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2012-05-04: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767 airplanes. This AD requires an inspection of the number 2 windows to \n\n((Page 16148)) \n\ndetermine whether the link arms are in the over-center position, and modifying the link arms of the number 2 windows in the flight compartment if necessary. This AD also requires the inspection, and modification if necessary, for airplanes that replace a modified assembly with an unmodified assembly. This AD results from reports of the number 2 windows opening during takeoff roll, which has resulted in aborted takeoffs. We are issuing this AD to prevent the opening of the number 2 windows during takeoff roll, which could adversely affect the flightcrew's ability to perform critical takeoff communication and result in an aborted takeoff or an unscheduled landing.
97-22-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 737 series airplanes, that currently requires repetitive inspections to detect cracking of the lower skin at the lower row of fasteners in the lap joints of the fuselage, and repair of any cracking detected. This amendment requires that the inspections be accomplished at more frequent intervals. This amendment also adds a requirement for modification of the fuselage lap joints at certain locations, which constitutes terminating action for repetitive inspections of modified areas. This amendment is prompted by reports of numerous fatigue cracks in the lower skin of the fuselage lap joints at the lower row of fasteners. The actions specified in this AD are intended to prevent such fatigue cracking, which could result in sudden decompression of the airplane.
97-22-05: This amendment adopts a new airworthiness directive applicable to certain McDonnell Douglas Model DC-9 series airplanes and C-9 (military) series airplanes, that requires modification of the emergency internal release system of the tailcone and the accessory compartment. This amendment is prompted by a report that, due to failure of the tailcone release system, the tailcone did not deploy on an airplane during an emergency evacuation. The actions specified by this AD are intended to ensure that the emergency internal release system of the tailcone performs its intended function in the event of an emergency evacuation. The actions also are intended to prevent people on board the airplane from striking their heads on exposed metal frames in the tailcone area, which could cause injury and delay or impede their evacuation during an emergency.
2012-04-15: We are superseding an existing airworthiness directive (AD) for all Pratt & Whitney (PW) JT9D series turbofan engines. That AD currently requires revisions to the Airworthiness Limitations Section (ALS) of the manufacturer's Instructions for Continued Airworthiness (ICA) to include required enhanced inspection of selected critical life-limited parts at each piece-part opportunity. This new AD requires additional revisions to the JT9D series engines ALS sections of the manufacturer's ICA. This AD was prompted by the need to require enhanced inspection of selected critical life-limited parts of JT9D series engines. We are issuing this AD to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
91-22-51: 91-22-51 BOEING: Amendment 39-8129. Docket 91-NM-214-AD. Final Rule of Telegraphic AD T91-22-51. \n\n\tApplicability: Model 757 series airplanes, line numbers 140 through 335, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the separation of the trailing edge wedges from the airplane, accomplish the following: \n\n\t(a)\tPerform a close detailed visual inspection of the trailing edge wedges of slats 1 through 4 and 7 through 10, for delamination and physical damage in accordance with Boeing Alert Service Bulletin 757-57A0045, dated October 16, 1991, at the times specified below: \n\n\t\t(1)\tFor airplanes that have accumulated 5,000 or more flight hours as of the effective date of this AD: Within the next 10 calendar days after the effective date of this AD, and thereafter at intervals not to exceed 300 flight hours. \n\n\t\t(2)\tFor airplanes that have accumulated less than 5,000 flight hours as of the effective date of this AD: Within the next 300 flight hours after the effective date of this AD, and thereafter at intervals not to exceed 300 flight hours. \n\n\t(b)\tWithin the next 300 flight hours after the effective date of this AD, perform a "coin-tap" inspection of the trailing edge wedges of slats 1 through 4 and 7 through 10 for delamination and physical damage, in accordance with Boeing Alert Service Bulletin 757- 57A0045, dated October 16, 1991, Repeat this inspection at intervals not to exceed 1,500 flight hours. \n\n\t(c)\tIf delamination and/or physical damage are found as a result of the inspections required by paragraph (a) or (b) of this AD, prior to further flight, repair in accordance with an FAA-approved procedure or replace with new parts. If a repair is accomplished or if new parts are installed, the inspections required by paragraphs (a) and (b) of this AD must be continued. \n\n\t(d)\tAn alternative method 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 forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(e)\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\t(f)\tThe inspections required by this AD shall be done in accordance with Boeing Alert Service Bulletin 757-57A0045, dated October 16, 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 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 S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(g)\tThis amendment (39-8129, AD 91-22-51) becomes effective on January 24, 1992, to all persons except those persons to whom it was made immediately effective by telegraphic AD T91-22-51, issued October 17, 1991, which contained the requirements of this amendment.
97-22-02: This amendment adopts a new airworthiness directive (AD) that applies to Pilatus Britten-Norman Ltd. (PBN) BN-2, BN-2A, BN-2B, and BN-2T series airplanes. This action requires modifying the upper engine mounting brackets on the wing front spar as terminating action for the repetitive inspections that were required in AD 84-23-06. AD 84-23-06 is being revised in a separate action, deleting the Pilatus BN-2, BN-2A, BN-2B, and BN-2T series airplanes from its applicability. This AD is prompted by several reports of cracks in the upper engine mounting brackets and a new terminating action to eliminate the repetitive inspections for Pilatus BN-2, BN-2A, BN-2B, and BN-2T series airplanes. The actions specified by this AD are intended to prevent the failure of the upper engine mounting brackets on the wing mounted engines, which could possibly cause structural failure of the airplane.
76-17-05: 76-17-05 LOCKHEED-CALIFORNIA: Amendment 39-2704. Applies to Lockheed L- 1011-385 Series airplanes certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent fires which may be ignited by damaged electrical wires, accomplish the following: (a) Within the next 300 hours time in service after the effective date of this AD. (1) Inspect the No. 2 generator feeder cables located in the 1519938-103 ECS duct area on the left side of the No. 2 engine S-duct, between FS-1956 and FS-1975, at approximately WL-310, for a minimum clearance of one-half inch between the cables and the closest part of the ECS duct insulated cover in accordance with Lockheed Alert Service Bulletin 093-24-A058, dated June 3, 1976 or later FAA-approved revision. (2) If the clearance is less than one-half inch, adjust to provide adequate clearance before further flight in accordance with Lockheed Service Bulletin 093-24-A058, dated June 3, 1976 or later FAA-approved revision. (b) Within the next 300 hours time in service after the effective date of this AD. (1) Inspect the electrical wire bundles just aft of the lower left hand side of FS-1860 bulkhead which are routed adjacent to the APU bleed air duct, for proper clamping and condition of insulation. If insulation damage is found, check closely for wire damage. (2) If damage to insulation or wires is found, before further flight, repair in accordance with FAA-approved maintenance procedures. (c) Within the next 300 hours time in service after the effective date of this AD. (1) Inspect the left hand and right hand horizontal stabilizer servo units by applying 3,000 PSI hydraulic pressure to each hydraulic system and observing for signs of hydraulic fluid misting or spraying type of leakage, or examine left hand and right hand horizontal servo unit transfer tube areas for signs of external leakage immediately after hydraulic systems have been shut down.(2) If hydraulic leaks are found, before further flight, repair in accordance with FAA-approved maintenance procedures. (d) It is requested that a written report on the results of the inspections required by paragraphs (b) and (c), either positive or negative, be forwarded to: Chief, Aircraft Engineering Division, Federal Aviation Administration, Western Region, P. O. Box 92007, World Way Postal Center, Los Angeles, CA 90009. (Reporting approved by the Office of Management and Budget under OMB 04- RO174). (e) Equivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. (f) Special flight permits may be issued per FAR's 21.197 and 21.199, to authorize flights to a base for accomplishment of the inspections required by this AD. This amendment becomes effective September 2, 1976.
67-22-03: 67-22-03 BOEING: Amdt. No. 39-445, Part 39, Federal Register July 22, 1967. Applies to Model 727 Series Airplanes Listed in Boeing Service Bulletin No. 32-123(R-1 dated June 5, 1967). \n\n\tCompliance required as indicated. \n\n\tTo detect visible wear and deformation of the main gear downlock rod and its attach bolts, to prevent wear and failure of the attach bolts caused by bolt rotation, and to prevent out-of- sequence operation of the door sequence valve following either rod failure or bolt failure, accomplish the following: \n\n\t(a)\tFor those airplanes having a main gear downlock rod assembly with 800 or more hours' time in service on the effective date of this AD, within the next 50 hours time in service, unless already accomplished within the previous 750 hours time in service, inspect each main gear downlock rod assembly for wear and deformation in accordance with Boeing telegraphic Service Bulletin No. 32-123 dated April 14, 1967, which is also repeated in the section entitled "I. PLANNING INFORMATION . . . C. DESCRIPTION . . . PART I . . ." of Boeing Service Bulletin 32-123(R-1 dated June 5, 1967). \n\n\t(b)\tIf wear or deformation is detected during the inspection conducted in accordance with Paragraph (a), unless already accomplished in accordance with Subparagraphs (1) or (2) of this Paragraph, replace the affected part(s) before further flight (except that the airplane may be flown with the gear down in accordance with FAR 21.197 to a base where the replacement or modification can be performed) by accomplishing (1) or (2) below: \n\n\t\t(1)\tReplace the affected part(s) with a new part(s) of the same part number and comply with Subparagraph (2) of this Paragraph within 750 hours' time in service after this replacement; or \n\n\t\t(2)\tExcept as provided in this Subparagraph, modify the main gear downlock rod assembly(ies) incorporating the replacement part(s) in accordance with the section entitled "II. ACCOMPLISHMENT INSTRUCTIONS . . . PART II . . ." ofBoeing Service Bulletin No. 32- 123(R-1 dated June 5, 1967) or later FAA-approved revision or by an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. Replacement of the downlock rod must be accomplished by installing downlock rod P/N 69-33654-2 with metal-cal BAC27DLG14 installed or P/N 69-33654-3 with metal-cal BAC27DLG14 installed. Provisions of the Boeing Service Bulletin referenced herein applicable to modification of the downlock pushrod are not incorporated by reference in this AD and the modification of this assembly need not be accomplished hereunder. \n\n\t(c)\tFor all airplanes, within the next 800 hours' time in service after the effective date of this AD, unless already accomplished, modify each main gear downlock rod assembly in accordance with that section entitled "II. ACCOMPLISHMENT INSTRUCTIONS . . . PART II . . . " of Boeing Service Bulletin No. 32-123(R-1 dated June 5, 1967) and the main gear uplock assembly in accordance with that section entitled "II . ACCOMPLISHMENT INSTRUCTIONS . . . PART III . . ." of that Service Bulletin or later FAA-approved revision or by an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. Replacement of the downlock rod must be accomplished by installing downlock rod P/N 69- 33654-2 with metal-cal BAC27DLG14 installed, or P/N 69-33654-3 with metal-cal BAC27DLG14 installed. Provisions of the Boeing Service Bulletin referenced herein applicable to a modification of the downlock pushrod are not incorporated by reference in this AD and the modification of this assembly need not be accomplished hereunder. \n\n\tNOTE. - The absence of a requirement in Paragraphs (b) and (c) of this AD to modify the downlock pushrod assembly is not intended to discourage operators from incorporating this modification. It merely indicates that the FAA does not deem this modification necessary to correct the unsafe condition described in this AD. \n\n\t(d)\tOperators who have not kept records of hours' time in service of individual main gear downlock rod assemblies shall substitute hours' time in service of the airplane in lieu thereof. \n\n\t(e)\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Regional Director, FAA Western Region, may adjust the compliance times herein if the request contains substantiating data to justify the increase for the operator. \n\n\tThis amendment effective July 24, 1967.
77-16-11: 77-16-11 BOEING: Amendment 39-3014. Applies to all Boeing 707-300/400/300B/300C series airplanes upon the accumulation of, or with more than, 8,000 landings. Inspect the horizontal stabilizer rear spar upper chord, right and left hand, from the side of the body to horizontal stabilizer station 92.55 for cracks at the time intervals specified in paragraph A, in accordance with the methods of paragraph B. Airplanes with chords found cracked are to be reworked prior to further flight in accordance with one of the methods noted in paragraph C. \n\tA.\tWithin the next 175 landings after the effective date of this AD, unless accomplished within the previous 200 landings prior to the effective date of this AD, and thereafter at intervals not to exceed 375 landings. \n\tB.\tInspect in accordance with either the low frequency eddy current inspection procedure or high frequency eddy current inspection procedure as described in Boeing Alert Service Bulletin No. 3313, Revision 2. \n\tC.\tRework inaccordance with one of the following: \n\t\t1.\tIf the forward flange of the spar chord is found cracked within the limits as described in Boeing Alert Service Bulletin No. 3313, Revision 2, the chord can remain in service after appropriate rework if reinspected in accordance with paragraph B at intervals not to exceed 375 landings. \n\t\t2.\tIf the crack penetrates the upper radius from the flange to the chord body, the chord must be replaced prior to further flight. \n\t\t3.\tA method approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tD.\tReport all cracks in the chord body to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, noting airplane identification, hours time-in-service, number of landings, crack location and length. \n\tE.\tWith permission of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, the airplane may be flown in accordance with FAR 21.197 to a base where the inspection or repair can be accomplished.The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective August 15, 1977, and supersedes the telegraphic AD's issued May 18, May 27, and July 11, 1977, and Amendment 39-2969, AD 77-14-10.
2021-13-18: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737 airplanes powered by LEAP-1B engines. This AD was prompted by reports of inadvertent release of the spring energy of the spring door opening system (SDOS) actuator with a certain part number, causing injury and the potential for injury to maintenance personnel. This AD requires replacing each affected SDOS actuator with a new SDOS actuator, and verifying that new safety markers are installed in the proper locations. The FAA is issuing this AD to address the unsafe condition on these products.