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89-12-10: 89-12-10 BOEING: Amendment 39-6230. \n\tApplicability: Model 747-100, 747-200, 747-300, and 747-SP series airplanes, certificated in any category. \n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo minimize the fire hazard as a result of lower wing surface fuel tank access door penetration due to impact from low energy engine and tire debris, accomplish the following: \n\n\tA.\tWithin the next 8 months after the effective date of this AD, replace the two inboard fuel tank access doors on each lower wing skin (Nos. 544AB and 545AB) on the left wing and (Nos. 644AB and 645AB) on the right wing, with doors having impact resistance equivalent to that of 2024-T3 aluminum 0.140-inch thick, as approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region in accordance with the procedures described in Section 28-11-02 of the Boeing Model 747 Maintenance Manual. The replacement doors must also be fire resistant, as defined in theFederal Aviation Regulations, Part 1. \n\n\tB.\tWithin the next 30 months after the effective date of this AD, replace the following 14 lower wing surface fuel tank access doors, seven on the left wing (Nos. 546AB, 546BB, 552AB, 552BB, 552CB, 552DB, and 552EB), and seven on the right wing (Nos. 646AB, 646BB, 652AB, 652BB, 652CB, 652DB, and 652EB), with doors having impact resistance equivalent to that of 2024-T3 aluminum 0.140-inch thick, as approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, in accordance with the procedures described in Section 28-11-02 of the Boeing Model 747 Maintenance Manual. The replacement doors must also be fire resistant, as defined in the Federal Aviation Regulations, Part 1. \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.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\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 Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at 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 (39-6230, AD 89-12-10) becomes effective on July 8, 1989.
47-41-07: 47-41-07 BELL: (Was Mandatory Note 19 of AD-1H-2.) Applies to All Models of 47B Series, Through Serial Number 60. Compliance required at next 25-hour inspection. Steps should be taken to prevent the possibility of the lateral cyclic control bungee spring jumper from jamming the controls, in the event of a failure of the bungee spring, by falling down and becoming wedged against the tubular fuselage structure. Such action may be accomplished by riveting Bell P/N 47-725-034-5 to the lateral bungee jumper, with two AN 470-AD3-5 rivets spaced laterally 3/16 inch apart, in such a position that it will straddle the lower rod end of the vertical control rod emanating from bellcrank 47-725-016-1. This alteration is covered in detail by Bell Service Bulletin 47C34 dated July 16, 1947.
2009-20-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from 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: The Elevator control bearing stand RU19 was required to be inspected for correct production in 1978 in accordance with Technical Note (TN) No.301/6. In 2009, an accident occurred with a DG-100. The suspension bolt was found torn out of the bearing stand making the elevator uncontrollable. The investigation confirmed that the bearing stand had not been produced correctly. It is therefore assumed that the inspections per TN 301/6 did not produce reliable results. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
66-01-01: 66-01-01\tBOEING: Amdt. 39-176 Part 39 Federal Register January 5, 1966. Applies to Models 720 and 720B Series Airplanes. \n\n\tCompliance required as indicated.\n \n\tTo prevent further cracking in the wing upper surface skin, accomplish the following: \n\n\t(a)\tFor airplanes with less than 10,000 hours' time in service on the effective date of this AD, comply with (c) before the accumulation of 10,300 hours' time in service, unless accomplished after the accumulation of 9,700 hours' time in service, and thereafter at intervals not to exceed 600 hours' time in service from the last inspection.\n \n\t(b)\tFor airplanes with 10,000 or more hours' time in service on the effective date of this AD, comply with (c) within the next 300 hours' time in service after the effective date of this AD, unless accomplished within the last 300 hours' time in service, and thereafter at intervals not to exceed 600 hours' time in service from the last inspection.\n \n\t(c)\tInspect the wing upper surface skinfor cracks in accordance with Paragraph 3, Part I, "Inspection Data" of Boeing Service Bulletin No. 2309, Revision 2, or later FAA-approved revision.\n\n\t(d)\tIf cracks are detected during the inspections required by (c), before further flight, accomplish an x-ray inspection of the area from stringer No. 8 to the rear spar on both wings in accordance with "Process Data" included in Boeing Service Bulletin No. 2309, Revision 2, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n \n\t(e)\tFor airplanes with less than 7,000 hours' time in service on the effective date of this AD, comply with (g) before the accumulation of 8,800 hours' time in service, unless accomplished after the accumulation of 6,800 hours' time in service, and thereafter at intervals not to exceed 2,000 hours' time in service from the last inspection. \n\n\t(f)\tFor airplanes with 7,000 or more hours' time in service on the effective date of this AD, comply with (g) within the next 1,800 hours' time in service after the effective date of this AD, unless accomplished within the last 200 hours' time in service, and thereafter at intervals not to exceed 2,000 hours time in service from the last inspection. \n\n\t(g)\tAccomplish an x-ray inspection of all concealed areas on each wing in accordance with "Process Data" included in Boeing Service Bulletin No. 2309, Revision 2, or later FAA- approved revision, or by an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(h)\tIf a crack is detected during the inspections conducted in accordance with (c), (d), or (e), before further flight, repair the skin crack, in accordance with Paragraph 3, Part II, "Interim Repair Data", or Part III, "Permanent Repair Data", Boeing Service Bulletin No. 2309, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. Cracks repaired in accordance with Interim Repair Data shall be inspected: at intervals not to exceed 35 hours' time in service until the Part III Permanent Repair is accomplished if the repaired cracks are visible or, if x-ray inspection is required and the cracks are 1.25 inches in length or greater; or, at intervals not to exceed 150 hours' time in service until the Part III Permanent Repair is accomplished if the repaired cracks are concealed, x-ray inspection is required, and the cracks are less than 1.25 inches in length. When the Part III Permanent Repair has been accomplished, the repetitive inspections required by this AD may be discontinued.\n \n\t(i)\tUpon request of an operator, an FAA maintenance inspector with prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals required by the 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.This supersedes AD 65-27-01. \n\n\tThis directive effective January 5, 1966.
94-01-02: 94-01-02 BOEING: Amendment 39-8784. Docket 93-NM-127-AD. \n\n\tApplicability: Model 767 series airplanes; as listed in Boeing Service Bulletin 767-29- 0021, Revision 4, dated May 12, 1988; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent the inability to maintain hydraulic system power in the event that power is lost in both engines, accomplish the following: \n\n\t(a)\tWithin 4,000 hours time-in-service or 15 months after the effective date of this AD, whichever occurs later, replace the ram air turbine (RAT) airspeed switch; cap and stow the wire between the RAT airspeed switch and the air/ground relay; and perform a functional test of the RAT deployment system; in accordance with Boeing Service Bulletin 767-29-0021, Revision 4, dated May 12, 1988.\n \n\t(b)\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,Seattle Aircraft Certification Office (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, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(c)\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(d)\tThe modification shall be done in accordance with Boeing Service Bulletin 767-29-0021, Revision 4, dated May 12, 1988, which contains the following list of effective pages: \n\n\n\nPage Number\nRevision Level\nShown on Page\t\nDate \nShown on Page \n1-4, 6, 10\n4\nMay 12, 1988 \n5, 7-9, 11-14\n1\nAugust 10, 1984 \n\nThis 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 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on February 14, 1994.
93-14-11: 93-14-11 BOEING: Amendment 39-8635. Docket 92-NM-201-AD. \n\n\tApplicability: Model 767 series airplanes, line position 001 through 307, inclusive; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent failure of the engine bleed air crossover ducts, which could result in loss of pneumatics and damage to adjacent structure, accomplish the following: \n\n\t(a)\tOPTION 1: As an alternative to the requirements of paragraph (b) of this AD, accomplish the following: \n\n\t\t(1)\tWithin 6 months after the effective date of this AD, or prior to the accumulation of 7,000 total flight cycles, whichever occurs later, conduct a dye penetrant inspection and proof pressure test of the crossover pneumatic ducts, in accordance with Boeing Alert Service Bulletin 767-36A0041, dated July 2, 1992; or Revision 1, dated February 25, 1993. \n\n\t\t\t(i)\tIf cracks or ruptures are detected, prior to further flight, repair or replace the crossover pneumatic ducts in accordance with the service bulletin. \n\n\t\t\t(ii)\tStress relieving of the ducts, in accordance with the service bulletin, may be accomplished in conjunction with the initial dye penetrant inspection and proof pressure test required by this paragraph. Such action constitutes terminating action for the requirements of paragraph (a)(2) of this AD. \n\n\t\t(2)\tWithin 3,000 flight cycles after accomplishing the initial dye penetrant inspection and proof pressure test required by paragraph (a)(1) of this AD, conduct an additional dye penetrant inspection and proof pressure test of the crossover pneumatic ducts, and stress relieve the crossover pneumatic duct assemblies, in accordance with Boeing Alert Service Bulletin 767-36A0041, dated July 2, 1992; or Revision 1, dated February 25, 1993. If cracks or ruptures are detected, prior to further flight, repair or replace the crossover pneumatic ducts in accordance with the service bulletin. \n\n\t(b)\tOPTION 2: As an alternativeto the requirements of paragraph (a) of this AD, accomplish the following: \n\n\t\t(1)\tWithin 18 months after the effective date of this AD, or prior to the accumulation of 7,000 total flight cycles, whichever occurs later, conduct a dye penetrant inspection and proof pressure test of the crossover pneumatic ducts and stress relieve the crossover pneumatic duct assemblies, in accordance with Boeing Alert Service Bulletin 767-36A0041, dated July 2, 1992; or Revision 1, dated February 25, 1993. \n\n\t\t(2)\tIf cracks or ruptures are detected, prior to further flight, repair or replace the crossover pneumatic ducts in accordance with the service bulletin. \n\n\t(c)\tReplacement of all crossover pneumatic ducts with stress relieved ducts in accordance with Boeing Alert Service Bulletin 767-36A0041, dated July 2, 1992; or Revision 1, dated February 25, 1993, constitutes terminating action for the requirements of paragraphs (a) and (b) of this AD. \n\n\t(d)\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, Seattle Aircraft Certification Office (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, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(e)\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(f)\tThe inspection, test, repair, and replacement shall be done in accordance with Boeing Alert Service Bulletin 767-36A0041, dated July 2, 1992; or Boeing Service Bulletin 767-36A0041, Revision 1, dated February 25, 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(g)\tThis amendment becomes effective on September 16, 1993.
41-47-01: 41-47-01 DOUGLAS: (Was Service Note 3 of AD-618-3 and Service Note 3 of AD-669-3.) Applies to All DC3 Series Aircraft. \n\n\tEach time a control surface is overhauled or repaired, the surface should be rebalanced. \n\n\t(Douglas Service Bulletin No. 207 contains instructions on rebalancing.)
80-04-06: 80-04-06 AYRES CORPORATION (formerly Rockwell International and Snow Aeronautical Company): Amendment 39-3688. Applies to the following Ayres Models and serial numbers with 2000 or more hours time in service after the effective date of this AD, certificated in all categories: \n\n\nModel S-2D:\nAll S/N's \nModel S-2R:\nS/N's 1416R through 2560R; S/N's 5000R through 5100R \nModel S2R-T11:\nS/N's T11-001 and T11-002 \nModel S2R-T15:\nS/N's T15-001 through T15-005 \nModel S2R-T34:\nS/N's 6000 through 6049; S/N's T34-001 through T34- 019 \nModel S2R-R3S:\nS/N's R3S-001 through R3S-008\n\n\tCompliance required as indicated unless already accomplished. \n\n\tTo prevent the possible structural failure of the horizontal stabilizer due to a crack or cracks in the tubular front spar, accomplish the following within 25 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 500 hours time in service from the last inspection. \n\n\t1.\tInspection Procedures \n\t\ta.\tRemove fuselage side skins to provide access to the inspection hole in the bottom of the horizontal stabilizer. \n\n\t\tb.\tDisconnect the flying wires, left and right sides, from both upper and lower surfaces of the horizontal stabilizer to permit the exercising of the stabilizer. \n\n\t\tc.\tInspect the horizontal stabilizer front spar tube (P/N 40221-19) in the area of both the left and right fuselage attach bushings as shown in Figure 1 using a flashlight and an inspection mirror. IMPORTANT - the stabilizer must be exercised with both an up and down force at the tip during the inspection to ensure detection of a crack. \n\n\t\td.\tIf the spar is cracked, comply with Paragraph 2. If the spar is not cracked, comply with Paragraph 3. \n\n\t2.\tAction Required If Spar Is Cracked \n\t\tIf the spar is cracked in the area of the front spar-to-fuselage attach bushing, accomplish either Paragraph a. or b. listed below: \n\n\t\ta.\tBefore further flight, replace the cracked horizontal stabilizer assembly P/N 40221-61 with a new horizontal stabilizer assembly P/N 40221-70. When P/N 40221-70 is installed, the repetitive inspections required by Paragraph 1 may be discontinued. \n\n\t\tb.\tBefore further flight, replace the cracked horizontal stabilizer assembly P/N 40221-61 with a serviceable assembly of the same part number. Continue the Paragraph 1 inspection at intervals not to exceed 500 hours time in service from the last inspection. \n\n\t\tReinstall the horizontal stabilizer assembly and adjust the flying wires in accordance with the Rigging Procedures in Section VII of the Maintenance Manual. Finally, adjust the tension in each flying wire until the midpoint has a deflection of 0.30 + 0.05 inch with an applied side load of 20 pounds. \n\n\t3.\tAction Required If The Spar Is Not Cracked \n\t\tReattach the flying wires to the horizontal stabilizer and adjust the flying wires in accordance with the Rigging Procedures in Section VII of the Maintenance Manual. Finally, adjust thetension in each wire until the midpoint has a deflection of 0.30 + 0.05 inch with an applied side load of 20 pounds. Continue the Paragraph 1 inspection at intervals not to exceed 500 hours time in service from the last inspection. When horizontal stabilizer assembly P/N 40221-70 is installed, the repetitive inspections may be discontinued. \n\n\tCompliance with the provisions of this AD may be accomplished in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. \n\n\tThis amendment is effective February 20, 1980.
91-21-02: 91-21-02 MCDONNELL DOUGLAS: Amendment 39-8049. Docket No. 91-NM-187-AD. \n\n\tApplicability: Model DC-9-80 series airplanes; equipped with Sundstrand Data Control management control units (MCU), part number (P/N) 960-0511-001, -002, or -003; certificated in any category. \n\n\tCompliance: Required within 15 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent in-flight electrical shorting of the MCU that could cause the MCU battery to burst and blow the MCU case open and damage other aircraft systems in the electrical and electronics compartment, accomplish the following: \n\n\t(a)\tRemove Sundstrand MCU, P/N 960-0511-001, -002, or -003, in accordance with McDonnell Douglas Alert Service Bulletin A31-39, dated August 15, 1991 (telex), or August 19, 1991 (service bulletin). \n\n\tNOTE: In accordance with Federal Aviation Regulation (FAR) 121.367, any operator who currently uses the MCU specified in paragraph (a) of this AD to record maintenance data required by its FAA-approved maintenance program must obtain approval from its FAA Principal Maintenance Inspector for an alternative method of recording this data. \n\n\tNOTE: MCU's specified in paragraph (a) of this AD may be replaced with an FAA-approved Sundstrand MCU, P/N 960-0511-011. \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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Avionics Inspector, who may concur or comment and then send it to the Manager, Los Angeles 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 removal requirements shall be done in accordance with McDonnell Douglas Alert Service Bulletin A31-39, which was released as a telex dated August 15, 1991, and as a paper copy service bulletin dated August 19, 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. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8049, AD 91-21-02) becomes effective on October 23, 1991.
2021-21-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-841 and A330-941 airplanes. This AD was prompted by a report of incorrect take-off computations for crosswinds above 20 knots. This AD requires amending the existing aircraft flight manual (AFM), as specified in a European Union Aviation Safety Agency (EASA), which is incorporated by reference. The \n\n((Page 57553)) \n\nFAA is issuing this AD to address the unsafe condition on these products.