Results
2005-18-07: The FAA is superseding an existing airworthiness directive (AD), which applies to certain McDonnell Douglas transport category airplanes. That AD currently requires repetitive inspections for cracking of the lower cargo doorjamb corners, and corrective action if necessary. That AD provides for optional terminating action for certain repetitive inspections for certain airplanes. For certain other airplanes, that AD requires modification of the lower cargo doorjamb corners. This new AD adds airplanes to the applicability. The existing AD was prompted by reports of fatigue cracks in the fuselage skin in the lower cargo doorjamb corners; this AD is prompted by the inadvertent omission of certain airplanes from the existing applicability. We are issuing this AD to ensure that the unsafe condition will be addressed on all affected airplanes so that cracking in the lower cargo doorjamb corners is detected and corrected before it can result in rapid decompression of the fuselage and consequent reduced structural integrity of the airplane. \n\nDATES: Effective October 7, 2005. \n\n\tOn April 29, 2004 (69 FR 15234, March 25, 2004), the Director of the Federal Register approved the incorporation by reference of McDonnell Douglas Service Bulletin DC8-53-078, Revision 01, dated January 25, 2001.
97-16-05: This amendment supersedes an existing airworthiness directive (AD), applicable to all Gulfstream Model G-159 (G-I) airplanes, that currently requires repetitive inspections to detect corrosion in the wing planks under the bottom wing center fairings, and repair, if necessary. This amendment requires the installation of a protective paint system which, when accomplished, will allow the inspections to be conducted at longer intervals. This amendment is prompted by the development of a modification that will improve the corrosion resistance of the subject area. The actions specified by this AD are intended to detect and prevent corrosion in the lower skins of the wing center section. If corrosion in this area remains unchecked, it could reduce the integrity of the wing-to-fuselage fitting, and consequently could lead to separation of the wing from the airplane.
96-22-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737 and 747 series airplanes, that requires replacement of Waterman hydraulic fuse assemblies with modified assemblies. This amendment is prompted by reports of failure of hydraulic system A and the standby system, due to corrosion on the magnesium piston of the hydraulic fuse and consequent failure of the fuse to close sufficiently to prevent the loss of hydraulic fluid from the system. The actions specified by this AD are intended to prevent such failure of the fuse, which could result in the failure of one or more hydraulic systems and resultant reduced controllability of the airplane.
98-09-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR72 series airplanes, that requires a one-time high frequency eddy current inspection to detect cracking of the lower fuselage structure, and repair, if necessary. This amendment also requires modification of certain fastener holes in the lower fuselage structure. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent reduced structural integrity of the airplane due to fatigue cracking in the lower fuselage structure.
2011-09-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: * * * * * * * * [S]ome Allowable Damage Limits and Repairs published in SRM Chapters 57-61-12 PB101 and 57-61-12 PB201 were de-validated starting from the SRM revision issued on January 2009. The terminology ``De-validated SRM'' used in this AD text refers to the SRM chapters mentioned above. In order to prevent complete inner aileron split due to possible failure or disbonding of the repairs on the inner aileron panels performed as per ``devalidated SRM'', which may result in flutter coupling of the free aileron part, this AD requires a one time inspection of the inner aileron panels to identify the presence of ``de-validated SRM'' repairs and, if necessary, to apply the associated corrective actions [repair]. The flutter coupling of the free aileron part might result in separation of the aileron from the airplane, degradation of airplane control, and increased workload for the flight crew. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2011-09-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires inspecting the fuselage surface for corrosion and cracking behind the external adapter plate of the antennae installation, and repair if necessary. This AD was prompted by a report of a crack found behind the external adapter plate of the antennae during inspection. Similar cracking was found on two additional airplanes, and extensive corrosion was found on one airplane. We are issuing this AD to detect and correct corrosion and cracking behind the external adapter plate of the antennae of certain damage-tolerant structure, which could result in reduced structural integrity and consequent rapid depressurization of the airplane.
59-10-08: 59-10-08 PIPER: Applies to Models PA-18, PA-18A, PA-20 and PA-22, Aircraft. Compliance required not later than July 15, 1959, for Models PA-18, PA-18A, and PA- 22, and not later than November 30, 1959, for the Model PA-20. Recent occurrences have revealed improper compliance with AD 56-26-02 (Canceled March 24, 1958). Therefore, the tank vents drilled into the gas tank cap must be checked as follows: Insert a 0.030-inch diameter wire into the holes at the bottom of the cap. If the holes are properly drilled the wire can be inserted over 3/4 inch until it hits the inside top of the cap. If the holes are not properly drilled the wire will hit the baffle and only enter approximately 1/4 inch. Also, if the cap has one hole drilled and is marked with an "X" adjacent to the hole, and the cap rattles when shaken, a loose internal rivet is indicated. If either of the latter conditions exist, the following must be accomplished: Rework the fuel tank caps by drilling two additional 0.067 holes 1/4 inch from the existing center hole. Drill through bottom part of cap and baffle only. Check these newly drilled holes with the 0.030-inch diameter wire as outlined above. (This airworthiness directive supplements Piper Service Bulletin No. 148A dated May 29, 1957. The drawings included in this bulletin may be referred to as a guide in reworking the fuel tank caps.)
97-23-14: This amendment adopts a new airworthiness directive (AD), applicable to all Fairchild Model FH-227 series airplanes, that requires revising the Airplane Flight Manual (AFM) to prohibit positioning of the power levers below the flight idle stop during flight, and to add a statement of the consequences of such positioning of the power levers. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines in which the propeller ground beta range was used improperly during flight. The actions specified by this AD are intended to prevent loss of airplane controllability, or engine overspeed and consequent loss of engine power caused by the power levers being positioned below the flight idle stop when the airplane is in flight.
2011-08-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: There have been four reports of loose or detached main landing gear torque link apex pin locking plate and the locking plate retainer bolt. This condition could result in torque link apex pin disengagement, heavy vibration during landing, damage to main landing gear components and subsequent main landing gear collapse. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products. [[Page 20499]]
96-18-16: This amendment adopts a new airworthiness directive (AD), applicable to CFM International (CFMI) CFM56-2/-2A/-2B/-3/-3B/-3C/-5 series turbofan engines, that requires part number reidentification of certain low pressure turbine rotor (LPTR) stub shafts and conical supports, and reduction of the low cycle fatigue (LCF) retirement lives for these reidentified parts. This amendment is prompted by the results of a refined life analysis performed by the manufacturer which revealed minimum calculated LCF lives significantly lower than published LCF retirement lives. The actions specified by this AD are intended to prevent an LCF failure of the LPTR stub shaft and conical support, which could result in an uncontained engine failure and damage to the aircraft.