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90-07-05: 90-07-05 BOEING: Amendment 39-6548. Docket No. 89-NM-83-AD. \n\n\tApplicability: All Model 727 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\tTo prevent separation of an inboard trailing edge flap due to corrosion or cracking of the inboard track, accomplish the following: \n\n\tA.\tFor airplanes with flap tracks that have neither the repair nor the preventative modification installed, as specified in Boeing Service Bulletin 727-57-117, Revision 5, dated January 30, 1981, or earlier revisions, accomplish the following: \n\n\t\t1.\tINSPECTION \n\n\t\t\ta.\tAccomplish the initial inspections required by paragraphs A.1.b., A.1.c, and A.1.d, below, prior to (1) or (2), below, whichever occurs later: \n\n\t\t\t\t(1)\tprior to the accumulation of 7,000 flight cycles or 5 years since manufacture, whichever occurs first; or \n\n\t\t\t\t(2)\twithin the next 1,000 flight cycles or 6 months after the effective date of this AD, whichever occurs first. \n\n\t\t\tb.\tAccomplish either of the following inspections: \n\n\t\t\t\t(1)\tPerform a close visual inspection for cracks and corrosion of the inboard trailing edge flaps inboard track in accordance with the Accomplishment Instructions of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first.\n \n\t\t\t\t(2)\tRemove the flap track from the airplane, and perform a visual and magnetic particle inspection for cracks and corrosion in the flap track, in accordance with Figure 1 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. Repeat these inspections at intervals not to exceed 9,000 flight cycles or 6 years, whichever occurs first. \n\n\t\t\tc.\tInspect the inboard trailing edge flaps inboard track for loose mounting bolts. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first.d.\tIf the track has a laminated shim installed in accordance with Boeing Service Bulletin 727-57-0178, Revision New, dated May 5, 1988, visually inspect the laminated shim for correct location in accordance with Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. \n\n\t\t2.\tREPAIR \n\n\t\t\ta.\tIf cracks with or without corrosion are detected as a result of the inspections required by paragraph A.1.b, above, and do not exceed the limits specified in Figures 1 or 3 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, prior to further flight, repair in accordance with the service bulletin. If the crack extends into the flap track web, inspect the crack using a borescope at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. If crack growth occurs, repair in accordance with this paragraph or A.2.b., below. Ifonly corrosion is detected and it does not exceed the limits specified in Figure 3 of the service bulletin, repair in accordance with the service bulletin within 12 months. If the crack does not extend into the flap track web, repairs made in accordance with this paragraph terminate the repetitive inspections required by paragraph A.1.b., above. \n\n\t\t\tb.\tIf cracks or corrosion are detected which exceed the limits specified in Figures 1 or 3 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, prior to further flight, replace the flap track. \n\n\t\t\tc.\tIf loose mounting bolts are detected as a result of the inspections required by paragraph A.1.c., above, retorque the bolts in accordance with Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, prior to further flight. Modification in accordance with Figure 2 of the service bulletin, terminates the repetitive inspections for loose mounting bolts required in paragraph A.1.c., above. \n\n\t\t\td.\tIf the track is repaired with a splice plate in accordance with Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, or earlier revisions, within 12,000 flight cycles since repair or 1,000 flight cycles after the effective date of this AD, whichever occurs later, perform a close visual inspection for cracks of the inboard trailing edge flaps inboard track at the aft splice plate fasteners, in accordance with the Accomplishment Instructions of the service bulletin. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. If cracks are detected, replace the flap track prior to further flight. \n\n\t\t\te.\tIf a mislocated laminated shim is detected as a result of the inspections required by paragraph A.1.d., above, and the mislocation exceeds the limits specified in the Accomplishment Instructions of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, prior to further flight, reinstall the shimor replace the shim in accordance with the service bulletin. Replacement of the shim terminates the repetitive inspections required by paragraph A.1.d., above. \n\n\tB.\tFor airplanes with flap tracks which have the preventative modification installed in accordance with Boeing Service Bulletin 727-57-117, Revision 5, dated January 30, 1981, or earlier revisions, accomplish the following: \n\n\t\t1.\tINSPECTION \n\n\t\t\ta.\tAccomplish the initial inspections required by paragraphs B.1.b. and B.1.c., below, prior to (1) or (2), below, whichever occurs later: \n\n\t\t\t\t(1)\twithin 9,000 flight cycles since modification or 6 years since modification, whichever occurs first; or \n\n\t\t\t\t(2)\twithin the next 1,000 flight cycles or 6 months after the effective date of this AD, whichever occurs first. \n\n\t\t\tb.\tAccomplish either of the following inspections: \n\n\t\t\t\t(1)\tPerform a close visual inspection for cracks and corrosion of the inboard trailing edge flaps inboard track in accordance with the Accomplishment Instructions of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. \n\n\t\t\t\t(2)\tRemove the flap track from the airplane, and perform a visual and magnetic particle inspection for cracks and corrosion in the flap track, in accordance with Figure 1 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. Repeat these inspections at intervals not to exceed 9,000 flight cycles or 6 years, whichever occurs first. \n\n\t\t\tc.\tInspect the inboard trailing edge flaps inboard track for loose mounting bolts. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first.\n \n\t\t2.\tREPAIR \n\n\t\t\ta.\tIf cracks with or without corrosion are detected as a result of the inspections required by paragraphs B.1.b., above, and do not exceed the limits specified in Figures 1 or 3 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, prior to further flight, repair in accordance with the service bulletin. If the crack extends into the flap track web, inspect the crack using a borescope, at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. If crack growth occurs, repair in accordance with this paragraph or B.2.b., below. If only corrosion is detected, and it does not exceed the limits specified in Figure 3 of the service bulletin, repair in accordance with the service bulletin within 12 months. If the crack does not extend into the flap track web, repairs made in accordance with this paragraph terminate the repetitive inspections required by paragraph B.1.b., above. \n\n\t\t\tb.\tIf cracks or corrosion are detected which exceed the limits specified in Figures 1 or 3 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, prior to further flight, replace the flap track. \n\n\t\t\tc.\tIf loose mounting bolts are detected as a result of the inspections required by paragraph B.1.c., above, prior to further flight, retorque the bolt in accordance with Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. Modification in accordance with Figure 2 of the service bulletin, terminates the repetitive inspections for loose mounting bolts required by paragraph B.1.c., above.\n \n\t\t\td.\tIf the track is repaired with a splice plate in accordance with Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, within 12,000 flight cycles since repair or 1,000 flight cycles after the effective date of this AD, whichever occurs later, perform a close visual inspection for cracks of the inboard trailing edge flaps inboard track at the aft splice plate fasteners, in accordance with the service bulletin. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. If cracks are detected, replace the flap track prior to further flight.C.\tFor airplanes with flap tracks that have been repaired with the splice plate in accordance with Boeing Service Bulletin 727-57-117, Revision 5, dated January 30, 1981, or earlier revisions, accomplish the following: \n\n\t\t1.\tINSPECTION \n\n\t\t\ta.\tAccomplish the initial inspections required by paragraphs C.1.b., C.1.c., and C.1.d., below, prior to (1) or (2), below, whichever occurs later: \n\n\t\t\t\t(1)\twithin 12,000 flight cycles since repair or 8 years since repair, whichever occurs first; or \n\n\t\t\t\t(2)\twithin the next 1,000 flight cycles or 6 months after the effective date of this AD, whichever occurs first. \n\n\t\t\tb.\tRemove the flap track from the airplane, and perform a visual and magnetic particle inspection for cracks and corrosion in the flap track, in accordance with Figure 1 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. Repeat these inspections at intervals not to exceed 9,000 flight cycles or 6 years, whichever occurs first. \n\n\t\t\tc.\tInspectthe inboard trailing edge flaps inboard track for loose mounting bolts. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. \n\n\t\t\td.\tPerform a close visual inspection for cracks of the inboard trailing edge flaps inboard track at the aft splice plate fasteners, in accordance with the service bulletin. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. If cracks are detected, replace the flap track prior to further flight. \n\n\t\t2.\tREPAIR \n\n\t\t\ta.\tIf new cracks, crack growth, or corrosion are detected as a result of the inspections required by paragraph C.1.b., above, and do not exceed the limits specified in paragraph C.2.b., below, prior to further flight, repair in accordance with Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. If the crack extends into the flap track web, inspect the crack using a borescope at intervals not to exceed 3,000flight cycles or 18 months, whichever occurs first. If crack growth occurs, repair in accordance with this paragraph or C.2.b., below. If the crack does not extend into the flap track web, repairs made in accordance with this paragraph terminate the repetitive inspections required by paragraph C.1.b., above.\n \n\t\t\tb.\tReplace the flap track prior to further flight if any of the following occur: \n\n\t\t\t\t(1)\tThe crack length is within the short limits specified in Figure 1 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, and the crack runs toward the flap track integral rib. \n\n\t\t\t\t(2)\tThe crack length exceeds the short limits specified in Figure 1 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. \n\n\t\t\t\t(3)\tThe corrosion exceeds the limits specified in Figure 3 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. \n\n\t\t\tc.\tIf loose mounting bolts are detected as a result of the inspections required by paragraph C.1.c., above, prior to further flight, retorque the bolts in accordance with the service bulletin. Repair in accordance with Figures 3 or 4 of the service bulletin terminates the repetitive inspections for loose mounting bolts required by paragraph C.1.c., above. \n\n\t\t\td.\tIf the track is repaired with a splice plate in accordance with Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, perform a close visual inspection for cracks of the inboard trailing edge flaps inboard track at the aft splice plate fasteners, in accordance with the service bulletin. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. If cracks are detected, replace the flap track prior to further flight. \n\n\tD.\tThe following constitutes terminating action for the inspection requirements of this AD: \n\n\t\t1.\tModification in accordance with Figure 2 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989; or2.\tRepair in accordance with Figure 3 of the service bulletin, if no splice plate is required. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\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, Seattle Aircraft Certification Office. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6548, AD 90-07-05) becomes effective on April 27, 1990.
93-25-02: 93-25-02 DE HAVILLAND: Amendment 39-8768. Docket 90-NM-129-AD. Applicability: Model DHC-8-100 and DHC-8-300 series airplanes, having serial numbers 3 through 293, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent asymmetrical flap deployment, accomplish the following: (a) For airplanes having serial numbers 3 through 231, 233, 235, 237, and 243: Within 300 hours time-in-service after the effective date of this AD, accomplish the procedures specified in paragraphs (a)(1), (a)(2), (a)(3), and (a)(4) of this AD: (1) Locate and inspect the flap primary-drive torque tubes to determine if parts having the part numbers (P/N) and serial numbers (S/N) listed in TABLE 1, below, are installed. TABLE 1 Torque Tube P/N Series Torque Tube S/N 734187 125 through 171 734378 129 through 150 734380 127 through 166 734382 211 through 322 734384 153 through 188 and 226 through 235 734386195 through 286 734388 160 through 177 (2) If any torque tube listed in TABLE 1 is installed, prior to further flight, remove the through-bolt from the splined coupling on each end of the torque tube and, using a 10X magnifying glass, perform a detailed visual inspection of the area around the bolt holes for cracks. (3) If a splined coupling is found to be cracked on a particular torque tube, prior to further flight, accomplish either paragraph (a)(3)(i) or (a)(3)(ii) of this AD: (i) Replace the splined couplings on that torque tube in accordance with the accomplishment instructions in the appropriate Sundstrand Service Bulletin specified in TABLE 2, below, and re-identify the torque tube as indicated. Marking the service bulletin number on the rod with indelible ink will satisfy this re-identification requirement. Or (ii) Replace the particular torque tube with a serviceable unit. NOTE: Some torque tubes have one splined coupling, while others have two.TABLE 2 Torque Tube P/N Series Sundstrand Alert Service Bulletin No. Post-Modification Identification 734187 734187-27-A2, Rev. 1, dated September 15, 1990 27-A2 734378 734378-27-A3, Rev. 1, dated January 25, 1991 27-A3 734380 734380-27-A2, Rev. 1, dated September 15, 1990 27-A2 734382 734382-27-A3, Rev. 1, dated September 15, 1990 27-A3 734384 734384-27-A2, Rev. 1, dated September 15, 1990 27-A2 734386 734386-27-A2, Rev. 1, dated September 15, 1990 27-A2 734388 734388-27-A1, Rev. 1, dated September 15, 1990 27-A1 (4) Upon reassembly, install the through-bolt, and torque to between 20 and 25 in-lb. (b) For airplanes having serial numbers 3 through 231, 233, 235, 237, and 243: Within 900 hours time-in-service after the effective date of this AD, replace all splined couplings [which have not been replaced in accordance with paragraph (a)(3)(i) or (a)(3)(ii) of this AD] on torque tubes identified in TABLE 1, above, in accordance with the accomplishment instructions in the appropriate Sundstrand Service Bulletin specified in TABLE 2, above. Re-identify the torque tubes as indicated. Marking the service bulletin number on the rod with indelible ink will satisfy this re-identification requirement. (c) For airplanes having serial numbers 3 through 293: Within 300 hours time-in- service after the effective date of this AD, and thereafter at intervals not to exceed 300 hours time-in-service, accomplish the following visual inspection procedure of the flap primary-drive torque tube system and the flap secondary-drive flex shaft system: (1) Extend flaps fully. (2) Conduct a general visual inspection of the flap primary-drive torque tubes over their entire length for fracture, rubbing, and wear. (3) Damaged torque tubes, or torque tubes exhibiting wear greater than 0.010 inch in depth or 180 degrees around the circumference, must be replaced with serviceable torque tubes prior to further flight.(4) Conduct a general visual inspection of the flap secondary-drive flex outer sheath casing for permanent deformation (kinks), or evidence of excessive heat of the outer braided sheath, melting of the outer plastic sheath (if installed), or any discoloration of the anodic film on the casing ferrules. (5) If any of the conditions specified in paragraph (c)(4) of this AD exist, the secondary drive assemblies must be replaced with serviceable units prior to further flight. (d) For airplanes having serial numbers 3 through 293: Within 600 hours time-in- service after the effective date of this AD, unless previously accomplished within the last 600 hours time-in-service; and thereafter at intervals not to exceed 1,200 hours time-in-service; accomplish the procedures specified in paragraphs (d)(1) and (d)(2) of this AD: (1) Perform an operational check of the torque sensor in accordance with the following service documents, as appropriate: (i) For Model DHC-8-100 series airplanes: Maintenance Program Task 2750/11 (refer to DASH 8 Maintenance Program Supplementary Information, PSM 1-8-7, Volume 2, Procedures 27, dated March 30, 1990). (ii) For Model DHC-8-300 series airplanes: Maintenance Program Task 2750/11 (refer to DASH 8 Maintenance Program Supplementary Information, PSM 1-83-7, Volume 2, Procedures 27, dated December 21, 1988). (2) Any torque sensor found malfunctioning or jammed must be replaced with a serviceable unit prior to further flight. (e) For airplanes having serial numbers 3 through 293: Within 2,000 hours time-in- service after the effective date of this AD, or within 9 months after the effective date of this AD, whichever occurs first, modify the wing flap system by installing Modification 8/1473 in accordance with de Havilland Service Bulletin S.B. 8-54-16, Revision 'A', dated October 26, 1990; Modification 8/0803 in accordance with de Havilland Service Bulletin S.B. 8-27-47, Revision 'A', dated July6, 1990; and Modification 8/1649 in accordance with de Havilland Service Bulletin S.B. 8-27-61, dated October 25, 1991. Installation of these modifications constitutes terminating action for the requirements of paragraphs (c) and (d) of this AD. (f) Installation of Modification 8/1473 in accordance with de Havilland Service Bulletin S.B. 8-54-16, Revision 'A', dated October 26, 1990; Modification 8/0803 in accordance with de Havilland Service Bulletin S.B. 8-27-47, Revision 'A', dated July 6, 1990; and Modification 8/1649 in accordance with de Havilland Service Bulletin S.B. 8-27-61, dated October 25, 1991; constitutes terminating action for the requirements of paragraphs (c) and (d) of this AD. (g) 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, New York Aircraft Certification Office (ACO). Operators shall submit their requests through an appropriate FAA PrincipalMaintenance Inspector, who may add comments and then send it to the Manager, New York ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO. (h) 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. (i) The replacements and re-identification shall be done in accordance with the following Sundstrand Alert service bulletins, which contain the specified effective pages: Service Bulletin Referenced and Date Page Number Revision Level Shown on Page Date Shown on Page 734187-27-A2, Revision 1, September 15, 1990 1-3, 6-7 4-5 1 Original September 15, 1990 October 20, 1989 734378-27-A3, Revision 1, January 25, 1991 1-7 1 January 25, 1991 734380-27-A2, Revision 1, September 15, 1990 1-3, 6-7 4-5 1 Original September 15, 1990 October 20, 1989 734382-27-A3, Revision 1, September 15, 1990 1-3, 6-7 4-5 1 Original September 15, 1990 October 20, 1989 734384-27-A2, Revision 1, September 15, 1990 1-3, 6-7 4-5 1 Original September 15, 1990 October 20, 1989 734386-27-A2, Revision 1, September 15, 1990 1-3, 6-7 4-5 1 Original September 15, 1990 October 20, 1989 734388-27-A1, Revision 1, September 15, 1990 1-3, 6-7 4-5 1 Original September 15, 1990 October 20, 1989 The modifications shall be done in accordance with de Havilland Service Bulletin S.B. 8-54-16, Revision 'A', dated October 26, 1990; de Havilland Service Bulletin S.B. 8-27-47, Revision 'A', dated July 6, 1990; and de Havilland Service Bulletin S.B. 8-27-61, dated October 25, 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 de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Engine and Propeller Directorate, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (j) This amendment becomes effective on January 19, 1994.
2007-26-08 R1: We are rescinding an existing airworthiness directive (AD) for the products listed above. The existing AD resulted 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: On several occasions, leaks of the landing gear emergency blowdown bottle have been reported. Investigations revealed that the leakage was located on the nut manometer because of a design deficiency in the bottle head. If left uncorrected, the internal bottle pressure could not be maintained to an adequate level and could result in a malfunction, failing to extend landing gears during emergency situations. Since issuance of that AD, we have determined that the condition is not unsafe.
81-16-51: 81-16-51 MCDONNELL DOUGLAS: Amendment 39-4448. Applies to McDonnell Douglas Model DC-9 and C-9 (Military) series airplanes, equipped with an upper cargo door, whether in use or de-activated, with more than 30,000 landings, certificated in all categories. Compliance required as indicated unless previously accomplished. \n\n\tA.\tTo detect cracked or failed cargo door latch hooks P/N 3924285 and latch spool bolts P/N 4924325, within 10 calendar days after the effective date of this AD, accomplish the following: \n\n\t\t1.\tOpen the upper cargo door sufficiently to conduct close visual inspection of the chromed surface of the cargo door latch hooks and perform a wrench check of the latch spool bolts as defined in the Accomplishment Instructions of DC-9 Alert Service Bulletin A52-130 dated July 24, 1981, or later FAA approved revision. \n\n\t\t2.\tReplace any cracked or failed latch hooks or any separated latch spool bolts before further flight. \n\n\t\t3.\tSafety wire both ends of all remaininglatch spool bolts per item 5 of DC-9 Alert Service Bulletin A52-130 dated July 24, 1981. \n\n\tB.\tWithin 2,000 landings or 6 months after the effective date of this AD, whichever occurs earlier, conduct visual and magnetic particle inspections of the cargo door latch hooks and latch spool bolts as defined in the Accomplishment Instructions of DC-9 Alert Service Bulletin A52-130 dated July 24, 1981. \n\n\tC.\tReplace any cracked or failed latch hooks and latch spool bolts before further flight. \n\n\tD.\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 repairs required for the purposes of this AD when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tE.\tFor the purposes of complying with this AD, subject to the acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average time from takeoff to landing. \n\n\tF.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\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\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at FAA Northwest Mountain Region, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168, or Los Angeles Area Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California 90808.This amendment becomes effective September 21, 1982, and was effective earlier to those recipients of Telegraphic AD T81-16-51, dated July 24, 1981.
91-09-09: 91-09-09 BOEING: Amendment 39-6973. Docket No. 90-NM-239-AD. Supersedes AD 89- 23-13. \n\n\tApplicability: Model 727-200 series airplanes, except line number 001 through 765 which are currently subject to the inspection requirements of AD 76-13-01 (inspections adjacent to stringer (S) 28L and S-28R from body station (BS) 700 to BS 720), certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid decompression of the airplane, accomplish the following: \n\n\tA.\tWithin 15 days after November 20, 1989 (the effective date of Amendment 39- 6388, AD 89-23-13), conduct an external detailed visual inspection for cracks and corrosion of the fuselage skin adjacent to stringer (S) 28L and S-28R from body station (BS) 700 to BS 720, in accordance with Boeing Alert Service Bulletin 727-53A0203, dated October 20, 1989, or Revision 1, dated April 26, 1990. Any cracks or corrosion must be repaired prior to further flight, in accordance with the service bulletin. \n\n\tB.\tWithin 12 months after the initial inspection required by paragraph A. of this AD, or 6 months after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 12 months, repeat the inspection required by paragraph A. of this AD. \n\n\tC.\tModification in accordance with paragraph I. of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0203, Revision 1, dated April 26, 1990, constitutes terminating action for the inspections required by paragraph B. 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 to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tAirworthiness Directive 91-09-09 supersedes AD 89-23-13, Amendment 39-6388. \n\tThis amendment (39-6973, AD 91-09-09) becomes effective on May 28, 1991.
94-08-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Canadair Model CL-600-2A12 and CL-600-2B16 series airplanes, that requires a one-time visual inspection to verify proper installation of shoulder bolts and to detect damage of the adjacent flap actuator housings, and correction of discrepancies. This amendment is prompted by a report of failure of the flap actuator on the left wing inboard flap. The actions specified by this AD are intended to prevent asymmetric deployment or retraction (blow back) of the flaps, which could reduce controllability of the airplane.
2006-18-02: The FAA is adopting a new airworthiness directive (AD) for all McDonnell Douglas Model DC-9-10, -20, -30, -40, and -50 series airplanes. This AD requires replacing the clamp bases for the fuel vent pipe with improved clamp bases. This AD results from reports that the foil wrapping on existing plastic clamp bases has migrated out of position, which compromises the bonding of the fuel vent lines to the airplane structure. We are issuing this AD to ensure that the fuel vent lines are properly bonded to the airplane structure. Improper bonding could prevent electrical energy from a lightning strike from dissipating to the airplane structure, and create an ignition source, which could result in a fuel tank explosion.
68-25-03: 68-25-03 MCDONNELL DOUGLAS: Amendment 39-690. Applies to all McDonnell Douglas Model DC-8-61/61F/62/62F/63/63F Airplanes. \n\n\tPrior to next operation, unless already accomplished, install a placard in the cockpit in clear view of the pilot reading, "With flaps down, do not operate with autopilot and/or yaw damper engaged." This placard may be removed when the inspection and/or corrective action specified in McDonnell Douglas DC-8 Alert Service Bulletin No. A27-229, dated November 18, 1968 is accomplished, or an equivalent inspection and/or corrective action approved by the Chief, Aircraft Engineering Division, FAA Western Region. \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 November 20, 1968.
90-13-09: 90-13-09 BOEING: Amendment 39-6615. Docket No. 90-NM-85-AD. \n\n\tApplicability: Certain model 747-100, -100B, -200B, -200C, -300, and 747SR series airplanes; equipped with BFGoodrich door 3 lower door cover Part Number (P/N) 5A2789, installed in accordance with Supplemental Type Certificate (STC) SA886GL or STC SA887GL; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the door 3 evacuation system, accomplish the following: \n\n\tA.\tWithin 60 days after the effective date of this AD, accomplish the following: \n\t\t1.\tModify the BFGoodrich door 3 lower door cover P/N5A2789, in accordance with Paragraph 2.A. of the "Accomplishment Instructions" of BFGoodrich Alert Service Bulletin No. 25-229, dated February 28, 1990. \n\n\tNOTE: This AD does not require the replacement of door boost actuators. \n\n\t\t2.\tInspect the door 3 lower liner bungee cord assembly, P/N 3A3382-1, for proper dimensions, 32.00 plus/minus .50 inches long and 1/4 inch in diameter. Bungee cords which do not meet these dimensions should be replaced prior to further flight. \n\n\tB.\tAfter accomplishment of paragraph A.1., above, identify the reworked lower door cover by rubber ink stamping "SB-25-229" on the inside of the lower door liner, in accordance with BFGoodrich Alert Service Bulletin 25-229, dated February 28, 1990. Do not obliterate the existing part number. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 BFGoodrich Company, Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. 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 amendment (39-6615, AD 90-13-09) becomes effective on June 29, 1990.
92-22-10: 92-22-10 MCDONNELL DOUGLAS: Amendment 39-8396. Docket No. 91-NM-222-AD. Supersedes AD 87-06-53 R2, Amendment 39-6149. \n\n\tApplicability: Model DC-10 and KC-10A (military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent failure of the horizontal stabilizer rear upper spar cap and/or upper rear skin panel due to fatigue cracking, accomplish the following: \n\n\t(a)\tPrior to the accumulation of 30,000 flight hours or 7,500 landings, whichever occurs earlier, or within 15 days after August 14, 1987 (the effective date of AD 87-06-53 R1, Amendment 39-5694), whichever occurs later, unless already accomplished within the last 120 days since August 14, 1987, conduct a dye penetrant or eddy current inspection of the horizontal stabilizer upper outer section rear spar cap and a visual inspection of the horizontal stabilizer upper outer rear skin panel, in accordance with the "Accomplishment Instructions" of McDonnell Douglas Alert Service Bulletin A55-18, dated March 23, 1987; or Revision 1, dated May 21, 1987; or Revision 2, dated February 8, 1988; or Revision 3, dated August 17, 1990; or Revision 4, dated September 10, 1991. \n\n\t(b)\tPrior to the accumulation of 2,000 landings after accomplishing the inspections required by paragraph (a) of this AD, or within 100 landings after March 27, 1989 (the effective date of AD 87-06-53 R2, Amendment 39-6149), whichever occurs later, and thereafter at intervals not to exceed 2,000 landings, except as provided below, repeat the dye penetrant or eddy current inspection required by paragraph (a) of this AD. \n\n\t(c)\tIf the spar cap has been repaired by removing/blending out a crack in accordance with the method described in McDonnell Douglas Service Bulletin A55-18, Revision 2, dated February 8, 1988; or Revision 3, dated August 17, 1990; or Revision 4, dated September 10, 1991; repeat the dye penetrant or eddy current inspection of the spar required by paragraph (a) of this AD prior to the accumulation of 500 landings after the effective date of this amendment, or within 2,000 landings after the last inspection, whichever occurs first. Thereafter, repeat the dye penetrant or eddy current inspection at intervals not to exceed 500 landings. \n\n\t(d)\tIf the skin panel has been repaired by stop drilling a crack in accordance with the method described in McDonnell Douglas Service Bulletin A55-18, Revision 2, dated February 8, 1988; or Revision 3, dated August 17, 1990; or Revision 4, dated September 10, 1991; repeat the visual inspection of the skin panel required by paragraph (a) of this AD prior to the accumulation of 80 flight hours after the effective date of this AD, and thereafter at intervals not to exceed 80 flight hours. \n\n\t(e)\tConduct an eddy current inspection of the inboard-most end of the horizontal stabilizer rear spar cap upper vertical tang at station XRS-63.810, in accordance with either paragraph (e)(1) or (e)(2) of this AD. \n\n\t\t(1)\tWithin 90 days after the effective date of this AD: Conduct an eddy current inspection utilizing the "surface probe" method as described in McDonnell Douglas Service Bulletin A55-18, Revision 4, dated September 10, 1991, (hereafter referred to as the "Service Bulletin"). If no cracks are found, prior to the accumulation of 2,000 landings after the inspection, inspect the vertical tang in accordance with the "bolt hole" method described in the Service Bulletin. If no cracks are found as a result of the "bolt hole" method, prior to further flight, stress coin the attachment holes and install oversize attachments, in accordance with the Service Bulletin. Thereafter, at intervals not to exceed 3,500 landings, conduct an eddy current inspection utilizing the "surface probe" method, in accordance with the Service Bulletin. \n\n\t\t(2)\tPrior to the accumulation of 1,000 landings after the effective date of this AD: Conduct an eddy current inspection in accordance with the "bolt hole" method as described in the Service Bulletin. If no cracks are found, prior to further flight, stress coin the attachment holes and install oversize attachments, in accordance with the Service Bulletin. Thereafter, at intervals not to exceed 3,500 landings, conduct an eddy current inspection utilizing the "surface probe" method, in accordance with the Service Bulletin. \n\n\t(f)\tIf any crack is found as a result of the inspections required by this AD, that is within the limits specified in the Service Bulletin, accomplish the procedures specified in paragraph (f)(1), (f)(2), or (f)(3) of this AD, as applicable: \n\n\t\t(1)\tFor cracks in the spar cap that are within the limits specified in Table I of the Service Bulletin: Repair prior to further flight, in accordance with paragraph 4.(b) of the Service Bulletin. \n\n\t\t(2)\tFor cracks in the skin panel that are within the limits specified in Table II of the Service Bulletin: Repair prior to further flight, in accordance with paragraph 4.(c) of the Service Bulletin. \n\n\t\t(3)\tFor cracks in the vertical tang that are within the limits specified in paragraphs 4.3(a)(1), 4.3(a)(2) and 4.3(b) of the Service Bulletin: Repair prior to further flight, in accordance with 4.3(b) of the Service Bulletin. \n\n\t(g)\tIf any crack is found as a result of the inspections required by this AD that exceeds the limits specified in the Service Bulletin, prior to further flight, repair in a manner approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t(h)\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(i)\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(j)\tThe inspections and repairs shall be done in accordance with McDonnell Douglas Alert Service Bulletin A55-18, dated March 23, 1987; or McDonnell Douglas Alert Service Bulletin A55-18, Revision 1, dated May 21, 1987; or McDonnell Douglas Alert Service Bulletin A55-18, Revision 2, dated February 8, 1988; or McDonnell Douglas Alert Service Bulletin A55-18, Revision 3, dated August 17, 1990; or McDonnell Douglas Alert Service Bulletin A55-18, Revision 4, dated September 10, 1991; as applicable. 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 90846-0001, 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, Los Angeles Aircraft Certification Office (ACO), 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\tThis amendment 39-8396, AD 92-22-10, supersedes AD 87-06-53 R2, amendment 39-6149, which amended AD 87-06-53 R1, amendment 39-5694. \n\n\t(k)\tThis amendment becomes effective on December 3, 1992.