Results
2020-10-03: The FAA is adopting a new airworthiness directive (AD) for all Weatherly Aircraft Company (Weatherly) Models 201, 201A, 201B, 201C, 620, 620A, 620B, 620B-TG, and 620TP airplanes. This AD was prompted by reports of fatigue cracking of the center wing and outer wing spar hinge brackets due to corrosion pitting. This AD requires repetitive inspections of the wing hinge brackets, pins, and wing spar structure with repair or replacement of parts as necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2020-09-01: The FAA is superseding Airworthiness Directive (AD) 2008-24-04 for Eurocopter France (now Airbus Helicopters) Model AS355E, AS355F, AS355F1, AS355F2, and AS355N helicopters. AD 2008-24-04 required repetitively inspecting the lubricating pump and checking the magnetic chip detector plug (chip detector) and the main gearbox (MGB) oil-sight glass. This new AD retains the requirements of AD 2008-24-04 and allows the option of altering the MGB oil flow distribution as a terminating action for the inspections. This AD was prompted by an alteration developed by Airbus Helicopters of the MGB oil flow distribution that corrects the unsafe condition. The actions of this AD are intended to address an unsafe condition on these products.
81-04-09: 81-04-09 SHORT BROTHERS LIMITED: Amendment 39-4047. Applies to Model SD3-30 airplanes, certificated in all categories, which have Menasco nose landing gear steering actuator, P/N 18002, serial numbers MMC-003 through MMC-048, and/or nose landing gear beam assembly, P/N 18004, serial numbers MMC-001 through MMC-041, installed. Compliance is required as indicated unless already accomplished. To prevent failure of the end cap sub-assembly of the nose wheel steering actuator, or of the link sub-assembly of the nose landing gear beam, accomplish the following: (a) Within the next 25 landings after the effective date of this AD, or prior to accumulation of 10,500 landings, whichever occurs later, replace the end cap sub-assembly, P/N 18382-7A or P/N 18391-7A, of nose landing gear steering actuator assembly, P/N 18002, with end cap, P/N 18382-9 or P/N 18391-9, in accordance with Menasco Manufacturing Service Bulletin 32-21, Revision 3, dated August 7, 1979, or an FAA-approved equivalent. (b) Within the next 25 landings after the effective date of this AD, or prior to the accumulation of 10,000 landings, whichever occurs later, replace in accordance with Menasco Manufacturing Service Bulletin 32-30, dated February 9, 1979, or an FAA-approved equivalent, the link sub-assembly, P/N 18053-1 or P/N 18053-3 as appropriate, with a link sub-assembly of the same part number, and continue replacement at intervals not to exceed 10,000 landings; or replace with link sub-assembly P/N 18293-1, in which case no further replacement is required and reidentify the nose landing gear beam assembly, P/N 18004, in accordance with paragraph 10D of Menasco Service Bulletin 32-30, dated February 9, 1979, or an FAA-approved equivalent. (c) If an equivalent means of compliance is used in complying with this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, AEU-100, Federal Aviation Administration, Europe, Africa, and Middle East Office, Brussels, Belgium. This amendment becomes effective March 3, 1981.
2020-08-13: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes, Model CL-600-2C10 (Regional Jet Series 700, 701 & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, and Model CL-600-2D24 (Regional Jet Series 900) airplanes; and all Bombardier, Inc., Model CL-600-2C11 (Regional Jet Series 550) airplanes. This AD was prompted by reports of fractured rudder primary feel unit shafts; a subsequent investigation determined that the fractures in the shafts are consistent with fatigue damage. This AD requires replacement of the rudder primary feel unit shaft. The FAA is issuing this AD to address the unsafe condition on these products.
79-25-06: 79-25-06 LOCKHEED: Amendment 39-3631. Models 382 series, Serial Numbers 3946 through 4832, certificated in all categories. Compliance is required within the next 50 hours time in service, unless already accomplished. a. To prevent the clear vision windows from opening in flight, inspect the window latch catches, part numbers 385057-1 and -2, and 393433-1 and -2, which are mounted on the windshield post at each window, in accordance with Lockheed-Georgia Company Service Bulletin A382-56-1, dated October 17, 1979. b. If discrepant catches are found, before further flight, replace the catches in accordance with Lockheed-Georgia Company Service Bulletin A382-56-1, dated October 17, 1979. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. This amendment is effective December 19, 1979.
80-22-06: 80-22-06 UNIVERSAL OIL PRODUCTS, INC.: Amendment 39-3953. Applies to Model 900 series aircraft seats. Compliance is required as indicated, unless already accomplished. To prevent the possible failure of a passenger seat caused by a crack in the rear stretcher tube, accomplish the following: 1. Within the next 90 days after the effective date of this AD, visually inspect all UOP, Inc., Model 900 series aircraft seats for cracks in the rear stretcher tube. Note. - Direct particular attention to the aisle end of the tube at the side arm attaching bolt hole. 2. Except as provided in Paragraph 3 below, replace all cracked tubes with serviceable units. Until cracked tubes are replaced, placard or otherwise mark the seat position adjacent to the cracked stretcher tube end as unusable and not to be occupied. 3. Stretcher tubes with cracks less than 1.19 inches, measured along the longitudinal axis from the centerline of the attach hole, may be repaired withclamp P/N 81672-1, in accordance with installation instructions in UOP, Inc., Service Bulletin 25-634, dated April 3, 1980. This repair is not authorized for Model 900-200B-2L seats. An equivalent method may be approved by the Chief, Engineering and Manufacturing Branch. If after installation of the clamp, the crack extends beyond the end of the clamp, the stretcher tube must be replaced. This amendment becomes effective November 25, 1980.
2020-07-15: The FAA is adopting a new airworthiness directive (AD) for all PZL (Sacute)widnik S.A. Model PZL W-3A helicopters. This AD was prompted by a report of a cracked nose landing gear (NLG) bellcrank assembly. This AD requires a one-time inspection of the NLG bellcrank assembly for discrepancies and replacement if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2020-07-51: The FAA is adopting a new airworthiness directive (AD) for certain International Aero Engines AG (IAE) V2522-A5, V2524-A5, V2525- D5, V2527-A5, V2527E-A5, V2527M-A5, V2528-D5, V2530-A5, and V2533-A5 model turbofan engines. This emergency AD was sent previously to all known U.S. owners and operators of these engines. This AD requires removal of affected high-pressure turbine (HPT) 1st-stage disks from service. This AD was prompted by investigative findings from an event involving an uncontained failure of a HPT 1st-stage disk that resulted in high-energy debris penetrating the engine cowling. The FAA is issuing this AD to address the unsafe condition on these products.
2020-06-17: The FAA is superseding Airworthiness Directive (AD) 2011-09- 06, which applied to all Airbus SAS Model A330-200 Freighter series airplanes; Model A330-200 and -300 series airplanes; and Model A340-200 and -300 series airplanes. AD 2011-09-06 required repetitive inspections and operational checks of the spring function of the emergency exit door slider mechanism, application of corrosion inhibitor, and corrective actions. This AD retains those requirements, with extended repetitive intervals for certain actions, and also requires those actions on additional airplanes; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by report that an escape slide deployment test found a girt bar that was not in a locked position and was detached from the airplane. The FAA is issuing this AD to address the unsafe condition on these products.
2020-04-15: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 757 airplanes and Model 767-200, -300, and - 300F series airplanes. This AD was prompted by reports of excessively high flight deck or cabin temperatures. This AD requires revising certificate limitations and operating procedures of the existing airplane flight manual (AFM), to provide the flightcrew with procedures for hot flight deck or cabin temperatures to follow under certain conditions. The FAA is issuing this AD to address the unsafe condition on these products.
64-22-01: 64-22-01\tBOEING: Amdt. 815 Part 507 Federal Register September 19, 1964. Applies to Models 707 and 720 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tThere have been failures of the fuel tank vent float valve arms causing the float to break loose from the main valve assembly. This permits the vent valve (which is normally float actuated to the closed position by a high fuel level) to remain open and allow (under some flight conditions) fuel to fill the surge tank and spill out the wing tip vent scoop. To correct this condition, accomplish the following: \n\n\t(a)\tWithin 500 hours' time in service after the effective date of this directive, unless already accomplished in the previous 500 hours' time in service and within every 1,000 hours time in service thereafter until compliance with (b) has been accomplished, visually inspect the reserve fuel tank vent valve assemblies in each wing for cracks or deformation. If the valve assembly is in a failed condition, or if cracks or deformed parts are found, replace the parts before further flight. \n\n\t(b)\tWithin 6,000 hours' time in service after the effective date of this directive modify all fuel tank vent valve assemblies in each tank by installing a float stop bracket assembly, Boeing P/N 69-31399-1, in accordance with Boeing Service Bulletin No. 1958 or an equivalent method processed through the Aircraft Engineering Division, FAA Western Region, Los Angeles, California. When this modification has been accomplished the repetitive inspection of (a) may be discontinued. \n\n\t(c)\tUpon 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. \n\n\t(Boeing Service Bulletin No. 1958 covers thissubject.) \n\n\tThis directive effective October 22, 1964.
2020-04-17: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by reports of passenger door girt bar fitting assembly safety hooks being stuck in the upward position. This AD requires repetitive detailed inspections of girt bar fitting assemblies, repetitive greasing of girt bar fitting assembly bushes, and, depending on findings, 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.
83-20-04: 83-20-04 McDONNELL DOUGLAS: Amendment 39-4740. Applies to McDonnell Douglas Model DC-6, -6A, -6B, R6D (Navy), and C118 (USAF) series airplanes, certificated in all categories. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo detect cracks and prevent failure of the horizontal stabilizer rear spar caps accomplish the following: \n\n\tA.\tWithin the next 30 days after the effective date of this AD, unless already accomplished, inspect and repair, if necessary, the horizontal stabilizer upper and lower rear spar cap attach fittings on both sides of station 63 in accordance with the Accomplishment Instructions of McDonnell Douglas Service Rework Drawing J060265 "N/C" dated July 29, 1983, hereinafter referred to as Rework Drawing, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, as follows: \n\n\t\t1.\tIf no cracks are found in the rear spar attach fittings, apply primer and lacquer top coat(lacquer top coat optional). Apply LPS-3 corrosion inhibiting oil, or equivalent when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, throughout the attach fitting (bathtub area) and reinstall the bolt per the Rework Drawing. Conduct repetitive inspections per the Rework Drawing at intervals not to exceed 12 calendar months. \n\n\t\t2.\tIf a crack is found equal to or exceeding 1/2" at location A, 3" at location B, or 6" at location C as defined in figure 2 of the Rework Drawing, accomplish the repair in (a) or (b) below, prior to further flight: \n\n\t\t\t(a)\tIf the crack is inboard of station 63, repair in accordance with the Accomplishment Instructions of the Rework Drawing. \n\n\t\t\t(b)\tIf the crack is outboard of station 63, repair per the McDonnell Douglas DC-6 Structural Repair Manual, Tail Group, Page 138, Figure 134, dated October 15, 1952. \n\n\t\t3.\tIf a crack is found that is less than 1/2" at location A, 3" at location B, or 6" at location C, repetitively inspect per the Rework Drawing at intervals not to exceed: \n\n\t\t\t(a)\tfor location A: 7 calendar days, or prior to further flight, whichever occurs later. \n\n\t\t\t(b)\tfor location B: 14 calendar days, or prior to further flight, whichever occurs later. \n\n\t\t\t(c)\tfor location C: 21 calendar days, or prior to further flight, whichever occurs later. \n\n\tB.\tRepairs per Paragraph 2, above, constitutes terminating action for the repetitive inspections required by this AD only at those locations repaired. \n\n\tC.\tIf more than one crack is found, repair all cracked areas as specified in Paragraphs A. 2(a) and/or 2(b), above. \n\n\tD.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base to comply with the repair requirements of this AD when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tThis Amendment becomes effective October 19, 1983.
63-21-04: 63-21-04 LOCKHEED: Amdt. 625 Part 507 Federal Register October 2, 1963. Applies to All Models L-18 and PV-1 Airplanes Equipped With Spartan Electrically Actuated Elevator Trim Tabs. Compliance required as indicated. To prevent runaway operation of the electrically operated trim tab actuators, accomplish the following: (a) Within 30 hours' time in service after the effective date of this AD unless already accomplished, electrically deactivate the elevator trim tab. (b) Any tab deactivated may be reactivated when one of the following has been accomplished: (1) On any Lockheed Model 18 airplane with Spartan electrically actuated elevator trim tab, the trim tab installation is made in accordance with STC SA2-183. (2) An FAA approved modification to the speed and limits of actuation is accomplished. Modifications must be approved by the Chief of an FAA Engineering and Manufacturing Branch. This directive effective November 1, 1963. Revised January 10, 1964.
64-05-02: 64-05-02 MCDONNELL DOUGLAS: Amendment 692 (29 F.R. 2877) to the ROA, as amended by Amendment 727 (29 F.R. 5943) to the ROA, is further amended by Amendment 39-1905. Applies to all Model DC-8 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tThere have been failures of the landing gear bogie beam due to cracking initiated by corrosion in an area where the bogie beam surface had been damaged. To preclude further failures of this type, accomplish the following on bogie beam assemblies, P/N's 5760635, 5760630, or 5716469: \n\n\t(a) Within 1000 hours' time in service after the effective date of this AD, as amended, for bogie beam assemblies having more than 1000 hours' time in service as of the effective date of this AD, as amended, and prior to the accumulation of 2000 hours' time in service for bogie beam assemblies having less than 1000 hours' time in service as of the effective date of this AD, as amended, and thereafter at intervals not to exceed 3000 hours' time in service, accomplish the inspection and rework outlined in (b). \n\n\t(b) Conduct a thorough visual inspection of the bogie beam to detect any evidence of nicks, scratches, or impact dents. Replace bogie beams exhibiting such defects before further flight, unless the part is reworked before further flight in accordance with the following as applicable: \n\n\t\t(1) Nicks, scratches, and impact dents up to 0.005 inch in depth must be blended smooth and repainted in accordance with (b)(4). \n\n\t\t(2) Nicks, scratches, and impact dents greater than 0.005 inch in depth but not exceeding 0.030 inch, shall be blended smooth and repainted in accordance with (b)(4). The reworked area shall be shot peened prior to an accumulation of 6,000 hours' time in service after the rework. Accomplish shot peening as indicated in (b)(5). \n\n\t\t(3) If bogie beam damage exceeds 0.030 inch in depth, any rework to remove such damage shall be accomplished in accordance with FAA approved Douglas rework procedures. Any other proposed rework shall be submitted by FAA Western Region, Attention: Chief, Engineering and Manufacturing Branch, for evaluation. \n\n\t\t(4) The rework referred to in (b)(1) and (b)(2) shall be accomplished in accordance with DC-8 Maintenance Manual Chapter 32-0, paragraphs (A), page 201 dated September 1, 1960, and (D), page 203 dated March 15, 1961, or FAA approved equivalent. \n\n\t\t(5) Shot peening referred to in (b)(2) shall be accomplished in accordance with DC-8 Overhaul Manual, Chapter 13-3-2, paragraph 3(L), page 13, dated November 1, 1963, or FAA approved equivalent. \n\n\t(c) Upon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, 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. \n\n\tNOTE: The cleaning methods specified in DC-8 Maintenance Manual Chapter 12-13-0, page 201, paragraph (1), dated August 1, 1960, should be used in cleaning the landing gear bogie beam. \n\n\tAmendment 692 was effective March 30, 1964. \n\n\tAmendment 727 was effective May 6, 1964. \n\n\tThis Amendment 39-1905 becomes effective August 2, 1974.
2020-05-21: The FAA is adopting a new airworthiness directive (AD) for certain Yabor(atilde) Ind(uacute)stria Aeron(aacute)utica S.A. (Type Certificate Previously Held by Embraer S.A.) Model ERJ 190-100 STD, - 100 LR, -100 ECJ, -100 IGW, -200 STD, -200 LR, and -200 IGW airplanes. This AD was prompted by a report of erroneous indications of certain engine parameters and reports of ''pitch up'' and ''pitch down'' uncommanded attitudes with autopilot engaged in cruise flight. This AD requires installing updated PRIMUS EPIC LOAD software, as specified in an Ag(ecirc)ncia Nacional de Avia(ccedil)(atilde)o Civil (ANAC) Brazilian AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
79-21-06: 79-21-06 GENERAL DYNAMICS: Amendment 39-3590 as amended by Amendment 39-3666. Applies to Model 240 series airplanes including those modified for turbo propeller power, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent failure of the elevator flight tab spring tube, accomplish the following: (a) Within 25 hours' time in service after the effective date of this AD, inspect the elevator flight tab spring tube per procedures set forth in Section 2, Accomplishment Instructions, of General Dynamics Service Bulletin 600 (240D) 27-5, dated July 18, 1979. (b) For elevator flight tab spring tube P/N 240-3540305-24 or P/N 240-3540305-30 with 5,000 hours or more time in service after October 25, 1979, repeat the inspection of paragraph (a) of this AD within 50 hours' time in service from the inspection of paragraph (a) of this AD, and thereafter, at intervals not to exceed 50 hours' time in service from the previous inspection. (c) For elevator flight tab spring tube P/N 240-3540305-35 or P/N 2D3540305-7 with 10,000 hours or more time in service after October 25, 1979, repeat the inspection of paragraph (a) of this AD within 100 hours' time in service from the inspection of paragraph (a) of this AD, and thereafter, at intervals not to exceed 100 hours' time in service from the previous inspection. (d) Replace any cracked elevator flight tab spring tube with like serviceable part and revert to the repetitive inspection intervals per paragraph (b) or (c) of this AD, as appropriate. (e) Special 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 required by this AD. (f) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA, Western Region. Amendment 39-3590 became effective October 25, 1979. This Amendment 39-3666 becomes effective January 21, 1980.
79-18-02: 79-18-02 BOEING: Amendment 39-3537 as amended by Amendment 39-3744. Applies to all Boeing Model 747 airplanes which are equipped with slide/raft assemblies. Compliance is required as indicated. Accomplish the following: \n\tA.\tWithin the next 90 days from the effective date of this AD, unless accomplished within the last 180 days, inspect the firing and packboard lanyards for corrosion in accordance with Boeing Alert Service Bulletin 747-25A2467 and B.F. Goodrich Alert Service Bulletin 25- 051. \n\tB.\tLanyards showing signs of corrosion are to be replaced with new parts in accordance with B.F. Goodrich Alert Service Bulletin 25-051. \n\tC.\tRepeat inspections, described in paragraph A, at intervals not to exceed one (1) year from the date of the last inspection unless the lanyards are replaced as described in Boeing Service Bulletin 747-25A2467, Revision 2, paragraph III E, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. This replacement is terminating action for this Airworthiness Directive. \n\tD.\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region may adjust the inspection interval if the request contains substantiating data to justify the increase for that operator. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorproated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAmendment 39-3537 became effective September 4, 1979. \n\tThis amendment 39-3744 becomes effective April 22, 1980.
2020-05-13: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A11 airplanes. This AD was prompted by reports that, under certain combinations of airplane configuration and flight conditions, higher than anticipated temperatures could lead to an engine fire warning nuisance message. This AD requires installation of Integrated Air Systems Controller (IASC) software version 5.0. The FAA is issuing this AD to address the unsafe condition on these products.
79-21-01 R1: 79-21-01 R1 DETROIT DIESEL ALLISON: Amendment 39-3585 as amended by Amendment 39-4123. Applies to 250-B17, 250-B17B, 250-B17C, 250-C20, 250-C20B, and 250-C20C (MIL. T63-A-720) engines equipped with third stage turbine wheel Part Numbers 6898551, 6898567, 6898733, 6898743, 6898753, 6898763, 6899406, 6899415, 6899416, 6899417, 6899418, 6899419, 6896863, 6898823 and 6899364 installed in aircraft certificated in all categories. Compliance required as follows unless previously accomplished. (a) For engines that have previously experienced a hot start beyond the established limits, compliance must be accomplished prior to further flight. (b) For engines that experience a hot start beyond the established limits after the effective date of this AD, compliance must be accomplished prior to further flight, except that the aircraft may be flown in accordance with FAR 21.197 to a base where the removal can be performed. To preclude possible engine power loss resulting from third stage turbine wheel blade separation, remove the turbine wheels from service if the following temperature-time limits are exceeded and install an FAA Approved part number turbine wheel. Temperature Range Time Limit 810 degrees - 927 degrees C. 10 seconds maximum (1490 degrees - 1700 degrees F.) Over 927 degrees C. 0 seconds (1700 degrees F.) The turbine wheels may not be reworked and reinstalled after a hot start. NOTE: Time at temperature limits is not additive and may be repeated without restriction. (Detroit Diesel Allison Commercial Service Letter 1051, Rev. 3, for the 250-B17 series engines and Commercial Service Letter 1084, Rev. 3, for the 250-C20 series engines also pertain to this subject.) Amendment 39-3585 became effective October 16, 1979. This amendment 39-4123 becomes effective June 3, 1981.
2020-03-23: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by a report that a fouling condition was found between the generator power cables and the support brackets of the auxiliary-aft fuel tank during production. This AD requires a visual inspection of the generator power cables for damage, installation of protective conduits and edging grommets, and applicable corrective actions. The FAA is issuing this AD to address the unsafe condition on these products.
60-04-02: 60-04-02\tBOEING: Amdt. 104 Part 507 Federal Register February 20, 1960. Applies to all Model 707 series aircraft. \n\tDue to recent failures of the wing foreflaps, the following shall be accomplished: \n\t(a)\tAt intervals not to exceed 65 hours' time in service, inspect all foreflaps except the two outboard foreflap sections (P/N's 65-7360-3007 through 65-7360-3010, 65-7360-3023, and 65-7360-3024) on the outboard flaps as follows: \n\t\t(1)\tConduct detail visual inspection of foreflaps for any evidence of cracking. \n\t\t(2)\tBy use of borescope or equivalent, inspect interior web, flanges and cutouts on both inboard and outboard end ribs for cracks or other damage. \n\t(b)\tAny foreflap showing evidence of cracking or other damage must be replaced or repaired in accordance with FAA approved manufacturer's instructions prior to next flight. \n\t(c)\tThe special inspections in (a) above may be discontinued when an inertia damper P/N's 69-11124-1 (left wing) and 69-11124-2 (right wing) has been installed on the foreflaps. \n\t(Boeing Service Bulletin No. 546 (R-2) dated November 18, 1959, covers criteria on the same subject.)
2020-01-18: The FAA is superseding Airworthiness Directive (AD) 2006-11- 11, which applied to all The Boeing Company Model 757 airplanes. AD 2006-11-11 required incorporating a new revision to the Airworthiness Limitations section of the Instructions for Continued Airworthiness to mandate certain repetitive inspections for fatigue cracking of principal structural elements (PSEs). This AD retains those actions and requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2020-03-21: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports that main landing gear (MLG) trailing arm assemblies were found with compromised paint finish and corrosion on the axle bore inner diameters due to improper removal of contaminants during manufacturing. This AD requires a one-time inspection to determine if an affected MLG trailing arm assembly is installed, repetitive detailed inspections of the inner diameter of the affected MLG trailing arm assembly axle bore for surface finish discrepancies, corrective actions if necessary, and eventual replacement of primer and paint and application of corrosion preventive compound on the inner diameter of all affected MLG trailing arm assembly axle bores, which terminates the repetitive inspections. The FAA is issuing this AD to address the unsafe condition on these products.
80-18-11: 80-18-11 FAIRCHILD: Amendment 39-3904. Applies to all Model F27 and FH227 series airplanes certificated in all categories. Compliance required as indicated: To detect cracks in the front spar web, the upper and lower spar caps, skins, stringers and rib caps on the upper and lower surface of the left and right horizontal stabilizer, accomplish the following: (a) For F27A, F27F and F27G airplanes, within the next 50 hours in service after the effective date of this AD, unless accomplished within the last 250 hours in service, and at intervals not to exceed 300 hours in service from the last inspection, inspect the horizontal stabilizer for cracks in accordance with Fairchild Service Bulletin F27-55-6, Revision No. 1, dated March 24, 1980, or an approved equivalent. The 300 hour repetitive inspection may be increased to 1200 hours in service after incorporation of Fairchild Service Bulletin F27-55-7, dated July 20, 1965, or an approved equivalent. (b) For F27J and F27M airplanes, within the next 50 hours in service after the effective date of this AD, unless accomplished within the last 10 hours in service, and at intervals not to exceed 60 hours in service from the last inspection, inspect the horizontal stabilizer for cracks in accordance with the above Service Bulletin or an approved equivalent. The 60 hour repetitive inspection may be increased to 150 hours in service after incorporation of Fairchild Service Bulletin F27-55-7, dated July 20, 1965, or an approved equivalent. It may be increased to 350 hours in service after incorporation of Fairchild Service Bulletins F27-55-11, dated November 5, 1979, and F27-55-12, dated December 6, 1966, or an approved equivalent. (c) For FH227 type airplanes and for F27A, F27G, F27J, F27F, and F27M airplanes having the FH227 horizontal stabilizer installed, comply with Paragraph (d) within the next 150 hours in service after the effective date of this AD, unless accomplished within the last1050 hours in service, and at intervals not to exceed 1200 hours in service from the last inspection. (d) Inspect the horizontal stabilizer for cracks in accordance with the accomplishment instructions (except Note 1) of Fairchild Service Bulletin FH227-55-13, Revision No. 1, dated March 24, 1980, or an approved equivalent, using X-Ray or dye penetrant in conjunction with a glass of at least 10-power or an approved equivalent. (e) Repair cracked parts or replace them, before further flight, with an unused part of the same part number or an approved equivalent, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. (f) Equivalent inspections, repairs or parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (g) Upon submission of substantiating data by an owner or operator, through an FAA maintenance inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance times specified in this AD. This AD supersedes AD's 66-27-05 and 66-28-03. This amendment is effective September 4, 1980.