Results
2011-24-10: We are adopting a new airworthiness directive (AD) for Bombardier, Inc. Model DHC-8-201 and -202 airplanes with FAA Supplemental Type Certificate (STC) ST00753NY (Transport Canada Civil Aviation (TCCA) STC SA97-106) installed. 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: It has been determined that modifications by DECA Aviation Engineering Limited on Bombardier Inc. DHC-8 Series * * * 200 aeroplanes with their Cargo Conversion and Abrasion Protection Systems, Supplemental Type Certificates (STCs) * * * SA97-106, provide inadequate fire protection and decompression venting means. This can lead to an uncontrolled cargo fire and structural damage. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
93-07-09: 93-07-09 MCDONNELL DOUGLAS: Amendment 39-8541. Docket 92-NM-129-AD. \n\n\tApplicability: All Model DC-10-10, -10F, -15, -30, -30F, -40 and -40F series airplanes; and KC-10A (military) airplanes; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent failure of the fuselage station Y=595.000 pressure bulkhead, which could reduce the structural integrity of the airplane, accomplish the following: \n\n\t(a)\tUnless accomplished within the last 4,350 landings prior to the effective date of this AD: Prior to the accumulation of 10,000 total landings, or within 1,000 landings after the effective date of this AD, whichever occurs later; conduct a visual and eddy current inspection of the fuselage station Y=595.000 pressure bulkhead web and conduct an eddy current inspection of the fuselage station Y=595.000 pressure bulkhead tee cap, PSE 53.10.037 (left side) and 53.10.038 (right side), in accordance with McDonnell Douglas Alert Service Bulletin A53-158, dated May 29, 1992, or Revision 1, dated January 22, 1993. \n\n\t\t(1)\tIf any crack is detected that is within the limits specified in either service bulletin, prior to further flight, repair the crack in accordance with that service bulletin. After repair, repeat the inspections at intervals not to exceed 4,350 landings, in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t\t(2)\tIf any crack is detected that exceeds the limits specified in either service bulletin, prior to further flight, repair the crack in accordance with a method approved by the Manager, Los Angeles ACO, FAA, Transport Airplane Directorate. \n\n\t\t(3)\tIf no cracking is detected, repeat the inspections at intervals not to exceed 4,350 landings. \n\n\tNOTE: The McDonnell Douglas service bulletins specified in this paragraph include references to inspection procedures contained in McDonnell Douglas Report No. L26-012, "DC-10 Supplemental Inspection Document (SID)," dated May 1990. \n\n\t(b)\tCompliance with the inspection and repair requirements of paragraph (a) of this AD are considered to constitute compliance with the inspection, repair, and reporting requirements of paragraphs (b) and (c) of AD 92-02-08, Amendment 39-8144, for Principal Structural Element (PSE) numbers 53.10.037 and 53.10.038. \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 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 inspections and repairs shall be done in accordance with McDonnell Douglas Alert Service Bulletin A53-158, dated May 29, 1992; or McDonnell Douglas Alert Service Bulletin A53-158, Revision 1, dated January 22, 1993. 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 - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles ACO, 3229 E. Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.(f)\tThis amendment becomes effective on June 1, 1993.
88-11-03: 88-11-03 MCDONNELL DOUGLAS: Amendment 39-5922. Applies to McDonnell Douglas Model DC-8-70 series airplanes, certificated in any category. \n\n\tCompliance required as indicated below. \n\n\tTo prevent the possibility of a fire that can be attributed to chafed generator feeder cable in a fuel contaminated pylon, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this airworthiness directive (AD), unless previously accomplished within the last 3,500 flight hours, inspect the generator power feeder cables, support brackets, and clamps between bulkhead feed-through at Station YN = 278.500 and Terminal Strip S3-7000 at engine pylons 1, 2, 3, and 4, for evidence of arcing, burning, chafing, or damage and cable droop, in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin A24-72, dated April 6, 1988. \n\n\t\t1.\tIf no evidence of arcing, burning, chafing, damage, or drooping exists, proceed to paragraph A.3., below. \n\n\t\t2.\tIf evidence of arcing, burning, chafing, damage or drooping exists, repair or replace parts, as required, in accordance with the service bulletin. \n\n\t\t3.\tVerify that nuts securing cable terminals to Terminal Strip S3-7000 are tightened to a torque of 120 to 130 inch-pounds. \n\n\tB.\tRepeat the procedures specified in paragraph A., above, at intervals not to exceed 3,500 flight hours. \n\n\tC.\tAlternate means of compliance or adjustment of the compliance time, 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\t\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Los Angeles 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 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). This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment becomes effective June 3, 1988.
78-01-15: 78-01-15 MCDONNELL DOUGLAS: Amendment 39-3118 as amended by Amendment 39-3198. Applies to Model DC-8 Series airplanes, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo prevent failure of the elevator geared tab crank arms and to provide a means of detecting jamming of the elevator surface, comply with the following: \n\n\t(a)\tWithin the next 12 months after the effective date of this AD, unless already accomplished, increase the elevator geared tab crank assembly clearance by modifying the elevator leading edge cutouts and covers, and modify and reidentify the elevator geared tab links, modify rod ends as required, and chamfer the horizontal stabilizer box fittings in accordance with McDonnell Douglas DC-8 Service Bulletin 27-262 dated July 15, 1977 or later FAA approved revisions. \n\n\tNOTE: Compliance with the following requirements of Service Bulletin 27-262 is optional: \n\n\t\t(i)\tThe installation of steel geared-tab links to replace the existing links. \n\n\t\t\t3802767-1 (new) for 4710541 \n\n\t\t\t3802768-1 (new) for 4710542 \n\n\t\t(ii)\tThe provision of additional clearance between the elevator hinge support fitting Part No. 3619433 and the elevator leading edge spar (view D-D, page 8 of DC-8 Service Bulletin 27-262). \n\n\t(b)\tWithin the next 18 months after the effective date of this AD, unless already accomplished, install an elevator position indicator system in accordance with McDonnell Douglas DC-8 Service Bulletin 27-254 dated March 5, 1975 or later FAA approved revision. \n\n\t(c)\tEquivalent modifications or operational procedures may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR's 21.197 and 21.199 to authorize operation of an airplane to a base for the accomplishment of the modifications required by this AD. \n\n\t(e)\tAircraft which have been modified in accordance with Paragraph (b) may be operated with the elevatorposition indicator system inoperative provided: \n\n\t\t(i)\tPrior to each takeoff verify proper elevator operation by a ground observer, and by utilizing the elevator flight control check procedure of McDonnell Douglas DC-8 Alert Service Bulletin A27-264 dated May 14, 1977 or later FAA approved revision. \n\n\t\t(ii)\tThe aircraft is not dispatched from a station where repairs or replacements on the elevator position indicator system can be made. \n\n\t(f)\tWithin 30 days after the effective date of this AD as amended, unless already accomplished, and until Paragraph (b) of this AD is accomplished, either: \n\n\t\t(i)\tInstall the following placard in full view of both pilots \n\n\t\t\tPRIOR TO EACH TAKEOFF, PERFORM AN ELEVATOR CONTROL \n\t\t\tSYSTEM CHECK IN ACCORDANCE WITH DC-8 SERVICE \n\t\t\tBULLETIN A27-264. \n\n\t\t(ii)\tor, include an instruction in the DC-8 Operations Manual and a check list item which specifies those control checks identified in SB A27-264. \n\n\tAmendment 39-3118 became effectiveFebruary 13, 1978. \n\n\tThis Amendment 39-3198 becomes effective June 1, 1978.
90-02-17: 90-02-17 BELLANCA, INCORPORATED: Amendment 39-6446. \n\n\tApplicability: Models 14-19-3, 14-19-3A, 17-30, 17-31 and 17-31TC (all serial numbers (S/N)), 17-30A (S/N 30263 through 89-301007), 17-31A (S/N 32-15 through 78-32-172) and 17-31ATC (S/N 31004 through 79-31155) airplanes certificated in any category. \n\n\tCompliance: Required as indicated in the body of the AD, unless already accomplished. \n\n\tTo prevent the collapse of the main landing gear which could result in substantial airframe damage, accomplish the following: \n\n\t(a)\tUpon the accumulation of 500 hours total time-in-service (TIS), or within the next 100 hours TIS after the effective date of this AD, whichever occurs later, and each 100 hours TIS thereafter, inspect the left and right drag strut landing gear fitting assemblies, Part Number (P/N) 194153-10, for cracks, deformations, or failures as follows: \n\n\tNOTE 1: This information is also contained in Bellanca Service Letter B-106, dated September 26, 1989. Penetrant inspection techniques are described in FAA Advisory Circular (AC) 43-3, "Nondestructive Testing in Aircraft." These inspections can be conducted with the fitting assemblies installed on the airplane. Do not apply loads to the landing gear components, particularly the drag strut, as it is possible to move the drag strut to overcenter and cause the landing gear to collapse. \n\n\t\t(1)\tPlace jacks or other workstands under the airplane at locations specified in the Bellanca Service Manual to prevent accidental landing gear collapse during this inspection. \n\n\t\t(2)\tFigure 1 to this AD describes the 194153-10 fitting assembly. Clean the aft face of the -1 fitting with Stoddart solvent and a brush. \n\n\t\t(3)\tInspect for cracks adjacent to the welds which join the -1 fitting to the -2 fitting and -3 brace near the lower aft attachment bolt holes using liquid penetrant inspection techniques and a magnifying glass. If any crack is found, prior to further flight replace the assembly with a new fitting assembly, P/N 194153-30 or P/N 194153-40, as applicable. \n\n\t\t(4)\tLay a straight-edge along side the lower aft attachment bolts, in accordance with Figure 2 and, using a feeler gage or wire gage of .030 inch thickness, look for any evidence of local deformation (dimpling) in the -1 fitting. If any deformation greater than .030 inches is found, prior to further flight replace the assembly with a new fitting assembly, P/N 194153-30 or P/N 194153-40, as applicable. \n\n\tNOTE 2: The -30, -40 assemblies can be distinguished from a -10 assembly by measuring the -1, -2, fitting and -3 brace part thickness: -10 part thickness is 0.062 inches, -30, -40 parts thickness is 0.100 inches. A 0.040 Shim (P/N 194167-2 Shim Spar Bracket) is available to provide proper fit between the 194153 fitting assembly and the forward spar. \n\n\t\t(5)\tCheck and adjust, as required, the drag strut for correct overcenter using the appropriate procedures in the Bellanca Service Manual. \n\n\t\t(6)If the inspections specified above do not indicate any evidence of cracks or local deformation in the -1 fitting, apply zinc chromate or Epibond primer, as necessary, to protect the part and repeat these inspections as specified above. \n\n\t\t(7)\tThe repetitive inspections specified above are not required on the P/N 194153-30 or P/N 194153-40 assemblies. \n\n\t(b)\tAirplanes with cracked or deformed fittings may be flown with a special flight permit in accordance with FAR 21.197 to a location where this AD may be accomplished providing that no crack is found during the inspection of paragraph (a)(3) that exceeds 3/8 in. length, or no deformation is found during the inspection of paragraph (a)(4) that is great enough to cause the overcenter of the drag strut to be out of tolerance. In these cases, no special flight permit is allowed. \n\n\t(c)\tAn alternate method of compliance or adjustment of the initial and repetitive compliance times, which provides an equivalent level of safety, may be approved by the Manager, Chicago Aircraft Certification Office, 2300 E. Devon Avenue, Des Plaines, Illinois 60018. \n\n\tNOTE 3: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and send it to the Manager, Chicago Aircraft Certification Office. \n\n\tAll persons affected by this directive may obtain copies of the documents referred to herein upon request to Bellanca, Inc.; P.O. Box 964, Alexandria, Minnesota 56308; Telephone (612) 762-1501; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. \n\n\tThis amendment (39-6446, AD 90-02-17) becomes effective on February 5, 1990. \n\n\nFIGURE 1\n\n\n\nAD 90-02-17\n\nFIGURE 2\n\nEXAMPLES OF MEASURING DEPTH OF DIMPLED AREAS
79-19-10: 79-19-10 MCDONNELL DOUGLAS: Amendment 39-3566. Applies to the McDonnell Douglas DC-8-62, -62F and DC-8-63, -63F Series airplanes certificated in all categories, incorporating 7079-T6 aluminum wing front spar pylon support fittings, (P/N) 5753054-1/-2 and 5753055-1/-2. \n\n\tNOTE: This AD is not applicable to 7075-T73 aluminum fittings (P/N) 5753054-501/-502 and 5753055-501/-502. Operators who are unable to verify part numbers visually, may ascertain the fitting material by NDT methods presented in the McDonnell Douglas DC-8 Alert Service Bulletin A57-87, Revision 1, dated September 10, 1979. \n\n\tCompliance required as indicated. \n\n\tTo detect cracks and prevent failure of the wing front spar pylon support fittings, accomplish the following: \n\n\t(a)\tWithin the next 300 hours' time in service after the effective date of this AD, unless already accomplished within the last 2,700 hours' time in service in an approved equivalent manner: \n\n\t\t(1)\tBefore inspection, thoroughly cleaneach wing front spar pylon support fitting in accordance with the procedures outlined in McDonnell Douglas DC-8 Alert Service Bulletin A57-87 Revision 1, dated September 10, 1979, \n\n\t\t(2)\tConduct a visual inspection of all four wing front spar pylon support fittings in accordance with the procedures outlined in McDonnell Douglas DC-8 Alert Service Bulletin A57-87, Revision 1, dated September 10, 1979. \n\n\t(b)\tIf no cracks are found during the inspections per paragraph (a), conduct repetitive inspections in accordance with paragraph (a) at intervals not to exceed 3,000 hours' time in service or one (1) year, whichever comes first. \n\n\t(c)\tIf cracks are found which are repairable as defined in McDonnell Douglas DC-8 Alert Service Bulletin A57-87, Revision 1, dated September 10, 1979, make repairs per DC-8 Structural Repair Manual, Chapter 54 or McDonnell Douglas DC-8 Alert Service Bulletin A57-87, Revision 1, as applicable prior to further flight, and revert to the repetitive inspection requirements of paragraph (b). \n\n\t(d)\tIf cracks are found which are defined as non-repairable in McDonnell Douglas DC-8 Alert Service Bulletin A57-87, Revision 1, dated September 10, 1979, remove and replace the fitting prior to further flight. \n\n\t(e)\tIf a cracked fitting is replaced with a 7079-T6 aluminum fitting, inspect the replacement fitting in accordance with the repetitive inspection requirements of paragraph (b). \n\n\t(f)\tWithin 24 hours after the inspection, report the results of the inspection per paragraph (a) to the Chief, Aircraft Engineering Division, FAA Western Region, through the principal maintenance inspector for the operator. \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 for the accomplishment of inspections required by this AD. \n\n\t(h)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective September 27, 1979.
83-08-02: 83-08-02 BOEING: Amendment 39-4634. Applies to Model 747 series airplanes certificated in all categories listed in Boeing Service Bulletin 747-57-2206, Revision 1, and Service Bulletin 747-57-2217, Revision 1, or later FAA approved revisions. The effectivity is divided into eight groups for Service Bulletin 747-57-2206-R1 and three groups for Service Bulletin 747-57-2217- R1, listed in the service bulletins. To prevent trailing edge flap track fuse bolt failures, accomplish the following: \n\n\tA.\tWithin 400 landings after the effective date of this AD, unless accomplished within the last 1600 landings, and at intervals thereafter not to exceed 2000 landings until the replacement called for in paragraphs B. or C. is accomplished, visually inspect the bolts listed in Table I, below, for deformation and failure. Bolts found deformed or failed must be replaced in accordance with paragraph B. or C., as applicable, prior to further flight. Bolts found acceptable for service are to beretorqued in accordance with Table I prior to further flight. \n\n\tB.\tUnless previously accomplished, replace forward fuse bolts on flap tracks No. 1, 2, 3, 6, 7, and 8 with redesigned bolts in accordance with Figures 1, 3, and 5 of Boeing Service Bulletin 747-57-2206-R1, or later FAA approved revision, within 200 landings after the effective date of this AD, or prior to the accumulation of the thresholds listed in Table 1, 3, and 4, Section III, of the above Boeing Service Bulletin whichever is later. Installation of these bolts constitutes terminating action for these tracks. \n\n\tC.\tUnless previously accomplished, replace on flap tracks No. 2, 4, 5, and 7, forward fuse bolts listed in Table I & II of Boeing Service Bulletin 747-57-2217-R1 or later FAA approved revisions, in accordance with Figures 2 and 3 of the bulletin within 200 landings after the effective date of this AD, or prior to the accumulation of 25,000 landings, whichever is later. Installation of these bolts constitutes terminating action for these tracks. \n\n\tD.\tFor purposes of complying with this AD, subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average from takeoff to landing for the airplane type. \n\n\tE.\tAlternate means of compliance with the AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tAircraft may be ferried to a base for maintenance in accordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations. \n\n\tG.\tThis AD supersedes AD 78-25-06. \n\n\n\t\t\t\t\tTABLE I \n\n\nFlap\nInspect & Retorque \nIn Accordance\nAirplane\n\n1 & 8\nFig. 2 S/B 57-2206-R1\nSee Table I Section III\nof S/B 57-2206-R1\nI-IV, VII, & VIII \nAs defined by S/B 57-2206-R1\n2 & 7\nFig. 1 S/B 57-2217-R1\nSee Table I of\nS/B 57-2217-R1\nIII\nAs defined by S/B57-2217-R1\n4 & 5\nFig. 4 S/B 57-2217-R1\nSee Table II of S/B 57-2217-R1\t\t\nI, II, & III\nAs defined by S/B 57-2217-R1 \n\n\tNOTE: Later FAA approved revisions of the above service bulletins may be used. \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. These documents may also be examined at FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective May 31, 1983.
91-24-08: 91-24-08 McDONNELL DOUGLAS: Amendment 39-8094. Docket No. 91-NM-221-AD. \n\n\tApplicability: Model MD-11 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fatigue cracking and possible structural failure of the outboard flaps, accomplish the following: \n\n\t(a)\tPrior to the accumulation of 400 landings, or within 30 days after the effective date of this AD, whichever occurs later, perform a borescope inspection to detect cracks in the left and right outboard flap inboard and outboard closure rib spindle support fittings, in accordance with Paragraph 2, "Accomplishment Instructions," of McDonnell Douglas Alert Service Bulletin A57-15, Revision 2, dated October 28, 1991 (hereinafter referred to as the Service Bulletin). \n\n\t(b)\tWithin 30 days after the effective date of this AD, perform a visual inspection for cracks and delamination of the upper skin of the outboard flaps in accordance with the Service Bulletin. \n\n\t(c)\tIf no cracking or delamination is found as a result of the inspections required by paragraphs (a) and (b) of this AD, accomplish either subparagraph (c)(1) or (c)(2) of this AD: \n\n\t\t(1)\tRepeat the borescope inspections of the spindle support fittings required by paragraph (a) of this AD at intervals not to exceed 400 landings; and repeat the visual inspections of the upper skin required by paragraph (b) of this AD at intervals not to exceed 60 days. In cases where no cracking is found, the accomplishment of the modification shown in Figures 3 and 4 and described in Tables I and II of the Service Bulletin constitutes terminating action for the repetitive inspections required by this paragraph. Or \n\n\t\t(2)\tPrior to further flight, accomplish the modification shown in Figures 3 and 4 and described in Tables I and II of the Service Bulletin. \n\n\t(d)\tIf a crack with a length of less than 1 inch is found in the spindle support fitting as a result of the borescope inspections required by paragraphs (a) or (c)(1) of this AD, accomplish either subparagraph (d)(1) or (d)(2) of this AD: \n\n\t\t(1)\tPrior to further flight, accomplish the modification shown in Figures 3 and 4 and described in Tables I and II of the Service Bulletin. In cases where such cracking is found, this modification is considered to be an interim (temporary) action only. Or \n\n\tNOTE: The FAA is considering further rulemaking to require the accomplishment of a permanent repair. \n\n\t\t(2)\tPrior to further flight, incorporate a permanent repair in a manner approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The accomplishment of this permanent repair constitutes terminating action for the repetitive inspections required by paragraph (c)(1) of this AD. \n\n\t(e)\tIf a crack with a length of greater than 1 inch is found in the spindle support fitting as a result of the borescope inspections required by paragraph (a) or (c)(1) of this AD, prior to further flight, accomplish a permanent repair in a manner approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Accomplishment of this permanent repair constitutes terminating action for the repetitive inspections required by paragraph (c)(1) of this AD. \n\n\t(f)\tIf cracks or delamination are found in the skin as a result of the inspections required by paragraph (b) of this AD, prior to further flight, accomplish the modification shown in Figures 3 and 4 and described in Tables I and II of the Service Bulletin. Accomplishment of this modification constitutes terminating action for the repetitive inspections required by paragraph (c)(1) of this AD. \n\n\t(g)\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.NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(h)\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 inspection requirements of this AD. \n\n\t(i)\tThe inspection and modification requirements shall be done in accordance with McDonnell Douglas MD-11 Alert Service Bulletin A57-15, revision 2, dated October 28, 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, Technical Publications-Technical Administrative Support, C1-L5B, 3855 Lakewood Boulevard, Long Beach, California 90846. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at theLos 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 (39-8094, AD 91-24-08) becomes effective on December 12, 1991.
2011-24-06: We are superseding an existing airworthiness directive (AD) that applies to all BAE SYSTEMS (Operations) Limited Model BAe 146- 100A, -200A, and -300A airplanes; and Model Avro 146-RJ70A, 146-RJ85A, and 146-RJ100A airplanes. This AD results from mandatory continuing [[Page 73478]] 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: * * * * * * * * BAE Systems (Operations) Limited amended Chapter 05-10-15 of the AMM [aircraft maintenance manual] to introduce a new hydraulic filter assembly life limit and to remove the tables containing the Mandatory Life Limitations (Landings) on the Bolts and Pins as the information is now included in the SSID [supplemental structural inspection document] which is already mandated by the same AD. In addition, BAE Systems amended Chapter 05-10-15 of the AMM to enable the use of RJ85 MLG [main landing gear] main fittings for lighter weight 146-200 aircraft using the same safe life of 50,000 Flight Cycles (FC) and the use of RJ100 MLG main fittings for lighter weight RJ85, 146-200 and 146-300 aircraft using the same safe life of 40,000 FC. * * * * * The unsafe condition is fatigue cracking of certain structural elements which could adversely affect the structural integrity of these airplanes. We are issuing this AD to require actions to correct the unsafe condition on these products.
97-08-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) T97-08-51 that was sent previously to all known U.S. owners and operators of Boeing Model 767 series airplanes by individual telegrams. This AD requires an inspection to ensure that all bolts of the hinge fitting assembly support beam on both the left- and right-hand outboard trailing edge flaps are the correct length and type, and correction of any discrepancy found. This action is prompted by a report indicating that a 20-foot section of the right-hand outboard trailing edge flap separated from the airplane due to failure of four bolts of the most inboard hinge fitting. The actions specified by this AD are intended to detect and correct such failed bolts, which could result in loss of an outboard trailing edge flap, and consequent reduced controllability of the airplane.
90-04-01: 90-04-01 BOEING: Amendment 39-6502. Docket No. 89-NM-173-AD. \n\n\tApplicability: Model 747-400 series airplanes, as listed in Boeing Service Bulletin 747- 26-2135, Revision 1, dated December 21, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo preclude operation of the APU without fire detection, accomplish the following: \n\n\tA.\tWithin the next ten days after the effective date of this AD, unless previously accomplished, add the following to the Limitations Section of the FAA-approved Airplane Flight Manual (AFM). This may be accomplished be inserting a copy of this AD in the AFM: \n\n\tAUXILIARY POWER UNIT: "The DC power main battery switch must remain in the ON position during all APU operation including the 60 second cool down cycle following APU shutdown." \n\n\tB.\tWithin the next 90 days after the effective date of this AD, modify the APU electrical power circuit in accordance with Boeing Service Bulletin 747-26-2135, Revision 1, dated December 21, 1989. \n\n\tC.\tThe Airplane Flight Manual limitation required by paragraph A., above, may be removed following incorporation of the modification required by paragraph B., above. \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, 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\tE.\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 Airplanes, 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 at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6502, AD 90-04-01) becomes effective on March 19, 1990.
2022-03-09: The FAA is adopting a new airworthiness directive (AD) for certain Sikorsky Aircraft Corporation Model S-76D helicopters. This AD was prompted by reports that certain Thales global positioning system (GPS) satellite based augmentation system (SBAS) receivers provided, under certain conditions, erroneous outputs on aircraft positions. This AD requires replacing affected GPS receivers and prohibits installing those GPS receivers. The FAA is issuing this AD to address the unsafe condition on these products.
90-11-06: 90-11-06 BOEING: Amendment 39-6606. Docket No. 90-NM-77-AD. \n\n\tApplicability: Model 747-400 series airplanes, equipped with Pratt and Whitney PW4000 series engines or Rolls Royce RB211-524 series engines, identified in Boeing Alert Service Bulletin 747-28A2143, dated April 19, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. To prevent inability to fully open and close the outboard engine fuel shutoff valve, accomplish the following: \n\n\tA.\tWithin the next 30 days after the effective date of this AD, replace the outboard engine fuel shutoff valve actuator bonding wire in accordance with Boeing Alert Service Bulletin 747-28A2143, dated April 19, 1990. \n\n\tB.\tWithin 10 days after the completion of the modification required by paragraph A., above, report all findings of wires longer than six inches to the Manager, Seattle Manufacturing Inspection District Office, 7300 Perimeter Road South, Seattle, Washington 98108. Reports shall include the serial number of the affected airplanes and identify positions of valves found with long straps. \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 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 Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6606, AD 90-11-06) becomes effective on June 6, 1990.
2022-02-13: The FAA is adopting a new airworthiness directive (AD) for Airbus Helicopters Model EC120B helicopters. This AD was prompted by a report of corrosion found on the external tail boom skin, under the Very High Frequency (VHF) antenna. This AD requires inspecting the tail boom at the VHF antenna attachments and depending on the results, repairing or modifying the tail boom skin, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2011-24-05: We are superseding an existing airworthiness directive (AD) that applies to certain Airbus Model A330-201, -202, -203, -223, -243, -301, -302, -303, -321, -322, -323, -341, -342, and -343 airplanes; and Model A340-200 and -300 series airplanes. 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 A330 and A340 aeroplanes fatigue tests, cracks appeared on the right (RH) and left (LH) sides between the crossing area of the keel beam fitting and the front spar of the Centre Wing Box (CWB). This condition, if not corrected, could lead to keel beam rupture which would affect the area structural integrity. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
97-09-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires a one-time inspection to detect corrosion and cracking of the upper deck floor beam at station 980, and repair, if necessary. This amendment is prompted by reports of extensive corrosion found at station 980. Analysis of the corrosion indicated that fatigue cracking of the floor beam at this area could occur and cause the beam to break. The actions specified by this AD are intended to detect and correct such corrosion and/or cracking, which could cause the floor beam to break and result in extensive damage to adjacent structure and possible rapid decompression of the airplane.
2011-24-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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: Non-conformities on adjustment of some hydromechanical units (HMUs) have been reported by a Turbomeca repair centre. The technical investigations carried out by Turbomeca are showing that only a limited number of HMUs are potentially affected by this non- conformity to HMU adjustment. Twenty nine HMUs have been identified with the non-conformities. We are issuing this AD to prevent an uncommanded inflight shutdown, which could result in an emergency autorotation landing.
91-13-03: 91-13-03 MCDONNELL DOUGLAS: Amendment 39-7034. Docket No. 91-NM-111-AD. \n\n\tApplicability: Model DC-9-80 series airplanes and Model MD-88 airplanes; Fuselage Numbers 1269 and subsequent, equipped with a non-metallic, composite rudder assembly; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent loss of rudder control, accomplish the following: \n\n\t(a)\tWithin 5 days after the accumulation of 3,000 total flight hours, or within 5 days after the effective date of this AD, whichever occurs later, visually inspect the rudder control tab crank assembly, P/N 3955539-1, for cracks, in accordance with the accomplishment instructions of McDonnell Douglas ASB 27-320, dated May 10, 1991. If the rudder control tab crank assembly is cracked, prior to further flight, remove and replace the part with a new like part. Accomplishment of the inspection requirements of paragraph (b) of this AD within 5 days after the accumulationof 3,000 total flight hours, or within 5 days after the effective date of this AD, whichever occurs later, satisfies the requirements of this paragraph. \n\n\t(b)\tWithin 60 days after accumulation of 3,000 total flight hours, or within 60 days after the effective date of this AD, whichever occurs later, inspect the rudder control tab crank assembly for cracks, using an eddy current inspection method, in accordance with the accomplishment instructions of McDonnell Douglas ASB 27-320, dated May 10, 1991. If the rudder control tab crank assembly is cracked, prior to further flight, remove and replace the part with a new like part. \n\n\t(c)\tWithin 10 calendar days after performing the inspection required by paragraphs (a) or (b) of this AD, submit a report of any discrepancies discovered, to the Manager, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California 90806-2425. The report must include the airplane's serial number, total flight hours, and totalnumber of landings. \n\n\t(d)\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(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\t\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)\tThe inspection and replacement requirements shall be done in accordance with McDonnell Douglas Alert Service Bulletin A27-320, dated May 10, 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, Attention: Business Unit Manager of Publications, C1-HCO (54-60). Copies may be inspected 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, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-7034, AD 91-13-03) becomes effective on June 27, 1991.
97-09-02: This amendment adopts a new airworthiness directive (AD), applicable to CFM International CFM56-5C series turbofan engines, that requires a reduction of the low cycle fatigue (LCF) retirement lives for certain high pressure turbine rotor (HPTR) front shafts, HPTR front air seals, HPTR disks, booster spools, and low pressure turbine rotor (LPTR) stage 3 disks. This amendment is prompted by results of a refined life analysis performed by the manufacturer which revealed minimum calculated LCF lives lower than published LCF retirement lives. The actions specified by this AD are intended to prevent an LCF failure of the HPTR front shaft, HPTR front air seal, HPTR disk, booster spool, and LPTR stage 3 disk, which could result in an uncontained engine failure and damage to the aircraft.
83-01-05 R2: 83-01-05 R2 BOEING: Amendment 39-4542 as amended by amendment 39-5000 as further amended by amendment 39-5360. Applies to Models 727, 737-100, and 737-200 series airplanes certificated in any category. \n\n\tCompliance required as indicated, unless already accomplished. To prevent undetected prolonged engine starter operation, accomplish the following: \n\n\tA.\tPrior to February 23, 1986, unless already accomplished, install an FAA-approved system that will provide a positive indication to the flight crew of the normal and unwanted operation of each engine starter. Approval of any proposed system must be obtained from the FAA, Northwest Mountain Region, Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tNOTE: When specific complying systems are approved by the Seattle Aircraft Certification Office, the FAA Flight Operations Evaluation Board will review the system(s) for master minimum equipment list (MMEL) consideration. \n\n\tB.\tConcurrent with the incorporation of an indicating system described in paragraph A, the airplane manual required by Subpart G of Part 121 (14 CFR Part 121) or Subpart C of Part 125 (14 CFR Part 125) of the Federal Aviation Regulations shall be revised to include: \n\n\t\t1.\tA provision that the flight crew verify that the cockpit indicating system, required by paragraph A, indicates that the starter is de-energized after each engine start; and \n\n\t\t2.\tCrew procedures, i.e., verifying start switch "off," closing the bleed valve of the affected engine, shutting down the affected engine, etc., to be accomplished when unwanted starter operation is indicated during ground and flight operations. \n\n\tC.\tAlternative means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, 9010 East Marginal Way South, Seattle, Washington.\n \n\tD.\tA special flight permit may be issued in accordance with FAR 21.197 and 21.199 for the purpose of flying an aircraft which has exceeded the compliance period to a maintenance facility where the modification can be performed. \n\n\tAmendment 39-4542 (48 FR 2962; January 24, 1983) became effective February 28, 1983. \n\tAmendment 39-5000 (50 FR 6339; February 15, 1985) became effective February 23, 1985. \n\tThis amendment 39-5360 becomes effective August 4, 1986.
75-05-17: 75-05-17 AIRESEARCH MANUFACTURING COMPANY OF ARIZONA: Amendment 39-2108 as amended by Amendment 39-2224 is further amended by Amendment 39-2357. Applies to AiResearch Model GTCP660-4 and -4R APU's of the following listed serial numbers, installed in Boeing Model B-747 Series airplanes, unless modified to incorporate improved compressor assemblies in accordance with AiResearch Service Bulletin GTCP660-49-3039, Revision 1, 2, or 3, or later FAA approved revisions: Model GTCP660-4, S/N's P-37501 through P-37723 inclusive, and GTCP660-4R, S/N's P-101 through P-124 inclusive. \n\n\tTo prevent development of a hazardous condition during flight, accomplish the following: \n\n\t(a)\tPrior to further flight, unless already accomplished, operators shall issue instructions to flight crews that the APU is not to be operated in flight. Within 72 hours after receipt of this Airworthiness Directive, unless already accomplished, install a placard in full view of the flight crew which reads: \n\n"INFLIGHT OPERATION OF THE APU IS PROHIBITED." \n\n\t(b)\tPrior to further flight, unless already accomplished, operators shall issue instructions to determine that damage hazardous to the aircraft has not occurred prior to flight after an automatic shutdown or manual shutdown to correct operating discrepancies of the APU after the completion of a successful APU start has been accomplished. This determination may be made by the following means: \n\n\t\t(1)\tInspect the APU and APU compartment for damage; or \n\n\t\t(2)\tInspect the exterior surfaces of the APU compartment for evidence of damage and verify that the APU turbine rotor can be rotated manually from the exhaust tailpipe; or, \n\n\t\t(3)\tPerform the procedures described in Boeing Operations Manual Bulletin No. 75-1, dated January 17, 1975, or later FAA approved revision. \n\n\t(c)\tThe modifications and inspections described in AiResearch Bulletin GTCP660-49-3713, dated May 15, 1975, or later FAA-approved revisions must be incorporated on orbefore July 1, 1976. Upon completion of these modifications and inspections, the placard required by paragraph (a), above, may be removed and the inspections required by (b), above, may be discontinued. \n\n\t(d)\tEquivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiating data. \n\n\tAmendment 39-2108 supersedes the AD adopted January 10, 1975, and distributed by individual telegrams dated January 11, 1975. \n\n\tAmendment 39-2108 was effective March 5, 1975 and was effective upon receipt for all recipients of the airmail letter dated January 22, 1975 which contained this amendment. \n\n\tAmendment 39-2224 became effective June 5, 1975. \n\n\tThis amendment 39-2357 becomes effective October 6, 1975.
50-09-01: 50-09-01\tNORTH AMERICAN: Applies to all Army Model BC-1A, AT-6, -6A, -6B, - 6C; Navy SNJ-2, -3 and -4 Aircraft. \n\n\tTo be accomplished prior to original certification.\n \n\tInspect the horizontal stabilizer rear spar connection for cracked fittings and the installation of shims as follows: \n\n\t(1)\tRemove the fuselage to vertical stabilizer fairing assembly and the rear fairing assemblies at the horizontal stabilizer. \n\n\t(2)\tRemove the 1/4-inch bolts which attach the rear spar connection fitting to the spar assembly. \n\n\t(3)\tRemove paint from connection fittings and inspect for cracks. Check with a machinist's square or other means to determine if fitting is preset. Replace any cracked or preset fitting and repaint all others. New fittings may be made of 24 ST or X4130 bar stock to the same dimensions as the old fittings. \n\n\t(4)\tInspect the fit between the spar and the sides of the base fitting with a feeler gage. Also inspect the fit between fitting P/N 77-21021 and the spar. If gaps exist, shims are necessary. \n\n\t(5)\tFabricate 24ST shims 3 1/8 inches x 15/16 inch and of necessary thickness, and place on either side of spar flanges maintaining a parallel overall dimension to fit inside of fitting P/N 77-21021 within maximum clearance of 0.010. \n\n\t(6)\tDrill holes through the shims to match those in the fitting. Remove all chips and reinstall the various parts. \n\n\t(North American Service Bulletin dated March 6, 1946, covers this subject also.) \n\n\tThis supersedes AD 45-44-03.
2011-24-02: We are adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace Corporation Model GV and GV-SP airplanes. This AD was prompted by notification from the airplane manufacturer that the third fire extinguisher bottle is mounted in a small-fragment impact zone. This AD requires inspecting to determine whether a third Halon fire extinguisher bottle is installed in the auxiliary power unit (APU) fragment impact zone, revising the limitations section of the airplane flight manual to add restrictions for APU usage for certain airplanes having a third fire extinguisher bottle, and removing the third fire extinguisher bottle from certain airplanes. We are issuing this AD to prevent penetration of the bottle by fragments released due to a failure of the APU rotor system. The bottle could rupture and cause substantial damage to primary airframe structure and primary flight controls.
97-09-05: This amendment adopts a new airworthiness directive (AD), applicable to all Raytheon Model BAe 125-1000A and Model Hawker 1000 series airplanes, that requires various modifications to increase the size of certain existing pressure venting areas and to add additional venting areas. This amendment is prompted by results of a design review of the requirements for certification of the cabin pressurization system. The actions specified by this AD are intended to prevent inadequate venting of cabin pressure in the event of rapid decompression, which could cause failure or deformation of certain structural members, and consequent reduced controllability of the airplane.
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.