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2009-18-20: 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: One Long Range operator experienced a failure of one spoiler servo-control, associated with surface deflection in flight and hydraulic leak. On ground, this servo-control Part Number (P/N) MZ4306000-02X was found with the maintenance cover broken. Investigations showed that the rupture of the maintenance cover was due to pressure pulse fatigue. * * * The rupture of the maintenance cover in flight may result in the deflection of the associated spoiler surface up to the null- hinge position (loss of the hydraulic locking). It may also result in the loss of the associated hydraulic system (external leakage). In the worst case, the three hydraulic systems may be affected, which constitutes an unsafe condition. * * * * * Loss of the three hydraulic systems could result in reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
85-25-04: 85-25-04 BOEING: Amendment 39-5179. Applies to Boeing Model 737-100, -200, and -300 airplanes certificated in any category. Compliance required within 45 days of the effective date of this amendment, unless already accomplished. \n\n\tTo ensure proper door opening and escape slide deployment, accomplish the following: \n\n\tA.\tFor airplanes which have accomplished AD 85-19-04, inspect escape slides and modify escape slide containers in accordance with Boeing Service Bulletin 737-25A1182, Revision 2, Part IV, dated November 12, 1985, or later FAA approved revisions. \n\n\tB.\tFor airplanes which have not accomplished AD 85-19-04, accomplish inspections, escape slide installation modifications, and functional tests, in accordance with Boeing Service Bulletin 737-25A1182, Revision 2, Parts I, III, and IV, dated November 12, 1985, or later FAA-approved revisions. \n\n\tC.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tUpon request of an operator, an FAA Maintenance Inspector, subject to prior approval by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the compliance times in this AD, if the request contains substantiating data to justify the increase for the operator. \n\n\tE.\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 and/or modifications required by this AD. \n\n\tAll persons affected by this proposal who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment supersedes Airworthiness Directive (AD) 85-19-04, Amendment 39- 5141 (50 FR 38505; September 23, 1985). \n\tThis Amendment becomes effective December 20, 1985.
54-23-01: 54-23-01 DOUGLAS: AD 54-23-01 as amended by amendment 39-3353. Applies to All Models DC-6, DC-6A and DC-6B Series Aircraft including military models. \n\n\tCompliance required as indicated. \n\n\tAs a result of a recent fuselage failure leading to rapid loss of cabin pressure and on the bases of information of other previous structural failures in the same locality, all fuselages in the propeller plane areas must be inspected and/or reworked as follows between stringers 23 to 26 and between Stations 217 and 280 on the left side and Stations 238 and 280 on the right side: \n\n\t1. (a) For aircraft with total service time greater than 10,000 hours the two specified areas shall be subjected to a through external inspections at each scheduled daily inspection but not to exceed 40 hours of operation. This inspection shall consist of close visual check for any evidence of skin cracks of any size or cracks in the toilet service panel pan, together with application of hand pressure at numerous points to detect any evidence of structural softness caused from stringer failures or failures of attachments of stringers to frames. For aircraft in which forward toilet has been removed, the service panel pan inspection door shall be readily openable or removable to permit the inspection of that pan. \n\n\t\t(b) If any skin cracks are evidence of structural softness is found, the airplane shall be flown unpressurized until thorough internal inspection of the area is accomplished and any failures properly repaired. \n\n\t\t(c) In any event, a thorough internal inspection of the specified areas and repair of all failures shall be accomplished within the next 2,000 hours of operations. \n\n\t\t(d) Following the first complete internal inspections and/or repairs as necessary, external inspection per item 1(a) shall be continued at intervals not to exceed 500 hours of operation, and complete internal inspection and/or rework shall be accomplished when any evidence of cracks or structural softness are found but in any event at periods not to exceed each 2,000 hours of operation. \n\n\t2. For aircraft with total time of less than 10,000 hours, the inspections of item 1(a) shall be conducted at periods not to exceed every 200 hours operations time. Action in item 1(b) shall be taken when any evidence of skin cracks or structural softness is found. \n\n\t3. When rework is made in accordance with Douglas Service Bulletin No. 602 revised September 29, 1955, for the Model DC-6, Service Bulletin No. 602 revised September 22, 1955, for the Model DC-6B and Service Bulletin No. 610 dated October 14, 1955, for the Model DC-6A; or equivalent, the inspections of items 1, 2 and 4 may be discontinued. \n\n\t4. (a) Aircraft modified for unpressurized operations by a modification approved by the Chief, Aircraft Engineering Division, FAA Western Region, and in which the initial inspections and rework, if required, have been accomplished in accordance with paragraphs 1 and 2 may:(b) At intervals not to exceed 200 hours' time in service, in lieu of the time intervals of paragraph 1 and 2, inspect the area specified by paragraph 1(a) in accordance with an FAA approved maintenance program. \n\n\t\t(c) If any skin cracks or evidence of structural softness is found, paragraph 1(c) must be accomplished. \n\n\t\t(d) Restoration of the cabin pressurization system to operational status negates the relief provided by paragraphs 4(a) and 4(b). \n\n\t5. Equivalent inspection procedures and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t6. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes without differential pressure, to a base for the accomplishment of inspections required by this AD. \n\n\tThis amendment 39-3353, amending AD 54-23-01, becomes effective December 1, 1978.
90-06-02: 90-06-02 BOEING: Amendment 39-6489. Docket No. 89-NM-67-AD. \n\n\tApplicability: Model 737 series airplanes, listed in Boeing Document No. D6-38505, Revision C, dated December 11, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural failure, accomplish the following: \n\n\tA.\tExcept as provided below, prior to reaching the incorporation thresholds listed in Boeing Document No. D6-38505, Revision C, dated December 11, 1989, "Aging Airplane Service Bulletin Structural Modification Program - Model 737-100/-200/-200C" (hereinafter called "the Document"), or within the next 4 years after the effective date of this AD, whichever occurs later, accomplish the structural modifications listed in Section 3 of the Document. Modifications for which the incorporation threshold is identified in the Document as a specific date must be accomplished by that date in lieu of the 4 years specified in this paragraph.NOTE: The modifications required by this paragraph do not terminate the inspection requirements of any other AD unless that AD specifies that any such modification constitutes terminating action for the inspection requirements. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, 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\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\tThe modifications shall be done in accordance with Boeing Document D6-38505, Revision C, dated December 11, 1989, "Aging Airplane Service Bulletin Structural Modification Program - Model 737-100/-200/-200C." This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington; or at the Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington; or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, D.C. \n\n\tThis amendment (39-6489, AD 90-06-02) becomes effective on April 17, 1990.
76-23-01: 76-23-01 SIAI-MARCHETTI: Amendment 39-2764. Applies to Model S205-18/R, S205-20/R, and S205-22/R airplanes, S/N 5-406 and below, Model S208 and S208A airplanes, S/N 4-64 and below, Model F260 and F260B airplanes, S/N 101 through 125, 2-26 through 2-61, 3-76, 3-78, 3-80, 3-84, 502, 10-09, and 20-01, certificated in all categories. Compliance is required within the next 10 hours time in service after the effective date of this AD, unless already accomplished within the last 40 hours time in service, and thereafter at intervals not to exceed 50 hours time in service from the last inspection. To detect wear of the switch lever safety guard on the landing gear control switch and prevent the possible unwanted extension or retraction of the landing gear in flight, accomplish the following: (a) Inspect the landing gear control switch P/N 205-8-069-01 for wear of the switch lever safety guard as follows: (1) For S205, S208, and S208A series airplanes in accordance with the "Instruction for Inspections", paragraph (a) steps 1 and 2, of SIAI Marchetti Service Bulletin No. 205B44 dated July 3, 1976, or an FAA-approved equivalent. (2) For F260 and F260B series airplanes in accordance with the "Instruction for Inspections", paragraph (a) steps 1 and 2 of SIAI Marchetti Service Bulletin No. 260B20 dated July 3, 1976, or an FAA-approved equivalent. (b) If wear is found to exceed the limits contained in the applicable service bulletin as a result of the inspections required in paragraph (a) of this AD, before further flight, replace landing gear control switch, P/N 205-8-069-01 with a serviceable part as follows: (1) For S205, S208, and S208A series airplanes in accordance with the "Instruction for Replacement", paragraph (b), of SIAI Marchetti Service Bulletin No. 205B44 dated July 3, 1976, or an FAA-approved equivalent, and thereafter continue to reinspect in accordance with paragraph (a) of this AD. (2) For F260, and F260B series airplanes in accordance with the "Instruction for Replacement", paragraph (b), of SIAI Marchetti Service Bulletin No. 260B20 dated July 3, 1976, or an FAA-approved equivalent, and thereafter continue to reinspect in accordance with paragraph (a) of this AD. This amendment becomes effective on November 18, 1976.
89-10-10: 89-10-10 McDONNELL DOUGLAS: Amendment 39-6209. \n\n\tApplicability: McDonnell Douglas Model DC-9 Series, Model DC-9-80 series, including Model MD-88, and C-9 (Military) series airplanes, equipped with hinged evacuation slide cover assemblies, as listed in McDonnell Douglas Alert Service Bulletin A25-299, Revision 1, dated September 23, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo minimize the possibility of an unusable emergency exit, accomplish the following: \n\n\tA.\tWithin 6 months after the effective date of this AD, replace the evacuation slide girt bar forward stowage clip in accordance with the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A25-299, Revision 1, dated September 23, 1988. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, 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. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, CL-100 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment(39-6209, AD 89-10-10) becomes effective on June 12, 1989.
90-19-13: 90-19-13 MCDONNELL DOUGLAS: Amendment 39-6734. Docket No. 90-NM-169-AD. \n\n\tApplicability: All McDonnell Douglas Model DC-8F, -61F, -62F, -63F, -71F, -72F, and -73F series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated. \n\n\tTo prevent inadvertent opening of the main cargo door in flight, a condition which could result in loss of pressurization and control of the aircraft, accomplish the following: \n\n\tA.\tExcept as provided in paragraph B. of this AD, within 14 calendar days after the effective date of this AD, unless previously accomplished within the last 30 days, remove sealant in accordance with Figure 1, Step 2, and perform the torque test on the cargo door latch spool fitting attach bolts, in accordance with the Accomplishment Instructions for Group 1, Phase 1, of McDonnell Douglas DC-8 Service Bulletin 52-82, Revision 2, dated January 22, 1990. \n\n\tNOTE: The requirements of this AD are applicable to all Model DC-8F series airplanes, regardless of effectivity as specified in the McDonnell Douglas Service Bulletin. \n\n\t\t1.\tIf a bolt breaks, prior to further flight, replace it with a new bolt and seal in accordance with Figure 1 of the Service Bulletin. \n\n\t\t2.\tIf a bolt passes the torque test, prior to further flight, retorque the bolt and seal in accordance with the Accomplishment Instructions for Group 1, Phase 1, of the Service Bulletin. \n\n\tB.\tThe test required by paragraph A. of this AD is not required for Inconel bolts, part numbers RA21026-7-23, 77711-7-24, and 3D0031-7-24. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base for the accomplishment of the requirements of this AD. \n\n\tD.\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 (ACO), FAA, Transport Airplane Directorate.NOTE: The request should be submitted directly to the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, P. O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications, C1-HDR (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6734, AD 90-19-13) becomes effective on October 1, 1990.
2009-25-01: We are adopting a new airworthiness directive (AD) to supersede AD 91-18-19, which applies to certain Hawker Beechcraft Corporation (Hawker) (Type Certificate Numbers 3A15, 3A16, and A23CE formerly held by Raytheon Aircraft Company; formerly held by Beech Aircraft Corporation) Models 58, 58A, 58P, 58PA, 58TC, 58TCA, 95-B55, 95-B55A, A36, A36TC, B36TC, E55, E55A, F33A, and V35B airplanes. AD 91- 18-19 currently requires you to do a one-time inspection of the pilot and copilot shoulder harnesses for an incorrect washer and replace any incorrect washer with the correct washer. Since we issued AD 91-18-19, we have found that the applicability of AD 91-18-19 was incorrectly stated when the Model A36TC airplane was omitted from the Applicability section. Consequently, this AD would retain the actions and the serial number (SN) applicability of AD 91-18-19 and realign the SN applicability for Models A36TC and B36TC airplanes. We are issuing this AD to detect and correct an incorrectwasher installed in the pilot and copilot shoulder harnesses. This incorrect part could result in a malfunctioning shoulder harness. Such a malfunction could lead to occupant injury.
91-22-03: 91-22-03 MCDONNELL DOUGLAS: Amendment 39-8063. Docket No. 90-NM-97-AD. \n\n\tApplicability: Model DC-9 series airplanes (including C-9 Military), Model DC-9-80 (MD-80) series airplanes, and Model MD-88 airplanes; operating in passenger, passenger/cargo, or all-cargo configuration; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent unexpected tailcone deployment on landing, accomplish the following: \n\n\t(a)\tWithin 24 months after August 8, 1987 (the effective date of Amendment 39-5665, AD 87-13-09), install a visual indicating means, which is approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate, that will signal the appropriate flight crew members when the tailcone is not attached to the airplane. \n\n\tNOTE: Any modification to install a tailcone missing indicating system that was previously determined by the FAA to comply with AD 87-13-09, meets the requirements of this paragraph. \n\n\tNOTE: Modification is not required on all-cargo configured airplanes for which an alternative method of compliance was approved for AD 87-13-09, in which the tailcone release system has been deactivated and the tailcone latches are positively retained in the latched position in a manner acceptable to the Manager, Los Angeles ACO, FAA, Transport Airplane Directorate. However, the tailcone release system must be reactivated prior to further flight upon conversion to a passenger or passenger/cargo configuration. \n\n\t(b)\tWithin 24 months after the effective date of this amendment, for airplanes listed in McDonnell Douglas Service Bulletin 53-199, Revision 3, dated July 15, 1991, accomplish either paragraph (b)(1) or (b)(2) of this AD, as applicable: \n\n\t\t(1)\tModify airplanes in a passenger or passenger/cargo configuration by installing the "tailcone unsafe" indicating system in accordance with paragraph 2. of the Accomplishment Instructions of McDonnellDouglas Service Bulletin 53-199, Revision 3, dated July 15, 1991. Modification previously accomplished in accordance with McDonnell Douglas Service Bulletin 53-199, dated November 25, 1987; Revision 1, dated March 22, 1988; or Revision 2, dated March 17, 1989; is considered to comply with the requirements of this paragraph. \n\n\t\t(2)\tModify airplanes in an all-cargo configuration by deactivating the tailcone release system in a manner approved by the Manager, Los Angeles ACO, FAA, Transport Airplane Directorate. However, the tailcone release system must be reactivated and the procedures specified in paragraph (b)(1) of this AD must be accomplished prior to further flight upon conversion to a passenger or passenger/cargo configuration. \n\n\t(c)\tFor Model DC-9-80 (MD-80) series airplanes and Model MD-88 airplanes: within 24 months after the effective date of this amendment, modify the tailcone release actuating mechanism shroud by installing a cover over the slot so the mechanism is not exposed to the cabin. This modification must be accomplished in a manner approved by the Manager, Los Angeles ACO, FAA, Transport Airplane Directorate. \n\n\t(d)\tUpon accomplishment of the procedures specified in paragraph (b)(1) of this AD, the requirements of paragraph (a) of this AD are no longer applicable and the visual indicating means installed in accordance with that paragraph may be removed. \n\n\t(e)\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(f)\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(g)\tThe installation of the "tailcone unsafe" indicating system shall be done in accordance with McDonnell Douglas Service Bulletin 53-199, Revision 3, dated July 15, 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, 3855 Lakewood Boulevard, Long Beach, California 90846; 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\tThis amendment (39-8063, AD 91-22-03) becomes effective on January 3, 1992.
66-07-01: 66-07-01\tBOEING: Amdt. 39-204 Part 39 Federal Register March 5, 1966. Applies to Models 707, 720 and 720B Series Airplanes, except Models 707-100 and 707-200 Series Airplanes With Axles Modified in Accordance With Paragraph 3, "Modification Data," of Boeing Service Bulletin 2028, or Later FAA-Approved Revision; Models 707-300, 707-400, 720, and 720B Series Airplanes with Axles Modified in Accordance With the Optional Rework Procedure of Boeing Service Bulletin No. 2221, or Later FAA-Approved Revision; Models 707-100, 707-100B, 707-200, 720 and 720B Series Airplanes with Axles Replaced in Accordance with Boeing Service Bulletin No. 2246, or Later FAA-Approved Revision; Model 707-121B; Model 707-139B; Model 707-131B; Model 707-300B Series Airplanes; Model 707-300C Series Airplanes; and Airplanes Modified to Incorporate Landing Gears With the 4 Brake Rod (Equalized Gear) Configuration. \n\n\tCompliance required as indicated. \n\n\tTo prevent further failures of the main landing gear rear axles due to hydrogen embrittlement or stress corrosion, accomplish the following:\n \n\t(a)\tWithin the next 800 hours' time in service after the effective date of this AD, unless already accomplished, and thereafter at each aft wheel brake change, accomplish the following:\n\n\t\t(1)\tVisually inspect the main landing gear aft axle for corrosion or inadequate lubrication in the region of the brake collar in accordance with paragraph 3, "Inspection Data" of Boeing Service Bulletin 1378 or later FAA-approved revision or an equivalent approved by the Aircraft Engineering Division, FAA Western Region. Remove any corrosion from the axle using the procedure described in the "NOTE" following paragraph 3.d. of Boeing Service Bulletin No. 1378 or later FAA-approved revision and grease the axle as described in paragraph 3.e. of Boeing Service Bulletin 1378 or later FAA-approved revision, before further flight. \n\n\t\t(2)\tOn Models 707-100 and -200 Series airplanes with axles reworked by chrome plating, visually inspect for cracks in the chrome plating, as described in paragraph 3, "Inspection Data" of Boeing Service Bulletin No. 1902 or later FAA-approved revision. If cracks in the chrome plating are found, remove the chrome plate, and rework any defects found in the base metal, before further flight in accordance with the "NOTE" following paragraph 3.d. of Boeing Service Bulletin No. 1902 or later FAA-approved revision applying the rework limits specified in Boeing Service Bulletin No. 1378.\n\n\t(b)\tAfter the effective date of this AD, do not chrome plate the axle, Boeing P/N's 50- 9720, 50-9720-1 and 50-9720-1S, in the area of the inner bearing for the brake collar on 707-100 and -200 Series airplanes. Axles that have been chrome plated before the effective date of this AD may be continued in service.\n \n\t(c)\tUpon request of an operator, an FAA maintenance inspector, with prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals required by 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 directive effective April 4, 1966.\n \n\tRevised December 16, 1966.