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54-01-02: 54-01-02 HAMILTON STANDARD: Applies to Hamilton Standard Reversing Propellers Models 43D, 43E, 34D, 34E, 232 and 242 Incorporating Low Pitch Stop Assemblies With Wedge Return Springs; and Models 43E, 34D, 232 and 242 Incorporating Low Pitch Stop Assemblies With Wedge Inserts, on Boeing 377, Convair 240 and 340 Series, Douglas DC-6 Series, Lockheed 49 Series, Martin 202 and 404 Series Aircraft. Compliance required as indicated. Investigations of three recent incidents in commercial service in which the propeller inadvertently reversed during approach, have indicated the possibility that the low pitch stop wedge, under vibratory conditions, can move forward from its position under the stop levers, allowing the propeller to travel into the reverse range upon governor demand for lower pitch. Therefore, to minimize the forward forces applied against the stop wedge by piston-to-stop-lever contact at the low pitch position, it is necessary to remove the 2 degree pitch angle fromthe stop lever and wedge contact surfaces. Prior to June 1, 1954, rework all low pitch stop levers and wedges as specified in Hamilton Standard Service Bulletin No. 273 and its Supplement No. 273A. This supersedes AD 53-15-01.
2010-06-09: We are adopting a new airworthiness directive (AD) for certain Model 777-200, -200LR, -300, -300ER, and 777F series airplanes. This AD requires installing new operational program software for the autopilot flight director computers. This AD results from reports of rejected takeoffs at speeds above takeoff decision speed following inadvertent autopilot engagement on the ground, and from the discovery during flight simulations that the climb gradient is less than optimal for obstacle clearance during a performance-limited takeoff situation. We are issuing this AD to prevent inadvertent engagement of the autopilot during takeoff roll, which could result in rejected takeoff at rotation speed, and consequent possible overrun of the runway. We are also issuing this AD to prevent a lower-than-optimal climb gradient during takeoff, and consequent failure to clear obstacles on the ground during a performance-limited takeoff.
90-02-02: 90-02-02 BOEING: Amendment 39-6459. Docket No. 89-NM-260-AD. \n\tApplicability: Model 747-400 series airplanes, listed in Boeing Alert Service Bulletin 747-53A2320, dated October 26, 1989, certificated in any category. \n\n\tCompliance: Required within 30 days after the effective date of this AD, unless previously accomplished. \n\n\tTo ensure structural integrity of certain overhead stowage bin installations, accomplish the following: \n\n\tA. Deactivate the affected overhead stowage bins in accordance with paragraph III.A. of Boeing Alert Service Bulletin 747-53A2320, dated October 26, 1989, Revision 1, dated December 21, 1989. The bins may be reactivated after modification of the upper deck floor beam/intercostals is accomplished in accordance with paragraph III.C. of the Alert Service Bulletins. \n\n\tB. An 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. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC. Special 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. All 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, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6459, AD 90-02-02) becomes effective on January 22, 1990.
47-05-01: 47-05-01 CESSNA: (Was Mandatory Note 11 of AD-722-5.) Applies Only to Model T- 50 Airplanes Having a Fuel Shutoff Valve Located in Each Engine Nacelle. These Valves are Controlled by "T" Shaped Handles Located Below the Pilot and Copilot Seats. \n\n\tCompliance required prior to original certification or, if previously certificated, not later than March 1, 1947. \n\n\tTo prevent the pilot or copilot from inadvertently operating the fuel shutoff valves by striking the "T" shaped fuel shutoff valve handles with their feet, the "T" shaped handles are to be changed to circular shaped handles. To accomplish this a ring having an inside diameter of 3 1/2 inches is to be formed of 1/4 - inch x 0.035 steel tubing and slid over each "T" shaped handle and welded in place. This will result in a handle of this appearance: \n\n\n\nFigure 1\n47-05-01
91-12-15: 91-12-15 BOEING: Amendment 39-7027. Docket No. 90-NM-36-AD. \n\n\tApplicability: Model 757 series airplanes, line numbers 001 through 199, on which Production Revision Release (PRR) 53736 has not been incorporated, certificated in any category. \n\n\tCompliance: Required within the next 3,600 hours time-in-service or 24 calendar months after the effective date of this AD, whichever occurs later, unless previously accomplished. \n\n\tTo prevent loss of fluid from all three hydraulic systems, accomplish the following: \n\n\tA.\tModify the center hydraulic system in accordance with the instructions contained in Boeing Alert Service Bulletin 757-29A0030, Revision 3, dated February 7, 1991. \n\n\tB.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded throughan FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, 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 (39-7027, AD 91-12-15) becomes effective on July 15, 1991.
90-06-14 R1: 90-06-14 R1 BOEING: Amendment 39-6544 as corrected by Amendment 39-6605. Docket No. 89-NM-99-AD. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-53-2293, dated December 22, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid cabin pressure loss due to cracking in the nose wheel well box structure, accomplish the following: \n\n\tA.\tPerform the following inspections at the intervals indicated below, in accordance with Boeing Service Bulletin 747-53-2293, dated December 22, 1988. The specified flight cycles (or threshold) applies to the cycles accumulated on the structure within the corresponding inspection areas, and not necessarily to the total number of cycles on the airplane; therefore, inspections may be deferred in any area where structure has been replaced with new structure, until the new structure reaches the appropriate flight cycle threshold. \n\n\tNOTE: Flight cycles as defined herein need not be counted if cabin differential pressure was below 2.0 psi. \n\n\t\t1.\tPrior to the accumulation of 4,000 flight cycles or within 1,500 flight cycles after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 1,500 flight cycles, conduct a detailed visual internal and external inspection for cracks in the top panel and intercostals of the nose wheel well structure. \n\n\t\t2.\tPrior to the accumulation of 10,000 flight cycles or within 1,500 flight cycles after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 3,000 flight cycles, conduct a detailed visual internal and external inspection for cracks in the nose wheel well vertical beam clips and adjacent sidewall panel web. \n\n\t\t3.\tPrior to the accumulation of 10,000 flight cycles or within 1,500 flight cycles after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 1,500 flight cycles, conduct a detail visual internal and external inspection for cracks in the nose wheel vertical beam webs. \n\n\tB.\tIf cracks are found during any of the inspections required by paragraph A., above, prior to further flight, conduct an inspection for secondary cracking at locations specified in Boeing Service Bulletin 747-53-2293, dated December 22, 1988. Repair all cracks, prior to further flight, by replacing cracked parts with original design parts, or by repairing cracked structure in accordance with Boeing Service Bulletin 747-53-2293, dated December 22, 1988, or the 747 Structural Repair Manual (SRM). \n\n\tC.\tAs an alternative to the repetitive inspections required by paragraphs A.1. and A.3., above, conduct a detailed visual inspection plus a high frequency eddy current (HFEC) inspection of the nose wheel well top panel and intercostals and nose wheel well vertical beam webs, in accordance with Boeing Service Bulletin 747-53-2293, dated December 22, 1988, at intervals not to exceed 3,000 flight cycles. \n\n\tD.\tAs an alternative to the inspection of nose wheel well top panel intercostals, sidewall panel vertical beam clips, and vertical beam webs, required by paragraphs A., and C., above, replace the nose wheel well top panel intercostals, sidewall panel vertical beam clips, and vertical beam webs with redesigned structure and conduct an inspection for cracking of adjacent structure within the threshold specified in paragraph A., above, in accordance with Boeing Service Bulletin 747-53-2293, dated December 22, 1988. Repair any cracks prior to further flight, in accordance with the Boeing service bulletin. Replacement with redesigned structure constitutes terminating action for the repetitive inspections of that structure required by paragraphs A. and C., above. \n\n\tE.\tFor Model 747SR airplanes, all specified flight limits, allowance periods, and reinspection intervals may be multiplied by a 1.2 adjustment factor, based on mixed operation at lower cabin pressure differentials. \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, 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\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 Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-6605, AD 90-06-14, is corrected by Amendment 39-6605, AD 90-06-14 R1. \n\n\tThe effective date for the requirements of this amendment remains April 24, 1990, as specified in Amendment 39-6544, AD 90-06-14. \n\n\tThis correction is effective on May 18, 1990.
2010-06-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: One A300-600 aeroplane operator reported that, during a routine inspection, the Right Hand frame 40 forward fitting between stringer 32 and stringer 33 was found cracked. The subject aeroplane had previously been modified in accordance with Airbus SB A300-57-6053 (Airbus Modification 10453). This condition, if not corrected, could result in a deterioration of the structural integrity of the frame. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
90-06-04: 90-06-04 BOEING: Amendment 39-6522. Docket No. 90-NM-18-AD. \n\n\tApplicability: All Model 737 series airplanes, equipped with Walter Kidde APU fire detection systems that either have not yet had an initial "C" check performed or that have had an APU replaced since performing the last "C" check, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent an undetected APU fire, accomplish the following: \n\n\tA.\tWithin 3 days after the effective date of this AD, placard the APU as inoperative until the inspection required by paragraph B., below, has been accomplished. \n\n\tB.\tWithin 5 days after installation of the placard required by paragraph A., above, inspect to determine whether a Walter Kidde APU fire detector is installed in the APU compartment. This inspection can be performed by viewing through the APU cooling air exhaust outlet (ref: Model 737 Maintenance Manual 49-11-00). The Walter Kidde element is protected by a perforated shield surrounding the length of the element. If the perforated shield is not seen, open the lower APU shroud and verify that the fire detector element installed is Boeing Part Number 10-61096-316/Walter Kidde part number 894481. \n\n\tNOTE: Boeing Model 737-300 and 737-400 series airplanes inspected in accordance with Boeing Telex M-7272-90-0735, dated January 31, 1990, comply with the inspection requirements of this AD. \n\n\tC.\tIf configuration discrepancies are discovered while accomplishing the inspection required by paragraph B., above, within 5 days, remove and replace the detector with the appropriate Walter Kidde detector that has been approved for installation on the airplane. Upon completion of the inspection required by paragraph B. and this modification, if required, the placard required by paragraph A., above, may be removed. \n\n\tD.\tWithin 10 days after the inspection required by paragraph B., above, if configuration discrepancies are discovered, submit areport of findings to the Manager, Seattle Manufacturing Inspection District Office, ANM-108S, FAA, Transport Airplane Directorate, 7300 Perimeter Road South, Seattle, Washington 98108. The report must include the airplane serial number. \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, 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\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 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 (39-6522, AD 90-06-04) becomes effective on March 19, 1990.
91-23-09: 91-23-09 BOEING: Amendment 39-8078. Docket No. 91-NM-199-AD. \n\n\tApplicability: Model 747-400 series airplanes; line numbers 813 through 845, inclusive; certificated in any category. \n\n\tCompliance: Required within 20 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent fire due to overheated terminals and/or the loss of power to the standby electrical power system, accomplish the following: \n\n\t(a)\tInspect the nuts on terminal strips TD469 and TD470, located in the P180-1 panel, for proper torque of 65 to 75 inch-pounds, in accordance with Boeing Commercial Airplane Group Process Specification BAC 5159, Revision F, dated March 1, 1991. If any nut is found not to have proper torque, prior to further flight, re-torque the nut to 65 to 75 inch-pounds, in accordance with the Boeing Process Specification. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(d)\tThe inspection and re-torquing requirements shall be done in accordance with Boeing Commercial Airplane Group Process Specification BAC 5159, Revision F, dated March 1, 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 S.W., Renton, Washington, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8078, AD 91-23-09) becomes effective on November 27, 1991.
89-14-10: 89-14-10 McDONNELL DOUGLAS: Amendment 39-6253. \n\n\tApplicability: Model DC-9-10, -20, -30, -40, -50, and C-9 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent premature fatigue failure of engine mount cone bolts, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD, determine if forward engine mount cone bolts, Barry Controls part number R18210-2, serial numbers 15B8021 through 15B8329, 15B8332 through 15B8382, 15B8396 through 15B8399; or aft engine mount cone bolt, Barry Controls part number R18211-2, serial numbers 15B5242 through 15B5320; are installed. \n\n\tNOTE: This determination may be accomplished by conducting either a thorough review of receiving inventory and/or maintenance records, or a visual inspection of each installed cone bolt. \n\n\tB.\tIf any of the cone bolts identified in paragraph A., above, are installed, or if a determination of the installation of discrepant bolts cannot be made, remove the cone bolt(s) and replace it with a properly heat-treated cone bolt within 2,000 flight hours after installation or 15 days after discovery, whichever occurs later, in accordance with McDonnell Douglas Service Bulletin 71-46, dated April 24, 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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 whohave not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publication and Training, C1-750 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6253, AD 89-14-10) becomes effective on July 17, 1989.