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90-26-05: 90-26-05 BOEING: Amendment 39-6832. Docket No. 90-NM-261-AD. \n\n\tApplicability: Model 737-300, 737-400, and 737-500 series airplanes, and Model 757- 200 series airplanes; equipped with Transaero P/N 91466 series double flight attendant seats; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent injury to flight attendants, accomplish the following: \n\n\tA.\tWithin 21 days after the effective date of this AD, inspect the front edge of the affected seat pans for areas of abnormal flexibility when hand pressure is applied perpendicular to the seat pan, and for permanent deflection or misfair of the seat pan edge when stowed.\n\n\t\t1.\tIf no obvious damage is detected, repeat the inspection at intervals not to exceed 30 days.\n\n\t\t2.\tIf any of the above conditions are found, prior to further flight, accomplish one of the following: \n\n\t\t\ta.\tInstall a placard stating that the damaged seat is not to be occupied; orb.\tReplace the seat pan with a new seat pan of the same part number, and continue to inspect at intervals not to exceed 30 days thereafter in accordance with paragraph A. of this AD; or \n\n\t\t\tc.\tRepair the seat pan in a manner approved by the Manager, Seattle Aircraft Certification Office, and continue to inspect at intervals not to exceed 30 days in accordance with paragraph A. of this AD. \n\n\tB.\tThe actions required by paragraph A. of this AD may be terminated upon replacement of affected seat pans with seat pans that have been approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6832, AD 90-26-05) becomes effective on December 26, 1990.
69-04-04: 69-04-04 PILATUS: Amdt. 39-720. Applies to Model PC-6 airplanes, Serial Numbers 342 through 675, 2001 through 2009, 2012 through 2018, 2025 through 2035, 2040 and 2041. Compliance required within the next 25 hours time in service after the effective date of this AD, unless already accomplished. To prevent fatigue failure of the forward aileron mass balance attachment bolt P/N N-116 M5X40 (932.11.41.39), replace bolt on left and right aileron with new bolts of the same part number that have been supplied by the Pilatus Aircraft Works, Stans, Switzerland or Fairchild Hiller Corporation, Hagerstown, Maryland, after April 15, 1968 in accordance with Pilatus Service Bulletins No. 81 and 81A or later Swiss Federal Air Office-approved issue or an FAA approved equivalent. This amendment becomes effective February 14, 1969.
2009-18-18: 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: A recent event occurred during which the LH [left-hand] forward side glass window of an ATR 72-212 aeroplane blew out while performing a ground pressure test. The investigation revealed some anomalies on the forward side window at the level of the Z-bar on the windows external side and at the level of the inner retainer on the windows internal side. These anomalies are considered as precursors of this failure. * * * * * An in-flight loss of a forward side window could have catastrophic consequences for the aeroplane and/or cause injuries to people on the ground. The loss of the forward side window while the aeroplane is on the ground with a positive differential cabin pressure could also cause injuries to people inside or around the aeroplane. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-18-19: 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: An A340 operator has reported an uncommanded engine N[deg]4 shut down during taxi after landing. The root cause of this event has been identified as failure of the fuel pump Non Return Valve (NRV) preventing the collector cell jet pump from working. This led to engine N[deg]4 collector cell fuel level to drop below the pump inlet and consequently causing engine N[deg]4 flame out. * * * * * Multiple NRV failures in combination with failure modes trapping fuel could potentially increase the quantity of unusable fuel on aircraft possibly leading to fuel starvation which could result in engine in-flight shut down and would constitute an unsafe condition. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2009-18-16: We are superseding an existing 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: DGAC [Direction Generale de l'Aviation Civile] France issued AD F-2005-078 [which corresponds to FAA AD 2006-02-06] to require the modification (Airbus modification 13023), defined in Airbus SB [service bulletin] A310-53-2124, to increase the service life of junctions of center box upper frame bases to upper fuselage arches. This structural modification falls within the scope of the work related to the extension of the service life of A310 aircraft and widespread fatigue damage evaluations. The threshold timescales for accomplishment of the tasks as defined in SB A310-53-2124 were refined and reduced. * * * * * * * * The unsafe condition is fatigue cracking of the frame foot run-outs, which could lead to rupture of the frame foot and cracking in adjacent frames and skin, and which could result in reduced structural integrity of the fuselage. We are issuing this AD to require actions to correct the unsafe condition on these products.
78-08-11: 78-08-11 MCDONNELL DOUGLAS: Amendment 39-3190. Applies to DC-10-10, -10F, -30, -30F and -40 Series airplanes, certificated in all categories.\n\n\tCompliance required before April 10, 1979, unless already accomplished, or unless incorporated in production. \n\n\tTo minimize the probability of an aborted takeoff resulting from a false stall warning during the takeoff roll, add a five second time delay between nose gear lift-off and the initiation of a stall warning by accomplishing the following:\n\n\t(a)\tModify the airplanes in accordance with McDonnell Douglas DC-10 Service Bulletin 22-94 dated August 4, 1977, or later FAA approved revisions.\n\n\t(b)\tIncorporate revisions in the FAA Approved Airplane Flight Manual, Documents MDC-J1010, MDC-J1030, MDC-J5830, MDC-J1040 and MDC-J2140, by adding the following new heading and text in Section III Procedures:\n\n\t\tSTALL WARNING PREFLIGHT CHECK\n\n\t\tRotate "STALL TEST" switch to "L (MOM)." Note five second delay before stick shaker \t\t\tactivation. Rotate "STALL TEST" switch to "R (MOM)." Again note five second delay before stick \t\tshaker activation.\n\n\t(c)\tEquivalent modifications, procedures, or revisions 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 operate airplanes to a base for accomplishment of the modification required by this AD.\n\n\tThis amendment becomes effective May 18, 1978.
2009-19-01: 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: An operator has reported the loss of a centre flap inner tab on an in-service A300 aircraft. The centre flap inner tab detached during approach to an airport. A similar event was reported several years ago on a pre-mod 04770 aircraft. * * * * * * Investigations led by the manufacturer revealed that the centre hinge bracket developed a fatigue crack causing complete failure of the bracket. The tab rotated causing failure of the inboard link followed by the failure of the outboard link. [D]etachment of a centre flap inner tab * * * could be a potential risk to persons on [the] ground * * . * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
89-25-03: 89-25-03 MCDONNELL DOUGLAS: Amendment 39-6408. Docket No. 89-NM-228-AD. \n\n\tApplicability: Model DC-9-10, -20, -30, -40, -50, -81, -82 and C-9 (Military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent crack propagation, which could result in rapid cabin depressurization, accomplish the following: \n\n\tA.\tFor airplanes fuselage numbers 1 through 950: Prior to the occurrence of the latest of the compliance times set forth below, inspect the left- and right-hand window belt panels and adjacent structure for cracks using eddy current methods, in accordance with McDonnell Douglas Alert Service Bulletin (ASB) A53-142, Revision 8, dated October 25, 1989 (hereinafter referred to as ASB 53-142): \n\n\t\t1.\tPrior to the accumulation of 30,000 or more landings; or \n\n\t\t2.\tWithin 2,500 landings since the last inspection in accordance with Amendment 39-5136, AD 85-19-02; or \n\n\t\t3.\tWithin 500 landingsafter the effective date of this AD. \n\n\tB.\tFor airplanes, fuselage numbers 951 through 1157: Prior to the occurrence of the latest of the compliance times set forth below, inspect the left- and right-hand window belt panels and adjacent structure for cracks using eddy current methods, in accordance with McDonnell Douglas ASB A53-142: \n\n\t\t1.\tPrior to the accumulation of 30,000 or more landings; or \n\n\t\t2.\tWithin 10,000 landings since the last inspection in accordance with Amendment 39-5136, AD 85-19-02; or \n\n\t\t3.\tWithin 500 landings after the effective date of this AD. \n\n\tC.\tRepeat the inspections required by paragraph A. of this AD at intervals not to exceed 800 landings, until such time as the preventive modification is installed in accordance with McDonnell Douglas Service Bulletin 53-142, dated June 30, 1983. \n\n\tD.\tRepeat the inspections required by paragraph B. of this AD at intervals not to exceed 20,000 landings, until such time as preventive modification is installedin accordance with McDonnell Douglas Service Bulletin 53-142, dated June 30, 1983. \n\n\tE.\tCredit may be given for inspections and repairs already accomplished in accordance with earlier versions of the McDonnell Douglas ASB A53-142. \n\n\tF.\tIf any fuselage skin cracks are found, accomplish the procedures described in paragraphs F.1., F.2., or F.3., below: \n\n\t\t1.\tBefore further flight, repair fuselage skin cracks in accordance with Option 2 described in ASB A53-142; or \n\n\t\t2.\tBefore further flight, repair fuselage skin cracks in accordance with McDonnell Douglas DC-9 Drawing J060131. Repairs of fuselage skin cracks accomplished in accordance with Drawing J060131 must be visually inspected at intervals not to exceed 2,000 landings, and must be replaced by repairs accomplished in accordance with McDonnell Douglas Drawing J060109 within 4,000 landings. After accomplishment of repairs in accordance with Drawing J060109, inspect the unrepaired areas of the airplane in accordance withthe requirements of paragraphs C., above, for fuselages 1 through 950, or paragraph D., above, for fuselages 951 through 1157 or \n\n\t\t3.\tBefore further flight, install a placard in plain view of the pilot reading "Pressurized Flight Prohibited," and accomplish either paragraph F.1. or F.2., above, within 4,000 landings. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base to comply with the requirements of this AD. \n\n\tH.\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\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. This information 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 AD supersedes Amendment 39-5136, AD 85-19-02, which became effective on October 12, 1985. \n\n\tThis amendment (39-6408, AD 89-25-03) becomes effective on December 18, 1989.
51-10-01: 51-10-01 DOUGLAS: Applies to All Model DC-6 Aircraft. \n\n\tCompliance required at first engine change after receipt of parts but not later than June 1, 1952. \n\n\tIn order to increase the strength of the wing flap operating link assembly at wing Station 281, and to replace the temporary reworks of the present links as outlined in Douglas General Service Letter DC-6 No. 60, the following should be accomplished: \n\n\t\t(a)\tReplace wing flap operating link assembly, P/N 4330069, with new heavier link, P/N 4393814. \n\n\t\t(b)\tVisually inspect 4330069 links every 60 hours of operation until replacement per item (a), is accomplished. If links have been reworked and shotpeened per Douglas General Service Letter DC-6 No. 60, inspect every 500 hours of operation until replacement is made. \n\n\t(Douglas General Service Letter DC-6 No. 60 covers this same subject.)
92-06-03: 92-06-03 BOEING: Amendment 39-8183. Docket 91-NM-49-AD. \n\n\tApplicability: Model 747 series airplanes, line number 696 and subsequent; equipped with evacuation system packboards and cover assemblies identified in the Boeing Service Bulletin 747-25-2807, Revision 2, dated August 22, 1991, and Boeing Alert Service Bulletin 747- 25A2889, dated November 1, 1990; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo provide satisfactory reliability of the evacuation system, accomplish the following: \n\n\t(a)\tFor evacuation system packboard and cover assemblies identified in either Boeing Service Bulletin 747-25-2807, Revision 2, dated August 22, 1991, or Boeing Alert Service Bulletin 747-25A2889, dated November 1, 1990: Within the next 120 days after the effective date of this AD, inspect the evacuation system packboard and cover assemblies in accordance with Part III, "Accomplishment Instructions," Paragraph B., of Boeing Alert Service Bulletin 747-25A2889, dated November 1, 1990. \n\n\t\t(1)\tIf the inspection reveals that the angle measured is 155 degrees or greater, prior to further flight, modify the packboard and cover assemblies in accordance with Boeing Alert Service Bulletin 747-25A2889, dated November 1, 1990, and Boeing Service Bulletin 747-25-2807, Revision 2, dated August 22, 1991, as applicable. \n\n\t\t(2)\tIf the inspection reveals that the angle measured is less than 155 degrees, within the next 15 months after the effective date of this AD, modify the packboard and cover assemblies in accordance with Boeing Alert Service Bulletin 747-25A2889, dated November 1, 1990, and Boeing Service Bulletin 747-25-2807, Revision 2, dated August 22, 1991, as applicable. \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 modification shall be done in accordance with Boeing Alert Service Bulletin 747-25A2889, dated November 1, 1990; and Boeing Service Bulletin 747-25- 2807, Revision 2, dated August 22, 1991, which contains the following list of effective pages: \n\n\nPage Number\nRevision Level\nDate\n1, 3-4\n2\nAugust 22, 1991 \n2, 5, 7, 8,\n17-18 \n1\nJuly 25, 1991\n6, 9-16\t\n(original)\nDecember 7, 1989 \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. Copies may be inspected at the FAA, 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\tThis amendment becomes effective on April 21, 1992.