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66-23-01: 66-23-01\tBOEING: Admit. 39-288 Part 39 Federal Register September 16, 1966. Applies to Model 727 Series Airplanes Listed in Boeing Service Bulletin 28-25, Revision 1, Dated January 19, 1966. \n\n\tCompliance required as indicated, unless already accomplished. \n\n\tIt has been determined that certain of the B-nuts at the engine firewall on Boeing Model 727 Series airplanes are susceptible to cracking. To correct this condition: \n\n\t(a)\tWithin the next 600 hours' time in service after the effective date of this AD, inspect the engine fuel feed system B-nut, P/N NAS596, located at each engine firewall to determine if it is an AFCO (Aircraft Fitting, Inc.) manufactured part. Identification must be made in accordance with the instructions listed in Boeing Service Bulletin 28-25, dated December 3, 1965, or later FAA-approved revision. \n\n\t(b)\tIf the B-nut is not an AFCO part, no further action under this AD is required. If the B-nut is an AFCO part, accomplish the following before further flight: \n\n\t\t(1)\tInspect for cracks using a 10-power glass, dye penetrant or ultrasonic method. \n\n\t\t(2)\tIf cracks are found, remove the fuel line tube assembly and replace with a new part in accordance with Boeing Service Bulletin 28-25, dated December 3, 1965, or later FAA- approved revision or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(3)\tIf no cracks are found, repeat the inspection required under (1) every 600 hours' time in service until the AFCO B-nuts are replaced as specified in (c). \n\n\t(c)\tWithin the next 3,000 hours' time in service after the effective date of this AD, unless already accomplished under (b), remove all fuel feed line tube assemblies incorporating AFCO B-nuts and replace in accordance with Boeing Service Bulletin 28-25, dated December 3, 1965, or later FAA-approved revision or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection period of the operator if the request contains substantiating data to justify the increase for that operator. \n\n\tThis directive effective October 16, 1966.
90-26-05: 90-26-05 BOEING: Amendment 39-6832. Docket No. 90-NM-261-AD. \n\n\tApplicability: Model 737-300, 737-400, and 737-500 series airplanes, and Model 757- 200 series airplanes; equipped with Transaero P/N 91466 series double flight attendant seats; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent injury to flight attendants, accomplish the following: \n\n\tA.\tWithin 21 days after the effective date of this AD, inspect the front edge of the affected seat pans for areas of abnormal flexibility when hand pressure is applied perpendicular to the seat pan, and for permanent deflection or misfair of the seat pan edge when stowed.\n\n\t\t1.\tIf no obvious damage is detected, repeat the inspection at intervals not to exceed 30 days.\n\n\t\t2.\tIf any of the above conditions are found, prior to further flight, accomplish one of the following: \n\n\t\t\ta.\tInstall a placard stating that the damaged seat is not to be occupied; orb.\tReplace the seat pan with a new seat pan of the same part number, and continue to inspect at intervals not to exceed 30 days thereafter in accordance with paragraph A. of this AD; or \n\n\t\t\tc.\tRepair the seat pan in a manner approved by the Manager, Seattle Aircraft Certification Office, and continue to inspect at intervals not to exceed 30 days in accordance with paragraph A. of this AD. \n\n\tB.\tThe actions required by paragraph A. of this AD may be terminated upon replacement of affected seat pans with seat pans that have been approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate. \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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\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 (39-6832, AD 90-26-05) becomes effective on December 26, 1990.
69-04-04: 69-04-04 PILATUS: Amdt. 39-720. Applies to Model PC-6 airplanes, Serial Numbers 342 through 675, 2001 through 2009, 2012 through 2018, 2025 through 2035, 2040 and 2041. Compliance required within the next 25 hours time in service after the effective date of this AD, unless already accomplished. To prevent fatigue failure of the forward aileron mass balance attachment bolt P/N N-116 M5X40 (932.11.41.39), replace bolt on left and right aileron with new bolts of the same part number that have been supplied by the Pilatus Aircraft Works, Stans, Switzerland or Fairchild Hiller Corporation, Hagerstown, Maryland, after April 15, 1968 in accordance with Pilatus Service Bulletins No. 81 and 81A or later Swiss Federal Air Office-approved issue or an FAA approved equivalent. This amendment becomes effective February 14, 1969.
2009-18-18: 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: A recent event occurred during which the LH [left-hand] forward side glass window of an ATR 72-212 aeroplane blew out while performing a ground pressure test. The investigation revealed some anomalies on the forward side window at the level of the Z-bar on the windows external side and at the level of the inner retainer on the windows internal side. These anomalies are considered as precursors of this failure. * * * * * An in-flight loss of a forward side window could have catastrophic consequences for the aeroplane and/or cause injuries to people on the ground. The loss of the forward side window while the aeroplane is on the ground with a positive differential cabin pressure could also cause injuries to people inside or around the aeroplane. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-18-19: 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: An A340 operator has reported an uncommanded engine N[deg]4 shut down during taxi after landing. The root cause of this event has been identified as failure of the fuel pump Non Return Valve (NRV) preventing the collector cell jet pump from working. This led to engine N[deg]4 collector cell fuel level to drop below the pump inlet and consequently causing engine N[deg]4 flame out. * * * * * Multiple NRV failures in combination with failure modes trapping fuel could potentially increase the quantity of unusable fuel on aircraft possibly leading to fuel starvation which could result in engine in-flight shut down and would constitute an unsafe condition. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2009-18-16: We are superseding an existing 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: DGAC [Direction Generale de l'Aviation Civile] France issued AD F-2005-078 [which corresponds to FAA AD 2006-02-06] to require the modification (Airbus modification 13023), defined in Airbus SB [service bulletin] A310-53-2124, to increase the service life of junctions of center box upper frame bases to upper fuselage arches. This structural modification falls within the scope of the work related to the extension of the service life of A310 aircraft and widespread fatigue damage evaluations. The threshold timescales for accomplishment of the tasks as defined in SB A310-53-2124 were refined and reduced. * * * * * * * * The unsafe condition is fatigue cracking of the frame foot run-outs, which could lead to rupture of the frame foot and cracking in adjacent frames and skin, and which could result in reduced structural integrity of the fuselage. We are issuing this AD to require actions to correct the unsafe condition on these products.
78-08-11: 78-08-11 MCDONNELL DOUGLAS: Amendment 39-3190. Applies to DC-10-10, -10F, -30, -30F and -40 Series airplanes, certificated in all categories.\n\n\tCompliance required before April 10, 1979, unless already accomplished, or unless incorporated in production. \n\n\tTo minimize the probability of an aborted takeoff resulting from a false stall warning during the takeoff roll, add a five second time delay between nose gear lift-off and the initiation of a stall warning by accomplishing the following:\n\n\t(a)\tModify the airplanes in accordance with McDonnell Douglas DC-10 Service Bulletin 22-94 dated August 4, 1977, or later FAA approved revisions.\n\n\t(b)\tIncorporate revisions in the FAA Approved Airplane Flight Manual, Documents MDC-J1010, MDC-J1030, MDC-J5830, MDC-J1040 and MDC-J2140, by adding the following new heading and text in Section III Procedures:\n\n\t\tSTALL WARNING PREFLIGHT CHECK\n\n\t\tRotate "STALL TEST" switch to "L (MOM)." Note five second delay before stick shaker \t\t\tactivation. Rotate "STALL TEST" switch to "R (MOM)." Again note five second delay before stick \t\tshaker activation.\n\n\t(c)\tEquivalent modifications, procedures, or revisions may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate airplanes to a base for accomplishment of the modification required by this AD.\n\n\tThis amendment becomes effective May 18, 1978.
2009-19-01: 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: An operator has reported the loss of a centre flap inner tab on an in-service A300 aircraft. The centre flap inner tab detached during approach to an airport. A similar event was reported several years ago on a pre-mod 04770 aircraft. * * * * * * Investigations led by the manufacturer revealed that the centre hinge bracket developed a fatigue crack causing complete failure of the bracket. The tab rotated causing failure of the inboard link followed by the failure of the outboard link. [D]etachment of a centre flap inner tab * * * could be a potential risk to persons on [the] ground * * *. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
89-25-03: 89-25-03 MCDONNELL DOUGLAS: Amendment 39-6408. Docket No. 89-NM-228-AD. \n\n\tApplicability: Model DC-9-10, -20, -30, -40, -50, -81, -82 and C-9 (Military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent crack propagation, which could result in rapid cabin depressurization, accomplish the following: \n\n\tA.\tFor airplanes fuselage numbers 1 through 950: Prior to the occurrence of the latest of the compliance times set forth below, inspect the left- and right-hand window belt panels and adjacent structure for cracks using eddy current methods, in accordance with McDonnell Douglas Alert Service Bulletin (ASB) A53-142, Revision 8, dated October 25, 1989 (hereinafter referred to as ASB 53-142): \n\n\t\t1.\tPrior to the accumulation of 30,000 or more landings; or \n\n\t\t2.\tWithin 2,500 landings since the last inspection in accordance with Amendment 39-5136, AD 85-19-02; or \n\n\t\t3.\tWithin 500 landingsafter the effective date of this AD. \n\n\tB.\tFor airplanes, fuselage numbers 951 through 1157: Prior to the occurrence of the latest of the compliance times set forth below, inspect the left- and right-hand window belt panels and adjacent structure for cracks using eddy current methods, in accordance with McDonnell Douglas ASB A53-142: \n\n\t\t1.\tPrior to the accumulation of 30,000 or more landings; or \n\n\t\t2.\tWithin 10,000 landings since the last inspection in accordance with Amendment 39-5136, AD 85-19-02; or \n\n\t\t3.\tWithin 500 landings after the effective date of this AD. \n\n\tC.\tRepeat the inspections required by paragraph A. of this AD at intervals not to exceed 800 landings, until such time as the preventive modification is installed in accordance with McDonnell Douglas Service Bulletin 53-142, dated June 30, 1983. \n\n\tD.\tRepeat the inspections required by paragraph B. of this AD at intervals not to exceed 20,000 landings, until such time as preventive modification is installedin accordance with McDonnell Douglas Service Bulletin 53-142, dated June 30, 1983. \n\n\tE.\tCredit may be given for inspections and repairs already accomplished in accordance with earlier versions of the McDonnell Douglas ASB A53-142. \n\n\tF.\tIf any fuselage skin cracks are found, accomplish the procedures described in paragraphs F.1., F.2., or F.3., below: \n\n\t\t1.\tBefore further flight, repair fuselage skin cracks in accordance with Option 2 described in ASB A53-142; or \n\n\t\t2.\tBefore further flight, repair fuselage skin cracks in accordance with McDonnell Douglas DC-9 Drawing J060131. Repairs of fuselage skin cracks accomplished in accordance with Drawing J060131 must be visually inspected at intervals not to exceed 2,000 landings, and must be replaced by repairs accomplished in accordance with McDonnell Douglas Drawing J060109 within 4,000 landings. After accomplishment of repairs in accordance with Drawing J060109, inspect the unrepaired areas of the airplane in accordance withthe requirements of paragraphs C., above, for fuselages 1 through 950, or paragraph D., above, for fuselages 951 through 1157 or \n\n\t\t3.\tBefore further flight, install a placard in plain view of the pilot reading "Pressurized Flight Prohibited," and accomplish either paragraph F.1. or F.2., above, within 4,000 landings. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base to comply with the requirements of this AD. \n\n\tH.\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 will either concur or comment, and then send it to the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis AD supersedes Amendment 39-5136, AD 85-19-02, which became effective on October 12, 1985. \n\n\tThis amendment (39-6408, AD 89-25-03) becomes effective on December 18, 1989.
51-10-01: 51-10-01 DOUGLAS: Applies to All Model DC-6 Aircraft. \n\n\tCompliance required at first engine change after receipt of parts but not later than June 1, 1952. \n\n\tIn order to increase the strength of the wing flap operating link assembly at wing Station 281, and to replace the temporary reworks of the present links as outlined in Douglas General Service Letter DC-6 No. 60, the following should be accomplished: \n\n\t\t(a)\tReplace wing flap operating link assembly, P/N 4330069, with new heavier link, P/N 4393814. \n\n\t\t(b)\tVisually inspect 4330069 links every 60 hours of operation until replacement per item (a), is accomplished. If links have been reworked and shotpeened per Douglas General Service Letter DC-6 No. 60, inspect every 500 hours of operation until replacement is made. \n\n\t(Douglas General Service Letter DC-6 No. 60 covers this same subject.)
92-06-03: 92-06-03 BOEING: Amendment 39-8183. Docket 91-NM-49-AD. \n\n\tApplicability: Model 747 series airplanes, line number 696 and subsequent; equipped with evacuation system packboards and cover assemblies identified in the Boeing Service Bulletin 747-25-2807, Revision 2, dated August 22, 1991, and Boeing Alert Service Bulletin 747- 25A2889, dated November 1, 1990; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo provide satisfactory reliability of the evacuation system, accomplish the following: \n\n\t(a)\tFor evacuation system packboard and cover assemblies identified in either Boeing Service Bulletin 747-25-2807, Revision 2, dated August 22, 1991, or Boeing Alert Service Bulletin 747-25A2889, dated November 1, 1990: Within the next 120 days after the effective date of this AD, inspect the evacuation system packboard and cover assemblies in accordance with Part III, "Accomplishment Instructions," Paragraph B., of Boeing Alert Service Bulletin 747-25A2889, dated November 1, 1990. \n\n\t\t(1)\tIf the inspection reveals that the angle measured is 155 degrees or greater, prior to further flight, modify the packboard and cover assemblies in accordance with Boeing Alert Service Bulletin 747-25A2889, dated November 1, 1990, and Boeing Service Bulletin 747-25-2807, Revision 2, dated August 22, 1991, as applicable. \n\n\t\t(2)\tIf the inspection reveals that the angle measured is less than 155 degrees, within the next 15 months after the effective date of this AD, modify the packboard and cover assemblies in accordance with Boeing Alert Service Bulletin 747-25A2889, dated November 1, 1990, and Boeing Service Bulletin 747-25-2807, Revision 2, dated August 22, 1991, as applicable. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(d)\tThe inspection and modification shall be done in accordance with Boeing Alert Service Bulletin 747-25A2889, dated November 1, 1990; and Boeing Service Bulletin 747-25- 2807, Revision 2, dated August 22, 1991, which contains the following list of effective pages: \n\n\nPage Number\nRevision Level\nDate\n1, 3-4\n2\nAugust 22, 1991 \n2, 5, 7, 8,\n17-18 \n1\nJuly 25, 1991\n6, 9-16\t\n(original)\nDecember 7, 1989 \n\nThis 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, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\tThis amendment becomes effective on April 21, 1992.
2009-18-13: We are adopting a new airworthiness directive (AD) for the products listed above. 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: Evidence from development testing and flight test Trent 900 engines has identified cracking on some HP Turbine Nozzle Guide Vane (NGV) Convex Surfaces. Analysis of test data and review of the manufacturing process has revealed compounding effects that may contribute to a shortfall in component life and an increased likelihood of premature cracking in this region. Excessive cracking on the Convex Surface may lead to the release of NGV material or the blockage of Turbine gas flow. This results in a risk of fracture to the HP Turbine Blade. We are issuing this AD to prevent the release of a high-pressure (HP) turbine blade, which could result in an engine power loss or in- flight shut down of one or more engines, resulting in an inability to continue safe flight.
80-22-51: 80-22-51 MCDONNELL DOUGLAS: Amendment 39-4080. Applies to DC-10-10, DC-10-30, and DC-10-40 airplanes certificated in all categories with Walter Kidde fire extinguisher systems installed. Compliance required as noted in the body of this AD, unless already accomplished. To prevent the loss of fire fighting capability due to failure of the Walter Kidde fire extinguisher cartridge P/N 876296-01E to discharge the fire extinguishing agent container, accomplish the following: \n\n\tA.\tInspect and replace as necessary each cartridge installed in the engine, APU, and cargo fire extinguishing systems of aircraft with fuselage numbers 323 through 335, and fuselage number 337 in accordance with paragraphs C and D below prior to further flight unless already accomplished. \n\n\tB.\tFor all other DC-10 series airplanes, determine within 24 hours following the effective date of this AD, which aircraft have had Walter Kidde fire extinguishing systems repairs or replacements since January 1, 1980.For those aircraft on which repairs or replacements have been made, inspect and replace as necessary each cartridge installed in the engine, APU, and cargo fire extinguishing systems in accordance with paragraphs C and D below prior to further flight, unless already accomplished. \n\n\tC.\tIdentify date stamp and lot number located on the wrench flats of the cartridge. \n\n\t\t1.\tCartridges with date and lot number prior to calendar year 1980 (XX-80) are acceptable and need not be removed. Document the inspection by use of an inspection record such as Aircraft Log Book or in the maintenance records of the aircraft. No further action is required. \n\n\t\t2.\tIf either date is calendar year 1980 (XX-80), remove the cartridge and inspect for part number. If the part number indicated by rubber stamp on the inside shank is "01E,", remove from service and dispose of in a proper manner. If the part is identified as "D" on the shank or P/N 876296 (basic P/N), these cartridges may be reinstalledper maintenance procedures and returned to service. \n\n\tD.\tReplace defective cartridges with cartridges having acceptable part numbers. \n\n\t\t1.\tFor cargo installations, aircraft may be dispatched without cargo in affected compartment. Placard cargo compartment unusable if appropriate cartridges are not available. \n\n\t\t2.\tAPU installation may be placarded inoperative if appropriate cartridges are not available. \n\n\tE.\tAll P/Ns 876296-01E should be removed from stock and properly disposed of or returned to vendor. \n\n\tF.\tSpecial flight permits may be issued in accordance with Sections 21.197 and 21.199 or Part 21 of the Federal Aviation Regulations to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\tG.\tAlternative means of compliance or other actions which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. \n\n\tThis amendment becomes effectiveApril 20, 1981 to all persons, except those to whom it was made immediately effective by telegram dated October 18, 1980.
2021-20-06: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model AS355E, AS355F, AS355F1, and AS355F2 helicopters. This AD was prompted by multiple fatigue cracks in power turbine (PT) 3rd stage wheels. This AD requires revising the existing Rotorcraft Flight Manual (RFM) for your helicopter and installing a placard. The FAA is issuing this AD to address the unsafe condition on these products.
2006-16-15: The FAA is superseding an existing airworthiness directive (AD), which applies to certain McDonnell Douglas Model MD-11 series airplanes. That AD currently requires a revision of the airplane flight manual (AFM) to alert the flightcrew that both flight management computers (FMCs) must be installed and operational. That AD also requires an inspection to determine the serial number of the FMCs; and follow-on corrective actions, if necessary, which terminate the AFM revision. That AD also requires an inspection to verify if a certain modification is on the identification plates of the FMCs; and applicable follow-on and corrective actions. This new AD requires installation of upgraded FMC software, which would terminate the existing AD. This new AD also adds airplanes to the applicability, including adding Model MD-10-10F and MD-10-30F airplanes. This AD results from a report that the FMC does not acknowledge the pre-set glareshield control panel (GCP) altitude when profile (PROF)mode is engaged in descent mode. We are issuing this AD to prevent the un-commanded descent of an airplane below the selected level-off altitude, which could result in an unacceptable reduction in the separation between the airplane and nearby air traffic or terrain.
75-23-09: 75-23-09 BOEING: Amendment 39-2420. Applies to all Boeing 747-200C and 747-200F series airplanes certificated in all categories. Compliance required as indicated. \n\tIn addition to the door warning light procedures in Boeing B-747 Operations Manual Bulletin 74-13, the following procedures are required to provide assurance of latch system integrity. Before further flight, and thereafter following each nose cargo door operation, accomplish the following: \n\tA.\tClose door electrically or manually until each latch pin is extended and the green, latches closed, light is illuminated on the nose door control panel at the loadmaster's station. \n\tB.\tPull and collar circuit breakers C1407/28V DC "control nose cargo door." Circuit breakers are located on the P15 panel on the right hand side of the electronics bay. Access to this area is either from the ground through the electronics bay hatch or through the main deck floor. Optional to pulling and collaring C1407 and C1572 circuit breakers, pull and collar C1629, C1630, C1631, C1632, C1633, and C1634 circuit breakers on the H122 cargo door power panel. \n\tC.\tPlacard the nose door control panel H121 and the nose wheel well control panel P37, "POWER REMOVED PER AD - CIRCUIT BREAKERS C1407 AND C1572 PULLED:" If optional circuit breakers procedure is used, placard the H122 cargo door power panel, "POWER REMOVED - CIRCUIT BREAKERS PULLED." \n\tD.\tVerify that all 16 latches are closed for dispatch by noting that each latch pin is fully extended into the latch fitting, per Boeing B-747 Dispatch Deviation Procedures Guide, Document D6-33391, page 2.52.6B, View B. \n\tBoeing Service Bulletin 747-52-2117 will be released in the near future which will give instructions for the modification of the nose cargo door latch and lock system. Incorporation of this FAA approved modification will constitute terminating action under the inspection provisions of 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 effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated October 23, 1975.
91-15-24: 91-15-24 BOEING: Amendment 39-7089. Docket No. 91-NM-14-AD. \n\n\tApplicability: Model 747 series airplanes, line positions 2 through 720 for Auxiliary Power Unit (APU) pneumatic ducts in body sections 44, 46, and 48; and line positions 721 through 734 for APU pneumatic ducts in body sections 44 and 48; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent damage to adjacent structure, pneumatic ducts, hydraulic lines, and/or electrical wiring as a result of failure of Auxiliary Power Unit (APU) pneumatic ducts, accomplish the following: \n\n\tA.\tPrior to the accumulation of 7,000 flight cycles, or within the next 3,000 flight cycles after the effective date of this AD, whichever occurs later, conduct a penetrant inspection, proof pressure test, and penetrant inspection again to detect cracks or ruptures in the APU pneumatic ducts in accordance with the Accomplishment Instructions, Items A. through G., K., O., and P.of Boeing Service Bulletin 747-36-2081, dated November 29, 1990. If cracks or ruptures are detected, prior to further flight, repair or replace in accordance with the service bulletin. The stress relieving procedure specified in Accomplishment Instructions, Items H., I., and J. of the service bulletin may be accomplished in conjunction with the penetrant inspection and proof pressure test required by this paragraph, and constitutes terminating action for the requirements of paragraph B. of this AD for all APU pneumatic ducts. \n\n\tB.\tPrior to the accumulation of 7,000 flight cycles after the accomplishment of the initial inspection required by paragraph A. of this AD, conduct an additional penetrant inspection, proof pressure test, and penetrant inspection of the APU pneumatic ducts, and stress relieve the APU pneumatic duct assemblies, in accordance with the Accomplishment Instructions, Items A. through K., O., and P. of Boeing Service Bulletin 747-36-2081, dated November 29, 1990.If cracks or ruptures are detected, prior to further flight, repair or replace in accordance with the service bulletin. \n\n\tC.\tReplacement of all APU pneumatic ducts in accordance with Accomplishment Instructions A., B., L. through O., and P. of Boeing Service Bulletin 747-36-2081, dated November 29, 1990; or in accordance with Boeing Service Bulletin 747-36-2092, dated June 28, 1990; constitutes terminating action for the requirements of this AD. \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, 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 tocomply with the requirements of this AD. \n\n\tF.\tThe penetrant inspections, proof pressure testing, and stress relieving shall be done in accordance with Boeing Service Bulletin 747-36-2081, dated November 29, 1990. APU pneumatic duct replacement shall be done in accordance with either Boeing Service Bulletin 747- 36-2081, dated November 29, 1990, or Boeing Service Bulletin 747-36-2092, dated June 28, 1990. 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. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-7089, AD 91-15-24) becomes effective on September 9, 1991.
93-21-08: 93-21-08 MCDONNELL DOUGLAS: Amendment 39-8722. Docket 93-NM-66-AD. \n\n\tApplicability: Model DC-8-72, -72F, -73, and -73F series airplanes, as listed in McDonnell Douglas DC-8-70 Alert Service Bulletin A57-99, dated December 10, 1992, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent reduced structural integrity of the pylon-to-wing main load path, accomplish the following: \n\n\t(a)\tPerform an eddy current inspection of the front spar pylon support fittings (part numbers 5753054-501 and -502) on the number 2 and number 3 engines, in accordance with McDonnell Douglas DC-8-70 Alert Service Bulletin A57-99, dated December 10, 1992, and at the time specified in paragraph (a)(1) or (a)(2) of this AD, as applicable. Thereafter, repeat this inspection at intervals not to exceed 720 landings. \n\n\t\t(1)\tFor the number 2 engine: Prior to the accumulation of 4,000 landings since installation of that engine, or within 6 months after the effective date of this AD, whichever occurs later, unless accomplished previously within the last 720 landings prior to the effective date of this AD. \n\n\t\t(2)\tFor the number 3 engine: Prior to the accumulation of 4,000 landings since installation of that engine, or within 6 months after the effective date of this AD, whichever occurs later, unless accomplished previously within the last 720 landings prior to the effective date of this AD. \n\n\t(b)\tIf any crack is found, prior to further flight, repair it in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. After repair, continue to repeat the inspection at intervals not to exceed 720 landings, in accordance with McDonnell Douglas DC-8-70 Alert Service Bulletin A57-99, dated December 10, 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 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 inspections shall be done in accordance with McDonnell Douglas DC-8-70 Alert Service Bulletin A57-99, dated December 10, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California 90806-2425; 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 December 13, 1993.
47-47-14: 47-47-14 REPUBLIC: (Was Service Note 4 of AD-769-2.) Applies to Model RC-3 Aircraft with Engine Serial Numbers 23001 to 24065 Inclusive. Compliance required at each 25-hour inspection. Drain the oil from the engine and inspect the sump oil inlet screen assembly as follows: Insert a finger through the drain hole in the sump; locate the oil screen and with direct side pressure attempt to move the oil screen horizontally. If appreciable horizontal movement is caused by hard pressure or if the oil screen is not directly over the drain hole, the oil inlet assembly may be cracked and required replacement. The late type assembly includes a nonfloating oil screen. Until this late type float and assembly is installed fill with no more than 11 quarts of oil and mark the filler cap accordingly. When the late type parts have been incorporated, the above inspection is no longer required and 12 quarts of oil may be placed in the sump and the filler cap should be remarked accordingly. The above inspection should be made immediately when any unexplained oil pressure drop is apparent. (Franklin Service Bulletin No. 58 dated June 11, 1947, covers this same subject.)
86-10-10: 86-10-10 BOEING: Amendment 39-5318. Applies to all Model 747 series airplanes, line number 1 through 607, certificated in any category. To prevent failure of the engine thrust control cable and loss of control of an engine, accomplish the following: \n\n\tA.\tWithin the next 10 days after the effective date of this AD, unless accomplished within the last 3,000 hours, inspect and, if necessary, replace the engine thrust control cables in accordance with Boeing Alert Service Bulletin 747-76A2065, dated February 28, 1986, or later FAA-approved revision. \n\n\tB.\tInspections and replacement of thrust control cables accomplished in accordance with Boeing Service Letter 747-SL-76-15-A, dated December 19, 1985, are considered equivalent to accomplishing the procedures required by paragraph A., above, except that corroded cables, with or without broken strands, must also be replaced. \n\n\tC.\tReport results of inspections and the time intervals between the inspections to the FAA, Northwest Mountain Region, Seattle Aircraft Certification Office, Propulsion Branch, Attention: Mr. Kanji K. Patel, ANM-140S, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168; telephone (206) 431-2973. \n\n\tD.\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\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service bulletin from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. This document 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 June 9, 1986.
2009-02-09: 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 removal of forward and aft wing links, corrosion has been found on the wing links and the wing link attachment bolts in areas that are not readily accessible during the currently required Maintenance Review Board Report (MRBR) zonal inspections or Corrosion Prevention and Control Programme (CPCP) inspections. If left uncorrected, such corrosion could adversely affect the structural integrity of the wing to fuselage joint. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
49-27-01: 49-27-01 CONVAIR: Applies to All BT-13 Series Aircraft. Compliance required not later than November 1, 1949. Certain cases of engine failures at takeoff in these aircraft have been traced to fuel starvation as a result of accumulations of water or ice in a short segment of the fuel line, between the fuel selector valve and the emergency pump unit. The segment of fuel line from the valve outlet port to a point approximately 12 inches forward forms a water trap which cannot be drained without disconnecting the line. To preclude the possibility of engine malfunctioning from ice accumulation in this line, either of the following modifications must be accomplished: 1. Provide a new support bracket for the fuel selector valve which will raise the bottom of the valve, and the lowest point of the fuel line from the valve to the emergency fuel pump unit inlet port, to a height slightly above the level of the emergency pump unit inlet when the aircraft is in the 3-pointposition on level terrain, or 2. Provide a new selector valve, having the outlet port not lower than the inlet ports, and installed in such a manner that there will be a continuous up slope in the fuel lines from the fuel tank outlet to the emergency pump unit inlet when the aircraft is in the 3-point attitude.
92-12-03: 92-12-03 BOEING: Amendment 39-8263. Docket No. 91-NM-70-AD. Supersedes AD 90-06-16, Amendment 39-6545.\n\n\tApplicability: Model 727 airplanes, certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent cracking in the fuselage aft lower lobe frames between body stations (BS) 950 and BS 1166, accomplish the following:\n\n\t(a)\tConduct a detailed visual inspection of the fuselage frames in accordance with Part I of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0195, dated May 4, 1989; or Revision 1, dated September 19, 1991; prior to the time specified in subparagraph (a)(1) or (a)(2) of this AD, whichever occurs first.\n\n\t\t(1)\tPrior to the time specified in subparagraph (a)(1)(i) or (a)(1)(ii) of this AD, whichever occurs later:\n\n\t\t\t(i)\tWithin the next 3,000 flight cycles or 15 months after April 24, 1990 (the effective date of AD 90-06-16, Amendment 39-6545), whichever occurs first; or\n\n\t\t\t(ii)\tPrior to the accumulation of 40,000 flight cycles.\n\n\t\t(2)\tPrior to the time specified in subparagraph (a)(2)(i) or (a)(2)(ii) of this AD, whichever occurs later:\n\n\t\t\t(i)\tWithin the next 3,000 flight cycles or 24 months after the effective date of this AD, whichever occurs first; or\n\n\t\t\t(ii)\tPrior to the accumulation of 28,000 flight cycles.\n\n\t(b)\tRepeat the inspection required by paragraph (a) of this AD at intervals not to exceed 4,000 flight cycles or 36 months, whichever occurs first.\n\n\t(c)\tIf any cracks are detected, repair prior to further flight, in accordance with Part I of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0195, dated May 4, 1989; or Revision 1, dated September 19, 1991. Skin repairs must be accomplished in accordance with Section 53-30-3 of the Boeing 727 Structural Repair Manual.\n\n\t(d)\tAccomplishment of repairs in accordance with Boeing Alert Service Bulletin 727-53A0195, dated May 4, 1989; or Revision 1, dated September 19, 1991; constitutes terminating action for the inspections required by paragraphs (a) and (b) of this AD for the repaired areas only.\n\n\t(e)\tAccomplish the preventive modification in accordance with Part I, Paragraph B., of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0195, Revision 1, dated September 19, 1991, prior to the time specified in subparagraph (e)(1) or (e)(2) of this AD, whichever occurs later:\n\n\t\t(1)\tWithin the next 7,500 flight cycles or 45 months after the effective date of this AD, whichever occurs first; or\n\n\t\t(2)\tPrior to the accumulation of 47,500 flight cycles.\n\n\t(f)\tAccomplishment of the preventive modification required by paragraph (e) of this AD constitutes terminating action for the inspections required by this AD for the modified area only.\n\n\t(g)\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, 1601 Lind Avenue SW., Renton, Washington. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO.\n\n\t(h)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished.\n\n\t(i)\tThe inspections, repairs, and modifications shall be done in accordance with Boeing Alert Service Bulletin 727-53A0195, dated May 4, 1989; or Boeing Alert Service Bulletin 727-53A0195, Revision 1, dated September 19, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(j)\tThis amendment becomes effective on July 23, 1992.
92-22-09 R1: 92-22-09 R1 MCDONNELL DOUGLAS: Amendment 39-8590. Docket No. 93-NM-59-AD. Revises AD 92-22-09, Amendment 39-8395. \n\n\tApplicability: All Model DC-10-10, -10F, -15, -30, -30F, -40, and -40F series airplanes; and KC-10A (Military) airplanes; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tNOTE 1: This AD references McDonnell Douglas Document Number MDC K4607, "DC-10/KC-10 Corrosion Prevention and Control Document," Revision 1, dated December 1990 (hereinafter referred to as "the Document"), for corrosion tasks, definitions of corrosion levels, compliance times, and reporting requirements. In addition, this AD specifies inspection and reporting requirements beyond those included in the Document. Where there are differences between the AD and the Document, the AD prevails. \n\n\tNOTE 2: As used throughout this AD, the term "the FAA" is defined differently for different operators, as follows: For those operators complyingwith paragraph (a) of this AD, "the FAA" is defined as "the Manager of the Los Angeles Aircraft Certification Office (ACO)." For those operators operating under Federal Aviation Regulation (FAR) Part 121 or 129, and complying with paragraph (b) of this AD, "the FAA" is defined as "the cognizant Principal Maintenance Inspector (PMI)." For those operators operating under FAR Part 91 or 125, and complying with paragraph (b) of this AD, "the FAA" is defined as "the cognizant Maintenance Inspector at the appropriate FAA Flight Standards office." \n\n\tTo preclude structural failure due to corrosion, accomplish the following: \n\n\t(a)\tExcept as provided in paragraph (b) of this AD, complete each of the corrosion tasks specified in Section 4 of the Document in accordance with the procedures of the Document, and the schedule specified in paragraphs (a)(1) and (a)(2) of this AD. \n\n\tNOTE 3: A "corrosion task," as defined in Section 4 of the Document, includes inspections; procedures for acorrective action, including repairs, under identified circumstances; application of corrosion inhibitors; and other follow-on actions. \n\n\tNOTE 4: Corrosion tasks completed in accordance with the Document before the effective date of this AD may be credited for compliance with the initial corrosion task requirements of paragraph (a)(1) of this AD. \n\n\tNOTE 5: Where non-destructive inspection (NDI) methods are employed, in accordance with Section 4 of the Document, the standards and procedures used must be acceptable to the Administrator in accordance with FAR Section 43.13. \n\n\t\t(1)\tComplete the initial corrosion task of each "corrosion inspection area" defined in Section 4 of the Document as follows: \n\n\t\t\t(i)\tFor aircraft areas that have not yet reached the "implementation age" (IA) as of one year after the effective date of this AD, initial compliance must occur no later than the IA plus the repeat (R) interval. \n\n\t\t\t(ii)\tFor aircraft areas that have exceeded the IA as of one year after the effective date of this AD, initial compliance must occur within the R interval for the area, measured from a date one year after the effective date of this AD. \n\n\t\t\t(iii)\tFor airplanes that are 20 years old or older as of one year after the effective date of this AD, initial compliance must occur for all areas within one R interval, or within six years, measured from a date one year after the effective date of this AD, whichever occurs first. \n\n\t\t\t(iv)\tNotwithstanding paragraphs (a)(1)(i), (a)(1)(ii), and (a)(1)(iii) of this AD, accomplish the initial task, for each area that exceeds the IA for that area, at a minimum rate of one such area per year, beginning one year after the effective date of this AD. \n\n\tNOTE 6: This paragraph does not require inspection of any area that has not exceeded the IA for that area. \n\n\tNOTE 7: This minimum rate requirement may cause an undue hardship on some small operators. In those circumstances, requests for adjustments to the implementation rate will be evaluated on a case-by-case basis under the provisions of paragraph (h) of this AD. \n\n\t\t(2)\tRepeat each corrosion task at a time interval not to exceed the R interval specified in the Document for that task. \n\n\t(b)\tAs an alternative to the requirements of paragraph (a) of this AD: Prior to one year after the effective date of this AD, revise the FAA-approved maintenance/inspection program to include the corrosion prevention and control program specified in the Document; or to include an equivalent program that is approved by the FAA. In all cases, the initial corrosion task for each "corrosion inspection area" must be completed in accordance with the compliance schedule specified in paragraph (a)(1) of this AD. \n\n\t\t(1)\tAny operator complying with paragraph (b) of this AD may use an alternative recordkeeping method to that otherwise required by FAR Section 91.417 or Section 121.380 for the actions required by this AD, provided it is approved by theFAA and is included in a revision to the FAA-approved maintenance/inspection program. \n\n\t\t(2)\tSubsequent to the accomplishment of the initial corrosion task, extensions of R intervals specified in the Document must be approved by the FAA. \n\n\t(c)\tTo accommodate unanticipated scheduling requirements, it is acceptable for an R interval to be increased by up to 10%, but not to exceed 6 months. The FAA must be informed, in writing, of any such extension within 30 days after such adjustment of the schedule. \n\n\tNOTE 8: Notwithstanding Section 2.1, paragraph 14, of the Document, any extension to an IA must be approved in accordance with paragraph (h) of this AD. \n\n\t(d)\t(1)\tIf, as a result of any inspection conducted in accordance with paragraph (a) or (b) of this AD, Level 3 corrosion is determined to exist in any area, accomplish either paragraph (d)(1)(i) or (d)(1)(ii) of this AD within 7 days after such determination: \n\n\t\t\t(i)\tSubmit a report of that determination to the FAA and complete the corrosion task in the affected areas on all Model DC-10 series airplanes in the operator's fleet; or \n\n\t\t\t(ii)\tSubmit to the FAA for approval one of the following: \n\n\t\t\t\t(A)\tA proposed schedule for performing the corrosion tasks in the affected areas on the remaining Model DC-10 series airplanes in the operator's fleet, which is adequate to ensure that any other Level 3 corrosion is detected in a timely manner, along with substantiating data for that schedule; or \n\n\t\t\t\t(B)\tData substantiating that the Level 3 corrosion found is an isolated occurrence. \n\n\tNOTE 9: Notwithstanding the provisions of Section 1 of the Document which would permit corrosion which otherwise meets the definition of Level 3 corrosion (i.e., which is determined to be a potentially urgent airworthiness concern requiring expeditious action) to be treated as Level 1 if the operator finds that it "can be attributed to an event not typical of the operator's usage of other airplanes in the same fleet," this paragraph requires that data substantiating any such finding be submitted to the FAA for approval. \n\n\t\t(2)\tThe FAA may impose schedules other than those proposed, upon finding that such changes are necessary to ensure that any other Level 3 corrosion is detected in a timely manner. \n\n\t\t(3)\tWithin the time schedule approved under paragraph (d)(1) or (d)(2) of this AD, accomplish the corrosion tasks in the affected areas of the remaining Model DC-10 series airplanes in the operator's fleet. \n\n\t(e)\tIf, as a result of any inspection, after the initial inspection, conducted in accordance with paragraph (a) or (b) of this AD, it is determined that corrosion findings exceed Level 1 in any area, within 60 days after such determination a means approved by the FAA must be implemented to reduce future findings of corrosion in that area to Level 1 or better. \n\n\t(f)\tBefore any operator places into service any airplane subject to the requirements of this AD, a schedule for the accomplishment of corrosion tasks required by this AD must be established in accordance with paragraph (f)(1) or (f)(2) of this AD, as applicable: \n\n\t\t(1)\tFor airplanes previously maintained in accordance with this AD, the first corrosion task in each area to be performed by the new operator must be accomplished in accordance with the previous operator's schedule or with the new operator's schedule, whichever would result in the earlier accomplishment date for that task. After each corrosion task has been performed once, each subsequent task must be performed in accordance with the new operator's schedule. \n\n\t\t(2)\tFor airplanes that have not been previously maintained in accordance with this AD, the first corrosion task for each area to be performed by the new operator must be accomplished prior to further flight or in accordance with a schedule approved by the FAA. \n\n\t(g)\tReports of Level 2 and Level 3 corrosion must be submitted at least quarterly to McDonnell Douglas Corporation in accordance with Section 5 of the Document. \n\n\tNOTE 10: Reporting of Level 2 and Level 3 corrosion found as a result of any opportunity inspection is highly desirable. \n\n\t(h)\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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through the cognizant Maintenance Inspector at the appropriate FAA Flight Standards office, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE 11: 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(i)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(j)\tReports of corrosion inspection results required by this AD 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(k)\tThe completion of the corrosion tasks shall be done in accordance with McDonnell Douglas Document Number MDC K4607, "DC-10/KC-10 Corrosion Prevention and Control Document," Revision 1, dated December 1990. This incorporation by reference was approved previously by the Director of the Federal Register, in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51, as of January 12, 1993 (57 FR 57901, December 8, 1992). Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at theFAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(l)\tThis amendment is effective on January 12, 1993.
2009-19-02: We are adopting a new airworthiness directive (AD) for all Boeing Model 737-600, -700, -700C, -800, -900 and -900ER series airplanes. This AD requires repetitive testing of the rudder pedal forces or repetitive detailed inspections of the inner spring of the rudder feel and centering unit, and corrective actions if necessary. This AD also requires replacement of the spring assembly in the rudder feel and centering unit, which terminates the repetitive tests or inspections. This AD results from reports of low rudder pedal forces that were caused by a broken inner spring in the rudder feel and centering unit; a broken inner spring in conjunction with a broken outer spring would significantly reduce rudder pedal forces. We are issuing this AD to prevent reduced rudder pedal forces, which could result in increased potential for pilot-induced oscillations and reduce the ability of the flightcrew to maintain the safe flight and landing of the airplane.