Results
2013-24-06: We are adopting a new airworthiness directive (AD) for all Thielert Aircraft Engines GmbH TAE 125-01 reciprocating engines. This AD requires applying sealant to close the engine clutch housing (crankcase assembly) opening. This AD was prompted by a report of engine power loss due to engine coolant contaminating the engine clutch. The design of the engine allows the crankcase assembly opening to be susceptible to contamination from external sources. We are issuing this AD to prevent in-flight engine power loss, which could result in loss of control of, and damage to, the airplane.
2013-23-15: We are superseding Airworthiness Directive (AD) 2009-06-02, which applied to certain The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747SR, and 747SP series airplanes. AD 2009-06-02 required repetitive inspections for skin cracks at the shear tie end fastener locations of the fuselage frames, and repair of cracks if necessary. This new AD also requires repetitive inspections for skin cracks next to the shear tie on airplanes with certain existing repair doublers, and corrective actions if necessary. This AD also revises the applicability to include additional airplanes. This AD was prompted by additional cracking found on an airplane not affected by AD 2009-06-02. We are issuing this AD to detect and correct fatigue cracks in the fuselage skin that can propagate and grow, and result in reduced structural integrity and sudden decompression of the airplane in flight.
78-18-02: 78-18-02 MCDONNELL DOUGLAS: Amendment 39-3289. Applies to Model DC-3 Series, DC-3A Series, DC-3C Series, DC-3D, Super DC-3 and R4D Series certificated in all categories, including all military models. \n\n\tCompliance required as indicated. \n\n\tTo minimize the possibility of a jammed elevator control system, due to cable interference accomplish the following: \n\n\t(a)\tWithin the next 25 hours time in service after the effective date of this AD; unless already accomplished within the last 60 days: \n\n\tNOTE: Determine that the elevator control system is properly rigged prior to accomplishment of the inspections required by this AD. \n\n\t\t(1)\tVisually inspect the right and left elevator upper cables and cable fittings for possible interference with the bulkhead frame and channel located just aft of the control column assembly at fuselage station (F.S.) 63 on the DC-3 Series and at F.S. 24 on the Super DC-3. The elevator cable and/or cable fitting must have 3/32 inch minimum clearance relative to the bottom of the cutout hole and both legs of the channel, throughout full cable travel. Pay particular attention to clearance when the elevator horn of the control column is rotated to the lowest point of its movement arc. \n\n\tNOTE: The channel is attached to aft side of bulkhead frame and the upper elevator cables are attached to extreme bottom of control column elevator horn, located forward of the bulkhead frame. Inspection may be accomplished after removal of external access plates on bottom of fuselage, forward and aft of F.S. 63 on DC-3 Series and F.S. 24 on the Super DC-3. \n\n\t\t(2)\tIf existing clearance is less than required by paragraph (a)(1), trim out the cable cutout hole in the bulkhead frame and both legs of the channel to provide a nominal clearance of 1/8 + 1/32 inches using a minimum 1/4 inch corner radius. Break and smooth all edges. \n\n\t(b)\tSpecial flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate airplanes to abase for accomplishment of the inspection required by paragraph (a)(1). \n\n\t(c)\tEquivalent modifications may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective September 6, 1978.
91-22-04: 91-22-04 BOEING: Amendment 39-8064. Docket No. 91-NM-105-AD. \n\n\tApplicability: Model 707/720 series airplanes with a main cargo door, listed in Boeing Service Bulletin 3477, dated July 26, 1990; and Models 727-100C and 727-200F series airplanes, listed in Boeing Service Bulletin 727-52-0142, dated July 26, 1990; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished, or unless the main cargo door has been deactivated in accordance with Boeing Service Bulletin 3311, dated May 26, 1978 (for Model 707/720 series airplanes), or Boeing Service Bulletin 727-29-0053, dated July 8, 1977 (for Model 727 series airplanes). \n\n\tTo prevent inadvertent opening of the main cargo door, accomplish the following: \n\n\t(a)\tWithin the next 30 days after the effective date of this AD, change the operating procedures for the main cargo door to include the following requirements, and thereafter comply with those revised procedures until the inspection required by paragraph (b) of this AD has been accomplished: Prior to takeoff following each operation of the door, conduct a visual verification, through the external viewports, to ensure proper engagement of the latching cams to ensure that the door is fully latched closed. This information must be relayed to and acknowledged by the flight crew. \n\n\t\t(1)\tThe procedures required by this paragraph must be accomplished by a qualified and trained mechanic or flight officer, and the training program must be approved by the FAA Principal Maintenance Inspector (PMI). \n\n\t\t(2)\tDocumentation of compliance with these procedures is required and the method of documentation must be approved by the FAA PMI.\n \n\t(b)\tWithin the next 18 months after the effective date of this AD, perform a visual inspection for wear of the mating surfaces of the pressure relief door hinge fittings and latch cams of the main cargo door, in accordance with Section III, Part I, of the Boeing Service Bulletin 3477, dated July 26, 1990 (for Model 707/720 series airplanes), or Boeing Service Bulletin 727-52-0142, dated July 26, 1990 (for Model 727 series airplanes). \n\n\t\t(1)\tIf wear exceeds the limits specified in the applicable service bulletin: Prior to further flight, replace worn parts, as follows. Do not intermix original configuration parts with modified parts in the same door. \n\n\t\t\t(i)\tReplace worn parts with modified parts in accordance with Section III, Part II, of the applicable service bulletin; or \n\n\t\t\t(ii)\tReplace worn parts with airworthy parts of the original configuration in accordance with FAA-approved procedures. \n\n\t\t(2)\tThe inspection and replacement of parts, if necessary, in accordance with this paragraph constitutes terminating action for the special operating procedures required by paragraph (a) of this AD. \n\n\t(c)\tWithin 36 months after the effective date of this AD, accomplish the following in accordance with Section III, Part II, of Boeing Service Bulletin 3477, dated July 26, 1990 (for Model 707/720 series airplanes), or Boeing Service Bulletin 727-52-0142, dated July 26, 1990 (for Model 727 series airplanes). \n\n\t\t(1)\tReplace the latch cams, \n\n\t\t(2)\tReplace the latch cam bellcranks, \n\n\t\t(3)\tReplace the pressure relief door hinge fittings, and \n\n\t\t(4)\tPerform the operation, control, and door warning system tests. \n\n\t(d)\tFor airplanes on which the main cargo door has been deactivated: \n\n\t\t(1)\tPrior to reactivating the main cargo door, accomplish the inspection required by paragraph (b) of this AD. \n\n\t\t(2)\tWithin the next 18 months after reactivation, or within 36 months after the effective date of this AD, whichever is later, accomplish the requirements of paragraph (c) of this AD. \n\n\t(e)\tThe accomplishment of Section III, Part II, of Boeing Service Bulletin 3477, dated July 26, 1990 (for Model 707/720 series airplanes), or Boeing Service Bulletin 727-52-0142, dated July 26, 1990 (for Model 727 series airplanes), as applicable, constitutes terminating action for the requirements of this AD. \n\n\t(f)\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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(g)\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(h)\tThe inspection and repair requirements shall be done in accordance with Boeing Service Bulletin 3477, dated July 26, 1990, or Boeing Service Bulletin 727-52-0142, dated July 26, 1990, as applicable. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8064, AD 91-22-04) becomes effective on November 29, 1991.
2018-07-09: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), Model CL-600-2D15 (Regional Jet Series 705), Model CL-600-2D24 (Regional Jet Series 900), and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a report of a smoke-in-cabin event due to a non-sustaining electrical fire. This AD requires installation of protective sleeves on the bonding jumper wires of affected galleys and lavatories. We are issuing this AD to address the unsafe condition on these products.
2013-23-13: We are adopting a new airworthiness directive (AD) for certain Airbus Model A300 series airplanes; Model A300 B4-600, B4-600R, and F4- 600R series airplanes; and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). This AD was prompted by a report that cracking was found in area 2 of the frame base fittings between frame 41 and frame 46. This AD requires a check of maintenance records to determine if certain repairs were done in area 1 of the frame base fittings, and, for affected airplanes, a detailed inspection for cracking in area 2 of the frame base fittings between frame 41 and frame 46, and repair if necessary. We are issuing this AD to detect and correct cracking in area 2 of the frame base fittings between frame 41 and frame 46, which could adversely affect the structural integrity of the airplane.
2013-23-08: We are adopting a new airworthiness directive (AD) AQUILA-- Aviation by Excellence AG Model AT01 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as a defective sealing of a tapped through bore hole at the inside of the fuel tank openings in combination with prolonged periods at maximum fuel level. We are issuing this AD to require actions to address the unsafe condition on these products.
2003-13-04: This amendment adopts a new airworthiness directive (AD) that applies to all Pilatus Aircraft Ltd. (Pilatus) Model PC-6 airplanes. This AD requires you to inspect the integral fuel tank wing ribs for cracks and the top and bottom wing skins for distortion, repair any cracks or distortion before further flight, and accomplish a fuel tank ventilating system installation. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified by this AD are intended to detect and correct cracks in the ribs of the inboard integral fuel tanks in the left and right wings, which could lead to wing failure during flight.
2013-23-01: We are adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd & Co KG (RRD) model Tay 620-15, 650-15, and 651-54 turbofan engines. This AD requires a one-time inspection of the high-pressure (HP) air bleed valve operating mechanism and, depending on findings, corrective action. This AD was prompted by excessive deterioration of the HP air bleed valve operating mechanism, which is influencing the aerodynamic fan flutter margin. This condition, if not corrected, could lead to multiple fan blade failure. We are issuing this AD to prevent multiple fan blade failure, which could result in uncontained engine failure and damage to the airplane.
2013-23-05: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.28 Mark 0070 and 0100 airplanes. This AD was prompted by a design review, which revealed that, under certain failure conditions, wiring in the main fuel tank could develop a short circuit that might cause a hot spot on the wiring conduit or puncture the wiring conduit wall. This AD requires installing fuses in the power supply wiring and/or return wiring for various components in the fuel system; and revising the airplane maintenance program by incorporating critical design configuration control limitations. We are issuing this AD to prevent an ignition source in the main fuel tank vapor space, which could result in a fuel tank explosion and consequent loss of the airplane.