Results
92-12-08: 92-12-08 BOEING: Amendment 39-8269. Docket No. 91-NM-233-AD. Supersedes AD 91-18-07, Amendment 39-8010.\n\n\tApplicability: Model 727 series airplanes; equipped with brake part numbers (P/N) identified in Tables 1 and 2 of this AD, and BFGoodrich brake P/N 2-873; certificated in any category.\n\n\tCompliance required as indicated, unless accomplished previously.\n\n\tTo prevent loss of main landing gear braking effectiveness, accomplish the following:\n\n\t(a)\tWithin 180 days after November 12, 1991 (the effective date of Amendment 39-8010, AD 91-18-07) inspect brakes having the part numbers shown in Table 1, below, for wear. Any brake worn more than the maximum wear limit specified must be replaced, prior to further flight, with either a brake within that maximum wear limit or one built in accordance with the applicable service bulletins specified in paragraphs (c), (d), or (e) of this AD, as applicable.\n\nTable 1\n\n\tBrake Mfr.\tBrake P/N\tBoeing P/N\tMaximum \t\t\t\t\tWear Limit\n\n\tBFGoodrich\t2-1147\t10-61287-10 1.6 inches\n\tBFGoodrich\t2-1147-1\t10-61287-12 1.6 inches\n\tBFGoodrich\t2-1147-3\t10-61287-18 1.6 inches\n\tBFGoodrich\t2-1147-4\t10-61287-25 1.6 inches\n\tBFGoodrich\t2-1190\t10-61287-13 1.6 inches\n\tBendix\t2601182-6\t10-61287-231.7 inches\n\n\t(b)\tWithin 180 days after November 12, 1991 (the effective date of Amendment 39-8010, AD 91-18-07), incorporate the maximum brake wear limits specified in paragraph (a) of this AD into the FAA-approved maintenance program.\n\n\t(c)\tThe allowable wear limits for BFGoodrich (BFG) brake part numbers 2-1147 and 2-1147-1, -3, and -4 may be established in accordance with BFG Service Bulletin No. 2-1147-32-13, dated December 21, 1990, and placed into the operator's FAA-approved maintenance program in lieu of those specified in paragraph (a) of this AD.\n\n\t(d)\tThe allowable wear limit for BFG brake part number 2-1190 may be established in accordance with BFG Service Bulletin No. 2-1190-32-13, dated December 21, 1990, and placed into the operator's FAA-approved maintenance program in lieu of that specified in paragraph (a) of this AD.\n\n\t(e)\tThe allowable wear limits for Bendix brake part number 2601182-6 may be established in accordance with Bendix (Allied Signal Aerospace Company) Service Bulletin No. 2601182-32-014, dated January 30, 1991, in lieu of that specified in paragraph (a) of this AD. Either that service bulletin or the wear limit specified in paragraph (a) of this AD shall be placed into the operator's FAA-approved maintenance program, but not both.\n\n\t(f)\tWithin 180 days after the effective date of this AD, inspect brakes having the part numbers shown in Table 2, below, for wear. Any brake worn more than the maximum wear limit specified must be replaced, prior to further flight, with a brake within that maximum wear limit:\n\nTable 2\n\n\tBrake Mfr.\tBrake P/N\tBoeing P/N\tMaximum \t\t\t\tWear Limit\n\n\tBendix\t2601182-510-61287-22\t1.8 \t \t\t\t\tinches\n\tBFGoodrich\t2-872-5\t10-60465-18\t0.50 \t\t\t\tinch\n\n\t(g)\tWithin 180 days after the effective date of this amendment incorporate the maximum brake wear limits specified in Table 2 of paragraph (f) of this AD into the operator's FAA-approved maintenance program. \n\n\t(h)\tFor airplanes equipped with brakes having BFGoodrich P/N 2-873: Within 180 days after the effective date of this amendment, incorporate the following into the operator's FAA-approved maintenance program:\n\n"Replace BFGoodrich P/N 2-873 brakes prior to or when the adjuster pin is flush with the adjuster bushing."\n\n\t(i)\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. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to theManager, Seattle ACO.\n\n\t(j)\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(k)\tThe alternative maximum brake wear limits shall be established in accordance with BFGoodrich Service Bulletin No. 2-1147-32-13, dated December 21, 1990; BFGoodrich Service Bulletin No. 2-1190-32-13, dated December 21, 1990; or Bendix (Allied Signal Aerospace Company) Service Bulletin No. 2601182-32-014, dated January 30, 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124; Allied-Signal Aerospace Company, Bendix Wheels and Brakes Division, South Bend, Indiana 46628; or BFGoodrich Aerospace, Aircraft Wheels and Brakes, P.O. Box 340, Troy, Ohio 45373. 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(l)\tThis amendment becomes effective on August 5, 1992.
88-17-06: 88-17-06 BOEING: Amendment 39-5988. Applies to Model 727 series airplanes, except Model 727-200F, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo ensure the structural integrity of the wing upper surface stringers, accomplish the following: \n\n\tA.\tUsing eddy current, x-ray, or visual inspection techniques, inspect wing upper surface stringers for cracks, in accordance with Boeing Alert Service Bulletin 727-57A159, Revision 1, dated October 29, 1982, as follows: \n\n\t\t1.\tFor airplanes with 45,000 or more landings on August 16, 1983, inspect prior to the accumulation of 1,000 additional landings after August 16, 1983. \n\n\t\t2.\tFor airplanes with at least 40,000 and less than 45,000 landings on August 16, 1983, inspect prior to the accumulation of 2,000 additional landings after August 16, 1983. \n\n\t\t3.\tFor all other airplanes, inspect prior to the accumulation of 3,000 additional landings after August 16, 1983, or priorto accumulating 33,000 total landings, whichever occurs later. \n\n\tB.\tRepeat the inspections required by paragraph A., above, and, if applicable, paragraph C., below, at the following intervals: \n\n\t\t1.\tIf the immediately preceding inspection was performed using eddy current methods, reinspect within the next 22,000 landings. \n\n\t\t2.\tIf the immediately preceding inspection was performed using x-ray or visual methods, reinspect within the next 11,000 landings. \n\n\tC.\tIf cracks are detected during the inspections required by paragraph A. or B., above, unless previously accomplished, inspect the stringer-to-rib attachment at wing stations (WS) 519.0 and 546.5 for cracks, using eddy current, x-ray, or visual techniques, in accordance with Boeing Alert Service Bulletin 727-57A159, Revision 3, dated September 18, 1986, in accordance with the following schedule: \n\n\t\t1.\tPrior to the accumulation of 4,500 landings after the effective date of this AD, for airplanes on which cracks have been detected prior to the effective date of this AD. \n\n\t\t2.\tPrior to further flight, for airplanes on which cracks have been detected after the effective date of this AD. \n\n\tD.\tAny cracked structure detected as a result of the inspections required by paragraphs A., B., C., E., or F. of this AD, must be repaired prior to further flight, in accordance with a procedure listed in Boeing Alert Service Bulletin 727-57A159, Revision 3, dated September 18, 1986. Repair or modification in accordance with Boeing Alert Service Bulletin 727-57A159, Revision 3, dated September 18, 1986, eliminates the repetitive inspection requirements of paragraph B., above, and constitutes terminating action for only those attachments so repaired or modified. \n\n\tE.\tWithin the next 4,500 landings after the effective date of this AD, unless previously accomplished in accordance with Boeing Service Bulletin 727-57A159, Revision 3, dated September 18, 1986, inspect and modify stringers (excluding stringer tabs)previously repaired utilizing the preventative modification in accordance with Figure 12 of Boeing Service Bulletin 727-57A159, Revision 1, dated October 29, 1982, or Revision 2, dated March 30, 1984. \n\n\tF.\tFor airplanes with affected wing stringer rib attach locations previously repaired in accordance with Structural Repair Manual Subject 57-10-4 or any other FAA-approved method (except those identified in paragraph E., above), that have accumulated 22,000 landings prior to August 16, 1983, inspect in accordance with paragraph A., above, within the next 11,000 landings after August 16, 1983, or prior to the accumulation of 33,000 landings since repair, whichever occurs later, and thereafter at intervals in accordance with paragraph B. of this AD. \n\n\tG.\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\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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \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 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment supersedes AD 83-13-03, Amendment 39-4673. \n\tThis amendment, 39-5988, becomes effective September 5, 1988.
82-16-08: 82-16-08 HELIO: Amendment 39-4427. Applies to all models H-250, H-295, HT-295, H-391, H-391B, H-395 and H-395A airplanes certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished. \n\n\tTo ensure the integrity of the wing spar carry-thru assembly, accomplish the following: \n\n\tA)\tOn all models H-250, H-295 (except S/N 1436, 1443 thru 1479), H-391, H- 391B, H-395, and H-395A airplanes that have the 391-030-401 wing spar carry-thru assembly, and not modified in accordance with STC SA1590CE within the next 10 hours' time in service, on all land planes with 3000 or more hours' time in service, or upon accumulation of 3000 hours' time in service; and on all seaplanes with 1500 or more hours' time in service, or on airplanes operated in both landplane and seaplane configurations with 3000 or more equivalent landplane hours' time in service or upon accumulation of 3000 equivalent landplane hours' time in service, * and thereafter, at intervals not to exceed 100 hours time-in-service, gamma ray inspect both the lower left and right, main spar, steel carry-thru fitting, P/N 391-030-4072, for cracks or corrosion in accordance with Helio Aircraft Company Service Bulletin No. 36. \n\n\t*NOTE (1):\tTo obtain equivalent landplane time in service, multiply seaplane time by two. \n\n\tNOTE (2):\tThe 295-030-401 wing carry-thru assembly has plates welded to the lower tube as detailed in figure 2. The 391-030-401 wing carry-thru assembly does not have these plates. \n\n\t\t1.\tIf indications of cracks or corrosion are found during any of the gamma ray inspections required herein, prior to further flight, install the kit detailed in STC SA159OCE. \n\n\tB)\tOn all models HT-295 airplanes, model H-295 (S/N's 1436, 1443 thru 1479) airplanes and those model H-250, H-295, H-391, H-391B, H-395 and H-395A airplanes on which the P/N 391-030-401 wing spar carry-thru assembly was replaced with the P/N 295-030-401 assembly, and not modified in accordance with STC SA1728CE within the next 10 hours time-in- service after the effective date of this AD, and at intervals not to exceed 100 hours time-in- service thereafter, perform a dye penetrant inspection on each end of the lower horizontal tube around the welds and the adjacent area on the inboard end of the four 1.25 x 4.56 x .188 pads (2 each side) as follows: \n\n\t\t1.\tInspect each side of the wing spar carry-thru assembly using Figures 1 and 2 to identify the areas to be inspected. On the side being inspected, jack up the wing at the wing tie-down ring. The wheel must clear the ground. On airplanes equipped with floats, jack the wing so that it is displaced upward 4.75 to 5.0 inches at the tie down ring. Access to the wing carry-thru assembly is gained by opening the head liner and removing the P/N 295-030-3047 guard assembly (if installed). Conduct the inspection in accordance with the instructions accompanying the dye penetrant inspection equipment. \n\n\tNOTE: Jacking of the wing is necessary to put a tension load on the lower horizontal tube of the wing spar carry-thru assembly to assist in exposing fatigue-type cracks that could exist in this component. \n\t\n\t\t2.\tThoroughly clean and remove the paint from all surfaces to be inspected before the required inspections. \n\n\t\t3.\tRemove all evidence of corrosion and renew the protective coatings after the inspection. Corrosion may be removed from the horizontal tube to a maximum depth of .005 inches. If indications of cracks or evidence of corrosion beyond the .005 inch maximum depth are found during the inspections required herein, prior to further flight, install the kit described in STC SA1728CE. \n\n\t\t4.\tClean and apply zinc chromate primer to all surfaces which were cleaned for the required inspections. \n\n\tC)\tOn or before August 1, 1984, install wing carry-thru assembly reinforcement on all P/N 295-030-401 wing carry-thru assemblies in accordance with STC SA1728CE and on all 391-030-401 wing carry-thru assemblies in accordance with STC SA1590CE. \n\n\tD)\tOn airplanes having wing carry-thru assembly reinforcements installed per STC's SA1590CE or SA1728CE accomplish the following inspection on or before 1500 hours time in service after installation of this reinforcement and each 1500 hours time in service thereafter: \n\n\t\t1.\tConduct a dye penetrant inspection in accordance with the instructions accompanying the dye penetrant inspection equipment. The critical areas to be inspected include the surfaces where the weld bead would be and around the three bolt holes. Use Figures 1 and 2 to identify these areas. On the side being inspected, jack up the wing at the wing tie-down ring in accordance with the instructions in Paragraph B)1. \n\n\t\t2.\tThoroughly clean and remove the paint from all surfaces to be inspected before the required inspections. \n\n\t\t3.\tRemove all evidence of corrosion and renew the protective coatings. Corrosion may be removed from the horizontal tube to a maximum depth of .005 inches. If indications of cracks or evidence of corrosion beyond the .005 inch maximum depth are found during the inspections required herein, prior to further flight, replace the carry-thru assembly with an airworthy part. \n\n\t\t4.\tClean and apply zinc chromate primer to all surfaces which were cleaned for the required inspections. \n\n\tE)\tAll non-destructive inspections required in this AD must be performed by an appropriately rated FAA repair station using technicians with recency of experience in performing dye penetrant and gamma ray inspections. \n\n\tF)\tAn equivalent method of compliance with this AD if used must be approved by Chief, Wichita Aircraft Certification Office, Room 238, Terminal Building 2299, Mid-Continent Airport, Wichita, Kansas 67209; telephone number (316) 269-7005. \n\n\tThis AD supersedes ADs 71-21-11 and 81-26-07. \n\n\tThis amendment becomes effective on August 3, 1982.
2009-18-10: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 707 airplanes, and Model 720 and 720B series airplanes. The existing AD currently requires repetitive detailed inspections to detect cracks and corrosion on any existing repairs and at certain body stations (STA) of the visible surfaces of the wing to body terminal fittings including the web, flanges, and ribs; and applicable related investigative and corrective actions. This new AD retains the requirements of the existing AD and requires repetitive ultrasonic inspections to detect any stress corrosion cracks within the outboard flange of the left and right body terminal fittings at STA 820, and related investigative and corrective actions if necessary. This AD also provides an optional terminating action for the repetitive inspections. This AD also adds two airplanes to the applicability. This AD results from reports of cracks found in the wing to body terminal fittings during routine inspections. We are issuing this AD to detect and correct cracks and corrosion in the body terminal fittings above and below the floor, which could cause loss of support for the wing and could adversely affect the structural integrity of the airplane.
90-15-03: 90-15-03 BOEING: Amendment 39-6650. Docket No. 89-NM-248-AD. \n\n\tApplicability: Model 737-300 and 737-400 series airplanes, listed in Boeing Service Bulletin 737-28-1084, dated September 14, 1989, certificated in any category. \n\n\tCompliance: Required within three months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent a fire hazard associated with a fuel leak, due to the fuel tube assembly chafing against the adjacent wing/strut structural brace, accomplish the following: \n\n\tA.\tAccomplish one of the following: \n\n\t\t1.\tInspect the left engine fuel feed tube assembly for proper clearance and chafing in accordance with Boeing Service Bulletin 737-28-1055 Revision 1, dated October 27, 1988. If inadequate clearance is found, prior to further flight, replace the fuel tube with a serviceable fuel tube, in accordance with Boeing Service Bulletin 737-28-1084, dated September 14, 1989, and verify minimum clearance between support structure and fuel tube, in accordance with the above Service Bulletin 737-28-1055, Revision 1, dated October 27, 1988. \n\n\t\t2.\tReplace the left engine fuel feed tube in accordance with Boeing Service Bulletin 737-28-1084, dated September 14, 1989, and verify minimum clearance between support structure and fuel tube in accordance with Service Bulletin 737-28-1055, Revision 1, dated October 27, 1988. \n\n\tB.\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\tC.\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 (39-6650, AD 90-15-03) becomes effective on August 14, 1990.
90-13-07: 90-13-07 MCDONNELL DOUGLAS: Amendment 39-6616. Docket No. 90-NM-21-AD. \n\n\tApplicability: Model DC-10-10, -10F, -15, -30, -30F, -40, -40F, and KC-10A (Military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent total loss of aircraft hydraulic power and flight control systems, accomplish the following: \n\n\tA.\tFor model DC-10-10 and -10F series airplanes: \n\n\t\t1.\tWithin 6 months after the effective date of this AD, accomplish either subparagraph a. or b., below: \n\n\t\t\ta.\tModify the Number 3 hydraulic system by installing flow rate sensing hydraulic fuses and check valves in accordance with paragraph 2, Accomplishment Instructions, of McDonnell Douglas DC-10 Service Bulletin 29-129, dated February 14, 1990; or \n\n\t\t\tb.\tInstall an electrically operated hydraulic system shutoff valve and return line check valve in the Number 3 hydraulic system. The shutoff valve must be activated by a hydraulic fluid level sensor in the Number 3 hydraulic system reservoir and annunciated in the cockpit. The installation must be made in a manner which is approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, or in accordance with McDonnell Douglas DC-10 Service Bulletin 29-128, dated February 22, 1990. \n\n\t\t2.\tFor those airplanes modified in accordance with paragraph A.1.a., above, within 1 year after the effective date of this AD, install an electrically operated hydraulic system shutoff valve and return line check valve in the Number 3 hydraulic system. The shutoff valve must be activated by a hydraulic fluid level sensor in the Number 3 hydraulic system reservoir and annunciated in the cockpit. The installation must be made in a manner which is approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, or in accordance with McDonnell Douglas DC-10 Service Bulletin 29-128, dated February 22, 1990. The modification required by paragraph A.1.a., above, may be removed after accomplishment of this subparagraph. \n\n\tB.\tFor Model DC-10-15, -30, -30F, -40, -40F, and KC-10A (Military) series airplanes, within one year after the effective date of this AD, install an electrically operated hydraulic system shutoff valve and return line check valve in the Number 3 hydraulic system. The shutoff valve must be activated by a hydraulic fluid level sensor in the Number 3 hydraulic system reservoir and annunciated in the cockpit. The installation must be made in a manner which is approved by Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, or in accordance with McDonnell Douglas DC-10 Service Bulletin 29-128, dated February 22, 1990 \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 documents from the manufacturer may obtain copies upon request to Douglas Aircraft Company, P. O. Box 1771, Long Beach, California 90801, ATTN: Manager, Service Change, Mail 73-30. These documents 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 (39-6616, AD 90-13-07) becomes effective on July 20, 1990.
47-35-02: 47-35-02\tSIKORSKY: (Was Mandatory Note 2 of AD-7L-1.) Applies to Model R-4B AAF Helicopter Serial Numbers 43-46500 and 43-46504 to 43-46567 Inclusive. \n\nCompliance required prior to November 15, 1947. \n\nTo compensate for an increased overhang of the tail rotor gearbox, a diagonal brace that changes the aft boom load distribution shall be installed in accordance with the following instructions: \n\n(a)\tFit the two tube brace assemblies, Sikorsky P/N S38566 and S38567, in telescopic position, to lower right longeron and upper left longeron. (See Figures 2 and 3.) \n\n\nAD 47-35-02 \n\n(1)\tInsert bolts, P/N AN 4-13, into halves of clamp of each section of brace; attach washers, P/N AN 960-416, and nuts, P/N AN 310-4. \n\n(2)\tLocate brace so that its center and that of vertical tube, P/N S38505-23, forward of it, are a maximum of 1 1/8 inches apart. (See Figure 2.) \n\n(3)\tTighten securely four bolts, P/N AN 4-13, which hold subject brace in position. \n\n(4)\tSecure nuts, P/N AN 310-4, with cotter pins. \n\n(b)\tMark with a pencil the overlap of tube brace assembly, P/N S38566, on assembly P/N S38567. (See Figure 3.) \n\n\n\nAD 47-35-02 \n\n(c)\tFashion a wedge, using a piece of wood 1 x 3 x 14 inches, and "V" notch both ends. (See Figure 4.) \n\n(d)\tInsert wedge approximately parallel to telescopic brace. \n\n(1)\tTap alternately the ends of wedge forcing the subject assembly to extend 1/16 inch beyond the pencil line requested in paragraph (b). (Extra extension of 1/16 inch permits brace to assume the desired stress load.) \n\n(2)\tWrap longerons with friction tape at point of wedge contact, or insert cardboard or any suitable material at ends of wood wedge to prevent paint abrasion. \n\n(e)\tWith wedge securely in position, using drill No. 40 (0.098-inch), drill two holes through brace at 90 degrees to each other. (See Figure 3.) \n\n(1)\tEnlarge holes, using drill No. C (0.242 inch) and ream to 0.250 inch. \n\n(f)\tBolt two sections of brace together with bolts, P/N AN 24-17, nuts, P/N AN 320- 4, and secure with cotter pins. \n\n(g)\tRemove the wood wedge. \n\n(h)\tIf paint on longerons of tail fuselage has been damaged, touch up with paint. \n\n(Sikorsky Service Bulletin R-4B No. 8 and Army Technical Order 01-230HA-11 also cover this same alteration.)
2009-18-12: 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: Four aircraft have experienced a dual AC [alternating current] generator shutdown, caused by a broken propeller de-ice bus bar which short-circuited with the backplate assembly.* * * A short circuit can cause a dual AC generator shutdown that, particularly in conjunction with an engine failure in icing conditions, could result in reduced controllability of the aircraft. * * * * * Reduced controllability of the airplane in certain operating conditions affects continued safe flight and landing. We are issuing this AD to require actions to correct the unsafe condition on these products.
70-16-04: 70-16-04\tBOEING: Amdt. 39-1052. Applies to Boeing Model 707/720 Series Airplanes. (Effectivity listed on Boeing Service Bulletin No. 2986 dated May 15, 1970, or later FAA approved revisions). \n\n\tCompliance required within 100 hours time in service after the effective date of this AD unless already accomplished.\n \n\tTo prevent fire caused by failure of the Main Cabin Cove Light Ballast Capacitors deactivate the main cabin cove light circuits until one of the following items has been accomplished: \n\n\t(1)\tRelocate all main cabin ballast capacitors to the inboard side of the cove light race way as described in Boeing Service Bulletin No. 2986 dated May 15, 1970, or later FAA approved revisions. \n\n\t(2)\tPerform an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis Amendment becomes effective on August 1, 1970.
2009-04-11: 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: The heating capability of several Angle Of Attack (AOA) transducer heating elements removed from in-service aircraft have been found to be below the minimum requirement. Also, it was discovered that a large number of AOA transducers repaired in an approved maintenance facility were not calibrated accurately. Inaccurate calibration of the AOA transducer and/or degraded AOA transducer heating elements can result in early or late activation of the stall warning, stick shaker and stick pusher by the Stall Protection Computer (SPC). * * * * * The unsafe condition is reduced controllability of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
52-11-01: 52-11-01 EMIGH: Applies to All Trojan A-2 Model Aircraft. \n\n\tCompliance required by August 1, 1952. \n\n\tAs the result of a reported failure of the welded joint in the elevator control tube socket, the following, or equivalent, should be accomplished, to preclude the possibility of recurrence of this type failure: \n\n\t(a)\tInstall a 1/4-inch AN steel bolt through the elevator control tube socket as shown in Figure 1 and secure with an elastic stop nut. Two installations will be necessary, one on the pilot's side and one on the passenger's. \n\n\t(b)\tDue to the limited amount of clearance, it is recommended that the bolts be installed in the direction and location as shown. Ascertain that adequate clearance is provided when the control stick is operated throughout its full range. \n\n\n\n\n\nFIGURE 1
90-01-01: 90-01-01 MCDONNELL DOUGLAS: Amendment 39-6431. Docket No. 89-NM-108-AD. \n\n\tApplicability: Model DC-10-30, -30F, -40, and KC-10A (Military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of main landing gear brake effectiveness, accomplish the following: \n\n\tA.\tWithin 90 days after October 14, 1988 (effective date of Amendment 39-6034), replace all Aircraft Braking Systems (formerly Loral Systems, formerly Goodyear) brakes, part numbers 5000758-2, -3, and -5 with Aircraft Braking Systems brakes, part numbers 5000758-4, -6, and -10. The maximum wear limit is 0.75 inch. \n\n\tB.\tWithin 90 days after October 14, 1988 (effective date of Amendment 39-6034), inspect the brakes for wear. Any brake that is worn more than 0.75 inch must be replaced, prior to further flight, with one within this limit. These limits must be maintained until the requirements of paragraphs D. and E., or F. andG., below are accomplished. \n\n\tC.\tWithin 90 days after October 14, 1988 (effective date of Amendment 39-6034), incorporate the 0.75 inch brake wear limit into the FAA-approved maintenance inspection program. \n\n\tD.\tWithin 30 days after the effective date of this amendment, inspect all Aircraft Braking Systems (formerly Loral Systems, formerly Goodyear) brakes, part numbers 5000758-4, -6, and -10, for wear. Any brake worn more than 0.50 inch must be replaced, prior to further flight, with one within this limit. \n\n\tE.\tWithin 30 days after the effective date of this amendment, incorporate the 0.50 inch brake wear limit into the FAA-approved maintenance inspection program for all Aircraft Braking Systems (formerly Loral Systems, formerly Goodyear) brakes, part numbers 5000758-4, -6, and -10. \n\n\tF.\tWithin 180 days after the effective date of this amendment, modify and replace all Aircraft Braking Systems (formerly Loral Systems, formerly Goodyear) brakes, part numbers 5000758-4, -6,and -10, or any brake modified in accordance with AD 88-16-02 R1, Amendment 39-6034, paragraphs C.2. or D.2., with new extra-long piston sleeves and dust seal boots, and reidentify them as -4R, -6R, and -10R brake assemblies, respectively, in accordance with Douglas Aircraft Company DC-10 Service Bulletin Number 32-218, dated March 17, 1989. For Aircraft Braking Systems (formerly Loral Systems, formerly Goodyear) brakes, part numbers 5000758-4R, -6R, and -10R, the maximum wear limit is 0.90 inch. \n\n\tG.\tWhen the modifications required by paragraph F., above, are accomplished, incorporate the 0.90 inch brake wear limit in the FAA-approved maintenance inspection program. \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\tI.\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 Douglas Aircraft Company, P.O. Box 1771, Long Beach, California 90801, ATTN: Manager, Service Changes, Mail Code 73-30. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis AD supersedes AD 88-16-02 R1, Amendment 39-6034. \n\n\tThis amendment (39-6431, AD 90-01-01) becomes effective on January 31, 1990.
51-09-02: 51-09-02 DOUGLAS: Applies to All Models DC-4 and C54-DC Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tA.\tTo be accomplished at intervals not to exceed 2,000 hours of flight time. Torque check all empennage control surface hinge bolts by first making a visual check of the slippage stripe across the nut and the adjacent area for signs of any relative motion and then applying a tightening force to the nut equal to the minimum torque specified in the Douglas Maintenance Manual for the nut and bolt combination. If the nut does not move with the application of this force and the condition of the stripe indicates no previous movement, the assembly may be left intact. When any looseness is found, the assembly should be removed and thoroughly inspected. \n\n\tB.\tTo be accomplished at each major overhaul period. In addition to the control surface hinge bolts mentioned in part A remove the nuts from all rudder and elevator bracket attaching bolts and rudder and elevator hinge eyebolts. All nuts, bolt or stud threads, and mating surfaces must be cleaned of dirt, grease, oil or dye and thoroughly dried. All parts should be checked for wear and replaced as necessary. Upon reassembly, all nuts should be torqued to the recommended values specified in the Douglas Maintenance Manual for the particular model airplane. All torqued or retorqued bolts should be identified by a narrow painted line across the nut and adjacent surface so any movement of the nut will be readily discernible. This marking should be done as soon as possible after torquing. Bolt heads should not be torqued or retorqued unless it is impossible to reach the nut because of inaccessibility. If it should be necessary to torque or retorque the bolt head, it should be marked in the same manner as described for the nut. \n\n\tC.\tAirline operators with FAA-accepted maintenance inspection programs need only torque check 15 percent of fleet or minimum of two airplanes, whichever is greater, at each 2,000-hour period or in multiples of major inspection closest to 2,000 hours. This period may be increased in 1,000-hour steps until the major aircraft overhaul period is reached provided no defects are found. Thereafter, the torque check shall be accomplished on each aircraft at the aircraft major overhaul period. Where the FAA-accepted maintenance inspection program includes procedures equivalent to this Airworthiness Directive and above deviation, the FAA-accepted maintenance program may be followed in lieu of this Airworthiness Directive. \n\n\tThis supersedes AD 47-27-03.
87-21-04: 87-21-04 McDONNELL DOUGLAS: Amendment 39-5737. Applies to McDonnell Douglas Model DC-10 and KC-10A series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the inboard slat drive arm due to fatigue, accomplish the following: \n\n\tA.\tPrior to the accumulation of 10,000 landings, or within 15 days after the effective date of this AD, whichever occurs later, unless previously accomplished within the last 90 days, and thereafter at intervals not to exceed 2,000 landings, inspect the inboard slat drive arm in accordance with the expanded magnetic particle, ultrasonic, or eddy current inspection (Option 2) procedures in the Accomplishment Instructions in McDonnell Douglas Service Bulletin A27-203, Revision 1, dated July 9, 1987, or later FAA-approved revision. \n\n\t\t1.\tIf crack(s) are found that are beyond the reworkable limits defined by McDonnell Douglas Service Bulletin A27-203, Revision 1, dated July9, 1987, or later FAA-approved revision, before further flight, replace the cracked arm in accordance with that Service Bulletin. \n\n\t\t2.\tIf crack(s) are found that are within the reworkable limits defined by McDonnell Douglas Service Bulletin A27-203, Revision 1, dated July 9, 1987, or later FAA-approved revision, before further flight, rework or replace the arm in accordance with the Accomplishment Instructions in that Service Bulletin. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publication, C1-L00 (54-60). This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment becomes effective October 30, 1987.
69-09-02: 69-09-02 VICKERS: Amdt. 39-760. Applies to Viscount Models 744, 745D, and 810 Series airplanes. Compliance required within the next 1,000 hours' time in service after the effective date of this AD, unless already accomplished. To prevent the jamming of the aileron control system due to small objects entering the control column housings through lightening holes in the housings, install covers P/N's 70133- 807, 809, 811, and 813 over the housings in accordance with British Aircraft Corp. Modification D.3223 Issue 2 dated August 10, 1968 (700 Series) or Modification FG.2098 Issue 2 dated August 20, 1968 (800/810 Series) or later ARB-approved issues or an equivalent approved by the Chief, Aircraft Certification Staff, FAA Europe, Africa, and Middle East Region. This amendment becomes effective May 29, 1969.
47-42-20: 47-42-20 ERCO: (Was Mandatory Note 17 of AD-718-7.) Applies Only to 415-C, -CD and -D Aircraft Serial Numbers 1033 to 1327, Inclusive. Compliance required not later than next 100-hour inspection. One of the above airplanes may contain a control column shaft, P/N 415-52129, which is defective at its lower bearing fitting. In order to ascertain whether the fitting is defective withdraw the shaft from the control column so the surface of lower control shaft fitting, P/N 415-52126, which bears on the lower bakelite bushing, can be examined. If a steel sleeve is found brazed to this lower shaft fitting's bearing surface, the shaft should be replaced and the defective shaft returned to the manufacturer. (Ercoupe Service Policy Letter No. B-10, covering the subject will be issued to each Ercoupe distributor.)
92-23-02: 92-23-02 MCDONNELL DOUGLAS: Amendment 39-8402. Docket No. 92-NM-92-AD. \n\n\tApplicability: Model MD-11 series airplanes; operating in an all-passenger configuration, or in any combination of passenger and main deck cargo configurations; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tNOTE: Model MD-11 series airplanes that are operated as freighters may continue to use the unmodified slides at door number 1. However, should any of these airplanes be converted to an all-passenger configuration, or any combination of passenger and main deck cargo configurations, the requirements of this AD must be accomplished. \n\n\tTo prevent buckling of the evacuation slides/rafts and poor visibility during night lighting conditions, which could delay or impede the evacuation of passengers during an emergency, accomplish the following: \n\n\t(a)\tFor Model MD-11 series airplanes with interior passenger seating configurations not exceeding306, and the number of passenger seats in the zone between doors 3 and 4 not exceeding 165: Within 12 months after the effective date of this AD, replace existing evacuation slides/rafts with modified slides/rafts, part numbers 60289-115 or -117; 60290-115; 60291-115; and 60291-116; in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin 25-87, dated January 23, 1992; and McDonnell Douglas Service Bulletin 25-116, Revision 1, dated May 15, 1992. \n\n\t(b)\tFor Model MD-11 series airplanes with interior passenger seating configurations from 307 to 381, inclusive, and the number of passenger seats in the zone between doors 3 and 4 not exceeding 165: Within 6 months after the effective date of this AD, replace existing evacuation slides/rafts with modified slides/rafts, part numbers 60289-115 or -117; 60290-115; 60291-115; and 60291-116; in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin 25-116, Revision 1, dated May 15, 1992. \n\n\t(c)\tFor Model MD-11 series airplanes with interior passenger seating configurations not exceeding 381, and more than 165 passenger seats in the zone between doors 3 and 4: Within 3 months after the effective date of this AD, replace existing evacuation slides/rafts with modified slides/rafts, part numbers 60289-115 or -117; 60290-115; 60291-115; and 60291-116; in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin 25-87, dated January 23, 1992; and McDonnell Douglas Service Bulletin 25-116, Revision 1, dated May 15, 1992. \n\n\t(d)\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 Aircraft Certification Office (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.NOTE: 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(e)\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(f)\tThe replacement shall be done in accordance with McDonnell Douglas Service Bulletin 25-87, dated January 23, 1992; and McDonnell Douglas Service Bulletin 25-116, Revision 1, dated May 15, 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 90846-0001, 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\t(g)\tThis amendment becomes effective on November 25, 1992.
91-18-18: 91-18-18 MCDONNELL DOUGLAS: Amendment 39-8021. Docket No. 91-NM-175-AD. \n\n\tApplicability: Model DC-9-10, -20, -30, -40, -50, and C-9 (Military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid decompression of the pressurized fuselage, accomplish the following: \n\n\t(a)\tFor airplanes that have accumulated 55,000 landings or more as of the effective date of this AD, within 15 calendar days after the effective date of this AD, and thereafter at intervals not to exceed 1,500 landings, perform high frequency eddy current (HFEC) inspections to detect cracks of the fuselage left-hand skin panel at longeron 22L, between stations 160 and 200, in accordance with McDonnell Douglas Alert Service Bulletin A53-251, dated August 9, 1991. \n\n\t(b)\tFor airplanes that have accumulated less than 55,000 landings as of the effective date of this AD, within 45 calendar days after the effective date of this AD, or prior to the accumulation of 40,000 landings, whichever occurs later, and thereafter at intervals not to exceed 1,500 landings, perform high frequency eddy current (HFEC) inspections to detect cracks of the fuselage left-hand skin panel at longeron 22L, between stations 160 and 200, in accordance with McDonnell Douglas Alert Service Bulletin A53-251, dated August 9, 1991. \n\n\t(c)\tIf the fuselage skin attachments are obscured from exterior coatings of paint, prior to the accomplishment of the high frequency eddy current (HFEC) inspections required by paragraph (a) or (b) of this AD, chemically remove the obscuring coatings of paint. \n\n\t(d)\tIf cracks are found as a result of the inspections required by paragraph (a) or (b) of this AD, before further flight, repair in a manner approved by the Manager of the Los Angeles Aircraft Certification Office (ACO). \n\n\t(e)\tWithin 10 calendar days after the accomplishment of the initial inspections required by paragraph (a) or (b) of thisAD, submit a report of both positive and negative findings of the initial inspection to the Manager of the Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate, at 3229 East Spring Street, Long Beach, California 90806-2425, or Fax to (213) 988-5210. The information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (P.L. 96-511) and have been assigned OMB Control Number 2120-0056. \n\n\t(f)\tIf other cracks, as specified in McDonnell Douglas Alert Service Bulletin A53-251, dated August 9, 1991, are found on any adjacent longerons or fuselage skin panels as a result of any other inspection of those areas, within 10 calendar days after those inspections, report all positive findings to the Manager of the Los Angeles ACO. The information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (P.L. 96-511) and have been assigned OMB Control Number 2120-0056. \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, Los Angeles 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, Los Angeles ACO. \n\n\t(h)\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(i)\tThe inspection requirements shall be done in accordance with McDonnell Douglas Alert Service Bulletin A53-251, dated August 9, 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 McDonnell Douglas Corporation, P. O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications, C1-HDR (54-60). Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8021, AD 91-18-18) becomes effective on August 21, 1991.
58-23-02: 58-23-02 DOUGLAS: Applies to All Model DC-6 Series Aircraft Prior to Fuselage Number 221, Except Number 214. \n\n\tCompliance required as indicated. \n\n\tNumerous cases have been reported wherein cracks have occurred in the vertical stabilizer front spar fittings, P/N 3344473, at Station 1033 bulkhead. Unless already accomplished, the following inspection must be made on all DC-6 Series airplanes indicated above which have in excess of 10,000 hours total flight time: \n\n\t1.\tWithin the next 25 hours flying time, inspect the above fittings for cracks occurring through the stabilizer attachment bolt holes and boss of the fitting and which propagate into either or both longitudinal flanges of the part. Cracks in one leg only should not exceed 3 1/2 inches in length. Cracks in both legs should not exceed 2 inches each. Cracks shall not be less than 3/4 inch from the edge of the leg and their length should be measured from the face of the counter bore on the lower side of the stabilizer attach bolt hole. \n\n\t2.\tIf cracks do not exceed the above limits, the parts may be continued in service for a maximum of 150 hours of flying time before replacement with the new part P/N 3406332, provided they are: (1) Stop drilled using a No. 10 drill and, (2) they are inspected at periods not to exceed 25 hours of flying time. \n\n\t3.\tFittings having cracks in excess of the above limits or cracks which extend across the leg of the fitting, must be replaced with new part, P/N 3406332, prior to next flight. \n\n\t4.\tFittings found to have no cracks at the time of inspection, per 1. must be accorded a repetitive inspection at each block overhaul period or at periods not to exceed 3,500 hours, until new fitting, P/N 3406332, is installed. \n\n\t(Douglas Alert Service Bulletin No. A-796, dated August 15, 1958, and Service Bulletin No. 796, dated September 2, 1958, cover this same subject.)
2009-04-13: 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: The application of most recent 3D FEM modeling has resulted in the need to reconsider the disc lives as currently shown in the Time Limits Manual. The current Post Certification Life Statement for the low pressure (LP) compressor (fan) disc assembly revises the Declared Safe Cyclic Life (DSCL) from 33,000 flight cycles to 25,000 flight cycles for both the BR715 LP (fan) disc assembly Part No. (P/ N) BRH10048 and BR715 LP compressor (fan) disc assembly P/N BRH19253, when installed in the BR700-715A1-30 engine model and operated against the Hawaiian Flight Mission. We are issuing this AD to prevent uncontained failure of the LP compressor (fan) disc assembly and damage to the airplane.
71-03-02: 71-03-02 BOEING: Amdt. 39-1151. Applies to Model 707 and 720 series airplanes listed in Boeing Service Bulletin 3003, Revision 2, dated January 15, 1971, or later FAA approved revisions. \n\tCompliance required as indicated after the effective date of this AD. \n\tTo assure elevator aft quadrant integrity, accomplish the following inspections and rework or the equivalent inspections and rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(a)\tWithin the next 15 hours' time in service unless already accomplished per Telegraphic Alert Service Bulletin 3003 dated October 16, 1970, or AD 70-22-08, perform a close visual inspection of the elevator aft control quadrant hub aft flange face and central web area for corrosion and cracks per Part I of Boeing Service Bulletin 3003, Revision 2, dated January 15, 1971, or later FAA approved revisions. If cracks are found, replace quadrant per paragraph (d). \n\t(b)\tWithin the next 750 hours' time in service unlessalready accomplished, inspect the aft flange face and central web of the elevator aft quadrant for corrosion and cracks per Parts I and II of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions. Accomplish a micrometer check of the quadrant torque tube diameter for ovalness in both the "x" and "y" axes as shown in Fig. 1 of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions. \n\t\t(1)\tIf the torque tube is either round or oval within limits per Part II of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions, perform periodic close visual inspections at intervals not to exceed 750 hours' time in service. On or before 1500 hours' time in service, initiate the dye penetrant or eddy current and torque check inspection program per Part III of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions. The quadrant assembly may be retained in service under dye penetrant or eddy current inspection surveillance atintervals not to exceed 1500 hours' time in service until it is either replaced or overhauled per (c). \n\t\t(2)\tIf the torque tube exceeds the limits of ovalness specified in Part II of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions, conduct a dye penetrant or eddy current inspection and torque check per Part IV of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions prior to further flight. \n\t\t(3)\tIf, after performing the inspection and torque check per (2) above, the torque tube diameter difference is less than .004, the quadrant assembly may be retained in service under dye penetrant or eddy current inspection surveillance at intervals not to exceed 1500 hours' time in service until it is either replaced per (d) or overhauled per (c). \n\t\t(4)\tIf, after completing the inspection and torque check per (2) above, the torque tube dimensional difference is still greater than .004, replace the quadrant assembly per (d). \n\t(c)\tOn or before 12,000 hours' time in service unless already accomplished, overhaul or replace the quadrant assembly per Part V of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions. \n\t(d)\tIf, as a result of any of the foregoing inspections, the quadrant assembly shows signs of cracks, or the torque tube ovalness is beyond limits after the torque check, replace the quadrant assembly prior to further flight with either an "Existing" quadrant assembly reworked in accordance with Part V of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions, or by an "Equivalent" new quadrant assembly as identified in table II of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions. \n\t(e)\tThe inspections required by this AD may be discontinued upon replacement of the aft quadrant assembly by an "Existing" quadrant assembly reworked in accordance with Part V of the Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions, or by an "Equivalent" new quadrant assembly as identified in table II of Boeing Service Bulletin 3003, Revision 2, or later FAA approved revisions. \n\tThis amendment supersedes Amendment 39-1101, 35 F.R. 16791, AD 70-22-08. \n\tThis amendment becomes effective February 13, 1971.
2009-18-08: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 and -300 series airplanes, Model A340-200 and -300 series airplanes, and Model A340-541 and -642 airplanes. This AD requires replacing certain Thales Avionics pitot probes with certain other pitot probes. This AD results from reports of airspeed indication discrepancies while flying at high altitudes in inclement weather conditions. We are issuing this AD to prevent airspeed discrepancies, which could lead to disconnection of the autopilot and/or auto-thrust functions, and reversion to flight control alternate law and consequent increased pilot workload. Depending on the prevailing airplane altitude and weather, this condition, if not corrected, could result in reduced control of the airplane.
2009-03-01: We are adopting a new airworthiness directive (AD) for certain Learjet Model 55, 55B, and 55C airplanes. This AD requires inspecting the installation of the forward light assembly in the aft lavatory to determine the location of the terminal connector; inspecting for damage of the light assembly terminals, wires, and oxygen lines; inspecting to determine if the cable nipple is installed over the light assembly terminal; and doing corrective actions if necessary. This AD also requires installing a clamp to the forward side of the frame to maintain a positive distance between the light assembly and oxygen line. This AD results from a report of a cabin fire in the left-hand upper cabin fuselage above the aft cabin window at frame 23. We are issuing this AD to detect and correct improper installation of the lavatory light assembly, which could result in contact between the electrical terminals of the light assembly and an adjacent oxygen supply line, and consequent short circuit or fire hazard.
93-23-03: 93-23-03 MCDONNELL DOUGLAS: Amendment 39-8737. Docket 93-NM-39-AD. \n\n\tApplicability: Model DC-9 and Model DC-9-80 series airplanes; equipped with BFGoodrich evacuation slides, as listed in BFGoodrich Service Bulletin 4A3106/4A3153-25-258, dated March 29, 1993, having regulator part number 4A3106-1, -2, or 4A3153; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent delayed inflation of the evacuation slide, which could delay or impede the evacuation of passengers during an emergency, accomplish the following: \n\n\t(a)\tWithin 12 months after the effective date of this AD, modify BFGoodrich evacuation slides having regulator part number (P/N) 4A3106-1, -2, or 4A3153, installed on forward entry/service, aft service, and tailcone exit doors, in accordance with BFGoodrich Service Bulletin 4A3106/4A3153-25-258, dated March 29, 1993. \n\n\t(b)\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 Aircraft Certification Office (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 Manager, Los Angeles ACO. \n\n\t(c)\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(d)\tThe modification shall be done in accordance with BFGoodrich Service Bulletin 4A3106/4A3153-25-258, dated March 29, 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 BFGoodrich, Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. 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; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on December 22, 1993.
62-08-05: 62-08-05\tBOEING: Amdt. 422 Part 507 Federal Register April 17, 1962. Applies to All 707 and 720 Series Aircraft. \n\n\tAs a result of a recent incident involving loss of the electrical system and accumulation of dense smoke in the cockpit and cabin, the following is required: \n\n\t(a)\tUnless already accomplished in accordance with recommendations contained in the telegram dated March 23, 1962, issued by Boeing Aircraft Company, within the next 25 hours' time in service, inspect electrical components and wiring within the J6 electrical panel to determine that: \n\n\t\t(1)\tLugs and braided leads are tightly secured to the contractor studs; \n\n\t\t(2)\tBraid jumpers are adequately separated from adjacent jumpers to prevent contact; \n\n\t\t(3)\tThere is no evidence of overheating in wiring and braided leads; and \n\n\t\t(4)\tThere is no evidence of capacitor leaks, swelling or overheating. \n\n\t(b)\tIf any of the foregoing items require corrective action, repair in accordance with acceptable maintenance practices. \n\n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated March 30, 1962.