Results
93-14-10: 93-14-10 BOEING: Amendment 39-8634. Docket 92-NM-161-AD. Supersedes AD 87-06-08 R1, Amendment 39-5763. \n\n\tApplicability: Model 737-200 and -300 series airplanes, line numbers 6 through 1204, inclusive; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tNOTE 1: Paragraph (a) of this AD restates the requirements of paragraph (a) of AD 87-06-08 R1, amendment 39-5763. As allowed by the phrase, "unless accomplished previously," if the requirements of paragraph (a) of AD 87-06-08 R1 have been accomplished previously, paragraph (a) of this AD does not require that they be repeated. \n\n\tTo prevent the development of undetected frame cracking, which could result in rapid loss of cabin pressure, accomplish the following: \n\n\t(a)\tPrior to the accumulation of 20,000 landings, or within 1,000 landings after December 17, 1987 (the effective date of AD 87-06-08 R1, amendment 39-5763), whichever occurs later, unless previously accomplished within the last 3,000 landings prior to December 17, 1987, conduct a close visual inspection to detect cracks of the forward and aft body frames adjacent to the aft lower cargo door, in accordance with Boeing Service Bulletin 737-53-1096, dated July 24, 1986; or Revision 1, dated April 2, 1987; or Revision 2, dated July 30, 1987; or Revision 3, dated February 8, 1990; or Revision 4, dated February 14, 1991; or Revision 5, dated January 16, 1992. Thereafter, repeat the detailed visual inspections at intervals not to exceed 4,000 landings. \n\n\t(b)\tIf any crack is detected during any of the inspections required by this AD, prior to further flight, accomplish the requirements of paragraph (b)(1) or (b)(2) of this AD, as applicable: \n\n\t\t(1)\tModify or repair the crack in accordance with Boeing Service Bulletin 737-53-1096, Revision 1, dated April 2, 1987; or Revision 2, dated July 30, 1987; or Revision 3, dated February 8, 1990; or Revision 4, dated February 14, 1991; or Revision5, dated January 16, 1992. After modification or repair, accomplish the requirements of paragraph (d) of this AD. \n\n\tNOTE 2: Compliance with the requirements of paragraph (b)(1) of this AD constitutes compliance for the modification and crack repair recommendations of Boeing Service Bulletin 737-53-1096, as mandated by AD 90-06-02, amendment 39-6489. \n\n\t\t(2)\tIf any crack is found that does not exceed the limits specified in the Boeing 737 Structural Repair Manual (SRM), the crack may be temporarily repaired in accordance with the SRM. After such repair is accomplished, repeat the close visual inspections required by paragraph (a) of this AD at intervals not to exceed 4,000 landings until modification or repair is accomplished in accordance with the service bulletins specified in paragraph (b)(1) of this AD. After such modification or repair, accomplish the requirements of paragraph (d) of this AD. \n\n\t(c)\tIf no crack is detected during any of the inspections required by thisAD, repeat the close visual inspections required by paragraph (a) of this AD at intervals not to exceed 4,000 landings until modified in accordance with Boeing Service Bulletin 737-53-1096, Revision 1, dated April 2, 1987; or Revision 2, dated July 30, 1987; or Revision 3, dated February 8, 1990; or Revision 4, dated February 14, 1991; or Revision 5, dated January 16, 1992. After modification, accomplish the requirements of paragraph (d) of this AD. \n\n\t(d)\tFor any area that is modified or repaired in accordance with Boeing Service Bulletin 737-53-1096, initial release, dated July 24, 1986; Revision 1, dated April 2, 1987; Revision 2, dated July 30, 1987; Revision 3, dated February 8, 1990; Revision 4, dated February 14, 1991; or Revision 5, dated January 16, 1992: Prior to the accumulation of 28,000 landings after the modification or repair has been accomplished, or within 1,000 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not toexceed 4,000 landings, conduct a detailed visual inspection to detect cracks of the forward and aft body frames adjacent to the aft lower cargo door, in accordance with the service bulletin. \n\n\t(e)\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 3: 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(f)\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(g)\tThe inspections, modification, and repairs shallbe done in accordance with Boeing Service Bulletin 737-53-1096, initial release, dated July 24, 1986; or Boeing Service Bulletin 737-53-1096, Revision 1, dated April 2, 1987; or Boeing Service Bulletin 737-53-1096, Revision 2, dated July 30, 1987; or Boeing Service Bulletin 737-53-1096, Revision 3, dated February 8, 1990; or Boeing Service Bulletin 737-53-1096, Revision 4, dated February 14, 1991; or Boeing Service Bulletin 737-53-1096, Revision 5, dated January 16, 1992, as applicable. Revision 2 of Boeing Service Bulletin 737-53-1096 contains the specified effective pages: \n\n\n\nDate Page Number\nShown on Page\nShown on Page \n1-2, 4-18, 23\n2\nJuly 30, 1987 \n3, 19-22, 24\n1\nApril 2, 1987 \n\nThis incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.\n \n\t(h)\tThis amendment becomes effective on September 16, 1993.
67-31-01: 67-31-01 BRITISH AIRCRAFT: Amdt. 39-510, Part 39, Federal Register November 10, 1967. Applies to Model BAC 1-11 400 Series Airplanes. Compliance required as indicated unless already accomplished. To prevent the failure of the flap secondary transmission shaft, Hobson P/N CHA561- 067, located between the Number 1 and Number 2 screw jacks, accomplish the following: (a) Within the next 350 landings after the effective date of this AD or before the accumulation of 1,500 landings, whichever occurs later, visually insect the flap secondary transmission shafts, Hobson P/N CHA 561-067, located between the Number 1 and Number 2 screw jack positions, for failure or signs of frettage deposit around each end and fitting and each fairlead sleeve, in accordance with British Aircraft Corporation BAC 1-11 Alert Service Bulletin No. 27-A-PM 3034, Issue 1, dated June 5, 1967, or later ARB-approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. (b) If a frettage deposit is detected during the inspection required by paragraph (a), repeat the inspection required by paragraph (a) at intervals not to exceed 70 landings from the last inspection. (c) If a frettage deposit is not detected during the inspection required by paragraph (a), repeat the inspection required by paragraph (a) at intervals not to exceed 350 landings from the last inspection. (d) Replace failure flap secondary transmission shafts, Hobson P/N CHA 561-067, before further flight with a new shaft of the same part number or with a shaft repaired in accordance with BAC 1-11 Alert Service Bulletin No. 27-A-PM 3034, Issue 1, dated June 5, 1967, or later ARB-approved issue, or an equivalent repair approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. Continue the inspections required by paragraphs (a), (b) and (c) for the replacement or repaired shafts. (e) The inspections requiredby paragraphs (a), (b), and (c) may be discontinued when the airplanes are modified in accordance with BAC 1-11 Service Bulletin 27 PM 3034, Part (a), or later ARB-approved issue, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. (f) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average time from takeoff to landing for the airplane type. This amendment effective December 11, 1967.
68-18-04: 68-18-04 MCDONNELL DOUGLAS: Amendment 39-649. Applies to all Model DC-8 Series 62 and 63 Airplanes. \n\n\tCompliance required within the next 35 hours time in service after the effective date of this AD, unless already accomplished. \n\n\tTo eliminate possible intermittent brake release at high ground speed due to anti-skid control box inop light logic card malfunction, either deactivate the anti-skid inop light logic card as follows: \n\n\t(1)\tDisconnect wire No. G13AA24 from terminal 18 on terminal strip No. S3-192 and end cap coil and stow, and \n\n\t(2)\tAdd the following wires: \n\n\t\t(a)\tOne routed from terminal board No. S3-192, Terminal 18 to the anti-skid control relay No. R2-300, Terminal A3. \n\n\t\t(b)\tOne routed from anti-skid control relay No. R2-300, Terminal A2 to Terminal X2; or \n\n\tInstall a placard stating: "Operation Limitation - Anti-skid inop performance field lengths must be used for all aircraft operations," in view of the pilot, until the modification has been completed. \n\n\tReference McDonnell Douglas Wiring Diagram No. 32-3-0. The modification location is in the accessory compartment adjacent to the anti-skid control box. This modification replaces the function of the anti-skid control box inop light logic card by using available contacts on the existing aircraft anti-skid control relay No. R2-300 to accomplish the same function. \n\n\tThis limitation affects only the aircraft operation and does not require that the anti-skid system be made inoperative. The placard limitation may be removed upon completion of the modification described above. (McDonnell Douglas Alert Service Bulletin No. A32-135 DC-8 SC 2090, covers this same modification.) \n\n\tThis amendment becomes effective immediately for all persons except those to whom it was made effective immediately by telegram dated August 22, 1968.
53-25-01: 53-25-01 DOUGLAS: Applies to Model DC-6 Series Aircraft as Indicated Below. \n\n\tCompliance required as indicated. \n\n\tThere have been several instances wherein cracks have been found in the aileron-cross upper pivot end. In order to preclude the occurrences of additional failures of this part, an inspection should be made as described below. The accomplishment of this directive is for inspection and/or replacement of the upper pivot end of the aileron-cross bellcrack tube located in the center wing fuselage section at Station 479. \n\n\t1.\tInspection (Fuselage Nos. 1 through 434). \n\n\t\tFollowing inspection must be conducted: \n\n\t\t(A)\tOn all DC-6A and DC-6B aircraft and on all DC-6 aircraft incorporating the DC-6B type dual flying tab installation, as soon as practicable but not later than the next 50 hours of operation, unless the inspection has already been accomplished. \n\n\t\t(B)\tOn all DC-6, -6A and -6B aircraft at each airplane overhaul period or after each 2,000 hours ofoperation, whichever occurs first and after each time the airplane is exposed to high ground gust conditions. This inspection is to be repeated at each 2,000-hour period until parts are replaced as described below. Using at least an 8-power magnifying glass and/or dye penetrant method or equivalent, make inspection for cracks at the shoulder corner radius of the aileron-cross upper pivot end P/N 4359401, that supports the bellcrank bearing. If cracks are found install new parts as indicated in item 2 before next scheduled flight. \n\n\t2.\tRework (Fuselage Nos. 1 through 434). \n\n\t\tIf cracks are found in the aileron-cross upper pivot end P/N 4339401, the part should be replaced with a new pivot end assembly P/N 4492248 and a new bellcrank arm assembly P/N 4492247 in accordance with the rework procedures outlined in Douglas Service Letter No. 153 Supplement No. 2 dated December 4, 1953. New parts will be installed in production effective on fuselage No. 435 and subsequent. \n\n\t3.\tPreventive Installation (DC-6 Series as Indicated). \n\n\t\tTo eliminate the tendency for the aileron control tabs to flap during high ground gust conditions, a preloaded centering spring mechanism P/M 3405566 may be installed on DC-6 Series aircraft as listed in Douglas Service Letter No. 159 dated May 28, 1953. A new trim tab mechanism will be installed in production effective on fuselage Nos. 420 and subsequent. \n\n\t4.\tOperations Information. \n\n\t\tDuring ground operation in high gust conditions with gust locks on, any tendency for the control wheel to move may be resisted by holding the wheel in neutral. Restraint should not be applied by holding wheel against the stops. The FAA-approved Airplane Operating Manual should be revised to include this information. \n\n\t(Douglas Service Letter No. 153 dated April 28, 1953, also covers this same subject.)
89-11-02 R1: 89-11-02 R1 McDONNELL DOUGLAS: Amendment 39-6216 as revised by Amendment 39-6415. Docket No. 89-NM-109-AD. \n\n\tApplicability: Model DC-9-15F, -32F, -33F, and -34F, including C-9A and C-9B (Military) series airplanes, as listed in McDonnell Douglas DC-9 Service Bulletin 52-70, dated January 22, 1969; Service Bulletin 52-87, dated June 7, 1974; Service Bulletin 52-91, Revision 2, dated August 12, 1976; Service Bulletin 52-92, Revision 2, dated November 21, 1985; Service Bulletin 52-93, Revision 1, dated May 3, 1978; and Service Bulletin 52-100, dated September 30, 1976; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent inadvertent opening of the main cargo door in flight, a condition which could result in loss of pressurization and control of the aircraft, accomplish the following: \n\n\tA.\tWithin the next 14 days after May 30, 1989 (the effective date of Amendment 39-6216), ensure that the main cargo door is closed, latched, and locked prior to takeoff following each operation of the door, in accordance with the procedures specified below. The procedures required by this paragraph must be accomplished by qualified and trained personnel, and the training program must be approved by the FAA Principal Maintenance Inspector (PMI). The method for documentation of compliance must also be approved by the FAA PMI. \n\n\t\t1.\tFrom the outside of the airplane, perform a visual check of the exterior manual latch controls to ensure that the latch actuating socket and the lock pin handle are in the LOCK position; or \n\n\t\t2.\tPerform a visual check of the latches and lock pins, located on the inside of the main cargo door, to ensure that the latches are in the closed position and the lock pins are in the locked position. \n\n\t\t3.\tPrior to taxi, communicate to the flight crew that the main cargo door has been closed, latched, locked, and checked. \n\n\tB.\tUnless the modifications described in paragraph F.2. of this AD have previously been accomplished, within the next 30 days after May 30, 1989 (the effective date of Amendment 39-6216), and thereafter at intervals not to exceed 45 days, conduct a main cargo door-open indicating system functional check in accordance with Paragraph 1. McDonnell Douglas All Operator's Letter (AOL) 9-799, dated April 16, 1974. If the main cargo door-open indicating system functional check is not successfully accomplished, repair the main cargo door-open indicating system prior to further flight, in accordance with AOL 9-799. \n\n\tC.\tWithin the next 30 days after May 30, 1989 (the effective date of Amendment 39-6216), and thereafter at intervals not to exceed 45 days, inspect and modify the main cargo door control panel access door, spacer block, and "T" handle stowage clip, in accordance with McDonnell Douglas AOL 9-799A, dated January 22, 1975, and AOL 9-799, dated April 16, 1974, paragraph 2.A. In addition, inspect the control panel access door to ensure the door can be secured in the down and locked position. If the control panel access door can not be secured in the down and locked position, repair prior to further flight. \n\n\tD.\tUnless previously accomplished in accordance with Paragraph (2) of AD 75-03-03, Amendment 39-2076, within the next 30 days after May 30, 1989 (the effective date of Amendment 39-6216), verify that the main cargo door hydraulic control valve shaft operates freely, without binding, between the operate neutral and neutral lock positions. This shall be accomplished by opening the main cargo door hydraulic control valve control panel access door; raising the "T" handle, Douglas P/N 4777888-1; and pulling the "T" handle vertically upward to its maximum travel (operate neutral position). When the vertical force on the "T" handle is relieved, the main cargo door hydraulic control valve shaft should return to the neutral lock (down) position without binding. Replace the main cargo door hydraulic control valve, Douglas P/N 5919985-5001, prior to further flight, if the valve shaft does not return freely to the neutral lock position. \n\n\tE.\tWithin the next 30 days after May 30, 1989 (the effective date of Amendment 39-6216), inspect the main cargo door exterior lock pin handle and latch actuating socket markings in accordance with Paragraph 4.C. of McDonnell Douglas AOL 9-799, dated April 16, 1974; and McDonnell Douglas Drawings 7910689, Revision P, dated November 29, 1973, Item Numbers 16 and 18 (DC-9-15F), or Drawing 7910868, Revision AK, dated January 21, 1977, Item Numbers 16 and 18 (DC-9-32F, -33F, and -34F). If the exterior markings are not correct, modify in accordance with the above specified McDonnell Douglas drawings prior to further flight. \n\n\tF.\tWithin the next six months after the effective date of this amendment, accomplish the following: \n\n\t\t1.\tInstall a main cargo door hydraulic isolation valve in accordance with McDonnell Douglas Service Bulletin 52-91, Revision 2, dated August 12, 1976; and \n\n\t\t2.\tInstall a new main cargo door-open indicating circuit, revise the existing main cargo door-open indicating circuit, and install a main cargo door-open indicating system test circuit, in accordance with McDonnell Douglas Service Bulletin 52-92, Revision 2, dated November 21, 1985. Compliance with the requirements of paragraph B., above, may be terminated upon the accomplishment of the requirements of this paragraph. \n\n\tG.\tWithin one year after the effective date of this amendment, accomplish the following: \n\n\t\t1.\tInstall a main cargo door lock pin viewing window in accordance with McDonnell Douglas Service Bulletin 52-93, Revision 1, dated May 3, 1978; and \n\n\t\t2.\tInstall a main cargo door vent system in accordance with McDonnell Douglas Service Bulletin 52-100, dated September 30, 1976; and \n\n\t\t3.\tModify the main cargo door latch operating mechanism in accordance with McDonnell Douglas Service Bulletins 52-70, dated January 22, 1969, and 52-87, datedJune 7, 1974; and \n\n\t\t4.\tInstall a main cargo door hinge pin retainer on each end of the hinge, which is approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, that will retain the hinge pin in the event of a structural failure of the pin; and \n\n\t\t5.\tInstall a vent door-open indicating system, which is approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, that will signal the appropriate flight crew member when the main cargo door vent door is not fully closed and latched. \n\n\tH.\tCompliance with the requirements of paragraphs F., G.1., G.2., G.3., and G.5., above, constitutes terminating action for the initial and repetitive inspections required by paragraphs A., B., and C., of this AD. \n\n\tI.\tThe checks and modifications specified in paragraphs A. through G. of this AD are not required on airplanes which have the main cargo door deactivated and secured in the closed and locked position, in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, until that door is reactivated. \n\n\tJ.\tCompliance with the requirements of this AD constitutes terminating action for the requirements of AD 84-23-02 for Model DC-9 series airplanes only. \n\n\tNOTE: The requirements of AD 84-23-02 relating to Model DC-8 series airplanes are not affected by this AD. \n\n\tK.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tL.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurizedto 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, Attention: Director of Publications, C1-L00 (54-60). This information may be examined at FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tAirworthiness Directive 89-11-02 superseded Amendment 39-2076, AD 75-03-03. \n\n\tThis AD revises AD 89-11-02, Amendment 39-6216. \n\n\tThis amendment (39-6415, AD 89-11-02 R1) becomes effective on January 13, 1990.
87-16-08: 87-16-08 MCDONNELL DOUGLAS: Amendment 39-5697. Applies to McDonnell Douglas Model DC-9-81, -82, and -83 series airplanes, fuselage numbers 909 through 1338 and 1340 through 1363, equipped with Taxi Speed Indication System, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo prevent an inadvertent unannunciated loss of braking capability on one of the inboard wheels, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this airworthiness directive (AD), deactivate the Taxi Speed Indication System in accordance with the Accomplishment Instructions of McDonnell Douglas DC-9 Alert Service Bulletin A32-221, Revision 1, dated May 15, 1987. \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. \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 the 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 at 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective August 20, 1987.
88-01-02: 88-01-02 BOEING: Amendment 39-5809. Applies to Model 727 series airplanes through Line Number 1607, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent main landing gear (MLG) failure to extend properly as a result of structural failure in the lock system, accomplish the following: \n\n\tA.\tFor airplanes listed in Boeing Service Bulletin 727-32-251, dated March 11, 1977: Within the next 3,000 landings after the effective date of this AD, inspect the MLG manual extension support yoke attach bolts (2 on each gear) for size and condition, and replace with larger bolts, if necessary, prior to further flight, in accordance with Boeing Service Bulletin 727-32-251, dated March 11, 1977, or later FAA-approved revision. \n\n\tB.\tFor airplanes listed in Boeing Service Bulletin 727-32-237, Revision 3, dated September 19, 1980, that have not been modified in accordance with Boeing Service Bulletin 727-32-275, dated March 28, 1980, orlater FAA-approved revisions: Prior to the accumulation of 25,000 landings or within one year after the effective date of this AD, whichever occurs later, replace the aluminum MLG downlock cranks with new steel cranks in accordance with Boeing Service Bulletin 727-32-237, Revision 3, dated September 19, 1980, or later FAA-approved revision. \n\n\tC.\tFor airplanes listed in Boeing Service Bulletin 727-32-286, Revision 1, dated December 12, 1980, that have not been modified in accordance with Boeing Service Bulletin 727-32-275, dated March 28, 1980, or later FAA-approved revisions: Prior to the accumulation of 25,000 landings or within one year after the effective date of this AD, whichever occurs later, replace the aluminum MLG downlock cranks with new steel cranks in accordance with Boeing Service Bulletin 727-32-286, Revision 1, dated December 12, 1980, or later FAA-approved revision. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tSpecial 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. \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. These documents 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. \n\n\tThis Amendment becomes effective February 2, 1988.
86-19-51: 86-19-51 MCDONNELL DOUGLAS: Amendment 39-5491. Applies to Model DC-9-80 series airplanes; fuselage numbers 1243 through 1259, 1261 through 1286, 1289 through 1291, 1293 through 1299, 1301 through 1304, and 1306; certificated in any category. \n\n\tTo prevent elevator jamming, which could result in the loss of adequate aircraft control, accomplish the following, unless previously accomplished: \n\n\tA.\tWithin 6 calendar days after the effective date of this AD: \n\n\t\t1.\tOpen access doors 3507 and 3608 to gain access to inspection area on the lower elevator surface, in accordance with DC-9-80 Maintenance Manual, Chapter 6-23-00. \n\n\t\t2.\tVisually inspect the left and right elevator hydraulic boost cylinder attach rod ends and verify that the retaining nut and cotter pin are installed. \n\n\t\t3.\tIf rod end washer, nut, and/or cotter pin are missing, install new PLI-8-13.5 washer, 83494-820 nut, and MS24665-302 cotter pin, as necessary, as follows: \n\n\t\t\tTighten nut to a torque of 250-270 inch-pounds. If slot in nut and cotter pin hole in rod end align, install cotter pin. If slot in nut and cotter pin hole in rod end do not align, tighten nut a minimum amount required to obtain alignment (60 degrees maximum) to next slot and install cotter pin. Ring on PLI washer must be free to rotate after cotter pin installation. Cotter pin hole direction is machined on end of rod end for use as an installation aid. \n\n\tB.\tAlternate means of compliance which provides an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\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 Publications and Training, C1-L65 (54-60). These documents may be examined at the FAA, NorthwestMountain 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 2, 1987, as to all persons except those persons to whom it was made immediately effective by telegraphic AD T86-19-51, issued September 25, 1986.
2021-20-19: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-200, -300, -300F, and -400ER series airplanes. This AD was prompted by significant changes made to the airworthiness limitations (AWLs) related to fuel tank ignition prevention and the nitrogen generation system. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate the latest revision of the AWLs. The FAA is issuing this AD to address the unsafe condition on these products.
89-12-10: 89-12-10 BOEING: Amendment 39-6230. \n\tApplicability: Model 747-100, 747-200, 747-300, and 747-SP series airplanes, certificated in any category. \n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo minimize the fire hazard as a result of lower wing surface fuel tank access door penetration due to impact from low energy engine and tire debris, accomplish the following: \n\n\tA.\tWithin the next 8 months after the effective date of this AD, replace the two inboard fuel tank access doors on each lower wing skin (Nos. 544AB and 545AB) on the left wing and (Nos. 644AB and 645AB) on the right wing, with doors having impact resistance equivalent to that of 2024-T3 aluminum 0.140-inch thick, as approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region in accordance with the procedures described in Section 28-11-02 of the Boeing Model 747 Maintenance Manual. The replacement doors must also be fire resistant, as defined in theFederal Aviation Regulations, Part 1. \n\n\tB.\tWithin the next 30 months after the effective date of this AD, replace the following 14 lower wing surface fuel tank access doors, seven on the left wing (Nos. 546AB, 546BB, 552AB, 552BB, 552CB, 552DB, and 552EB), and seven on the right wing (Nos. 646AB, 646BB, 652AB, 652BB, 652CB, 652DB, and 652EB), with doors having impact resistance equivalent to that of 2024-T3 aluminum 0.140-inch thick, as approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, in accordance with the procedures described in Section 28-11-02 of the Boeing Model 747 Maintenance Manual. The replacement doors must also be fire resistant, as defined in the Federal Aviation Regulations, Part 1. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region.NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6230, AD 89-12-10) becomes effective on July 8, 1989.
47-41-07: 47-41-07 BELL: (Was Mandatory Note 19 of AD-1H-2.) Applies to All Models of 47B Series, Through Serial Number 60. Compliance required at next 25-hour inspection. Steps should be taken to prevent the possibility of the lateral cyclic control bungee spring jumper from jamming the controls, in the event of a failure of the bungee spring, by falling down and becoming wedged against the tubular fuselage structure. Such action may be accomplished by riveting Bell P/N 47-725-034-5 to the lateral bungee jumper, with two AN 470-AD3-5 rivets spaced laterally 3/16 inch apart, in such a position that it will straddle the lower rod end of the vertical control rod emanating from bellcrank 47-725-016-1. This alteration is covered in detail by Bell Service Bulletin 47C34 dated July 16, 1947.
2009-20-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The Elevator control bearing stand RU19 was required to be inspected for correct production in 1978 in accordance with Technical Note (TN) No.301/6. In 2009, an accident occurred with a DG-100. The suspension bolt was found torn out of the bearing stand making the elevator uncontrollable. The investigation confirmed that the bearing stand had not been produced correctly. It is therefore assumed that the inspections per TN 301/6 did not produce reliable results. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
66-01-01: 66-01-01\tBOEING: Amdt. 39-176 Part 39 Federal Register January 5, 1966. Applies to Models 720 and 720B Series Airplanes. \n\n\tCompliance required as indicated.\n \n\tTo prevent further cracking in the wing upper surface skin, accomplish the following: \n\n\t(a)\tFor airplanes with less than 10,000 hours' time in service on the effective date of this AD, comply with (c) before the accumulation of 10,300 hours' time in service, unless accomplished after the accumulation of 9,700 hours' time in service, and thereafter at intervals not to exceed 600 hours' time in service from the last inspection.\n \n\t(b)\tFor airplanes with 10,000 or more hours' time in service on the effective date of this AD, comply with (c) within the next 300 hours' time in service after the effective date of this AD, unless accomplished within the last 300 hours' time in service, and thereafter at intervals not to exceed 600 hours' time in service from the last inspection.\n \n\t(c)\tInspect the wing upper surface skinfor cracks in accordance with Paragraph 3, Part I, "Inspection Data" of Boeing Service Bulletin No. 2309, Revision 2, or later FAA-approved revision.\n\n\t(d)\tIf cracks are detected during the inspections required by (c), before further flight, accomplish an x-ray inspection of the area from stringer No. 8 to the rear spar on both wings in accordance with "Process Data" included in Boeing Service Bulletin No. 2309, Revision 2, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n \n\t(e)\tFor airplanes with less than 7,000 hours' time in service on the effective date of this AD, comply with (g) before the accumulation of 8,800 hours' time in service, unless accomplished after the accumulation of 6,800 hours' time in service, and thereafter at intervals not to exceed 2,000 hours' time in service from the last inspection. \n\n\t(f)\tFor airplanes with 7,000 or more hours' time in service on the effective date of this AD, comply with (g) within the next 1,800 hours' time in service after the effective date of this AD, unless accomplished within the last 200 hours' time in service, and thereafter at intervals not to exceed 2,000 hours time in service from the last inspection. \n\n\t(g)\tAccomplish an x-ray inspection of all concealed areas on each wing in accordance with "Process Data" included in Boeing Service Bulletin No. 2309, Revision 2, or later FAA- approved revision, or by an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(h)\tIf a crack is detected during the inspections conducted in accordance with (c), (d), or (e), before further flight, repair the skin crack, in accordance with Paragraph 3, Part II, "Interim Repair Data", or Part III, "Permanent Repair Data", Boeing Service Bulletin No. 2309, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. Cracks repaired in accordance with Interim Repair Data shall be inspected: at intervals not to exceed 35 hours' time in service until the Part III Permanent Repair is accomplished if the repaired cracks are visible or, if x-ray inspection is required and the cracks are 1.25 inches in length or greater; or, at intervals not to exceed 150 hours' time in service until the Part III Permanent Repair is accomplished if the repaired cracks are concealed, x-ray inspection is required, and the cracks are less than 1.25 inches in length. When the Part III Permanent Repair has been accomplished, the repetitive inspections required by this AD may be discontinued.\n \n\t(i)\tUpon request of an operator, an FAA maintenance inspector with prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals required by the AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator.This supersedes AD 65-27-01. \n\n\tThis directive effective January 5, 1966.
94-01-02: 94-01-02 BOEING: Amendment 39-8784. Docket 93-NM-127-AD. \n\n\tApplicability: Model 767 series airplanes; as listed in Boeing Service Bulletin 767-29- 0021, Revision 4, dated May 12, 1988; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent the inability to maintain hydraulic system power in the event that power is lost in both engines, accomplish the following: \n\n\t(a)\tWithin 4,000 hours time-in-service or 15 months after the effective date of this AD, whichever occurs later, replace the ram air turbine (RAT) airspeed switch; cap and stow the wire between the RAT airspeed switch and the air/ground relay; and perform a functional test of the RAT deployment system; in accordance with Boeing Service Bulletin 767-29-0021, Revision 4, dated May 12, 1988.\n \n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager,Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(d)\tThe modification shall be done in accordance with Boeing Service Bulletin 767-29-0021, Revision 4, dated May 12, 1988, which contains the following list of effective pages: \n\n\n\nPage Number\nRevision Level\nShown on Page\t\nDate \nShown on Page \n1-4, 6, 10\n4\nMay 12, 1988 \n5, 7-9, 11-14\n1\nAugust 10, 1984 \n\nThis incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on February 14, 1994.
93-14-11: 93-14-11 BOEING: Amendment 39-8635. Docket 92-NM-201-AD. \n\n\tApplicability: Model 767 series airplanes, line position 001 through 307, inclusive; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent failure of the engine bleed air crossover ducts, which could result in loss of pneumatics and damage to adjacent structure, accomplish the following: \n\n\t(a)\tOPTION 1: As an alternative to the requirements of paragraph (b) of this AD, accomplish the following: \n\n\t\t(1)\tWithin 6 months after the effective date of this AD, or prior to the accumulation of 7,000 total flight cycles, whichever occurs later, conduct a dye penetrant inspection and proof pressure test of the crossover pneumatic ducts, in accordance with Boeing Alert Service Bulletin 767-36A0041, dated July 2, 1992; or Revision 1, dated February 25, 1993. \n\n\t\t\t(i)\tIf cracks or ruptures are detected, prior to further flight, repair or replace the crossover pneumatic ducts in accordance with the service bulletin. \n\n\t\t\t(ii)\tStress relieving of the ducts, in accordance with the service bulletin, may be accomplished in conjunction with the initial dye penetrant inspection and proof pressure test required by this paragraph. Such action constitutes terminating action for the requirements of paragraph (a)(2) of this AD. \n\n\t\t(2)\tWithin 3,000 flight cycles after accomplishing the initial dye penetrant inspection and proof pressure test required by paragraph (a)(1) of this AD, conduct an additional dye penetrant inspection and proof pressure test of the crossover pneumatic ducts, and stress relieve the crossover pneumatic duct assemblies, in accordance with Boeing Alert Service Bulletin 767-36A0041, dated July 2, 1992; or Revision 1, dated February 25, 1993. If cracks or ruptures are detected, prior to further flight, repair or replace the crossover pneumatic ducts in accordance with the service bulletin. \n\n\t(b)\tOPTION 2: As an alternativeto the requirements of paragraph (a) of this AD, accomplish the following: \n\n\t\t(1)\tWithin 18 months after the effective date of this AD, or prior to the accumulation of 7,000 total flight cycles, whichever occurs later, conduct a dye penetrant inspection and proof pressure test of the crossover pneumatic ducts and stress relieve the crossover pneumatic duct assemblies, in accordance with Boeing Alert Service Bulletin 767-36A0041, dated July 2, 1992; or Revision 1, dated February 25, 1993. \n\n\t\t(2)\tIf cracks or ruptures are detected, prior to further flight, repair or replace the crossover pneumatic ducts in accordance with the service bulletin. \n\n\t(c)\tReplacement of all crossover pneumatic ducts with stress relieved ducts in accordance with Boeing Alert Service Bulletin 767-36A0041, dated July 2, 1992; or Revision 1, dated February 25, 1993, constitutes terminating action for the requirements of paragraphs (a) and (b) of this AD. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(f)\tThe inspection, test, repair, and replacement shall be done in accordance with Boeing Alert Service Bulletin 767-36A0041, dated July 2, 1992; or Boeing Service Bulletin 767-36A0041, Revision 1, dated February 25, 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(g)\tThis amendment becomes effective on September 16, 1993.
41-47-01: 41-47-01 DOUGLAS: (Was Service Note 3 of AD-618-3 and Service Note 3 of AD-669-3.) Applies to All DC3 Series Aircraft. \n\n\tEach time a control surface is overhauled or repaired, the surface should be rebalanced. \n\n\t(Douglas Service Bulletin No. 207 contains instructions on rebalancing.)
80-04-06: 80-04-06 AYRES CORPORATION (formerly Rockwell International and Snow Aeronautical Company): Amendment 39-3688. Applies to the following Ayres Models and serial numbers with 2000 or more hours time in service after the effective date of this AD, certificated in all categories: \n\n\nModel S-2D:\nAll S/N's \nModel S-2R:\nS/N's 1416R through 2560R; S/N's 5000R through 5100R \nModel S2R-T11:\nS/N's T11-001 and T11-002 \nModel S2R-T15:\nS/N's T15-001 through T15-005 \nModel S2R-T34:\nS/N's 6000 through 6049; S/N's T34-001 through T34- 019 \nModel S2R-R3S:\nS/N's R3S-001 through R3S-008\n\n\tCompliance required as indicated unless already accomplished. \n\n\tTo prevent the possible structural failure of the horizontal stabilizer due to a crack or cracks in the tubular front spar, accomplish the following within 25 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 500 hours time in service from the last inspection. \n\n\t1.\tInspection Procedures \n\t\ta.\tRemove fuselage side skins to provide access to the inspection hole in the bottom of the horizontal stabilizer. \n\n\t\tb.\tDisconnect the flying wires, left and right sides, from both upper and lower surfaces of the horizontal stabilizer to permit the exercising of the stabilizer. \n\n\t\tc.\tInspect the horizontal stabilizer front spar tube (P/N 40221-19) in the area of both the left and right fuselage attach bushings as shown in Figure 1 using a flashlight and an inspection mirror. IMPORTANT - the stabilizer must be exercised with both an up and down force at the tip during the inspection to ensure detection of a crack. \n\n\t\td.\tIf the spar is cracked, comply with Paragraph 2. If the spar is not cracked, comply with Paragraph 3. \n\n\t2.\tAction Required If Spar Is Cracked \n\t\tIf the spar is cracked in the area of the front spar-to-fuselage attach bushing, accomplish either Paragraph a. or b. listed below: \n\n\t\ta.\tBefore further flight, replace the cracked horizontal stabilizer assembly P/N 40221-61 with a new horizontal stabilizer assembly P/N 40221-70. When P/N 40221-70 is installed, the repetitive inspections required by Paragraph 1 may be discontinued. \n\n\t\tb.\tBefore further flight, replace the cracked horizontal stabilizer assembly P/N 40221-61 with a serviceable assembly of the same part number. Continue the Paragraph 1 inspection at intervals not to exceed 500 hours time in service from the last inspection. \n\n\t\tReinstall the horizontal stabilizer assembly and adjust the flying wires in accordance with the Rigging Procedures in Section VII of the Maintenance Manual. Finally, adjust the tension in each flying wire until the midpoint has a deflection of 0.30 + 0.05 inch with an applied side load of 20 pounds. \n\n\t3.\tAction Required If The Spar Is Not Cracked \n\t\tReattach the flying wires to the horizontal stabilizer and adjust the flying wires in accordance with the Rigging Procedures in Section VII of the Maintenance Manual. Finally, adjust thetension in each wire until the midpoint has a deflection of 0.30 + 0.05 inch with an applied side load of 20 pounds. Continue the Paragraph 1 inspection at intervals not to exceed 500 hours time in service from the last inspection. When horizontal stabilizer assembly P/N 40221-70 is installed, the repetitive inspections may be discontinued. \n\n\tCompliance with the provisions of this AD may be accomplished in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. \n\n\tThis amendment is effective February 20, 1980.
91-21-02: 91-21-02 MCDONNELL DOUGLAS: Amendment 39-8049. Docket No. 91-NM-187-AD. \n\n\tApplicability: Model DC-9-80 series airplanes; equipped with Sundstrand Data Control management control units (MCU), part number (P/N) 960-0511-001, -002, or -003; certificated in any category. \n\n\tCompliance: Required within 15 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent in-flight electrical shorting of the MCU that could cause the MCU battery to burst and blow the MCU case open and damage other aircraft systems in the electrical and electronics compartment, accomplish the following: \n\n\t(a)\tRemove Sundstrand MCU, P/N 960-0511-001, -002, or -003, in accordance with McDonnell Douglas Alert Service Bulletin A31-39, dated August 15, 1991 (telex), or August 19, 1991 (service bulletin). \n\n\tNOTE: In accordance with Federal Aviation Regulation (FAR) 121.367, any operator who currently uses the MCU specified in paragraph (a) of this AD to record maintenance data required by its FAA-approved maintenance program must obtain approval from its FAA Principal Maintenance Inspector for an alternative method of recording this data. \n\n\tNOTE: MCU's specified in paragraph (a) of this AD may be replaced with an FAA-approved Sundstrand MCU, P/N 960-0511-011. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Avionics Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(d)\tThe removal requirements shall be done in accordance with McDonnell Douglas Alert Service Bulletin A31-39, which was released as a telex dated August 15, 1991, and as a paper copy service bulletin dated August 19, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8049, AD 91-21-02) becomes effective on October 23, 1991.
2021-21-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-841 and A330-941 airplanes. This AD was prompted by a report of incorrect take-off computations for crosswinds above 20 knots. This AD requires amending the existing aircraft flight manual (AFM), as specified in a European Union Aviation Safety Agency (EASA), which is incorporated by reference. The \n\n((Page 57553)) \n\nFAA is issuing this AD to address the unsafe condition on these products.
73-19-09: 73-19-09 BELL: Amdt. 39-1718. Applies to Model 206A, 206B, 206A-1 and 206B-1 helicopters equipped with main rotor blade pitch link assemblies, P/N 206-010-330 and 206-010- 342, as applicable, certificated in all categories. Compliance required within 25 hours time in service after the effective date of this A.D., unless previously accomplished and thereafter at intervals not to exceed 50 hours time in service from the last inspection. To detect and prevent possible corrosion and cracks in the main rotor blade pitch link tubes, P/N 206-010-330, all dash numbers, accomplish the following: (a) Inspect the ends and outside diameter surface of each tube for corrosion and cracking, using a 3 power or higher magnifying glass. (b) Replace corroded or cracked tubes prior to next flight except a helicopter with corroded tubes may be flown in accordance with FAR 21.197 to a base where replacement may be accomplished. (c) If tubes are replaced or adjusted, track themain rotor blades in accordance with the appropriate model maintenance and overhaul information manual. (d) Apply corrosion preventive compound, MIL-C-16173, Grade 2, or equivalent, to the exposed threads of the upper and lower clevises, the ends of each tube, the mating faces of the locks and nuts and the top surfaces of the nuts after the nuts are properly torqued on each pitch link assembly. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region, may adjust the repetitive inspection interval specified in this A.D. to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. (Bell Helicopter Company Service Bulletin No. 206-04-2-73-1 dated May 7, 1973 pertains to this subject.) This amendment becomes effective September 17, 1973.
69-25-02: 69-25-02\tBOEING: Amdt. 39-883. Applies to Model 727 series airplanes. \n\n\tCompliance within the next 2500 hours time in service after the effective date of this AD unless already accomplished. \n\n\tTo prevent generator system lockout, accomplish the following or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\tModify the generator control panels in accordance with Part II, Paragraph A and C of Westinghouse Service Bulletin No. 66-103, dated September 15, 1966, and the supplement dated September 30, 1966, or later FAA approved revisions. \n\n\tThis amendment becomes effective January 3, 1970.
86-02-04: 86-02-04 CENTRAIR SAILPLANES: Amendment 39-5208. Applies to Centrair Model 101, 101A, 101P and 101AP gliders certificated in any category. \n\n\tCompliance is required within 30 days after the effective date of this AD, unless already accomplished. \n\n\tTo prevent unintended release of the tow cable hook during takeoff, accomplish the following in accordance with figures 1 and 2: \n\n\t(a)\tInsure that the tow release cable guide is mounted on the back of the bulkhead (fig. 2). If the guide is mounted on the front of the bulkhead (fig. 1), remount it on the back. \n\n\t(b)\tCheck dimension A (fig. 2) for proper neutral travel. (A minimum of 13/64" and a maximum of 18/64".) If dimension A is not found to be within this range: \n\n\t\t(1)\tOn gliders equipped with a rear tow hook only, adjust the threaded end fittings (no. 1, fig. 2). \n\n\t\t(2)\tOn gliders equipped with a front tow hook only, replace the cable (no. 4, fig. 2) with a new one (Centrair P/N 101 150 0003 025). \n\n\t\t(3)\tOn gliders with front and rear hooks replace the cable (no. 4, fig. 2) with a new one (Centrair P/N 101 150 0003 025) and adjust the threaded end fittings so that the tension is identical on the two hooks and they release together. \n\n\t(c)\tAfter completing paragraph (b), check dimension B (fig. 2) for proper neutral travel (a minimum of 30/64" and a maximum of 35/64"). If dimension B is not found to be within this range: \n\n\t\t(1)\tOn gliders with a rear tow hook only and with a plastic tube between the release cable fitting and the cable guide (no. 3, fig. 2) adjust by shortening the plastic tube and/or adjusting the threaded end fittings (no. 1, fig. 2). If there is no plastic tube, adjust the threaded end fittings. If proper neutral travel cannot be obtained, replace the control cable (no. 2, fig. 2) with a new one (Centrair P/N 101 150 0003 024). \n\n\t\t(2)\tOn gliders with front and rear hooks, or with a front hook only, and with the plastic tube, shorten the tube. If there is no tube or no neutral travel cannot be obtained, replace the control cable (no. 2, fig. 2) with a new one (Centrair P/N 101 150 0003 024). \n\n\t\t(3)\tRepeat paragraphs (b) and (c) to determine that the proper ranges of neutral travel for dimensions A and B (fig. 2) are simultaneously met. \n\n\tNOTE: Centrair SB No. 101-5 dated December 19, 1984, addresses this subject. \n\n\tUpon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, Federal Aviation Administration, c/o American Embassy, 1000 Brussels, Belgium, telephone 513.38.30, x2710. \n\n\tUpon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office may adjust the compliance time specified in this AD. \n\n\tThis amendment becomes effective on January 14, 1986. \n\nAD 86-02-04\n\nINCORRECT INSTALLATION\nCableguide mounted on the front of the bulkhead
2009-18-15: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A300 and A310 series airplanes. That AD currently requires replacement of the nose landing gear drag strut upper attachment pin. This new AD requires revising the Airworthiness Limitations section (ALS) of the Instructions for Continued Airworthiness (ICA) to require additional life limits and/or replacements for certain main landing gear and nose landing gear components, and also expands the applicability. This AD results from revisions to the ALS of the ICA to include new or more restrictive life limits and/or replacements. We are issuing this AD to ensure the continued structural integrity of these airplanes.
70-10-04: 70-10-04 SPRAGUE ENGINEERING: Amdt. 39-988. Applies to all civil aircraft certificated in all categories including, but not limited to the Boeing Models 707/720/737 aircraft and Convair Model 22 aircraft with the Sprague Engineering Accumulator Assemblies, P/N A-200-25 and A-200-50 installed. \n\n\tCompliance required within the next 3000 hours time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent hydraulic accumulator end cap failure due to cyclic fatigue and subsequent explosive hazard to personnel, structure and surrounding equipment, as well as loss of hydraulic system fluid and pressure, accomplish the following: \n\n\tReplace the aluminum end caps on Sprague Accumulator Assemblies, P/N A-200-25 and -50, with steel end caps, Sprague P/N 60257-2 (oil end cap) and P/N 60257-3 (air end cap), in accordance with the instructions of Sprague Engineering Modification Bulletin No. 2, dated March 28, 1969, or later FAA approved revisions and Sprague Overhaul Instructions with Parts Breakdown, Accumulator Assembly, A-200 Series, dated September, 1967, or an equivalent installation and replacement approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective May 16, 1970.
77-23-06 R2: 77-23-06 R2 MCDONNELL DOUGLAS: Amendment 39-3079 as amended by Amendment 39-3105 is further amended by Amendment 39-4012. Applies to Model DC-8 Series Airplanes, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo detect cracks and prevent failure of the flap link support fittings, comply with the following: \n\n\t(a)\tWithin the next 1500 landings after the effective date of this AD, unless already accomplished, determine whether the flap link support fittings at stations Xw97.906, Xf219.498 and Xf339.723 are 7075-T6 or 7075-T73 aluminum. If the fitting is 7075-T73 aluminum, no further action is necessary per this AD. If the fitting is 7075-T6 aluminum, accomplish Paragraph (b). Fitting material may be determined by reference to the part number. If fitting material cannot be positively identified by part number, the eddy current procedure of McDonnell Douglas DC-8 Service Bulletin 27-260, dated July 12, 1977, or later FAA approved revision, must be used. The following part number fittings are all 7075-T73 material. \n\n\n5614372-501\n5614376-506\n7760086-514 \n5614374-503\n5614376-507\n7760086-515 \n5614374-504\n5614376-508\n7760086-516 \n5614376-501\n7760086-509\n7760086-517 \n5614376-502\n7760086-510\n7760086-518 \n5614376-505\n7760086-513\n7760086-519 \n\n7760086-520 \n\n\t\n\t(b)\tWithin the next 1500 landings after the effective date of this AD, unless already accomplished, and thereafter at intervals not to exceed 1500 landings, perform the ultrasonic inspection procedure for cracks per McDonnell Douglas DC-8 Service Bulletin 27-260, dated July 12, 1977, or later FAA approved Revision. \n\n\t(c)\tFittings failed or cracked in the side brace attach area must be replaced with like serviceable parts before further flight. \n\n\t(d)\tSpare parts must be examined and identified in accordance with the procedures of DC-8 Service Bulletin 27-260, dated July 12, 1977, or later FAA approved revision, before installation on an airplane.(e)\tEquivalent inspections and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(f)\tSpecial flight permits may be issued in accordance with FAR's 21.197 and 21.199 to authorize operation of an airplane to a base for the accomplishment of the inspections required by this AD. \n\n\t(g)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western 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 adequate substantiating data to justify the increase for that operator. \n\n\tAmendment 39-3079 became effective December 23, 1977. \n\n\tAmendment 39-3105 became effective January 4, 1978. \n\n\tThis amendment 39-4012 becomes effective January 13, 1981.