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2000-04-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-100, -200, -300, -400, and -500 series airplanes, that requires repetitive testing of certain main tank fuel boost pumps to identify those with degraded performance, and replacement of degraded pumps with new or serviceable pumps. This AD also requires eventual replacement of the existing low pressure switches for boost pumps located in the main fuel tanks with higher threshold low pressure switches, which, when accomplished, terminates the repetitive testing. This amendment is prompted by reports of engine power loss caused by unsatisfactory performance of the fuel boost pumps. The actions specified by this AD are intended to prevent fuel suction feed operation on both engines without flight crew indication, and possible consequent multiple engine power loss.
84-13-02: 84-13-02 McDONNELL DOUGLAS: Amendment 39-4881. Applies to McDonnell Douglas Model DC-8-11, through -61 series airplanes, certificated in all categories, having accumulated 30,000 flight hours or 14,000 landings. Compliance required as indicated unless previously accomplished. \n\n\tTo prevent failure of the wing front spar lower cap, accomplish the following: \n\n\tA.\tWithin 300 flight hours or upon the accumulation of either 30,000 flight hours or 14,000 landings, whichever occurs later, after the effective date of this AD perform the initial inspection in accordance with paragraph 1.C in McDonnell Douglas DC-8 Service Bulletin 57-89, Revision 2, dated July 27, 1983, or later revision approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tIf no cracks are found, repeat the inspection of paragraph A., above, at intervals not to exceed 3,600 flight hours until the modification described in paragraph C., below, is accomplished.C.\tThe repetitive inspection requirement of paragraph B., above, may be discontinued for aircraft modified (enlarge and stress-coin attachment holes and install angles) in accordance with McDonnell Douglas DC-8 Service Bulletin 57-89, Revision 2. \n\n\tD.\tIf cracks are found, repair in accordance with McDonnell Douglas DC-8 Service Bulletin 57-89 under Conditions II through VI. \n\n\tE.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tG.\tReport the results of the initial inspections required by paragraph A., above, to the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. Include in the reporting information the date and condition of the structure or repair per McDonnell Douglas DC-8 Service Bulletin 57-89, McDonnell Douglas factory serial number, fuselage number, registration number, and accumulated number of flight hours and landings. \n\n\tH.\tFor purposes 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 time in service by the operator's fleet average from takeoff to landing for the airplane type. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California.This amendment becomes effective June 27, 1984.
2013-22-14 R1: We are revising an airworthiness directive (AD) 2013-22-14 for any DG Flugzeugbau GmbH Model DG-1000T glider equipped with a Solo Kleinmotoren Model 2350 C engine. 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 engine shaft failure and consequent propeller detachment. We are issuing this AD to require actions to address the unsafe condition on these products.
2000-03-20: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300-600 series airplanes, that requires repetitive ultrasonic inspections to detect cracks on the forward fittings in the radius of frame 40 adjacent to the tension bolts in the center section of the wings, and various follow-on actions. This amendment is prompted by reports of cracking due to fatigue-related stress in the radius of frame 40 adjacent to the tension bolts at the center/outer wing junction. The actions specified by this AD are intended to detect and correct fatigue cracking on the forward fittings in the radius of frame 40 adjacent to the tension bolts in the center section of the wings, which could result in reduced structural integrity of the wings.
89-03-05: 89-03-05 BOEING: Amendment 39-6120. Applicability: Model 757 series airplanes listed in Boeing Alert Service Bulletin 757- 27A0086, dated June 9, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent unacceptable airframe vibrations during flight, accomplish the following: \n\n\tA.\tFor airplanes on which the elevator power control actuator (PCA) rod end and reaction link rod end bearings are lubricated at intervals of 1,000 flight hours or less, in accordance with Boeing Service Letter 757-SL-27-26, dated April 1, 1988: Within the next 90 days after the effective date of this AD or prior to the accumulation of 4,000 flight hours total time-in-service, whichever occurs later, and thereafter at intervals not to exceed 4,000 flight hours, perform an elevator freeplay check in accordance with Boeing Alert Service Bulletin 757- 27A0086, dated June 9, 1988. \n\n\tB.\tFor all other airplanes: Within the next 90 daysafter the effective date of this AD or prior to the accumulation of 3,000 flight hours total time-in-service, whichever occurs later, and thereafter at intervals not to exceed 3,000 flight hours, perform an elevator freeplay check in accordance with Boeing Alert Service Bulletin 757-27A-0086, dated June 9, 1988. \n\n\tC.\tIf freeplay exceeds the limits specified in the service bulletin, before further flight, replace elevator PCA reaction link rod end bearings and PCA rod end bearings, as necessary, in accordance with Boeing Alert Service Bulletin 757-27A0086, dated June 9, 1988. \n\n\tD.\tTerminating action for the repetitive inspection requirements of paragraph A. and B. of this AD consists of replacing all old design PCA reaction link rod end bearings with improved bearings and subsequent successful completion of freeplay inspection, in accordance with Boeing Alert Service Bulletin 757-27A0086, dated June 9, 1988. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliancetime, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle,Washington. \n\n\tThis amendment (39-6120, AD 89-03-05) becomes effective March 6, 1989.
91-07-01: 91-07-01 BOEING: Amendment 39-6945. Docket No. 91-NM-45-AD. \n\n\tApplicability: Model 737 series airplanes, line numbers 1975 through 1989; and Model 757 series airplanes, line numbers 338 through 343; equipped with an Electronic Flight Instrument System (EFIS) using symbol generators, part number S242T404-420; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent blanking of either pilot's EFIS display and loss of one pilot's primary flight instruments, accomplish the following: \n\n\tA.\tWithin 10 days after the effective date of this AD, inspect the EFIS symbol generators installed on the airplane and record the modification status. EFIS symbol generators which do not have Modification 3 implemented, must be removed and modified in accordance with Collins Service Bulletin EFIP-701E-34-03, dated February 1, 1991, prior to further flight. \n\n\tB.\tAny EFIS Symbol Generators with part number S242T404-420 which do nothave Modification 3 implemented, must be modified in accordance with Collins Service Bulletin EFIP-701E-34-03, dated February 1, 1991, before installation on an airplane. \n\n\tC.\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 Avionics Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD.\n \n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6945, AD 91-07-01) becomes effective on April 3, 1991.
2000-03-22: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100, -200, and 747SP series airplanes, that requires repetitive detailed visual and ultrasonic inspections to detect missing, damaged, or broken taperlock bolts in the diagonal brace underwing fittings; and corrective actions, if necessary. This AD also requires eventual replacement of the aft 10 taperlock bolts with new bolts, which constitutes terminating action for the repetitive inspections. This amendment is prompted by reports of damaged, broken, and corroded taperlock bolts of the diagonal brace underwing fittings on the outboard strut due to stress corrosion cracking. The actions specified by this AD are intended to prevent loss of the underwing fitting load path due to missing, damaged, or broken taperlock bolts, which could result in separation of the engine and strut from the airplane.
92-20-06: 92-20-06 MCDONNELL DOUGLAS: Amendment 39-8380. Docket No. 92-NM-88-AD. Supersedes AD 91-06-10, Amendment 39-6929. \n\n\tApplicability: Model DC-9 and Model DC-9-80 series airplanes, and Model MD-88 airplanes; equipped with BFGoodrich, Aircraft Evacuation Systems (formerly Sargent Industries, Pico Division; formerly Pico, Inc.) evacuation slides, P/N 11331; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent obstruction or hindrance with the emergency evacuation of the airplane and possible injuries to the passengers and the crew, accomplish the following: \n\n\t(a)\tFor airplanes on which the evacuation slides have been modified in accordance with Section 2, Accomplishment Instructions, of BFGoodrich Service Bulletin 11331-25-226, Revision 2, dated January 4, 1991: Within 12 months after the effective date of this AD, modify the girt bar flap in accordance with Paragraph 2B of BFGoodrich Service Bulletin 11331-25-248, dated April 15, 1992. \n\n\t(b)\tFor airplanes on which the evacuation slides have not been modified in accordance with Section 2, Accomplishment Instructions, of BFGoodrich Service Bulletin 11331-25-226, Revision 2, dated January 4, 1991: Within 12 months after the effective date of this AD, install a new girt bar flap and firing line, and modify the valise, in accordance with Paragraph 2A of BFGoodrich Service Bulletin 11331-25-248, dated April 15, 1992. \n\n\t(c)\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 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(d)\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(e)\tThe installation and modifications shall be done in accordance with BFGoodrich Service Bulletin 11331-25-248, dated April 15, 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 BFGoodrich Company, 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, 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(f)\tThis amendment becomes effective on November 20, 1992.
2000-04-03: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Models DC-3 and DC-4 series airplanes that requires an inspection to determine the type of airframe pneumatic deicing boots installed. This amendment also requires revising the Airplane Flight Manual (AFM) to include requirements for activation of the pneumatic deicing boots for those airplanes equipped with "modern" boots. This amendment is prompted by reports of inflight incidents and an accident that occurred in icing conditions where the airframe pneumatic deicing boots were not activated. The actions specified by this AD are intended to ensure that flightcrews activate the pneumatic wing and tail deicing boots at the first signs of ice accumulation. This action will prevent reduced controllability of the aircraft due to adverse aerodynamic effects of ice adhering to the airplane prior to the first deicing cycle.
80-22-12 R2: 80-22-12 R2 BOEING: Amendment 39-3951 as amended by Amendment 39-4577 is further amended by Amendment 39-4661. Applies to all Model 707, 720, 727, and 737 series airplanes certificated in all categories. Compliance time as follows: To assure the flight crew has positive warning when the leading edge devices are not extended for takeoff, accomplish the following unless already accomplished: \n\n\tA.\tOn or before March 31, 1983, except as provided for in paragraph C., below, install leading edge device logic that will provide aural warning when the leading edge devices have not been extended prior to takeoff in accordance with the following: \n\n\t\t(1)\t(For Boeing 707/720 Series Airplanes) Boeing Service Bulletin No. 3404, Revision 2, dated January 21, 1983, or other previous or subsequent FAA approved revisions. \n\n\t\t(2)\t(For Boeing 727 Series Airplanes) Boeing Service Bulletins No. 727-31-50, Revision 1, dated January 15, 1982, or No. 727-31-52, dated January 15, 1982, or other previous or subsequent FAA approved revisions. \n\n\t\t(3)\t(For Boeing 737 Series Airplanes) Boeing Service Bulletin No. 737-31-1038, Revision 3, dated October 29, 1982, or other previous or subsequent FAA approved revisions.\n \n\tB.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tThis modification may be delayed until December 26, 1983, for the Model 727 and 737 series airplanes, provided the following cockpit checklist procedure, as implemented by each operator, is FAA approved by the appropriate Principal Operations Inspector: \n\n\t\t"The Leading Edge Device (LED) annunciator panel must be observed and must indicate proper leading edge device position prior to each takeoff."\n \n\tD.\tModification of the airplane in accordance with paragraph A. or B., above, constitutes terminating action for this AD. Once the modification is completed, the special cockpit procedure described in paragraph C., above, may be discontinued.\n \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAmendment 39-3951 became effective November 24, 1980. \n\n\tAmendment 39-4577 became effective March 7, 1983. \n\n\tThis Amendment 39-4661 becomes effective June 21, 1983.