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2016-16-01: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 Freighter, -200, and -300 series airplanes. This AD was prompted by a report of a manufacturing defect that affects the durability of affected parts in the cargo and cabin compartment. This AD requires an inspection of affected structural parts in the cargo and cabin compartments to determine if proper heat treatment has been done, and replacement if necessary. We are issuing this AD to prevent crack initiation and propagation, which could result in reduced structural integrity of the fuselage.
79-03-01 R1: 79-03-01 R1 MCDONNELL DOUGLAS: Amendment 39-3403, as amended by Amendment 39-5632. Applies to Model DC-9-10, -20, -30, -40, -50 Series Airplanes, including (Military C-9A, C9B, and VC-9C) airplanes certificated in all categories, fuselage numbers F/N 1 through F/N 880, which correspond to the factory serial numbers listed in Douglas DC-9 Service Bulletin 57-118 dated November 4, 1977. \n\n\tCompliance required as indicated. To detect fatigue cracks and/or failure of the wing flap outboard idler hinge support fitting attachment studs, accomplish the following: \n\n\t(a)\tWithin the next 850 landings after the effective date of this AD, or before accumulating 10,000 total landings, whichever occurs later, unless already accomplished within the last 2,550 landings, and thereafter at intervals of 3,400 landings from the last inspection, accomplish the ultrasonic inspection in accordance with the instructions in McDonnell Douglas DC-9 Service Bulletin 57-118, Revision N.C., dated November 4, 1977, or later FAA-approved revision. \n\n\t(b)\tIf any one or more studs is found cracked or failed, or has accumulated 50,000 or more landings, before further flight: \n\n\t\t1.\tReplace all four studs, two PLI washers and applicable attaching parts with new original design studs and PLI washers, and applicable attaching parts; or, \n\n\t\t2.\tReplace all four studs, two PLI washers and applicable attaching parts with new studs, (upper two of original design and lower two of new design and higher heat treat), and two new design PLI washers, and applicable attaching parts, per Option 1, paragraph 2D1, Accomplishment Instructions, as prescribed in McDonnell Douglas DC-9 Service Bulletin 57-118, Revision N.C., dated November 4, 1977, or later FAA-approved revision. \n\n\t\t3.\tIf new parts are installed per (b)1 above, the requirements of this AD may be discontinued for that idler hinge(s) group of four attachment studs only, until the newly replaced parts have accumulated 10,000 landings, atwhich time reinstate the program of repetitive inspections and/or corrective actions per this AD. \n\n\t\t4.\tThe requirements per this AD may be terminated for that idler hinge(s) group of four attachment studs only, upon compliance with paragraph (b)2 above, or upon installation of two lower studs of new design and two new design PLI washers, and applicable attaching parts, per Option 1, paragraph 2.D.2., Accomplishment Instructions, as prescribed in McDonnell Douglas DC-9 Service Bulletin 57-118, Revision N.C., dated November 4, 1977, or later FAA-approved revision. \n\n\t\t5.\tCompliance with this AD notwithstanding, attachment studs must be replaced in accordance with the schedule specified in Douglas Report MDC-J0005, "DC-9 Safe Life Limits" (Reference DC-9 TC Data Sheet A6WE). \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\t(d)\tEquivalent inspection procedures and repairs may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t(e)\tUpon request of operator, an FAA maintenance inspector, subject to prior approval by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the initial and repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. \n\n\t(f)\tFor the purpose of complying with this AD, when records of landings are not available, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tAmendment 39-3403 became effective March 2, 1979. \n\n\tThis amendment, 39-5632, becomes effectiveJune 12, 1987.
82-01-09: 82-01-09 BOEING: Amendment 39-4299. Applies to Model 737 series airplanes, certificated in all categories, listed in Boeing Alert Service Bulletin No. 737-53A1042 Revision 3, or later FAA approved revision. \n\n\tTo detect, prevent, arrest, and/or repair damage due to corrosion in the lower body skins, accomplish the following: \n\n\tA.\tWithin 30 days time-in-service after the effective date of this AD, unless accomplished within the last 60 days time-in-service, and thereafter at intervals not to exceed 90 days since the last inspection, inspect the exterior body skin from body station 360 to 540 between stringers 26 right and 26 left and from body station 727 to 1016 between stringers 25 right and 25 left including areas covered by fairings for skin cracks or dished/deformed or popped rivet heads. If any of these defects are noted, prior to further flight, accomplish 1 or 2 below: \n\n\t\t1.\tInternally inspect area of distress. Clean up corrosion, repair or replace damaged structure in accordance with Section III, Part II, III, or IV of Boeing Service Bulletin 737-53A1042, Revision 3 or a later FAA approved revision or the 737 Structural Repair Manual and saturate the internal structure surface with BMS3-23 or equivalent. \n\n\t\t2.\tPerform the interim repair of Boeing Service Bulletin 737-53A1042R3NSC1, however, the repair must be replaced in accordance with 1 above within one year after installation. \n\n\tThis inspection is to continue until the inspection of paragraph B. is accomplished.\n \n\tB.\tWithin 12 months time-in-service after the effective date of this AD, unless accomplished within the last 12 months time-in-service, and at intervals not to exceed 24 months time-in-service, visually inspect the structure internally and externally for corrosion and cracks from body station 360 to 540 between stringers 26 right and 26 left and from body station 727 to 1016 between stringers 25 right and 25 left. Clean up corrosion, repair or replace damaged structure inaccordance with Boeing Service Bulletin 737-53A1042, Revision 3 or a later FAA approved revision or the 737 Structural Repair Manual and saturate the internal structure surface with BMS3-23 or equivalent. \n\n\tC.\tReplacement of all affected skin panels in accordance with Section III Part IV of Boeing Service Bulletin 737-53A1042 or a later FAA approved revision constitutes terminating action for this AD. \n\n\tD.\tAlternate means of compliance or other actions which provide an equivalent level of safety may be used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tE.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region, may adjust the repetitive inspection intervals in this AD, if the request contains substantiating data to justify the increase for the operator. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base in order to comply with the requirements of this AD.\n \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\n\tAll persons affected by this directive who have not already received the above specified alert service bulletin from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98108. \n\n\tThis Amendment becomes effective January 18, 1982.
87-07-05: 87-07-05 FAIRCHILD REPUBLIC COMPANY: Amendment 39-5596. Applies to Model F- 27 series airplanes, Manufacturer's Serial Numbers 1 through 39, and 41 through 48; equipped with wing-to-fuselage fairings, Part Numbers (P/N) 27-100102-1 or -2, and 27-100103-1, -2, -31, or -32; certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent the inflight loss of the wing-to-fuselage fairing, accomplish the following: A. Conduct a daily visual inspection of wing-to-fuselage fairing, both right and left, for cracks or looseness around screws and grommets. If cracks or looseness is found, before further flight install washer P/N AN970-3, and use washer head screw P/N AN525-10R9 in place of P/N AN509-10R9. Daily inspections are to continue until the modification of the fairings, described in paragraph B., below, is accomplished. NOTE: Caution should be used not to overtighten screws, as cracks may develop. B. Modificationof the wing-to-fuselage fairings in accordance with Fairchild Service Bulletin F27-53-9, Revision 1, dated May 13, 1959, or later FAA-approved revisions, constitutes terminating action for the daily inspection requirement of paragraph A., above. C. Alternate means of compliance or adjustment of compliance time, which provide an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. D. 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 airworthiness directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Fairchild Republic Company, Showalter Road, Hagerstown, Maryland 21740. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment supersedes AD 58-25-03. This amendment becomes effective April 20, 1987.
83-10-04: 83-10-04 MESSERSCHMITT-BOLKOW-BLOHM GMBH: Amendment 39-4653. Applies to HFB-320 airplanes serial numbers 1021-1023, 1026, 1027, 1030-1040, 1045, and 1049-1057. To prevent failure of the horizontal stabilizer attachment fittings accomplish the following, unless already accomplished: 1. Visually inspect the horizontal stabilizer attachment fittings and adjacent structure for corrosion and cracks in accordance with paragraph I of the "Accomplishment Instructions" of Messerschmitt-Bolkow-Blohm GMBH Service Bulletin 55-7 dated September 7, 1979, within 300 hours time in service or one year, whichever occurs first, for airplanes with a maximum of 1500 hours on the horizontal stabilizer on the effective date of this AD, and within 50 hours time in service or two months, whichever occurs first, for airplanes with more than 1500 hours on the horizontal stabilizer. 2. Rework the horizontal stabilizer in accordance with paragraph 7.1 or 7.2, as appropriate, of the service bulletin within the time intervals specified in the service bulletin. 3. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. 4. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective June 6, 1983.
2016-17-17: We are adopting a new airworthiness directive (AD) for all Airbus Defense and Space S.A. Model CN-235, CN-235-200, and CN-235-300 airplanes. This AD was prompted by reports of main landing gear (MLG) access doors detaching from the airplane as a result of excessive vibration and metal fatigue in the attach fittings. This AD requires modification of the MLG access door by replacing seals in the MLG fairing and, for certain airplanes, adding an additional bolt. We are issuing this AD to prevent a fracture in the MLG access door associated with excessive vibration and metal fatigue in the attach fittings. This condition could lead to MLG access door detachment and consequent impact of flight controls, resulting in reduced control of an airplane.
88-04-07: 88-04-07 BEECH: Amendment 39-5892. Applies to the following Models and serial numbered airplanes, certificated in any category, equipped with Inconel bolts and nuts in the wing lower forward spar attachments, and which have not installed Integral Fitting Spar Kit No. 90-4077-1S or 99-4023-1S or 100-4007-1S. MODELS SERIAL NUMBERS 65, A65, A65-8200 L-1, L-2, L-6, LF-7, LF-8 and LC-1 through LC-335 70 LB-1 through LB-35 65-80, 65-A80, LD-1 through LD-511 65-A80-8800, and 65-B80 65-88 LP-1 through LP-47 65-90, 65-A90, B90, and C90 LJ-1 through LJ-1087 (except LJ-1085) E90 LW-1 through LW-347 99, 99A, A99A, and B99 U-1 through U-164 (except U-50) 100 and A100 B-1 through B-247 B100 BE-2 through BE-137 NOTE: Queen Air Model 65, 70, 80, and 88 airplanes were not factory approved for field installation of Inconel wing attachment hardware, however, some of these airplanes may have had Inconel hardware installed by field approval. Compliance: Required prior to further flight after receipt of this AD unless already accomplished. To prevent possible failure of the wing lower forward spar attachment, accomplish the following: (a) Visually inspect each Inconel nut in the lower forward wing spar attachments in accordance with the instructions in Beech Service Bulletin No. 2248, dated February 1988. If no cracks are found, return the airplane to service. (b) If a crack in any nut is found, prior to further flight replace the nut with a specially marked Part No. 81790-1414 nut per Figure 2 of the above referenced Service Bulletin. (c) This AD does not apply if each affected nut has been replaced by a specially marked Part No. 81790-1414 nut per Figure 2 of the above referenced Service Bulletin. (d) Return cracked nuts to Beech Aircraft Corporation, Commercial Service, Department 52, P.O. Box 85, Wichita, Kansas 67201-0085. (e) Airplanes may be flown in accordance with FAR 21.197 to a location where thisAD can be accomplished. (f) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209; telephone (316) 946-4400. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Beech Aircraft Corporation, Commercial Service, Department 52, Wichita, Kansas 67201-0085, or these documents may be examined at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment, 39-5892, becomes effective on April 18, 1988 to all persons except those to whom it has already been made effective by priority letter from the FAA dated February 24, 1988, and is identified as AD 88-04-07.
2000-23-05: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model BAC 1-11 401/AK and 410/AQ airplanes, that requires replacement of certain landing gear brake accumulators with improved accumulators. The actions specified by this AD are intended to prevent loss of hydraulic pressure and possible structural damage to the airplane due to failure of the accumulator. This action is intended to address the identified unsafe condition.
2016-16-15: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400, -401, and -402 airplanes. This AD was prompted by reports of chafing damage due to insufficient clearance on the main landing gear (MLG) stabilizer brace, the nacelle A-frame structure, and the adjacent electrical wiring harnesses. An insufficient fillet radius may also exist on certain airplanes. This AD requires, depending on airplane configuration, an inspection of the nacelle A-frame structure for insufficient fillet radius; an inspection for cracking of affected structure, and rework or repair if necessary, and rework of the nacelle A-frame structure; repetitive inspections of the nacelle A-frame structure and the MLG stabilizer brace for insufficient clearance and damage, and repair if necessary, and rework of the nacelle A-frame structure, which would terminate the repetitive inspections; installation of new stop brackets and a shim on each MLG stabilizer brace assembly; andrework of the electrical wiring harnesses in the nacelle area. We are issuing this AD to [[Page 55354]] detect and correct chafing damage and subsequent premature cracking and fracture of the nacelle A-frame structure, which could result in failure of the MLG stabilizer brace and loss of the MLG down-lock indication, which could adversely affect the safe landing of the airplane.
84-22-03: 84-22-03 McDONNELL DOUGLAS: Amendment 39-4952. Applies to McDonnell Douglas Model DC-9-10, -20, -30, -40, -50, and C-9 (Military) series airplanes which have been modified in accordance with McDonnell Douglas Service Bulletin 57-118 and/or production equivalent, certificated in all categories. Compliance required as indicated unless previously accomplished. \n\n\tTo detect cracked wing flap outboard hinge lower stud(s) due to hydrogen embrittlement, and prevent failure of the wing hinge bracket, accomplish the following: \n\n\tA.\tPrior to the accumulation of 10,400 landings or within 400 landings, whichever occurs later, from effective date of this AD, ultrasonically inspect the flap hinge fitting lower studs for cracking in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A57-162, dated April 27, 1984, or later FAA approved revisions. \n\n\tB.\tIf no cracking is found, no further action is required. \n\n\tC.\tIf cracking is found, replace all four studs in accordance withthe Accomplishment Instructions of Paragraph 2 of McDonnell Douglas DC-9 Alert Service Bulletin A57-162, dated April 27, 1984, or later FAA approved revisions. \n\n\tD.\tAlternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also 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 November 20, 1984.