Results
95-10-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Pratt & Whitney (PW) JT8D series turbofan engines, that currently requires initial and repetitive inspections of certain front compressor fan hubs and shotpeening of the forward and aft rim to web radius. This amendment requires a reduction in the initial inspection interval for front compressor fan hubs installed in all positions of all applicable aircraft, establish a compliance end- date, and clarify the wording of the compliance requirements. This amendment is prompted by a report of a front compressor fan hub fracture installed in a Boeing 737 aircraft that resulted in the release of fan blades and portions of the hub outer rim. The actions specified by this AD are intended to prevent fracture of the front compressor fan hub, which can result in an uncontained engine failure and damage to the aircraft. DATES: Effective July 21, 1995. The incorporation by reference of certainpublications listed in the regulations is approved by the Director of the Federal Register as of July 21, 1995. ADDRESSES: The service information referenced in this AD may be obtained from Pratt & Whitney, Technical Publications Department, M/S 132-30, 400 Main Street, East Hartford, CT, 06108. This information may be examined at the Federal Aviation Administration (FAA), New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington DC. FOR FURTHER INFORMATION CONTACT: Mark A. Rumizen, Aerospace Engineer, Engine Certification Office, FAA, Engine and Propeller Directorate, 12 New England Executive Park, Burlington, MA, 01803-5299; telephone (617) 238-7137, fax (617) 238-7199. SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal Aviation Regulations (14 CFR part 39) by superseding AD 93-14-14, Amendment 39-8638 (58 FR 39644, July26, 1993) which is applicable to PW JT8D series turbofan engines, was published in the Federal Register on November 21, 1994 (59 FR 59973). That action proposed to reduce the initial inspection interval to require front compressor fan hubs installed in all positions of all applicable aircraft be inspected at the next shop visit, and to establish a compliance end date of December 31, 1999, or 6000 total part cycles (TPC) after the effective date of this AD for the initial inspection. That action also proposed to clarify the wording of paragraph (b)(4) to emphasize that the repetitive inspection is required at the next opportunity when the front compressor fan hub is accessible at the detail level in the shop only after accumulating 2500 additional cycles in service (CIS) since the last inspection. The actions would be required to be accomplished in accordance with Pratt & Whitney (PW) Alert Service Bulletin (ASB) No. A6104, Revision 3, dated June 16, 1994. Interested persons havebeen afforded an opportunity to participate in the making of this amendment. Due consideration has been given to the comments received. One commenter states that the reporting requirements of the AD be removed. The FAA does not concur. This corrective action program was based on a risk analysis that assumed a frequency of inspection relative to fleet usage. The reporting requirements of the AD allow this frequency of inspections to be monitored to ensure it is consistent with the assumptions, thereby confirming that the corrective action program is appropriate for maintaining the forecasted risk level. One commenter supports the amendment as proposed. After careful review of the available data, including the comments noted above, the FAA has determined that air safety and the public interest require the adoption of the rule as proposed. There are approximately 2165 engines of the affected design in the worldwide fleet. The FAA estimates that 1475 engines installed on aircraft of U.S. registry and 690 domestic uninstalled engines will be affected by this AD, that it will take approximately 12 work hours per engine to accomplish the required actions, and that the average labor rate is $55 per work hour. Based on these figures, the total cost impact of the AD on U.S. operators is estimated to be $1,428,900. The regulations adopted herein will not have substantial direct effects on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government. Therefore, in accordance with Executive Order 12612, it is determined that this final rule does not have sufficient federalism implications to warrant the preparation of a Federalism Assessment. For the reasons discussed above, I certify that this action (1) is not a "significant regulatory action" under Executive Order 12866; (2) is not a "significant rule" under DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); and (3) will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act. A final evaluation has been prepared for this action and it is contained in the Rules Docket. A copy of it may be obtained from the Rules Docket at the location provided under the caption "ADDRESSES." List of Subjects in 14 CFR Part 39 Air Transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. Adoption of the Amendment Accordingly, pursuant to the authority delegated to me by the Administrator, the Federal Aviation Administration amends part 39 of the Federal Aviation Regulations (14 CFR part 39) as follows: PART 39 - AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows Authority: 49 U.S.C. App. 1354(a), 1421 and 1423; 49 U.S.C. 106(g); and 14 CFR 11.89. 39.13 - [AMENDED] 2. Section 39.13 is amended byremoving Amendment 39-8638 (58 FR 39644, July 26, 1993) and by adding a new airworthiness directive, Amendment 39-9227, to read as follows:
2009-10-14: The FAA is adopting a new airworthiness directive (AD) for Hartzell Propeller Inc. steel hub turbine propellers, with any counterweight slug attachment bolts, part number (P/N) B-3386-14H, LFC manufacturing lot 224, installed. This AD requires identifying and removing all counterweight slug attachment bolts, P/N B-3386-14H, LFC manufacturing lot 224, from service and installing serviceable bolts. This AD results from two reports of failure of the bolts that attach the propeller blade counterweight slug, and separation of the counterweight slug which led to propeller vibration and damage to the propeller spinner. We are issuing this AD to prevent separation of the propeller blade counterweight slug, which could lead to injury and damage to the airplane.
94-02-01: This amendment adopts a new airworthiness directive (AD) that is applicable to Textron Lycoming Model T5508D turboshaft engines. This action requires a cyclic life reduction for the T5508D impeller, a more conservative method for determining low cycle fatigue (LCF) damage to the impeller, and a method for prorating past impeller usage, based on the new LCF counting factors. This amendment is prompted by a report of a rotorcraft accident found to have been caused by an uncontained impeller failure. A subsequent field campaign inspection of high-time impellers utilized by heavy lift operators confirmed 12 more impellers with similar distress. The actions specified in this AD are intended to prevent an impeller failure, which can result in an uncontained engine failure, inflight shutdown, or possible rotorcraft damage.
93-19-03: 93-19-03 PRATT & WHITNEY CANADA: Amendment 39-8696. Docket 93-ANE-59. Applicability: Pratt & Whitney Canada (PWC) JT15D-5A turbofan engines installed on but not limited to Cessna Model 560 (Citation V) aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent deterioration of the flow divider start valve diaphragm due to high temperature that can result in uncommanded engine shutdowns with the inability to restart the engine, accomplish the following: (a) Modify flow divider start valves, PWC Part Numbers 3037076 and 3038429, in accordance with the Accomplishment Instructions of PWC Service Bulletin (SB) No. JT15D-72-7371, dated October 14, 1992, before accumulating more than 50 hours time in service after the effective date of this AD, or prior to 40 days after the effective date of this AD, whichever occurs first. (b) No further action is required for engines that incorporate improved flow divider start valves in accordance with PWC SB No. JT15D-72-7372, Revision 1, dated November 20, 1992. (c) An 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, Engine Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the aircraft to a location where the requirements of this AD can be accomplished. (e) The modification shall be done in accordance with the following service bulletin: Document No. Pages Date PWC SB No. JT15D-72-7371 1-5 October 14, 1992 Total pages: 5 This incorporationby 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 Pratt & Whitney Canada, 1000 Marie-Victorin, Longueuil, Quebec, Canada J4G 1A1. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment supersedes priority letter AD 92-22-15, issued October 21, 1992. (g) This amendment becomes effective on October 12, 1993.
78-11-02 R1: 78-11-02 R1 BELL HELICOPTER TEXTRON, INC.: Amendment 39-3221 as amended by Amendment 39-6069. Applies to Model 206A, 206A-1, 206B, 206B-1, 206L, 206L-1, and 206L-3 helicopters certificated in any category. (Airworthiness Docket No. 76-ASW-41) Compliance is required within the next 6 calendar months after effective date of this AD, unless already accomplished. To prevent M/R blades from departing the helicopter, accomplish the following: (a) For straps with less than 550 hours' total time in service on the effective date of this AD, accomplish the following prior to attaining 600 hours' total time in service or January 1, 1979, whichever occurs first. (1) Remove each strap having the applicable part numbers, if installed, and remove associated inboard strap fittings, P/N 206-010-155-11 and -15, if installed. (2) Install straps, P/N 206-011-147-1 or -5, and inboard strap fittings, P/N 206-011-140-1, on Models 206A, 206B, 206A-1, and 206B-1 or P/N 206-011-147-3 or -7 straps on Model 206L in accordance with the applicable Model 206 Maintenance and Overhaul Instructions or in accordance with equivalent FAA approved instructions. (b) For straps with 550 hours' or more total time in service on the effective date of this AD, accomplish paragraphs (a) (1) and (a) (2) of this AD within the next 50 hours' time in service or January 1, 1979, whichever occurs first, unless already accomplished. (c) The retirement time of the tension-torsion straps, Part Numbers 206-010-105-3, 206-010-105-5, and 206-011-127-1, is reduced from 1,200 to 600 hours' time in service. These straps must be retired from service by January 1, 1989, regardless of time in service. The inboard strap fittings, P/N's 206-010-155-11 and -15, must be removed from service as noted in paragraph (a) (1) of this AD. Replacement tension-torsion straps, P/N's 206-011-147-001, -003, -005, -007, and 206-011-154-101 and -103, have a 1,200 hour time in service life or 2-year calendar life after installation, whichever occurs first. (d) An alternate method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, Fort Worth, Texas 76193-0170. This amendment amends Amendment 39-3221; AD No. 78-11-02 (43 FR 22340). This amendment, 39-6069, becomes effective December 15, 1988.
93-05-16 R1: 93-05-16 R1 MCDONNELL DOUGLAS: Amendment 39-8698. Docket 93-NM-48-AD. Revises AD 93-05-16, Amendment 39-8520 which superseded AD 91-18-03, Amendment 39-8006. \n\n\tApplicability: Model DC-9 and C-9 (Military) airplanes as listed in McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 2, dated July 14, 1992; and Model DC-9-80 series airplanes and Model MD-88 airplanes as listed in McDonnell Douglas MD-80 Alert Service Bulletin A27-317, Revision 2, dated May 22, 1992; on which the rudder power control valve has not been modified in accordance with McDonnell Douglas Service Bulletin 27-321, dated May 18, 1992, or a production equivalent; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tNOTE: This AD requires the same actions as required by AD 93-05-16, amendment 39-8520, but is applicable to additional airplanes. Operators affected by this AD who have accomplished these actions previously in accordance with AD 93-05-16 are considered to be in compliance with this revised AD. \n\n\tTo prevent loss of rudder control, accomplish the following: \n\n\t(a)\tFor airplanes listed in McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 1, dated March 9, 1992, and in McDonnell Douglas MD-80 Alert Service Bulletin A27-317, Revision 2, dated May 22, 1992; on which the retention nut on the slide assembly of the rudder power control valve has not been inspected in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-327, dated December 2, 1991, or Revision 1, dated March 9, 1992, or Revision 2, dated July 14, 1992; or McDonnell Douglas MD-80 Alert Service Bulletin A27-317, dated June 17, 1991, or Revision 1, dated January 14, 1992, or Revision 2, dated May 22, 1992: Within 90 days after April 23, 1993 (the effective date of AD 93-05-16, amendment 39-8520), inspect the retention nut on the rudder power control valve slide assembly to determine if a lockwire is installed, in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 1, dated March 9, 1992; or McDonnell Douglas MD-80 Alert Service Bulletin A27-317, Revision 2, dated May 22, 1992; as applicable. \n\n\t\t(1)\tIf a lockwire is installed, no further action is required by this AD. \n\n\t\t(2)\tIf a lockwire is not installed, prior to further flight, adjust the retention nut, install a lockwire, and functionally check the rudder power control valve in accordance with the applicable service bulletin. No further action is required by this AD. \n\n\t(b)\tFor airplanes listed in McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 2, dated July 14, 1992, and not affected by paragraph (a) of this AD: Within 90 days after the effective date of this AD, inspect the retention nut on the rudder power control valve slide assembly to determine if a lockwire is installed, in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 1, dated March 9, 1992, or Revision 2, dated July 14, 1992. \n\n\t\t(1)\tIf a lockwire is installed, no further action is required by this AD. \n\n\t\t(2)\tIf a lockwire is not installed, prior to further flight, adjust the retention nut, install a lockwire, and functionally check the rudder power control valve in accordance with the applicable service bulletin. No further action is required by this AD. \n\n\t(c)\tModification of the rudder power control valve by replacing the lockwire with a locking tab washer, in accordance with McDonnell Douglas Service Bulletin 27-321, dated May 18, 1992, or a production equivalent, constitutes terminating action for the requirements of this AD. \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, Los Angeles 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, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(f)\tThe inspection, adjustment, installation, and functional check shall be done in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 1, dated March 9, 1992; McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 2, dated July 14, 1992; or McDonnell Douglas MD-80 Alert Service Bulletin A27-317, Revision 2, dated May 22, 1992; as applicable. The modification shall be done in accordance with McDonnell Douglas Service Bulletin 27-321, dated May 18, 1992. The incorporation by reference of McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 2, dated July 14, 1992, was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. The incorporation by reference of McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 1, dated March 9, 1992; McDonnell Douglas MD-80 Alert Service Bulletin A27-317, Revision 2, dated May 22, 1992; and McDonnell Douglas Service Bulletin 27-321, dated May 18, 1992; was approved previously by the Director of the Federal Register as of April 23, 1993 (58 FR 15760, March 24, 1993). Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; 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 November 18, 1993.
2009-22-12: 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: The heating capability of several [angle of attack] AOA transducer heating elements removed from in-service aircraft has been found to be below the minimum requirement. Also, it was discovered that a large number of AOA transducers repaired in an approved maintenance facility were not calibrated accurately. Inaccurate calibration of the AOA transducer and/or degraded AOA transducer heating elements can result in early or late activation of the stall warning, stick shaker and stick pusher by the Stall Protection Computer (SPC). * * * * * Inaccurate calibration of the AOA transducers and/or degraded AOA transducer heating elements could resultin ineffective response to aerodynamic stall and reduced controllability of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
68-14-02: 68-14-02\tBOEING: Amendment 39-620. Applies to all Model 727 Series Airplanes. \n\n\ta.\tUnless already accomplished, within the next 250 hours time in service after the effective date of this AD, install in each main landing gear downlock actuating system, a torque tube assembly, Boeing P/N 65-26921 in which the brazed joint at each end has been inspected and found to be acceptable in the manner described in Boeing Alert Service Bulletin No. 32-160 dated July 1, 1968, or later FAA-approved revision, or which has been modified to incorporate special structural fasteners in the locations and in the manner described in that Bulletin or in another manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tb.\tPrior to return to service following the replacement of any torque tube assembly, Boeing P/N 65-26921, inspect the replacement assembly of the same part number in the manner described in Boeing Alert Service Bulletin No. 32-160 dated July 1, 1968, or laterFAA-approved revision, unless the assembly has been modified to install structural fasteners in the manner prescribed in a., above, or unless there is conclusive evidence that the assembly has been inspected in the manner described in Boeing Service Bulletin No. 32-160 dated July 1, 1968, or later FAA-approved revision, and found to be satisfactory. \n\n\tNOTE. Conclusive evidence may consist of markings or other identification placed on the assembly by the airplane manufacturer or airplane operator, when it is known that such marking or identification verifies compliance with the prescribed inspection and acceptance requirement. \n\n\tc.\tAirplanes inspected and found to have downlock torque tube assemblies with unacceptable brazed joints may be flown in accordance with FAR 21.87 and with landing gear extended and locked to a base where replacement or modification of the torque tube assembly can be accomplished. \n\n\tThis amendment becomes effective July 11, 1968.
91-15-21: 91-15-21 BOEING: Amendment 39-7086. Docket No. 91-NM-08-AD. \n\n\tApplicability: Model 727 series airplanes, equipped with Boeing manufactured auxiliary fuel tanks installed in the lower cargo compartments, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo reduce the potential for fire in the cargo compartment due to fuel leaking from the auxiliary fuel tanks installed in the fuselage cargo compartments, accomplish the following: \n\n\tA.\tWithin the next 1,000 flight cycles after the effective date of this AD, accomplish one of the following: \n\n\t\t1.\tConduct an ultrasonic inspection for disbonding of the lower sidewall (curved) panels of the auxiliary fuel tanks in accordance with Part I of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990; or \n\n\t\t2.\tPerform a leak check of the auxiliary fuel tanks in accordance with Part III of the Accomplishment Instruction in Boeing Service Bulletin 727-28-0110, dated September 6, 1990. If any fuel leakage is detected, prior to further flight repair, deactivate or remove the auxiliary fuel tanks, in accordance with Part III of the Accomplishment Instructions in the service bulletin. Repeat the leak check prior to each flight: \n\n\tB.\tWithin the next 12,000 flight cycles after the effective date of this AD, accomplish the inspections of the auxiliary fuel tank and support structure in accordance with Part II of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990. Repeat this inspection at intervals not to exceed 12,000 flight cycles. Accomplishment of this inspection constitutes terminating action for the inspection/check requirements of paragraph A. of this AD. \n\n\tC.\tDeactivation of the auxiliary fuel tank in accordance with Part V of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990, constitutes terminating action for theinspection requirements of this AD. If the auxiliary fuel tanks are reactivated, the inspections required by paragraphs A. and B. of this AD must be accomplished prior to exceeding the flight cycle thresholds required by those paragraphs. \n\n\tNOTE: Fuel tanks deactivated, but installed in an airplane, accumulate the same number of flight cycles as the airplane. \n\n\tD.\tAuxiliary fuel tanks currently not installed in an airplane must be inspected in accordance with Part II of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990, prior to installation in an airplane.\n \n\tE.\tIf a disbonded or cracked panel is detected during the inspections required by paragraphs A.1., B., C., or D. of this AD, accomplish one of the following prior to further flight. \n\n\t\t1.\tReplace the panel in accordance with Part IV of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990; or \n\n\t\t2.\tDeactivate the auxiliary fueltank in accordance with Part V of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990; or \n\n\t\t3.\tRemove the auxiliary fuel tank in accordance with the Boeing 727 Maintenance Manual Subject 53-20-31. \n\n\tF.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \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\tH.\tThe inspection, deactivation, and replacement requirements shall be done in accordance with Boeing Service Bulletin 727-28-0110, dated September 6, 1990. Thisincorporation 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 S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-7086, AD 91-15-21) becomes effective on September 9, 1991.
87-11-10: 87-11-10 MCDONNELL DOUGLAS: Amendment 39-5633. Applies to McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, -40 and KC-10A (Military) series airplanes, certificated in any category. Compliance required as indicated unless previously accomplished. \n\n\tTo prevent pylon separation due to broken pylon aft clevis fitting attach bolts, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, and thereafter at intervals not to exceed 180 days, accomplish the following: \n\n\t\t1.\tInspect the pylon aft clevis fitting attach bolts in accordance with the Accomplishment Instructions in McDonnell Douglas Service Bulletin A57-106, dated March 23, 1987, or later FAA-approved revision. \n\n\t\t2.\tIf broken bolts are found, before further flight replace all four bolts with new bolts in accordance with the Accomplishment Instructions in McDonnell Douglas Service Bulletin A57-106, dated March 23, 1987, or later FAA-approved revision. \n\n\tB.\tReplacement of all fourof the aft clevis fitting H-11 steel attach bolts in a pylon with stress-corrosion resistant Inconel and/or multi-phase bolts in accordance with the Accomplishment Instructions in McDonnell Douglas Service Bulletin A57-106, dated March 23, 1987, or later FAA-approved revision, constitutes terminating action for the inspections required by paragraph A., above. \n\n\tC.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification office, FAA, Northwest Mountain Region. \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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment, 39-5633, becomes effective June 15, 1987.
74-08-06: 74-08-06 DOUGLAS AIRCRAFT: Amendment 39-1810 as amended by Amendment 39-1855. Applies to Model DC-10, Series 10, 30, and 40 airplanes with the factory serial numbers as indicated in Douglas Alert Service Bulletin No. A32-82, dated May 13, 1974, or later FAA-approved revisions. \n\n\tCompliance required as indicated. \n\n\tTo prevent a failure to actuate of the landing gear alternate freefall system caused by a jamming of the landing gear control valve slide, Part No. AYG7043-1, in the sleeve, Part No. AYG 7039-1, accomplish the following: \n\n\t(a)\tBeginning with the effective date of this AD, on each day in which the aircraft is used, and after any use of the alternate gear extension handle, check the bypass control crank for freedom of movement. The landing gear control valve, Part No. AYG7050, is located in the right hand wheel well, forward center panel of the keel webb. The bypass control crank is next to the keel webb on the forward lower end of the valve. Freedom of movement of the bypass valve is verified by manually moving the crank up and down. If the crank cannot be moved freely by hand, free the crank by exerting a downward force. The downward force exerted must not be excessive. If the crank freedom of movement is not achieved, replace the landing gear control valve, Part No. AYG7050, prior to further flight. Continue these checks for crank freedom of movement until a stop is installed on the landing gear control valve in accordance with Douglas Alert Service Bulletin No. A32-76, Revision 1, dated March 1, 1974, and Douglas Alert Service Bulletin No. A32-82, dated May 13, 1974, or later FAA-approved revisions. Incorporation of both service bulletins is required. \n\n\t(b)\tWithin the next 1500 hours in service after the effective date of this AD, unless previously accomplished, install a stop on the landing gear control valve, Part No. AYG7050, in accordance with Douglas Alert Service Bulletin No. A32-76, Revision 1, dated March 1, 1974, and Douglas Alert Service Bulletin No. A32-82, dated May 13, 1974, or later FAA-approved revisions. Incorporation of both service bulletins is required. This installation of an external stop on the valve housing will prevent the lever moving to a point that would allow internal jamming. \n\n\t(c)\tWithin 24 hours after the effective date of this AD unless previously accomplished, conduct an inspection of the landing gear control valve stop clearance as prescribed in Phase I of Douglas Alert Service Bulletin No. A32-82, dated May 13, 1974, or later FAA-approved revisions if the landing gear control valve stop has been installed as required by paragraph (b) of this AD. If the clearance is .050 inch or less, Phase II of the Douglas Alert Service Bulletin No. A32-82 must be accomplished prior to next flight. \n\n\t(d)\tThe Chief, Aircraft Engineering Division, FAA Western Region, may approve equivalent inspection procedures or modifications. \n\n\t(e)\tAircraft may be operated to a base for accomplishment of the maintenance required by this AD per FAR's 21.197 and 21.199. \n\n\tAmendment 39-1810 became effective April 8, 1974. \n\n\tThis amendment 39-1855 becomes effective June 3, 1974.
2009-22-08: We are adopting a new airworthiness directive (AD) for certain Boeing Model 747 airplanes and certain Boeing Model 757-200, -200PF, and -300 series airplanes. This AD requires replacing the control switches of the forward, aft, and nose cargo doors of Model 747 airplanes; and requires replacing the control switches of cargo doors 1 and 2 of Model 757 series airplanes. This AD results from reports of problems associated with the uncommanded operation of cargo doors. We are issuing this AD to prevent injuries to persons and damage to the airplane and equipment.
90-20-14: 90-20-14 BOEING: Amendment 39-6730. Docket No. 90-NM-25-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Service Bulletin 727-53- 0068, Revision 4, dated September 14, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect cracks in the forward cargo compartment sidewall frames, accomplish the following: \n\n\tA.\tExcept as provided in paragraph B., below, within the next 2,000 flight cycles after the effective date of this AD, or prior to accumulating 15,600 total flight cycles, whichever occurs later, conduct a visual inspection of the forward cargo compartment sidewall frames for cracks, in accordance with the Accomplishment Instructions of Boeing Service Bulletin 727-53- 0068, Revision 4, dated September 14, 1989. Repeat the inspections at intervals not to exceed 9,000 flight cycles. \n\n\tB.\tRepair cracked structure prior to further flight, in accordance with the Accomplishment Instructions of the Boeing Service Bulletin, 727-53-0068, Revision 4, dated September 14, 1989, or earlier FAA-approved revisions. \n\n\tC.\tModification of the affected structure in accordance with the Accomplishment Instructions of Boeing Service Bulletin 727-53-0068, Revision 4, dated September 14, 1989, or earlier FAA-approved revisions, terminates the inspection requirements of paragraph A. of this AD. \n\n\tD.\tAn alternate 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\tE.\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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-20-14 supersedes AD 83-02-08, Amendment 39-4548. \n\tAmendment 39-6730, AD 90-20-14, becomes effective on October 23, 1990.
93-19-07: 93-19-07 FOKKER: Amendment 39-8706. Docket 93-NM-53-AD. Applicability: Model F28 Mark 0100 series airplanes, equipped with Air Cruisers Company escape slide, part number D31840-(), with a cover having Air Cruisers Company part number 60750-101, 60750-103, or 61862-101; or with a cover having Fokker part number Y00294-401; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failed deployment of escape slides, which could delay or impede the evacuation of passengers during an emergency, accomplish the following: (a) Within 30 days after the effective date of this AD, modify the decorative cover on the L1 passenger door escape slide, in accordance with Fokker Service Bulletin SBF100-25-064, dated February 23, 1993. (b) An 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, Standardization Branch, ANM-113, 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, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special 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. (d) The modification shall be done in accordance with Fokker Service Bulletin SBF100-25- 064, dated February 23, 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. Copies may be obtained from Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. 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. (e) This amendment becomes effective on December 17, 1993.
85-22-01: 85-22-01 McDONNELL DOUGLAS: Amendment 39-5157. Applies to McDonnell Douglas Model DC-10-10, -15, -30, -40, and KC-10A (Military) series airplanes, Fuselage Numbers 1 through 388, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent loss of engine as a result of loose engine mount bolts, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, inspect the engine-to-pylon forward and aft mount for proper clamping and inspect engine mount bolts in accordance with Accomplishment Instructions in McDonnell Douglas DC-10 Alert Service Bulletin A71-133, dated September 20, 1985, or later FAA-approved revision. For newly installed engines, the initial inspection may be 90 days from the date of installation or 30 days after the effective date of this AD whichever is later. \n\n\tB.\tIf a gap greater than .002 inch is found, before further flight, remove and replace bolts and nuts in accordance with Accomplishment Instructions in McDonnell Douglas DC-10 Alert Service Bulletin A71-133, dated September 20, 1985, or later FAA-approved revision. \n\n\tC.\tFor mounts with no gap larger than .002 inch or for mounts with bolts and nuts replaced in accordance with paragraph B., above, ensure that bolts are torqued within proper limits and that torque stripes are painted. Conduct an inspection for torque stripe alignment and take corrective action, as necessary, at intervals not to exceed 90 days, in accordance with Accomplishment Instructions of McDonnell Douglas DC-10 Alert Service Bulletin A73-133, dated September 20, 1985, or later FAA-approved revision. \n\n\tD.\tThe repetitive inspections required by paragraph C., above, may be discontinued after the engine-to-pylon forward and aft mounts are modified in accordance with McDonnell Douglas DC-10 Service Bulletin 71-133, Revision 3, dated July 17, 1985, or later FAA-approved revision. \n\n\tE.\tAlternate means of compliance with this AD which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base for accomplishment of inspections required by this AD. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to 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, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective November 4, 1985.
87-24-02: 87-24-02 BOEING: Amendment 39-5768. Applies to Model 747 series airplanes, as listed in Boeing Alert Service Bulletin 747-53A2280, dated April 16, 1987, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo detect cracking of the body station (BS) 2598 longeron skin splice fittings and breakage of the tension bolts common to the fittings, accomplish the following: \n\n\tA.\tPrior to the accumulation of 10,000 landings, or within 500 landings after the effective date of this AD, whichever occurs later, perform a detailed visual inspection of BS 2598 longeron skin splice fittings for cracking, and tension bolts common to these fittings for breakage, in accordance with Boeing Alert Service Bulletin 747-53A2280, dated April 16, 1987, or later FAA-approved revision. Reinspect the splice fittings and tension bolts common to stringer 11 longeron at intervals not to exceed 2,000 landings; and reinspect the splice fitting and tension bolts common to stringer 23 longeron at intervals not to exceed 4,000 landings. \n\n\tB.\tIf any longeron skin splice fitting is cracked, prior to further flight replace the fitting and the tension bolt common to that fitting, in accordance with Boeing Alert Service Bulletin 747-53A2280, dated April 16, 1987, or later FAA-approved revision. \n\n\tC.\tIf a tension bolt is broken, but the fitting to which it is common is not cracked, prior to further flight, replace the bolt in accordance with Boeing Alert Service Bulletin 747- 53A2280, dated April 16, 1987, or later FAA-approved revision. This constitutes terminating action for the requirement to inspect the tension bolt. \n\n\tD.\tPrior to the accumulation of 10,000 landings on new (replaced) BS 2598 longeron skin splice fittings, perform a detailed visual inspection of the splice fittings for cracking, in accordance with Boeing Alert Service Bulletin 747-53A2280, dated April 16, 1987, or later FAA-approved revision. Reinspect the splice fittingscommon to stringer 11 longeron at intervals not to exceed 3,000 landings; and reinspect the splice fittings common to stringer 23 longeron at intervals not to exceed 6,000 landings. Replace cracked fittings prior to further flight, in accordance with the service bulletin. \n\n\tE.\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\tF.\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 becomes effective December 24, 1987.
87-04-07: 87-04-07 BOEING: Amendment 39-5531. Applies to all Model 747 series airplanes equipped with escape slides, certificated in any category. The applicability of each requirement is listed in the following paragraphs. Compliance required as indicated in the body of the AD. \n\n\tTo detect installation errors and provide satisfactory reliability of the evacuation system, accomplish the following, unless already accomplished: \n\n\tA.\tFor all Model 747 airplane doors equipped with escape slides, within nine months after the effective date of this AD or within 30 months after the date of initial delivery from Boeing, whichever occurs later, inspect the evacuation system in accordance with Boeing Service Letter 747-SL-52-35, Revision A, dated December 16, 1986, or later FAA-approved revisions, or FAA-approved equivalent, except as noted in subparagraphs A.1., A.2., and A.3., below. \n\n\t\t1.\tFor airplanes equipped with Air Cruisers slide/rafts installed in accordance with STC SA1215EA, thefollowing changes must be made to the inspections: \n\n\t\t\ta.\tParagraph 3, Step C: The strap does not require disconnecting. \n\n\t\t\tb.\tParagraph 3, Step P(3): The girt lanyard cables must be installed on both forward and aft pulleys in accordance with a Air Cruisers Installation Instructions P-11751. \n\n\t\t\tc.\tParagraph 3, Step Q(18): This step may be deleted. \n\n\t\t2.\tFor airplanes equipped with BF Goodrich slide/rafts installed in accordance with STC SA574GL or SA575GL, replace Paragraph 3, Step C and Step Q(18), with the survival kit instructions of BFGoodrich Service Bulletin 25-063. \n\n\t\t3.\tThe following records checks need not be accomplished as part of this AD:\n \n\t\tPARAGRAPH\t\t\tSTEP \n\t\t\t3\t\t\tQ(4) \n\t\t\t4\t\t\tW(3) \n\t\t\t5\t\t\t X(3) \n\t\t\t6\t\t\t AJ \n\t\t\t6\t\t\t AU(3) \n\t\t\t6\t\t\t AU(20) \n\t\t\t6\t\t\t AU(23) \n\n\t\tAirplane evacuation systems that do not meet the inspection criteria must be repaired prior to further flight in accordance with the corrective action procedure listed in the Boeing Service Letter or as amended by Air Cruisers installation instructions. \n\n\t\tNOTE: Equivalent inspections may be approved by an FAA Principal Maintenance Inspector. \n\n\tB.\tWithin the next nine months after the effective date of this AD, incorporate the inspections described in paragraph A., above, into the FAA-approved maintenance inspection program. These inspections must be accomplished at intervals not to exceed 30 months from the last inspection. \n\n\t\tNOTE: Equivalent inspections may be approved by an FAA Principal Maintenance Inspector.\n \n\tC.\tWithin 18 months after the effective date of this AD, inspect and/or modify the evacuation system in accordance with the following service bulletins, or later FAA-approved revisions: \n\n\t\t1.\tFor airplanes listed in Boeing Model 747 Service Bulletin 25-2083, dated August 12, 1970, modify the off-wing escape slide compartment latch system in accordance with that Boeing Service Bulletin. \n\n\t\t2.\tFor all Model 747 airplanes equipped with evacuation slide assemblies (Boeing Part Number 60B00006-83 thru -102) and evacuation ramp assemblies (Boeing Part Numbers 60B50076-57 thru -60) modify the slide/ramp packboard release mechanism in accordance with Boeing Model 747 Service Bulletin 25- 2141, Revision 1, dated July 19, 1971.\n \n\t\tNOTE: These units may have been installed on airplanes other than those listed in the service bulletin.\n \n\t\t3.\tFor airplanes listed in Boeing Service Bulletin 747-25-2332 Revision 2, dated September 2, 1977, modify the off-wing escape slide inflation system in accordance with that Boeing Service Bulletin. \n\n\t\t4.\tFor Model 747 airplanes with reservoir assemblies (BF Goodrich Part Numbers 4A3037- 12 and -13, 4A3038, and 4A3038-10 and -11) installed at the off-wing location, replace the actuator assembly portion of the reservoir assembly in accordance with Boeing Service Bulletin 747-25-2423 dated August 25, 1978. \n\n\t\tNOTE: These reservoir assemblies may have been installed on airplanes other than those listed in the service bulletin. \n\n\t\t5.\tFor Model 747 airplanes listed in Boeing Service Bulletin 747-25-2501, Revision 4, dated January 11, 1985, test and inspect the off-wing slide firing cable in accordance with that Boeing Service Bulletin. \n\n\t\t\ta.\tCables not meeting the test and inspection criteria must be replaced prior to further flight. \n\n\t\t\tb.\tRepeat the inspection at intervals not to exceed two years until the cables are replaced in accordance with Paragraph III.J. of Boeing Service Bulletin 747-25-2501, Revision 4, dated January 11, 1985. \n\n\t\t6.\tFor Model 747 airplanes equipped with upper deck evacuation slide assemblies (Boeing Part Numbers 60B50072-31, -32, -39, -41 thru -46, -50 thru -52, -59 thru -61, and -63 thru -65), modify the slide assemblies in accordance with Boeing Service Bulletin 747-25-2465, Revision 1, dated May 25, 1982. \n\n\t\tNOTE: These slide assemblies may have been installed on airplanes other than those listed in the service bulletin. \n\n\t\t7.\tFor Model 747 airplanes listed in Boeing Service Bulletin 747-25-2525, Revision 1, dated May 22, 1981, modify the off-wing escape slide compartment in accordance with that Boeing Service Bulletin. \n\n\t\t8.\tFor Model 747 airplanes equipped with upper deck escape slide packboard assemblies (Boeing Part Number 65B57619-41 and -42), modify the packboard in accordance with Boeing Service Bulletin 747-25-2529, dated July 10, 1981. \n\n\t\tNOTE: These packboards may have been installed on airplanes other than those listed in the service bulletin. \n\n\t\t9.\tFor airplanes listed in Boeing Service Bulletin 747-25-2592, dated June 15, 1982, modify the off-wing latch release and door opening thrusters in accordance with that Boeing Service Bulletin. \n\n\t\t10. For airplanes listed in Boeing Service Bulletin 747-25-2641, dated October 26, 1984, inspect and replace, if necessary, the off-wing door deployment thruster in accordance with that Boeing Service Bulletin. \n\n\tD.\tFor all Model 747 airplanes equipped with a combination slide/raft, within two years after the effective date of this AD, replace the Door No. 5 girt bar lifters and adjust the door floor fittings in accordance with Boeing Service Bulletin 747-52-2171, Revision 1, dated December 3, 1982, or later FAA-approved revisions.\n \n\tE.\tExcept as provided in Paragraph A. and B., an alternate means of compliance, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tUpon request of an operator, an FAA Principal Maintenance Inspector, subject to approval by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the compliance 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.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\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 98124-2207; BFGoodrich Company, Dept 1809, 500 South Main Street, Akron, Ohio 44318; and Air Cruisers Company, P.O. Box 180, Belmar, New Jersey 07719. These documents 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 March 9, 1987.
2009-10-01: The FAA is superseding an existing airworthiness directive (AD) for PW JT9D-7R4 series turbofan engines. That AD currently requires removing certain reduced cooling flow 2nd stage high-pressure turbine (HPT) vane assemblies installed in certain 2nd stage HPT vane cluster assemblies. It also requires a visual and a fluorescent penetrant inspection (FPI) of the 2nd stage HPT air seal assembly, part number (P/N) 815097. This AD requires a visual and FPI of all P/N 2nd stage HPT air seal assemblies that were used with reduced cooling flow 2nd stage HPT vane assemblies. This AD results from PW identifying additional P/N air seal assemblies that are affected by the unsafe condition. We are issuing this AD to prevent uncontained failure of the 2nd stage HPT air seal assembly, leading to engine in-flight shutdown and damage to the airplane.
97-20-01 R1: 97-20-01 R1 BOEING: Amendment 39-10982. Docket 97-NM-308-AD. Revises AD 97-20-01, Amendment 39-10139.\n\n\tApplicability: Model 747 series airplanes, having line numbers 1 through 500 inclusive, equipped with Pratt & Whitney Model JT9D-3, -7, or -7Q engines, or having line numbers 202, 204, 232, or 257, equipped with General Electric Model CF6 series engines; certificated in any category; and on which the strut/wing modification has not been accomplished in accordance with either of the following AD's:\n\n\t AD 95-10-16, amendment 39-9233 (60 FR 27008, May 22, 1995), or\n\n\t AD 95-13-07, amendment 39-9287 (60 FR 33336, June 28, 1995).\n\n\tNOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (c)(1) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo detect and correct fatigue cracking in the lower spar fitting lug or the lower spar fitting body, which could result in failure of the strut and separation of the engine from the airplane, accomplish the following:\n\n\t(a)\tWithin 90 days after October 7, 1997 (the effective date of AD 97-20-01, amendment 39-10139), perform a detailed visual inspection and an ultrasonic inspection to detect cracks, corrosion, or damage of the lower spar fitting body and lug, as applicable, in accordance with Figures 9 and 10 of Boeing Service Bulletin 747-54-2062, Revision 8, dated August 21, 1997.\n\n\tNOTE 2: This AD does not require an inspection of the inboard strut-to-diagonal brace attach fitting as described in Figure 1 of Boeing Service Bulletin 747-54-2062, Revision 8, dated August 21, 1997. However, this inspection is required to be accomplished as part of AD 95-20-05, amendment 39-9383 (60 FR 51705, October 10, 1995).\n\n\t\t(1)\tIf no crack, corrosion, or damage is detected, repeat the detailed visual and ultrasonic inspections thereafter at intervals not to exceed 400 landings.\n\n\t\t(2)\tIf any crack, corrosion, or damage is detected, prior to further flight, accomplish either paragraph (a)(2)(i) or (a)(2)(ii) of this AD.\n\n\t\t\t(i)\tReplace the lower spar fitting with a new steel lower spar fitting, in accordance with Part II of the Accomplishment Instructions of the service bulletin. Or\n\n\t\t\t(ii)\tModify the nacelle strut and wing structure in accordance with AD 95-10-16, amendment 39-9233 (60 FR 27008, May 22, 1995), or AD 95-13-07, amendment 39-9287 (60 FR 33336, June 28, 1995).\n\n\t(b)\tReplacement of the lower spar fitting with a new steel lower spar fitting, in accordance with Part II of the Accomplishment Instructions of any of the following service bulletins listed below, or accomplishment of modification of the nacelle strut and wing structure required by AD 95-10-16, amendment 39-9233 (60 FR 27008, May 22, 1995), or AD 95-13-07, amendment 39-9287 (60 FR 33336, June 28, 1995); constitutes terminating action for the repetitive inspection requirements of this AD.\n\n\t Boeing Service Bulletin 747-54-2062, Revision 1, dated November 13, 1980;\n\t Boeing Service Bulletin 747-54-2062, Revision 2, dated March 19, 1981;\n\t Boeing Service Bulletin 747-54-2062, Revision 3, dated August 28, 1981; \n\t Boeing Service Bulletin 747-54-2062, Revision 4, dated June 30, 1982; \n\t Boeing Service Bulletin 747-54-2062, Revision 5, dated June 1, 1984; \n\t Boeing Service Bulletin 747-54-2062,Revision 6, dated October 2, 1986;\n\t Boeing Service Bulletin 747-54-2062, Revision 7, dated December 21, 1994;\n\t Boeing Service Bulletin 747-54-2062, Revision 8, dated August 21, 1997.\n\n\t(c)\t(1)\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\t\t(2)\tAlternative methods of compliance, approved previously in accordance with AD 97-20-01, are approved as alternative methods of compliance with the requirements of this AD.\n\n\tNOTE 3: 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 accordancewith sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 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)\tCertain actions shall be done in accordance with Boeing Service Bulletin 747-54-2062, Revision 8, dated August 21, 1997. The incorporation by reference of this document 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 October 7, 1997 (62 FR 49431, September 22, 1997). 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, Seattle Aircraft Certification Office, 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 February 11, 1999.
94-26-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 series airplanes, that requires inspection to detect cracking in the area of the side stay attachment lugs of the fitting subassembly of the main landing gear (MLG), and replacement of cracked subassemblies with new or serviceable subassemblies. This amendment is prompted by reports of cracking in the subassembly of the MLG. The actions specified by this AD are intended to prevent damage to and/or failure of the support structure of the MLG.
94-19-02: This amendment adopts a new airworthiness directive (AD) that is applicable to Bell Helicopter Textron, Inc. Model 206A, 206A-1, 206B, 206B-1, 206L, 206L-1, and 206L-3 series helicopters. This action requires initial and repetitive inspections of the swashplate for cracks in the swashplate support assembly fillet radius area and replacement, if necessary. This amendment is prompted by reports of cracks found in the swashplate support assembly fillet radius area near the base. The actions specified in this AD are intended to prevent failure of the swashplate support assembly, loss of control of the main rotor system, and subsequent loss of control of the helicopter.
87-04-15: 87-04-15 BOEING: Amendment 39-5544. Applies to Model 727 series airplanes listed in Boeing Service Bulletin 727-57-103, Revision 3, dated June 19, 1981, certificated in any category. \n\n\tCompliance is required within the next 6,000 landings after March 31, 1983; or prior to accumulating 30,000 landings; or 30,000 landings after repair or modification in accordance with Service Bulletin 727-57-103; whichever occurs latest, unless already accomplished. \n\n\tTo ensure the structural integrity of the wing rear spar terminal fitting, accomplish the following: \n\n\tA.\tInspect the wing rear spar terminal fittings for cracks, using x-ray, eddy current and close visual techniques, in accordance with the procedures listed in Table I of the Addendum, Flight Safety Section, Boeing Service Bulletin 727-57-103, Revision 3, dated June 19, 1981, or later FAA-approved revisions. Repeat the inspection at intervals not to exceed 20,000 landings. \n\n\t\tNOTE: Terminal fittings listed in the above referenced service bulletin as not requiring modification need not be inspected in accordance with the requirements of this AD. \n\n\tB.\tCracked structure must be repaired before further flight in accordance with Service Bulletin 727-57-103, original issue, or later FAA-approved revisions. \n\n\tC.\tFor the purpose of this AD, and when approved by an FAA maintenance inspector, the number of landings may be computed by dividing each airplane's time in service by the operator's fleet average time from takeoff to landing for the aircraft type. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides 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\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\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 98124-2207. These documents 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 supersedes AD 83-04-01, Amendment 39-4570. \n\tThis amendment, 39-5544, becomes effective March 13, 1987.
2009-21-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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: Repair Scheme BRG3086 Issue 1 instructs the repair of the High- Pressure (HP) Compressor Front Drum Assembly Damping Grooves. This repair has an impact on the life of the HP Compressor Front Drum Assembly. We are issuing this AD to prevent failure of front HP compressor rotors, which could result in an uncontained engine failure and damage to the airplane.
94-25-01: 94-25-01 BOEING : Amendment 39-9085. Docket 94-NM-207-AD.\n Applicability: Model 747 series airplanes having line numbers 202 through 396 inclusive, equipped with Pratt & Whitney Model JT9D-70 engines, certificated in any category.\n NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (c) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD.\n Compliance: Required as indicated, unless accomplished previously. \n To prevent failure of a spring beam, which could lead to the loss of an outboard strut, accomplish the following:\n (a) Prior to the accumulation of 10,000 total flight cycles or within 30 days after the effective date of this AD, whichever occurs later, perform a detailed visual inspection to detect cracking of the upper, lower, and side surfaces of the spring beam from the root of the clevis lugs to the forward journal, in accordance with Boeing Alert Service Bulletin 747-54A2171, dated October 31, 1994. (Remove the gap covers and fairing access panels to perform this inspection.)\n NOTE 2: The area of inspection is illustrated in Figure 3 of the service bulletin.\n (1) If no cracking is detected, repeat theinspection thereafter at intervals not to exceed 300 flight cycles.\n (2) If any cracking is detected, prior to further flight, accomplish the requirements of paragraphs (a)(2)(i), (a)(2)(ii), and (a)(2)(iii) of this AD, in accordance with the service bulletin.\n (i) Replace the cracked spring beam with a new spring beam.\n (ii) Perform the detailed visual inspection required by paragraph (a) of this AD to detect cracking of the other spring beam on the affected strut. Also perform a detailed visual inspection to detect damage of all spring beam support fittings of the affected strut. Prior to further flight, replace any cracked or damaged parts with new parts.\n (iii) Repeat the inspection of the surfaces of the spring beam required by paragraph (a) of this AD thereafter at intervals not to exceed 300 flight cycles. \n (b) Accomplishment of all of the following actions in accordance with Boeing Overhaul Manual, Section 54-00-01, constitutes terminating action for the requirements of this AD.\n (1) Remove the spring beam. \n (2) Accomplish a fluorescent dye penetrant inspection.\n (3) Zero-time overhaul the spring beam.\n (4) Reinstall that spring beam. \n (c) An 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 NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n (d) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished.\n (e) The inspections and replacement shall be done in accordance with Boeing Alert Service Bulletin 747-54A2171, dated October 31, 1994. 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 98124-2207. 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 (f) This amendment becomes effective on December 22, 1994.
92-27-06: 92-27-06 MCDONNELL DOUGLAS: Amendment 39-8440. Docket No. 92-NM-110-AD. \n\n\tApplicability: Model DC-8 series airplanes, as listed in McDonnell Douglas DC-8 Alert Service Bulletin A27-275, Revision 1, dated February 3, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent loss of rudder pedals control and reduction of braking capability, accomplish the following: \n\n\t(a)\tPrior to the accumulation of 15,000 landings or within 270 days after the effective date of this AD, whichever occurs later, conduct a visual and eddy current inspection to detect cracks of the rudder pedals adjuster hub assembly, part number 4616066, in accordance with McDonnell Douglas DC-8 Alert Service Bulletin A27-275, Revision 1, dated February 3, 1992. \n\n\t(b)\tIf no cracks are detected as a result of the inspections required by paragraph (a) of this AD, repeat the inspections at intervals not to exceed 3,500 landings. \n\n\t(c)\tIf cracksare detected as a result of the inspections required by paragraph (a) or (b) of this AD, prior to further flight, replace the rudder pedals adjuster hub assembly, part number 4616066, with a new assembly having the same part number, in accordance with McDonnell Douglas DC-8 Alert Service Bulletin A27-275, Revision 1, dated February 3, 1992. Thereafter, conduct visual and eddy current inspections of the replacement rudder pedals adjuster hub assembly in accordance with paragraphs (a) and (b) of this AD. \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, Los Angeles 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, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(f)\tThe inspections and replacement shall be done in accordance with McDonnell Douglas DC-8 Alert Service Bulletin A27-275, Revision 1, dated February 3, 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; 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 January 22, 1993.