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2011-17-17: We are superseding an existing airworthiness directive (AD) that applies to the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Two cases of main landing gear collapse had been reported. Main landing gear collapse may result in unsafe landing of the aircraft. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
91-06-06: 91-06-06 BOEING: Amendment 39-6921. Docket No. 90-NM-176-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Service Bulletin 727-53-0072, Revision 5, dated June 1, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid decompression of the airplane, accomplish the following: \n\n\tA.\tWithin the next 2,500 landings or 1 year after August 21, 1989 (the effective date of Amendment 39-6262, AD 89-15-06), whichever occurs first, or prior to the accumulation of 28,000 landings, whichever occurs later, unless previously accomplished within the last 2,000 landings or 2 years; and thereafter at intervals not to exceed 4,500 landings or 3 years, whichever occurs sooner; perform a high frequency eddy current (HFEC) inspection for cracks of the skin at fuselage lap joints S-4 and S-10 where the upper skin is less than 0.056 inch thick, from body station (BS) 259 to BS 1183, in accordance with Paragraph A. of Part I of the Accomplishment Instructions of Boeing Service Bulletin 727-53-0072, Revision 5, dated June 1, 1989 (hereinafter referred to as "the service bulletin"). If any cracks are detected, prior to further flight, repair in accordance with Part III of the Accomplishment Instructions of the service bulletin. \n\n\tB.\tWithin the next 2,500 landings or 18 months after February 12, 1990 (the effective date of Amendment 39-6461, AD 90-02-10), whichever occurs first, or prior to the accumulation of 28,000 landings, whichever occurs later, unless previously accomplished within the last 18 months; and thereafter at intervals not to exceed 4,500 landings or 3 years, whichever occurs sooner; perform a high frequency eddy current (HFEC) inspection for cracks of the fuselage skin at lap joints, S-14, S-19, S-20, and S-26 at locations where the upper skin is less than 0.056 inch thick from body station (BS) 259 to BS 1183, in accordance with Paragraph A. of Part I of the AccomplishmentInstructions of the service bulletin. Inspection is not required adjacent to protruding head fasteners located under fairings. If any cracks are detected, repair prior to further flight, in accordance with Part III of the Accomplishment Instructions of the service bulletin. \n\n\tC.\t1.\tWithin the next 6 months after August 21, 1989, unless accomplished within the last 9 months, or prior to the accumulation of 28,000 landings, whichever occurs later; and thereafter at intervals not to exceed 15 months; perform a detailed external visual inspection for cracks and for corrosion of fuselage lap joints (including S-4 and S-10) between BS 259 and BS 1183, except for S-14 (between BS 360 and BS 1183) on those airplanes identified in the service bulletin as Group I airplanes, in accordance with Paragraphs B.1. and B.2. in Part I of the Accomplishment Instructions of the service bulletin. Adequate lighting must be used for this inspection and, if necessary, inspection aids such as a mirror and 10X glass. Inspect for small cracks, bulging skin between fasteners, blistered paint, dished or popped rivet heads, loose fasteners, and delamination. Repair cracks, corrosion, and delamination in accordance with paragraph D. of this AD. \n\n\t\t2.\tThe repetitive inspection required by paragraph C.1. of this AD, may be conducted at intervals not to exceed 30 months in lieu of the 15 month interval for lap splices that have protruding head fasteners and are located under airplane fairings. Fasteners under the edge of the fairing also may be visually inspected at 30-month intervals, provided there is no evidence of cracking or corrosion of the lap joint from the edge of the fairing forward two frame stations for the leading edge of the fairing and aft two frame stations for the trailing edge of the fairing. \n\n\tD.\t1.\tIf cracks, delamination, or corrosion are detected at lap splices, prior to further flight, perform a HFEC inspection for cracks in the affected lap joint along the complete panel length in accordance with paragraph A. or B. of this AD, except for areas under fairings as described in paragraph C.2. of this AD. Repair cracks prior to further flight, in accordance with Part III of the service bulletin. If corrosion or delamination is found at any lap joint, repeat the HFEC inspection at intervals not to exceed 15 months or 3,000 landings, whichever occurs first; or repair the delamination prior to further flight, in accordance with Part II of the Accomplishment Instructions of the service bulletin. Repair the corrosion in accordance with paragraph D.2. of this AD. Where a panel is interrupted by a major cutout, such as an entry door or cargo door, the panel is considered to end at the cutout. \n\n\t\t2.\tIf corrosion or delamination is found, prior to further flight, conduct a low frequency eddy current (LFEC) inspection, in accordance with Part II of the Accomplishment Instructions of the service bulletin, of the lap joint along the complete panel length, except for areas under fairings as described in paragraph C.2. of this AD, to determine corrosion depth. If corrosion does not exceed 10 percent of the skin thickness, repeat the LFEC inspection at intervals not to exceed 2,000 landings or 6 months, whichever occurs first, until repaired in accordance with Part II, Paragraph B.2., of the Accomplishment Instructions of the service bulletin. If corrosion exceeds 10 percent of skin thickness, prior to further flight, repair in accordance with Part II, Paragraph C.1. of the Accomplishment Instructions of the service bulletin. \n\n\tE.\tTo conduct the inspections required by this AD: \n\n\t\t1.\tRemove the paint, using an approved chemical stripper; or \n\n\t\t2.\tEnsure that the fastener head is clearly visible. \n\n\tF.\tModify fuselage skin lap joints where the upper skin is less than 0.056 inch thick by replacing the upper row of fasteners with protruding head fasteners, in accordance with Part IV of the Accomplishment Instructions of the service bulletin, in accordance with the following schedule: \n\n\n\nNumber of Landings on \n\tAugust 21, 1989 \n\t(the Effective Date of\nAmendment 39-6262) \nModify Within the Next\n45,000 or more\n4 years after August 21, 1989 \n\nLess than 45,000 \n6 years after August 21, 1989, or prior to the accumulation of 28,000 landings, whichever occurs later \n\n\t\t\n\t\t1.\tBefore oversizing holes, perform a HFEC inspection of the hole to ensure it is crack- free. If cracking is detected, prior to further flight, repair in accordance with the service bulletin. \n\n\t\t2.\tIf the hole was not HFEC inspected prior to fastener installation, the skin must be visually inspected in accordance with paragraph C.1. of this AD within 1 year after August 21, 1989, or 4 years after the fastener installation, whichever occurs later, and reinspected thereafter at intervals not to exceed 15 months.\n \n\t\t3.\tReplacement with protruding head fasteners constitutes terminating action for the repetitive HFEC inspections required by paragraph A. or B. of this AD. The inspections required by paragraph C. of this AD are to continue. \n\n\tG.\tModification in accordance with Figure 4 of the service bulletin constitutes terminating action for the inspections required by paragraphs A., B., and C. of this AD for the modified area. \n\n\tH.\tBlind fasteners installed in the lap joints are to be used as an interim repair only. The blind fasteners specified in the service bulletin have a life of 10,000 landings and all other blind fasteners have a life of 3,000 landings before they must be replaced with protruding head solid fasteners. The blind fasteners must be inspected for loose or missing fasteners after accumulating 3,000 landings since installation or 1,000 landings after the effective date of the AD, whichever occurs later, and thereafter at intervals not to exceed 2,500 landings. Blind fasteners installed prior to August 21, 1989, must be replaced prior to the threshold specified in this paragraph orwithin 3,000 landings after August 21, 1989, whichever occurs later. \n\n\tI.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tJ.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tAirworthiness Directive 91-06-06 supersedes AD 89-15-06, Amendment 39-6262, and AD 90-02-10, Amendment 39-6461. \n\n\tThis amendment (39-6921, AD 91-06-06) becomes effective on April 8, 1991.
93-20-04: 93-20-04 BOEING: Amendment 39-8712. Docket 93-NM-38-AD. \n\n\tApplicability: Model 747-100, -200, and -300 series airplanes, equipped with BFGoodrich evacuation slide/rafts, as listed in BFGoodrich Service Bulletin 4A3221-25-250, dated March 12, 1993, having regulator part number 4A3194-1, -2, or -3; certificated in any category.\n \n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent delayed inflation of evacuation slide/rafts, which could delay or impede the evacuation of passengers during an emergency, accomplish the following: \n\n\t(a)\tWithin 36 months after the effective date of this AD, modify BFGoodrich evacuation slide/rafts having regulator part number 4A3194-1, -2, or -3, installed on doors 1, 2, 4, and 5, in accordance with BFGoodrich Service Bulletin 4A3221-25-250, dated March 12, 1993. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved bythe Manager, Los Angeles Aircraft Certification Office (ACO), 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, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(c)\tSpecial 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. \n\n\t(d)\tThe modification shall be done in accordance with BFGoodrich Service Bulletin 4A3221-25-250, dated March 12, 1993. 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 BFGoodrich, Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on November 26, 1993
93-05-07: 93-05-07 MCDONNELL DOUGLAS: Amendment 39-8512. Docket 92-NM-162-AD. \n\n\tApplicability: Model DC-9-80 series airplanes and Model MD-88 airplanes, as listed in McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent a riding condition between the overwing emergency exit door liner and the adjacent sidewall lining, which could hinder the opening of the overwing emergency exit door in an emergency situation, accomplish the following: \n\n\t(a)\tWithin 180 days after the effective date of this AD, conduct a one-time visual inspection of the overwing emergency exit door to determine whether the door can be opened without restriction, in accordance with McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992. If the door can be opened without restrictions, no further action is required by this AD action. \n\n\t(b)\tIf the door cannot be opened without restrictions, prior to further flight, inspect for sufficient clearance between the door liner and the adjacent passenger sidewall lining panels, in accordance with McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992. If clearance is within the limits specified in the service bulletin, no further action is required. \n\n\t(c)\tIf clearance is not within the limits specified in the service bulletin, prior to further flight, adjust the passenger sidewall lining panels and verify the clearance, in accordance with McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992. If clearance is obtained by adjusting the passenger compartment sidewall lining, no further action is required. \n\n\t(d)\tIf clearance cannot be obtained by adjusting the passenger compartment sidewall lining, prior to further flight, adjust the door liner as shown in Figure 2 of McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992, to obtain proper clearance. If clearance is obtained by adjusting the door liner, no further action is required. \n\n\t(e)\tIf clearance cannot be obtained by adjusting the door liner, prior to further flight, modify the door installation in accordance with Figure 3 of McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992. \n\n\t(f)\tWithin 60 days after accomplishing the requirements of this AD, submit a report of all inspection results that indicate restricted opening of the overwing emergency exit door to the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate, 3229 East Spring Street, Long Beach, California 90806-2425; fax (310) 988-5210. The report must include a description of the discrepancy and the airplane's serial number. 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. \n\n\t(g)\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, Los Angeles ACO, 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, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(h)\tSpecial 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. \n\n\t(i)\tThe inspections, adjustments, and modification shall be done in accordance with McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992. 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles ACO, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(j)\tThis amendment becomes effective on April 29, 1993.
96-25-11: This amendment supersedes an existing airworthiness directive (AD), applicable to all CFM International (CFMI) CFM56-3C-1 and certain CFM56-3B-2 engines, that currently requires the removal from service of certain fan disk and fan blade hardware, and limits the use of CFM56- 3C-1 thrust levels. This amendment requires removal of additional fan blade hardware, requires an Airplane Flight Manual (AFM) revision to impose thrust level limitations for airplanes equipped with affected engines, and requires the installation of redesigned fan blades as a terminating action to the thrust level limitations of this AD. The existing AD requirements for certain CFM56-3B-2 engines are unchanged and carried over into this final rule AD. This amendment is prompted by the availability of redesigned fan blades that are not subject to the thrust level limitations, and the need to clarify the AD requirements by deleting references to specific AFMs. The actions specified by this AD are intended to prevent a fan blade failure that can result in complete loss of engine power.
96-17-02: 96-17-02 BOEING : Amendment 39-9710. Docket 96-NM-195-AD.\n\n Applicability: Model 757 series airplanes, line positions 478 through 699 inclusive; certificated in any category.\n\n NOTE 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 request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it.\n\n Compliance: Required as indicated, unless accomplished previously. \n\n To prevent uncommanded fuel flow from the fuel tanks to the engine nacelle in the event of a leak in the engine fuel line or a fire in the engine nacelle, accomplish the following:\n\n (a) Within 60 days after the effective date of this AD, perform an inspection to detect leakage of the fuel shutoff (spar) valves and verify that the valves do not leak when commanded to close, in accordance with Boeing Alert Service Bulletin 757-28A0045, dated July 30, 1996.\n\n (l) If both fuel shutoff valves pass the inspection for leakage and the valves close when commanded, no further action is required by this AD.\n\n (2) If either or both of the fuel shutoff valves do not pass the inspection for leakage: Prior to further flight, adjust the engine fuel shutoff valve(s) in accordance with Part III of the alert service bulletin and repeat the requirements of paragraph (a) of this AD.\n\n (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 (ACO), 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, Seattle ACO.\n\n NOTE 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 (c) The actions shall be done in accordance with Boeing Alert Service Bulletin 757-28A0045, dated July 30, 1996. 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 (d) This amendment becomes effective on August 28, 1996.
86-08-03: 86-08-03 BOEING: Amendment 39-5289. Applies to Model 747 series airplanes equipped with General Electric CF6-50 and Pratt and Whitney JT9D-70A engines, listed in Boeing Service Bulletin 747-54A2117, Revision 1, dated November 8, 1985, certificated in any category. To prevent failure of the outboard engine strut aft diagonal brace, accomplish the following, unless already accomplished: \n\n\tA.\tWithin the next 200 landings after the effective date of this AD, perform a close visual (detailed) inspection for cracking in the brace, and install sealant backup plates and heat resistant sealant over the firewall openings in the strut lower aft bulkhead, in accordance with Boeing Service Bulletin 747-54A2117, Revision 1, or later FAA-approved revisions. Repeat the close visual (detailed) inspection at intervals not to exceed 200 landings until the inspection required by paragraph B., below, is accomplished. \n\n\tNOTE: Definition of close visual (detailed) inspection method: Close intensive visual inspections of highly defined structural details or locations searching for evidence of structural irregularity. Using adequate lighting and, where necessary, inspection aids such as mirrors, etc., surface cleaning and access procedures may be required to gain proximity. \n\n\tB.\tWithin the next 400 landings after the effective date of this AD, perform an eddy current conductivity test of the strut diagonal brace to determine its heat treat temper condition in accordance with Boeing Service Bulletin 747-54A2117, Revision 1, or later FAA-approved revisions. Repeat the close visual (detailed) inspection of the strut diagonal brace for cracking specified in paragraph A., above. \n\n\tC.\tIf the strut diagonal brace conductivity readings indicate an acceptable brace, as defined by Boeing Service Bulletin 747-54A2117, Revision 1, or later FAA-approved revisions, and no cracks are found, no further action is required relative to the diagonal brace. \n\n\tD.\tIf the strut diagonal brace conductivity readings indicate a possible unacceptable brace, and no cracks are found, visually reinspect the brace lugs for cracks at intervals not to exceed 200 landings until the actions required by paragraph E. of this AD are accomplished. \n\n\tE.\tIf the strut diagonal brace conductivity readings indicate a possible unacceptable brace, and no cracks are found, accomplish the strut diagonal brace strength verification (Rockwell Hardness Testing) and any necessary corrective action, in accordance with Boeing Service Bulletin 747-54A2117, Revision 1, or later FAA-approved revisions, as follows: \n\n\t\t1.\twithin 2,000 landings for airplanes that have accumulated less than 3,000 landings; \n\n\t\t2.\twithin 1,500 landings for airplanes that have accumulated 3,000 to 6,000 landings; and \n\n\t\t3.\twithin 1,000 landings for airplanes that have accumulated over 6,000 landings. \n\n\tF.\tCracked parts must be replaced prior to further flight. \n\n\tG.\tUpon request of an operator, an FAA PrincipalMaintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, 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\tH.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tI.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this proposal who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective May 27, 1986.
2011-18-14: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: * * * The pylon internal shear pin was found cracked during a regular check. Further investigation revealed that the failure occurred due to hydrogen embrittlement. The ANAC [Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil] is issuing this [Brazilian] AD to prevent insufficient strength of the pylon to wing attachment, which in combination with an engine imbalance caused by a fan blade out could cause pylon to wing attachment failure and consequent engine separation. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2006-22-03: The FAA is adopting a new airworthiness directive (AD) for certain Airbus models, as specified above. This AD requires modifying the aft pressure bulkhead for improved corrosion protection and drainage, and related concurrent actions. This AD results from severe corrosion found in the lower rim area of the aft pressure bulkhead during routine maintenance of an airplane. We are issuing this AD to prevent corrosion on the inner rim angle and cleat profile splice of the aft pressure bulkhead, which could result in the loss of airplane structural integrity.
96-25-12: This amendment adopts a new airworthiness directive (AD) that is applicable to Sundstrand T-62T-40C series auxiliary power units (APUs). This action requires removal from service of certain compressor wheels in accordance with a drawdown schedule, and replacement with serviceable parts, and establishes a new cyclic life limit for the existing compressor wheels. This amendment is prompted by reports of compressor wheel ruptures. The actions specified in this AD are intended to prevent compressor wheel rupture, which could result in an uncontained APU failure and damage to the aircraft.