Results
2021-12-13: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-8 and 737-9 airplanes. This AD was prompted by a report that during refueling of the right main tank, if there is a failure of the automatic shutoff system, the refueling panel does not provide the required indication that the automatic shutoff has failed. This AD requires installing a new fuel quantity processor unit (FQPU) and doing an FQPU software check. The FAA is issuing this AD to address the unsafe condition on these products.
81-02-04: 81-02-04 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA (CAGA): Amendment 39-4014. Applies to Models A109 and A109A series helicopters, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent loss of the main rotor blade pitch control, accomplish the following: (a) Before further flight, hand correct the CAGA manuals referenced in paragraphs (a)(1) and (a)(2) by changing the torque value from "500 to 560 Kg, 434 to 486 inch/pound" to "311 to 345 Kg, 275 to 300 inch/pound." (1) CAGA A109/A109A overhaul manual (all change dates), Chapter 65-10- 01, page 240, paragraph 8, subparagraph (e); (2) CAGA A109/A109A maintenance manual (all change dates), Chapter 65-10-03, page 201, paragraph 3; and (3) Retain the hand corrected pages in both manuals until revised replacement pages are available from CAGA. (b) Within the next 25 hours time in service after the effective date of this AD - (1) Remove the mainrotor pitch horn trunion assembly; (2) Permanently remove from service, nut P/N MS 17825-7, and replace with a new nut of the same part number; and (3) Using a 5X magnifying glass, visually inspect the threaded area of P/N 109-0101-09-1, for deformation, distortion, or damage. (c) If as a result of the inspection of the trunion assembly required in paragraph (b)(3) of this AD, no deformation, distortion, damage, or defect is found. (1) Reinstall the main rotor pitch horn trunion assembly in accordance with CAGA A109/A109A overhaul manual, chapter 65.10.01, or an FAA-approved equivalent, using the torque values listed in paragraph (a) of this AD; or (2) Reinstall the main rotor pitch horn trunnion assembly in accordance with CAGA A109/A109A maintenance manual, or an FAA-approved equivalent, using the revised torque values listed in paragraph (a) of this AD; (3) During reinstallation of the main rotor pitch horn trunion assembly, check to insure that there is 0.10 to 0.20 millimeter play between the trunion shoulder and the bearing inner race; and (4) Return the serviceable trunion assembly to service. (d) If as a result of the inspection of the trunion assembly required in paragraph (b)(3) of this AD, deformation, distortion, damage, or defect indicating overtorque is found - (1) Remove the trunion assembly from service; (2) Replace with a new or serviceable trunion assembly of the same part number; and (3) Reinstall the main rotor pitch horn trunion assembly and torque in accordance with paragraph (c)(1) or (c)(2) of this AD. (e) Report defects found to the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Office, c/o American Embassy, Brussels, Belgium. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) (f) 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, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. NOTE: Costruzioni Aeronautiche Giovanni Agusta Service Engineering Department messages LD/7/1815 and LD/7/1845, both dated April 22, 1980, refer to this subject. This amendment becomes effective January 5, 1981, as to all persons except those persons to whom it was made immediately effective by telegraphic AD T80EU-22, issued May 1, 1980, which contained this amendment.
96-07-09: This amendment adopts a new airworthiness directive (AD), applicable to Boeing Model 747-400, 757, and 767 series airplanes, that requires a revision to the Airplane Flight Manual that advises flight crews to monitor the engine indication and crew alerting system (EICAS) for "status" level messages pertaining to impending engine fuel filter bypass. This amendment also requires the installation of upgraded EICAS computers that provide "advisory" level messages to indicate such bypass conditions. This amendment is prompted by a finding that EICAS computers currently installed on these airplanes do not provide an appropriate indication to the flight crew of an impending engine fuel filter bypass condition. The actions specified by this AD are intended to ensure that the flight crew is appropriately aware of conditions involving a severely contaminated airplane fuel system and the associated increased potential for engine power loss.
2004-05-27: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 737-200 series airplanes modified by Supplemental Type Certificate (STC) ST00516AT, that requires removal of the in-flight entertainment (IFE) system installed per that STC. This action is necessary to eliminate the possibility that the airplane crew could be unable to remove power from the IFE system during a non-normal or emergency situation, which could result in the airplane crew's inability to control smoke or fumes in the airplane flight deck or cabin. This action is intended to address the identified unsafe condition.
47-21-16: 47-21-16 REPUBLIC: (Was Mandatory Note 6 of AD-769-2.) Applies to Model RC-3 Aircraft Serial Numbers 5 to 250, Inclusive. To be accomplished not later than the next 25 hours of operation subsequent to July 1, 1947, and in any case not later than September 1, 1947. In order to provide a fuel strainer drain which is leakproof and airtight: 1. Remove the existing drain cock or plug from the fuel strainer located near the right hand wing fairing. 2. Install adapter 17P65058-1 in the strainer and install W7600-1/8 drain cock in the end of adapter. Use seal-lube when installing these parts. (Seabee Service Bulletin No. 7 dated February 5, 1947, covers the same subject.)
68-07-05: 68-07-05 MCDONNELL DOUGLAS: Amendment 39-577. Applies to all DC-3 Series and C-47 Series Airplanes having an Elevator P/N 5115210 incorporating Elevator Ribs P/N 5115210-5 or -9 and Trim Tab Hinge P/N 1141847 (hereinafter referred to as the Elevator Installation). \n\n\tThere have been several reports of cracking of the elevator ribs at the inboard and outboard ends of the trim tab cut-outs referred to above. To preclude failure of the elevator installation due to cracking of the elevator ribs, accomplish the following: \n\n\t(a)\tFor airplanes having The Elevator Installation wherein the elevator rib referred to above has not been reinforced by the addition of a .040 inch thick doubler, visually inspect each elevator rib for cracks within 250 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 250 hours' time in service. \n\n\t(b)\tFor airplanes having the Elevator Installation wherein the elevator rib referred to above has been reinforced by the addition of a .040 inch thick doubler, visually inspect each elevator rib for cracks within 2,500 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 2,500 hours' time in service. \n\n\t(c)\tIf cracks are found in the affected elevator ribs, before further flight (except that the airplane may be flown in accordance with FAR 21.197 to a base where the alteration or maintenance can be accomplished), \n\n\t\t(1)\tFor elevator ribs that are part of The Elevator Installation described in Paragraph (a) of this AD; \n\n\t\t(i)\tReinforce by the addition of a .040 inch thick doubler and rebalance the affected elevator rib in accordance with McDonnell Douglas Service Bulletin No. 244, Section I dated September 23, 1946 or later FAA approved revision. Thereafter inspect in accordance with Paragraph (b) of this AD; \n\n\t\t(ii)\tReplace the affected elevator rib with an elevator rib made of .040 inch thick material; or \n\n\t\t(iii)\tModify the affected elevator rib and reinspect in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(2)\tFor elevator ribs that are part of the Elevator Installation described in Paragraph (b) of this AD, \n\n\t\t(i)\tReplace the affected elevator rib with an elevator rib made of .040 inch thick material; or \n\n\t\t(ii)\tModify the affected elevator rib and reinspect in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tNOTE: Repetitive inspections of elevator ribs made of .040 inch thick material are not required by this AD but should nonetheless be performed in accordance with good maintenance practice. \n\n\tThis supersedes AD 47-02-10 (21 F.R. 9456). \n\n\tThis amendment becomes effective on May 9, 1968.
2021-12-12: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 717-200 airplanes. This AD was prompted by a report of discrepant spoiler assemblies, which have the wrong splice bar installed and lack reinforcing doublers, and by reports that some splice bars were shipped for installation on Model 717-200 airplanes, although they were not eligible for installation on Model 717-200 airplanes and were identified incorrectly with the Model 717-200 splice bar part number. This AD requires a one-time inspection of the left- and right-wing inboard and outboard spoiler assemblies, for the correct configuration of the splice bar and doublers, and repair or replacement if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2004-05-20: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas transport category airplanes, that requires modification of the installation wiring for the electric motor operated auxiliary hydraulic pumps in the right wheel well area of the main landing gear, and repetitive inspections of the numbers 1 and 2 electric motors of the auxiliary hydraulic pumps for electrical resistance, continuity, mechanical rotation, and associated airplane wiring resistance/voltage; and corrective actions if necessary. This action is necessary to prevent failure of the electric motors of the hydraulic pump and associated wiring, which could result in fire at the auxiliary hydraulic pump and consequent damage to the adjacent electrical equipment and/or structure. This action is intended to address the identified unsafe condition.
2011-06-12: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive inspections for cracking of the left and right upper center skin panels of the horizontal stabilizer, and corrective action if necessary. This AD was prompted by a report of a crack found in the upper skin panel at the aft inboard corner of a right horizontal stabilizer. We are issuing this AD to detect and correct cracks in the upper center skin panels of the horizontal stabilizer. Uncorrected cracks might ultimately lead to the loss of overall structural integrity of the horizontal stabilizer.
2011-06-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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: An uncontained engine failure has recently occurred on a Rolls- Royce RB211 Trent 900 involving release of high energy debris and resulting in damage to the aeroplane. Analysis of the available elements from the incident investigation shows that an oil fire in the High Pressure/Intermediate Pressure (HP/IP) structure cavity may have initiated a sequence of events leading to rupture of the drive arm of the IP Turbine (IPT) disc and subsequent overspeed and burst of that same disc. We are issuing this AD to prevent overspeed of the intermediate pressure turbine, which could result in loss of disc integrity, an uncontained failure of the engine, and damage to the airplane.