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89-10-03 R1: 89-10-03 R1 McDONNELL DOUGLAS: Amendment 39-6203 as corrected by Amendment 39-6290. \n\n\tApplicability: Model DC-8 series airplanes, equipped with left (LH) or right (RH) nose landing gear (NLG) upper drag link assembly, P/N 5716882-1, -501, -503, 5717011-1, -501, or 503, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent collapse of nose landing gear during ground handling, takeoff, or landing, due to fatigue failure of the LH or RH nose landing gear (NLG) upper drag link lower lug, accomplish the following: \n\n\tA.\tWithin the next 400 landings after the effective date of this AD, unless already accomplished within the last 400 landings, conduct a magnetic particle or dye penetrant inspection of the LH and RH nose landing gear upper drag link assembly, and measure the lower lug stiffening web for minimum thickness, in accordance with McDonnell Douglas DC-8 Service Bulletin 32-178, dated May 22, 1987. \n\n\t\t1.If cracks are found, or if the minimum web thickness measures .100 inch or less, before further flight, remove and replace the assembly in accordance with paragraph B. or D. of this AD. \n\n\t\t2.\tIf no cracks are found and the minimum web thickness measures greater than .100 inch, repeat the inspection in accordance with paragraph A. of this AD at intervals not to exceed 200 landings, unless reworked in accordance with paragraph C. of this AD, or replaced in accordance with paragraph B. or D. of this AD. \n\n\tB.\tIf the drag link assembly is replaced with a new assembly not modified in accordance with McDonnell Douglas DC-8 Service Bulletin 32-178, dated May 22, 1987, upon the accumulation of 4,000 landings on the new assembly, perform the initial inspections in accordance with paragraph A. of this AD, and repeat these inspections at intervals not to exceed 200 landings. \n\n\tC.\tIf the drag link assembly is partially modified in accordance with McDonnell Douglas DC-8 Service Bulletin32-178, issued May 22, 1987, without shot peen and polish in accordance with Steps 9 and 10, Figure 1, of the Service Bulletin, upon the accumulation of 800 landings on the modified assembly, perform the initial inspection in accordance with paragraph A. of this AD, and repeat the inspection at intervals not to exceed 200 landings. \n\n\tD.\tReplacement of both LH and RH nose landing gear upper drag link assemblies with P/N 5716882-505 and 5717011-505, or modification of the drag link assembly in accordance with McDonnell Douglas DC-8 Service Bulletin 32-178, dated May 22, 1987, and reidentification of the drag link assembly as SR08328002-3, -5, -7, -9, -11, or -13 as applicable, constitutes terminating action for the inspection requirements of this AD. \n\n\tE.\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 Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\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). \n\n\tThis information may be examined at FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis AD correctsAD 89-10-03 (Amendment 39-6203) which became effective on May 29, 1989. \n\n\tThis amendment (39-6290, AD 89-10-03 R1) becomes effective on August 2, 1989.
2008-26-03: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2008-26-03. This AD requires modifying the electronic strike system of the cockpit door. This AD results from a report indicating that the equipment is defective. We are issuing this AD to prevent failure of this equipment, which could compromise flight safety.
47-02-06: 47-02-06 DOUGLAS: (Was Service Note 3 of AD-762-7.) Applies to C-54-DC Series Airplanes Incorporating Brake Pressure Accumulators and All DC-4's up to Serial Number 43065. \n\n\tRework the hydraulic hand pump shutoff valve 5241991 by replacing the valve retainer, spring and plunger with a sleeve and new type packings. The existing P/N 5241991 and 4242103 are to be removed and Nos. 2343816-4 and 2343816-6 restamped on the valve assembly and valve body, respectively. Also, change placard at the hand pump shutoff valve control to read "brakes, cowl flaps, nose wheel steering and windshield wiper" in the forward position and "landing gear, wing flaps, and main accumulator" in the rear position. \n\n\t(Douglas Service Bulletin DC-4 No. 3, covers this same subject.)
48-17-03: 48-17-03\tSIKORSKY: Applies to Model S-51 Helicopters. \n\nCompliance required at each 800-hour inspection. \n\nIn order to preclude any malfunctioning of the main rotor gearbox due to the normal wear which may be expected to occur in the primary and secondary planet pinion shafts (Sikorsky P/N S-535524), these parts should be rotated 180 degrees or replaced by new parts after 800 hours of operation. If rotated, replacement by new parts should be made after an additional 800 hours. \n\n(Sikorsky Aircraft Service Information Circular No. 8 Revision "B" dated January 13, 1948, covers this same subject.) \n\n\n\nAD 48-17-03
2021-18-17: The FAA is superseding Airworthiness Directive (AD) 2012-21- 08, which applied to certain The Boeing Company Model 737-600, -700, - 700C, -800, and -900 series airplanes. AD 2012-21-08 required inspecting for part numbers of the operational program software (OPS) of the flight control computers (FCCs) and installing and testing an updated version of the FCC OPS. This AD was prompted by reports that during autopilot coupled instrument landing system (ILS) approaches, the airplane did not capture or track the glideslope correctly. This AD retains the requirement to inspect for part numbers of the OPS of the FCCs, and adds a new requirement to update the version of the FCC OPS if necessary. This AD also expands the applicability to include The Boeing Company Model 737-900ER series airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
90-22-03: 90-22-03 MCDONNELL DOUGLAS: Amendment 39-6769. Docket No. 90-NM-90-AD. \n\n\tApplicability: Model DC-10-10, -15, -30 (except KC-10A), and -40 series airplanes, as listed in McDonnell Douglas DC-10 Service Bulletin A28-196, dated March 30, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent valve fuel leakage into the wing outboard leading edge area and the possibility of localized in-flight or ground fire, accomplish the following: \n\n\tA.\tWithin 120 days after the effective date of this AD, and thereafter, at intervals not to exceed 12 months, inspect the manifold drain/outboard fill valves, Part Number AF18C-57, in accordance with the procedures described in McDonnell Douglas DC-10 Service Bulletin A28-196, dated March 30, 1990. If any valve has valve top displacement, prior to further flight, replace the valve with a new like or serviceable valve. Continue to perform the repetitive inspections required by this paragraph until the valves are replaced in accordance with the paragraph B. of this AD. \n\n\tB.\tWithin 24 months after the effective date of this AD, replace the manifold drain/outboard fill valves, Part Number AF18C-57, with new valves, Part Number AF18C-57A, in accordance with the procedures described in McDonnell Douglas DC-10 Service Bulletin A28-196, dated March 30, 1990. The replacement of Part Number AF18C-57 with Part Number AF18C-57A constitutes terminating action for this AD. \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 Inspector (PI), who will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance withFAR 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: DC-10 Technical Publications, C1-HDR (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6769, AD 90-22-03) becomes effective on November 19, 1990.
2009-14-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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: On several ARRIUS 2F engines, the clearance between the P3 air pipe P/N 0319719180 and the rear right bulkhead P/N 0319998240 has been found to be too small. Investigations have shown that both P3 air pipe and rear right bulkhead were compliant to the design. The Turbomeca Engineering Department concluded that the tolerance of assembly established during the design could result in some rubbing between parts. Rubs between the pipe and the bulkhead may lead to premature wearing and finally rupture of the P3 air pipe. The loss of P3 air pressure would then force the fuel control system to idle which could have a detrimental effect in critical phases of flight. We are issuing this AD to prevent an uncommanded power loss, which could result in an emergency autorotation landing or accident.
80-08-09 R1: 80-08-09 R1 MCDONNELL DOUGLAS: Amendment 39-3743 as amended by Amendment 39-4209. Applies to Model DC-9-10, -20, -30, -40, -50 series airplanes (including military C9A, C9B, and VC9C airplanes) certificated in all categories. \n\n\tCompliance required as indicated, unless already accomplished. To prevent possible loss of structural integrity of the horizontal stabilizer rear spar, accomplish the following: \n\n\t(a)\tOn the accumulation of 20,000, or more, hours' total time in service, but less than 30,000 hours' total time in service, within 1,200 hours' additional time in service from the effective date of this AD, inspect the left and right horizontal caps by visual and eddy current methods per paragraph 2 of McDonnell Douglas Alert Service Bulletin A55-31, Revision 1, dated March 18, 1980. \n\n\t(b)\tOn the accumulation of 30,000, or more, hours' total time in service, within 800 hours' additional time in service from the effective date of this AD, inspect the left and right horizontal stabilizer upper and lower rear spar caps by visual and eddy current methods per paragraph 2 of McDonnell Douglas Alert Service Bulletin A55-31, Revision 1, dated March 18, 1980. \n\n\t(c)\tIf minor cracks are found which are within the limits of Figure 1 of Service Bulletin A55-31, remove minor cracks by trimming out as shown in Figure 1 of paragraph 2 of McDonnell Douglas Alert Service Bulletin A55-31, Revision 1, dated March 18, 1980. \n\n\t(d)\tHorizontal stabilizer spars which have been subjected to crack trim-out per paragraph (c) of this AD, must be reinspected by visual and eddy current methods within 800 hours' additional time in service after accomplishment of paragraph (c), and thereafter at intervals not to exceed 800 hours' time in service until or prior to the accumulation of 3,200 hours' time in service since accomplishment of paragraph (c) of this AD, at which time the spar cap must be removed and replaced with a like serviceable part. \n\n\t(e)\tIf cracks are found which are beyond the trim-out limits of Figure 1 of Service Bulletin A55-31, remove and replace with like serviceable part, and reinspect by visual and eddy current methods per paragraph 2 of McDonnell Douglas Alert Service Bulletin A55-31, Revision 1, dated March 18, 1980, prior to the accumulation of 20,000 hours' additional time in service on the replacement part. \n\n\t(f)\tIf no cracks are found as a result of any of the inspections required by this AD, reinspect the left and right horizontal stabilizer upper and lower rear spar caps by visual and eddy current methods per paragraph 2 of McDonnell Douglas Alert Service Bulletin A55-31, Revision 1, dated March 18, 1980, at intervals not to exceed 6,400 hours' time in service since the last inspection. \n\n\t(g)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\t(h)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(i)\tThe replacement of horizontal stabilizer upper and lower rear spar caps in accordance with Part 2 Accomplishment Instructions of McDonnell Douglas DC-9 Service Bulletin 55-31 dated February 27, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Region, constitutes terminating action for the repetitive inspections required by paragraphs (a) through (f) of this AD. \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\n\tAll persons affected by this directive who have not already received these documents 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). \n\n\tThese documents also may be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108 or Los Angeles Area Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tAmendment 39-3743 became effective May 12, 1980. \n\n\tThis Amendment 39-4209 becomes effective September 15, 1981.
82-04-03: 82-04-03 MCDONNELL DOUGLAS: Amendment 39-4316. Applies to all McDonnell Douglas Model DC-8 Series airplanes, certificated in all categories with rudder pedal arm P/N 3616012 installed with more than 13,500 hours time in service. (Note: Time in service on the rudder pedal arm may be used if the operator has records to substantiate it.) Compliance required as prescribed herein. To detect fatigue cracking and possible structural failure of the rudder pedal arms, P/N 3616012, accomplish the following, unless already accomplished: \n\n\tA.\tWithin the next 2,000 landings or six months after the effective date of this AD, whichever occurs first, perform ultrasonic and dye penetrant inspections on rudder pedal arm assemblies, P/N 3616012, as outlined in Service Sketch 3224 and Accomplishment Instructions of McDonnell Douglas DC-8 Service Bulletin 27-265 dated June 11, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tB.\tIf no cracks are found, replace the rudder pedal arms with new P/N 3953505 aluminum rudder pedal arm assemblies or retain the 3616012 parts and repeat ultrasonic and dye penetrant inspections at intervals not to exceed 4,000 landings or one year, whichever occurs first. Replacement with aluminum rudder pedal arm assemblies constitutes terminating action for this AD. \n\n\tC.\tIf cracks are found, prior to further flight replace the rudder pedal arms with: \n\n\t\t1.\tNew P/N 3953505 aluminum rudder pedal arm assemblies and thereby terminate the repetitive inspection requirements of this AD, or \n\n\t\t2.\tReplace with new P/N 3616012 magnesium rudder pedal arm assemblies and repeat inspections specified in paragraph B 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\tE.\tFor the purposes of complying with this AD, subject to the acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's number of hours time in service by the operator's fleet average time from takeoff to landing. \n\n\tF.\tUpon the request of an operator, an FAA maintenance inspector, subject to prior approval by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Mountain Region, may adjust the inspection times specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. \n\n\tG.\tAlternative means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \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 proposal who have not already received these documents from the manufacturer may obtain copies upon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108, or 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tThis airworthiness directive becomes effective March 21, 1982.
48-34-01: 48-34-01 BEECH: Applies to All Models AT-11, C18S Airplanes Which Have Been Modified in Accordance With Beech Service Bulletin D18-48 Referred to in AD 47-33-5 and All D18C, D18S and D18C-T Airplanes Which Have Been Modified in Accordance With Beech Service Bulletin D18C-3 Referred to in AD 47-33-06. Inspection required at next periodic inspection. Inspect the NAS 144 bolts, (identified by the stamped bolt head), installed in the revised stabilizer attachment fittings to determine that the depth of the outer dimension of the bolt head conforms to the acceptable limit of 0.226 inch plus or minus 0.010 inch. Bolts that do not meet this specification are under strength and must be replaced. Inspect the fuselage to stabilizer attachment fitting, P/N 437-186096, to determine that this fitting has not cracked where the lower 1/4-inch rivet attaches the fitting to the fuselage. (Beech Service Bulletin No. D18-51 covers this same subject.)