Results
66-07-01: 66-07-01\tBOEING: Amdt. 39-204 Part 39 Federal Register March 5, 1966. Applies to Models 707, 720 and 720B Series Airplanes, except Models 707-100 and 707-200 Series Airplanes With Axles Modified in Accordance With Paragraph 3, "Modification Data," of Boeing Service Bulletin 2028, or Later FAA-Approved Revision; Models 707-300, 707-400, 720, and 720B Series Airplanes with Axles Modified in Accordance With the Optional Rework Procedure of Boeing Service Bulletin No. 2221, or Later FAA-Approved Revision; Models 707-100, 707-100B, 707-200, 720 and 720B Series Airplanes with Axles Replaced in Accordance with Boeing Service Bulletin No. 2246, or Later FAA-Approved Revision; Model 707-121B; Model 707-139B; Model 707-131B; Model 707-300B Series Airplanes; Model 707-300C Series Airplanes; and Airplanes Modified to Incorporate Landing Gears With the 4 Brake Rod (Equalized Gear) Configuration. \n\n\tCompliance required as indicated. \n\n\tTo prevent further failures of the main landing gear rear axles due to hydrogen embrittlement or stress corrosion, accomplish the following:\n \n\t(a)\tWithin the next 800 hours' time in service after the effective date of this AD, unless already accomplished, and thereafter at each aft wheel brake change, accomplish the following:\n\n\t\t(1)\tVisually inspect the main landing gear aft axle for corrosion or inadequate lubrication in the region of the brake collar in accordance with paragraph 3, "Inspection Data" of Boeing Service Bulletin 1378 or later FAA-approved revision or an equivalent approved by the Aircraft Engineering Division, FAA Western Region. Remove any corrosion from the axle using the procedure described in the "NOTE" following paragraph 3.d. of Boeing Service Bulletin No. 1378 or later FAA-approved revision and grease the axle as described in paragraph 3.e. of Boeing Service Bulletin 1378 or later FAA-approved revision, before further flight. \n\n\t\t(2)\tOn Models 707-100 and -200 Series airplanes with axles reworked by chrome plating, visually inspect for cracks in the chrome plating, as described in paragraph 3, "Inspection Data" of Boeing Service Bulletin No. 1902 or later FAA-approved revision. If cracks in the chrome plating are found, remove the chrome plate, and rework any defects found in the base metal, before further flight in accordance with the "NOTE" following paragraph 3.d. of Boeing Service Bulletin No. 1902 or later FAA-approved revision applying the rework limits specified in Boeing Service Bulletin No. 1378.\n\n\t(b)\tAfter the effective date of this AD, do not chrome plate the axle, Boeing P/N's 50- 9720, 50-9720-1 and 50-9720-1S, in the area of the inner bearing for the brake collar on 707-100 and -200 Series airplanes. Axles that have been chrome plated before the effective date of this AD may be continued in service.\n \n\t(c)\tUpon request of an operator, an FAA maintenance inspector, with prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals required by this AD to permit compliance at an established inspection period of the operator, if the request contains substantiating data to justify the increase for that operator. \n\n\tThis directive effective April 4, 1966.\n \n\tRevised December 16, 1966.
2009-21-10: We are adopting a new airworthiness directive (AD) for certain AVOX Systems and B/E Aerospace oxygen cylinder assemblies, as installed on various transport airplanes. This AD requires removing certain oxygen cylinder assemblies from the airplane. This AD was prompted by the reported rupture of a high-pressure gaseous oxygen cylinder, which had insufficient strength characteristics due to improper heat treatment. We are issuing this AD to prevent an oxygen cylinder from rupturing, which, depending on the location, could result in structural damage and rapid decompression of the airplane, damage to adjacent essential flight equipment, deprivation of the necessary oxygen supply for the flightcrew, and injury to cabin occupants or maintenance or other support personnel.
92-10-08: 92-10-08 BOEING: Amendment 39-8242. Docket No. 92-NM-77-AD.\n\n\tApplicability: Boeing Model 757-200 series airplanes equipped with Rolls-Royce RB211-535 series engines; as listed in Boeing Alert Service Bulletin 757-78A0030, dated January 31, 1992; certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent in-flight deployment of both thrust reverser sleeves on one engine, which could result in reduced controllability of the airplane, accomplish the following:\n\n\t(a)\tWithin 90 days after the effective date of this AD, replace the restrictor union with a standard union, on each engine strut, in the return port of the thrust reverser directional control valve; and perform a functional test of the thrust reverser system; in accordance with Boeing Alert Service Bulletin 757-78A0030, dated January 31, 1992.\n\n\t(b)\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. The request shall 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(c)\tSpecial 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.\n\n\t(d)\tThe replacement and functional test shall be done in accordance with Boeing Alert Service Bulletin 757-78A0030, dated January 31, 1992. 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 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the FederalRegister, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(e)\tThis amendment becomes effective on June 8, 1992.
90-06-09: 90-06-09 BOEING: Amendment 39-6488. Docket No. 89-NM-60-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Document No. D6-54860, Revision C, dated December 11, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural failure, accomplish the following: \n\n\tA.\tExcept as provided below, prior to reaching the incorporation thresholds listed in Boeing Document No. D6-54860, Revision C, dated December 11, 1989, "Aging Airplane Service Bulletin Structural Modification Program - Model 727" (hereinafter called "the Document"), or within the next 4 years after the effective date of this AD, whichever occurs later, accomplish the structural modifications listed in Section 3 of the Document. Modifications for which the incorporation threshold is identified in the Document as a specific date must be accomplished by that date in lieu of the 4 years specified in this paragraph. \n\n\tNOTE: The modifications required by this paragraph do not terminate the inspection requirements of any other AD unless that AD specified that any such modification constitutes terminating action of the inspection requirements.\n \n\tB.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: 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, Seattle Aircraft Certification Office. \n\n\tC.\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\tThe modifications shall be done in accordance with Boeing Document D6-54860, Revision C, dated December 11, 1989, "Aging Airplane Service Bulletin Structural Modification Program - Model 727." 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 Airplanes, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington; or at the Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington; or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, D.C. \n\n\tThis amendment (39-6488, AD 90-06-09) becomes effective on April 17, 1990.
91-25-10: 91-25-10 MCDONNELL DOUGLAS: Amendment 39-8111. Docket No. 91-NM-229-AD. \n\n\tApplicability: Model DC-10-10 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the forward lower pressure bulkhead and consequent rapid decompression of the airplane, accomplish the following: \n\n\t(a)\tWithin 40 landings or 10 days after the effective date of this AD, whichever occurs earlier, unless previously accomplished within the last 210 landings, conduct a visual inspection of the forward lower pressure bulkhead at Fuselage Station Y=1156 as described in paragraphs (a)(1) and (a)(2) of this AD, as applicable. Repeat the visual inspections of the bulkhead thereafter at intervals not to exceed 250 landings. \n\n\t\t(1)\tFor Model DC-10-10 series airplanes, fuselage numbers 1 through 27, 30 through 43, 45 through 80, 83 through 86, 89 through 107, and 112 through 272, on which doublers have not been installed in accordance with McDonnell Douglas DC-10 Service Bulletin 53-104, dated July 28, 1978 (hereinafter referred to as "53-104"), accomplish the following: Clean and, under intense concentrated lighting, visually inspect the aft side of the web area on the right-hand side of the bulkhead between longerons 39 and 43, from the bulkhead tee cap up to the wing front spar. \n\n\t\t(2)\tFor Model DC-10-10 series airplanes, fuselage numbers 1 through 27, and 30 through 222, on which doublers have not been installed in accordance with McDonnell Douglas DC-10 Service Bulletin 53-102, dated August 15, 1977 (hereinafter referred to as "53-102"), accomplish the following: Clean and, under intense concentrated lighting, visually inspect either the aft or forward side of the web area on the left-hand side of the bulkhead between longerons 39 and 43, from the bulkhead tee cap up to the wing front spar. \n\n\t(b)\tIf cracks are found as a result of the inspections conducted in accordance with this AD,prior to further flight, repair in accordance with 53-102 or 53-104, as applicable. \n\n\t(c)\tInstallation of the doublers on the forward lower pressure bulkhead in accordance with 53-102 and 53-104 constitutes terminating action for the inspections required by this AD. \n\n\t(d)\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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA principal Maintenance Inspector (PMI), who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base in order to comply with the inspection requirements of this AD. \n\n\t(f)\tThe repair requirements shall be accomplished in accordance with McDonnell Douglas DC-10 Service Bulletin53-102, dated August 15, 1977; and McDonnell Douglas DC-10 Service Bulletin 53-104, dated July 28, 1978. 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 McDonnell Douglas Corporation, Technical Publications-Technical Administrative Support, C1-L5B, 3855 Lakewood Boulevard, Long Beach, California 90846. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(g)\tThis amendment (39-8111, AD 91-25-10) becomes effective on December 27, 1991.
2009-24-13: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company (Cessna) Model 525A airplanes. This AD requires you to repetitively inspect the thrust attenuator paddle assemblies for loose and damaged fasteners and for cracks. This AD also requires you to replace loose or damaged fasteners and replace cracked thrust attenuator paddles found during any inspection. This AD results from reports of fatigue cracks found in thrust attenuator paddles. We are issuing this AD to detect and correct loose and damaged fasteners and cracks in the thrust attenuator paddles, which could result in in- flight departure of the thrust attenuator paddles. This failure could lead to rudder and elevator damage and result in loss of control.
59-21-04: 59-21-04\tBOEING: Applies to all 707-100 Series Long Body Airplanes. \n\n\tCompliance required as indicated. \n\n\tThe rudder characteristics of this airplane are such that when yaw angles in excess of approximately ten degrees are attained, the rudder effectiveness deteriorates quite rapidly with a resultant loss of aircraft directional control. Several incidents have shown that this can produce a dangerous flight condition. In order to minimize the probability of attaining these large yaw angles and to reduce the large rudder pedal forces needed for directional control, especially during flight with one outboard or both engines inoperative on the same side, the following must be accomplished at the next terminal where adequate facilities and personnel are available. \n\n\t(a)\tDeactivate the rudder feel spring installation. \n\n\t(b)\tThe emergency operating instructions section of the Airplane Flight Manual must be changed to include the following precautionary note: \n\n\tCAUTION. Therudder characteristics of this airplane are such that when side slip angles (yaw angles) in excess of approximately ten degrees are attained, the rudder effectiveness deteriorates quite rapidly with a resultant loss of directional control. In order to minimize the probability of obtaining large side slips (yaw angles) during flight with one outboard or both engines on one side inoperative, maintain directional control with the rudder and maintain this amount of rudder if turns are made. Do not use excessive aileron or bank angles to maintain directional control. Side slip angles (yaw angles) of approximately ten degrees result in nearly full aileron control to maintain heading when inadequate rudder is applied. This provides means for pilot recognition of inadequate rudder application. Therefore, if during engine-out operation, more than thirty degrees of control wheel rotation toward the operating engine are required to maintain straight flight or steady turning flight, then oneor more of the following corrective actions should be taken immediately: \n\n\t(1)\tApply additional rudder if available toward operating engines. \n\n\t(2)\tIncrease airspeed. \n\n\t(3)\tDecrease thrust on the operating engines side. \n\n\tNOTE: - There is a noticeable stiffening of rudder pedal forces during the last two or three degrees of rudder deflection; therefore, if any maneuver requires full rudder deflection; the pilot should be certain to depress the rudder pedal fully. \n\n\t(Boeing Service Bulletin No. 619 dated October 5, 1959, covers details relative to the deactivation of the subject rudder feel spring installation. Boeing Airplane Company will initiate changes to the emergency operating procedures of the Airplane Flight Manual.) \n\n\tThis airworthiness directive sent by telegram to all operators of Boeing 707-100 aircraft on October 9, 1959.
81-14-01: 81-14-01 EMBRAER: Amendment 39-4145. Models EMB-110P1 and EMB-110P2, Serial Numbers 110001 through 110226, certificated in all categories. \n\n\tCompliance is required as indicated, unless already accomplished. \n\n\tTo prevent failure of the rudder upper hinge support and associated structure of the vertical stabilizer, accomplish the following within the next 100 hours time in service after the effective date of the AD: \n\n\t(a)\tRemove the two existing rudder leading edge fairings adjacent to the rudder upper hinge and conduct a dye-penetrant inspection of the entire rudder upper hinge support (fin side). \n\n\t(b)\tIf the inspection reveals no cracks or only small cracks limited to Area "A" (See Figure 1), reinforce the support as indicated in Figure 2 and in accordance with the instructions contained in EMBRAER Service Bulletin Number 110-55-017, dated December 11, 1980. \n\n\t(c)\tIf one or more cracks are found in other areas of the hinge support, replace the rudder upper hinge support with a new support (P/N 110-3348) in accordance with the instructions contained in EMBRAER Service Bulletin Number 110-55-017, dated December 11, 1980. \n\n\t(d)\tMake appropriate maintenance record entry. \n\n\tAn equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. \n\n\tThis amendment becomes effective July 1, 1981.
78-10-01: 78-10-01 BEECH: Amendment 39-3210. Applies to Beech Models D18C, D18S, E18S, E18S-9700, G18S, H-18, C-45G, TC-45G, C-45H, TC-45J (SNB-5), JRB-6, 3N, 3M and 3NM modified in accordance with STC SA1243WE, SA1016WE, or SA360WE. \n\n\tTo preclude failure of the lower rudder torque tube, accomplish the following; unless already accomplished: \n\n\t(a)\tWithin the next 30 days after the effective date of this AD visually inspect the lower rudder torque tube for cracks in the area of the access hole as noted in figure 1 of this AD. (Reference Part Number 452606-7). \n\n\t(b)\tIf no cracks are found, reinspect at intervals not to exceed 30 days from the prior inspection. \n\n\t(c)\tIf cracks are found, prior to further flight: \n\n\t\t(1)\tIf any crack exceeds 1/2 inch in length, replace with a like serviceable unit, Part Number 452606-7, and reinspect per paragraph (d); \n\n\t\t(2)\tIf cracks are 1/2 inch or less in length, repair per a method approved by the Chief, Aircraft Engineering Division, FAAWestern Region, and reinspect per paragraph (d); \n\n\t(d)\tReinspect at intervals not to exceed 30 days from repair, replacement, or prior inspection. \n\n\t(e)\tThe requirements of this AD may be terminated when modifications are incorporated which are approved by the Chief, Aircraft Engineering Division. Submit proposed modifications schemes to: \n\n\tChief, Aircraft Engineering Division \n\tFAA Western Region \n\tP.O. Box 92007 \n\tWorldway Postal Center \n\tLos Angeles, California 90009 \n\nfor review and approval. \n\n\tThis amendment becomes effective May 17, 1978.
72-03-05: 72-03-05 MCDONNELL DOUGLAS: Amdt. 39-1389 as amended by Amendment 39-1414 is further amended by Amendment 39-1453. Applies to Model DC-9 (-10, -20, -30 and -40 Series and C-9A) airplanes listed in Douglas DC-9 Service Bulletin No. 27-146, Revision 1, dated 20 December 1971, or later FAA-approved revisions. \n\n\tCompliance required as indicated. \n\n\tTo prevent possible jamming of the elevator and loss of elevator power assist in the down direction in the event of failure of the elevator boost cylinder rod end, accomplish the following: \n\n\tA.\tWithin the next 300 hours time in service after March 7, 1972, visually inspect the universal fitting, P/N 4918072-1, and rod end assembly, P/N 4918153-1, attaching the elevator power control actuating cylinders to the elevator structure, for proper installation per paragraph 2 of Douglas Service Bulletin 55-4, dated 25 October 1966, or later FAA-approved revisions, or an equivalent inspection approved by the Chief, Aircraft Engineering Division, FAA Western Region. If this inspection reveals an improper installation of the rod end assembly, remove and replace with a new part in accordance with the instructions specified in Service Bulletin 55-4, dated 25 October 1966, or later FAA-approved revisions, prior to further flight. \n\n\tB.\tWithin the next 300 hours time in service after March 7, 1972, and at intervals not to exceed 300 hours time in service thereafter, visually inspect the left and right hand elevator boost cylinder rod end assemblies, P/N 4918153-1, for cracks or a failed part. If a cracked or failed part is found, replace with a new part prior to further flight. \n\n\tC.\tWithin 1200 hours time in service after March 7, 1972, unless already accomplished, perform the following inspections and modifications in accordance with the instructions contained in Douglas Service Bulletin 27-146, Revision 1, dated 20 December 1971, or later FAA-approved revisions, or an equivalent inspection and modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(1)\tInspect the left hand and right hand elevator boost cylinder rod end assembly, P/N 4918153-1, for cracks or a failed part and determine the material hardness of undamaged parts. \n\n\tIf a failed or cracked part is found or if the material hardness is below 32.5 on the Rockwell "C" Scale (145,000 psi ult. tensile strength) or above 43 on the Rockwell "C" scale (200,000 psi ult. tensile strength), replace with a new part. \n\n\t\t(2)\tModify the left and right hand side of the horizontal stabilizer assembly, left and right hand elevators and hinge eyebolt, P/N YD-211-B or DMD6-9A1-501 and, \n\n\t\t(3)\tInstall new elevator boost cylinder rod end assembly retainer, P/N 4911152-1. \n\n\tD.\tThe requirements of this AD may be discontinued upon accomplishment of the inspections and modifications specified in S.B. 27-146, Revision 1, or later FAA-approved revisions or equivalent inspections and modifications approved by the Chief,Aircraft Engineering Division, FAA Western Region. \n\n\tAmendment 39-1389 became effective March 7, 1972. \n\n\tAmendment 39-1414 became effective March 25, 1972. \n\n\tThis amendment 39-1453 becomes effective May 31, 1972.
2009-18-17: We are adopting a new airworthiness directive (AD) for the specified Agusta S.p.A. (Agusta) Model AB412 and AB412 EP helicopters. This AD results from mandatory continuing airworthiness information (MCAI) issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI establishes a life limit for certain rescue hoist cable assemblies and introduces the term "hoist lift" for determining cable life instead of the term "hoist cycle." The MCAI also establishes a replacement time for each affected rescue hoist cable assembly (hoist cable assembly) for which the accumulated number of "hoist cycles" cannot be determined. The actions are intended to prevent failure of a hoist cable and inadvertent loss of a load.
47-42-16: 47-42-16 DOUGLAS: (Was Service Note 2 of AD-781-1.) Applies to DC-6 Aircraft. \n\nRemove combustion chamber of surface combustion Model 63A66 thermal anti-icing heaters and Model A63A68 cabin and thermal anti-icing heaters for inspection and pressure test at each 500-hour interval of heater operation. Also carefully inspect downstream end of the combustion chambers at each periodic inspection.
89-07-05: 89-07-05 BOEING: Amendment 39-6163.\n\tApplicability: All Model 727 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\tTo prevent binding of the aileron control wheel caused by internal damage in the aileron power control unit (PCU), accomplish the following: \n\n\tA.\tPrior to the accumulation of 18,000 hours time in service on the PCU since new or overhauled with new seals, or within the next 3,000 hours time in service on the PCU after the effective date of this AD, whichever occurs later, accomplish either of the following, in accordance with Boeing Alert Service Bulletin 727-27A0220, Revision 1, dated July 28, 1988: \n\n\t\t1.\tReplace any aileron power control unit with a PCU which has been overhauled including new piston seals or one which has accumulated less than 18,000 hours time in service. Continue to replace any PCU prior to the accumulation of 18,000 hours time in service on the PCU. \n\n\t\t2.\tPerforma hydraulic bench internal leakage test on the aileron power control unit. Before further flight, replace any PCU which fails the test. Repeat the hydraulic bench internal leakage test at intervals not to exceed 2,500 flight cycles. \n\n\tB.\tInspection of the aileron power control unit, and modification of the aileron power control unit including replacement of piston seals, in accordance with National Waterlift Service Bulletin 27-21-1/200, dated April 8, 1988, or National Waterlift Service Bulletin 27-10- 1/200, Revision 1, dated November 4, 1988, constitutes terminating action for the repetitive replacement or internal leakage test required by paragraph A., above. \n\n\tC.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for accomplishment of the rework required by this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6163, AD 89-07-05) becomes effective April 26, 1989.
48-28-02: 48-28-02 DOUGLAS: Applies to C-54 and DC-4 Aircraft. \n\n\tTo be accomplished not later than April 1, 1949. \n\n\tAs a fire protection measure in order to prevent burn through, replace the present cabin heater combustion ducts with corrosion resistant steel ducts. \n\n\t(Douglas Service Bulletin DC-4 No. 89 covers this same subject.)
48-10-01: 48-10-01 DOUGLAS: Applies to DC-6 Aircraft. \n\n\tTo be accomplished prior to return to service in class A operation-with cabin supercharging and thermal deicing operative (with the exception of heat windshield deicing) and with cabin heaters inoperative. \n\n\tRework must be accomplished in accordance with the following Douglas Co. data: \n\n\tService Bulletin DC-6 No. 204A. Procedure for Disconnecting No. 2 and No. 3 Alternate Fuel Cells, dated December 18, 1947, or Service Bulletin DC-6 No. 204B, Fuel Tank Vent System Revision, as revised February 19, 1948. \n\n\tService Bulletin DC-6 No. 200, Revised Heater Fuel Pressure Regulator Diaphragms, as revised February 26, 1948. \n\n\tService Bulletin DC-6 No. 201, Removal-Heater Fuel Pressure Regulator Static Balance Lines, dated December 6, 1947. \n\n\tService Bulletin DC-6 No. 202, Heater Fuel Pump Check Valve-Rework, dated December 9, 1947. \n\n\tService Bulletin DC-6 No. 208, Cabin Heater and De-icer Fuel System Revision, as revised February 20, 1948. \n\n\tService Bulletin DC-6 No. 226, section I of V, Fire Extinguisher System for Boiler Room, as revised February 19, 1948. \n\n\tService Bulletin DC-6 No. 226, section II of V, CO2 Piping, as revised February 21, 1948. \n\n\tService Bulletin DC-6 No. 226, section III of V, Installation Fire Detector Boxes and Conduit, dated February 12, 1948. Except that fire detectors in the under floor cargo compartments are not required since these compartments have been determined to comply with CAR 4b.383(d) requirements for Class "D" compartments when they otherwise comply with this Airworthiness Directive. \n\n\tService Bulletin DC-6 No. 226, section IV of V, Electrical Rework, as revised Feb. 26, 1948. \n\n\tService Bulletin DC-6 No. 226, section V of V, Sealing of Forward and Aft Baggage Compartment and Invertor Compartment Blower Duct, as revised February 24, 1948. \n\n\tService Bulletin DC-6 No. 233, Fuel Overboard Drains for Wing Nose Area, dated January 14, 1948. \n\n\tServiceBulletin DC-6 No. 247, Drainage Holes and Dams for Fuselage and Wings, as revised February 18, 1948. \n\n\tService Bulletin DC-6 No. 252, Heater Exhaust Louver Removal, as revised February 17, 1948. \n\n\tService Bulletin DC-6 No. 262, Installation of Combustion Heater Backfire Switches dated February 24, 1948. \n\n\tSuperchargers with No. 7357594 stamped on gearbox housing and 5357091 stamped on the impeller housing (scroll) are satisfactory for A operation. These superchargers will be eligible for either A or C operation when reworked and identified as shown in Douglas Service Bulletin DC-6 No. 258. \n\n\tService Bulletin DC-6 No. 225, Alcohol Windshield De-icing System, as revised February 24, 1948. \n\n\tService Bulletin DC-6 No. 246, Relocation of Manual and Automatic Pressure Relief Valve, as revised February 17, 1948. \n\n\tService Bulletin No. 224 canceled October 4, 1961. \n\n\tService Bulletin DC-6 No. 217, Installation of Fire Axe, as revised Dec. 23, 1947. \n\n\tService BulletinDC-6 No. 214, Modification of Main Junction Box and Annex, as revised February 16, 1948. \n\n\tService Bulletin DC-6 No. 230, Rerouting of Heater Accessory Compartment Power Cables, as revised February 16, 1948. \n\n\tService Bulletin DC-6 No. 149, Fuse Protection for Flight Instrument Transformers, dated December 5, 1947. \n\n\tService Bulletin DC-6 No. 237, Addition of Fuse on Master Switch for Buffet, as revised February 21, 1948. \n\n\tService Bulletin DC-6 No. 248, Conduit Clipping to Combustible Fluid Lines, as revised February 13, 1948, and Addendum dated February 13, 1948. \n\n\tService Bulletin DC-6 No. 212, protective Shield at Forward and AFT Cargo Compartment Lights, as revised January 7, 1948. \n\n\tService Bulletin DC-6 No. 206, Rework of Battery Leads to Prevent Shorting, dated December 9, 1947. \n\n\tService Bulletin DC-6 No. 218, Addition of Phenolic Sheet Insulation to AC Circuit Breaker Guard Assembly, dated December 17, 1947. \n\n\tService Bulletin DC-6 No. 221, Revision ofHeater Fire Extinguisher Buttons, dated December 20, 1947. \n\n\tService Bulletin DC-6 No. 210, Protection for Outer Wing Booster Pump Lead-In, as revised December 22, 1947. \n\n\tService Bulletin DC-6 No. 213, Starter and Generator Power Cable in Wing, as revised December 19, 1947. \n\n\tService Bulletin DC-6 No. 242, Relocation of Tail Heater Control Can, as revised February 17, 1948. \n\n\tService Bulletin DC-6 No. 203, Hand Fire Extinguisher Support Bracket Revision, as revised February 17, 1948. \n\n\tService Bulletin DC-6 No. 260, Installation of AAL Type Master Switch Arrangement and Emergency Inverter, as revised February 24, 1948. (This installation not required on aircraft incorporating one set of vacuum operated flight instruments.) \n\n\tService Bulletin DC-6 No. 267, Installation Heater Safety Relays, dated February 27, 1948. \n\n\tService Bulletin DC-6 No. 205, Rework of DC-6 Fuel Tank and Cell Vent Chambers, as revised February 23, 1948. \n\n\tService Bulletin DC-6 No. 207, Guard for Fuel Booster Pump Switches, as revised December 19, 1947. \n\n\tService Bulletin DC-6 No. 253, Fireproofing of Wing De-icer Ducts in Nacelles, as revised February 24, 1948. \n\n\tService Bulletin DC-6 No. 219, Rework of Whittaker Firewall Shut-Off Valves, dated December 19, 1947. \n\n\tService Bulletin DC-6 No. 114, Fuel Flow Transmitter Line Replacement, dated October 29, 1947. \n\n\tService Bulletin DC-6 No. 261, Installation of Oil Separator for Vacuum Pump Drain Lines, dated February 25, 1948. \n\n\tService Bulletin DC-6 No. 249, Boiler Room Duct Revision, dated February 24, 1948. \n\n\tService Bulletin DC-6 No. 232, Wing Heater Exhaust Insulation Cover, as revised February 16, 1948. \n\n\tService Bulletin DC-6 No. 234, Tail Heater Ground Blower Check Valve Revision, as revised January 23, 1948. \n\n\tThe rework outlined in the data listed above is based upon an airplane which incorporates certain production changes. Therefore, in order to satisfactorily complete the required rework, some aircraft* must also be revised in accordance with the following: \n\n\tService Bulletin DC-6 No. 62, Rework-Cabin Pressure Control Valve Linkage, dated September 2, 1947. \n\n\tService Bulletin DC-6 No. 111, Cabin Heater Fire Extinguisher Bottle, dated October 22, 1947. (Partial accomplishment only is required, which is to include: Support No. 5333704-10, Pipe No. 5332568-518 and attaching parts.) \n\n\tService Bulletin DC-6 No. 119, Aft Baggage Compartment Smoke Detector Pick-up Pipe Revision, dated December 6, 1947. (To be accomplished only if Modification Item 59 has not been accomplished.) \n\n\tService Bulletin DC-6 No. 16, installation of Additional Dams and Drain Plug in Fuselage Bottom, dated June 26, 1947. \n\n\tService Bulletin DC-6 No. 161, Rear Lounge Hot Air Supply Duct Sound Trap Installation, dated January 30, 1948. (Need not be accomplished on Serial Nos. 42854 through 42891, 43000 through 43009, 43055, and 43061 until Service Bulletin DC-6 No. 59, Improved Aft Lounge Heating, dated September 16,1947, has been accomplished.) \n\n\tService Bulletin DC-6 No. 95, Revision-Ground Blower Duct and Check Valve and Air Duct Connection Improvement, dated October 21, 1947. (Accomplish portion covered by Service Change No. 354 and that portion of Service Change No. 358 which includes cable assemblies 1342327-502 and -504, hook No. 1342315, latch assembly 1342314, AN 960-10L, washers, AN 486-4 clevis, AN 393-11 and -13 pins, AN 380-2-2 cotters and AN 365-428 nuts.) \n\n\tIn addition to the above, the following must also be accomplished on all aircraft: \n\n\t1. Inspect the wing structure around the fuel tanks in accordance with Douglas Service Letter to all Operators dated December 29, 1947 (ref. A214TS-2521/SRD 529.37). Any damage found as a result of the inspection must be satisfactorily repaired. \n\n\t2. The Airplane Flight Manual for each airplane must be revised to include FAA-approved procedures covering "Fuel Usage," "Fire Fighting" and "SmokeEvacuation from the Cockpit." This information, pages 1 and 2 of Section I, and pages 31 through 65 of Section III, as revised February 26, 1948, for aircraft incorporating Hamilton Standard Propellers, or pages 1 and 2 of Section I, and pages 31 through 71 of Section III, as revised February 26, 1948, for aircraft incorporating Curtiss Propellers, should be obtained from the Douglas Co. \n\n\t3. Disconnect the cabin heater electrically and block off all fuel lines to this heater. \n\n\tRevised October 4, 1961. \n\n\t*Serial numbers of airplanes affected by this rework are listed on the pertinent Service Bulletin(s). Also, additional information may be obtained from the "Supplement" to "Cross Reference List-Service Changes and Modification Items" which has been prepared and revised by the Douglas Co. as of February 11 1948.
89-19-07: 89-19-07 BOEING: Amendment 39-6322. (Docket No. 89-NM-48-AD) \n\tApplicability: Model 747 series airplanes, equipped with General Electric CF6-45 and CF6-50 engines, listed in Boeing Alert Service Bulletin 747-76A2071, Revision 1, dated January 26, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo eliminate the potential for uncommanded thrust operation due to engine control cable rupture, accomplish the following: \n\n\tA.\tWithin the next 60 days or 450 flight hours after the effective date of this AD, whichever occurs first, visually inspect the thrust control cables near the idler pulley for wear and strand separation, in accordance with the accomplishment instructions of Boeing Alert Service Bulletin 747-76A2071, Revision 1, dated January 26, 1989. If wear or strand separation is identified, replace the cable prior to further flight, in accordance with the service bulletin. Repeat the inspection at intervals not to exceed 600 flight hours. \n\n\tB.\tWithin one year after the effective date of this AD, install a pressure attenuator and attaching hardware to the engine-driven hydraulic pump in accordance with the accomplishment instructions of Service Bulletin 747-76A2071, Revision 1, dated January 26, 1989. This installation constitutes terminating action for the repetitive inspections required by paragraph A., above. \n\n\tC.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: 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, Seattle Aircraft Certification Office. \n\n\tD.\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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6322, AD 89-19-07) becomes effective on October 14, 1989.
87-13-10: 87-13-10 MCDONNELL DOUGLAS: Amendment 39-5666. Applies to McDonnell Douglas Model DC-9-30, -40, and C-9 (Military) series airplanes, Fuselage Numbers 1 through 1084, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent the failure of the rudder drive crank assembly, accomplish the following: \n\n\tA.\tWithin 1,000 landings or 150 days after the effective date of this AD, whichever occurs earlier, unless already accomplished within the last 2,000 landings or 7 months, eddy current or ultrasonically inspect the rudder drive crank assembly for cracks in accordance with McDonnell Douglas DC-9 Service Bulletin 27-261, Revision 1, dated April 3, 1987, or later FAA-approved revisions. \n\n\t\t1.\tIf no cracks are found, accomplish repetitive inspections at intervals not to exceed 12 months or 3,000 landings, whichever occurs earlier, until such time as the procedures described in paragraph A.3., below, are accomplished. \n\n\t\t2.\tIf crack(s) are found, before further flight, replace cracked rudder drive crank assembly with a new P/N 5912801-1 or -501 drive crank. If a new 5912801-1 drive crank assembly is used as a replacement part, inspect in accordance with paragraph A.1., above. \n\n\t\t3.\tInstallation of rudder drive crank assembly P/N 5912801-501, in accordance with McDonnell Douglas DC-9 Service Bulletin 27-261, Revision 1, dated April 3, 1987, or later FAA-approved revisions, constitutes terminating action for the repetitive inspections required by paragraph A.1., above. \n\n\tB.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tUpon the request of an operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified inthis AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the change for that operator. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective August 8, 1987.
2009-24-11: The FAA is adopting a new airworthiness directive (AD) for GE CF34-1A, CF34-3A, and CF34-3B series turbofan engines. This AD requires removing from service certain part number (P/N) and serial number (SN) fan blades within compliance times specified in this AD, inspecting the fan blade abradable rub strip on certain engines for wear, inspecting the fan blades on certain engines for cracks, inspecting the aft actuator head hose fitting for correct position, and, if necessary, repositioning the hose fitting. This AD results from a report of an under-cowl fire and a failed fan blade. We are issuing this AD to prevent failure of certain P/N and SN fan blades and aft actuator head hoses, which could result in an under-cowl fire and subsequent damage to the airplane.
92-16-16: 92-16-16 BOEING: Amendment 39-8326. Docket No. 91-NM-247-AD. Supersedes AD 90-21-04, Amendment 39-6759. \n\n\tApplicability: Model 767-200, -200ER, -300, and -300ER series airplanes; as listed in Boeing Alert Service Bulletin 767-27A0118, Revision 1, dated January 9, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously.\n \n\tTo prevent loss of warning of incorrect take-off flap setting, and a gear-up-landing condition when flaps are set at 25 degrees, accomplish the following: \n\n\t(a)\tFor airplanes defined as Group I in Boeing Alert Service Bulletin 767-27A0118, Revision 1, dated January 9, 1992: Within 45 days after the effective date of this AD, perform a one-time visual inspection of the Flap Stabilizer Position Module (FSPM) in the P50 card file (in 3 places), to locate discrepant FSPM cards, in accordance with Boeing Alert Service Bulletin 767-27A0118, Revision 1, dated January 9, 1992. \n\n\t\t(1)\tIf any P/N 285T0099-17FSPM card is found, prior to further flight, remove that card in accordance with the Accomplishment Instructions in the service bulletin, and replace it with a P/N 285T0099-13 FSPM card. \n\n\t\t(2)\tIf no discrepancies are detected, no further action is necessary. \n\n\t(b)\tFor airplanes defined as Group II in Boeing Alert Service Bulletin 767-27A0118, Revision 1, dated January 9, 1992: Within 45 days after the effective date of this AD, perform a one-time visual inspection of the P/N 285T0099-17 FSPM in the P50 card file (in 3 places); remove all P/N 285T0099-17 FSPM cards, and visually inspect the connectors for proper pin keying, in accordance with Boeing Alert Service Bulletin 767-27A0118, Revision 1, dated January 9, 1992. \n\n\t\t(1)\tFSPM P/N 285T0099-17 cards designated "MOD A" do not need to be inspected or removed. \n\n\t\t(2)\tIf pins other than numbered parts 47 and 64 are clipped on the FSPM 285T0099-17 connector, prior to further flight, remove and repair the FSPM, reinstall, and test, in accordance with the service bulletin. \n\n\t\t(3)\tIf no discrepancies are detected, reinstall and test each P/N 285T0099-17 FSPM card in accordance with the service bulletin. \n\n\t(c)\tWithin 15 days after accomplishing the requirements of paragraph (a) and (b) of this AD, submit a report of all discrepant FSPM parts that require rework to the Manager, Manufacturing Inspection District Office, ANM-108S, FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington 98055-4056; or fax (206) 227-1181. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. \n\n\t(d)\tAs of the effective date of this AD, no person shall install a P/N 285T0099-17 FSPM unit on any airplane unless that FSPM is new or has been inspected and tested in accordance with Boeing Alert Service Bulletin 767-27A0118, Revision 1, dated January 9, 1992. \n\n\t(e)\tAn 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, Seattle Aircraft Certification Office. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(f)\tSpecial 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. \n\n\t(g)\tThe inspections, repair, and test shall be done in accordance with Boeing Alert Service Bulletin 767-27A0118, Revision 1, dated January 9, 1992. This incorporation by reference was approved by the Director of the FederalRegister 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, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street NW., 7th Floor, Suite 700, Washington, DC. \n\n\t(h)\tThis amendment becomes effective on September 28, 1992.
2009-18-01: The FAA is adopting a new airworthiness directive (AD) for CFM International, S.A. CFM56-5B1/P; -5B2/P; -5B3/P; -5B3/P1; -5B4/P; -5B4/ P1; -5B5/P; -5B6/P; -5B7/P; -5B8/P; -5B9/P; -5B1/3; -5B2/3; -5B3/3; - 5B4/3; -5B5/3; -5B6/3; -5B7/3; -5B8/3; -5B9/3; -5B3/3B1; and -5B4/3B1 turbofan engines. This AD requires initial and repetitive eddy current inspections (ECIs) of certain part number (P/N) low-pressure (LP) turbine rear frames. This AD results from a refined lifing analysis by the engine manufacturer that shows the need to identify initial and repetitive inspection thresholds for inspecting certain LP turbine rear frames. We are issuing this AD to detect low-cycle-fatigue cracks in the LP turbine rear frame, which could result in an engine separating from the airplane, causing damage to, and possibly leading to loss of control of the airplane.
88-06-06: 88-06-06 MCDONNELL DOUGLAS: Amendment 39-5879. Applies to McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, and KC-10A (Military) series airplanes that do not have a secondary retention system installed in accordance with AD 87-07-04, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent structural damage to the airplane due to engine core cowl door separation, accomplish the following: \n\n\tA.\tWithin ten days after the effective date of this AD, check the core cowl door latches in accordance with McDonnell Douglas Model DC-10 Alert Service Bulletin A71-150, Revision 1, dated January 27, 1988, or later FAA-approved revision, once each day for engine Numbers 1 and 3 (wing mounted engines) and after each core cowl door is opened and subsequently closed. \n\n\tB.\tIf the latch is open, before further flight, properly close the latch; if the latch will not engage, adjust the latch in accordance with Maintenance Manual Chapter 71-13-01, paragraph entitled "Adjustment/test core cowl doors"; if the latch cannot be properly adjusted, replace the latch prior to further flight. \n\n\tC.\tThe checks required by paragraph A., above, may be discontinued after the secondary retention system is installed in accordance with AD 87-07-04. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\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\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective April 4, 1988.
89-23-02: 89-23-02 BOEING: Amendment 39-6373. Docket No. 89-NM-100-AD. \n\n\tApplicability: Model 757 and 767 series airplanes, as listed in Boeing Alert Service Bulletins 757-29A0037, Revision 1, and 767-29A0035, Revision 1, both dated November 23, 1988, certificated in any category. \n\n\tCompliance: Required within the next 6,000 hours time-in-service after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent the possible complete loss of hydraulic power, accomplish the following: \n\n\tA.\tRemove and rework or replace the Ram Air Turbine (RAT) Ground Checkout Module (GCM) in accordance with Boeing Service Bulletin 757-29A0037, Revision 1, dated November 23, 1988, or Revision 2, dated August 3, 1989 (for Model 757 airplanes); or Boeing Service Bulletin 767-29A0035, Revision 1, dated November 23, 1989, or Revision 2, dated August 3, 1989 (for Model 767 airplanes); as appropriate. Prior to returning the airplane to service: \n\n\t\t1.\tIf the RAT has been operated ortested since the airplane delivery, prior to returning the airplane to service, inspect the downstream filter screen of the removed GCM. \n\n\t\t2.\tIf the screen is damaged or missing, or if GCM has been removed previously without inspecting the screen, prior to further flight, either test the RAT hydraulic pump or replace it in accordance with the applicable service bulletins. \n\n\t\t3.\tIf the RAT hydraulic pump is tested and found to be damaged, prior to further flight, replace it with a serviceable pump in accordance with the applicable service bulletin. \n\n\tB.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: 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, Seattle Aircraft Certification Office. \n\n\tC.\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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6373, AD 89-23-02) becomes effective on December 1, 1989.
2021-22-10: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model A109E helicopters. This AD was prompted by reports that certain tail rotor gearbox assemblies were installed on Model A109E helicopters and those parts are not approved for installation on that helicopter model. Because those assemblies are not part of the type design for Model A109E helicopters, there are no overhaul or life limits included in the applicable maintenance manuals. This AD requires replacement of each affected tail rotor gearbox assembly with a serviceable part, 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.
90-24-11: 90-24-11 BOEING: Amendment 39-6814. Docket No. 90-NM-81-AD. \n\n\tApplicability: All Model 727 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect cracks in the Body Station 1183 pressure bulkhead web and strap, accomplish the following: \n\n\tA.\tFor airplanes with 40,000 or more flight cycles on February 6, 1986 (the effective date of Amendment 39-5222), within the next 300 flight cycles, unless accomplished within the last 3,200 flight cycles, and thereafter at intervals not to exceed 3,500 flight cycles, inspect and repair, if necessary, in accordance with paragraph D. of this AD. \n\n\tB.\tFor airplanes with 33,000 or more flight cycles and less than 40,000 flight cycles on February 6, 1986, within the next 1,500 flight cycles, unless accomplished within the last 2,000 flight cycles, and thereafter at intervals not to exceed 3,500 flight cycles, inspect and repair, if necessary, in accordance withparagraph D. of this AD. \n\n\tC.\tFor airplanes with fewer than 33,000 flight cycles on February 6, 1986, prior to the accumulation of 30,000 flight cycles or within the next 3,500 flight cycles after February 6, 1986, whichever occurs later, and thereafter at intervals not to exceed 3,500 flight cycles, inspect and repair, if necessary, in accordance with paragraph D. of this AD. \n\n\tD.\tAccomplish a close visual inspection of the web in accordance with Figure 1 of Boeing Alert Service Bulletin 727-53A0171, Revision 1, dated January 17, 1986, or Revision 2, dated December 14, 1989. If cracks are detected, prior to further flight, repair in accordance with paragraph E. or F. of the Accomplishment Instructions of the service bulletin. \n\n\tE.\tFor airplanes repaired by the installation of the doubler in accordance with Boeing Service Bulletin 727-53A0171, Original Issue, within the next 15,000 flight cycles after that repair, incorporate the vertical reinforcing strap and spacers described in paragraph F. of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0171, Revision 1, dated January 17, 1986, or Revision 2, dated December 14, 1989. \n\n\tF.\tThe following constitutes terminating action for the repetitive inspections required by paragraphs A., B., and C. of this AD: \n\n\t\t1.\tThe preventive modification described in paragraph D. of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0171, Revision 1, dated January 17, 1986, or Revision 2, dated December 14, 1989. \n\n\t\t2.\tThe repairs described in paragraphs E. and F. of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0171, Revision 1, dated January 17, 1986, or Revision 2, dated December 14, 1989. \n\n\tG.\tFor airplanes repaired or modified with blind fasteners: Within 3,500 flight cycles after the effective date of this AD, and thereafter at intervals not to exceed 3,500 flight cycles, accomplish a visual inspection for cracks and loose or missing fasteners, in accordance with Boeing Alert Service Bulletin 727- 53A0171, Revision 2, dated December 14, 1989. If cracks are detected, prior to further flight, repair in accordance with the service bulletin. If loose or missing fasteners are detected, prior to further flight, replace with protruding head solid fasteners. Replacement with protruding head solid fasteners constitutes terminating action for the repetitive inspections required by this paragraph. \n\n\tH.\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tI.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-24-11 supersedes AD 86-02-06 R1, Amendment 39-5331. \n\tThis amendment (39-6814, AD 90-24-11) becomes effective on December 26, 1990.
92-17-13: 92-17-13 McDONNELL DOUGLAS: Amendment 39-8342. Docket No. 92-NM-139-AD. \n\n\tApplicability: Model DC-10-10, -15, -30, -40, and KC-10 (military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent failure of the wing pylon aft bulkhead and subsequent separation of the engine and pylon from the airplane, accomplish the following: \n\n\t(a)\tExcept as provided by paragraph (b) of this AD: Prior to or upon the accumulation of 4,000 total flight cycles, or within 10 days after the effective date of this AD, whichever occurs later, visually inspect the left and right wing pylon aft bulkhead and the upper spar web to detect cracks, in accordance with McDonnell Douglas DC-10 Alert Service Bulletin A54-106, dated July 9, 1992. \n\n\t(b)\tThe inspection specified in paragraph (a) of this AD is not required to be accomplished on airplanes on which a visual inspection of the left and right wing pylon aft bulkheadand the upper spar web has been accomplished within 45 days prior to the effective date of this AD, in accordance with one of the methods specified in either paragraph (b)(1) or (b)(2) of this AD: \n\n\t\t(1)\tthe inspection method specified in McDonnell Douglas DC-10 Alert Service Bulletin A54-106, dated July 9, 1992; or \n\n\t\t(2)\tthe inspection required by paragraph (g)1. of AD 80-11-05 R1 (Amendment 39-3981). \n\n\t(c)\tIf any cracks are found in the wing pylon aft bulkhead, prior to further flight, replace the wing pylon aft bulkhead in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t(d)\tIf any cracks are found in the upper spar web, prior to further flight, repair in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t(e)\tSubmit a report of inspection findings to the Manager, Los Angeles ACO, 3229 East Spring Street, Long Beach, California 90806-2425, (fax (310) 988-5210), at the applicable time specified in paragraph (e)(1) or (e)(2) of this AD. The report must include the inspection results, a description of any discrepancies found, the airplane serial number, and the number of landings and flight hours on the airplane. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. \n\n\t\t(1)\tFor airplanes on which the inspection is accomplished after the effective date of this AD: Submit the report within 10 days after performing the inspection required by paragraph (a) of this AD. \n\n\t\t(2)\tFor airplanes on which the inspection has been accomplished prior to the effective date of this AD: Submit the report within 10 days after the effective date of this AD. \n\n\t(f)\tAn 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, Los Angeles ACO, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(g)\tSpecial 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. \n\n\t(h)\tThe inspection shall be done in accordance with McDonnell Douglas DC-10 Alert Service Bulletin A54-106, dated July 9, 1992. 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90801, Attention: Business Unit Manager, Technical Publications & Technical Administrative Support C1-L5B (56-60). Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street NW., 7th Floor, Suite 700, Washington, DC. \n\n\t(i)\tThis amendment becomes effective on September 1, 1992.