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55-11-01: 55-11-01 DOUGLAS: Applies to All DC-6 Aircraft; DC-6A Through Fuselage No. 543; DC-6B Through Fuselage No. 590; DC-7 Through Fuselage No. 566 (Except Fuselage No. 486); and C-18A Airplane Serial Number 42881 (Fuselage No. 29). \n\n\tCompliance required as indicated. \n\n\tAs a result of recent landing accidents in which the nose landing gear collapsed due to failure at the end fitting of yoke P/N 5488450 on a DC-7 and yoke P/N 524570 on a DC-6, and as a result of fatigue cracks being found on subsequent inspections of DC-6 Series as well as DC-7 aircraft, the following inspections must be accomplished at intervals not to exceed 500 hours of operation and should be included as part of any major inspection necessitated by overweight or hard landing. \n\n\t1.\tRemove the bolts from the two upper spot-faced holes in the L.H. and R.H. flanges of the nose gear yoke. P/N 5245790 is used on DC-6 Series aircraft and P/N 5488450 is used on DC-6 Series and DC-7 aircraft. \n\n\t2.\tInspect the bolt holes and radius of the spot face for signs of cracks by means of dye penetrant or equivalent. To obtain good results with dye penetrant inspection, it may be necessary to heat the parts being inspected to 90-100 degrees F. To facilitate the dye to penetrate the cracks. Also inspect the surface at the end of the 1/2-inch radius where the end flange blends into the cylindrical portion of the yoke. \n\n\t3.\t(a)\tIf cracks are found the part must be replaced with P/N 5488450-503 or with new parts P/N 5538558 for DC-6 Series and P/N 5538557-1 for DC-7 and DC-7B aircraft. \n\n\t\t(b)\tIf no cracks are found, and as an interim measure, the old nose gear yoke assemblies P/N 5235790 and 5488450 may be reworked by remachining the spot faces to incorporate a 0.125-inch radius and reworking the 1/2-inch radius of the yoke, when necessary, in accordance with paragraphs 3 and 4 of DC-6 Service Bulletin No. 607 or DC-7 Service Bulletin No. 56 mentioned below. After remachining, shotpeen the spot face radii, the flange and radius where flange blends into the cylindrical portion of the yoke, then clean and apply protective finish. When parts are reworked, as described above, they should be reinstalled using special large washers in accordance with the pertinent Service Bulletin. The inspections outlined in paragraph 2 must be continued on these reworked parts until they are replaced with parts listed in paragraph 3(a). \n\n\t4.\tWhen cracked or reworked parts have been replaced with new parts mentioned in paragraph 3(a) the special inspections required in paragraph 2 may be discontinued. \n\n\t(Douglas Service Bulletin No. 607 dated July 22, 1955, for DC-6 Series and Service Bulletin No. 56 dated July 22, 1955, for DC-7 cover the above.) \n\n\tThis supersedes AD 55-07-01 and those portions of AD 55-10-01 which cover this same subject.
2011-20-01: We are adopting a new airworthiness directive (AD) for Empresa Brasileira de Aeron(aacute)utica S.A. (EMBRAER) Model EMB-505 airplanes. 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: \n\n\n\tIt has been found the possibility of free-play between the mass balance weight and the elevator structure. This condition if not corrected could lead to elevator flutter and possible loss of airplane control. \n\nWe are issuing this AD to require actions to correct the unsafe condition on these products.
2006-22-04: The FAA is adopting a new airworthiness directive (AD) for certain Airbus airplane models identified above. This AD requires inspecting to determine if a certain actuator is installed in the pilot's or co-pilot's seat, and doing applicable corrective actions. For certain actuators, the AD also requires replacing rotors on both vertical and horizontal movements with new rotors, and replacing the clutch cap with a new cap. This AD results from a report of heavy wear at the driving gear of the rotor shaft end of the electrical driven motor on certain actuators of the pilot's and co-pilot's seats. We are issuing this AD to prevent uncommanded movement of the pilot's or co- pilot's seat during takeoff or landing, which could result in interference with the operation of the airplane and consequent temporary loss of airplane control.
2011-18-17: 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: Several reports have been received on failures of the main landing gear (MLG) stabilizer extension springs. A landing gear audit has confirmed that the MLG may not lock in the down-lock position with the absence of both MLG stabilizer extension springs. The loss of the locking mechanism could result in the collapse of the main landing gear. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
63-11-01: 63-11-01 BOEING: Amdt. 568 Part 507 Federal Register May 23, 1963. Applies to All Models 707 and 720 Aircraft. \n\n\tCompliance required within the next 100 hours' time in service after the effective date of this AD and thereafter at intervals not exceeding 100 hours' time in service and as indicated in paragraphs (d) and (e). \n\n\tAs a result of failures of the landing gear truck beam and related components, accomplish the following: \n\n\t(a) Clean the truck beams in accordance with the following: \n\n\t\t(1) Prerinse the area using Stoddard Solvent P-S-661 type 1 or water. \n\n\t\t(2) Using a soft bristle or fiber brush, apply one of the following cleansing agents, or equivalent approved by FAA Engineering and Manufacturing Branch, Western Region to the soiled areas: \n\n\t\t\t(i) Oakite 204, full strength; \n\n\t\t\t(ii) Oakite 74L, one part with five parts water; \n\n\t\t\t(iii) Wyandotte Aerowash A, full strength; \n\n\t\t\t(iv) Kelite Formula 29, full strength; \n\n\t\t\t(v) An emulsion cleaner listed in Chapter 13 of Boeing Overhaul Manual; and \n\n\t\t\t(vi) An emulsion cleaner tested in accordance with Boeing Document D6- 17487, dated August 24, 1965, or later revision. \n\n\t\t(3) Allow cleansing agent to remain on the parts for 5 minutes. Do not permit the area to dry. Agitate the cleaner applied to beam and allow to remain on the parts an additional 5 minutes. Agitate again with the brush and thoroughly pressure rinse with water, preferably warm, but not exceeding 120 degrees F. In lieu of, or as a supplement to the pressure rinse with water, the cleaners may be removed by use of solvents listed in Chapter 13 of Boeing Overhaul Manual. \n\n\t(b) After cleaning, make a thorough visual inspection of the truck beam using mirrors as necessary and a strong light to detect any evidence of jack marks, scratches, gouges, corrosion or impact dents. Remove any straps around the beam which show evidence of damage. Particular attention shall be given to: \n\n\t\t(1) The lower section of the beam for evidence of jack marks caused by jack slippage or improperly placed jacks; \n\n\t\t(2) The forward area of the beam where contact is possible with the torsion link pivot pin retaining bolt (on the lower torque link lug on the Model 720); and, \n\n\t\t(3) To the aft area of the beam where contact is possible with the shock strut inner cylinder upon snubber failure. \n\n\t(c) Truck beams exhibiting evidence of corrosion, scratches, jack marks, dents or gouges shall be replaced before further flight unless repaired in accordance with FAA approved Boeing Service Bulletin No. 142(R-2) or later FAA approved revisions. Evidence of jack marks or dents shall be inspected with a dial indicator or FAA approved equivalent to determine the depth of such damage. No repair is permitted if the depth exceeds 0.005 inch. \n\n\t(d) Before further flight after any jacking operations and after main landing gear snubber failure, clean and inspect the truck beam as follows: \n\n\t\t(1) Clean truck beam with one of the approved Boeing solvents for cleaning of high heat-treated steel listed in Chapter 13 of the Boeing Overhaul Manual. \n\n\t\t(2) Inspect and, as necessary, rework or replace the truck beam in accordance with paragraphs (b) and (c). \n\n\t\t(3) If a truck beam shield is fabricated and installed in accordance with American Airlines Engineering Change Order No. B1743, dated October 8, 1962, or FAA Western Region Engineering approved equivalent is installed, the following inspection procedure for the truck beam area protected by the shield may be followed in lieu of that required by (d)(1) and (2): \n\n\t\t\t(i) Clean the truck beam shield with Navee 427 or FAA approved equivalent, and inspect it for evidence of dents, gouges, cracks, pressure marks, or other damage. \n\n\t\t\t(ii) If no evidence of dents, gouges, cracks, pressure marks or other damage is found, further inspection of the truck beam area protected by the shield is not required at this inspection period. \n\n\t\t\t(iii) If evidence of dents, gouges, cracks, pressure marks, or other damage is found, remove the shield and clean and inspect the truck beam in accordance with (d)(1) and (2). If the shield is still serviceable, it may be reinstalled provided that any dents, gouges, cracks, pressure marks, or other damage is painted over with yellow paint to indicate old damage. \n\n\tNOTE: When a shield is installed on the truck beam in compliance with paragraph (d)(3) compliance with the remaining provisions of the AD is still required. \n\n\t\t(4) If a Boeing truck beam shield is fabricated and installed in accordance with Boeing Service Bulletin No. 1780 or FAA Western Region Engineering approved equivalent, the following inspection procedure for the truck beam area protected by the shield may be followed in lieu of that required by (d)(1) and (2): \n\n\tNOTE: The British Overseas Airways Corporation truck beam shield manufactured and installed in accordance with BOAC Drawing No. BOA-B61138 is an approved equivalent to the Boeing truck beam shield. \n\n\t\t\t(i) Clean and inspect the truck beam shield for any evidence of impact damage such as dents. \n\n\t\t\t(ii) If no evidence of impact damage is found, further inspection of the truck beam area protected by the shield is not required at this inspection period. \n\n\t\t\t(iii) If the shield is distorted to the extent that contact with the beam is obvious or suspected, remove the shield and clean and inspect the truck beam in accordance with (d)(1) and (2). If the shield is still serviceable, it may be reinstalled provided that any impact damage is painted over with yellow paint to indicate old damage. \n\n\t\t\t(iv) At intervals not to exceed 600 hours' time in service after original installation of the shield, visually inspect the truck beam for evidence of foreign matter between the truck beam and the shield, or corrosion on the truck beam. If foreign matter is present, clean the truck beam and shield as necessary.If corrosion is present, remove the corrosion in accordance with Boeing FAA approved Service Bulletin No. 142 (R-2) or later FAA approved revision. \n\n\t\t\t(v) At intervals not to exceed 5,550 hours' time in service after original installation of the shield, remove the shield and inspect for corrosion. Remove any corrosion present in accordance with Boeing FAA approved Service Bulletin No. 142(R-2) or later FAA approved revisions. \n\n\t(e) The 100-hours repetitive inspection interval may be increased to 600 hours' time in service when the automatic brake cylinder and the piston in the main landing gear metering valve are replaced with new Boeing actuator assembly 69-10763, and the landing gear snubber assembly and main landing gear centering cylinders have been reworked in accordance with Boeing Service Bulletins Nos. 535 and 535B. Concurrently with the increase to 600 hour repetitive inspection interval, the cleaning procedures of paragraph (d) may be used in lieu of those of paragraph (a). \n\n\tNOTE: Some aircraft have been modified prior to delivery to incorporate the work required by Boeing Service Bulletins No. 535 and 535B. \n\n\t(f) The main landing gear shall not be jacked and/or supported at points other than the forward and aft truck beam jack pads, unless the aircraft is otherwise supported in accordance with Section 32 of the Boeing Maintenance Manual. \n\n\t(g) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. \n\n\t(Boeing Service Bulletin No. 142(R-2) covers this same subject.) \n\n\tThis supersedes AD 62-17-02. \n\n\tThis directive effective May 23, 1963. \n\n\tRevised August 13, 1964. \n\n\tRevised May 17, 1966.
2011-17-17: We are superseding an existing airworthiness directive (AD) that applies to 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: Two cases of main landing gear collapse had been reported. Main landing gear collapse may result in unsafe landing of the aircraft. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
91-06-06: 91-06-06 BOEING: Amendment 39-6921. Docket No. 90-NM-176-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Service Bulletin 727-53-0072, Revision 5, dated June 1, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid decompression of the airplane, accomplish the following: \n\n\tA.\tWithin the next 2,500 landings or 1 year after August 21, 1989 (the effective date of Amendment 39-6262, AD 89-15-06), whichever occurs first, or prior to the accumulation of 28,000 landings, whichever occurs later, unless previously accomplished within the last 2,000 landings or 2 years; and thereafter at intervals not to exceed 4,500 landings or 3 years, whichever occurs sooner; perform a high frequency eddy current (HFEC) inspection for cracks of the skin at fuselage lap joints S-4 and S-10 where the upper skin is less than 0.056 inch thick, from body station (BS) 259 to BS 1183, in accordance with Paragraph A. of Part I of the Accomplishment Instructions of Boeing Service Bulletin 727-53-0072, Revision 5, dated June 1, 1989 (hereinafter referred to as "the service bulletin"). If any cracks are detected, prior to further flight, repair in accordance with Part III of the Accomplishment Instructions of the service bulletin. \n\n\tB.\tWithin the next 2,500 landings or 18 months after February 12, 1990 (the effective date of Amendment 39-6461, AD 90-02-10), whichever occurs first, or prior to the accumulation of 28,000 landings, whichever occurs later, unless previously accomplished within the last 18 months; and thereafter at intervals not to exceed 4,500 landings or 3 years, whichever occurs sooner; perform a high frequency eddy current (HFEC) inspection for cracks of the fuselage skin at lap joints, S-14, S-19, S-20, and S-26 at locations where the upper skin is less than 0.056 inch thick from body station (BS) 259 to BS 1183, in accordance with Paragraph A. of Part I of the AccomplishmentInstructions of the service bulletin. Inspection is not required adjacent to protruding head fasteners located under fairings. If any cracks are detected, repair prior to further flight, in accordance with Part III of the Accomplishment Instructions of the service bulletin. \n\n\tC.\t1.\tWithin the next 6 months after August 21, 1989, unless accomplished within the last 9 months, or prior to the accumulation of 28,000 landings, whichever occurs later; and thereafter at intervals not to exceed 15 months; perform a detailed external visual inspection for cracks and for corrosion of fuselage lap joints (including S-4 and S-10) between BS 259 and BS 1183, except for S-14 (between BS 360 and BS 1183) on those airplanes identified in the service bulletin as Group I airplanes, in accordance with Paragraphs B.1. and B.2. in Part I of the Accomplishment Instructions of the service bulletin. Adequate lighting must be used for this inspection and, if necessary, inspection aids such as a mirror and 10X glass. Inspect for small cracks, bulging skin between fasteners, blistered paint, dished or popped rivet heads, loose fasteners, and delamination. Repair cracks, corrosion, and delamination in accordance with paragraph D. of this AD. \n\n\t\t2.\tThe repetitive inspection required by paragraph C.1. of this AD, may be conducted at intervals not to exceed 30 months in lieu of the 15 month interval for lap splices that have protruding head fasteners and are located under airplane fairings. Fasteners under the edge of the fairing also may be visually inspected at 30-month intervals, provided there is no evidence of cracking or corrosion of the lap joint from the edge of the fairing forward two frame stations for the leading edge of the fairing and aft two frame stations for the trailing edge of the fairing. \n\n\tD.\t1.\tIf cracks, delamination, or corrosion are detected at lap splices, prior to further flight, perform a HFEC inspection for cracks in the affected lap joint along the complete panel length in accordance with paragraph A. or B. of this AD, except for areas under fairings as described in paragraph C.2. of this AD. Repair cracks prior to further flight, in accordance with Part III of the service bulletin. If corrosion or delamination is found at any lap joint, repeat the HFEC inspection at intervals not to exceed 15 months or 3,000 landings, whichever occurs first; or repair the delamination prior to further flight, in accordance with Part II of the Accomplishment Instructions of the service bulletin. Repair the corrosion in accordance with paragraph D.2. of this AD. Where a panel is interrupted by a major cutout, such as an entry door or cargo door, the panel is considered to end at the cutout. \n\n\t\t2.\tIf corrosion or delamination is found, prior to further flight, conduct a low frequency eddy current (LFEC) inspection, in accordance with Part II of the Accomplishment Instructions of the service bulletin, of the lap joint along the complete panel length, except for areas under fairings as described in paragraph C.2. of this AD, to determine corrosion depth. If corrosion does not exceed 10 percent of the skin thickness, repeat the LFEC inspection at intervals not to exceed 2,000 landings or 6 months, whichever occurs first, until repaired in accordance with Part II, Paragraph B.2., of the Accomplishment Instructions of the service bulletin. If corrosion exceeds 10 percent of skin thickness, prior to further flight, repair in accordance with Part II, Paragraph C.1. of the Accomplishment Instructions of the service bulletin. \n\n\tE.\tTo conduct the inspections required by this AD: \n\n\t\t1.\tRemove the paint, using an approved chemical stripper; or \n\n\t\t2.\tEnsure that the fastener head is clearly visible. \n\n\tF.\tModify fuselage skin lap joints where the upper skin is less than 0.056 inch thick by replacing the upper row of fasteners with protruding head fasteners, in accordance with Part IV of the Accomplishment Instructions of the service bulletin, in accordance with the following schedule: \n\n\n\nNumber of Landings on \n\tAugust 21, 1989 \n\t(the Effective Date of\nAmendment 39-6262) \nModify Within the Next\n45,000 or more\n4 years after August 21, 1989 \n\nLess than 45,000 \n6 years after August 21, 1989, or prior to the accumulation of 28,000 landings, whichever occurs later \n\n\t\t\n\t\t1.\tBefore oversizing holes, perform a HFEC inspection of the hole to ensure it is crack- free. If cracking is detected, prior to further flight, repair in accordance with the service bulletin. \n\n\t\t2.\tIf the hole was not HFEC inspected prior to fastener installation, the skin must be visually inspected in accordance with paragraph C.1. of this AD within 1 year after August 21, 1989, or 4 years after the fastener installation, whichever occurs later, and reinspected thereafter at intervals not to exceed 15 months.\n \n\t\t3.\tReplacement with protruding head fasteners constitutes terminating action for the repetitive HFEC inspections required by paragraph A. or B. of this AD. The inspections required by paragraph C. of this AD are to continue. \n\n\tG.\tModification in accordance with Figure 4 of the service bulletin constitutes terminating action for the inspections required by paragraphs A., B., and C. of this AD for the modified area. \n\n\tH.\tBlind fasteners installed in the lap joints are to be used as an interim repair only. The blind fasteners specified in the service bulletin have a life of 10,000 landings and all other blind fasteners have a life of 3,000 landings before they must be replaced with protruding head solid fasteners. The blind fasteners must be inspected for loose or missing fasteners after accumulating 3,000 landings since installation or 1,000 landings after the effective date of the AD, whichever occurs later, and thereafter at intervals not to exceed 2,500 landings. Blind fasteners installed prior to August 21, 1989, must be replaced prior to the threshold specified in this paragraph orwithin 3,000 landings after August 21, 1989, whichever occurs later. \n\n\tI.\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\tJ.\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 SW., Renton, Washington. \n\n\tAirworthiness Directive 91-06-06 supersedes AD 89-15-06, Amendment 39-6262, and AD 90-02-10, Amendment 39-6461. \n\n\tThis amendment (39-6921, AD 91-06-06) becomes effective on April 8, 1991.
93-20-04: 93-20-04 BOEING: Amendment 39-8712. Docket 93-NM-38-AD. \n\n\tApplicability: Model 747-100, -200, and -300 series airplanes, equipped with BFGoodrich evacuation slide/rafts, as listed in BFGoodrich Service Bulletin 4A3221-25-250, dated March 12, 1993, having regulator part number 4A3194-1, -2, or -3; certificated in any category.\n \n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent delayed inflation of evacuation slide/rafts, which could delay or impede the evacuation of passengers during an emergency, accomplish the following: \n\n\t(a)\tWithin 36 months after the effective date of this AD, modify BFGoodrich evacuation slide/rafts having regulator part number 4A3194-1, -2, or -3, installed on doors 1, 2, 4, and 5, in accordance with BFGoodrich Service Bulletin 4A3221-25-250, dated March 12, 1993. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved bythe 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(c)\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(d)\tThe modification shall be done in accordance with BFGoodrich Service Bulletin 4A3221-25-250, dated March 12, 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 BFGoodrich, Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at 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(e)\tThis amendment becomes effective on November 26, 1993
93-05-07: 93-05-07 MCDONNELL DOUGLAS: Amendment 39-8512. Docket 92-NM-162-AD. \n\n\tApplicability: Model DC-9-80 series airplanes and Model MD-88 airplanes, as listed in McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent a riding condition between the overwing emergency exit door liner and the adjacent sidewall lining, which could hinder the opening of the overwing emergency exit door in an emergency situation, accomplish the following: \n\n\t(a)\tWithin 180 days after the effective date of this AD, conduct a one-time visual inspection of the overwing emergency exit door to determine whether the door can be opened without restriction, in accordance with McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992. If the door can be opened without restrictions, no further action is required by this AD action. \n\n\t(b)\tIf the door cannot be opened without restrictions, prior to further flight, inspect for sufficient clearance between the door liner and the adjacent passenger sidewall lining panels, in accordance with McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992. If clearance is within the limits specified in the service bulletin, no further action is required. \n\n\t(c)\tIf clearance is not within the limits specified in the service bulletin, prior to further flight, adjust the passenger sidewall lining panels and verify the clearance, in accordance with McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992. If clearance is obtained by adjusting the passenger compartment sidewall lining, no further action is required. \n\n\t(d)\tIf clearance cannot be obtained by adjusting the passenger compartment sidewall lining, prior to further flight, adjust the door liner as shown in Figure 2 of McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992, to obtain proper clearance. If clearance is obtained by adjusting the door liner, no further action is required. \n\n\t(e)\tIf clearance cannot be obtained by adjusting the door liner, prior to further flight, modify the door installation in accordance with Figure 3 of McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992. \n\n\t(f)\tWithin 60 days after accomplishing the requirements of this AD, submit a report of all inspection results that indicate restricted opening of the overwing emergency exit door to the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate, 3229 East Spring Street, Long Beach, California 90806-2425; fax (310) 988-5210. The report must include a description of the discrepancy and the airplane's serial number. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. \n\n\t(g)\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 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(h)\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(i)\tThe inspections, adjustments, and modification shall be done in accordance with McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 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 ACO, 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(j)\tThis amendment becomes effective on April 29, 1993.
96-25-11: This amendment supersedes an existing airworthiness directive (AD), applicable to all CFM International (CFMI) CFM56-3C-1 and certain CFM56-3B-2 engines, that currently requires the removal from service of certain fan disk and fan blade hardware, and limits the use of CFM56- 3C-1 thrust levels. This amendment requires removal of additional fan blade hardware, requires an Airplane Flight Manual (AFM) revision to impose thrust level limitations for airplanes equipped with affected engines, and requires the installation of redesigned fan blades as a terminating action to the thrust level limitations of this AD. The existing AD requirements for certain CFM56-3B-2 engines are unchanged and carried over into this final rule AD. This amendment is prompted by the availability of redesigned fan blades that are not subject to the thrust level limitations, and the need to clarify the AD requirements by deleting references to specific AFMs. The actions specified by this AD are intended to prevent a fan blade failure that can result in complete loss of engine power.