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85-03-06 R1: 85-03-06 R1 BOEING: Amendment 39-4998 as amended by Amendment 39-5205. Applies to Model 737 series airplanes certificated in all categories listed in Boeing Service Bulletin 737-53- 1031, Revision 3, dated October 28, 1983. To prevent rapid decompression resulting from undetected cracking of the wing-to-body drag angle, accomplish the following (unless previously accomplished) prior to the accumulation of 8,000 landings on Group I airplanes, or 35,000 landings on Group II airplanes, or within 1 year or 4,000 landings from the effective date of this AD, whichever occurs later: \n\n\tA.\tVisually inspect the upper drag angles for cracks in accordance with the Flight Safety Addendum of Boeing Service Bulletin 737-53-1031, Revision 3, or later FAA approved revisions. Repeat the visual inspections at intervals not to exceed 4,000 landings.\n \n\tB.\tIf cracks are found, replace cracked parts with new aluminum parts and continue the inspections of paragraph A., above, or modify in accordance with the Accomplishment Instructions in Boeing Service Bulletin 737-53-1031, Revision 1, or later FAA-approved revisions. \n\n\tC.\tModification of airplanes in accordance with Accomplishment Instructions of Boeing Service Bulletin 737-53-1031, Revision 1, or later FAA-approved revisions, constitutes terminating action for this AD. \n\n\tD.\tAirplanes may be flown to a maintenance base for drag angle replacement or modification in accordance with FAR 21.197 and 21.199 with prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tFor purposes of complying with the AD, subject to acceptance by the assigned FAA Principal Maintenance Inspector, the number of landings may be determined by dividing each airplane's time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tF.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, Northwest Mountain Region, Seattle, Washington. \n\n\tG.\tUpon request by the operator, an FAA Principal Maintenance Inspector, subject to prior approval by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals in this AD, if the request contains substantiating data to justify the increase for the operator. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-4998 became effective March 11, 1985. \n\tThis Amendment 39-5205 becomes effective February 3, 1986.
86-07-06: 86-07-06 BOEING: Amendment 39-5270. Applies to Model 747 series airplanes, listed in Boeing Service Bulletin 747-54-2111, Revision 1, dated November 22, 1985, certificated in any category. To prevent failure of the forward lug of an inboard pylon upper link, accomplish the following, unless already accomplished: \n\n\tA.\tWithin the next 850 landings after the effective date of this AD or prior to the accumulation of 8,000 landings, whichever occurs later, perform a close visual or ultrasonic inspection of the forward lug of the inboard pylon upper link for cracks in accordance with Boeing Service Bulletin 747-54-2111, Revision 1, dated November 22, 1985, or later FAA- approved revision. \n\n\tNOTE: Definition of close visual (detailed) inspection method: Close intensive visual inspections of highly defined structural details or locations searching for evidence of structural irregularity. Using adequate lighting and where necessary, inspection aids such as mirrors, etc., surfacecleaning and access procedures may be required to gain proximity. \n\n\tB.\tCracked parts must be replaced or modified prior to further flight. The part may be modified, if cracking is within rework limits, by the installation of bushings of a new design in accordance with Boeing Service Bulletin 747-54-2111, Revision 1, dated November 22, 1985, or later FAA-approved revision. \n\n\tC.\tIf no cracks are found, perform repetitive inspections, as described in paragraph A., above, at the following intervals: \n\n\t\t1.\tIf the immediately prior inspection was a close visual inspection, reinspect within the next 850 landings. \n\n\t\t2.\tIf the immediately prior inspection was an ultrasonic inspection, reinspect within the next 1,700 landings. \n\n\tD.\tInstallation of inboard pylon upper links that have been modified in accordance with Boeing Service Bulletin 747-54-2111, Revision 1, dated November 22, 1985, or later FAA- approved revision, is considered to be terminating action for the requirementsof this AD. \n\n\tE.\tCompliance with this AD does not terminate the inspection requirements of the Supplemental Structural Inspection Document (SSID) Airworthiness Directive AD 84-21-02 (Amdt. 39-4936; 49 FR 44890), if applicable. \n\n\tF.\tUpon the request of an operator, an FAA Principal Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the inspection times specified in this AD to permit compliance at an established inspection period of that operator, if the request contains substantiating data to justify the change for that operator. \n\n\tG.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tH.\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 proposal who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective May 8, 1986.
2013-15-11: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 727 airplanes. This AD was prompted by a report of cracking in the left-side chord of the fin closure rib on the vertical stabilizer. This AD requires repetitive inspections of the left and right side chords of the fin closure rib for cracking and corrosion, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct cracking and corrosion in the left- and right-side chords of the fin closure rib, which could lead to widespread cracking in the chords that might weaken the fin closure rib structure and result in loss of airplane control due to lack of horizontal stabilizer support.
2013-15-14: We are superseding airworthiness directive (AD) 2008-06-29, which applied to all The Boeing Company Model 737-300, -400, and -500 series airplanes. AD 2008-06-29 required repetitive inspections of the downstop assemblies on the main tracks of the No. 2, 3, 4, and No. 5 slats and the inboard track of the No. 1 and 6 slats to verify if any parts are missing, damaged, or in the wrong order; other specified actions; and related investigative and corrective actions if necessary. This new AD retains these requirements and adds an inspection of the slat can interior for foreign object debris (FOD), and removal of any FOD found; modification of the slat track hardware; an inspection for FOD and for damage to the interior surface of the slat cans; and related investigative and corrective actions, if necessary. This AD was prompted by development of a modification by the manufacturer, which, when installed, would terminate the repetitive inspections. We are issuing this AD to prevent loose or missing parts in the main slat track downstop assemblies, which could puncture the slat track housing and result in a fuel leak and consequent fire.
75-17-10: 75-17-10 SLINGSBY SAILPLANES: Amendment 39-2312. Applies to T59D Kestrel gliders certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent structural failure of the elevator actuator bracket, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 5 hours' time in service, visually inspect the elevator actuator bracket P/N 59A-30-11 for cracks in the inside welded corners. (b) If cracks are found, prior to further flight, replace the elevator actuator bracket, P/N 59A-30-11, with a machined aluminum bracket, P/N 59A-03-8A/B/C, in accordance with Slingsby Sailplanes Technical Instruction No. 65, Issue 2, dated May 23, 1974, or an FAA- approved equivalent. (c) The inspections required by paragraph (a) of this AD may be discontinued after a machined aluminum elevator actuator bracket, P/N 59A-03-8A/B/C, has been installed in place of P/N 59A-30-11 in accordance with Slingsby Sailplanes Technical Instruction No. 65, Issue 2, dated May 23, 1974, or an FAA-approved equivalent. This amendment becomes effective August 18, 1974.
97-17-08: This amendment adopts a new airworthiness directive (AD) that is applicable to Raytheon Aircraft Company (Raytheon) Model 1900D airplanes (formerly known as Beech Aircraft Corporation Model 1900D airplanes) that have not had the propeller removed and re-installed since factory installation. This action requires inspecting the propeller mounting bolts for the proper torque and replacing or re-torquing any propeller bolt with the wrong torque level. The manufacturer discovered some under-torqued propeller mounting bolts during factory installation of the propeller. The actions specified by this AD are intended to prevent fatigue cracking and failure of the propeller mounting bolts, which if not detected and corrected, could result in loss of the propeller. Comments for inclusion in the Rules Docket must be received on or before October 30, 1997.
2013-16-04: We are adopting a new airworthiness directive (AD) for all Eclipse Aerospace, Inc. Model EA500 airplanes equipped with Avio, Avio with ETT, or Avio NG 1.0 avionics suites. This AD was prompted by a report of potential aircraft hardware failure in the autopilot control panel and the center switch panel. This AD requires either incorporating updates to the aircraft computer system software or incorporating a temporary revision to the aircraft flight manual. We are issuing this AD to correct the unsafe condition on these products.
2013-15-12: We are superseding airworthiness directive (AD) 2004-15-07, for certain Airbus Model A310 series airplanes. AD 2004-15-07 required repetitive inspections for fatigue cracking of the area around the fasteners of the landing plate of the aileron access doors of the bottom skin panel of the wings, and related corrective action. AD 2004- 15-07 also provided for an optional terminating action to end the repetitive inspections. This new AD reduces the initial inspection compliance time and intervals, and provides additional terminating action options. This AD was prompted by a reassessment of a previous fatigue threshold and inspection interval, which resulted in a determination that reduced inspection thresholds and intervals for accomplishment of the tasks are necessary. We are issuing this AD to detect and correct fatigue cracking of the area around the fasteners of the landing plate of the aileron access doors and the bottom skin panel of the wings, which could result in reducedstructural integrity of the wings.
97-26-05: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace (Jetstream) Model HS 748 series airplanes. This action requires inspections of the inspection holes in all engine W frame socket fittings to determine if certain fasteners have been installed, or if the inspection holes have been reworked; and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent fatigue cracking at the inspection hole locations, due to the installation of certain fasteners or hole enlargement, which could result in failure of the engine mount structure and consequent separation of the engine from the airplane.
2021-17-10: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model A109A, A109A II, A109C, A109E, A109K2, A109S, and AW109SP helicopters, having a certain rotor brake kit installed. This AD was \n\n((Page 46763)) \n\nprompted by a report of un-commanded activation of the rotor brake system before take-off due to a jammed rotor brake control cable and subsequent partially open brake control valve. This AD requires repetitive inspections of the rotor brake control cable and replacement of the rotor brake control cable, if necessary, 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.