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2010-09-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: * * * 1. A potential freezing of the AOA [angle of attack] Vane Resolver * * * may restrict the dynamic behavior (lag) of the vane and could lead to a potential seize-up condition at lower temperatures. This condition, if not corrected, may provide inaccurate AOA data to the Stall Protection System (SPS). 2. As a result of ageing, the AOA vane heating element could degrade to a point where there is insufficient heat to prevent ice build-up on the AOA vanes. The ice build-up may lead to a change in the aerodynamic properties of the AOA vane and, under certain conditions, send inaccurate information to the SPS. This ageing condition cannot be detectedby the aircraft AOA vane heater current monitor. These conditions, if not corrected, could result in inaccurate AOA data provided to the SPS and could lead to a change in the aerodynamic properties of the AOA vane and reduced ability of the flight crew to maintain safe flight and landing of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
51-16-02: 51-16-02\tBELLANCA: Applies to All Model 14-19 Airplanes Serial Numbers 2002 Through 2075. \n\n\tCompliance required within the next 25 hours of operation, but not later than August 1, 1951. \n\n\tAs the result of a recent failure of the elevator trim tab in flight, the modification of the trim tab attachment to the elevator as shown in Figure 1 should be made. \n\n\n\n\n\nFIGURE 1\n\n\n\t(Bellanca Service Bulletin No. 2, Model 14-19, covers this same subject.)
91-03-04: 91-03-04 BOEING: Amendment 39-6864. Docket No. 90-NM-281-AD. \n\n\tApplicability: All Model 747-400 series airplanes, certificated in any category. \n\n\tCompliance: Required within 30 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent inadvertently reversing the direction of flight due to the flight management system commanding an unanticipated turn to intercept an out-of-sequence waypoint, accomplish the following: \n\n\tA.\tInstall placards on or directly adjacent to both the left and right Control Display Units (CDU), in positions clearly visible to the flight crew, stating: Use of "ABEAM PTS" FMC Function Prohibited. \n\n\tB.\tRevise the Limitations Section, Electronics Subsection, of the FAA-approved Airplane Flight Manual (AFM), to add the following statement: "Do not use the FMC ABEAM PTS Function." This may be accomplished by inserting a copy of this AD in 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 (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\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\tThis amendment (39-6864, AD 91-03-04) becomes effective on February 4, 1991.
90-23-16: 90-23-16 BOEING: Amendment 39-6792. Docket No. 90-NM-202-AD. \n\n\tApplicability: Model 747 series airplanes, line position 002 through 803, and 806 certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent partial gear-up or all gear-up landings, accomplish the following: \n\n\tA.\tFor airplanes, line position 002 through 803: Within 30 days of October 30, 1990 (the effective date of AD 90-19-10, Amendment 39-6743), inspect the nose and body gear selector valve installation and the wing gear selector valve installation in accordance with Boeing Service Bulletin 747-32-2361, dated September 7, 1990. \n\n\t\t1.\tPrior to further flight, correct any discrepancies found in the installation, in accordance with Boeing Service Bulletin 747-32-2361, dated September 7, 1990, or Boeing Telegraphic Service Bulletin 747-32-2361, Revision 1, dated September 28, 1990. \n\n\t\t2.\tWithin 30 days after the effective date of this AD, for airplanes that have had discrepancies corrected in accordance with paragraph A.1. of this AD, retorque the self locking nut to 50 to 80 inch-pound, in accordance with Boeing Telegraphic Service Bulletin 747- 32-2361, Revision 1, dated September 28, 1990. \n\n\tB.\tFor airplane, line position 806: Within 30 days after the effective date of this AD, inspect the nose and body gear selector valve installation and the wing gear selector valve installation in accordance with Boeing Telegraphic Service Bulletin 747-32-2361, Revision 1, dated September 28, 1990. Correct any discrepancies found in the installation prior to further flight, in accordance with Boeing Telegraphic Service Bulletin 747-32-2361, dated September 28, 1990. \n\n\tC.\tWithin 10 days after completion of the inspection required by this AD, submit a report of finding any improper configuration to the FAA, Seattle Manufacturing Inspection District Office, ANM-108S, 1601 Lind Avenue S.W., Renton, Washington 98055-4056. The report must include the line number of the airplane inspected, the number of cycles, and the inspection findings. \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 Inspector (PI), 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 information from the manufacturer may obtain copies upon request to The Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-23-16 supersedes AD 90-19-10, Amendment 39-6743. \n\tThis amendment (39-6792, AD 90-23-16) becomes effective on November 12, 1990.
90-04-03: 90-04-03 MCDONNELL DOUGLAS: Amendment 39-6506. Docket No. 88-NM-214-AD. \n\n\tApplicability: McDonnell Douglas Model DC-10 series airplanes equipped with lavatories H and J, as listed in McDonnell Douglas Service Bulletin 25-357, dated September 5, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fire resulting from an electrical short in the H and J lavatory overhead light assembly terminal caps, accomplish the following: \n\n\tA.\tWithin 60 days after the effective date of this AD, modify the overhead light assemblies in lavatories H and J, in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin 25-357, dated September 5, 1989. \n\n\tB.\tWithin 60 days after the effective date of this AD, inspect the insulation blankets and foam insulating material in the areas above lavatories H and J and in the areas outboard of lavatories H and J. Prior to further flight, replace any insulation blankets and/or foam insulating material which has been contaminated by passenger door drive chain lubricant. \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, 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 officer indicated above. \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, C1-LOO (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California 90806-2425. \n\n\tThis amendment (39-6506, AD 90-04-03) becomes effective on March 19, 1990.
68-22-01: 68-22-01\tBOEING: Amendment 39-674. Applies to all 707-300, -400, -300B, and -300C Series aircraft listed in Boeing Service Bulletin 1796 (R-3), or later FAA approved revisions. \n\n\tCompliance required as indicated. \n\n\t(a)\tInspect for cracks in the faying surface around and emanating from the fastener holes in the trailing edge of the upper wing skin at wing stations 211 and 232, as noted in Figure 1 of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision), in accordance with eddy current or dye penetrant inspection techniques, at the time specified in (h) or (i). If cracks are found, repair in accordance with (e), (f) or (g), as appropriate. If cracks are not found and unless already accomplished, reinstall fasteners in accordance with step "e" of Part I of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision) or equivalent fastener installation approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b)\tUnless alreadyaccomplished, conduct a one time inspection at Wing Station 232 for gaps between adjacent layers of structure by removing the two fasteners shown in Figure 1 of Boeing Service Bulletin 1796 (Revision 3) or later FAA approved revision) at the threshold times specified in (h) or (i), as appropriate. Shim as necessary to eliminate these gaps. \n\n\t(c)\tOn aircraft which do not have the stainless steel straps (Boeing P/N 69-27339-1, P/N 69-27339-1 and -2) installed or have had such straps installed in the field, remove the fasteners shown in Figure 1 of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision) and conduct a one time inspection for abrasion on the trailing edge of the wing skin and around the fastener holes at wing stations 211 and 232, in accordance with eddy current or dye penetrant inspection techniques at the threshold times specified in (h) or (i), as appropriate. Surfaces found abraded are to be cleaned up in accordance with, and to the limited noted,in Part II paragraphs b and c of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revisions) or a method approved by Chief, Aircraft Engineering Division, FAA Western Region.\n \n\t(d)\tUnless already accomplished, wings which have been repaired in accordance with Boeing Service Bulletin 1796 (Revision 2) for cracks at wing station 211, must have the internal crack stop plate installed in accordance with Figure 3 of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision) or equivalent installation approved by the Chief, Aircraft Engineering Division, FAA Western Region, within 6000 hours time in service after that repair. \n\n\t(e)\tCracks not exceeding 1.25 inches in length measured from the trailing edge of the wing skin may be repaired in accordance with (d), Note 2, or Part I of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision) or an equivalent repair approved by Chief, Aircraft Engineering Division, FAA Western Region, and the airplane continued in service for the next 200 hours if inspections utilizing eddy current inspection techniques for crack growth are accomplished prior to each day's operation. If crack growth is found, repair prior to further flight in accordance with (f) or (g), as appropriate. If crack growth is not found, the aircraft must be repaired within the aforementioned 200 hours in accordance with (f). \n\n\t(f)\tCracks not exceeding 3.0 inches in length should be repaired in accordance with Part II of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision) or an equivalent repair approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(g)\tIf cracks exceed 3.0 inches in length, accomplish the modification described in Boeing Service Bulletin 2607, or repair in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(h)\tFor those aircraft having less than 7500 hours time in service on the effective date ofthis AD, prior to the accumulation of 7700 hours time in service and at intervals thereafter not to exceed 100 hours time in service from the last inspection. \n\n\t(i)\tFor those aircraft having 7500 or more hours time in service on the effective date of this AD, within the next 200 hours time in service and at intervals thereafter not to exceed 100 hours time in service from the last inspection.\n \n\t(j)\tInspections required by this AD may be discontinued when wings have been modified in accordance with: \n\n\tBoeing Service Bulletin 1796, Part II, Revision 3, or later FAA approved revision \n\tBoeing Drawing 65-68328 \n\tBoeing Service Bulletin 1796, Part III, Revision 3, or later FAA approved revisions \n\tBoeing Service Bulletin 2427, Part X \n\tBoeing Service Bulletin 2607 \n\tOr another method approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n \n\t(k)\tAirplanes having cracks which require rework under this AD may be flown in accordance with FAR 21.197 with the concurrence of the Chief, Aircraft Engineering Division, FAA Western Region, to a base where rework can be accomplished. \n\n\t(l)\tUpon request of an 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 period of the operator if the request contains substantiating data to justify the increase for such operator. \n\n\tThis supersedes Amendment 752, Part 507 (29 F.R. 7923), AD 64-14-01.\n \n\tThis amendment becomes effective October 25, 1968.
2010-09-03: We are adopting a new airworthiness directive (AD) for certain Model 747-200B series airplanes. This AD requires repetitive inspections for cracking of the fuselage skin lap joints at stringer 6 on the left and right sides from station (STA) 340 to STA 400, a one- time general visual inspection to determine if certain fasteners are installed and to determine if service repair manual (SRM) repairs or repair doublers are installed, and corrective actions if necessary. Doing an optional modification of the stringer 6 lap joints terminates the repetitive inspections for the modified area. This AD results from reviews done by Boeing, which show that airplanes that were modified by Boeing to the stretched upper deck (SUD) configuration require inspection for cracking of the stringer 6 lap joint upper-fastener row earlier than previously expected. We are issuing this AD to detect and correct cracking of the stringer 6 lap joints where certain external doublers were not installed, which could result in rapid decompression and loss of structural integrity of the airplane.
78-13-07: 78-13-07 BOEING: Amendment 39-3253. Applies to inboard and outboard flap tracks of the outboard trailing edge flap installation identified in Boeing Service Bulletin Numbers 737-57-1082, Revision 4, or later FAA approved revisions, and 737-57-1084, Revision 2, or later FAA approved revisions, respectively, of all Boeing Model 737 series airplanes, including military type T43A airplanes, certificated in all categories. Compliance required as indicated. \n\n\tTo detect cracks in the aft portion of the inboard and outboard flap tracks of the outboard trailing edge flap installation accomplish the following: \n\n\tA.\tInspect the inboard and outboard tracks in accordance with paragraph B of this AD as follows: \n\n\t\t1.\tInboard tracks: Unless accomplished within the last 600 landings prior to the effective date of this AD, within the next 600 landings from the effective date of this AD or prior to the accumulation of 4,000 landings whichever occurs later. \n\n\t\t2.\tOutboard tracks: Unless accomplished within the last 300 landings prior to the effective date of this AD, within the next 900 landings from the effective date of this AD or prior to the accumulation of 7,000 landings, whichever occurs later. \n\n\t\tIf cracks are detected replace the track or repair per paragraph D of this AD. If cracks are not found, reinspect per paragraph C of this AD. \n\n\tB.\tPenetrant or magnetic particle inspect the applicable tracks in accordance with Boeing Service Bulletin Numbers 737-57-1082, Revision 4, or later FAA approved revisions, and 737-57-1084, Revision 2, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\n\tC.\tRepeat the inspections in accordance with paragraph B of this AD at intervals not to exceed 1200 landings, except as required by paragraph D for repaired tracks. \n\n\tD.\tRepair cracked tracks in accordance with Boeing Service Bulletin Numbers 737-57-1082, Revision 4, or 737-57-1084,Revision 2, or later FAA approved revisions, as applicable, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Repaired tracks are to be penetrant or magnetic particle inspected at intervals not to exceed: \n\n\t\t1.\t1,200 landings for tracks with repaired lower flange edges by blendout. \n\n\t\t2.\t1,000 landings for tracks with cracks stop drilled in thin small portion of the flange. \n\n\t\t3.\t1,000 landings - for tracks with one web cracked between two adjacent holes in the area forward of aft fastener hole. \n\n\t\t4.\t500 landings - for tracks with one web cracked beyond two adjacent holes in the area forward of aft fastener hole. \n\n\t\t5.\t20 landings - for tracks with one web cracked and the crack propagating down from the aft fastener hole. \n\n\t\tTracks with cracks other than those specified above, must be replaced prior to further flight. \n\n\tE.\tReplacement of the tracks affected by this AD with improved tracks identified in paragraphs Cof Boeing Service Bulletin Numbers 737-57-1082, Revision 4, or later FAA approved revisions, and 737-57-1084, Revision 2, or later FAA approved revisions, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, constitutes terminating action for this AD. \n\n\tF.\tFor the purpose of complying with the Airworthiness Directive, with approval of 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 Boeing Model 737 fleet average time from takeoff to landing. \n\n\tG.\tAirplanes may be flown to a maintenance base for repairs or replacement in accordance with FAR 21.197. \n\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 increasefor that operator. \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 from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis AD supersedes AD 75-07-11, Amendment 39-2145. \n\n\tThis amendment becomes effective July 12, 1978.
74-04-02: 74-04-02 MCDONNELL DOUGLAS CORPORATION: Amendment 39-1784 as amended by Amendment 39-1994 is further amended by Amendment 39-2352. Applies to DC-8 series airplanes certificated in all categories. \n\n\tCompliance required as indicated after the effective date of this AD, unless already accomplished. \n\n\tTo prevent the inadvertent deployment of ground spoilers inflight, accomplish the following: \n\n\t(1)\tAfter the effective date of this AD all re-rigging of the spoiler system must be accomplished in accordance with the following McDonnell Douglas documents or equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(1)\t(a)\tDC-8 Maintenance Manual chapters: 27-35-0, Series 50 (Temporary Revision), dated October 9, 1973, or 27-60-0, Series 60, dated December 1, 1973, or later revisions. \n\n\t\t(b)\tService Bulletin 27-251, Revision 2, dated January 7, 1974, or later FAA-approved revisions. \n\n\t(2)\tWithin the next 100 hours' time in service, add to theLimitations Section of the FAA-approved Airplane Flight Manual, the following Ground Spoiler Operation Limitation: \n\n\tON THOSE AIRPLANES NOT MODIFIED BY SERVICE BULLETIN 27-251, DO NOT ATTEMPT TO ARM THE GROUND SPOILERS BELOW 1000 FEET ABOVE THE TERRAIN. \n\n\t(3)\tWithin the next 450 hours' time in service, unless Service Bulletin 27-251 has already been accomplished, perform the following inspections: \n\n\t\tWith the actuator hook extended (Ground condition), proceed as follows: \n\n\t\t(a)\t(i)\tMeasure the spoiler lever aft travel necessary to extend the spoilers (as measured at the pedestal cover). Travel minimum required is 7/8 inch. This measurement should be taken by moving the lever slowly aft from the full forward (hands off) position until the spoilers initiate movement. (Observe system Pressure Drop of 200 psi or more). \n\n\t\t\t(ii)\tThe lever should be capable of being moved full aft and armed in the spoiler deployed position. \n\n\t\t(b)\tJack the aircraft nose to extend the nosegear oleo. With the actuator hook retracted (flight position), the spoiler handle should be armed and the following conditions observed: \n\n\t\t\t(i)\tThe handle should be capable of being armed with an "up" motion only. No aft motion of the lever should be required. \n\n\t\t\t(ii)\tAfter arming, the spoiler lever should be no further aft (measured at the pedestal cover) than 1/16 inch from the forward lever stop. \n\n\t\t(c)\tIn the event that any of the requirements of (a) or (b), above, are not met, re-rig the affected portion of, or the entire system, per the documents referenced in (1), above. \n\n\t(4)\tWithin the next 3600 hours' time in service, install the spoiler handle lockout in accordance with McDonnell Douglas Service Bulletin 27-251, Revision 2, or later FAA-approved revisions, or an equivalent installation approved by the Chief, Aircraft Engineering Division, FAA, Western Region. \n\n\t(5)\tUpon completion of items (1) through (7) of this A.D., Amendment 39-1122, (35 F.R. 18454) AD70-25-2, is no longer mandatory. The placard and AFM limitation described in AD 70-25-2 may be removed. \n\n\t(6)\tPrior to February 15, 1975, on those airplanes incorporating the Hydro-Aire Mark II antiskid system, unless already accomplished, modify the spoiler card in the antiskid control box in accordance with McDonnell Douglas Service Bulletin 27-251, Revision 5, dated October 3, 1974, or later FAA-approved revisions, or an equivalent installation approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tAmendment 39-1784 became effective February 15, 1974. \n\n\tAmendment 39-1994 became effective October 23, 1974. \n\n\tThis amendment 39-2352 becomes effective September 2, 1975.
69-18-02: 69-18-02 ALLISON: Amdt. 39-831. Applies to Models 250-C10 and 250-C18 Series Engines. Compliance: Unless already accomplished, within the next 50 hours' time in service after the effective date of this AD, on all engines having 750 or more hours' time in service since new or last overhaul, or at or before 800 hours' time in service on engines that have less than 750 hours' time in service since new or last overhaul at the effective date of this AD, accomplish the following: To detect excessive wear of the internal splines: A) Inspect the internal spline on the P/N 6840847 helical power train drive gear using an Allison P/N EX 83339 plug gage. If this gage enters the spline, replace the gear with a new or serviceable part prior to returning the engine to service. Allison Commercial Service Letter No. 250 CSL-35, dated August 15, 1969, pertains to this inspection. B) When the engine is modified in accordance with Allison Commercial Engine Bulletin No. 250 CEB-61, dated July 25, 1969, the inspections required by Paragraph A of this AD will no longer be required. Gear boxes having Serial Numbers ending in the suffix "B" incorporate Commercial Engine Bulletin No. 250 CEB-61. This amendment becomes effective September 3, 1969.