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2005-08-01: The FAA is superseding two existing airworthiness directives (ADs) that apply to certain Boeing Model 747-100, -100B, 100B SUD, - 200B, -200C, -200F, and -300 series airplanes; and Model 747SP and 747SR series airplanes. One of those ADs currently requires inspections for cracked body frames, skin, and other internal structure in fuselage section 41; and repair of any cracked frame, skin, or other internal structure. For certain airplanes, the other AD currently requires inspections for cracked skin or loose or missing fasteners of the body skin between body stations 420 and 460 and between stringers S-8 and S- 12; an inspection for cracked body frames if necessary; and repair of any cracked frame or skin and replacement of any loose or missing fastener. This new AD adds inspections and removes a one-time deferral of an inspection. This AD is prompted by reports of large cracks common to fuselage frames in the upper deck area, and severed or nearly severed adjacent frames. Weare issuing this AD to detect and correct fatigue cracks in the body frames, skin and other internal structure in fuselage section 41, which could lead to rapid decompression and loss of the structural integrity of the airplane. \n\n\nDATES: Effective April 26, 2005. \n\n\tThe incorporation by reference of Boeing Service Bulletin 747- 53A2265, Revision 7, dated January 25, 1990, is approved by the Director of the Federal Register as of April 26, 2005. \n\n\tOn March 9, 2005 (70 FR 10485, March 4, 2005), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 747-53A2265, Revision 9, dated February 17, 2005. \n\n\tWe must receive any comments on this AD by June 10, 2005.
86-10-03: 86-10-03 MITSUBISHI: Amendment 39-5312. Applies to Model MU-300, Serial Numbers A003SA through A091SA; and Model MU-300-10, Serial Numbers A-1001SA through A1011SA; certificated in any category. To prevent cabin and engine compartment fires, accomplish the following: A. Within 15 days after the effective date of this AD, affix a placard immediately adjacent to the engine START switch, worded as follows: "AFTER ENGINE(S) START, CONTINUED OPERATION WITH ANY ENGINE START OR DISENGAGE ANNUNCIATION IS PROHIBITED." This placard must consist of 0.1-inch red letters on a white background and may be of a plastic adhesive type, purchased locally. The placard, which is contained with Beech Aircraft Corporation MU-300/MU-300-10 Safety Communique, dated April 1986, is an acceptable placard. The placard may be removed from MU-300 airplanes when the Airplane Flight Manual for these airplanes has been changed in accordance with paragraph B., below, and the airplane has been modified in accordance with paragraph C., below. The placard may be removed from MU-300-10 airplanes when the airplane has been modified in accordance with paragraph C., below. B. Within 15 days after the effective date of this AD, incorporate the following into the Normal Procedure Starting Engines Section of the MU-300 (Diamond I) Airplane Flight Manual: "CHECK STARTER DISENGAGEMENT AT APPROXIMATELY 32 PERCENT N2. IF STARTER HAS NOT DISENGAGED BY 45 PERCENT N2, PLACE THRUST LEVER IN CUTOFF POSITION AND REMOVE ALL ELECTRICAL POWER." This may be accomplished by including a copy of this AD in the airplane flight manual. C. Within the next 200 hours time-in-service after the effective date of this AD, replace the airplane starter relay in accordance with Mitsubishi Service Bulletin SB 74-001, dated April 25, 1986 (for Model MU-300 airplanes), or SB 74-002, dated April 25, 1986 (for Model MU-300-10 airplanes), or later FAA-approved revisions. D. Special flight permits may be issued inaccordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by this AD. E. An alternate means of compliance which provides an acceptable level of safety may be used when approved by the Manager, Airplane Certification Branch, FAA, Southwest Region. This amendment becomes effective on June 2, 1986.
89-18-09: 89-18-09 AEROSPATIALE: Amendment 39-6302. (Docket No. 89-NM-62-AD) Applicability: All Model Nord 262A series airplanes, certificated in any category, with ERAM main landing gear shock absorber part numbers: -11105-002 B and higher dash numbers -11384-001 and higher dash numbers -11385-001 and higher dash numbers -11695-002 and higher dash numbers Compliance: Required as indicated, unless previously accomplished. To prevent collapse of the main landing gear (MLG) due to defective shock absorbers, accomplish the following: A. Within 30 days after the effective date of this AD, disconnect the shock absorber in accordance with Nord 262 Service Bulletin No. 32-22, Revision 2, dated January 11, 1988, and perform the appropriate action as follows: 1. If there is no milled slot serving to extract the male spherical bearing, reassemble in accordance with the service bulletin. 2. If there is a milled slot, extract the male spherical bearing, clean and visually inspect both parts of the bearing assembly for cracks or corrosion in accordance with the service bulletin. a. If the assembly is found in serviceable condition, grease and re- install in accordance with the service bulletin. b. If the spherical bearing assembly extracted is found to be cracked or corroded or seized, replace prior to further flight with new type spherical assembly in accordance with ERAM Service Bulletin 32-48 or Nord 262 Service Bulletin 32-22. B. Within 60 days after the effective date of this AD, replace all separable spherical bearing assemblies, described in paragraph A.2., above with the new type spherical bearing assembly, in accordance with ERAM Service Bulletin 32-48 or Nord 262 Service Bulletin 32-22, Revision 2, dated January 11, 1988. C. An 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6302, AD 89-18-09) becomes effective on September 25, 1989.
87-26-08: 87-26-08 TELEDYNE CONTINENTAL MOTORS (TCM): Amendment 39-5883. Applies to TSIO- 520BE and CE engines. Compliance is required as indicated, unless already accomplished. To prevent possible failure of the crankshaft and piston pins, accomplish the following: (a) Thru-bolt torque check: (1) For TSIO-520BE engines, before further flight, accomplish in accordance with paragraph I of TCM Service Bulletin (SB) M87-25, dated December 15, 1987. (2) For TSIO-520CE engines, within the next 25 hours of operation, accomplish in accordance with paragraph I of TCM SB M87-26, dated December 21, 1987. (3) If the force required to rotate the propeller per paragraph IA of either SB is not within the normal 10 to 20 pounds, or the crankshaft has no end play, the engine must be removed from service. (4) If after torqueing the thru-bolts per paragraph IC of either SB, the force required to rotate the propeller has increased above the previously recorded value by more than 3 pounds, or the crankshaft has no end play, the engine must be removed from service. (b) Piston pin replacement and crankshaft bearing inspection: (1) For TSIO-520BE engines, before further flight, accomplish in accordance with paragraph II of TCM SB M87-25, dated December 15, 1987. (2) For TSIO-520CE engines, within the next 25 hours of operation, accomplish in accordance with paragraph II of TCM SB M87-26, dated December 21, 1987. (3) If there is evidence that the bearing has shifted per figure B of either SB, the engine must be removed from service. (c) Final thru-bolt torque check and reassembly of engine: (1) For TSIO-520BE engines, before further flight, accomplish in accordance with paragraph III of TCM SB M87-25, dated December 15, 1987. (2) For TSIO-520CE engines, within the next 25 hours of operation, accomplish in accordance with paragraph III of TCM SB M87-26, dated December 21, 1987. (3) If the force required to rotate the propeller per paragraphIIIA of either SB has increased above the value recorded in paragraph (a)(4) of this AD, or the crankshaft has no end play, the engine must be removed form service. (d) For TSIO-520CE engines only, before further flight, fabricate and install on the aircraft instrument panel, as near as possible to the manifold pressure gage and in clear view of the pilot, the following placard using letters at least 0.10 inch high: "Take-off - No change in Manifold Absolute Pressure (MAP) Climb - MAP 31 inches mercury or less Cruise - MAP 25 inches mercury or less" (1) Place a copy of this AD in the pilots' operating handbook. (2) Operate the aircraft in accordance with these power limitations. (3) Placard and restrictions may be removed when the requirements of paragraph a(2), b(2), and c(2) of this AD have been accomplished, or upon installation of a serviceable engine. (e) Make appropriate log book entry showing compliance with this AD. (f) Aircraft may be ferried inaccordance with the provisions of Federal Aviation Regulations (FAR) 21.197 and 21.199 to a base where the AD can be accomplished. (g) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Atlanta Aircraft Certification Office, Federal Aviation Administration, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. (h) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Manager, Atlanta Aircraft Certification Office, Federal Aviation Administration, Central Region, may adjust the compliance times specified in this AD. TCM Mandatory Service Bulletin M87-25, dated December 15, 1987, and TCM Mandatory Service Bulletin M87-26, dated December 21, 1987, identified and described in this document are incorporated herein and made a part thereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Teledyne Continental Motors, P.O. Box 90, Mobile, Alabama 36601. These documents may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Docket No. 87-ANE-62, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment 39-5883 becomes effective April 29, 1988, as to all persons except those persons to whom it was made immediately effective by individual priority letter, 87-26-08 issued December 23, 1987, which contained this amendment.
79-12-10: 79-12-10 SIKORSKY: Amendment 39-3496. Applies to S-61 series helicopters certificated in all categories, including FAA certificated military counterparts, equipped with P/Ns S6115-30001 or S6117-30001 series tail rotor blades. To preclude the possibility of failure of the tail rotor blade, accomplish the following: 1. Inspect tail rotor blades, P/Ns S6115-30001 and S6117-30001, series for cracks in accordance with the following: a. Prior to further flight, unless already accomplished, dye penetrant inspect the inboard 32 inch section in accordance with Sikorsky Aircraft Service Bulletin 61B15-26. b. Thereafter, prior to the first flight of the day, conduct visual inspections of the blades in accordance with Sikorsky Service Bulletin 61B15-1E. c. Within the next six hours time in service, unless already accomplished, ultrasonically inspect the blades for spar and skin cracks in accordance with Sikorsky Service Bulletin 61B15-26. Thereafter for blades with over1200 hours time in service, inspect ultrasonically at intervals not to exceed six hours time in service in accordance with Sikorsky Service Bulletin 61B15-26. 2. Prior to further flight, unless already accomplished, perform a one-time dye penetrant or Zyglo inspection of the tail rotor gearbox mounting feet for cracks in accordance with Sikorsky Service Bulletin 61B15-26. 3. If a crack is found during the inspection of paragraph 1 or 2 above, replace the cracked blade or gearbox with a new or serviceable component, prior to further flight. A serviceable blade or gearbox is one that has been inspected in accordance with the subject service bulletins and found to be free of cracks. 4. Report in writing any cracks found during the inspections of paragraph 1 or 2 above to: Chief, Engineering and Manufacturing Branch, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Each report must include the length and location of the cracks and total time in service of the blade or gearbox. Reporting approved by the Office of Management and Budget under OMB No. 04-R0174. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Sikorsky Aircraft, Stratford, Connecticut 06602. These documents may also be examined at FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Headquarters in Washington, D.C., and at the FAA, New England Headquarters, Burlington, Massachusetts. This amendment becomes effective upon publication in the Federal Register.
75-25-02: 75-25-02 BOEING: Amendment 39-2444. Applies to Boeing Model 737 series airplanes, serial numbers 19013 to 20544, inclusive, that have: \n\n\ta.\tBeen modified in accordance with Boeing Service Bulletin Nos. 737-52-1004 and/or 737-52-1034; or \n\tb.\tReceived the equivalent of Boeing Service Bulletin No. 737-52-1034 in production. Airplanes in this category are those listed under Group II of Boeing Service Bulletin No. 737-52- 1054. \n\tCompliance required as indicated unless already accomplished. \n\tTo eliminate possible interference between the escape hatch handle cover and the hatch lining and to ensure that the hatch may be easily opened from outside the airplane, accomplish the following: \n\t\tA.\tWithin 30 days time in service from the effective date of this AD, unless already accomplished within the last 200 days, perform both inside and outside operational checks of the overwing exits and visually inspect condition of hatch handle cover assembly for wear, abrasion, and corrosion.Repair or replace as necessary with serviceable parts. \n\t\tB.\tWithin 90 days time in service from the effective date of this AD, unless already accomplished, rework hatch handle cover in accordance with Boeing Service Bulletin No. 737-52-1054, or later approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Accomplishment of this paragraph constitutes terminating action for this AD. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 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. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effectiveJanuary 5, 1976.
70-11-01: 70-11-01 BOEING: Amdt. 39-992 as amended by Amendment 39-1078. Applies to Boeing Model 747-100 Series airplanes. \n\tCompliance required within the next 40 flights after the effective date of this AD on aircraft having 960 or more flights, and thereafter at intervals not to exceed 40 flights from the last inspection. \n\tTo detect cracking in the wing trailing edge aft flap support arms of Boeing Model 747-100 series airplanes accomplish the following or an alternate procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\t(a)\tInspect the wing trailing edge aft flap support arms for cracks in accordance with Boeing Alert Service Bulletin No. 27-2024, or later FAA approved revision. \n\t(b)\tIf no crack is found, repeat the inspection for cracks at intervals not to exceed 40 flights. \n\t(c)\tIf crack is found: \n\t\t(1)\tand the crack length is 0.4 inches or greater, replace flap support arm with a serviceable part of the same part number in accordance with Boeing ASB 27-2024 (or later FAA approved revision) before further flight. After replacement repeat visual inspection per (b). \n\t\t(2)\tand the crack length is less than 0.4 inches, the part may be continued in service provided that no more than one cracked support arm per flap panel exists. Parts so continued in service must be inspected at intervals not to exceed 20 flights, subject to the provisions of (c)(1) above. \n\t(d)\tRepetitive inspections may be discontinued upon replacement of the existing aft flap support arm assemblies with new, improved support arm assemblies per Boeing Service Bulletin No. 27-7024, revision 2, or later FAA approved revision. Replacement of an existing support arm assembly with the new improved support arm assembly eliminates inspection requirement at that location only. \n\tAmendment 39-992 effective May 25, 1970. \n\tThis Amendment (39-1078) becomes effective September 15, 1970.
2017-22-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400, 747-400F, and 747-8F series airplanes. This AD was prompted by reports of failure of the fastener assemblies on the crew access ladder handrails. This AD requires replacing the fastener assemblies. We are issuing this AD to address the unsafe condition on these products.
87-15-03: 87-15-03 AVCO LYCOMING TEXTRON: Amendment 39-5660. Applies to Avco Lycoming Textron ALF502R and ALF502L series turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent failure of the gas producer turbine (GPT) spacer which can result in loss of engine power, accomplish the following: (a) Remove from service GPT spacer, Part Number (P/N) 2-121-071-28, 2-121-071-30, 2-121-071-20, or 2-121-071-24 in accordance with Avco Lycoming Textron Service Bulletin (SB) Number ALF502R-72-0163 or ALF502L-72-0163, dated June 8, 1987, as follows: (1) Prior to accumulating 1,000 cycles in service after the effective date of this AD, spacers with 6,000 cycles since new (CSN) or greater on the effective date of this AD. (2) Prior to accumulating 7,000 CSN, spacers with 5,000 CSN or greater and less than 6,000 CSN on the effective date of this AD. (3) Prior to accumulating 6,000 CSN, spacers with 4,000 CSN or greater and less than 5,000 CSN on the effective date of this AD. (4) Prior to accumulating 5,000 CSN, spacers with 3,000 CSN or greater and less than 4,000 CSN on the effective date of this AD. (5) Prior to accumulating 4,400 CSN, spacers with 2,100 cycles or greater and less than 3,000 CSN on the effective date of this AD. (6) Prior to accumulating 3,500 CSN, spacers with less than 2,100 CSN on the effective date of this AD. (b) Prior to engine reassembly, inspect GPT spacers which were removed from service to comply with paragraph (a) above in accordance with Avco Lycoming Textron SB ALF502R-72-0163 or ALF502L-72-0163, dated June 8, 1987. For disk assemblies with a GPT spacer cracked through radially from the inside diameter to the rim, remove from service, prior to further flight, the first and second stage turbine disks, the sealing plate, and the cracked spacer. NOTE: Avco Lycoming Textron SB's ALF502R-72-002, Revision 16, and ALF502L-72-0004, Revision 16, revised April 3,1987, added GPT spacer P/N's 2-121-071-31 and 2-121-071-35, respectively, and decreased the cyclic life of all gas producer turbine spacers from 16,600 cycles to 3,500 cycles. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance times specified in this AD. Avco Lycoming Textron SB's ALF502R-72-0163, dated June 8, 1987, and ALF502L-72-0163, dated June 8, 1987, identified and described in this document, are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Avco Lycoming Textron, 550 South Main Street, Stratford, Connecticut 06497. These documents also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 87-ANE-12, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5660, becomes effective on July 24, 1987.
89-11-05: 89-11-05 MCDONNELL DOUGLAS HELICOPTER COMPANY: Amendment 39-6217. Applicability: Model 369A (OH-6A) and H series helicopters, certificated in any category, which are equipped with strap pack assemblies, P/N 369A1706-BSC, and have fiberglass tail rotor blades, P/N 369A1607-BSC, 369A1710-BSC, -9, -11 or -13, installed. (Docket No. 89-ASW-07). NOTE: Strap pack assemblies installed with aluminum tail rotor blades, P/N 369A1613, are not affected by the finite service life reduction unless the strap pack assemblies have been operated with fiberglass tail rotor blades that have been previously installed; in which case, the reduction in finite life applies. Compliance: Required as indicated, unless already accomplished. To prevent possible fatigue failure of the tail rotor strap pack assembly, which could result in loss of control of the helicopter, accomplish the following: (a) Within 15 days after the effective date of this AD, conduct an inspection ofthe helicopter log book to determine if a listed fiberglass blade is, or previously has been, installed on the affected tail rotor strap pack assemblies. (b) For tail rotor strap pack assemblies, P/N 369A1706-BSC, which have been equipped with a listed fiberglass blade and for the strap packs for which the blade type cannot be determined, the following applies: (1) For strap pack assemblies which have 3,200 or more hours' time in service on the effective date of this AD, replace the strap pack with a serviceable unit within the next 50 hours' time in service. (2) For strap pack assemblies which have less than 3,200 hours' time in service on the effective date of this AD, replace the strap pack with a serviceable unit before the accumulation of 3,250 hours' time in service. (c) In accordance with Sections 21.197 and 21.199, the helicopter may be flown to a base where compliance with the AD may be accomplished. This amendment (39-6217, AD 89-11-05) becomes effective on June 6, 1989.