Results
90-21-17: 90-21-17 BOEING: Amendment 39-6768. Docket No. 90-NM-109-AD. \n\n\tApplicability: Model 747 series airplanes, line number 001 through 628, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent a failure of the fuselage skin lap splice between body station (BS) 400 and BS 520 at stringer S-6L and S-6R, accomplish the following: \n\n\tA.\tConduct close visual and high frequency eddy current (HFEC) inspection of the fuselage skin lap splice between BS 400 and BS 520, at stringers S-6L and S-6R for cracking, in accordance with Boeing Alert Service Bulletin 747-53A2303, dated June 2, 1988, or Revision 1, dated March 29, 1990, at the following thresholds: \n\n\t\t1.\tWithin the next 100 landings after March 31, 1989 (the effective date of Amendment 39-6146, AD 89-05-03), for airplanes that have accumulated 16,000 or more landings as of March 31, 1989, unless previously accomplished within the last 4,900 landings. \n\n\t\t2.\tWithin the next 1,000 landings after March 31, 1989, or prior to the accumulation of 16,100 landings, whichever occurs first, for airplanes that have accumulated between 12,000 and 16,000 landings, as of March 31, 1989, unless previously accomplished within the last 4,000 landings. \n\n\t\t3.\tPrior to the accumulation of 13,000 landings for airplanes that have accumulated 12,000 or fewer landings as of March 31, 1989, unless previously accomplished within the last 5,000 landings. \n\n\tAdequate lighting must be used for this inspection. The eddy current inspections may be conducted without removal of the paint, provided the paint does not interfere with the inspections. Paint must be removed, using an approved chemical stripper, in any situation where the inspector determines that the paint is interfering with the proper functioning of the inspection instrument. \n\n\tB.\tOn airplanes which have been modified to the stretched-upper-deck configuration, as identified in Boeing Alert Service Bulletin 747-53A2303, dated June 2, 1988, or Revision 1, dated March 29, 1990, the accumulated landing threshold for compliance with paragraph A. of this AD is measured from the time of the stretched-upper-deck modification. \n\n\tC.\tIf no cracking is detected, repeat the close visual and HFEC inspections required by paragraph A. of this AD, at intervals not to exceed 5,000 landings. \n\n\tD.\tIf cracks are detected, accomplish the repair or preventive modification of the affected lap splice in accordance with Boeing Alert Service Bulletin 747-53A2303, dated June 2, 1988, or Revision 1, dated March 29, 1990, prior to further pressurized flight. If cracks are repaired in local areas without accomplishing preventive modification of the entire affected lap area, continue inspections of the unmodified and unrepaired areas of the affected lap splice in accordance with paragraph C. of this AD. \n\n\tE.\tFor airplanes incorporating the preventative modification, as described in Boeing Alert Service Bulletin 747-53A2303, dated June 2, 1988, or Revision 1, dated March 29, 1990, accomplish the inspections required by paragraph A. of this AD, prior to the accumulation of 10,000 landings after the modification and thereafter at intervals not to exceed 5,000 landings. If cracks are found, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further pressurized flight. \n\n\tF.\tFor purposes of complying with this AD, the number of landings may be determined to equal the number of pressurization cycles where the cabin pressure differential was greater than 1.5 psi. \n\n\tG.\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, Northwest Mountain Region. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent tothe cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tH.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-21-17 supersedes AD 89-05-03, Amendment 39-6146. \n\tThis amendment (39-6768, AD 90-21-17) becomes effective on November 16, 1990.
2019-20-04: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-243, A330-243F, A330-341, A330-342, and A330-343 airplanes. This AD was prompted by reports of thrust reverser unit (TRU) beams found with evidence of thermally caused material degradation in the rearmost section of the TRU beam at certain latches. This AD requires an inspection for heat damage of each left-hand and right-hand TRU beam as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. Depending on findings, this AD might also require inspections of the TRU beam latches, the TRU beam clevises, and the thrust reverser outer fixed structure rear area; corrective actions; and replacement of TRU beams. The FAA is issuing this AD to address the unsafe condition on these products.
71-09-05: 71-09-05 PIPER: Amdt. 39-1195. Applies to PA-32-260, Serial Nos. 32-04, 32-1 through 32-14, 32-16 through 32-20, 32-22 through 32-1075, 32-1111 through 32-1194, 32-1251 through 32-1283, 32-1285 through 32-1287, 32-1289, 32-1291 through 32-1295, 32-1297, 32-7100001 through 32-7100005. PA-32-300, PA-32S-300, Serial Nos. 32-15, 32-21, 32-40000 through 32-40545, 32-40566 through 32-40777, 32-40851 through 32-40956, 32-40959 through 32-40974, 32-7140001 through 32-7140008, 32-7140011, 32-7140012. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. (a) On aircraft equipped with seat belts but no shoulder harnesses, remove the front seat inboard seat belt attachment hardware (AN3-5A bolt, AN-960-10 washer, MS 20365-1032C nut, and 63900-43 bushing) and replace with AN3-5A bolt, AN-970-3 washer, 63900-144 bushing, and MS 20365-1032C nut. (Supplied in Piper Kit #760-515V.) The new hardware must be installed as follows: Install the bolt in fuselage seat belt attachment fitting with head facing toward center of aircraft. Install seat belt fitting on outboard side of fuselage fitting. Install bushing in seat belt fitting. Install washer and nut. (b) On aircraft equipped with seat belts and shoulder harnesses, remove front seat inboard seat belt from fuselage attachment and inspect bushing. (1) If bushing O.D. measures 5/16 inch, reinstall bolt in fuselage fitting with bolt head facing toward center of aircraft. Install seat belt fitting on outboard side of fuselage fitting. Install bushing in seat belt fitting. Install washer and nut. No further action is required. (2) If bushing O.D. measures 3/8 inch, replace attachment hardware with new hardware as outlined in paragraph (a). Piper Service Bulletin No. 329A dated March 25, 1971, pertains to the same subject. Piper Kit No. 760-515V contains the hardware and instructions necessary to accomplish thismodification. Equivalent replacement parts approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region, may be used. This amendment becomes effective April 30, 1971.
86-23-51: 86-23-51 BOEING VERTOL: Amendment 39-5659. Applies to Boeing Vertol Model 234 series helicopters certificated in any category, equipped with forward rotor transmission P/N's 234D1200-2, -3, -4, -5, and -6 and/or aft rotor transmission P/N's 234D2200-3, -4, and -5. Compliance is required as indicated, unless already accomplished. To prevent failure of the spiral bevel ring gear/sun gear bolted joint, accomplish the following before further flight. (a) For both forward and aft transmissions, remove all spiral bevel ring gears, P/N's 114D1244-5 and -6 and 114D2254-5 and -6; first stage sun gears, P/N's 234D1243-1 and -2 and 234D2250-1 and -2; and spacer shim, P/N's 114D2257-1 and -2, with more than zero hours time in service. Spiral bevel ring gears, P/N's 114D1244-6 and 114D2254-6; first stage sun gears, P/N's 234D1243-2 and 234D2250-2; and spacer shim, P/N 114D2257-2, are not eligible for further service. (b) Install the following parts, which must be new, except for the first stage sun gear, (item (b)(2) below), which must be serviceable: (1) Spiral bevel ring gear, P/N 114D1244-5 or 114D2254-5; (2) First stage sun gear, P/N 234D1243-1 or 234D2250-1; (3) Spacer shim, P/N 114D2257-1; and (4) Associated hardware as follows: (i) Bolt, P/N BACB30MT6T12; (ii) Washer, P/N BACW10BP6P; and (iii) Nut, P/N BACN10TW6. (c) An alternate method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Rm. 202, Valley Stream, NY 11581. This amendment, 39-5659, becomes effective July 20, 1987, as to all persons except those persons to whom it was made immediately effective by individual telegrams issued November 14, 1986, which contained this amendment.
60-07-06: 60-07-06 MARTIN: Amdt. 118 Part 507 Federal Register March 25, 1960. Applies to All Model 404 Aircraft. Compliance required as indicated. Investigation of a recent Model 404 wheels up landing disclosed that the landing gear lock linkage and lock plunger malfunctioned. Inspection of the jury strut revealed that when the lock plunger was pulled back to normal travel limits in operating the "free fall" actuating mechanism to "full travel", the plunger would periodically jam in the retracted position and consequently flare out in the form of a knife edge. Also, cutting action was evident in the forward bushings (in the plunger cylinder) in an area coincident with the two flared edges. To prevent further lock plunger malfunctioning, the following must be accomplished: (a) Replace lock plunger P/N 404-4088121-3 with new lock plunger P/N 404- 4900121-5 on each main landing gear by July 31, 1960. (b) At each 320 hours' time in service commencing not later than May15, 1960, visually inspect main and nose gear lock plungers for a spalling or flaring condition. Check the lock plunger for free operation. The plunger should be free from dirt, dust, moisture, ice, etc. If spalling or flaring exists, the lock plunger must be chamfered (rounded out) at the corners of the plunger for the full length of the flat area. (Martin Service Bulletin No. 404-260 dated October 30, 1952, partially covers this subject.)
2019-21-09: The FAA is adopting a new airworthiness directive (AD) for certain Aviointeriors S.p.A. (Aviointeriors) Centaurus passenger seats with a specific life vest pouch assembly installed. This AD was prompted by reports of life vest pouches that were installed incorrectly on certain seats. This AD requires inspection of the life vest pouch assembly and, depending on the results of the inspection, replacement of the life vest pouch assembly. The FAA is issuing this AD to address the unsafe condition on these products.
95-22-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Canadair Model CL-215-1A10 and CL-215-6B11 series airplanes. This action requires inspections to detect cracking of main landing gear (MLG) axles that have been reworked by chromium plating, and replacement of cracked axles. This amendment is prompted by reports of fatigue cracking found on several MLG wheel axes that had been chromium-plated during rework. The actions specified in this AD are intended to prevent such cracking, which can result in failure of the axle, separation of the wheel from the aircraft, and consequent reduced controllability of the airplane during takeoff or landing.
2007-16-12: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200 and -300 series airplanes. This AD requires changes to existing wiring; installation of new circuit breakers, relays, relay connectors, and wiring; and replacement of certain circuit breakers with higher-rated circuit breakers. For certain airplanes, this AD also requires modification of wiring of the control module assembly for the electrical systems. This AD results from an in-flight entertainment (IFE) systems review. We are issuing this AD to ensure that the flightcrew is able to turn off electrical power to the IFE system and other non-essential electrical systems through utility bus switches in the flight compartment. The flightcrew's inability to turn off power to the IFE system and other non-essential electrical systems during a non-normal or emergency situation could result in the inability to control smoke or fumes in the airplane flight deck or cabin.
2007-15-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A318, A319, A320, and A321 airplanes. This AD requires revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness to incorporate new limitations for fuel tank systems. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
2019-20-10: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318 and A319 series 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. This AD was prompted by a report that cracks were detected on frame (FR) 16 and FR 20 web holes and passenger door intercostal fitting holes at the door stop fitting locations. This AD requires repetitive rototest inspections of the holes at the door stop fittings for any cracking, and corrective actions if necessary, as specified in a European Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
99-17-12: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace Model BAe 146 and Model Avro 146-RJ series airplanes, that requires a one-time measurement to determine the thickness of the outer links of the side stays of the main landing gear (MLG), and corrective actions, if necessary. This amendment also provides for replacement of a thin outer link with a new or serviceable part in lieu of certain follow-on inspections. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent cracking of the outer links of the side stays of the MLG, which could result in failure of a side stay, and consequent collapse of the landing gear.
99-07-16: This amendment adopts a new airworthiness directive (AD), applicable to Sikorsky Aircraft-manufactured Model CH-54A helicopters, that requires an initial and recurring inspections and rework or replacement, if necessary, of the second stage lower planetary plate (plate). This amendment is prompted by cracked plates that have been found during overhaul and inspections. The actions specified by this AD are intended to prevent failure of the plate due to fatigue cracking, which could result in failure of the main gearbox, failure of the drive system, and subsequent loss of control of the helicopter.
79-10-05: 79-10-05 BOEING: Amendment 38-3463. Applies to all Model 727 series airplanes, certificated in all categories, with outboard trailing edge foreflap sequence carriage sliders made from polyimide plastic. Compliance required as indicated. \n\tA.\tWithin the next 200 landings from the effective date of this AD, and thereafter at intervals not to exceed 200 landings inspect the sliders for cracks or missing pieces in accordance with Boeing Alert Service Bulletin No. 727-57-A147, or later FAA approved revisions, or an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tB.\tCracked sliders are to be replaced prior to further flight, except that if a slider is cracked or missing pieces exist at only one attach bolt hole location, as noted in Boeing Alert Service Bulletin No. 727-57-A147, the slider may remain in service but must be inspected at intervals not to exceed 50 landings and must be replaced within 200 flights from detection of the initial cracking. \n\tC.\tTerminating action of this AD consists of replacement of outboard trailing edge foreflap sequence carriage sliders with Boeing supplied Beryllium Copper sliders or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tD.\tAirplanes may be flown to a maintenance base for replacement in accordance with FAR 21.197. \n\tThe manufacturer's specification 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). All 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 amendment becomes effective May 18, 1979.
98-06-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires modification of the electrical circuits for certain avionics by rewiring and adding electrical devices. This amendment is prompted by reports indicating that failure of an engine or direct current (DC) generator during takeoff and landing, coupled with an open DC tie, could cause the avionics to fail. The actions specified by this AD are intended to prevent the failure of those avionics during takeoff and landing, which consequently could result in the inability of the flight crew to respond to and control the associated systems during these critical phases of flight.
84-03-05: 84-03-05 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-4808. Applies to Lockheed Model L-1011-385 series airplanes, certificated in all categories. Compliance required as indicated unless previously accomplished. To prevent the possibility of a fire hazard due to electrical arcing in two aft body compartments, accomplish the following: A. Prior to 300 flight hours after the effective date of this AD, perform the aircraft wiring inspection and corrective action, if necessary, in accordance with Part 2, Accomplishment Instructions, in Lockheed-California Company L-1011 Service Bulletin 093-27-285, dated July 12, 1983, or later revision approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. B. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: Airplanes previously inspected inaccordance with Lockheed L-1011 Service Bulletin 093-27-285, dated July 12, 1983, or in accordance with alternate inspection procedures since June 24, 1983, approved by an FAA Principal Maintenance Inspector (PMI), are considered to comply with the inspection requirements of this AD. C. Special 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. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This amendment becomes effectiveFebruary 21, 1984.
2007-15-02: The FAA is adopting a new airworthiness directive (AD) for all Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD requires revising the Certification Maintenance Requirements and the Maintenance Review Board Report sections of the Canadair Regional Jet Maintenance Requirements Manual to include changes and additions to checks of the aileron power control units (PCUs) and a change to the interval of the backlash check of the aileron control system. This AD results from a report that data collected from in- service airplanes show that approximately 19 percent of aileron backlash checks conducted at 4,000-flight-hour intervals reveal that aileron backlash wear limits are being exceeded. We are issuing this AD to prevent exceeded backlashes in both aileron PCUs, which, if accompanied by the failure of the flutter damper, could result in aileron vibration/flutter and reduced controllability of the airplane.
2007-15-03: 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: Service experience showed that the connection screw of the propeller blade follower type 10AP-VM may break and the main part of the blade follower can be lost in flight. This condition, if not corrected, could lead to high vibration during powered flight and consequently result in decreased control of the aircraft. We are issuing this AD to require actions to correct the unsafe condition on these products.
2019-21-03: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-1A11 (600), CL-600-2A12 (601), and CL-600-2B16 (601-3A and 601-3R Variants) airplanes. This AD was prompted by reports of the loss of all air data system information provided to the flightcrew, which was caused by icing at high altitudes. This AD requires revising the existing airplane flight manual (AFM) to provide the flightcrew with procedures for ``Unreliable Airspeed'' that stabilize the airplane's airspeed and attitude. The FAA is issuing this AD to address the unsafe condition on these products.
2007-14-07: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-524 and -535 series turbofan engines. This AD requires initial and repetitive fluorescent penetrant inspections (FPI) of the high pressure (HP) compressor stage 1 and 2 rotor discs for cracks. This AD results from reports of low-cycle- fatigue cracks found at overhaul in the interface weld between the HP compressor stage 1 and 2 rotor disc. We are issuing this AD to prevent uncontained engine failure and damage to the airplane.
99-16-01: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Industrie Model A300-600 series airplanes, that currently requires repetitive high frequency eddy current inspections to detect cracks in bolt holes where parts of the main landing gear are attached to the rear spar, and repair, if necessary. This amendment requires repetitive ultrasonic inspections to detect cracking in certain bolt holes of the rear spar, and repair, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct cracking of the rear spar of the wing, which could result in reduced structural integrity of the airplane.
89-07-10: 89-07-10 BOEING: Amendment 39-6175. \n\tApplicability: All Model 767 series airplanes, identified in Boeing Alert Service Bulletin 767-25A0104, Revision 1, dated September 29, 1988, certificated in any category. \n\n\tCompliance: Required within 6 months after the effective date of this AD, unless previously accomplished. \n\n\tTo ensure that the off-wing escape slide does not inadvertently deploy due to a disengaged integrator hook, accomplish the following: \n\n\tA.\tReplace the integrator hook and rig the latch opening actuator and compartment door opening actuator, in accordance with Boeing Alert Service Bulletin 767-25A0104, Revision 1, dated September 29, 1988. \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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6175, AD 89-07-10) becomes effective on April 28, 1989.
2019-22-01: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD was prompted by a report of an escapement from the wing spar terminal fitting supplier indicating that the engineering requirements provided by Boeing for controlling machine mismatch were incorrect for part faying surfaces, which can result in a reduced fatigue capability at the interface of the side of body (SOB) rib. This AD requires repetitive inspections for fatigue cracking and applicable on-condition actions for the SOB rib webs where fastener locations attach the terminal fittings. The FAA is issuing this AD to address the unsafe condition on these products.
99-27-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A310 and A300-600 series airplanes, that requires wiring modifications to the engine and auxiliary power unit (APU) fire detection system. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent the fire warning from terminating prematurely, which could result in an unnoticed, uncontained engine/APU fire.
95-04-07: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-10 series airplanes and KC-10A (military) airplanes. This action requires inspections to determine the condition of the lockwires on the forward engine mount bolts and correction of any discrepancies found. This action also provides for termination of the inspections for some airplanes by installing retainers on the bolts. This amendment is prompted by reports of stretched or broken lockwires on the forward engine mount bolts. The actions specified in this AD are intended to prevent broken lockwires, which could result in loosening of the engine mount bolts, and subsequent separation of the engine from the airplane.\n\n\tComments for inclusion in the Rules Docket must be received on or before May 1, 1995.
91-03-17: 91-03-17 BOEING: Amendment 39-6884. Docket No. 90-NM-163-AD. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-57-2256, dated March 8, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\tTo prevent flap track failures, accomplish the following: \n\n\tA.\tPrior to the accumulation of 30,000 flight hours, or 8 years time-in-service, on current production flap tracks, whichever occurs first, or within 2,000 flight cycles after the effective date of this AD, whichever occurs later, perform a borescope inspection of the forward four bolt holes on each side of the affected trailing edge flap tracks for corrosion and adequate cadmium plating, in accordance with the procedures specified in Boeing Service Bulletin 747-57-2256, dated March 8, 1990, or Revision 1, dated November 15, 1990 (hereafter referred to as "the Bulletin"). If the cadmium plating is adequate, as specified in the Bulletin, and no corrosion or cracks are found, no further action with respect to this AD is required. If the cadmium plating is not adequate, or if corrosion exists in the bolt hole, prior to further flight, conduct an eddy current inspection of the bolt hole for cracks in accordance with the Bulletin. \n\n\tB.\tIf cadmium plating is not adequate and no corrosion or cracks are found during the inspection required by paragraph A. of this AD, within the next 1,000 flight cycles, cadmium plate the affected bolt holes in accordance with the Bulletin, and conduct the following inspections of the affected track in accordance with the Bulletin until the cadmium plating is restored: \n\n\t\t1.\tPerform a close visual inspection of each side of the track, at the lower chord, for cracks emanating from the forward four fail-safe bar bolt holes within 50 flight-cycles after the inspection required by paragraph A. of this AD, and repeat thereafter at intervals not to exceed 50 flight cycles. \n\n\t\t2.\tPerform an eddy current inspection for cracks of the bolt holes within 250 flight-cycles after the inspection required by paragraph A. of this AD, and repeat thereafter at intervals not to exceed 250 flight cycles. \n\n\t\t3.\tPrior to each flight on which a fifth engine is to be carried, conduct a close visual inspection of each side of the track, at the lower chord, for cracks emanating from the forward four fail-safe bar bolt holes. \n\n\tC.\tIf cracks are found in any flap track during the inspections required by this AD, prior to further flight, replace the affected flap track with a serviceable track. \n\n\tD.\tIf corrosion, but no cracking, is found during the inspections required by paragraph A. of this AD, rework the affected bolt holes within the next 1,000 flight cycles in accordance with the Bulletin, and conduct the following inspections of the affected track in accordance with the Bulletin until the rework is accomplished: \n\n\t\t1.\tPerform a close visual inspection of each side of the track, at the lower chord, for cracks emanating from the forward four fail-safe bar bolt holes within 50 flight-cycles after the inspection required by paragraph A. of this AD, and repeat thereafter at intervals not to exceed 50 flight cycles. \n\n\t\t2.\tPerform an eddy current inspection for cracks of all the bolt holes found to have corrosion, within 250 flight-cycles after the inspection required by paragraph A. of this AD, and repeat thereafter at intervals not to exceed 250 flight cycles. \n\n\t\t3.\tPrior to each flight on which a fifth engine is to be carried, conduct a close visual inspection of each side of the track, at the lower chord, for cracks emanating from the forward four fail-safe bar bolt holes. \n\n\tE.\tTerminating action for this AD consists of any of the following: \n\n\t\t1.\tDetermining that the affected flap track bolt holes have adequate cadmium plating and no corrosion as described in paragraph A., of this AD; or \n\n\t\t2.\tApplication of cadmium plating to bolt holes wherethe cadmium plating was found to be inadequate as required by paragraph B., of this AD, or \n\n\t\t3.\tRework of corroded bolt holes as required by paragraph D., of this AD. \n\n\tF.\tIf any cracks are found as a result of the inspections required by this AD, within 15 days after discovery, report the following to the Manager of the Seattle Aircraft Certification Office, ANM- 100S, 1601 Lind Avenue, S.W., Renton, Washington 98055-4056: \n\n\t\t1.\tSize of the crack. \n\n\t\t2.\tLocation of the crack.\n \n\t\t3.\tNumber of cycles on the airplane. \n\n\tG.\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, Northwest Mountain Region. \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.H.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD.\n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington. \n\n\tThis amendment (39-6884, AD 91-03-17) becomes effective on March 11, 1991.