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83-25-02: 83-25-02 HILLER AVIATION: Amendment 39-4784. Applies to Models UH-12D, UH-12E, UH12E 4 Place, H-23F, and OH-23G series helicopters equipped with main rotor blades P/N 53200-03, serial numbers 038 through 286, certificated in any category. Hiller Model UH-12 series helicopters converted to turbine power by STC SH177WE or SK178WE are affected by this AD. Compliance is required as indicated (unless already accomplished). To prevent possible main rotor blade failure due to the delamination of the main rotor blade root doublers or skin bond separation, accomplish the following: (a) Prior to further flight after the effective date of this AD, and prior to each subsequent flight, visually check the main rotor blade root doubler area for evidence of delamination. This check includes all doublers on the leading edge and trailing edge surfaces, upper and lower, from the fork attachment plate to the tip of the outboard doubler. Delamination will be evidenced by a lifting of the doubler edges and/or cracks in the painted surface. (b) If the check indicates delamination, prior to further flight, replace the blade with a like serviceable part or consult the Manager, Western Aircraft Certification Office, for instructions and disposition of the blade. Descriptive data regarding the extent of the delamination must be made available to the FAA. (c) The check required by paragraph (a) of this AD may be performed by the pilot, provided his logbook is endorsed by a properly rated mechanic stating that the pilot has been trained to conduct the check. (d) Within the next 50 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 50 hours time in service from the last inspection, inspect the main rotor blade root doubler area for evidence of delamination in accordance with paragraph 2.B of Hiller Aviation Service Letter 51-3A, Revision 1, dated October 17, 1983, or an equivalent as noted in paragraph (i).If delamination is found, comply with paragraph (b). (e) Within the next 100 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours time in service from the last inspection, inspect main rotor blades for evidence of skin bond separation in accordance with paragraph 2.A of Hiller Aviation Service Bulletin UH-12-51-7, Revision 1, dated October 3, 1983, or an equivalent as noted in paragraph (i). NOTE: The main rotor blade bond separation occurred on the blade tip leading edge and extended a distance of approximately 2 feet. (f) If the main rotor blade inspection indicates skin bond separation, prior to further flight, replace blade with a like serviceable part or consult the Manager, Western Aircraft Certification Office, for instructions and disposition of the blade. Descriptive data regarding the extent of the skin bond separation must be made available to the FAA. (g) Mark all rejected blades "UNAIRWORTHY"on the blade upper and lower surface at the approximate mid span with lettering at least 2 inches high, and using a metal stamp, impress "UNAIRWORTHY" on the data plate. (h) All checks and inspections are to be recorded in aircraft maintenance records. (i) Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009. This supersedes Amendment 39-3897 (45 FR 56331), as amended by Amendment 39- 3935 (45 FR 65997), AD 80-18-01 R1. This amendment becomes effective December 29, 1983.
2017-09-07: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Deutschland GmbH (Airbus Helicopters) Model MBB-BK117 C-2 helicopters. This AD requires inspecting the pilot collective wiring harness and was prompted by a report that the heat-shrinkable sleeve prevented the twist grip on the collective from being fully engaged during a flight test. The actions of this AD are intended to prevent an unsafe condition on these products.
2017-08-11: We are superseding airworthiness directive (AD) 2012-04-01 for all Rolls-Royce plc (RR) RB211-Trent 800 model turbofan engines. AD 2012-04-01 required removal from service of certain critical engine rotating parts based on reduced life limits. This AD makes additional revisions to the life limits of certain critical engine rotating parts. This AD was prompted by RR further revising the life limits of certain critical engine rotating parts. We are issuing this AD to correct the unsafe condition on these products.
96-13-13: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that currently requires certain maximum brake wear limits to be incorporated into the FAA-approved maintenance inspection program. That AD also currently requires that the Airplane Flight Manual (AFM) be revised to include certain procedures concerning operations in the event of a rejected takeoff (RTO). This amendment requires the incorporation of new maximum brake wear limits for additional brake units into the FAA-approved maintenance program. This action also deletes the previous requirement for the AFM revision. This amendment is prompted by the determination of the maximum allowable brake wear limits for additional brake unit part numbers. The actions specified by the AD are intended to prevent the loss of brake effectiveness during a high energy RTO.
79-05-05: 79-05-05 LOCKHEED-GEORGIA COMPANY: Amendment 39-3427 as amended by Amendment 39-3641. Applies to Model 382 series aircraft certificated in all categories, S/N 3946 and 4101 through 4655, which have not incorporated Lockheed Service Bulletin 382-76-4. Compliance is required as indicated, unless otherwise accomplished: (a) For throttle cables with 3000 hours or more time in service, accomplish the following: (1) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the past 1800 hours' time in service, perform an inspection and replace, as necessary, the throttle cables located at FS-245 (upper and lower) and at the engine horse collar in accordance with Lockheed Maintenance Manual SMP 515A, Work Card No. SP-77 dated 1/31/75. (2) If as a result of an inspection required by this AD it is found that the throttle cables are not within the criteria of paragraph (a)(1), replace cable before further flight. Cablereplacement may be made in accordance with Lockheed Maintenance Manual SMP 581, Chapter 76. (3) Repeat the above inspection and cable replacement, as necessary, at each 1800 hours' time in service after the initial inspection. An alternate compliance time must be substantiated by the operator and recommended by the assigned FAA Principal Maintenance Inspector and approved by the Chief, Engineering and Manufacturing Branch, Southern Region. (b) Lockheed Service Bulletin 382-76-4 provides for the installation of larger diameter pulleys and replacement of cables. If compliance with this Service Bulletin is shown or later FAA approved revision or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, Southern Region, the above inspections will no longer be required. (c) Special flight permits may be issued in accordance with FAR's 21.197 and 21.199 to authorize operation of an airplane to a base for the accomplishment of the modifications required by this AD. Amendment 39-3427 became effective March 12, 1979. This Amendment 39-3641 becomes effective January 2, 1980.
64-17-01: 64-17-01\tBOEING: Amdt. 766 Part 507 Federal Register July 17, 1964. Applies to Models 707 and 720 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tFailures and malfunctions occurring in the fuel dump chute limit switches of the retractable dump chute system have caused switch overheating sufficient to scorch the connecting wires. To prevent this, accomplish the following: \n\n\t(a)\tWithin 500 hours' time in service after the effective date of this AD, and thereafter at periods not to exceed 500 hours' time in service, perform a resistance check on the fuel dump chute extend limit switch, P/N's 5EN11-6B or H11-186, and on the fuel dump chute up limit switch, P/N's 2EN15-6 or H11-162. If any switch is found defective, replace before further flight. (Boeing telegraphic messages 6-7161-1-9101 and 6-7161-1-9159 sent to all operators on February 3, and March 28, 1963, respectively, cover this resistance check.) Upon compliance with paragraph (b) the provisions of this paragraph may be discontinued. \n\n\t(b)\tWithin the next 2,500 hours' time in service after August 17, 1964, replace limit switches on each fuel dump chute that do not incorporate a sealed receptacle with improved switches incorporating a sealed receptacle and replace the switch pigtail type wires with new wires and a mating sealed connector, in accordance with Boeing Service Bulletin No. 1877, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(c)\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 such operator. \n\n\t(Boeing Service Bulletin 1877 dated January 23, 1964, and Boeing telegraphic messages 6- 7161-1-9101 and 6-7161-1-9159 dated February 3, and March 28, 1963, respectively, cover this subject.)\n \n\tThis directive effective August 17, 1964. \n\n\tRevised June 25, 1966.
2005-20-06: The FAA is adopting a new airworthiness directive (AD) for all the Airbus models identified above. This AD requires modifying the electrical power supply logic for the integral lighting of the standby horizon indicator in the cockpit, accomplishing repetitive operational tests of the integral lighting logic system, and performing corrective action if necessary. This AD is prompted by a report of temporary loss of six cathode ray tube (CRT) flight displays and the integral lighting of the standby horizon indicator backlight in the cockpit during takeoff, due to failure of the normal electrical power circuit. That power circuit supplies power to both the CRTs and the standby horizon indicator backlight. We are issuing this AD to prevent loss of the integral lighting due to failure of the normal electrical power circuit, which could result in inability of the pilot to read the backup attitude information during takeoff, and possible deviation from the intended flight path.
2002-08-03: This amendment supersedes an existing airworthiness directive (AD) for Enstrom Helicopter Corporation (EHC) Model F-28, F-28A, F-28C, F-28F, 280, 280C, 280F, and 280FX helicopters. That AD currently requires determining the radius of the shaft fillet, performing certain visual and dye-penetrant inspections before further flight, and replacing certain main rotor transmissions. This amendment requires the same actions as the previous AD, adds additional main rotor gear box part numbers, and corrects various errors contained in the current AD. This amendment is prompted by a commenter who noted that two additional main rotor gear box part numbers should have been included in the AD. The actions specified by this AD are intended to prevent shaft failure and subsequent loss of control of the helicopter.
91-08-04: 91-08-04 AVIATECH INC.: Amendment 39-6925. Docket No. 90-ANE-14. Applicability: Aviatech Inc., TSO-C39a Pilot and Co-Pilot seats Model 394 series as follows: Affected Pilot and Co-Pilot seats Part Numbers (P/N), 394 (000) 01,-02, -03, -04, -05, -06, and 394-(001) -01, -02, -03, -04,-05, -06, installed on, but not limited to, Boeing of Canada, Ltd., deHavilland Division, Model DHC-8. Compliance: Required within the next 90 days after the effective date of this AD, unless already accomplished. To prevent the pilot and co-pilot shoulder harness from becoming excessively worn and frayed, which could result in failure of the shoulder harness, accomplish the following: (a) Inspect the pilot and co-pilot seats to determine if any of the above P/Ns are inscribed on the FAA - TSO-C39a tag. (b) Modify all seats with any of the above P/Ns by incorporating the Aviatech Inc. Kit No. 394-25-002, which requires installing new backrest cushion-covers and a roller-guide for the shoulder harness, in accordance with Aviatech Service Bulletin No. 2, Model 394, Revision A, dated March 1, 1990 (Paragraph 2, Accomplishment Instructions). (c) Special flight permits may be issued in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance specified in this AD may be approved by the Manager, New York Aircraft Certification Office, Engine & Propeller Directorate, Aircraft Certification Service, FAA, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. The modifications and installation procedures shall be done in accordance with the following Aviatech Service Bulletin (SB): DOCUMENT NO. PAGE NO. ISSUE/REVISION DATE Aviatech Inc. 1, 2, 4, 8, 10 Rev. A March 1, 1990 SB No. 2 3, 5, 6, 7, 9, 11 Original June 29, 1989 The 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 Aviatech Inc., 2400 Guenette Street, St. Laurent, Quebec, Canada H4R 2H2. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Room 311, Burlington, Massachusetts, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-6925, AD 91-08-04) becomes effective on May 6, 1991. AVIATECH 1
77-08-04: 77-08-04 BEECH: Amendment 39-2875. Applies to Models 58P and 58PA (Serial Numbers TJ-46 thru TJ-74, TJ-76, TJ-78 thru TJ-80, TJ-82 thru TJ-85, TJ-88 and TJ-89) and Models 58TC and 58TCA (Serial Numbers TK-7 thru TK-18, TK-20, TK-21, TK-25, TK-27, TK-30, TK-32, TK-34, TK-37 and TK-38) airplanes certified in all categories. Compliance: Required as indicated, unless already accomplished. To assure that the correct bolts are installed in the engine mount fittings, within the next 100 hours' time in service after the effective date of this AD, accomplish the following: A. Inspect, and if necessary, replace the engine mount fitting bolts in accordance with the following procedures: 1. Remove the access covers just aft of the engine firewall on the upper and lower inboard and outboard sides of both right and left engine nacelles to gain access to the engine mount fittings (four per engine). 2. Visually inspect the two attach bolts in each fitting (eight bolts for each engine) to determine that NAS bolts are installed. NAS bolts may be identified by a concave indentation on the bolt head and NAS stamped on the bolt head. 3. If NAS bolts are installed, reinstall the access covers and proceed to Paragraph A.6. below. If NAS bolts are not installed, proceed with Paragraphs A.4. thru A.6. below. 4. Using engine hoist and sling as noted in the engine removal section of the applicable Beech Maintenance Manual, lift the engine weight off of the engine mount fittings. 5. Remove any of the engine mount fitting bolts that are not NAS bolts (remove and replace one bolt at a time). Discard the bolts and self-locking nuts removed and install new NAS1104-7 or NAS1104-7M bolts using new AN960-416L washers and new MS21042-4 self-locking nuts. Torque bolts to 50 to 70 inch pounds. Reinstall access covers and proceed to Paragraph A.6. 6. Make proper entry in the aircraft maintenance records that are to be transferred with the aircraft showing compliance with this AD. B. Compliance time for this AD may be extended up to 10 hours to a maximum of 110 hours to allow compliance with this AD at previously scheduled maintenance periods. C. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. D. Beechcraft Service Instructions No. 0875-038 covers the subject matter of this AD. This amendment becomes effective May 26, 1977.
2005-20-08: The FAA is adopting a new airworthiness directive (AD) for certain Airbus transport category airplanes, identified above. This AD requires an inspection to determine if a certain lower pin (p-pin) of the retraction actuator of the main landing gear (MLG) is installed. If the affected p-pin is installed, this AD requires a one-time inspection of the p-pin for correct grease hole position and cracking; repetitive daily inspections for pin migration; and eventual replacement of all p- pins with new p-pins. For any p-pin that is cracked or shows pin migration, this AD requires immediate replacement with a new p-pin. Replacing the p-pin with one that is correctly manufactured (i.e., that has the correct grease hole position) is terminating action for the repetitive inspections. This AD results from a report that a cracked p- pin was found when the MLG was removed for overhaul. We are issuing this AD to prevent failure of the p-pin, which could result in degradation of the MLG structural integrity and possible hazardous landing.
2002-07-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-200 and -200C series airplanes, that requires repetitive inspections to find cracking of certain fuselage lap joint areas, and repair of any cracking found. This amendment also requires eventual modification of those areas, which constitutes terminating action for the repetitive inspections. This action is necessary to find and fix cracking of certain fuselage lap joint areas, which could result in rapid decompression of the airplane. This action is intended to address the identified unsafe condition.
98-06-22: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A310 series airplanes, that currently requires measurement of the force required to move the interior control handle of the emergency exit doors, and various follow-on corrective actions, if necessary. This amendment adds repetitive functional tests to measure the force necessary to move the interior control handle of the emergency exit doors; and requires adjusting an emergency exit door or replacing the bearing of the door lifting mechanism, if necessary. This amendment is prompted by reports of seizure of a bearing and increased door handle forces that were outside the limits of the required hand forces due to seizure of two teflon line bearings on the lifting shaft. The actions specified by this AD are intended to prevent impeding passenger evacuation during an emergency due to difficulty in lifting the interior control handle that is used to open the emergency exit door.
59-09-04: 59-09-04 VERTOL: Applies to all Models 44A, B, and C Helicopters. Compliance required as indicated, but no later than May 15, 1959. (1) A failure of the low velocity fan disc assembly, P/N 42P6422, has recently been experienced in a Vertol 44 helicopter. The failure originated as a crack at the blade retaining bolt hole in the disc flange forward face, progressing radially into the flange and disc radius and continuing circumferentially in the radius area for 14 to 16 inches. This portion of the fan disc, containing six fan blades, then separated from the fan and was thrown through the left-hand side of the fuselage. (2) To preclude recurrence of said failures, fan disc assemblies, P/N 42P6422, must be retired at 400 hours' time. (3) It is permissible to operate the fan to 500 hours, providing the following requirements are complied with at, or before, 400 hours' time: a. Remove spinner, P/N 42P6420. b. Visually inspect the disc flange in the blade retaining bolt hole area for evidence of cracks. c. Reassemble, adding AN 960-416 washers under the 32 nuts in place of removed spinner. (The spinner must not be reinstalled, to facilitate future inspections.) d. Inspect the above-mentioned areas for evidence of cracks every four (4) flight-hours. e. Any evidence of cracks will be cause for immediate retirement of the fan disc assembly. Fans removed from service because of cracks will be destroyed or mutilated so as to preclude the possibility of their being returned to service. (Vertol Service Department Technical Memorandum No. 1901 covers this same subject.)
96-07-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires an inspection to verify the proper position of "door open" placards on the inside of the main entrance door, and replacement with new placards appropriately positioned, if necessary. This amendment is prompted by a report that the "door open" placards on the inside of the main entrance door, as currently installed, may not be visible to passengers or flightcrew when the door handle is in the open position. The actions specified by this AD are intended to ensure that certain placards on the inside of the main entrance door are clearly visible and perform their intended function in the event of an emergency evacuation.
2017-08-06: We are adopting a new airworthiness directive (AD) for certain General Electric Company (GE) GE90 turbofan engines. This AD was prompted by a report of an engine and airplane fire. This AD requires replacing affected fuel/oil lube/servo coolers (``main fuel oil heat exchangers'') with a part eligible for installation. We are issuing this AD to correct the unsafe condition on these products.
2005-20-04: The FAA is adopting a new airworthiness directive (AD) for Teledyne Continental Motors (TCM) GTSIO-520 series reciprocating engines. This AD requires initial and repetitive visual inspections of the starter adapter assembly and crankshaft gear. This AD also requires unscheduled visual inspections of the starter adapter assembly and crankshaft gear due to a rough-running engine. This AD also requires replacement of the starter adapter shaft gear needle bearing with a certain bushing. Also, this AD requires installation of a certain TCM service kit at the next engine overhaul, or at the next starter adapter replacement, whichever occurs first. This AD results from six service difficulty reports and one fatal accident report received related to failed starter adapter assemblies. We are issuing this AD to prevent failure of the starter adapter assembly and or crankshaft gear, resulting in failure of the engine and possible forced landing.
98-06-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0070 and Mark 0100 series airplanes, that requires replacement of the operating handles of the overwing emergency exits with improved handles that have self- illumination. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to ensure that the operating handles of the overwing emergency exits are clearly visible during an emergency evacuation.
96-23-11: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Jetstream Model 4101 airplanes. This action requires a one-time test to verify if the disconnect lock of the aileron disconnect control system functions properly, and follow-on actions, if necessary. This amendment is prompted by a report that a disconnect unit of the aileron control system was found to be jammed and unserviceable. The actions specified in this AD are intended to detect and correct such jamming, which could result in reduced controllability of the airplane.
96-04-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires replacement of the relays in the forward electronics rack of the braking system of the landing gear with new relays. This amendment is prompted by reports of loss of the systems of the braking/steering control unit (BSCU) on these airplanes due to electrical overvoltage of the relays. The actions specified by this AD are intended to prevent such electrical overvoltage of the relays, which could result in the loss of the BSCU systems, and subsequent loss of the antiskid functions and nose wheel steering of the airplane.
51-09-03: 51-09-03 TAYLORCRAFT: Applies to All Series Aircraft Below Serial Number 13001 Incorporating a Pushpull Type Fuel Shutoff Control. Compliance required not later than June 1, 1951. To prevent accidental operation of the fuel shutoff valve during flight, a safety device must be installed on this control. The device is to prevent inadvertent operation of the fuel shutoff valve by requiring a definite and positive movement by the pilot before the control can be operated. Taylorcraft P/N B12-947-3 or equivalent is considered satisfactory. P/N B12-947 which was previously installed in some Taylorcraft airplanes must be replaced by this improved part. (Taylorcraft Service Bulletin No. 66 dated December 6, 1950, covers this same subject.) This supersedes AD 47-13-01.
2005-19-27: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 series airplanes. This AD requires inspecting to determine the serial numbers and flight cycles of the fuel jettison valves and removing certain valves as applicable. This AD also requires doing a one-time inspection for cracks of the remaining jettison valves and removing any cracked valves. This AD also requires modifying the diameters of the six attachment holes in the wing bottom skin panel before installing a new or serviceable jettison valve. This AD results from reports of fuel leaks in the fuel jettison system located on the wings. We are issuing this AD to prevent fuel leaks from the fuel jettison outlets, which could result in fuel vapors coming into contact with ignition sources, and consequent fire or explosion.
98-06-12: This amendment adopts a new airworthiness directive (AD) that is applicable to Eurocopter France Model AS-350B, BA, B1, B2, and D helicopters, and Model AS 355E, F, F1, F2, and N helicopters. This action requires replacing certain tailboom attachment bolts located above the cargo compartment floor. This amendment is prompted by two reports of attachment bolts strength properties not meeting design specifications during manufacture. The actions specified in this AD are intended to identify and remove the weaker bolts and to prevent the separation of the tailboom from the helicopter, and subsequent loss of control of the helicopter.
51-25-01: 51-25-01 CESSNA: Applies to All Model T-50 Aircraft. Compliance required prior to February 1, 1952, and as noted. To preclude trapping water in the horizontal stabilizer forward of the rear spar which may result in glue line deterioration between laminations, compliance with the following items is necessary: 1. Grommets must be installed sufficiently near the forward face of the rear spar and outboard edge of all ribs to drain any water which may be trapped. All grommets not so located must be relocated accordingly. Marine-type grommets are recommended at least at the inboard ribs. 2. All grommets which are plugged must be opened preferably with a sharp-edged tool and/or relocated in accordance with item 1 above. Special care should be taken to make sure that foreign matter is not allowed to build up on the inside around the drain openings. 3. Where grommets are mislocated, plugged, clogged with dirt or extraneous matter or have not been installed, the rear spar must be inspected for deterioration by cutting small triangular openings at the ribs adjacent to the fuselage and at alternate ribs outboard. If lamination separation is disclosed, a new spar should be installed or the stabilizer replaced with one having drainage provisions in accordance with item 1 above. Upon accomplishment of the above, the grommet openings should be inspected at each 100 hours thereafter to maintain proper drainage. This inspection should include insertion of a bent or curved tool through the grommet openings to ascertain that dirt or other extraneous matter has not built up around the opening to restrict drainage. Where grommets are found clogged, inspection and compliance in accordance with item 3 above should be repeated. This supersedes AD 44-26-01.
2005-19-23: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 767 series airplanes. That AD currently requires repetitive inspections to detect discrepancies of the eight aft-most fastener holes in the horizontal tangs of the midspar fitting of the strut, and corrective actions if necessary. That AD also provides an optional terminating action for the repetitive inspections. This new AD adds repetitive inspections for cracks of the closeout angle that covers the two aft-most fasteners in the lower tang of the midspar fitting, and related investigative and corrective actions if necessary. This AD also reduces the inspection interval of the upper tang of the outboard midspar fitting; and provides an optional terminating action for the repetitive inspections. This AD results from a report of a crack in a closeout angle that covers the two aft-most fasteners in the lower tang of the midspar fitting; and the discovery of a crack in the lower tang of the midspar fitting under the cracked closeout angle. We are issuing this AD to prevent fatigue cracking in the primary strut structure and reduced structural integrity of the strut, which could result in separation of the strut and engine. \n\nEFFECTIVE DATE: This AD becomes effective October 27, 2005. \n\n\tThe Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 767-54A0101, Revision 4, dated February 10, 2005, listed in the AD as of October 27, 2005. \n\n\tOn June 9, 2004 (69 FR 24947, May 5, 2004), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 767-54A0101, Revision 3, dated September 5, 2002. \n\n\tOn May 15, 2001 (66 FR 18523, April 10, 2001), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 767-54A0101, Revision 1, dated February 3, 2000.