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89-05-04 R1: 89-05-04 R1 BOEING: Amendment 39-6148 as revised by Amendment 39-6484. Docket No. 89-NM-107-AD. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-57A2229, Revision 7, dated October 13, 1988, certificated in any category, that have reworked or interim production flap tracks (part numbers identified in the service bulletin). \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo preclude additional flap track failures, accomplish the following: \n\n\tA.\tAccomplish either paragraph A.1. or A.2., below according to the compliance schedule indicated. \n\n\t\t1.\tAccomplish A.1.a. through A.1.c., below: \n\n\t\t\ta.\tWithin five landings after March 8, 1989, (the effective date of Amendment 39-6148), revise the limitations section of the FAA-approved Airplane Flight Manual (AFM) by adding the following instructions. This may be accomplished by inserting a copy of this AD into the AFM: \n\n\t\t\t\t"Landing Flaps \n\n\t\t\t\tMaximum landing flaps shall not exceed 25 degrees, unless deemed necessary for safe operation by the pilot. The pilot shall document each use of 30 degree flaps in the airplane log book." \n\n\t\t\tb.\tWithin 15 landings after March 8, 1989, and thereafter at intervals not to exceed 15 landings, until paragraph B.2., below, is accomplished on the affected tracks, perform a close visual inspection of both sides of each flap track for cracks emanating from the first four fail-safe bar fastener holes of flap track numbers 1, 3, 6, and 8 (Borescope inspections, conducted in accordance with Boeing Alert Service Bulletin 747-57A2229, Revision 9, dated November 2, 1989, or through the access hole in the forward end fairing, are acceptable). \n\n\t\t\tc.\tWithin 10 landings after any use of 30 degree flaps, conduct the inspection specified in paragraph A.1.b., above. \n\n\t\t2.\tWithin 15 landings after March 8, 1989, and thereafter at intervals not to exceed 5 landings, until paragraph B.2., below, is accomplished on the affected track, perform a close visual inspection of both sides of each flap track for cracks emanating from the first four fail-safe bar fastener holes on each side of flap track numbers 1, 3, 6, and 8 (eight holes per track). (Borescope inspections, conducted in accordance with Boeing Alert Service Bulletin 747- 57A2229, Revision 9, dated November 2, 1989, or through the access hole in the forward end fairing, are acceptable.) \n\n\tNOTE: Although 30 degree flaps are not prohibited in complying with paragraph A.2., it is recommended that 25 degree flaps be used whenever possible. \n\n\tB.\tWithin 75 landings after March 8, 1989, (the effective date of Amendment 39-6148), remove the bolts from the first four fail-safe bar fastener holes on each side of the track (eight per track) of flap track numbers 1 through 8 (except tracks 4 and 5 with a spliced-in end fitting) and accomplish B.1. or B.2., below: \n\n\t\t1.\tInspect fastener holes for cracks, in accordance with the eddy current procedures identified in Boeing Alert Service Bulletin 747-57A2229, Revision 9, dated November 2, 1989. If no cracks are found, prior to further flight, apply an organic corrosion inhibitor (LPS-3 or equivalent) to the fastener hole and reinstall serviceable fasteners using corrosion inhibiting grease. Repeat at intervals not to exceed 75 landings. \n\n\t\t2.\tVerify that fastener holes are: \n\n\t\t\ta.\tCorrosion-free, by using magnifying borescope inspection procedures described in the enclosure to Boeing Letter B-221T-89-247, dated January 24, 1989, entitled "Borescope Inspection of Flap Track Holes, " and \n\n\t\t\tb.\tCrack-free, by using eddy current inspection procedures described in Boeing Alert Service Bulletin 747-57A2229, Revision 9, dated November 2, 1989. \n\n\tRepeat these inspections at intervals not to exceed 1,500 landings. Bolts are to be reinstalled as noted in paragraph B.1., above. Verification that fastener holes are crack-free and corrosion-free constitutes terminating action for the requirements of paragraph A., above, for that track. Any track, which on subsequent inspection is found to have developed corrosion in a fastener hole, must be inspected in accordance with paragraphs A. and B.1., above, until the condition is corrected. \n\n\tC.\tFor tracks inspected in accordance with paragraph B.2., above, within 300 landings after tracks have been found to be crack-free and corrosion-free, and at intervals thereafter not to exceed 300 landings, perform an ultrasonic and close detailed visual inspection of both sides of the forward end of each track for cracks, with the fairing removed, in accordance with Boeing Alert Service Bulletin 747-57A2229, Revision 9, dated November 2, 1989. \n\n\tD.\tWithin 150 landings after March 8, 1989 (the effective date of Amendment 39-6148), unless accomplished within the last 150 landings, and thereafter at intervals not to exceed 300 landings, remove the fairing from the forward end of flap tracks number 4 and 5 with spliced-in end fitting, and perform an ultrasonic and close detailed visual inspection of both sides of the forward end of each track for cracks, in accordance with the inspection procedures described in Boeing Alert Service Bulletin 747-57A2229, Revision 9, dated November 2, 1989. \n\n\tE.\tWithin the next 50 landings after August 15, 1988 (the effective date of AD 88-16-03, Amendment 39- 5985), unless accomplished within the past 950 landings, and thereafter at intervals not to exceed 1,000 landings, visually inspect numbers 1 through 8 flap track webs for cracks extending from all fastener holes not inspected in accordance with the requirements of paragraphs A., B., C., or D., above, or paragraph L., below. These visual inspections must be accomplished in accordance with the procedures described in Boeing Service Bulletin 747-57-2146, Revision 4, dated August 25, 1988. \n\n\tF.\tCracked tracks must be replaced or reworked prior to further flight in accordance with Boeing Alert Service Bulletin 747-57A2229, Revision 9, dated November 2, 1989, or Boeing Service Bulletin 747-57-2146, Revision 4, dated August 25, 1988. \n\n\tG.\tTracks which have had any of the first four fail-safe bar fastener holes reworked in accordance with Boeing Alert Service Bulletin 747-57A2229, Revision 7, dated October 13, 1988, or in accordance with any other procedure approved by the FAA, are subject to the requirements of paragraph A. and B.1., above, until compliance with paragraph B.2., above, is established. \n\n\tH.\tCarriage of fifth engine is not permitted unless a close visual inspection, described in paragraphs A.1.b. or A.2., above is conducted prior to the flight. \n\n\tI.\tReplacement of any flap track with a flap track approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, constitutes terminating action for the inspection requirements of this AD for that flap track. \n\n\tJ.\tAn alternate means of compliance or adjustment of the compliance time, whichprovides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tK.\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\tL.\tWithin 300 landings after the effective date of this amendment, and thereafter at intervals not to exceed 300 landings, remove the fairing from the forward end of flap track numbers 1 through 8 (except tracks 4 and 5 with a spliced-in end fitting) and visually inspect the flap track webs for cracks extending from the fifth through the tenth most- forward fail-safe bar fastener holes on each side of the track. These visual inspections must be accomplished inaccordance with the procedures described in Boeing Service Bulletin 747-57-2146, Revision 4, dated August 25, 1988. \n\n\tM.\tWithin the next 9 months after the effective date of this amendment accomplish the following on the first four fail-safe bar fastener holes on each side of the track (eight per track) of flap track numbers 1 through 8 (except tracks 4 and 5 with a spliced-in end fitting): \n\n\t\t1.\tModify the fastener holes in accordance with Boeing Service Bulletin 747-57A2229, Revision 9, dated November 2, 1989. \n\n\t\t2.\tVerify that modified fastener holes are crack-free and corrosion-free in accordance with paragraph B.2., above. (NOTE: Modification of the fastener holes does not terminate the repetitive inspection requirements of paragraph B.2.) \n\n\tN.\tFor airplanes on which the first four flap track fail-safe bar fastener holes have been verified to be corrosion-free in accordance with paragraph B.2. of this AD, within 6 months after the effective date of this amendment, and until reworked and interim production flap tracks are replaced with more durable later design flap tracks in accordance with Boeing Service Bulletin 747-57A2229, Revision 9, dated November 2, 1989, revise the Limitations Section of the Airplane Flight Manual (AFM) by adding the following instructions: \n\n\t\t"Landing Flaps \n\n\t\tMaximum landing flaps shall not exceed 25 degrees, unless deemed necessary for safe operation by the pilot." \n\n\tNOTE: In complying with paragraphs A. through D. and paragraph N. only, above, Boeing Service Bulletin 747- 57A2229, Revision 7, dated October 13, 1988, or Revision 8, dated January 31, 1989, may be used in lieu of Boeing Service Bulletin 747-57A2229, Revision 9, dated November 2, 1989. \n\n\tIn complying with paragraph M., above, Boeing Service Bulletin 747-57A2229, Revision 8, dated January 31, 1989, may be used in lieu of Boeing Service Bulletin 747-57A2229, Revision 9, dated November 2, 1989. In complying with paragraphs E., F., and L., above, Boeing Service Bulletin 747-57-2146, Revision 3, dated May 9, 1986, may be used in lieu of Boeing Service Bulletin 747-57-2146, Revision 4, dated August 25,1988. \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 Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 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 AD revises AD 89-05-04, Amendment 39-6148. \n\n\tThis amendment (39-6484, AD 89-05-04 R1) becomes effective on February 23, 1990.
93-17-07: 93-17-07 BOEING: Amendment 39-8678. Docket 93-NM-71-AD. Supersedes AD 93-01-04, Amendment 39-8458 which superseded AD 85-22-07, Amendment 39-5153. \n\n\tApplicability: All Model 747 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent the failure of the engine support structure and the inability of the strut to carry required engine support loads, accomplish the following: \n\n\tRESTATEMENT OF ACTIONS REQUIRED BY AD 85-22-07, AMENDMENT 39- 5153: \n\n\t(a)\tINITIAL/REPETITIVE INSPECTIONS: For Model 747 series airplanes listed in Boeing Service Bulletin 747-54-2100, dated June 20, 1983: Perform an ultrasonic inspection of the inboard and outboard midspar fitting lugs or spring beam aft lugs of each strut to detect cracks in accordance with Boeing Service Bulletin 747-54-2100, dated June 20, 1983; Revision 1, dated August 25, 1988; Revision 2, dated July 20, 1989; or Revision 3, dated November 16, 1989; at the time specified in paragraph (a)(1), (a)(2), (a)(3), or (a)(4) of this AD, as applicable. Repeat that inspection thereafter at intervals not to exceed 3,000 landings until the inspections required by paragraph (b) of this AD is accomplished. \n\n\t\t(1)\tFor airplanes that have accumulated less than 30,000 total hours time-in- service as of November 24, 1985 (the effective date of AD 85-22-07, Amendment 39-5153): Inspect within 18 months after November 24, 1985, or prior to the accumulation of 25,000 total hours time-in-service, whichever occurs later. \n\n\t\t(2)\tFor airplanes that have accumulated 30,000 or more total hours time-in- service, but less than 40,000 total hours time-in-service, as of November 24, 1985 (the effective date of AD 85-22-07, Amendment 39-5153): Inspect within 12 months after November 24, 1985.\n \n\t\t(3)\tFor airplanes that have accumulated 40,000 or more total hours time-in- service as of November 24, 1985 (the effective date of AD 85-22-07, Amendment 39-5153): Inspect within 6 months after November 24, 1985. \n\n\t\t(4)\tFor airplanes on which the midspar fitting or its lug bushings have been replaced, or on which the spring beam or its aft lug bushings have been replaced: Inspect those lugs within 18 months after November 24, 1985 (the effective date of AD 85-22-07, Amendment 39-5153), or within 25,000 total hours time-in-service after such replacement, whichever occurs later. \n\n\tRESTATEMENT OF ACTIONS REQUIRED BY AD 93-01-04, AMENDMENT 39- 8458: \n\n\t(b)\tINITIAL INSPECTIONS: For airplanes equipped with midspar fitting lugs or spring beam aft lugs that do not have roller-swaged, shrink-fitted bushings: Perform an ultrasonic inspection to detect cracks of the midspar fitting lugs or spring beam aft lugs of each strut and a detailed visual inspection to detect corrosion of the lugs and bushing migration, in accordance with Boeing Alert Service Bulletin 747-54A2152, dated December 23, 1992, or Revision 1, dated July 15, 1993, prior tothe times specified in paragraphs (b)(1) and (b)(2) of this AD. After the effective date of this AD, these inspections shall only be accomplished in accordance with Boeing Alert Service Bulletin 747-54A2152, Revision 1, dated July 15, 1993. Accomplishment of these inspections terminates the repetitive inspection requirement of paragraph (a) of this AD. \n\n\t\t(1)\tInspect inboard engine positions 2 and 3 prior to the later of the times specified in paragraphs (b)(1)(i) and (b)(1)(ii) of this AD. \n\n\t\t\t(i)\tPrior to the accumulation of 5,000 landings on the midspar fitting lugs, or within 5 years since installation, whichever occurs first. Or \n\n\t\t\t(ii)\tWithin 60 days after February 5, 1993 (the effective date of AD 93-01-04, Amendment 39-8458). \n\n\t\t(2)\tInspect outboard engine positions 1 and 4 prior to the later of the times specified in paragraphs (b)(2)(i) and (b)(2)(ii) of this AD. \n\n\t\t\t(i)\tPrior to the accumulation of 5,000 landings on the midspar fitting lugs or spring beam aft lugs, or within 5 years since installation, whichever occurs first. Or \n\n\t\t\t(ii)\tWithin 90 days after February 5, 1993 (the effective date of AD 93-01-04, Amendment 39-8458). \n\n\t(c)\tINITIAL INSPECTIONS: For airplanes equipped with midspar fitting lugs or spring beam aft lugs having roller-swaged, shrink-fitted bushings: Perform a detailed visual inspection of the midspar fitting lugs or spring beam aft lugs of each strut for corrosion of the lugs and bushing migration in accordance with Boeing Alert Service Bulletin 747-54A2152, dated December 23, 1992, or Revision 1, dated July 15, 1993, prior to the later of the times specified in paragraphs (c)(1) and (c)(2) of this AD. \n\n\t\t(1)\tPrior to the accumulation of 5,000 landings on the midspar fitting lugs or spring beam aft lugs, or within 5 years since installation, whichever occurs first. Or \n\n\t\t(2)\tWithin 90 days after February 5, 1993 (the effective date of AD 93-01- 04, Amendment 39-8458). \n\n\t(d)\tREPETITIVE INSPECTIONS: Repeat the inspection required by paragraph (b) or (c) of this AD, as applicable, prior to the times specified in paragraphs (d)(1) and (d)(2) of this AD, as applicable, in accordance with Boeing Alert Service Bulletin 747-54A2152, dated December 23, 1992, or Revision 1, dated July 15, 1993, until the inspections required by paragraphs (e) and (f) of this AD are accomplished, as applicable. \n\n\t\t(1)\tFor midspar fitting lugs: At intervals not to exceed 1,000 landings. \n\n\t\t(2)\tFor spring beam aft lugs: At intervals not to exceed 3,000 landings. \n\n\tNEW ACTIONS REQUIRED BY THIS AMENDMENT \n\n\t(e)\tINITIAL INSPECTIONS FOR LUGS RE-WORKED IN ACCORDANCE WITH BOEING SERVICE BULLETIN 747-54-2100: For airplanes equipped with midspar fitting lugs or spring beam aft lugs that were last re-worked in accordance with Boeing Service Bulletin 747-54-2100: Perform an ultrasonic inspection to detect cracks of the midspar fitting lugs or spring beam aft lugs of each strut and a detailed visual inspection to detect corrosion of the lugs and bushing migration and rotation in accordance with Boeing Alert Service Bulletin 747-54A2152, Revision 1, dated July 15, 1993, prior to the times specified in paragraphs (e)(1) and (e)(2) of this AD, as applicable. Accomplishment of these inspections terminates the repetitive inspection requirements of paragraph (d) of this AD. \n\n\t\t(1)\tFor airplanes that have been inspected previously in accordance with AD 93-01-04: Perform the inspections prior to the times specified in paragraphs (e)(1)(i), (e)(1)(ii), and (e)(1)(iii) of this AD, as applicable. \n\n\t\t\t(i)\tFor midspar fitting lugs installed on the inboard strut on Groups 1, 4, and 9 airplanes, as listed in Boeing Alert Service Bulletin 747-54A2152, Revision 1, dated July 15, 1993: Within 500 landings since the previous ultrasonic or detailed visual inspection, or within 60 days after the effective date of this AD, whichever occurs later. \n\n\t\t\t(ii)\tFor midspar fitting lugs installed on the inboard strut other than those subject to the requirements of paragraph (e)(1)(i) of this AD; and for midspar fitting lugs installed on the outboard strut on Groups 1 and 4 airplanes, as listed in Boeing Alert Service Bulletin 747-54A2152, Revision 1, dated July 15, 1993: Within 1,000 landings since the previous ultrasonic or detailed visual inspection, or within 90 days after the effective date of this AD, whichever occurs later. \n\n\t\t\t(iii)\tFor spring beam aft lugs: Within 3,000 landings since the previous ultrasonic or detailed visual inspection, or within 90 days after the effective date of this AD, whichever occurs later. \n\n\t\t(2)\tFor airplanes that have not been inspected previously in accordance with AD 93-01-04: Perform the inspections prior to the times specified in paragraphs (e)(2)(i), (e)(2)(ii), and (e)(2)(iii) of this AD, as applicable. \n\n\t\t\t(i)\tFor midspar fitting lugs installed on the inboard strut on Groups 1, 4, and 9 airplanes, as listed in Boeing AlertService Bulletin 747-54A2152, Revision 1, dated July 15, 1993: Inspect prior to the later of the times specified in paragraphs (e)(2)(i)(A) and (e)(2)(i)(B) of this AD. \n\n\t\t\t\t(A)\tPrior to the accumulation of 2,500 landings on the re-worked midspar fitting lugs, or within 3 years since re-work of the lugs, whichever occurs first. Or \n\n\t\t\t\t(B)\tWithin 60 days after the effective date of this AD. \n\t\t\t(ii)\tFor midspar fitting lugs and spring beam aft lugs other than those subject to the requirements of paragraph (e)(2)(i) of this AD: Inspect prior to the later of the times specified in paragraphs (e)(2)(ii)(A) and (e)(2)(ii)(B) of this AD. \n\n\t\t\t\t(A)\tPrior to the accumulation of 5,000 landings on the re-worked midspar fitting lugs, or within 5 years since re-work of the lugs, whichever occurs first. Or \n\n\t\t\t\t(B)\tWithin 90 days after the effective date of this AD. \n\t(f)\tINITIAL INSPECTIONS FOR LUGS OTHER THAN THOSE RE-WORKED IN ACCORDANCE WITH BOEING SERVICE BULLETIN 747-54-2100: For airplanes equipped with midspar fitting lugs or spring beam aft lugs other than those subject to the requirements of paragraph (e) of this AD: Perform an ultrasonic inspection to detect cracks of the midspar fitting lugs or spring beam aft lugs of each strut and a detailed visual inspection to detect corrosion of the lugs and bushing migration and rotation in accordance with Boeing Alert Service Bulletin 747-54A2152, Revision 1, dated July 15, 1993, prior to the times specified in paragraphs (f)(1) and (f)(2) of this AD, as applicable. Accomplishment of these inspections terminates the repetitive inspection requirements of paragraph (d) of this AD. \n\t\t(1)\tFor airplanes that have been inspected previously in accordance with AD 93-01-04: Perform the inspections prior to the times specified in paragraphs (f)(1)(i), (f)(1)(ii), and (f)(1)(iii) of this AD, as applicable. \n\n\t\t\t(i)\tFor midspar fitting lugs installed on the inboard strut on Groups 1, 4, and 9 airplanes, as listedin Boeing Alert Service Bulletin 747-54A2152, Revision 1, dated July 15, 1993: Within 500 landings since the previous ultrasonic or detailed visual inspection, or within 60 days after the effective date of this AD, whichever occurs later. \n\n\t\t\t(ii)\tFor midspar fitting lugs installed on the inboard strut other than those subject to the requirements of paragraph (e)(1)(i) of this AD; and for midspar fitting lugs installed on the outboard strut on Groups 1 and 4 airplanes, as listed in Boeing Alert Service Bulletin 747-54A2152, Revision 1, dated July 15, 1993: Within 1,000 landings since the previous ultrasonic or detailed visual inspection, or within 90 days after the effective date of this AD, whichever occurs later. \n\n\t\t\t(iii)\tFor spring beam aft lugs: Within 3,000 landings since the previous ultrasonic or detailed visual inspection, or within 90 days after the effective date of this AD, whichever occurs later. \n\n\t\t(2)\tFor airplanes that have not been inspected previously in accordance with AD 93-01-04: Perform the inspections prior to the times specified in paragraphs (f)(2)(i) and (f)(2)(ii) of this AD, as applicable. \n\n\t\t\t(i)\tFor midspar fitting lugs installed on the inboard strut on Groups 1, 4, and 9 airplanes, as listed in Boeing Alert Service Bulletin 747-54A2152, Revision 1, dated July 15, 1993: Inspect prior to the later of the times specified in paragraphs (f)(2)(i)(A) and (f)(2)(i)(B) of this AD. \n\n\t\t\t\t(A)\tPrior to the accumulation of 5,000 landings on the midspar fitting lugs, or within 5 years since installation, whichever occurs first. Or \n\n\t\t\t\t(B)\tWithin 60 days after the effective date of this AD. \n\n\t\t\t(ii)\tFor midspar fitting lugs other than those subject to the requirements of paragraph (f)(2)(i) of this AD, and for spring beam aft lugs: Inspect prior to the later of the times specified in paragraphs (f)(2)(ii)(A) and (f)(2)(ii)(B) of this AD. \n\n\t\t\t\t(A)\tPrior to the accumulation of 5,000 landings on the lugs, or within 5 years since installation, whichever occurs first. Or \n\n\t\t\t\t(B)\tWithin 90 days after the effective date of this AD. \n\n\t(g)\tREPETITIVE INSPECTIONS: Repeat the inspections required by paragraphs (e) and (f) of this AD, as applicable, prior to the times specified in paragraphs (g)(1), (g)(2), and (g)(3) of this AD, as applicable, in accordance with Boeing Alert Service Bulletin 747-54A2152, Revision 1, dated July 15, 1993. \n\n\t\t(1)\tFor midspar fitting lugs installed on the inboard strut on Groups 1, 4, and 9 airplanes, as listed in Boeing Alert Service Bulletin 747-54A2152, Revision 1, dated July 15, 1993: At intervals not to exceed 500 landings.\n \n\t\t(2)\tFor midspar fitting lugs installed on the inboard strut other than those subject to the requirements of paragraph (g)(1) of this AD; and for midspar fitting lugs installed on the outboard strut on Groups 1 and 4 airplanes, as listed in Boeing Alert Service Bulletin 747-54A2152, Revision 1, dated July 15, 1993: At intervals not to exceed 1,000 landings. \n\n\t\t(3)\tFor spring beam aft lugs: At intervals not to exceed 3,000 landings. \n\n\tCORRECTIVE ACTIONS \n\n\t(h)\tMIGRATED OR ROTATED BUSHINGS: If any migrated or rotated bushing is found as a result of any inspection required by this AD, prior to further flight, re-seal the bushing in accordance with Boeing Alert Service Bulletin 747-54A2152, dated December 23, 1992, or Revision 1, dated July 15, 1993. Prior to the accumulation of 1,000 additional landings after detecting the migrated or rotated bushing, re-work the midspar fitting or spring beam, as applicable, in accordance with Figure 5 of the service bulletin. Reinspection of the lug bore, which is part of the lug re-work procedure, shall only be accomplished using magnetic particle inspection techniques. After the effective date of this AD, re-work of the midspar fitting or spring beam shall only be accomplished in accordance with Boeing Alert Service Bulletin 747- 54A2152, Revision 1, dated July 15, 1993.(i)\tCRACKS: If any crack is found in the lugs as a result of any inspection required by this AD, prior to further flight, replace the affected midspar fitting or spring beam in accordance with Boeing Service Bulletin 747-54-2100, dated June 20, 1983; Revision 1, dated August 25, 1988; Revision 2, dated July 20, 1989; or Revision 3, dated November 16, 1989. \n\n\t(j)\tCORROSION: If any corrosion is found as a result of any inspection required by this AD, prior to further flight, remove the corrosion in accordance with Boeing Alert Service Bulletin 747-54A2152, dated December 23, 1992, or Revision 1, dated July 15, 1993. \n\n\t(k)\tAny midspar fitting or spring beam replaced in accordance with the procedures described in Boeing Service Bulletin 747-54-2100, dated June 20, 1983; Revision 1, dated August 25, 1988; Revision 2, dated July 20, 1989; or Revision 3, dated November 16, 1989, shall be considered to be a new midspar fitting or spring beam. Any midspar fitting or spring beam that has been re-worked in accordance with Boeing Alert Service Bulletin 747-54A2152, dated December 23, 1992, or Revision 1, dated July 15, 1993, shall also be considered to be a new midspar fitting or spring beam. Replaced or re-worked fittings or spring beams are subject to the initial inspections required by paragraphs (e) and (f) of this AD, as applicable, and any subsequent corrective actions based on the findings of those inspections. \n\n\tNOTE 1: Midspar fittings or spring beams that have been re-worked in accordance with Boeing Service Bulletin 747-54-2100, dated June 20, 1983; Revision 1, dated August 25, 1988; Revision 2, dated July 20, 1989; or Revision 3, dated November 16, 1989, are not to be considered to be new midspar fittings or spring beams. In addition, the initial inspection threshold for these lugs is less than the initial inspection threshold for lugs that have been re-worked in accordance with Boeing Alert Service Bulletin 747-54A2152. \n\n\t(l)\tAn alternativemethod of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE 2: 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(m)\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(n)\tThe inspections, re-seal, re-work, corrosion removal, and replacements shall be done in accordance with Boeing Alert Service Bulletin 747-54A2152, Revision 1, dated July 15, 1993; Boeing Service Bulletin 747-54-2100, dated June 20, 1983; Boeing Service Bulletin 747- 54-2100, Revision 1, dated August 25, 1988; Boeing Service Bulletin 747-54-2100, Revision 2, dated July 20, 1989; Boeing Service Bulletin, Revision 3, dated November 16, 1989; and Boeing Alert Service Bulletin 747-54A2152, dated December 23, 1992; as applicable. The incorporation by reference of Boeing Alert Service Bulletin 747-54A2152, Revision 1, dated July 15, 1993, 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 Boeing Service Bulletin 747-54-2100, dated June 20, 1983; Boeing Service Bulletin 747-54-2100, Revision 1, dated August 25, 1988; Boeing Service Bulletin 747-54-2100, Revision 2, dated July 20, 1989; Boeing Service Bulletin, Revision 3, dated November 16, 1989; and Boeing Alert Service Bulletin 747-54A2152, dated December 23, 1992, 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 February 5, 1993 (58 FR483, January 6, 1993). Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(o)\tThis amendment becomes effective on September 10, 1993.
2011-21-15: We are adopting a new airworthiness directive (AD) for certain Model EMB-135ER, -135KE, -135KL, and -135LR airplanes; and Model EMB- 145, -145ER, -145MR, -145LR, -145MP, and -145EP airplanes. 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: This [Brazilian] AD results from reports of cracking in the firewall of the auxiliary power unit (APU). This AD is being issued to detect and correct this cracking, which could result in reduced structural integrity of the fuselage and empennage in the event that a fire penetrates through the firewall of the APU. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-21-14: We are superseding an existing airworthiness directive (AD) that applies to certain Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model C4-605R Variant F airplanes (collectively called A300-600 series airplanes). 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: [T]he FAA has published SFAR 88 (Special Federal Aviation Regulation 88).* * * Under this regulation, all holders of type certificates for passenger transport aeroplanes * * * are required to conduct a design review against explosion risks. The replacement of some types of P-clips and improvement of the electrical bonding of the equipment in the fuel tanks [were] are rendered mandatory. * * * * * * * * Subsequently, an internal review * * * led * * * to * * * an additional check [for blue coat] of the bonding points in the centre tank. * * * More recently, another internal review [introduced] additional work [installing bonding points] for aeroplanes under Configuration 03 * * * and additional work [bonding the fuel jettison system--blanking plates] on the wing tanks for aeroplanes under Configuration 07. * * * The unsafe condition is damage to wiring in the wing, center, and trim fuel tanks, due to failed P-clips used for retaining the wiring and pipes, which could result in a possible fuel ignition source in the wing, center, or trim fuel tanks. We are issuing this AD to require actions to correct the unsafe condition on these products.
97-03-07: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Raytheon Model BAe 125-1A through -1000A series airplanes and Model Hawker 800 and 1000 airplanes, that currently requires repetitive inspections to detect fatigue cracking of the sidestay jack pivots of the main landing gear (MLG), and replacement of the sidestay jack pivot assemblies with new assemblies. This amendment adds a requirement to replace the sidestay jack pivot assemblies with new, improved assemblies; when accomplished, this replacement would terminate the inspection requirements of the AD. This amendment also expands the applicability of the existing AD to include additional airplanes. The actions specified by this AD are intended to prevent fatigue fracturing of the sidestay jack pivots of the MLG, which could result in the inability of the MLG to deploy and a consequent wheels-up landing. The incorporation by reference of Raytheon Corporate Jets Service BulletinSB 32-233, dated June 24, 1994, listed in the regulations, was approved previously by the Director of the Federal Register as of February 3, 1995 (60 FR 330, January 4, 1995).
2022-02-11: The FAA is superseding Airworthiness Directive (AD) 2019-20- 10, which applied to certain Airbus SAS Model A318 series airplanes; Model A319-111, -112,-113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. AD 2019-20-10 required repetitive rototest inspections of the holes at the door stop fittings for any cracking, and corrective actions if necessary. Since the FAA issued AD 2019-20-10, a clarification of a certain compliance time for the rototest inspection was added. This AD clarifies a certain compliance time and continues to require repetitive rototest inspections of the holes at the door stop fittings for any cracking, and repair if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2011-18-07: 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: An uncommanded engine in-flight shutdown of a PZL-10W has been recently reported. The investigation has shown that the uncommanded engine in-flight shutdown was due to excessive spline wear on the fuel metering pump shaft. This condition, if not identified and corrected, may lead to further uncommanded in-flight engine shutdowns and consequent emergency landings of the affected helicopters. We are issuing this AD to prevent uncommanded engine in-flight shutdown and risk to the helicopter.
97-03-03: This amendment adopts a new airworthiness directive (AD) that applies to certain Pilatus Britten-Norman BN-2, BN-2A, and BN-2B series airplanes that do not have generator terminal diodes installed with Modification NB/M/1571. This action requires removing the terminal diodes that have a 70 amp direct current (DC) Generation System, which is referred to as Modification NB/M/1148, and installing Modification NB/M/1571, which consists of new terminal diodes with a higher amp rating. Reports from operators that one or both diodes were failing prompted this action. The actions specified by this AD are intended to prevent loss of electrical power to the navigation, communications, and light systems, which could impair the pilot's ability to maintain control of the airplane.
81-14-10: 81-14-10 NORTH AMERICAN: Amendment 39-4159. Applies to all AT-6D 81-14-10 (SNJ-5), AT-6F (SNJ-6), SNJ-7, and T-6G aircraft equipped with single piece design horizontal stabilizer rear spar connector fittings (P/N 77-21021, 4 fittings per spar). This AD does not apply to those aircraft equipped with two piece design connector fittings (P/Ns 77-21021-3 and 77-21021-4, 8 fittings per spar). \n\nAccomplish the following: \na)\tWithin 20 flight hours after the effective date of this AD and every 20 flight hours thereafter until b) is accomplished: \n1.\tRemove the fuselage to vertical stabilizer fairing assembly and the rear fairing assemblies at the horizontal stabilizer. \n2.\tVisually check the spar connector fittings for cracks. If cracks are found, fitting must be replaced with an airworthy part before further flight. \n\nb)\tAt next annual inspection: \n1.\tRemove the fuselage to vertical stabilizer fairing assembly and the rear fairing assemblies at the horizontal stabilizer. \n2.\tRemove the 1/4-inch bolts which attach the upper and lower spar connection fittings (P/N 77-21021) of the rear spar assembly. \n3.\tRemove the 4 connection fittings from the spar, remove paint from the connection fittings, and check for cracks using standard dye penetrant inspection methods. Replace any cracked fittings with serviceable ones and repaint all others. (See note.) \n4.\tInspect for fit between the connection fittings and the spar with a feeler gage prior to installation of the bolts. If gaps greater than 0.010 inches exist, shims are necessary. \n5.\tFabricate aluminum shims 3-1/8 inches x 15/16 inch and of necessary thickness, and place on either side of spar flanges, maintaining a parallel overall dimension to fit inside the connection fitting with a maximum clearance of 0.010 inches. \n6.\tDrill holes through the shims to match those in the fitting. Remove all chips and reinstall the various parts, including fairings. \n\nNOTE: One source of replacement fittings is Banaire Enterprises, 962 E. Lincoln St., Banning, California 92220 (Tel. (714) 849-8323). \n\nThis amendment becomes effective July 13, 1981.
84-14-51 R1: 84-14-51 R1 BOEING: Amendment 39-5149. Applies to Model 757 airplanes listed in Boeing Service Bulletin 757-32-0033 dated September 7, 1984, certificated in any category, on which incorporation of Boeing Service Bulletin 757-32-0033, dated September 7, 1984, or later FAA- approved revision, has not been accomplished. Compliance is required as indicated below, after the effective date of this airworthiness directive (AD). To assure landing gear extension following a jam of the landing gear handle in the up position, accomplish the following, unless already accomplished: \n\n\tA.\tWithin 24 hours: \n\n\t\t1.\tIncorporate the following information into the FAA-approved airplane flight manual and the flight operations manual as an emergency procedure and provide to flight crews: \n\n\tGEAR LEVER WILL NOT MOVE FROM UP POSITION \n\t\tAIRSPEED.........................................................................\tMAINTAIN 200-220 KTS \n\t\tUNTIL GEAR EXTENDED \n\tFLAP LEVER.....................................................................\t................1 \n\tPTU CONT CIRCUIT BREAKER (D31)....................................\tPULL \n\tLEFT AUTOPILOT (IF ENGAGED)............................................DISCONNECT \n\tLEFT ELECTRIC AND ENGINE \n\t\tHYDRAULIC PUMP SWITCHES................................OFF \n\tALTERNATE GEAR EXTENSION SWITCH..........................PUSH \n\t\tIf, after 60 seconds, any gear down \n\t\t(green) lights not illuminated: \n\t\tFLAP LEVER.....................................................................\t5/1 \n\t\tSelect flaps 5 then 1. \n\t\tRepeat until all gear down (green) \n\t\tlights illuminate. \n\t-\tUse flaps 20 and VREF 20 for landing. \n\t-\tL thrust reverser and nose wheel steering \n\t\tinoperative \n\tGROUND PROXIMITY FLAPS OVERRIDE SWITCH........\tOVRD \n\tALTERNATE FLAPS SELECTOR.............................................SET \n\t\tPosition to agree with flap lever. \n\tALTERNATE FLAPS SWITCHES \n\t\t(Leading and Trailing Edge)........................................\tALTN \n\tALTERNATE FLAPS SELECTOR.............................................SET \n\t\tExtend or Retract Flaps as required. \n\n\tCAUTION:\tDO NOT REPRESSURIZE LEFT \n\t\t\tHYDRAULIC SYSTEM OR RESET PTU \n\t\t\tCONT CIRCUIT BREAKER INFLIGHT \n\t\t\tOR ON THE GROUND, AS GEAR WILL \n\t\t\tRETRACT. \n\n\tNOTE: Compliance with this directive may be effected by including a copy of telegraphic AD T84-14-51, issued June 29, 1984, in the airplane flight manual and operating manual. \n\n\t\t2.\tFurther revenue flight following landing gear jam is prohibited until repairs are made. \n\n\t\t3.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\t4.\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\tB.\tPrior to September 1, 1986: \n\n\t\t1.\tModify the landing gear selector valve assembly, Boeing P/N 60B00216-7, in accordance with Boeing Service Bulletin 757-32-0033, dated September 7, 1984, or later FAA- approved revision. \n\n\t\t2.\tFollowing modification of the selector valve, the special emergency procedure implemented by paragraph A., above, may be removed. \n\n\tAll persons affected by this directive who have not already received these 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 at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThe telegraphic AD issued June 29, 1984, became effective upon receipt. \n\tThis amendment becomes effective November 12, 1985.