Results
2007-04-23: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Fokker Model F.28 Mark 0070 and 0100 airplanes. That AD currently requires a one-time inspection of the sliding members in the main landing gear (MLG) for cracking and replacement of the sliding members with serviceable parts if necessary. This new AD adds repetitive magnetic particle inspections of the sliding members of the MLG for cracking and corrective actions as necessary. This AD results from inspection findings that have shown repetitive inspections are needed to establish fleet safety. We are issuing this AD to detect and correct fatigue cracking of the sliding member, which could result in possible separation of the MLG from the airplane and consequent reduced controllability of the airplane upon landing and possible injury to passengers.
2007-04-27: The FAA is adopting a new airworthiness directive (AD) for all Fokker Model F.28 Mark 1000, 2000, 3000, and 4000 airplanes. This AD requires a one-time inspection of the left- and right-hand main landing gear (MLG) downlock actuators or a review of the airplane maintenance records to determine the part number of each downlock actuator installed, and replacement of identified MLG downlock actuators with modified MLG downlock actuators. This AD results from a report of a failed downlock actuator, which resulted in the left MLG collapsing during taxi after landing. We are issuing this AD to prevent failure of the downlock actuator, which could prevent the MLG side stay from locking properly, resulting in collapse of the MLG during ground maneuvers or upon landing.
95-24-04: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300 and A300-600 series airplanes, that requires repetitive eddy current inspections to detect cracks at the aft spar web of the wings, and repair, if necessary. This amendment is prompted by reports indicating that cracks have been found in the rear spar web of the wings between ribs 1 and 2 of an in-service airplane and during testing on the fatigue test wing; the cracking occurred due to fatigue-related high shear stress. The actions specified by this AD are intended to prevent such fatigue-related cracking, which could result in reduced structural integrity of the wing.
2019-01-07: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by a report that during removal of left-hand (LH) gear rib 5, four failed fasteners were discovered. This AD requires a one-time ultrasonic inspection of the LH and right-hand (RH) wing rib 5-to-rear spar attachments for cracked or failed fasteners, and if necessary, a detailed inspection of the gear rib 5 and spar web for cracks and damage; a rotating probe test of the gear rib and spar web bolt holes for cracks and damage; reaming the gear rib and the spar web bolt holes; and replacement of cracked or failed fasteners. We are issuing this AD to address the unsafe condition on these products.
95-20-02: 95-20-02 AIRBUS INDUSTRIE: Amendment 39-9380. Docket 94-NM-56-AD. Applicability: Model A300-600 series airplanes; having manufacturer's serial numbers (MSN) 252 through 553 inclusive; and on which Airbus Industrie Production Modification No. 07601 has not been accomplished prior to delivery; certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (d) of this AD to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a requestshould include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent degradation of the structural integrity of the airframe due to cracks in the rear spar, accomplish the following: NOTE 2: Accomplishment of the inspections and repair of cracking in accordance with Airbus Industrie Service Bulletin A300-57-6017, dated November 22, 1993, prior to the effective date of this AD, is acceptable for compliance with the applicable action specified in this amendment. (a) Perform a high frequency eddy current (HFEC) rototest inspection to detect cracks in certain bolt holes where the main landing gear (MLG) forward pick-up fitting and MLG rib 5 aft are attached to the rear spar, in accordance with Airbus Industrie Service Bulletin A300- 57-6017, Revision 1, (includes Appendix 1), dated July 25, 1994. NOTE 3: This service bulletin also references Airbus Industrie Service Bulletin A300- 57-6020, dated November 22, 1993, as an additional source of service information. (1) For airplanes that have accumulated 17,300 total landings or less as of the effective date of this AD: Inspect prior to the accumulation of 17,300 total landings, or within 1,500 landings after the effective date of this AD, whichever occurs later. (2) For airplanes that have accumulated 17,301 or more total landings, but less than 19,300 total landings as of the effective date of this AD: Inspect within 1,500 landings after the effective date of this AD. (3) For airplanes that have accumulated 19,300 or more total landings as of the effective date of this AD: Inspect within 750 landings after the effective date of this AD. (b) If no crack is found during the inspection required by paragraph (a) of this AD, repeat that inspection thereafter at the time specified in either paragraph (b)(1) or (b)(2) of this AD, as applicable. (1) For airplanes on which Airbus Industrie Modification 07716 (as described in Airbus Industrie Service Bulletin A300-57-6020) has not been accomplished, inspect at the time specified in paragraph (b)(1)(i) or (b)(1)(ii) of this AD, as applicable. (i) For airplanes having MSN 465 through 553 inclusive: Repeat the inspection at intervals not to exceed 13,000 landings. (ii) For airplanes having MSN 252 through 464 inclusive: Repeat the inspection at intervals not to exceed 8,400 landings. (2) For airplanes on which Airbus Industrie Modification 07716 has been accomplished, inspect at the time specified in either paragraph (b)(2)(i) or (b)(2)(ii) of this AD, as applicable. (i) For airplanes having MSN 465 through 553 inclusive: Repeat the inspection at intervals not to exceed 11,800 landings. (ii) For airplanes having MSN 252through 464 inclusive: Repeat the inspection within 10,700 landings following the initial inspection required by paragraph (a) of this AD, and thereafter at intervals not to exceed 7,500 landings. (c) If any crack is found during the inspection required by either paragraph (a) or (b) of this AD, prior to further flight, accomplish the requirements of either paragraph (c)(1) or (c)(2) of this AD, as applicable. (1) For airplanes on which Airbus Industrie Modification 07716 has not been accomplished: Oversize the bolt hole by 1/32 inch and repeat the HFEC inspection required by paragraph (a) of this AD, in accordance with Airbus Service Bulletin 300-57-6017, Revision 1, dated July 25, 1994. After accomplishing the oversizing and HFEC inspection, repeat the inspection as required by paragraph (b) of this AD at the applicable schedule specified in that paragraph. (i) If no cracking is detected, install the second oversize bolt in accordance with the service bulletin.(ii) If any cracking is detected, repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (2) For airplanes on which Airbus Industrie Modification 07716 has been accomplished: Repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113. After repair, repeat the inspections as required by paragraph (b) of this AD at the applicable schedule specified in that paragraph. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 4: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The inspections and installation shall be done in accordance with Airbus Industrie Service Bulletin A300-57-6017, Revision 1, (includes Appendix 1), dated July 25, 1994. 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (g) This amendment becomes effective on November 9, 1995.
96-11-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Industrie Model A300, A300-600, and A310 series airplanes, that requires inspections to detect cracks in the lower spar axis of the pylons between ribs 6 and 7, and repair, if necessary. This amendment is prompted by reports that fatigue cracking has been found on the lower spar of the pylon. The actions specified by this AD are intended to prevent such fatigue cracking, which could result in reduced structural integrity of the lower spar of the pylon.
2007-04-25: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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 a deficiency in compliance with 14 CFR 23.967(d). There have been instances indicating that production aircraft may not have a metal barrier between the cabin and the fuel tank bay. Lack of a barrier could allow flammable fuel vapors to enter the cabin. We are issuing this AD to require actions to correct the unsafe condition on these products.
2000-19-02: This amendment adopts a new airworthiness directive (AD) that is applicable to all EMBRAER Model EMB-135 and EMB-145 series airplanes. This action requires repetitive inspections of the electrical connectors of the electric fuel pumps to detect discrepancies, and follow- on corrective actions. This action is necessary to prevent failure of the electrical connectors of the fuel pumps, which could result in fuel leakage from the connectors or electrical arcing across the connector pins of the pump, and consequent fuel fire or explosion.
2019-01-06: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by a report of cracks in a certain body station (STA) frame web and doubler at fastener holes common to the stop fitting at a certain stringer. This AD requires repetitive surface high frequency eddy current (HFEC) inspections for cracking of the frame web and doubler at the stop fitting at a certain stringer, and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
T95-18-51: T95-18-51 HAMILTON STANDARD: TELEGRAPHIC AD ISSUED ON AUGUST 25, 1995. DOCKET 95-ANE-48. APPLICABILITY: HAMILTON STANDARD MODELS 14RF-9, 14RF-19, 14RF-21, AND 14SF-5, 14SF-7, 14SF-11, 14SFL11, 14SF-15, 14SF-17, 14SF-19, AND 14SF-23; AND HAMILTON STANDARD/BRITISH AEROSPACE 6/5500/F PROPELLERS INSTALLED ON BUT NOT LIMITED TO EMBRAER EMB-120 AND EMB 120-RT; SAAB-SCANIA SF 340B; AEROSPATIALE ATR42-100, ATR42-300, ATR42-320, ATR72; DEHAVILLAND DHC-8-100 SERIES, DHC-8-300 SERIES; CONSTRUCCIONES AERONAUTICAS SA (CASA) CN-235 SERIES AND CN-235-100; CANADAIR CL-215T AND CL-415; AND BRITISH AEROSPACE ATP AIRPLANES. NOTE: THIS AD APPLIES TO EACH PROPELLER IDENTIFIED IN THE PRECEDING APPLICABILITY PROVISION, REGARDLESS OF WHETHER IT HAS BEEN MODIFIED, ALTERED, OR REPAIRED IN THE AREA SUBJECT TO THE REQUIREMENTS OF THIS AD. FOR PROPELLERS THAT HAVE BEEN MODIFIED, ALTERED, OR REPAIRED SO THAT THE PERFORMANCE OF THE REQUIREMENTS OF THIS AD IS AFFECTED, THE OWNER/OPERATOR MUST USE THE AUTHORITY PROVIDED IN PARAGRAPH (E) TO REQUEST APPROVAL FROM THE FAA. THIS APPROVAL MAY ADDRESS EITHER NO ACTION, IF THE CURRENT CONFIGURATION ELIMINATES THE UNSAFE CONDITION, OR DIFFERENT ACTIONS NECESSARY TO ADDRESS THE UNSAFE CONDITION DESCRIBED IN THIS AD. SUCH A REQUEST SHOULD INCLUDE AN ASSESSMENT OF THE EFFECT OF THE CHANGED CONFIGURATION ON THE UNSAFE CONDITION ADDRESSED BY THIS AD. IN NO CASE DOES THE PRESENCE OF ANY MODIFICATION, ALTERATION, OR REPAIR REMOVE ANY PROPELLER FROM THE APPLICABILITY OF THIS AD. COMPLIANCE: REQUIRED AS INDICATED, UNLESS ACCOMPLISHED PREVIOUSLY. TO PREVENT SEPARATION OF A PROPELLER BLADE DUE TO CRACKS INITIATING IN THE BLADE TAPER BORE, THAT CAN RESULT IN AIRCRAFT DAMAGE, AND POSSIBLE LOSS OF AIRCRAFT CONTROL, ACCOMPLISH THE FOLLOWING: (A) FOR HAMILTON STANDARD 14RF-9 PROPELLER BLADES, INSTALLED ON EMBRAER EMB-120 SERIES AIRCRAFT, WITHIN THE NEXT 10 FLIGHT CYCLES AFTER THE EFFECTIVE DATE OF THIS AD, REMOVE FROM SERVICE PROPELLER BLADES THAT HAVE BEEN ULTRASONICALLY SHEAR WAVE INSPECTED IN ACCORDANCE WITH AD 94-09-06 OR AD 95-05-03, REMOVED FROM SERVICE DUE TO CRACK INDICATIONS, AND SUBSEQUENTLY REWORKED AND RETURNED TO SERVICE. THESE PROPELLER BLADES INCLUDE, BUT ARE NOT LIMITED TO, THE FOLLOWING SERIAL NUMBERS: 847598, 851646, 852085, 852561, 853151, 854530, 854535, 854838, 855014, 855042, 855196, 855859, 857375, 858696, 859824, 860589, 867590, 876707, 880245 (B) FOR HAMILTON STANDARD MODELS 14RF-19, 14RF-21, AND 14SF-5, 14SF-7, 14SF-11, 14SFL11, 14SF-15, 14SF-17, 14SF-19, AND 14SF-23; AND HAMILTON STANDARD/BRITISH AEROSPACE 6/5500/F PROPELLER BLADES, INSTALLED ON AIRCRAFT OTHER THAN EMBRAER EMB-120 AIRCRAFT, WITHIN THE NEXT 10 FLIGHT CYCLES AFTER THE EFFECTIVE DATE OF THIS AD, AND THEREAFTER AT INTERVALS NOT TO EXCEED 1,250 FLIGHT CYCLES SINCE LAST INSPECTION, PERFORM AN ULTRASONIC SHEAR WAVE INSPECTION FOR CRACKS IN THE BLADE TAPER BORE OF PROPELLER BLADES THAT HAVE BEEN ULTRASONICALLY INSPECTED IN ACCORDANCE WITH AD 94-09-06 OR AD 95-05-03, REMOVED FROM SERVICE DUE TO CRACK INDICATIONS, AND SUBSEQUENTLY REWORKED AND RETURNED TO SERVICE. PERFORM THE ULTRASONIC SHEAR WAVE INSPECTION IN ACCORDANCE WITH THE ACCOMPLISHMENT INSTRUCTIONS OF THE FOLLOWING HAMILTON STANDARD ALERT SERVICE BULLETINS (ASB'S), AS APPLICABLE: NO. 14RF-21-61-A68, DATED AUGUST 25, 1995; NO. 14SF-61-A88, DATED AUGUST 25, 1995; NO. 14RF-19-61-A49, DATED AUGUST 25, 1995; NO. 6/5500/F-61-A36, DATED AUGUST 25, 1995. REMOVE CRACKED PROPELLER BLADES FROM SERVICE AND REPLACE WITH SERVICEABLE PARTS. (C) PROPELLER BLADES REMOVED FROM SERVICE IN ACCORDANCE WITH THIS AD MAY NOT BE RETURNED TO SERVICE. (D) FOR THE PURPOSE OF THIS AD, A FLIGHT CYCLE IS DEFINED AS ONE TAKEOFF AND THE NEXT LANDING OF AN AIRCRAFT. (E) AN ALTERNATIVE METHOD OF COMPLIANCE OR ADJUSTMENT OF THE INITIAL COMPLIANCE TIME THAT PROVIDES AN ACCEPTABLE LEVEL OF SAFETY MAY BE USED IF APPROVED BY THE MANAGER, BOSTON AIRCRAFT CERTIFICATION OFFICE. THE REQUEST SHOULD BE FORWARDED THROUGH AN APPROPRIATE FAA PRINCIPAL MAINTENANCE INSPECTOR, WHO MAY ADD COMMENTS AND THEN SEND IT TO THE MANAGER, BOSTON AIRCRAFT CERTIFICATION OFFICE. NOTE: INFORMATION CONCERNING THE EXISTENCE OF APPROVED ALTERNATIVE METHODS OF COMPLIANCE WITH THIS AIRWORTHINESS DIRECTIVE, IF ANY, MAY BE OBTAINED FROM THE BOSTON AIRCRAFT CERTIFICATION OFFICE. (F) SPECIAL FLIGHT PERMITS MAY BE ISSUED IN ACCORDANCE WITH SECTIONS 21.197 AND 21.199 OF THE FEDERAL AVIATION REGULATIONS (14 CFR 21.197 AND 21.199) TO OPERATE THE AIRCRAFT TO A LOCATION WHERE THE REQUIREMENTS OF THIS AD CAN BE ACCOMPLISHED. (G) COPIES OF THE APPLICABLE SERVICE INFORMATION MAY BE OBTAINED FROM HAMILTON STANDARD, ONE HAMILTON ROAD, WINDSOR LOCKS, CT 06096-1010; TELEPHONE (203) 654-3610. THIS INFORMATION MAY BE EXAMINED AT THE FAA, NEW ENGLAND REGION, OFFICE OF THE ASSISTANT CHIEF COUNSEL, 12 NEW ENGLAND EXECUTIVE PARK, BURLINGTON, MA. (H) TELEGRAPHIC AD T95-18-51, ISSUED ONAUGUST 25, 1995, BECOMES EFFECTIVE UPON RECEIPT.
2007-04-26: The FAA is superseding an existing airworthiness directive (AD) for Pratt & Whitney PW4077D, PW4084D, PW4090, and PW4090-3 turbofan engines that were reassembled with previously used high pressure compressor (HPC) exit brush seal packs and new or refurbished HPC exit diffuser air seal lands. That AD currently requires replacing the HPC exit inner and outer brush seal packs with new brush seal packs, or replacing the HPC exit brush seal assembly with a new HPC exit brush seal assembly. This AD requires replacing the HPC exit inner and outer brush seal packs with new brush seal packs, using either original equipment manufactured (OEM) parts, or FAA-approved part manufacturer approval (PMA) parts. This proposed AD also applies to engines reassembled with a PMA HPC exit inner and or outer brush seal packs. This AD results from a request to include PMA HPC exit inner and outer brush seal packs and to include the engines with PMA parts already installed, in the AD. We are issuing this AD to prevent uncontained engine failure, damage to the airplane, and injury to passengers.
2007-04-08: The FAA adopts a new airworthiness directive (AD) for certain EADS SOCATA airplanes. This AD requires you to inspect the pilot door locking stop-fittings for correct length and, if any incorrect length pilot door locking stop-fittings are found, replace them. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. We are issuing this AD to detect and replace incorrect length pilot door locking stop- fittings. This condition, if not corrected, could result in depressurization of the airplane.
2018-24-01: We are adopting a new airworthiness directive (AD) for certain International Aero Engines (IAE) PW1100G-JM turbofan engine models with certain low-pressure turbine (LPT) 1st- and 3rd-stage disks installed. This AD was prompted by a report of manufacturing defects found on delivered LPT 1st- and 3rd-stage disks. This AD requires removing the LPT 1st- or 3rd-stage disk from service and replacing with a part eligible for installation. We are issuing this AD to address the unsafe condition on these products.
98-19-22: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 and A300-600, that requires repetitive visual inspections to detect corrosion on the lower rim area of the fuselage rear pressure bulkhead; and follow-on actions, if necessary. 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 detect and correct corrosion at the lower rim area of the fuselage rear pressure bulkhead, which could result in reduced structural integrity of the bulkhead, and consequent decompression of the cabin.
2007-04-13: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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 cracks found on several main landing gear cylinders. We are issuing this AD to require actions to correct the unsafe condition on these products.
97-07-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires modification of an area on the front spar of the wing center section by installing shims and new fasteners to reinforce pressure floor fittings. This amendment is prompted by a report from the manufacturer indicating that full-scale fatigue testing on the test model revealed fatigue cracking in this area. The actions specified by this AD are intended to prevent fatigue cracking in this area, which can reduce the structural integrity of fuselage frame 36 and the wing center section.
2007-04-18: 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, 25F, 28, 29, 31, 31A, 35, 35A (C- 21A), 36, 36A, 55, 55B, and 55C airplanes. This AD requires modifying the left- and right-hand standby fuel pump switches. This AD also requires revising the Emergency and Abnormal Procedures sections of the airplane flight manual to advise the flightcrew of the proper procedures to follow in the event of failure of the standby fuel pump to shut off. This AD results from a report of inadvertent operation of a standby fuel pump due to an electrical system malfunction. We are issuing this AD to prevent this inadvertent operation, which could result in inadvertent fuel transfer by the left or right wing fuel system and subsequent over-limit fuel imbalance between the left and right wing fuel loads. This imbalance could affect lateral control of the airplane which could result in reduced controllability.
2021-21-03: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model A109A, A109A II, A109C, A109E, A109K2, A109S, AW109SP, A119, and AW119 MKII helicopters. This AD was prompted by a report of damage to a rigid connecting link (rod), and loosening of the nut on the upper rod end. This AD requires a visual inspection of the affected rods for damage, cracks, or abnormal play, and corrective actions if necessary, as specified in a European Aviation Safety Agency (now 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.
93-15-02 R2: 93-15-02 R2 FAIRCHILD AIRCRAFT: Amendment 39-9689; Docket No. 93-CE-35-AD. Revises AD 93-15-02 R1, Amendment 39-9180. Applicability: All SA226 and SA227 series airplanes (all models and serial numbers), certificated in any category, that are equipped with a Simmonds-Precision pitch trim actuator, part number (P/N) DL5040M5 or P/N DL5040M6. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (d) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition hasnot been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated in the body of this AD, unless already accomplished. To prevent failure of the pitch trim actuator, which could result in the horizontal stabilizer going nose-down or jamming, accomplish the following: NOTE 2: The paragraph structure of this AD is as follows: Level 1: (a), (b), (c), etc. Level 2: (1), (2), (3), etc. Level 3: (i), (ii), (iii), etc. Level 2 and Level 3 structures are designations of the Level 1 paragraph they immediately follow. (a) Accomplish the following at the times specified in the chart in paragraph (b) of this AD: (1) Initial and repetitive inspections: Measure the freeplay (inspection) of the pitch trim actuator and inspect the actuator for rod slippage in accordance with the INSTRUCTIONS section of Fairchild Aircraft SA226 Series Service Letter (SL) 226-SL-005, and Fairchild Aircraft SA227 Series SL227-SL-011, both Issued: April 8, 1993, Revised: May 22, 1996, as applicable. (2) Initial and repetitive replacements: Replace the pitch trim actuator with one of the following in accordance with the instructions in the applicable maintenance manual at the times specified in the Initial Inspection and Repetitive Inspection columns of the chart in paragraph (b) of this AD and, replace the pitch trim actuator prior to further flight if certain freeplay limitations that are specified in the service letters are exceeded or if rod slippage is found. (i) A new Simmonds-Precision actuator, P/N DL5040M5 or DL5040M6. (ii) A pitch trim actuator with an overhauled, zero-timed part of the same design and part number. (iii) A new actuator of improved design, P/N 27-19008-001 or 27- 19008-002. This replacement eliminates the repetitive inspection and replacement requirements of this AD, and may be accomplished at any time to eliminate the inspection requirement of thisAD. (b) The following chart presents the initial and repetitive inspection and replacement compliance times of this AD: Condition Initial Inspection Repetitive Inspection Repetitive Replacement With an original Simmonds-Precision actuator, P/N DL5040M5, installed. Upon accumulating 3,000 hours TIS on a Simmonds-Precision P/N DL5040M5 actuator or within 50 hours TIS after April 17, 1995 (the effective date of AD 93-15-02 R1), whichever occurs later. Every 250 hours TIS after initial inspection until accumulating 5,000 hours TIS on the actuator or 500 hours TIS after the last inspection required by AD 93-15-02 R1, whichever occurs later. Initially upon accumulating 5,000 hours TIS on the actuator or 500 hours TIS after the initial inspection, whichever occurs later, and thereafter as indicated below. With a replacement Simmonds-Precision actuator, P/N DL5040M5, installed. Initially upon accumulating 5,000 hours TIS on the new actuator. Every 300 hours TIS after the initial inspection until accumulating 6,500 hours TIS on the actuator. Upon accumulating 6,500 hours TIS on the actuator. With a replacement Simmonds-Precision actuator, P/N DL5040M6, installed. This part can be new, modified from a P/N DL5040M5 actuator or overhauled and zero-timed. Initially upon accumulating 7,500 hours TIS on the new or modified actuator. Every 300 hours TIS after the initial inspection until accumulating 9,900 hours TIS on the actuator. Upon accumulating 9,900 hours TIS on the actuator. With a replacement P/N DL5040M5 actuator installed that was overhauled and zero-timed where both nut assemblies, P/N AA56142, were replaced with new assemblies during overhaul. Initially upon accumulating 5,000 hours TIS on the overhauled actuator. Every 300 hours TIS after the initial inspection until accumulating 6,500 hours TIS on the actuator. Upon accumulating 6,500 hours TIS on the actuator. With a replacement P/N DL5040M5 actuator installed that was overhauled and zero-timed where both nut assemblies, P/N AA56142, were not replaced with new assemblies during overhaul. Initially upon accumulating 3,000 hours TIS on the overhauled actuator. Every 250 hours TIS after the initial inspection until accumulating 5,000 hours TIS on the actuator. Upon accumulating 5,000 hours TIS on the actuator. With a pitch trim actuator of improved design installed, P/N 27-19008-001 or 27- 19008-002. No action necessary No action necessary No action necessary (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Airplane Certification Office (ACO), FAA, 2601 Meacham Boulevard, Fort Worth, Texas 76193-0150. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Fort Worth ACO. NOTE 4: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Fort Worth ACO. (e) The inspections and modification required by this AD shall be done in accordance with Fairchild Aircraft SA226 Series Service Letter 226-SL-005, and Fairchild Aircraft SA227 Series Service Letter 227-SL-011, both Issued: April 8, 1993, Revised: May 22, 1996, as applicable. This incorporation by reference is 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 Field Support Engineering, Fairchild Aircraft, P.O. Box 790490, San Antonio, Texas 78279- 0490. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment (39-9689) revises AD 93-15-02 R1, Amendment 39-9180. (g) This amendment becomes effective on July 25, 1996.
94-12-03: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that currently requires modification of the belly fairing structure. This amendment revises the compliance time for accomplishment of the modification. This amendment is prompted by the fact that the compliance time of the existing rule would have allowed operators of low-cycle airplanes to accomplish the modification at a time considerably later than that intended. The requirements of this amendment are intended to ensure that the structural integrity of the belly fairing structure is maintained.
2007-04-16: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 767 airplanes. This AD requires an inspection of each main tank fuel boost pump for the presence of a pump shaft flame arrestor, and if the flame arrestor is missing, replacement of that pump with a pump having a pump shaft flame arrestor. This AD also requires repetitive measurements of the flame arrestor's position in the pump, and corrective actions if necessary. This AD also requires the replacement of the pump with a new or modified pump, which ends the repetitive measurements. This AD results from reports that certain fuel boost pumps may not have flame arrestors installed in the pump shaft and reports that the pin that holds the flame arrestor in place can break due to metal fatigue. We are issuing this AD to prevent the possible migration of a flame from a main tank fuel boost pump inlet to the vapor space of that fuel tank, and consequent ignition of fuel vapors, which could result in a fire or explosion.
2000-18-14: This amendment supersedes an existing airworthiness directive (AD) that applies to Sikorsky Aircraft-manufactured Model CH-54A helicopters. That AD currently requires initial and recurring inspections and rework or replacement, if necessary, of the second stage lower planetary plate (plate). This AD requires the same actions as the existing AD but would add two additional type certificate (TC) holders to the applicability of the AD and change one TC holder who has transferred ownership of the affected helicopters since the issuance of the existing AD. This amendment is prompted by the discovery that the applicability section of the existing AD is incomplete. The actions specified by this AD are intended to prevent failure of the plate due to fatigue cracking, which could result in failure of the main gearbox, failure of the drive system, and subsequent loss of control of the helicopter.
2019-01-01: We are adopting a new airworthiness directive (AD) for The Boeing Company Model 787-8 airplanes powered by Rolls-Royce plc (RR) Trent 1000-A (including -A/01 and -A/01A), Trent 1000-AE (including - AE/01A), Trent 1000-C (including -C/01 and -C/01A), Trent 1000-CE (including -CE/01A), Trent 1000-D (including -D/01 and -D/01A), Trent 1000-E (including -E/01 and -E/01A), Trent 1000-G (including -G/01 and -G/01A), and Trent 1000-H (including -H/01 and H/01A) turbofan engines. This AD requires revising the airplane flight manual (AFM) to limit extended operations (ETOPS). This AD was prompted by a report from the engine manufacturer indicating that after an engine failure, prolonged operation at high thrust settings on the remaining engine during an ETOPS diversion may result in failure of the remaining engine before the diversion can be safely completed. We are issuing this AD to address the unsafe condition on these products.
97-10-04: 97-10-04 SIKORSKY AIRCRAFT CORPORATION: Priority Letter issued on April 30, 1997. Docket No. 97-SW-11-AD. Applicability: Model S-61A, D, E, L, N, NM, R, and V helicopters, certificated in any category, equipped with a main rotor blade assembly (blade), part number (P/N) S6115-20501 or P/N 61170-20201, having one of the following four-digit or eight-digit serial numbers: 1282-1554 2721 3016-2850 3305-3106 3517-3311 4787-4793 2183 2751 3019 3317-3115 3525-3310 4800-4794 2380-2498 2781-2644 3138 3343-3147 3637-3459 4835-4790 2495 2800-2671 3168-3585 3343-3648 3694-3481 5484-5363 2500 2817 3192-2999 3364-3180 3748-3543 5974-5816 2520 2819 3215-3012 3451-3239 3752-3527 5981-5813 2521 2839 3216-3023 3491-3278 3753-3528 7096-6583 2644 2883 3242-3044 3499-3936 3840-3620 7779-7083 2673 2919-2771 3249-3052 3511-3293 3966-3737 8099-8054 2716-2683 3008 3250-3043 3512-3292 4216-4392 NOTE 1: This AD applies to each helicopter identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For helicopters that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (b) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any helicopter from the applicability of this AD. Compliance: Required before further flight, unless accomplished previously. To prevent disbonding and separation of portions ofthe blade, subsequent excessive vibrations, and loss of control of the helicopter, accomplish the following: (a) Inspect each blade having one of the affected serial numbers in accordance with Section 2A of the Accomplishment Instructions of Sikorsky Alert Service Bulletin (ASB) No. 61B15-29, dated April 25, 1997, to determine the anodizing date for all blade trailing edge pocket assemblies (pocket assemblies) installed on the blade in locations as specified in the Planning Information Section, paragraph 1D(3) of the ASB, that were anodized by Poly-Metal Company. Remove any blade having a pocket assembly anodized by Poly-Metal Company during the period from October 1, 1996 through December 31, 1996, and replace the blade with an airworthy blade. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Boston Aircraft Certification Office, FAA. Operators shall submit theirrequests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Boston Aircraft Certification Office. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Boston Aircraft Certification Office. (c) A one-time only special flight permit may be issued to operate the helicopter to a location where the requirements of this AD can be accomplished, after inspecting all pocket assemblies for disbonding. (d) Copies of the applicable service information may be obtained from Sikorsky Aircraft Corporation, Attn: Manager, Commercial Tech Support, 6900 Main Street, P.O. Box 9729, Stratford, Connecticut 06497-9129. This information may be examined at the FAA, Office of the Assistant Chief Counsel, 2601 Meacham Blvd., Room 663, Fort Worth, Texas. (e) Priority Letter AD 97-10-04, issued April 30, 1997, becomes effective upon receipt.
93-08-12: 93-08-12 BOEING: Amendment 39-8559. Docket 92-NM-36-AD. \n\n\tApplicability: Model 747 series airplanes; as listed in Boeing Service Bulletin 747-53-2349, dated June 27, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent loss of the structural integrity of the fuselage, accomplish the following: \n\n\t(a)\tPrior to the accumulation of 22,000 total flight cycles, or within 1,000 flight cycles after the effective date of this AD, whichever occurs later, unless previously accomplished within the last 2,000 flight cycles; and thereafter at intervals not to exceed 3,000 flight cycles: Perform a detailed visual internal inspection to detect cracks in the areas of the fuselage internal structure listed below, in accordance with Boeing Service Bulletin 747-53-2349, dated June 27, 1991; and prior to further flight, repair any cracks detected, in accordance with FAA- approved procedures. \n\n\t\t(1)\tSections 41 and 42 upper deck floor beams. \n\t\t(2)\tSection 42 upper lobe frames. \n\t\t(3)\tSection 46 lower lobe frames. \n\t\t(4)\tSection 42 lower lobe frames. \n\t\t(5)\tMain entry door cutouts. \n\t\t(6)\tSection 41 body station 260, 340, and 400 bulkheads. \n\t\t(7)\tMain entry doors. \n\n\t(b)\tPrior to the accumulation of 25,000 total flight cycles, or within 1,000 flight cycles after the effective date of this AD, whichever occurs later, unless accomplished previously within the last 2,000 flight cycles; and thereafter at intervals not to exceed 3,000 flight cycles: Perform a detailed visual internal inspection to detect cracks in the Section 46 upper lobe frames, in accordance with Boeing Service Bulletin 747-53-2349, dated June 27, 1991; and prior to further flight, repair any cracks detected, in accordance with FAA-approved procedures. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThe inspections shall be done in accordance with Boeing Service Bulletin 747-53-2349, dated June 27, 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on June 11, 1993.