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2013-03-20: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 757 airplanes. This AD was prompted by reports of fuel leaking from the front spar of the wing through the slat track housing. This AD requires a detailed inspection of the inboard and outboard main slat track downstop assemblies and a torque application to the main track downstop assembly nuts of slat numbers 1 through 10, excluding the outboard track of slats 1 and 10; a detailed inspection of all slat track housings for foreign object debris (FOD) and visible damage; and corrective actions if necessary. We are issuing this AD to detect and correct incorrectly installed main slat track downstop assemblies, which, when the slat is retracted, could cause a puncture in the slat track housing and lead to a fuel leak and potential fire.
90-15-06: 90-15-06 BOEING: Amendment 39-6653. Docket No. 88-NM-194-AD. \n\n\tApplicability: Model 747 series airplanes, production line numbers 001 through 200, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent depressurization resulting from cracks and/or corrosion in the fuselage skins, accomplish the following: \n\n\tA.\tAccomplish either paragraph A.1. or A.2., below: \n\n\t\t1.\tWithin 1,000 landings after the effective date of this AD, and thereafter at intervals not to exceed 1,000 landings (2,000 landings from body station (BS) 1000 to BS 1480), conduct a detailed external visual inspection of the fuselage skin at the upper lobe skin lap joints for cracks and evidence of corrosion (bulging skin between fasteners, blistered paint, dished or popped rivet heads, or loose fasteners) in accordance with Boeing Service Bulletin 747-53-2307, dated December 21, 1989. If cracking or corrosion is detected during the visual inspection, prior to further flight, conduct a high frequency eddy current (HFEC) inspection for cracks in the skin at the upper row of fasteners of the affected skin panel lap joint, in accordance with the above mentioned Boeing service bulletin. \n\n\t\t2.\tWithin 1,000 landings after the effective date of this AD, and thereafter at the intervals specified below, conduct the following inspections at the upper lobe skin lap joints in accordance with Boeing Service Bulletin 747-53-2307, dated December 21, 1989. \n\n\t\t\ta.\tConduct a detailed visual inspection for cracks and evidence of corrosion (bulging skin between fasteners, blistered paint, dished fasteners, popped rivet heads, or loose fasteners) and repeat at intervals not to exceed 2,000 landings. \n\n\t\t\tb.\tConduct a HFEC inspection for cracks, in accordance with the above mentioned Boeing service bulletin, in the skin at the upper row of fasteners of the lap joints forward of BS 1000 and repeat at intervals not to exceed 4,000 landings.c.\tConduct a HFEC inspection for cracks, in accordance with the above mentioned Boeing service bulletin, in the skin at the upper row of fastener holes of the lap joints aft of BS 1480 and repeat at intervals not to exceed 6,000 landings. \n\n\tB.\tAny cracks, or corrosion for which material loss exceeds 10 percent of the material thickness, which are detected during the inspections required by this AD must be repaired, prior to further flight, in accordance with Boeing Service Bulletin 747-53-2307, dated December 21, 1989. Terminating action, as described in the service bulletin, must be accomplished within 15 months after repair for the remainder of any skin panel lap joint in which cracks, or corrosion exceeding 10 percent of the material thickness, are found. Terminating action, as described in the service bulletin, must be accomplished within 30 months for any skin panel lap joint in which corrosion is found, but the corrosion does not exceed 10% of the material thickness, and no cracking is found; and HFEC inspection of the lap joint for cracks, as described in the service bulletin, must be accomplished at repetitive intervals of 500 landings until the terminating action is completed. \n\n\tC.\tWithin 14 days after the detection of cracks or corrosion when conducting the inspections required by this AD, submit a written report of findings to the Manager, Seattle Aircraft Certification Office, ANM-100S, FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168. The report must contain the following information: \n\n\t\t1.\tSerial number of the airplane inspected; \n\t\t2.\tTotal number of landings on the airplane inspected; \n\t\t3.\tNumber of landings since last inspected; \n\t\t4.\tThe location and dimensions of cracks and/or corrosion detected. \n\n\tD.\tTo conduct the inspections required by this AD: \n\n\t\t1.\tRemove the paint, using an approved chemical stripper; or \n\t\t2.\tEnsure that each fastener head is clearly visible. \n\n\tE.\tFor the purposes of complying with this AD, the number of landings may be determined to equal the number of pressurization cycles where the cabin pressure differential was greater than 1.5 PSI. \n\n\tF.\tThe inspections required by this AD may be terminated for the affected lap joints on which the terminating action has been accomplished in accordance with Boeing Service Bulletin 747-53-2307, dated December 21, 1989. \n\n\tG.\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\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\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 (39-6653, AD 90-15-06) becomes effective on August 20, 1990.
76-21-03: 76-21-03 GRUMMAN AMERICAN: Amendment 39-2746. Applies to Model G-164 airplanes certificated in all categories incorporating Frenco Co. main landing gear struts P/N 1428, installed in accordance with STC SA647WE. Compliance required as indicated. To prevent possible hazards associated with main landing gear strut failures, accomplish the following: (a) Within the next 100 landings after the effective date of this airworthiness directive, unless accomplished within the last 1900 landings, and thereafter at intervals not to exceed 2000 landings from the last inspection, remove the main gear struts, Frenco Co. P/N 1428, and inspect the struts for cracks using dye penetrant and a glass of at least 10 power or magnetic particles inspection. "Note: During the inspection required by paragraph (a) particular attention should be directed to the upper bend radius, and fuselage attachment area." (b) If cracks are found, before further flight, replace the cracked strut with an unused strut of the same part number. (c) For the purpose of complying with this airworthiness directive, subject to the 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. (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region may adjust the repetitive inspection interval specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. (e) Equivalent inspection procedures or parts may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective October 20, 1976.
90-13-05: 90-13-05 BOEING: Amendment 39-6617. Docket No. 89-NM-272-AD. \n\n\tApplicability: Model 747 series airplanes listed in Boeing Alert Service Bulletin 747- 35A2061, dated October 19, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure that sufficient oxygen is available to supernumerary during emergency conditions, accomplish the following: \n\n\tA.\tWithin the next 10 days after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following statement. This may be accomplished by inserting a copy of this AD in the AFM. "Limit occupancy of supernumeraries to 16 people." \n\n\tB.\tWithin the next 3,000 hours time-in-service after the effective date of this AD, remove and replace the bleed relief valves with higher operating pressure bleed relief valves, in accordance with Boeing Alert Service Bulletin 747-35A2061, dated October 19, 1989. Once this is accomplished, the limitation required by paragraph A., above may be removed from the AFM. \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 (39-6617, AD 90-13-05) becomes effective on July 23, 1990.
2013-03-21: We are adopting a new airworthiness directive (AD) for certain serial number Pratt & Whitney Canada Corp. PW206B, PW206B2, PW206C, PW207C, PW207D, PW207D1, PW207D2, and PW207E turboshaft engines. This AD was prompted by the discovery that certain power turbine (PT) disks were made to specific heat codes that may not achieve the maximum in- service life. This AD requires re-identification of the PT disk to a part number (P/N) with a lower life limit. We are issuing this AD to prevent possible uncontained PT disk failure and loss of helicopter control.
2013-03-14: We are adopting a new airworthiness directive (AD) for certain [[Page 11564]] Pratt & Whitney Canada Corp. (P&WC) PT6C-67C turboshaft engines. This AD requires initial and repetitive borescope inspections to verify the presence of a retaining ring securing the power turbine (PT) baffle located near the second stage PT disk. If the engine fails the inspection, this AD also requires removing the engine from service before further flight. This AD was prompted by five reported incidents of second stage PT disk damage. We are issuing this AD to prevent damage to the PT disk which, if undetected, could cause uncontained PT disk failure and loss of control of the helicopter.
50-36-01: 50-36-01 CONVAIR: Applies to All Model 240 Aircraft Incorporating Original Type Nose Strut Inner Cylinders, Bendix P/N 155285. Compliance required at next No. 1 operation unless already accomplished, on all nose landing gear struts whose total time exceeds 1,000 hours, and at each No. 3 operation thereafter. Due to recently reported failures of the nose strut inner cylinder the following is required: Visually inspect P/N 155285 with an 8-power or higher glass for cracks in the area below the scissors lug boss approximately 4 inches above axle housing paying particular attention to the machined radius just below the scissors lug boss. Clean and remove paint from this area. Any evidence of cracks will require replacement of part. Parts with cracks may be repaired in accordance with the limits and procedures specified in Bendix Service Bulletin LG 518. CVAC Service Bulletin 240-366 is reprint of Bendix Bulletin LG 518. This supersedes AD 50-10-01 for the purpose of revising the compliance statement.
47-47-01: 47-47-01 PIPER: (Was Mandatory Note 5 of AD-780-3.) Applies to PA-12 Aircraft Serial Numbers 12-221, 12-236, 12-239, 12-244, 12-250 and Up to 12-3561 and 12-3901 to 12- 3988. Compliance required prior to January 15, 1948. Reinforce the upper end of the tie strap on the landing gear with a 4130 steel plate (Piper No. 10028-13). Install over end of strap by edge welding. As further reinforcement, install a trapezoidal gusset plate (Piper No. 10028-14) on each side of this upper strap attachment by forming and edge welding on assembly. (Piper Service Bulletin No. 97 dated July 10, 1947, covers this same subject.)
2013-03-19: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 707 airplanes, and Model 720 and 720B series airplanes. That AD currently requires replacing wiring for the fuel boost pumps and override pumps with new wiring, installing Teflon sleeving on the wiring, and doing associated actions; and doing repetitive inspections to detect damage of the wiring or evidence of a fuel leak. This new AD reduces the repetitive inspection interval. This AD was prompted by a determination that an inspection interval must be reduced. We are issuing this AD to detect and correct damaged wiring for the fuel boost pumps and override pumps, which could cause electrical arcing that could puncture the conduit containing the wire, and result in a fuel tank explosion or a fire adjacent to the fuel tank.
94-26-16: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model Viscount 744, 745D, and 810 series airplanes, that requires various inspections to detect damage, corrosion, or cracking of certain taper plugs and split bushings of the engine mount, and replacement of taper plugs or split bushings with serviceable parts, if necessary. This amendment is prompted by a report of damage of the taper plug and split bushing of the engine mount due to the effects of corrosion. The actions specified by this AD are intended to prevent such damage, which could lead to failure of the engine mount attachment assembly and consequent separation of the engine from the airplane.