Results
98-19-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires modification of certain fastener holes on the outer frames of the fuselage, and installation of new, improved fasteners. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fatigue cracking of certain fastener holes on the outer frames of the fuselage, which could result in reduced structural integrity of the airplane.
2019-22-11: The FAA is superseding Airworthiness Directive (AD) 2009-09- 02, which applied to certain Bombardier, Inc., Model DHC-8-400 series airplanes. AD 2009-09-02 required repetitive inspections for damage of certain main landing gear (MLG) forward stabilizer brace assemblies, repetitive inspections for cracking of both MLG forward stabilizer braces, liquid penetrant inspections for cracking, and corrective actions if necessary. This AD retains the existing actions and also requires installation of an elbow restrictor. This AD was prompted by reports of failures of the aft hinge of the MLG forward stabilizer brace due to fatigue cracks. The FAA is issuing this AD to address the unsafe condition on these products.
84-03-04: 84-03-04 CESSNA: Amendment 39-4804. Applies to 414A (Serial Numbers 414A0001 through 414A0833; 414A0835 through 414A0851; 414A0853 through 414A0856; and 414A0858), Model 421C (Serial Numbers 421C0273 through 421C1257), and Model 425 (Serial Number 425-0002 through 425-0177), airplanes with the original factory windshield installation certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent cracking and possible loss of the windshield, accomplish the following: a) Within 25 hours time-in-service after the effective date of this AD fabricate and install, adjacent to the cabin pressurization switch, a temporary placard having white letters of 3/16" minimum height on red background which reads: "LIMIT PRESSURIZATION TO 3.0 PSI MAXIMUM"; and operate the airplane in accordance with this placard. b) Within 100 hours time-in-service after the effective date of this AD. 1) Visually inspect the attach holes inthe pilots and co-pilots windshield in accordance with applicable Cessna Service Information Letters ME83-33 dated September 30, 1983, and ME83-33 Revision 1 dated December 2, 1983, or PJ83-18 dated September 30, 1983, and PJ83-18 Revision 1 dated November 23, 1983. 2) Replace or repair unacceptable windshields in accordance with the criteria and instruction in the applicable Cessna Service Information Letters and Revisions. 3) Remove the temporary placard installed per paragraph a). c) Airplanes may be flown depressurized in accordance with FAR 21.197 to a location where this AD may be accomplished. d) The placard required by paragraph a) of this AD may be installed by the holder of at least an FAA private pilot certificate on any airplane he or she owns or operates. This person must make the prescribed entry in the aircraft maintenance records indicating compliance with paragraph a) of this AD. e) An equivalent means of compliance with this AD may be usedif approved by the Manager, Aircraft Certification Office, Federal Aviation Administration, Room 238, Terminal Building 2299, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 269-7000. This amendment becomes effective on February 16, 1984.
89-15-07: 89-15-07 BOEING: Amendment 39-6267. \n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-57-2244, Revision 1, dated July 28, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of a wing landing gear beam outboard end fitting with possible damage to control cables or hydraulic lines in the area of the landing gear beam, accomplish the following: \n\n\tA.\tPrior to the accumulation of 30,000 flight hours, or 8 years in service, whichever occurs first, or within the next 14 months after the effective date of this AD, whichever occurs later, visually inspect around the fitting lug bushings at the wing landing gear beam outboard end fittings for corrosion, and ultrasonically inspect the wing landing gear beam outboard end fittings for cracks, in accordance with Boeing Service Bulletin 747-57-2244, Revision 1, dated July 28, 1988.\n \n\tB.\tIf no cracking or corrosion is found, repeat the inspections required by paragraph A., above, at intervals not to exceed 18 months. \n\n\tC.\tIf cracking is found, prior to further flight, remove the wing landing gear beam outboard fitting, and rework in accordance with Boeing Service Bulletin 747-57-2244, Revision 1, dated July 28, 1988. \n\n\tD.\tIf only corrosion is found, rework in accordance with Boeing Service Bulletin 747- 57-2244, Revision 1, dated July 28, 1988, within the next 12 months. The ultrasonic inspections for cracks required by paragraph A., above, must be accomplished at intervals not to exceed 6 months until rework is accomplished. \n\n\tE.\tTerminating action for the inspections required by paragraphs A. and B., above, consists of rework of the wing landing gear beam outboard fittings in accordance with Boeing Service Bulletin 747-57-2244, Revision 1, dated July 28, 1988. \n\n\tF.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be usedwhen approved by the Manager, Seattle Transport Airplane 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 Transport Airplane Office. \n\n\tG.\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, Transport Airplane Directorate, 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 (39-6267, AD 89-15-07) becomes effective on August 22, 1989.
95-06-01: 95-06-01 BOEING: Amendment 39-9171. Docket 94-NM-147-AD. \n\n\tApplicability: Model 747-200 and -300 series airplanes equipped with General Electric CF6-80C2 series engines with Power Management Control (PMC) engine controls, certificated in any category. \n\n\tNOTE 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 use the authority provided in paragraph (e) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. \n\n\tCompliance: Required as indicated, unless accomplished previously.\n \n\tTo ensure the integrity of the fail safe features of the thrust reverser system, accomplish the following:\n \n\t(a)\tWithin 90 days after the effective date of this AD, perform tests of the position switch module and the cone brake of the center drive unit (CDU) on each thrust reverser, and perform an inspection to detect damage to the bullnose seal on the translating sleeve on each thrust reverser, in accordance with paragraphs III.A. through III.C. of the Accomplishment Instructions of Boeing Service Bulletin 747-78A2130, dated May 26, 1994. Repeat the tests and inspection thereafter at intervals not to exceed 1,000 hours time-in-service. \n\n\t(b)\tWithin 9 months after the effective date of this AD, perform inspections and functional tests of thethrust reverser control and indication system in accordance with paragraphs III.D. through III.F., III.H., and III.I. of the Accomplishment Instructions of Boeing Service Bulletin 747-78A2130, dated May 26, 1994. Repeat these inspections and functional tests thereafter at intervals not to exceed 18 months.\n \n\t(c)\tIf any of the inspections and/or functional tests required by this AD cannot be successfully performed, or if any discrepancy is found during those inspections and/or functional tests, accomplish either paragraph (c)(1) or (c)(2) of this AD. \n\n\t\t(1)\tPrior to further flight, correct the discrepancy found, in accordance with Boeing Alert Service Bulletin 747-78A2130, dated May 26, 1994. Or \n\n\t\t(2)\tThe airplane may be operated in accordance with the provisions and limitations specified in an operator's FAA-approved Minimum Equipment List (MEL), provided that no more than one thrust reverser on the airplane is inoperative. \n\n\t(d)\tWithin 10 days after performing each initial inspection and test required by this AD, submit a report of the inspection and/or test results, both positive and negative, to the FAA, Seattle Aircraft Certification Office (ACO), ANM-100S, 1601 Lind Avenue, SW., Renton, Washington 98055-4056; fax (206) 227-1181. 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(e)\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, 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\tNOTE 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\t(f)\tSpecial 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 airplane to a location where the requirements of this AD can be accomplished. \n\n\t(g)\tThe inspections, corrections of discrepancies, and tests shall be done in accordance with Boeing Alert Service Bulletin 747-78A2130, dated May 26, 1994. 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\t(h)\tThis amendment becomes effective on April 13, 1995.
80-05-04: 80-05-04 EON CORPORATION: Amendment 39-3706. Applies to EON Model E2900 and E8000 Seat Belts and Harnesses. Compliance required within thirty (30) days from the effective date of this AD. \n\n\tTo prevent inadvertent opening and/or false latching of the seat belt/harness assembly, accomplish the following: \n\n\t(a)\tIf installed, remove bullet head shaped latch depicted below in plan view as Figure 1 and replace with square shaped latch of Figure 2 or other FAA approved, serviceable latch. \n\n\n\n\n\t(b)\tIf installed, remove buckle with open-ended cover depicted below in Figure 3 and replace with an E8000 buckle with cover depicted in Figure 4 or other FAA approved, serviceable buckle. \n\n\tNOTE: EON Corporation Service Bulletin No. 1 dated January 22, 1980, refers to this subject. \n\n\n\n\n\t(c)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective March 10, 1980.
87-14-07 R1: 87-14-07 R1 MCDONNELL DOUGLAS: Amendment 39-5630 as amended by Amendment 39-6019. Applies to McDonnell Douglas Model DC-9-10, -20, -30, -40, -50, and C-9 (Military) series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished.\n\n\tTo ensure the continuing structural integrity of these airplanes, accomplish the following:\n\n\tA.\tWithin one year after the effective date of this AD, incorporate a revision into the FAA-approved maintenance inspection program which provides for inspection of the Principal Structural Elements (PSE) defined in Section 2 of Volume I (All Series) of McDonnell Douglas Report No. L26-008, R1, DC-9 Supplemental Inspection Document (SID), dated November 1987, in accordance with Section 2 of Volume III of that document. The non-destructive inspection techniques set forth in Volume II of the SID provide acceptable methods for accomplishing the inspections required by this AD. All inspection results (negative or positive) must be reported to McDonnell Douglas, in accordance with the instructions of Section 2 of Volume III-87 of the SID.\n\n\tB.\tCracked structure detected during the inspections required by paragraph A., above, must be repaired or replaced before further flight, in accordance with an FAA-approved method.\n\n\tC.\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\tD.\tAn alternate means of compliance or an adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.\n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office.\n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated by reference and made a part hereof pursuant to 5 U.S.C. 552(a)(1).\n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California.\n\n\tThis amendment revises AD 87-14-07, Amendment 39-5630, effective August 10, 1987.\n\n\tThis amendment, 39-6019, becomes effective on December 23, 1988.
2019-25-01: The FAA is adopting a new airworthiness directive (AD) for certain International Aero Engines, LLC (IAE LLC) PW1122G-JM, PW1124G- JM, PW1124G1-JM, PW1127G1-JM, PW1127GA-JM, PW1127G-JM, PW1129G-JM, PW1130G-JM, PW1133GA-JM, PW1133G-JM model turbofan engines. This AD requires replacement of certain low-pressure turbine (LPT) 3rd-stage blades. This AD was prompted by multiple reports of LPT 3rd-stage blade failures causing a reduction of engine thrust. The FAA is issuing this AD to address the unsafe condition on these products.
2019-22-12: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A320-214, -216, -232, and -233 airplanes. This AD was prompted by a report of undetected contacts between certain harnesses of the common fuel quantity indicating system and the center tank structure. This AD requires modification of the fasteners for certain harness routings, as specified in a European Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
72-07-01: 72-07-01 McCULLOCH AIRCRAFT CORP.: Amendment 39-1410. Applies to Model J-2 Gyroplane, compliance, as indicated, required before further flight unless already accomplished. 1. For serial numbers 10 and subsequent: By means of a propeller protractor, determine that the angle between the rotor mast and pitch bearing case is not less than 3.9 and not greater 5.0 degrees. If the angle measured is not within the tolerance indicated, rerig per paragraph 4.4 of McCulloch Aircraft Corporation Service Bulletin 8C dated February 24, 1972 or later FAA-approved revisions. 2. For serial numbers 10 through 54: (A) Inspect collective stick, part number 27133, for loose rivets at the juncture with collective stick shaft, part number 27104. (B) If loose rivets are found, replace the collective stick assembly with the new collective stick assembly per paragraph 4.1 "Rework-Effectivity (A)" of McCulloch Aircraft Corporation Service Bulletin 8C or with an equivalent approved byChief, Aircraft Engineering Division, FAA Western Region. (C) If no loose rivets are found and until the rework per paragraph 4.1 of McCulloch Aircraft Corporation Service Bulletin 8C is accomplished, reinspect for loose rivets at intervals not to exceed twenty-five (25) hours of flight time. This amendment is effective March 22, 1972 for all persons except those to whom it was made effective by airmail letter dated March 3, 1972, which contained this amendment.
82-17-02: 82-17-02 ROLLADEN SCHNEIDER: Amendment 39-4438. Applies to Model Nos. LS1-f and LS3 sailplanes, certificated in any category, which do not have Rolladen Schneider Technical Bulletin No. 38/3013, dated June 18, 1979, incorporated. Compliance is required as indicated, unless already accomplished. To prevent potential sailplane structural failure or loss of control due to elevator flutter, accomplish the following: a. Within the next 15 hours time in service after the effective date of this AD, unless already accomplished or unless the modification required by paragraph b of this AD has been accomplished, apply red tape to the air speed indicator and alter the airspeed limit placard restricting "never exceed airspeed" (VNE) to 124 MPH (200 km/H, 108 knots) in accordance with Rolladen Schneider Technical Bulletin No. 38/3013, dated June 18, 1979, paragraphs 1(a) and (b), or an FAA approved equivalent. b. Modify the elevator control system in accordance with Rolladen Schneider Technical Bulletin No. 38/3013, dated June 18, 1979, paragraphs 2 and 3, or an FAA approved equivalent, by December 15, 1982. The placard and airspeed indicator alterations required by paragraph a of this AD may be removed when this modification is accomplished. NOTE: Elevator control system modification consists of replacing the spring assembly in the elevator drive parallelogram mechanism with a solid link. An equivalent means of compliance may be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium, or the Chief, Boston Aircraft Certification Branch, ANE- 150, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective August 16, 1982.
2019-22-13: The FAA is adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F28 Mark 0070 and 0100 airplanes. This AD was prompted by reports of lavatory waste bin fire extinguishers found depleted. This AD requires a one-time inspection of the installation of the waste bins for interference (the inspection also includes a weight check of the waste bin fire extinguisher and an inspection of the discharge tubes for damage), modification of affected waste bins, and replacement of affected fire extinguishers, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also requires replacement of the fire extinguisher if any damaged discharge tube is found or the weight of the waste bin fire extinguisher is too low. The FAA is issuing this AD to address the unsafe condition on these products.
70-22-05: 70-22-05 PIPER: Amdt. 39-1099 as amended by Amendment 39-1344. Applies to Piper PA 23-250 type Aircraft S/N 27-3837 and 27-3944 to 27-4442 incl.; PA-30, S/Nos. 30-1717, 30-1746 to 30-2000, Incl.; PA-31 and PA-31-300, S/Nos. 31-228, 31-230, 31-231, 31-233 to 31- 588. Certificated for Instrument Flight. Compliance required within the next 100 hours in service after the effective date of this AD, unless already accomplished. To prevent the hazards associated with the possibility of a complete loss of electrical power while operating under Instrument Flight Rules. Accomplish the following: (a) Modify the aircraft electrical system in accordance with Piper Service Bulletin No. 306 dated January 9, 1970 or equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering & Manufacturing Branch, FAA Eastern Region. Amendment 39-1099 was effective November 4, 1970. This Amendment 39-1344 is effective November 30, 1971.
2007-17-16: 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: During the manufacturing process of the Poppet Covers of the Pressurization Safety Valves, burrs that could damage the Valve Diaphragms were not removed. The damage may eventually cause faulty operation of the relief valves resulting in an unsafe condition when combined with additional failures. The serial numbers of the defective valves and the affected aircraft were identified. The unsafe condition is damage and subsequent failure of the safety relief valves, which could result in rapid decompression of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
88-20-05: 88-20-05\tMCDONNELL DOUGLAS: Amendment 39-6022. Applies to McDonnell Douglas Model DC-9-81, -82, -83, -87, and MD-88 airplanes, certificated in any category, as listed in McDonnell Douglas Model MD-80 Service Bulletins 24-94, Revision 1, dated May 28, 1987, and 24-100, dated March 30, 1988.\n\n\tCompliance required within 12 months after the effective date of this airworthiness directive (AD), unless previously accomplished.\n\n\tTo eliminate a potential source of fire ignition from the generator power feeder cable electrically shorting, accomplish the following:\n\n\tA.\tFor airplanes identified in McDonnell Douglas MD-80 Service Bulletin 24-94, Revision 1, dated May 28, 1987: Inspect for power feeder cable damage, and repair the cable, if necessary; then modify the cable installation, in accordance with the Accomplishment Instructions of that service bulletin.\n\n\tB.\tFor airplanes identified in McDonnell Douglas MD-80 Service Bulletin 24-100, dated March 30, 1988: Modify the power feeder cable installation, in accordance with the Accomplishment Instruction of that service bulletin.\n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.\n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Los Angeles Aircraft Certification Office.\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 documents from the manufacturer may obtain copies upon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 3229 East Spring Street, Long Beach, California.\n\n\tThis amendment, 39-6022, becomes effective October 31, 1988.
98-24-27: This amendment adopts a new airworthiness directive (AD) that is applicable to First Technology Fire and Safety Ltd. toilet compartment fire extinguishers. This amendment requires inspection of suspect fire extinguishers for leakage, and removal from service and replacement with serviceable parts if the extinguisher is found to be leaking. This amendment is prompted by reports of leakage at the fire extinguisher's eutectic tip. The leakage is the result of a design change. The actions specified by this AD are intended to prevent fire extinguisher failure due to leakage, which in the event of a toilet compartment fire could result in an uncontained fire and damage to the aircraft.
71-21-06: 71-21-06 PIPER: Amendment 39-1309. Applies to Turbocharged Type PA 23-250 airplanes Serial Numbers 27-4053, 27-4226 through 27-4563 inclusive, 27-4565 through 27-4579 inclusive, 27-4581 through 27-4617 inclusive, 27-4619 through 27-4627 inclusive, 27-4630 through 27-4636 inclusive. Compliance required within the next 50 hours' time in service after the effective date of this airworthiness directive unless already accomplished. To preclude the possibility of fire passing through the engine firewall, in the event of a powerplant fire, replace the existing alternate air flexible duct, P/N 22502-65, with new alternate air duct P/N 48076-02 (fireproof), in accordance with Piper Service Bulletin Number 334 dated 17 March 1971, or later approved revision, or replace with an equivalent alternate air duct approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Upon request with substantiating data submitted through an FAA maintenance inspector, thecompliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective October 12, 1971.
2007-17-21: The FAA is adopting a new airworthiness directive (AD) for PW JT9D-7R4 series turbofan engines. This AD requires removing reduced cooling flow 2nd stage high pressure turbine (HPT) vane assemblies, part numbers (P/Ns) 797282, 796972, 800082, 800072, 803182, 803282, and 822582, installed in 2nd stage HPT vane cluster assemblies P/Ns 797592, 797372, 799872, 799782, and 822572. It also requires a visual and a fluorescent penetrant inspection (FPI) of the 2nd stage HPT air seal assembly, P/N 815097. This AD results from a report of an uncontained failure of the 2nd stage HPT air seal assembly, caused by the air seal assembly brace disengaging from the air seal, due to insufficient cooling air flow. We are issuing this AD to prevent uncontained failure of the 2nd stage HPT air seal assembly, leading to engine in-flight shutdown and damage to the airplane.
96-03-01 R1: 96-03-01 R1 BOEING: Amendment 39-9538. Docket 95-NM-276-AD. Revises AD 96-03-01, Amendment 39-9496. \n\n\tApplicability: Model 747 series airplanes, as listed in Boeing Alert Service Bulletin 747- 71A2277, dated November 29, 1995; certificated in any category. \n\n\tNOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise 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 use the authority provided in paragraph (c) of this AD to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changedconfiguration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD.\n \n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent separation of the engine from the airplane, accomplish the following: \n\n\t(a)\tWithin 90 days after the effective date of this AD, accomplish the requirements of paragraphs (a)(1) and (a)(2) of this AD in accordance with Boeing Alert Service Bulletin 747-71A2277, dated November 29, 1995. \n\n\t\t(1)\tPerform a visual inspection to ensure that installation of the tangential link upper bolt nut is on the forward side of the engine mount fitting.\n \n\t\t\t(i)\tIf the tangential link upper bolt nut is installed on the forward side of the engine mount fitting, repeat the visual inspection at intervals not to exceed 18 months. \n\n\t\t\t(ii)\tIf the tangential link upper bolt nut is not installed on the forward side of the enginemount fitting, prior to further flight, remove the nut, bolt, and washers and reinstall the nut, bolt, and washers in accordance with the alert service bulletin. Thereafter, repeat the visual inspection at intervals not to exceed 18 months. \n\n\t\t\t(iii)\tIf the tangential link upper bolt is missing from the engine mount fitting, prior to further flight, perform the various follow-on actions in accordance with the alert service bulletin. (The follow-on actions include visual inspections, magnetic particle inspections, replacement of the lower engine mount fitting with a serviceable part, if necessary; installation of new safety links, bolts, and nuts; and installation of a new tangential link upper bolt.) Thereafter, repeat the visual inspection at intervals not to exceed 18 months. \n\n\t\t(2)\tPerform an inspection to verify that the torque value of the tangential link upper bolt (on both sides of the mount) is within the limits specified in the alert service bulletin.\n \n\t\t\t(i)\tIf the torque value of the tangential link upper bolt nut is within the limits specified in the alert service bulletin, repeat the inspection (verification) at intervals not to exceed 18 months. \n\n\t\t\t(ii)\tIf the torque value of the tangential link upper bolt nut is outside the limits specified in the alert service bulletin, prior to further flight, perform a visual inspection of the tangential link upper bolt and washer for any damage or discrepancy, in accordance with the alert service bulletin. \n\n\t\t\t\t(A)\tIf no damage or discrepancy of the tangential link upper bolt and washers is found, prior to further flight, replace the bolt nut with a new or serviceable part in accordance with the alert service bulletin. Thereafter, repeat the inspection (verification) specified in paragraph (a)(2) of this AD at intervals not to exceed 18 months. \n\n\t\t\t\t(B)\tIf any damage or discrepancy of the tangential link upper bolt and washers is found, prior to further flight, replace the damaged or discrepant part with a new or serviceable part, and replace the bolt nut with a new or serviceable part, in accordance with the alert service bulletin. Thereafter, repeat the inspection (verification) specified in paragraph (a)(2) of this AD at intervals not to exceed 18 months. \n\n\t(b)\tReplacement of the safety links with modified safety links in accordance with Boeing Service Bulletin 747-71-2206, dated April 16, 1987; or Boeing Service Bulletin 747-71- 2206, Revision 1, dated November 12, 1987, as revised by Boeing Notice of Status Change No. 747-71-2206 NSC 1, dated December 4, 1987, and Boeing Notice of Status Change No. 747-71- 2206 NSC 2, dated March 17, 1988; constitutes terminating action for the repetitive inspection requirements of this AD.\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, 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\tNOTE 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\t(d)\tSpecial 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 airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThe inspections, replacement, and follow-on actions shall be done in accordance with Boeing Alert Service Bulletin 747-71A2277, dated November 29, 1995. 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, as of February 16, 1996 (61 FR 3550, February 1, 1996). 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\t(f)\tThis amendment is effective on February 16, 1996.
91-14-20: 91-14-20 BOEING: Amendment 39-7061. Docket No. 91-NM-19-AD. Supersedes AD 84-21- 06 R1. \n\n\tApplicability: Model 737 series airplanes; listed in Section 3.0 of Boeing Document No. D6-37089, Revision C, "Supplemental Structural Inspection Document" (SSID), dated January 1990; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure the continuing structural integrity of the Model 737 fleet, accomplish the following: \n\n\tA.\tFor airplanes identified in Boeing Document D6-37089, Revision B, dated February 18, 1987: Within three months after April 8, 1988 (the effective date of Amendment 39-5813, AD 84-21-06 R1), incorporate a revision in the FAA-approved maintenance inspection program which provides no less than the required damage tolerance rating (DTR) for each Structural Significant Item (SSI) listed in Boeing Document No. D6-37089, "Supplemental Structural Inspection Document" (SSID), Revision B, dated February 18, 1987. The required DTR value for each SSI is listed in the document. The revision to the maintenance program shall include and be implemented in accordance with the procedures in Sections 5.0 and 6.0 of Revision B of the SSID. \n\n\tB.\tFor airplanes identified in Boeing Document D6-37089, Revision C, dated January 1990: Within 1 year after the effective date of this amendment, incorporate a revision into the FAA-approved maintenance inspection program which provides no less than the required DTR for each SSI listed in Boeing Document D6-37089, "SSID," Revision C, dated January 1990. The required DTR value for each SSI is listed in the document. The revision to the maintenance program shall include and be implemented in accordance with the procedures in Sections 5.0 and 6.0 of Revision C of the SSID. \n\n\tC.\tCracked structure must be repaired, prior to further flight, in accordance with an FAA-approved method. \n\n\tD.\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 (PMI), who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tE.\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 \t \n\tF.\tThe inspection requirements shall be done in accordance with Boeing Document No. D6-37089, Revision C, dated January 1990, which includes the following list of affected pages: \n\n\tC.\tCracked structure must be repaired, prior to further flight, in accordance with an FAA-approved method. \n\tD.\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\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may concur or comment and then send it to the Manager, Seattle ACO.\n\tE.\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. \t\n\tF.\tThe inspection requirements shall be done in accordance with Boeing Document No. D6-37089, Revision C, dated January 1990, which includes the following list of affected pages:\n\n\tSECTION\tPAGE NUMBER\tREVISION LEVEL\n\tVOLUME 1\n\tA\t1 - 13, \tC\n\t\t13.1 - 13.3,\n\t\t24 - 30\n\t\t23\tB\n\tB\t1\tB\n\t\t2\tC\n\tC\t1\tC\n\t1.0\t1 - 2\tC\n\t2.0\t1 \t(Original Issue)\n\t\t2, 4\tC\n\t\t3\tB\n\t3.0\t1 - 3\tC\n\t4.0\t3 \t(Original Issue)\n\t\t4\tC\n\t5.0\t1, 4, 6, 7, 9\tC\n\t\t5\tB\n\t\t2, 3, 8\tA\n\t6.0\t1, 2, 2.1\tC\n\t7.0\t3, 4, 6, 8\tC\n\t\t5, 7\tB\n\t8.0\t1, 3\tB\n\t\t2, 4\tC\n\t8.1\t1 - 3, W.10.3, \tC\n\t\tW.17.1, W.17.9, W.17.15, \n\t\tW.19.2 - W.19.4, W.19.6,\n\t\tW.27.1, W.27.5 - W.27.7, \n\t\tW.27.15, W.27.16, \n\t\tW.31.1, W.42.1 - W.42.3\n\t\tW.10.4, W.17.2, W.17.10, \tB\n\t\tW.19.1, W.19.5, W.27.2,\n\t\tW.27.8\n\t\tW.42.4\tA\n\t\t4, W.17.16, W.31.2,\t(Original Issue)\n\t8.2\t1 - 4, F.1.2, F.3.1, F.3.2, \tC\n\t\tF.4.0 - F.4.2, \n\t\tF.10.0, F.10.1, \n\t\tF.11.0, F.11.1, \n\t\tF.12.0, F.12.1, F.12.2, \n\t\tF.13.2 - F.13.5, \n\t\tF.14.2 - F.14.5, \n\t\tF.17.2, F.17.3, \n\t\tF.17.3.1 - F.17.3.3, \n\t\tF.17.4 - F.17.8, \n\t\tF.18.2 - F.18.5, \n\t\tF.20.1, F.20.2, \n\t\tF.38.1, F.38.7, F.38.8, \n\t\tF.39.1 - F.39.9, \n\t\tF.45.0 - F.45.2\n\t\tF.1.1, F.10.2, F.11.2,\tB\n\t\tF.18.1, F.38.2 \n\t\tF.17.1.3 \tA\n\t\tF.9.3, F.10.7, F.13.1,\t(Original Issue)\n\t\tF.14.0, F.14.1, F.15.0, \n\t\tF.19.0, F.39.10\n\t8.3\t1 - 3, E.14.2, \tC\n\t\tE.19.2, E.19.4, E.20.1\n\t\tE.1.0, E.20.2\t(Original Issue) \n\t9\t1\tC\n\t10.2.1\t1, 2, 4, 5, 7 - 9, \tC\n\t\t16, 20, 21, 27, 28,\n\t\t30\n\t\t3, 6, 10, 15, 19,\t(Original Issue)\n\t\t22, 29\n\t10.5\t1, 6\tC\n\t\t2\tB\n\t\t5\t(Original Issue)\n\n\tVOLUME 2\n\n\t11.0\t1\tC\n\t11.1\t1 - 3\tC\n\t11.2\t1 - 3\tCF.1, F.3, F.4, F.12,\n\t\tF.13A, F.13B, \n\t\tF.14A, F.14B, \n\t\tF.17A, F.17B, F.17C, \n\t\tF.17D, F.17E, \n\t\tF.18A, F.18B, F.20, \n\t\tF.38A, F.38B, F.39A\n\t11.3\t1, 2\tC\n\n\n\tThis 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. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington, or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C. \n\n\tAirworthiness Directive 91-14-20, supersedes AD 84-21-06 R1, Amendment 39-4933. \n\n\tThis amendment (39-7061, AD 91-14-20) becomes effective on August 9, 1991.
60-07-02: 60-07-02 BRANTLY: Amdt. 117 Part 507 Federal Register March 23, 1960. Applies to Model B-2 Helicopters. Compliance required as indicated. (a) Applies to Serial Numbers 1 through 31. Compliance required prior to next flight. Failures of the tail rotor drive shaft through the cooling fan drive pulley bolt hole have occurred. These failures result in loss of directional control. To relieve stresses in this area and preclude recurrence of these failures, the tail rotor drive system must be modified to incorporate: (1) New long tail rotor drive shaft P/N 108-31 incorporating 2 1/2-inch long plug pinned in forward end of shaft at support location for cooling fan drive pulley, (2) Redesigned cooling fan drive pulley bearing support sleeve P/N 339-19, (3) New cooling fan drive pulley P/N 339-4, (4) New housing spacer P/N 339-18, (5) New pin retainer P/N 339-17, (6) New tail rotor shaft forward support bearing P/N 88505, (7) New cooling fan attach bolt AN 173-14A with AN 960-10 washer and AN 365-1032 nut. (Brantly Service Bulletin No. 2 covers this same subject.) Revised April 17, 1965.
86-18-01: 86-18-01 BOEING: Amendment 39-5390. Applies to Model 747 series airplanes listed in Boeing Alert Service Bulletins 747-53A2259, Revision 1, dated April 18, 1986, and 747-53A2237, Revision 1, dated March 28, 1986, certificated in any category. \n\n\tTo detect cracking of body frame structure in the lower lobe (Sections 42 and 46) of the fuselage, accomplish the following, unless already accomplished: \n\n\tA.\tFor airplanes listed in Boeing Alert Service Bulletin 747-53A2237, Revision 1, dated March 28, 1986: \n\n\t\t1.\tPerform a detailed visual inspection for frame cracking from fuselage station 540 to 760, and 1820 to 1900, stringers 35 left to 42 left, in accordance with Section III of Boeing Service Bulletin 747-53A2237, Revision 1, dated March 28, 1986, or later FAA-approved revisions, in accordance with the following schedule after the effective date of this AD: \n\n\t\t\ta.\tWithin 300 landings for airplanes that have accumulated more than 12,000 landings on the effective date of this AD. \n\n\t\t\tb.\tWithin 800 landings for airplanes that have accumulated 10,000 to 12,000 landings on the effective date of this AD. \n\n\t\t\tc.\tWithin 800 landings or prior to the accumulation of 10,000 landings, whichever occurs later, for airplanes that have accumulated less than 10,000 landings on the effective date of this AD. \n\n\t\t2.\tIf cracking is found, repair in accordance with FAA-approved procedures prior to further flight. \n\n\t\t3.\tRepeat the inspections required by paragraph A.1., above, at intervals not to exceed 3,000 landings until terminating action is performed. \n\n\t\t4.\tModification of the frames in accordance with Boeing Service Bulletin 747-53A2237, Revision 1, dated March 28, 1986, or later FAA-approved revisions constitutes terminating action for the repetitive inspection requirement of this paragraph. \n\n\tB.\tFor airplanes listed in Boeing Alert Service Bulletin 747-53A2259, Revision 1, dated April 18, 1986: \n\n\t\t1.\tPerform a visual inspection of cargo side guidesupport brackets from fuselage station 1500 to 1800, right and left hand side, for a proper machined taper in accordance with Section III of Boeing Service Bulletin 747- 53A2259, Revision 1, dated April 18, 1986, or later FAA-approved revisions, in accordance with the following schedule after the effective date of this AD: \n\n\t\t\ta.\tWithin 300 landings for airplanes that have accumulated more than 12,000 landings on the effective date of this AD. \n\n\t\t\tb.\tWithin 800 landings for airplanes that have accumulated 10,000 to 12,000 landings on the effective date of this AD. \n\n\t\t\tc.\tWithin 800 landings or prior to the accumulation of 10,000 landings, whichever occurs later, for airplanes that have accumulated less than 10,000 landings on the effective date of AD. \n\n\t\t2.\tIf any cargo side guide support bracket is improperly tapered, perform a detailed visual inspection of the frame area adjacent to the untapered bracket for cracking in accordance with Boeing Service Bulletin 747- 53A2259, Revision 1, dated April 18, 1986, or later FAA-approved revisions. \n\n\t\t3.\tRepeat the inspections required by paragraph B.2., above, at intervals not to exceed 3,000 landings until terminating action is performed. \n\n\t\t4.\tIf cracking is found, repair in accordance with FAA-approved procedures prior to further flight. \n\n\t\t5.\tInstallation of a tapered strap adjacent to the affected brackets in accordance with Boeing Service Bulletin 747-53A2259, Revision 1, dated April 18, 1986, or later FAA-approved revisions constitutes terminating action for the repetitive inspection requirements of this paragraph. \n\n\tC.\tFor Boeing Model 747SR airplanes only, based on continued mixed operation of cabin pressure differentials, the initial inspection thresholds and reinspection intervals specified in this AD may be multiplied by a 1.2 adjustment factor. \n\n\tD.\tFor the purposes of complying with this AD, the number of landings may be determined to equal the number of pressurization cycles wherethe cabin pressure differential was greater than 2.0 psi. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle 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 unpressurized to a base for the accomplishment of inspections and/or modifications required by 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 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 September 17, 1986.
83-20-03: 83-20-03 PIPER: Amendment 39-4739. Applies to Models PA-36-285, PA-36-300 and PA-36-375 (all serial numbers) airplanes certificated in any category. \n\n\tCOMPLIANCE: Required as indicated unless already accomplished. \n\n\tTo prevent failure of wing structural components because of fatigue damage, accomplish the following: \n\n\ta.\tReplace the structural components specified below at the time-in-service set forth in Table I. If, on the effective date of this AD, the component has accumulated or will accumulate within an additional 100 hours time-in-service, the number of hours time-in-service at which replacement is required, accomplish the replacement within the next 100 hours time-in- service after the effective date of this AD. \n\n\t\t\t\t\t\tTable 1 \n\n\n\n\n\n\n\n\nCompliance Times \n(Component time-in-service, hours)\nAirplanes\n\n\n\n\n\n\nParagraph of AD \nModels 2A-36-285 & 300 \nType of Replacement\na.1)* a.2) a.3)\na.4) \na.5) \na.6)\n a.7) \na.8)*\nS/Ns 36-7360001 thru 36-7560003\nInitial\nRepetitive\n4100\n4100\n4100\n4100\nN/A \nN/A\nN/A \nN/A \n3100\n4100\n2000\n2000\nS/Ns 36-7560004 thru 36-7560055\nInitial\nRepetitive\n4100\n4100\nN/A\nN/A\nN/A\nN/A\n4000\n4100\n4000\n4100\n2000\n2000\nS/Ns 36-7560056 thru 36-7660122\nInitial\nRepetitive\n4100\n4100\nN/A\nN/A\n4100\n4100\n4000\n4100\nN/A\nN/A\n2000\n2000\nS/Ns 36-7660123 and up\nInitial \nRepetitive\n4100\n4100\nN/A\nN/A\n4100\n4100\nN/A\nN/A\nN/A\nN/A\n2000\n2000\nModel PA-36-375 \n\n\n\n\n\n\n\nS/Ns 36-7802001 and up\nInitial \nRepetitive\n4100\n4100\nN/A\nN/A\n4100\n4100\nN/A\nN/A\nN/A\nN/A\n2000\n2000\n\n*Compliance with paragraphs a.1) and a.8) is also required whenever applicable bolt is removed.\n\n\t\t1)\tReplace the Wing Attachment Upper Bolts P/N 77245-00 with unused bolts. Replacement is also required whenever bolt is removed. \n\n\t\t2)\tReplace Wing Carry-Through Spar Fittings, P/N 97713-00, -02, or -03, with an unused P/N 97713-03 fitting. \n\n\t\t3)\tReplace Wing Spar Fitting, P/N 97712-00 with an unused P/N 97712-00 fitting. \n\n\t\t4)\tReplace Spar Carry-Through Assembly, P/N 76824-02, if installed with an unused Assembly P/N 76824-02. \n\n\t\t5)\tReplace Spar Assembly P/N 97701-00 and -01, Revision P, or later revision with Piper Spar Cap Replacement Kits Number 764393, Left Spar Assembly, and 764394, Right Spar Assembly. \n\n\t\t6)\tReplace Spar Carry-Through Assembly, P/N 76767-00 or P/N 76824-02 with an unused P/N 76824-02 assembly. (The repetitive replacement time-in-service is applicable to P/N 76824-02 assemblies now installed.) \n\n\t\t7)\tReplace Spar Assemblies P/N 97701-00 and P/N 97701-01, Revision N or earlier, and P/N 764393 and P/N 764394 Right Spar Cap Replacement Kits with an unused Spar Cap Replacement Kit P/N 764393, Left Spar Assembly, and P/N 764394 Right Spar Assembly. (The repetitive replacements time-in-service is applicable to P/N 764393 or P/N 764394, Spar Cap Replacement now installed.) \n\n\t\t8)\tReplace Wing Attachment Lower Bolts P/N 77245-00 with unusedP/N 77245-00 bolts. Replacement is also required whenever bolt is removed. \n\n\tb.\tAirplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. \n\n\tc.\tAn equivalent method of compliance with this AD may be used if it is approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581; telephone (516) 791-6680. \n\n\tThis AD supersedes AD 76-25-02, Amendment 39-2786. \n\n\tThis amendment becomes effective on November 11, 1983.
2019-21-10: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by a quality control review, which determined that the wrong aluminum alloy was used to manufacture several structural parts. This AD requires a one-time eddy current conductivity measurement of certain structural parts of the outer flaps to determine if the incorrect alloy was used, and replacement if necessary, as specified in a European Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
63-24-02: 63-24-02 MARTIN: Amdt. 645 Part 507 Federal Register November 21, 1963. Applies to All Models 202, 202A and 404 Aircraft. Compliance required as indicated. Due to cracks found in the rear wing spar flange and in the Eastern Airlines P/N 304- 5098-1 doubler, on several aircraft, accomplish the following within 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 450 hours' time in service, and at intervals thereafter not to exceed 500 hours' time in service from the last inspection. (a) Wings which have not been repaired in accordance with Eastern Airlines Drawing No. 404-5098 or equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Eastern Region, shall be inspected as follows: (1) Inspect the wing rear spar lower cap flanges inboard side of nacelle at Stations 133 to 135. (Cracks develop at bolt holes in fretted area generated by nacelle doubler.) Inspect these areas on left and right wings with 10-power glass and dye penetrant or by an acceptable X-ray procedure or by FAA approved equivalent. Repair cracked members in accordance with Eastern Airlines Drawing No. 404-5098 or an equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Eastern Region before further flight. (b) Wings which have been repaired in accordance with Eastern Airlines Drawing No. 404-5098 or equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Eastern Region, shall be inspected as follows: (1) Inspect the wing rear spar lower cap flanges, inboard side of nacelle at Stations 133 to 135 on left and right wings, with 10-power glass and dye penetrant or by an acceptable X-ray procedure or by FAA approved equivalent. If 10-power glass and dye penetrant or FAA approved equivalent method is used, the Eastern Airlines P/N 304-5098-1 doubler or FAA approved equivalent located at wing Station 135 on the rear spar lower cap shall be removed. The repair of cracked member shall be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, before further flight. (2) Inspect the wing rear spar doubler, Eastern Airlines P/N 304-5098-1 or FAA approved equivalent at Stations 133 to 135 for cracks. Inspect this doubler on left and right wings with a 10-power glass and dye penetrant or by an acceptable X-ray procedure or by FAA approved equivalent. (i) Replace doubler having cracks greater than 1/2 inch in length before further flight with a part of the same part number or an equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (ii) Inspect doublers having cracks less than 1/2 inch in length every 25 hours' time in service. When inspection reveals that the crack exceed 1/2 inch in length the part shall be replaced before further flight with a part of the same part number or an equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (c)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 supersedes AD 59-20-03. This directive effective November 21, 1963.