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2009-15-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: There have been a number of incidents where wing-to-fuselage or MLG [main landing gear] door fairing panels have detached from the aircraft during flight. Subsequent inspection revealed the loss of the fairing panels to be due to failure of certain steel grommets * * . A detaching panel could strike the aircraft during flight, causing damage. In addition, a detaching panel could become attached to the structure or control surfaces, resulting in reduced control of the aircraft. * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
79-04-04: 79-04-04\tTAYLORCRAFT AVIATION CORPORATION: Amendment 39-3416. Applies to Taylorcraft Model F-19 aircraft, serial numbers 001 through 112, 115 through 130, and 132. \n\nCompliance is required as indicated. To prevent fire hazard in the charging circuit, accomplish the following: \n\nThis AD must be accomplished prior to next 50 hours time in service after the effective date of this AD or by July 1, 1979, whichever occurs first. \n\nRemove the 12 gauge wire, identified as P/N -10, which connects the starter solenoid "battery terminal" with the master switch. Use Mil Spec MilC7078 or equivalent 8 gauge shielded wire, to fabricate a cable in the same manner as the 8 gauge cable from the alternator to the ammeter. Use appropriate wire terminals. Attach this cable to the ignition switch terminal of the ammeter. Route this 8 gauge wire through the opening in the firewall where the 12 gauge wire previously ran and attach it to the starter solenoid "battery terminal". (See attached wiring diagram.) \n\nThis amendment becomes effective February 23, 1979. \n\n\nAD 79-04-04
2009-15-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: In 2005 a lateral runway excursion occurred on an A320 aircraft. Such excursions are classified as hazardous, with a large reduction in safety margins. Investigation has shown that the aircraft landed with the nose wheels rotated nearly 20 degrees from center. During subsequent tests on the removed BSCU [Braking and Steering Control Unit], a BSCU hardware failure was found, affecting the monitoring function, including the system reconfiguration management, and leading to a runaway of [the] Nose Wheel Steering [uncommanded steering]. * * * * * The unsafe condition is an uncommanded steering condition during takeoff or landing, which could result indeparture of the airplane from the runway. We are issuing this AD to require actions to correct the unsafe condition on these products.
48-17-02: 48-17-02 MARTIN: Applies to Model 202 Aircraft Serial Numbers 9125 Through 9127; 9129 Through 9131; and 9158 Through 9167. Compliance required by June 1, 1948. To eliminate the fire hazard due to the insulation becoming saturated with hydraulic fluid, remove the fiberglass and rubberized hair and vinyl linings from both the forward and aft belly cargo compartments. (Martin Service Bulletin No. 26 dated February 24, 1946, covers this subject.)
78-25-02: 78-25-02\tGATES LEARJET: Amendment 39-3362. Applies to those Model 35 (Serial Numbers 35-001 through 35-167) and 36 (Serial Numbers 36-001 through 36-038) airplanes, certificated in all categories, which have a 36-inch wide (as opposed to 24-inch wide) cabin door. \n\n\tCompliance: Required as indicated in accordance with Compliance Table I set forth in this AD, unless already accomplished. \n\n\tTo assure proper locking of the cabin upper door when the inside handle is in the locked position and to prevent possible unwanted door openings that may occur, accomplish the following at the time intervals noted in Table I of this AD: \n\n\n\n\n\n\nTABLE I COMPLIANCE TIMES \nAD 78-25-02 \n\nINSPECTION TIMES\nAirplane\nTotal Time \nIn Service\n(Hours)\n\nParagraph "A" Bolt \nInspection & Replacement\n\nParagraph "B" Locking \nMechanism Inspection\n\n Initial\n Inspection/\nReplacement\nInterval for\nRepetitive\nInspections/\nReplacement \nInitial\nInspection\nInterval for \nRepetitive \nInspections \n0 - 2,999 \nPrior to or \nupon the accumulation of 3,075 hours' time in service\nEach 3,000 hours' time in service there- after\nIn accordance with asterisk () paragraph below or upon accumulation of 6,075 hours' time in service, whichever occurs first\nIn accordance with asterisk () paragraph below or upon accumulation of each 6,000 hours' time in service after initial inspection\n3,000 - 5,999\nWithin 75\nhours' time in service after the effective date of this AD\nEach 3,000\nHours' time in service thereafter\nIn accordance with asterisk () paragraph below or upon accumulation of 6,075 hours' time in service, whichever occurs first\nIn accordance with asterisk () paragraph below or upon accumulation of each 6,000 hours' time in service after initial inspection\n6,000 - up\nWithin 75 hours' time in service after the effective date of this AD\nEach 3,000 hours' time in service there-after\nWithin 5 \nhours' time in service after the effective date of this AD\nIn accordance with asterisk () paragraph below or upon accumulation of each 6,000 hours; time in service after initial inspection\n The door locking mechanism inspection must be accomplished any time the bolt inspection required by Paragraph "A" of this AD reveals a cracked, bent, broken or worn bolt. \n\n\tA)\tInspect and replace, at the time intervals noted in Table I above, the bolt identified as 5 in Figure I of this AD in accordance with Gates Learjet 35/36/35A/36A Maintenance Manual Temporary Revisions No. 5-52 and 5-55 or later revisions and as summarized below: \n\t\t1)\tRemove the bolt from the upper door rod control assembly and visually inspect it for cracks, breaks, bends, or wear. If any of the aforementioned defects are found, accomplish the door locking mechanism inspection required by Paragraph "B" of this AD prior to the next flight; and \n\t\t2)\tReplace the bolt removed in Paragraph A)1) of this AD with a new Gates Learjet Part Number 2311490-8 Bolt, or a new AN3-21 Bolt modified in accordance with Detail "A" in Figure I of this AD, and secure using an AN960D10 Washer and either a new MS20365- 1032 Nut or AN310-3 Nut and MS24665-132 Cotter Pin. \n\n\n\n\n\n\tB)\tInspect, at the time intervals noted in Table I above, the cabin door locking mechanism in accordance with Gates Learjet 35/36/35A/36A Maintenance Manual Temporary Revision No. 5-54 or later revisions, and as summarized below: \n\n\t\t1)\tDrill out rivets and remove cabin upper door inner panel. \n\n\t\t2)\tRemove and inspect door locking mechanism for wear and defects in accordance with Learjet Service Manual Inspection Requirements. The maximum allowable diameter (measured in any direction) of the hole in which the 5 bolt is installed is .201 inches. Replace any excessively worn or defective parts prior to the next flight. \n\n\t\t3)\tReinstall door locking mechanism and using rivets, reinstall the inner panel. \n\n\t\t4)\tCheck door locking mechanism for free movement with no binding thru entire operating travel. Correct any binding prior to the next flight. \n\n\t\t5)\tEnergize door warning system and check its operation for proper functioning. \n\n\tC)\tSubmit a written report on any cracked, broken, bent or worn 5 (See Figure I of this AD) bolts discovered during inspections required by this AD to the FAA via a letter to FAA, Chief, Engineering and Manufacturing Branch (ACE-210), 601 East 12th Street, Kansas City, Missouri 64106 or an FAA M or D report (FAA Form 8330-2). The report must include airplane model, serial number, airplane total time-in-service, bolt or pin total time-in-service and statements describing the condition of the bolt and the hole including dimensions of the hole determined in accordance with Paragraph B)2) of this AD. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) \n\n\tD)\tThe actions made mandatory by Paragraphs A, B and C of this AD are no longer required when Gates Learjet Door Modification Kit AMK78-2 is installed. \n\n\tE)\tAirplanes may be flown in accordance with FAR 21.197 to a base where this AD can be accomplished. \n\n\tF)\tAny equivalent 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 December 14, 1978.
2009-24-07: We are adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, and -800 series airplanes. This AD requires repetitive lubrications of the right and left main landing gear (MLG) forward trunnion pins. This AD also requires an inspection for discrepancies of the transition radius of the MLG forward trunnion pins, and corrective actions if necessary. For certain airplanes, this AD also requires repetitive detailed inspections for discrepancies (including finish damage, corrosion, pitting, and base metal scratches) of the transition radius of the left and right MLG trunnion pins, and corrective action if necessary. Replacing or overhauling the trunnion pins terminates the actions required by this AD. This AD results from a report that the protective finishes on the forward trunnion pins for the left and right MLG might have been damaged during final assembly. We are issuing this AD to prevent stress corrosion cracking of the forward trunnion pins, which could result in fracture of the pins and consequent collapse of the MLG.
82-06-02 R1: 82-06-02 R1 MCDONNELL DOUGLAS: Amendment 39-4339 as amended by Amendment 39-4358. Applies to all McDonnell Douglas Model DC-9-10 through -50 Series and C-9 Series airplanes prior to fuselage number 1013 certificated in all categories. \n\n\tCompliance required as indicated in the body of this AD, unless previously accomplished. To prevent failure of the horizontal stabilizer center section fittings and plates, perform the following: \n\n\tA.\tPrior to the accumulation of 4100 flight hours total time in-service or within 1600 flight hours time in-service following the effective date of this AD, whichever comes later, but in any case not later than December 1, 1982, accomplish the following: \n\n\t(NOTE: Operators who have accomplished the actions required by paragraphs (A)(1) - (A)(3) below, prior to the effective date of this AD, need not reinspect until 6400 flight hours or three (3) calendar years, whichever occurs first, following the last inspection, as required by paragraph "B"below.) \n\n\t\t1.\tVisually inspect for corrosion in areas shown in McDonnell Douglas Structural Repair Manual (SRM), Chapter 55-02, Figure 12, Fitting P/N's 5912481-1, -501, -503, -505, -507. \n\n\t\t\t(a)\tIf corrosion is evident, remove corrosion per SRM Chapter 51-10-3. Reinspect to insure limits established per SRM Chapter 55-02, Figure 12, are maintained and apply corrosion inhibiting compound per SRM Chapter 51-10-3. \n\n\t\t\t(b)\tIf limits are exceeded, replace each affected part as necessary. \n\n\t\t\t(c)\tIf corrosion is not evident, apply corrosion inhibiting compound per SRM Chapter 51-10-3. \n\n\t\t2.\tVisually inspect P/N 5918098-1 and -501 fitting assemblies for cracks, as outlined in SRM Chapter 55-02, Figure 13. \n\n\t\t\t(a)\tIf cracks are found, repair per SRM Chapter 55-02, Figure 13. \n\n\t\t\t(b)\tIf cracks are not found or if cracks have been repaired per (2)(a) above, apply corrosion inhibiting compound to the fitting(s) per SRM Chapter 51-10-3. \n\n\t\t\t(c)\tIf corrosion is not evident, apply corrosion inhibiting compound per SRM Chapter 51-10-3. \n\n\t\t3.\tVisually inspect P/N's 9911861-1, 9911862-1, 9918440-1, and 9918441-1 plates for corrosion in areas shown in SRM Chapter 55-02, Figure 12. \n\n\t\t\t(a)\tIf corrosion is evident, remove corrosion per SRM Chapter 51-10-3. Reinspect to insure limits established per SRM Chapter 55-02, Figure 12, are maintained and apply corrosion inhibiting compound per SRM Chapter 51-10-3. \n\n\t\t\t(b)\tIf limits are exceeded, replace each affected part as necessary. \n\n\t\t\t(NOTE: The removal of the upper aft plate P/N 9911862-1 and cover P/N 5910405-3 provides access to the areas required to be inspected in paragraph A.) \n\n\tB.\tThe inspections and repairs set forth in paragraph A above must be repeated at intervals of 6400 flight hours or three (3) calendar years, whichever occurs first, until the affected parts are replaced by new parts per McDonnell Douglas DC-9 Service Bulletin 55-32, Revision 1, dated September 28, 1981, or later revisions approved by the Chief, Los Angeles Area 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 inspection requirements of this AD. \n\n\tD.\tAlternative means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\n\tAll persons affected by this directive who have not already received these 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, C1-750 (54-60). \n\n\tThese documents also may be examined at the FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108, or the Los Angeles Area Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tAmendment 39-4339 became effective March 17, 1982. \n\n\tThis Amendment 39-4358 becomes effective April 16, 1982.
65-03-02: 65-03-02\tBOEING: Amdt. 39-27 Part 39 Federal Register February 2, 1965. Applies to Model 727 Series Aircraft. \n\n\tCompliance required within the next 25 hours' time in service after the effective date of this AD unless already accomplished. \n\n\tConduct visual inspection of the lower left and right-hand horizontal stabilizer trailing edge panels P/N's 65-22403-7 and -8 at Elevator Stations 50.50 through 66.50 for three drain holes on the outboard portions of panel directly behind and in line with the elevator control tab push rod. If drain holes are not provided, rework subject panels in accordance with Boeing Alert Service Bulletin No. 55-14A before further flight except that either 1/4-inch holes or 1/2-inch holes are acceptable. \n\n\t(Boeing Alert Service Bulletins 55-14 and 55-14A cover this same subject.)\n \n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated January 15, 1965.
86-12-05: 86-12-05 BOEING: Amendment 39-5321. Applies to Model 737 series airplanes listed in Boeing Service Bulletin 737-55-1033, dated April 12, 1985, certificated in any category. To detect cracking in the horizontal stabilizer center section rear spar upper chord attach lugs, accomplish the following prior to the accumulation of 40,000 landings; or prior to the accumulation of 40,000 landings after a chord replacement or modification in accordance with Boeing Service bulletin 737-55-1033, Option I, dated April 12, 1985; or within 200 landings after the effective date of this AD; whichever occurs latest, unless accomplished within the last 5,500 landings. \n\n\tA.\tEddy current inspect the horizontal stabilizer center section rear spar upper chord attach lug for cracks in accordance with the Flight Safety Inspection Program specified in Boeing Service Bulletin 737-55-1033, dated April 12, 1985, or later FAA-approved revisions. Repeat at intervals not to exceed 5,700 landings. \n\n\tB.\tIfcracks are found, replace the horizontal stabilizer center section rear spar upper chord in accordance with Boeing Service Bulletin 737-55-1033, dated April 12, 1985, or later FAA-approved revisions. Resume the inspections required by paragraph A., above, prior to the accumulation of 40,000 landings after the chord replacement, or modification in accordance with Boeing Service Bulletin 737-55-1033, Option I, dated April 12, 1985. \n\n\tC.\tFor purposes 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. \n\n\tD.\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\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provide an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received the appropriate service bulletin 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 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 June 30, 1986.
92-13-12: 92-13-12 BOEING: Amendment 39-8282. Docket No. 91-NM-254-AD.\n\n\tApplicability: Boeing Model 747-400 series airplanes equipped with BFGoodrich slide/raft P/N 7A1467-1 through -16 (main deck, doors 1 and 4), P/N 7A1479-1 through -10 (main deck, door 2), P/N 7A1469-1 through -8 (main deck, door 5); and Boeing 747-300 airplanes equipped with BFGoodrich slide/raft P/N 7A1479-1 through -10 (main deck, door 2); certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent delayed inflation of deployed escape slide/rafts, accomplish the following:\n\t(a)\tFor main deck doors 1, 2, 4, and 5: Within 24 months after the effective date of this AD, modify the regulator, P/N 5A2851-1 or -2 (subassembly of reservoir assembly P/N 5A2832-1 or -2), to become reservoir assembly P/N 5A2832-3; and perform a regulator leak check; in accordance with the Accomplishment Instructions, paragraphs 2.A. through 2.F., of BFGoodrich Service Bulletin 25-232, dated November 18, 1991; or Revision 1, dated March 16, 1992.\n\n\t(b)\tFor main deck door 2: Within 24 months after the effective date of this AD, modify the aspirators, P/N 4A3166-1, to form new aspirator assembly P/N 5A2870-1, in accordance with the Accomplishment Instructions, paragraph 2.G., of BFGoodrich Service Bulletin 25-232, dated November 18, 1991; or Revision 1, dated March 16, 1992.\n\n\t(c)\tSubsequent to accomplishing the requirements of paragraph (a) and (b) of this AD, reidentify the modified slide/rafts in accordance with paragraph 3.B., Identification, of BFGoodrich Service Bulletin 25-232, dated November 18, 1991; or Revision 1, dated March 16, 1992.\n\n\t(d)\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. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO.\n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Los Angeles 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 modifications shall be done in accordance with BFGoodrich Service Bulletin 25-232, dated November 18, 1991; or BFGoodrich Service Bulletin 25-232, Revision 1, dated March 16, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from BFGoodrich Company, Aerospace, Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 E. Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(g)\tThis amendment becomes effective on August 5, 1992.