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76-04-04: 76-04-04 MCDONNELL DOUGLAS: Amendment 39-2522 as amended by Amendment 39-2600. Applies to all Model DC-8 Series airplanes except -62, -62F, -63, and -63F, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo prevent possible fatigue failure of the wing front spar lower cap, P/N 5597838-1 or -2, accomplish the following: \n\n\t(a)\tFor those airplanes which have had the original 17 interference fit fasteners replaced that attach the #1 and #4 pylon cant bulkhead shear clips to the wing lower spar cap forward flange, comply with Paragraph (c) within the next 1600 hours time in service after the effective date of this AD or before the accumulation of 30,000 hours total time in service, whichever occurs later, unless accomplished within the last 2600 hours time in service, and thereafter at intervals not to exceed 4200 hours time in service. \n\n\t(b)\tFor those airplanes which have not had the original 17 interference fit fasteners replaced that attach the #1 and#4 pylon cant bulkhead shear clips to the wing lower spar cap forward flange, comply with Paragraph (c) within the next 3200 hours time in service after the effective date of this AD or before the accumulation of 30,000 hours total time in service, whichever occurs later, unless accomplished within the last 1000 hours time in service, and thereafter at intervals not to exceed 4200 hours time in service. \n\n\t(c)\tInspect the wing front spar lower cap, P/N 5597838-1 or -2, for cracks in accordance with the instructions in McDonnell Douglas DC-8 Alert Service Bulletin A57-82, Revision 1 dated February 6, 1976, or later FAA-approved revisions, or in accordance with an inspection method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tIf cracks are found which are limited to the lower forward horizontal tang and have not progressed aft into the lower aft tang or vertical leg of the cap, repair before further flight in accordance with DC-8 Service Bulletin57-82 dated March 17, 1976, or later FAA-approved revisions, or DC-8 Service Rework Drawing 5802723, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. If cracks are found which exceed the above limits, repair before further flight in accordance with DC-8 Service Rework Drawing 5802712, Revision "B" or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(e)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the 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 the operator. \n\n\t(f)\tThe repetitive inspections required by Paragraphs (a) or (b) may be discontinued for those airplanes which have incorporated the preventative rework, involving stress coining of the fasteners holes and installation of interference fit fasteners in accordance with either Service Rework Drawing 5802712, Revision "B", or Service Rework Drawing 5802723, or McDonnell Douglas DC-8 Service Bulletin 57-82, dated March 17, 1976, or later FAA-approved revisions, or in accordance with an equivalent rework method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tAmendment 39-2522 became effective February 25, 1976. \n\n\tThis amendment 39-2600 becomes effective May 13, 1976.
93-07-14: 93-07-14 MCDONNELL DOUGLAS: Amendment 39-8546. Docket 92-NM-171-AD. \n\n\tApplicability: Model DC-9-33F, -34, -34F, -41, and -51 series airplanes, and C-9 (military) airplanes; as listed in McDonnell Douglas DC-9 Service Bulletin 32-228, Revision 1, dated October 6, 1989; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent main landing gear wheel assembly separation during wheel rotation, accomplish the following: \n\n\t(a)\tWithin 2,000 landings or 18 months after the effective date of this AD, whichever occurs first: Conduct a one-time inspection of the main landing gear (MLG) wheel spacer retainer assemblies for correct hardness of the wheel spacer retainer assemblies and proper installation of the anti-rotation pin, in accordance with McDonnell Douglas DC-9 Service Bulletin 32-228, Revision 1, dated October 6, 1989. \n\n\t\t(1)\tIf hardness of the wheel spacer retainer assembly is within limits specified in the service bulletin, and the anti-rotation pin is properly installed, as described in the service bulletin, prior to further flight, permanently mark the wheel spacer retainer assembly with the marking "S/B 32-228." \n\n\tNOTE: Operators may use any marking procedure that does not create significant stress concentration effects. Acceptable methods include stamping or electro-chemical etch. An appropriate area to mark is the outside diameter of the wheel spacer retainer assembly, at least 2 inches away from the anti-rotation pin. \n\n\t\t(2)\tIf hardness of the wheel spacer retainer assembly is not within limits specified in the service bulletin or the anti-rotation pin is not properly installed, as described in the service bulletin, prior to further flight, replace the wheel spacer retainer assembly, in accordance with McDonnell Douglas DC-9 Service Bulletin 32-228, Revision 1, dated October 6, 1989. After accomplishing this replacement, permanently mark the wheel spacer retainer assembly withthe marking "S/B 32-228." \n\n\t(b)\tAs of the effective date of this AD, only wheel spacer retainer assemblies marked "SB 32-228" may be installed on any airplane. \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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles 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 inspection and replacement shall be done in accordance with McDonnell Douglas DC-9 Service Bulletin 32-228, Revision 1, dated October 6, 1989. 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 90846-1771, Attention: Business Unit Manager, Technical Publications, C1-HDR (54-60). Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office (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(f)\tThis amendment becomes effective on June 1, 1993.
2009-23-07: 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: During 2008, two cases of main hydraulic accumulator failure were reported, one of which was caused by corrosion. Investigation has shown that a severe failure can occur to any of the four hydraulic accumulators which are installed in the hydraulic compartment. Either one of the two end parts on the accumulator may depart from the pressure vessel due to corrosion. This condition, if not corrected, is likely to degrade the functionality of the hydraulic system, possibly resulting in degradation or total loss of control of the landing gear, flap actuation and brakes. A severe failure during flight may even result in debris penetrating and exiting the fuselage outer skin. When such a failure occurs while the aeroplane is on the ground, as in the two reported cases, this may cause severe damage to the fuselage and result in injuries to persons nearby. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
90-10-03: 90-10-03 BOEING: Amendment 39-6587. Docket No. 89-NM-264-AD. \n\n\tApplicability: Model 747 series airplanes, identified in Boeing Alert Service Bulletin 747-52A2217, dated October 19, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished.\n \n\tTo ensure proper operation of the Number 3 left and right entry door emergency evacuation slide, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD, inspect the Number 3 left and right entry door girt bar mechanism, to determine if the rod-end bearings are defective. If any rod-end bearing is defective or has failed, prior to further flight, replace the rod-end bearing with a serviceable part, in accordance with Boeing Alert Service Bulletin 747-52A2217, dated October 19, 1989. \n\n\tB.\tWithin 7 days after completion of the inspection required by paragraph A., above, report all failed and/or defective rod-end bearings detected during the inspection to the Manager, Seattle Manufacturing Inspection District Office, FAA, Transport Airplane Directorate, 7300 Perimeter Road South, Seattle, Washington 98108. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle 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, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, 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 (39-6587, AD 90-10-03) becomes effective on June 4, 1990.
85-03-08 R1: 85-03-08 R1 MCDONNELL DOUGLAS: Amendment 39-4994 as amended by Amendment 39-5025. Applies to McDonnell Douglas Model DC-9 and C-9 (Military) series airplanes, certificated in all categories. Compliance required as indicated unless previously accomplished. \n\n\tTo detect cracks in the fuselage skin adjacent to or under the lower forward VHF antenna, accomplish the following: \n\n\tA.\tFor airplanes with 2,000 or more landings, inspect for cracks in accordance with McDonnell Douglas Telex Alert Service Bulletin A53-188, dated January 9, 1985, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, within the next 150 landings after the effective date of this airworthiness directive (AD). \n\n\tNOTE: McDonnell Douglas Alert Service Bulletin A53-188, dated January 9, 1985 (or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region), is hereinafter referred to as ASBA53-188. \n\n\t\t1.\tIf cracks are found in the fuselage skin, inspect the antenna support intercostal for cracks before further flight, and repair in accordance with ASB A53-188. Reinspect the area around the repair in accordance with ASB A53-188, at intervals not to exceed 1500 landings after accomplishment of the repair. \n\n\t\t2.\tIf no cracks are found and the VHF antenna was not removed, reinspect in accordance with ASB A53-188, at intervals not to exceed 250 landings after the accomplishment of the last inspection. \n\n\t\t3.\tIf no cracks are found and the VHF antenna was removed, reinspect in accordance with ASB A53-188, at intervals not to exceed 1,000 landings after the accomplishment of the last inspection. \n\n\t\tNOTE: McDonnell Douglas is developing a preventive repair or crack preventive modification, which, when approved, will provide terminating action for this AD. The AD will be amended accordingly. \n\n\tB.\tSpecial flight permits may be issued in accordance with FAR 21.197and 21.199 to operate airplanes to a base for accomplishment of the inspections and repairs required by this AD. The aircraft must be operated without cabin pressurization and a placard installed in the cockpit, in full view of the pilots, stating: \n\n\t"OPERATION WITH CABIN PRESSURIZATION IS PROHIBITED." \n\n\tC.\tAlternative inspections, modifications, or other actions 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\tD.\tUpon request of an operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the 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\tAll persons affected by this directive who havenot 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\tAmendment 39-4994 became effective February 1, 1985. \n\n\tThis Amendment 39-5025 becomes effective April 15, 1985.
68-15-01: 68-15-01\tBOEING: Amendment 39-624. Applies to Model 727 Series airplanes listed in Parts I, II, and III of paragraph I, Planning Information . . . , 1. Airplanes Affected, of Boeing Service Bulletin No. 55-18(R-6) dated June 15, 1967, as set forth on pages 1 and 2 thereof, and hereafter referred to as Part I of 1. Airplanes Affected or Part II and Part III of 1. Airplanes Affected. \n\n\tCompliance required as indicated. \n\n\tTo detect cracks or to prevent further cracks in the lower chord of the horizontal stabilizer rear spar, accomplish the following: \n\n\t(a)\tUnless already accomplished within the last 750 hours' time in service, within the next 50 hours' time in service after the effective date of this AD or prior to 650 hours' time in service after April 10, 1966, whichever is later, and thereafter at intervals not to exceed 800 hours' time in service, inspect Model 727 Series airplanes with 350 or more hours' time in service on April 10, 1966, listed in Part I of 1. Airplanes Affected in accordance with paragraph (e) hereof. \n\n\t(b)\tUnless already accomplished within the last 750 hours' time in service, within the next 50 hours' time in service after the effective date of this AD or prior to the accumulation of 1,000 hours' time in service, whichever is later, and thereafter at intervals not to exceed 800 hours' time in service, inspect Model 727 Series airplanes with less than 350 hours' time in service on April 10, 1966, listed in Part I of 1. Airplanes Affected, in accordance with paragraph (e) hereof. \n\n\t(c)\tUnless already accomplished within the last 100 hours' time in service, within the next 700 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 800 hours' time in service, inspect Model 727 Series airplanes with 2,300 or more hours' time in service on the effective date of this AD listed in Part II and Part III of 1. Airplanes Affected in accordance with paragraph (e) hereof. \n\n\t(d)\tUnlessalready accomplished within the last 100 hours' time in service, before the accumulation of 3,000 hours' time in service, and thereafter at intervals not to exceed 800 hours' time in service, inspect Model 727 Series airplanes with less than 2,300 hours' time in service on the effective date of this AD listed in Part II and Part III of 1. Airplanes Affected in accordance with paragraph (e) hereof. \n\n\t(e)\tVisually inspect for cracks in the lower chord of the horizontal stabilizer rear spar, Stabilizer Stations 110.00 through 225.54, in accordance with Paragraph II, Accomplishment Instructions, Part I - Inspection Data, of Boeing Service Bulletin No. 55-18(R-2); dated January 3, 1966, or later FAA approved revision. \n\n\t(f)\tIf cracks are found, repair before further flight (except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed) in accordance with Paragraph II, Accomplishment Instructions, Part III - Repair Data, of Boeing Service Bulletin No. 55-18(R-2), dated January 3, 1966, or later FAA approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. After the repair is accomplished, the repetitive inspections required by this AD may be discontinued for areas repaired. \n\n\t(g)\tIf cracks are not found, the aircraft may be modified in accordance with Paragraph II, Accomplishment Instructions, Part II - Preventive Modification Data, of Boeing Service Bulletin No. 55-18(R-2) or later FAA approved revision. After the modification is accomplished, the repetitive inspections required by this AD may be discontinued for areas modified. \n\n\tNOTE: A repair in accordance with Service Bulletin 55-18 or 55-18(R-1) is considered a preventive modification. \n\n\t(h)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Regional Director, FAA Western Region, may adjust the 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\tThis supersedes Amendment 39-208 (31 F. R. 4283), AD 66-07-02. \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. 522(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Company, Commercial Airplane Division, Post Office Box 707, Renton, Washington 98055. These documents may also be examined at Room 406, Building A, FAA Western Region Office, 5651 West Manchester Avenue, Los Angeles, California 90045 and FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. An historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Headquarters in Washington, D.C. and at FAA Western Region. \n\n\tThis amendment becomes effective July 20, 1968.
2008-09-06 R1: We are adopting a new airworthiness directive (AD) for the products listed above that would revise an existing AD. 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: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, * * * Special Federal Aviation Regulation 88 (SFAR88) * * * required a safety review of the aircraft Fuel Tank System * * . * * * * Fuel Airworthiness Limitations are items arising from a systems safety analysis that have been shown to have failure mode(s) associated with an `unsafe condition' * * *. These are identified in Failure Conditions for which an unacceptable probability of ignition risk could exist if specific tasks and/or practices are not performed in accordance with the manufacturers' requirements. This AD requires actions that are intended to address the unsafe condition described in the MCAI. DATES: This AD becomes effective November 23, 2009. On June 2, 2008 (73 FR 22789, April 28, 2008), the Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD. We must receive comments on this AD by December 21, 2009.
90-25-10: 90-25-10 BOEING: Amendment 39-6822. Docket No. 90-NM-145-AD. \n\n\tApplicability: Model 747 series airplanes, line numbers 001 through 635, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent loss of redundancy in the elevator control, accomplish the following: \n\n\tA.\tFor airplanes identified as Group 1 in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, accomplish the following inspections, in accordance with the service bulletin: \n\n\t\t1.\tPrior to the accumulation of 6 years time-in-service, or within the next 6 months after the effective date of this AD, whichever occurs later, visually inspect the inboard elevator power control package (PCP) input rods, inboard elevator control rods, and elevator aft quadrant for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 15 months. \n\n\t\t2.\tWithin 15 months after the visual inspection required by paragraph A.1. of this AD, internally borescope inspect the inboard elevator PCP input rods, inboard elevator control rods, and elevator aft quadrant tube for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 30 months. \n\n\tB.\tFor airplanes identified as Group 2 in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, accomplish the following inspections in accordance with the service bulletin: \n\n\t\t1.\tPrior to the accumulation of 6 total years time-in-service, or within the next 6 months after the effective date of this AD, whichever occurs later, visually inspect the inboard elevator control rods and elevator aft quadrant for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 15 months. \n\n\t\t2.\tWithin 15 months after the visual inspection required by paragraph B.1. of this AD, internally borescope inspect the inboard elevator control rods and elevator aft quadrant tube for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 30 months. \n\n\tC.\tFor airplanes identified as Group 3 in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, accomplish the following inspections in accordance with the service bulletin: \n\n\t\t1.\tPrior to the accumulation of 6 total years time-in-service, or within the next 6 months after the effective date of this AD, whichever occurs later, visually inspect the elevator aft quadrant for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 15 months. \n\n\t\t2.\tWithin 15 months after the visual inspection required by paragraph C.1. of this AD, internally borescope inspect the elevator aft quadrant tube for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 30 months. \n\n\tD.\tIf corrosion is found as a result of the inspections required by paragraphs A., B., or C. of this AD, prior to further flight, accomplish the following: \n\n\t\t1.\tIf corrosion is found to be in excess of the allowable limits specified in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, accomplish the terminating modification for the affected component specified in paragraph F. of this AD. \n\n\t\t2.\tIf corrosion is found to be within the allowable limits specified in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, refinish in accordance with the service bulletin. \n\n\tE.\tIf cracks or deformations are found as a result of the inspections required by paragraphs A., B., or C., of this AD, prior to further flight, accomplish the terminating modification for the affected component defined in paragraph F. of this AD. \n\n\tF.\tAccomplishment of the terminating modification for all affected components, as specified in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, constitutes termination for the inspections required by paragraphs A., B., and C. of thisAD. \n\n\tG.\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\tH.\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 Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind AvenueS.W., Renton, Washington. \n\n\tAirworthiness Directive 90-25-10 supersedes AD 85-13-01, Amendment 39-5084. \n\tThis amendment (39-6822, AD 90-25-10) becomes effective on January 7, 1991.
91-12-08: 91-12-08 BOEING: Amendment 39-7019. Docket 91-NM-102-AD. \n\n\tApplicability: All Model 747-400 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated within 10 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent the use of erroneous DME information, decreased enroute RNAV accuracy, decreased terminal area navigation capabilities, and an increase in missed approaches, accomplish the following: \n\n\t(a)\tInspect the airplane or airplane records to determine if Collins distance measuring equipment (DME) part number 622-4540-120 is installed. \n\n\t\t(1)\tIf that Collins DME part number is not installed on the airplane, no further action is required. \n\n\t\t(2)\tIf that Collins DME part number is installed, prior to further flight, add the following statements to the Limitations Section of the FAA-approved airplane flight manual (AFM). This may be accomplished by placing a copy of this AD in the AFM. \n\n\t\t\t\tELECTRONICSYSTEMS \n\nFLIGHT MANAGEMENT COMPUTER SYSTEM \n\nIf the FMS-CDU message "IRS NAV ONLY" is displayed in an area where radio updating is expected, terminal area and enroute RNAV operations using the affected FMC are prohibited and the associated DME must be considered inoperative. RNAV operations may be resumed if radio updating is reestablished by the affected FMC. \n\nDISTANCE MEASURING EQUIPMENT \n\nDuring approaches requiring DME, left and right DMEs must be tuned to the same station and monitored. If a difference is noted, only that DME which results in a display of "DD" or "VD" on the navigational display may be used for approach. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Operations Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \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 in order to comply with the requirements of this AD. \n\n\tThis amendment (39-7019, AD 91-12-08) becomes effective on June 17, 1991.
92-01-03: 92-01-03 McDONNELL DOUGLAS: Amendment 39-8126. Docket No. 91-NM-137-AD. Supersedes AD 91-07-06, Amendment 39-6934. \n\n\tApplicability: Model DC-9-80 (MD-80) series airplanes and Model MD-88 airplanes, operating in a passenger or passenger/cargo configuration, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tNOTE: The requirements of this AD become applicable at the time an airplane in an all-cargo configuration is converted to a passenger or passenger/cargo configuration. \n\n\tTo prevent failure of the tailcone release system, accomplish the following: \n\n\t(a)\tPrior to 12 months in service since new, or within 90 days after March 26, 1991 (the effective date of AD 91-07-06, Amendment 39-6934), whichever occurs later, accomplish a tailcone release system functional test and inspection in accordance with the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A53-244, Revision 1, dated February 8, 1991. \n\n\t(b)\tDiscrepancies in the operation of the tailcone release system found as a result of the functional test must be repaired prior to further flight. \n\n\t(c)\tRepeat the tailcone release system functional test and inspection required by paragraph (a) of this AD at intervals not to exceed 3,500 flight hours or 18 months, whichever occurs first. \n\n\t(d)\tWithin 30 days after discovery, report any discrepancies found during the accomplishment of the inspection and functional tests required by paragraph (a) of this AD to the Manager, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California 90806-2425. 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 1990 (Public Law 96-511) and have been assigned OMB Control Number 2120-0056. \n\n\t(e)\tWithin 9 months after the effective date of this AD, replace or modify the externaltailcone release system cable and handle assemblies in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin 53-245, Revision 1, dated June 12, 1991. Accomplishment of such replacement or modification constitutes terminating action for the repetitive inspection of the exterior tailcone release handle for cracks, as required by paragraph (c) of this AD. However, the repetitive functional tests and inspections of the tailcone release system required by paragraph (c) of this AD must continue to be accomplished. \n\n\tNOTE: The following portions of the continuing repetitive functional tests and inspections of the tailcone release system are not necessary to accomplish once the replacement/modification of the cable and handle assembly is completed: Those procedures are specified in Paragraph Q. and the second paragraph of the Notes of Paragraph O., of the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A53-244, Revision 1, datedFebruary 8, 1991. \n\n\t(f)\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). \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(g)\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(h)\tThe functional test and inspection requirements of this AD shall be accomplished in accordance with McDonnell Douglas Alert Service Bulletin A53-244, Revision 1, dated February 8, 1991. The replacement or modification requirements shall be accomplished in accordance with McDonnell Douglas Service Bulletin 53-245, Revision 1, dated June 12, 1991. This incorporation by reference was approved by the Director ofthe Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, Post Office Box 1771, Long Beach, California 90801, ATTN: Business Unit Manager, Technical Publications, Technical Administration Support, C1-L5B(45-60). 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\t(i)\tAirworthiness Directive 92-01-03 supersedes AD 91-07-06, Amendment 39-6934. \n\n\t(j)\tThis amendment (39-8126, AD 92-01-03) becomes effective on February 14, 1992.