Results
93-20-04: 93-20-04 BOEING: Amendment 39-8712. Docket 93-NM-38-AD. \n\n\tApplicability: Model 747-100, -200, and -300 series airplanes, equipped with BFGoodrich evacuation slide/rafts, as listed in BFGoodrich Service Bulletin 4A3221-25-250, dated March 12, 1993, having regulator part number 4A3194-1, -2, or -3; certificated in any category.\n \n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent delayed inflation of evacuation slide/rafts, which could delay or impede the evacuation of passengers during an emergency, accomplish the following: \n\n\t(a)\tWithin 36 months after the effective date of this AD, modify BFGoodrich evacuation slide/rafts having regulator part number 4A3194-1, -2, or -3, installed on doors 1, 2, 4, and 5, in accordance with BFGoodrich Service Bulletin 4A3221-25-250, dated March 12, 1993. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved bythe Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(d)\tThe modification shall be done in accordance with BFGoodrich Service Bulletin 4A3221-25-250, dated March 12, 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from BFGoodrich, Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on November 26, 1993
93-05-07: 93-05-07 MCDONNELL DOUGLAS: Amendment 39-8512. Docket 92-NM-162-AD. \n\n\tApplicability: Model DC-9-80 series airplanes and Model MD-88 airplanes, as listed in McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent a riding condition between the overwing emergency exit door liner and the adjacent sidewall lining, which could hinder the opening of the overwing emergency exit door in an emergency situation, accomplish the following: \n\n\t(a)\tWithin 180 days after the effective date of this AD, conduct a one-time visual inspection of the overwing emergency exit door to determine whether the door can be opened without restriction, in accordance with McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992. If the door can be opened without restrictions, no further action is required by this AD action. \n\n\t(b)\tIf the door cannot be opened without restrictions, prior to further flight, inspect for sufficient clearance between the door liner and the adjacent passenger sidewall lining panels, in accordance with McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992. If clearance is within the limits specified in the service bulletin, no further action is required. \n\n\t(c)\tIf clearance is not within the limits specified in the service bulletin, prior to further flight, adjust the passenger sidewall lining panels and verify the clearance, in accordance with McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992. If clearance is obtained by adjusting the passenger compartment sidewall lining, no further action is required. \n\n\t(d)\tIf clearance cannot be obtained by adjusting the passenger compartment sidewall lining, prior to further flight, adjust the door liner as shown in Figure 2 of McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992, to obtain proper clearance. If clearance is obtained by adjusting the door liner, no further action is required. \n\n\t(e)\tIf clearance cannot be obtained by adjusting the door liner, prior to further flight, modify the door installation in accordance with Figure 3 of McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992. \n\n\t(f)\tWithin 60 days after accomplishing the requirements of this AD, submit a report of all inspection results that indicate restricted opening of the overwing emergency exit door to the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate, 3229 East Spring Street, Long Beach, California 90806-2425; fax (310) 988-5210. The report must include a description of the discrepancy and the airplane's serial number. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. \n\n\t(g)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles ACO, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(h)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(i)\tThe inspections, adjustments, and modification shall be done in accordance with McDonnell Douglas Alert Service Bulletin A52-178, dated July 10, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles ACO, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(j)\tThis amendment becomes effective on April 29, 1993.
96-25-11: This amendment supersedes an existing airworthiness directive (AD), applicable to all CFM International (CFMI) CFM56-3C-1 and certain CFM56-3B-2 engines, that currently requires the removal from service of certain fan disk and fan blade hardware, and limits the use of CFM56- 3C-1 thrust levels. This amendment requires removal of additional fan blade hardware, requires an Airplane Flight Manual (AFM) revision to impose thrust level limitations for airplanes equipped with affected engines, and requires the installation of redesigned fan blades as a terminating action to the thrust level limitations of this AD. The existing AD requirements for certain CFM56-3B-2 engines are unchanged and carried over into this final rule AD. This amendment is prompted by the availability of redesigned fan blades that are not subject to the thrust level limitations, and the need to clarify the AD requirements by deleting references to specific AFMs. The actions specified by this AD are intended to prevent a fan blade failure that can result in complete loss of engine power.
96-17-02: 96-17-02 BOEING : Amendment 39-9710. Docket 96-NM-195-AD.\n\n Applicability: Model 757 series airplanes, line positions 478 through 699 inclusive; certificated in any category.\n\n NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it.\n\n Compliance: Required as indicated, unless accomplished previously. \n\n To prevent uncommanded fuel flow from the fuel tanks to the engine nacelle in the event of a leak in the engine fuel line or a fire in the engine nacelle, accomplish the following:\n\n (a) Within 60 days after the effective date of this AD, perform an inspection to detect leakage of the fuel shutoff (spar) valves and verify that the valves do not leak when commanded to close, in accordance with Boeing Alert Service Bulletin 757-28A0045, dated July 30, 1996.\n\n (l) If both fuel shutoff valves pass the inspection for leakage and the valves close when commanded, no further action is required by this AD.\n\n (2) If either or both of the fuel shutoff valves do not pass the inspection for leakage: Prior to further flight, adjust the engine fuel shutoff valve(s) in accordance with Part III of the alert service bulletin and repeat the requirements of paragraph (a) of this AD.\n\n (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, 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 NOTE 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 (c) The actions shall be done in accordance with Boeing Alert Service Bulletin 757-28A0045, dated July 30, 1996. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.\n\n (d) This amendment becomes effective on August 28, 1996.
86-08-03: 86-08-03 BOEING: Amendment 39-5289. Applies to Model 747 series airplanes equipped with General Electric CF6-50 and Pratt and Whitney JT9D-70A engines, listed in Boeing Service Bulletin 747-54A2117, Revision 1, dated November 8, 1985, certificated in any category. To prevent failure of the outboard engine strut aft diagonal brace, accomplish the following, unless already accomplished: \n\n\tA.\tWithin the next 200 landings after the effective date of this AD, perform a close visual (detailed) inspection for cracking in the brace, and install sealant backup plates and heat resistant sealant over the firewall openings in the strut lower aft bulkhead, in accordance with Boeing Service Bulletin 747-54A2117, Revision 1, or later FAA-approved revisions. Repeat the close visual (detailed) inspection at intervals not to exceed 200 landings until the inspection required by paragraph B., below, is accomplished. \n\n\tNOTE: Definition of close visual (detailed) inspection method: Close intensive visual inspections of highly defined structural details or locations searching for evidence of structural irregularity. Using adequate lighting and, where necessary, inspection aids such as mirrors, etc., surface cleaning and access procedures may be required to gain proximity. \n\n\tB.\tWithin the next 400 landings after the effective date of this AD, perform an eddy current conductivity test of the strut diagonal brace to determine its heat treat temper condition in accordance with Boeing Service Bulletin 747-54A2117, Revision 1, or later FAA-approved revisions. Repeat the close visual (detailed) inspection of the strut diagonal brace for cracking specified in paragraph A., above. \n\n\tC.\tIf the strut diagonal brace conductivity readings indicate an acceptable brace, as defined by Boeing Service Bulletin 747-54A2117, Revision 1, or later FAA-approved revisions, and no cracks are found, no further action is required relative to the diagonal brace. \n\n\tD.\tIf the strut diagonal brace conductivity readings indicate a possible unacceptable brace, and no cracks are found, visually reinspect the brace lugs for cracks at intervals not to exceed 200 landings until the actions required by paragraph E. of this AD are accomplished. \n\n\tE.\tIf the strut diagonal brace conductivity readings indicate a possible unacceptable brace, and no cracks are found, accomplish the strut diagonal brace strength verification (Rockwell Hardness Testing) and any necessary corrective action, in accordance with Boeing Service Bulletin 747-54A2117, Revision 1, or later FAA-approved revisions, as follows: \n\n\t\t1.\twithin 2,000 landings for airplanes that have accumulated less than 3,000 landings; \n\n\t\t2.\twithin 1,500 landings for airplanes that have accumulated 3,000 to 6,000 landings; and \n\n\t\t3.\twithin 1,000 landings for airplanes that have accumulated over 6,000 landings. \n\n\tF.\tCracked parts must be replaced prior to further flight. \n\n\tG.\tUpon request of an operator, an FAA PrincipalMaintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the inspection times specified in this AD to permit compliance at an established inspection period of that operator, if the request contains substantiating data to justify the change for that operator. \n\n\tH.\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\tI.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this proposal who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective May 27, 1986.
2011-18-14: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: * * * The pylon internal shear pin was found cracked during a regular check. Further investigation revealed that the failure occurred due to hydrogen embrittlement. The ANAC [Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil] is issuing this [Brazilian] AD to prevent insufficient strength of the pylon to wing attachment, which in combination with an engine imbalance caused by a fan blade out could cause pylon to wing attachment failure and consequent engine separation. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2006-22-03: The FAA is adopting a new airworthiness directive (AD) for certain Airbus models, as specified above. This AD requires modifying the aft pressure bulkhead for improved corrosion protection and drainage, and related concurrent actions. This AD results from severe corrosion found in the lower rim area of the aft pressure bulkhead during routine maintenance of an airplane. We are issuing this AD to prevent corrosion on the inner rim angle and cleat profile splice of the aft pressure bulkhead, which could result in the loss of airplane structural integrity.
96-25-12: This amendment adopts a new airworthiness directive (AD) that is applicable to Sundstrand T-62T-40C series auxiliary power units (APUs). This action requires removal from service of certain compressor wheels in accordance with a drawdown schedule, and replacement with serviceable parts, and establishes a new cyclic life limit for the existing compressor wheels. This amendment is prompted by reports of compressor wheel ruptures. The actions specified in this AD are intended to prevent compressor wheel rupture, which could result in an uncontained APU failure and damage to the aircraft.
92-04-07: 92-04-07 BOEING: Amendment 39-8178. Docket 92-NM-16-AD. \n\n\tApplicability: All Model 737-300, 737-400, and 737-500 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent the occurrence of fire and smoke in the passenger cabin and cockpit, accomplish the following: \n\n\t(a)\tWithin 20 days after the effective date of this AD, visually inspect the wire bundles above the cockpit-to-cabin door header frame for damage due to chafing or interference with the door header frame. Pay particular attention to the wire bundle crossing over the right- hand corner of the header frame. Proper inspection requires removal of the aft center ceiling panel located just forward of the cockpit-to-cabin door. Ensure that the wire bundle clamps above the cockpit-to-cabin door header frame located approximately at Station 282.5, stringers 2R and 2L, are connected securely to stringer clip standoffs. (These should not befree floating clamps.) If any damaged wire bundle or loose clamp is found, prior to further flight, repair and/or secure it, in accordance with Boeing Standard Wiring Practices Document. \n\n\t(b)\tRepeat the inspection procedure required by paragraph (a) of this AD at intervals not to exceed 120 days. \n\n\t(c)\tWithin 30 days after the effective date of this AD, sleeve the wire bundles in the area where they cross the cockpit-to-cabin door header frame with Expando PT or equivalent protective sleeving. Ensure that there is a minimum of 0.25 inch of clearance between these bundles and the cockpit-to-cabin door frame header, to prevent chafing or interference. If rework is necessary, perform it prior to further flight, in accordance with Boeing Standard Wiring Practices Document. \n\n\t(d)\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 Aircraft Certification Office (ACO). \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(f)\tThis amendment (39-8178, AD 92-04-07) becomes effective on February 21, 1992.
89-25-04: 89-25-04 BELL HELICOPTER TEXTRON, INC.: Amendment 39-6380. Docket No. 89-ASW-39. Applicability: Model 222 helicopters, serial numbers (S/N) 47006 through 47079 and 47081 through 47084, and Model 222B helicopter, S/N 47132. This AD applies to these helicopters, certificated in any category, with tail rotor boost cylinder support bracket, part number (P/N) 222-031-471-001, installed. Compliance: Required within 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent failure of the tail rotor boost cylinder support bracket bulkhead, which could result in loss of the helicopter, accomplish the following: (a) Modify the Station 340 bulkhead in accordance with Appendix I of this AD. (Note: Appendix I refers to Bell Helicopter Textron Alert Service Bulletin No. 222-89-55, dated August 24, 1989, which is not reprinted in this AD.) (b) Compliance with BHTI Technical Bulletin No. 222-83-55, dated April 25, 1983, orPart II of Alert Service Bulletin No. 222-89-55, dated August 24, 1989, constitutes compliance with this AD. (c) An alternate method of compliance which provides an equivalent level of safety, may be approved by the Manager, Rotorcraft Certification Office, Southwest Region, Federal Aviation Administration, Fort Worth, Texas 76193-0170. This amendment (39-6380, AD 89-25-04) becomes effective on December 20, 1989.
86-06-06: 86-06-06 BOEING: Amendment 39-5261. Applies to Boeing Model 767 airplanes, certificated in any category, equipped with the following PICO, Inc., emergency evacuation slides: \n\n\nPART NUMBER\nSERIAL NUMBERS\n101623-( )\nB23-001 thru and including B23-383 \n101630-( )\nB101-001 thru and including B101-140\nB102-001 thru and including B102-143 \n101651-( )\nB51-001 thru and including B51-291 \n101654-( )\nL54-001 thru and including L54-041 \nR54-001 thru and including R54-038 \n101655-( ) \nL55-001 thru and including L55-032 \nR55-001 thru and including R55-031 \n101656-( ) \nL56-001 thru and including L56-013 \nR56-001 thru and including R56-012 \n\n\tNOTE: Empty parentheses indicate any number. \n\tCompliance is required as indicated in the body of the AD, unless previously accomplished. \n\n\tTo prevent the failure of the emergency evacuation slides accomplish the following: \n\n\tA.\tFor airplanes equipped with PICO, Inc., emergency evacuation slides manufactured prior to June 30,1983, within 30 days after the effective date of this AD, unless the slide has been inflated and inspected within the last one year prior to the effective date of this AD in accordance with the applicable PICO Component Maintenance Manual Numbers 25-61-20, 25-61-21, or 25-61-22, all dated April 1, 1985, or PICO Service Bulletin No. 101623/30/51/54/55-25-130, dated February 6, 1986, conduct inflation and inspection of the emergency evacuation slides AD in accordance with PICO Service Bulletin No. 101623/30/51/54/55-25-130, dated February 6, 1986, or later revision approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tFor airplanes equipped with PICO, Inc., emergency evacuation slides manufactured between July 1, 1983, and January 31, 1986, within 120 days after the effective date of this AD, unless the slide has been inflated and inspected within the last one year prior to the effective date of this AD, in accordance with the applicablePICO Component Maintenance Manual Numbers 25-61-20, 25-61-21 or 25-61-22, all dated April 1, 1985, or PICO Service Bulletin No. 101623/30/51/54/55-25-130, dated February 6, 1986, conduct an inflation and inspection of the emergency evacuation slides in accordance with PICO Service Bulletin No. 101623/30/51/54/55-25-130, dated February 6, 1986, or later revision approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tFor airplanes equipped with slides not inspected in accordance with paragraph A. or B. of this AD, those slides must be inflated and inspected in accordance with PICO Service Bulletin No. 101623/30/51/54/55-25-130 dated February 6, 1986, or later revision approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region, within 18 months from the date of the last inflation and inspection. \n\n\tD.\tRepeat the inflation and inspection specified in paragraphs A., B., and C. of this AD at intervals notto exceed 18 months. \n\n\tE.\tAny defective slide discovered during accomplishment of paragraphs A., B., C., or D. of this AD must be replaced or repaired, prior to next flight, in accordance with the Repair Section of applicable PICO Component Maintenance Manual Numbers 25-61-20, 25-61-21, or 25-61-22, all dated April 1, 1985, or later revision approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tReport any seam separation or slide failure discovered during accomplishment of paragraphs A., B., C., or D. of this AD to the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tG.\tThe inspection intervals of paragraph D. of this AD may be adjusted by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region, based on the results of accomplishment of paragraphs A., B., and C. of this AD, or any other substantiating data submitted to justify a change. \n\n\tH.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. \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 PICO, Inc., 15350 Stafford Street, City of Industry, California 91744. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Western Aircraft Certification Office, 15000 Aviation Boulevard, Hawthorne, California. \n\n\tThis amendment becomes effective April 15, 1986.
93-17-08: 93-17-08 BOEING: Amendment 39-8679. Docket 92-NM-200-AD. \n\n\tApplicability: Model 737-100, 737-200, 737-200C airplanes, certificated in any category.\n \n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent structural failure, accomplish the following: \n\n\t(a)\tExcept as provided below, prior to reaching the incorporation thresholds listed in Boeing Document No. D6-38505, "Aging Airplane Service Bulletin Structural Modification and Inspection Program--Model 737-100/-200/-200C," Revision F, dated April 23, 1992, or within the next 4 years after the effective date of this AD, whichever occurs later, accomplish the structural modifications listed in Appendices A.3 and B.3 of the Boeing Document. Service bulletins whose threshold is specified in the Boeing Document by a calendar date must be modified by that date in lieu of the 4 years specified in this paragraph. \n\n\tNOTE 1: The modifications required by this paragraph do not terminate the inspection requirements of any other AD unless that AD specifies that any such modification constitutes terminating action for the inspection requirements. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved 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(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(d)\tThe modifications shall be done in accordance with Boeing Document No. D6-38505, "Aging Airplane Service Bulletin Structural Modification and Inspection Program-- Model 737-100/-200/-200C," Revision F, dated April 23, 1992, which includes the following list of effective pages: \n\n\n\nPage Number\nRevision\nShown on Page\nDate\nShown on Page \nList of Active \n\n\nPages: Page c\nF\n(This page is not dated) \n\t\t\t\n(NOTE: The issue date of Revision F is indicated only on page c of the List of Active Pages; no other page of the document is dated.) This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on October 1, 1993.
96-24-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model BAe 125-800A, Model Hawker 800, and Model Hawker 800XP series airplanes, that requires the filling of two tooling holes on the firewalls of the left and right engine pylons with sealant. This amendment is prompted by notification from the manufacturer that these holes were not sealed during production. The actions specified by this AD are intended to prevent an engine fire from moving to the fuselage and to the lines that carry flammable fluid that are located inboard of the firewall.
96-25-19: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that currently requires either the application of a vapor sealant on the back of the receptacle of the auxiliary power unit (APU) power feeder cable; or a one-time visual inspection for gold-plating and evidence of damage of the connector contacts of the power feeder cable of the APU generator, and various follow-on actions. This amendment adds a requirement for replacement of certain connector contacts (pins/sockets) with gold-plated contacts. This amendment is prompted by reports of burning and arcing of the connector contacts of the power feeder cable of the APU generator. The actions specified by this AD are intended to reduce the potential for a fire hazard as a result of such burning or arcing.
92-25-01: 92-25-01 BOEING: Amendment 39-8416. Docket No. 92-NM-85-AD. Supersedes AD 90-08- 16, Amendment 39-6574. \n\n\tApplicability: Model 757 series airplanes; line numbers 1 through 411, inclusive, and 413 through 432, inclusive; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent damage caused by skewed flaps resulting from excessive wear of the splines of the trailing edge flap drive torque tube coupling, accomplish the following: \n\n\t(a)\tPrior to the accumulation of 2,000 flight cycles, or within the next 200 flight cycles after April 30, 1990, (the effective date of AD 90-08-16), whichever occurs later, and thereafter at intervals not to exceed 2,000 flight cycles, perform an inspection of the torque tube coupling splines, in accordance with Boeing Service Letter 757-SL-27-52-B, dated April 30, 1990. \n\n\tNOTE: Operators who have conducted inspections of the torque tube coupling splines prior to the effective dateof this AD, in accordance with Boeing Service Letter 757-SL-27-52, dated January 31, 1990, or Boeing Service Letter 757-SL-27-52-A, dated March 21, 1990, are considered to be in compliance with paragraph (a) of this AD. \n\n\t\t(1)\tIf the measurement over the pin, as detailed in the service letter, is less than 1.8605 inches but equal to or greater than 1.8533 inches, repeat the inspection prior to the accumulation of 1,000 additional flight cycles. \n\n\t\t(2)\tIf the measurement over the pin, as detailed in the service letter, is less than 1.8533 inches, replace the coupling prior to further flight, in accordance with the service letter. \n\n\t(b)\tReplacement of the torque tube assemblies with improved torque tube assemblies, part number 251N4281-20 (one on each wing), and installation of a sealant plug in the shafts of the four gearboxes, in accordance with Boeing Service Bulletin 757-27-0099, dated March 12, 1992, constitutes terminating action for the inspections required by paragraph(a) of this AD. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(d)\tSpecial flight permits may be issued in 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 replacement shall be done in accordance with Boeing Service Letter 757-SL-27-52-B, dated April 30, 1990. The replacement with improved torque tube assemblies shall be done in accordance with Boeing ServiceBulletin 757-27-0099, dated March 12, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from 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, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on December 23, 1992.
80-21-08: 80-21-08 PIPER: Amendment 39-3934. Applies to Model PA-25 series airplanes certificated in all categories which have incorporated STC SA501SW. (Docket No. 80-ASW-42.) Compliance required as indicated. For airplanes with forward wing spar(s) with 500 hours or more time in service since incorporation of STC SA501SW, compliance is required within 5 hours time in service after the effective date of this AD, unless already accomplished. For airplanes with forward wing spar(s) with less than 500 hours time in service since incorporation of STC SA501SW, compliance is required upon accumulation of 500 hours time in service since incorporation of STC SA501SW or within the next 5 hours time in service, whichever is later. \n\n\tTo detect cracks or other damage in the forward wing spar cap, accomplish the following. \n\n\t(a)\tRemove the wing walk lower rear and lower front (leading edge) skin panels from each wing. \n\n\t(b)\tDetach the leading edge skin panel covering the wing strut attachment to the main spar sufficiently to allow inspection of the rear flange of the lower spar cap. \n\n\t(c)\tVisually inspect the upright, bulbed flange on the aft side of the front and rear spars (upper and lower) of both wings for misdrilled holes common to the bulbed spar flange and skin attach angles. Conduct this inspection in the areas uncovered by (a) and (b). \n\n\t\t(1)\tThe center unit of each fastener hole must be between .18 and .34 inches from the free end of the bulbed spar flange. \n\n\t\t(2)\tA gage fabricated as shown in figure number 1 may be used to check for misdrilled holes. \n\n\t\t(3)\tFigures 2 and 3 show how the gage is used. \n\n\t(d)\tInspect the uncovered spar caps for cracks visually and with standard dye or fluorescent penetrant inspection procedures. Place special attention to the inboard 10 inches of the front spar aft, lower cap. \n\n\t(e)\tIf misdrilled holes or cracks are found in (c) or (d), parts must be replaced with serviceable parts of the same part number. Replace blind fasteners common to the spar cap and skin angles (if removal is necessary) with MS20600M4 rivets. \n\n\t(f)\tVisually inspect the left and right lower spar web at the inboard end for installation of the fatigue resistant doubler plates, Piper P/N 60373 and Moore/Hutcherson P/N's SPD 20025-1 and -2. The fatigue resistant doublers extend outboard of the wing-fuselage attach lug 15 inches while the original single spar web doubler extends only 6 inches outboard of the attach lug. If the fatigue resistant doubler plates are not installed, accomplish the following within the next 100 hours time in service: \n\n\t\t(1)\tRemove left and right wing from fuselage. \n\n\t\t(2)\tRemove wing attach fitting located on each forward wing spar root. \n\n\t\t(3)\tUsing standard dye or fluorescent penetrant inspection procedures, inspect the inboard end of the forward spars for a distance of 24 inches outboard of the wing-fuselage attach lug for cracks. Inspect both the spar web and the spar cap with particular attention placed on the inboard 10 inches of the rear flange of the lower spar cap. \n\n\t\t(4)\tIf cracks are found, part must be replaced with serviceable parts of the same part number before further flight. Replace blind fasteners common to the spar cap and skin angles (if removal is necessary) with MS20600M4 rivets. \n\n\t\t(5)\tAfter the inspections and repair of (f)(3) and (f)(4), respectively, install the doubler plates of Moore/Hutcherson drawing SPD 20025. \n\n\t\t(6)\tReinstall the wing attach fittings and the wings. \n\n\t(g)\tReinstall the leading edge skin covers and walkway lower skin panels. \n\n\t(h)\tAircraft may be flown in accordance with FAR 21.197 to a base where inspections can be accomplished. \n\n\t(i)\tEquivalent methods of complying with this AD may be approved by the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region. This supersedes Amendment 39-1755 (38 FR 34460), AD 73-26-02, as amended by Amendment 39-1792 (39 FR 7164). \n\n\tThis amendmentbecomes effective October 15, 1980. \n\n\n\nFIGURE NO. 1 GAGE (.06" ALUM. OR STL.) \nAD 80-21-08 \n\n\n\nAD 80-21-08\n\n\n\nAD 80-21-08
2011-18-19: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires frequent inspections of the fuel pressure supply for excessive oscillations to determine if high-pressure (HP) fuel pumps have been exposed to damaging pressure oscillations. Pumps that have been exposed require replacement before further flight. This new AD requires the initial and repetitive inspections of AD 2010-23-09, but also requires installing HP fuel pump part number (P/N) E4A-30-200-000, as mandatory terminating action to the repetitive inspections. We are issuing this AD to prevent engine power loss or in-flight shutdown, which could result in loss of control of the airplane.
58-11-01: 58-11-01 DOUGLAS: Applies to All DC-6 and DC-7 Series Aircraft as Indicated. \n\n\tSeveral instances have been reported wherein cracks have been found or failures have occurred in the nose wheel upper retract link assembly, P/N 5325437. In at least one case, failure resulted in folding of the nose gear when the aircraft stopped, following landing and taxi. \n\n\tThe failures occurred in the forged end fitting, P/N 5328993, caused by a crack starting in the vicinity of the 1/8-inch radius where the fitting is machined to the O.D. of the tube, P/N 2329712. Cracks in the unfailed parts were found in the same location. Failures occurred on two airplanes having a total of 24,000 and 13,800 hours respectively and a crack was reported on one airplane with 7,521 hours. The airplane time is not significant since the interchange of landing gear components at major overhaul may result in the gear components actually having more or less time than the airplanes themselves. \n\n\tSubsequent to DC-6 Series fuselage No. 435 and DC-7 Series fuselage No. 434, Douglas increased the 1/8-inch radius to 3/4-inch radius. The following must be accomplished on all nose gear upper retract link assemblies, P/N 5325437, delivered by the manufacturer that do not incorporate the larger radius. \n\n\t1.\tInspect the right and left hand forged end fitting with the 1/8-inch radius at the earliest possible opportunity where facilities are available, and in any case, at the inspection period nearest 100 hours. Inspection should preferable be accomplished by magnaflux; however, dye penetrant inspection can be considered satisfactory if parts are uniformly warned to open tight cracks. \n\n\t2.\tIf cracks are found, parts must be replaced. No rework is considered feasible. \n\n\t3.\tParts which are not cracked should be reworked at the earliest practicable opportunity to increase the 1/8-inch radius to 3/4-inch and polish the area to a 32-micro-inch finish. The reworked area should be protected with zinc chromate primer and aluminized lacquer and the reworked parts properly identified to distinguish them from those manufactured with the 3/4-inch radius. \n\n\t4.\tAfter the initial inspection, all parts must be inspected regularly at the inspection period nearest to 300 hours until rework is accomplished. \n\n\t5.\tAfter rework, inspections at frequent intervals should continue to assure that the rework has removed damaged material and/or incipient cracks. \n\n\t(Douglas Alert Service Bulletin A-677 for the DC-6 Series and A-139 for the DC-7 Series cover the above subject and describe how to increase the 1/8-inch radius to a 3/4-inch radius.)
96-24-14: This amendment adopts a new airworthiness directive (AD), applicable to all Lockheed Model 382 series airplanes, that requires that all landing gear brakes be inspected for wear and replaced if the wear limits prescribed in this AD are not met, and that the new landing gear brake wear limits be incorporated into the FAA-approved maintenance inspection program. This amendment is prompted by an accident in which a transport category airplane executed a rejected takeoff (RTO) and was unable to stop on the runway due to worn brakes; and the subsequent review of allowable brake wear limits for all transport category airplanes. The actions specified by this AD are intended to prevent loss of brake effectiveness during a high energy RTO.
96-25-10: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney JT9D series turbofan engines, that requires installing an improved design turbine exhaust case (TEC) with a thicker containment wall, modifying the existing TEC to incorporate a containment shield, or modifying the existing TEC to replace the "P" flange and case wall. This amendment is prompted by reports of 64 uncontained engine failures since 1972. The actions specified by this AD are intended to prevent release of uncontained debris from the TEC following an internal engine failure, which can result in damage to the aircraft.
96-23-14: This amendment supersedes two existing airworthiness directives (ADs), applicable to Pratt & Whitney (PW) JT8D series turbofan engines, that currently require repetitive eddy current, fluorescent penetrant, fluorescent magnetic penetrant, or visual inspections for cracks in the rear flange, and ultrasonic, fluorescent penetrant, or fluorescent magnetic penetrant inspections for cracks in the PS4 boss, and drain bosses of the combustion chamber outer case (CCOC); and an additional inspection of the CCOC rear flange for intergranular cracking. This amendment requires reducing the rear flange inspection interval for CCOCs when only the aft face of the rear flange has been inspected, and introducing an improved ultrasonic probe assembly. In addition, this amendment introduces a rotating eddy current probe for shop inspections in which the case is removed from the engine. Also, this amendment eliminates fluorescent penetrant inspection (FPI), fluorescent magnetic particle inspection (FMPI), and visual inspections from hot section disassembly level inspection procedures. This amendment is prompted by reports of crack origins in the forward face of the rear flange that could not be detected by the inspection methods for installed CCOC's that were mandated in the current ADs. The actions specified by this AD are intended to prevent uncontained engine failure, inflight engine shutdown, engine cowl release, and airframe damage.
92-26-03: 92-26-03 MCDONNELL DOUGLAS: Amendment 39-8430. Docket No. 92-NM-207-AD. \n\n\tApplicability: Model MD-11 series airplanes; as listed in McDonnell Douglas MD-11 Alert Service Bulletin A27-30, dated August 20, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent uncommanded slat deployment during flight at cruise altitude, which could create significant vibrations and cause damage to the elevators, accomplish the following: \n\n\t(a)\tWithin 60 days after the effective date of this AD, install a cover on the flap/slat control module quadrant in the flight compartment in accordance with McDonnell Douglas MD-11 Alert Service Bulletin A27-30, dated August 20, 1992. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(d)\tThe installation shall be done in accordance with McDonnell Douglas MD-11 Alert Service Bulletin A27-30, dated August 20, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on December 23, 1992.
2011-17-08: We are superseding an existing airworthiness directive (AD) that applies to the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: * * * * * The airworthiness limitations applicable to Damage Tolerant Airworthiness Limitation Items (DT ALI) are currently given in Airbus A330 ALI Document reference AI/SE-M4/95A.0089/97, which is approved by the European Aviation Safety Agency (EASA) and referenced in Airbus Airworthiness Limitations Section (ALS) Part 2. The issue 17 of Airbus A330 ALI Document introduces more restrictive maintenance requirements/airworthiness limitations. Failure to comply with this issue constitutes an unsafe condition. This [EASA] AD supersedes EASA AD 2009-0102 [and retains the requirements therein], and requires the implementationof the new or more restrictive maintenance requirements/airworthiness limitations as specified in Airbus A330 ALI Document issue 17. The unsafe condition is fatigue cracking, damage, and corrosion in certain structure, which could result in reduced structural integrity of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
96-23-03: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 96-23-03 that was sent previously to all known U.S. owners and operators of Textron Lycoming IO-320, LIO-320, AEIO-320, IO-360, LIO-360, AEIO-360, HIO-360, TO-360, IO-540, O-540-L, LIO-540, and AEIO-540 series reciprocating engines by individual letters. This AD requires a maintenance records check to determine if suspect high pressure fuel pumps are installed, and inspection to determine if the high pressure fuel pump has one of the suspect date codes. If the high pressure fuel pump has a suspect date code, this AD requires disassembly and inspection of the high pressure fuel pump, and, if necessary, removal from service and replacement with a serviceable part. In addition, this AD requires reporting findings of unserviceable high pressure fuel pumps. This amendment is prompted by reports of inflight failures of high pressure fuel pumps. The actions specified by this AD areintended to prevent an inflight engine failure due to fuel starvation, which could result in a forced landing.
93-08-07: 93-08-07 MCDONNELL DOUGLAS: Amendment 39-8554. Docket 93-NM-25-AD. \n\n\tApplicability: Model MD-11 series airplanes, manufacturer's fuselage numbers up to and including 532, and 535; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent chafing of the electrical power system control (EPSC) wire assemblies located in the center accessory compartment (CAC), which potentially could result in a fire, accomplish the following: \n\n\t(a)\tWithin 60 days after the effective date of this AD, perform a one-time visual inspection to detect chafing or preload in the EPSC wire assemblies located in the forward cargo, aft bulkhead area of the CAC, and to determine if clamps and spacers are properly installed, in accordance with McDonnell Douglas Alert Service Bulletin A24-64, dated March 29, 1993. \n\n\t\t(1)\tIf no chafing or preload is detected, and a clamp and spacer are installed, no further action is required by this AD. \n\n\t\t(2)If no chafing or preload is detected, but the clamp and/or spacer are missing, prior to further flight, modify the wire assembly in accordance with "Condition I" of the Accomplishment Instructions of the service bulletin. \n\n\t\t(3)\tIf chafing or preload is detected, and the clamp and spacer are installed, prior to further flight, modify the wire assembly in accordance "Condition II" of the Accomplishment Instructions of the service bulletin. \n\n\t\t(4)\tIf chafing or preload is detected, and the clamp and/or spacer are missing, prior to further flight, modify the wire assembly in accordance with "Condition III" of the Accomplishment Instructions of the service bulletin. \n\n\t(b)\tWithin 30 days after accomplishing the one-time visual inspection required by paragraph (a) of this AD, submit a report of the results, both positive and negative, to the Manager, Los Angeles Aircraft Certification Office (ACO), ANM-100L, FAA, Transport Airplane Directorate, 3229 East Spring Street, Long Beach,California 90806-2425, or fax (310) 988-5210. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles ACO, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(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 modification shall be done in accordance with McDonnell Douglas Alert Service Bulletin A24-64, dated March 29, 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on May 11, 1993.