Results
91-11-02: 91-11-02 McDONNELL DOUGLAS: Amendment 39-6998. Docket No. 90-NM-263-AD. Supersedes AD 90-12-51. \n\n\tApplicability: Model DC-9-81, -82, -83 and -87 (MD-81, -82, -83 and -87) series airplanes and Model MD-88 airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent damage to the engine, cone bolts, and pylon, or separation of an engine from the airplane, as a result of the loss of a through-bolt, accomplish the following: \n\n\tA.\tWithin seven days after August 29, 1990 (the effective date of Amendment 39-6684, AD 90-12-51), inspect the through-bolt nut, P/N SPS83978-1216, for proper torque and conditions in accordance with McDonnell Douglas MD-80 Alert Service Bulletin A71-51, dated May 23, 1990. If any of the following discrepancies are found, take corrective action as required below: \n\n\tCONDITION A: If the torque stripe is misaligned, prior to further flight, accomplish the following: \n\n\tI.\tRemove andreplace the nut in accordance with paragraph C. of this AD, and \n\n\tII.\tApply a new torque stripe. \n\n\tCONDITION B: If the torque stripe is aligned properly, within 10 calendar days, verify that the torque on the nut is 250 inch-pounds (in-lb) or more. \n\n\tI.\tIf the torque is 250 in-lb or more, remove and replace the torque stripe. \n\n\tII.\tIf the torque is less than 250 in-lb, reinstall the nut in accordance with paragraph C. of this AD and apply a new torque stripe. \n\n\tCONDITION C: If the torque stripe is missing, and the nut is seated, and the through-bolt head is seated and positioned properly (there is no gap between the nut base and washer, or the washer and engine mount flange bushing, or the through-bolt head and retainer, or the retainer and engine mount flange bushing), within 10 calendar days, apply 30 in-lb of torque: \n\n\tI.\tIf the nut turns remove and replace the nut in accordance with paragraph C. of this AD and apply a new torque stripe. \n\n\tII.\tIf the nut doesnot turn, torque to the required range of 250 in-lb to 300 in-lb, and apply a new torque stripe. \n\n\tCONDITION D: If the torque stripe is missing and there is a gap between the nut base and washer, or the washer and engine mount flange bushing, or the through-bolt head and retainer, or the retainer and engine mount flange bushing; prior to further flight, apply 30 in-lb of torque: \n\n\tI.\tIf the nut turns, remove and replace the nut in accordance with paragraph C. of this AD and apply a new torque stripe. \n\n\tII.\tIf the nut does not turn, torque to the required range of 250 in-lb to 300 in-lb, and apply a new torque stripe. \n\n\tCONDITION E: If the nut is missing and the through-bolt has not migrated, prior to further flight, install a new nut in accordance with paragraph C. of this AD and apply a new torque stripe. \n\n\tCONDITION F: If the nut is missing and the through-bolt is missing or partially backed-out, prior to further flight, repair in accordance with a method approvedby the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tRepeat the inspections required by paragraph A. of this AD at intervals not to exceed 30 calendar days; except that, if the torque stripe is aligned properly, the corrective action identified in Condition B, above, is not required. \n\n\tC.\tNut installation method and requirements: \n\n\t\t1.\tRemove and replace the nut. \n\n\t\t2.\tRemove the existing torque stripe. \n\n\t\t3.\tEnsure that the through-bolt head is properly positioned and in place. \n\n\t\t4.\tMeasure the running torque of the nut on the through-bolt. If the running torque is less than 30 in-lb or more than 100 in-lb, discard the nut and replace it with a new nut. If the running torque is 30 in-lb or more but less than 100 in-lb, continue with the installation procedure. \n\n\t\t5.\tEnsure that the final installation torque is at least 250 in-lb but less than 300 in-lb. \n\n\tD.\tWithin 10 days after performing the initial inspection required by paragraph A. of this AD, submit a report of any discrepancies to the Manager, Los Angeles Manufacturing Inspection District Office, 3229 East Spring Street, Long Beach, California 90806-2425. The report must include the airplane's serial number. \n\n\tE.\tWithin 18 months after the effective date of this AD, install castellated nuts and cotter pins in accordance with McDonnell Douglas MD-80 Service Bulletin 71-51, dated September 28, 1990. Accomplishment of this modification constitutes terminating action for the repetitive inspection requirements of this AD. \n\n\tF.\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 of the Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los AngelesACO. \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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Business Unit Manager of Publications, C1-HCO (54-60). These documents may be examined at the FAA, 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. \n\n\tThis amendment supersedes Amendment 39-6684, AD 90-12-51 which superseded AD T90-11-52, issued on May 24, 1990. \n\n\tThis amendment (39-6998, AD 91-11-02) becomes effective on June 24, 1991.
71-25-09: 71-25-09 MCDONNELL DOUGLAS: Amendment 39-1358 as amended by Amendment 39-1384. Applies to all Model DC-8 Series Airplanes. \n\n\tCompliance required within the next 3,000 hours' time in service after the effective date of this AD, unless already accomplished within the last 17,000 hours' time in service, and thereafter at each FAA approved normal gear overhaul period, but not to exceed 20,000 hours' time in service from the last inspection. \n\n\tTo prevent failures of the main landing gear retract cylinder attach pin, accomplish the following in accordance with McDonnell Douglas DC-8 Service Bulletin No. 32-102, Revision 4, dated 4 May 1970, or later FAA approved revisions, or an equivalent procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(a)\tRemove the retract pin and inspect the retract pin lock bolt hole, the surface of retract pin, and the inner surface of the retract pin boss for corrosion and cracks. \n\n\t(b)\tIf corrosion is found, rework the affected areas to remove all traces of corrosion. If no more than .003 inches on the diameter is removed from the boss hole during rework, further shot peening of the reworked area is not required. If cracks or corrosion are found in the retract pin, discard the pin. \n\n\t(c)\tReinstall uncracked and uncorroded pins, with particular care being used in obtaining a moisture proof seal around the retract pin lock bolt. It is recommended that a beak of PR 1436G sealant or equivalent be applied around the boss lip, where the retract pin protrudes, to seal out moisture. If the boss is heated to facilitate installation of the retract pin, Parker-O-Lube or equivalent should be substituted for the 463-6-1 Cat-A-Lac primer. \n\n\tUpon 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 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 increase for that operator. \n\n\tAmendment 39-1358 became effective January 11, 1972. \n\n\tThis Amendment 39-1384 becomes effective January 29, 1972.
2000-03-16: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires a one-time visual inspection of the 90 percent brake pedal position switch to determine if certain date codes are present; and corrective action, if necessary. This amendment is prompted by reports indicating that the threaded insert connectors pulled free from the casing of the 90 percent brake pedal position switch, which allowed the insert connector contact to burn through the nose wheel steering cable. The actions specified by this AD are intended to prevent the threaded insert connector from pulling free from the casing of the 90 percent brake pedal position switch and burning through the nose wheel steering cable, which could result in reduced aircraft directional control while on the ground.
99-23-26 R1: This amendment revises an existing airworthiness directive (AD), that is applicable to General Electric Aircraft Engines (GE) CF34 series turbofan engines. That AD currently requires: (1) replacement of Buna-N O-rings with Viton O-rings; or (2) a new location of the vent groove on the MFC mounting flange; or (3) installation of an MFC with improved overspeed protection. This amendment requires the installation of an MFC with improved overspeed protection. If this action can not be completed within 30 days of the effective date of this AD, then either: (1) replace Buna-N O-rings with Viton O-rings, followed by replacement with an MFC with improved overspeed protection within a specified time; or (2) replace with an MFC with a relocated vent groove on the MFC mounting flange and improved overspeed protection. This amendment is prompted by nonsubstantive revisions to the manufacturer s service bulletins and comments from the manufacturer regardingvarious typographical errors in the AD. The actions specified by this AD are intended to prevent uncommanded engine accelerations, which could result in an engine overspeed, uncontained engine failure, and damage to the airplane.
82-27-11 R1: 82-27-11 R1 MCDONNELL DOUGLAS: Amendment 39-4530 as amended by Amendment 39-4660. Applies to McDonnell Douglas Model DC-10-10, -10F, -15, -30, and -30F series airplanes with operable galley lifts, certificated in all categories. Compliance required by January 30, 1984, unless already accomplished. To minimize the potential operational hazard to personnel associated with galley lift electrical interlock system malfunctions, accomplish the following: \n\n\tA.\tReplace the galley lift system electrical interlock switches with hermetically sealed switches as outlined in the Accomplishment Instructions of McDonnell Douglas DC-10 Service Bulletin 25-266, dated July 23, 1979, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tReplace the plunger type interlock switch actuators with leaf spring actuators, install structural protection for the interlock switches, and install additional warning placards as outlined in the Accomplishment Instructions of McDonnell Douglas DC-10 Service Bulletin 25-307, Revision 1, dated March 25, 1983, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: Airplanes modified in accordance with Service Bulletin 25-307 dated May 5, 1982, require rework. \n\n\tC.\tAlternate means of compliance with this AD 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\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\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\n\tAll persons affected by this directive who have not already received these documents fromthe manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tAmendment 39-4530 became effective February 16, 1983. \n\n\tThis Amendment 39-4660 becomes effective June 15, 1983.
2014-17-06: We are superseding Airworthiness Directive (AD) 2011-17-08 for all Airbus Model A330-200 series airplanes, Model A330-200 Freighter series airplanes, and Model A330-300 series airplanes. AD 2011-17-08 required revising the maintenance program by incorporating certain Airworthiness Limitation Items (ALIs). This new AD requires a revision to the maintenance or inspection program, as applicable, to incorporate new or revised structural inspection requirements. This AD was prompted by a revision of certain airworthiness limitations items (ALI) documents, which specifies more restrictive instructions and/or airworthiness limitations. We are issuing this AD to detect and correct fatigue cracking, damage, and corrosion in certain structure, which could result in reduced structural integrity of the airplane.
2000-03-07: This amendment adopts a new airworthiness directive (AD) that is applicable to Rolls-Royce plc RB211-524H-36 series turbofan engines. This action requires, prior to further flight, installing an improved combustion liner with a strengthened head and improved heat shields. This amendment is prompted by a report of burn through of a combustor case that lead to burning away of the thrust reverser and translating cowl and subsequent fire damage to the engine pylon. The actions specified in this AD are intended to prevent burn through of the combustor case due to combustion liner cracking, which can result in an engine fire and damage to the aircraft.
90-23-10: 90-23-10 MCDONNELL DOUGLAS: Amendment 39-6798. Docket No. 89-NM-215-AD. \n\n\tApplicability: Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), and DC-9-87 (MD-87) series airplanes and Model MD-88 airplanes; equipped with Whittaker Controls power transfer unit shutoff (PTU S/O) valve, Part Number (P/N) 240695 or P/N 240695-1; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent dual hydraulic system failure, accomplish the following: \n\n\tA.\tFor those airplanes with Whittaker Controls PTU S/O valve P/N 240695 installed, \n\n\t\t1.\tPrior to the accumulation of 2,000 landings, or within 200 landings after October 23, 1989 (the effective date of Amendment 39-6356, AD 89-22-02), whichever occurs later, unless accomplished within the last 1,800 landings, replace the PTU S/O valve body attachment screws, P/N NAS 1101E-14, with new screws of the same part number, in accordance with the installation instructions of McDonnell Douglas Telex MD-80-COM-24/JCE, dated September 18, 1989. Thereafter, replace the attachment screws at intervals not to exceed 2,000 landings until replacement of the valves in accordance with paragraph A.2. of this AD is accomplished. Replacement of Whittaker Controls PTU S/O valve P/N 240695, with PTU S/O valve P/N 240695-2 constitutes terminating action for the requirements of this paragraph. \n\n\t\t2.\tWithin 90 days after the effective date of this amendment, replace all Whittaker Controls PTU S/O valves P/N 240695, with Whittaker Controls PTU S/O valves P/N 240695-2; or modify the valves P/N 240695 to the P/N 240695-2 configuration in accordance with Whittaker Controls Service Bulletin 240695-29-1, dated March 15, 1988, and Service Bulletin 240695-29-3, dated May 14, 1990. (Accomplishment of the procedures specified in both service bulletins is required.) \n\n\tB.\tFor those airplanes with the Whittaker Controls PTU S/O valve P/N 240695-1 installed, within 180 days after the effective date of this amendment, replace all Whittaker Controls PTU S/O valve P/N 240695-1, with PTU S/O valve P/N 240695-2; or modify the valve P/N 240695-1 to the P/N 240695-2 configuration in accordance with Whittaker Controls Service Bulletin 240695-29-3, dated May 14, 1990. \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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. \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 receivedthe appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90801, ATTN: Business Unit Manager, Technical Publications, C1-HCW (54-60); or from Whittaker Controls, 12838 Saticoy Street, North Hollywood, California 91605. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tAirworthiness Directive 90-23-10 supersedes AD 89-22-02, Amendment 39-6356. \n\n\tThis amendment (39-6798, AD 90-23-10) becomes effective on December 10, 1990.
89-26-02: 89-26-02 MCDONNELL DOUGLAS: Amendment 39-6418. Docket No. 89-NM-73-AD. \n\n\tApplicability: Model DC-9-10 through -80, Model MD88, and C-9 (Military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo preclude failure of the rudder control sector, accomplish the following: \n\n\tA.\tWithin 60 days after the effective date of this airworthiness directive (AD), visually inspect the rudder control sector for cracks and acceptable wall thickness, in accordance with Figure 2 of McDonnell Douglas Alert Service Bulletin A27-302, dated February 17, 1989. \n\n\t\t1.\tIf no cracks are found and the wall thickness is more than .020 inch, no further action is required. \n\n\t\t2.\tIf cracks are found or if a wall thickness of .020 inch or less is found, prior to further flight, perform either a permanent or temporary repair or replace the rudder control sector, in accordance with the accomplishment instructions of McDonnellDouglas Service Bulletin A27-302, dated February 17, 1989. \n\n\t\t3.\tIf a temporary repair is performed, replace or permanently repair the rudder control sector within 6 months or 1,000 landings, whichever occurs earlier, in accordance with McDonnell Douglas Service Bulletin A27-302, dated February 17, 1989. \n\n\tB.\tWithin 15 days after the inspection required by paragraph A., above, submit a report of findings, positive or negative, to the Los Angeles Aircraft Certification Office, Attention: ANM-108L, FAA, Northwest Mountain Region, 3229 East Spring Street, Long Beach, California 90806-2425. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance times, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles 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 theManager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C2-165 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6418, AD 89-26-02) becomes effective January 13, 1990.
2022-18-06: The FAA is adopting a new airworthiness directive (AD) for all General Electric Company (GE) GE90-110B1 and GE90-115B model turbofan engines and certain GE90-76B, GE90-85B, GE90-90B, and GE90-94B model turbofan engines. This AD was prompted by the detection of melt-related freckles in the forgings and billets, which may reduce the life of certain rotating compressor discharge pressure (CDP) high-pressure turbine (HPT) seals (rotating CDP seals), interstage HPT rotor seals, and HPT rotor stage 2 disks. This AD requires revising the airworthiness limitations section (ALS) of the applicable GE90-100 Engine Manual (EM) and the operator's existing approved maintenance program or inspection program, as applicable, to incorporate reduced life limits for these parts. This AD also requires the removal and replacement of certain interstage HPT rotor seals, identified by serial number (S/N), installed on GE90-76B, GE90-85B, GE90-90B, and GE90-94B model turbofan engines. The FAA is issuing this AD to address the unsafe condition on these products.
90-06-06: 90-06-06 BOEING: Amendment 39-6490. Docket No. 89-NM-68-AD. \n\tApplicability: Model 747 series airplanes, listed in Boeing Document No. D6-35999, dated March 31, 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.\tPrior to reaching the incorporation thresholds listed in Boeing Document No. D6-35999, dated March 31, 1989 (hereinafter called "the Document"), or within the next 4 years after the effective date of this AD, whichever occurs later, except as noted in paragraph B., below, accomplish the structural modifications listed in Section 3 of the Document. \n\n\tB.\t1.\tAccomplish replacement of the trailing edge flap tracks in accordance with Boeing Alert Service Bulletin 747-57A2229, Revision 8, dated January 31, 1989, within the next 5 years after the effective date of this AD. \n\n\tNOTE: For the purpose of complying with this AD, replacement of trailing edge flap tracks in accordance with Boeing Alert Service Bulletin 747-53A2229, Revision 8, dated January 31, 1989, is considered equivalent to replacement in accordance with either Boeing Alert Service Bulletin 747-57A2229, Revision 7, dated October 13, 1988, or Revision 9, dated November 2, 1989, or Boeing Service Bulletin 747-57-2146, Revision 3, dated May 9, 1986. \n\n\t\t2.\tIncorporation thresholds expressed as "at next overhaul," shall be accomplished within the next 6 years after the effective date of this AD, or prior to the accumulation of 20,000 flights, whichever occurs later. \n\n\t\t3.\tAccomplish the APU cutout reinforcement in accordance with Boeing Service Bulletin 747-53-2275, Revision 3, dated January 25, 1990, prior to the accumulation of 20,000 flights, or within the next 5,000 flights after the effective date of this AD, whichever occurs later. \n\n\t\t4.\tIf the 1241 bulkhead splice strap is cracked, replace the strap in accordance with Boeing Service Bulletin 747-53-2283, Revision 3, dated November 1, 1989, within the next 4 years after the effective date of the AD, or prior to the accumulation of 20,000 flight cycles, or within 2 years of crack discovery, whichever occurs latest. \n\n\tNOTE: For the purpose of complying with this AD, the incorporation of the terminating modification for the longitudinal floor beams contained in Boeing Service Bulletin 747-53-2224, Revision 6, dated July 27, 1989, is considered equivalent to the incorporation of the terminating actions contained in Service Bulletins 747-53-2176, Revision 3, dated December 15, 1978, and 747-53-2183, Revision 1, dated March 14, 1980. \n\n\tNOTE: The modifications required by paragraphs A. and B., above, do not terminate the inspection requirements of any other AD unless that AD specifies that any such modification constitutes terminating action of the inspection requirements. \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\tThe modifications shall be done in accordance with Boeing Document No. D6-35999, dated March 1989, "Aging Airplane Service Bulletin Structural Modification Program - Model 747." 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 (39-6490, AD 90-06-06) becomes effective on April 17, 1990.
99-25-08: This document publishes in the Federal Register an amendment adopting Emergency Priority Letter Airworthiness Directive (AD) 99-25-08, which was sent previously to all known U.S. owners and operators of MD Helicopters Inc. (MDHI) Model 500N and 600N helicopters by individual letters. This AD requires, within the next 5 hours time-in-service (TIS) or before further flight after December 31, 1999, whichever occurs first, inspecting the thruster control cable conduit cap (cap) for corrosion or a crack. This AD also requires, within the next 100 hours TIS or before further flight after February 19, 2000, whichever occurs first, inspecting the cap at a specified area of the forward and center thruster cables for corrosion or a crack. If an unacceptable crack is found, replacing the unairworthy thruster cable with an airworthy thruster cable is required. This amendment is prompted by the discovery of stress corrosion cracks on an MDHI Model 500N helicopter. The actions specified by this AD are intended to prevent failure of the cap causing a fixed thruster condition and subsequent loss of normal anti-torque directional control of the helicopter.
2000-03-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-200 series airplanes that requires removal of the existing emergency floor path lighting system and replacement with an FAA-approved emergency floor path lighting system. This amendment is prompted by information indicating that the existing emergency floor path lighting system does not provide adequate lighting and cueing for safe evacuation of the airplane in the event of an emergency. The actions specified by this AD are intended to prevent such inadequate lighting and cueing, which could delay or impede the flight crew and passengers when exiting the airplane during an emergency.
92-02-04: 92-02-04 McDONNELL DOUGLAS: Amendment 39-8140. Docket No. 91-NM-150-AD. Supersedes AD 89-06-06, Amendment 39-6150. \n\n\tApplicability: Model DC-9 series airplanes, Model DC-9-80 series airplanes, Model MD-88 airplanes, and C-9 (Military) series airplanes; serial numbers as listed in McDonnell Douglas DC-9 Service Bulletin 27-301, Revision 1, dated May 24, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent uncontrolled airplane sideslip due to an ineffective rudder actuator, accomplish the following: \n\n\t(a)\tFor Model DC-9-11, -12, -13, -14, -15, -15F, -21, and -87 series airplanes: \n\n\t\t(1)\tWithin 500 flight hours after April 12, 1989 (the effective date of AD 89-06-06, Amendment 39-6150), unless already accomplished within the last 1,000 flight hours, inspect the rudder actuator for internal hydraulic fluid leakage in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-291, Revision 3, datedAugust 24, 1988. \n\n\t\t(2)\tIf the rudder actuator internal hydraulic fluid leakage is within the limits specified in that service bulletin, repeat the inspection at intervals not to exceed 1,500 flight hours. \n\n\t(b)\tExcept as provided in paragraph (c) of this AD, for Model DC-9-31, -32, -32F, -33, -34, -34F, -41, -51, -81, -82, -83, and MD-88 series airplanes: \n\n\t\t(1)\tWithin 1,500 flight hours after April 12, 1989 (the effective date of AD 89-06-06, Amendment 39-6150), unless already accomplished within the last 1,500 flight hours, inspect the rudder actuator for internal hydraulic fluid leakage in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-291, Revision 3, dated August 24, 1988. \n\n\t\t(2)\tIf the rudder actuator internal hydraulic fluid leakage is within the limits specified in that service bulletin, repeat the inspection at intervals not to exceed 3,000 flight hours. \n\n\t(c)\tFor Model DC-9-82, -83, and MD-88 series airplanes, with rudder actuator assemblyserial numbers listed in McDonnell Douglas MD-80 Alert Service Bulletin A27-318, dated June 10, 1991: \n\n\t\t(1)\tWithin 1,500 flight hours after April 12, 1989 (the effective date of AD 89-06-06, Amendment 39-6150), or within 500 flight hours after the effective date of this amendment, whichever occurs earlier, inspect the rudder actuator assembly for internal hydraulic fluid leakage, in accordance with the Accomplishment Instructions of McDonnell Douglas MD-80 Alert Service Bulletin A27-318, dated June 10, 1991. \n\n\t\t(2)\tIf the rudder actuator internal hydraulic fluid leakage is within the limits specified in that service bulletin, repeat the inspection at intervals not to exceed 1,500 flight hours. \n\n\t(d)\tIf any inspection required by paragraph (a), (b), or (c) of this AD reveals that the rudder actuator exceeds the internal hydraulic fluid leakage limit specified in McDonnell Douglas DC-9 Alert Service Bulletin A27-291, Revision 3, dated August 24, 1988, or McDonnell Douglas MD-80Alert Service Bulletin A27-318, dated June 10, 1991, as applicable, prior to further flight, replace the rudder actuator with a rudder actuator that is within those limits. \n\n\t(e)\tFor Model DC-9 series, Model DC-9-80 series, Model MD-88, and C-9 (Military) series airplanes: Within 10,000 flight hours after the effective date of this AD, modify the rudder actuator in accordance with the Accomplishment Instructions of McDonnell Douglas DC-9 Service Bulletin 27-301, dated June 21, 1989, or Revision 1, dated May 24, 1991. This modification constitutes terminating action for the repetitive inspections required by this AD. \n\n\tNOTE: This terminating action only eliminates the need for the special shortened interval repetitive inspections of this AD. The actuators should then return to the routine inspection leakage check intervals as specified in the operators maintenance program. \n\n\t(f)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(g)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(h)\tThe inspections required by this AD shall be done in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-291, Revision 3, dated August 24, 1988, or in accordance with McDonnell Douglas MD-80 Alert Service Bulletin A27-318, dated June 10, 1991, as applicable. The modification required by this AD shall be done in accordance with McDonnell Douglas DC-9 Service Bulletin 27-301, dated June 21, 1989; or McDonnell Douglas DC-9 Service Bulletin 27-301, Revision 1, dated May 24, 1991. 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, Post Office Box 1771, Long Beach, California 90801, Attn: Business Unit Manager, Technical Publications & Technical Administration Support, C1-L5B (54-60). 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 8041, Washington, D.C. \n\n\t(i)\tThis amendment (39-8140, AD 92-02-04), becomes effective on March 27, 1992.
90-16-51 R1: 90-16-51 R1 MCDONNELL DOUGLAS: Amendment 39-6710. Final rule of and revision to T90-16-51, as corrected. Docket No. 90-NM-162-AD. \n\n\tApplicability: Model DC-9-10, DC-9-30, and C-9 (military) series airplanes, equipped with a forward upper cargo door, certificated in any category. \n\n\tCompliance: Required within 14 calendar days after the effective date of this amendment, unless previously accomplished. \n\n\tTo prevent inadvertent opening of the main cargo door during flight, accomplish the following: \n\n\tA.\tExcept as provided in paragraph B. of this AD, perform a torque test on the cargo door latch spool fitting attach bolts, in accordance with the instructions for Group 1, Phase 1, of McDonnell Douglas DC-9 Service Bulletin 52-119, Revision 1, dated January 30, 1981. \n\n\tNOTE: The requirements of this AD are applicable to all Model DC-9-10, DC-9-30, and C-9 (military) series airplanes equipped with a forward upper cargo door, regardless of the effectivity as specified inthe McDonnell Douglas DC-9 service bulletin. \n\n\t\t1.\tIf a bolt breaks, prior to further flight, replace it with a new bolt and seal in accordance with Figure 1 of the service bulletin. \n\n\t\t2.\tIf a bolt passes the torque test, prior to further flight, retorque the bolt and seal in accordance with the instructions for Group 1, Phase 1, of the service bulletin. \n\n\tB.\tThe test required by paragraph A. of this AD is not required for Inconel bolts, part numbers RA21026-7-28, 77711-7-28 and 3D0031-7-28. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base for the accomplishment of the requirements of this AD. \n\n\tD.\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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directlyto the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications, C1-HCW (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tPortions of this amendment were effective earlier to recipients of telegraphic AD T90-16-51, issued on August 3, 1990, and a correction to that AD issued on August 7, 1990. \n\n\tThis amendment (39-6710, AD 90-16-51 R1) becomes effective on September 10, 1990.
2022-19-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A310 series airplanes. This AD was prompted by a determination that new or more restrictive airworthiness tasks are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness tasks, 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.
85-22-12: 85-22-12 BOEING: Amendment 39-5167. Applies to all Model 747 series airplanes, through Line Number 622, certificated in any category. To prevent a condition that would lead to depressurization of the airplane, accomplish the following, unless already accomplished after August 29, 1985: \n\n\tA.\tWithin 30 days after the effective date of this AD, perform a one-time visual inspection of the aft side of the aft pressure bulkhead for evidence of repairs or damage. Damage is defined in the Structural Repair Manual. \n\n\tB.\tReport a complete description of the findings (sketches, photos, or drawings, as necessary) of the inspections required by paragraph A., above, within 30 days after the effective date of this AD to either: \n\n\t\t1.\tThe Boeing Commercial Airplane Company, ATTN: Director, 747 Customer Support Engineering, P.O. Box 3707, Seattle, Washington 98124-2207; or \n\n\t\t2.\tBoeing Support Engineering through the Boeing Field Service Representative. \n\n\tC.\tIf any cracking or punctures are found in the aft pressure bulkhead, repair prior to further flight in accordance with the Structural Repair Manual; Boeing Designated Engineering Representative (DER)-approved data; or data approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tRepair all other discrepancies or improper repairs in accordance with the Structural Repair Manual; Boeing DER-approved data; or data approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. Repairs must be performed in accordance with a schedule approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tUpon the request of an operator, an FAA Principal Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the inspection times in this AD to permit compliance at an established inspection period of that operator, if the request contains substantiating data to justify the change for that operator. \n\n\tF.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tG.\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 proposal who have not already received information on inspection procedures from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, 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 becomes effective November 19, 1985.
2014-17-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-400ER series airplanes. This AD was prompted by reports of turbine wheel bursts in the air driven pump (ADP) turbine gearbox assembly (TGA), which resulted in the release of high energy fragments. This AD requires replacing the existing ADP TGA with an improved ADP TGA. We are issuing this AD to prevent fragments from an uncontained turbine wheel burst penetrating the fuselage and striking passengers, or penetrating the wing-to-body fairing and striking ground handling or maintenance personnel, causing serious injury.
2000-03-03: This amendment adopts a new airworthiness directive (AD), that requires revisions to the Engine Maintenance Program specified in the manufacturer's Instructions for Continued Airworthiness (ICA) for General Electric Company (GE) CF34 series turbofan engines to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This AD also requires that an air carrier's approved continuous airworthiness maintenance program incorporate these inspection procedures. This amendment is prompted by a Federal Aviation Administration (FAA) study of in-service events involving uncontained failures of critical rotating engine parts that indicated the need for improved inspections. The improved inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
89-14-06: 89-14-06 BOEING: Amendment 39-6252. \n\tApplicability: Model 757 and 767 series airplanes, identified in Boeing Alert Service Bulletins 757-28A0018 and 767-28A0020, both dated September 15, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent freezing of motor-driven fuel valve actuators caused by moisture ingress around corroded mating joint seals, accomplish the following: \n\n\tA.\tFor Model 757 series airplanes: Within the next 60 days after the effective date of this AD, visually inspect the left and right engine fuel shutoff valve actuators, engine fuel crossfeed valve actuator, and Auxiliary Power Unit (APU) fuel shutoff valve actuator for aluminum oxide corrosion residue on actuator screw heads and joining surfaces of the actuator body, in accordance with Boeing Alert Service Bulletin 757-28A0018, dated September 15, 1988. Any corroded actuator found must be replaced, prior to further flight, with a serviceable part; or as an alternative, a corroded actuator may be exchanged with a non-corroded actuator from a defuel valve position. \n\n\tB.\tFor Model 767 series airplanes: Within the next 60 days after the effective date of this AD, visually inspect the left and right engine fuel shutoff valve actuators, engine fuel crossfeed valve actuator, Auxiliary Power Unit (APU) fuel shutoff valve actuator, and APU fuel isolation valve actuator for aluminum oxide corrosion residue on actuator screw heads and joining surfaces of the actuator body, in accordance with Boeing Alert Service Bulletin 767- 28A0020 dated September 15, 1988. Any corroded actuator found must be replaced, prior to further flight, with a serviceable part; or as an alternative, a corroded actuator may be exchanged with a non-corroded actuator from a defuel valve position. \n\n\tC.\tWithin one year after the effective date of this AD, replace all fuel valve actuators with modified valve actuators, in accordance with Boeing Alert Service Bulletin 757-28A0018 dated September 15, 1988, for Model 757 series airplanes, and Boeing Alert Service Bulletin 767-28A0020 dated September 15, 1988, for Model 767 series airplanes. \n\n\tD.\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\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 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 (39-6252, AD 89-14-06) becomes effective on August 2, 1989.
2022-18-10: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-2A12 airplanes. This AD was prompted by a determination that the baggage bay line fire extinguishing tube assembly might not have been installed with the correct torque. This AD requires re-torqueing the baggage bay line fire extinguishing tube assembly to the correct torque values, and applying corrosion inhibiting compound on the discharge tubes. The FAA is issuing this AD to address the unsafe condition on these products.
2010-11-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2010-11-51, which was sent previously to all known U.S. owners and operators of the specified Eurocopter model helicopters by individual letters. This AD requires visually inspecting the tail gearbox (TGB) control lever for a crack. If a crack is found, this AD also requires replacing the cracked TGB control lever with an airworthy TGB control lever. Optional terminating actions for the inspection requirements of this AD can be done by either replacing a TGB control lever with an airworthy TGB control lever that is marked with an "X'' near the part number or stripping the rework area and dye-penetrant inspecting that area for a crack, and if no crack is found, reworking and marking the TGB control lever. If a crack is found, removing and replacing the cracked TGB control lever with an airworthy TGB control lever is required. This AD is prompted by several reports of cracking ina TGB control lever. The actions specified by this AD are intended to prevent failure of the TGB control lever, loss of tail rotor control, and subsequent loss of control of the helicopter.
89-01-02: 89-01-02 GENERAL ELECTRIC: Amendment 39-6082. Applicability: General Electric (GE) CF6-50 series turbofan engines. Compliance: Required as indicated, unless already accomplished. To prevent failure of high pressure turbine (HPT) stage 2 disks, Part Numbers (P/N) 9045M35P15, 9045M35P17, and 9045M35P18, Serial Numbers MTU00001 through MTU00973 inclusive, except the following serial numbers (listed in alphanumeric order): MTU00541, MTU00562, MTU00563, MTU00634, MTU00646, MTU00652, MTU00654, MTU00668, MTU00671, MTU00672, MTU00675, MTU00756, MTU00777, MTU00778, MTU00782, MTU00783, MTU00808, MTU00820, MTU00827, MTU00829, MTU00846, MTU00847, MTU00849, MTU00857, MTU00875, MTU00877, MTU00881, MTU00884, MTU00885, MTU00887, MTU00888, MTU00893, MTU00896, MTU00899, MTU00905, MTU00906, MTU00908, MTU00909, MTU00910, MTU00911, MTU00912, MTU00914, MTU00916, MTU00917, MTU00918, MTU00919, MTU00920, MTU00921, MTU00933, MTU00935, MTU00953, MTU00959, MTU00960, MTU00961, accomplish either (a) or (b) below: (a) Rework the forward embossment in accordance with GE Service Bulletin (SB) 72-947, dated August 17, 1988, at the next HPT module exposure, not to exceed 3,800 cycles since last installation in an engine. However, for disks which have accumulated 3,500 or more cycles since last installation in an engine on the effective date of this AD, comply with the provisions of this paragraph at the next HPT module exposure, or within the next 300 cycles from the effective date of this AD, whichever occurs first. (b) (1) Perform double fluorescent penetrant inspection (FPI) in accordance with GE SB 72-947, dated August 17, 1988, at the next HPT module exposure, not to exceed 3,800 cycles since last installation in an engine. However, for disks which have accumulated 3,500 or more cycles since last installation in an engine on the effective date of this AD, comply with the provisions of this paragraph at the next HPT module exposure, or within the next 300 cycles from the effective date of this AD, whichever occurs first. (2) Rework the forward embossment in accordance with the above noted SB, at or prior to accumulating 2,500 cycles since passing the double FPI noted in this paragraph. NOTE: HPT module exposure is defined as any removal of the HPT rotor and HPT stage 2 nozzle assembly from the engine core (high pressure compressor and compressor rear frame). (c) In complying with either paragraph (a) or (b) above, do not exceed already published life limits. (d) Disks found cracked while complying with either paragraph (a) or (b) above, are not eligible for either rework, or reinstallation or operation in an engine. (e) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803.(f) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD may be accomplished. (g) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, may adjust the compliance schedules specified in this AD. GE SB 72-947, dated August 17, 1988, identified and described in this document is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552 (a) (1). All persons affected by this directive who have not already received the engine manufacturer's SB may obtain copies upon request to General Electric Company, Technical Publications Department, 1 Neumann Way, Cincinnati, Ohio 45215. This document also may be examined in the Office of the Assistant Chief Counsel, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket No. 88-ANE-31, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment (39-6082, AD 89-01-02) becomes effective on December 29, 1988.
2000-03-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100 and -200 series airplanes, that requires repetitive inspections of the upper and lower chords of the wing front spar for cracks, and corrective action, if necessary. For airplanes on which no cracking is detected, this AD also provides an optional terminating action in lieu of repetitive inspections. This amendment is prompted by reports of cracks in the upper chord of the wing front spar. The actions specified by this AD are intended to detect and correct fatigue cracking of the upper and lower chords of the wing front spar, which could result in reduced structural capability and possible fuel leakage onto an engine and a resultant fire.
75-20-09: 75-20-09 BOEING: Amendment 39-2375 as amended by Amendment 39-2445. Applies to Boeing Model 727 series airplanes, certificated in all categories, listed in Boeing Service Bulletin No. 727-57-137, Revision 2, or later FAA approved revisions. Compliance required as indicated. \n\tTo prevent wing vibration from loose blind rivets in the outboard aileron tab mast fittings, accomplish the following: \n\tA.\tWithin the next 200 flight hours from April 21, 1975, unless AD 75-08-10 has previously been accomplished, inspect all outboard aileron tab mast fittings for looseness, and repair, as necessary, in accordance with Boeing Alert Service Bulletin No. 727-57-137, Revision 2, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Within 15 days from the time of the inspection of each airplane, report all findings, positive or negative, to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108, or call the FAA project engineer at (206) 767-2516. The report must include the following:\n \n\t\ta.\tAirplane model number. \n\t\tb.\tAirplane total time. \n\t\tc.\tDescription of looseness condition, if applicable, including number and type of fasteners loose and number of fittings per tab with loose fasteners. \n\n\t(Reporting approved by the Bureau of the Budget under BOB No. 04R0174). \n\n\tB.\tWithin the next 2500 flight hours or 325 days from November 5, 1975, whichever occurs first, inspect the attaching blind rivets of the outboard aileron tab mast fittings for looseness. Repair, as necessary, in accordance with Boeing Alert Service Bulletin 727-57-137, Revision 1, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tC.\tAs terminating action to this AD, prior to July 1, 1977, unless already accomplished, replace all blind rivets with bolts and nutplates inaccordance with Boeing Alert Service Bulletin 727-57-137, Revision 1, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \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 39-2375 became effective November 5, 1975. \n\tThis amendment 39-2445 supersedes AD 75-08-10. \n\tThis amendment 39-2445 becomes effective December 12, 1975.