Results
2000-08-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727 and 727C series airplanes, that requires one-time inspections of the exterior body skin located at the forward corners of the mid-galley door hinge cutouts to detect cracking, and corrective actions, if necessary. This AD also requires modification of the body skin of the mid-galley door hinge cutouts. This amendment is prompted by a report indicating that, during fatigue testing on a Boeing Model 727 series airplane, a crack was found in the body skin at the lower forward corners of the mid-galley door hinge cutouts due to cabin pressurization cycles. The actions specified by this AD are intended to prevent such fatigue cracking of the body skin, which could result in reduced structural integrity of the fuselage and consequent loss of cabin pressurization.
2000-08-13: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Learjet Model 45 airplanes. This action requires revising the Airplane Flight Manual to provide the flight crew with certain instructions associated with an exterior preflight inspection and ground operations. This amendment is prompted by a report indicating the occurrence of an uncommanded brake application condition that was not annunciated in the cockpit. The actions specified in this AD are intended to provide the flight crew with procedures to detect an uncommanded brake application condition during taxi and takeoff. Such a condition could result in a possible wheel/brake fire and/or a high-speed rejected takeoff.
2018-06-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300 and -500 series airplanes. This AD was prompted by a report indicating that fatigue cracks were found in the lower wing skin of an airplane with winglets installed. This AD requires repetitive inspections for cracking of the lower wing skin, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
2013-11-11: We are superseding AD 2000-04-01 that applies to certain Cessna Aircraft Company (Cessna) Models 172R, 172S, 182S, 182T, T182T, 206H, and T206H airplanes. AD 2000-04-01 currently requires an inspection of the engine oil pressure switch and, if applicable, replacement of the engine oil pressure switch. This AD increases the applicability of the AD, places a life-limit of 3,000 hours time-in- service on the engine oil pressure switch, and requires replacement when the engine oil pressure switch reaches its life limit. This AD was prompted by new reports of internal failure of the engine oil pressure switch, which could result in complete loss of engine oil with consequent partial or complete loss of engine power or fire. We are issuing this AD to correct the unsafe condition on these products.
96-09-04: This amendment supersedes Airworthiness Directive (AD) 90-12-08, which currently requires the following on de Havilland Model DHC-3 airplanes: repetitively inspecting (using dye penetrant methods) the tailplane main rib forward flanges and the main rib forward lower flanges at the tailplane front attachment fitting for cracks and repairing any cracked flange. This AD action will retain the repetitive inspections currently required by AD 90-12-08, and will allow a certain modification as terminating action for these repetitive inspections. This action is prompted by the Federal Aviation Administration's determination that installing new angles and plates on the tailplane root ribs on de Havilland Model DHC-3 airplanes provides an equivalent level of safety to the repetitive inspections required by AD 90-12-08. The actions specified by this AD are intended to prevent failure of the tailplane structure caused by cracked tailplane main rib forward flanges or main rib forwardlower flanges at the tailplane front attachment fitting, which, if not detected and corrected, could result in loss of control of the airplane.
2003-10-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 and -400F series airplanes, that requires initial and, for certain airplanes, repetitive inspections of the rivets in the forward, top, and side panels of the nose wheel well (NWW) for discrepancies; and follow-on inspections and corrective action, if necessary. This amendment also provides eventual terminating action for the repetitive inspections. The actions specified by this AD are intended to find and fix discrepancies of the rivets in the NWW panels, which could result in failure of the rivets and consequent reduced structural integrity of the panels and rapid depressurization of the airplane. This action is intended to address the identified unsafe condition.
2013-12-07: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada (BHTC) Model 407 helicopters with certain tailboom assemblies installed. This AD requires, at specified intervals, inspecting the tailboom assembly for a crack, loose rivet, or other damage. This AD was prompted by a stress analysis of the tailboom skin that revealed that high-stress-concentration areas are susceptible to skin cracking. This condition, if not detected, could result in a crack in the tailboom assembly, failure of the tailboom, and subsequent loss of control of the helicopter.
69-18-04: 69-18-04 ALLISON: Amdt. 39-860. Applies to Allison Models 250-C10 and 250-C18 Series Engines having Gearbox Serial Numbers CAG 20183; CAG 20185; CAG 20193 through CAG 20265; CAG 20508; CAG 21001 through CAG 21395; CAG 21600 through CAG 21706; CAG 21800 through CAG 21803 installed, except those engines modified in accordance with Allison Commercial Engine Bulletin 250 CEB-90, dated August 21, 1969, or later FAA approved revision, or having P/N 6852085 nitrided helical torquemeter shaftgears. COMPLIANCE: Amendment 39-833 effective September 10, 1969. To prevent torquemeter shaftgear failure, accomplish the following: A) Adjust the N1 speed at ground idle so that N2 speed does not exceed 71% RPM. Allison Commercial Service Letter No. 250 CSL-34, dated August 4, 1969, or later FAA approved revision relates to this subject. B) Avoid continuous operation at any flight or ground condition, other than during ground idle or practice autorotation, at engine power turbine speeds (N2) below 98% or above 102% RPM. Allison Commercial Service Letter No. 250 CSL-34, dated August 4, 1969, or later FAA approved revision relates to this subject. *See footnotes. This amendment becomes effective October 18, 1969. *As a result of these operating restrictions, the Rotorcraft Flight Manual and certain powerplant instrument markings for the Bell Model 206A and Hughes Model 369 Series Helicopters in which the affected engines are installed may require revision or modification. The necessary information for such changes is available from the manufacturers of these helicopters. Revision No. 1 dated September 24, 1969, to Allison Commercial Service Letter 250 CSL-34 and Allison Commercial Engine Bulletin 250 CEB-90 is a later FAA approved revision which relates to the subject matter of this airworthiness directive.
2000-08-05: This amendment supersedes an existing airworthiness directive (AD), applicable to Agusta Model A109C and A109K2 helicopters, that currently requires removing the main rotor pitch control link assemblies, measuring the radial play of each upper and lower spherical rod-end bearing (bearing), and replacing any unairworthy bearing. This amendment requires replacing the pitch control link assembly with an assembly that has increased durability and wear resistance. This amendment is prompted by reports of increased helicopter vibration caused by wear of bearings on certain pitch control link assemblies. The actions specified by this AD are intended to eliminate the need for recurring bearing inspections and to prevent failure of a bearing, increased helicopter vibration, and subsequent reduced controllability of the helicopter.
75-22-20: 75-22-20 SIAI-MARCHETTI: Amendment 39-2392. Applies to Models S.205-18/R, - 20/R, and -22/R, S/N's 001 thru 003, 101 thru 399, 4-101 thru 4-282, 4-285, 4-292, 5-302, 5-303 and 5-406; and Model S.208, S/N's 001 thru 003, 1-03 thru 1-15, 2-16 thru 2-27, 2-47 thru 2-50, 4-51, 4-60, 4-61, 4-62, 369, 3-100, 4-231, 4-233, 4-256, 4-257, and 4-258 airplanes, certificated in all categories. Compliance is required as indicated. To prevent possible failure of the landing gear, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, inspect the landing gear actuator attaching fork, P/N 205-6-214-15, for cracks, failure, and fork fin distance in accordance with Instructions, paragraph A., of SIAI Marchetti Service Bulletin, S.B. No. 205B40, dated April 7, 1975, or an FAA-approved equivalent. (b) If the inspection required by paragraph (a) of this AD reveals cracks or failure of the attaching fork, orif the fork fin distance is less than the minimum specified in the service bulletin, Instructions, paragraph a.8., before further flight, replace the landing gear actuator attaching fork, P/N 205-6-214-15, with one of new design, P/N 205-6-214-07, in accordance with Instructions, paragraph b. of SIAI Marchetti S.B. No. 205B40, or an FAA-approved equivalent. (c) If the inspection required by paragraph (a) of this AD reveals no cracks or failures and the fork fin distance is within allowable limits, either - (1) Reinstall the landing gear actuator fork, P/N 205-6-214-15, in accordance with Instructions, paragraph c. of SIAI Marchetti S.B. No. 205B40, or an FAA- approved equivalent; or (2) Install a new landing gear actuator attaching fork, P/N 205-6-214-07, in accordance with Instructions, paragraph b. of SIAI Marchetti S.B. No. 205B40, or an FAA- approved equivalent. This amendment becomes effective October 30, 1975.