Results
94-09-11 R1: This amendment rescinds an existing airworthiness directive (AD), applicable to certain Raytheon Model BAe.125 Series 1000A Airplanes and Model Hawker 1000 airplanes. That AD currently requires inspections of the thrust reverser system for integrity, and correction of any discrepancy found. The requirements of that AD were intended to prevent a significant reduction in the controllability of the airplane due to an in-flight deployment of a thrust reverser. Since the issuance of that AD, the FAA has issued a separate AD that requires the accomplishment of modifications that terminate the requirements of the existing AD.
75-05-01: 75-05-01 BOEING: Amendment 39-2096 as amended by Amendment 39-2142. Applies to Boeing Models 707/720, 727, 737, and 747 series airplanes categorized as Groups I, II, III, IV and V below, certificated in all categories: \n\n\tGroup I: \n\tAll Boeing Model 707/720, 727, 737 series airplanes categorized as Group I in Boeing Alert Service Bulletins 3204 (707), Revision 2; 727-27-155, Revision 1; 737-27-1073, Revision 1, or later FAA approved revisions. Only compliance required is with Paragraphs A and B. \n\n\tGroup II: \n\tAll Boeing Model 707/720 and 727 series airplanes categorized as Group II in Boeing Alert Service Bulletins 3204 (707), Revision 2, and 727-27-155, Revision 1, or later FAA approved revisions. Only compliance required is with Paragraph A and B. \n\n\tGroup III: \n\tAll Boeing Model 707/720 and 727 series airplanes categorized as Group III in Boeing Alert Service Bulletins 3204 (707), Revision 2, and 727-27-155, Revision 1, or later FAA approved revisions. Only compliancerequired is with Paragraph C. \n\n\tGroup IV: \n\tAll Boeing Model 707/720, 727 and 737 series airplanes not categorized as Group I, II, or III, which have had pulleys replaced with Arvan Inc./Tansey pulleys MS 20220-3 or -4, or SMS 20220-3 or -4 (color black only) (BAC P30F8 or BAC P30F9). Only compliance required is with Paragraph D. \n\n\tGroup V: \n\tAll Boeing Model 747 series airplanes categorized in Boeing Service Bulletin 747-27-2133 as having had control cable pulleys in the speed brake system replaced with Arvan Inc./Tansey pulleys BAC P30F8 (color black only). Only compliance required is with Paragraph D for BAC P30F8 pulleys. \n\n\tA.\tTo detect cracks in Arvan Inc./Tansey control cable pulleys MS 20220-3 and -4 or SMS 20220-3 or -4 (color black only) accomplish the following: \n\n\t\t1.\tWithin the next 25 hours time in service from the effective date of this amendment to Amendment 39-2096, unless already accomplished, inspect the control cable pulleys which are located in the critical areas of the airplane in accordance with Boeing Alert Service Bulletins 3204 (707), 727-27- 155, and 737-27-1073, or later FAA approved revision, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. The critical areas are defined in the above Boeing Alert Service Bulletins. \n\t\t2.\tIf crack(s) are found, replace the pulleys in accordance with the above Boeing Alert Service Bulletins, before further flight. \n\tB.\tReplace all Arvan Inc./Tansey control cable pulleys MS 20220-3 and -4 or SMS 20220-3 or - 4 (color black only) as follows: \n\t\t1.\tWithin 100 hours time in service from the effective date of this amendment to Amendment 39-2096, unless already accomplished, replace those pulleys located in the critical areas defined in Boeing Alert Service Bulletins 3204 (707), 727-27-155, and 737-27-1073, or later FAA approved revisions. \n\t\t2.\tReplace all other affected pulleys within 600 hours from the effective date of this AD, unless already accomplished. \n\tC.\tWithin 600 hours time in service from the effective date of this amendment to Amendment 39-2096, unless already accomplished, replace all Arvan Inc./Tansey control cable pulleys MS 20220-3 and -4 or SMS 20220-3 and -4 (color black only) in accordance with Boeing Alert Service Bulletin 3204 (707), Revision 2, and 727-27-155, Revision 1, or later FAA approved revisions. \n\tD.\tWithin 1800 hours time in service from the effective date of this amendment to Amendment 39-2096, unless already accomplished, replace all Arvan Inc./Tansey control cable pulleys MS 20220-3 and -4 or SMS 20220-3 and -4 (color black only) with a pulley of the same part number but a different color. New Arvan replacement pulleys are brown in color. \n\tE.\tIf it can be shown that a Group II, III, IV, or V airplane has not had any MS 20220-3 or -4, or SMS 20220-3 or -4, or BAC P30F8 or BAC P30F9 pulley replaced since August 16, 1974, then this AD is not applicable to that airplane. \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 be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-2096 became effective February 24, 1975. \n\tThis amendment 39-2142 becomes effective April 7, 1975.
75-18-06: 75-18-06 BELL: Amendment 39-2345. Applies to Bell Models 47B, 47B-3, 47D, 47D-1, 47E, 47G, 47G-2, and 47H-1 helicopters certificated in all categories that are equipped with a single-row ball bearing, P/N 47-641-146-1 (MRC R4AF4), in the tail rotor pitch control crosshead. Compliance required within 10 hours' time in service for bearings with more than 40 hours' time in service on the effective date of this AD and prior to attaining 50 hours' time in service for bearings with less than 40 hours' time in service on the effective date of this AD. To prevent possible failure of the tail rotor pitch control ball bearing due to inadequate lubrication, accomplish the following one-time inspection. a. Disassemble the tail rotor pitch control crosshead assembly in accordance with Sections VI and VII, Models 47D-1, 47G, and 47G-2 Maintenance and Overhaul Instruction Manual, revised August 15, 1961, or in accordance with equivalent FAA approved procedures to expose the pitchchange bearing. b. Inspect the bearing, P/N 47-641-146-1 (MRC P/N R4AF4) for grease dust shields. c. Remove any pitch change bearings with two grease dust shields installed before further flight. d. Install bearings P/N 47-641-146-1 (MRC P/N R4AF4) with only one grease dust shield installed and assemble and rig the tail rotor controls, in accordance with Sections VI and VII, Models 47D-1, 47G, and 47G-2 Maintenance and Overhaul Instruction Manual, revised August 15, 1961, or in accordance with equivalent FAA approved procedures. e. This AD does not apply to the obsolete design, single-row ball bearings having a single grease dust shield, Norma Hoffman P/N S1RP and New Departure P/N 7R4AX1C. This AD does not apply to the duplex pitch change bearings, P/N 47-641-131-1. This amendment becomes effective September 19, 1975.
2015-23-14: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F.28 Mark 0070 and 0100 airplanes. This AD was prompted by reports that cracks can occur in a frame of the tail section on certain airplanes. This AD requires a one-time detailed inspection of the oblique frame 67-2 for any cracking, and repair if necessary. We are issuing this AD to detect and correct such cracking, which could lead to failure of the oblique frame 67-2, and consequent loss of the structural integrity of the tail section.
92-16-13: 92-16-13 MCDONNELL DOUGLAS: Amendment 39-8322. Docket No. 92-NM-102-AD. \n\n\tApplicability: Model MD-11 series airplanes; serial numbers 48407 through 48414, 48416 through 48421, 48426 through 48429, 48434 through 48437, 48443 through 48461, 48472 through 48475, 48481, 48484 through 48485, 48487, 48489 through 48491, 48495 through 48496, 48499 through 48500, 48505, and 48527; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent the transformer for the mid cabin aisle light from overheating, accomplish the following: \n\n\t(a)\tWithin 30 days after the effective date of this AD, replace the currently installed transformer for the mid cabin aisle light, part number 17093, with a transformer having part number 16753, in accordance with McDonnell Douglas Service Bulletin 33-23, dated May 29, 1992, or Revision 1, dated July 1, 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 replacement shall be done in accordance with McDonnell Douglas Service Bulletin 33-23, dated May 29, 1992; or McDonnell Douglas Service Bulletin 33-23, Revision 1, dated July 1, 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, Los Angeles ACO, 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 1, 1992.
88-15-05: 88-15-05 MCDONNELL DOUGLAS: Amendment 39-5980. Applies to McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, -40, and KC-10A (Military) series airplanes, as listed in McDonnell Douglas Service Bulletin A24-141, Revision 1, dated May 12, 1988, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent a fire in the Center Accessory Compartment (CAC), accomplish the following: \n\n\tA.\tFor all airplanes: Within 30 days after the effective date of this AD, and thereafter at intervals not to exceed 60 days, inspect the battery ground stud installation for evidence of arcing and/or corrosion, and check the two CAC drain valve installations for proper operation, in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin A24-141, Revision 1, dated May 12, 1988. \n\n\t\t1.\tIf the ground stud installation is found to be burnt or corroded, prior to further flight, replace the ground stud installation parts in accordance with the service bulletin. \n\n\t\t2.\tIf the drain valve installation is not free of deterioration, is sticking, or is not functioning properly, prior to further flight, repair or replace the drain valve installation in accordance with the service bulletin. \n\n\tB.\tFor airplanes that have not incorporated McDonnell Douglas Service Bulletin 24-73, Revision 1, dated February 2, 1978, or the production equivalent: Within 90 days after the effective date of this AD, replace the main battery ground cable bracket in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin 24-73, Revision 1, dated February 2, 1978. This constitutes terminating action for the repetitive inspection requirements of paragraph A., above. \n\n\tC.\tAlternate means of compliance or adjustment of the compliance time, which provide an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). \n\n\tThis information 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, 39-5980, becomes effective August 3, 1988.
47-02-08: 47-02-08 CULVER: (Was Mandatory Note 1 of AD-778-2.) Applies to Models V and V2 Aircraft Serial Numbers V-1 to V-21 Inclusive. Compliance required prior to April 1, 1947. To provide a complete firewall constructed material, remove the cold air scoop from the firewall and cover the firewall opening with a plate of suitable firewall material. (Culver Service Bulletin No. 5 covers this same subject.)
72-10-02: 72-10-02 BOEING: Amendment 39-1444. Applies to 707 and 720 Series Airplanes utilizing single attachment point escape slides listed in Boeing Service Bulletin 3078, dated January 10, 1972, or later FAA-approved revision. \n\n\tTo preclude loss of escape slide retention at the forward and aft passenger doors accomplish the following: \n\n\tWithin the next 500 hours in service after the effective date of the A.D., unless previously accomplished, replace the two spring pins in the floor attach fitting with new spring pins in accordance with Boeing Service Bulletin No. 3078, dated January 10, 1972, or later FAA- approved revision, or equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n \n\tThis amendment becomes effective June 7, 1972.
2009-02-11: 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: Bombardier Aerospace has completed a system safety review of the CL-600-2C10/CL-600-2D24 aircraft fuel system against the new fuel tank safety standards. * * * The assessment showed that a single failure due to chafing of fuel system wiring with high power wiring at the centre fuel tank front spar could result in overheating of the fuel boost pump. The assessment also showed that chafing of the high power wiring with the centre fuel tank front spar structures could result in overheating of the fuel tank wall. Overheating of * * * the fuel tank wall could lead to hot surface ignition resulting in a fuel tank explosion. We are issuing this AD to require actions to correct the unsafe condition on these products.
2002-16-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777 series airplanes, that requires modification of the supports for the wire bundles of the fuel quantity indicator system (FQIS), and follow-on actions, if necessary. The actions specified by this AD are intended to prevent chafing of the FQIS wiring on surrounding structures and systems. Such chafing could result in exposure of the bare conductor in close proximity to structures or other electrically conductive return paths, and potential electrical arcing and explosion in the fuel tank in the event of an additional wiring failure outside the fuel tank. This action is intended to address the identified unsafe condition.
2002-16-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 and -300 series airplanes, that requires inspecting the identification plate on the fire extinguisher bottle of the auxiliary power unit (APU), and replacing the existing actuating cartridge of the fire extinguisher bottle with a correct actuating cartridge, if necessary. This AD also requires removing the fire extinguisher bottle equipped with the actuating cartridge from the APU, and reinstalling the fire extinguisher bottle equipped with the correct actuating cartridge into the APU. The actions specified by this AD are intended to prevent failure of the actuating cartridge on the APU fire extinguisher, which could result in the inability to extinguish an APU fire in-flight, and consequent reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
2025-01-09: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by a report of operators receiving No. 1 flight compartment windows that may not meet type design requirements for withstanding a bird impact. This AD requires replacing affected No. 1 flight compartment windows and prohibits the installation of affected windows. The FAA is issuing this AD to address the unsafe condition on these products.
2015-24-03: We are adopting a new airworthiness directive (AD) for SOCATA Model TB 9, TB 10, TB 20, TB 21, and TB 200 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 corrosion of the horizontal stabilizer. We are issuing this AD to require actions to address the unsafe condition on these products.
2002-16-23: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-600, -700, -700C, -800, and "900 series airplanes. This action requires repetitive tests of the rudder pedal force or repetitive inspections of the rudder feel and centering unit to determine the condition of the inner spring; corrective action if necessary; and eventual replacement of the spring assembly on the rudder feel and centering unit with a new assembly, which would terminate the repetitive requirements. This action is necessary to prevent reduced rudder pedal feel and centering force, which, combined with failure of the outer spring of the spring assembly, could result in pilot-induced oscillation and consequent loss of control of the airplane. This action is intended to address the identified unsafe condition.
2002-14-27: This amendment supersedes an existing airworthiness directive (AD), applicable to all Fokker Model F.28 Mark 0070, 0100, 1000, 2000, 3000, and 4000 series airplanes, that currently requires a revision to the Airplane Flight Manual (AFM) that prohibits takeoff in certain icing conditions unless either a tactile inspection is performed or specific takeoff procedures are followed. This amendment requires adding a requirement, for certain airplanes, for modification of the wing leading edge ice protection system to include on-ground wing ice protection, and a new revision to the AFM. This amendment is prompted by the development of a modification that introduces a wing anti-icing system that will operate on the ground as well as in flight. The actions specified by this AD are intended to prevent takeoff with snow, ice, or frost on the critical surfaces of the airplane, which could result in reduced controllability of the airplane.
2015-24-01: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200 Freighter, A330-200, A330-300, A340-200, A340- 300, A340-500, and A340-600 series airplanes. This AD was prompted by a report of skin disbonding on a composite side panel of a rudder installed on an A310 airplane. This AD requires a review of the maintenance records of the rudder to determine if any composite side shell panel repair has been done; a thermography inspection limited to the repair areas or complete side shells, as applicable, to identify possible in-service rudder repairs, damages, or fluid ingress; and applicable related investigative and corrective actions. We are issuing this AD to detect and correct the rudder skin disbonding, which could affect the structural integrity of the rudder, and could result in reduced controllability of the airplane.
88-12-02: 88-12-02 SCHWEIZER AIRCRAFT CORPORATION (MCDONNELL DOUGLAS HELICOPTER COMPANY; HUGHES HELICOPTERS, INC.): Amendment 39-5926. Applies to Model 269C helicopters certificated in any category, equipped with tail rotor retention strap assemblies, P/N 269A6065 and P/N 369A1706. Compliance is required as indicated, unless already accomplished. To prevent failure of the tail rotor retention strap assembly which could result in loss of the helicopter, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, or upon the accumulation of 3,540 hours time in service, whichever occurs later, remove tail rotor retention strap assemblies, P/N 269A6065 and P/N 369A1706, from service. (b) Replace P/N 269A6065 and P/N 369A1706 with serviceable parts. (c) 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. (d) Alternative inspection, modification,or other actions which provide an equivalent level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. This amendment becomes effective June 10, 1988.
93-25-04: 93-25-04 GULFSTREAM: Amendment 39-8770. Docket 93-NM-190-AD. Applicability: Model G-1159 (G-II) series airplanes equipped with Aviation Partners winglets manufactured in accordance with Supplemental Type Certificate (STC) SA5964NM, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent in-flight failure of one or both winglets, and a resultant unsafe flutter condition of the airplane, accomplish the following: (a) Within 10 days after the effective date of this AD, accomplish the requirements of either paragraph (a)(1) or (a)(2) of this AD. (1) Remove the Aviation Partners winglets manufactured in accordance with STC SA5964NM and, prior to further flight, restore the airplane to its original type design. The FAA-approved Airplane Flight Manual (AFM) limitation, previously imposed by STC SA5964NM, may be removed following removal of these winglets. Or (2) Revise the Limitations Section of the FAA-approved AFM to restrict the gross operating weight and/or operating speed in accordance with a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. (b) An 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. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. (c) Special 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. (d) This amendment becomes effective on January 3, 1994.
2015-23-12: We are adopting a new airworthiness directive (AD) for all ATR--GIE Avions de Transport R[eacute]gional Model ATR42 and ATR72 airplanes. This AD was prompted by new occurrences of certain cracked main landing gear (MLG) rear hinge pins. This AD requires identifying the serial number and part number of the MLG rear hinge pins, and replacing pins or the MLG if necessary. We are issuing this AD to detect and correct cracked rear hinge pins, which could lead to MLG structural failure, possibly resulting in collapse of the MLG and consequent injury to the occupants of the airplane.
2015-23-06: We are superseding Airworthiness Directive (AD) 2008-22-20 for certain Airbus Model A330-200, A330-300, and A340-300 series airplanes. AD 2008-22-20 required repetitive high frequency eddy current (HFEC) inspections for cracking, repair if necessary, and modification of the upper shell structure of the fuselage. This new AD shortens certain compliance times. This AD was prompted by a determination from a fatigue and damage tolerance evaluation that the compliance times must be reduced. We are issuing this AD to prevent fatigue cracking of the upper shell structure of the fuselage, which could result in reduced structural integrity of the airplane.
2002-16-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727 series airplanes that have been converted from a passenger- to a cargo-carrying ("freighter") configuration, that requires, among other actions, installation of a fail-safe hinge, redesigned main deck cargo door warning and power control systems, and 9g crash barrier. This amendment is prompted by the FAA's determination that the main deck cargo door hinge is not fail-safe; that certain main deck cargo door control systems do not provide an adequate level of safety; and that the main deck cargo barrier is not structurally adequate during an emergency landing. The actions specified by this AD are intended to prevent structural failure of the main deck cargo door hinge or failure of the cargo door system, which could result in the loss or opening of the cargo door while the airplane is in flight, and consequent rapid decompression of the airplane, including possible loss of flight control or severe structural damage; and to prevent failure of the main deck cargo barrier during an emergency landing, which could injure occupants.
2002-14-14: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 and -11F airplanes that requires installation of a new support bracket with a clamp and screw to support the wire harness of the integrated drive generator (IDG). This action is necessary to prevent chafing and arcing of the wire harness of the IDG due to inadequate support, which could result in smoke and/or fire in the area of the forward engine mount. This action is intended to address the identified unsafe condition.
90-15-17: 90-15-17 BOEING: Amendment 39-6673. Docket No. 89-NM-210-AD. \n\n\tApplicability: Model 737 series airplanes, as listed in Boeing Alert Service Bulletin 737- 28A1072, dated August 27, 1987, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent engine fuel starvation resulting from main wing tank suction feed system stress fractures or fuel boost pump bypass valve freezing, accomplish the following: \n\n\tA.\tPrior to the accumulation of 150 flight hours after January 27, 1988 (the effective date of Amendment 39-5823, AD 88-01-06), and thereafter at intervals not to exceed 300 flight hours, perform an operational test of the bypass valves in accordance with Boeing Alert Service Bulletin 737-28A1072, dated August 27, 1987. \n\n\tB.\tThe operational tests required by paragraph A., above, may be terminated when the fuel system modifications, detailed in Boeing Service Bulletin 737-28A1072, Revision 2, dated February 18, 1988, or Revision 3, dated October 6, 1988, are installed. \n\n\tC.\tFor airplanes modified in accordance with paragraph B., above: Within one year after the effective date of this amendment, conduct an inspection of the suction feed bypass system for preloading in accordance with Boeing Alert Service Bulletin 737-28A1072, Revision 4, dated August 7, 1989. If preloading is discovered in the suction feed bypass system, prior to further flight, modify in accordance with that service bulletin. \n\n\tD.\tFor all other airplanes: Within one year after the effective date of this amendment, modify the fuel boost pump bypass valves system in accordance with Boeing Alert Service Bulletin 737-28A1072, Revision 4, dated August 7, 1989. This modification constitutes terminating action for the repetitive operational tests required by paragraph A., above. \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 approvedby the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\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 documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis AD supersedes AD 88-01-06 R1, Amendment 39-5990. \n\tThis amendment (39-6673, AD 90-15-17) becomes effective on August 27, 1990.
87-17-04: 87-17-04 BRITISH AEROSPACE: Amendment 39-5705. Applies to Model BAe-146 series airplanes listed in British Aerospace BAe-146 Service Bulletin 27-54-70193A, Revision 1, dated June 3, 1986, certificated in any category. Compliance required within 60 days after the effective date of this AD, unless previously accomplished: To prevent the loss of primary or secondary drive of the flap system torque limiter output, accomplish the following: A. Inspect torque limiter drive sprocket splines for excessive backlash and replace, if necessary, in accordance with BAe Alert Service Bulletin 27-A54, Revision 1, dated April 22, 1986. B. Repeat the following inspections described in BAe Service Bulletin 27-A54, Revision 1, dated April 22, 1986; 1. Paragraph 2A: At intervals not exceeding 600 landings. 2. Paragraph 2B: At intervals not exceeding 300 landings. C. Modification of the flap drive system in accordance with BAe Modification Service Bulletin 27-54-70193A, Revision 1, dated June 3, 1986, constitutes terminating action for the repetitive inspection requirements of paragraph B., above. D. 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. E. 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 by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, Service Bulletin Librarian, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. 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 September 14, 1987.
77-24-05: 77-24-05 MCDONNELL DOUGLAS: Amendment 39-3087. Applies to Model DC-10-10, DC-10-10F, DC-10-30, DC-10-30F, and DC-10-40 airplanes, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo prevent in-flight separation of an air conditioning compartment access door accomplish the following: \n\n\t(a)\tUnless already accomplished, within 2000 flight hours after January 12, 1977, (the effective date of AD 77-01-04) accomplish the inspection and rigging procedure specified in the DC-10 Maintenance Manual, Chapter 52-42-01, Temporary Revision 52-231, dated September 17, 1976, Paragraph 3, or later FAA approved revision with the following manual amendments: \n\n\t\t(1)\tSteps outlined in 3.A.(1), (a) through (d) and 3.A.(2) may be omitted. \n\n\t\t(2)\tBefore accomplishing steps 3.A.(3), (a), and (b) and (3a), (a) through (g) inspect the doors to verify that when the upper edge of the door makes contact with the door jamb the clearance does not exceed 1.2 inches between thelower edge of the door and door jamb. If this dimension is not exceeded, steps 3.A.(3), (a) and (b) and (3a), (a) through (g) may be omitted. Otherwise, those steps must be performed. \n\n\t(b)\tUnless already accomplished, within the next 2000 flight hours after the effective date of this AD modify the air conditioning compartment access door handle as follows: \n\n\t\t(1)\tInstall a Camloc stud (fastener) in accordance with McDonnell Douglas DC-10 Service Bulletin No. 52-116, dated July 2, 1974, or later FAA approved revision, or \n\n\t\t(2)\tInstall a handle catch in accordance with McDonnell Douglas DC-10 Service Bulletin No. 52-168, dated June 7, 1977, or later FAA approved revision. \n\n\t\t(3)\tIf the air conditioning compartment access door is removed to accomplish the handle modification, verify the door handle position and loads are in accordance with paragraphs 3.A(11) and 3.A(18) of the DC-10 Maintenance Manual, Chapter 52-42-01, Temporary Revision 52-231, dated September 17, 1976,or later FAA approved revision. \n\n\t(c)\tEquivalent procedures or modifications may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate airplanes to a base for the accomplishment of this AD. \n\n\tThis amendment supersedes AD 77-01-04. \n\n\tThis amendment becomes effective January 6, 1978.