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73-09-02: 73-09-02 MCDONNELL DOUGLAS: Amendment 39-1628 as amended by Amendments 39-1926, 39-2004 and 39-2850 is further amended by Amendment 39-3401. Applies to Model DC-9-10 Series Airplanes certificated in all categories. \n\n\tCompliance required as indicated: \n\n\tTo detect fatigue cracks in the fuselage frames (P/N 9915590, 9958198, 9958200 and 9958202) at fuselage stations 503, 525, or 544 accomplish the following: \n\n\tA.\t1.\tFor airplanes with 10,000 hours or more time in service on the effective date of this A.D., unless already accomplished within the last 500 hours time in service prior to the effective date of this A.D., within the next 1000 hours time in service and thereafter at intervals not to exceed 2000 hours time in service from the last inspection, inspect the left and right hand lower sections of the fuselage frames P/N 9915590, 9958198, 9958200, and 9958202, in accordance with the instructions and procedures of paragraph B, below. \n\n\t\t2.\tFor airplanes with less than 10,000 hours time in service on the effective date of this A.D., comply with paragraph (B) before the accumulation of 11,000 hours time in service. \n\n\tB.\t1.\tVisually inspect for evidence of cracking, using dye penetrant methods and/or a magnifying glass with a minimum of 4-power, or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region, the areas between and surrounding the two upper bolts (including the inboard flange of the lower section of the frame) which attach the rear face of the lower section of the fuselage frames (9915590, 9958198, 9958200 and 9958202) to the transverse floor beam member at fuselage stations 503, 525, and 544, both left and right hand sides. \n\n\t\t2.\tIf cracks are found: \n\n\t\t\ta.\tReplace with a new part(s) of the same design; or, \n\n\t\t\tb.\tRepair per an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region; or \n\n\t\t\tc.\tRepair per the instructions specified in Douglas Service Bulletin 53-117, dated December 21, 1973, or later FAA-approved revisions. \n\n\t\t3.\tIf a new part(s) of the same design are installed per B.2.a., or repairs accomplished per B.2.b., above, the repetitive inspections per this A.D. may be discontinued for that part(s) only, until the new part has accumulated an additional 10,000 hours time in service, at which time reinstate the program of repetitive inspections and/or corrective action per this A.D. \n\n\t\t4.\tIf a repair incorporating Service Bulletin 53-117, dated December 21, 1973, or later FAA-approved revisions, per B.2.c., above, or an equivalent repair approved by the Chief, Aircraft Engineering Division, FAA Western Region, is accomplished, the inspections required by this A.D. may be terminated, and normal, routine maintenance practices reinstated. \n\n\tAmendment 39-1628 became effective May 30, 1973. \n\n\tAmendment 39-1926 became effective August 26, 1974. \n\n\tAmendment 39-2004 became effective November 13, 1974. \n\n\tAmendment 39-2850 became effective March 20, 1977. \n\n\tThis amendment 39-3401 becomes effective January 31, 1979.
2009-12-10: The FAA is superseding an existing airworthiness directive (AD), which applies to all BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ airplanes. That AD currently requires repetitive inspections for corrosion of frames 15, 18, 41, and 43 and applicable related investigative and corrective actions. The existing AD also provides an optional action that would extend the repetitive inspection interval. This new AD also requires a high frequency eddy current inspection for corrosion of the outer frame flanges and door hinge bosses of frames 15, 18, 41, and 43. This AD results from a report indicating that corrosion has been detected in the outer frame flanges and door hinge bosses during scheduled maintenance. We are issuing this AD to prevent reduced structural integrity of the airplane.
94-25-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Jetstream Model ATP airplanes. This action requires inspections to detect cracking in certain oil coolers, and replacement of cracked coolers with serviceable coolers. The amendment also provides for termination of the inspections by installing certain reworked and re-identified oil coolers. This amendment is prompted by reports of cracking in the welded seams of certain oil coolers. The actions specified in this AD are intended to prevent loss of engine oil due to cracking in the oil cooler, which may lead to a forced shutdown of the engine.
2000-15-15: This amendment supersedes an existing airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-9, Model MD-90-30, Model 717-200, and Model MD-88 airplanes, that currently requires inspecting the general condition of the jackscrew assembly and the area around the jackscrew assembly to detect the presence of metal shavings and flakes. This amendment also requires inspecting for metallic particles in the lubrication for the jackscrew assembly of the horizontal stabilizer and surrounding area to detect any discrepancy; follow-on actions; and corrective actions, if necessary. This amendment is prompted by numerous reports from operators that indicate instances of metallic shavings in the vicinity of the jackscrew assembly and gimbal nut of the horizontal stabilizer. The actions specified in this AD are intended to prevent loss of pitch trim capability due to excessive wear of the jackscrew assembly of the horizontal stabilizer, which could result in reduced controllability of the airplane.\n\n\tThe incorporation by reference of Boeing Alert Service Bulletin DC9-27A362, Revision 02, dated March 30, 2000; Boeing Alert Service Bulletin MD90-27A034, Revision 02, dated March 30, 2000; and Boeing Alert Service Bulletin 717-27A0002, Revision 02, dated March 30, 2000; as listed in the regulations; is approved by the Director of the Federal Register as of August 23, 2000.\n\n\tThe incorporation by reference of Boeing Alert Service Bulletin DC9-27A362, dated February 11, 2000; Boeing Alert Service Bulletin MD90-27A034, dated February 11, 2000; and Boeing Alert Service Bulletin 717-27A0002, dated February 11, 2000; as listed in the regulations; was approved previously by the Director of the Federal Register as of March 6, 2000 (65 FR 10379, February 28, 2000).\n\n\tComments for inclusion in the Rules Docket must be received on or before October 10, 2000.
2009-23-10: The FAA is superseding an existing airworthiness directive (AD) that applies to all Boeing Model 737-300, -400, and -500 series airplanes. The existing AD currently requires inspecting to determine if certain carriage spindles are installed, repetitive inspections for corrosion and indications of corrosion on affected carriage spindles, and if necessary, related investigative and corrective actions. The existing AD also provides optional terminating action. For certain airplanes, this new AD would reinstate the requirements of the existing AD. This AD results from the exclusion of certain carriage spindles from the requirements of the existing AD, and additional reports of corrosion found on carriage spindles that are located on the outboard trailing edge flaps. We are issuing this AD to detect and correct corrosion of the carriage spindle, which could result in fracture. Fracture of both the inboard and outboard carriage spindles, in the forward ends through the large diameters, on a flap, could adversely affect the airplane's continued safe flight and landing. \n\nDATES: This AD becomes effective November 24, 2009. \n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of November 24, 2009. \n\tOn August 5, 2008 (73 FR 42259, July 21, 2008), the Director of the Federal Register approved the incorporation by reference of a certain other publication listed in the AD. \n\tWe must receive any comments on this AD by December 24, 2009.
2009-12-02: The FAA is superseding an existing airworthiness directive (AD), which applies to the airplanes identified above. That AD currently requires revising the FAA-approved maintenance program to include a new airplane maintenance manual task that specifies a detailed inspection after each ram air turbine (RAT) retraction. That existing AD also currently requires, for certain airplanes, a one-time inspection to detect breaks in the bottom flange fitting of the RAT and corrective actions, if necessary; for certain airplanes, an adjustment of the ejection jack; and, for certain other airplanes, replacement of the aluminum part with an improved steel part. This AD also continues to require certain actions for additional airplanes and revising the FAA-approved maintenance program to include procedures for replacing the RAT swivel coupling fork fitting with a new steel part only. This AD results from a report that an additional swivel coupling of the RAT yoke fitting was found cracked during the accomplishment of the requirements of the existing AD. We are issuing this AD to prevent misrigging of the ejection jack of the RAT and to ensure removal of any RAT yoke fitting made from aluminum material. Such conditions could result in a broken or cracked swivel coupling and consequent failure of the RAT yoke fitting, which could result in the loss of RAT function and possible loss of critical flight control systems in the event of certain emergency situations.
76-04-03: 76-04-03 CESSNA: Amendment 39-2519. Applies to the airplane models and serial numbers listed below which have ARC PA-500A actuators (Serial Numbers 6265 and below) installed as part of Cessna Model 300, 400 and 400A autopilots, 300, 400 or 800 IFCS, or in Type G-830A yaw damper systems. \n\n\nMODELS\nSERIAL NUMBERS\n172L, M\n17259287 thru 17263458 \nF172K, L, M\nF1720780 thru F1721234 \nFR172H, J\nFR1720240 thru FR1720530 \n177B\n17701576 thru 17702123 \n177RG\t\n177RG0001 thru 177RG0592 \nF177RG\nF177RG0001 thru F177RG0122 \n180H, J\n18052170 thru 18052500 \n182N, P\n18260460 thru 18263475 \nA185E, F\n18501815 thru 18502565 \nP206E; TP206E\nP20600626 thru P20600647 \nU206E, F; TU206E, F\nU20601447 thru U20603093 \n207, T207\n20700149 thru 20700314 \n210K, L & T210K, L\n21059200 thru 21061040 \n310Q, T310Q\n310Q0001 thru 310Q1160 \n310R, T310R\n310R0001 thru 310R0330 \n337E, F, G; T337E, F\n33701290 thru 33701673 \nF337E, F, G\nF3370020 thru F3370071 \nT337G\t\nP3370001 thru P3370225 \nF337GP\nFP3370001 thru FP3370015\n340\n3400001 thru 3400555\n401B\n401B0001 thru 401B0221 \n402B\n402B0001 thru 402B0935 \n414\n4140001 thru 4140655 \n421B\t\n421B0001 thru 421B0970 \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo preclude restrictions of control movement due to jamming of the ARC PA-500A actuator gear train, accomplish the following: \n\n\tA)\tUntil Paragraph B is accomplished, within 100 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 100 hours' time in service, inspect the ARC PA-500A actuator(s) in accordance with Cessna Service letter AV75-10, dated December 19, 1975, or later approved revisions, which service letter incorporates ARC Field Engineering Service Bulletin No. 181. Correct any unsafe condition noted by adjustment replacement of parts as necessary. \n\n\tB)\tWithin twelve months of the effective date of this AD, modify the ARC Model PA-500A actuator(s) in accordance with Cessna Service Letter No. AV75-10 dated December 19, 1975, or later approved revisions, which service letter incorporation ARC Field Engineering Service Bulletin No. 181. \n\n\tC)\tAny alternate method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tThis amendment becomes effective February 26, 1976.
95-08-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires installation of new case drain pipes and an additional fairlead support for the hydraulics case drain line in the rear spar area of the engine/nacelle. This amendment is prompted by reports of fatigue failure of the case drain line in the hydraulics system. The actions specified by the proposed AD are intended to prevent the loss of main system hydraulics as a result of lack of support against vibration and subsequent fatigue failure of the case drain line for the hydraulics system.
2006-17-07: The FAA is superseding an existing airworthiness directive (AD) for Pratt & Whitney (PW) JT8D-209, -217, -217A, -217C, and -219 turbofan engines. That AD currently requires initial and repetitive visual inspections for fretting and fluorescent magnetic particle inspections (FMPI) for cracking in the area of the tierod holes on 8th stage high pressure compressor (HPC) front hubs (from here on, referred to as HPC front hubs) that have operated at any time with PWA 110-21 coating. This AD requires either replacing HPC front hubs and HPC disks that have operated at any time with PWA 110-21 coating and that operated in certain engine models, or, visually inspecting and FMPI for cracking of those parts and re-plating them if they pass inspection. This AD also requires adding JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A, - 11, -15, -15A, -17, -17A, -17R, and -17AR engines to the applicability. This AD results from an investigation by PW, which concluded that any HPC front hub or HPC diskcoated with PWA 110-21 that ever operated on JT8D-15, -15A, -17, -17A, -17R, -17AR, -209, -217, -217A, -217C, and - 219 turbofan engines, could crack before reaching their published life limit. We are issuing this AD to prevent a rupture of an HPC front hub or an HPC disk that could result in an uncontained engine failure and damage to the airplane.
2009-23-03: We are adopting a new airworthiness directive (AD) to supersede AD 2006-24-11, which applies to certain Hawker Beechcraft Corporation (HBC) (Type Certificate previously held by Raytheon Aircraft Company) Models 1900, 1900C, and 1900D airplanes. AD 2006-24- 11 currently requires you to repetitively inspect the forward, vertical, and aft flanges of both the left and right wing rear spar lower caps for cracks, repair any cracks found, and report the inspection results to the manufacturer. Since we issued AD 2006-24-11, the manufacturer has developed a modification kit to install on the wing rear spar lower caps that will terminate the 200-hour repetitive inspection required in AD 2006-24-11. Consequently, this AD requires installing the new modification kits on the wing rear spar lower caps and terminates the repetitive inspections required in AD 2006-24-11 when the kits are installed. We are issuing this AD to prevent fatigue cracks in the wing rear spar lower caps, which couldresult in fatigue failure of the wing rear spar lower caps. A rear spar failure could result in complete wing failure and the wing separating from the airplane.