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91-21-01 R1: 91-21-01 R1 Textron Lycoming: Amendment 39-9470. Docket 91-ANE-29. Revises AD 91-21-01, Amendment 39-8048, which superseded AD 89-12-04, Amendment 39-6214. \n\tApplicability: Textron Lycoming Model TIO-540-S1AD reciprocating engines installed on but not limited to Piper PA-32 series aircraft. NOTE: This airworthiness directive (AD) applies to each engine 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 engines that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (c) to request approval from the Federal Aviation Administration (FAA). This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any engine from the applicability of this AD. \n\tCompliance: Required as indicated, unless accomplished previously. \n\tTo prevent cracking or distortion of engine exhaust system flanges, V-band coupling, and pipes, which could result in engine compartment fire and smoke entering the cabin with possible loss to the aircraft, accomplish the following: \n\t(a)\tFor engines which have not complied with AD 89-12-04, paragraph (d), or Textron Lycoming Service Bulletin (SB) No. 484, Part II, dated January 30, 1989, on the effective date of this AD, accomplish the following: \n\t\t(1)\tWithin 25 hours time in service (TIS) after the effective date of this AD, install Crossover Exhaust Pipe Kit (05K21125) in accordance with Textron Lycoming SB No. 484, Part II, dated January 30, 1989, and also installnew design One-piece Exhaust Riser Kit (05K21503) and Manifold Retainer Kit (05K19650-S) in accordance with Textron Lycoming SB No. 499A, dated June 14, 1991. NOTE: Instructions and notes relating to marking the slip joints, rotating the exhaust pipes for alignment, and maintaining clearances at critical locations during the above installation are contained in Textron Lycoming SB No. 499A, dated June 14, 1991. \n\t\t(2)\tThereafter, at intervals not to exceed 100 hours TIS, accomplish the following: \n\t\t\t(i)\tInspect the exhaust system for heat damage, distortion, cracks or excessive wear in accordance with Textron Lycoming SB No. 484, Part II, dated January 30, 1989. \n\t\t\t(ii)\tInspect the exhaust system for clearance dimensions, proper fastener torque and slip joint engagement in accordance with paragraphs 10, 11, and 12 of Textron Lycoming SB No. 499A, dated June 14, 1991. \n\t\t\t(iii)\tRepair or replace damaged parts with serviceable parts prior to further flight. \n\t(b)\tFor engines thathave complied with all portions of AD 89-12-04, or Textron Lycoming SB No. 484, dated January 30, 1989, on the effective date of this AD, accomplish the following: \n\t\t(1)\tWithin 25 hours TIS after the effective date of this AD, and thereafter, at intervals not to exceed 25 hours TIS until the new design One-piece Exhaust Riser Kit (05K21503) has been installed in accordance with paragraph (b)(2)(i) of this AD, accomplish the following; \n\t\t\t(i)\tInspect all exhaust system joints, flanges, couplings and brackets for heat damage, distortion, cracks or excessive wear, in accordance with Textron Lycoming SB No. 484, dated January 30, 1989. \n\t\t\t(ii)\tInspect the exhaust system for proper slip joint engagement by measuring distances between pipe end points in accordance with Appendix 1 of this AD. \n\t\t\t(iii)\tIf damage is observed in the exhaust system or measurements exceed allowable dimensions, repair or replace parts with serviceable parts, as necessary prior, to further flight. \n\t\t\t(iv)Reassemble and align exhaust system in accordance with Textron Lycoming SB No. 484, dated January 30, 1989, and Appendix 1 of this AD. \n\t\t(2)\tWithin 75 hours TIS after the effective date of this AD, accomplish the following: \n\t\t\t(i)\tInstall new design One-piece Exhaust Riser Kit (05K21503) and manifold retainer kit (05K19650-S) in accordance with Textron Lycoming SB No. 499A, dated June 14, 1991. \n\t\t\t(ii)\tThereafter, at intervals not to exceed 100 TIS, perform exhaust system inspections specified in paragraph (a)(2)(i) and (a)(2)(ii) of this AD. Operators need to determine the minimum engagement of only exhaust pipes LW-16102 and LW-16103 by referring to Appendix 1 of this AD. \n\t\t\t(iii)\tThe repetitive 25 hours TIS inspections required by paragraph (b)(1) of this AD are not required after installation of the new design One-piece Exhaust Riser Kit (05K21503) and the Manifold Retainer Kit (05K19650-S) in accordance with paragraph (b)(2)(i) of this AD. \n\t(c)\tAn alternative method ofcompliance or adjustment of the initial compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York Aircraft Certification Office. \n\t(d)\tSpecial flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the aircraft to a location where the inspection may be performed. \n\t(e)\tThe actions required by this AD shall be done in accordance with the following Textron Lycoming SB's: \n\n\nDocument No.\nPages\n Date \nNo. 484\n1-4\nJanuary 30, 1989 \nTotal pages: 4. \n\n\nNo. 499\t\t\n1-4\nJune 14, 1991 \nTotal pages: 4. \n\n\n\nThis 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 as of November 4, 1991. Copies may be obtained from Textron Lycoming/Subsidiary of Textron Inc., Williamsport, PA 17701; telephone (717) 327-7278, fax (717) 327-7022. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\t(f)\tThis amendment becomes effective on June 27, 1996.
77-18-06: 77-18-06 BOEING: Amendment 39-3034 as amended by Amendment 39-3048. Applies to Boeing Model 727 series airplanes with horizontal stabilizer center section front spar junction fittings, P/Ns 65- 17448-1 or 65-31273-1, certificated in all categories. Compliance required as indicated.\n \n\tTo detect cracks in the horizontal stabilizer center section front spar fitting, accomplish the following: \n\tA.\tWithin the next 750 flight hours time-in-service from the effective date of this AD or prior to January 1, 1978, whichever occurs first, unless accomplished per paragraph B of AD 77-10-08 or since April 20, 1977, inspect the horizontal stabilizer center section front spar junction fittings for cracks in the forward lugs in accordance with one of the inspections of paragraph B of this AD or dye penetrant procedures with the jackscrew support arms removed. Following the inspection, apply LPS 3, BMS 3-23 or equivalent corrosion inhibitor to the lugs. Reinspect per paragraph C of this AD.B.\tInspect the eight (8) lugs of the horizontal stabilizer center section front spar junction fitting which attach the jackscrew support arms to the fitting in accordance with one of the following: \n\t\t1.\tEddy current inspection with the jackscrew support arms removed as specified in Boeing Alert Service Bulletin No. 727-55-A69, or later FAA approved revisions, or equivalent. \n\t\t2.\tLow frequency eddy current inspection with the jackscrew support arms installed as specified in Boeing Alert Service Bulletin No. 727-55-A69, Revision 1, or later FAA approved revisions. \n\t\t3.\tA procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\tFollowing each inspection, apply LPS 3, BMS 3-23 or equivalent corrosion inhibitor to the lugs. \n\tC.\t1.\tExcept as provided for in paragraph C.2 below, repeat the inspections per paragraph B of this AD at intervals of either a or b below: \n\t\t\ta.\t1,500 flight hours time-in-service or nine (9) months from the last inspection, whichever occurs first, or \n\t\t\tb.\t3,000 flight hours time-in-service or eighteen (18) months from the last inspection, whichever occurs first, if the fittings are reworked in accordance with Boeing Alert Service Bulletin No. 727-55-A69, Revision 1, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\t2.\tAirplanes which were inspected prior to the effective date of this AD (September 12, 1977), and since April 20, 1977 (by eddy current or dye penetrant methods equivalent to those specified in paragraph B of AD 77-10-08), may be reinspected in accordance with a or b below but are subject to the limitations set out in c below: \n\t\t\ta.\tWithin 1,500 flight hours time-in-service from the last inspection. \n\t\t\tb.\tWithin 750 flight hours time-in-service from the effective date of this AD (September 12, 1977). \n\t\t\tc.\tNotwithstanding the provisions of paragraph a and b above, the repeat inspection must beaccomplished no later than nine (9) months from the effective date of this AD and thereafter at the intervals specified in C.1. \n\tD.\tCracked fittings are to be replaced or repaired prior to further flight in accordance with Boeing Alert Service Bulletin No. 727-55-A69, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Report findings of cracks directly to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, within 64 hours after detection. Include in the report, description of the crack(s), method used to detect the crack(s), and airplane total time in flight hours. (Reporting approved by the Bureau of the Budget under BOB No. 04- R0174.) \n\tE.\tTerminating action of this AD consists of replacement of the horizontal stabilizer center section front spar junction fitting with a 7075-T73 aluminum alloy material fitting, Boeing P/N 65-31273- 4, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tF.\tAirplanes may be ferried to a maintenance base for repairs or replacement in accordance with FAR 21.197, subject to prior approval by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tG.\tRequests for adjustments of the inspection threshold and intervals in this AD should be made directly to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Such requests should contain substantiating data to justify the increase. \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\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. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAirworthiness Directive 77-10-08, Amendment 39-2901, was superseded by Amendment 39-3034. \n\tAmendment 39-3034 became effective September 12, 1977. \n\tThis amendment 39-3048 becomes effective October 3, 1977.
82-27-04: 82-27-04 MCDONNELL DOUGLAS: Amendment 39-4526. Applies to McDonnell Douglas Model DC-8 Series 70 airplanes as modified by Camma Corp. STC SA1343NM which installs air cycle air conditioning systems. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo prevent moisture from freezing in the pitot lines in the turbo-compressor compartment which may result in inaccurate airspeed information, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, install pitot line strip heaters in accordance with McDonnell Douglas DC-8 Alert Service Bulletin A30-39, Revision 1, dated October 21, 1982, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The FAA, Director of Flight Operations has authorized an extension to the pitot heat monitoring system requirements of FAR 121.342(b) to April 12, 1983, for these airplanes. \n\n\tB.\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\tC.\tAlternate 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. \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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168, or Los Angeles Aircraft Certification Office, 4344 Donald DouglasDrive, Long Beach, California 90808. \n\n\tThis amendment becomes effective January 3, 1983.
2009-23-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: \n\n\tIt has been found the possibility of heating deactivation of Air Data System (ADS) sensors due to its inadequate automatic logic, when ADS/AOA knob is on AUTO position associated with the following messages: \n\n--DC BUS 1 OFF displayed on Crew Alerting System --CAS in conjunction with STBY HTR FAIL (which means loss of power on DC BUS 1); or \n--EMER BUS OFF displayed on CAS (which means loss of power on EMERGENCY BUS); or \n--ELEC EMERGENCY displayed on CAS (which means Electrical Emergency). \n\n\tThe loss of airplane air data sensors heating may cause ice buildup on their surfaces, which in turn may cause wrong pressure acquisitions resulting in erroneous flight parameters indication to the flight crew. Since this condition may occur in other airplanes of the same type and affects flight safety, an immediate corrective action is required. Thus, sufficient reason exists to request compliance with this AD in the indicated time limit. \n\n\tThis AD requires actions that are intended to address the unsafe condition described in the MCAI.
73-09-02: 73-09-02 MCDONNELL DOUGLAS: Amendment 39-1628 as amended by Amendments 39-1926, 39-2004 and 39-2850 is further amended by Amendment 39-3401. Applies to Model DC-9-10 Series Airplanes certificated in all categories. \n\n\tCompliance required as indicated: \n\n\tTo detect fatigue cracks in the fuselage frames (P/N 9915590, 9958198, 9958200 and 9958202) at fuselage stations 503, 525, or 544 accomplish the following: \n\n\tA.\t1.\tFor airplanes with 10,000 hours or more time in service on the effective date of this A.D., unless already accomplished within the last 500 hours time in service prior to the effective date of this A.D., within the next 1000 hours time in service and thereafter at intervals not to exceed 2000 hours time in service from the last inspection, inspect the left and right hand lower sections of the fuselage frames P/N 9915590, 9958198, 9958200, and 9958202, in accordance with the instructions and procedures of paragraph B, below. \n\n\t\t2.\tFor airplanes with less than 10,000 hours time in service on the effective date of this A.D., comply with paragraph (B) before the accumulation of 11,000 hours time in service. \n\n\tB.\t1.\tVisually inspect for evidence of cracking, using dye penetrant methods and/or a magnifying glass with a minimum of 4-power, or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region, the areas between and surrounding the two upper bolts (including the inboard flange of the lower section of the frame) which attach the rear face of the lower section of the fuselage frames (9915590, 9958198, 9958200 and 9958202) to the transverse floor beam member at fuselage stations 503, 525, and 544, both left and right hand sides. \n\n\t\t2.\tIf cracks are found: \n\n\t\t\ta.\tReplace with a new part(s) of the same design; or, \n\n\t\t\tb.\tRepair per an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region; or \n\n\t\t\tc.\tRepair per the instructions specified in Douglas Service Bulletin 53-117, dated December 21, 1973, or later FAA-approved revisions. \n\n\t\t3.\tIf a new part(s) of the same design are installed per B.2.a., or repairs accomplished per B.2.b., above, the repetitive inspections per this A.D. may be discontinued for that part(s) only, until the new part has accumulated an additional 10,000 hours time in service, at which time reinstate the program of repetitive inspections and/or corrective action per this A.D. \n\n\t\t4.\tIf a repair incorporating Service Bulletin 53-117, dated December 21, 1973, or later FAA-approved revisions, per B.2.c., above, or an equivalent repair approved by the Chief, Aircraft Engineering Division, FAA Western Region, is accomplished, the inspections required by this A.D. may be terminated, and normal, routine maintenance practices reinstated. \n\n\tAmendment 39-1628 became effective May 30, 1973. \n\n\tAmendment 39-1926 became effective August 26, 1974. \n\n\tAmendment 39-2004 became effective November 13, 1974. \n\n\tAmendment 39-2850 became effective March 20, 1977. \n\n\tThis amendment 39-3401 becomes effective January 31, 1979.
2009-12-10: The FAA is superseding an existing airworthiness directive (AD), which applies to all BAE Systems (Operations) Limited Model BAe 146 and Avro 146-RJ airplanes. That AD currently requires repetitive inspections for corrosion of frames 15, 18, 41, and 43 and applicable related investigative and corrective actions. The existing AD also provides an optional action that would extend the repetitive inspection interval. This new AD also requires a high frequency eddy current inspection for corrosion of the outer frame flanges and door hinge bosses of frames 15, 18, 41, and 43. This AD results from a report indicating that corrosion has been detected in the outer frame flanges and door hinge bosses during scheduled maintenance. We are issuing this AD to prevent reduced structural integrity of the airplane.
94-25-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Jetstream Model ATP airplanes. This action requires inspections to detect cracking in certain oil coolers, and replacement of cracked coolers with serviceable coolers. The amendment also provides for termination of the inspections by installing certain reworked and re-identified oil coolers. This amendment is prompted by reports of cracking in the welded seams of certain oil coolers. The actions specified in this AD are intended to prevent loss of engine oil due to cracking in the oil cooler, which may lead to a forced shutdown of the engine.
2000-15-15: This amendment supersedes an existing airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-9, Model MD-90-30, Model 717-200, and Model MD-88 airplanes, that currently requires inspecting the general condition of the jackscrew assembly and the area around the jackscrew assembly to detect the presence of metal shavings and flakes. This amendment also requires inspecting for metallic particles in the lubrication for the jackscrew assembly of the horizontal stabilizer and surrounding area to detect any discrepancy; follow-on actions; and corrective actions, if necessary. This amendment is prompted by numerous reports from operators that indicate instances of metallic shavings in the vicinity of the jackscrew assembly and gimbal nut of the horizontal stabilizer. The actions specified in this AD are intended to prevent loss of pitch trim capability due to excessive wear of the jackscrew assembly of the horizontal stabilizer, which could result in reduced controllability of the airplane.\n\n\tThe incorporation by reference of Boeing Alert Service Bulletin DC9-27A362, Revision 02, dated March 30, 2000; Boeing Alert Service Bulletin MD90-27A034, Revision 02, dated March 30, 2000; and Boeing Alert Service Bulletin 717-27A0002, Revision 02, dated March 30, 2000; as listed in the regulations; is approved by the Director of the Federal Register as of August 23, 2000.\n\n\tThe incorporation by reference of Boeing Alert Service Bulletin DC9-27A362, dated February 11, 2000; Boeing Alert Service Bulletin MD90-27A034, dated February 11, 2000; and Boeing Alert Service Bulletin 717-27A0002, dated February 11, 2000; as listed in the regulations; was approved previously by the Director of the Federal Register as of March 6, 2000 (65 FR 10379, February 28, 2000).\n\n\tComments for inclusion in the Rules Docket must be received on or before October 10, 2000.
2009-23-10: The FAA is superseding an existing airworthiness directive (AD) that applies to all Boeing Model 737-300, -400, and -500 series airplanes. The existing AD currently requires inspecting to determine if certain carriage spindles are installed, repetitive inspections for corrosion and indications of corrosion on affected carriage spindles, and if necessary, related investigative and corrective actions. The existing AD also provides optional terminating action. For certain airplanes, this new AD would reinstate the requirements of the existing AD. This AD results from the exclusion of certain carriage spindles from the requirements of the existing AD, and additional reports of corrosion found on carriage spindles that are located on the outboard trailing edge flaps. We are issuing this AD to detect and correct corrosion of the carriage spindle, which could result in fracture. Fracture of both the inboard and outboard carriage spindles, in the forward ends through the large diameters, on a flap, could adversely affect the airplane's continued safe flight and landing. \n\nDATES: This AD becomes effective November 24, 2009. \n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of November 24, 2009. \n\tOn August 5, 2008 (73 FR 42259, July 21, 2008), the Director of the Federal Register approved the incorporation by reference of a certain other publication listed in the AD. \n\tWe must receive any comments on this AD by December 24, 2009.
2009-12-02: The FAA is superseding an existing airworthiness directive (AD), which applies to the airplanes identified above. That AD currently requires revising the FAA-approved maintenance program to include a new airplane maintenance manual task that specifies a detailed inspection after each ram air turbine (RAT) retraction. That existing AD also currently requires, for certain airplanes, a one-time inspection to detect breaks in the bottom flange fitting of the RAT and corrective actions, if necessary; for certain airplanes, an adjustment of the ejection jack; and, for certain other airplanes, replacement of the aluminum part with an improved steel part. This AD also continues to require certain actions for additional airplanes and revising the FAA-approved maintenance program to include procedures for replacing the RAT swivel coupling fork fitting with a new steel part only. This AD results from a report that an additional swivel coupling of the RAT yoke fitting was found cracked during the accomplishment of the requirements of the existing AD. We are issuing this AD to prevent misrigging of the ejection jack of the RAT and to ensure removal of any RAT yoke fitting made from aluminum material. Such conditions could result in a broken or cracked swivel coupling and consequent failure of the RAT yoke fitting, which could result in the loss of RAT function and possible loss of critical flight control systems in the event of certain emergency situations.
76-04-03: 76-04-03 CESSNA: Amendment 39-2519. Applies to the airplane models and serial numbers listed below which have ARC PA-500A actuators (Serial Numbers 6265 and below) installed as part of Cessna Model 300, 400 and 400A autopilots, 300, 400 or 800 IFCS, or in Type G-830A yaw damper systems. \n\n\nMODELS\nSERIAL NUMBERS\n172L, M\n17259287 thru 17263458 \nF172K, L, M\nF1720780 thru F1721234 \nFR172H, J\nFR1720240 thru FR1720530 \n177B\n17701576 thru 17702123 \n177RG\t\n177RG0001 thru 177RG0592 \nF177RG\nF177RG0001 thru F177RG0122 \n180H, J\n18052170 thru 18052500 \n182N, P\n18260460 thru 18263475 \nA185E, F\n18501815 thru 18502565 \nP206E; TP206E\nP20600626 thru P20600647 \nU206E, F; TU206E, F\nU20601447 thru U20603093 \n207, T207\n20700149 thru 20700314 \n210K, L & T210K, L\n21059200 thru 21061040 \n310Q, T310Q\n310Q0001 thru 310Q1160 \n310R, T310R\n310R0001 thru 310R0330 \n337E, F, G; T337E, F\n33701290 thru 33701673 \nF337E, F, G\nF3370020 thru F3370071 \nT337G\t\nP3370001 thru P3370225 \nF337GP\nFP3370001 thru FP3370015\n340\n3400001 thru 3400555\n401B\n401B0001 thru 401B0221 \n402B\n402B0001 thru 402B0935 \n414\n4140001 thru 4140655 \n421B\t\n421B0001 thru 421B0970 \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo preclude restrictions of control movement due to jamming of the ARC PA-500A actuator gear train, accomplish the following: \n\n\tA)\tUntil Paragraph B is accomplished, within 100 hours' time in service after the effective date of this AD and thereafter at intervals not to exceed 100 hours' time in service, inspect the ARC PA-500A actuator(s) in accordance with Cessna Service letter AV75-10, dated December 19, 1975, or later approved revisions, which service letter incorporates ARC Field Engineering Service Bulletin No. 181. Correct any unsafe condition noted by adjustment replacement of parts as necessary. \n\n\tB)\tWithin twelve months of the effective date of this AD, modify the ARC Model PA-500A actuator(s) in accordance with Cessna Service Letter No. AV75-10 dated December 19, 1975, or later approved revisions, which service letter incorporation ARC Field Engineering Service Bulletin No. 181. \n\n\tC)\tAny alternate method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tThis amendment becomes effective February 26, 1976.
95-08-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires installation of new case drain pipes and an additional fairlead support for the hydraulics case drain line in the rear spar area of the engine/nacelle. This amendment is prompted by reports of fatigue failure of the case drain line in the hydraulics system. The actions specified by the proposed AD are intended to prevent the loss of main system hydraulics as a result of lack of support against vibration and subsequent fatigue failure of the case drain line for the hydraulics system.
2006-17-07: The FAA is superseding an existing airworthiness directive (AD) for Pratt & Whitney (PW) JT8D-209, -217, -217A, -217C, and -219 turbofan engines. That AD currently requires initial and repetitive visual inspections for fretting and fluorescent magnetic particle inspections (FMPI) for cracking in the area of the tierod holes on 8th stage high pressure compressor (HPC) front hubs (from here on, referred to as HPC front hubs) that have operated at any time with PWA 110-21 coating. This AD requires either replacing HPC front hubs and HPC disks that have operated at any time with PWA 110-21 coating and that operated in certain engine models, or, visually inspecting and FMPI for cracking of those parts and re-plating them if they pass inspection. This AD also requires adding JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A, - 11, -15, -15A, -17, -17A, -17R, and -17AR engines to the applicability. This AD results from an investigation by PW, which concluded that any HPC front hub or HPC diskcoated with PWA 110-21 that ever operated on JT8D-15, -15A, -17, -17A, -17R, -17AR, -209, -217, -217A, -217C, and - 219 turbofan engines, could crack before reaching their published life limit. We are issuing this AD to prevent a rupture of an HPC front hub or an HPC disk that could result in an uncontained engine failure and damage to the airplane.
2009-23-03: We are adopting a new airworthiness directive (AD) to supersede AD 2006-24-11, which applies to certain Hawker Beechcraft Corporation (HBC) (Type Certificate previously held by Raytheon Aircraft Company) Models 1900, 1900C, and 1900D airplanes. AD 2006-24- 11 currently requires you to repetitively inspect the forward, vertical, and aft flanges of both the left and right wing rear spar lower caps for cracks, repair any cracks found, and report the inspection results to the manufacturer. Since we issued AD 2006-24-11, the manufacturer has developed a modification kit to install on the wing rear spar lower caps that will terminate the 200-hour repetitive inspection required in AD 2006-24-11. Consequently, this AD requires installing the new modification kits on the wing rear spar lower caps and terminates the repetitive inspections required in AD 2006-24-11 when the kits are installed. We are issuing this AD to prevent fatigue cracks in the wing rear spar lower caps, which couldresult in fatigue failure of the wing rear spar lower caps. A rear spar failure could result in complete wing failure and the wing separating from the airplane.
84-03-02: 84-03-02 McDONNELL DOUGLAS: Amendment 39-4813. Applies to McDonnell Douglas Model DC-10-30, -30F, -40, and KC-10A (Military) series airplanes, certificated in all categories, equipped with Goodyear P/N 6002870 antiskid control unit. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent undetected severe loss of braking ability, accomplish the following: \n\n\tA.\tCompliance required within 30 days after the effective date of this AD. Revise the Limitations Section of the FAA approved Airplane Flight Manual by adding a paragraph which reads as follows: \n\n\t"Prior to each takeoff, turn the ANTISKID ARM switch in the cockpit from the ARM position to the OFF position, then back to the ARM position. Within sixty (60) seconds thereafter, initiate the ANTISKID TEST function using the cockpit test switch. Verify that no antiskid fail lights remain illuminated on the annunciator panel." \n\n\tNOTE: A copy of this AD may be inserted in the AFM as an acceptable means of compliance with the required AFM revision. \n\n\tB.\tCompliance required within 3000 flight hours after the effective date of this AD. Modify Goodyear P/N 6002870 antiskid control unit in accordance with the Accomplishment Instructions of Douglas DC-10 Alert Service Bulletin A32-202, dated November 30, 1983, and Goodyear Service Bulletin DC-10-30/40-32-36, dated July 29, 1983, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. Modification of the antiskid control unit as specified above constitutes terminating action for this AD and the interim AFM revision required by paragraph A., above, may be removed. \n\n\tC.\tAlternate 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. \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 these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). 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. \n\n\tThis amendment becomes effective February 27, 1984.
88-24-11 R1: 88-24-11 R1 MCDONNELL DOUGLAS: Amendment 39-6065 as revised by Amendment 39-6261. \n\n\tApplicability: McDonnell Douglas Model DC-10-10, -30, -40, and KC-10A (Military) series airplanes equipped with Jepson-Burns Corporation seat Model FBC-2000UHDE-(), certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo assure proper operation of the passenger emergency oxygen system, accomplish the following: \n\n\tA.\tFor model DC-10-10 and -30 series airplanes, within 90 days after December 22, 1988 (the effective date of Amendment 39-6065), accomplish the following: \n\n\t\t1.\tRemove and inspect all 3-man oxygen generators, Scott Aviation Part Number 801386-06, within the Passenger Service Unit (PSU) of the seat. Replace, prior to further flight, any generator showing evidence of food tray latch and cotter pin contact and wear on the canister. \n\n\t\t2.\tRemove existing brackets and install new bracket assemblies, Jepson-Burns Part Number 42703001, in accordance with the Implementation Instructions of Jepson-Burns Service Bulletin Number 25-20-618, dated June 10, 1987. \n\n\tB.\tFor Model DC-10-40 and KC-10A (Military) series airplanes, within 90 days after the effective date of this amendment, accomplish the following: \n\n\t\t1.\tRemove and inspect all 3-man oxygen generators, Scott Aviation Part Number 801386-06, within the Passenger Service Unit (PSU) of the seat. Replace, prior to further flight, any generator showing evidence of food tray latch and cotter pin contact and wear on the canister. \n\n\t\t2.\tRemove existing brackets and install new bracket assemblies, Jepson-Burns Part Number 42703001, in accordance with the Implementation Instructions of Jepson-Burns Service Bulletin Number 25-20-618, dated June 10, 1987. \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 Manager, Los Angeles Aircraft Certification Office. \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 effected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Jepson-Burns Corporation, 1455 Fairchild Road, Winston-Salem, North Carolina 27105-4588. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis AD revised Amendment 39-6065, AD 88-24-11, which became effectiveon December 22, 1988. \n\n\tThis amendment (39-6261, AD 88-24-11 R1) becomes effective on August 14, 1989.
76-04-04: 76-04-04 MCDONNELL DOUGLAS: Amendment 39-2522 as amended by Amendment 39-2600. Applies to all Model DC-8 Series airplanes except -62, -62F, -63, and -63F, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo prevent possible fatigue failure of the wing front spar lower cap, P/N 5597838-1 or -2, accomplish the following: \n\n\t(a)\tFor those airplanes which have had the original 17 interference fit fasteners replaced that attach the #1 and #4 pylon cant bulkhead shear clips to the wing lower spar cap forward flange, comply with Paragraph (c) within the next 1600 hours time in service after the effective date of this AD or before the accumulation of 30,000 hours total time in service, whichever occurs later, unless accomplished within the last 2600 hours time in service, and thereafter at intervals not to exceed 4200 hours time in service. \n\n\t(b)\tFor those airplanes which have not had the original 17 interference fit fasteners replaced that attach the #1 and#4 pylon cant bulkhead shear clips to the wing lower spar cap forward flange, comply with Paragraph (c) within the next 3200 hours time in service after the effective date of this AD or before the accumulation of 30,000 hours total time in service, whichever occurs later, unless accomplished within the last 1000 hours time in service, and thereafter at intervals not to exceed 4200 hours time in service. \n\n\t(c)\tInspect the wing front spar lower cap, P/N 5597838-1 or -2, for cracks in accordance with the instructions in McDonnell Douglas DC-8 Alert Service Bulletin A57-82, Revision 1 dated February 6, 1976, or later FAA-approved revisions, or in accordance with an inspection method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tIf cracks are found which are limited to the lower forward horizontal tang and have not progressed aft into the lower aft tang or vertical leg of the cap, repair before further flight in accordance with DC-8 Service Bulletin57-82 dated March 17, 1976, or later FAA-approved revisions, or DC-8 Service Rework Drawing 5802723, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. If cracks are found which exceed the above limits, repair before further flight in accordance with DC-8 Service Rework Drawing 5802712, Revision "B" or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(e)\tUpon request of the 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 the operator. \n\n\t(f)\tThe repetitive inspections required by Paragraphs (a) or (b) may be discontinued for those airplanes which have incorporated the preventative rework, involving stress coining of the fasteners holes and installation of interference fit fasteners in accordance with either Service Rework Drawing 5802712, Revision "B", or Service Rework Drawing 5802723, or McDonnell Douglas DC-8 Service Bulletin 57-82, dated March 17, 1976, or later FAA-approved revisions, or in accordance with an equivalent rework method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tAmendment 39-2522 became effective February 25, 1976. \n\n\tThis amendment 39-2600 becomes effective May 13, 1976.
93-07-14: 93-07-14 MCDONNELL DOUGLAS: Amendment 39-8546. Docket 92-NM-171-AD. \n\n\tApplicability: Model DC-9-33F, -34, -34F, -41, and -51 series airplanes, and C-9 (military) airplanes; as listed in McDonnell Douglas DC-9 Service Bulletin 32-228, Revision 1, dated October 6, 1989; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent main landing gear wheel assembly separation during wheel rotation, accomplish the following: \n\n\t(a)\tWithin 2,000 landings or 18 months after the effective date of this AD, whichever occurs first: Conduct a one-time inspection of the main landing gear (MLG) wheel spacer retainer assemblies for correct hardness of the wheel spacer retainer assemblies and proper installation of the anti-rotation pin, in accordance with McDonnell Douglas DC-9 Service Bulletin 32-228, Revision 1, dated October 6, 1989. \n\n\t\t(1)\tIf hardness of the wheel spacer retainer assembly is within limits specified in the service bulletin, and the anti-rotation pin is properly installed, as described in the service bulletin, prior to further flight, permanently mark the wheel spacer retainer assembly with the marking "S/B 32-228." \n\n\tNOTE: Operators may use any marking procedure that does not create significant stress concentration effects. Acceptable methods include stamping or electro-chemical etch. An appropriate area to mark is the outside diameter of the wheel spacer retainer assembly, at least 2 inches away from the anti-rotation pin. \n\n\t\t(2)\tIf hardness of the wheel spacer retainer assembly is not within limits specified in the service bulletin or the anti-rotation pin is not properly installed, as described in the service bulletin, prior to further flight, replace the wheel spacer retainer assembly, in accordance with McDonnell Douglas DC-9 Service Bulletin 32-228, Revision 1, dated October 6, 1989. After accomplishing this replacement, permanently mark the wheel spacer retainer assembly withthe marking "S/B 32-228." \n\n\t(b)\tAs of the effective date of this AD, only wheel spacer retainer assemblies marked "SB 32-228" may be installed on any airplane. \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 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(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 McDonnell Douglas DC-9 Service Bulletin 32-228, Revision 1, dated October 6, 1989. 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, C1-HDR (54-60). 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 (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(f)\tThis amendment becomes effective on June 1, 1993.
2009-23-07: 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: During 2008, two cases of main hydraulic accumulator failure were reported, one of which was caused by corrosion. Investigation has shown that a severe failure can occur to any of the four hydraulic accumulators which are installed in the hydraulic compartment. Either one of the two end parts on the accumulator may depart from the pressure vessel due to corrosion. This condition, if not corrected, is likely to degrade the functionality of the hydraulic system, possibly resulting in degradation or total loss of control of the landing gear, flap actuation and brakes. A severe failure during flight may even result in debris penetrating and exiting the fuselage outer skin. When such a failure occurs while the aeroplane is on the ground, as in the two reported cases, this may cause severe damage to the fuselage and result in injuries to persons nearby. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
90-10-03: 90-10-03 BOEING: Amendment 39-6587. Docket No. 89-NM-264-AD. \n\n\tApplicability: Model 747 series airplanes, identified in Boeing Alert Service Bulletin 747-52A2217, dated October 19, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished.\n \n\tTo ensure proper operation of the Number 3 left and right entry door emergency evacuation slide, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD, inspect the Number 3 left and right entry door girt bar mechanism, to determine if the rod-end bearings are defective. If any rod-end bearing is defective or has failed, prior to further flight, replace the rod-end bearing with a serviceable part, in accordance with Boeing Alert Service Bulletin 747-52A2217, dated October 19, 1989. \n\n\tB.\tWithin 7 days after completion of the inspection required by paragraph A., above, report all failed and/or defective rod-end bearings detected during the inspection to the Manager, Seattle Manufacturing Inspection District Office, FAA, Transport Airplane Directorate, 7300 Perimeter Road South, Seattle, Washington 98108. \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, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\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 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, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6587, AD 90-10-03) becomes effective on June 4, 1990.
85-03-08 R1: 85-03-08 R1 MCDONNELL DOUGLAS: Amendment 39-4994 as amended by Amendment 39-5025. Applies to McDonnell Douglas Model DC-9 and C-9 (Military) series airplanes, certificated in all categories. Compliance required as indicated unless previously accomplished. \n\n\tTo detect cracks in the fuselage skin adjacent to or under the lower forward VHF antenna, accomplish the following: \n\n\tA.\tFor airplanes with 2,000 or more landings, inspect for cracks in accordance with McDonnell Douglas Telex Alert Service Bulletin A53-188, dated January 9, 1985, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, within the next 150 landings after the effective date of this airworthiness directive (AD). \n\n\tNOTE: McDonnell Douglas Alert Service Bulletin A53-188, dated January 9, 1985 (or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region), is hereinafter referred to as ASBA53-188. \n\n\t\t1.\tIf cracks are found in the fuselage skin, inspect the antenna support intercostal for cracks before further flight, and repair in accordance with ASB A53-188. Reinspect the area around the repair in accordance with ASB A53-188, at intervals not to exceed 1500 landings after accomplishment of the repair. \n\n\t\t2.\tIf no cracks are found and the VHF antenna was not removed, reinspect in accordance with ASB A53-188, at intervals not to exceed 250 landings after the accomplishment of the last inspection. \n\n\t\t3.\tIf no cracks are found and the VHF antenna was removed, reinspect in accordance with ASB A53-188, at intervals not to exceed 1,000 landings after the accomplishment of the last inspection. \n\n\t\tNOTE: McDonnell Douglas is developing a preventive repair or crack preventive modification, which, when approved, will provide terminating action for this AD. The AD will be amended accordingly. \n\n\tB.\tSpecial flight permits may be issued in accordance with FAR 21.197and 21.199 to operate airplanes to a base for accomplishment of the inspections and repairs required by this AD. The aircraft must be operated without cabin pressurization and a placard installed in the cockpit, in full view of the pilots, stating: \n\n\t"OPERATION WITH CABIN PRESSURIZATION IS PROHIBITED." \n\n\tC.\tAlternative inspections, modifications, or other actions 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.\tUpon request of an operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain 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 that operator. \n\n\tAll persons affected by this directive who havenot already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). 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. \n\n\tAmendment 39-4994 became effective February 1, 1985. \n\n\tThis Amendment 39-5025 becomes effective April 15, 1985.
68-15-01: 68-15-01\tBOEING: Amendment 39-624. Applies to Model 727 Series airplanes listed in Parts I, II, and III of paragraph I, Planning Information . . . , 1. Airplanes Affected, of Boeing Service Bulletin No. 55-18(R-6) dated June 15, 1967, as set forth on pages 1 and 2 thereof, and hereafter referred to as Part I of 1. Airplanes Affected or Part II and Part III of 1. Airplanes Affected. \n\n\tCompliance required as indicated. \n\n\tTo detect cracks or to prevent further cracks in the lower chord of the horizontal stabilizer rear spar, accomplish the following: \n\n\t(a)\tUnless already accomplished within the last 750 hours' time in service, within the next 50 hours' time in service after the effective date of this AD or prior to 650 hours' time in service after April 10, 1966, whichever is later, and thereafter at intervals not to exceed 800 hours' time in service, inspect Model 727 Series airplanes with 350 or more hours' time in service on April 10, 1966, listed in Part I of 1. Airplanes Affected in accordance with paragraph (e) hereof. \n\n\t(b)\tUnless already accomplished within the last 750 hours' time in service, within the next 50 hours' time in service after the effective date of this AD or prior to the accumulation of 1,000 hours' time in service, whichever is later, and thereafter at intervals not to exceed 800 hours' time in service, inspect Model 727 Series airplanes with less than 350 hours' time in service on April 10, 1966, listed in Part I of 1. Airplanes Affected, in accordance with paragraph (e) hereof. \n\n\t(c)\tUnless already accomplished within the last 100 hours' time in service, within the next 700 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 800 hours' time in service, inspect Model 727 Series airplanes with 2,300 or more hours' time in service on the effective date of this AD listed in Part II and Part III of 1. Airplanes Affected in accordance with paragraph (e) hereof. \n\n\t(d)\tUnlessalready accomplished within the last 100 hours' time in service, before the accumulation of 3,000 hours' time in service, and thereafter at intervals not to exceed 800 hours' time in service, inspect Model 727 Series airplanes with less than 2,300 hours' time in service on the effective date of this AD listed in Part II and Part III of 1. Airplanes Affected in accordance with paragraph (e) hereof. \n\n\t(e)\tVisually inspect for cracks in the lower chord of the horizontal stabilizer rear spar, Stabilizer Stations 110.00 through 225.54, in accordance with Paragraph II, Accomplishment Instructions, Part I - Inspection Data, of Boeing Service Bulletin No. 55-18(R-2); dated January 3, 1966, or later FAA approved revision. \n\n\t(f)\tIf cracks are found, repair before further flight (except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed) in accordance with Paragraph II, Accomplishment Instructions, Part III - Repair Data, of Boeing Service Bulletin No. 55-18(R-2), dated January 3, 1966, or later FAA approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. After the repair is accomplished, the repetitive inspections required by this AD may be discontinued for areas repaired. \n\n\t(g)\tIf cracks are not found, the aircraft may be modified in accordance with Paragraph II, Accomplishment Instructions, Part II - Preventive Modification Data, of Boeing Service Bulletin No. 55-18(R-2) or later FAA approved revision. After the modification is accomplished, the repetitive inspections required by this AD may be discontinued for areas modified. \n\n\tNOTE: A repair in accordance with Service Bulletin 55-18 or 55-18(R-1) is considered a preventive modification. \n\n\t(h)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Regional Director, 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 that operator. \n\n\tThis supersedes Amendment 39-208 (31 F. R. 4283), AD 66-07-02. \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. 522(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Company, Commercial Airplane Division, Post Office Box 707, Renton, Washington 98055. These documents may also be examined at Room 406, Building A, FAA Western Region Office, 5651 West Manchester Avenue, Los Angeles, California 90045 and FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. An historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Headquarters in Washington, D.C. and at FAA Western Region. \n\n\tThis amendment becomes effective July 20, 1968.
2008-09-06 R1: We are adopting a new airworthiness directive (AD) for the products listed above that would revise an existing AD. 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: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, * * * Special Federal Aviation Regulation 88 (SFAR88) * * * required a safety review of the aircraft Fuel Tank System * * *. * * * * * Fuel Airworthiness Limitations are items arising from a systems safety analysis that have been shown to have failure mode(s) associated with an `unsafe condition' * * *. These are identified in Failure Conditions for which an unacceptable probability of ignition risk could exist if specific tasks and/or practices are not performed in accordance with the manufacturers' requirements. This AD requires actions that are intended to address the unsafe condition described in the MCAI. DATES: This AD becomes effective November 23, 2009. On June 2, 2008 (73 FR 22789, April 28, 2008), the Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD. We must receive comments on this AD by December 21, 2009.
90-25-10: 90-25-10 BOEING: Amendment 39-6822. Docket No. 90-NM-145-AD. \n\n\tApplicability: Model 747 series airplanes, line numbers 001 through 635, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent loss of redundancy in the elevator control, accomplish the following: \n\n\tA.\tFor airplanes identified as Group 1 in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, accomplish the following inspections, in accordance with the service bulletin: \n\n\t\t1.\tPrior to the accumulation of 6 years time-in-service, or within the next 6 months after the effective date of this AD, whichever occurs later, visually inspect the inboard elevator power control package (PCP) input rods, inboard elevator control rods, and elevator aft quadrant for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 15 months. \n\n\t\t2.\tWithin 15 months after the visual inspection required by paragraph A.1. of this AD, internally borescope inspect the inboard elevator PCP input rods, inboard elevator control rods, and elevator aft quadrant tube for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 30 months. \n\n\tB.\tFor airplanes identified as Group 2 in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, accomplish the following inspections in accordance with the service bulletin: \n\n\t\t1.\tPrior to the accumulation of 6 total years time-in-service, or within the next 6 months after the effective date of this AD, whichever occurs later, visually inspect the inboard elevator control rods and elevator aft quadrant for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 15 months. \n\n\t\t2.\tWithin 15 months after the visual inspection required by paragraph B.1. of this AD, internally borescope inspect the inboard elevator control rods and elevator aft quadrant tube for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 30 months. \n\n\tC.\tFor airplanes identified as Group 3 in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, accomplish the following inspections in accordance with the service bulletin: \n\n\t\t1.\tPrior to the accumulation of 6 total years time-in-service, or within the next 6 months after the effective date of this AD, whichever occurs later, visually inspect the elevator aft quadrant for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 15 months. \n\n\t\t2.\tWithin 15 months after the visual inspection required by paragraph C.1. of this AD, internally borescope inspect the elevator aft quadrant tube for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 30 months. \n\n\tD.\tIf corrosion is found as a result of the inspections required by paragraphs A., B., or C. of this AD, prior to further flight, accomplish the following: \n\n\t\t1.\tIf corrosion is found to be in excess of the allowable limits specified in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, accomplish the terminating modification for the affected component specified in paragraph F. of this AD. \n\n\t\t2.\tIf corrosion is found to be within the allowable limits specified in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, refinish in accordance with the service bulletin. \n\n\tE.\tIf cracks or deformations are found as a result of the inspections required by paragraphs A., B., or C., of this AD, prior to further flight, accomplish the terminating modification for the affected component defined in paragraph F. of this AD. \n\n\tF.\tAccomplishment of the terminating modification for all affected components, as specified in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, constitutes termination for the inspections required by paragraphs A., B., and C. of thisAD. \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, 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\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 AvenueS.W., Renton, Washington. \n\n\tAirworthiness Directive 90-25-10 supersedes AD 85-13-01, Amendment 39-5084. \n\tThis amendment (39-6822, AD 90-25-10) becomes effective on January 7, 1991.
91-12-08: 91-12-08 BOEING: Amendment 39-7019. Docket 91-NM-102-AD. \n\n\tApplicability: All Model 747-400 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated within 10 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent the use of erroneous DME information, decreased enroute RNAV accuracy, decreased terminal area navigation capabilities, and an increase in missed approaches, accomplish the following: \n\n\t(a)\tInspect the airplane or airplane records to determine if Collins distance measuring equipment (DME) part number 622-4540-120 is installed. \n\n\t\t(1)\tIf that Collins DME part number is not installed on the airplane, no further action is required. \n\n\t\t(2)\tIf that Collins DME part number is installed, prior to further flight, add the following statements to the Limitations Section of the FAA-approved airplane flight manual (AFM). This may be accomplished by placing a copy of this AD in the AFM. \n\n\t\t\t\tELECTRONICSYSTEMS \n\nFLIGHT MANAGEMENT COMPUTER SYSTEM \n\nIf the FMS-CDU message "IRS NAV ONLY" is displayed in an area where radio updating is expected, terminal area and enroute RNAV operations using the affected FMC are prohibited and the associated DME must be considered inoperative. RNAV operations may be resumed if radio updating is reestablished by the affected FMC. \n\nDISTANCE MEASURING EQUIPMENT \n\nDuring approaches requiring DME, left and right DMEs must be tuned to the same station and monitored. If a difference is noted, only that DME which results in a display of "DD" or "VD" on the navigational display may be used for approach. \n\n\t(b)\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. \n\n\tNOTE: The request should be forwarded through an FAA Principal Operations Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(c)\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 (39-7019, AD 91-12-08) becomes effective on June 17, 1991.