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95-02-15: 95-02-15 BOEING: Amendment 39-9134. Docket 94-NM-27-AD. Supersedes AD 92-07-11, Amendment 39-8207.\n \n\tApplicability: Model 747-100 series airplanes; as listed in Boeing Service Bulletin 747-57A2266, Revision 4, dated November 3, 1994; certificated in any category. \n\n\tNOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (f) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. \n\n\tCompliance: Required as indicated, unless accomplished previously.\n \n\tTo prevent fuel leakage onto an engine and a resultant fire, accomplish the following: RESTATEMENT OF ACTIONS REQUIRED BY AD 92-07-11, AMENDMENT 39-8207: \n\n\t(a)\tFor airplanes listed in Boeing Service Bulletin 747-57A2266, dated June 6, 1991, on which the optional terminating action (fastener replacement) specified in the original issue, dated June 6, 1991; Revision 1, dated May 21, 1992; or Revision 2, dated June 10, 1993; of the service bulletin has not been accomplished: Perform a visual inspection and an ultrasonic inspection to detect cracks of the wing front spar web between front spar station (FSS) 636 and FSS 675 in accordance with Boeing Service Bulletin 747-57A2266, dated June 6, 1991; Revision 1, dated May 21, 1992; Revision 2, dated June 10, 1993; or Revision 3, dated March 31, 1994; or Revision 4, dated November 3, 1994; at the time specified in paragraph (a)(1), (a)(2), or (a)(3) of this AD, as applicable. Repeat these inspections thereafter at intervals not to exceed 2,000 flight cycles until the inspections required by paragraph (b) of this AD are accomplished. \n\n\t\t(1)\tFor airplanes that have accumulated more than 20,000 total flight cycles as of May 4, 1992 (the effective date of AD 92-07-11, amendment 39-8207): Inspect within 6 months after May 4, 1992.\n \n\t\t(2)\tFor airplanes that have accumulated between 15,000 and 20,000 total flight cycles as of May 4, 1992: Inspect within 15 months after May 4, 1992. \n\n\t\t(3)\tFor airplanes that have accumulated less than 15,000 total flight cycles as of May 4, 1992: Inspect within 15 months after accumulating 15,000 total flight cycles. \n\nNEW ACTIONS REQUIRED BY THIS AD: \n\t(b)\tFor airplanes on which the terminating action (fastener replacement) specified in Boeing Service Bulletin 747-57A2266, dated June 6, 1991; Revision 1, dated May 21, 1992; or Revision 2, dated June 10, 1993; has not been accomplished: Prior to the accumulation of 13,000 total flight cycles, or within 9 months after the effective date of this AD, or within 2,000 flight cycles after the immediately preceding inspection accomplished in accordance with paragraph (a) of this AD, whichever occurs later, accomplish the inspections specified in paragraphs (b)(1), (b)(2), and (b)(3) of this AD in accordance with Boeing Service Bulletin 747-57A2266, Revision 3, dated March 31, 1994; or Revision 4, dated November 3, 1994. Repeat these inspections thereafter at intervals not to exceed 2,000 flight cycles. Accomplishment of these inspections terminates the inspections required by paragraph (a) of this AD. After the effective date of this AD, the inspections required by this paragraph shall be accomplished only in accordance with Revision 3 or 4 of the service bulletin. \n\n\t\t(1)\tPerform a detailed visual inspection to detect cracking of the wing front spar chords, stiffeners, and rib posts between the fastener heads between FSS 570 and FSS 684; and \n\n\t\t(2)\tPerform an ultrasonic inspection of the web under the upper and lower chord footprints to detect cracking of the wing front spar web between FSS 570 and FSS 684; and \n\n\t\t(3)\tPerform an ultrasonic inspection of the fasteners in the web-to-chords, and of the fasteners in the top two and bottom two rows in the web-to-stiffeners and web-to-rib posts of the wing front spar to detect cracked or broken fasteners between FSS 570 and FSS 684. \n\n\t(c)\tFor airplanes on which the terminating action (fastener replacement) specified in Boeing Service Bulletin 747-57A2266, dated June 6, 1991; Revision 1, dated May 21, 1992; or Revision 2, dated June 10, 1993; has been accomplished: Within 18 months after accomplishing the terminating action specified in the original issue, Revision 1, or Revision 2 of the service bulletin, or within 9 months after the effective date of this AD, whichever occurs later, accomplish the inspections specified in paragraphs (c)(1), (c)(2), and (c)(3) of this AD in accordance with Boeing Service Bulletin 747-57A2266, Revision 3, dated March 31, 1994; or Revision 4, dated November 3, 1994. Repeat these inspections thereafter at intervals not to exceed 2,000 flight cycles. After the effective date of this AD, the inspections required by this paragraph shall be accomplished only in accordance with Revision 3 or 4 of the service bulletin. \n\n\t\t(1)\tPerform a detailed visual inspection of the wing front spar chords, stiffeners, and rib posts between the fastener heads between FSS 570 and FSS 684; and \n\n\t\t(2)\tPerform an ultrasonic inspection of the web under the upper and lower chord footprints to detect cracking of the wing front spar web between FSS 570 and FSS 636 and between FSS 675 and FSS 684; and \n\n\t\t(3)\tPerform an ultrasonic inspection of the fasteners in the web-to-chords, and of the fasteners in the top two rows and bottom two rows in the web-to-stiffeners and web-to- rib posts of the wing front spar to detect cracked or broken fasteners between FSS 570 and FSS 636 and between FSS 675 and 684. \n\n\t(d)\tIf any crack in the web or any cracked or broken fastener is found during any inspection required by this AD, prior to further flight, oversize the fastener hole, perform an eddy current inspection to detect cracks in the fastener hole, and replace the fastener with an oversized fastener, in accordance with Boeing Service Bulletin 747-57A2266, Revision 3, dated March 31, 1994; or Revision 4, dated November 3, 1994. Thereafter, continue to inspect the remaining fasteners in accordance with paragraph (b) or (c) of this AD, as applicable, until the terminating action specified in paragraph (e) of this AD is accomplished. If any crack is found that cannot be removed by oversizing the fastener hole, prior to further flight, repair inaccordance with a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t(e)\tReplacement of the fasteners in the web-to-chords and of the fasteners in the web-to-stiffeners and web-to-rib posts, as specified in Boeing Service Bulletin 747-57A2266, Revision 3, dated March 31, 1994; or Revision 4, dated November 3, 1994; with oversized fasteners on each wing spar in accordance with the service bulletin constitutes terminating action for the repetitive inspections required by paragraph (b) and (c) of this AD. \n\n\t(f)\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 ACO. 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 2: 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(g)\tSpecial flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(h)\tCertain inspections shall be done in accordance with Boeing Service Bulletin 747-57A2266, dated June 6, 1991, as indicated. The incorporation by reference of this document 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 May 4, 1992 (57 FR 10415, March 26, 1992). Other inspections and replacement actions, as indicated, shall be done in accordance with Boeing Service Bulletin 747-57A2266, Revision 1, dated May 21, 1992; Boeing Service Bulletin 747-57A2266, Revision 2, dated June 10, 1993; Boeing Service Bulletin 747-57A2266, Revision 3, dated March 31, 1994; and Boeing Service Bulletin 747-57A2266, Revision 4, dated November 3, 1994. 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 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(i)\tThis amendment becomes effective on March 23, 1995.
85-02-07: 85-02-07 CESSNA: Amendment 39-4991. Applies to Models 205, 205A (S/Ns 205-0001 thru 205-0577); 206, U206, U206A, U206B, U206C, U206D, U206E, U206F, U206G, TU206A, TU206B, TU206C, TU206D, TU206E, TU206F and TU206G (S/Ns 206-0001 thru U20606827); P206, P206A, P206B, P206C, P206D, P206E, TP206A, TP206B, TP206C, TP206D and TP206E (S/Ns P206-O001 thru P20600647); 207, 207A, T207, and T207A (S/Ns 20700001 thru 20700773); 210G, 210H, 210J, 210K, T210K, 210L, T210L, 2l0M, T2l0M, 210N and T210N (S/Ns 21058819 thru 21064535); T210G, T210H, T210J, (S/N T210-0198 thru T210-0454) and P210N (S/Ns P21000001 thru P21000760) airplanes certificated in any category. Compliance: Required within 100 hours time-in-service after the effective date of this AD, unless already accomplished. To eliminate the possibility of loss of the fuel selector roll pin installation, accomplish the following: (a) Visually inspect the fuel selector for free play. If free play exceeds 15 degrees, replace any components that exhibit loose or worn conditions, as necessary, to reduce the free play to this limit. (b) Safety the fuel selector shaft to yoke roll pin installation by installing safety wire through the roll pin in accordance with Cessna Single Engine Customer Care Service Information Letter SE84-5. (c) The airplane may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished provided fuel tank selection during flight is not performed. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 946-4400. This amendment becomes effective on March 6, 1985.
88-17-08: 88-17-08 LOCKHEED AERONAUTICAL SYSTEMS COMPANY: Amendment 39-5987. Applies to Lockheed Model L-1011-385 series airplanes, Serial Numbers 1001 through 1250, certificated in any category. Compliance is required within six months after the effective date of this Airworthiness Directive (AD), unless previously accomplished. To prevent injury to flight attendants, resulting from the use of unairworthy seat belts and shoulder harnesses, accomplish the following: A. Visually inspect flight attendant seat belts and shoulder harnesses for any wear, fraying, or stretching of belt webbing. Thereafter, continue to inspect the seat belts and shoulder harnesses at intervals not to exceed 1,500 hour time-in-service. Replace, prior to further flight, any unit showing excessive wear and/or damage. B. Install two-end shroud, Heath-Techna Part Number H0161-1, to all MPD2-1100- ( ) seats, in accordance with Lockheed Service Bulletin 093-25-517, dated July 23, 1987. C. An 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. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Los Angeles Aircraft Certification Office. D. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Lockheed Aeronautical Systems Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Order Administration, Dept. 65-33, U-33, B-1. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. This amendment, 39-5987, becomes effective September 5, 1988.
67-25-06: 67-25-06 PIPER: Amdt. No. 39-469, Part 39, Federal Register September 1, 1967. Applies to Piper Type PA-31 Aircraft Serial Numbers 31-2 to 31-29 inclusive; 31-31 to 31-38 inclusive; 31-40 to 31-45 inclusive; 31-48, 31-54. Compliance required as indicated unless already accomplished. Prior to next flight and every five hours time in service thereafter, until Piper replacement kit P/N 757-167 is installed; inspect oil cooler hoses P/N 41230-09 and P/N 41230-12 on each engine as follows: (a) Remove the hoses. (b) Cut steel bands which hold fire sleeve on hoses. (c) Remove fire sleeve and inspect hoses for broken strands of metal braid, stiffness, or discoloration. If broken strands of metal braid, stiffness, or discoloration are noted replace with new part. If none of the aforementioned defects are noted reinstall fire sleeve on hose using stainless steel safety wire in place of bands and thoroughly clean interior of hoses before reinstalling. (d) Hoses must be routed and clamped to provide maximum clearance from all exhaust system parts. Piper Service Bulletin No. 254 dated August 17, 1967. Piper Aircraft telegram dated August 4, 1967 and Federal Aviation Administration telegram of August 7, 1967 referencing oil cooler hoses on PA-31 aircraft covers this same subject. This amendment effective September 1, 1967. Revised October 27, 1967.
2018-19-06: We are adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 900EX airplanes. This AD was prompted by reports of rejected take-offs due to untimely inboard flap retraction. This AD requires modification of the slat/flap control wiring and replacement of the slat/flap control box with an improved box. We are issuing this AD to address the unsafe condition on these products.
2018-19-18: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A300 B4-603, B4-620, and B4-622 airplanes; Model A300 B4-600R series airplanes; Model A300 C4-605R Variant F airplanes; and Model A300 F4-605R airplanes. This AD was prompted by reports of cracking on a certain frame (FR) angle fitting. This AD requires, depending on airplane configuration, a modification of certain angle fitting attachment holes; repetitive inspections for cracking of certain holes of the internal lower angle fitting web, certain holes of the internal lower angle fitting horizontal splicing, the aft bottom panel, and a certain junction area; and related investigative and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
99-27-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757-200, -200PF, and -200CB series airplanes, that requires repetitive inspections of the engine thrust control cable system to detect discrepancies of the wire rope, fittings, and pulleys; and replacement, if necessary. This amendment also requires a one-time inspection to determine the part number of certain pulleys and replacement of existing pulleys with new pulleys, if necessary; and modification of the engine thrust control cable installation. This amendment is prompted by reports of failure of certain engine thrust control cables. The actions specified by this AD are intended to prevent failure of certain engine thrust control cables, which could result in a severe asymmetric thrust condition during landing, and consequent reduced controllability of the airplane.
2018-20-07: We are adopting a new airworthiness directive (AD) for all Dassault Aviation Model MYSTERE-FALCON 50 airplanes. This AD was prompted by a determination that more restrictive maintenance requirements and airworthiness limitations are necessary. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new and more restrictive maintenance requirements and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
67-27-05: 67-27-05 MCDONNELL DOUGLAS: Amdt. 39-486 Part 39 Federal Register September 26, 1967. Applies to Model DC-9 Series airplanes delivered prior to September 8, 1967. \n\n\tCompliance required prior to the next departure from a maintenance base where the inspection can be accomplished by the operator but not later than 5 hours' time in service after September 26, 1967, unless already accomplished in accordance with Douglas Alert Service Bulletin No. A54-15 dated September 12, 1967, or wire constituting said Service Bulletin dated September 11, 1967, or later FAA-approved revision. \n\n\tDue to a report of a missing bolt in the area where the engine aft mount attaches to the spar cap of the pylon rear spar (which was attributed to the absence of a bolt hole in the clip located on the aft side of the pylon rear spar), accomplish the following: \n\n\t1.\tInspect the outboard end of the upper and lower spar cap of each pylon rear spar in the vicinity of the first fastener inboard of the holesto which the rear engine mount attaches. \n\n\t2.\tReplace any missing bolt or nut before further flight with a bolt (P/N MS 21250-05010) and/or nut (P/N H16-5), except that the airplane may be flown in accordance with FAR 21.197 to a base where the replacement can be accomplished. \n\n\t3.\tReport in writing any instances of a missing bolt or nut to Chief, Aircraft Engineering Division, FAA Western Region, within three (3) days after discovery. \n\n\tThis amendment effective on September 26, 1967, for all persons except those to whom it was made effective immediately by telegram dated September 11, 1967.
2018-17-14: We are adopting a new airworthiness directive (AD) for certain General Electric Company (GE) CF34-8E turbofan engines. This AD was prompted by a report from GE regarding a quality escape of nonconforming thrust reverser fire seals. This AD requires a one-time inspection of the gap between the core cowl seal and the pylon seal of the thrust reverser for correct gap width, and replacement of the seals, if needed. We are issuing this AD to address the unsafe condition on these products.