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86-02-03: 86-02-03 BOEING: Amendment 39-5213. Applies to Boeing Model 747-300 series airplanes, as listed in Boeing Alert Service Bulletin 747-52A2198, certificated in any category. Compliance is required within 30 days after the effective date of this amendment. To ensure proper automatic slide deployment and door opening, accomplish the following, unless already accomplished: \n\n\tA.\tInspect the upper deck left and right door to verify the installation of acceptable self-locking nuts and replace defective or missing hardware, if necessary, in accordance with Boeing Alert Service Bulletin 747-52A2198 dated December 13, 1985, or later FAA-approved revisions. \n\n\tB.\tAlternate means of compliance 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\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment ofinspections and/or modifications required by this AD. \n\n\tAll persons affected by this AD who have not already received copies of the service bulletin cited herein may obtain copies upon request from the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective January 27, 1986.
90-25-14: 90-25-14 BOEING: Amendment 39-6824. Docket No. 90-NM-207-AD. \n\n\tApplicability: Model 737-300, -400, and -500 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the occurrence of fire and smoke in the passenger cabin and cockpit, accomplish the following: \n\n\tA.\tWithin the next 60 days after the effective date of this AD, visually inspect the wire bundles above the overhead ceiling panels between fuselage stations 270 and 300 for damage due to chafing or interference with ceiling panel bracketry and/or latch mechanisms. If wire damage is found, prior to further flight, repair in accordance with Boeing Standard Wiring Practices Document and add Expando PT or equivalent protective sleeving using methods specified in Boeing Service Letter 737-SL-24-58, dated August 3, 1988. \n\n\tB.\tRepeat the inspection procedure required by paragraph A. of this AD at intervals not to exceed 120 days. \n\n\tC.\tAnalternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle 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 requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington 98055-4056. \n\n\tThis amendment (39-6824, AD 90-25-14) becomes effective on December 21, 1990.
2010-04-09: 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: * * * * * [European Aviation Safety Agency (EASA)] AD 2006-0191 [which corresponds to FAA AD 2006-21-08] required the installation of new heat shield panels with drainage over the air conditioning packs in order to avoid an undetected fire in this zone following a fuel leak from the centre tank. These new heat shield panels have holes. In case of fuel leaking through these holes from the centre tank, any fuel vapour may develop into a potential source of ignition, possibly resulting in a fuel tank explosion and consequent loss of the aeroplane.*** * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2006-18-13: The FAA is adopting a new airworthiness directive (AD) for certain Gulfstream Model GV and GV-SP series airplanes. This AD requires repairing the force link assembly wire harness. This AD results from a report indicating that the wiring harness outer shield and insulation on the primary conductors may have been inadvertently cut due to an improper method used to remove the wiring outer jacket. We are issuing this AD to prevent the loss of the hardover prevention system (HOPS) in the roll axis due to a short circuit in the wiring harness, which could result in reduced controllability of the airplane.
93-05-05: 93-05-05 BOEING: Amendment 39-8510. Docket 92-NM-27-AD. Supersedes AD 88-13- 51 R1, Amendment 39-6088. \n\n\tApplicability: Model 737-300, 737-400, and 737-500 series airplanes; equipped with CFM International CFM56-3 series engines; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent engine flameout during airplane descent in moderate to severe inclement weather conditions, accomplish the following: \n\n\t(a)\tFor Model 737-300 series airplanes: Within 10 days after December 30, 1988 (the effective date of AD 88-13-51 R1, Amendment 39-6088), accomplish the procedures specified in paragraphs (a)(1), (a)(2), and (a)(3) of this AD: \n\n\t\t(1)\tRevise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) by adding the following instructions. This may be accomplished by inserting a copy of this AD into the AFM. (Where appropriate, remove the previous inserted copy of AD 88-13-51 from the AFM.) \n\n\t"OPERATION IN MODERATE TO HEAVY RAIN, HAIL, OR SLEET: \n\n\tWhen operating in or in the vicinity of (near) moderate to heavy rain, hail, or sleet, \t\taccomplish the following: \n\n\t\t\t(i)\tEngine start switches.....FLIGHT \n\n\t\t\t(ii)\tMinimum Engine N1.....45% \n\n\t\t\t(iii)\tAuto-throttle.....OFF \n\n\t\t\tNOTE: Operation in or in the vicinity of (near) moderate to heavy rain, \t\t\thail, or sleet is to be assumed if indicated by any of the following \t\t\t\tsources: weather radar, reports, or observations. \n\n\tOPERATING IN THUNDERSTORM ACTIVITY: \n\t\t\tCautionary Note \n\n\tFlight operation should be conducted so that operation within 5 miles of thunderstorm \tactivity is avoided." \n\n\t\t(2)\tFor operations in known or forecast rain, hail, or sleet, notwithstanding the Minimum Equipment List (MEL), the weather radar must be operable for dispatch. \n\n\t\t(3)\tInstall a placard (red base, white lettering) on the instrument panel in clear view of the flight crew and in close proximity of the engines' N1 indication gauges, that reads as follows: \n\n\t\t\t"Maintain At Least 45% N1 When Operating In Or Near Moderate To \t\t\tHeavy Rain, Hail, Or Sleet." \n\n\t(b)\tFor Model 737-300 series airplanes: Within the next 48 months after the effective date of this AD, accomplish the engine modification described in Boeing Service Bulletin 737-77-1031, Revision 1, dated May 14, 1992. Accomplishment of this modification constitutes terminating action for the requirements of paragraph (a) of this AD; the AFM revision, the MEL configuration requirements, and the N1 placard may be removed at that time. \n\n\t(c)\tFor Model 737-400 and 737-500 series airplanes: Within the next 48 months after the effective date of this AD, accomplish the engine modification described in Boeing Service Bulletin 737-77-1031, Revision 1, dated May 14, 1992. Upon accomplishment of this modification, the AFM limitations pertaining to "OPERATION IN MODERATE TO HEAVY RAIN, HAIL, OR SLEET" may be removed, as well as the related flightcompartment instrument panel placard, related MEL configuration requirements, and any related 45% N1 idle indication/control limitations. \n\n\t(d)\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 1: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\tNOTE 2: Alternative methods of compliance previously granted for Amendment 39- 6088, AD 88-13-51 R1, continue to be considered as acceptable alternative methods of compliance for paragraph (a) of this amendment. \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 modification shall be done in accordance with Boeing Service Bulletin 737- 77-1031, Revision 1, dated May 14, 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. 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(g)\tThis amendment becomes effective on April 29, 1993.
68-04-01: 68-04-01 HAWKER SIDDELEY: Amdt. 39-742. Applies to Model Series DH.125-1A, -1A/R-522, -1A/522, -3A, -3A/R. Compliance required as indicated, unless already accomplished. To detect fuel leakage past the fuel filter de-icing system non-return valves, P/N A.W.E. 124-25, -26, -27, and fuel or methanol leakage from the fuel filter and windshield de-icing systems, accomplish the following: (a) Immediately prior to each flight after the effective date of this AD, check for signs of fuel leakage past the non-return valves, P/N A.W.E. 124-25, -26, or -27, and inspect for fuel or methanol leakage from the fuel filter and windshield de-icing systems in accordance with Hawker Siddeley Aviation Ltd., Service Bulletin No. 28-A23, Revision 2, dated July 4, 1968, or later ARB-approved revision, or FAA-approved equivalent. (b) Within the next 7 days after the effective date of this AD and thereafter at intervals not to exceed 7 days from the last serviceability test, accomplish a serviceability test of the fuel filter and windshield de-icing systems, in accordance with Hawker Siddeley Aviation Ltd., Service Bulletin No. 28-A23, Revision 2 dated July 4, 1968, or later ARB-approved revision, or FAA-approved equivalent. However, whenever an airplane has not been operated for a period in excess of 7 days, the serviceability test required during that period may be postponed until immediately prior to the first flight after such period. (c) If unserviceable non-return valves or leaks in the de-icing systems are found during the checks, inspections, or tests required by paragraphs (a) and (b) of this AD, before further flight, replace defective parts with serviceable parts of the same or approved equivalent part numbers, and continue the checks, inspections and tests required by paragraphs (a) and (b) of this AD. (d) The pre-flight checks and serviceability tests required by paragraphs (a) and (b), respectively, of this AD may be discontinued after either (1) The fuel filter and windshield fluid de-icing systems have been inspected as specified in paragraph (e) and have revealed no evidence of corrosion for a period of at least six months, and the non-return valves P/N AWE 124-25, AWE 124-26 and AWE 124-27 have been replaced by P/N AWE 124-25A, AWE 124-36 and AWE 124-37, respectively, as specified in paragraph (e); or (2) The aluminum alloy lines and components have been replaced with corrosion resistant lines and components, and non-return valves P/N AWE 124-25, AWE 124-26 and AWE 124-27 have been replaced by P/N AWE 124-25A, AWE 124-36 and AWE 124-37, respectively, as specified in paragraph (e). (e) The inspection for corrosion, the replacement of the non-return valves, and the replacement of the aluminum alloy lines and components covered in paragraph (a), must be accomplished in accordance with Hawker Siddeley Aviation Limited, Service Bulletin No. 28- A23, Revision 2, dated July 4, 1968, or later ARB approved revision or anFAA approved equivalent. Effective February 13, 1968. Revised March 27, 1969.
59-05-03: 59-05-03 FAIRCHILD: Applies to F-27 aircraft Serial Numbers 1 through 11, 14 through 23, and 27 through 35. Compliance required as indicated. A number of malfunctions of Bendix 38E09-3B, 38E09-3C and 38E09-3D deicer shutoff and regulating valves have occurred. These malfunctions have been traced to corrosion of the pilot valve assembly. New valves Bendix P/N 38E09-4E have been designed to eliminate this malfunction, however, until new valves are available, the following must be accomplished: (1) A functional performance check of the pneumatic wing deicing system must be performed prior to each flight into known or suspected icing conditions to ascertain that the pneumatic deicing system is performing satisfactorily. (2) At next inspection period, but not to exceed 100 hours, and every 100 hours thereafter remove Bendix shut-off and regulating valves, P/N 38E09-3B, 38E09-3C and 38E09- 3D, whichever type is installed, from left and right nacelles. Remove pilot valvecap, valve assembly and push rod and inspect for corrosion. Remove any signs of corrosion and apply a light coat of DC-7 Dow-Corning Compound or equivalent to valve assembly and push rod. Reinstall valves in aircraft. (3) Not later than June 1, 1959, replace valves P/N 38E09-3B, 38E09-3C and 38E09- 3D with valve P/N 38E09-4E. When this has been accomplished, the function check and inspection covered by items (1) and (2) can be discontinued. (Fairchild F-27 Service Letter F27-93 dated January 20, 1959, and Service Bulletin 30-2 dated January 20, 1959, revision 1 dated March 5, 1959, cover this same subject.) This supersedes AD 59-3-1.
92-11-09: 92-11-09 ROCKWELL INTERNATIONAL/COLLINS AIR TRANSPORT SYSTEMS: Amendment 39-8259. Docket No. 92-CE-30-AD. \n\n\tApplicability: TPR-720 Air Traffic Control Radar Beacon System/Mode S Transponders, part numbers (P/N) 622-7878-020, and P/N 622-7878-120, installed on, but not limited to, the following aircraft (all serial numbers), certificated in any category: \n\n\t\t\tBoeing 737-300, 747, and 767 Series Airplanes \n\n\t\t\tMcDonnell Douglas DC-10 Series Airplanes \n\n\t\t\tFokker F.28 Mark 0100 Series Airplanes \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo prevent the loss of the ability to track aircraft positions by radar in high density air traffic areas that could result from transponder malfunction, accomplish the following: \n\n\t(a)\tWithin the next 6 calendar months after the effective date of this AD, accomplish either (1) or (2) below: \n\n\t\t(1)\tModify the transponder software in accordance with the instructions in Collins Service Bulletin (SB) 8, TPR-720-34-08, dated September 19, 1990. This modification converts transponder P/N 622-7878-020 and 622-7878-120 to P/N 622-7878-200 status. \n\n\tNOTE 1: Although not required by this AD, accomplishment of Collins SB 14, TPR-720-34-14, dated February 26, 1991, Revision 1, dated June 28, 1991; or Collins SB 15, TPR-720-34-15, dated February 26, 1991, Revision 1, dated June 28, 1991, is recommended after accomplishment of Collins SB 8, TPR-720-34-08. Collins SB 14, TPR-720-34-14, and SB15, TPR-720-34-15, convert transponder P/N 622-7878-200 to transponder P/N 622-7878-201 status or transponder P/N 622-7878-300 status, respectively. \n\n\t\t(2)\tModify the transponder hardware in accordance with the instructions in Collins SB C, TPR-720-34-C, dated April 28, 1992. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Mid-Continent Airport, Wichita, Kansas 67209. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. \n\n\tNOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita Aircraft Certification Office. \n\n\t(c)\tThe modification required by this AD shall be done in accordance with Collins Service Bulletin 8, TPR-720-34-08, dated September 19, 1990; or Collins Service Bulletin C, TPR-720-34-C, dated April 28, 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 Rockwell International/Collins Air Transport Division, 400 Collins Road, NE, Cedar Rapids, Iowa 52498. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW; Room 8401, Washington, DC. \n\n\t(d)\tThis amendment becomes effective on May 28, 1992.
2010-05-05: We are adopting a new airworthiness directive (AD) for the products listed above that would supersede an existing AD. 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: A review of the results of the final fuselage fatigue test identified the need for additional and revised safety-related fatigue- and environmental inspections for the fuselage. These additional tasks were introduced by Service Bulletin (SB) ATP-51-002 * * *. As it was determined that these inspections were necessary to maintain the structural integrity of the aeroplane, EASA AD 2006- 0090 [which corresponds to FAA AD 2007-15-08] was issued * * *. Since the original Issue of the SB, three revisions have been published. Revision 1 of the SB included only editorial changes. Revision 2 of the SB corrected the fuselage frame designations in Parts 50 and 50A and extended the allowable time before initial inspection. In addition, the repeat inspection interval in Part 43 of the SB was reduced. In the latest Revision 3 of the SB, the grace period for the initial inspection in Part 50 has been clarified. * * * * * The unsafe condition is fatigue cracking of certain structural elements, which could result in reduced structural integrity of the airplane and consequent rapid decompression of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
67-29-05: 67-29-05 SIKORSKY AIRCRAFT: Amdt. 39-501 Part 39 Federal Register November 1, 1967. Applies to type S61 Helicopters. Compliance required as indicated. To prevent fatigue failures of the Rotary Wing Hub Horizontal Hinge Pins, P/N S6100-23020 and P/N S6110-23320, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished, inspect the horizontal hinge pins in accordance with Sikorsky Service Bulletin No. 61B10-4 dated August 21, 1967 or later revisions approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Eastern Region. Equivalent inspections may be approved by an FAA maintenance inspector. (1) If a machining defect is found on the interior surface of the cylindrical part of the pin or on the inner surface of the part of the pin where the damper is attached (sections 1 or 3 of the pin as defined in the Sikorsky Service Bulletin) remove the hingepin from service prior to further flight. (2) If a machining defect is found on the interior surface of the tapered part of hinge pin (section 2 of the pins is defined in the Sikorsky Service Bulletin) inspect the external surface of this tapered section using a magnifying glass (2 power minimum). If a crack is found replace the hinge pin prior to further flight. (3) If a defect is found on the interior surface of the tapered part of the hinge pin (section 2 of the pin is defined in the Sikorsky Service Bulletin) and no crack is detected on the external surface of this section: (i) Perform a daily visual inspection of the external surface of section 2 using a magnifying glass (2 power minimum). If a crack is found remove the hinge pin from service before further flight. (ii) The hinge pin must be removed from service within the next 50 hours' time in service. This amendment effective October 30, 1967.