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68-17-08: 68-17-08\tBOEING: Amendment 39-640 as amended by Amendments 39-670, 39-852, 39- 891, and 39-923 is further amended by Amendment 39-1420. Applies to all Boeing 707/720 series aircraft listed in Boeing Service Bulletin 1995 (Revision 5) dated September 28, 1967 or later FAA approved revision. \n\tCompliance required as indicated. \n\tTo detect cracking and prevent failure of the lower wing skin at front spar station 392, accomplish the following: \n\t(a)\tInspect the lower wing skin of aircraft which have not been repaired by installation of the small repair doubler (identified on Page 25, Boeing Service Bulletin 1995, Revision 5), for cracks emanating from the two outboard fasteners of the splice plate tab as noted in Figure 1 of Boeing Service Bulletin 1995, (Revision 5 or later FAA approved revisions) by the use of either a dye penetrant or an eddy current inspection technique, or an equivalent inspection method approved by the Chief, Aircraft Engineering Division, FAA Western Region, atthe times specified in (h), (i), (j) or (k) as appropriate and, if cracks are found, repair prior to further flight per (f) or (g). \n\t(b)\tInspect the lower wing skin of aircraft which have been repaired by installation of the small repair doubler in accordance with Boeing Service Bulletin 1995, within 1600 hours (for 720 Series) or 2000 hours (for 707 Series) after installation or within the next 400 hours (for 720 Series) or 600 hours (for 707 Series) time in service after the effective date of this AD, unless inspected within the previous 1200 (for 720 Series) or 1400 (for 707 Series) hours time in service and at intervals thereafter not to exceed 1600 (for 720 Series) or 2000 (for 707 Series) hours time in service, per (e). \n\t(c)\tInspect the lower wing skin for cracks emanating from the attachments of the front spar support fitting as noted in Figure 1 of Boeing Service Bulletin 1995 (Revision 7) dated 20 August 1969 or later FAA-approved revisions, at the times specified in (h),(i), (j), or (k) as appropriate, and, if cracks are found, repair prior to further flights per (g). The initial inspection must be accomplished either by means of a dye penetrant technique or in accordance with the eddy current inspection technique described by S.B. 1995 (Revision 7) or later FAA-approved revisions, or an equivalent inspection approved by the Chief, Aircraft Engineering Division, FAA Western Region. The eddy current inspection technique described by S.B. 1995 (Revision 7) or later FAA-approved revision, or an equivalent FAA-approved inspection technique, must be used for all inspections thereafter. \n\t(d)\tOn those aircraft which have not had the drag fitting trimmed and the fairing attach angle modified in accordance with Boeing Service Bulletin 1995 (Revision 7) or later FAA- approved revisions, within the next 400 hours (for 720 Series) or 600 hours (for 707 Series) time in service after the effective date of this AD and thereafter at intervals not to exceed 800 hours (for 720 Series) or 1,200 hours (for 707 Series) time in service, inspect for cracks in the lower wing skin, emanating from the forward fastener for the drag fitting and from the fasteners for the fairing attach angle as noted in Figure 1 of Boeing Service Bulletin 1995 (Revision 7) or later FAA-approved revisions, at the threshold times as specified in (h), (i), (j), or (k) as appropriate. The initial inspection must be accomplished either by means of a dye penetrant technique or by use of eddy current inspection techniques described in S.B. 1995 (Revision 7), or later FAA- approved revisions, or an equivalent inspection approved by the Chief, Aircraft Engineering Division, FAA Western Region. The eddy current inspection technique described by S.B. 1995 (Revision 7) or later FAA-approved revision, must be used for all inspections thereafter. If cracks are found around the fairing attach angle or emanating aft from the drag fitting fastener, rework the drag fitting, double, andskin prior to further flight in accordance with (g). If cracks are found emanating forward from the drag fitting fastener, rework the drag fittings, doubler and skin, prior to further flight in accordance with Boeing Service Bulletin 1995 (Revision 7) or later FAA-approved revision, or in accordance with an equivalent rework or modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\t(e)\tInspect the lower wing skin covered by the small repair doubler for cracks by use of the x-ray inspection techniques noted in Boeing Service Bulletin 1995 (Revision 5 or later FAA- approved revisions) or an equivalent inspection technique approved by the Chief, Aircraft Engineering Division, FAA Western Region. Repeat inspections at intervals not to exceed 1600 hours (for 720 Series) or 2000 hours (for 707 Series) time in service. If crack growth is found, repair prior to further flight in accordance with (g). \n\t(f)\tIf the cracks fall within the crack length limitsoutlined in the paragraph titled "Installation of the small repair doubler," (Part II, Boeing Service Bulletin 1995, Revision 5 or later FAA-approved revisions) repair in accordance with that section of the bulletin or later FAA- approved revisions. Within 1600 hours (for 720 Series) or 2000 hours (for 707 Series) after installation of the doubler, inspect in accordance with (e). \n\t(g)\tUpon completion of any of the following modifications, the inspections required by this AD may be discontinued: \n\t\t(1)\tInstallation of 65-56257-1-2 or 65-57788-1-2 doublers as appropriate, per Boeing Service Bulletin 1995 (Revision 5 or later FAA-approved revisions). \n\t\t(2)\tBoeing Service Bulletin 2484. \n\t\t(3)\tBoeing Service Bulletin 2487. \n\t\t(4)\tInstallation of the 720 Wing Structural Improvement Program (Per Boeing Document 65-12700) accomplish at Boeing's Wichita facility. \n\t\t(5)\tAn equivalent installation approved by the Chief, Aircraft Engineering Division, Western Region, FAA. \n\t(h)\tFor those airplanes listed in Boeing Service Bulletin 1995 (Revision 5 or later FAA- approved revisions) Part I, and having less than 6000 (for 720 Series) or less than 10,000 (for 707 Series) hours time in service on the effective date of this AD, prior to the accumulation of 6800 (for 720 Series) or 11,200 (for 707 Series) hours time in service, respectively, and thereafter not to exceed 800 (for 720 Series) or 1200 (for 707 Series) hours time in service from the last inspection. \n\t(i)\tFor aircraft listed in Boeing Service Bulletin 1995 (Revision 5 or later FAA- approved revisions) Part I, and having 6000 or more (in the case of 720 Series aircraft) or 10,000 or more (in the case of 707 Series aircraft) hours time in service on the effective date of this AD, within the next 400 (for 720 Series) or 600 (for 707 Series) hours time in service, unless accomplished within the last 400 (for 720 Series) or 600 (for 707 Series) hours time in service, and at intervals thereafter not to exceed 800 (for 720 Series) or 1200 (for 707 Series) hours time in service. \n\t(j)\tFor aircraft listed in Boeing Service Bulletin 1995 (Revision 5 or later FAA- approved revisions) Part II, and having less than 10,000 (in the case of 720 Series) or less than 15,000 (in the case of 707 Series) hours time in service on the effective date of this AD, prior to the accumulation of 10,800 or 16,200 hours time in service, respectively, and thereafter at intervals not to exceed 800 (for 720 Series) or 1200 (for 707 Series) hours time in service from the last inspection. \n\t(k)\tFor aircraft listed in Boeing Service Bulletin 1995 (Revision 5 or later FAA- approved revisions) Part II, and having 10,000 or more (in the case of the 720 Series) or 15,000 or more (in the case of the 707 Series) hours time in service on the effective date of this AD, within the next 400 (for 720 Series) or 600 (for 707 Series) hours time in service unless accomplished within the last 400 (for 720 Series) or 600 (for 707 Series) hours time in service, and at intervals thereafter not to exceed 800 (for 720 Series) or 1200 (for 707 Series) hours time in service. \n\t(l)\tAirplanes having cracks which require rework under this AD may be flown in accordance with FAR 21.197 with the concurrence of Chief, Aircraft Engineering Division, FAA Western Region, to a base where the rework can be accomplished. \n\t(m)\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 inspection period of the operator if the request contains substantiating data to justify the increase for such operator. \n\tAmendment 39-640 became effective September 23, 1968. \n\tAmendment 39-670 became effective October 18, 1968. \n\tAmendment 39-852 became effective November 1, 1969. \n\tAmendment 39-891 became effective December 16, 1969. \n\tAmendment 39-923became effective January 17, 1970. \n\tThis Amendment 39-1420 becomes effective April 1, 1972.
98-13-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42 and ATR72 series airplanes, that requires replacement of the left longitudinal net of the forward cargo compartment with a new reinforced net. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent blockage of the access door, which could restrict access for crewmembers between the flight deck and the passenger compartment during normal operations or an emergency evacuation.
90-25-12: 90-25-12 BOEING: Amendment 39-6821. Docket No. 90-NM-119-AD. \n\n\tApplicability: Model 737 series airplanes, listed in Boeing Service Bulletin 737-35- 1033, dated March 15, 1990, certificated in any category. \n\n\tCompliance: Required within 3,000 hours time-in-service after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent fire caused by the chafing of wire bundles on crew oxygen system tubing, accomplish the following: \n\n\tA.\tInspect the clearances between the crew oxygen system tubing, the auxiliary power unit (APU) power feeder wire bundle, and the horizontal stabilizer trim control cables, located below the control cabin floor, in accordance with Boeing Service Bulletin 737-35-1033, dated March 15, 1990. \n\n\t\t1.\tIf there is inadequate clearance or damage has occurred, prior to further flight, repair the damage, replace the oxygen system tubing with modified tubing, and perform a leak check, in accordance with the Service Bulletin. \n\n\t\t2.\tIfclearance is inadequate between the crew oxygen tubing and the wire bundle only, and no damage has occurred, install floating loop clamps and spacers to obtain sufficient clearance between the tubing and the wire bundle, in accordance with the Service Bulletin. \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 S.W., Renton, Washington. \n\n\tThis amendment (39-6821, AD 90-25-12) becomes effective on January 7, 1991.
85-01-02 R1: 85-01-02 R1 McDONNELL DOUGLAS: Amendment 39-4978 as amended by Amendment 39-5241. Applies to Model DC-9 and C-9 (Military) series airplanes, Fuselage Numbers 1 through 1087, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo detect fatigue cracks and prevent structural failure of the fuselage cabin aft ventral pressure bulkhead, P/N 5910130 (and rework drawing numbers 5924597 and 5924350), accomplish the following: \n\n\tA.\tExcept for those airplanes that are subject to paragraph K., below, for airplanes with 15,000 or more landings on or after the effective date of this AD, within the next 700 additional landings or, for airplanes which have been inspected in accordance with AD 80-10-03, at the next inspection scheduled in accordance with AD 80-10-03 after the effective date of this AD, conduct visual and x-ray inspections in accordance with the instructions contained in Service Sketch 2934C, of McDonnell Douglas Service Bulletin 53-137, Revision 3, dated August 4, 1983. \n\n\tNOTE: McDonnell Douglas Service Bulletin 53-137, Revision 3, dated August 4, 1983, is herein referred to as SB 53-137, R3. \n\n\tB.\tIf no cracks are found in the bulkhead web and doublers, in the areas of the doorjamb upper LH and RH corners, identified in Figure 1 of Service Sketch 2934C of SB 53-137, R3, for those corner areas: \n\n\t\t1.\tAt intervals not to exceed 2,000 landings from last inspection, repeat the visual inspections required by paragraph A., above; and \n\n\t\t2.\tAt intervals not to exceed 4,000 landings from last inspection, repeat the x-ray inspections required by paragraph A., above. \n\n\t\t3.\tRepetitive inspections must be continued until terminating action in accordance with paragraph K., below, has been accomplished. \n\n\tC.\tIf cracks are found in the bulkhead web and doublers, for both Group I and II airplanes (as defined in SB 53-137, R3) accomplish the following: \n\n\t\t1.\tFor cracks found in the upper left and/or right bend radius, with no radial cracks, modify and inspect upper corners of bulkhead in accordance with paragraph 2.C. (Accomplishment Instructions) of SB 53-137, R3. \n\n\t\t2.\tFor new cracks found in the upper left bend radius, with no radial cracks and with Condition II modification installed, modify and inspect corners of bulkhead per paragraph 2.D. of SB 53-137, R3. \n\n\t\t3.\tFor new cracks found in the upper right bend radius, with no radial cracks and with Condition I modification installed, modify and inspect upper corners of bulkhead in accordance with paragraph 2.E. of SB 53-137, R3. \n\n\t\t4.\tFor radial crack(s) found in any or all members of upper right corner, with or without bend radius cracks, modify and inspect corners of bulkhead in accordance with paragraph 2.I. of SB 53-137, R3. \n\n\t\t5.\tFor radial and/or bend radius crack(s), found in upper left and/or right corner(s) or portion of upper left and/or right bulkhead skin which exceeds the repairable limits of Conditions I through XVII, XX, or XXII through XXXIV (any noted conditions), or at operator's option for replacement of cracked parts that are within repairable limits, in lieu of repair modification, replace cracked parts in accordance with paragraph 2.J. of SB 53-137, R3. Reinstate repetitive inspections of the upper corners within 15,000 landings and at intervals noted in paragraphs B.1., B.2., and B.3., above. \n\n\t\t6.\tFor radial crack(s) found in any or all members of lower left and/or right corner radius (except P/N 5910130-9/-11 side channel), with or without cracks in the lower inboard tab portion of the P/N 5910130-3/-5 bulkhead skin, modify and inspect corners of bulkhead in accordance with paragraph 2.L. of SB 53-137, R3. \n\n\t\t7.\tFor crack(s) found in any or all members which extends below the lower edge of the P/N 5910130-37 channel forward vertical leg; replace cracked parts, and inspect corners in accordance with paragraph 2.N. of SB 53-137, R3. Reinstate repetitive inspectionswithin 15,000 landings and at intervals noted in paragraphs B.1., B.2., and B.3., above. \n\n\t\t8.\tFor radial crack(s) found in P/N 5910130-3/-5 side bulkhead skin at one or more of the five lower inboard fasteners through the P/N 5910130-9/-11 side channel, install doublers and inspect lower corners in accordance with paragraph 2.0. of SB 53-137, R3. \n\n\t\t9.\tFor new radial crack(s) found in P/N 5910130-3/-5 side bulkhead skin at one or more of the five inboard fasteners through the P/N 5910130-9/-11 side channel, and preventive corner repair modification in accordance with Condition XIII has been installed, modify and inspect in accordance with paragraph 2.P. of SB 53-137, R3. \n\n\t\t10.\tFor new radial crack(s) found in any or all members of upper right corner, with or without bend radius cracks in P/N 5910130-13 doubler, and with Condition I modification installed, modify and inspect upper corners in accordance with paragraph 2.Y. of SB 53-137, R3. \n\n\tD.\tIf no crack(s) are found inthe lower corners of the bulkhead web and doublers, for both Groups I and II airplanes (as defined in SB 53-137, R3); install preventive repair modification and repetitively inspect lower corners at 15,000 landing intervals in accordance with paragraph 2.M. of SB 53-137, R3. If preventive repair is not installed, repetitively inspect at intervals in accordance with paragraph B., above. \n\n\tE.\tIf cracks are found in the bulkhead web and doublers in Group I airplanes, accomplish the following: \n\n\t\t1.\tFor radial crack(s) found in any or all members of upper left or both upper left/right corners, with or without bend radius cracks, modify and inspect corners of bulkhead in accordance with paragraph 2.F. of SB 53-137, R3. \n\n\t\t2.\tFor new radial crack(s) found in any or all members of upper right corners, with or without bend radius cracks, and with Condition XXII modification installed, modify and inspect corners of bulkhead in accordance with paragraph 2.Q. of SB 53-137, R3. \n\n\t\t3.For radial crack(s) found in P/N 5910130-13 doubler at upper left and/or right corner running along heel line of P/N 5910130-95 left and/or -96 right door stop angle, with or without radial cracks in any or all member of upper left and/or right corners, and with or without crack(s) in upper left and/or right bend radius of the forward flange of P/N 5910130-13 doubler, modify and inspect upper corners of bulkhead in accordance with paragraph 2.T. of SB 53-137, R3. \n\n\t\t4.\tFor new radial crack(s) found in any or all members of upper left corner, with or without bend radius cracks, and with Condition V modification installed, modify and inspect upper corners of bulkhead in accordance with paragraph 2.V. of SB 53-137, R3. \n\n\t\t5.\tFor new radial crack(s) found in any or all members of upper left corner, with or without bend radius cracks in P/N 5910130-13 doubler, and with Condition II modification installed, modify and inspect upper corners in accordance with paragraph 2.W. of SB 53-137,R3. \n\n\tF.\tIf no crack(s) are found in the bulkhead web and doublers in Group I airplanes, the interim crack preventative repair modification may be installed and the upper corners repetitively inspected at 15,000 landing intervals in accordance with paragraph 2.G. of SB 53-137, R3. If preventive repair modification is not installed, repetitively inspect at intervals specified in accordance with paragraph B., above. \n\n\tG.\tIf cracks are found in the bulkhead web and doublers for Group II airplanes, accomplish the following: \n\n\t\t1.\tFor radial crack(s) found in any or all members of upper left or both upper left/right corners, with or without bend radius cracks, modify and inspect corners of bulkhead in accordance with paragraph 2.H. of SB 53-137, R3. \n\n\t\t2.\tFor new radial crack(s) found in any or all members of upper right corner, with or without bend radius cracks, and with Condition IV modification installed, accomplish paragraph 2.R. of SB 53-137, R3. \n\n\t\t3.\tFor new radialcrack(s) found in any or all members of upper left corner, with or without bend radius cracks, and with Condition V modification installed, accomplish paragraph 2.S. of SB 53-137, R3. \n\n\t\t4.\tFor radial crack(s) found in P/N 5910130-13 doubler, at upper left and/or right corner running along heel line of P/N 5910130-95/-96, side door stop angle, with or without radial cracks in any or all members of upper left and/or right corners, and with or without crack(s) in upper left and/or right bend radius of forward flange of P/N 5910130-13, doubler, modify and inspect corners of bulkhead in accordance with paragraph 2.U. of SB 53-137, R3. \n\n\t\t5.\tFor radial crack(s) found in any or all members of upper left corner, with or without bend radius cracks in 5910130-13 doubler, and with Condition II modification installed, modify and inspect upper corners in accordance with paragraph 2.X. of SB 53-137, R3. \n\n\tH.\tIf no crack(s) are found in the bulkhead web and doublers in Group II airplanes, the interim crack preventive modification may be installed and the upper corners repetitively inspected at 15,000 landing interval in accordance with paragraph 2.K. of SB 53-137, R3. If preventive repair modification is not installed, repetitively inspect at intervals specified in accordance with paragraph B., above. \n\n\tI.\tMcDonnell Douglas DC-9 Service Bulletin A53-144, or later FAA approved revisions, must be accomplished within 18 months after the effective date of this AD. \n\n\tJ.\tFor aircraft modified per DC-9 Service Bulletin 53-139 (basic), or production equivalent, accomplish McDonnell Douglas DC-9 Service Bulletin 53-157 within 18 months after effective date of this AD. \n\n\tK.\tFor airplanes previously modified in accordance with DC-9 Service Bulletin 53-139 (Original Issue or Revision 1), or production equivalent, accomplish modification of the pressure bulkhead in accordance with Part 2 of the Accomplishment Instructions of DC-9 Service Bulletin 53-165 prior to the accumulation of 15,000 cycles after accomplishment of the modification or aircraft delivery (as applicable) or prior to the accumulation of the 5,400 landings after the effective date of Amendment 39-5241, whichever occurs later. Accomplishment of the modification referenced above constitutes terminating action for the requirements of this AD. \n\n\tL.\tFor airplanes not previously modified in accordance with DC-9 Service Bulletin 53-139 (Original Issue and Revision 1), or production equivalent, accomplishment of modifications in accordance with DC-9 Service Bulletin 53-166, Revision 1, dated January 31, 1983, or later FAA-approved revision, constitutes terminating action for the requirements of this AD. \n\n\tM.\tPrevious accomplishment of any rework or inspection(s), or portion(s) thereof, which is outlined in McDonnell Douglas DC-9 Service Bulletin 53-137, Revision 1, dated December 6, 1979, required by AD 80-10-03, Amendment 39-3769, effective May 15, 1980, which is also outlined in McDonnellDouglas DC-9 Service Bulletin 53-137, Revision 2, or SB 53-137, R3, provided for in AD 80-10-03, may be considered an equivalent to that requirement of this AD. \n\n\tN.\tThe inspections and modifications required by this AD need not be accomplished if, after the effective date of this AD, the aircraft is operated without cabin pressurization and a placard is installed in the cockpit, in full view of the pilots, stating: "OPERATION WITH CABIN PRESSURIZATION IS PROHIBITED." \n\n\tO.\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 modifications required by this AD. \n\n\tP.\tUpon the request of an operator, an FAA Maintenance Inspector, subject to prior approval by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals of the operator if the request contains substantiating data to justify the increase for that operator. \n\n\tQ.Alternate means of compliance 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\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, 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 supersedes AD 80-10-03, Amendment 39-3769 (45 FR 31052; May 15, 1980). \n\n\tAmendment 39-4978 became effective February 14, 1985. \n\n\tThis Amendment 39-5241 becomes effective March 31, 1986.
2012-22-13: We are adopting a new airworthiness directive (AD) for certain Sikorsky Aircraft Corporation (Sikorsky) Model S-76C helicopters. This AD requires installing an improved throttle stop and a wider trigger on the engine control levers (ECL). This AD was prompted by a bird-strike to the windshield that resulted in unintended movement of the engine control levers from the forward position and towards the flight-idle position, which reduced power on both engines. These actions are intended to prevent unintended movement of the ECLs, resulting in main rotor speed decay and subsequent loss of control of the aircraft.
2012-22-14: We are superseding an existing Emergency airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-70, S-70A, S-70C, S-70C(M), and S-70C(M1) helicopters with a certain part- numbered intermediate gearbox (IGB). The existing Emergency AD requires a one-time inspection of the internal oil passages of the IGB for an obstruction. That Emergency AD was prompted by an accident that resulted from blockage of oil in the IGB by a plug that was inadvertently left in the IGB during the coating of the IGB housing. We are issuing this supersedure to that Emergency AD to include two additional part numbers of affected IGBs and identify a specific date since new or overhaul of the affected IGBs. The actions specified by this AD are intended to detect a plug in the IGB and prevent overheating and seizing of the IGB, failure of the tail rotor drive output shaft, loss of tail rotor drive, and subsequent loss of control of the helicopter.
98-12-29: This amendment adopts a new airworthiness directive (AD), applicable to Lucas Air Equipment electric hoists (hoists) installed on, but not limited to, all models of Eurocopter France SA-360 and SA-365 helicopters that requires visually inspecting the cable for damage before the next hoist operation, blanking (plugging) the electronic control box upper vent, and performing an end-of-travel procedure before each hoist operation. This amendment is prompted by several incidents of cable failures caused by dynamic overload on the winding-up limit due to uncontrolled excessive speed of the cable, which is normally regulated by the automatic speed-reducing mechanism or the operator. The actions specified by this AD are intended to prevent breaking of the cable, which could become entangled with a main rotor or tail rotor blade, and result in damage or separation of a rotor blade, and subsequent loss of control of the helicopter.
87-06-11: 87-06-11 BOEING: Amendment 39-5576. Applies to Model 747 convertible and freighter series airplanes listed in Boeing Alert Service Bulletin 747-53A2273, dated July 29, 1986, certificated in any category. \n\n\tTo prevent inadvertent in-flight movement of main deck cargo on freighter or convertible airplanes, accomplish the following, unless already accomplished: \n\n\tA.\tWithin 10 landings after the effective date of this AD, or immediately after the replacement or reinstallation of the restraint hardware, unless the requirements of paragraph B., for removal of placards, decals, or stencils, are accomplished, install suitable placards, decals, or stencils at all restraints along both left and right buttock lines (BL) 98.2, 9.8, and 1.8, between body stations (BS) 980 and 1500, that state the following: \n\n\t\t"This restraint is inoperative. Cargo must be tied down per FAA-approved procedures." \n\n\tB.\tPlacards, decals, or stencils installed in accordance with the provisions of paragraph A., above, may be removed at each location where a determination is made in accordance with Boeing Service Bulletin 747-53A2273, dated July 29, 1986, or later FAA- approved revisions, that the restraint lip overlap meets or exceeds the minimum value specified therein, or if terminating action defined in paragraph C., below, is accomplished. \n\n\tC.\tTerminating action for this amendment consists of the inspection of the seat track alignment and, if necessary, modification of the floor beams between body station 980 and 1480 in accordance with Section III., Part II of the Boeing Service Bulletin 747-53A2273, dated July 29, 1986, or later FAA-approved revisions. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Seattle 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 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 the applicable service bulletin from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This information 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 April 13, 1987.
2012-22-16: We are adopting a new airworthiness directive (AD) for all Pratt & Whitney Division PW4050, PW4052, PW4056, PW4060, PW4060A, PW4060C, PW4062, PW4062A, PW4152, PW4156, PW4156A, PW4158, PW4160, PW4460, PW4462, and PW4650 turbofan engines, including models with any dash number suffix. This AD was prompted by 16 reports of damaged or failed 3rd stage low-pressure turbine (LPT) duct segments. This AD requires removing from service certain part numbers (P/Ns) of 3rd stage LPT duct segments. We are issuing this AD to prevent failure of the 3rd stage LPT duct segments, which could lead to LPT rotor damage, uncontained engine failure, and damage to the airplane.
98-12-26: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F.28 Mark 1000, 2000, 3000, and 4000 series airplanes, that requires a one-time inspection to determine the torque values of the coupling fitting attachment bolts at fuselage station 10790, and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent loss of the coupling fitting attachment bolts between the center wing section and the fuselage, and consequent reduced structural integrity of the airplane.