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64-03-03: 64-03-03 HAMILTON STANDARD: Amdt. 678 Part 507 Federal Register January 29, 1964. Applies to All Hamilton Standard Aluminum-Alloy Propeller Blades. (Aircraft on Which These Propeller Blades are Installed Include but are not Necessarily Confined to the Boeing 377; Convair 240, 340, 440; Douglas DC3 Series, DC-6, DC-6A, DC-6B, DC-7, DC-7A, DC-7B, DC- 7C; Lockheed 049 749A, 1049/C/D/G/H, 1649A; and Martin 202A, 404.)\n \n\tCompliance required as indicated.\n \n\tFor all aluminum-alloy propeller blades exposed to known or suspected impact with solid objects (blades static or rotating), the following shall be accomplished:\n\n\t(a)\tNon-surface-treated blades shall be inspected in accordance with the applicable Hamilton Standard Bulletins and Service Manuals. If repair of damage requires procedures that include bending or twisting, the blade shall be removed and repaired before further flight. Other damage may be repaired without blade removed in accordance with the applicable Hamilton Standard instructions.\n \n\t(b)\tSurface-treated blades as classified in Hamilton Standard Bulletin No. 596B shall be inspected in accordance with the applicable Hamilton Standard Bulletins and Service Manuals.\n\n\t\t(1)\tBlades with visual evidence of bending, twisting, or other damage shall be removed before further flight and submitted to Hamilton Standard for repair. A complete description of the circumstances surrounding the incident plus all available alignment records shall accompany the blade, since such details will determine the extent of the repair required.\n \n\t\t(2)\tBlades with no visual evidence of bending, twisting, or other damage shall be treated as follows: \n\n\t\t\t(i)\tIf the applicable alignment gage is available, measure alignment and disposition blades in accordance with Hamilton Standard Service Bulletin No. 602A.\n \n\t\t\t(ii)\tIf an alignment gage is not available, measure propeller track. If track is beyond the tolerance specified in Table II of Hamilton Standard ServiceBulletin No. 596A, the propeller shall be removed from service immediately. If track is within limits, the propeller may be continued in service for a period not to exceed 50 hours' time in service before the face alignment check prescribed in (i) is conducted.\n \n\t(Hamilton Standard Service Bulletins Nos. 596, 596A, 596B, and 602A cover this same subject.)\n \n\tThis supersedes AD 59-17-03.\n \n\tThis directive effective March 1, 1964.
58-01-04: 58-01-04 HELIO: Applies to Model H-391B Aircraft, Serial Numbers 003 to 063 Inclusive. Several aileron-interceptor actuator bellcranks have been found to be cracked. Accordingly, the following inspection and replacement programs are required as indicated. Compliance required within the next 100 hours. Visually inspect the aileron-interceptor actuator bellcranks at the attachment of the control cables. Cracked bellcranks must be replaced. (Helio Service Bulletin No. 16 covers this subject.)
2021-25-02: The FAA is superseding Airworthiness Directive (AD) 2014-16- 16, which applied to all Embraer S.A. Model ERJ 190-100 STD, -100 LR, - 100 ECJ, -100 IGW, -200 STD, -200 LR, and -200 IGW airplanes; and AD 2018-19-28, which applied to certain Embraer S.A. Model ERJ 190-100 STD, -100 LR, -100 ECJ, -100 IGW, -200 STD, -200 LR, and -200 IGW airplanes. AD 2014-16-16 required, for certain airplanes, retorquing and replacing the pylon lower link fittings, and for all airplanes, repetitive retorquing of those fittings. AD 2018-19-28 required modification of the attaching parts of the pylon lower link fittings. This AD continues to require those actions, and also requires application of a lower torque value, inspection of certain shear pins and replacement if necessary, and revised compliance times for the modification; as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. This AD also prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
2010-10-04: 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: Operators of DHC-8 400 Series aeroplanes have been reporting chafing of wires in the AC wire harnesses located along the lower wing shroud on either wing resulting in a loss of various system services. Chafed wires may lead to arcing, local overheating and AC generator failure. The AC generators provide power to the anti-icing heaters, including pitot/static heater, engine adapter heater, and propeller heater. Failure of both AC generators would result in the loss of these systems and poses a safety concern. * * * * * Loss of both AC generators could lead to unannunciated loss of heat to both engine inlets, which could lead to loss of power in bothengines during icing conditions. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
51-23-04: 51-23-04\tSIKORSKY: Applies to All Model S-51 Helicopters. \n\nCompliance required as indicated. \n\n1.\tCompliance required prior to next flight. \n\nInspect all main rotor link assemblies (P/N S510348) received from the manufacturer between June 1 and September 6, inclusive for location of the identification stamp "F". Links with the "F" metal-stamped in the critical area on the inner faces of the ears should be retired from service. Those with the "F" stamped on the outer faces or on noncritical areas of the inner faces of the ears should be polished locally with emery and crocus cloth to remove the "F" and the links may be returned to service. (See Figure 6.) \n\n\n\nAD 51-23-04 \n\n(Sikorsky Information Circular No. 175, dated September 7, 1951, covers this same subject.) \n\n2.\tMain rotor link assemblies (P/N S510348) shall be retired from service when a total flight time of 960 hours on the links has been accumulated. \n\n(Sikorsky Information Circular No. 122, Revision B, dated September 10, 1951, covers this same subject.)
89-07-08: 89-07-08 McDONNELL DOUGLAS: Amendment 39-6177. \n\n\tApplicability: Model DC-9 and C-9 (Military) series airplanes, Fuselage 1 through 895, as listed in McDonnell Douglas DC-9 Service Bulletin 24-57, Revision 1, dated March 12, 1980, certificated in any category. \n\n\tCompliance: Required within 60 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent the AC cross tie relay from shorting out internally and causing total loss of AC electrical power and to eliminate a potential source of fire ignition, accomplish the following: \n\n\tA.\tInstall current limiters in the aircraft wiring at the AC cross tie relay in accordance with the accomplishment instructions of McDonnell Douglas DC-9 Service Bulletin 24-57, Revision 1, dated March 12, 1980. \n\n\tB.\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, Los Angeles Aircraft Certification Office,FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Avionics Inspector (PAI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized 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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-LOO (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6177, AD 89-07-08) becomes effective on April 17, 1989.
2010-09-13: 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: Some digital engine control units (DECUs) used to control MAKILA 2A and MAKILA 2A1 engines have an ambient pressure (P0) sensor with a measurement accuracy that may be outside the range required for satisfactory functioning of the engines throughout the entire operating envelope. In certain extreme flight conditions, the lack of P0 measurement accuracy could potentially cause an engine flameout if the engine is operating on a replacement fuel. The issue is limited to a batch of 24 DECUs, of which 23 are known to be still in service. Since 01 January 2010, any such DECU returned to an approved repair centre has had its P0 sensor checked and replaced as necessary. We are issuing this AD to prevent an uncommanded engine in-flight shutdown which could result in a forced autorotation landing or accident.
85-21-01: 85-21-01 BOEING: Amendment 39-5148. Applies to all Model 737-300 series airplanes delivered prior to line position 1147, certificated in any category. Line position 1147 was delivered September 13, 1985. To detect loose cone bolts and interference between the engine and engine support strut at the forward engine mount, accomplish the following within 30 days after the effective date of this AD, unless already accomplished: \n\n\tA.\tVisually inspect for clearances between the engine and engine support strut in the vicinity of the forward engine mount as specified in Boeing Telegraphic Service Letter M- 7272-2396, dated September 12, 1985. \n\n\tB.\tIf the required clearance cannot be confirmed at any location specified in Boeing Telegraphic Service Letter M-7272-2396, dated September 12, 1985, lower the engine in accordance with Boeing Maintenance Manual Section 71-00-02, revised June 25, 1985, sufficiently to accomplish the following: \n\n\t\t1.\tDisassemble as required to inspect theforward cone bolts and forward mount cone bolt receptacles for pitting, galling, or wear and clearances in accordance with Boeing Maintenance Manual Section 71-21-00, revised October 25, 1984. \n\n\t\t2.\tPenetrant-inspect the cone bolt threads as specified in Boeing Telegraphic Service Letter M-7272-2396, dated September 12, 1985. \n\n\t\t3.\tRepair or replace any damaged cone bolts or cone bolt receptacles. \n\n\tC.\tEliminate interference detected in paragraph A., above, in accordance with procedures specified in Boeing Telegraphic Service Letter M-7272-2396, dated September 12, 1985. \n\n\tD.\tFollowing accomplishment of the above, reinstall the engine in accordance with instructions provided in Maintenance Manual Section 71-00-02, revised June 25, 1985, except that the cone bolts must be tightened to 1200-1400 inch-pounds of torque. \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\tF.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this AD who have not already received copies of the service information cited herein may obtain copies upon request from 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 the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective October 21, 1985.
64-15-01: 64-15-01\tBOEING: Amdt. 756 Part 507 Federal Register July 3, 1964. Applies to All Models 707-300B and 707-300C Series Aircraft Listed in Boeing Service Bulletin No. 1962(R- 1). \n\tCompliance required as indicated. \n\tCracks have occurred in the flange of the left and right fillet flap drive support assembly, P/N's 65-22244-1 and -2. In each instance the crack originated in the lower inboard flange area of the subject assemblies. To correct this condition, accomplish the following: \n\t(a)\tWithin 30 hours' time in service after the effective date of this AD, unless already accomplished within the last 100 hours' time in service, and thereafter at periods not to exceed 130 hours' time in service from the last inspection, visually inspect the upper and lower inboard and outboard flanges of the fillet flap drive screw support assemblies, P/N's 65-22244-1 and -2 for cracks. Parts found to be cracked shall be repaired before further flight in accordance with either paragraph (b), (c), or(d). \n\t(b)\tRepair cracks before further flight in accordance with Boeing Service Bulletin No. 1962(R-1), Paragraph 3, Part II, "Repair Data", or later FAA approved revisions; or in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\t(c)\tStop drill the crack(s) in the flange with 0.25 inch hole(s) and shim in accordance with step "D", Part II, of Service Bulletins Nos. 1962(R-1) and 1962(R-1)A, and do not remove the flange. (NOTE: In this case the flange would serve as the filler.) \n\t(d)\tIf the maximum total length of the crack or the series of cracks does not exceed 6 inches in the upper and lower outboard flanges and 2 inches in the upper and lower inboard flanges: \n\t\t(1)\tStop drill any crack or cracks with a 0.25 inch hole. \n\t\t(2)\tVisually inspect cracks daily which have been stop drilled, for growth or propagation beyond the stop drill hole. If any growth is noted, additional stop drilling is required with the total crack length including propagation not to exceed the limits specified above. If a crack or cracks are found which exceed these limits, they must be repaired before further flight in accordance with paragraph (b) or (c). \n\t\t(3)\tAccomplish a permanent repair in accordance with paragraph (b) or (c) within 125 hours' time in service after crack detection. \n\t(e)\tWhen a permanent repair of cracked flanges is accomplished in accordance with paragraph (b) or (c) or if the preventive modification of uncracked flanges in Part III of Service Bulletins NOs. 1962(R-1), 1962(R-1)A, or later FAA approved revisions is accomplished, the repetitive inspections specified in paragraph (a) may be discontinued. \n\t(f)\tUpon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. \n\t(Boeing Service Bulletins Nos. 1962(R-1) and 1962(R-1)A cover this same subject.) \n\tThis directive effective July 8, 1964.
70-26-01: 70-26-01 BOEING: Amdt. 39-1128 as amended by Amendment 39-1213. Applies to Model 747 Series Airplanes.\n \n\tCompliance required as indicated. \n\n\tTo prevent malfunctions resulting in unusable passenger evacuation slides and improve the overall reliability of the passenger evacuation system, accomplish the following: \n\n\t(a)\tWithin the next 300 hours' time in service after the effective date of this AD, unless already accomplished, inspect and/or modify the passenger evacuation system in accordance with the following Service Bulletins, or later FAA approved revisions, or equivalent inspections and/or modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\tBoeing Service Bulletin 25-2031, Revision 1, dated March 20, 1970, Parts I and II; or in the alternative, Parts II and III. If Parts I and II only have been completed, accomplish Part III when the slide is again disturbed, e.g., repaired, inflated or repacked. \n\n\tBoeing Service Bulletin 25-2040, Revision 1, dated October 12, 1970. \n\tBoeing Service Bulletin 25-2046, dated May 18, 1970. \n\tBoeing Service Bulletin 25-2052, dated May 1, 1970, or Boeing Service Bulletin 25-2068, dated August 15, 1970. \n\tBoeing Service Bulletin 25-2070, dated July 13, 1970.\n \tBoeing Service Bulletin 25-2110, dated November 12, 1970. \n\tBoeing Service Bulletin 25-2137, dated November 18, 1970. \n\tBoeing Service Bulletin 57-2013, Revision 1, dated September 28, 1970. \n\n\t(b)\tWithin the next 2,000 hours' time in service after the effective date of this AD, unless already accomplished, modify the passenger evacuation system in accordance with the following Service Bulletins, or later FAA approved revisions, or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\tConsolidated Controls Corporation Service Bulletin 521002-1, dated July 9, 1970. \n\n\tB. F. Goodrich Service Bulletin 25-008, dated July 20, 1970, and B. F. Goodrich Service Bulletin 25-014, dated November 18, 1970. \n\n\t(c)\tWithin the next 500 hours' time in service after the effective date of this amendment to AD 70-26-01, and thereafter at intervals not to exceed 500 hours' time in service from the last determination, until the guide arm elbow pin is modified in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region, adjust the torque of nut P/N 69B11101-1, - 2, or -3, located within the guide arm of the ten passenger cabin doors, to 125-150 inch-pounds, or equivalent procedures approved by the Chief, Aircraft Engineering Division, FAA western Region. \n\n\t(d)\tWithin the next 500 hours' time in service after the effective date of this amendment to AD 70-26-01, unless already accomplished, inspect the ten passenger cabin doors per Part I of Boeing Service Bulletin 25-2092, Revision 3, dated April 30, 1971 or later FAA approved revisions, or an equivalent inspection procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(1)\tIf this inspection per Part I establishes either that the overall distance between the stop tabs on the floor attachment fittings is within the limits of Figure 1, View AA, or that the overlap between the forward face of the slider barlock and forward floor attachment bracket is 0.25 inch or greater, no further action is required. \n\n\t\t(2)\tIf neither of the two conditions described in (d)(1), above, is established by the inspection per Part I of the Service Bulletin, accomplish the modifications described in Parts II or III of the Service Bulletin or later FAA approved revisions, within 500 hours' time in service from the effective date of this amendment to AD 70-26-01, unless already accomplished, or equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(3)\tIf the operator elects to perform Part II, and thereafter the operator modifies, alters, repairs, or replaces a girt bar, a floor fitting, or floor fitting support, repeat Part I and, if necessary, Part II, prior to further flight or within 500 hours' time in service from the effective date of this amendment to AD 70-26-01, whichever occurs later. Alternately, the operator may elect to perform Part III at this time as terminating action. \n\n\t\t(4)\tIf the operator elects to perform Part III rather than Part II, as described in (d)(2), above, the Part III modification must be accomplished within 500 hours' time in service from the effective date of this amendment to AD 70-26-01. \n\n\t\t(5)\tIf the operator elects to perform Part II, per (d)(2), above, and further, if an adequate control procedure is approved by an FAA Principal Maintenance Inspector, Part III must be accomplished within 9000 hours' time in service after the effective date of this amendment to AD 70-26-01. This control procedure must assure that Part I and, if necessary, Part II are accomplished before further flight if the girt bar, a floor fitting, or the floor fitting support is modified, altered, repair or replaced. This control procedure may be discontinued when Part III is accomplished. Part III, whenever accomplished, constitutes terminating action. \n\n\t(e)\tWithin the next 2000 hours' time in service after the effective date of this amendment to AD 70-26-01, unless already accomplished, modify the passenger evacuation system in accordance with the following service bulletins, or later FAA approved revisions, or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\tBoeing Service Bulletin 52-2022, dated October 1, 1970. \n\tBoeing Service Bulletin 52-2024, Rev. 1, dated March 5,1971.\n \tBoeing Service Bulletin 52-2043, dated December 15, 1970. \n\n\t(f)\tWithin the next 3000 hours' time in service after the effective date of this amendment to AD 70-26-01, unless already accomplished, modify the passenger evacuation system in accordance with the following service bulletins, or later FAA approved revisions, or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\tBoeing Service Bulletin 25-2133, dated January 26, 1971. \n\tB. F. Goodrich Service Bulletin 25-018, dated January 22, 1971. \n\n\t(g)\tWithin the next 5000 hours' time in service after the effective date of this amendment to AD 70-26-01, unless already accomplished, modify the passenger evacuation system in accordance with the following service bulletin, or later FAA approved revisions, or equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\tB. F. Goodrich Service Bulletin 25-016, dated December 1, 1970. \n\tAmendment 39-1128 became effective December 18, 1970. \n\tThis Amendment 39-1213 becomes effective May 18, 1971.
88-04-01: 88-04-01 MCDONNELL DOUGLAS: Amendment 39-5845. Applies to McDonnell Douglas Model DC-6, -6A, -6B, R6D, and C-118A series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo detect cracks and prevent failure of the vertical stabilizer rear spar attach fittings, accomplish the following: \n\n\tA.\tWithin the next 3 months after the effective date of this AD, unless already accomplished within the last 9 months, and thereafter at intervals not to exceed one year or before further flight, whichever occurs later, inspect the vertical stabilizer rear spar attach fittings, front and rear, right and left, in accordance with Douglas DC-6 Service Bulletin 723, dated May 27, 1957, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, After each inspection, apply LPS-3 corrosion inhibiting oil, or equivalent, to each fitting. \n\n\tB.\tIf a crack is found, accomplish the following: \n\n\t\t1.\tReplace the fitting(s) before further flight for each of the following conditions: \n\n\t\t\ta.\ta crack is found that matches the description in paragraph 1. of Douglas DC-6 Service Bulletin 723, dated May 27, 1957, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region; \n\n\t\t\tb.\tmore than 1 fitting per airplane is cracked; \n\n\t\t\tc.\tthe crack is chordwise. \n\n\t\t2.\tReplace the fitting within the next 3 months after the crack is found, or before further flight, whichever occurs later, if the crack matches the description of paragraph 2. of Douglas DC-6 Service Bulletin 723, dated May 27, 1957, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 the airplane to a base to comply with the repair requirement of this AD when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 of Publications, C1-L00 (54-60). These documents 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 March 21, 1988.
2021-25-03: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd. & Co KG (RRD) Trent 7000-72 and Trent 7000-72C model turbofan engines. This AD was prompted by the manufacturer revising the engine Time Limits Manual (TLM) life limits of certain critical rotating parts and updating certain maintenance tasks. This AD requires the operator to revise the airworthiness limitation section (ALS) of their existing approved continuous airworthiness maintenance program (CAMP) by incorporating the revised tasks of the applicable TLM for each affected model turbofan engine, 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.
2010-09-01: We are adopting a new airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters. This AD results from a mandatory continuing airworthiness information (MCAI) AD issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI AD was issued following the discovery of a potential risk of an untimely squib firing that would cut the hoist cable. A short circuit in the hoist motor brush power supply wiring resulting in an uncommanded squib firing, which cuts the hoist cable, constitutes an unsafe condition.
58-22-02: 58-22-02 NORTH AMERICAN: Applies to all Model T-28A Aircraft Certificated in the Restricted Category. \n\n\tInspect the main landing gear trunnion shaft every 200 hours with a borescope or by an equivalent method for fatigue cracks emanating from the bolt holes. Replace all defective shafts. \n\n\t(USAF T.O. 1T-28A-6 Page 39, Item 11, covers this same subject.)
92-07-15: 92-07-15 BOEING: Amendment 39-8211. Docket No. 91-NM-167-AD.\n\n\tApplicability: Model 757 series airplanes; variable numbers NA010, NA011 and NA501 through NA531, and line numbers 142 through 371; certificated in any category.\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent the separation of the fixed inboard trailing edge upper panel and consequent damage to airplane structure, hydraulic lines, and wire bundles, accomplish the following:\n\n\t(a)\tFor airplanes having variable numbers NA010, NA011, and NA501 through NA531: Within the next 18 months after the effective date of this AD, accomplish the procedures specified in either subparagraph (a)(1) or (a)(2) of this AD:\n\n\t\t(1)\tDetermine the panel assembly part number of the left and right wing in accordance with Boeing Service Bulletin 757-57-0036, dated June 13, 1991\n.\n\t\t\t(i)\tIf a panel assembly part number is 113N1611-9 (left), -10 (right), -11 (left), or -12 (right): No further actionis required.\n\n\t\t\t(ii)\tIf a panel assembly part number is 113N1611-13 (left), -14 (right), -15 (left), or -16 (right): Prior to further flight, modify the fixed inboard trailing edge upper panel in accordance with Boeing Service Bulletin 757-57-0036, dated June 13, 1991.\n\n\t\t(2)\tWith the panel installed on the airplane, locate a small area on the sloped surface of the panel near one of the three edges where fasteners are installed through the panel. Sand the small area with light pressure until paint, primer, and Tedlar protective film layers are removed.\n\n\t\t\t(i)\tIf the exposed skin layer is any color other than black, no further action is required.\n\n\t\t\t(ii)\tIf the exposed skin layer is black, modify the fixed inboard trailing edge upper panel, prior to further flight, in accordance with Boeing Service Bulletin 757-57-0036, dated June 13, 1991.\n\n\t(b)\tFor airplanes having line numbers 142 through 371: Within the next 18 months after the effective date of this AD, modify thefixed inboard trailing edge upper panel in accordance with Boeing Service Bulletin 757-57-0036, dated June 13, 1991.\n\n\t(c)\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. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle, ACO.\n\n\t(d)\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(e)\tThe inspection and modifications shall be done in accordance with Boeing Service Bulletin 757-57-0036, dated June 13, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(f)\tThis amendment becomes effective on May 5, 1992.
2010-09-07: 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: * * * 1. A potential freezing of the AOA [angle of attack] Vane Resolver * * * may restrict the dynamic behavior (lag) of the vane and could lead to a potential seize-up condition at lower temperatures. This condition, if not corrected, may provide inaccurate AOA data to the Stall Protection System (SPS). 2. As a result of ageing, the AOA vane heating element could degrade to a point where there is insufficient heat to prevent ice build-up on the AOA vanes. The ice build-up may lead to a change in the aerodynamic properties of the AOA vane and, under certain conditions, send inaccurate information to the SPS. This ageing condition cannot be detectedby the aircraft AOA vane heater current monitor. These conditions, if not corrected, could result in inaccurate AOA data provided to the SPS and could lead to a change in the aerodynamic properties of the AOA vane and reduced ability of the flight crew to maintain safe flight and landing of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
51-16-02: 51-16-02\tBELLANCA: Applies to All Model 14-19 Airplanes Serial Numbers 2002 Through 2075. \n\n\tCompliance required within the next 25 hours of operation, but not later than August 1, 1951. \n\n\tAs the result of a recent failure of the elevator trim tab in flight, the modification of the trim tab attachment to the elevator as shown in Figure 1 should be made. \n\n\n\n\n\nFIGURE 1\n\n\n\t(Bellanca Service Bulletin No. 2, Model 14-19, covers this same subject.)
91-03-04: 91-03-04 BOEING: Amendment 39-6864. Docket No. 90-NM-281-AD. \n\n\tApplicability: All Model 747-400 series airplanes, certificated in any category. \n\n\tCompliance: Required within 30 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent inadvertently reversing the direction of flight due to the flight management system commanding an unanticipated turn to intercept an out-of-sequence waypoint, accomplish the following: \n\n\tA.\tInstall placards on or directly adjacent to both the left and right Control Display Units (CDU), in positions clearly visible to the flight crew, stating: Use of "ABEAM PTS" FMC Function Prohibited. \n\n\tB.\tRevise the Limitations Section, Electronics Subsection, of the FAA-approved Airplane Flight Manual (AFM), to add the following statement: "Do not use the FMC ABEAM PTS Function." This may be accomplished by inserting a copy of this AD in the AFM. \n\n\tC.\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\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\tThis amendment (39-6864, AD 91-03-04) becomes effective on February 4, 1991.
90-23-16: 90-23-16 BOEING: Amendment 39-6792. Docket No. 90-NM-202-AD. \n\n\tApplicability: Model 747 series airplanes, line position 002 through 803, and 806 certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent partial gear-up or all gear-up landings, accomplish the following: \n\n\tA.\tFor airplanes, line position 002 through 803: Within 30 days of October 30, 1990 (the effective date of AD 90-19-10, Amendment 39-6743), inspect the nose and body gear selector valve installation and the wing gear selector valve installation in accordance with Boeing Service Bulletin 747-32-2361, dated September 7, 1990. \n\n\t\t1.\tPrior to further flight, correct any discrepancies found in the installation, in accordance with Boeing Service Bulletin 747-32-2361, dated September 7, 1990, or Boeing Telegraphic Service Bulletin 747-32-2361, Revision 1, dated September 28, 1990. \n\n\t\t2.\tWithin 30 days after the effective date of this AD, for airplanes that have had discrepancies corrected in accordance with paragraph A.1. of this AD, retorque the self locking nut to 50 to 80 inch-pound, in accordance with Boeing Telegraphic Service Bulletin 747- 32-2361, Revision 1, dated September 28, 1990. \n\n\tB.\tFor airplane, line position 806: Within 30 days after the effective date of this AD, inspect the nose and body gear selector valve installation and the wing gear selector valve installation in accordance with Boeing Telegraphic Service Bulletin 747-32-2361, Revision 1, dated September 28, 1990. Correct any discrepancies found in the installation prior to further flight, in accordance with Boeing Telegraphic Service Bulletin 747-32-2361, dated September 28, 1990. \n\n\tC.\tWithin 10 days after completion of the inspection required by this AD, submit a report of finding any improper configuration to the FAA, Seattle Manufacturing Inspection District Office, ANM-108S, 1601 Lind Avenue S.W., Renton, Washington 98055-4056. The report must include the line number of the airplane inspected, the number of cycles, and the inspection findings. \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, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Inspector (PI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \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 information from the manufacturer may obtain copies upon request to The 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 90-23-16 supersedes AD 90-19-10, Amendment 39-6743. \n\tThis amendment (39-6792, AD 90-23-16) becomes effective on November 12, 1990.
90-04-03: 90-04-03 MCDONNELL DOUGLAS: Amendment 39-6506. Docket No. 88-NM-214-AD. \n\n\tApplicability: McDonnell Douglas Model DC-10 series airplanes equipped with lavatories H and J, as listed in McDonnell Douglas Service Bulletin 25-357, dated September 5, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fire resulting from an electrical short in the H and J lavatory overhead light assembly terminal caps, accomplish the following: \n\n\tA.\tWithin 60 days after the effective date of this AD, modify the overhead light assemblies in lavatories H and J, in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin 25-357, dated September 5, 1989. \n\n\tB.\tWithin 60 days after the effective date of this AD, inspect the insulation blankets and foam insulating material in the areas above lavatories H and J and in the areas outboard of lavatories H and J. Prior to further flight, replace any insulation blankets and/or foam insulating material which has been contaminated by passenger door drive chain lubricant. \n\n\tC.\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, Los Angeles 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 officer indicated above. \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 documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-LOO (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California 90806-2425. \n\n\tThis amendment (39-6506, AD 90-04-03) becomes effective on March 19, 1990.
68-22-01: 68-22-01\tBOEING: Amendment 39-674. Applies to all 707-300, -400, -300B, and -300C Series aircraft listed in Boeing Service Bulletin 1796 (R-3), or later FAA approved revisions. \n\n\tCompliance required as indicated. \n\n\t(a)\tInspect for cracks in the faying surface around and emanating from the fastener holes in the trailing edge of the upper wing skin at wing stations 211 and 232, as noted in Figure 1 of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision), in accordance with eddy current or dye penetrant inspection techniques, at the time specified in (h) or (i). If cracks are found, repair in accordance with (e), (f) or (g), as appropriate. If cracks are not found and unless already accomplished, reinstall fasteners in accordance with step "e" of Part I of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision) or equivalent fastener installation approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b)\tUnless alreadyaccomplished, conduct a one time inspection at Wing Station 232 for gaps between adjacent layers of structure by removing the two fasteners shown in Figure 1 of Boeing Service Bulletin 1796 (Revision 3) or later FAA approved revision) at the threshold times specified in (h) or (i), as appropriate. Shim as necessary to eliminate these gaps. \n\n\t(c)\tOn aircraft which do not have the stainless steel straps (Boeing P/N 69-27339-1, P/N 69-27339-1 and -2) installed or have had such straps installed in the field, remove the fasteners shown in Figure 1 of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision) and conduct a one time inspection for abrasion on the trailing edge of the wing skin and around the fastener holes at wing stations 211 and 232, in accordance with eddy current or dye penetrant inspection techniques at the threshold times specified in (h) or (i), as appropriate. Surfaces found abraded are to be cleaned up in accordance with, and to the limited noted,in Part II paragraphs b and c of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revisions) or a method approved by Chief, Aircraft Engineering Division, FAA Western Region.\n \n\t(d)\tUnless already accomplished, wings which have been repaired in accordance with Boeing Service Bulletin 1796 (Revision 2) for cracks at wing station 211, must have the internal crack stop plate installed in accordance with Figure 3 of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision) or equivalent installation approved by the Chief, Aircraft Engineering Division, FAA Western Region, within 6000 hours time in service after that repair. \n\n\t(e)\tCracks not exceeding 1.25 inches in length measured from the trailing edge of the wing skin may be repaired in accordance with (d), Note 2, or Part I of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision) or an equivalent repair approved by Chief, Aircraft Engineering Division, FAA Western Region, and the airplane continued in service for the next 200 hours if inspections utilizing eddy current inspection techniques for crack growth are accomplished prior to each day's operation. If crack growth is found, repair prior to further flight in accordance with (f) or (g), as appropriate. If crack growth is not found, the aircraft must be repaired within the aforementioned 200 hours in accordance with (f). \n\n\t(f)\tCracks not exceeding 3.0 inches in length should be repaired in accordance with Part II of Boeing Service Bulletin 1796 (Revision 3 or later FAA approved revision) or an equivalent repair approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(g)\tIf cracks exceed 3.0 inches in length, accomplish the modification described in Boeing Service Bulletin 2607, or repair in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(h)\tFor those aircraft having less than 7500 hours time in service on the effective date ofthis AD, prior to the accumulation of 7700 hours time in service and at intervals thereafter not to exceed 100 hours time in service from the last inspection. \n\n\t(i)\tFor those aircraft having 7500 or more hours time in service on the effective date of this AD, within the next 200 hours time in service and at intervals thereafter not to exceed 100 hours time in service from the last inspection.\n \n\t(j)\tInspections required by this AD may be discontinued when wings have been modified in accordance with: \n\n\tBoeing Service Bulletin 1796, Part II, Revision 3, or later FAA approved revision \n\tBoeing Drawing 65-68328 \n\tBoeing Service Bulletin 1796, Part III, Revision 3, or later FAA approved revisions \n\tBoeing Service Bulletin 2427, Part X \n\tBoeing Service Bulletin 2607 \n\tOr another method approved by the Chief, Aircraft Engineering Division, FAA Western Region.\n \n\t(k)\tAirplanes having cracks which require rework under this AD may be flown in accordance with FAR 21.197 with the concurrence of the Chief, Aircraft Engineering Division, FAA Western Region, to a base where rework can be accomplished. \n\n\t(l)\tUpon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established period of the operator if the request contains substantiating data to justify the increase for such operator. \n\n\tThis supersedes Amendment 752, Part 507 (29 F.R. 7923), AD 64-14-01.\n \n\tThis amendment becomes effective October 25, 1968.
2010-09-03: We are adopting a new airworthiness directive (AD) for certain Model 747-200B series airplanes. This AD requires repetitive inspections for cracking of the fuselage skin lap joints at stringer 6 on the left and right sides from station (STA) 340 to STA 400, a one- time general visual inspection to determine if certain fasteners are installed and to determine if service repair manual (SRM) repairs or repair doublers are installed, and corrective actions if necessary. Doing an optional modification of the stringer 6 lap joints terminates the repetitive inspections for the modified area. This AD results from reviews done by Boeing, which show that airplanes that were modified by Boeing to the stretched upper deck (SUD) configuration require inspection for cracking of the stringer 6 lap joint upper-fastener row earlier than previously expected. We are issuing this AD to detect and correct cracking of the stringer 6 lap joints where certain external doublers were not installed, which could result in rapid decompression and loss of structural integrity of the airplane.
78-13-07: 78-13-07 BOEING: Amendment 39-3253. Applies to inboard and outboard flap tracks of the outboard trailing edge flap installation identified in Boeing Service Bulletin Numbers 737-57-1082, Revision 4, or later FAA approved revisions, and 737-57-1084, Revision 2, or later FAA approved revisions, respectively, of all Boeing Model 737 series airplanes, including military type T43A airplanes, certificated in all categories. Compliance required as indicated. \n\n\tTo detect cracks in the aft portion of the inboard and outboard flap tracks of the outboard trailing edge flap installation accomplish the following: \n\n\tA.\tInspect the inboard and outboard tracks in accordance with paragraph B of this AD as follows: \n\n\t\t1.\tInboard tracks: Unless accomplished within the last 600 landings prior to the effective date of this AD, within the next 600 landings from the effective date of this AD or prior to the accumulation of 4,000 landings whichever occurs later. \n\n\t\t2.\tOutboard tracks: Unless accomplished within the last 300 landings prior to the effective date of this AD, within the next 900 landings from the effective date of this AD or prior to the accumulation of 7,000 landings, whichever occurs later. \n\n\t\tIf cracks are detected replace the track or repair per paragraph D of this AD. If cracks are not found, reinspect per paragraph C of this AD. \n\n\tB.\tPenetrant or magnetic particle inspect the applicable tracks in accordance with Boeing Service Bulletin Numbers 737-57-1082, Revision 4, or later FAA approved revisions, and 737-57-1084, Revision 2, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\n\tC.\tRepeat the inspections in accordance with paragraph B of this AD at intervals not to exceed 1200 landings, except as required by paragraph D for repaired tracks. \n\n\tD.\tRepair cracked tracks in accordance with Boeing Service Bulletin Numbers 737-57-1082, Revision 4, or 737-57-1084,Revision 2, or later FAA approved revisions, as applicable, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Repaired tracks are to be penetrant or magnetic particle inspected at intervals not to exceed: \n\n\t\t1.\t1,200 landings for tracks with repaired lower flange edges by blendout. \n\n\t\t2.\t1,000 landings for tracks with cracks stop drilled in thin small portion of the flange. \n\n\t\t3.\t1,000 landings - for tracks with one web cracked between two adjacent holes in the area forward of aft fastener hole. \n\n\t\t4.\t500 landings - for tracks with one web cracked beyond two adjacent holes in the area forward of aft fastener hole. \n\n\t\t5.\t20 landings - for tracks with one web cracked and the crack propagating down from the aft fastener hole. \n\n\t\tTracks with cracks other than those specified above, must be replaced prior to further flight. \n\n\tE.\tReplacement of the tracks affected by this AD with improved tracks identified in paragraphs Cof Boeing Service Bulletin Numbers 737-57-1082, Revision 4, or later FAA approved revisions, and 737-57-1084, Revision 2, or later FAA approved revisions, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, constitutes terminating action for this AD. \n\n\tF.\tFor the purpose of complying with the Airworthiness Directive, with approval of the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours time-in-service by the operator's Boeing Model 737 fleet average time from takeoff to landing. \n\n\tG.\tAirplanes may be flown to a maintenance base for repairs or replacement in accordance with FAR 21.197. \n\n\tH.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals in this AD, if the request contains substantiating data to justify the increasefor that operator. \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis AD supersedes AD 75-07-11, Amendment 39-2145. \n\n\tThis amendment becomes effective July 12, 1978.
74-04-02: 74-04-02 MCDONNELL DOUGLAS CORPORATION: Amendment 39-1784 as amended by Amendment 39-1994 is further amended by Amendment 39-2352. Applies to DC-8 series airplanes certificated in all categories. \n\n\tCompliance required as indicated after the effective date of this AD, unless already accomplished. \n\n\tTo prevent the inadvertent deployment of ground spoilers inflight, accomplish the following: \n\n\t(1)\tAfter the effective date of this AD all re-rigging of the spoiler system must be accomplished in accordance with the following McDonnell Douglas documents or equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(1)\t(a)\tDC-8 Maintenance Manual chapters: 27-35-0, Series 50 (Temporary Revision), dated October 9, 1973, or 27-60-0, Series 60, dated December 1, 1973, or later revisions. \n\n\t\t(b)\tService Bulletin 27-251, Revision 2, dated January 7, 1974, or later FAA-approved revisions. \n\n\t(2)\tWithin the next 100 hours' time in service, add to theLimitations Section of the FAA-approved Airplane Flight Manual, the following Ground Spoiler Operation Limitation: \n\n\tON THOSE AIRPLANES NOT MODIFIED BY SERVICE BULLETIN 27-251, DO NOT ATTEMPT TO ARM THE GROUND SPOILERS BELOW 1000 FEET ABOVE THE TERRAIN. \n\n\t(3)\tWithin the next 450 hours' time in service, unless Service Bulletin 27-251 has already been accomplished, perform the following inspections: \n\n\t\tWith the actuator hook extended (Ground condition), proceed as follows: \n\n\t\t(a)\t(i)\tMeasure the spoiler lever aft travel necessary to extend the spoilers (as measured at the pedestal cover). Travel minimum required is 7/8 inch. This measurement should be taken by moving the lever slowly aft from the full forward (hands off) position until the spoilers initiate movement. (Observe system Pressure Drop of 200 psi or more). \n\n\t\t\t(ii)\tThe lever should be capable of being moved full aft and armed in the spoiler deployed position. \n\n\t\t(b)\tJack the aircraft nose to extend the nosegear oleo. With the actuator hook retracted (flight position), the spoiler handle should be armed and the following conditions observed: \n\n\t\t\t(i)\tThe handle should be capable of being armed with an "up" motion only. No aft motion of the lever should be required. \n\n\t\t\t(ii)\tAfter arming, the spoiler lever should be no further aft (measured at the pedestal cover) than 1/16 inch from the forward lever stop. \n\n\t\t(c)\tIn the event that any of the requirements of (a) or (b), above, are not met, re-rig the affected portion of, or the entire system, per the documents referenced in (1), above. \n\n\t(4)\tWithin the next 3600 hours' time in service, install the spoiler handle lockout in accordance with McDonnell Douglas Service Bulletin 27-251, Revision 2, or later FAA-approved revisions, or an equivalent installation approved by the Chief, Aircraft Engineering Division, FAA, Western Region. \n\n\t(5)\tUpon completion of items (1) through (7) of this A.D., Amendment 39-1122, (35 F.R. 18454) AD70-25-2, is no longer mandatory. The placard and AFM limitation described in AD 70-25-2 may be removed. \n\n\t(6)\tPrior to February 15, 1975, on those airplanes incorporating the Hydro-Aire Mark II antiskid system, unless already accomplished, modify the spoiler card in the antiskid control box in accordance with McDonnell Douglas Service Bulletin 27-251, Revision 5, dated October 3, 1974, or later FAA-approved revisions, or an equivalent installation approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tAmendment 39-1784 became effective February 15, 1974. \n\n\tAmendment 39-1994 became effective October 23, 1974. \n\n\tThis amendment 39-2352 becomes effective September 2, 1975.
69-18-02: 69-18-02 ALLISON: Amdt. 39-831. Applies to Models 250-C10 and 250-C18 Series Engines. Compliance: Unless already accomplished, within the next 50 hours' time in service after the effective date of this AD, on all engines having 750 or more hours' time in service since new or last overhaul, or at or before 800 hours' time in service on engines that have less than 750 hours' time in service since new or last overhaul at the effective date of this AD, accomplish the following: To detect excessive wear of the internal splines: A) Inspect the internal spline on the P/N 6840847 helical power train drive gear using an Allison P/N EX 83339 plug gage. If this gage enters the spline, replace the gear with a new or serviceable part prior to returning the engine to service. Allison Commercial Service Letter No. 250 CSL-35, dated August 15, 1969, pertains to this inspection. B) When the engine is modified in accordance with Allison Commercial Engine Bulletin No. 250 CEB-61, dated July 25, 1969, the inspections required by Paragraph A of this AD will no longer be required. Gear boxes having Serial Numbers ending in the suffix "B" incorporate Commercial Engine Bulletin No. 250 CEB-61. This amendment becomes effective September 3, 1969.