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92-07-10: 92-07-10 BOEING: Amendment 39-8206. Docket No. 91-NM-93-AD. \n\n\tApplicability: Model 737 airplanes, as listed in Boeing Service Bulletin 737-24-1077, Revision 2, dated July 25, 1991, and Boeing Service Bulletin 737-24-1084, Revision 1, dated March 21, 1991; certificated in any category. \n\n\tCompliance: Required within 6 months after the effective date of this AD, unless accomplished previously. \n\n\tTo prevent chafing of wires and electrical overload of wires, and to remove the potential for a fire in the cockpit, accomplish the following: \n\n\t(a)\tFor airplanes listed in Boeing Service Bulletin 737-24-1077, Revision 2, dated July 25, 1991: Modify the wire bundles and install a capped quick release receptacle and nutplate, in accordance with Boeing Service Bulletin 737-24-1077, dated August 17, 1989; or Revision 1, dated August 16, 1990; or Revision 2, dated July 25, 1991.\n \n\t(b)\tFor airplanes listed in Boeing Service Bulletin 737-24-1084, Revision 1, dated March 21, 1991:Replace the undersized wire with a 12 gauge wire in the P6-2 circuit breaker panel, in accordance with Boeing Service Bulletin 737-24-1084, dated October 11, 1990; or Revision 1, dated March 21, 1991. \n\n\t(c)\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. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle 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 modifications shall be done in accordance with Boeing Service Bulletin 737- 24-1077, dated August 17, 1989, or Revision 1, dated August 16, 1990, or Revision 2, dated July 25, 1991; and in accordancewith Boeing Service Bulletin 737-24-1084, dated October 11, 1990, or Revision 1, dated March 21, 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on May 4, 1992.
2022-03-04: The FAA is superseding Airworthiness Directive (AD) 80-13-10, AD 80-13-12 R1, and AD 2008-03-01, which applied to certain de Havilland (type certificate now held by Viking Air Limited) Model DHC- 6-1, DHC-6-100, DHC-6-200, and DHC-6-300 airplanes. AD 80-13-10 required repetitively inspecting the main landing gear (MLG) legs for cracks and corrosion. AD 80-13-12 R1 required repetitively inspecting each engine nacelle lower longeron for cracks and buckling. AD 2008-03- 01 required incorporating inspections, modifications, and life limits of certain structural components into the aircraft maintenance program. Since the FAA issued those ADs, new and more restrictive airworthiness limitations have been issued for certain structural components. This AD requires incorporating into maintenance records new or revised life limits, modification limits, and inspection or overhaul intervals. The FAA is issuing this AD to address the unsafe condition on these products.
91-05-08: 91-05-08 BOEING: Amendment 39-6906. Docket No. 90-NM-131-AD. \n\n\tApplicability: Model 737 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent loss of engine control due to engine control cable separation resulting from corrosion, accomplish the following: \n\n\tA.\tWithin the next 36 months after the effective date of this AD, inspect the engine control cable system as listed in Boeing Service Letters 737-SL-76-2-A, dated August 25, 1977, for Models 737- 100 and -200 series airplanes; and 737-SL-76-9, dated November 21, 1990, for Models 737-300 and -400 series airplanes; for the type of cable installed. \n\n\tNOTE: Determination of cable(s) part number by review of maintenance records is considered acceptable in lieu of actual inspection. \n\n\t\t1.\tIf corrosion resistant stainless steel cables are installed, no further action is necessary. \n\n\t\t2.\tIf carbon steel cables are installed and found tobe: \n\n\t\t\t(a)\tunserviceable, replace the cables in accordance with the appropriate Boeing Service Letter prior to further flight \n\n\t\t\t(b)\tserviceable, replace the cables in accordance with the appropriate Boeing Service Letter within three years of the effective date of this AD. \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 (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\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 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 SW., Renton, Washington. \n\n\tThis amendment (39-6906, AD 91-05-08) becomes effective on March 25, 1991.
97-07-05: This amendment adopts a new airworthiness directive (AD), applicable to AlliedSignal Inc. (formerly Textron Lycoming) T5311, T5313, T5317, and T53 series military engines approved for installation on aircraft certified in accordance with Section 21.25 of the Federal Aviation Regulations (FAR), that requires removal and replacement of the N2 spur gear nut retainer (lock cup). This amendment is prompted by reports of N2 spur gear nut retainer (lock cup) separation. The actions specified by this AD are intended to prevent N2 accessory drive assembly disengagement due to N2 spur gear nut retainer (lock cup) separation, which could result in an uncommanded engine acceleration.
85-23-04: 85-23-04 McDONNELL DOUGLAS (Douglas Aircraft Company): Amendment 39-5162. Applies to all McDonnell Douglas Model DC-4 and C54-DC series, and all C54 military models eligible or to be made eligible for civil use, certificated in any category. Compliance required within 100 flight hours time in service after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent loss of the elevator trim tab control in flight, accomplish the following: \n\n\tA.\tPerform a dye penetrant inspection for cracks in the left-hand and right-hand elevator trim tab spars as station 81.5 (approximately), in accordance with the instructions of paragraph D. of this AD. Note that AD 48-06-05 requires, in part, the replacement of an originally designed aluminum control horn P/N 2114427, with a steel control horn, P/N 2357165. \n\n\tB.\tIf no cracks are found in the trim tab spar, rework and reinstall the steel control horn (previously identified as P/N 2357165) in accordance with the instructions of paragraph D. of this AD. \n\n\tC.\tIf cracks are found in the trim tab spar, accomplish prior to further flight: (1) the rework to the control horn in accordance with the instructions of paragraph D. of this AD, and (2) a repair of the cracked spar. McDonnell Douglas Service Rework Drawing J060262 Revision B, dated January 30, 1985, or equivalent approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region, describes an acceptable means of repair. \n\n\tD.\tInstructions for inspection of spar and rework of control horn: \n\n\t\t1.\tRemove elevator trim tab in accordance with DC-4 Maintenance Manual (M/M) Flight Control Group, paragraph 3.15.1. \n\n\t\t2.\tRemove elevator trim tab control horn, P/N 2357165, from trim tab spar station 81.5 (approximately). \n\n\t\t3.\tStrip top coat and primer from the area of the spar at station 81.5 (approximately) in accordance with normal shop practice. \n\n\t\t4.\tUsing dye penetrant procedures, inspect for cracks in thetab spar radius in accordance with normal shop practice. \n\n\t\t5.\tRework the steel control horn base by chamfering the upper and lower edges to 0.06+0.03 inches x 45 degrees + 5 degrees and leave no sharp edges. \n\n\t\t6.\tProtect the worked areas with two applications of zinc chromate primer or equivalent. \n\n\t\t7.\tReinstall flight control system components in accordance with DC-4 M/M Volume VI, paragraph 3.15, Elevator Trim Tab. \n\n\t\t8.\tRequired fastener hardware, their torque valves, and torque slippage indication instructions are given in the DC-4 M/M, DC-4 Service Bulletin #83 and AD 51-09-02. \n\n\t\tNOTE 1.\tIf a DC-4 M/M is not available, the equivalent section of the C-54 M/M may be used. \n\n\t\tNOTE 2.\tRepetitive inspections, the attachment fasteners with their torque valves, and torque slippage indication requirements of Airworthiness Directives AD 48-06-05 and AD 51-09-02 remain applicable and are not intended to be changed by the requirements of this AD. \n\n\tE.\tPrior to issuance of a Certificate of Airworthiness for military aircraft being converted for civil certification, the airplane must be inspected, parts reworked, and if cracks are found, a repair accomplished, in accordance with the requirements of this AD. \n\n\tF.\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\tG.\tAlternative inspections, modifications, or other actions which provide an acceptable level of safety may be used when approved by the Manager, Western 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 the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publication and Training, C1-750 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 15000 Aviation Boulevard, Hawthorne, California. \n\n\tThis amendment becomes effective December 5, 1985.
89-26-06 R1: 89-26-06 R1 BOEING: Amendment 39-6424 as amended by Amendment 39-6656. Docket No. 88-NM-177-AD. \n\n\tApplicability: Model 737-300, 757, and 767 series airplanes, listed in Boeing Alert Service Bulletins 737-35A1029, Revision 2, dated September 29, 1988; 757-35A0006, Revision 1, dated March 10, 1988; and 767-35A0014, dated December 17, 1987; certificated in any category. \n\n\tCompliance: Required within the next 3,000 hours time-in-service after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent failure of the oxygen generator to activate when required, accomplish the following: \n\n\tA.\tInspect Puritan chemical generators, P/N 117003-13, for serial numbers 06339 through 06559, and replace those units in accordance with Puritan-Bennett Service Bulletin 117003-13-35-1, dated December 17, 1987. \n\n\tB.\tInspect, and if installed, replace 1 1/2-turn oxygen generator lanyard pull rings with 2-turn pull rings, as follows: \n\n\t\t1.\tFor Model 767 series airplanes, in accordance with Boeing Alert Service Bulletin 767-35A0014, dated December 17, 1987, or Revision 1, dated April 13, 1989; \n\n\t\t2.\tFor Model 757 series airplanes, in accordance with Boeing Alert Service Bulletin 757-35A0006, Revision 1, dated March 10, 1988, or Revision 2, dated June 29, 1989; \n\n\t\t3.\tFor Model 737-300 series airplanes, in accordance with Boeing Alert Service Bulletin 737-35A1029, Revision 2, dated September 29, 1988, or Revision 3, dated June 29, 1989. \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 21.197and 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 Airplanes, P.O. Box 3707, Seattle, Washington 98124 and the Puritan-Bennett Aero Systems Co., Attn: Customer Services Dept., 10800 Pflumm Road, Lenexa, Kansas 66215. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, 98168 or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThe effective date for the requirements of this amendment remains January 17, 1990, as specified in Amendment 39-6424, AD 89-26-06. \n\tThis amendment (39-6656, AD 89-26-06 R1) is effective on July 17, 1990.
90-10-51: 90-10-51 BOEING: Amendment 39-6700. Final copy of telegraphic AD. Docket No. 90-NM- 99-AD. \n\n\tApplicability: Model 737-300, -400, and -500 series airplanes, line number 1488 through line number 1866, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the separation of the control wheel from the control column, accomplish the following: \n\n\tA.\tWithin 72 hours (clock hours, not flight hours) after the effective date of this AD, perform a visual inspection of the control wheels (pilot and co-pilot) for missing cotter pins and damaged threads on the attach bolts. \n\n\t\t1.\tIf the cotter pin is in place, properly installed, and no exposed bolt thread damage is evident, no further action is required. \n\n\t\t2.\tIf the cotter pin is missing, prior to further flight, check for proper installation of the nut and install a new cotter pin in accordance with the Boeing Model 737 Maintenance Manual. \n\n\t\t3.\tIf any exposed bolt thread is found damaged, prior to further flight, replace the nut, bolt, and cotter pin with new parts in accordance with the Boeing Model 737 Maintenance Manual. \n\n\tB.\tWithin 48 hours after completion of the inspection required by paragraph A., above, for each airplane, submit a report of findings, positive or negative, to the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, Transport Airplane Directorate (Fax Number (206) 431-1913). This report must include the model of airplane inspected and line number. \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 (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\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, 1601 Lind Avenue, S.W., Renton, Washington. \n\n\tPortions of this amendment were effective earlier to recipients of telegraphic AD T90- 10-51, issued May 15, 1990. \n\tThis amendment (39-6700, AD 90-10-51) becomes effective on August 27, 1990.
72-12-01: 72-12-01 BOEING: Amendment 39-1456 as amended by Amendment 39-2026, 39-2353 and 39-2410 is further amended by Amendment 39-2576. Applies to all model 727 series airplanes listed in Boeing Service Bulletin No. 32-180, Revision 1, or later FAA-approved revisions, incorporating main landing gear downlock torque shaft P/N 65-23366. \n\n\tCompliance required as indicated: \n\tTo detect cracks in the main landing gear downlock torque shaft, accomplish the following: \n\t(a)\tFor all torque shafts which have accumulated 8,000 or more landing cycles on the effective date of Amendment 39-2353, inspect the shaft within the next 300 landings after the effective date of Amendment 39-2353, unless already accomplished within the last 100 landings, and thereafter at intervals not to exceed 400 landings since the last inspection, per (b) below, until the shaft is replaced per (c) below. \n\t(b)\tInspect the shaft in accordance with Boeing Service Bulletin No. 32-180, Revision 1, or later FAA-approved revisions, or an equivalent inspection approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. If evidence of a crack is found, replace the shaft prior to further flight with an improved shaft P/N 65-78698 in accordance with Boeing Service Bulletin Nos. 32-180, Revision 1, or 727-32-237, or later FAA approved revisions, or with a shaft that (1) has accumulated less than 8,000 landing cycles, or (2) has been previously inspected per this AD. \n\t(c)\tReplace shafts per Boeing Service Bulletin Nos. 32-180, Revision 1, or 727-32-237, or later FAA-approved revisions, or an equivalent replacement procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region.\n \t(d)\tFor the purpose of this AD, when conclusive records are not available to show the number of landings accumulated by a particular shaft, the number of landings may be computed by dividing the airplane time in service since the shaft was installed in the airplane by the operator's fleet average time per flight for his model 727 airplanes. \n\t(e)\tInstallations of main landing gear downlock torque shafts, P/N 65-78698, in accordance with Boeing Service Bulletin Nos. 32-180, Revision 1, or 727-32-237, or later FAA approved revisions, or an equivalent installation approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, constitutes terminating action from the provisions of this AD. \n\t(f)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest 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\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-1456 became effective July 3, 1972. \n\tAmendment 39-2026 became effective December 2, 1974. \n\tAmendment 39-2353 became effective September 29, 1975. \n\tAmendment 39-2410 became effective December 4, 1975. \n\tThis amendment 39-2576 becomes effective May 3, 1976.
75-12-03: 75-12-03 MCDONNELL DOUGLAS: Amendment 39-2229 as amended by Amendment 39-2297. Applies to Model DC-10-10, -10F, -30, -30F airplanes certificated in all categories. \n\n\tTo maintain fire containment capability of the aft engine, and to protect against potential foreign object damage to the aft engine fan section, accomplish the following after the effective date of this AD. \n\n\tWithin the next 300 flight hours, unless already accomplished within the 600 flight hours previous to the effective date of this AD, and at intervals not to exceed 900 flight hours thereafter, accomplish the inspection and repair requirements of McDonnell Douglas Service Bulletin 71-75, dated May 16, 1975, or later FAA-approved revisions. \n\n\tThe repetitive inspections required per this AD may be discontinued when the modifications described in McDonnell Douglas Service Bulletin No. 71-73, dated July 15, 1975 or later FAA-approved revisions, are accomplished. \n\n\tEquivalent inspections and repairs may beapproved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tSpecial flight permits may be issued under FAR 21.197 and 21.199 for the purpose of moving the aircraft to a base to perform the inspection requirements of the AD. \n\n\tAmendment 39-2229 became effective June 6, 1975. \n\n\tThis amendment 39-2297 becomes effective August 7, 1975.
2022-03-01: The FAA is adopting a new airworthiness directive (AD) for certain Diamond Aircraft Industries GmbH (DAI) Model DA 42, DA 42 M-NG, and DA 42 NG airplanes. This AD was prompted by mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as dissolved or detached fuel tank hose material entering the main fuel tank chambers, which could result in restricted fuel flow with consequent fuel starvation. This AD requires removing the fuel tank connection hoses from service and inspecting the fuel tank connection hoses for damage and detached rubber material. The FAA is issuing this AD to address the unsafe condition on these products.