Results
91-08-12: 91-08-12 BOEING: Amendment 39-6967; Docket No. 90-NM-179-AD. \n\n\tApplicability: Model 737 series airplanes, line numbers 520 through 610, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent inability of the airplane to carry fail-safe loads due to disbonded doublers, and to reduce the possibility of rapid decompression, accomplish the following: \n\n\tA.\tWithin 60 calendar days after the effective date of this AD, perform a one-time external ultrasonic inspection of the bonded doublers not mechanically fastened above stringer (S-) 26 between body station (BS) 259 and BS 1016 in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. \n\n\tNOTE: The area inspected in accordance with AD 89-16-05, Amendment 39-6281, does not require reinspection for disbonding. \n\n\tB.\tIf disbonding is detected, prior to further flight, accomplish the following: \n\n\t\t1.\tPerform a high frequency eddy current (HFEC)inspection for cracks and a visual inspection for corrosion along the upper rivet row of the lower lap splices and both rivet rows of S-17 (if affected), for the entire length of affected panel, in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. If, during the inspections required by this paragraph, paint inhibits identification of the fastener heads or cracks, the paint must be stripped using an FAA-approved chemical stripper. \n\n\t\t\ta.\tIf no cracking or corrosion is found, repeat the HFEC and visual inspections at intervals not to exceed 4,500 flight cycles until the preventive modification required by paragraph C. of this AD is accomplished. \n\n\t\t\tb.\tIf cracks are found, repair prior to further flight, in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. Within 3,000 flight cycles following the repair, accomplish the lap splice preventive modification on the affected panel, which includes installation of oversize protruding head solid fasteners in the lap splice upper row and S-17, in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. \n\n\t\t\t\t(1)\tBlind fasteners may be used as a temporary repair only. Repairs using blind fasteners must be repetitively inspected for loose or missing fasteners at intervals not to exceed 3,000 flight cycles following installation, and replaced with protruding head solid fasteners within 10,000 flight cycles following installation. \n\n\t\t\t\t(2)\tRepairs previously installed with blind fasteners prior to the effective date of this AD must be inspected for loose or missing fasteners within 1,000 flight cycles after the effective date of this AD and thereafter at intervals not to exceed 3,000 flight cycles. Blind fasteners must be replaced with protruding head solid fasteners within 10,000 flight cycles following installation. \n\n\t\t2.\tPerform a detailed external visual inspection for cracks and corrosion at circumferential splices along the most forward and most aft rivet row of each panel found to contain delamination, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990. Remove paint with an FAA-approved chemical stripper prior to inspection, or ensure that the fastener head is clearly visible. In addition to the detailed external visual inspection, perform a HFEC inspection for cracks at each circumferential splice from S-10R to S- 10L in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990, along the most forward and most aft rivet row of each circumferential splice. \n\n\t\t\ta.\tIf no cracks, corrosion, or delamination are found as a result of the detailed external visual inspection, repeat the detailed external visual and HFEC inspections required by this paragraph at intervals not to exceed 4,500 landings or 15 months, whichever occurs first. \n\n\t\t\tb.\tIf any cracking is detected, repair prior to further flight, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990. \n\n\t\t\tc.\tReplacement of the most forward and most aft fastener rows with standard protruding head solid fasteners at all circumferential fuselage splices, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990, constitutes terminating action for the inspections required by this subparagraph, B.2. \n\n\t\t3.\tIn areas where corrosion or delamination are found as a result of the inspections required by paragraphs B.1 and B.2. of this AD, prior to further flight, perform a low frequency eddy current (LFEC) inspection using an FAA-approved method: \n\n\t\t\ta.\tIf corrosion depth, does not exceed 10% of the skin's thickness, conduct the repetitive external detailed visual inspections required by paragraphs B.1. and B.2. of this AD, of each panel found to contain corrosion at intervals not to exceed 2,250 flight cycles or 6 months, whichever occurs first. \n\n\t\t\tb.\tIf corrosion depth, exceeds 10% of the skin's thickness, or if cracks or delamination is found as a result of the detailed external visual inspections, repair prior to further flight, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990. Following such a repair, continue to inspect in accordance with paragraphs B.1. and B.2. of this AD, at intervals not to exceed 4,500 flight cycles or 15 months, whichever occurs first. \n\n\t\t\tc.\tAny crack found must be repaired, prior to further flight, in accordance with an FAA-approved method. Blind fasteners may be used as a temporary repair only. They must be repetitively inspected for loose or missing fasteners at intervals not to exceed 3,000 flight cycles following installation and then replaced with protruding head solid fasteners within 10,000 flight cycles following installation. \n\n\t\t4.\tRepair all disbonded tearstraps prior to further flight, in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989; or Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1989; or Revision 3, dated November 2, 1989; as appropriate. \n\n\tC.\tWithin 24 months after detection of disbonding as a result of the inspection required by paragraph A. of this AD, accomplish the lap splice and S-17 preventative modification of the affected panel, which includes installation of oversize protruding head solid fasteners in the upper rivet row, in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. Accomplishment of this modification constitutes terminating action for the inspection requirements of paragraph B.1. and B.2 of this AD for the affected panel. \n\n\tD.\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\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 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, SW., Renton, Washington. \n\n\tThis amendment (39-6967, AD 91-08-12) supersedes Amendment 39-6281, AD 89-16- 05, which became effective on September 5, 1989. \n\n\tThis amendment (39-6967, AD 91-08-12) becomes effective on May 17, 1991.
46-43-02: 46-43-02 DOUGLAS: (Was Mandatory Note 12 of AD-618-3 and Mandatory Note 13 of AD-669-3.) Applies Only to DC3 Series Aircraft Having the No. 4118923 Magnesium Alloy Casting Rudder Pedal Slide Tube Support. \n\n\tTo be accomplished not later than January 1, 1947. \n\n\tInstall a third AN 3-21 bolt in the existing hold between the two holes now having AN 3-21 bolts in the attachment of the Rudder Pedal Slide Tube Support No. 4118923 and -1, to its Pedal Assembly (5118929, 5118931, and 5118928). If necessary, to correct misalignment among the three holes, it is permissible to use 24ST or 4130 bushing with 1/32-inch wall thickness. This additional bolt is necessary to insure the 100% margin of safety required on the magnesium casting. \n\n\t(Douglas Service Bulletin C-47-101 covers this same subject.)
91-25-03 R1: 91-25-03 R1 MCDONNELL DOUGLAS: Amendment 39-8136. Docket Number 91-NM-78-AD. \n\n\tApplicability: Model DC-9 series, including C-9 (military), airplanes equipped with Aircraft Braking System (ABS) brake part numbers identified in paragraph (a), of this AD, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of main landing gear braking effectiveness, accomplish the following: \n\n\t(a)\tWithin 270 days after the effective date of this AD, inspect the landing gear brakes, having brake numbers listed below, for wear. Any brake worn more than the maximum wear limit specified below must be replaced, prior to further flight, with a brake within these limits. \n\n\nSeries\nAirplane\nABS Brake Part \nNumber\nMaximum Wear Limit\n (inches)\n DC-9-10\t\t\n9560746A\n0.3 \n\t\nB9560746A\n0.3 \n\t\t\t\n9560743\n0.3 \n\nA9560743\n0.3 \n\nB9560743\n0.3\n\n\n\nDC-9-20/30\t\t\n9560786\n0.3 \n\nA9560786\t\t\n0.3 \n\nB9560786\t\n0.3DC-9-30\t\t\n9560955\n0.3 \n\n9560788\t\n0.3 \n\nA9560788\t\n0.3 \n\nB9560788\t\n0.3 \n\n9560788-2/-3/-5/-6\t\n0.3 \n\n9560788-7\t\n0.7 \n\n\n\nDC-9-30/40/50\t\nB9560861\n0.3 \n\n9560861-1\t\n0.2 \n\n9560861-2\t\n0.3 \n\n9560861-3\t\n0.8 \n\t\n\t(b)\tWithin 270 days after the effective date of this AD, incorporate the maximum brake wear limits specified in paragraph (a) of this AD into the FAA-approved maintenance inspection program. \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, Los Angeles 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, Los Angeles ACO. \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 therequirements of this AD. \n\n\t(e)\tThis amendment (39-8136, AD 91-25-03 R1) is effective on December 31, 1991.
2007-22-03 R1: The FAA is revising an existing airworthiness directive (AD), which applies to all Airbus Model A300 airplanes. That AD currently requires revising the Airworthiness Limitations Section of the Instructions for Continued Airworthiness to incorporate new limitations for fuel tank systems. This AD clarifies the intended effect of the AD on spare and on-airplane fuel tank system components. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors caused by latent failures, alterations, repairs, or maintenance actions, could result in fuel tank explosions and consequent loss of the airplane.
93-02-16: 93-02-16 BOEING: Amendment 39-8500. Docket 93-NM-01-AD. \n\n\tApplicability: Model 747 airplanes, line numbers 1 through 200, inclusive; having 7079- T6 aluminum latch support fittings; certificated in any category. \n\n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent the cargo door from opening during flight of the airplane, which could result in rapid decompression of the airplane, accomplish the following: \n\n\t(a)\tWithin 60 days after the effective date of this AD, perform a high frequency eddy current (HFEC) inspection to detect cracking on all surfaces of the upper recess in each 7079-T6 aluminum latch support fitting of the cargo doorway in accordance with Boeing Service Bulletin 747-53A2377, Revision 1, dated January 28, 1993. \n\n\t\t(1)\tIf any fitting is found cracked, prior to further flight, replace the cracked fitting with a 7075-T73 aluminum fitting in accordance with the service bulletin. \n\n\t\t(2)\tRepeat the HFEC inspection on any uncracked fitting, thereafter, at intervals not to exceed 18 months, until all affected fittings are replaced with 7075-T73 aluminum fittings in accordance with the service bulletin.\n \n\t(b)\tReplacement of a 7079-T6 aluminum fitting with a 7075-T73 aluminum fitting in accordance with Boeing Service Bulletin 747-53A2377, Revision 1, dated January 28, 1993, constitutes terminating action for the inspection requirements of this AD for that fitting.\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, 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 obtainedfrom the 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 inspections and replacement shall be done in accordance with Boeing Service Bulletin 747-53A2377, Revision 1, dated January 28, 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 98124-2207. 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(f)\tThis amendment becomes effective on March 11, 1993.
64-05-01: 64-05-01 BOEING: Amdt. 689 Part 507 Federal Register February 21, 1964. Applies to All Models 707 and 720 Series Aircraft. \n\n\tCompliance required as soon as the modification can be scheduled but not later than 1,000 hours' time in service after February 21, 1964, for aircraft with full span leading edge flaps and 2,000 hours' time in service after February 21, 1964, for aircraft without full span leading edge flaps. Within seven days after the effective date of this AD, each operator shall submit to his assigned FAA principal maintenance inspector for approval, a schedule for accomplishment of the modification.\n\n\tTo provide increased armoring protection of the wing skin over the fuel vent surge tanks against penetration by lightning strikes the following is required: \n\n\t(a) Apply bonded laminate panels of 0.010 clad aluminum sheet and glass cloth scrim (approximately 20 by 36 inches) covering the upper and lower wing surfaces over the entire plan form area of the left and right-hand fuel vent surge tanks between the front and rear spars and from Wing Stations 939.312 to 959.312. Prepare wing surface and apply panels in accordance with Boeing Document DC6-8191. \n\n\t(b) The rework shall be done in accordance with Boeing Service Bulletin No. 1642 dated June 22, 1962, or an equivalent means approved by the Engineering and Manufacturing Branch, FAA Western Region, Los Angeles, California. \n\n\t(c) For those airplanes incurring damage or delamination to the armor paneling, if immediate repair or replacement is not possible, accomplish the following: \n\n\t\t(1) Before further flight, trim loose or delaminated skin or scrim cloth in accordance with Boeing telegraphic message No. 6/7161/1/9602 dated April 9, 1964, or an FAA approved equivalent. \n\n\t\t(2) Place a placard in the cockpit in full view of the pilot, prohibiting flight into areas of known thunderstorm or lightning activity. \n\n\t\t(3) Within 125 hours' time in service after incurring damage to thearmor skin, repair or replace the skin in accordance with Boeing telegraphic message No. 6/7161/1/9602 dated April 9, 1964, or an FAA approved equivalent. Upon accomplishment of this repair the flight restriction of (c)(2) is no longer applicable and the required placard may be removed. \n\n\t\t(4) Equivalent means of compliance with (c)(1) and (3) shall be processed through the Aircraft Engineering Division, FAA Western Region, Los Angeles, California. \n\n\tNOTE. - Boeing Service Bulletin 1642 (R-1) dated September 22, 1964, is an equivalent means of complying with paragraphs (b), (c)(1) and (c)(3). \n\n\t(Boeing Service Bulletin No. 1642 dated June 22, 1962, and 1642(R-1) dated September 22, 1964, cover this same subject.) \n\n\tThis directive effective February 21, 1964. \n\n\tRevised May 27, 1964. \n\n\tRevised August 7, 1964. \n\n\tRevised December 12, 1964.
74-15-04: 74-15-04 MCDONNELL DOUGLAS: Amendment 39-1900. Applies to Douglas Model DC-10 Series airplanes, certificated in all categories, incorporating Weber Aircraft seats, Part Number 818472-401, 402, 403, 411, 412, 413, 415, 416, 417, 418, 419, 4011, 4021, and 4031 and 819900-401, 402, and 403. \n\n\tCompliance required as indicated. \n\n\tTo prevent possible failures of the oxygen doors, accomplish the following: \n\n\t(a)\tWithin 300 hours' additional time in service, and at intervals not to exceed 300 hours' time in service, until (b), below, is accomplished, perform a visual inspection of all oxygen doors to verify that upholstery fabric does not obstruct the oxygen door, should door opening become necessary. If such obstruction is observed, correct before further flight. \n\n\t(b)\tWithin 1,500 hours' additional time in service, unless already accomplished, install shrouds around the first-class seat back oxygen doors in accordance with Weber Aircraft Service Bulletins No. 25-314, dated November 1, 1973, and No. 25-330, dated May 15, 1974, or later FAA-approved revisions. \n\n\t(c)\tEquivalent installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tAircraft may be flown to a base for the performance of that maintenance required by this AD per FAR's 21.197 and 21.199. \n\n\tNOTE: For the requirements regarding the listing of compliance and method of compliance with this AD in the airplane's permanent maintenance record, see FAR 91.173. \n\n\tThis amendment becomes effective August 26, 1974.
92-14-51: 92-14-51 MCDONNELL DOUGLAS: Amendment 39-8325. Docket No. 92-NM-135-AD. \n\n\tApplicability: Model MD-11 series airplanes having fuselage numbers 447 through 499; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent inadvertent slat deployment during flight, which could create significant vibrations and cause damage to the elevators, accomplish the following: \n\n\t(a)\tWithin 10 days after the effective date of this amendment, conduct a one-time inspection of the slat mechanical input system for proper clearance and rigging; and, prior to further flight, correct any discrepancies found; in accordance with McDonnell Douglas Alert Service Bulletin A27-29, dated June 23, 1992. \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, Los Angeles 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, 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(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 inspection and adjustment shall be done in accordance with McDonnell Douglas Alert Service Bulletin A27-29, dated June 23, 1992. 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 90846-0001, 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, Transport Airplane Directorate, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street NW., 7th Floor, Suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on September 8, 1992, to all persons except those persons to whom it was made immediately effective by telegraphic AD T92-14-51, issued on June 29, 1992, which contained the requirements of this amendment.
2009-22-06: The FAA is adopting a new airworthiness directive (AD) for International Aero Engines AG (IAE) V2500-A1, V2527E-A5, V2530-A5, and V2528-D5 turbofan engines. This AD requires reducing the published life limit of certain high-pressure compressor (HPC) stage 9-12 disc assemblies. This AD also removes from service those HPC stage 9-12 disc assemblies using a drawdown schedule. This AD results from IAE updating the low-cycle-fatigue (LCF) life analysis for certain HPC stage 9-12 disc assemblies. We are issuing this AD to prevent an uncontained failure of the HPC stage 9-12 disc assembly, resulting in an in-flight engine shutdown and possible damage to the airplane.
86-22-02: 86-22-02 MCDONNELL DOUGLAS: Amendment 39-5436. Applies to McDonnell Douglas Model DC-9-80 series airplanes, Fuselage Numbers 1218 through 1249, certificated in any category. \n\n\tCompliance required as indicated unless previously accomplished. \n\n\tTo prevent potential stress corrosion failure of the horizontal stabilizer actuator mounting bolts and subsequent damage to adjacent structure, within 1,400 hours time in service, or within 6 months, whichever occurs earlier, after the effective date of this AD, accomplish the following, unless already accomplished: \n\n\tA.\tRemove and replace horizontal stabilizer actuator mounting bolts, left and right sides, in accordance with Paragraph 2, Accomplishment Instructions of McDonnell Douglas DC-9 Service Bulletin 27-278, dated April 3, 1986. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.C.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to a base 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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents 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 November 14, 1986.
2009-21-05: 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: An A340-300 aeroplane experienced the opening of the engine n 3 lower left thrust reverser pivoting door during climb. This event was the result of a primary lock malfunction and non- engagement of the secondary lock. * * * * * Deployment of one thrust reverser door in flight and during the take-off constitutes an unsafe condition. * * * * * Deployment of one thrust reverser door in flight or during take-off could result in reduced controllability of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-09-09: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company (Type Certificate previously held by Columbia Aircraft Manufacturing (previously The Lancair Company)) Models LC40- 550FG, LC41-550FG, and LC42-550FG airplanes. This AD requires you to repetitively inspect the rudder hinges and the rudder hinge brackets for damage, i.e., cracking, deformation, and discoloration. If damage is found during any inspection, this AD also requires you to replace the damaged rudder hinge and/or rudder hinge bracket. This AD results from reports that cracked lower rudder hinge brackets were found on two of the affected airplanes. We are issuing this AD to detect and correct damage in the rudder hinges and the rudder hinge brackets, which could result in failure of the rudder. This failure could lead to loss of control.
84-26-01: 84-26-01 McDONNELL DOUGLAS: Amendment 39-4971. Applies to McDonnell Douglas Model DC-9-10, -20, -30, -40, -50, C-9 (Military) series airplanes, certificated in all categories, which have accomplished Option I of McDonnell Douglas DC-9 Service Bulletin 57-125, Revision 2, or prior issues and have installed MLG attach fitting fabricated from forging alloy 7075-T73. \n\n\tSpecific corresponding factory serial numbers for the production effectivity are listed in McDonnell Douglas DC-9 Service Bulletin 57-148, Revision 1, dated June 8, 1983, hereinafter referred to as SB 57-148, R1. Compliance is required as indicated, unless previously accomplished. To detect cracks and prevent failure of the MLG attach fitting and its interrelated structure, accomplish the following: \n\n\tA.\tFor aircraft with fittings having 15,000 to 19,999 landings, inspect the affected MLG attach fittings for cracks within 3,600 additional landings in accordance with SB 57-148, R1. \n\n\tB.\tFor aircraft with fittings having 20,000 or more landings, inspect the affected MLG attach fittings for cracks within 1,800 additional landings, in accordance with SB 57-148, R1. \n\n\tC.\tRepetitive inspections must be performed at 3,600 landings intervals until replaced with a new fitting or preventative modification is accomplished in accordance with SB 57-148, R1. \n\n\tD.\tIf an MLG attach fitting is found cracked, the affected MLG attach fitting(s) must be reworked in accordance with SB 57-148, R1, or later FAA approved revisions, prior to further flight. \n\n\tE.\tIf cracks are found in locations in the fitting(s) other than those identified in SB 57-148, R1, replace the fitting(s) before further flight in accordance with SB 57-125, R4, Option 1, or rework in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tIf preventative modification is not accomplished prior to 37,000 landings, continue repetitive inspections at 3,600 landing intervals, until such time terminating action is accomplished. \n\n\tG.\tCompletion of the preventative modification in accordance with SB 57-148, R1, or the replacement of cracked fitting(s) in accordance with SB 57-125, R4, or later FAA approved revisions, constitutes terminating action for this AD. \n\n\tH.\tAlternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tI.\tUpon request of operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also 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 January 27, 1985.
2007-23-05 R1: We are adopting a new airworthiness directive (AD) for the products listed above that would revise an existing AD. 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: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, * * * Special Federal Aviation Regulation 88 (SFAR88) * * * required a safety review of the aircraft Fuel Tank System * * *. * * * * * Fuel Airworthiness Limitations are items arising from a systems safety analysis that have been shown to have failure mode(s) associated with an `unsafe condition' * * *. These are identified in Failure Conditions for which an unacceptable probability of ignition risk could exist if specific tasks and/or practices are not performed in accordance with the manufacturers' requirements. ThisAD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-07-53: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2009-07-53, which was sent previously to all known U.S. owners and operators of Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters by individual letters. This amendment is prompted by the failure of 2 main gearbox filter bowl assembly studs (studs) that were found broken during a fatal accident investigation in Canada. Prior to the accident, the manufacturer was investigating a July 2008 incident that also involved broken studs. In both cases, the broken studs resulted in rapid loss of oil. The failures have been tied to fretting and galling of the original titanium studs; therefore, this AD requires removing all titanium studs and replacing them with steel studs. The actions specified by this AD are intended to prevent failure of a stud, which could result in rapid loss of oil, failure of the main gearbox, and subsequent loss of control of the helicopter.
2009-09-04: 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: An inspection of a PZL-104 aeroplane that had a relatively long operational background revealed a severe corrosion of the steel front fuselage structural elements. It is likely that such corrosion can also be present on other aeroplanes of similar design and operational history. If left uncorrected, this condition could lead to loss of strength of the structural front posts elements and consequent reduction of the structural strength of the aeroplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
92-25-09: 92-25-09 BOEING: Amendment 39-8424. Docket No. 91-NM-274-AD. Supersedes AD 91- 09-10, Amendment 39-6978. \n\n\tApplicability: Model 737 series airplanes, listed in Boeing Service Bulletin 737-53- 1076, Revision 4, dated September 26, 1991; certificated in any category.\n \n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent decompression of the airplane, accomplish the following: \n\n\t(a)\tWithin 1,000 flight cycles or 3 months after May 28, 1991 (the effective date of AD 91-09-10, amendment 39-6798), whichever occurs first, unless accomplished within the last 12 months, perform an external close visual inspection for corrosion or evidence of delamination in all circumferential skin butt splices from body station (BS) 259.5 to BS 1016, and in the areas of the bonded internal doublers around the major skin cutouts for entry, cargo, nose landing gear, overwing exit doors, and in the area from BS 360 to BS 420 between stringer (S)-15L and S-25L, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990. \n\n\t(b)\tWithin 1,000 flight cycles or 3 months after the effective date of this AD, whichever occurs first, unless accomplished within the last 12 months, perform an external close visual inspection for corrosion or evidence of delamination, in the areas of bonded internal doublers around the skin cutouts for the galley door, electrical/electronic door, and airstair in accordance with Boeing Service Bulletin 737-53-1076, Revision 4, dated September 26, 1991 (hereinafter referred to as "the Service Bulletin"). \n\n\t(c)\tAs a result of the inspections required by paragraphs (a) and (b) of this AD, accomplish one of the following: \n\n\t\t(1)\tIf no corrosion or evidence of delamination is found, repeat the external close visual inspection at intervals not to exceed 4,500 flight cycles or 15 months, whichever occurs first. \n\n\t\t(2)\tIf corrosion is found, prior to further flight, repair in accordance withparagraph (f) of this AD. Following repair, continue to repeat the external close visual inspection at intervals not to exceed 4,500 flight cycles or 15 months, whichever occurs first. \n\n\t\t(3)\tIf delamination is found, prior to further flight, repair in accordance with paragraph (g) of this AD. Following repair, continue to repeat the external close visual inspection at intervals not to exceed 4,500 flight cycles or 15 months, whichever occurs first. \n\n\t(d)\tWithin 500 flight cycles after the effective date of this AD; or prior to the accumulation of 40,000 flight cycles for Group 1 airplanes and 60,000 flight cycles for Group 2 airplanes; whichever occurs later, unless accomplished within the last 4,000 flight cycles; accomplish the following: \n\n\t\t(1)\tPerform the following external inspections: \n\n\t\t\t(i)\tHigh frequency eddy current (HFEC) inspection for cracks in the skin common to the forward-most and aft-most row of fasteners in the circumferential skin splice over the crownfrom BS 259.5 to the forward side of BS 1016 between S-10L and S-10R, in accordance with the Service Bulletin. \n\n\t\t\t(ii)\tClose visual inspection for skin cracks, and loose or missing fasteners in all circumferential skin butt splices from BS 259.9 to BS 1016, in accordance with the Service Bulletin. \n\n\t\t\t(iii)\tClose visual inspection for skin cracks in the area of the bonded internal doublers around the skin cutouts for entry, galley, cargo, nose landing gear, airstairs, electrical/electronic door, overwing exit doors, and in the area from BS 360 to BS 420 between S-15L and S-25L, in accordance with the Service Bulletin. \n\n\t\t(2)\tAs a result of the inspections required by paragraph (d)(1) of this AD, accomplish the requirements of either paragraph (d)(2)(i) or (d)(2)(ii) of this AD, as applicable: \n\n\t\t\t(i)\tIf no cracks are found, repeat the inspections required by paragraph (d)(1) of this AD at intervals not to exceed 4,500 flight cycles or 15 months, whichever occurs first; oraccomplish the terminating action in accordance with the Service Bulletin. \n\n\t\t\t(ii)\tIf cracks are found, prior to further flight, repair in accordance with paragraph (g) of this AD. Following repair, continue to inspect in accordance with paragraph (d)(1) of this AD, at intervals not to exceed 4,500 flight cycles or 15 months, whichever occurs first. \n\n\t\t(3)\tReplacement of all fasteners in the forward-most and aft-most row of fasteners with standard oversize protruding head solid fasteners at all circumferential fuselage splices, in accordance with the Service Bulletin, constitutes terminating action for the circumferential skin butt splice fatigue inspections required by this AD for the modified areas only. Corrosion and delamination inspections must be continued. \n\n\t(e)\tFor Group 1 airplanes: Within the next 4,500 flight cycles or 15 months after the effective date of this AD, whichever occurs first; or prior to the accumulation of 40,000 flight cycles, whichever occurs later; unless previously accomplished within the last 7,500 flight cycles; accomplish the following: \n\n\t\t(1)\tPerform the following internal inspections: \n\n\t\t\t(i)\tClose visual inspection for cracks, corrosion, and delamination, of the bonded doublers around all major skin cutouts for entry, galley, cargo, nose landing gear, airstairs, electrical/electronic door, overwing exit doors, and in the area from BS 360 to BS 420 between S-15L and S-25L, and at each circumferential butt splice from BS 277 through BS 1016, in accordance with the Service Bulletin. \n\n\t\t\t(ii)\tUltrasonic inspection for corrosion and delamination of all non- mechanically fastened areas of the bonded doublers around all major skin cutouts for entry, galley, cargo, nose landing gear, airstairs, electrical/electronic door, and overwing exit doors, in accordance with the Service Bulletin. \n\n\t\t(2)\tAs a result of the inspections required by paragraph (e)(1) of this AD, accomplish the requirements of either paragraph (e)(2)(i) or (e)(2)(ii) or (e)(2)(iii) of this AD, as applicable: \n\n\t\t\t(i)\tIf no cracks, corrosion, or delamination is found, repeat the inspections required by paragraph (e)(1) of this AD at intervals not to exceed 12,000 flight cycles, or 4 years, whichever occurs first. \n\n\t\t\t(ii)\tIf corrosion is found, prior to further flight, repair in accordance with paragraph (f) of this AD. Following repair, continue to inspect in accordance with paragraph (e)(1) of this AD at intervals not to exceed 12,000 flight cycles, or 4 years, whichever occurs first. \n\n\t\t\t(iii)\tIf cracking or delamination is found, prior to further flight, repair in accordance with paragraph (g) of this AD. Following repair, continue to inspect in accordance with paragraph (e)(1) of this AD at intervals not to exceed 12,000 flight cycles, or 4 years, whichever occurs first. \n\n\t(f)\tIn areas where corrosion is found, but evidence of cracking is not found, as a result of the inspections required by paragraphs (a), (b), (d), and (e) of this AD, prior to further flight, perform a low frequency eddy current (LFEC) inspection to determine the amount of material loss. \n\n\t\t(1)\tIf material loss is less than 10 percent of the skin or doubler thickness, prior to further flight, accomplish either paragraph (f)(1)(i) or (f)(1)(ii) of this AD: \n\n\t\t\t(i)\tAccomplish the repair in accordance with the Service Bulletin; or \n\n\t\t\t(ii)\tConduct repetitive LFEC inspections thereafter at intervals not to exceed 2,250 flight cycles, or 6 months, whichever occurs first, until the repair is accomplished.\n \n\t\t(2)\tIf material loss is equal to or greater than 10 percent of the skin or doubler thickness, prior to further flight, repair in accordance with the Service Bulletin. \n\n\t(g)\tIn areas where cracks or delamination are found as a result of the inspections required by paragraphs (a), (b), (d), and (e) of this AD, prior to further flight, repair in accordance with the Service Bulletin. \n\n\t\t(1)\tBlind fasteners maybe used as a temporary repair only. Repairs using blind fasteners must be repetitively inspected for loose or missing fasteners at intervals not to exceed 3,000 flight cycles following installation, and replaced with protruding head solid fasteners within 10,000 flight cycles following installation. \n\n\t\t(2)\tRepairs previously installed with blind fasteners prior to May 28, 1991, must be inspected for loose or missing fasteners within 1,000 flight cycles after May 28, 1991, and thereafter at intervals not to exceed 3,000 flight cycles. Blind fasteners must be replaced with protruding head solid fasteners within 10,000 flight cycles following installation. \n\n\t\t(3)\tIf any loose or missing blind fasteners are found, prior to further flight, replace with solid type fasteners in accordance with the Service Bulletin. \n\n\t(h)\tSolid belly skins, if installed in accordance with Boeing Service Bulletin 737- 53A1042, Revision 9, dated July 25, 1991, or Revision 8, dated July 19, 1990, or Revision 7, dated October 19, 1989, or Revision 6, dated August 10, 1989, or Revision 5, dated October 5, 1984; or Boeing Alert Service Bulletin 737-53A1042, Revision 4, dated November 5, 1982, or Revision 3, dated December 4, 1981; or Boeing Service Bulletin 737-53- 1042, Revision 2, dated March 31, 1978, or Revision 1, dated February 4, 1977; or if installed during production; constitute terminating action for the corrosion and fatigue inspections required by paragraphs (a), (b), (c), (d), (e), and (f) of this AD in the area of the solid belly skin. \n\n\t(i)\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(j)\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(k)\tThe inspection, replacement, repair, and installation shall be done in accordance with the following Boeing service bulletins, as applicable, which contain the specified effective pages: \n\n\n\nService Bulletin\nReferenced and Date\n\nPage Number\nRevision Level\nShown on Page \nDate\nShown on Page\n737-53-1076,\nRevision 2,\nFebruary 8, 1990 \n1 - 32\n2\nFebruary 8, 1990\n737-53-1076, \nRevision 4,\nSeptember 26, 1991 \n1 - 29\n4\nSeptember 26, 1991\n737-53-1042,\nRevision 1, \nFebruary 4, 1977\n1, 11-45\n\n2-10\n1\n\n(deleted) \nFebruary 4, 1977\n737-53-1042,\nRevision 2, \nMarch 31, 1978 \n1 - 43\n2\nMarch 31, 1978\n737-53A1042,\nRevision 3, \nDecember 4, 1981 \n1 - 41\n3December 4, 1981\n737-53A1042,\nRevision 4, \nNovember 5, 1982 \n1 - 38\n4\nNovember 5, 1982\n737-53A1042,\nRevision 5, \nOctober 5, 1984 \n1 - 40\n5\nOctober 5, 1984\n737-53A1042,\n Revision 6, \nAugust 10, 1989 \n1 - 40\n6\nAugust 10, 1989\n737-53A1042,\nRevision 7, \nOctober 19, 1989\n1-10, 13\n\n11-12, 14-40\n7\n\n6\nOctober 19, 1989\n\nAugust 10, 1989 \n737-53A1042,\nRevision 8, \nJuly 19, 1990 \n1 - 42\n8\nJuly 19, 1990\n737-53A1042,\nRevision 9, \nJuly 25, 1991 \n1 - 38\n9\nJuly 25, 1991\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, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\tThis AD 92-25-09, Amendment 39-8424supersedes AD 91-09-10, Amendment 39-6978, which superseded AD 88-22-12, Amendment 39-6060. \n\n\t(l)\tThis amendment becomes effective on January 12, 1993.
76-13-01: 76-13-01 BOEING: Amendment 39-2648 as amended by Amendment 39-2666. Applies to Boeing Model 727 series airplanes, categorized as Group I and II in Boeing Service Bulletin No. 727-53-128, Revision 2, or later FAA approved revisions, and certificated in all categories. \n\tCompliance required as indicated. \n\tTo detect corrosion and/or cracking in the lower body skin (1) along BBL 0 from Body Stations 360 to 740 and along Stringers 28L and 28R from the forward end of the body fairing to Body Station 740 on Group I airplanes and (2) along Stringers 27L and 27R from the forward end of the body fairing to Body Station 740 on Group I and II airplanes, accomplish the following: \n\tA.\tWithin the next six (6) months from the effective date of this AD, unless accomplished within the last eighteen (18) months, and thereafter at intervals not to exceed twenty-four (24) months, inspect in accordance with the external/internal visual inspection procedures of Figures 1 and 3 of Boeing Service Bulletin No. 727-53-128, Revision 2, or later FAA approved revisions, or equivalent procedures approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region; or,\n \tB.\t1.\tWithin eighteen (18) months from the effective date of this AD, unless accomplished within the last eighteen (18) months, and thereafter at intervals not to exceed thirty- six (36) months, inspect in accordance with the external/interval visual inspection procedures of Figures 1 and 3 of Boeing Service Bulletin No. 727-53-128, Revision 2, or later FAA approved revisions, or equivalent procedures approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region; and, \n\t\t2.\tWithin the next six (6) months after the effective date of this AD, and thereafter at intervals not to exceed six (6) months until an external/interval inspection is performed pursuant to paragraph B.1 above, inspect in accordance with the external visual inspection procedures of Figure 1 of Boeing Service Bulletin No.727-53-128, Revision 2, or later FAA approved revisions, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region; and, \n\t\t3.\tWithin twenty-four (24) months after each external/ internal inspection conducted per paragraph B.1 above, and thereafter at intervals not to exceed six (6) months until the next external/internal inspection per paragraph B.1 is performed, inspect in accordance with the external visual inspection procedures of Figure 1 of Boeing Service Bulletin No. 727-53-128, Revision 2, or later FAA approved revisions, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tC.\tIf the inspections conducted per paragraphs A or B reveal corrosion and/or cracking, repair in accordance with Boeing Service Bulletin No. 727-53-128, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tD.\tAreas repaired in accordance with paragraph C, the Boeing 727 Structural Repair Manual, or Boeing Service Bulletin No. 727-53-73, or later FAA approved revisions, need not comply with the inspection requirements of this AD, provided faying surface sealant was applied to the faying surfaces. Areas in which corrosion and/or cracking is not found, must be reinspected per paragraph A or B until terminating action per paragraph F is accomplished. \n\tE.\tThe left and right had ram air inlet doors and splitter vane need only be removed every other external inspection of paragraph B.2 and B.3. \n\tF.\tModification in accordance with Part I - paragraph C or Part II - paragraph C, as applicable, of Boeing Service Bulletin No. 727-53-128, or later FAA approved revisions, or an installation approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, constitutes terminating action for the areas specified in the service bulletin. \n\tG.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals in this AD, if the request contains substantiating data to justify the increase for that operator. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington.\n \n\tAmendment 39-2648 became effective July 2, 1976. \n\tThis amendment 39-2666 becomes effective July 20, 1976.
75-24-04: 75-24-04 BOEING: Amendment 39-2425. Applies to all 707 and 720 series airplanes certificated in all categories which (1) were delivered after January 28, 1966, including Serial Numbers 18955 and 18979, with more than 12,000 hours time in service on the horizontal stabilizer center section rear spar upper chord assembly or (2) were modified by Boeing Service Bulletin No. 2243, Revisions 1 through 7, with more than 12,000 hours time in service since modified or (3) had the bushings removed for lug bore inspection and corrosion removal, with 12,000 hours or more time in service since the last flanged bushings were installed. Compliance required as indicated. \n\tA.\tWithin 100 hours time in service after the effective date of this AD, unless inspected within the last 125 hours time in service, and every 225 hours thereafter, visually inspect the horizontal stabilizer center section upper rear spar for cracks in the outer surface of the right and left hand terminal lugs. The cracks initiate in the bushed holes at the terminal fittings. \n\t\tIf cracks are found, replace the horizontal stabilizer center section rear spar upper chord assembly or repair prior to further flight in accordance with B or C below. \n\tB.\tInstall a strap in accordance with Boeing Drawing No. 65C15785. This strap must be replaced in accordance with Boeing Drawing No. 65C15785 after 3,000 hours time in service. \n\tC.\tModify in accordance with Boeing Service Bulletin No. 3243 or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Such modification constitutes terminating action for this airworthiness directive.\n \tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective November 24, 1975.
2009-09-02: 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: Several reports have been received on failures of the aft hinge of the main landing gear (MLG) forward stabilizer brace. Laboratory examinations have found that the fatigue cracks were initiated from the dowel pin hole at the aft hinge lug of the MLG forward stabilizer brace where the stop bracket is attached. Failure of the stabilizer brace could result in the collapse of the main landing gear. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
95-12-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires an inspection to determine the adequacy of clearance between the normal maximum (second) detent for the reverse thrust control and the surrounding moving parts, and to detect chafing or damage of the detent. This amendment also requires eventual replacement of the normal maximum detent with an improved detent. This amendment is prompted by a report indicating that an inadequate level of clearance between the normal maximum detent and the surrounding parts may exist on earlier production Model F28 Mark 0100 series airplanes. The actions specified by this AD are intended to ensure proper operation of the normal maximum detent for reverse thrust control.
91-14-09: 91-14-09 FOKKER: Amendment 39-7050. Docket No. 91-NM-57-AD. Applicability: Model F-28 Mark 0100 series airplanes, Serial Numbers 11268 through 11273, 11276, 11278, and 11280, certificated in any category. Compliance: Required prior to the accumulation of 6,000 landings or 3 years since new, whichever occurs first, unless previously accomplished. To prevent reduced structural integrity of the fuselage, accomplish the following: A. Install four rivets in the shear plate on Frame Station 20320 at Stringer 59, in accordance with Fokker Service Bulletin F100-53-048, dated November 29, 1990. B. An 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, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to theManager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. C. 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. D. The installation requirements shall be done in accordance with Fokker Service Bulletin F100-53-048, dated November 29, 1990. 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-7050, AD 91-14-09) becomes effective on August 6, 1991.
2021-19-19: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-9 airplanes. This AD was prompted by a report of missing sealant on the left and right wing leading edge outboard blowout door. This AD requires doing a fluid seal contact inspection and a detailed inspection for missing sealant on each blowout door and applying sealant if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2021-16-18: The FAA is superseding Airworthiness Directive (AD) 2020-21- 05, which applied to all Airbus SAS Model A330-200 Freighter, A330-200, A330-300, A330-900, A340-200, A340-300, A340-500, and A340-600 series airplanes. AD 2020-21-05 required repetitive inspections of certain fuel pumps for cavitation erosion, replacement if necessary, revision of the operator's minimum equipment list (MEL), and accomplishment of certain maintenance actions related to defueling and ground fuel transfer operations. This AD retains the requirements of AD 2020-21-05, revises certain compliance times, and expands the applicability; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by reports of a fuel pump showing cavitation erosion that exposed the fuel pump power supply wires, and by a determination that certain compliance times need to be revised and that additional airplanes are subject to the unsafe condition. The FAA is issuing this AD to address the unsafe condition on these products.
90-17-20: 90-17-20 BOEING: Amendment 39-6707. Docket No. 90-NM-150-AD. \n\n\tApplicability: Model 737 series airplanes, listed in Boeing Alert Service Bulletin 737- 57A1079, Revision 4, dated May 10, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of the outboard flap, accomplish the following: \n\n\tA.\tWithin the next 250 hours time-in-service after the effective date of this AD, unless already accomplished within the last 750 hours time-in-service, and thereafter at intervals not to exceed 1,000 hours time-in-service from the last inspection, accomplish a torque check of the 5/16-inch bolts that attach the forward support fitting of the inboard and outboard flap tracks of the outboard flap, in accordance with Boeing Alert Service Bulletin 737-57A1079, Revision 4, dated May 10, 1990. \n\n\tB.\tBolts which either fail or do not sustain the torque check must be replaced prior to further flight, in accordance with Boeing Service Bulletin 737-57A1079, Revision 4, dated May 10, 1990. \n\n\t\t1.\tIf the replacement bolt is a 5/16-inch bolt, accomplish the torque check required by paragraph A. of this AD prior to the accumulation of 5,000 hours time-in-service, and thereafter at intervals not to exceed 1,000 hours time-in-service from the last inspection. \n\n\t\t2.\tIf the replacement bolt is a 3/8-inch stainless steel bolt, no further torque checks, in accordance with this AD, are necessary. \n\n\tD.\tReplacement of 5/16-inch diameter bolts with 3/8-inch diameter stainless steel bolts, in accordance with Boeing Alert Service Bulletin 737-57A1079, Revision 4, dated May 10, 1990, or earlier revisions, constitutes terminating action for the requirements of this AD. \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 (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 than forward comments or concurrence to the Seattle ACO. \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 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\tAirworthiness Directive 90-17-20 supersedes AD 74-19-05, Amendment 39-1958. \n\tThis amendment (39-6707, AD 90-17-20) becomes effective on September 4, 1990.