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85-10-03: 85-10-03 MCDONNELL DOUGLAS: Amendment 39-5065. Applies to McDonnell Douglas Model DC-10 and KC-10A series airplanes, fuselage numbers 1 through 370, certificated in all categories. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent the speedbrake lever from latching into either the 2/3 or full speedbrake detent position during lever retraction after landing, accomplish the following: \n\n\tA.\tWithin two years after the effective date of this AD, replace the existing MS20470AD6 gate rivet in the speedbrake module assembly with a 4932183-3F034 corrosion-resistant steel rivet in accordance with the instructions in Chapter 27-62-01, Item 6, of the DC-10 Component Maintenance Manual, dated August 1, 1982, or later revisions. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received these documents from the 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 the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective June 24, 1985.
76-26-02: 76-26-02 BOEING: Amendment 39-2795 as amended by Amendment 39-2836. Applies to all Model 737 series airplanes certificated in all categories. Compliance required as indicated. \n\tTo detect cracks in the forward and aft cargo door lower stop fittings, (4 total) accomplish the following: \n\tA.\tUpon accumulation of 15,000 flights or within the next 500 flights from the effective date of this AD, whichever occurs later, inspect the aft cargo door lowest side stop fittings per paragraph C. \n\tB.\tUpon accumulation of 20,000 flights or within the next 500 flights from the effective date of this AD, whichever occurs later, inspect the forward cargo door lowest side stop fittings per paragraph C. \n\tC.\tVisually or eddy current inspect the lowest side stop fittings in accordance with Boeing Service Bulletin No. 737-52-1065, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Repeat the inspections at intervals not to exceed 500 flights from the last inspection for the visual method and 2,500 flights from the last inspection for the eddy current method. \n\tD.\tIf a cracked fitting is detected: \n\t\t1.\treplace the fitting and visually or eddy current inspect the adjacent fitting prior to further flight in accordance with Boeing Service Bulletin No. 737-52-1065, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region; or, \n\t\t2.\tcontinue service with no more than one cracked fitting for up to 50 flights under the following conditions: \n\t\t\ta.\tassure the stop fittings adjacent to the cracked fitting are crack-free by visual or eddy current inspection specified in the service bulletin. \n\t\t\tb.\twithin 25 flights repeat the visual or eddy current inspection of the adjacent fitting. \n\t\t\tc.\twithin 50 flights replace the fitting in accordance with the service bulletin. \n\tE.\tReplacement fittings which are not terminating actionparts per paragraph F of this AD must be inspected per paragraphs A, B, and C of this AD as appropriate, except that the initial inspection threshold may be increased to 30,000 flights on the forward cargo door stop fittings and 25,000 flights on the aft cargo door stop fittings, if the fittings are shot peened prior to initial installation per Figure 3 of Boeing Service Bulletin No. 737-52-1065, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tF.\tInstallation of a new improved fitting listed in Boeing Service Bulletin No. 737-52-1065, Revision 1, or later FAA approved revisions or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, constitutes terminating action for this AD at that fitting. \n\tG.\tFor the purpose of this AD, when conclusive records are not available to show the number of flights accumulated by a particular fitting, the number of flights maybe computed by dividing the airplane time-in-service since the fitting was installed in the airplane by the operator's fleet average time per flight for his Model 737 airplanes. \n\tH.\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 in this AD, if the request contains substantiating data to justify the increase for that operator. \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.Amendment 39-2795 became effective January 14, 1977. \n\tThis amendment 39-2836 becomes effective March 2, 1977.
71-13-02: 71-13-02 HAWKER SIDDELEY AVIATION: Amdt. 39-1229 as amended by Amendment 39-1258. Applies to Model DH-104 "Dove" airplanes. Compliance is required on or before August 31, 1971, unless already accomplished. To prevent possible failure of the Dunlop compressed air bottles used in the emergency landing gear extension systems, inspect the compressed air bottle (P/N AH.7360 or AC.11038) installed in the air bottle assembly (P/N AH.8512) located under the pilot's seat. If the air bottle was manufactured before January 1, 1959, replace the air bottle assembly with a serviceable assembly of the same part number which incorporates an air bottle (P/N AH.7360 or AC.11038) manufactured on or after January 1, 1959. The date of manufacture is etched on the collar of the bottle. (Hawker Siddeley Technical News Sheet, Series CT(104), No. 214, Issue 2, covers this subject.) Amendment 39-1229 became effective July 30, 1971. This Amendment 39-1258 becomes effective July 31, 1971.
90-21-21: 90-21-21 BOEING: Amendment 39-6766. Docket No. 90-NM-108-AD. \n\n\tApplicability: Model 747 series airplanes, equipped with General Electric CF6-45 and CF6-50 engines, as listed in Boeing Service Letter 747-SL-54-32, dated December 4, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished.\n \n\tTo eliminate the potential for an engine fire due to a fuel leak, accomplish the following: \n\n\tA.\tWithin the next 60 days or 450 hours time-in-service after the effective date of this AD, whichever occurs first, replace the aluminum pneumatic duct brackets, P/N 69B94023- 1, in the outboard struts, with steel brackets, P/N 69B94023-2, in accordance with Boeing Service Letter 747-SL-54-32, dated December 4, 1989. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (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\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington 98055-4056. \n\n\tThis amendment (39-6766, AD 90-21-21) becomes effective on November 16, 1990.
85-06-02: 85-06-02 BF GOODRICH: Amendment 39-5015. Applies to BF Goodrich Main Landing Gear Wheel Assemblies, P/N's 3-1311-3, 3-1365, 3-1365-1, 3-1365-2, 3-1375, 3-1375-1, 3-1375-2, and 3-1375-3 installed on Lockheed L-1011 airplanes; and P/N's 3-1287, 3-1306, 3-1306-1, and 3-1414 installed on Boeing Model 727 airplanes. \n\n\tCompliance is required as indicated, unless already accomplished. To prevent failure of certain BF Goodrich wheel assemblies, due to tie bolt nut cracks, accomplish the following: \n\n\tA.\tAs of the effective date of this AD, no P/N 63-347B RX3 tie bolt nuts shall be used in wheel build up. \n\n\tNOTE: It is recommended that tie bolt nuts marked as above must be destroyed or returned to BF Goodrich. Refer to procedures outlined in Paragraph 2A, BF Goodrich Service Bulletin 439 (for L-1011 airplanes) or Service Bulletin 440 (for Boeing Model 727 airplanes), both issued February 5, 1985. \n\n\tB.\tWithin 50 flight hours after the effective date of this AD, inspect the applicable main wheel assemblies for cracked tie bolt nuts. Adhere to the procedures outlined in Paragraphs 2D and 2E of BF Goodrich Service Bulletin 439 or Service Bulletin 440, as applicable. Any tie bolt nuts found to be cracked must be replaced before further flight. \n\n\tC.\tWithin 60 days following the effective date of this AD, remove all -RX3 tie bolt nuts from service and replace with serviceable parts. \n\n\tD.\tAlternate means of compliance with this AD which provide an acceptable level of safety may be used when approved by the Manager, Chicago Aircraft Certification Office, FAA, Central Region. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to BF Goodrich Company, Attn: Mr. C. F. Wintrow,P.O. Box 340, Troy, Ohio 45373; telephone (513) 339-3811. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. \n\n\tThis amendment becomes effective March 19, 1985.
88-10-07: 88-10-07 MCDONNELL DOUGLAS: Amendment 39-5912. Applies to McDonnell Douglas Model DC-8 series airplanes, equipped with P/N(s) 5644642 or 5751152, LH and RH wing flap drive link assembly installed at wing station XW=97.906, certificated in any category. Compliance required as indicated. \n\n\tTo prevent the loss of airplane control in a critical flight regime due to metal fatigue failure of the flap drive link assembly, accomplish the following: \n\n\tA.\tPrior to the accumulation of 6,250 landings on the inboard flap drive link assembly, P/N 5644642 or 5751152, or within the next 375 landings after the effective date of this AD, whichever occurs later, unless already accomplished within the last 375 landings, conduct inspections for fatigue cracking of specific areas of the link assembly in accordance with Figure 2. of McDonnell Douglas DC-8 Alert Service Bulletin A27-269, dated March 25, 1988 (hereafter referred to as SB A27-269). \n\n\tB.\tIf no cracks are found, repeat inspections in accordance with Figure 2. of SB A27-269, at intervals not to exceed 750 landings. \n\n\tC.\tIf cracks are found, accomplish the following before further flight: \n\n\t\t1.\tIf cracks are within the blend limits of Figure 3. of SB A27-269, rework in accordance with Figure 3. of SB A27-269 and repeat inspections in accordance with Figure 2. of SB A27-269, prior to the accumulation of 750 landings and at intervals thereafter not to exceed 300 landings. \n\n\t\t2.\tIf cracks exceed the blend limits of Figure 3. of SB A27-269, replace with new part of the same part number, in accordance with Figure 4. of SB A27-269. \n\n\tD.\tAlternate 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, FAA, Northwest Mountain Region. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment becomes effective May 25, 1988.
2009-07-10: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-80A series turbofan engines with a high-pressure turbine rotor (HPTR) stage 1 disk, part number (P/N) 9367M45G06, installed. This AD requires removing any HPTR stage 1 disk, P/N 9367M45G06, before exceeding 2,075 cycles-since-new (CSN). This AD results from an error by GE that incorrectly cited a cyclic life of 12,600 CSN for the HPTR stage 1 disk, P/N 9367M45G06. We are issuing this AD to prevent the HPTR stage 1 disk from exceeding its part life, which could cause fatigue cracks to start and grow. These cracks could result in a possible uncontained disk failure and damage to the airplane.
70-15-19: 70-15-19 BOEING: Amdt. 39-1051. Applies to 747-100 series airplanes which incorporate 60B00210-1 nose gear steering metering valve assembly. \n\tCompliance required as indicated. \n\tTo prevent unsafe conditions resulting from malfunction of the ground steering system and to eliminate causes for such malfunction, accomplish the following: \n\ta.\tWithin 10 hours' time in service after the effective date of this AD, unless already accomplished, either (1) establish and maintain pilot surveillance over landing gear steering inputs through an FAA-approved training program established by an operator which follows the recommendations in Boeing Flight Crew Training Bulletin No. 70-20, dated 14 July 1970, or (2) follow an equivalent pilot surveillance procedures approved by the Chief, Aircraft Engineering Division, FAA Western Region, or (3) install a placard with the following wording in clear view of the captain and first officer: \n\tBe alert for any unscheduled steering inputs during take-off and landing as indicated by unusual directional control problems or a chattering nose gear due to tire scrubbing. Take immediate positive action with the steering tiller to correct any suspected steering problems. Under no circumstances are circuit breakers to be pulled to deactivate steering or aural warning systems. \n\tb.\tRetain the placard or continue to employ the equivalent pilot surveillance procedure per a., above, until the airplane is modified per g., below. \n\tc.\tWithin the next 25 hours' time in service after the effective date of this AD, unless already accomplished: \n\t\t(1)\tTest the inherent centering capability of the nose gear steering metering valve in the manner described by Boeing Alert Service Bulletin No. 32-2041. \t \n\t\t(2)\tTest the inherent nose gear centering capability provided by the tiller system, in the manner also described by Boeing Alert Service Bulletin No. 32-2041. \n\td.\tReplace any nose gear steering metering valve prior to further flight if both of the test requirements of c(1) and c(2), above, are not passed, with valve P/N 60B00210-2 or with another valve P/N 60B00210-1 which has been tested and found to pass those test requirements. \n\te.\tInspect and correct any tiller steering system prior to further flight when the nose gear steering metering valve passes the test requirement of c(1), above, but does not pass the test requirements of c(2), above, in accordance with established B-747 maintenance procedures. \n\tf.\tA nose gear steering metering valve which does not pass the test requirements of c(1) but passes the test requirements of c(2) may be continued in service for a period not to exceed 300 hours after the effective date of this AD, provided the test prescribed by c(2) is repeated at intervals not to exceed 25 hours' time in service and the tiller system is corrected as necessary to assure continued satisfactory tiller centering action. \n\tg.\tWithin the next 600 hours' time in service after the effective date of this AD, unless already accomplished, replace the nose gear steering metering valve, P/N 60B00210-1, with nose gear steering metering valve, P/N 60B00210-2, or with another valve approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\tThis amendment becomes effective July 30, 1970.
93-05-13: 93-05-13 BOEING: Amendment 39-8517. Docket 92-NM-223-AD. Supersedes AD 92-27-02, Amendment 39-8435. \n\n\tApplicability: Model 747-400 series airplanes having line positions up to and including 958, inclusive, equipped with Rolls Royce engines and electrical power feeder connectors at engine firewalls; and Model 767 series airplanes having variable numbers VN111 through VN124, inclusive, and variable numbers VN130 through VN132, inclusive, equipped with Rolls Royce engines and electrical power feeder connectors at engine firewalls; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent undetected fires in the engine strut, accomplish the following: \n\n\t(a)\tWithin 30 days after December 30, 1992 (the effective date of AD 92-27-02, Amendment 39-8435), perform a visual inspection of the power feeder connector at each engine firewall to detect signs of arcing, deterioration, unusual hardness or softness, and cracking ofthe elastomer insert, in accordance with Boeing Alert Service Bulletin 747-24A2190, dated November 16, 1992 (for Model 747-400 series airplanes); or Boeing Alert Service Bulletin 767- 24A0088, dated November 16, 1992 (for Model 767 series airplanes); as applicable. \n\n\t\t(1)\tIf any damaged connector is found, prior to further flight, replace it in accordance with the applicable service bulletin. Prior to the accumulation of 1,200 flight hours on the new connector, perform the inspection required by paragraph (a) of this AD. Thereafter, repeat that inspection at intervals not to exceed 800 flight hours until the connector is replaced again. \n\n\t\t(2)\tIf no damage is found and no connector is replaced, repeat the inspection required by paragraph (a) of this AD at intervals not to exceed 800 flight hours. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle AircraftCertification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(d)\tThe inspections and replacement shall be done in accordance with Boeing Alert Service Bulletin 747-24A2190, dated November 16, 1992; or Boeing Alert Service Bulletin 767- 24A0088, dated November 16, 1992; as applicable. This incorporation by reference was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51, as of December 30, 1992 (57 FR 59285, December 15, 1992). Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on March 18, 1993.
47-42-02: 47-42-02 DOUGLAS: (Was Mandatory Note 21 of AD-762-7.) Applies to C-54 and DC-4 Aircraft. \n\nTo be accomplished as soon as possible but in any case not later than the first engine change after November 15, 1947. \n\nIt has been found that on some airplanes certain rework has been accomplished on the fire seal between the accessories section and the nacelle at the upper cowling former at the point where the carburetor airscoop skin rests on top of the firewall. This rework creates a hazardous condition by providing an opening from the accessories section into the nacelle, through the access hole under the non-ram air intake fairing. \n\nInspect all airplanes to ascertain that a fire seal is provided in this area. If the cowling fire seal has been cut away it must be replaced either with the original type seal or with a new type seal. \n\n(Douglas Service Bulletin DC-4 No. 19 covers a new type fire seal.)