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88-01-04: 88-01-04 MCDONNELL DOUGLAS: Amendment 39-5811. Applies to McDonnell Douglas Model DC-9-10 through -50 and C-9 (Military) series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent fatigue cracking and possible structural failure of the wing rear spar upper and lower tee caps, accomplish the following: \n\n\tA.\tInspect the right and left-hand wing rear spar lower caps in the area of the No. 2 flap hinge attachment bracket at wing station XRS=164.00, in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A57-146, Revision 1, dated April 13, 1984 (hereinafter referred to as ASB 57-146), or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, as follows: \n\n\t\t1.\tFor airplanes with 60,000 or more landings on the effective date of this AD, accomplish the inspection in accordance with ASB 57-146 within the next 300 landings, unless already accomplished within the last 2,000 landings. \n\n\t\t2.\tFor airplanes with less than 60,000 landings and more than 34,999 landings on the effective date of this AD, unless already accomplished within the last 2,000 landings, inspect in accordance with ASB 57-146, in accordance with the following initial inspection schedule: \n\n\nAccumulated Landings\n\tInitial Inspection \n35,000 - 44,999\n2,000 landings\n45,000 - 54,999\n1,000 landings\n 55,000 - 59,999\t\n 500 landings\n\n\t\t3.\tFor airplanes with less than 35,000 landings on the effective date of this AD, inspect in accordance with ASB 57-146 prior to the accumulation of 37,000 landings. \n\n\tB.\tIf cracks are found in the rear spar lower cap, before further flight accomplish visual and dye penetrant inspections for cracks in the rear spar upper cap, in accordance with ASB 57-146. \n\n\tC.\tIf no cracks are found, repeat the inspections required by paragraph A., above, as applicable, at intervals not to exceed 4,000 landings until such timeas the preventative modification is accomplished in accordance with paragraph F., below. \n\n\tD.\tIf cracks in either the upper or lower spar caps have progressed beyond the limits indicated in paragraph (5) of "Accomplishment Instructions," ASB 57-146, prior to further flight, accomplish the permanent repair of the spar caps, in accordance with McDonnell Douglas DC-9 Service Rework Drawing SR09570019 and J060165 "G" Change or later FAA-approved service rework drawings. \n\n\tE.\tIf cracks in either the upper or lower spar caps have not progressed beyond the limits indicated in paragraph (5) of "Accomplishment Instructions," ASB 57-146, prior to further flight, accomplish one of the following: \n\n\t\t1.\tThe permanent repair of the spar caps, in accordance with McDonnell Douglas DC-9 Service Rework Drawing SR09570019 and J060165 "G" Change, or later FAA-approved service rework drawings contained in ASB 57-146; or \n\n\t\t2.\tThe temporary repair of the spar caps, identified in ASB 57-146 as J060271 "A" Change or later FAA-approved service rework drawing. \n\n\t\t\ta.\tSubsequent to the accomplishment of the temporary repair of the spar caps, perform visual inspections of the spar caps at intervals not to exceed 1,500 landings, and perform eddy current inspections of the spar caps at intervals not to exceed 3,000 landings, in accordance with ASB 57-146, until such time as the crack preventative modification described in paragraph F., below, is accomplished. \n\n\t\t\tb.\tIf crack progression in either the upper or lower spar caps are identified during repetitive inspections, repair within 3,000 additional landings in accordance with ASB 57-146. \n\n\t\t\tc.\tIf new crack(s) are found in the rear spar, wing panel (skin), and/or temporary repair angles or doublers on airplanes with a temporary repair incorporated, prior to further flight, repair in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tAccomplishment of crackpreventative modification in accordance with McDonnell Douglas DC-9 Service Bulletin 57-146, dated May 18, 1987, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, constitutes terminating action for this AD. \n\n\tG.\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\tH.\tUpon request of the operator, an FAA Principal Maintenance Inspector, subject to prior approval by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. \n\n\tI.\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 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 South, Seattle, Washington, or at 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment 39-5811 supersedes AD 81-13-02, Amendment 39-3146. \n\n\tThis Amendment 39-5811 becomes effective February 16, 1988.
2018-22-12: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes; Model CL-600-2D15 (Regional Jet Series 705) airplanes; Model CL-600-2D24 (Regional Jet Series 900) airplanes; and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by reports of damage to the protective coating and corrosion on the piston/axle of the main landing gear (MLG), caused by friction between the inboard axle sleeve and the axle thrust face. This AD requires revising the maintenance or inspection program, as applicable, to incorporate a detailed inspection of the MLG piston/axle for damage to the protective coating and for corrosion. We are issuing this AD to address the unsafe condition on these products.
70-24-02: 70-24-02\tBOEING: Amdt. 39-1112 as amended by Amendment 39-1203. The following airworthiness directive, applicable to all operators of Boeing 747 airplanes, was effective immediately upon receipt of telegram dated November 5, 1970. \n\tBecause of two cases of loss of main landings gear wheels during airplane takeoff, within the next 125 hours time in service after receipt of this telegram, unless already accomplished, determine the coding identification of the outboard bearing Timken Part No. LM 229139, in all landing gear wheels. Any bearing with code letter "A" through "F" must be replaced with a bearing with code letter "G" "or later" or with an equivalent bearing approved by the Chief, Aircraft Engineering Division, Western Region, before further flight. \n\tNOTE: The bearing identification code letter is between the words "Timken" and "made" on the back face of the bearing cone. \n\tAmendment 39-1112 became effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated November 5, 1970. \n\tThis Amendment 39-1203 becomes effective May 7, 1971.
81-16-01: 81-16-01 FLUG UND FAHRZEUGWERKE AG: Amendment 39-4174. Applies to Model Diamant 16.5 and 18 gliders, serial numbers 11 through 80, certificated in all categories. Compliance required as indicated, unless already accomplished. To reduce the possibility of wing failure due to possible inadequate bonding of the wing spar cap to the wing shear web, accomplish the following: (a) Before further flight, install a legible operating limitations placard in full view of the pilot that reads: "VNE - NEVER EXCEED SPEED 103 MPH 90 KTS VA - CAUTION SPEED RANGE 74 to 103 MPH 64 to 90 KTS NO ABRUPT CONTROL MOVEMENTS - AVOID TURBULENCE MAXIMUM MANEUVER LOAD FACTOR: +2.8 TO -1.4 MAXIMUM GUST LOAD FACTOR: +3.5 to -1.75," or install an equivalent placard approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. (b) Prior to the accumulation of 1500 hours time in service or 50 hours after the effective date of this AD, whichever comes later, for gliders with serial numbers 26 through 80, and 1000 hours time in service or 50 hours after the effective date of this AD, whichever comes later, for gliders with serial numbers 11 through 25: (1) Inspect, and repair as necessary, wing bonding in accordance with paragraphs 2 and 3, "Inspection Instructions," of Flug Und Fahrzeugwerke AG Service Bulletin No. 07, dated December 1978, or an FAA-approved equivalent; and (2) For gliders with serial numbers 26 to 80, reinforce right hand wing stub spar in accordance with paragraph 2, "Accomplishment Instructions," of Flug Und Fahrzeugwerke AG Service Bulletin 08, dated December 1978, or an FAA-approved equivalent. (3) For gliders with serial numbers 11 through 15, reinforce right hand wing stub spar in accordance with paragraph 2, "Accomplishment Instructions," of Flug Und Fahrzeugwerke AG Service Bulletin 08A, dated February 1979, or an FAA-approved equivalent. (c) Upon accomplishment of the inspection, repair and wing reinforcement required by paragraph (b) of this AD, the flight limitations placard required by paragraph (a) of this AD is no longer required. (d) If an equivalent means of compliance is used in complying with paragraph (b) of this AD, that equivalent means must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. This amendment supersedes Amendment 39-3905, AD 80-18-09. This amendment becomes effective August 6, 1981.
2018-18-02: We are adopting a new airworthiness directive (AD) for certain Austro Engine GmbH model E4 engines and for all model E4P engines. This AD was prompted by reports of considerable wear on the timing chain on these engines. This AD requires replacement of the timing chain and amending certain airplane flight manuals to limit the use of windmill restarts. We are issuing this AD to address the unsafe condition on these products.
87-15-06: 87-15-06 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-5644. Applies to BHTI Model 222B and 222U helicopters that have tail boom assembly, P/N 222-035- 150-103 or -107, installed. To prevent failure of the tailboom, accomplish the following: (a) Within the next 25 hours time in service and thereafter at intervals not to exceed 25 hours time in service, inspect the tailboom in accordance with Part I of BHTI Alert Service Bulletin Number 222-85-28 for the Model 222B and Number 222U-85-3 for the Model 222U. (b) If any crack is identified during the inspection required in paragraph (a) above, Part II (Repair) or Part III (Modification) of Alert Service Bulletin Number 222-85-28 for the Model 222B or Number 222U-85-3 for the Model 222U must be accomplished before further flight. (c) Upon completion of Part II (Repair) or Part III (Modification) of Alert Service Bulletin Number 222-85-28 for the Model 222B or Number 222U-85-3 for the Model 222U, the inspectionsrequired by paragraph (a) of this AD are no longer necessary. (d) This AD does not apply if Part II (Repair) or Part III (Modification) of Alert Service Bulletin Number 222-85-28 for the Model 222B or 222U-85-3 for the Model 222U has been previously accomplished. (e) Any alternate method of compliance with this AD which provides an equivalent level of safety must be approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76101. (f) In accordance with Sections 21.197 and 21.199, flight is permitted to a base where the inspection required by this AD may be accomplished. The procedure shall be done in accordance with Bell Helicopter Textron, Inc., Alert Service Bulletin No. 222-85-28 or 222U-85-3, both dated March 21, 1985. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a)(1). Copies may be obtained from Bell HelicopterTextron, Inc., P.O. Box 482, Fort Worth, Texas 76101. Copies may be inspected at the Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, N.W., Room 8401, Washington, D.C. This amendment, 39-5644, becomes effective August 7, 1987.
2018-20-17: We are superseding Airworthiness Directive (AD) 2012-22-10, which applied to certain Bombardier, Inc., Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. AD 2012-22-10 required repetitive inspections to determine that cotter pins are installed at affected wing-to-fuselage attachment joints and replacement if necessary. This AD retains the initial inspection of the wing-to-fuselage attachment joints, and removes the repetitive inspections of all but the forward keel beam attachment joint. This AD also changes the repetitive inspection interval for the forward keel beam attachment joint. This AD was prompted by a determination that additional nuts of the forward keel beam attachment joint should be inspected, and that repetitive inspections of certain wing-to-fuselage attachment joints are not necessary. We are issuing this AD to address the unsafe condition on these products.
64-02-02: 64-02-02 BOEING: Amdt 673 Part 507 Federal Register January 17, 1964. Applies to All Models 707 and 720 Series Aircraft With Boosted Rudder and Extended Vertical Fin Configuration.\n \n\tCompliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo eliminate a possible hazard to operational safety during autopilot coupled approaches accomplish either (1) or (2) of the following or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region: \n\n\t(1)\tEliminate autopilot rudder crossfeed by the following circuit modification. In the RJ3 junction box disconnect wire C144A22 from terminal E18 and connect to terminal E17. In the autopilot adapter unit, Boeing P/N 10-3056-2 or Eclipse-Pioneer P/N 15236-2A1 loosen the locking nut and turn shaft of R5 potentiometer to zero setting. Conduct a continuity check between pins D and E. A reading which indicates 5 ohms or less must be obtained.\n \n\t(Boeing Service Bulletin 1797 covers this same subject.) \n\n\t(2)\tLimit rudder crossfeed by the following circuit modification. Insert a 5600 ohm, one half watt 5 percent resistor sleeved in No. 4 plastic tubing in the circuit from terminal E18 of junction box RJ3 to terminal (E) of connector RD921 by connecting one end of the resistor to terminal E18 and the other end to a new standoff terminal and moving wires C144B22 from terminal E18 to the new standoff terminal. Insert two Transitron No. SG22 diodes paralleled in opposite polarity and sleeved in No. 11 plastic tubing between terminals E17 and E18 of junction box RJ3. In the autopilot adapter unit, Boeing P/N 10-3056-2 or Eclipse-Pioneer P/N 15236-2A1 loosen the locking nut and turn shaft of R5 potentiometer to a setting of 10. \n\n\t(Boeing Figure 1, CDP-150, page 3, revised September 9, 1963, covers this same subject.) \n\n\tThis supersedes AD 63-05-01. \n\n\tThis directive effective January 17, 1964.
81-03-53 R1: 81-03-53 R1 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4243 as amended by Amendment 39-4301. Applies to Lockheed Model L-188 airplanes certificated in all categories. Compliance required as indicated, unless previously accomplished: A. Compliance Schedule 1. For airplanes with more than 25,000 hours time-in-service on the effective date of this AD, compliance required within 48 hours calendar time after the effective date of this AD. 2. For airplanes with less than 25,000 hours time-in-service on the effective date of this AD, compliance required prior to reaching 25,000 hour time-in-service or within 48 hours calendar time after the effective date of this AD whichever is later. B. Accomplishment Instructions To detect cracks and prevent failure of the lower wing planks and fuel leakage, accomplish the following: 1. Visually check the lower Butt Line (B.L.) 65 splice joints for signs of fuel leakage prior to each takeoff. (NOTE: This check maybe performed and recorded by flightcrew if properly instructed in conducting the inspection.) 2. Aircraft exhibiting surface wet with fuel seeps, dripping, and/or running leaks shall be inspected for cracks per Paragraph 6 below prior to further flight. 3. Aircraft exhibiting dry fuel stains that do not become wet shall be inspected for cracks per Paragraph 6 below within the next 500 flight hours time-in-service. Fuel stains that become wet must be inspected for cracks per Paragraph 6 below prior to further flight. 4. Aircraft showing no fuel stains shall be inspected for cracks per Paragraph 6 below within the next 2,000 flight hours time-in-service. 5. Repetitive inspections shall be conducted at intervals not to exceed 2000 flight hours time-in-service if the inspection procedures specified in Paragraph 6(a) or (b) below are used and alternatively at 4000 flight hours time-in-service if the inspection procedure in Paragraph 6(c) below is used. For aircraftthat have been repaired in accordance with Lockheed- California Drawing No. 842394, this repetitive inspection requirement begins only after 15000 flight hours time-in-service from the time of the repair have been attained. 6. (a) X-ray inspect both sides of each splice joint front to rear spar per Lockheed-California L-188 Service Bulletin 88/SB-707A dated November 12, 1981 (hereinafter referred to as 88/SB-707A) paragraph 2.A(3). (b) As an alternate to paragraph 6(a) above, X-ray procedure per 88/SB-707A paragraph 2.A(4) may be substituted. (c) As an alternate to paragraph 6(a) or 6(b) above, the ultrasonic inspection per 88/SB-707A paragraph 2.A(5) may be substituted. 7. Visual examination of lower surface B.L. 65 splice joint for fuel leakage prior to each takeoff per paragraph B(1) may be discontinued when inspection per Paragraph 6 and repair, if necessary, per paragraph C below are accomplished. C. All cracks found per Paragraph B.6. must be repaired prior to further flight in accordance with a method approved by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Mountain Region. D. 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 repairs required for the purposes of this AD when approved by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Mountain Region. E. Equivalent inspections and repairs may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Mountain Region. The 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). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108, or 4344 Donald Douglas Drive, Long Beach, California 90808. Amendment 39-4243 became effective November 5, 1981 to all persons except those to whom it was made immediately effective by telegraphic AD T81-03-53 dated January 30, 1981. This Amendment 39-4301 becomes effective February 2, 1982.
87-18-02: 87-18-02 BRITISH AEROSPACE (BAe): Amendment 39-5720. Applies to Model BAC 1-11 series airplanes equipped with R.F.D. inflatable escape slides, identified in BAe BAC 1-11 Service Bulletin 25-PM5906, Revision 2, dated November 9, 1984, and BAC 1-11 Service Bulletin 25-PM5943, dated November 24, 1986, certificated in any category. Compliance is required within 5 months after the effective date of this AD, unless previously accomplished. To prevent failure of the emergency escape slide deployment system, accomplish the following: A. Modify the R.F.D. emergency escape slide system in accordance with BAC 1-11 Service Bulletin 25-PM5906, Revision 2, dated November 9, 1984, and BAC 1-11 Service Bulletin 25-PM5943, dated November 24, 1986. B. 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. C. 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 the modifications required by this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to British Aerospace, Inc., 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 October 7, 1987.