Results
93-02-02: 93-02-02 FOKKER: Amendment 39-8484. Docket 92-NM-190-AD. Applicability: Model F27 series airplanes; serial numbers 10102 through 10433, inclusive; 10435 through 10443, inclusive; and 10446 through 10450, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural capability of the wings, accomplish the following: (a) Within 8,000 flight hours after the effective date of this AD, or within 60 months after the effective date of this AD, whichever occurs first, accomplish the requirements of paragraphs (a)(1) and (a)(2) of this AD. (1) Replace currently installed nuts having non-metallic locking inserts, installed at the wing spar attachment brackets at wing station 1040, with all-metal self-locking nuts, in accordance with Fokker Service Bulletin F27/57-23, Revision 6, dated August 13, 1991. (2) Replace the lower 14 Hi-shear pins at the rear spar attachment bracket with Hi-lok fasteners, in accordance with Fokker Service Bulletin F27/57-23, Revision 6, dated August 13, 1991. (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, Standardization Branch, ANM-113, 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, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special 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. (d) The replacements shall be done in accordance with Fokker Service Bulletin F27/57-23, Revision 6, dated August 13, 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. 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. (e) This amendment becomes effective on March 18, 1993.
2002-06-07: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company (GE) CF6-80E1 series turbofan engines, installed on Airbus Industrie A330 series airplanes. This action requires initial and repetitive pressure testing of the directional pilot valve (DPV) assembly, with replacement of DPV assemblies that fail the pressure test, or, replacing the DPV assembly without performing pressure testing, with a serviceable DPV assembly, or, deactivating the fan reverser for no longer than 10 days until replacement of the DPV assembly is done. This amendment is prompted by a review of thrust reverser safety analyses following a report of inadvertent thrust reverser deployment on another make and model engine. The actions specified in this AD are intended to prevent inadvertent thrust reverser deployment, which, if it occurred in-flight, could result in loss of control of the airplane.
92-17-07: 92-17-07 BRITISH AEROSPACE: Amendment 39-8336. Docket No. 92-NM-53-AD. Supersedes AD 91-14-19, Amendment 39-7060. Applicability: All Model BAe 146-100A, -200A, and -300A series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent in-flight separation of a landing gear door from the airplane, accomplish the following: (a) Prior to the accumulation of 9,000 landings, or within 30 days after the effective date of this AD; or if previously inspected in accordance with AD 91-14-19 (56 FR 30314, July 2, 1991), within 3,000 landings after the last inspection in accordance with that AD; whichever occurs later; and thereafter at intervals not to exceed 3,000 landings; accomplish the following: (1) Perform a visual inspection of the left and right main landing gear (MLG) door rear hinge bracket assemblies to detect cracks and/or corrosion, in accordance with British Aerospace Inspection ServiceBulletin 32-A119, Revision 1, dated December 2, 1991. (2) Prior to further flight, replace any cracked hinge bracket with a serviceable part, in accordance with British Aerospace Inspection Service Bulletin 32-A119, Revision 1, dated December 2, 1991; or temporarily repair cracked brackets in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (3) Prior to further flight, remove any corrosion found, in accordance with the British Aerospace Model 146 Structural Repair Manual, and accomplish the following: (i) If less than 0.100 inch of corrosion was removed, re-protect the hinge bracket in accordance with the maintenance manual; and obtain a life limit for the hinge bracket from the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (ii) If 0.100 inch, but less than 0.150 inch, of corrosion was removed, re-protect the hinge bracket in accordance with the maintenance manual; and, within 300 landings after accomplishing the re-protection procedure, replace the hinge bracket with a new part. (iii) If 0.150 inch or more of corrosion was removed, prior to further flight, replace the hinge bracket with a new part. (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, Standardization Branch, ANM-113, 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, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (c) Special 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. (d) The inspections shall be done in accordance with British Aerospace Inspection Service Bulletin 32-A119, Revision 1, dated December 2, 1991, which includes the following list of effective pages: Pages Revision Level Date 1-4 1 December 2, 1991 5 Original November 14, 1990 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. 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., 7th Floor, Suite 700, Washington, DC. (e) This amendment becomes effective on September 28, 1992.
90-17-09: 90-17-09 BRITISH AEROSPACE: Amendment 39-6693. Docket No. 90-NM-53-AD. Applicability: Model BAC 1-11 200 and 400 series airplanes, as listed in British Aerospace Alert Service Bulletin 27-A-PM587l, Issue No. 1, dated October 4, 1989, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent a reduction in airplane stability and controllability, accomplish the following: A. Within 60 days after the effective date of this AD, unless accomplished within the last 12 months, and thereafter at intervals not to exceed 18 months, perform a visual inspection of both elevator lower control levers, in accordance with paragraphs 2.1 and 2.3 through 2.9 of British Aerospace Alert Service Bulletin 27-A-PM5871, Issue No. 1, dated October 4, 1989. B. If cracks are found, prior to further flight, replace the elevator control lever(s) in accordance with the British Aerospace Alert Service Bulletin 27-A-PM5871, Issue No.1, dated October 4, 1989. C. Replacement of both elevator lower control levers with levers manufactured from L64 or L99 material constitutes terminating action for repetitive inspections required by paragraph A. of this AD. D. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, P. O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington. This amendment (39-6693, AD 90-17-09) becomes effective on September 17, 1990.
2015-17-13: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes equipped with Pratt and Whitney engines. This AD was prompted by reports of blocked drain lines at the engine forward strut that caused flammable fluid to accumulate in a flammable leakage zone. This AD requires repetitive functional checks for blockage of the forward strut drain line and doing corrective actions if necessary, and a one-time cleaning of certain forward strut drain lines. This AD also provides an optional replacement of the drain lines and installation of insulation blankets, and a revision of the maintenance or inspection program, as applicable, to incorporate a certain airworthiness limitation, which would terminate the repetitive checks of the forward strut drain line. We are issuing this AD to detect and correct blockage of forward strut drain lines, which could cause flammable fluids to collect in the \n\n((Page 52949)) \n\nforward strut area and potentially cause an uncontrolled fire or cause failure of engine attachment structure and consequent airplane loss.
87-17-02: 87-17-02 BOEING: Amendment 39-5703. Applies to Model 767 series airplanes specified in Boeing Alert Service Bulletin 767-24A0039, dated March 12, 1987, certificated in any category. Compliance is required as indicated unless previously accomplished. \n\n\tTo minimize the fire hazard associated with overheating of the transformer rectifier unit (TRU) of the auxiliary power unit (APU) starter motor, accomplish the following within 3 months after the effective date of this AD: \n\n\tA.\tReplace the 50-ampere circuit breaker used for the APU starter TRU with a 35- ampere circuit breaker in accordance with Boeing Service Bulletin 767-24A0039, dated March 12, 1987, or later FAA-approved revision. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\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 the modification required by this AD. \n\tAll persons affected by this directive who have not already received copies of the appropriate service document from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective September 13, 1987.
96-12-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires reinforcing the lower right-hand wing skin at the fueling adapter. This amendment is prompted by results of tests, which revealed that fatigue cracks can develop in the lower right-hand wing skin at the attachment bolt holes of the fueling adapter. The actions specified by this AD are intended to prevent reduced structural capability of the wing and fuel leakage.
77-16-08: 77-16-08 EIRIAVION OY (FORMERLY MOLINO OY): Amendment 39-3005. Applies to Model PIK-20D sailplanes with serial numbers 20510 through 20532, 20534 through 20540, 20542 through 20544, 20546, 20548, 20552, 20555, and 20556. To prevent separation of wing upper panel spar cap and wing main spar shear web, before further flight, unless already accomplished, comply with paragraph (a), (b), or (c). (a) Replace wing panels with new wing panels identified by the manufacturer as serviceable replacements. (b) Repair existing wing panels in accordance with appendix 1 of Eiriavion Service Bulletin No. M 17, dated June 17, 1977, at an FAA certificated repair station that is a manufacturer's authorized repair facility. Following rebonding, visually inspect the affected area to ensure that the new resin forms a continuous bond on both sides of the wing shear web for its full length. (c) Repair in accordance with an alternate means of compliance which must be approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, Brussels, Belgium. NOTE: Copies of the applicable service bulletin are available at the following manufacturer's authorized repair facilities: Smitty's Soaring Service Deansboro Road Route 12B Clinton, New York 13323 Sailplane Repair Service, Inc. Rich Roberts 216 Commerce Drive P.O. Box 1462 Fort Collins, Colorado 80522 This amendment is effective August 8, 1977, as to all persons except those persons to whom it was made immediately effective by the telegram dated July 7, 1977, which contained this amendment.
2025-02-03: The FAA is adopting a new airworthiness directive (AD) for all MHI RJ Aviation ULC Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by the discovery of ten ultrasonic inspections associated with airworthiness limitations (AWL) tasks and structural deviation inspection requirements (SDIR) tasks potentially not detecting cracks. This AD requires repetitive ultrasonic inspections of certain structural areas for cracking, and prohibits use of the previous revisions of certain procedures and mandates the use of the revised procedures when performing the inspections required by the associated AWL and SDIR tasks, as specified in a Transport Canada AD, which is incorporated by reference (IBR). This AD also requires repair of cracking. The FAA is issuing this AD to address the unsafe condition on these products.
2015-18-02: We are adopting a new airworthiness directive (AD) for all Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 382, 382B, 382E, 382F, and 382G airplanes. This AD requires replacing the center wing box (CWB) and certain outer wings. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the CWB and outer wings are subject to widespread fatigue damage (WFD). We are issuing this AD to prevent fatigue cracking of the outer wings and the lower surface of the CWB, which could result in reduced structural integrity of the airplane.
86-11-01 R1: 86-11-01 R1 BOEING: Amendment 39-5322 as amended by Amendment 39-5550. Applies to all Model 747 airplanes, certificated in any category. To prevent wheel or tire failure as a result of failure of the wheel bearing, accomplish the following, unless already accomplished: \n\n\tA.\tWithin 100 flight cycles after the effective date of this AD, remove and inspect both the inner and outer wheel bearings, Timken P/N's LM229146 and LM229139, in accordance with the applicable portions of Sections 32-45-01 through 32-45-03 of the Boeing Model 747 maintenance manual. Any wheel bearing found damaged must be replaced with a new or serviceable bearing prior to further flight. \n\n\tNOTE: Serviceable bearings are those Timken bearings, P/N's LM229146 and LM229139, which have been inspected with a close visual inspection and found to have no visible damage (i.e., galling, gouging, spalling, overheat, etc.). \n\n\tB.\tAfter accomplishment of the inspection required by paragraph A., above, reinspectboth the inner and outer wheel bearings in accordance with the schedule below. Any wheel bearing found damaged as a result of the required inspections must be replaced with a new or serviceable bearing before further flight. \n\n\t\t1.\tBearings P/N LM229146 and LM229139, date stamped LS and subsequent, except those identified in subparagraph B.2., below, must be reinspected at intervals not to exceed 100 flight cycles. \n\n\t\t2.\tBearings date stamped LS and subsequent, which are installed on Boeing Model 747SR airplanes which have not incorporated Boeing Service Bulletin 747-32-2272 (which relates to gross weight increase), must be reinspected at intervals not to exceed 200 flight cycles. \n\n\tC.\tInstallation of inner and outer Timken wheel bearings, P/N's LM229147C and LM229140C, constitutes terminating action for the repetitive inspections required by paragraph B., above. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable levelof safety, may be used when approved by the Manager, Seattle 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 an airplane to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tThe service information specified in this AD may be obtained upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. It may also be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-5322 became effective June 13, 1986. \n\tThis amendment, 39-5550, becomes effective February 26, 1987.
2002-05-06: This amendment supersedes an existing airworthiness directive (AD) for Sikorsky Aircraft Corporation Model S-76A helicopters that currently requires a service life limit on certain landing gear parts based on hours time-in-service (TIS). This amendment adds another method of calculating the life limit for certain landing gear parts based on cycles and requires the operator to choose and record the method of calculating the service life of each part in the rotorcraft history or equivalent record. This amendment also requires replacing the part based upon either the maximum hours TIS or the maximum cycles but not both. This amendment is prompted by the need to add flight cycles as a method of calculating the life limit for certain landing gear parts based on fatigue analyses. The actions specified by this AD are intended to add or revise the retirement life for certain landing gear parts to prevent fatigue failure of the landing gear and subsequent loss of control of the helicopter.
87-17-01: 87-17-01 SCHWEIZER AIRCRAFT CORP: Amendment 39-5973. Final copy of priority letter AD issued August 18, 1987. Applies to models (including kit built) SGU 1-7; SGS 2-8 (TG-2); SGS 2-12 (TG-3); SGU 1-19; SGU 1-20; SGU 1-21; SGU 2-22, 2-22A, 2-22C, 2- 22CK, 2-22E, 2-22EK; SGS 1-23, 1-23B, 1-23C, 1-23D, 1-23E, 1-23F, 1-23G, 1-23H, 1-23H15; SGS 1-24; SGS 1-26, 1-26A, 1-26B, 1-26C, 1-26D, 1-26E; SGS 2-32; SGS 2-33, 2-33A, 2- 33AK; SGS 1-34, 1-34R; SGS 1-35C; SGS 1-36 (SPRITE) gliders, certificated in any category. Compliance is required prior to the next flight after the effective date of this AD, unless already accomplished. To prevent the possibility of the tow release assembly creating a jammed condition during towing and subsequent failure of the tow line to release, which could result in a forced landing, accomplish the following: (a) Inspect the tow release installation to determine if any of the following release arms are installed: P/N 1D217-13, 1D222-15, 1D222-17 or 34017D-15. NOTE: The above arms can be identified by a lug which is welded on the front face of the release arm as shown in Figure 1 of Schweizer Service Bulletin (SB) No. SA-005.1, dated January 31, 1988. (b) Tow release installations which have any of the release arms listed in (a) must have the arms replaced in the following manner: P/N 1D217-13 replace with 1D217-09 P/N 1D222-15 replace with 1D222-11 P/N 1D222-17 replace with 1D222-13 P/N 34017D-15 replace with 34017D-11 (c) Perform the operational check in accordance with Figure 4 in Schweizer SB No. SA-001.3, dated January 31, 1988, following release arm replacement. (d) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, New York Aircraft Certification Office, Federal Aviation Administration (FAA), New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. Schweizer Aircraft Corporation SB No's. SA-005.1, and SA-001.3, both dated January 31, 1988, identified and described in this document, 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 from Schweizer Aircraft Corporation, P.O. Box 147, Elmira, New York 14902; telephone (607) 739-3821. These documents may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Docket No. 87-ANE-29, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5973, becomes effective on August 19, 1988, as to all persons except those persons to whom it was made immediately effective by individual priority letter AD 87-17-01, issued August 18, 1987, which contained this amendment.
88-19-10: 88-19-10 CANADAIR: Amendment 39-6020. Applies to Model CL-600-2B16 series airplanes, Serial Numbers 5002 through 5027, certificated in any category. Compliance required as indicated, unless previously accomplished. To preclude erroneous autopilot/flight director ILS operations, accomplish the following: A. Within 48 hours after the effective date of this AD: 1. Insert the following into the Limitations Section of the FAA-approved Airplane Flight Manual (AFM), under paragraph 8.C., Automatic Flight Control System, and notify all crewmembers: "Flight director approaches and autopilot coupled approaches are not permitted without a valid radio altimeter." NOTE: This may be accomplished by inserting a copy of Canadair, Ltd., Airplane Flight Manual PSP 601A-1, Temporary Revision No. 601/13, dated April 6, 1988, into the AFM. 2. Install a placard in the cockpit, visible to the pilot, stating: "FLIGHT DIRECTOR APPROACHES AND AUTOPILOT COUPLED APPROACHES PROHIBITED WITHOUT A VALID RADIO ALTIMETER." B. Installation of Sperry/Honeywell Flight Guidance Computer, P/N 7003974-715, in accordance with Paragraph 2 of Canadair, Ltd., Service Bulletin 601-0276, dated May 10, 1988, constitutes terminating action for the requirements of paragraph A., above, and the temporary AFM revision and placard should be removed. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. NOTE: The request should be forwarded through an FAA Principal Operations Inspector (POI) or Principal Avionics Inspector (PAI), as appropriate, who may add comments and then send it to the Manager, New York Aircraft Certification Office. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Canadair, Ltd., Commercial Aircraft Technical Services, P.O. Box 6087, Station A, Montreal, Quebec H3C 3G9, Canada. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment, 39-6020, becomes effective October 5, 1988.
2022-25-07: The FAA is superseding Airworthiness Directive (AD) 2019-25- 16, which applied to certain Embraer S.A. Model ERJ 170-100 LR, -100 STD, -100 SE, and -100 SU airplanes; and Model ERJ 170-200 LR, -200 SU, -200 STD, and -200 LL airplanes. AD 2019-25-16 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by the determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in AD 2019-25-16 and requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive airworthiness limitations and certain structural modifications, as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2015-17-14: We are adopting a new airworthiness directive (AD) for all Airbus Model A319, A320, and A321 series airplanes. This AD was prompted by reports that during a full scale fatigue test, several broken frames in certain areas of the cargo compartment have been found, especially on the cargo floor support fittings and open tack holes on the left-hand side. This AD requires a rototest inspection of the open tack holes and rivet holes at the cargo floor support fittings of the fuselage, including doing all applicable related investigative actions, and repair if necessary. We are issuing this AD to detect and correct cracking in the open tack holes and rivet holes at the cargo floor support fittings of the fuselage, which could affect the structural integrity of the airplane.
89-03-01 R1: 89-03-01 R1 GOODYEAR: Amendment 39-6103 as revised by Amendment 39-6334. Applicability: 32x8.8R16, 10PR, P/N 328Q08G2 radial tires, with serial dates 8060Gxxx and above, installed on but not limited to ATR-42 aircraft. Compliance: Required as indicated, unless already accomplished. To prevent tire failure, accomplish the following: (a) Remove from service, all tires with serial dates between 8060Gxxx and 8320Gxxx, as follows: (1) Tires which have accumulated 250 or more landings since new on the effective date of this AD, within the next 50 landings. (2) Tires which have accumulated less than 250 landings since new on the effective date of this AD, at or prior to accumulating 300 landings. (3) Tires for which no landing record has been maintained, within the next 50 landings. (b) Remove from service, all tires with serial dates 8340Gxxx and above, as follows: (1) Tires which have accumulated 250 or more landings since new on the effective date of this AD, within the next 150 landings. (2) Tires which have accumulated less than 250 landings since new on the effective date of this AD, at or prior to accumulating 400 landings. (3) Tires for which no landing record has been maintained, within the next 150 landings. NOTES: (1) Tires with serial dates 8060Gxxx and above may be used as replacements subject to the restrictions of paragraphs (a) and (b) above. Tires with serial dates prior to 8060Gxxx are approved without restrictions. (2) Goodyear Alert Service Bulletins 32-001, dated December 5, 1988, and 32-002, Revision 1, dated July 14, 1989, apply to this AD. (c) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Boston Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. This AD revises AD 89-03-01, Amendment 39-6103 (54 FR 1342; January 13, 1989) which became effective on February 12, 1989. This amendment (39-6334, AD 89-03-01 R1) becomes effective on November 13, 1989.
2002-05-03: This amendment supersedes an existing airworthiness directive (AD), that is applicable to General Electric Company (GE) CF6-6, CF6- 45, and CF6-50 series turbofan engines, that currently requires revisions to the Time Limits Section of the manufacturer's Instructions for Continued Airworthiness (ICA) to include required inspection of selected critical life-limited parts at each piece-part exposure. This amendment modifies the airworthiness limitations section of the manufacturer's manual and an air carrier's approved continuous airworthiness maintenance program to incorporate additional inspection requirements. A Federal Aviation Administration (FAA) study of in- service events involving uncontained failures of critical rotating engine parts has indicated the need for mandatory inspections. The mandatory inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
2022-22-10: The FAA is superseding Airworthiness Directive (AD) 2020-21- 11, which applied to certain Airbus SAS Model A318 series airplanes; Model A319-111, -112, -113, -114, -115, -131, -132, -133, -151N, and - 153N airplanes; and Model A320 and A321 series airplanes. AD 2020-21-11 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in AD 2020-21-11 and requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
90-13-04: 90-13-04 SAAB-SCANIA: Amendment 39-6631. Docket No. 90-NM-16-AD. Applicability: Model SF-340A series airplanes, Serial Numbers 004 through 108, inclusive, certificated in any category. Compliance: Required prior to the accumulation of 16,000 landings or within 30 days after the effective date of this AD, whichever occurs later, unless previously accomplished. To prevent fatigue damage and reduced structural integrity of the wings, accomplish the following: A. Remove the four fasteners in the lower part of the wing/fuselage attachment fitting at Wing Station 42.3 (left and right wings), enlarge the holes, and inspect for cracks using a non-destructive testing method (eddy current), in accordance with SAAB-Scania Service Bulletin 340-57-017, dated December 1, 1989. 1. If no cracks are found, prior to further flight, install oversize fasteners in accordance with the service bulletin. 2. If cracks are found, prior to further flight, further enlarge theholes and install oversize fasteners, in accordance with the service bulletin. The holes may be enlarged up to 0.264/0.262 inch (6,706/6,655 mm). 3. If cracks are still found following the maximum reaming allowed, repair prior to further flight, in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directivewho have not already received the appropriate service documents from the manufacturer may obtain copies upon request to SAAB-Scania, Product Support, S- 581.88, Linkoping, Sweden. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6631, AD 90-13-04) becomes effective on July 23, 1990.
2002-04-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-600, -700, -700C, and -800 series airplanes, that requires a one-time inspection of certain fasteners in rudder pedal housings to determine if pan-head fasteners are installed, and replacement of existing fasteners with improved fasteners, if necessary. The actions specified by this AD are intended to prevent loss of free movement of the rudder pedals, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
89-07-17: 89-07-17 MCDONNELL DOUGLAS: Amendment 39-6169. \n\n\tApplicability: Model DC-9 series, Model DC-9-80 series, Model MD-88, and C-9 (military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect center tank fuel pump failures, accomplish the following: \n\n\tA.\tWithin 10 calendar days after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to add the following, and provide to flight crews. This may be accomplished by inserting a copy of this AD in the AFM: \n\n\t\tSECTION I - LIMITATIONS \n\n\t\tFUEL MANAGEMENT \n\n\t\tAdd the following wording at the beginning of this section: "Prior to engine start on any flight where center tank fuel is present and will be needed for that route segment, the center tank fuel pumps must be individually checked to verify pump operation. This must be accomplished by observing that both inlet fuel pressure low lights extinguish when each individual center tank pump is activated. \n\n\t\tNOTE: Center tank pumps on aircraft with a center tank fuel pump low pressure warning system installed are not required to be checked in accordance with these procedures." \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\tNOTE: The request should be forwarded through an FAA Principal Operations Inspector (POI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tThis amendment (39-6169, AD 89-07-17) becomes effective on May 4, 1989.
2002-05-01: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-100, 747-200, 747-300, 747SP, and 747SR series airplanes powered by Pratt & Whitney JT9D-3 or JT9D-7 series engines. That AD currently requires inspections of the vertical chords of the aft torque bulkhead of the outboard nacelle struts, corrective action, if necessary, and a modification of the vertical chords, which ends the inspections. This amendment will reduce the compliance time and repetitive intervals for the currently required inspections. These actions are necessary to prevent cracking of the vertical chords adjacent to the lower spar fitting, which could result in separation of the diagonal brace load path. Continued operation with a separated diagonal brace load path increases loads on the upper link, midspar fitting, and dual side links, which could result in separation of the strut and engine from the airplane. These actions are intended to address the identified unsafe condition.
2020-03-20: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model MD-11, MD-11F, and 717-200 airplanes, all Model 737-8 and 737-9 airplanes, all Model 737-600, -700, -700C, - 800, -900, and -900ER series airplanes, certain Model 747-400 and 747- 400F series airplanes, certain Model 757 and 767 airplanes, and all Model 777 airplanes. This AD requires revising the existing airplane flight manual (AFM) to include a limitation to prohibit operations that require less than 0.3 required navigational performance (RNP) within a specified area for airplanes having a certain multi-mode receiver (MMR) with certain software installed. This AD was prompted by reports of the loss of global positioning system (GPS) data or degraded GPS positional accuracy while using a certain MMR. The FAA is issuing this AD to address the unsafe condition on these products.
2015-17-17: We are adopting a new airworthiness directive (AD) for all Pratt & Whitney (PW) PW4164-1D, PW4168-1D, PW4168A-1D and PW4170 engines, and certain PW4164, PW4168, and PW4168A turbofan engines. This AD was prompted by fuel nozzle-to-fuel supply manifold interface fuel leaks. This AD requires inspecting fuel nozzles for signs of leakage, replacing hardware as required, and torqueing to specified requirement. We are issuing this AD to prevent fuel leaks which could result in engine fire and damage to the airplane.