Results
2011-10-14: We are superseding an existing airworthiness directive (AD) that applies to the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: On two occurrences on Myst[egrave]re-Falcon 50 aeroplanes in service, it was detected that two pipes of the emergency brake system 2 located near the nose landing gear bearing were swapped. The swapping of these two pipes implies that when the Left Hand (LH) brake pedal is depressed, the Right Hand (RH) brake unit is activated, and conversely, when the RH brake pedal is depressed, the LH brake unit is actuated. This constitutes an unsafe condition, which may go unnoticed as the condition is latent until the emergency brake system 2 is used. This condition, if not corrected, could ultimately lead to a runway excursion of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
70-05-02: 70-05-02 BRITISH AIRCRAFT CORPORATION: Amdt. 39-946. Applies to Viscount Models 744, 745D, and 810 series airplanes. Compliance is required as indicated, unless already accomplished. To prevent burn-through of aluminum piping, accomplish the following: (a) For Viscount Models 744 and 745D airplanes, within the next 600 hours' time in service after the effective date of this AD replace the aluminum engine breather pipes located between the firewall and drains collector box with stainless steel pipes in accordance with British Aircraft Corporation Bulletin for Modification No. D.3226, dated March 17, 1969, or later ARB- approved issue or an FAA-approved equivalent. (b) For Viscount Model 810 series airplanes, within the next 600 hours' time in service after the effective date of this AD, replace the aluminum engine breather pipes located between the firewall and drains collector box and the engine accessory gearbox aluminum breather pipe which connects into the engine breather piping, with stainless steel pipes in accordance with British Aircraft Corporation Bulletin for Modification No. FG.2102, dated March 17, 1969, or later ARB-approved issue or an FAA-approved equivalent. This amendment becomes effective March 23, 1970.
52-01-03: 52-01-03 BELL: Applies to All Models 47B and 47B3 Helicopters and to Model 47D Helicopters Serial Numbers 1 to 100, Inclusive. Compliance required at next 300-hour overhaul, but not later than March 1, 1952. To provide lubrication to prevent seizing of the bearings, replace the existing damper lever and link assemblies (P/N 47-140-158 and -159) with the 47-140-158-1 lever and 47-140- 159-1 link assembly. (Bell Service Bulletin No. 78 covers this same subject.)
75-24-15: 75-24-15 DE HAVILLAND: Amendment 39-2438. Applies to de Havilland Aircraft of Canada Model DHC-6 airplanes serial nos. 290 through 427 with the exception of S/N 426, certificated in all categories and incorporating flitertronic type PC 15 or PC 15A inverters. Compliance is required within 25 hours time in service after the effective date of this AD unless already accomplished. To prevent a total loss of A.C. power in the airplane in the event of a fault occurring in an A.C. circuit inspect for and replace all slow blow fuses with the appropriate fast blow fuses in accordance with instructions contained in the de Havilland DHC-6 Service Bulletin No. 6/263, Revision D, dated September 30, 1974, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Upon request with substantiating data submitted through an FAA Maintenance Inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective November 28, 1975.
2011-10-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: [T]he occurrence of drill marks [has been found] at the lower ring region of the rear pressure bulkhead between [the] circumferential splice joint and rear skin located between stringers 12 and 13. These marks may result in formation of fatigue cracks accelerated by corrosion reducing the structural strength of the rear pressure bulkhead, which may cause a sudden decompression of the passenger cabin. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
72-07-10: 72-07-10 GRUMMAN-AMERICAN AVIATION CORPORATION: formerly American Aviation. Amendment 39-1421 as amended by Amendment 39-1893. Applies to American Aviation Models AA-1, AA-1A, and AA-1B certificated in all categories as listed below: Compliance required within the next 25 hours in service after the effective date of this Airworthiness Directive unless already accomplished within the last 75 hours and thereafter at intervals not to exceed 100 hours in service from the last inspection. a) To detect loose rivets in the shear link and excessive wear on the outer surface of the elevator bungee housing assembly, accomplish the following: 1) Visually inspect shear link for loose rivets. (Models AA-1, AA-1A, and AA-1B. 2) Visually inspect the bungee housing outer surface at the support bearing for excessive wear. (Models AA-1 and AA-1A only.) b) Loose rivets or bungee housing outer surface worn more than 0.016 inches deep must be replaced with a part of the same part number or a Federal Aviation Administration approved equivalent part before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. c) Upon submission of substantiating data by an owner or operator through a Federal Aviation Administration Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Great Lakes Region, may adjust the repetitive inspection interval specified in this airworthiness directive. Federal Aviation Administration approved equivalent parts will be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Great Lakes Region. NOTE: American Aviation Service Letter No. 71-11A covers this same subject. Amendment 39-1421 became effective April 6, 1972. This Amendment 39-1893 becomes effective July 10, 1974.
79-19-05: 79-19-05 BELLANCA: Amendment 39-3551. Applies to all Bellanca Model 14-13 aircraft, certificated in all categories. Compliance required within the next 10 hours in service after the effective date of this AD, unless already accomplished. Inspect the aileron control system for correct rigging and proper operation. If reversal of control system is detected, rerig the system correctly. NOTE: Do not use the Bellanca 14-13 Handbook for guidance in rigging procedure as the aileron system depicted on page 14, Figure 11, is shown in reverse. This amendment is effective September 10, 1979.
52-03-01: 52-03-01\tRANGER: Applies to All 6-440-C Series Engine Models. \n\tTo be accomplished as indicated. \n\tTo preclude the failure of cast pistons, the following inspections and modifications should be accomplished at engine overhaul or when installing new or replacement pistons. \n\t1.\tInspection. \n\t\t(a)\tInspect pistons by the fluorescent penetrant inspection method, or an equivalent, for cracks especially in areas around the piston pin boss and on the reinforcing web inside the piston. If cracks are found in these locations, the piston should be discarded. \n\t\t(b)\tInspect pistons to ascertain if a 3/32-inch radius has been added at the inner ends of the ID of the piston pin bosses. Pistons which do not incorporate this radius should be modified as shown in Figure 1 in order to relieve stress concentrations. Pistons with cracks in this location which cannot be removed by the following modification should be discarded also. \n\n\n\n\t2.\tModification. \n\tAfter thoroughly cleaning the piston, place it head down on the bench; insert cutter No. AT-390, or an equivalent, between the piston pin bosses, facing in the direction of the boss to be cut. Insert handle No. AT-391, or an equivalent, through the opposite boss and engage with cutter. Cut radius by rotating cutter in a clockwise direction until the outer end of the 3/32-inch radius blends into the surface at the end of the piston pin boss. \n\tRepeat this procedure for the opposite piston pin boss. \n\tBlending tools No. AT-390 and AT-391 are no longer available from the engine manufacturer. \n\t(Drawings for these tools may be obtained from Fairchild Engine and Airplane Corp., Farmingdale, Long Island, N.Y.)
2011-09-16: We are adopting a new airworthiness directive (AD) for the products listed above. 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: It has been reported by DG-808 C owners that the bolt at the landing gear control bellcrank was found mounted in the wrong direction. Further investigations have shown that in such situation, the bolt could interfere and damage: --The air brake control pushrod, and --The wing flap control pushrod if the landing gear is operated with negative flap settings. This condition, if not detected and corrected, may lead to reduce the controllability of the powered sailplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
68-15-03: 68-15-03 BRITISH AIRCRAFT CORPORATION: Amendment 39-621. Applies to Viscount 744 and 745D airplanes. Compliance required as indicated, unless already accomplished. To prevent fatigue damage to the horizontal stabilizer top spar root joint fittings, P/N 70118-231/232 (Pre Mod. D. 3190) and P/N 70118-671/672 (Post Mod. D. 3190), accomplish the following: (a) Inspect the horizontal stabilizer top spar root joint fittings for cracks in accordance with British Aircraft Corporation PTL No. 264, Issue 2, dated February 12, 1968 (700 Series) or later ARB-approved issue, or an FAA-approved equivalent, as follows: (1) For fittings which have been involved in 11,500 or more landings on the effective date of this AD, within the next 500 landings, unless already accomplished within the last 2,500 landings, and thereafter at intervals not to exceed 3,000 landings for the last inspection. (2) For fittings which have been involved in less than 11,500 landings on the effective date of this AD, prior to the accumulation of 12,000 landings and thereafter at intervals not to exceed 3,000 landings from the last inspection. (b) After each inspection under paragraph (a), replace all cracked fittings with new fittings of the same part number before further flight. (c) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. This superseded Amendment 39-371 (32 F.R. 4306), AD 67-9-5. This amendment becomes effective August 15, 1968.
2011-08-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: An operator has reported cracks on the aft hinge FWD [forward] fittings of the NLG [nose landing gear] aft doors (Right Hand (RH) side or Left Hand (LH) side). The cracks extended by approximately 15 millimetres from the upper hole to the edge of the fittings. * * * Cracks on the NLG aft door fittings, if not corrected, could lead to the loss in flight of the door, possibly resulting in injury to persons on the ground or aeroplane damages. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
59-21-02: 59-21-02 LOCKHEED: Applies to All Model 188 Series Aircraft. Compliance required as indicated. Due to repeated loosening of wing leading edge attachment screws between the fuselage and the outboard nacelles, the following inspections shall be conducted: (a) At each 50 hours of service time, visually inspect the leading edge attachment screws, top and bottom, from the fuselage to the outboard nacelles, paying particular attention to screws adjacent to nacelles. Tighten any screws found loose. (b) At 300-hour intervals retighten all affected screws to 25 to 40 inch-pounds torque. The above inspection program may be discontinued upon the removal of the NAS 517-3 screws from all leading edge attachments, top and bottom, and the installation of LPHT 517-3 screws. Torque all new leading edge attaching screws to 45-55 inch-pounds. (Lockheed Service Bulletin 88/SB-334 covers this same subject.) NOTE: LPHT-517 refers to Lockheed Specification for a Long-Lok, Polyvinyl insert, High torque screw.
2011-07-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: \n\n\n\tCracks have been found on seat backrest links P/N (part number) 90-000200-104-1 and 90-000200-104-2. These cracks can significantly affect the structural integrity of seat backrests. * * * \n\n\n\tFailure of the backrest links could result in injury to an occupant during emergency landing conditions. We are issuing this AD to require actions to correct the unsafe condition on these products.
75-07-01: 75-07-01 BELL: Amendment 39-2131. Applies to Bell Model 212 helicopters, S/N 30501 through S/N 30658 and 30671, certificated in all categories. Compliance required as indicated, unless already accomplished. Within the next 25 hours' time in service after the effective date of this AD, or before next flight if an unusual high frequency vibration is detected. a. Gain access to and remove the main drive shaft assembly in accordance with Section 65-30-01 of the Model 212 helicopter maintenance manual. b. Inspect the exposed nut, P/N 212-040-631-1, for serial number. Nuts with the following serial numbers are improperly manufactured and must be removed from service: A20-00427, A20-00469, A20-00472, A20-00475, A20-00476, A20-00477, A20-00478 Nuts which have no serial number and nuts with serial numbers other than those listed are acceptable. c. Reinstall the drive shaft with an acceptable nut in accordance with instructions in Section 65-30-01 of the Model212 maintenance manual. Notify Bell Helicopter Company or the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, if nuts identified in paragraph b. are found following inspection. (Reporting approved by the Office of Management and Budget under OMB No. 04- R0174). d. Bell Service Bulletin No. 212-75-1 dated February 19, 1975, pertains to this inspection and replacement procedure. e. Equivalent methods of compliance with this airworthiness directive must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76101. This amendment becomes effective April 21, 1975.
2011-06-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires measuring the electrical bond resistance between the motor operated valve (MOV) actuators and airplane structure for the main, center, auxiliary, and horizontal stabilizer fuel tanks, as applicable, and corrective action if necessary; revising the maintenance program to incorporate airworthiness limitation (AWL) No. 28-AWL-21 or AWL No. 28-AWL-27, as applicable; and replacing production-installed laminate phenolic spacers with metallic spacers between the fuel jettison MOV and the airplane structure, as applicable. This AD was prompted by fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent electrical current from flowing through an MOV actuator into a fuel tank, which could create a potential ignition source inside the fuel tank. This condition, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss ofthe airplane.
2011-07-01: We are superseding an existing airworthiness directive (AD) for General Electric Company (GE) CF6-45 and CF6-50 series turbofan engines. That AD currently requires replacing certain forward and aft centerbodies of the long fixed core exhaust nozzle (LFCEN) assembly. This AD adds certain new forward and aft centerbody part numbers (P/Ns) to the list requiring replacement. This AD was prompted by the discovery of more LFCEN forward and aft centerbody P/Ns that require replacement. We are issuing this AD to prevent the forward and aft centerbody of the LFCEN assembly from separating from the engine, causing damage to the engine, and damage to the airplane.
70-04-03: 70-04-03\tBOEING: Amdt. 39-941 as amended by Amendment 39-1020. Applies to Model 737 series airplanes. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tTo prevent possible damage to airplane structure, systems and components due to failure of the APU bleed air duct or failure of the APU fire extinguisher bottle to discharge safely, or from exposure to an overheat condition following ground operation of the pneumatic system with bleed air from the APU or external ground service, accomplish the following: \n\n\t(a)\tWithin 25 hours time in service after the effective date of this directive, \n\n\t\t(1)\tInstall a placard in full view of the pilot to read: "Discharge APU fire extinguisher bottle whenever left bleed air overheat light illuminates", or "Discharge APU fire extinguisher bottle whenever left bleed air wing-body overheat light illuminates." \n\n\t\t(2)\tInstall a placard in the cockpit in full view of the pilot and install an external placard adjacent to thepneumatic ground service connection to read: "Monitor cockpit bleed air overheat system during all operations of the pneumatic system", or "Monitor cockpit bleed air wing-body overheat system during all operations of the pneumatic system." \n\n\t(b)\tIn lieu of the placard installations required by para. (a)(2), the cockpit bleed air wing- body overheat system and master caution light must be checked prior to further flight for an overheat condition following ground operation of the pneumatic system with bleed air from the APU or external pneumatic ground service. If an overheat condition exists, the source of the overheat condition must be established. Inspect the airplane structure, systems and components for overheat damage and repair if necessary. \n\n\t(c)\tWithin 50 hours time in service after the effective date of this AD, unless already accomplished within the last 500 hours time in service prior to the effective date of this AD, and thereafter at intervals not to exceed 500 hours time in service, inspect the APU bleed air duct, part number 69/37931-3, -4, or -6 for cracks and replace cracked ducts in accordance with Boeing Alert Service Bulletin 36/1003 dated 17 January 1970 or later FAA approved revision, or method approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n \n\t(d)\tIn lieu of the placards and procedures required in paragraphs (a) and (b), remove APU fire extinguisher container, Part Number 806000-21 and install Part Number 806000-31 container in accordance with Boeing Service Bulletin 26-1011, dated June 9, 1970, or later FAA approved revision or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n \n\tNOTE: Do not insert operational procedure specified in revision 1, dated 19 January 1970, to step E of Boeing S.B. 36/1003." \n\n\tAmendment 39-941 effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated 31 January 1970. \n\n\tThis Amendment (39-1020) becomes effective July 9, 1970.
71-11-03: 71-11-03 FAIRCHILD-HILLER: Amdt. 39-1209. Applies to Fairchild Hiller FH 1100 and Model 1100 type helicopters certificated in all categories with short stabilizers, P/N 24 62001, or extended Stabilizers, P/N 24 62001 31. 1. A. Before the next flight, install the following placard in the cockpit in full view of the pilot. "VNE NOT TO EXCEED 80 MPH IAS" B. Remove placard "VNE NOT TO EXCEED 80 MPH IAS" on helicopters with stabilizers modified in accordance with 2 below. 2. Within the next 100 hours' time in service after receipt of this message, unless already accomplished, modify stabilizers, P/N 24 62001 and P/N 24 62001 31, in accordance with Section Two of Fairchild Hiller Service Bulletin FH 1100 62 6 dated 18 March 1971 or later approved revision or an equivalent modification approved by Chief, Engineering and Manufacturing Branch, Eastern Region. This amendment is effective May 19, 1971 and was effective for all recipients of the airmail letter of March 9, 1971 and amending airmail letter of March 25, 1971 upon receipt.
2011-03-06: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters. This AD requires replacing the aluminum tail rotor (T/R) blade pitch control shaft with a steel T/R blade pitch control shaft. This AD is prompted by an incident involving a Eurocopter Model AS-365N2 helicopter on which there was a loss of control of the T/R due to a broken shaft. The actions specified by this AD are intended to prevent failure of the T/R blade pitch control shaft, loss of T/R control, and subsequent loss of control of the helicopter.
75-04-10: 75-04-10 LOCKHEED: Amendment 39-2090. Applies to L-1011-385-1 airplanes certificated in all categories. Compliance required within 10 calendar days after the effective date of this AD, unless already accomplished. To prevent heater blanket overheat conditions and possible fires caused by a malfunctioning cargo sump drain heater, Electrofilm P/N 111202-101 (LAC Control No. 672726- 101), accomplish (a) or (b) below: (a) Disconnect the C-1, C-2, and C-3 cargo compartment drain heaters per Lockheed Alert Service Bulletin 093-30-A032, dated January 23, 1975, or later FAA-approved revisions, or; (b) Equivalent deactivation modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region. (c) An airplane may be flown to a base for the performance of the work required by this AD per FAR's 21.197 and 21.199. (d) The C-1, C-2 and C-3 cargo compartment drain heaters may be reactivated in accordance with modifications or instructions approved by theChief, Aircraft Engineering Division, FAA Western Region. The approved data must reference this AD, and the FAA-approval date. This amendment becomes effective February 19, 1975.
2011-05-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitively inspecting the elevator control tabs for discrepancies and, if any discrepancies are found, taking necessary corrective actions to bring all discrepancies within acceptable tolerances. This AD also requires reporting certain inspection results to the FAA. This AD was prompted by an evaluation of revisions to the manufacturer's maintenance manual that adds new repetitive inspections of the elevator control tabs. To require compliance with these inspections for U.S. owners and operators we are mandating the inspections through the rulemaking process. We are issuing this AD to add new repetitive inspections of the elevator control tabs. If these inspections are not done, excessive free-play in the elevator control tabs could develop. This condition could lead to loss of tab control linkage and severe elevator flutter. Such elevator flutter could lead to possible loss ofcontrol.
75-09-06: 75-09-06 CESSNA: Amendment 39-2176. Applies to A185 series (Serial Numbers 18502008 through 18502650) airplanes and A188 series (Serial Numbers 18800833 through 18801374). Compliance: Required as indicated, unless already accomplished. To preclude the collapse of the existing flexible engine induction air duct, within the next 50 hours' time in service after the effective date of this AD, accomplish the following: Replace the flexible engine induction air duct with a new flexible engine induction air duct (P/N 1650044-1); duct adapter (P/N 1652021-10); and drain line (P/N 0700147-82)(A185 only), in accordance with Cessna Service Letter SE75-5, dated February 7, 1975, or later approved revisions, or any alternate means of compliance approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective May 5, 1975.
2011-04-04: We are superseding an existing airworthiness directive (AD) for Pratt & Whitney (PW) JT8D-209, -217, -217A, -217C, and -219 turbofan engines. That AD currently requires revisions to the engine manufacturer's time limits section (TLS) to include enhanced inspection of selected critical life-limited parts at each piece-part opportunity. This new AD modifies the TLS of the manufacturer's engine manual and an air carrier's approved continuous airworthiness maintenance program to incorporate additional inspection requirements. This AD was prompted by PW developing, and the FAA approving, improved inspection procedures for the critical life-limited parts. The mandatory inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. We are issuing this AD to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
75-20-05: 75-20-05 BOEING: Amendment 39-2371 as amended by Amendment 39-2426 is further amended by Amendment 39-2446. Applies to all Boeing Model 747 series airplanes certificated in all categories. Compliance required as indicated unless already accomplished. \n\tTo prevent fore flap separations, accomplish the following:\n \tA.\tWithin the next 100 flights after the effective date of this AD, unless accomplished within the last 200 flights, and at intervals thereafter not to exceed 350 flights: \n\t\t1.\tInspect all fore flap track, airload rollers for freedom of movement, and inspect upper and lower surfaces of the tracks and rollers for evidence of sliding. Inspect and lubricate rollers in accordance with procedures described in Boeing Service Bulletin 747-57-2107 dated November 3, 1972, or later FAA approved revisions, or the Boeing 747 Maintenance Manual. Replace any seized rollers before further flight unless, upon inspection: \n\t\t\t(a)\tThe fittings attaching the fore flap to the sequencecarriage are found free of cracks. \n\t\t\t(b)\tThe exposed surfaces of the fore flap tracks are found free of galling. \n\t\t\t(c)\tThe flap is found free of any evidence of binding or racking. \n\tIf (a) - (c) are accomplished the airplane may continue in service for a maximum of 10 flights before the seized rollers are replaced, provided the fore flap tracks are lubricated prior to each flight. \n\t\t2.\tInspect the attach (sequence) fittings of the inboard trailing edge fore flap (P/N 65B39025-1 and -2 opposite, or 65B39025-3 or 65B02015-1 and -2 opposite inboard fitting) for cracks in accordance with Boeing Service Bulletins 747-57-2119, Revision 2, dated June 20, 1975, and 747-57- 2088, Revision 2, dated June 30, 1975, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Replace any cracked fittings before further flight if any crack exceeds the limits listed in Boeing Service Bulletin Nos. 747-57-2088 or 747-57-2119. \n\t\t3.\tInspect the outboard fore flap inboard carriage frame for cracks in accordance with Boeing Service Bulletin 747-57-2126, Revision 2, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Parts found cracked which are within the limits of Figure 1, Part III of Boeing Service Bulletin 747-57-2126, may be repaired in accordance therewith and reinspected at intervals not to exceed 40 landings. If cracks exceed the limits given in Boeing Service Bulletin 747-57-2126, replace the fitting before further flight. \n\tB.\tUnless already accomplished, with the next 350 flights after the effective date of this AD: \n\tRemove the existing steel bolts attaching the fore flap carriage stop to the flap tracks on the outboard flaps and install new bolts with sealant in accordance with Boeing Service Bulletin 747-57- 2128, Revision 1, dated April 25, 1975, or later FAA approved revisions. \n\tC.\t1.\tReplace the three forward inboard fore flap airload rollers with new or overhauled rollers on or before December 31, 1976. The replacement rollers are to be lubricated with MIL-G-23827 grease, or an equivalent grease approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, which does not contain molybdenum disulfide (MoS2) as an additive. Airplanes delivered with the redesigned rollers which have been lubricated at an interval not greater than that allowed by this AD, need not have these bearings replaced. \n\t\t2.\tReplace all inboard trailing edge fore flap attach fittings on or before December 31, 1976, in accordance with Boeing Service Bulletin No. 747-57-2119, Revision 2, and Boeing Service Bulletin No. 747-57-2088, Revision 2, or later FAA approved revisions, or replace fittings in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tD.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest 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 adjustment period. Fleet average flight time may be used to calculate the number of flights. \n\tE.\tUnless already accomplished, on or before the next airload roller scheduled inspection, cut inspection holes in the mid flaps in accordance with Boeing Service Bulletin No. 747-57-2138. \n\tF.\tReplacement of the remaining inboard fore flap airload rollers and all outboard fore flap airload rollers with new or overhauled rollers lubricated with MIL-G-23827 or equivalent constitutes terminating action for the inspections required by paragraph A1. Replacement of both the inboard and outboard fore flap attach fittings constitutes terminating action for the inspections required by paragraphs A2 and A3. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-2371 became effective October 24, 1975. \n\tAmendment 39-2426 becomes effective December 12, 1975.\n\tThis amendment 39-2446 becomes effective December 12, 1975.
65-28-05: 65-28-05 MORRISEY: Amdt. 39-171 Part 39 Federal Register December 21, 1965. Applies to Models 2150 and 2150A Airplanes. \n\n\tCompliance required as indicated, unless already accomplished.\n\n\tTo detect cracking in the weldments of strut assemblies, P/N's MO-11000 and MO-11002, for both the right and left oleos of the main landing gear where the scissor assemblies are attached, accomplish the following: \n\n\t(a)\tWithin 25 hours' time in service after the effeactive date of this AD and at intervals not to exceed 25 hours' time in service from the last inspection, visually inspect for cracks the upper and lower scissors attachment fittings of the main landing gear until accomplishment of (c). \n\n\t(b)\tIf cracks are found, reinforce in accordance with (c) before further flight.\n \n\t(c)\tReinforce upper and lower scissors attachment fittings by the addition of 4130 steel plates at three locations described in Figure 1 or accomplish an equivalent repair approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective December 21, 1965.