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2010-10-10: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation Model 390 airplanes. This AD requires you to inspect the essential bus lightning strike protection for proper installation of metal oxide varistor (MOV) and spark gap wiring. This AD also requires you to rework the wiring as necessary to achieve the required lightning strike/surge protection. This AD results from a report that the wires to the MOV and spark gap were swapped. We are issuing this AD to detect and correct improper installation of the MOV and spark gap wiring, which could result in overload of the MOV in a lightning strike and allow electrical energy to continue to the essential bus and disable equipment that receives power from the essential bus. The disabled equipment could include the autopilot, anti-skid system, hydraulic indicator, spoiler system, pilot primary flight display, audio panel, or the 1 air data computer. This failure could lead to a significant increase in pilot workload during adverse operating conditions.
91-13-06: 91-13-06 McDONNELL DOUGLAS: Amendment 39-7037. Docket No. 91-NM-03-AD. Supersedes AD 90-03-17. \n\n\tApplicability: Model DC-9 series, Model DC-9-80 series, C-9 (Military), and Model MD-88 airplanes, equipped with Westinghouse bus control unit (BCU) Part Number 947F946-2, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of generator electrical power, accomplish the following: \n\n\tA.\tWithin 30 days after February 15, 1990 (the effective date of AD 90-03-17, Amendment 39-6496), add the following to the LIMITATIONS section of the approved Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD into the AFM. \n\n\t\t1.\tOn takeoff with both engine generators and APU generator operating and APU bus switches selected to the ON position, the AC BUS X-TIE switch must be placed in the OPEN position. At or above 10,000 feet MSL with both engine generators operating, the APU may be shut down and the AC BUS X-TIE switch placed in the AUTO position. \n\n\t\tNOTE: In the event of an in-flight failure of an engine generator that results in the APU generator powering an AC bus, de-activate all galley power and place the other APU BUS switch in the ON position. \n\n\t\t2.\tOn takeoff with the APU generator inoperative, or an engine generator inoperative, dispatch is permitted in accordance with the present MMEL conditions except that the AC BUS X-TIE switch must be in the OPEN position. Verify that all transformer rectifiers (TR's) are operating and place the DC BUS X-TIE switch in the CLOSE position. Takeoff minimums are restricted to ceiling 1,000 foot and visibility 3 miles. The Captain must make the takeoff with his instrument incandescent flood lights adjusted to a level which would adequately compensate for the subsequent potential loss of his instrument integral lights. At or above 10,000 feet MSL, place the DC BUS X-TIE switch in the OPEN position and the AC BUSX-TIE switch in the AUTO position. \n\n\t\tNOTE: In the event of an in-flight failure of an engine generator following dispatching with the APU generator powering an AC bus, de-activate all galley power and place the other APU BUS switch in the ON position. \n\n\t\t3.\tWhen operating with the AC BUS X-TIE switch in the AUTO position, if rapid cycling of the AC cross-tie relay occurs, manifested by a buzzing/chattering sound from the electrical power center and any combination of random circuit breaker trips, inappropriate aural warning messages, loss of some flight instruments, and/or flashing cockpit annunciators, place the AC BUS X-TIE switch to the OPEN position. If a generator trips off-line, it may be reset only once. If the engine generator fault cannot be cleared, the APU should be utilized, if available. \n\n\t\t4.\tPrior to the approach with both engine generators operating, start the APU and place both APU BUS switches to the ON position. Place the AC BUS X-TIE switch to the OPENposition after APU electrical power becomes available. \n\n\t\t5.\tPrior to the approach with only two generators operating, place the AC BUS X-TIE switch in the OPEN position. Landing minimums are restricted to Category I and the Captain must make the approach with his instrument incandescent flood lights adjusted to a level which would adequately compensate for the subsequent potential loss of his instrument integral lights. \n\n\t\t6.\tIn the event of an in-flight failure that results in an AC bus not powered, place the DC BUS X-TIE switch in the CLOSE position. \n\n\t\t7.\tIn the event of an in-flight failure that results in both AC BUSES being powered by only one generator, the landing minimums are restricted to ceiling 1,000 feet and 3 miles visibility. The Captain must make the approach and landing. \n\n\t\t8.\tAutoland is permitted with two engine generators operating and APU generator operating with both APU BUS switches in the ON position and the AC BUS X-TIE switch in the OPEN position. Reconfirm APU generator availability after "AUT LND/AUT LND" is indicated on the Flight Mode Annunciator (FMA). An autoland approach must be discontinued following a failure of an engine generator. \n\n\tB.\tWithin 2 years after the effective date of this AD, replace the Westinghouse Bus Control Unit, Part Number 947F946-2 with the Westinghouse Bus Control Unit, Part Number 947F946-3, in accordance with McDonnell Douglas DC-9 Service Bulletin 24-119 dated January 24, 1990. The limitations on the electrical operating procedures and restricted operation of the automatic landing system required by paragraph A. of this AD may be removed from the AFM when the modified Westinghouse BCU is installed. \n\n\tC.\tAn alternate means of compliance and adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. \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 requirement 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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Business Unit Manager, Technical Publications, C1-HCW (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment supersedes Amendment 39-6496, AD 90-03-17. \n\n\tThis amendment(39-7037, AD 91-13-06) becomes effective on July 15, 1991.
67-05-03: 67-05-03 MCDONNELL DOUGLAS: Amend. 39-347 as amended by amendment 39-1160. Applies to Model DC-8 Series (except DC-8-61) and DC-8F Series Airplanes as Indicated Herein. \n\n\tCompliance required as indicated. \n\n\tNumerous reports have been received concerning cracks in the inboard and outboard pylons and pylon stub wing structure. These cracks have been found in the skins, bulkheads, and spar caps. The cracks have varied in length, and in some cases, the parts have cracked completely through. To prevent further failure of this nature, accomplish the following, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\t(a)\tFor all inboard and outboard pylons that have accumulated a total of 6,000 or more hours' time in service at the effective date of this AD, unless already accomplished within the last 2,000 hours' time in service, and for all inboard and outboard pylons accumulating a total of 6,000 hours' time in service after the effective date of this AD, within the next 1,000 hours' time in service, conduct a visual inspection as follows: \n\n\t\t(1)\tInspect outboard pylons in the area of the pylon stub wing lower skin and doubler for cracks in the cutout for the leading edge lower slot door on airplanes with Serial Numbers 45256-45272, 45274-45277, 45282, 45284-45289, 45292-45300, 45304-45306, 45376=45382, 45384-45390, 45392, 45393, 45408-45413, 45418, 45419, 45421, 45425-45427, 45429-45431, 45433-45437, 45445, 45565-45567, 45569, 45570, 45596, 45597, 45602, 45603, 45605, 45606, 45609-45612, 45626, 45627, 45638, 45645, 45646, 45649, 45650, 45672, 45673, 45687-45690, 45806-45808, 45815, 45877. Refer to Service Sketch No. 754 of Douglas Engineering Service Letter C1-78-2016/DBA, October 18, 1966, or later revisions for location of the cracks. If no cracks are found during this inspection, repeat the inspection at intervals not to exceed 3,000 hours' time in service from the date of the last inspection. If cracks arefound during this inspection or any reinspection, the defective parts must be replaced before further flight with uncracked parts, or parts reworked in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. When a rework is accomplished, or a replacement part is installed that is specifically intended as a redesign to prevent further cracking of these areas and approved as such, the repetitive inspection requirements may be discontinued. \n\n\t\t(2)\tInspect at Station YOP 229 the outboard pylon inboard skin in the vicinity of the slot leading edge on airplanes with Serial Numbers 45252-45272, 45274-45283, 45289, 45291-45300, 45304-45306, 45376-45382, 45384-45393, 45418, 45419, 45421-45427, 45429-45431, 45433-45437, 45442-45445, 45565-45567, 45569, 45570, 45588-45597, 45602, 45603, 45605, 45609-45612, 45626, 45627, 45638, 45645, 45646, 45649, 45650. If no cracks are found during this inspection, repeat the inspection at intervals not to exceed 3,000 hours' time in service from the date of the last inspection. Parts found cracked during the inspection or any reinspection must be reworked before further flight in accordance with Douglas Service Bulletins Nos. 54-30, Kits J and K, dated November 27, 1962, 54-31, Kits L and M dated November 30, 1962, or 54-32, Kits J and K, dated December 28, 1962, or later FAA-approved revisions, whichever is applicable to the serial number of the airplanes listed therein. After rework in accordance with this AD, the repetitive inspection requirement may be discontinued. \n\n\t\t(3)\tInspect at YOP Station 252 to YOP Station 262 the aft inboard flex panel on the outboard pylons on airplanes with Serial Numbers 45252-45263, 45274-45276, 45278-45283, 45289, 45291-45297, 45376-45379, 45384-45387, 45391, 45392, 45416, 45418, 45419, 45422-45427, 45429, 45442-45445, 45567, 45569, 45588-45595, 45598-45600, 45602, 45603. If no cracks are found during this inspection, repeat the inspection at intervals not to exceed 3,000 hours' time in service from the date of the last inspection. Parts found cracked during the inspection or any reinspection must be repaired in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region, before further flight or replaced before further flight in accordance with Douglas Service Bulletins Nos. 54-10 Kit F, dated August 17, 1960, 54-14, Kit B, dated November 3, 1960, or later FAA approved revisions, whichever is applicable to the serial number of the airplane listed therein. After repair or replacement in accordance with this AD, the repetitive inspection requirement may be discontinued. \n\n\t\t(4)\tInspect the inboard side of the inboard pylon in the area of the D-duct spar angle and the pylon side skin on airplanes with Serial Numbers 45253-45272, 45274-45283, 45289, 45291-45300, 45304-45306, 45376-45382, 45384-45393, 45418, 45419, 45421-45427, 45429-45431, 45433-45437, 45442-45445, 45565-45567, 45569, 45570, 45588-45597, 45602, 45603, 45605,45606, 45609-45612, 45626, 45627, 45638. Refer to Service Sketch No. 756, Douglas Service Engineering Letter C1-78-2106/DBA, October 18, 1966, or later revisions for location of cracks. If no cracks are found during this inspection, repeat the inspection at intervals not to exceed 3,000 hours' time in service from the date of the last inspection. Parts found cracked during this inspection or any reinspection, must be replaced before further flight with uncracked parts or parts reworked in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. When a rework is accomplished, or a replacement part is installed that is specifically intended as a redesign to prevent further cracking of these areas, and approved as such, the repetitive inspections required may be discontinued. \n\n\t(b)\tOn all airplanes having Serial Numbers 45252-45272, 45274-45289, 45291-45306, 45376-45393, 45408-45413, 45416-45427, 45429-45431, 45433-45437, 45442-45445, 45526, 45565-45570, 45588-45614, 45616-45630, 45632-45638, 45640-45651, 45653, 45655-45663, 45665-45673, 45676, 45684, conduct an inspection for cracks on all upper inboard and outboard spar caps of the outboard pylons in the area between Sta. YOP 214 and Sta. YOP 255, and repair or replace if necessary as follows: \n\n\t\t(1)\tUnless already accomplished within the last 475 hours' time in service within the next 25 hours' time in service after the effective date of this AD, visually inspect the outboard pylons that have accumulated a total of 8,000 hours' time in service as of the effective date of this AD; or \n\n\t\t(2)\tFor outboard pylons that have not accumulated a total of 8,000 hours' time in service as of the effective date of this AD, visually inspect them within 25 hours' time in service after 8,000 hours' time in service is reached. \n\n\t\t(3)\tIf no cracks are found during the inspections required by paragraphs (b)(1) or (b)(2), the inspections required therein must be repeated at intervals not to exceed 500 hours' time in service from the date of the last inspection. If cracks are found during this inspection or any reinspection before further flight, replace or repair in accordance with Douglas Service Bulletins Nos. 54-33, dated March 15, 1963, 54-35, dated April 9, 1965, or later FAA-approved revisions, whichever is applicable to the affected airplane. Upon replacement or repair as provided for in this AD, the 500 hours' repetitive inspection may be discontinued. \n\n\t\t(4)\tThe inspections required in Paragraph (b)(1) and (b)(2) do not apply to airplanes modified in accordance with McDonnell Douglas Service Bulletin Nos. 54-33, dated March 15, 1963; 54-35, dated April 9, 1965; or later FAA-approved revisions. Each service bulletin contains the airplane serial numbers to which it is applicable. \n\n\tHowever, all airplanes modified in accordance with S.B. Nos. 54-33 or 54-35 must be reinspected per Paragraph (b) above within the next 1500 hours' time in service after the effective date of this AD amendment, unless already accomplished within the last 1500 hours' time in service, and thereafter at intervals not to exceed 3000 hours' time in service. Upon installation of an improved spar kit per McDonnell Douglas S.B. 54-57, Revision 1, dated December 9, 1969, or later FAA approved revision, these repetitive inspections may be discontinued. \n\n\t(c)\tOn all airplanes with Serial Number 45252-45272, 45274-45289, 45291-45306, 45376-45393, 45408-45413, 45416-45427, 45429-45431, 45433-45437, 45442-45445, 45526, 45565-45570, 45588-45614, 45616-45630, 45632-45638, 45640-45651, 45653, 45655-45694, 45750, 45752-45760, 45762-45769, 45800, 45809, 45814-45821, 45824, 45850-45862, 45877-45882, 45886, 45916, conduct an inspection on the cant bulkhead fittings in all outboard pylons, and on the cant bulkhead fittings in all inboard pylons for the referenced serial numbers, with the addition of Serial Number 45883, in the area shown on Service Sketch No. 669, Douglas Engineering Service Letter C1-78-2016/DBA, October 18, 1966, or later FAA-approved revision, and rework or replace, if necessary, as follows - \n\n\t\t(1)\tUnless already accomplished within the last 2,000 hours' time in service, within the next 1,000 hours' time in service after the effective date of this AD, visually inspect the inboard and outboard pylons that have accumulated 10,000 or more hours' time in service as of the effective date of this AD; or \n\n\t\t(2)\tFor those inboard and outboard pylons referenced in paragraph (c) that have not accumulated a total of 10,000 hours' time in service as of the effective date of this AD, visually inspect them within 1,000 hours' time in service after 10,000 hours' time in service is reached. \n\n\t\t(3)\tIf no cracks are found during the inspection required by paragraphs (c)(1) and (2), repeat the inspection at intervals not to exceed 3,000 hours' time in service from the date of the last inspection. If cracks are found during inspection or reinspectionbefore further flight, replace the defective parts with uncracked parts, or rework in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. When a rework is accomplished, or a replacement part is installed that is specifically intended to prevent further cracking of the structure and is approved as such, the repetitive inspection requirement may be discontinued. \n\n\t(d)\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 substantiating data to justify the increase for the operator. \n\n\t(Douglas Service Engineering Letter C1-78-2016/DBA dated October 18, 1966, or later revisions, covers this subject.) \n\n\tAmendment 39-347 effective February 4, 1967. \n\n\tThis Amendment 39-1160 becomes effectiveApril 4, 1971.
82-04-02: 82-04-02 MCDONNELL DOUGLAS: Amendment 39-4317. Applies to all McDonnell Douglas Model DC-9 and C-9 series airplanes, certificated in all categories with rudder pedal arm P/N 3616012 installed with more than 13,500 hours time in service. (Note: Time in service on the rudder pedal arm may be used, if the operator has records to substantiate it.) Compliance required as prescribed herein. To detect fatigue cracking and possible structural failure of the rudder pedal arms, P/N 3616012, accomplish the following, unless already accomplished: \n\n\tA.\tWithin the next 2,000 landings or six months after the effective date of this AD, whichever occurs first, perform ultrasonic and dye penetrant inspections on rudder pedal arm assemblies, P/N 3616012, as outlined in Service Sketch 3251 and Accomplishment Instructions of McDonnell Douglas DC-9 Service Bulletin 27-209 dated May 29, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tB.\tIf no cracks are found, replace the rudder pedal arms with new P/N 3953505 aluminum rudder pedal arm assemblies or retain the 3616012 parts and repeat ultrasonic and dye penetrant inspections at intervals not to exceed 4,000 landings or one year, whichever occurs first. Replacement with aluminum rudder pedal arm assemblies constitutes terminating action for this AD. \n\n\tC.\tIf cracks are found, prior to further flight replace the rudder pedal arms with: \n\n\t\t1.\tNew P/N 3953505 aluminum rudder pedal arm assemblies and thereby terminate the repetitive inspection requirements of this AD, or \n\n\t\t2.\tReplace with new P/N 3616012 magnesium rudder pedal arm assemblies, and repeat inspections specified in paragraph B above. \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\tE.\tFor the 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 number of hours time in service by the operator's fleet average time from takeoff to landing. \n\n\tF.\tUpon the request of an operator, an FAA Maintenance Inspector, subject to prior approval by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region, may adjust the inspection times 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\tG.\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).All persons affected by this proposal 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). These documents also may be examined at the FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108, or 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tThis airworthiness directive becomes effective March 21, 1982.
80-09-05: 80-09-05 BOEING: Amendment 39-3760. Applies to all 737-100 and -200 series airplanes certificated at takeoff weights in excess of 97,800 pounds and containing the horizontal stabilizer trim actuator P/N 10-61326-4 or P/N 10-61326-5. \n\n\tNOTE: The 737 airplanes from line 482 and on were delivered with horizontal stabilizer trim actuator P/N 10-61326-6. This AD will apply to those 737 airplanes line number 482 and on if P/N 10-61326-4 or -5 have been exchanged for P/N 10-61326-6.\n \n\tCompliance is required as follows: To assure sufficient horizontal stabilizer trim capability, accomplish either A, B or C below within the next six (6) months after the effective date of this AD, unless already accomplished. \n\n\tA.\tFor horizontal stabilizer trim actuators having the P/N 10-61326-4 or P/N 10-61326- 5, test the actuator stall torque in accordance with Boeing Service Bulletin No. 737-27-1101, dated February 1, 1980. The actuators found to have less than 350 inch pounds of torque must be replaced with a serviceable actuator P/N 10-61326-4, -5, or -6. Thereafter, for the actuators P/N 10-61326-4 and -5, conduct repetitive torque test per the "Actual Stall Torque/Maximum Test Interval" chart, Figure 2, of that service bulletin at intervals not to exceed the maximum test intervals (hours) indicated by the curve on the chart. \n\n\tB.\tReplace the horizontal stabilizer trim actuator, Boeing P/N 10-61326-4 or -5 with stabilizer trim actuator, Boeing P/N 10-63126-6 in accordance with Boeing Service Bulletin No. 737-27-1101, dated February 1, 1980. Replacing the stabilizer trim actuator, Boeing P/N 10- 61326-4 or -5, with Boeing P/N 10-61326-6 is the terminating requirement for this AD. \n\n\tC.\tPerform an equivalent inspection and/or installation approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereofpursuant 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 Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment supersedes AD 70-25-10.\n \n\tThis amendment becomes effective May 6, 1980.
75-13-03: 75-13-03 MCDONNELL DOUGLAS: Amendment 39-2240. Applies to all Douglas Model DC-10-10, -10F, -30, -30F, and -40 series airplanes, certificated in all categories. \n\n\tTo insure positive engagement of the passenger door downlock, accomplish the following on all passenger doors except the Type I (most forward left and right) doors on fuselage numbers one through 92. \n\n\tCompliance required as indicated. \n\n\tUnless already accomplished, within the next 48 hours (elapsed time) after the effective date of this AD on Douglas fuselage numbers one through 104, and within the next 120 hours (elapsed time) after the effective date of this AD on Douglas fuselage numbers 105 and subsequent. \n\n\t(a)\tFunctionally operate all doors to insure that the downlocks are properly engaged in accordance with Douglas Alert Service Bulletin No. A52-145, dated May 16, 1975, or later FAA-approved revisions. \n\n\t(b)\tIf doors do not open, no further action is required, provided normal door operation is satisfactory. \n\n\t(c)\tIf the downlock does not prevent the door from opening, accomplish one or more of the following in accordance with Douglas Alert Service Bulletin A52-145, dated May 16, 1975, or later FAA-approved revisions. \n\n\t\t(1)\tCheck the rigging of the load feel cam, up/down lock cam, and downlock pawl roller, adjust as required, and repeat the functional test specified in paragraph (a), above. \n\n\t\t(2)\tReplace the downlock pawl roller, and repeat the functional test specified in paragraph (a), above. \n\n\t\t(3)\tReplace the up/down lock cam with one of the following cams, and repeat the functional test specified in paragraph (a), above. \n\n\t\t\t(i)\tAn investment cast cam (cadmium plate, dull chrome in appearance). \n\n\t\t\t(ii)\tA machined cam (gunmetal, dull gray in appearance) that has been reinspected and verified to be within drawing tolerances. The cam must be marked with a yellow dot (approximately 3/8" diameter) to indicate that it was satisfactorily reinspected. \n\n\t\t\t(iii)\tA machined cam that has been reworked in accordance with Douglas Engineering Order No. ABA8570, and Change A. \n\n\t\t(4)\tUpon completion of the rerigging or modifications described in paragraph (c)(1), (c)(2), and (c)(3), above, perform a check of the door to insure normal operation. \n\n\t(d)\tEquivalent inspections and installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiating data. \n\n\tAirplanes may be flown to a base for performance of maintenance required by this AD, per FAR's 21.197 and 21.199, provided that, with respect to the doors identified as in need of maintenance, the slides or slide/rafts will be either removed or deactivated. \n\n\tThis supersedes the telegraphic AD adopted May 16, 1975. \n\n\tThis amendment becomes effective June 23, 1975.
93-17-06: 93-17-06 BOEING: Amendment 39-8677. Docket 93-NM-24-AD. Supersedes AD 92-16-09, Amendment 39-8318. \n\n\tApplicability: Model 747 series airplanes; line positions 202 through 886 inclusive, equipped with General Electric CF6-45/50 series engines; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent the loss of engine thrust control, accomplish the following: \n\n\t(a)\tFor those airplanes on which the new bracket assembly has not previously been installed in accordance with Boeing Alert Service Bulletin 747-76A2083, dated December 18, 1991, or Revision 1, dated May 28, 1992, accomplish the following: \n\n\t\t(1)\tPrior to or upon the accumulation of 9,000 total flight hours on the airplane, or within 600 flight hours after September 28, 1992 (the effective date of AD 92-16-09, Amendment 39-8318), whichever occurs later, perform a visual inspection of the number 1 strut idler pulley support bracket assembly to detect cracks; and inspect all associated fasteners for proper tightness; in accordance with Boeing Alert Service Bulletin 747-76A2083, dated December 18, 1991; Revision 1, dated May 28, 1992; or Boeing Service Bulletin 747-76A2083, Revision 2, dated February 25, 1993. \n\n\t\t\t(i)\tIf no crack is found in the bracket assembly, return the airplane to service and repeat the inspections required by paragraph (a) of this AD at intervals not to exceed 600 flight hours. \n\n\t\t\t(ii)\tIf only one crack is found in the bracket assembly and its length is two inches or less, prior to further flight, accomplish the procedures specified in either paragraph (a)(1)(ii)(A) or (a)(1)(ii)(B) of this AD: \n\n\t\t\t\t(A)\tAccomplish the interim repair described in Paragraph E. of the Accomplishment Instructions of Boeing Alert Service Bulletin 747-76A2083, Revision 1, dated May 28, 1992. Thereafter, repeat the inspections described in paragraph (a) of this AD at intervals not to exceed 100 flight hours. Within 750 flighthours after installation of the interim repair, replace the bracket assembly in accordance with Boeing Service Bulletin 747-76A2083, Revision 2, dated February 25, 1993. Replacement of the bracket assembly constitutes terminating action for the repetitive inspections required by this paragraph. \n\n\t\t\t\t(B)\tReplace the bracket assembly in accordance with Boeing Service Bulletin 747-76A2083, Revision 2, dated February 25, 1993. \n\n\t\t\t(iii)\tIf cracks are found in the bracket assembly, or if only one crack is found and its length exceeds two inches, prior to further flight, replace the bracket assembly in accordance with Boeing Service Bulletin 747-76A2083, Revision 2, dated February 25, 1993. \n\n\t\t\t(iv)\tIf any fastener is found to be loose, prior to further flight, tighten fastener to within specified torque limits, in accordance with Boeing Alert Service Bulletin 747-76A2083, dated December 18, 1991; Revision 1, dated May 28, 1992; or Boeing Service Bulletin 747-76A2083, Revision 2,dated February 25, 1993. \n\n\t\t(2)\tExcept as provided by paragraph (a)(1)(ii)(A) of this AD, within 12 months after the effective date of this AD, replace the bracket assembly, in accordance with Boeing Service Bulletin 747-76A2083, Revision 2, dated February 25, 1993. Replacement of the bracket assembly constitutes terminating action for the inspection requirements of this AD.\n \n\t(b)\tFor those airplanes on which the new bracket assembly has previously been installed in accordance with Boeing Alert Service Bulletin 747-76A2083, dated December 18, 1991, or Revision 1, dated May 28, 1992, accomplish the following: \n\n\t\t(1)\tWithin 30 days after the effective date of this AD, conduct a visual inspection of the strut web to detect cracking in the area of the pulley bracket, in accordance with Boeing Service Bulletin 747-76A2083, Revision 2, dated February 25, 1993. Conduct repetitive visual inspections in accordance with either paragraph (b)(1)(i), (b)(1)(ii), or (b)(1)(iii), as applicable. \n\n\t\t\t(i)\tIf the bracket assembly had been installed within the last 90 days prior to the effective date of this AD, repeat the visual inspection at the times specified in paragraphs (b)(1)(i)(A), (b)(1)(i)(B), and (b)(1)(i)(C). \n\n\t\t\t\t(A)\tWithin 90 days after accomplishing the initial visual inspection required by paragraph (b) of this AD; and \n\n\t\t\t\t(B)\tWithin 180 days after accomplishing the initial visual inspection required by paragraph (b) of this AD; and \n\n\t\t\t\t(C)\tWithin 360 days after accomplishing the initial visual inspection required by paragraph (b) of this AD. \n\n\t\t\t(ii)\tIf the bracket assembly had been installed within the last 91 through 180 days prior to the effective date of this AD, repeat the visual inspection at the times specified in paragraphs (b)(1)(ii)(A) and (b)(1)(ii)(B). \n\n\t\t\t\t(A)\tWithin 90 days after accomplishing the initial visual inspection required by paragraph (b) of this AD; and \n\n\t\t\t\t(B)\tWithin 270 days after accomplishing the initialvisual inspection required by paragraph (b) of this AD. \n\n\t\t\t(iii)\tIf the bracket assembly had been installed within the last 181 through 360 days prior to the effective date of this AD, repeat the visual inspection within 180 days after accomplishing the initial visual inspection.\n \n\t\t(2)\tIf no crack is detected within 360 days after accomplishing the initial visual inspection required by paragraph (b)(1) of this AD, no further action is required. \n\n\t\t(3)\tIf any crack is detected during any of the visual inspections required by paragraph (b) of this AD, prior to further flight, stop drill the crack and install a doubler over the affected area, in accordance with the Boeing 747 Structural Repair Manual, Section 51-40-02. \n\n\t(c)\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(d)\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(e)\tThe replacement shall be done in accordance with Boeing Service Bulletin 747-76A2083, Revision 2, 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. The inspections and tightening shall be done in accordance with Boeing Alert Service Bulletin 747-76A2083, dated December 18, 1991; and Boeing Alert Service Bulletin 747- 76A2083, Revision 1, dated May 28, 1992. The repair shall be done inaccordance with Boeing Alert Service Bulletin 747-76A2083, Revision 1, dated May 28, 1992. The incorporation by reference of these documents was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of September 28, 1992 (57 FR 38251, August 24, 1992). 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(f)\tThis amendment becomes effective on September 30, 1993.
2010-10-05: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Model 747 airplanes. That AD currently requires repetitive inspections to detect cracking in certain fuselage skin lap joints, and repair if necessary. This new AD expands the inspection area in the existing AD, adds a modification of certain lap joints, and adds certain post-repair inspections of the lap joints. Accomplishing the modification ends the repetitive inspections required by the existing AD for the length of lap joint that is modified. This AD results from a structural review of affected skin lap joints for widespread fatigue damage. We are issuing this AD to prevent fatigue cracking in certain lap joints, which could result in rapid depressurization of the airplane.
88-11-04: 88-11-04 BOEING: Amendment 39-5909. Applies to Model 737 series airplanes, as listed in Boeing Alert Service Bulletin 737-57A1081, Revision 10, dated July 16, 1987, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo ensure structural integrity of the wing front spar upper chord structure, accomplish the following: \n\n\tA.\tWithin 100 flight hours after the effective date of this AD, unless previously accomplished within the last 900 flight hours, visually inspect for cracks the forward side of the wing front spar upper chord from front spar station (FSS) 90 to FSS 225, both left and right sides, in accordance with Boeing Alert Service Bulletin 737-57A1081, Revision 10, dated July 16, 1987. Repeat these inspections at intervals not to exceed 1,000 flight hours. \n\n\tB.\tAlternate means of compliance for paragraph A., above, only for airplanes which have been inspected in accordance with AD 74-01-01 and on which the spar chord segment, left FSS 108 to FSS 198 and/or right FSS 108 to FSS 198, was found to be free of cracks at the last inspection: Visually inspect that chord or chords for cracks in the forward side of the wing from FSS 90 to FSS 225, in accordance with Boeing Alert Service Bulletin 737-57A1081, Revision 10, dated July 16, 1987, within 900 flight hours from the last inspection, or within 100 flight hours after the effective date of this AD, whichever occurs later. Repeat these inspections at intervals not to exceed 1,000 flight hours. \n\n\tC.\tApply organic corrosion inhibitor after each inspection required by paragraph A. or B., above, in accordance with Boeing Alert Service Bulletin 737-57A1081, Revision 10, dated July 16, 1987. \n\n\tD.\tIf cracks are found as a result of the inspections required by paragraph A. or B., above, accomplish the following: \n\n\t\t1.\tIf cracks less than two inches in length are found, stop drill prior to further flight, in accordance with Boeing Alert Service Bulletin 737-57A1081, Revision 10, dated July 16, 1987. Thereafter, reinspect daily, using eddy current or dye penetrant inspection methods. If crack growth is observed, or prior to the accumulation of 400 hours time-in-service after stop drilling, whichever occurs first, repair in accordance with Boeing Alert Service Bulletin 737-57A1081, Revision 10, dated July 16, 1987. After repair, continue to inspect in accordance with paragraph A., above. \n\n\t\t2.\tIf cracks are equal to or greater than two inches in length, repair prior to further flight, in accordance with Boeing Service Bulletin 737-57A1081, Revision 10, dated July 16, 1987. After repair, continue to inspect in accordance with paragraph A., above. \n\n\tE.\tInstallation of new and improved upper chord segment in accordance with Boeing Service Bulletin 737-57-1081, Revision 7, dated March 21, 1980, is considered terminating action for the repetitive inspections required by this AD for the structure replaced. However the repetitive inspections required by paragraph A., B., or D., above, as applicable, must continue for the structure not replaced. \n\n\tF.\tAn alternate means of compliance or adjustment of the compliance time, which provide 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\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\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 Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment 39-5909 supersedes AD 74-01-01, Amendment 39-2799; and AD 87-05-52, Amendment 39-5627. \n\n\tThis amendment 39-5909 becomes effective June 13, 1988.
78-01-13: 78-01-13 MCCAULEY PROPELLERS: Amendment 39-3120. Applies to the Model D2AF34C305 propellers installed on the rear engine of certain Cessna T337G aircraft (having Serial Numbers P337-0001 through P337-0193), and Cessna FT337GP aircraft (having Serial Numbers FP33700001 through FP33700013).\n \n\tCompliance required as indicated, unless already accomplished.\n \n\tTo detect propeller hub cracks and prevent possible failures, accomplish the following:\n \n\t(a)\tPropellers with less than 490 hours time in service, as of the effective date of this AD, inspect in accordance with paragraph (c) within 500 hours total time in service and reinspect every 50 hours from the last inspection in accordance with paragraph (c).\n \n\t(b)\tPropellers with 500 or more hours in service, or whose total time in service is unknown, as of the effective date of this airworthiness directive inspect in accordance with paragraph (c) within the next 10 hours time in service and reinspect every 50 hours from the last inspection in accordance with paragraph (c).\n \n\t(c)\tThe following inspection(s), (1) or (2) as applicable, should be made by a Federal Aviation Administration certificated A & P Mechanic, or an appropriately rated certificated repair station: \n\n\t\t(1)\tVisually inspect hub extension exterior surface for cracks with a 10X (power) glass between the spinner bulkhead and engine flange. Refer to notes and sketch which follow. Removal of the cowl or propeller spinner is not necessary for this inspection. Replace before further flight any cracked hub with an airworthy hub.\n \n\t\t(2)\tIn the event that the propeller is removed from the engine, remove the 'O' ring from the hub and clean. Inspect the interior and exterior surfaces for cracks within the first inch and a half from the engine mounting flange by dye penetrant method. Refer to notes and sketch which follow. Replace before further flight any cracked hub with an airworthy hub. \n\n\tNOTES:\t(i)\tExcessive paint overspray from theexterior painting of aircraft may be present in this area and must be removed prior to inspection. \n\t\t\t(ii)\tIf a new hub is installed, inspection requirements will again return to the start of the 500 hour inspection requirement then followed by the 50 hour inspection requirement. \n\n\n\t\n\t(McCauley Service Bulletin No. 128-A and Cessna Service Letter ME77-21, or later Federal Aviation Administration approved revisions, also pertain to this subject.)\n \n\tThe manufacturer's specifications and procedures identified in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by the directive who have not already received these documents from the manufacturer, may obtain copies upon request to McCauley Accessory Division, Cessna Aircraft Company, Box 7, Roosevelt Station, Dayton, Ohio 45417. These documents may also be examined at the Great Lakes Regional Office, 2300 East Devon Avenue, Des Plaines, Illinois 60018, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this airworthiness directive which includes incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and the Great Lakes Region.\n\n\tThis amendment becomes effective: January 16, 1978.