This AD requires repetitive detailed inspections for damage on the fuselage skin at certain frames, and applicable related investigative and corrective actions.
In the last decade, most of the big U.S. airlines have shifted major maintenance work to places like El Salvador, Mexico, and China, where few mechanics are F.A.A. certified and inspections have no teeth.
BY JAMES B. STEELE
Not long ago I was waiting for a domestic flight in a departure lounge at one of the crumbling midcentury sheds that pass for an American airport these days. There were delays, as we’ve all come to expect, and then the delays turned into something more ominous. The airplane I was waiting for had a serious maintenance issue, beyond the ability of a man in an orange vest to address. The entire airplane would have to be taken away for servicing and another brought to the gate in its place. This would take a while. Those of us in the departure lounge settled in for what we suspected might be hours. From the window I watched the ground crew unload the bags from the original airplane. When the new one arrived, the crew pumped the fuel, loaded the bags, and stocked the galley. It was a scene I’d witnessed countless times. Soon we would board and be on the way to our destinations….Please read the article
Apex Inspections Inc. will be attending the NBAA 2015 Convention in Las Vegas, NV this November.
We hope to see everyone there for the Convention!
SUMMARY: We are superseding Airworthiness Directive (AD) 2003-13-01 for certain The Boeing Company Model 767 airplanes. AD 2003-13-01 required an inspection to detect cracks and fractures of the outboard hinge fitting assemblies on the trailing edge of the inboard main flap, and follow-on and corrective actions if necessary. For certain airplanes, AD 2003-13-01 required an inspection to determine if a tool runout option has been performed in the area. This new AD reduces certain compliance times, adds airplanes to the applicability, and provides optional terminating action for certain inspections. This AD was prompted by reports of hinge assembly fractures found before certain required compliance times in AD 2003-13-01. We are issuing this AD to prevent the inboard aft flap from separating from the wing and potentially striking the airplane, which could result in damage to the surrounding structure and potential personal injury.
SUMMARY: We are adopting a new airworthiness directive (AD) for certain Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 188 series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the upper and lower wing skin planks at the attachment of the main landing gear (MLG) ribs at certain wing-stations are subject to widespread fatigue damage (WFD). This AD requires an inspection (for cracking) and modification of the chordwise fastener rows of the upper and lower wing planks at the attachments to the MLG ribs at certain wing-stations. We are issuing this AD to prevent fatigue cracking of the upper and lower wing skin planks at the attachment of the MLG ribs, which could result in failure of the wing.
(g) Inspection, Modification, and Corrective Action At the later of the times specified in paragraphs (g)(1) and (g)(2) of this AD: Remove the chord-wise fastener rows of the upper and lower wing planks at the attachments to the MLG ribs at wing-station (WS) 167 and WS 209; do a bolt-hole eddy current (BHEC) inspection to detect cracking of the fastener rows; and replace the original fasteners with new, first oversize fasteners; in accordance with the Accomplishment Instructions of Lockheed Martin Electra Service Bulletin 88/SB-721, dated April 30, 2014. If any cracking is found during any inspection required by this paragraph: Before further flight, repair the cracking, in accordance with the Accomplishment Instructions of Lockheed Martin Electra Service Bulletin 88/SB-721, dated April 30, 2014.