Results
98-22-11: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-22-11 that was sent previously to all known U.S. owners and operators of AlliedSignal, Inc. (formerly Textron Lycoming) model T5317A-1 turboshaft engines by individual letters. This AD requires, prior to further flight, a pressure test to determine if both fuel pumps in the regulator, Part Number (PN) 1-170-240-93, are producing fuel pressure, and, if necessary, replacement of the fuel regulator with serviceable part. In addition, this AD requires repetitive engine fuel pump pressure tests. This amendment is prompted by a report of an accident involving an AlliedSignal, Inc. (formerly Textron Lycoming) model T5317A-1 turboshaft engine installed on a Kaman Aerospace model K-1200 rotorcraft engaged in logging operations. The actions specified by this AD are intended to prevent loss of fuel flow from the engine fuel regulator due to failure of both primary and secondary fuelpump drive shaft splines. This condition, if not corrected, could result in engine failure and forced autorotation landing.
2013-13-09: We are adopting a new airworthiness directive (AD) for certain Learjet Inc. Model 60 airplanes. This AD was prompted by a report of a high-speed rejected takeoff caused by all four main landing gear (MLG) tires blowing out during the takeoff roll. This AD requires installing new rigid hydraulic tube assemblies to the MLG struts; installing a new MLG squat switch bracket, modifying the MLG squat switch wire harness; modifying the MLG anti-skid wheel transducer electrical wire harnesses; routing and securing the anti-skid wheel and squat switch electrical wire harnesses to the MLG strut assembly; installing outboard bracket assemblies, anti-skid shield, forward electrical cover on the forward stiffener, upper and lower inboard bracket assemblies, and clamps that support the electrical wire harness; modifying the aft stiffener for the new electrical wire harness support; installing the aft electrical cover and strap on the aft stiffener; installing a new flat landing light lamp if necessary; and, for certain airplanes, installing a new wheel speed detect box assembly, nutplates, and brackets and a new thrust reverser interface box, and modifying the wiring for the new thrust reverser interface box. We are issuing this AD to prevent failure of the braking system or adverse operation of the spoiler and thrust reverser system due to external damage, particularly from tire failure, which could result in loss of control of the airplane.
98-25-04: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 series airplanes, that requires repetitive inspections to detect debris in the areas behind the aft lavatory toilet shroud, behind the aft lavatory modules, and below the cabin floor aft of the aft cargo compartment bulkhead; and removal of debris. This amendment also requires modification of the lavatory toilet shroud assemblies and modification of the lavatory entry door louvers, which terminates the repetitive inspections. This amendment is prompted by reports of paper debris collecting below the cabin floor. The actions specified by this AD are intended to prevent paper debris from collecting below the cabin floor, which could result in a potential fire hazard or possible loss of elevator control system redundancy.
98-24-34: This amendment adopts a new airworthiness directive (AD) that is applicable to Hamilton Standard 54H60 series propellers. This action requires affected propeller blades to be removed from service and shipped to designated repair facilities for inspection for insufficient cold rolling of the beveled radius of the blade flange. Affected blades are identified by serial number. This amendment is prompted by reports of propeller blades that cracked due to incomplete cold rolling in the beveled radius area of the blade flange. The actions specified in this AD are intended to prevent propeller blade cracks due to incomplete cold rolling during manufacture, which can result in propeller blade separation and damage to the aircraft.
2022-09-16: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318 series; A319-111, -112, -113, -114, -115, -131, -132, -133, -151N, and -153N; A320 series; and A321 series airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
98-25-02: This amendment adopts a new airworthiness directive (AD) that applies to all BF Goodrich Avionics Systems, Inc. (BF Goodrich) SKYWATCH SKY497 installations with a top-mounted antenna that are installed on aircraft. This AD requires incorporating information into the airplane flight manual (AFM) that specifies verifying the correct antenna configuration each time an aircraft equipped with a SKY497 installation with a top-mounted antenna is powered-up. The AD also requires removing from service any of these SKY497 installations with an incorrect antenna configuration. This AD results from numerous reports of internal component failure of the above-referenced installations, which changed the antenna configuration (from TOP to BOTTOM mount). The actions specified by this AD are intended to prevent the display of target indicators on the wrong side of the aircraft caused by an internal component failure in the SKY497 installations with a top-mounted antenna, which could resultin the pilot making an incorrect initial maneuver based on the displayed information while trying to visually acquire the aircraft.
60-24-01: 60-24-01 LOCKHEED: Amdt. 222 Part 507 Federal Register November 15, 1960. Applies to All 188 Aircraft. Compliance required within 5,000 hours' time in service after the effective date of this directive. To provide protection against possible over-pressurization of fuel tanks during refueling, the following modification is required unless already accomplished: Install pressure relief overflow valves in each fuel tank. Lockheed overflow valves P/N 634114-7 or -9 are satisfactory for this purpose. (Lockheed Service Bulletin 188/SB-422 covers this subject.) This directive effective December 13, 1960.
2006-01-09: The FAA is adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model BAe 146-100A and -200A series airplanes. This AD requires inspecting the nose landing gear (NLG) assembly to determine the part number of the NLG main fitting subassembly. For subject NLG main fitting subassemblies, this AD also requires determining the total number of accumulated landings on a subject NLG main fitting subassembly, and eventually replacing the NLG assembly. This AD results from a report indicating that the airplane maintenance manual contains incorrect safe-life limit information for certain NLG assemblies. We are issuing this AD to ensure that affected NLG fitting subassemblies are removed from service before they reach their approved safe-life limit. Operating with an NLG fitting subassembly that is beyond its approved safe-life limit could result in failure of the NLG and consequent loss of directional control on the ground and major structural damage to the airplane.
98-24-35: This amendment adopts a new airworthiness directive (AD) that is applicable to Eurocopter France Model AS-350B, B1, B2, BA, C, D, D1, and AS 355E, F, F1, F2, and N helicopters. This action requires measuring the tail rotor pitch change control rod (control rod) outboard spherical bearing for radial and axial play. If the play exceeds 0.008-inch, replacing the control rod with an airworthy control rod is required. This amendment is prompted by one accident and one incident. Investigations revealed a broken control rod on the helicopter involved in the accident and a severely worn control rod on the helicopter involved in the incident. This condition, if not corrected, could result in separation of the outboard spherical bearing ball from its outer race, rubbing of the body of the control rod against the tail rotor blade pitch horn clevis, failure of the control rod, and loss of control of the helicopter.
78-20-11: 78-20-11 TAYLORCRAFT: Amendment 39-3314. Applies to Model BC-12D, Serial Nos. 6923, 8376, 8444, 8570, and 10538, and Model F-19, Serial Nos. F-080 through F-105, F- 107 through F-112 and F-115 through F-126 certificated in all categories. To prevent malfunction of the aileron controls, accomplish the following: (a) Inspect the two aileron stop pins (Taylorcraft P/N A-235) of the aileron control assembly (Taylorcraft P/N A-A231) prior to next 10 hours time in service after the effective date of this AD or by December 1, 1978, whichever occurs first. The assembly is located on the left side of the control column at the forward end of the control shaft and universal joint. Determine whether the stop pins are AN393-9 clevis pins as follows: Remove the deck panel (above instrument panel) and set control wheel in neutral position. In this position aileron stop pins will be on top. The proper pins (2) are identified by the flat head of the pins against front face of the sprocket. The flat head is cut partially to clear chain and obtain smooth operation of control. The shank of the stop protrudes approximately 1/4". If the sprocket has AN393-9 clevis pins, no further action is necessary. (b) If the pins are made from 3/16" diameter rod (no head), inspect for the following: (1) Bent pins (2) Loose pins (3) Inadequate protrusion (less than 1/4") of pin through aft of sprocket or improper functioning. (c) If any of the conditions identified in (b) above are present, replace the sprocket prior to further flight. (d) If the AN393-9 clevis pin is not installed and none of the three conditions in (b) are found, replace the sprocket within 50 flight hours or by May 1, 1979 with a sprocket in which clevis pins (AN393-9) have been installed. Until the sprocket is replaced, reinspect within 10 hours time in service from last inspection. A proper sprocket may be obtained from Taylorcraft Aviation Corporation, 14600 Commerce N.E., P.O. Box 243,Alliance, Ohio 44601. Taylorcraft Bulletin Number 78-002 dated September 19, 1978 also applies to the subject matter of this AD. This amendment becomes effective October 16, 1978.
98-24-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) T98-24-51 that was sent previously to all known U.S. owners and operators of certain McDonnell Douglas Model MD-11 series airplanes by individual telegrams. This AD requires a revision to the Airplane Flight Manual to prohibit autopilot coupled autoland operations in certain conditions; or, for certain airplanes, replacement of certain Collins LRA-900 radio altimeters with Collins LRA-700 radio altimeters. This action is prompted by a report that a fault in certain Collins LRA-900 radio altimeters could result in an incorrect and unbounded output of radio altitude to other airplane systems. The actions specified by this AD are intended to prevent an undetected anomalous radio altitude signal that is passed along to the flare control law of the flight control computer, which could cause the airplane to flare too high or too low during landing, and consequently result in a hardlanding.
2022-10-06: The FAA is superseding Airworthiness Directive (AD) 2017-18- 14, which applied to certain Rolls-Royce Corporation (RRC) 250 model turboshaft engines. AD 2017-18-14 required repetitive visual inspections and fluorescent penetrant inspections (FPIs) of the 3rd- stage turbine wheel and removal from service of the 4th-stage turbine wheel. This AD was prompted by in-service turbine blade failures that resulted in the loss of power and engine in-flight shutdowns. This AD requires replacement of the 3rd-stage and 4th-stage turbine wheels. This AD also revises the applicability to include an additional turboshaft engine model. The FAA is issuing this AD to address the unsafe condition on these products.
98-24-32: This amendment adopts a new airworthiness directive (AD) that is applicable to Eurocopter France Model AS-365N2, SA-360C, SA-365C, C1, C2, N, N1, and SA-366G1 helicopters. This action requires inspecting for broken or out-of-tolerance attachment springs on the tail rotor hub fairing (fairing), replacing broken attachment springs and attachment springs that are out-of-tolerance, and marking the fairing to indicate compliance with this AD. This amendment is prompted by three in-service reports of failed attachment springs. The actions specified in this AD are intended to prevent failure of an attachment spring, which could cause loss of the fairing, damage to the tail rotor, and subsequent loss of control of the helicopter.
86-25-05: 86-25-05 SIKORSKY AIRCRAFT: Amendment 39-5471. Applies to Model S-58A, B, C, D, E, F, G, H, J, BT, DT, ET, FT, HT, and JT, CH-34 series, HH-34 series, SH-34 series, UH- 34 series, and VH-34 series helicopters certificated in any category and fitted with tail rotor intermediate gearbox input bevel pinions Part Number (P/N) S1635-64114-0 and output bevel gears P/N S1635-64115-0. (See Note 1 for exempt pinion and gear configurations.) Compliance is required as indicated, unless already accomplished. (a) To preclude failure of pinions or gears identified above, accomplish the following: (1) For applicable pinions or gears that have attained 750 or less hours' time in service on the effective date of this AD, replace with a serviceable pinion or gear as required, prior to their accumulation of 1,000 hours' time in service. (2) For pinions or gears that have attained more than 750 hours' time in service on the effective date of this AD, replace with a serviceablepinion or gear as required, within the next 250 hours' time in service. (3) Operators who have not kept records of hours' time in service on individual intermediate gearbox bevel gears and bevel pinions shall substitute rotorcraft hours' time in service in lieu thereof. NOTE 1. This AD is not applicable to helicopters fitted with tail rotor intermediate gears which utilize the following pinion and gear combinations: (a) P/N 1635-64114-101 pinion and P/N S1635-64115-101 gear. (b) P/N 1635-64114-102 pinion and P/N S1635-64115-102 gear. (c) P/N 1635-64114-0 pinion and P/N S1635-64115-0 gear reworked in accordance with Sikorsky Service Bulletin 58B35-26. This rework includes remarking P/N S1635-64114-0 pinion and P/N S1635-64115-0 gear with TS-200-1 and TS-200-2, respectively. NOTE 2. Refer to the Equalized Inspection and Maintenance Program Manual SA 4047-20, Revision 10, dated December 14, 1984, or later FAA-approved revision for retirement times assigned tonew or modified bevel pinions and bevel gears for the Model S-58BT, DT, ET, FT, HT, and JT helicopters, and to the Maintenance Manual SA 4045-15 Section IV, revised December 14, 1984, or later FAA-approved revision for retirement times assigned to new or modified bevel pinions and gears for the Model S-58A, B, C, D, E, F, G, H, and J helicopters. Upon request, an alternate method of compliance which provides an equivalent level of safety may be approved by the Manager, Boston Aircraft Certification Office, ANE-150, FAA, 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, Boston Aircraft Certification Office, ANE-150, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803 may adjust the compliance time specified in this AD. This amendment becomes effective on January 5, 1987.
52-01-07: 52-01-07 BELL: Applies to All Model 47D1 Helicopters Having 47-661-030-1 Hub Assembly in the Cooling Fan. Refer to Bell Service Bulletin No. 72. Compliance required at the next 300-hour overhaul, but not later than March 1, 1952. To reduce the possibility of throwing blades in flight, rework the existing 47-661-030-1 hub and reassemble the fan using the parts provided in the modification kit. (Note: Do not install old fan blades.) Balance modified fan assembly (assigned P/N 47-661-036-5) in accordance with specified erection and maintenance procedure prior to installation. (Bell Service Bulletin No. 82 covers this same subject.)
2013-10-52: We are adopting a new airworthiness directive (AD) for all General Electric Company (GE) GE90-110B1 and GE90-115B turbofan engines. This emergency AD was sent previously to all known U.S. owners and operators of these engines. This AD prohibits operation of an airplane with affected transfer gearbox assemblies (TGBs) installed on both engines five days after the effective date of this AD. This AD was prompted by reports of two failures of TGBs which resulted in in-flight shutdowns (IFSDs). We are issuing this AD to prevent additional IFSDs of one or more engines, loss of thrust control, and damage to the airplane.
2010-14-03: 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: Following in-flight test deployments, several Air-Driven generators (ADGs) failed to come on-line. Investigation revealed that, as a result of a wiring anomaly that had not been detected during ADG manufacture, a short circuit was possible between certain internal wires and their metallic over-braided shields, which could result in the ADG not providing power when deployed. * * * The unsafe condition is failure of the ADG, which could lead to loss of several functions essential for safe flight. We are issuing this AD to require actions to correct the unsafe condition on these products.
98-24-30: This amendment adopts a new airworthiness directive (AD) that applies to certain Stemme GmbH & Co. KG (Stemme) Models S10, S10-V, and S10-VT sailplanes. This AD requires inspecting certain areas in the flight control system for cracks; immediately replacing any cracked parts; and eventually replacing all longitudinal coupling with modified coupling regardless if found cracked. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to detect and correct cracks in certain areas of the flight control system, which could result in flight control system failure with consequent reduced or loss of control of the sailplane.
2013-12-01: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) model RB211 Trent 768-60, 772-60, and 772B-60 turbofan engines. This AD was prompted by low-pressure (LP) compressor blade partial airfoil release events. This AD requires a one-time ultrasonic inspection of LP compressor blades that had accumulated more than 2,500 flight cycles (FC) since new. We are issuing this AD to prevent LP compressor blade airfoil separations, engine damage, and damage to the airplane.
2010-13-04: 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: Two in-service incidents have been reported on DHC-8 Series 400 aircraft in which the nose landing gear (NLG) trailing arm pivot pin retention bolt (part number NAS6204-13D) was damaged. One incident involved the left hand NLG tire which ruptured on take-off. Investigation determined that the retention bolt failure was due to repeated contact of the castellated nut with the towing device including both the towbar and the towbarless rigs. The loss of the retention bolt allowed the pivot pin to migrate from its normal position and resulted in contact with and rupture of the tire. The loss of the pivot pin could compromise retention of the trailing arm andcould result in a loss of directional control due to loss of nose wheel steering. The loss of an NLG tire or the loss of directional control could adversely affect the aircraft during take off or landing. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
98-24-29: This amendment adopts a new airworthiness directive (AD) that applies to all Aerostar Aircraft Corporation (Aerostar) PA-60-600 and PA-60-700 series airplanes. This AD requires repetitively inspecting the forward face of each wing s 55-percent upper spar cap for cracks above the main landing gear fitting in the top of the wheel well, and replacing or repairing any cracked upper spar cap. Reports of spanwise cracks in the area above the main landing gear attachment on two of the affected airplanes prompted this action. The actions specified by this AD are intended to detect and correct fatigue cracking of the wing upper spar cap, which could result in structural failure of the wing spar to the point of failure with consequent loss of control of the airplane.
93-24-13: 93-24-13 THE ENSTROM HELICOPTER CORPORATION: Amendment 39-8968. Docket Number 93-SW-24-AD. Applicability: Model F-28C, F-28C-2, F-28F, 280C, 280F, and 280FX series helicopters, equipped with a 24 volt D.C. electrical system, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the trim motor relay that could result in full deployment of the trim system, high cyclic control forces, and loss of control of the helicopter, accomplish the following: (a) Within the next 5 hours' time-in-service (TIS) after the effective date of this airworthiness directive (AD), inspect the trim motor, wiring, and relays (trim system) for failure in accordance with the Compliance Section of The Enstrom Helicopter Corporation Service Directive Bulletin No. 0082 (SDB 0082), Revision A, dated March 18, 1993. (1) Rewire the trim system and replace the trim actuator circuit breaker in accordance with paragraph 5.3 ofSDB 0082, Revision A, dated March 18, 1993, to preclude trim overtravel. (2) After rewiring the trim system in accordance with paragraph (a)(1) of this AD, verify proper operation of the trim system and the limit switch stop position in accordance with the applicable maintenance manual. (b) When installing a replacement or zero-time relay or circuit breaker, install in accordance with paragraph 5.3 of SDB 0082, Revision A, dated March 18, 1993. After wiring the trim system in accordance with SDB 0082, Revision A, dated March 18, 1993, verify proper operation of the trim system at the limit switch stop position in accordance with the applicable maintenance manual. (c) Inspect the trim system for failure in accordance with the Compliance Section of SDB 0082, Revision A, dated March 18, 1993, at intervals not to exceed 100 hours' TIS from the last inspection or at each annual inspection, whichever occurs first. (d) Replace any unairworthy trim system part with an airworthy part in accordance with the applicable maintenance manual. (e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used when approved by the Manager, Chicago Aircraft Certification Office, FAA. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Chicago Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Chicago Aircraft Certification Office. (f) Special 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 helicopter to a location where the requirements of this AD can be accomplished. (g) The inspection, rewiring, and replacement shall be done in accordance with The Enstrom Helicopter Corporation Service Directive Bulletin No. 0082, Revision A, dated March 18, 1993. 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 The Enstrom Helicopter Corporation, Twin County Airport, P.O. Box 490, Menominee, Michigan 49858. Copies may be inspected at the FAA, Office of the Assistant Chief Counsel, 2601 Meacham Boulevard, Room 663, Fort Worth, Texas; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on August 26, 1994, to all persons except those persons to whom it was made immediately effective by Priority Letter AD 93-24-13, issued December 6, 1993, which contained the requirements of this amendment.
97-09-15 R1: This amendment revises an existing airworthiness directive (AD), applicable to all Boeing Model 737-100, -200, -300, -400, and -500 series airplanes, that currently requires a one-time inspection to determine the part number of the engage solenoid valve of the yaw damper on the rudder power control unit, and replacement of the valve with a valve having a different part number, if necessary. That AD was prompted by a review of the design of the flight control systems on Model 737 series airplanes. The actions specified by that AD are intended to prevent sudden uncommanded yawing of the airplane due to potential failures within the yaw damper system, and consequent injury to passengers and crewmembers. This amendment makes certain editorial changes to clarify the requirements of the existing AD.
93-08-19: 93-08-19 BRITISH AEROSPACE: Amendment 39-8567. Docket 93-NM-49-AD. Applicability: All Model ATP series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent multiple engine power loss during flight in freezing precipitation, accomplish the following: (a) Within 16 days after the effective date of this AD, measure the electrical resistance of the electrical bonding between certain components in engine nacelle module 3 and the airframe earth on the left and right engine nacelles in accordance with Jetstream Aircraft, Ltd., Service Bulletin ATP-24-55, Revision 1, dated April 24, 1993. (1) If the electrical resistance measures less than 3 ohms, prior to further flight, reassemble the throttle stepper motor controller installation, overseal all bolts, and perform an operational test of the standby power lever controls in accordance with the service bulletin. (2) If the electrical resistance measures 3 or more ohms, prior to further flight, accomplish the actions described in paragraphs 2.A.4) through 2.A.14) of the Accomplishment Instructions of the service bulletin, as applicable. (b) An 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, Standardization Branch, ANM-113, 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, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special 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. (d) The measurement,modification, oversealing, and operational test shall be done in accordance with Jetstream Aircraft, Ltd., Service Bulletin ATP-24-55, Revision 1, dated April 24, 1993. 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 Jetstream Aircraft, Inc., P.O. Box 16029, Dulles International Airport, Washington, DC 20041-6029. 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. (e) This amendment becomes effective on May 6, 1993.
2022-09-18: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 707, 717, and 727 airplanes; Model DC-8, DC-9, and DC-10 airplanes; Model MD-10 and MD-11 airplanes; Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), and MD-88 (collectively described, in the preamble of this AD, as MD-80) airplanes; and Model MD-90-30 airplanes. This AD was prompted by a determination that radio altimeters cannot be relied on to perform their intended function if they experience interference from wireless broadband operations in the 3.7-3.98 GHz frequency band (5G C-Band), and a recent determination that during approach, landings, and go- arounds, as a result of this interference, certain airplane systems may not properly function, resulting in increased flightcrew workload while on approach with the flight director, autothrottle, or autopilot engaged. This AD requires revising the limitations and operating procedures sections of the existing airplane flight manual (AFM) to incorporate specific operating procedures for, depending on the airplane model, instrument landing system (ILS) approaches, non- precision approaches, ground spoiler deployment, and go-around and missed approaches, when in the presence of 5G C-Band interference as identified by Notices to Air Missions (NOTAMs). The FAA is issuing this AD to address the unsafe condition on these products.