Results
2001-18-01: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A340-211 series airplanes modified by supplemental type certificate ST09092AC-D, that requires modifying the passenger entertainment system (PES) and revising the Flight Crew Operating Manual. This action is necessary to ensure that the flight crew is able to remove electrical power from the entire PES when necessary and is advised of appropriate procedures for such action. Inability to remove power from the PES during a non-normal or emergency situation could result in inability to control smoke or fumes in the airplane flight deck or cabin. This action is intended to address the identified unsafe condition.
61-22-03: 61-22-03 CANADAIR: Amdt. 356 Part 507 Federal Register November 1, 1961. Applies to all CL-44D4 aircraft. Compliance required as indicated. The following measures are required pending the development and installation of Canadian Department of Transport and FAA approved modification to the outer elevator hinge fittings to prevent elevator flutter during flight. Within the next 25 hours' time in service after the effective date of this AD, and every 25 hours' time in service thereafter, apply an upload of approximately 110 lbs. on elevator spar at Station 299 and check for fore and aft movement at upper and lower hinge bracket attachments. (a) If movement exceeds .010 inches at the upper and lower hinge bracket attachment points, the fittings, P/N 28-A24498 A and B and P/N 28-A24670 must be reworked as stated in (1) or (2): (1) Open up the .375-inch diameter holes to .4375 plus or minus .0005-inch diameter. Replace existing bolt, P/N 28-A24367 with an NAS 464-7-22 bolt or equivalent; AN 320-7 nut or equivalent; (use washers under nut to line up cotter pin hole), and cotter pin. (2) Open up the .375-inch diameter holes to .4750 plus or minus .0005-inch diameter. Install bushing and reinstall the original bolt, P/N 28-A24367, if within tolerances (i.e., .3745 plus .0000 minus .0003-inch diameter), or replace with new bolt, P/N 28-A24367. Use existing nut and washer, install new cotter pin. Remove all sharp edges. The bushings shall meet the following requirements: Material: SAE 4130, MIL-S6758 condition "N". Cadmium plated. Outside diameter: Before plating .4770 plus .0005 minus .0000-inch diameter. After plating .4780 plus .0005 minus .0000-inch diameter. Length: .748 plus .002 minus .000-inch for bushings in P/N 28-A24498 A and B. .298 plus .002 minus .000-inch for bushings in P/N 28-A24670. After installation, the bushings must be line reamed to their inside diameter of .3750 plus or minus .0005-inch. Chamfer inside of bushing .03-inch x 45 degrees, under head of bolt. (b) Prior to installing bolts, shim the gap between the attachment lugs, P/N 28- A24498 A and B and the hingle brackets, P/N 28-A24670 to eliminate any movement. The torque value for either of the replacement bolts, P/N 28-A24367 or NAS 464-7-20 or equivalent, is 10 inch-pounds. (c) After rework, holes must be line reamed to positively insure alinement. When the line reaming is done from outside and from underside of stabilizer, a 0.5-inch diameter hole is required in the horizontal stabilizer outer skin. If reamed from top, the spar cap may be removed locally to clear reamer. Rework of the skin shall be in accordance with Canadair Drawing 28- 22135. (d) Fittings, P/N 28-A24498 A and B, and P/N 28-A24670 whose .375-inch diameter (original) holes are elongated beyond .4750-inch plus or minus .0005-inch must be replaced. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern 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. This directive effective November 1, 1961.
93-25-05: 93-25-05 ALLISON: Amendment 39-8771. Docket 91-ANE-50. Applicability: Allison Model 250-C20S turbine engines, as modified by Soloy Conversion, Ltd., Supplemental Type Certificate (STC) SE2352NM, installed on but not limited to Cessna 206 and 207 airplanes. Compliance: Required as indicated, unless accomplished previously. To prevent bolt fretting and fatigue failure, main engine driveshaft detachment, and engine failure, accomplish the following: (a) Within 90 days after the effective date of this AD, inspect the main engine driveshaft and replace the driveshaft flex coupling bolts, bushings, and nuts in accordance with Soloy Corporation Service Bulletin No. 04- 780, dated December 11, 1991. Replace with a serviceable part those main engine driveshafts with elongated bolt holes. (b) An 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 Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Seattle Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Seattle Aircraft Certification Office. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection, and replacement, if necessary, shall be done in accordance with the following service bulletin: Document No. Pages Revision Date Soloy Corporation Service Bulletin No. 04-780 1-3 Original December 11, 1991 Total Pages: 3. 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 Soloy Corporation, 450 Pat Kennedy Way, S.W., Olympia, WA 98501- 7298; telephone (206) 754-7000. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on February 22, 1994.
2001-18-07: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Beech Models 1900, 1900C, and 1900D airplanes. This AD requires you to inspect all four flap flexible shaft assemblies for the correct diagonal wrap and the correct installation. This AD also requires you to replace any flap flexible shaft assembly that has an incorrect diagonal wrap or incorrect installation. This AD is the result of several occurrences of flap extension/retraction failures on the affected airplanes due to the inner flexible shaft ends separating or disengaging. The actions specified by this AD are intended to prevent these flap extension/retraction failures due to incorrectly configured flap flexible shaft assemblies. Such failure could result in an asymmetric flap condition during flight if the flap safety switch fails to function properly.
2001-17-34: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-81, -82, -83, and -87 series airplanes, and Model MD-88 airplanes, that currently requires an inspection to detect damage, burn marks, or discoloration at certain electrical plugs and receptacles of the sidewall lighting in the passenger cabin, and correction of discrepancies. That AD also requires modification of the electrical connectors, which terminates the inspection requirement. That action was prompted by reports of failures of the electrical connectors in the sidewall fluorescent lighting, which resulted in smoke or lighting interruption in the passenger cabin. This amendment expands the applicability of the existing AD to include additional airplanes. This amendment is intended to prevent failures of the electrical connectors, which could result in poor socket/pin contact, excessive heat, electrical arcing, and subsequently, connector burn-through andsmoke and/or fire in the passenger cabin.
78-16-07: 78-16-07 ROLLS-ROYCE, LTD: Amendment 39-3276. Applies to Model 511-8 engines which have high pressure fuel pumps with 1500 or more hours time in service, installed on, but not limited to, Grumman Gulfstream 1159 airplanes, that have high pressure fuel shutoff valves which are modified in accordance with Lucas Service Bulletin Sp 73-158 and the associated engine high pressure fuel pump is not modified to Lucas Service Bulletin Sp 73-127 or Lucas Service Bulletin Sp 73-212. Compliance is required as indicated, unless already accomplished. To prevent inflight engine flameouts, accomplish the following: 1. Within 25 hours time in service after the effective date of this AD, unless accomplished in the last 50 hours time in service, inspect the primary inlet strainer of the high pressure fuel shutoff valve for the accumulation of debris in accordance with Rolls-Royce Spey engine Service Bulletin Sp 73-182, Revision 1, dated December 1977, or FAA-approved equivalent, as follows: (a) If no metallic debris is found: (i) Clean the strainer, and (ii) Return the strainer to service. (b) If debris is found which contains hard bronze particles: (i) Remove the high pressure fuel pump, and (ii) Install a pump found to be serviceable in accordance with Lucas Overhaul Manual, Chapter 73, or an FAA-approved equivalent. (c) If debris is found which contains light silver metallic material: (i) Clean and reinstall the strainer, and (ii) Inspect the low pressure governor main inlet strainer in accordance with Rolls-Royce Spey engine Maintenance Manual, Chapter 73-20-21, or an FAA-approved equivalent. (d) If debris is found in the low pressure governor main inlet screen which contains hard bronze particles, install a replacement high pressure fuel pump in accordance with paragraph 1(b)(ii) of this AD. (e) If debris is found in the low pressure governor main inlet screen which contains light silver metallic material: (i) Clean the strainer and reinstall, and (ii) Install a replacement high pressure fuel pump in accordance with paragraph 1(b)(ii) of this AD, or (iii) Return to service for a maximum of 10 hours time in service, provided the opposite engine is not being operated under the same restriction, and before additional time in service, install a replacement high pressure fuel pump in accordance with paragraph 1(b)(ii) of this AD. 2. Repeat the inspection specified in paragraph 1 of this AD at 50 hour intervals until the installation required by paragraph 3 of this AD is accomplished. 3. Within 2,000 hours high pressure fuel pump time in service after the effective date of this AD, unless already accomplished, install a high pressure fuel pump which has been modified in accordance with Lucas Service Bulletin Sp 73-127 or Lucas Service Bulletin Sp 73-212, or an FAA-approved equivalent. 4. Equivalent methods of compliance with this AD or adjustment of the inspection intervals required by this AD may be approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York 09667, if the request is submitted through an FAA Maintenance Inspector and contains substantiating data to justify the interval or method of compliance for that operator. 5. In accordance with the provisions of FAR 21.197 and FAR 21.199, the aircraft may be flown to a base where the inspections or modifications required by this AD may be accomplished. This amendment becomes effective August 21, 1978.
86-25-51: 86-25-51 PRATT & WHITNEY: Amendment 39-5528. Applies to Pratt & Whitney (PW) JT9D-7R4D, D1, E, E1, E4, and H1 turbofan engines installed on Boeing Company B767, and Airbus Industries A310 and A300 aircraft. Compliance is required as indicated, unless already accomplished. To prevent low altitude surges which could result in an inflight shutdown on JT9D-7R4 series engines installed on B767, A310, or A300 aircraft, accomplish the following: (a) Inspect inlet guide vane (IGV), stage 5, stage 6, and stage 7 compressor variable stator vane synchronizing ring runners within the next 10 calendar days in service from the effective date of this AD in accordance with the applicable PW JT9D-7R4 engine manual, Part Number (P/N) 785058, 785059, or 789328. Determine if the engine is configured with IGV, stage 5, stage 6, and stage 7 runners with a Class 2 average or more. NOTE: Definition of Class 2 average is an arithmetic average of the IGV, stage 5, stage 6, and stage 7stage runner classes. The IGV through stage 7 runners, P/N's 678495, 678496, 698497, and 623625, respectively, are classified as being Class 1, 2, or 3. The IGV through stage 7 runners P/N's 804046, 804047, 804048, and 804049, respectively, as defined in PW SB 72-316, are non-classified but for the purpose of computing class average are computed as Class 3, even though P/N 804049 stage 7 runner will provide greater clearance than P/N 623625 Class 3 stage 7 runner. (1) B767, A310, and A300 aircraft with at least one installed JT9D-7R4 series engine configured with IGV through stage 7 runners with a Class 2 average or more may be returned to service, provided the applicable following procedure is adhered to and incorporated into the normal procedure section of the aircraft flight manual (AFM): (i) Operate B767 aircraft in accordance with Boeing B767 Operations Bulletin Number (OB) 86-13, dated December 9, 1986, or FAA approved equivalent. (ii) Operate A300 series andA310 series aircraft in accordance with Airbus Operations Engineering Bulletin Numbers (OEB) 50/1 and 86/1 respectively, or FAA approved equivalent. (2) For B767, A310, and A300 aircraft with both JT9D-7R4 series engines configured with IGV through stage 7 runners with less than a Class 2 average, accomplish the following prior to further flight: Remove and replace runners with a suitable class to establish a Class 2 average or greater, or accomplish PW service bulletin (SB) 72-316 dated October 22, 1986, or FAA approved equivalent, on at least one installed engine. Aircraft may then be returned to service in accordance with paragraph (a)(1) above. (b) Modify IGV through stage 7 runners in accordance with PW SB 72-316, dated October 22, 1986, or FAA approved equivalent, prior to December 31, 1987. NOTE: For an individual operator whose fleet of B767, A310, or A300 aircraft have both engines on all aircraft configured with IGV through stage 7 runners with a Class2 average or greater, or in accordance with paragraph (b) above, the procedure specified in paragraph (a)(1)(i) or (a)(1)(ii) may be discontinued and removed from the aircraft flight manual. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, may adjust the compliance times specified in this AD. PW SB 72-316, dated October 22, 1986; Boeing B767 OB 86-13, dated December 9, 1986; and Airbus OEB 50/1 and 86/1, identified and described in this document are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies, upon request, from Pratt & Whitney, Commercial Division, 400 Main Street, East Hartford, Connecticut 06108; Airbus Industries, Flight Division, Office of Airworthiness, P.O. Box 33, F-31707 Blagnac Cedex, France; and Boeing Commercial Airplane Company, P.O. Box 3707, MS 3k-13, Seattle Washington 98124-2207. These documents also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Rules Docket Number 86-ANE-50, Room 311, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except Federal holidays. This amendment becomes effective on March 20, 1987, as to all persons except those persons to whom it was made immediately effective by TAD, issued December 11, 1986, which contained thisamendment.
94-17-13: 94-17-13 Hartzell Propeller Inc.: Amendment 39-9008. Docket No. 94-ANE-19. Supersedes AD 93-16-14, Amendment 39-8704. Applicability: Hartzell Propeller Inc. HC-( )3Y( )-( ) series three-bladed propellers with model designations and serial number ranges listed as follows: Propeller Basic Hub Model Propeller Serial Number Range PHC-C3YF-1R( ) EE1 through EE1461 PHC-J3YF-1R( ) FP1 through FP37 PHC-L3YF-1R( ) FD1 through FD7 HC-C3YF-1R( ) EC1 through EC1020 HC-C3YK-1R( ) or HC-C3YR-1R( ) DY1 through DY1897 HC-C3YK-1( ) CT1 through CT101 HC-C3YK-2( ) or HC-C3YR-2( ) CK1 through CK3510 HC-C3YK-4( ) or HC-C3YR-4( ) EL1 through EL67 HC-E3YK-1( ) or HC-E3YR-1( ) FM1 through FM487 HC-E3YK-2( ) or HC-E3YR-2( ) DF1 through DF79 HC-E3YK-2A( ) or HC-E3YR-2A( ) DJ1 through DJ7787 HC-F3YK-2( ) or HC-F3YR-2( ) DA1 through DA1586 HC-F3YK-1( ) or HC-F3YR-1( ) DB1 through DB137 HC-I3YK-2( ) or HC-I3YR-2( ) FS1 through FS32 This airworthinessdirective (AD) applies to the above affected propellers when installed on any agricultural aircraft with any engine, or installed on any aircraft utilizing Textron Lycoming TIO-540 or LTIO-540 series reciprocating engines, or IO-540 series reciprocating engines that have a turbocharger added by the airframe manufacturer or have been modified by a Supplemental Type Certificate (STC) to incorporate a turbocharger, or a turbocharger retrofitted to an IO-540 engine by any other means. The known affected propellers are generally installed on, but not limited to the following aircraft: AGRICULTURAL AIRCRAFT: Fletcher FU24-950 Cessna A188 Agwagon modified by STC SA895SO Piper PA-36-285 and PA-36-300 (three-bladed propellers only) Piper PA-36-375 Piper PA-36 Pawnee modified by STC SA3952WE Transavia Airtruk Models and PL-12/T-300 Skyfarmer AIRCRAFT WITH TEXTRON LYCOMING TIO-540, LTIO-540, and TURBOCHARGED IO-540 SERIES ENGINES: Cessna 310 and 320 modified by Riley STC SA2082WE Gulfstream 700 (formerly Rockwell 700, Fuji FA-300-12) Helio H-700 Piper PA-23-250 and PA-E23-250 (with TIO-540 only) Piper PA-31 Navajo (with TIO-540 only) Piper PA-31-325 Navajo C/R Piper PA-31-350 Navajo "Chieftain" Piper PA-31P-350 Mohave Piper T-1020 (same as PA-31-350) Piper PA-32(R)-301T Turbo Saratoga Aerostar PA-60-600, PA-60-601, PA-60-601P, PA-60-602P, and PA-60-700P. Propellers with model designations and serial number ranges listed above and installed on non-agricultural aircraft, which do NOT utilize Textron Lycoming TIO-540, LTIO-540, or turbocharged IO-540 series engines are exempt from this AD. Propellers with new post-1983 hub configurations, i.e., which have the relocated grease fitting holes near the hub parting line as shown in Figure 1, page 9, of Hartzell Propeller, Inc., Service Bulletin (SB) No. 165E, dated January 21, 1994, even though the propeller model and serial number are listed above, are exempt from this AD. Compliance:Required as indicated, unless accomplished previously. To prevent possible propeller hub failure due to cracks that originate in the grease fitting holes on the side of the hub, which could result in propeller blade separation and loss of the aircraft, accomplish the following: (a) For propellers installed on Textron Lycoming TIO-540 or LTIO-540 series reciprocating engines or turbocharged IO-540 series reciprocating engines which are installed on Piper PA-31-325 Navajo C/R, PA-31-350 Navajo "Chieftain," T-1020 (same as PA-31-350), PA- 60-700P, Aerostar 700P aircraft, or propellers installed on any agricultural aircraft with any engine, accomplish the following: (1) Within 10 hours time in service (TIS) after the effective date of this AD, but not to exceed 25 hours TIS since the last inspection, whichever occurs first, and thereafter at intervals of 10 hours TIS, perform a visual inspection for presence of grease on the propeller and determine the source of this grease leakage prior to further flight. Following the visual inspection, perform an eddy current inspection (ECI) or fluorescent penetrant inspection (FPI) for cracks in accordance with Hartzell Propeller Inc. SB No. 165E, dated January 21, 1994. NOTE: Use of a black light to inspect the suspect area can aid in determining the source of grease leakage because authorized grease contains fluorescent properties. (i) If grease is leaking from the hub arm or wall, replace the propeller with a serviceable propeller prior to further flight. (ii) If grease is determined to be leaking from other causes, take the appropriate corrective maintenance action and record in appropriate maintenance records. (2) If a crack is found in a propeller hub during the inspections required in paragraph (a)(1) of this AD, replace the propeller hub prior to further flight with a new post-1983 configuration propeller hub, or with a serviceable 1983 or earlier hub that has been inspected in accordance with Hartzell Propeller Inc. SB No. 165E, dated January 21, 1994. Thereafter, perform a visual inspection, and ECI or FPI, for cracks in accordance with Hartzell Propeller Inc. SB No. 165E, dated January 21, 1994, at intervals not to exceed 10 hours TIS since the last inspection, unless a new post-1983 later style propeller hub is installed, per paragraph (d) of this AD. (b) For propellers installed on all other aircraft models, except for the four non- agricultural models listed in paragraph (a) of this AD, and that utilize Textron Lycoming TIO- 540, LTIO-540, or turbocharged IO-540 series reciprocating engines accomplish the following: (1) Within 50 hours TIS after the effective date of this AD, but not to exceed 50 hours TIS since the last inspection, and thereafter at intervals of 50 hours TIS, perform a visual inspection for presence of grease on the propeller and determine the source of this grease leakage prior to further flight. Following the visual inspection,perform an ECI or FPI for cracks in accordance with Hartzell Propeller Inc. SB No. 165E, dated January 21, 1994. NOTE: Use of a black light to inspect the suspect area can aid in determining the source of grease leakage because authorized grease contains fluorescent properties. (i) If grease is leaking from the hub arm or wall, replace the propeller with a serviceable propeller prior to further flight. (ii) If grease is determined to be leaking from other causes, take the appropriate corrective maintenance action and record in appropriate maintenance records. (2) If a crack is found in a propeller hub during the inspections required in paragraph (b)(1) of this AD, replace the hub prior to further flight with a new post-1983 configuration propeller hub, or with a serviceable 1983 or earlier hub that has been inspected in accordance with Hartzell Propeller Inc. SB No. 165E, dated January 21, 1994. Thereafter, perform a visual inspection, and ECI or FPI, at intervals not to exceed 50 hours TIS since the last inspection, in accordance with paragraph (b)(1) of this AD, unless a new post-1983 configuration propeller hub is installed, per paragraph (d) of this AD. (c) An alternative method of compliance in Hartzell Propeller Inc. SB No. 165E, dated January 21, 1994, describes a propeller hub modification to chamfer the inside and outside hub arm surfaces of the grease hole fitting. Performing this interim modification allows an operator to extend the initial and repetitive inspection period as required by paragraphs (a)(1) or (b)(1) of this AD, as applicable, to 400 hours TIS. (1) For propellers installed on aircraft listed in paragraph (a) of this AD, once 400 hours TIS is reached, or 36 calendar months after the effective date of this AD, whichever occurs first, the propeller hub must be replaced in accordance with paragraph (d) of this AD. (2) For propellers installed on aircraft listed in paragraph (b) of this AD, once 400 hoursTIS is reached, or 36 calendar months after the effective date of this AD, whichever occurs first, an internal inspection is required at intervals not to exceed 400 hours TIS since last inspection in accordance with Hartzell Propeller Inc. SB No. 165E, dated January 21, 1994, or replacement of the hubs must be determined in accordance with paragraph (d) of this AD. (d) For propellers installed on aircraft listed in paragraph (a) of this AD, install new post-1983 configuration propeller hubs that have fitting holes near the hub parting line prior to June 30, 1995, or in accordance with the time extension provided in paragraph (c) of this AD. For propellers installed in aircraft listed in paragraph (b) of this AD, this replacement is optional. For all affected propellers, this replacement constitutes terminating action to the inspection requirements of this AD. (e) Propeller hubs that are configured 1983 or earlier, with the grease fitting holes located on the side of the hub,that have been removed from service cannot ever be approved for return to service. (f) An 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, Chicago Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Chicago Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Chicago Aircraft Certification Office. (g) Special 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 aircraft to a location where the inspections may be performed. (h) The inspections and modification shall be done in accordance with the following service document: Document No. Pages Date Hartzell Propeller Inc. SB No. 165E 1-10 January 21, 1994 Total pages: 10. 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 Hartzell Propeller Inc., One Propeller Place, Piqua, OH 45356-2834; telephone (513) 778-4200, fax (513) 778-4391. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (i) This amendment becomes effective on September 15, 1994.
85-22-10: 85-22-10 COLLINS AVIONICS DIVISION/ROCKWELL INTERNATIONAL: Amendment 39-5207. Applies to the following flight director indicators and horizontal situation indicators certificated to the applicable requirements of Technical Standard Orders C3a, C3b, C4c, C52a, and C66a (*): MODEL PART NO. SERIAL NO. 329B-7A 522-3206-005 5018 thru and including 5021 329B-7J 522-3867-003 1000 thru and including 1001 ADI-44V 622-5139-001 1024 thru and including 1036 622-5139-002 1024 thru and including 1036 622-5139-003 1024 thru and including 1036 622-5139-004 1024 thru and including 1036 ADI-84 787-6173-013 4079 thru and including 4109 787-6173-016 4079 thru and including 4109 ADI-84A 622-3594-013 5549 thru and including 5646 622-3594-015 5549 thru and including 5646 622-3594-016 5549 thru and including 5646 622-3594-017 5549 thru and including 5646 331A-8H 777-1026-004 3204 thru and including 3227 HSI-45 622-4298-001 1246 thru and including 1326 HSI-70 622-4913-001 1670 thru and including 1681 (*) This AD only applies to indicators manufactured between June 1, 1985, and October 25, 1985. It does not apply to indicators installed in an aircraft prior to June 1, 1985. Compliance: Required as indicated unless already accomplished. To prevent internal gear slippage that may result in erroneous display, with no warning annunciation, of pitch and/or roll command and roll pointer displays in flight director indicators or course and/or heading displays in horizontal situation indicators, accomplish the following: (a) For affected flight director indicators, prior to further use, or if installed in an aircraft, prior to further flight, remove the indicator, inspect the gear shaft assemblies to determine if the taper pin is properly installed, and if necessary, modify the assemblies in accordance with the instructions contained in the appropriate Collins' Alert Service Bulletin identified below: MODEL ALERT SERVICE BULLETIN NO. DATE 329B-7A A13 October 25, 1985 329B-7J A9 October 25, 1985 ADI-44V A4 October 25, 1985 ADI-84 A10 October 29, 1985 ADI-84A A10 October 29, 1985 (b) For affected horizontal situation indicators not installed in an aircraft, prior to further use, inspect the gear shaft assemblies to determine if the taper pin is properly installed, and if necessary, modify the assemblies in accordance with the instructions contained in the appropriate Collins' Alert Service Bulletin identified below: MODEL ALERT SERVICE BULLETIN NO. DATE 331A-8H A7 October 28, 1985 HSI-45 A4 October 28, 1985 HSI-70 A1 October 29, 1985 (c) For affected Models 331A-8H and HSI-45 horizontal situation indicators installed on an aircraft: (1) Prior to further flight, deactivate the autopilot and flight director by pulling the respective circuit breakers, and, (2) Fabricate and install on the instrument panel adjacent to the HSI/ADI and visible to the pilot the following placard using letters of a minimum 0.10 inch in height: "AP/FD INOPERATIVE. COURSE AND HEADING INDEX NOT TO BE USED FOR NAVIGATION," and operate the aircraft accordingly. (3) Within 25 hours time-in-service after the effective date of this AD, inspect the gear shaft assemblies to determine if the taper pin is properly installed, and if necessary, modify the assemblies in accordance with the instructions in the appropriate Collins' Alert Service Bulletin identified below: MODEL ALERT SERVICE BULLETIN NO. DATE 331A-8H A7 October 29, 1985 HSI-45 A4 October 28, 1985 (4) The requirements of paragraphs (c)(1) and (c)(2) of this AD are no longer required when paragraph (c)(3) of this AD has been accomplished. (d) For affected Model HSI-70 horizontal situation indicators installed on an aircraft, prior to further flight, remove the indicator. Prior to further use of the indicator, inspect the gear shaft assemblies todetermine if the taper pin is properly installed, and if necessary modify the assemblies in accordance with the instructions contained in Collins' Alert Service Bulletin No. A1, dated October 29, 1985. (e) The inspection and modification requirements of paragraphs (a) through (d) of this AD must be accomplished by a FAA certified instrument repair station. (f) Within five (5) days report, in writing, all defects found during accomplishment of this AD to the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. (Reporting approved by the Office of Management and Budget under OMB No. 2120-0056.) (g) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (h) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Collins Radio Division/Rockwell International, 400 Collins Road NE, Cedar Rapids, Iowa 52406 or the FAA, Rules Docket, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective December 31, 1985, as to all persons except those persons to whom it was made immediately effective by priority letter AD 85-22-10, issued October 30, 1985, which contained this amendment.
2016-26-08: We are superseding Airworthiness Directive (AD) 2014-22-01 for all PILATUS AIRCRAFT LTD. Models PC-12, PC-12/45, PC-12/47, and PC-12/ 47E airplanes. 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 a need to incorporate new revisions into the Limitations section, Chapter 4, of the FAA-approved maintenance program (e.g., maintenance manual). The limitations were revised to include repetitive inspections of the main landing gear (MLG) attachment bolts. We are issuing this AD to require actions to address the unsafe condition on these products.
2001-17-26: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model DH.125, HS.125, BH.125, and BAe. 125 (U-125 and C-29A) series airplanes; Model Hawker 800, Hawker 800 (U-125A), Hawker 800XP, and Hawker 1000 airplanes, that requires an inspection for cracking or corrosion of the cylinder head lugs of the main landing gear (MLG) actuator and follow-on/corrective actions. This amendment is prompted by reports of attachment lugs cracking at the actuator cylinder head. The actions specified by this AD are intended to prevent separation of the cylinder head lugs, which could prevent the MLG from extending and result in a partial gear-up landing.
71-20-01: 71-20-01 BRITISH AIRCRAFT CORPORATION: Amendment 39-1293 as amended by Amendment 39-2275. Applies to Model BAC 1-11 200 and 400 series airplanes. Compliance is required as indicated. To prevent possible failures of the flap system secondary drive shafts at the trackside support bearing assemblies, accomplish the following at each bearing assembly (eight per airplane) which has not had British Aircraft Modification PM 4642 incorporated: (a) For each bearing assembly, within the next 1,000 landings after the effective date of this AD, or before the accumulation of 4,000 landings, whichever occurs later, and thereafter at intervals not to exceed 750 landings from the last inspection, visually inspect the bearing assembly for end float in accordance with British Aircraft Corp. Model BAC 1-11 Alert Service Bulletin No. 27-A-PM 4642, Issue 2, dated July 14, 1972, or an FAA-approved equivalent. (b) If the bearing assembly end float is found to exceed 0.050 inches during aninspection required by this AD and - (1) The four alternate locking tabs have not been bent over, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed, comply with paragraph (c), (d), or (e). (2) The four alternate tabs have been bent over, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed, comply with paragraph (d) or (e). (c) Bend over the four alternate locking tabs of the affected bearing assembly in accordance with paragraph 2.1.3 of British Aircraft Corp. Model BAC 1-11 Alert Service Bulletin No. 27-A-PM 4642, Issue 2, dated July 14, 1972, or an FAA-approved equivalent. Repeat the inspection specified in paragraph (a) on the affected bearing assembly at intervals not to exceed 750 landings from the last inspection. (d) Overhaul the affected bearing assembly by replacing the fork end, bushings, thrust washers, and retaining ring with serviceable parts of the same part number. Before the accumulation of a total of 4,000 landings on the overhauled bearing assembly and thereafter at intervals not to exceed 750 landings from the last inspection, repeat the inspection specified in paragraph (a). (e) Replace the affected bearing assembly with a serviceable bearing assembly which has BAC Modification PM 4642 incorporated. (f) Operators who have not kept records of the number of landings accumulated on individual bearing assemblies shall substitute airplane landings in lieu thereof. (g) For the purpose of complying with this AD, subject to acceptance by 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 fleet average time from takeoff to landing for the BAC 1-11 airplane. (h) Upon request of the operator, an FAA Maintenance Inspector, subject to prior approval by the Chief, Aircraft Certification Staff, FAA Europe, Africa, and Middle East 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 that operator. Amendment 39-1293 became effective October 15, 1971. This amendment 39-2275 becomes effective August 25, 1975.
88-05-06: 88-05-06 GULFSTREAM AEROSPACE (ROCKWELL): Amendment 39-5864. Applies to Models 112 and 112B (S/N's 1 through 544 and 13000); 112TC and 112TCA (S/N's 13001 through 13309); and 114 and 114A (S/N's 14000 through 14540) airplanes certificated in any category. Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent failure of the vertical fin attachment fitting (P/N 43255-1) and the fuselage frame (P/N 43205- 1) in the area of F.S. 230.5, accomplish the following: (a) Within the next 50 hours time-in-service (TIS), or upon the accumulation of 250 hours total TIS, whichever occurs later, inspect for cracks in fuselage frame (P/N 43205-1) and vertical fin attachment fitting (P/N 43255-1) in accordance with Part I of Gulfstream Aerospace Service Bulletin Nos. SB-112-72A or SB-114-23A, both dated August 31, 1987, as applicable. (b) If cracks are found in the fuselage frame or vertical fin attachment fitting, priorto further flight repair in accordance with Part II of Gulfstream Aerospace Service Bulletin Nos. SB-112-72A or SB-114-23A, both dated August 31, 1987, as applicable. (c) If no cracks are found, thereafter at intervals not to exceed 100 hours TIS accomplish the inspection as specified in paragraph (a) of this AD until the repair required by paragraph (b) of this AD is accomplished. (d) The repetitive inspections specified in paragraph (c) of this AD may be discontinued when the airplane is modified as specified in paragraph (b) of this AD. (e) The airplane may be flown in accordance with FAR 21.197 to a location where the repair can be performed. (f) An equivalent method of compliance with this AD may be used if approved by the Manager, Airplane Certification Branch, DOT, FAA, Southwest Regional Office, Fort Worth, Texas 76193-0150, Telephone (817) 624-5150. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Gulfstream Aerospace Corporation, Wiley Post Airport, P.O. Box 22500, Oklahoma City, Oklahoma 73123; or may examine these documents at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on April 8, 1988.
2001-17-28: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 767 series airplanes. This action requires a one-time inspection to detect abrasion damage and installation discrepancies of the wire bundles located below the P37 panel, and corrective action, if necessary. This action is necessary to detect and correct such damage and other discrepancies, which could result in arcing to structure and consequent fire or loss of function of affected systems. This action is intended to address the identified unsafe condition.
2017-02-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-200, -300, and -400ER series airplanes. This AD was prompted by a report of a malfunction of the engine indication and crew alerting system (EICAS) during flight. This AD requires, for certain airplanes, a general visual inspection of the spray shield, and related investigative and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2017-02-07: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model MBB-BK 117 C-2 and MBB-BK 117 D-2 helicopters. This AD requires inspections and a torque of certain attachment points. This AD was prompted by a design reassessment. These actions are intended to prevent an unsafe condition on these products.
2001-17-16: This amendment supersedes an existing airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model A109E helicopters that currently requires visually checking and inspecting each tail rotor blade (blade) for a crack at specified intervals. That AD also requires replacing any cracked blade with an airworthy blade. This amendment contains the same requirements but adds another blade to the applicability. This amendment is necessary because the added blade is manufactured using the same process as the blade that failed. The actions specified by this AD are intended to prevent failure of a blade and subsequent loss of control of the helicopter.
86-21-08: 86-21-08 SOCATA: Amendment 39-5444. Applies to Models TB10 and TB20 (Serial Numbers 1 through 342, 344 through 381, 383 through 413, 415 through 422, 424, 430, 431, 433, and 439 through 441) airplanes certificated in any category. Compliance: Required within 50 hours time-in-service or 60 days, whichever occurs first, from the effective date of this AD, unless already accomplished. To prevent possible structural damage and loss of airframe integrity, accomplish the following: (a) Visually inspect the fuselage area under the battery tray for damage caused by battery electrolyte leaks. (1) If damage exists, before further flight, repair the damage or replace the damaged component(s) in accordance with Advisory Circular No. 43.13-1A and applicable manufacturer's maintenance information and modify the battery tray as specified in paragraph (a) (2) below. (2) If damage does not exist, modify the battery tray in accordance with the instructions in the "DESCRIPTION" Section1 of SOCATA Service Letter No. 18 dated February 1985. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. All persons affected by this AD may obtain copies of the documents referred to herein upon request to SOCATA Groupe Aerospatiale, B.P. 38, 65001 Tarbes, France, or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on October 24, 1986.
2025-13-01: The FAA is adopting a new airworthiness directive (AD) for all Bell Textron Canada Limited (BTCL) Model 407 and 427 helicopters. This AD was prompted by a report that certain expandable blade bolts installed on the main rotor blade may not have received the correct heat treatment, which could result in stress corrosion cracking of the expandable blade bolts. This AD requires removing the expandable blade bolts from service and replacing them with a part eligible for installation. This AD also prohibits the installation of an affected expandable blade bolt on any helicopter. The FAA is issuing this AD to address the unsafe condition on these products.
2017-02-11: We are adopting a new airworthiness directive (AD) for Alexander Schleicher GmbH & Co. Model ASK 21 gliders. 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 cable slack in gliders equipped with a rudder hand control [[Page 10265]] system leading to a short-term blockage of the rudder control system and reduced control. We are issuing this AD to require actions to address the unsafe condition on these products.
2001-17-17: This amendment supersedes an existing airworthiness directive (AD) that applies to Bell Helicopter Textron, Inc. (BHTI) Model 47B, 47B-3, 47D, 47D-1, 47G, 47G-2, 47G2A, 47G-2A-1, 47G-3, 47G-3B, 47G-3B-1, 47G-3B-2, 47G-3B-2A, 47G-4, 47G-4A, 47G-5, 47G-5A, 47H-1, 47J, 47J-2, 47J-2A, and 47K helicopters. That AD currently requires either recurring liquid penetrant or eddy current inspections of the main rotor blade grip (grip) threads for a crack. If a crack is detected, that AD requires, before further flight, replacing the cracked grip with an airworthy grip. That AD also establishes a retirement life of 1200 hours time-in-service (TIS) for each grip. This AD contains the same requirements as the existing AD but adds two part numbers (P/N) to the applicability and requires only recurring eddy current inspections of the grip threads. This AD also requires reporting any results of the grip inspections to the FAA Rotorcraft Certification Office. This AD is prompted by the resultsof an accident investigation, an operator survey conducted by a trade association, various comments concerning the current AD, and a further analysis of field service data. The actions specified by this AD are intended to prevent failure of a grip, loss of a main rotor blade, and subsequent loss of control of the helicopter.
62-26-04: 62-26-04 LOCKHEED: Amdt. 514 Part 507 Federal Register December 5, 1962. Applies to All Model 188A and Model 188C Aircraft. Compliance required as indicated. To permit early detection of cracks in both the closed and open section type elevator balance weight arms and to assure rework of uncracked arms and replacement of cracked arms, the failure of which could cause jamming of the elevator or adversely affect protection against flutter, the following shall be accomplished: (a) Unless already accomplished within the last 75 hours' time in service prior to the effective date of this AD, all elevator balance weight arms of the closed (square tube) type shall, within the next 100 hours' time in service following the effective date of this AD and at intervals thereafter not to exceed 175 hours' time in service from the last inspection, be inspected in the manner prescribed in (c). Any closed type arm found to be cracked shall be replaced prior to further flight with an uncracked closed type arm of the same part number, with an uncracked open type arm of the proper part number as prescribed by Lockheed Field Service Letter FS/249931L or with an FAA engineering approved replacement arm. The replacement shall be accomplished in accordance with Lockheed Service Bulletin 88/SB-567, Revision 1, or FAA engineering approved equivalent. (b) Unless already accomplished within the last 250 hours' time in service prior to the effective date of this AD, all elevator balance weight arms of the open (C-section) type shall, within the next 100 hours' time in service following the effective date of this AD and at intervals thereafter not to exceed 350 hours' time in service from the last inspection, be inspected in the manner prescribed in (c). Any open type arm found to be cracked shall be replaced prior to further flight with an uncracked arm of the same part number or with an FAA engineering approved equivalent arm. The replacement shall be accomplished in accordance with Lockheed Service Bulletin 88/SB-567, Revision 1, or FAA engineering approved equivalent. (c) Conduct close visual inspection of all external exposed surfaces of both types of arms and of the inner surfaces of open type arms in areas where external surfaces are hidden by clips. The close visual inspections shall be made with a magnifying glass or magnifying mirror of at least 3X magnification, with the elevator in full up position and with all elevator access doors at the trailing edge of the horizontal stabilizer, in the open position. (d) Within 350 hours' time in service after the effective date of this AD, all balance weight arms inspected per (a) and (b) and found to be uncracked shall, unless already accomplished, be reworked in the manner described by paragraphs B(2) through B(6) of Lockheed Service Bulletin 88/SB-567, Revision 1, or in an FAA engineering approved equivalent manner. (e) Closed type replacement arms installed per (a) and closed typeuncracked arms reworked per (d) are subject to the inspection for cracks in accordance with (c) at intervals not to exceed 175 hours' time in service. Open type replacement arms installed per (a) or (b) and open type uncracked arms reworked per (d) are subject to the inspection for cracks in accordance with (c) at intervals not to exceed 350 hours' time in service. (FAA engineering approved equivalent replacement arms installed per (a) or (b) will be subject to such special inspections as may be prescribed by FAA in conjunction with the approval of the use of such arms.) (f) The periodic inspections of (a), (b), and (e) may be discontinued after compliance with either of the following: (1) Modify elevator assembly in accordance with sections 2.A through 2.W of Lockheed Service Bulletin 88/SB-566C or later FAA-approved revision; or (2) If elevator assembly has been modified before February 3, 1966 in accordance with sections 2.A through 2.S of Lockheed Service Bulletin 88/SB-567B, inspect the horizontal stabilizer throughout the elevator travel for interference. (i) If interference exists, modify the elevator assembly in accordance with sections 2.A through 2.W of Lockheed Service Bulletin 88/SB-567C or later FAA-approved revision. (ii) If no interference exists, no further action is necessary. (g) Upon request of the 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. (Lockheed Field Service Letters FS/249931L dated September 9, 1960, FS/250044L dated November 28, 1960, Lockheed Service Bulletins 88/SB-567, revision 1, and 88/SB-567B, cover this same subject.) This supersedes the Airworthiness Directive on the same subject issued and made effective by telegram dated November 23, 1962. This directive effective December 4, 1962. Revised May 26, 1964. Revised February 5, 1966.
75-08-12: 75-08-12 HUGHES HELICOPTERS: Amendment 39-2162. Applies to Hughes 269 series helicopters certificated in all categories, including military model TH-55A, which are equipped with linear clutch actuators, P/N DL 1020M81C(12V), 269A4564, or DL 1020M82C(28V), including those helicopters on which Hughes Service Information Notice No. N-126, dated February 24, 1975, has been accomplished. (A) Prior to further flight, unless previously accomplished, remove the actuator and cover at the lug end of the linear clutch actuator in accordance with Hughes 269 series Maintenance Manual of Instructions, issued April 1973, Revision No. 2, January 1, 1974. (A)(1) Visually identify the markings on the four number 4-40 Allen screw heads which secure the lug to the housing. If any retainer screw has a single band of vertical lines around the outside diameter of the raised head, mutilate and discard the screw. Replace any retainer screw having such vertical lines with new screws having either of the following part numbers, and torque to five to seven inch-pounds: New Ny-Lock P/N P60HS440-12C or new Simmonds P/N S6370CESCS4-12. (A)(2) Operators who have complied with paragraph "d", per Hughes Service Information Notice No. N-126, dated February 24, 1975, by installing these new screws, are not required to repeat the replacement of the new screws if the procedures of paragraph (A)(1) of this AD have been followed. (A)(3) If the identifying markings on the outside diameter of the raised head consist of anything other than the single band of vertical lines, such as cross hatched band, double band of vertical lines, etc., the retainer screws need not be replaced. (B) After complying with paragraphs (A)(1), (A)(2), and (A)(3), as applicable, identify the actuators by hand impression stamping the letter "B" on the bottom line of the actuator data plate. (C) Reassemble and install the actuator in accordance with the Hughes Maintenance Manual of Instructions.(D) Record inspections and modifications per this AD in aircraft maintenance records in accordance with FAR 43.9. (E) Helicopters may be flown to a base where maintenance may be performed to comply with this AD per FAR's 21.197 and 21.199. (F) Equivalent inspection and modification procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment is effective April 14, 1975, for all persons except those to whom it was made effective immediately by airmail letter dated March 7, 1975.
98-24-02 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires a one-time inspection to identify the part numbers of two dimmer controls for the overhead instrument panel light and circuit breaker lightplate located in the flight compartment. For airplanes on which a dimmer control having an incorrect part number is installed, that AD also requires replacing the dimmer control with a new part; modifying and reinstalling the existing dimmer control; or reinstalling a dimmer control following modification of the part by the part manufacturer. That AD was prompted by reports of smoke emitting from the overhead panels in the cockpit area. The actions specified by that AD are intended to prevent an electrical failure in the overhead dimmer control due to overheating of a printed circuit board capacitor in the dimmer control, which could result in rupture of the capacitor and smoke in the flight compartment. This amendment revises the term "serial numbers" in the applicability statement to "fuselage numbers."
93-09-12: 93-09-12 FOKKER: Amendment 39-8578. Docket 92-NM-197-AD. Applicability: Model F27 series airplanes; serial numbers 10102 through 10684, inclusive, 10686, 10687, and 10689 through 10692, inclusive; on which Dowty Rotol main undercarriage upper members, P/N 200463301, 200251300, 200251301, 200567300, or 200680300, are installed; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the main landing gear (MLG), accomplish the following: (a) Within 9 months after the effective date of this AD, perform a high frequency eddy current inspection to detect cracks in the upper members of the MLG, in accordance with Fokker Service Bulletin F27/32-162, dated March 8, 1991. (1) If no crack is found, prior to further flight, mark the upper members in accordance with Fokker Service Bulletin F27/32-162, dated March 8, 1991. (2) If any crack is found, prior to further flight, replace the cracked uppermember with one that has been inspected and has been found to be free of cracks, or with one that has been reworked, in accordance with the service bulletin. (b) Within 12,000 landings since the last overhaul, or within 6 months after the effective date of this AD, whichever occurs later, rework upper members of the MLG that have not been reworked previously, in accordance with Fokker Service Bulletin F27/32-162, dated March 8, 1991. (c) Within 10 days after accomplishing the inspection required by paragraph (a) of this AD, report the finding of any crack that exceeds 0.1 inch (2.54 mm) to Dowty Aerospace Customer Support Center, Service Manager, P.O. Box 49, Sterling, Virginia 20167; or fax (703) 430-4932. Reports must include the extent and location of cracks, the part number or issue number of the cracked upper member, the total number of landings on the cracked upper member, and the total number of landings since overhaul of the cracked upper member. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (d) An 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of thisAD can be accomplished. (f) The inspection, marking, replacement, and rework procedures shall be done in accordance with Fokker Service Bulletin F27/32-162, dated March 8, 1991. 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. 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. (g) This amendment becomes effective on June 17, 1993.