Results
97-09-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 series airplanes, that requires modification of the wiring for certain hydraulic fire shutoff valves to the right engine to prevent chafing. This amendment is prompted by reports indicating that a circuit breaker to wiring in the right engine had tripped on two airplanes, the cause of which has been attributed to chafing of the associated wire bundle. The actions specified by this AD are intended to prevent this wiring from chafing which, if not corrected, could lead to short circuiting of this wiring and the consequent inability to close the hydraulic fire shutoff valves to the right engine in the event of fire.
2019-03-19: We are adopting a new airworthiness directive (AD) for all Saab AB, Saab Aeronautics Model SAAB 2000 airplanes. This AD was prompted by reports that certain fuel probes indicated misleading fuel quantities on the engine indicating and crew alerting system (EICAS). This AD requires a functional check of certain fuel probes, and replacement with a serviceable part if necessary. We are issuing this AD to address the unsafe condition on these products.
2006-11-03: The FAA is adopting a new airworthiness directive (AD) for all Gulfstream Model GV and certain Model GV-SP series airplanes. This AD requires a one-time inspection of the left and right aileron and elevator actuators to determine the part and serial numbers of each actuator, repetitive inspections of suspect actuators to detect broken damper shafts, and replacement of any actuator having a broken damper shaft. This AD also requires that operators report any broken damper shaft they find to the FAA. This AD also requires a terminating action for the repetitive inspections. This AD results from reports of broken or cracked damper shafts within the aileron and elevator actuator assemblies. We are issuing this AD to prevent broken damper shafts, which could result in locking of an aileron or elevator actuator (hard- over condition), which would activate the hard-over protection system (HOPS), resulting in increased pilot workload and consequent reduced controllability of the airplane.
93-13-02: 93-13-02\tBOEING: Amendment 39-8615. Docket 92-NM-238-AD. \n\n\tApplicability: All Model 737-200C series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously.\n \n\tTo prevent a cargo door from opening while the airplane is in flight, which could result in rapid decompression of the airplane, accomplish the following: \n\n\t(a)\tPrior to the accumulation of 29,000 flight cycles or within 250 flight cycles after the effective date of this AD, whichever occurs later, accomplish an external detailed visual inspection to detect cracks of the fuselage skin between stringers 19 left and 25 left and at body stations 360 to 540, in accordance with Boeing Alert Service Bulletin 737-53A1160, dated October 24, 1991; or Boeing Service Bulletin 737-53A1160, Revision 1, dated April 29, 1993. If any crack is found, prior to further flight, accomplish the requirements of paragraph (a)(1) and (a)(2) of this AD. \n\n\t\t(1)\tPerform an internal detailed visual inspection to detect cracks of the frames between stringer 19 left and 25 left and body stations 360 to 500B, in accordance with either service bulletin.\n \n\t\t(2)\tRepair all cracks in accordance with a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t(b)\tWithin 3,000 flight cycles after completing the requirements of paragraph (a) of this AD, unless accomplished within the last 6,000 flight cycles prior to the effective date of this AD, perform an internal detailed visual inspection to detect cracks of the frames between stringers 19 left and 25 left and at body stations 360 to 500B in accordance with Boeing Alert Service Bulletin 737-53A1160, dated October 24, 1991; or Boeing Service Bulletin 737-53A1160, Revision 1, dated April 29, 1993. Thereafter, repeat the internal detailed visual inspection at intervals not to exceed 9,000 flight cycles. If any crack is found, prior to further flight, accomplish the requirements of paragraph (b)(1) or (b)(2) of this AD, as applicable. \n\n\t\t(1)\tIf any crack is found that does not exceed the limits specified in the Boeing 737 Structural Repair Manual (SRM), repair the crack in accordance with the Boeing 737 SRM. Repeat the internal detailed visual inspection at intervals not to exceed 9,000 flight cycles.\n \n\t\t(2)\tIf any crack is found that exceeds the limits specified in the Boeing 737 SRM, repair the crack in an accordance with a method approved by the Manager, Seattle ACO, FAA, Transport Airplane Directorate. Repeat the internal detailed visual inspection at intervals not to exceed 9,000 flight cycles. \n\n\t(c)\tInstallation of the preventative modification in accordance with Boeing Service Bulletin 737-53A1160, Revision 1, dated April 29, 1993, constitutes terminating action for the repetitive inspections required by paragraphs (b)(1) and (b)(2) 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 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\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 inspections and modification shall be done in accordance with Boeing Alert Service Bulletin 737-53A1160, dated October 24, 1991; or Boeing Service Bulletin 737-53A1160, Revision 1, dated April 29, 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(g)\tThis amendment becomes effective on August 9, 1993.
79-01-03: 79-01-03 PIPER: Amendment 39-3383. Applies to Piper Model PA-36-285, Serial Nos. 36-7360001 thru 36-7560003 certificated in all categories except those aircraft incorporating wing spar carry through assembly Piper P/N 76824-02. \n\n\tTo prevent hazards in flight associated with damage cumulating in the wing spar carry through assembly, accomplish the following: \n\n\t(a)\tWithin the next 25 hours in service from the effective date of this AD or upon the attainment of 2000 hours in service, whichever is later, unless previously accomplished within the previous 100 hours in service, and thereafter, at intervals not to exceed 100 hours in service from the last inspection, inspect the wing spar carry through assembly P/N 97370-00 in accordance with the "Instructions Section - Paragraph A" of Piper Service Bulletin No. 552 or equivalent. \n\n\t(b)\tIf damage is observed, repair in accordance with "Instructions Section - Paragraph B" of Piper Service Bulletin No. 552, or equivalent, prior to further flight, except the aircraft may be flown in accordance with FAR 21.197 to a base where a repair can be made. \n\n\t(c)\tEquivalent inspections and repairs must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. \n\n\t(d)\tUpon the incorporation of wing spar carry through assembly Piper P/N 76824- 02, compliance with the requirements of this AD may be dispensed with. \n\n\t(e)\tUpon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the inspection intervals specified in this AD. \n\n\tThis amendment is effective January 2, 1979.
98-25-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300-600 series airplanes, that requires repetitive inspections to detect cracks in the angle fitting at frame 40 of the center wing box, and corrective actions, if necessary; and eventual modification of that angle fitting, which terminates the repetitive inspections. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent cracks in the center wing box angle fitting, which could result in the failure of the center wing box at frame 40, and consequent reduced structural integrity of the airplane.
2019-03-11: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a determination that more restrictive maintenance requirements and airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
95-17-11: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-11 series airplanes. This action requires an inspection and other specified actions to ensure that the ground stud assemblies at three locations of the airplane are installed properly and torqued to certain specifications, to verify the integrity of the components of the ground stud assemblies, and to detect heat damage in adjacent areas; and correction of any discrepancy. This amendment is prompted by reports indicating that arcing occurred across the pins in the galley external power receptacle due to loose attach hardware on the ground stud. The actions specified in this AD are intended to ensure that the ground stud assemblies are attached correctly so that arcing will not occur. Such arcing, if not corrected, could result in heat damage to adjacent structure and a fire in the forward cargo compartment, the center accessory compartment, or the aft fuselagecompartment.
2006-11-09: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD requires revising the Airworthiness Limitations section of the Instructions for Continuing Airworthiness of the Maintenance Requirements Manual to include revised threshold and repeat inspection intervals for the cargo door skin cut-out. This AD results from a report that a crack was discovered at the lower forward corner of a cargo door skin cut-out during fatigue testing. We are issuing this AD to detect and correct cracking in the lower forward corner of the cargo door skin cut-out, which could result in reduced structural integrity of the airplane.
99-02-18 R1: This amendment corrects information in an existing airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that currently requires removing the thermal insulating blankets from the upper rear nacelle structure; re-positioning the engine exhaust duct; and replacing the engine exhaust bracket with a new engine exhaust bracket, if necessary. For certain airplanes, that amendment also currently requires installing new stainless steel plates onto the upper rear nacelle structure. The actions specified in that AD are intended to prevent fretting of the titanium thermal insulating blankets, which could result in an increased risk of fire in the engine exhaust duct of the tail pipe. This amendment corrects the requirements of the existing AD by correcting affected spare part numbers of thermal insulating blankets. This amendment is prompted by review of the requirements of the existing AD.
2019-03-10: We are superseding Airworthiness Directive (AD) 2017-07-05, which applied to all Airbus SAS Model A300 series airplanes; and Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4- 605R Variant F airplanes (collectively called Model A300-600 series airplanes). AD 2017-07-05 required repetitive detailed visual inspections of the main landing gear (MLG) leg components and replacement of the MLG leg if cracked components are found. This AD retains the requirements of AD 2017-07-05 and removes the credit for doing an MLG overhaul in lieu of the initial inspection of the MLG leg components. This AD was prompted by further investigation after AD 2017-07-05 was issued, which revealed that overhaul of the MLG does not alleviate the need for inspecting the MLG hinge arm/barrel pin for cracking. We are issuing this AD to address the unsafe condition on these products.
95-06-04: This amendment adopts a new airworthiness directive (AD), applicable to McDonnell Douglas Model DC-9-80 series airplanes, that requires inspection and replacement of certain suspect horizontal stabilizer primary trim motors. This amendment is prompted by an analysis which revealed that certain incorrectly manufactured motor shafts could fail prematurely and, in turn, cause the primary trim motor to fail. The actions specified by this AD are intended to prevent such failures of the primary trim motor, which could ultimately result in reduced controllability of the airplane.
87-15-02: 87-15-02 BOEING: Amendment 39-5674. Applies to Model 757 series airplanes, as listed in Boeing Alert Service Bulletin 757-34A0042, dated February 3, 1987, certificated in any category. Compliance required within one year after the effective date of this AD, unless previously accomplished. \n\n\tTo minimize the potential for misleading localizer deviation indication to the flight crew caused by electromagnetic interference, accomplish the following: \n\n\tA.\tModify the weather radar wire bundle and coaxial cables from the localizer and glideslope antennas in accordance with Boeing Service Bulletin 757-34A0042, dated February 3, 1987, or later FAA-approved revision. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199to operate airplanes to a base for the accomplishment of the modification required by 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 the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment, 39-5674, becomes effective August 20, 1987.
98-23-51: 98-23-51 BOEING: Amendment 39-10932. Docket 98-NM-319-AD.\n\n\tApplicability: Model 727 series airplanes, line positions 1 through 849 inclusive; that have been converted from a passenger-carrying to a cargo-carrying ("freighter") configuration, or to a passenger- and cargo-carrying ("combi") configuration; certificated in any category.\n\n\tNOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (g) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it.\n\n\tCompliance: Required as indicated.\n\n\tTo prevent corrosion and subsequent fatigue cracking of the fuselage skin lap joints, which could result in rapid decompression of the airplane, accomplish the following:\n\n\t(a)\tWithin 60 landings after the effective date of this AD, perform a detailed internal visual inspection to detect cracking, corrosion, or delamination of the fuselage skin lap joints where those lap joints are covered by external doublers at stringers S-4L, S-10L, S-19L, and S-26L from body station 360 to 740; in accordance with task numbers C53-224-01 and C53-111-01 of Boeing Document D6-54929, "Aging Airplane Corrosion Prevention and Control Program, Model 727," Revision A, dated July 28, 1989. The lap joints must be completely exposed to perform the inspection. \n\n\t\t(1)\tIf no cracking, corrosion, or delamination is found, repeat the inspection required by paragraph (a) ofthis AD thereafter at intervals not to exceed 60 landings until the modification required by paragraph (b) of this AD is accomplished.\n\n\t\t(2)\tIf any crack, corrosion, or delamination is found, prior to further flight, repair damaged structure in accordance with a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Thereafter, repeat the inspection required by paragraph (a) of this AD at intervals not to exceed 60 landings until the modification required by paragraph (b) of this AD is accomplished.\n\n\t(b)\tModify the fuselage skin lap joints where those lap joints are covered by external doublers at stringers S-4L, S-10L, S-19L, and S-26L from body station 360 to 740 by removing the external doublers; and by separating and reworking the joint in accordance with Part IV, Figure 4, of the Accomplishment Instructions of Boeing Service Bulletin 727-53-0072, Revision 5, dated June 1, 1989, except that blind fasteners shall notbe installed. Before oversizing the fastener holes as part of the modification, perform a high frequency eddy current inspection of the holes to detect cracking, in accordance with the service bulletin; and, prior to further flight, repair any cracking in accordance with a method approved by the Manager, Seattle ACO. When reassembling the lap joint, all three rows of fasteners must penetrate all layers of the lap joint, including the upper skin, lower skin, and the doublers; and the stringers and tripler, as applicable. Accomplish the modification at the latest of the times specified in paragraphs (b)(1), (b)(2), and (b)(3) of this AD.\n\n\t\t(1)\tPrior to the accumulation of 28,000 total landings.\n\t\t(2)\tWithin 250 landings after the effective date of this AD.\n\t\t(3)\tWithin 120 days after the effective date of this AD.\n\n\tNOTE 2: Installation of protruding head fasteners in the upper row of fasteners of the lap joint in itself does not constitute accomplishment of the modification.(c)\tFor airplanes on which the cargo door itself was manufactured using the original fuselage skin, paragraphs (a) and (b) of this AD also apply to the lap joint(s) in the door structure.\n\n\t(d)\tAccomplishment of the modification required by paragraph (b) of this AD constitutes terminating action for the inspections required by paragraph (a) of this AD, and constitutes an acceptable alternative method of compliance with paragraph F. of AD 91-06-06 for the affected area.\n\n\t(e)\tContrary provisions of AD 91-06-06 notwithstanding, this AD allows continued operation of the subject airplanes following the effective date of this AD in accordance with the terms of this AD, provided that the modification required by AD 91-06-06 has been accomplished on all lap joints other than those in the area of the main deck cargo door.\n\n\t(f)\tFor any airplane that, as of the effective date of this AD, is being, or will be converted from a passenger-carrying to a cargo-carrying ("freighter") configuration, or to a passenger- and cargo-carrying ("combi") configuration: After the effective date of this AD, no such airplane shall be returned to service following such conversion unless the modification required by paragraph (b) of this AD has been accomplished on that airplane.\n\n\t(g)\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 ACO. 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 3: Alternative methods of compliance, approved previously in accordance with AD 91-06-06, amendment 39-6921, are not considered to be approved as alternative methods of compliance with this AD.\n\n\tNOTE 4: 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(h)\tSpecial flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(i)\tThe actions shall be done in accordance with Boeing Service Bulletin 727-53-0072, Revision 5, dated June 1, 1989; and Boeing Document D6-54929, "Aging Airplane Corrosion Prevention and Control Program, Model 727," Revision A, dated July 28, 1989.\n\n\t\t(1)\tThe incorporation by reference of Boeing Service Bulletin 727-53-0072, Revision 5, dated June 1, 1989, is approved by the Director of the Federal Register, in accordance with 5 U.S.C. 552(a) and 1 CFR part 51.\n\n\t\t(2)\tThe incorporation by reference of Boeing Document D6-54929, "Aging Airplane Corrosion Prevention and Control Program, Model 727," Revision A, dated July 28, 1989, was approved previously by the Director of the Federal Register as of December 31, 1990 (55 FR 49258, November 27, 1990).\n\n\t\t(3)\tCopies 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(j)\tThis amendment becomes effective on December 14, 1998, to all persons except those persons to whom it was made immediately effective by telegraphic AD T98-23-51, issued on November 27, 1998, which contained the requirements of this amendment.
2019-03-09: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A310-304, -322, -324, and -325 airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that certain wing skin stringer joints are subject to widespread fatigue damage (WFD). This AD requires a rototest inspection of the fastener holes in the affected areas and repair if necessary, and modifying the fastener holes. We are issuing this AD to address the unsafe condition on these products.
2019-03-07: We are superseding Airworthiness Directive (AD) 2017-16-05, which applied to certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. AD 2017-16-05 required a one- time detailed visual inspection for discrepancies in the Krueger flap bullnose attachment hardware, and related investigative and corrective actions if necessary. This AD adds airplanes and an additional inspection to determine if any Krueger flap no. 1, 2, 3, or 4 has been replaced, and related investigative and corrective actions. Since this is a rotable parts issue, the applicability of this AD has been expanded beyond the airplanes listed in the related service bulletin to include all airplanes on which a Krueger flap bullnose may be installed. This AD was prompted by a report of a Krueger flap bullnose departing an airplane during taxi, which caused damage to the wing structure and thrust reverser, and a report of a missing no. 2 Krueger flap bullnose hinge bolt from an airplane that was not included in the effectivity of AD 2017-16-05. We are issuing this AD to address the unsafe condition on these products.
89-12-07: 89-12-07 BOEING: Amendment 39-6232. \n\tApplicability: All Model 747 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent reduced lateral control caused by icing of the aileron control cables, accomplish the following: \n\n\tA.\tWithin the next 15 months after the effective date of this AD, unless already accomplished within the last 3 months, and thereafter at intervals not to exceed 18 months, perform the following: \n\n\t\t1.\tGain access to the cavity aft of the wing center section. \n\t\t2.\tRemove all debris and foreign material, clean the cavity, and verify all drains are open and clean. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal MaintenanceInspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6232, AD 89-12-07) becomes effective on July 10, 1989.
91-09-14 R1: 91-09-14 R1 BOEING: Amendment 39-8876. Docket 93-NM-170-AD. Revises AD 91-09-14, Amendment 39-6972.\n \n\tApplicability: All Model 737-100, -200, and -200C series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously.\n \n\tTo prevent failure of the secondary support to sustain engine loads, in the event of failure of the aft engine mount cone bolt, which could result in engine separation from the wing, accomplish the following: \n\n\t(a)\tWithin the next 45 landings after May 20, 1991 (the effective date of AD 91-09-14, amendment 39-6972), accomplish the following: \n\n\t\t(1)\tInspect the aft mount cone bolt indicator for proper alignment. Improper alignment indicates a broken aft cone bolt. Broken cone bolts must be replaced, prior to further flight, with bolts that have been inspected in accordance with Boeing Alert Service Bulletin 737-71A1212, dated December 22, 1987, using magnetic particle inspection techniques. Repeat the inspection of the indicator at intervals thereafter not to exceed 45 landings. \n\n\t\t(2)\tUnless previously accomplished within the last 255 landings, inspect the aft mount cone bolt improved secondary support for missing nuts, evidence of bolt wear, and disbonded honeycomb core in accordance with Boeing Service Bulletin 737-71-1250, dated June 14, 1990. Except as provided in paragraph (b) of this AD, missing nuts, bolts worn outside the limits specified in the service bulletin, or disbonded honeycomb core must be replaced, prior to further flight, with new or repaired identical parts. Repeat the inspection at intervals not to exceed 300 landings.\n \n\t(b)\tPerform the following inspections if discrepant hardware is found during the inspections required by paragraph (a)(2) of this AD, and replacement hardware is not immediately available: \n\n\t\t(1)\tPrior to further flight, and thereafter at intervals not to exceed 300 landings, inspect for cracks in the aft engine mount cone bolt, in accordance with Boeing Alert Service Bulletin 737-71A1212, dated December 22, 1987, using ultrasonic inspection techniques. Replace cracked cone bolts, prior to further flight, with bolts that have been inspected in accordance with the above service bulletin, using magnetic particle inspection techniques. Replacement (newly installed) cone bolts must be ultrasonically inspected for internal cracking in accordance with the provisions of this paragraph at intervals not to exceed 300 landings. \n\n\t\t(2)\tAt the next ultrasonic inspection, as required by paragraph (b)(1) of this AD, unless previously accomplished within 150 to 300 landings after cone bolt installation, accomplish a torque check to verify that the cone bolt is torqued to the proper torque limit specified in the appropriate Boeing maintenance manual. This check is to be accomplished without loosening the bolt. After every cone bolt installation, accomplish the torque check procedure required by this paragraph, between150 landings and 300 landings following installation. Replacement of discrepant hardware in accordance with paragraph (a)(2) of this AD constitutes terminating action for the requirements of this paragraph. \n\n\t\t\t(i)\tIf the cone bolt torque is below one-half the specified torque, remove the cone bolt and replace it with a serviceable bolt. \n\n\t\t\t(ii)\tIf the cone bolt torque is equal to, or above one-half the specified torque, but below the specified torque, re-torque to the specified level and re-check the torque within the next 150 to 300 landings. If, at that time, the torque is below 90 percent of the specified torque, replace the cone bolt with a serviceable bolt.\n \n\t(c)\tReplacement of the existing aft engine mount secondary support with a new, modified secondary support, Kit Number 65C37057-1, in accordance with Boeing Service Bulletin 737-71-1289, dated August 19, 1993, constitutes terminating action for the inspections required by paragraphs (a)(2), (b), (b)(1), and (b)(2) 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 Federal Aviation Regulations (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 optional replacement shall be done in accordance with Boeing Service Bulletin 737-71-1289, dated August 19, 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(g)\tThis amendment becomes effective on May 18, 1994.
84-11-03: 84-11-03 SIKORSKY AIRCRAFT DIVISION: Amendment 39-4866. Applies to all Sikorsky Model S-61 L/N/A series helicopters, certificated in all categories and authorized for flight with gross weights in excess of 19,500 pounds, when equipped with the following tail rotor drive system components: a. Flange Part Number (P/N) S6135-66228-0 installed at the input and output couplings of the intermediate gearbox. b. Flange P/N S6135-64013-0 installed at either end of the pylon drive shaft and at the aft end of the section IV tail drive shaft (shaft immediately forward of the intermediate gearbox). c. Flange P/N S6135-66657-0 installed at the input coupling of the tail gearbox. Compliance is required as indicated (unless already accomplished). To intercept impending failure of the flanges identified above, accomplish the following: d. For flanges with more than 800 hours time in service since new, inspect the flange for cracks utilizing a 5-power or greater magnifying glass in the area surrounding the bolt attachments within the next 15 hours time in service after the effective date of this AD, unless already accomplished, and thereafter at intervals no to exceed 15 hours time in service from the last inspection. e. If cracks are found, replace the flange and assure proper alignment of intermediate gearbox, tail gearbox, and pylon drive shaft before further flight. f. Upon request, with substantiating data submitted through an FAA maintenance inspector, equivalent methods of compliance or adjustment in the inspection intervals or compliance time may be approved by the Manager, Boston Aircraft Certification Branch, FAA, New England Region. This amendment becomes effective June 6, 1984.
88-02-01 R1: 88-02-01 R1 GULFSTREAM AEROSPACE: Amendment 39-5849 as amended by Amendment 39-6105. Applicability: Model G-IV series airplanes, Serial Numbers 1000 through 1059, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent the potential display and use of hazardously misleading information from the flight guidance computer (FGC) during an ILS approach, accomplish the following: A. Prior to further flight, add the following to the limitations section of the Airplane Flight Manual (AFM) and notify all crewmembers. This may be accomplished by inserting a copy of this AD in the AFM: "ILS approaches utilizing the flight director and/or autopilot are prohibited." B. Prior to further flight, affix an appropriate placard(s) on the instrument panel in full view of both crewmembers, stating: "FLIGHT DIRECTOR/COUPLED ILS APPROACHES PROHIBITED." C. Prior to further flight, affix an appropriate placard tothe Approach Mode Arm (APR) switch on the autopilot control panel stating: "USE PROHIBITED." D. Within 15 days after the effective date of this AD, disable the approach mode in the autopilot/flight director in a manner approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. E. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manger, Atlanta Aircraft Certification Office, FAA, Central Region. NOTE: The request should be forwarded through a FAA Principal Maintenance Inspector (PMI), who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. F. Installation of the modification of the autopilot/radio altimeter in accordance with Gulfstream Aerospace Aircraft Service Change (ASC) #53A, dated May 12, 1988, constitutes terminating action for the requirements of paragraphs A. through D., above. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Gulfstream Aerospace Corporation, P.O. Box 2206, Savannah, Georgia 31402-2206. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, Central Region, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia. Airworthiness Directive 88-02-01 (Amendment 39-5849) was effective March 4, 1988, except to those to whom it was made immediately effective by priority letter AD 88-02-01 issued January 15, 1988. This amendment (39-6105, AD 88-02-01 R1) becomes effective February 13, 1989.
85-25-08: 85-25-08 ALLISON GAS TURBINE DIVISION, GENERAL MOTORS CORP. (ALLISON, formerly DETROIT DIESEL ALLISON): Amendment 39-5189. Applies to Allison Model 250-C28 and -C30 Series engines, which incorporate compressor mount assembly P/N 6896021, 6898966, or 6898611 installed in rotorcraft certificated in any category. The following engine model and compressor serial numbers are affected: ENGINE MODEL COMPRESSOR SERIAL NUMBER 250-C28B CAC 70011 thru 70793, 70795 250-C28C CAC 28001 thru 28021 250-C30, -C30P, -C30S CAC 90001 thru 90822 EXCEPT: Existing Model 250-C28 and -C30 Series engines which have incorporated Allison Commercial Engine Bulletin CEB 72-2085/3085, Revision 1, dated April 30, 1985, or FAA approved equivalent. Compliance is required as indicated unless already accomplished. To prevent possible failure of the compressor mount that can cause misalignment and subsequent failure of compressor to turbine shafting spline joints which may lead to an inflight loss of power or disconnect of the gas producer turbine rotor with a subsequent inflight shutdown/overspeed uncontained turbine wheel failure, accomplish the following: (a) Within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished within the last 200 hours time-in-service, and thereafter at intervals not to exceed 300 hours tim-in- service from the last inspection, perform the following: Inspect P/Ns 6896021, 6898966, or 6898611 compressor mount assembly in accordance with the accomplishment instructions of Allison CEB-A-72-2080/3081 dated September 15, 1982, or FAA approved equivalent. The following continued service criteria apply for compressor mount assemblies found to have a crack(s) during the inspection: (1) If there is only one crack in the compressor mount assembly and that crack has not progressed to within 3/8 inch of the edge of the mount sheet metal, the mount assembly can continue in service provided thatinspection is made at intervals not exceeding 25 hours since the last inspection. (2) If the crack has progressed to within 3/8 inch of the edge of the mount sheet metal, or if there is more than one crack of any length, the compressor mount assembly must be removed from service before further flight. (b) At the next compressor assembly overhaul/repair event, but not later than November 30, 1986, perform the following: Replace P/N 6896021, 6898966, or 6898611 compressor mount assembly with P/N 23007217 in accordance with the Accomplishment Instructions of Allison CEB 72-2085/3085, Revision 1, dated April 30, 1985, or FAA approved equivalent. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Chicago Aircraft Certification Office may adjust the compliance time specified in this AD. The following Allison commercial engine bulletins are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1): CEB-A-72-2080/3081 dated September 15, 1982 CEB-72-2085/3085, Revision 1, dated April 30, 1985. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Allison Gas Turbine Division, General Motors Corp., P.O. Box 420, Indianapolis, IN 46206-0420. These documents also may be examined at the Office of Regional Counsel, FAA, ATTN: Rules Docket No. 85-ANE-42, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment becomes effective January 6, 1986.
2019-03-02: We are adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Model 750XL airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as an incorrect size bolt may have been used to assemble the elevator bellcrank pivot joint. We are issuing this AD to require actions to address the unsafe condition on these products.
94-18-07: This amendment supersedes two existing airworthiness directives (AD), applicable to all McDonnell Douglas Model DC-10 series airplanes and KC-10A (military) airplanes and certain Model MD-11 series airplanes, that currently require inspections to determine the serial numbers and to detect defects in the upper and lower lock links on the nose landing gear (NLG), and rework or replacement of any defective link with a serviceable link. This amendment requires additional inspections and provides optional terminating action for those inspections. This amendment is prompted by additional reports of defects found on links that are required to be inspected by the existing AD's. The actions specified in this AD are intended to prevent collapse of the NLG.\n\n\tThe incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of September 15, 1994.\t\n\tComments for inclusion in the Rules Docket must be received on or before October 31, 1994.
88-08-03: 88-08-03 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-5886. Applies to all Aerospatiale Model SA 365N series helicopters certificated in all categories. Compliance is required as indicated (unless already accomplished). To prevent failure of the attachment bolts of the spherical thrust bearings, accomplish the following: (a) Replace attachment beam bolts (P/N 365A31-1898-20) for the spherical thrust bearings as follows -- (1) For bolts which have 900 or more hours' time in service on the effective date of this AD, replace the bolts within the next 100 hours' time in service; and (2) For bolts which have less than 900 hours' time in service on the effective date of this AD, replace the bolts before they reach 1,000 hours' time in service. (b) An alternate method of compliance with this AD, which provides an equivalent level of safety, may be used when approved by the Manager, Aircraft Certification Division, Federal Aviation Administration, Fort Worth, Texas 76193-0100, or by the Manager, Aircraft Certification Office, AEU-100, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. (c) In accordance with FAR 21.197 and 21.199, flight is permitted to a base where the maintenance required by this AD may be accomplished. NOTE: Aerospatiale Service Bulletin No. 01.20 pertains to this subject. This amendment, 39-5886, becomes effective April 29, 1988.
86-10-07: 86-10-07 SHORT BROTHERS, LTD.: Amendment 39-5302. Applies to certain Model SD3-60 airplanes, as described in Short Brothers, Ltd., Service Bulletin SD360-32-19, dated March 1985, certificated in any category. To prevent the failure of the nose landing gear main fitting, accomplish the following within 90 days after the effective date of this AD, unless previously accomplished: 1. Inspect using eddy current methods and rework, as necessary, the main fitting of the nose landing gear in accordance with Dowty Rotol Service Bulletin 32-26SD, dated December 19, 1984. 2. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. 3. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required bythis AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Short Brothers Aircraft, 2011 Crystal Drive, Arlington, Virginia 22202-3702. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective June 16, 1986.