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75-25-02: 75-25-02 BOEING: Amendment 39-2444. Applies to Boeing Model 737 series airplanes, serial numbers 19013 to 20544, inclusive, that have: \n\n\ta.\tBeen modified in accordance with Boeing Service Bulletin Nos. 737-52-1004 and/or 737-52-1034; or \n\tb.\tReceived the equivalent of Boeing Service Bulletin No. 737-52-1034 in production. Airplanes in this category are those listed under Group II of Boeing Service Bulletin No. 737-52- 1054. \n\tCompliance required as indicated unless already accomplished. \n\tTo eliminate possible interference between the escape hatch handle cover and the hatch lining and to ensure that the hatch may be easily opened from outside the airplane, accomplish the following: \n\t\tA.\tWithin 30 days time in service from the effective date of this AD, unless already accomplished within the last 200 days, perform both inside and outside operational checks of the overwing exits and visually inspect condition of hatch handle cover assembly for wear, abrasion, and corrosion.Repair or replace as necessary with serviceable parts. \n\t\tB.\tWithin 90 days time in service from the effective date of this AD, unless already accomplished, rework hatch handle cover in accordance with Boeing Service Bulletin No. 737-52-1054, or later approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Accomplishment of this paragraph constitutes terminating action for this AD. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effectiveJanuary 5, 1976.
70-11-01: 70-11-01 BOEING: Amdt. 39-992 as amended by Amendment 39-1078. Applies to Boeing Model 747-100 Series airplanes. \n\tCompliance required within the next 40 flights after the effective date of this AD on aircraft having 960 or more flights, and thereafter at intervals not to exceed 40 flights from the last inspection. \n\tTo detect cracking in the wing trailing edge aft flap support arms of Boeing Model 747-100 series airplanes accomplish the following or an alternate procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\t(a)\tInspect the wing trailing edge aft flap support arms for cracks in accordance with Boeing Alert Service Bulletin No. 27-2024, or later FAA approved revision. \n\t(b)\tIf no crack is found, repeat the inspection for cracks at intervals not to exceed 40 flights. \n\t(c)\tIf crack is found: \n\t\t(1)\tand the crack length is 0.4 inches or greater, replace flap support arm with a serviceable part of the same part number in accordance with Boeing ASB 27-2024 (or later FAA approved revision) before further flight. After replacement repeat visual inspection per (b). \n\t\t(2)\tand the crack length is less than 0.4 inches, the part may be continued in service provided that no more than one cracked support arm per flap panel exists. Parts so continued in service must be inspected at intervals not to exceed 20 flights, subject to the provisions of (c)(1) above. \n\t(d)\tRepetitive inspections may be discontinued upon replacement of the existing aft flap support arm assemblies with new, improved support arm assemblies per Boeing Service Bulletin No. 27-7024, revision 2, or later FAA approved revision. Replacement of an existing support arm assembly with the new improved support arm assembly eliminates inspection requirement at that location only. \n\tAmendment 39-992 effective May 25, 1970. \n\tThis Amendment (39-1078) becomes effective September 15, 1970.
2017-22-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400, 747-400F, and 747-8F series airplanes. This AD was prompted by reports of failure of the fastener assemblies on the crew access ladder handrails. This AD requires replacing the fastener assemblies. We are issuing this AD to address the unsafe condition on these products.
87-15-03: 87-15-03 AVCO LYCOMING TEXTRON: Amendment 39-5660. Applies to Avco Lycoming Textron ALF502R and ALF502L series turbofan engines. Compliance is required as indicated, unless already accomplished. To prevent failure of the gas producer turbine (GPT) spacer which can result in loss of engine power, accomplish the following: (a) Remove from service GPT spacer, Part Number (P/N) 2-121-071-28, 2-121-071-30, 2-121-071-20, or 2-121-071-24 in accordance with Avco Lycoming Textron Service Bulletin (SB) Number ALF502R-72-0163 or ALF502L-72-0163, dated June 8, 1987, as follows: (1) Prior to accumulating 1,000 cycles in service after the effective date of this AD, spacers with 6,000 cycles since new (CSN) or greater on the effective date of this AD. (2) Prior to accumulating 7,000 CSN, spacers with 5,000 CSN or greater and less than 6,000 CSN on the effective date of this AD. (3) Prior to accumulating 6,000 CSN, spacers with 4,000 CSN or greater and less than 5,000 CSN on the effective date of this AD. (4) Prior to accumulating 5,000 CSN, spacers with 3,000 CSN or greater and less than 4,000 CSN on the effective date of this AD. (5) Prior to accumulating 4,400 CSN, spacers with 2,100 cycles or greater and less than 3,000 CSN on the effective date of this AD. (6) Prior to accumulating 3,500 CSN, spacers with less than 2,100 CSN on the effective date of this AD. (b) Prior to engine reassembly, inspect GPT spacers which were removed from service to comply with paragraph (a) above in accordance with Avco Lycoming Textron SB ALF502R-72-0163 or ALF502L-72-0163, dated June 8, 1987. For disk assemblies with a GPT spacer cracked through radially from the inside diameter to the rim, remove from service, prior to further flight, the first and second stage turbine disks, the sealing plate, and the cracked spacer. NOTE: Avco Lycoming Textron SB's ALF502R-72-002, Revision 16, and ALF502L-72-0004, Revision 16, revised April 3,1987, added GPT spacer P/N's 2-121-071-31 and 2-121-071-35, respectively, and decreased the cyclic life of all gas producer turbine spacers from 16,600 cycles to 3,500 cycles. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Engine Certification Office, New England Region, may adjust the compliance times specified in this AD. Avco Lycoming Textron SB's ALF502R-72-0163, dated June 8, 1987, and ALF502L-72-0163, dated June 8, 1987, identified and described in this document, are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Avco Lycoming Textron, 550 South Main Street, Stratford, Connecticut 06497. These documents also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket Number 87-ANE-12, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5660, becomes effective on July 24, 1987.
89-11-05: 89-11-05 MCDONNELL DOUGLAS HELICOPTER COMPANY: Amendment 39-6217. Applicability: Model 369A (OH-6A) and H series helicopters, certificated in any category, which are equipped with strap pack assemblies, P/N 369A1706-BSC, and have fiberglass tail rotor blades, P/N 369A1607-BSC, 369A1710-BSC, -9, -11 or -13, installed. (Docket No. 89-ASW-07). NOTE: Strap pack assemblies installed with aluminum tail rotor blades, P/N 369A1613, are not affected by the finite service life reduction unless the strap pack assemblies have been operated with fiberglass tail rotor blades that have been previously installed; in which case, the reduction in finite life applies. Compliance: Required as indicated, unless already accomplished. To prevent possible fatigue failure of the tail rotor strap pack assembly, which could result in loss of control of the helicopter, accomplish the following: (a) Within 15 days after the effective date of this AD, conduct an inspection ofthe helicopter log book to determine if a listed fiberglass blade is, or previously has been, installed on the affected tail rotor strap pack assemblies. (b) For tail rotor strap pack assemblies, P/N 369A1706-BSC, which have been equipped with a listed fiberglass blade and for the strap packs for which the blade type cannot be determined, the following applies: (1) For strap pack assemblies which have 3,200 or more hours' time in service on the effective date of this AD, replace the strap pack with a serviceable unit within the next 50 hours' time in service. (2) For strap pack assemblies which have less than 3,200 hours' time in service on the effective date of this AD, replace the strap pack with a serviceable unit before the accumulation of 3,250 hours' time in service. (c) In accordance with Sections 21.197 and 21.199, the helicopter may be flown to a base where compliance with the AD may be accomplished. This amendment (39-6217, AD 89-11-05) becomes effective on June 6, 1989.
61-06-05: 61-06-05 DOUGLAS: Amdt. 270 Part 507 Federal Register March 23, 1961. Applies to All DC-8 Series Aircraft. \n\n\tCompliance required within the next 20 hours' time in service, unless already accomplished in accordance with Douglas Alert Bulletin dated February 24, 1961. \n\n\tAs a result of reported instances of loosened rudder boost piston end assembly locknut, the following must be accomplished. \n\n\tRefer to DC-8 Overhaul Manual, Chapter 27-19-2, page 18. Visually inspect for loose locknut P/N NAS 509-16 and proper installation and safetying to locknut of lockwasher P/N NAS 513-16. Insure that lockwasher is not installed backwards and that tang on lockwasher is engaged in notch in piston end and that piston has not rotated out of its proper position. If any discrepancies are found, they must be corrected in accordance with the DC-8 Overhaul Manual and Douglas Alert Bulletin dated February 24, 1961, prior to further flight. \n\n\tThis directive becomes effective upon publicationin the Federal Register for all person except those to whom it was made effective immediately by individual telegrams dated March 8, 1961.
83-12-02: 83-12-02 PILATUS BRITTEN-NORMAN LTD.: Amendment 39-4668. Applies to Model BN-2A MK III Trislander Series airplanes (all serial numbers), not incorporating Britten- Norman Mod. NB/M/908, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent the structural failure of the rudder drive lever support assembly and loss of rudder control, within the next 100 hours time-in-service after the effective date of this AD, accomplish the following: a) Replace the rudder drive lever support assembly attachment rivets with bolts in accordance with the instructions in "Part I" of the "Rectification" section of Britten-Norman Service Bulletin No. BN-2/SB.102, Issue 1, dated May 12, 1977 (hereinafter referred to as the SB). b) Visually inspect the corners of the two rudder lever mounting channels for cracks in accordance with the "Inspection" section of the SB. 1) If no evidence of cracks in the lever mounting channels is found, repeat the inspection for cracks specified in paragraph b) of this AD at intervals not exceeding 100 hours time-in-service. 2) If cracks less than 0.25 inches in length are found, within the next 25 hours time-in-service, stop drill ends of cracks and install the modification described in "Part 2" of the "Rectification" section of the SB. 3) If cracks greater than 0.25 inches in length are found, before further flight, stop drill end of cracks and install the modification described in "Part 2" of the "Rectification" section of the SB. c) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. d) The repetitive inspections required by paragraph b) of this AD may be discontinued upon installation of the modification as described in "Part 2" of the "Rectification" section of the SB. e)Aircraft may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. f) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on July 27, 1983.
2017-22-12: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 757-200, -200PF, and -200CB series airplanes. This AD was prompted by reports of slats disbonding on airplanes on which the terminating actions of AD 2005-07-08 had been performed. We have also received reports of slats disbonding on airplanes outside of the applicability of AD 90-23-06, AD 91-22-51, and AD 2005-07-08, which also addressed slat disbonding. This AD requires determining the type of trailing edge slat wedges of the leading edge slats, repetitive inspections for disbonding on certain trailing edge slat wedges, and corrective actions if necessary. This AD also provides an optional terminating action for the repetitive inspections. We are issuing this AD to address the unsafe condition on these products.
61-06-03: 61-06-03 DOUGLAS: Amdt. 264 Part 507 Federal Register March 11, 1961. Applies to All DC-7 and DC-7B Aircraft, Fuselage Numbers 1 to 720 Inclusive, Having in Excess of 8,000 Hours' Time in Service. \n\n\tCompliance required as indicated. \n\n\tThere have been thirteen (13) reported cases of upper front spar cap cracking on DC-7 Series aircraft. Cracking usually occurs in spar cap tangs in the area of the Station 60 attachments and progresses chordwise. In addition, service experience has shown that the temporary repair of the above difficulty per Douglas Rework Drawing 5611387 does not have the service life originally anticipated. As a result of this service experience, the upper and lower, front and center spar caps in the area of wing Station 60, with special attention to the spar cap tangs between wing Stations 55 and 65, must be visually or radiographically inspected for cracks as follows: \n\n\t(a) The upper and lower, front and center spar caps must be inspected within the next 450 hours' time in service unless already accomplished. Aircraft inspected prior to issuance of this AD must also comply with the repetitive inspections, rework and/or repairs specified in (b), (c), (d), and (e). \n\n\t(b) The upper front and center spar caps must be reinspected at intervals not to exceed 1,600 hours' time in service. \n\n\t(c) The lower front and center spar caps must be reinspected at intervals not to exceed 3,250 hours' time in service. \n\n\t(d) If cracks are found, FAA approved permanent rework or temporary repair of the spar cap is required prior to further flight except ferry flight in accordance with provisions of CAR 1.76. Temporary repairs may be made per Douglas Rework Drawing 5611387, or FAA approved equivalent, providing crack limitations as established on this drawing have not been exceeded. Douglas DC-7 Service Bulletin No. 167 revised June 3, 1960, contains an FAA approved permanent rework consisting of Kit X plus the appropriate kits from the following list as indicated on Page 4 of the service bulletin: A, B, C, D, E, S, U, H, J, K, L. \n\n\t(e) Aircraft incorporating a temporary repair must be reinspected at intervals not to exceed 750 hours' time in service pending the accomplishment of an FAA approved permanent rework. Permanent rework must be accomplished within 4,200 hours' time in service after incorporating the temporary repair. \n\n\t(f) The special inspections specified in this AD are no longer required after an FAA approved permanent rework is accomplished. \n\n\t(Douglas DC-7 Service Bulletin No. 167 revised June 3, 1960, covers this subject.) \n\n\tThis directive effective April 11, 1961. \n\n\tRevised May 6, 1961.
2017-23-09: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2A12 (CL-601 Variant) and CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604 Variants) airplanes. This AD was prompted by a determination that the bushing holes on the engine mount rib might not conform to the engineering drawings and that certain inspections of the engine mount rib must be included in the airworthiness limitations section (ALS) of the Instructions for Continued Airworthiness (ICA). This AD requires revising the maintenance or inspection program to incorporate certain airworthiness limitation items (ALIs). We are issuing this AD to address the unsafe condition on these products.