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88-24-06: 88-24-06 McDONNELL DOUGLAS: Amendment 39-6067. Applies to McDonnell Douglas Model DC-9-10 through -80 series, Model MD-88, and C-9 (Military) series airplanes, Fuselage Numbers 2 through 1510, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo preclude separation of the forward passenger or aft service door assist handle, accomplish the following: \n\n\tA.\tWithin 45 days after the effective date of this AD, inspect the forward entry and aft service doors assist handles and attachment hardware to ascertain if the proper assist handle retaining parts are installed and if the self-locking plate nuts retain appropriate locking torque, in accordance with the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A25-302, dated September 21, 1988. If any part is found to be improperly installed, replace prior to further flight, in accordance with the Service Bulletin. \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 may add any comments 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 information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846; Attention: Director of Publications, C1-L00 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment, 39-6067, becomes effective December 2, 1988.
2009-24-12: The FAA is adopting a new airworthiness directive (AD) for Honeywell International Inc. LTS101 series turboshaft and LTP101 series turboprop engines with certain gas generator turbine discs installed. This AD requires reducing the life limits for certain gas generator turbine discs. This AD results from an error in a change to the engineering drawing for the gas generator turbine disc from which Honeywell manufactured 260 discs. We are issuing this AD to prevent rupture of the gas generator turbine disc, which could result in uncontained engine failure and damage to the aircraft.
85-01-07: 85-01-07 BOEING: Amendment 39-4983. Applies to Model 737 series airplanes certificated in all categories listed in Boeing Service Bulletin 737-57-1087, Revision 4, dated November 18, 1983. Unless previously accomplished, prior to the accumulation of 10,000 landings or within 180 days or 2500 flight cycles after the effective date of this AD, whichever occurs later, accomplish the following to detect cracking which may lead to failure of the body buttock line (BBL) 70.85 rib upper chord: \n\n\tA.\tVisually inspect the BBL 70.85 rib upper chord for cracks in accordance with Table I of the Flight Safety Addendum of Boeing Service Bulletin 737-57-1087, Revision 4, or later FAA approved revisions. Repeat the inspections at intervals not to exceed 5000 landings. \n\n\tB.\tVisually inspect the BBL 70.85 rib upper chord repair angles installed in accordance with Boeing Service Bulletin 737-57-1087, Revision 2, or earlier FAA approved revisions, for cracks in accordance with Table I of the Flight Safety Addendum of Boeing Service Bulletin 737- 57-1087, Revision 4 or later FAA approved revisions. Repeat the inspection at intervals not to exceed 5000 landings. \n\n\tC.\tIf cracks are detected, prior to further flight replace or repair cracked parts in accordance with Table I of the "Accomplishment Instructions" in Boeing Service Bulletin 737- 57-1087, Revision 4, or later FAA approved revisions; and continue the repetitive inspections of paragraph A., above, at intervals not to exceed 5000 landings. \n\n\tD.\tParts repaired in accordance with the "stop drilling" interim action (a) in Table I of the "Accomplishment Instructions" of Boeing Service Bulletin 737-57-1087, Revision 4, must be reinspected at intervals not to exceed 1500 landings and must be repaired in accordance with Part III or IV of Boeing Service Bulletin 737-57-1087, Revision 4, or later FAA approved revisions, within two years of the accomplishment of the interim repair. \n\n\tE.\tThe requirements of this AD areterminated if the Preventative Modification Part III or the Special Modification Part IV of the Accomplishment Instructions in Boeing Service Bulletin 737-57-1087, Revision 3, or later FAA approved revisions, is incorporated. \n\n\tF.\tAirplanes may be ferried to a maintenance base for repairs or replacement of parts in accordance with FAR 21.197 and 21.199 with prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tG.\tFor the purpose of this AD, and when approved by an FAA Maintenance Inspector, the number of landings may be computed by dividing each airplane's time in service by the operator's fleet average time from takeoff to landing for the aircraft type. \n\n\tH.\tAlternate 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, Seattle, Washington. \n\n\tI.\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Seattle 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 an operator, if the request contains substantiating data to justify the adjustment period. \n\n\tAll persons affected by this directive 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. These documents may also be examined at FAA, Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective February 25, 1985.
89-11-01: 89-11-01 BOEING: Amendment 39-6208. \n\tApplicability: Model 737-300 series airplanes not equipped with Electronic Flight Instrument System (EFIS), certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo preclude the possibility of loss of the primary attitude display to both pilots during Instrument Meteorological Conditions (IMC) or during extended range flight, accomplish the following: \n\n\tA.\tWithin 10 days after the effective date of this AD, inspect the Inertial Reference Units (IRU) installed to determine the part number and modification status. \n\n\t\t1.\tIf both are part number S242T101-103 and neither have Mod 6 implemented, add the following restriction to the Limitations Section of the FAA-approved Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD in the AFM: \n\n\t\t\ta.\t"Instrument approach conditions are restricted to a 1000 foot ceiling and 3 miles visibility." \n\n\t\t\tb.\t"No Extended Range Operations (ETOPS)." \n\n\t\t2.\tIf one IRU is part number S242T101-103 without Mod 6 implemented, and the other IRU either has Mod 6 or is an approved part number other than S242T101-103, add the following restriction to the Limitations Section of the FAA-approved Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD in the AFM: \n\n\t\t\ta.\t"Instrument approach minimums are restricted to a 200 foot Decision Height (DH) and 1800 Runway Visual Range (RVR), (Category I)." \n\n\t\t\tb.\t"No Extended Range Operations (ETOPS)." \n\n\t\t3.\tInstall a placard on the control cabin center instrument panel clearly defining the appropriate limitation applicable to each airplane, as required by paragraphs A.1. and A.2., above. A placard restricting ETOPS is not required if ETOPS has not been approved for the airplane. Placard wording and location shall be approved by an FAA Principal Operations Inspector (POI). \n\n\tB.\tThe limitations on each airplane, as requiredby paragraph A., above, shall remain in effect until both IRU's, P/N S242T101-103, have been modified in accordance with Honeywell Service Bulletin HG1050AD-34-04, dated December 1, 1987, or Honeywell Service Bulletin HG1050AD-34-03, Revision A, dated February 15, 1989, or have been replaced by IRU P/N S242T101-105. \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) or Principal Operations Inspector (POI), as appropriate, 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 to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6208, AD 89-11-01) becomes effective on May 22, 1989.
90-26-09: 90-26-09 BOEING: Amendment 39-6835. Docket No. 90-NM-42-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Service Bulletin 727-53- 0084, Revision 4, dated August 2, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent loss of cabin pressurization due to delamination, cracking, and/or corrosion of fuselage skin circumferential joints, accomplish the following: \n\n\tA.\tWithin the next 15 months after the effective date of this AD, accomplish an external visual inspection in accordance with Part II.A. of the Accomplishment Instructions of Boeing Service Bulletin 727-53-0084, Revision 4, dated August 2, 1990, and a low frequency eddy current (LFEC) inspection in accordance with Part II.B. in the Accomplishment Instructions of the service bulletin. \n\n\t\t1.\tIf no corrosion is detected: \n\n\t\t\ta.\tRepeat the external visual inspection at intervals not to exceed 15 months; and \n\n\t\t\tb.\tRepeat theLFEC inspection at intervals not to exceed 30 months; and \n\n\t\t\tc.\tWithin 48 months after the effective date of this AD, conduct an internal close visual inspection in accordance with Part II.C. in the Accomplishment Instructions of the service bulletin. Repeat this inspection at intervals not to exceed 48 months. \n\n\t\t2.\tIf corrosion is detected, repair prior to further flight, in accordance with Part III of the Accomplishment Instructions of the service bulletin. \n\n\tB.\tWithin the next 3,000 landings or 30 months after the effective date of this AD, whichever occurs first, accomplish a high frequency eddy current (HFEC) inspection in accordance with Part II.D. of the Accomplishment Instructions of Boeing Service Bulletin 727- 53-0084, Revision 4, dated August 2, 1990. \n\n\t\t1.\tIf no cracking is detected, repeat the inspection at intervals not to exceed 4,000 landings or 48 months, whichever occurs first. \n\n\t\t2.\tIf cracking is detected, repair before further flight, in accordance with Part III in the Accomplishment Instructions of the service bulletin. \n\n\tC.\tIf the sealant has deteriorated but no cracking or corrosion is detected as a result of the inspections required by paragraphs A. and B. of this AD, reseal in accordance with Figure 5 or 6, as applicable, of Boeing Service Bulletin 727-53-0084, Revision 4, dated August 2, 1990. \n\n\tD.\tModification in accordance with Part III in the Accomplishment Instructions of Boeing Service Bulletin 727-53-0084, Revision 4, dated August 2, 1990, constitutes terminating action for the inspections required by this AD for the area modified. \n\n\tE.\tModification in accordance with Part IV in the Accomplishment Instructions of Boeing Service Bulletin 727-53-0084, Revision 4, dated August 2, 1990, constitutes terminating action for the inspections required by paragraph B. of this AD. \n\n\tF.\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\tG.\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 Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6835, AD 90-26-09) becomes effective on January 22, 1991.
77-09-08: 77-09-08 DETROIT DIESEL ALLISON: Amendment 39-2889 as revised by Amendment 39-2907. Applies to 250-C20, C20B, C20C, B17, B17B engines. Compliance required within the next 30 calendar days after the effective date of this AD, unless already accomplished. To prevent engine power loss resulting from bleed valve diaphragm failure, accomplish the following: Clip lockwire and remove the exit nozzle P/N 6874818 from the bleed valve cover. Using a small screwdriver install strainer assembly P/N 6896347 in the valve cover exit port until it is fully seated. Install the exit nozzle in the bleed valve cover. Tighten to 35-45 lb. in. CAUTION: DO NOT EXCEED 45 LB. IN.; OVERTIGHTENING MAY DAMAGE THE STRAINER. Approximately 2-3 threads of the exit nozzle will be visible when the strainer assembly is seated fully in the bleed valve. If more than three threads are visible this modification must not be accomplished and bleed valve must be removed for overhaul. To clear the bleed valvecover passages of burrs and other particles, again remove the exit nozzle and strainer assembly from the valve cover. With the throttle at IDLE CUT OFF, motor the engine in excess of 10% rpm. Using a small screwdriver, reinstall the strainer in the valve cover exit port until it is fully seated. Reinstall the exit nozzle in the bleed valve cover. Tighten to 35-45 lb. in. CAUTION: DO NOT EXCEED 45 LB. IN.; OVERTIGHTENING MAY DAMAGE THE STRAINER. Approximately 2-3 threads of the exit nozzle will be visible when the strainer is fully seated in the bleed valve. Secure the exit nozzle with lockwire. (Detroit Diesel Allison Commercial Engine Bulletins No. 1116 for the 250-C20 series and No. 1071 for the 250-B17 series engines also pertain to this subject.) Amendment 39-2889 became effective June 10, 1977. This amendment 39-2907 becomes effective July 18, 1977.
73-10-05: 73-10-05 MCDONNELL DOUGLAS: Amdt. 39-1638. Applies to Model DC-10-10, DC-10-30, DC-10-30F and DC-10-40 airplanes. \n\n\tCompliance required as follows unless already accomplished: \n\n\t(A)\tWithin 1200 hours time in service after the effective date of this AD, for those aircraft not operated in flight more than 30 minutes flight time to a landing at a suitable airport as defined in FAR 121.197. \n\n\t(B)\tWithin 300 hours time in service after the effective date of this AD, for those aircraft operated in flight more than 30 minutes flight time to a landing at a suitable airport as defined in FAR 121.197. \n\n\tTo prevent hydraulic fluid loss in the rudder standby power hydraulic system loops from inducing an additional failure in an adjacent second hydraulic system and to maintain flight control system margin capability, accomplish the following: \n\n\t\t1.\tInstall restrictors in the inlet to the motor side of the nonreversible motor pumps per McDonnell Douglas Service Bulletin 29-40, dated January 9, 1973, or later FAA-approved revisions or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA, Western Region. \n\n\t\t2.\tModify hydraulic piping in the 2-1 nonreversible motor pump system per McDonnell Douglas Service Bulletin 29-46, dated March 9, 1973, or later FAA-approved revisions or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA, Western Region. \n\n\t\t3.\tIn order to prevent nonreversible motor pump cavitation, install a system approved by the Chief, Aircraft Engineering Division, FAA, Western Region, to provide inflight capability to shut off hydraulic flow to motor side of the nonreversible motor pumps. \n\n\tThis amendment becomes effective May 15, 1973.
88-01-05 R1: 88-01-05 R1 MCDONNELL DOUGLAS: Amendment 39-5816 as amended by Amendment 39-6015. Applies to McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, -40, and KC-10A (Military) series airplanes, fuselage numbers 1 through 400, certificated in any category. \n\n\tCompliance required as indicated unless previously accomplished. \n\n\tTo prevent inboard and outboard flap vane separation due to loose, broken or corroded primary (aft) attach bolts or nuts, accomplish the following: \n\n\tA.\tWithin 15 days after the effective date of Amendment 39-5816 (January 20, 1988), unless accomplished since June 6, 1987, inspect the flap vane primary (aft) attach bolts and nuts in accordance with the Phase I, Accomplishment Instructions, of McDonnell Douglas DC-10 Alert Service Bulletin No. A57-107, dated June 22, 1987. \n\n\tB.\tWithin 60 days after the effective date of this amendment, unless accomplished since June 6, 1987, and thereafter at intervals not to exceed two years, inspect the flap vane primary (aft) attach bolts and nuts in accordance with the Phase II, Accomplishment Instructions, of McDonnell Douglas DC-10 Alert Service Bulletin No. A57-107, Revision 1, dated June 26, 1987, or Revision 2, dated September 3, 1987. \n\n\tC.\tIf cracked, broken, or corroded bolts or nuts are found, during the inspections required by paragraphs A. or B., above, before further flight, replace with airworthy bolts and nuts, in accordance with Phase I or II, Accomplishment Instructions of McDonnell Douglas DC-10 Alert Service Bulletin No. A57-107, Revision 1, dated June 26, 1987, or Revision 2, dated September 3, 1987. \n\n\tD.\tReplacement of primary (aft) inboard and outboard flap vane attach bolts and nuts with Inconel bolts and A286 CRES nuts, in accordance with Phase III, Accomplishment Instructions of McDonnell Douglas DC-10 Alert Service Bulletin No. A57-107, Revision 1, dated June 26, 1987, or Revision 2, dated September 3, 1987, constitutes terminating action for the repetitive inspection requirement of this AD. \n\n\tE.\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 may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). These documents maybe examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis Amendment, 39-6015, revises AD 88-01-05, Amendment 39-5816, effective January 20, 1988. \n\n\tThis Amendment, 39-6015, becomes effective October 21, 1988.
2009-16-14: The FAA is superseding an existing airworthiness directive (AD) that applies to certain Boeing Model 737-100, -200, -200C, -300, - 400, and -500 series airplanes. That AD currently requires repetitive inspections of the intercostal webs, attachment clips, and stringer splice channels for cracks; and corrective action if necessary. This new AD reduces the repetitive inspection intervals from 25,000 flight cycles to 6,000 flight cycles, and expands the inspection area for Model 737-200C series airplanes to include the area aft of the forward entry door. This AD results from additional reports of fatigue cracks. We are issuing this AD to detect and correct fatigue cracking of the intercostals on the forward and aft sides of the forward entry door, which could result in loss of the forward entry door and rapid decompression of the airplane.
76-19-06: 76-19-06 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (formerly SUD AVIATION: Amendment 39-2729. Applies to "Puma" Model SA-330F and SA-330G Helicopters incorporating main rotor blades P/N 330.A11.00.12 (all issues), certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent cracks in the spars of the main rotor blade and possible blade failure, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, install operating limitation placards on the instrument panel in full view of the pilot, setting forth the limitations specified in paragraphs (a)(1), (a)(2), and (a)(3) of this paragraph. (1) Collective Pitch Limitations: For gross weights between 14,800 and 15,400 pounds, do not exceed 13 degrees. For gross weights between 13,200 and 14,800 pounds, do not exceed 13.5 degrees at or below 6600 feet density altitude, and do not exceed 14 degrees when above 6600 feet density altitude. For gross weights below 13,200 pounds, do not exceed 14 degrees. (2) Airspeed Limitation: During descent, do not exceed 105% of the airspeed attained in level flight with the limit collective pitch of paragraph (a)(1) of this paragraph. (3) The collective pitch and airspeed limitations of paragraphs (a)(1) and (a)(2) of this paragraph do not apply to operations without cargo or passengers and with minimum required flight crew, provided no main rotor blade has accumulated more than 400 hours time in service since new. (b) Inspect the blade inspection method (B.I.M.) indicators of each main rotor blade, with the rotor stopped, at the following intervals: (1) For rotorcraft used in operations involving 4 or fewer landings per hour, inspect within 3.5 hours time in service after the effective date of this AD and thereafter continue to inspect at intervals not to exceed 3.5 hours time in service from the last inspection. (2) For rotorcraftused in operations involving more than 4 landings per hour, inspect within 1.5 hours time in service after the effective date of this AD and thereafter continue to inspect at intervals not to exceed 1.5 hours time in service from the last inspection. (c) If, as a result of any inspection required by paragraph (b) of this AD, the color of the B.I.M. indicator is red, replace the blade with a serviceable blade of the same part number prior to further flight. This amendment becomes effective October 4, 1976.