Results
93-02-09: 93-02-09 SAAB-SCANIA: Amendment 39-8492. Docket 92-NM-121-AD. Applicability: Model SAAB SF340A series airplanes, serial numbers 004 through 159, inclusive; and Model SAAB 340B series airplanes, serial numbers 160 through 339, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent damage/disbonding of the fuselage skin due to overheat, and subsequent reduced structural capability, accomplish the following: (a) Within 3 months after the effective date of this AD, relocate the sensor loops of the bleed air leak detection system, in accordance with SAAB-SCANIA Service Bulletin SAAB 340-36-006, dated August 6, 1992. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The relocation shall be done in accordance with SAAB-SCANIA Service Bulletin SAAB 340-36-006, dated August 6, 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 SAAB-SCANIA AB, SAAB Aircraft Product Support, S-581 88, Link ping, Sweden. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on March 26, 1993.
76-21-01: 76-21-01 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-2745. Applies to Lockheed Model L-1011-385 series airplanes certificated in all categories having C-1A cargo door installed. Compliance required within the next 300 hours' time in service after the effective date of this AD, unless already accomplished. To prevent the latch pins on the latch fittings of the C-1A cargo door surround structure from being incorrectly installed during maintenance replacement, which could result in a possible in-flight loss of the C-1A cargo door, accomplish the following: a. Install latch pin guard assemblies and related components, reidentify the latch fitting assemblies and check proximity sensors adjustment as necessary, on the C-1A cargo door surround structure, in accordance with Lockheed-California Company Service Bulletin 093-52-083 dated May 25, 1976, or later FAA-approved revision or equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region.b. Airplanes may be flown in accordance with FAR 21.197 to a base where the modification can be performed. This amendment becomes effective November 20, 1976.
92-20-02: 92-20-02 FOKKER: Amendment 39-8376. Docket No. 92-NM-70-AD. Applicability: Model F28 Mark 0100 series airplanes; serial numbers 11290, 11296, 11298, 11299, 11301, 11306, 11308, 11310, and 11313; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent structural damage to the wing, empennage, or an engine, caused by loss of the radome during flight or ground operations, accomplish the following: (a) Within 6 months after the effective date of the AD, replace the currently installed blind bolts that attach the latch brackets to the radome with new bolts, in accordance with Fokker Service Bulletin SBF100-53-067, dated July 1, 1991. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through anappropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The replacement shall be done in accordance with Fokker Service Bulletin SBF100-53- 067, dated July 1, 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on December 14, 1992.
78-12-01 R1: 78-12-01 R1 SHORT BROTHERS LIMITED: Amendment 39-3229 as amended by Amendment 39-3858. Applies to Model SD3-30 Airplanes Serial Numbers SH 3003 through SH 3007 and SH 3009 through SH 3015, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent fuel system purge valve leakage and associated fuel leakage or fuel vapors entering the cabin accomplish the following: (a) Within the next 30 hours time in service after the effective date of this AD, remove purge valves, Part Number 3706190, and replace them with modified purge valves, Part Number 3706235, in accordance with Shorts Service Bulletin SD3-28-08, Revision No. 1, dated February 15, 1979. (b) If fuel leakage or vapors are detected in the cabin prior to compliance with paragraph (a) of this AD but after the effective date of this AD, comply with paragraph (a) before further flight. (c) Equivalent methods of compliance with paragraph (a) of this AD may beapproved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium, if the request is submitted through an FAA Maintenance Inspector and contains substantiating data to justify the method of compliance for that operator. Amendment 39-3229 became effective June 22, 1978. This Amendment 39-3858 becomes effective August 11, 1980.
77-16-07: 77-16-07 MESSERSCHMITT-BOLKOW-BLOHM (MBB). Amendment 39-3001. Applies to Model BO-105A and BO-105C helicopters which incorporate main rotor gearbox oil pumps, P/N's 7631 955 112 or 7631 955 115, having Serial Numbers up to and including 229. Compliance is required as indicated, unless already accomplished. To prevent excessive wear of the sun gear in the planet gear carrier of the main rotor gearbox, accomplish the following: (a) Within the next 100 hours time in service after the effective date of this AD, modify the main rotor gearbox oil pump as follows: (1) For pumps, P/N 7631 955 115, install a stronger compression spring in accordance with MBB Service Bulletin No. 10-16, dated July 28, 1975, or an FAA-approved equivalent. (2) For pumps, P/N 7631 955 112, replace the pump plunger in accordance with MBB Service Bulletin No. 10-20, dated May 25, 1976, or an FAA-approved equivalent and install a stronger compression spring in accordance with MBB Service Bulletin No. 10-16, dated July 28, 1975, or an FAA-approved equivalent. (b) Within the next 10 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 10 hours time in service since the last inspection, inspect the main rotor gearbox magnetic chip detector plug for the presence of metallic particles. If metallic particles are found, comply with the relevant instructions specified in section 10-1-2 of the MBB BO-105 Maintenance and Overhaul Manual, or an FAA-approved equivalent. (c) An equivalent means of compliance with the requirements in paragraph (b) of the AD, including the initial compliance time and the repetitive inspection interval, may be used in lieu thereof when approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Region, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium, Tel. 513.38.30. This amendment becomes effective September 6, 1977.
90-02-08: 90-02-08 BOEING: Amendment 39-6470. Docket No. 89-NM-149-AD. \n\n\tApplicability: All Model 727 series airplanes certificated in any category. \n\n\tCompliance: Required within the next 3,000 landings after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent nose and main landing gear failure to extend properly due to a disconnect of the landing gear control selector valve actuator arm, accomplish the following: \n\n\tA. Modify the selector valve actuator arm and splined shaft, in accordance with Figure 1, of Boeing Service Bulletin 727-32-0372, dated May 11, 1989, or Revision 2, dated December 14, 1989. \n\n\tB. An 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. NOTE: 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\tC. Special 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. All 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 (39-6470, AD 90-02-08) becomes effective on February 12, 1990.
93-07-15: 93-07-15 BOEING AND MCDONNELL DOUGLAS: Amendment 39-8547. Docket No. 92- NM-67-AD. Supersedes AD 91-10-02, Amendment 39-6986. \n\n\tApplicability: Boeing Models 707, 727, 737, 747, and 757 series airplanes and McDonnell Douglas Models DC-8, DC-9, and DC-10 series airplanes; equipped with a main deck Class B cargo compartment, as defined by Federal Aviation Regulations (FAR) 25.857(b) or its predecessors, with a volume exceeding 200 cubic feet; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo minimize the hazard associated with a main deck Class B cargo compartment fire, accomplish the following: \n\n\t(a)\tWithin one year after May 3, 1990 (the effective date of Amendment 39-6557, AD 89-18-12 R1), or prior to carrying cargo in a Class B cargo compartment, whichever occurs later, accomplish the following in accordance with the appropriate technical data approved by the Manager, Seattle Aircraft Certification Office (for affected Boeing series airplanes), FAA, Transport Airplane Directorate; or the Manager, Los Angeles Aircraft Certification Office (for affected McDonnell Douglas series airplanes), FAA, Transport Airplane Directorate: \n\n\t\t(1)\tRevise the Limitations Section of the FAA-approved Airplane Flight \t\t\tManual (AFM) to include the following: "FOR EACH FLIGHT IN \t\t\t\tWHICH CARGO IS TRANSPORTED IN THE CLASS B CARGO \t\t\t\tCOMPARTMENT: Prior to flight, a flight deck crewmember must \t\t\t\tmake a visual inspection throughout the Class B cargo compartment \t\t\tto verify access to cargo and the general fire security of the \t\t\t\tcompartment after the cargo door is closed and secured." \n\n\tNOTE 1: This visual inspection is in no manner intended to relieve the pilot of his/her responsibility to ensure safe operation of the airplane, as required by FAR 91.3. \n\n\t\t(2)\tIncorporate the following systems and equipment: \n\n\t\t\t(i)\tProvide a minimum of 48 lbs. Halon 1211 fire extinguishant, or its equivalent, in portable fire extinguisher bottles readily available for use in the cargo compartment. At least two bottles must be a minimum of 16 lb. capacity. \n\n\t\t\t(ii)\tProvide at least two Underwriters Laboratories (UL)2A (2-1/2 gallon) rated water portable fire extinguishers, or its equivalent, adjacent to the cargo compartment entrance for use in the compartment. \n\n\t\t\t(iii)\tProvide a means for two-way communication between the flight deck and the interior of the cargo compartment. \n\n\t\t\t(iv)\tInstall placards in conspicuous place(s) within the cargo compartment clearly defining the cargo loading envelope and limitations that provide sufficient access of sufficient width for firefighting along the entire length of at least two sides of a loaded pallet or container. Amend the appropriate Weight and Balance and loading instructions by description and diagrams to include this information. \n\n\t\t(3)\tIncorporate the following systems and equipment: \n\n\t\t\t(i)\tProvide appropriate protective garmentsstored adjacent to the cargo compartment entrance. \n\n\t\t\t(ii)\tProvide a minimum of 30 minutes of protective breathing. This equipment must meet the requirements of Technical Standard Order (TSO) C-116, Action Notice 8150.2A, or equivalent, and be stored adjacent to the cargo compartment entrance. \n\n\t(b)\tWithin 42 months after the effective date of this AD, or prior to carrying cargo in a Class B cargo compartment, whichever occurs later, accomplish the requirements of either paragraph (b)(1), (b)(2), (b)(3), or (b)(4) of this AD: \n\n\t\t(1)\tOPTION 1: Modify the Class B cargo compartment to comply with the requirements for a Class C cargo compartment, as defined in FAR 25.855 (Amdt. 25-60), 25.857(c), and 25.858 (Amdt. 25-54). \n\n\t\t(2)\tOPTION 2: Modify all main deck Class B cargo compartments to require the following placard installed in conspicuous locations approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate (for affected Boeing series airplanes), or the Manager, Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate (for affected McDonnell Douglas series airplanes), throughout the compartment: "Cargo carried in this compartment must be loaded in an approved flame penetration-resistant container meeting the requirements of FAR 25.857(c) with ceiling and sidewall liners and floor panels that meet the requirements of FAR 25, Appendix F, Part III, (Amdt. 25-60)." \n\n\t\t(3)\tOPTION 3: In addition to the requirements of paragraph (a)(2) of this AD, accomplish the following in accordance with technical data approved by the Manager, Seattle Aircraft Certification Office (for affected Boeing series airplanes), or the Manager, Los Angeles Aircraft Certification Office (for affected McDonnell Douglas series airplanes): \n\n\t\t\t(i)\tCarriage of all cargo in Class B cargo compartments must meet the requirements of either paragraph (b)(3)(i)(A) or (b)(3)(i)(B) of this AD: \n\n\t\t\t\t(A)\tCover cargo with fire containment covers. \n\n\t\t\t\t(B)\tCarry cargo in fire containment containers. \n\n\t\t\t(ii)\tProvide a smoke or fire detection system in the Class B cargo compartment that meets the requirements of FAR 25.858 (Amdt. 25-54) and also provides an aural and visual warning to the crewmembers in the passenger compartment. \n\n\t\t\t(iii)\tProvide a barrier between the Class B cargo compartment and the passenger compartment to prevent the penetration of smoke or flames from the cargo compartment into the passenger compartment. The barrier must extend from the cargo compartment floor to the upper crown area of the fuselage, and from the right sidewall to the left sidewall of the cargo compartment, completely isolating the cargo compartment from the passenger compartment. The barrier and associated seals/interfaces must meet the requirements of FAR 25, Appendix F, Part III (Amdt. 25-60). \n\n\t\t\t(iv)\tProvide illumination of the Class B cargo compartment as specified in paragraphs (b)(3)(iv)(A) and(b)(3)(iv)(B) of this AD: \n\n\t\t\t\t(A)\tGeneral area illumination of the cargo with an average illumination of 0.1 foot-candle measured at 40-inch intervals both at one-half the pallet or container height, and at the full pallet or container height, or as approved by the FAA. \n\n\t\t\t\t(B)\tIllumination of the longitudinal access pathways, required by paragraph (a)(2)(iv) of this AD, with an average illumination of .05 foot-candle when measured at 40-inch intervals along a line that is within 2 inches of and parallel to the floor centered on the pathway, or illumination under visibility conditions likely to occur in the cargo compartment in the event of a fire. \n\n\t\t\t(v)\tEstablish FAA-approved procedures and training as specified in paragraphs (b)(3)(v)(A) and (b)(3)(v)(B) of this AD: \n\n\t\t\t\t(A)\tUse and maintenance of items required by paragraph \t\t\t\t\t(b)(3)(i). \n\n\t\t\t\t(B)\tResponding to alarms, and monitoring and controlling \t\t\t\t\tClass B cargo compartment fires. \n\n\t\t\t(vi)\tProvide a viewport into the Class B cargo compartment from the passenger compartment. The viewport must be located such that a crewmember can readily identify the overall smoke conditions in the compartment prior to entering it. \n\n\t\t\t(vii)\tDemonstrate the following features and functions, specified in paragraphs (b)(3)(vii)(A), (b)(3)(vii)(B), and (b)(3)(vii)(C) of this AD: \n\n\t\t\t\t(A)\tSmoke or Fire Detection System, required by paragraph (b)(3)(ii) of this AD, by flight test. \n\n\t\t\t\t(B)\tPrevention of smoke penetration into occupied compartments (refer to FAR 25.857(b)(2) and 25.855(e)(2)), by flight test. \n\n\t\t\t\t(C)\tCargo accessibility, as specified in paragraph \t\t\t\t\t\t(a)(2)(iv) of this AD. \n\n\t\t\t(viii) \tProvide the following systems and equipment: \n\n\t\t\t\t(A)\tProvide appropriate protective garments for two persons stored in the passenger compartment, adjacent to the Class B cargo compartment entrance. \n\t\t\t\t(B)\tProvide a minimum of 120 minutes of protective breathing for one person, and an additional 30 minutes of protective breathing for an additional person. This equipment must meet the requirements of Technical Standard Order (TSO) C-116, Action Notice 8150.2A, or equivalent, and at least 30 minutes of the total protective breathing must be stored adjacent to the Class B cargo compartment entrance. All protective breathing equipment must be located outside the cargo compartment. \n\n\t\t\t(ix)\tRevise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following:\n\n\t\t\t\t "FOR EACH FLIGHT IN WHICH CARGO IS \t\t\t\t\t\tTRANSPORTED IN THE CLASS B CARGO \t\t\t\t\t\tCOMPARTMENT:\n\t\t\t\t Prior to flight, a \tcrewmember who is assigned firefighting \t\t\t\tresponsibility for the flight must make a visual inspection \t\t\t\t\tthroughout the Class B cargo compartment for familiarization, \t\t\t\tafter the cargo door is closed and secured." \n\n\tNOTE 2: This visual inspection is in no manner intended to relieve the pilot of his/her responsibility to ensure safe operationof the airplane, as required by FAR 91.3. \n\n\t\t(4)\tOPTION 4: In addition to the requirements of paragraph (a)(2) of this AD, accomplish the following in accordance with technical data approved by the Manager, Seattle Aircraft Certification Office (for affected Boeing series airplanes), or the Manager, Los Angeles Aircraft Certification Office (for affected McDonnell Douglas series airplanes): \n\n\t\t\t(i)\tProvide a cargo compartment fire extinguishing system in the Class B cargo compartment that provides an initial fire extinguishant concentration of at least 5 percent of the empty compartment volume of Halon 1301 or equivalent, and a fire suppression extinguishant concentration of at least 3 percent of the empty compartment volume of Halon 1301 or equivalent, for a period of time not less than 90 minutes. \n\n\t\t\t(ii)\tProvide a smoke or fire detection system in the Class B cargo compartment that meets the requirements of FAR 25.858 (Amdt. 25-54) and also provides an aural and visual warning to the crewmembers in the passenger compartment. \n\n\t\t\t(iii)\tProvide a means from the flight deck to shut off ventilation system inflow to the Class B cargo compartment. \n\n\t\t\t(iv)\tProvide a barrier between the Class B cargo compartment and the passenger compartment to prevent the penetration of smoke or flames from the cargo compartment into the passenger compartment. The barrier must extend from the cargo compartment floor to the upper crown area of the fuselage, and from the right sidewall to the left sidewall of the cargo compartment, completely isolating the cargo compartment from the passenger compartment. The barrier and associated seals/interfaces must meet the requirements of FAR 25, Appendix F, Part III (Amdt. 25-60). \n\n\t\t\t(v)\tProvide appropriate protection of the cockpit voice and flight data recorders, and all systems or components required for safe flight and landing of the airplane, unless it can be demonstrated that these systems are not susceptible to damagein the event of a fire in the Class B cargo compartment. \n\n\t\t\t(vi)\tProvide illumination of the Class B cargo compartment as specified in paragraphs (b)(4)(vi)(A) and (b)(4)(vi)(B) of this AD: \n\n\t\t\t\t(A)\tGeneral area illumination of the cargo with an average illumination of 0.1 foot-candle measured at 40-inch intervals both at one-half the pallet or container height, and at the full pallet or container height, or as approved by the FAA. \n\n\t\t\t\t(B)\tIllumination of the longitudinal access pathways, required by paragraph (a)(2)(iv) of this AD, with an average illumination of .05 foot-candle when measured at 40-inch intervals along a line that is within 2 inches of and parallel to the floor centered on the pathway, or illumination under visibility conditions likely to occur in the cargo compartment in the event of a fire, as approved by the FAA. \n\n\t\t\t(vii)\tEstablish FAA-approved procedures and training for responding to alarms, and monitoring and controlling cargo compartment fires.(viii) \tProvide a viewport into the Class B cargo compartment from the passenger compartment. The viewport must be located such that a crewmember can readily identify the overall smoke conditions in the compartment prior to entering it.\n \n\t\t\t(ix)\tDemonstrate the following features and functions: \n\n\t\t\t\t(A)\tFire extinguishant concentration, required by paragraph (b)(4)(i) of this AD, by flight test. \n\n\t\t\t\t(B)\tSmoke or fire detection system, required by paragraph (b)(4)(ii) of this AD, by flight test. \n\n\t\t\t\t(C)\tPrevention of smoke penetration into occupied compartments (refer to FAR 25.857(b)2 and 25.855(e)2), demonstrated by flight test. \n\n\t\t\t\t(D)\tCargo accessibility, as specified in paragraph (a)(2)(iv) of this AD. \n\t\t\t(x)\tProvide the following systems and equipment: \n\n\t\t\t\t(A)\tProvide appropriate protective garments for two persons stored in the passenger compartment, adjacent to the Class B cargo compartment entrance. \n\t\t\t\t(B)\tProvide a minimum of 120 minutes of protective breathing for one person, and an additional 30 minutes of protective breathing for an additional person. This equipment must meet the requirements of Technical Standard Order (TSO) C-116, Action Notice 8150.2A, or equivalent, and at least 30 minutes of the total protective breathing must be stored adjacent to the Class B cargo compartment entrance. All protective breathing equipment must be located outside the cargo compartment. \n\n\t\t\t(xi)\tRevise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following statement: \n\n\t\t\t\t"FOR EACH FLIGHT IN WHICH CARGO IS TRANSPORTED \t\t\t\tIN THE CLASS B CARGO COMPARTMENT: \n\t\t\t\tPrior to flight, a crewmember who is assigned firefighting \n\t\t\t\tresponsibility for the flight must make a visual inspection \n\t\t\t\tthroughout the Class B cargo compartment for familiarization, \t\t\t\tafter the cargo door is closed and secured." \n\n\tNOTE 3: This visual inspection is in no manner intended to relieve the pilot ofhis/her responsibility to ensure safe operation of the airplane, as required by FAR 91.3. \n\n\t(c)\tCompliance with paragraph (b)(1) or (b)(2) of this AD constitutes terminating action for the requirements of paragraph (a) of this AD. Compliance with paragraph (b)(3) or (b)(4) of this AD constitutes terminating action for the requirements of paragraphs (a)(1) and (a)(3) of this AD. \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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate (for affected Boeing series airplanes); or the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate (for affected McDonnell Douglas series airplanes). Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, of the Seattle ACO, orthe Manager of the Los Angeles ACO, as appropriate. \n\n\tNOTE 4: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO or the Los Angeles ACO. \n\n\tNOTE 5: Alternative methods of compliance previously granted for Amendment 39- 6557, AD 89-18-12 R1; or Amendment 39-6986, AD 91-10-02; continue to be considered as acceptable alternative methods of compliance with this amendment. \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\tThis AD supersedes AD 91-10-02, Amendment 39-6986, which superseded AD 89-18- 12 R1, Amendment 39-6557. \n\n\t(f)\tThis amendment becomes effective on May 2, 1993.
95-15-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Aerospatiale Model ATR42 series airplanes. This action requires replacement of the currently installed side brace pins of the main landing gear (MLG) with new pins. This amendment is prompted by a report of a ruptured pin on an in-service airplane. The actions specified in this AD are intended to prevent failure of the side brace pins and the subsequent collapse of the MLG.
76-09-01: 76-09-01 BEECH: Amendment 39-2589. Applies to Models 65, A65 and A65-8200 (Serial Numbers L-1, L-2, L-3, LF-7, LF-8 and LC-1 thru LC-335), Model 70 (Serial Numbers LB-1 thru LB-35), and Models 65-80, 65-A80, 65-A80-8800 and 65-B80 (Serial Numbers LD-1 thru LD-494) airplanes. Compliance: Required as indicated, unless already accomplished. To provide instruction on the operation of the emergency exit door, within the next 100 hours' time in service after the effective date of this AD, accomplish the following: A) On all airplanes, below the existing emergency exit operating instructions placard, install P/N 50-535033-7 decal or an equivalent pressure sensitive decal which reads: "DO NOT OPEN IN FLIGHT" B) On all airplanes, except Model 65-B80, add Airplane Flight Manual Supplement P/N 1313300 dated March 28, 1975, or later date, to the existing FAA-approved flight manual. C) On Model 65-B80 airplanes, examine the FAA-approved flight manual to verifythat it is P/N 50-590211-1A3, revised May 30, 1975, and if not, install same in the airplane. This amendment becomes effective April 30, 1976.
92-25-04: 92-25-04 BOEING: Amendment 39-8419. Docket No. 92-NM-108-AD.\n \n\tApplicability: Model 737 series airplanes, as listed in Boeing Alert Service Bulletin 737- 35A1037, dated February 13, 1992, and Boeing Alert Service Bulletin 737-35A1038, dated March 19, 1992; and Model 757 series airplanes, as listed in Boeing Alert Service Bulletin 757- 35A0010, dated February 13, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent maintenance test stop plungers from interfering with proper deployment of oxygen masks, accomplish the following: \n\n\t(a)\tFor Model 737 series airplanes: Within 900 flight hours or 6 months after the effective date of this AD, whichever occurs later, accomplish the requirements of paragraphs (a)(1) and (a)(2) of this AD. \n\n\t\t(1)\tModify the test stop plungers in the oxygen box assemblies in the lavatories in accordance with Boeing Alert Service Bulletin 737-35A1037, dated February 13, 1992.(i)\tAs an alternative action, operators may accomplish the modification of the test stop with the oxygen box assembly removed from the airplane. \n\n\t\t\t(ii)\tIn lieu of the method for reidentification of the test stop prescribed in the service bulletin, operators may use an alternative method of reidentification if it is approved by the cognizant FAA Principal Maintenance Inspector (PMI). \n\n\t\t(2)\tModify the oxygen box assemblies in modular lavatory "A" in accordance with Boeing Alert Service Bulletin 737-35A1038, dated March 19, 1992. \n\n\t(b)\tFor Model 757 series airplanes: Within 900 flight hours or 6 months after the effective date of this AD, whichever occurs later, modify the test stop plungers in the oxygen box assemblies in the lavatories and at doors 1 and 4 flight attendant seats in accordance with Boeing Alert Service Bulletin 757-35A0010, dated February 13, 1992. \n\n\t\t(1)\tAs an alternative action, operators may accomplish the modification of the test stop with the oxygen box assembly removed from the airplane. \n\n\t\t(2)\tIn lieu of the method for reidentification of the test stop prescribed in the service bulletin, operators may use an alternative method of reidentification if it is approved by the cognizant FAA Principal Maintenance Inspector (PMI). \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle 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, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThe modifications shall be done in accordance with Boeing Alert Service Bulletin 737-35A1037, dated February 13, 1992; Boeing Alert Service Bulletin 737-35A1038, dated March 19, 1992; or Boeing Alert Service Bulletin 757-35A0010, dated February 13, 1992; 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. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on December 23, 1992.
96-18-05: This amendment supersedes an existing priority letter airworthiness directive (AD), applicable to Bell Helicopter Textron, A Division of Textron Canada Ltd. (BHTC) Model 206L, 206L-1, and 206L-3 helicopters, that currently requires a visual inspection of the tailboom skin in the areas around the nutplates and in the areas of the tailboom drive shaft cover retention clips for cracks and corrosion using a 10-power or higher magnifying glass. This amendment requires the same actions as the existing AD, but corrects a part number that was incorrectly stated in that AD. This amendment is prompted by a recent accident and several reports of fatigue cracks in the tailboom skin in the areas around the nutplates for the tail rotor fairing and in the areas of the tail rotor drive shaft cover retention clips. The actions specified by this AD are intended to prevent failure of the tailboom and subsequent loss of control of the helicopter.
77-08-03: 77-08-03 GRUMMAN AMERICAN AVIATION CORPORATION: Amendment 39- 2873. Applies to Model AA-5A, serials AA5A-0001 through AA5A-0340 and Model AA-5B, serials AA5B-0001 through AA5B-0451 airplanes equipped with an alternate static source system. Compliance required prior to further flight under Instrument Flight Rules (IFR) or night flight, or within the next 25 hours day Visual Flight Rules (VFR) time in service after the effective date of this AD or the next scheduled inspection, whichever comes first, unless already accomplished. To prevent faulty altitude, airspeed, and vertical speed indications from being presented to the pilot, accomplish the following: Disassemble, clean, lubricate, and reassemble the alternate static source valve, Gerdes part number A-1390, and leak test the static system in accordance with the following procedure: 1. Remove static source valve knob and jamb nut. 2. Note static line routing and remove lines from valve body. 3. Remove attach screws and valve assembly from aircraft. 4. Disassemble valve by removing hex bushing from forward end of valve and pushing valve shaft thru valve body. 5. Wipe and save all grease from valve shaft with a clean lint-free cloth. 6. Clean inside valve body with a lint-free cloth. 7. Blow compressed air thru fittings into valve body to clear ports. 8. Reclean inside of valve body. 9. Lubricate O-rings only with a very thin film of grease removed in Step 5. Keep rest of shaft dry. 10. Reassemble valve, mark serial number plate with a red dot, reinstall in instrument panel and reconnect lines to their respective ports. 11. Conduct a static system leak test according to the procedure in Grumman American Service Bulletin No. 160, dated March 21, 1977, or FAA Advisory Circular AC 43- 203A (Ref. FAR 23.1325). Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. This amendment becomes effective April 19, 1977.
95-15-11: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Jetstream Model 4101 airplanes. This action requires a visual inspection of the passenger seat belt assemblies to determine if certain seat belt shackles are installed, and replacement of those shackles with improved ones. This amendment is prompted by reports indicating that certain passenger seat belt shackles have failed. The actions specified in this AD are intended to prevent reduced effectiveness of the passenger safety restraint system during take-off and landing or in an emergency situation, due to failure of the passenger seat belt shackles.
90-25-17: 90-25-17 SOCATA GROUPE AEROSPATIALE: Amendment 39-6807. Docket No. 90-CE-45-AD. Applicability: Models TB9, TB10, TB20, and TB21 airplanes (all serial numbers), certificated in any category. Compliance: Required within the next 25 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent possible uncontrolled release of flammable fluids into the engine compartment and engine malfunction because of loss of oil, accomplish the following: (a) Visually inspect the mounting bases of the oil cooler inlet and outlet elbows and the sponsons located near the outlet fittings for cracks or distortions. (1) If no cracks or distortions are found, return the airplane to service. (2) If cracks or distortions are found, prior to further flight remove the damaged cooler and install a new engine oil cooler as specified below in accordance with SOCATA Groupe AEROSPATIALE TB Aircraft Mandatory Service Bulletin No. 50/1, undated:Model Oil Cooler Part Number TB9-TB10 Z00.12258.64 TB20 Z00.12258.513 TB21 Z00.12258.518 (b) Airplanes may be flown in accordance with FAR 21.197 and 21.199 to a location where the AD can be accomplished. (c) An alternate method of compliance or adjustment to the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, 15 Rue de la Loi, B-1040, Brussels, Belgium. NOTE 1: The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Staff. NOTE 2: All persons affected by this directive may obtain copies of the document referred to herein upon request to SOCATA Groupe AEROSPATIALE, Socata Product Support, Aeroport Tarbes-Ossun-Lourdes, B P 930, 65009 Tarbes Cedex, France; Telephone 62.41.74.26; Facsimile62.41.74.32; or the Product Support Manager, U.S.; AEROSPATIALE, 2701 Forum Drive, Grand Prairie, Texas 75053; Telephone (214) 641-3614; Facsimile (214) 641-3527; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6807, AD 90-25-17) becomes effective on January 3, 1991.
90-14-07: 90-14-07 MCDONNELL DOUGLAS: Amendment 39-6647. Docket No. 90-NM-104-AD. \n\n\tApplicability: Models DC-9-81, -82, -83, and -87 series airplanes, and Model MD-88 airplanes, delivered between December 30, 1989, and May 8, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of elevator control, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, conduct a visual inspection to determine the date on the elevator control tab identification tag (P/N 5910413-507/-508). The identification tag is located on the inboard side of the second hinge cutout from the inboard end of the control tab. \n\n\tNOTE: Do not use the date on the P/N 5910413-407/-408 tag, which is similar. \n\n\t\t1.\tConfirm that the elevator control tab assembly has not been changed from that which was delivered on the airplane; \n\n\t\t2.\tIf the elevator control tab assembly has been changed since the delivery of the airplane, the identification tag date of the original tab must be ascertained by inspection of the original part. \n\n\t\t3.\tIf the date on the identification tag is between December 30, 1989, and May 8, 1990, accomplish the following: \n\n\t\t\ta.\tRemove access opening door no. 3523A, left-hand, and 3624A, right-hand. (Reference Maintenance Manual 6-23-00, Figure 2.) \n\n\t\t\tb.\tCheck the elevator control tab fitting in the clevis area using Webster pliers, or equivalent per Douglas Process Specification (DPS) 1.05. Non-heat treated (soft) parts will exhibit a reading of less than 10 on the Webster pliers. Properly heat treated parts will have a reading of 10 or greater on Webster pliers, which is equivalent to Rockwell "B" 78-87, Rockwell "E" 103-107, or Brinell 126-147. \n\n\tNOTE: Remove all paint and primer locally before using Webster pliers. An invalid reading will be obtained if any paint remains in the indentation area. \n\n\tNOTE: Do not use conductivity readings as a methodof acceptance. \n\n\tB.\tIf the fittings are properly heat treated, no further action is required. \n\n\tC.\tIf the fittings have a Webster pliers reading of less than 10, before further flight, remove the fittings and replace them with fittings exhibiting a Webster pliers reading of 10 or greater. \n\n\tD.\tIf only one fitting per airplane is found to be soft, special 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\tE.\tAny elevator control tab fitting, P/N 5937825-1/-2, that fails the hardness test specified in paragraph A.3.b., above, shall not be subsequently installed on any airplane, unless the fitting is heat treated to meet the requirements in paragraph A.3.b. \n\n\tF.\tReplacement of the elevator control tab fittings with those exhibiting a Webster pliers reading of 10 or greater, constitutes an acceptable alternate means of compliance with the requirements of this AD. \n\n\tG.An 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 (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. \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: Business Unit Manager of Publications, C1-HCO (54-60). 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 EastSpring Street, Long Beach, California. \n\n\tThis amendment (39-6647, AD 90-14-07) becomes effective on July 23, 1990.
93-01-22: 93-01-22 FOKKER: Amendment 39-8476. Docket 92-NM-177-AD. Applicability: Model F28 Mark 0100 series airplanes; serial numbers 11244 through 11365, inclusive, and 11367; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To ensure that the cabin attendants seated in the forward and aft cabin attendant seats can reach their oxygen masks in emergency situations, accomplish the following: (a) Within 6 months after the effective date of this AD, modify the oxygen drop-out panels of the forward and aft cabin attendant positions, in accordance with Fokker 100 Service Bulletin SBF100-35- 003, dated March 23, 1992. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The modification shall be done in accordance with Fokker 100 Service Bulletin SBF100- 35-003, dated March 23, 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 NorthCapitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on March 10, 1993.
93-09-01: 93-09-01 BOEING: Amendment 39-8568. Docket 92-NM-209-AD. \n\n\tApplicability: Model 747-400 series airplanes, passenger and combi configurations, line positions 696 through 906, inclusive; Model 757 series airplanes, line numbers 1 through 488, inclusive; and Model 767 series airplanes, line numbers 1 through 421, inclusive; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent an improper electrical connection of the fire extinguishing system due to a damaged discharge cartridge or electrical connector on the fire extinguisher bottle, accomplish the following: \n\n\t(a)\tWithin 120 days after the effective date of this AD, conduct a detailed visual inspection to detect damage to the discharge cartridges and the electrical connectors on each fire extinguisher bottle installed in auxiliary power unit (APU), cargo compartment, and engine fire extinguishing systems, in accordance with Boeing Alert Service Bulletin 747-26A2210, dated October 29, 1992 (for Model 747-400 series airplanes); Boeing Alert Service Bulletin 757-26A0032, dated October 22, 1992, as amended by Notice of Status Change 757-26A0032 NSC 2, dated February 4, 1993 (for Model 757 series airplanes); or Boeing Alert Service Bulletin 767-26A0089, dated October 22, 1992 (for Model 767 series airplanes); as applicable. The operational tests of the discharge cartridges specified in the Accomplishment Instructions of the applicable service bulletin are not required to be performed prior to accomplishing the detailed visual inspection required by this paragraph. Since an operational test of the fire extinguishing system can be successfully completed even if there is a damaged pin or connector, this inspection must be performed by visually examining the discharge cartridge and the electrical connector. \n\n\t(b)\tIf any damage is detected during the inspection required by paragraph (a) of this AD, prior to further flight, replace the damaged item with a serviceable part and perform an operational test of the bottle discharge cartridge circuit in accordance with Boeing Alert Service Bulletin 747-26A2210, dated October 29, 1992 (for Model 747-400 series airplanes); Boeing Alert Service Bulletin 757-26A0032, dated October 22, 1992, as amended by Notice of Status Change 757-26A0032 NSC 2, dated February 4, 1993 (for Model 757 series airplanes); or Boeing Alert Service Bulletin 767-26A0089, dated October 22, 1992 (for Model 767 series airplanes); as applicable. Any discrepancy detected as a result of the operational test must be corrected prior to further flight. \n\n\t(c)\tThe cross-wiring end-to-end functional tests required by AD 89-03-51, Amendment 39-6213, do not have to be accomplished following performance of the inspection required by paragraph (a) of this AD, if the inspection is accomplished one discharge cartridge at a time. \n\n\t(d)\tAs of the effective date of this AD, no person shall install a fire extinguisher bottleon any airplane unless the discharge cartridge and electrical connector have been inspected in accordance with this AD. \n\n\t(e)\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, Seattle 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, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(f)\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(g)\tThe inspection and replacement shall be done in accordance with Boeing Alert Service Bulletin 747-26A2210, dated October 29, 1992 (for Model 747-400 series airplanes); Boeing Alert Service Bulletin 757-26A0032, dated October 22, 1992, and Notice of Status Change 757-26A0032 NSC 2, dated February 4, 1993 (for Model 757 series airplanes); or Boeing Alert Service Bulletin 767-26A0089, dated October 22, 1992 (for Model 767 series airplanes); 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 Company, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(h)\tThis amendment becomes effective on June 9, 1993.
77-01-07: 77-01-07 PRATT & WHITNEY AIRCRAFT: Amendment 39-2807. Applies to all Pratt & Whitney Aircraft JT9D-3A, -7, -7H, -7A, -7AH, -7F and -20 turbofan engines containing fifth stage turbine hubs, P/N 704705, 714905, 718905, 719205, and 726805. Compliance required as indicated. To prevent cracking and possible failure of fifth stage turbine hubs, the cyclic life limits on these parts have been reduced below the figures currently approved. Unless already accomplished, remove from service fifth stage turbine hubs prior to reaching the revised life limit listed below or within the next 25 cycles in service after the effective date of this AD, whichever is later. Hub Part Number Previous Life Limit (Cycles) Revised Life Limit (Cycles) 704705 15,000 7,000 714905 15,000 6,000 718905 8,000 5,000 719205 8,000 5,000 726805 8,000 5,000 Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering & Manufacturing Branch, New England Region, may adjust the 25 cycle compliance interval to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. (NOTE: Pratt & Whitney Alert Service Bulletin No. 4671 pertains to this subject.) This amendment becomes effective upon publication in the Federal Register.
66-03-02: 66-03-02 HUGHES: Amdt. 39-181, Part 39, Federal Register January 14, 1966. Applies to Models 269A, 269A-1, and 269B Helicopters. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To eliminate a possible navigational hazard, accomplish the following: (a) On helicopters with the 12-volt electrical system, remove the existing tail position light bulb and replace it with General Electric No. 1777 bulb or FAA-approved equivalent. (b) On helicopters with the 24-volt electrical system, remove the existing bulb and replace it with a Grimes No. 1683 bulb or FAA-approved equivalent. (Hughes Service Notices Nos. 2A-54 (269A), 2A-1-21 (269A-1 and (2B-22), (269B) dated October 28, 1965, pertain to this same modification.) This directive effective January 14, 1966.
90-18-05: 90-18-05 BOEING: Amendment 39-6713. Docket No. 89-NM-280-AD. \n\n\tApplicability: Model 767 series airplanes, line numbers 002 through 299, certificated in any category. \n\n\tCompliance: Required within the next 18 months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent structural failure of the vertical stabilizer from overpressurization in the event of a rupture of the fuselage under the dorsal fin, accomplish the following: \n\n\tA.\tInstall a cover plate and a panel assembly over the lightening and access holes in the vertical stabilizer forward closure rib, in accordance with Boeing Alert Service Bulletin 767- 55A0007, dated June 22, 1989. \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, 1601 Lind Avenue SW, 5th Floor, Renton, Washington, or Seattle Aircraft Certification Office, 1601 Lind Avenue SW, 2nd Floor, Renton, Washington. \n\n\tThis amendment (39-6713, AD 90-18-05) becomes effective on October 9, 1990.
78-11-09: 78-11-09 SHORT BROTHERS LIMITED: Amendment 39-3217. Applies to Model SD3-30 airplanes, S/Ns 3003 through 3010, certificated in all categories. Compliance required prior to accumulating 5000 landings or within 100 landings after the effective date of this AD, whichever occurs later, unless already accomplished. To prevent failure of the main landing gear swivel assembly, remove the swivel sub- assembly, P/N 17684-1, -3, -7, -9, or -9A, the flange collar, P/N SD3-40-0023, and associated fasteners and replace with a swivel sub-assembly, P/N 17684-13, flanged collar, P/N SD3-40- 0040xB, and new fasteners all in accordance with paragraph 2, "Accomplishment Instructions", of Short Brothers Limited Mandatory Service Bulletin SD3-32-03, Revision 3, dated March 3, 1978, or an FAA-approved equivalent, and paragraph 10, "Accomplishment Instructions" of Menasco Manufacturing Service Bulletin 32-8, Revision 1, dated January 24, 1978, or an FAA- approved equivalent. This amendmentbecomes effective June 6, 1978.
97-03-13: 97-03-13 CASA: Amendment 39-9918. Docket 96-NM-89-AD. Applicability: All Model C-212 series airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (d) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent the settings for therudder pedals from restricting the flight crew in its ability to move the rudder to its maximum certified deflection, which could result in insufficient deflection and consequent reduction in controllability of the airplane, accomplish the following: (a) As of the effective date of this AD, prior to each flight, adjust the left and right rudder pedal setting mechanisms in accordance with CASA Flight Operation Instructions COM 212-245, Revision 1, dated November 16, 1993, until the modification required by paragraph (b) of this AD has been accomplished. (b) Within 6 months after the effective date of this AD, modify the left and right rudder pedal assemblies by installing stops and other parts, in accordance with CASA Service Bulletin SB-212-27-47, Revision 1, dated April 13, 1994. Accomplishment of this modification constitutes terminating action for the repetitive adjustments required by paragraph (a) of this AD. (c) For CASA Model C-212 series airplanes listed in CASA Service Bulletin SB-212-27-47, Revision 1, dated April 13, 1994: Within 6 months after the effective date of this AD, replace the attachment rails for the pilot and co-pilot seats in accordance with CASA Service Bulletin SB-212-27-47, Revision 1, dated April 13, 1994. (d) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The actions shall be done in accordance with CASA Flight Operation Instructions COM 212-245, Revision 1, dated November 16, 1993; and CASA Service Bulletin SB-212-27-47, Revision 1, dated April 13, 1994, which contains the following list of effective pages: Page Number Revision Level Shown on Page Date Shown on Page 1-5, 8, 14-17, 19-23, 26, 34, 35 1 April 13, 1994 6, 7, 9-13, 18, 24, 25, 27-33 Original September 14, 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 Construcciones Aeronauticas, S.A., Getafe, Madrid, Spain. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street,NW., suite 700, Washington, DC. (g) This amendment becomes effective on March 14, 1997.
96-10-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires inspections of the handrail assembly at the main entrance door to detect loose or missing rivets, abnormal movement between the handrail pivot-tube and the spigot that attaches to the bearing assembly, and cracks on the handrail pivot-tube. It also requires repair or replacement of the assembly, if necessary, and provides for two optional terminating actions. This amendment is prompted by a report indicating that fatigue cracks and loose rivets were found on the handrail assembly of the main passenger entrance door on an in-service airplane. The actions specified by this AD are intended to prevent these conditions, which can lead to the failure of the door handrail assembly; such failure could allow the door to fall free and subsequently cause injury to people on the airplane or on the ground.
94-25-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires installation of additional venting between the flight deck and the passenger compartment. This amendment is prompted by results of an engineering analysis that revealed there was insufficient venting in the forward stowage and wardrobe assembly. The actions specified by this AD are intended to prevent injury to the crew resulting from structural failure of the bulkhead between the flight deck and the passenger compartment in the event of windshield failure and subsequent rapid decompression.
90-22-06: 90-22-06 AIRBUS INDUSTRIE: Amendment 39-6775. Docket No. 90-NM-12-AD. Applicability: All Model A300-B2, A300-B2K, and A300-B4 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural capability of the horizontal stabilizer, accomplish the following: A. Perform a visual inspection of the upper skin and spar web joining parts of the trimmable horizontal stabilizer (THS), in accordance with either the "preferred" or "alternative" method as described in Airbus Industrie Service Bulletin A300-55-0035, dated September 11, 1989, as follows: 1. For airplanes that have accumulated less than 11,000 landings, perform the initial inspection within 1,000 landings after the effective date of this AD, or prior to the accumulation of 11,400 landings, whichever occurs first. 2. For airplanes that have accumulated 11,000 or more landings, but less than 16,000 landings, perform the initial inspection within 400 landings after the effective date of this AD, or prior to the accumulation of 16,200 landings, whichever occurs first. 3. For airplanes that have accumulated 16,000 or more landings, perform the initial inspection within 200 landings after the effective date of this AD. B. If the "preferred inspection method" (THS support fitting removed), as specified in Airbus Industrie Service Bulletin A300-55-0035, dated September 11, 1989, is used to accomplish the inspection required by paragraph A. of this AD, proceed as follows: 1. If a crack indication is found in the top integral skin, accomplish the following: a. If the crack extends to the outer box top skin, repair prior to further flight in a manner approved by the Manager, Standardization Branch, ANM-113. Perform repetitive inspections at intervals approved by the Manager, Standardization Branch, ANM-113. b. If the crack does not extend to the outer box top skin, and there is no crackin the joining part, prior to further flight, accomplish either subparagraph (1) or (2), below: (1) Revise the FAA-approved Airplane Flight Manual (AFM) to impose the operational limits specified in the service bulletin for Vmo/Mmo and CCI, and install placards showing these limits in a prominent position in the cockpit until a permanent repair is made. Thereafter, repeat the inspection every 350 landings. Stop drill the ends of the crack and cold-expand the stop drill holes when the crack length is between the limits specified in the service bulletin; or (2) Repair in accordance with the service bulletin. After repair, conduct repetitive high frequency eddy current (HFEC) inspections of the visible area of the integral top skin and the reinforcing plate web finger areas at intervals not to exceed 7,500 landings. c. If the crack does not extend to the outer box top skin, and a crack is detected in the joining part, repair prior to further flight, in accordance withthe service bulletin. After repair, conduct repetitive HFEC inspections at intervals not to exceed 7,500 landings, in accordance with the service bulletin. 2. If no crack indication is found in the top integral skin, accomplish the following: a. If no crack indication is found in the joining part, repeat the inspection required by paragraph A. of this AD at intervals not to exceed 6,000 landings. b. If a crack indication is found in the joining part, repair prior to further flight, in a manner approved by the Manager, Standardization Branch, ANM-113. After repair, conduct repetitive HFEC inspections at intervals not to exceed 7,500 landings, in accordance with the service bulletin. C. If the "alternative inspection method" (THS support fitting installed), as specified in Airbus Industrie Service Bulletin A300-55-0035, dated September 11, 1989, is used to accomplish the inspection required by paragraph A. of this AD, proceed as follows: 1. If a crack indication is found in the top integral skin, accomplish the following: a. If the crack extends to the outer box top skin, repair prior to further flight in a manner approved by the Manager, Standardization Branch, ANM-113. b. If the crack does not extend to the outer box top skin, remove the THS support fitting and inspect the joining part using an HFEC inspection technique, in accordance with the service bulletin. (1) If the joining part is cracked, repair prior to further flight, in accordance with the service bulletin. After repair, conduct repetitive HFEC inspections at intervals not to exceed 7,500 landings, in accordance with the service bulletin. (2) If the joining part is not cracked, prior to further flight, accomplish either subparagraph (a) or (b), below: (a) Revise the FAA-approved Airplane Flight Manual (AFM) to impose the operational limits specified in the service bulletin for Vmo/Mmo and CCI, and install placards showing these limits in a prominent position in the cockpit until permanent repair is made. Thereafter, repeat the inspection every 350 landings. Stop drill the ends of the crack and cold-expand the stop drill holes when the crack length is between the limits specified in the service bulletin; or (b) Repair in accordance with the service bulletin. After repair, conduct repetitive HFEC inspections at intervals not to exceed 7,500 landings, in accordance with the service bulletin. 2. If no crack indication is found in the top integral skin, repeat the inspection required by paragraph A. of this AD at intervals not to exceed 1,700 flights. D. An 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. E. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6775, AD 90-22-06) becomes effective on November 21, 1990.