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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.)