Results
2010-02-07: This amendment supersedes an existing airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters. The existing AD requires certain inspections of a main rotor blade (blade) manufactured under a Parts Manufacturer Approval under Supplemental Type Certificate (STC) SH778GL. The AD requires inspecting each affected root end bolt (bolt) and bolt-hole for corrosion or a crack on the blade root end fitting (fitting) or in a bolt-hole. For certain serial-numbered blades, the AD also requires a one-time pull test on each fitting and blade root end doubler (doubler) to detect disbonding. This AD requires certain inspections for voids in any doubler or fitting and for paint cracks along the forward and aft edge of the blade fitting. Also, this AD requires inspecting the blade tip weight housing attachment. This AD also requires replacing unairworthy blades with airworthy blades. This amendment is prompted by reports from the STC holder of disbonds atthe fittings, doublers, and the tip weight fitting. The actions specified by this AD are intended to prevent blade failure and subsequent loss of control of the helicopter.
89-13-07: 89-13-07 McDONNELL DOUGLAS: Amendment 39-6239. \n\n\tApplicability: Model DC-9-81, -82, and -87 series airplanes, equipped with Loral Aircraft Braking Systems main landing gear wheels, Part Number 5004320-2, -3, -4, -5, -6, and -7, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent wheel failure, accomplish the following: \n\n\tA.\tPrior to the accumulation of 2,000 landings on the wheel or within the next 350 landings after the effective date of this AD, whichever occurs later, unless the wheel was inspected within the last 700 landings, inspect the wheel assembly for cracks in accordance with Loral Service Bulletin MD 81-32-1, MD-82-32-1, and MD-87-32-1, Revision 1, dated November 15, 1988. \n\n\t\t1.\tIf no cracks are found, replace the key boss screws in accordance with the Loral Service Bulletin. \n\n\t\t2.\tIf crack(s) are found, replace the wheel before further flight. \n\n\tB.\tWithin 90 days after the effective dateof this AD, revise the FAA-approved maintenance program to include inspection of the wheel assembly, and replacement, if necessary, as specified in paragraph A., above, at every fourth tire change or every 1,500 landings, whichever occurs first. \n\n\tC.\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\tNOTE: 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, Los Angeles Aircraft Certification Office. \n\n\tD.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer mayobtain copies upon request to Loral Aircraft Braking Systems, 1204 Massillon Road, Akron, Ohio 44306-4186, Attention: Manager of Product Integrity, Mr. J. B. Wright. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6239, AD 89-13-07) becomes effective on July 24, 1989.
2010-05-03: We are adopting a new airworthiness directive (AD) for all Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD requires one-time detailed and high frequency eddy current inspections for cracks in the wing and horizontal stabilizer side-of-body joints and the fuselage skin circumferential splices, and repair if necessary. This AD also requires, for certain airplanes, repetitive detailed inspections for cracks of the fuselage skin circumferential splices, and repair if necessary. This AD results from Boeing analysis indicating that the wing and horizontal stabilizer side-of-body joints, and the fuselage skin circumferential splices, are susceptible to fatigue cracking due to high cyclic loads on the airplane. We are issuing this AD to detect and correct fatigue cracking at multiple adjacent locations in the subject areas, which could connect to form large cracks and result in reduced structural integrity leading to rapid decompression and consequent loss of control of the airplane.
64-07-01: 64-07-01\tBOEING: Amdt. 702 Part 507 Federal Register March 11, 1964. Applies to All Models 707 and 720 Series Aircraft.\n \n\tCompliance required within the next 1,000 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo eliminate possible inflight electrical fire in the J6 electrical distribution panel as a result of heat generated by a loose terminal on a generator contactor, modify the J6 electrical distribution center as follows: \n\n\t(a)\tRemove the nylon terminal covers from the generator and bus-tie circuit breakers 50086-001, -002 or -003 and external power contactor B102D or B102F. \n\n\t(b)\tReplace the vinyl covered braid connections BAC J40D-30-24 between each generator circuit breaker and bus-tie circuit breaker with No. 4 gauge high temperature wire jumpers manufactured from MIL-W-7139A, Type I, Class A wire, or equivalent. \n\n\t(c)\tReplace capacitors 28F345 with General Electric capacitors 49F2204 (pyranol) or equivalent. \n\n\t(d)\tReplace synchronizing bus radio noise filter capacitors CP53B1EF205K with Sprague Electric 121P20506T13 capacitors (dry metalized paper), or equivalent. \n\n\t(e)\tReroute wiring to the auxiliary negative sequence relays separate from all other wires in the a.c. power shield. \n\n\t(f)\tModifications (a) through (e) shall be accomplished in accordance with Paragraph 3, Modification Data of Boeing Service Bulletin No. 1720, or a method approved by FAA Engineering and Manufacturing Branch Western Region. \n\n\t(Boeing Service Bulletin No. 1720 covers this same subject.) \n\n\tThis directive effective April 13, 1964.
92-22-08 R1: 92-22-08 R1 MCDONNELL DOUGLAS: Amendment 39-8591. Docket No. 93-NM-60-AD. Revises AD 92-22-08, Amendment 39-8394. \n\n\tApplicability: All Model DC-9 series airplanes, including Model DC-9-80 series airplanes, Model MD-88 airplanes, and C-9 (military) airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tNOTE 1: This AD references McDonnell Douglas Document Number MDC K4606, "DC-9/MD-80 Corrosion Prevention and Control Document," Revision 1, dated December 1990 (hereinafter referred to as "the Document"), for corrosion tasks, definitions of corrosion levels, compliance times, and reporting requirements. In addition, this AD specifies inspection and reporting requirements beyond those included in the Document. Where there are differences between the AD and the Document, the AD prevails. \n\n\tNOTE 2: As used throughout this AD, the term "the FAA" is defined differently for different operators, as follows: For thoseoperators complying with paragraph (a) of this AD, "the FAA" is defined as "the Manager of the Los Angeles Aircraft Certification Office (ACO)." For those operators operating under Federal Aviation Regulation (FAR) Part 121 or 129, and complying with paragraph (b) of this AD, "the FAA" is defined as "the cognizant Principal Maintenance Inspector (PMI)." For those operators operating under FAR Part 91 or 125, and complying with paragraph (b) of this AD, "the FAA" is defined as "the cognizant Maintenance Inspector at the appropriate FAA Flight Standards office." \n\n\tNOTE 3: Throughout this AD, the term "Model DC-9 series" is used to refer to all McDonnell Douglas Model DC-9 series airplanes, including Model DC-9-80 series airplanes, Model MD-88 airplanes, and C-9 (Military) airplanes. \n\n\tTo preclude structural failure due to corrosion, accomplish the following: \n\n\t(a)\tExcept as provided in paragraph (b) of this AD, complete each of the corrosion tasks specified in Section 4 of the Document in accordance with the procedures of the Document, and the schedule specified in paragraphs (a)(1) and (a)(2) of this AD. \n\n\tNOTE 4: A "corrosion task," as defined in Section 4 of the Document, includes inspections; procedures for a corrective action, including repairs, under identified circumstances; application of corrosion inhibitors; and other follow-on actions. \n\n\tNOTE 5: Corrosion tasks completed in accordance with the Document before the effective date of this AD may be credited for compliance with the initial corrosion task requirements of paragraph (a)(1) of this AD. \n\n\tNOTE 6: Where non-destructive inspection (NDI) methods are employed, in accordance with Section 4 of the Document, the standards and procedures used must be acceptable to the Administrator in accordance with FAR Section 43.13. \n\n\t\t(1)\tComplete the initial corrosion task of each "corrosion inspection area" defined in Section 4 of the Document as follows: \n\n\t\t\t(i)\tFor aircraft areas thathave not yet reached the "implementation age" (IA) as of one year after the effective date of this AD, initial compliance must occur no later than the IA plus the repeat (R) interval. \n\n\t\t\t(ii)\tFor aircraft areas that have exceeded the IA as of one year after the effective date of this AD, initial compliance must occur within the R interval for the area, measured from a date one year after the effective date of this AD. \n\n\t\t\t(iii)\tFor airplanes that are 20 years old or older as of one year after the effective date of this AD, initial compliance must occur for all areas within one R interval, or within six years, measured from a date one year after the effective date of this AD, whichever occurs first. \n\n\t\t\t(iv)\tNotwithstanding paragraphs (a)(1)(i), (a)(1)(ii), and (a)(1)(iii) of this AD, accomplish the initial task, for each area that exceeds the IA for that area, at a minimum rate of one such area per year, beginning one year after the effective date of this AD. \n\n\tNOTE 7: This paragraph does not require inspection of any area that has not exceeded the IA for that area. \n\n\tNOTE 8: This minimum rate requirement may cause an undue hardship on some small operators. In those circumstances, requests for adjustments to the implementation rate will be evaluated on a case-by-case basis under the provisions of paragraph (h) of this AD. \n\n\t\t(2)\tRepeat each corrosion task at a time interval not to exceed the R interval specified in the Document for that task. \n\n\t(b)\tAs an alternative to the requirements of paragraph (a) of this AD: Prior to one year after the effective date of this AD, revise the FAA-approved maintenance/inspection program to include the corrosion prevention and control program specified in the Document; or to include an equivalent program that is approved by the FAA. In all cases, the initial corrosion task for each "corrosion inspection area" must be completed in accordance with the compliance schedule specified in paragraph (a)(1) of this AD. \n\n\t\t(1)\tAny operator complying with paragraph (b) of this AD may use an alternative recordkeeping method to that otherwise required by FAR Section 91.417 or Section 121.380 for the actions required by this AD, provided it is approved by the FAA and is included in a revision to the FAA-approved maintenance/inspection program. \n\n\t\t(2)\tSubsequent to the accomplishment of the initial corrosion task, extensions of R intervals specified in the Document must be approved by the FAA. \n\n\t(c)\tTo accommodate unanticipated scheduling requirements, it is acceptable for an R interval to be increased by up to 10%, but not to exceed 6 months. The FAA must be informed, in writing, of any such extension within 30 days after such adjustment of the schedule. \n\n\tNOTE 9: Notwithstanding Section 2.1, paragraph 14, of the Document, any extensions to an IA must be approved in accordance with paragraph (h) of this AD. \n\n\t(d)\t(1)\tIf, as a result of any inspection conducted in accordance with paragraph (a) or (b) of this AD, Level 3 corrosion is determined to exist in any area, accomplish either paragraph (d)(1)(i) or (d)(1)(ii) of this AD within 7 days after such determination: \n\n\t\t\t(i)\tSubmit a report of that determination to the FAA and complete the corrosion task in the affected areas on all Model DC-9 series airplanes in the operator's fleet; or \n\n\t\t\t(ii)\tSubmit to the FAA for approval one of the following: \n\n\t\t\t\t(A)\tA proposed schedule for performing the corrosion tasks in the affected areas on the remaining Model DC-9 series airplanes in the operator's fleet, which is adequate to ensure that any other Level 3 corrosion is detected in a timely manner, along with substantiating data for that schedule; or \n\n\t\t\t\t(B)\tData substantiating that the Level 3 corrosion found is an isolated occurrence. \n\n\tNOTE 10: Notwithstanding the provisions of Section 1 of the Document which would permit corrosion which otherwise meets the definition of Level 3 corrosion (i.e., whichis determined to be a potentially urgent airworthiness concern requiring expeditious action) to be treated as Level 1 if the operator finds that it "can be attributed to an event not typical of the operator's usage of other airplanes in the same fleet," this paragraph requires that data substantiating any such finding be submitted to the FAA for approval. \n\n\t\t(2)\tThe FAA may impose schedules other than those proposed, upon finding that such changes are necessary to ensure that any other Level 3 corrosion is detected in a timely manner. \n\n\t\t(3)\tWithin the time schedule approved under paragraph (d)(1) or (d)(2) of this AD, accomplish the corrosion tasks in the affected areas of the remaining Model DC-9 series airplanes in the operator's fleet. \n\n\t(e)\tIf, as a result of any inspection, after the initial inspection, conducted in accordance with paragraph (a) or (b) of this AD, it is determined that corrosion findings exceed Level 1 in any area, within 60 days after such determination a means approved by the FAA must be implemented to reduce future findings of corrosion in that area to Level 1 or better. \n\n\t(f)\tBefore any operator places into service any airplane subject to the requirements of this AD, a schedule for the accomplishment of corrosion tasks required by this AD must be established in accordance with paragraph (f)(1) or (f)(2) of this AD, as applicable: \n\n\t\t(1)\tFor airplanes previously maintained in accordance with this AD, the first corrosion task in each area to be performed by the new operator must be accomplished in accordance with the previous operator's schedule or with the new operator's schedule, whichever would result in the earlier accomplishment date for that task. After each corrosion task has been performed once, each subsequent task must be performed in accordance with the new operator's schedule. \n\n\t\t(2)\tFor airplanes that have not been previously maintained in accordance with this AD, the first corrosion task for each area to beperformed by the new operator must be accomplished prior to further flight or in accordance with a schedule approved by the FAA. \n\n\t(g)\tReports of Level 2 and Level 3 corrosion must be submitted at least quarterly to McDonnell Douglas Corporation in accordance with Section 5 of the Document. \n\n\tNOTE 11: Reporting of Level 2 and Level 3 corrosion found as a result of any opportunity inspection is highly desirable. \n\n\t(h)\tAn alternative method 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 (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through the cognizant Maintenance Inspector at the appropriate FAA Flight Standards office, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE 12: Information concerning the existence of approved alternative methods of compliance with this AD, ifany, may be obtained from the Los Angeles ACO. \n\n\t(i)\tSpecial 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. \n\n\t(j)\tReports of corrosion inspection results required by this AD have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. \n\n\t(k)\tThe completion of the corrosion tasks shall be done in accordance with McDonnell Douglas Document Number MDC K4606, "DC-9/MD-80 Corrosion Prevention and Control Document," Revision 1, dated December 1990. This incorporation by reference was approved previously by the Director of the Federal Register, in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51, as of January 12, 1993 (57 FR 57895, December 8, 1992). Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(l)\tThis amendment is effective on January 12, 1993.
2021-26-02: The FAA is adopting a new airworthiness directive (AD) for all Gulfstream Aerospace Corporation (Gulfstream) Model GV and GV-SP airplanes. This AD was prompted by the omission of a life limit in the airworthiness limitations section (ALS) of the maintenance manual for a certain main landing gear (MLG) trunnion pin. This AD requires revising the ALS of your existing instructions for continued airworthiness (ICA) or inspection program for the airplane to establish a life limit of 20,000 flight cycles for the affected MLG trunnion pin. The FAA is issuing this AD to address the unsafe condition on these products.
75-05-11: 75-05-11 BOEING: Amendment 39-2113. Applies to all Model 747 Series Airplanes, certificated in all categories. \n\n\tCompliance required as indicated, unless already accomplished. \n\tTo assure flight crew aural warning and visual indication when the leading edge flaps are not fully extended for takeoff, accomplish the following: \n\tWithin five (5) calendar months time after the effective date of this AD, install modifications, in accordance with Boeing Service Bulletin 747-27-2128 dated February 14, 1975, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region to cause:\n \t(a)\tA takeoff configuration warning horn to sound when the leading edge flaps have not been fully extended, and the #3 thrust lever is advanced to a takeoff setting, and the trailing edge flaps are extended to a takeoff setting, and \n\t(b)\tA leading edge flap amber caution light to illuminate on the pilots' panel, when any leading edge flapsets are not in the extended position, and the trailing edge flaps are extended to a takeoff setting. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \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. The documents may also be examined at FAA, Northwest Region, 9010 East Marginal Way, Seattle, Washington 98108. \n\n\tThis amendment becomes effective March 24, 1975.
69-16-02: 69-16-02 BELL: Amdt. 39-812. Applies to Bell Model 206A Helicopters with wire drive P/N 30000649 installed in control system hydraulic actuators P/N 41103750, P/N 41103750-2 or P/N 41103650-005. Compliance required as follows after the effective date of this AD unless already accomplished: 1. For helicopters with 850 hours or more of hydraulic actuator time, compliance is required within the next 25 hours of flight time. 2. For helicopters with less than 850 hours of hydraulic actuator operating time, compliance is required when 875 hours of hydraulic actuator time has been attained. To prevent hazardous forces in the control system resulting from failure of the spool valve wire drive, accomplish the following: Remove all cyclic, collective and directional hydraulic actuators P/N 41103750, 41103750-2, and 41103650-005 and replace with hydraulic research and manufacturing hydraulic actuators P/N 41103750-003 (cyclic and collective) and 41103650-007 (directional). (Bell Helicopter Company Service Bulletin No. 206A 12, dated 7/25/69, pertains to this matter.) This amendment becomes effective on August 6, 1969.
2021-03-03: The FAA is superseding Airworthiness Directives (AD) 2000-23- 26, AD 2018-14-11, and AD 2019-13-04, which applied to ATR-GIE Avions de Transport Regional Model ATR72 airplanes. AD 2019-13-04 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance instructions and airworthiness limitations. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. 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.
90-07-06: 90-07-06 MCDONNELL DOUGLAS: Amendment 39-6551. Docket No. 89-NM-204-AD. \n\n\tApplicability: Model DC-9-10, -20, and -30 series airplanes, equipped with a non-ventral aft pressure bulkhead; as listed in McDonnell Douglas Service Bulletin 52-167, dated August 31, 1989; operating in a passenger or passenger/cargo configuration; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tNOTE: The requirements of this AD become applicable at the time an all-cargo configuration is converted to a passenger or passenger/cargo configuration. \n\n\tTo prevent delayed passenger evacuation through the aft pressure bulkhead emergency exit during an emergency evacuation, accomplish the following: \n\n\tA.\tWithin three months after the effective date of this AD, install a placard with exit opening instructions, in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin 52-167, dated August 31, 1989. \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 Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tC.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90801, ATTN: Director of Publications, C1-L00 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6551, AD 90-07-06) becomes effective on April 30, 1990.