corrects the follow-on actions for certain airplanes. This AD was prompted by a determination that the follow-on actions specified in AD 2017-19-17 were incorrect for certain airplanes. We are issuing this AD to address the unsafe condition on these products.
2005-23-09: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-80E1A1, -80E1A2, -80E1A3, -80E1A4, and -80E1A4/B turbofan engines. This AD requires initial and repetitive fluorescent-penetrant inspections (FPI) of certain areas of high pressure compressor (HPC) cases, part number (P/N) 1509M97G07 and P/N 2083M69G03. This AD results from the discovery that HPC cases, P/N 1509M97G07 and P/N 2083M69G03, were inadvertently left out of the Airworthiness Limitations Section (ALS), Chapter 05-21-02, of GE Engine Manual, GEK 99376, Revision 17. We are issuing this AD to prevent failure of the HPC case aft mount flange, due to cracking.
2005-23-11: The FAA is adopting a new airworthiness directive (AD) for Hamilton Sundstrand Power Systems (formerly Sundstrand Power Systems) auxiliary power units (APUs) models T-62T-46C2, T-62T-46C2A, T-62T- 46C3, T-62T-46C7, and T-62T-46C7A, with compressor impeller assembly, part number (P/N) 4502020 or 4502020A, installed. This AD requires removal from service of those compressor impeller assemblies at reduced service life limits. This AD results from two reports of uncontained failures of compressor impeller assemblies. We are issuing this AD to prevent an uncontained APU failure and damage to the airplane.
2011-15-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires inspecting the wings for internal and external damage, repairing any damage, reinforcing the wings, installing operational limitation placards in the cockpit, and adding limitations to the airplane flight manual supplement. This AD was prompted by a review of installed Flint Aero, Inc. wing tip auxiliary fuel tanks, Supplemental Type Certificate (STC) SA5090NM. We are issuing this AD to detect and correct damage in the wings and to prevent overload failure of the wing due to the installation of the STC. Damage in the wing or overload failure of the wing could result in structural failure of the wing, which could result in loss of control.
54-24-02: 54-24-02 LOCKHEED: Applies to 1049C, Serial Numbers 4520 Through 4548; Model 1049E, Serial Numbers 4549 Through 4556, 4558 Through 4560, and 4563 Through 4565; Model 1049D, Serial Numbers 4163 Through 4166. Compliance required as indicated. 1. Perform a visual inspection of the outer wing main beam web between Stations 551 and 637, left and right, for cracks as soon as practical, and reinspect at intervals of approximately 125 hours until this area is reinforced as outlined in paragraph 2. If cracks are found repair and reinforce as per paragraph 2 immediately. Inspection for fuel stains alone as an indication of a crack is not sufficient due to the presence of sealant on the inside of the tank surface. 2. Reinforce the main beam web between wing Stations 551 and 637, left and right as soon as possible, convenient with aircraft check periods, but not later than 1,000 hours after receipt of parts from the manufacturer or March 1, 1955, whichever occurs first. This may beaccomplished by the addition of extruded aluminum alloy (75ST6) stiffeners (LS347-3), one between each of the original stiffeners in this area. (Lockheed Service Bulletin No. 1049/SB-2559 describes this reinforcement.)
64-18-04: 64-18-04 GENERAL DYNAMICS: Amdt. 778 Part 507 Federal Register July 29, 1964. Applies to Models 240, 340 and 440 Series Aircraft Incorporating Nose Landing Gear Retract Fork, Menasco P/N 523526 R/L. Compliance required as indicated. In order to detect cracks and prevent the failure of the nose landing gear retract fork, Menasco P/N 523526 R/L, accomplish the following: (a) Within 800 hours' time in service after the effective date of this AD, unless already accomplished within the last 200 hours' time in service, and thereafter at periods not to exceed 1,000 hours' time in service from the last inspection, inspect all nose landing gear retract forks, Menasco P/N 523526 R/L, for cracks in the 0.190 (+0, -.030) inch radius at the upper end of the fork shank diameter using dye penetrant, magnetic particle, or an FAA approved equivalent inspection, and dimensionally inspect for a 0.190 (+0, -.030) inch radius. Any fork having less than 0.160 inch minimum radius shall havethe radius hand reworked to a 0.190 (+0, - .030) inch radius. (Care should be taken that the adjacent 1.2500/1.2495 inch diameter is not undercut.) Refinish the reworked area in accordance with the instructions contained in Convair Service Airgram No. 179, dated June 18, 1956, or an FAA Western Region, Aircraft Engineering Division approved equivalent. If cracks are found in either half of the fork assembly, remove and replace the complete fork assembly with a new fork assembly before further flight. (b) The repetitive inspections specified in (a) may be discontinued when the fork assembly has been reworked to the 0.190 (+0, -.030) inch radius, and has been shot peened and refinished in accordance with the instructions contained in Convair Service Airgram No. 179, dated June 18, 1956, or an FAA Western Region, Aircraft Engineering Division approved equivalent. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western 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. (Convair Service Airgram No. 179 dated June 18, 1956, covers this same subject.) This directive effective August 28, 1964.
98-19-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Pratt & Whitney PW4000 series turbofan engines, that requires fluorescent penetrant and eddy current inspections of 2nd stage high pressure turbine (HPT) rotating airseals for cracks, removal from service of cracked parts, incorporation of improved 2nd stage HPT rotating airseals, and modification of 2nd stage ring segments and vane clusters to increase cooling flow and reduce stress as terminating action to the inspection requirements. This amendment is prompted by reports of 2nd stage HPT rotating airseal cracking. The actions specified by this AD are intended to prevent 2nd stage HPT rotating airseal cracking, which could result in an uncontained engine failure and damage to the aircraft. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of November 9, 1998.
2011-13-11: We are adopting a new airworthiness directive (AD) for the products listed above that would supersede an existing AD. 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: Some operators reported slow operation of the MLG [main landing gear] door opening/closing sequence, leading to the generation of ECAM [Electronic Centralised Aircraft Monitoring] warnings during the landing gear retraction or extension sequence. * * * * * This condition, if not corrected, could prevent the full extension and/or downlocking of the MLG, possibly resulting in MLG collapse during landing or rollout and consequent damage to the aeroplane and injury to occupants. * * * * * After in-service introduction of the new MLG door actuator, P/N 114122012, several operators reported failures of internalparts of the MLG door actuator. Investigations confirmed that these failures could result in slow extension of the actuator rod, delaying the MLG Door operation, or possibly stopping just before the end of the stroke, preventing the door to reach the fully open position. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
61-03-04: 61-03-04 LOCKHEED: Amdt. 244 Part 507 Federal Register January 27, 1961. Applies to All Model 1649A Aircraft. Compliance required as indicated. One of the following modifications to the vent system must be accomplished within 400 hours of time in service after the effective date of this directive. (a) Modify only the right-hand vent float valve of the No. 7 tank (LAC P/N 634024- 3, Aero Supply Mfg. Co. P/N 22-1845-002) to a combination pressure relief and suction relief valve by removing the float assembly so that only the pressure and suction relief features remain operational. Replace the valve spring (P/N 22-0228-1) with spring (P/N 22-0337-1) having a higher cracking pressure. (b) Replace only the original right-hand side valve assembly on No. 7 fuel tank with a new valve assembly LAC P/N 634024-5 (Aero Supply Mfg. Co. P/N 22-1845-003). (Lockheed Letter dated August 22, 1960, directed to all 1649 operators completely covers the details of this modification.)This directive effective February 13, 1961.
2017-22-14: We are adopting a new airworthiness directive (AD) for certain Rockwell Collins, Inc. TSS-4100 Traffic Surveillance System Processing Units that incorporate TSSA-4100 Field Loadable Software (FLS) Rockwell Collins part numbers 810-0052-002/-003/-010/-011/-012/-100/-101 and are installed on airplanes. This AD was prompted by five instances of air traffic control observing coasting (extrapolated stale data) of automatic dependent surveillance-broadcast data (position/velocity data). This AD requires installing the TSSA-4100 FLS upgrades on the TSS-4100 units. We are issuing this AD to address the unsafe condition on these products.