Results
2013-09-01: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 737-200, -200C, -300, -400, and - 500 series airplanes. That AD currently requires a one-time mid- frequency eddy current (MFEC) inspection, a low-frequency eddy current (LFEC) inspection, and a detailed inspection for damage or cracking of stringer S-4L and S-4R lap joints and stringer clips between body station (BS) 540 and BS 727, and follow-on inspections and repair if necessary. This new AD instead requires repetitive external eddy current inspections for cracking of certain fuselage crown lap joints, and corrective actions if necessary; internal eddy current and detailed inspections for cracking of certain fuselage crown lap joints, and repair if necessary; and detailed inspections of certain stringer clips, and replacement with new stringer clips if necessary. This AD also adds airplanes to the applicability. This AD was prompted by reports of cracking of the lap joint lowerrow. We are issuing this AD to detect and correct cracking of the fuselage lap joints, which could result in sudden decompression of the airplane.
2022-09-06: The FAA is superseding Airworthiness Directive (AD) 2021-13- 06, which applied to certain Airbus SAS Model A350-941 and -1041 airplanes. AD 2021-13-06 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. Since the FAA issued AD 2021-13- 06, the FAA has determined that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in AD 2021-13-06 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.
98-23-03: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model SA 330F, G, and J helicopters, that requires removing and replacing each tail rotor electrical bonding braid (bonding braid). This amendment is prompted by an in-service report of the failure of a bonding braid. The actions specified by this AD are intended to prevent failure of a bonding braid due to fatigue, resulting impact with the tail rotor blades, and subsequent loss of control of the helicopter.
93-08-16: 93-08-16 PRATT & WHITNEY: Amendment 39-8564. Docket 92-ANE-06. Supersedes AD 90-20-11, Amendment 39-6682. Applicability: Pratt & Whitney PW4050, PW4052, PW4056, PW4060, and PW4060A model turbofan engines equipped with electronic engine control (EEC) Part Numbers 50D437, 50D821, 50D823, 51D011, and 51D012, installed on but not limited to Boeing 747 and 767 aircraft. Compliance: Required within 30 calendar days after the effective date of this airworthiness directive (AD), unless accomplished previously. To prevent a high pressure compressor (HPC) failure caused by excessive blade tip to airseal interference, which can result in total loss of engine thrust, accomplish the following: (a) Incorporate the requirements of Boeing Commercial Airplanes Alert Service Bulletin (ASB) 747-73A2055, dated June 8, 1990, on PW4000 powered Boeing 747-400 aircraft, so that the minimum inflight rotational speed (rpm) of the low pressure rotor is limited to Approach Idle rpm. (b) Incorporate the requirements of Boeing Commercial Airplanes ASB 767-73A0033, dated June 5, 1990, on PW4000 powered Boeing 767-200/-300 aircraft, so that the minimum inflight rotational speed of the low pressure rotor inflight is limited to Approach Idle rpm. (c) 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, Engine Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (d) 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. (e) The modification shall be done in accordance with the following Boeing service documents: Document No. Pages Revision Date ASB 747-73A2055 1-10 Original June 8, 1990 Total pages: 10 ASB 767-73A0033 1-12 Original June 5, 1990 Total pages: 12 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 October 1, 1990 (55 FR 37316, September 11, 1990). Copies may be obtained from Boeing Commercial Airplanes, Post Office Box 3707, Seattle, WA 98124-2207. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on July 12, 1993.
2013-09-02: We are superseding two existing airworthiness directives (AD) that apply to certain The Boeing Company Model 737-100, -200, -200C, - 300, -400, and -500 series airplanes. Those ADs, for certain airplanes, currently require repetitive inspections of the flap track of the wing outboard flap, and corrective actions if necessary; and eventual rework of the flap track assembly and rear spar attachments. For certain airplanes, this new AD adds repetitive inspections, scheduled overhauls, correct alignment during installation, and repetitive maintenance of the flap track, and corrective actions if necessary. This new AD also adds airplanes to the applicability. This AD was prompted by reports that the work sequence and procedures used during installation of replacement tracks could cause loose or cracked tracks. We are issuing this AD to detect and correct cracking and damage in the flap track, which could cause loss of the outboard trailing edge flap and consequent reduced controllability of the airplane.
98-23-06: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Aircraft Engines (GEAE) CJ610 series turbojet and CF700 series turbofan engines. This action requires operators to remove and replace with serviceable parts unapproved combustion liner assemblies prior to further flight. This amendment is prompted by findings that unapproved combustion liner assemblies are installed on the affected engines. The actions specified in this AD are intended to prevent combustor liner cracking at multiple locations, progressing to liner fragmenting and combustor casing burnthrough, which could result in an engine fire.
62-04-01: 62-04-01 FAIRCHILD: Amdt. 399 Part 507 Federal Register February 17, 1962. Applies to all F-27 Series aircraft. Compliance required as indicated. Due to the failure of several main landing gear drag strut attaching bolts, the following is required on aircraft having accumulated 300 or more landings. (It will be necessary for operators to maintain a record of landings in order to ascertain compliance with this AD. If past records are unavailable, the number of landings prior to this AD may be estimated.) (a) Within the next 50 landings after effective date of this AD unless already accomplished within the past 100 landings: (1) Remove the bolts, Dowty P/N's 9017Y11 and 9027Y7, and inspect for cracks, using magnetic particle or dye penetrant methods, or FAA approved equivalents. Cracks emanate from the center grease hole and progress around the bolt circumference. Replace cracked bolts prior to further flight either with the original type bolts, nuts, and washers, or the following: (i) For the upper bolt, P/N 9017Y11, substitute any one of the following or FAA-approved equivalent: Dowty bolt, P/N 200-021.064; NAS 630-38 bolt with one NAS 143-10C washer under the bolt head, one NAS 143-10 washer under the nut, and an AN-310-10 or AN320-10 nut; or Dowty bolt P/N 200021.267, with lock plate P/N 200021.255, washer P/N BS/SP13-Q, and nut P/N A.103-LS. Dowty lock plate P/N 200021.255 must be connected to Fairchild P/N 27-502033-11 with an AN 173-11A bolt and an AN365-1032 nut as shown in Fairchild Service Bulletin 32-44 revised January 23, 1962, or FAA-approved equivalent. Where an NAS 630-38 bolt is not available, longer NAS 630 bolt lengths may be used, with NAS 143-10 washers under the nut, provided proper clearances are maintained. (ii) For the lower bolt, P/N 9027Y7, substitute either of the following, or FAA-approved equivalent: Dowty bolt, P/N 200-200042.627, with washer P/N BS/SP16-Q, nut P/N SP878-2, bushing P/N 200021.347, grease adapter P/N 200021.348, nipple P/N MS15001-1 and split pin P/N BS/SP.9C10 or cotter pin P/N AN381-4-22, installed in accordance with Fairchild Service Bulletin No. 32-44, revised January 23, 1962; or NAS 632-60 bolt with one NAS 143-12C washer under the bolt head and an AN310-12 or AN320-12 nut. Where an NAS 632-60 bolt is not available, longer NAS 632 bolt lengths may be used with NAS 143-12 washers under the nut provided proper clearances are maintained. (2) Drill a 0.141-inch diameter hole for a cotter pin in the NAS bolts listed in (a)(i) and (ii). Coat each NAS bolt with MIL-G-3278A grease before installing, and tighten nut to fit snug. (b) Oil NAS bolts daily with SAE 20 motor oil without removing. (c) If NAS bolts are installed inspect using the magnetic particle or dye penetrant methods or FAA approved equivalents, and regrease every 300 landings from the date of installation. Replace cracked bolts in accordance with (a)(1). (d) If no cracksare evident in the existing bolts, P/N's 9017Y11 and 9027Y7, they may be reinstalled. Thereafter, remove and inspect the bolts per (a)(1) at intervals of 150 landings from the date of reinstallation. (e) If Dowty bolts, P/N 200021.064, or new original bolts, Dowty P/N 9017Y11 or 9027Y7 are used, further inspection is not required until the bolts have accumulated 300 landings. Thereafter, remove and inspect the bolts for cracks, using the magnetic particle or dye penetrant methods or FAA approved equivalent at intervals of 150 landings. Replace cracked bolts in accordance with (a)(1). (f) If Dowty bolts, P/N 200021.267, are used, inspect bushing P/N 27-502046-3 or FS- 10381410-77 whichever is installed in the nacelle fitting P/N 27-502033-11, and the drag strut bushing P/N D7761Y7. If the bushing-bolt clearance does not exceed 0.004 inch, subsequent inspection of the bolts for cracks using the magnetic particle or dye penetrant methods or FAA approved equivalents shall be within 3,000 landings and every 300 landings thereafter. Replace cracked bolts in accordance with (a)(1). The bushings are to be inspected at each bolt inspection. If bolt-bushing clearance is more than 0.004 inch but less than 0.006 inch subsequent inspection of the bolts and bushings shall be within each 300 landings until the bushings are replaced. After replacement of the bushing the next repetitive inspection of the bolts and bushings shall be within 3,000 landings after installation of the bolts and thereafter within each 300 landings. Whenever the bushing-bolt clearance exceeds 0.006 inch replace the bushing prior to further flight except ferry flight in accordance with the provisions of CAR 1.75. Replace bushings with a bushing of the same part number or FAA approved equivalent. (g) If Dowty bolts P/N 2.00042.627 are used, inspect bushings P/N 2.00021.347 and D9027Y8 which are installed in the drag strut fitting P/N 2.00021.345 or C9017Y9. If the bushing-bolt clearance doesnot exceed 0.0035 inch subsequent inspection of the bolts for cracks using the magnetic particle or dye penetrant methods or FAA approved equivalents shall be within 5,000 landings and every 300 landings thereafter. Replace cracked bolts in accordance with (a)(1). The bushings are to be inspected at each bolt inspection. If bolt-bushing clearance is more than 0.0035 inch but less than 0.006 inch subsequent inspection of the bolts and bushings shall be within each 300 landings until the bushings are replaced. After replacement of the bushing the next repetitive inspection of the bolts and bushings shall be within 5,000 landings after installation of the bolts and thereafter within each 300 landings. Whenever the bushing-bolt clearance exceeds 0.006 inch replace the bushing prior to further flight except ferry flight in accordance with the provisions of CAR 1.75. Replace bushings with a bushing of the same part number or FAA approved equivalent. Upon request of the operator, an FAAmaintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Fairchild Service Bulletin 32-44, revised January 23, 1962, covers this subject.) This supersedes AD 61-15-3. This directive effective February 17, 1962. Revised March 16, 1962.
88-11-06: 88-11-06 THE ENSTROM HELICOPTER CORPORATION: Amendment 39-5920. Applies to Enstrom Model F28 series helicopters, certificated in any category, equipped with horizontal stabilizer center spar, P/N 28-11222 (Airworthiness Docket 88-ASW-5). Compliance is required as indicated, unless already accomplished. To detect cracks in the horizontal stabilizer attachments thereby preventing possible failure which could result in loss of control of the helicopter, accomplish the following: (a) Prior to the first flight of each day after the effective date of this AD, conduct the following-- (1) Check both the left and right stabilizer security by applying a light up and down load at the tip of the stabilizer (i.e., approximately 3 lbs.); (2) Check for deflection and/or looseness; and (3) If a stabilizer deflects or is loose, comply with paragraph (b)(1) through (b)(10) of this AD, before next flight. NOTE: The checks may be performed by the pilot andmust be recorded in accordance with FAR 43.9. (b) Within the next 10 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours' time in service from the last inspection, accomplish the following: (1) Remove the left and right stabilizer assemblies P/N 28-20100, from the center spar, P/N 28-11222. Remove the inspection panel on the left side of the tailcone. Remove the bolts securing the spar to the tailcone and remove the spar from the tailcone. NOTE: Mark spar position left, right, top, etc., prior to removal so that on reinstallation the spar will be repositioned correctly. (2) Visually inspect the attachment fittings for burrs, fretting, or cracks. NOTE: Particular attention should be directed to the spar attachment area around all drilled holes. (3) Replace cracked fittings before next flight. Repair cracked sheet per standard practice, or replace with airworthy parts before next flight.(4) Measure the center spar wall thickness one time. Replace any center spar having a wall thickness less than 0.044 inch with an airworthy spar and comply with paragraph (b)(8) of this AD prior to the next flight. (5) If the center spar thickness is 0.044 inch or greater, inspect the spar for cracks using a magnetic particle or dye penetrant inspection method and a 10-power or higher magnifying glass. NOTE: Particular attention should be directed to the spar area around all drilled holes and if a crack is found, replace the spar with an airworthy part before next flight. (6) Inspect the stabilizer spar trailing edge attachment clips, P/N 28- 20106, for cracks using a dye penetrant inspection or a visual inspection using a 10-power or higher magnifying glass. If a crack is found, replace the clip with an airworthy part before next flight. (7) Inspect the center spar (particularly in areas of dissimilar metal contact) for corrosion. A spar with corrosion depth greater than 0.005 inch must be replaced before next flight. Surface corrosion may be removed with 320 grit emery paper. Protect bare areas using a light coat of epoxy primer (DeSoto 593X300 or equivalent). (8) Install the center spar in its proper relative position to the tail cone. Whenever a new spar is installed, it must be match-drilled to the tailcone and stabilizers for proper incidence. Remove, deburr all holes, and protect all bare surfaces with epoxy primer prior to final assembly. (9) Install the horizontal stabilizer using airworthy parts. NOTE: A light coat of lubricant (LPS 500 or equivalent) on the outside of the spar and the inside of the fittings will aid in assembly. (10) Record the rotorcraft's weight and balance change as appropriate. NOTE: Changing from a 0.035-inch to a 0.049-inch nominal wall thickness center spar causes a weight increase of 0.37 lb. at longitudinal station 270.0. (c) An alternate method of compliance with this AD, which provides an equivalent level of safety, may be used when approved by the Manager, Chicago Aircraft Certification Office, Federal Aviation Administration, 2300 E. Devon Ave., Des Plaines, IL. 60018. NOTE: Enstrom Service Bulletin No. 0076, dated December 15, 1987, pertains to this AD. This amendment 39-5920 supersedes AD 72-04-04, Amendment 39-1395, as amended by Amendment 39-2884. This amendment 39-5920 becomes effective May 31, 1988.
89-02-10 R1: 89-02-10 R1 HONEYWELL, INC.: Amendment 39-6116 as revised by Amendment 39-6319. (Docket No. 89-NM-44-AD) Applies to Sperry FMZ-800 Flight Management System (FMS) navigation computers, part numbers 7004402-801, -811, or -832. These FMS computers are known to be or have been installed in, but not limited to, Avions Marcel Dassault Model Mystere-Falcon 900, British Aerospace Model BAe-125-800A, Canadair Model CL-601, and Gulfstream Model G-IV series airplanes. Compliance: Required as indicated, unless previously accomplished. To prevent FMS position jumps while crossing the 180 degree meridian, accomplish the following: A. Within 15 days after February 6, 1989 (the effective date of Amendment 39-6116), on aircraft equipped with three inertial reference systems (IRS), add the following to the Limitations Section of the FAA-approved Airplane Flight Manual (AFM), or the FAA-approved Airplane Flight Manual Supplement (AFMS). This may be accomplished by inserting a copy of this AD in the AFM or AFMS. IF FLIGHT ACROSS THE 180 DEGREE MERIDIAN IS INTENDED, THE THIRD INERTIAL REFERENCE SYSTEM MUST BE OPERATED IN THE "ATT" MODE. B. Within 60 days of the effective date of this amendment, regardless of the number of IRS's installed, replace the FMS navigation computers, as follows: 1. Replace Honeywell P/N 7004402-801 (software configuration DEL-8N) computers with P/N 7004402-803 (software configuration DEL 10J), -804, -806, or -906 (software configuration NZ-8804) computers. 2. Replace Honeywell P/N 7004402-811 (software configuration DEL-9S) computers with P/N 7004402-813 or -903 (software configuration DEL-10P) computers. 3. Replace Honeywell P/N 7004402-832 (software configuration DEL-9T) computers with P/N 7004402-833 or -904 (software configuration NZ-8801) computers. After these replacements have been accomplished on those aircraft with three IRS's, the AFM or AFMS limitation, required by paragraph A., above, may beremoved, and the third IRS may be operated normally. 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, Los Angeles Aircraft Certification Office, 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, Los Angeles 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. This amendment (39-6319) amends Amendment 39-6116, AD 89-02-10 which became effective on February 6, 1989. This amendment (39-6319) becomes effective on October 14, 1989.
2013-04-08 R1: We are revising an airworthiness directive (AD) for certain Diamond Aircraft Industries GmbH Models HK 36 R, HK 36 TS, and HK 36 TTS powered gliders. AD 2013-04-08 required replacement of each elevator bell crank assembly and elevator bell crank mount. This AD retains the actions of AD 2013-04-08 but decreases gliders in the Applicability by removing the Model H-36 from the Applicability. This AD was prompted by reports of installation of an unsuitable self- locking nut on the bell crank of the elevator push rod that can cause failure of the elevator, resulting in loss of control. We are issuing this AD to correct the unsafe condition on these products.