Results
2000-06-13: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 737-200, -200C, -300, and -400 series airplanes, that currently requires repetitive visual inspections to detect cracking of the corners of the door frame and the cross beams of the aft cargo door, and corrective actions, if necessary. That AD also provides an optional terminating action for certain repetitive inspections. This amendment requires repetitive high frequency eddy current (HFEC) inspections, and corrective actions, if necessary. This amendment also mandates accomplishment of the previously optional terminating action. The actions specified by this AD are intended to prevent fatigue cracking of the corners of the door frame and the cross beams of the aft cargo door, which could result in rapid depressurization of the airplane.
2018-13-07: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) Trent 1000-A, Trent 1000-C, Trent 1000-D, Trent 1000-E, Trent 1000-G, and Trent 1000-H turbofan engine models. This AD requires inspecting the intermediate-pressure compressor (IPC) stage 1 rotor blades, IPC stage 2 rotor blades, and IPC stage 2 dovetail posts, and removing any cracked parts from service. This AD was prompted by crack findings on the IPC rotor blades, which could lead to separations resulting in engine failures. We are issuing this AD to address the unsafe condition on these products.
66-08-02: 66-08-02\tBOEING: Amdt. 39-216 Part 39 Federal Register March 23, 1966. Applies to Model 727 Airplanes Delivered July 2, 1965, through January 20, 1966, and Airplanes that Have Had Flap Drive Coupling Sleeve, P/N 33513-1, Replaced. \n\n\tCompliance required as indicated, unless already accomplished.\n \n\tTo prevent disengagement of the flap drive and the outboard aileron lockout, accomplish the following: \n\n\t(a)\tWithin the next 125 hours' time in service after the effective date of this AD, visually inspect flap drive coupling sleeve, P/N 69-33513-1, to ensure that the end of the coupling sleeve, opposite the flange end, is rolled 180 degrees, forming a lip. \n\n\t(b)\tReplace sleeves having ends not rolled 180 degrees before further flight. \n\n\t(Boeing telegram to Boeing operators, dated January 20, 1966, pertains to this subject.)\n \n\tThis directive effective March 23, 1966.
57-06-03: 57-06-03 PRATT & WHITNEY: Applies to All Wasp Major Engines. Compliance required as soon as possible but not later than May 31, 1957. As a result of propeller shaft oil transfer bearing failures, several cases of loss of propeller control occurred which make it impossible to feather the affected propellers. It has been determined that brazing of the propeller shaft oil transfer tube adapter to the propeller shaft oil transfer bearing is subject to failure if the brazing is not adequate. To assure that the brazed joint is satisfactory, the following inspection must be accomplished on bearings with brazed oil tube transfer adapters: 1. X-ray the brazed joints to determine if brazing is satisfactory (limits established by Pan American World Airways and/or Pratt & Whitney Aircraft.) 2. Subject the bearing to 1,500 p.s.i. hydraulic pressure test. 3. Conduct a dye penetrant inspection of the brazed joints. If the bearing does not pass these inspectionsit must be repaired or replaced. A new bearing, P/N 341627, which has eliminated the brazed joints is available and may be used. This new bearing does not require the above mandatory inspections. Information on inspection procedure and limitation is available from Pratt & Whitney Aircraft.
2006-14-07: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 737 series airplanes. That AD currently requires inspection of the elevator tab inboard hinge support structure to detect fatigue cracking and corrective action if necessary. That AD also provides an optional terminating action. This new AD adds airplanes to the applicability and requires new repetitive inspections. For airplanes having elevators with laminated rear spars, this new AD requires repetitive inspections for interlaminar corrosion, delamination, or disbonding in the rear spar, repetitive inspections for cracking in the spar web, and repair including related investigative/corrective actions if necessary. For airplanes having elevators with solid rear spars, this new AD requires repetitive inspections for cracking in the spar web and repair including related investigative/corrective actions if necessary. This AD results from reports of cracks in the elevator rear spar web at the tab hinge bracket locations. We are issuing this AD to detect and correct cracking, corrosion, interlaminar corrosion, delamination, and disbonding in the elevator rear spar, which may reduce elevator stiffness and lead to in-flight vibration. In-flight vibration may lead to elevator and horizontal stabilizer damage and reduced controllability of the airplane.
2006-14-09: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 and -300, and A340-200 and -300 series airplanes. This AD requires modifying certain rotary actuator assemblies for the leading edge slat. This AD results from a leak found at the seal of the torque limiter output shaft of the Type A rotary actuator of leading edge slat No. 1. We are issuing this AD to prevent a decrease in the torque limiter function, which could result in degradation and damage to the attachment bolts of the leading edge slat, loss of the slat, and consequent reduced control of the airplane.
2018-15-02: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS350B, AS350B1, AS350B2, AS350B3, AS350BA, AS355E, AS355F, AS355F1, AS355F2, AS355N, and AS355NP helicopters. This AD requires inspecting the tail rotor (TR) pitch rod. This AD is prompted by a report of several cases of damaged TR pitch rod ball joints. The actions of this AD are intended to correct an unsafe condition on these helicopters.
67-27-03: 67-27-03 BRITISH AIRCRAFT: Amendment 39-762. Applies to Model BAC 1-11 200 and 400 Series airplanes. Compliance required as indicated. To prevent fatigue failures of the flap carriage links P/N AB09 A943 and post modification PM 2245 flap carriage links P/N AB09 A3657, accomplish the following: (a) For airplanes equipped with carriage links P/N AB09 A943, within the next 500 landings after January 15, 1967, or before the accumulation of the number of landings specified in Column 2 or Column 3, as applicable, for the respective flap numbers specified in Column 1, whichever occurs later, and thereafter at intervals not to exceed the number of landings specified for that flap number and series of airplane, replace carriage links P/N AB09 A943 with new links of the same part number; or replace with carriage links P/N AB09 A3657. If carriage links P/N AB09 A3657 are used as replacements, they must be replaced in accordance with the requirements of paragraph (b). (Column 1) (Column 2) (Column 3) Flap No. Number of Landings Number of Landings (link location) 200 Series Airplanes 400 Series Airplanes 1 3,000 2,000 2 10,000 8,000 3 24,000 16,000 (b) For airplanes equipped with carriage links P/N AB09 A3657, within the next 300 landings after the effective date of this AD or before the accumulation of the number of landings specified in Column 2 or Column 3, as applicable, for the respective flap number specified in Column 1, whichever occurs later, and thereafter at intervals not to exceed the number of landings specified for that flap number and series of airplane, replace carriage links P/N AB09 A3657 with new links of the same part number, or replace with carriage links P/N AB09 A943. If carriage links P/N AB09 A943 are used as replacements, they must be replaced in accordance with the requirements of paragraph (a). (Column 1) (Column 2) (Column 3) Flap No. Number of Landings Number of Landings (link location)200 Series Airplanes 400 Series Airplanes 1 4,000 3,000 2 12,000 10,000 3 32,000 24,000
51-11-04: 51-11-04 TEMCO: Applies to Models GC-1A and GC-1B and Includes All Serial Numbers. Compliance required as indicated. A. At each 100-hour or annual inspection, all bushings in all landing gear pivot points should be inspected for wear that would allow fore and aft travel of the main landing gear. The total fore and aft travel of the wheels, measured at the center of the axle, due to the cumulative slack in the worn bushing, should not be more than 3/8-inch. This check should be made with the hydraulic pressure relieved on the system and with the landing gear in two positions: (1) Unlocked and in an intermediate position near to, but not in, the full down position; and (2) With the landing gear just entering the wheelwell. If the total fore and aft travel of the wheel of either landing gear is more than 3/8-inch in either position, the landing gear assembly must be repaired as necessary to reduce this travel to less than 3/8-inch. B. At the next 100-hour or annualinspection, whichever occurs first, unless already accomplished, install spacer emergency landing gear pull down system to prevent inadvertent unthreading of drive screw. (TEMCO Service Bulletin No. 28 covered this same subject.) C. At each 100-hour or annual inspection, the emergency extension system should be inspected for proper adjustment in accordance with paragraphs 8, 9 and 12 of TEMCO Service Bulletin No. 28.
2006-13-17: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200 series airplanes. This AD requires a one- time deactivation of the auxiliary fuel system, repetitive venting and draining of the auxiliary fuel tank sumps, and revising the Limitations section of the airplane flight manual to limit the maximum cargo weight. This AD results from a re-evaluation of the floor structure and cargo barriers conducted by the STC holder. We are issuing this AD to prevent structural overload of the auxiliary fuel tank support structure, which could cause the floor beams to fail, damaging the primary flight controls and the auxiliary power unit fuel lines that pass through the floor beams, resulting in loss of control of the airplane. We are also issuing this AD to prevent structural overload of the cargo barriers, which could cause the barriers to fail, allowing the cargo to shift, resulting in damage to the auxiliary fuel tanks, residual fuel leakage, and consequent increased risk of a fire.