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63-10-03: 63-10-03 GENERAL DYNAMICS/CONVAIR: Amdt. 562 Part 507 Federal Register May 7, 1963. Applies to All Model 340 and 440 Aircraft.
Compliance required as indicated.
To detect certain wing lower skin fatigue cracks at the earliest possible time and to prevent their growth to an unsafe length, accomplish the following:
(a) For aircraft with 15,000 hours' or less time in service as of the effective date of this AD, prior to the accumulation of 15,100 hours' time in service and thereafter at periods not to exceed 1,000 hours' time in service from the last inspection, until the accumulation of 20,000 hours' time in service, clean the inside surface of the wing lower skin inboard of Station 8 in the vicinity of the second rivet from the outboard end of the short stringer in line with the wing access door in the wheel well and conduct a close visual inspection of that area for any indication of wing skin cracks. After the accumulation of 20,000 hours' time in service and before the accumulation of 20,500 hours' time in service accomplish the cleaning and inspection required by this paragraph and thereafter perform the cleaning and inspection at periods not to exceed 500 hours' time in service from the last inspection. If cracks are found accomplish (e), (f) or (g).
(b) For aircraft with more than 15,000 hours and less than 20,000 hours' time in service as of the effective date of this AD, within the next 100 hours' time in service from the effective date of this AD, unless already accomplished within the last 900 hours' time in service and thereafter at periods not to exceed 1,000 hours' time in service from the last inspection, clean the inside surface of the wing lower skin inboard of Station 8 in the vicinity of the second rivet from the outboard end of the short stringer in line with the wing access door in the wheel well and conduct a close visual inspection of that area for any indication of wing skin cracking. After the accumulation of 20,000 hours' time in service and before the accumulation of 20,500 hours' time in service accomplish the cleaning and inspection required by this paragraph and thereafter perform the cleaning and inspection at periods not to exceed 500 hours' time in service from the last inspection. If cracks are found accomplish (e), (f), or (g).
(c) For aircraft with 20,000 hours' time in service or more as of the effective date of this AD, within the next 100 hours' time in service from the effective date of this AD unless already accomplished within the last 400 hours' time in service and thereafter at periods not to exceed 500 hours' time in service from the last inspection, clean the inside surface of the wing lower skin inboard of Station 8 in the vicinity of the second rivet from the outboard end of the short stringer in line with the wing access door in the wheel well and conduct a close visual inspection of that area for any indication of wing skin cracking. If cracks are found accomplish (e), (f), or (g).
(d) For aircraft that have no wing lower skin cracks in the area described in (a), (b), or (c) the specified 500 hours periodic re-inspection time may be increased to 1,000 hours' time in service when the aircraft has been modified in the following manner: Remove the 3/16-inch rivet located above where the cracks originate, enlarge the hole to 1/4-inch, and inspect the wing lower skin around the hole. If no wing skin crack is found, install a close tolerance -8 rivet or a 1/4-inch bolt. If cracks are found accomplish (e), (f), or (g) as applicable.
(e) Aircraft with wing skin cracks less than 6 inches in length, unless already repaired in the manner prescribed in (g) or (h) shall be modified and inspected as follows:
(1) For wing skin cracks less than 2 inches long, before further flight stop drill each end of the crack with a 0.50-inch diameter drill and at periods thereafter not to exceed 100 hours' time in service conduct an internal inspection inthe manner prescribed in (a), (b), or (c) as applicable. If during any such inspection the crack is found to have progressed beyond a stop drill hole, but the total length remains less than 2 inches, the crack may again be stop drilled and the 100-hour periodic inspections continued. When a crack reaches the 2-inch limit, the provisions of (e)(2) will apply.
(2) For wing skin cracks between 2 and 3 inches in length, before further flight stop drill each end of the crack with a 0.50-inch diameter drill and revise the airspeed limitations for the aircraft by reducing the never exceed speed (Vne) to 243 knots and the normal operating speed (Vno) to 217 knots and install a placard in the cockpit, in full view of the pilot stating the reduced speeds. An internal visual inspection of the stop drilled crack must be conducted in the manner prescribed by (a), (b), or (c), as applicable, at periods not to exceed 100 hours' time in service. If during any such inspection, the crack is foundto have progressed beyond a stop drill hole, but the total length remains less than 3 inches, the crack may again be stop drilled and the 100-hour periodic inspections and speed restrictions continued. When a crack reaches the 3-inch limit, the provisions of (e)(3) will apply.
(3) For wing skin cracks between 3 and 6 inches in length, before further flight repair the wing lower skin by installing internal reinforcement plates inboard of Station 8 per Convair Service Engineering Report 6820-340-47B/440-47B dated January 15, 1963, or an FAA Western Region, Engineering and Manufacturing Branch approved equivalent installation, and revise the airspeed limitations for the aircraft by reducing the never exceed speed (Vne) to 243 knots and the normal operating speed (Vno) to 217 knots and install a placard in the cockpit, in full view of the pilot stating the reduced speeds. The cleaning and internal inspection prescribed in (a), (b), or (c), as applicable, shall be conducted at periods not to exceed 500 hours' time in service. At a time when further wing skin cracking is found in the area described in (a), (b), or (c) but in no case more than 1,000 hours' time in service from the aforementioned temporary repair, repair the aircraft per (g).
(f) An aircraft with wing skin cracks less than 2 inches in length, including stop drill holes, unless repaired per (g), may be permanently repaired by installing internal reinforcement plates inboard and outboard of Station 8 per Convair Service Engineering Report 6820-340- 47B/440-47B dated January 15, 1963, or an FAA Western Region, Engineering and Manufacturing Branch approved equivalent installation.
(g) Aircraft with wing skin cracks greater than 6 inches in length shall be repaired prior to further flight. The repair must be in accordance with Convair Service Engineering Report 6820-340-47B/440-47B dated January 15, 1963 (340-1610922-7P and/or -8P external plate, external straps and internal plates inboard ofStation 8), or an FAA Western Region, Engineering and Manufacturing Branch approved equivalent installation.
(h) The requirements of this AD do not apply to aircraft repaired in the manner prescribed in (f) or (g) before the effective date of this AD or if, prior to any wing skin cracking in the area described in (a), (b), or (c) the aircraft has been modified between stringers 6 and 10, in accordance with Convair Service Engineering Report 15-4-340-18/440-22 dated May 9, 1958, or an FAA Western Region, Engineering and Manufacturing Branch approved equivalent installation. Also, the periodic reinspections required by (a), (b), (c), and (e) may be discontinued, and the operating limitations and placard specified in (e)(2) and (e)(3) may be removed from any aircraft when it is repaired in the manner prescribed in (f) or (g) or if, prior to any wing skin cracking in the area described in (a), (b), or (c), the aircraft has been modified between stringers 6 and 10, in accordance withConvair Service Engineering Report 15-4-340-18/440-22 dated May 9, 1958, or an FAA Western Region, Engineering and Manufacturing Branch approved equivalent installation.
(i) Upon the request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator.
(j) Any FAA engineering approved inspection method for detection of the wing lower skin cracks may be substituted for the cleaning and visual inspection specified in paragraphs (a), (b), (c), and (e).
(Convair Service Engineering Reports 6820-340-47B-440-47B dated January 15, 1963, and 15-4-340-18/440-22 dated May 9, 1958, pertain to this same subject.)
This directive effective May 7, 1963.
Revised November 26, 1963.
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2014-22-06: We are superseding Airworthiness Directive (AD) 2005-07-12, which applies to certain the Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. AD 2005-07-12 required detailed and eddy current inspections to detect cracking of the frame web around the cutout for the doorstop intercostal strap at the aft side of the station (STA) 291.5 frame at stringer 16R, and corrective action if necessary. Since we issued AD 2005-07-12, we received reports of new findings of cracking at various locations of the STA 277 to STA 291.5 frames and intercostals, including webs, chords, clips, and shear ties, between stringers 7R and 17R. This new AD requires inspections for cracking at the forward galley door cutout, and corrective actions if necessary. This new AD also reduces a certain inspection threshold required by AD 2005-07-12. We are issuing this AD to detect and correct fatigue cracking of the aft frame and frame support structure of the forward galley door, which could result in a severed fuselage frame web, rapid decompression of the airplane, and possible loss of the forward galley door.
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2014-22-11: We are superseding Airworthiness Directive (AD) 2012-13-08 for certain the Boeing Company Model 747-100, 747-100B, 747-200B, 747-200C, 747-200F, 747-400F, 747SR, and 747SP series airplanes, without a stretched upper deck or stretched upper deck modification. AD 2012-13- 08 required inspections of tension ties and surrounding structure for cracking, and related investigative and corrective actions if necessary; modification of tension tie structure or tension tie and frame structure at specified stations; and post-modification inspections of some modified and unmodified areas, and repair if necessary. This new AD adds inspections in unmodified center section tension ties, and repair if necessary; post-modification inspections of modified and unmodified areas, and repair if necessary; a new modification of tension tie and frame structures; and inspections of tension ties and surrounding structure, and related investigative and corrective actions if necessary. This new AD reducesan inspection interval. This AD was prompted by widespread fatigue damage analysis that resulted in a determination that more inspections are necessary. We are issuing this AD to prevent tension ties from becoming severed or disconnected from the frames, which could lead to reduced structural integrity and sudden decompression of the airplane in flight.
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2000-05-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F27 Mark 050, 200, 500, and 600 series airplanes, that requires installation of certain components, and revisions of the Airplane Flight Manual. This action is necessary to prevent undetected failures of the horizontal and vertical stabilizer de-icing system, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
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72-10-04 R2: 72-10-04 R2 BEECH: Amendment 39-1445 as amended by Amendment 39-1888 is further amended by Amendment 39-4385. Applies to Models 99, 99A, A99, A99A and B99 airplanes, except airplanes equipped with a hydraulic-operated landing gear per Beech Kit No. 99-8010-1.
Compliance: To reduce probability of landing gear retraction/extension system malfunction, accomplish A, B, C and E below within the next 50 hours' time in service after the effective date of this AD unless already accomplished within the intervals listed below and thereafter at the intervals as specified below:
A) At intervals not exceeding 100 hours' time in service inspect forward and rear nose gear chains for wear and tension and lubricate the chains.
B) At intervals not exceeding 2500 landings, inspect each landing gear actuator for jackscrew end play and integrity of mounting.
C) At intervals not exceeding 1000 hours' time in service, lubricate each landing gear actuator.
D) If an unairworthy condition is found during action outlined above, replace or repair components as necessary to correct the condition, prior to further flight, except that the aircraft may be flown in accordance with FAR 21.197 to a base where the repair or replacement can be made.
E) Replace or overhaul main and nose landing gear actuators at intervals not exceeding 5000 landings.
F) Action prescribed above must be accomplished in accordance with the Beech 99 Airliner Shop Manual (Part No. 99-590015B revised March 1972, or any later revision) or by any FAA-approved equivalent method. Upon request of an operator, an FAA maintenance inspector, subject to approval of the Chief, Engineering and Manufacturing Branch, FAA, Central Region, may adjust inspection and replacement 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.
G) On those airplanes in whichhydraulic landing gear retraction systems have been installed per Beech Kit No. 99-8010-1, compliance with this AD is no longer required.
NOTE: Notwithstanding the installation of the hydraulic landing gear retraction systems per Beech Kit No. 99-8010-1, normal maintenance practices with respect to the landing gear system prescribed in the Beech 99 Airliner Shop Manual (Part No. 99-590015B revised March 1972, or any later revision) should be followed.
Amendment 39-1445 supersedes AD 72-01-06 and became effective May 12, 1972.
Amendment 39-1888 became effective July 8, 1974.
This amendment 39-4385 became effective on May 13, 1982.
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47-31-03: 47-31-03 NAVION: (Was mandatory Note 12 of AD-782-3.) Applies to Serial Numbers NAV-4-2 Through NAV-4-1010 Which Incorporate Koehler Model 2250 Fuel Strainers.
To be accomplished not later than November 1, 1947.
To preclude the possibility of loss of fuel pressure due to air leakage into the fuel system through the CCA-1550-1/8 drain cock on the Koehler Model 2250 fuel strainer, remove this draincock and install Whittaker Model 7600-1/8 drain cock.
(NAA Field Service Bulletin No. 32 dated May 1, 1947, covers this rework.)
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2014-22-09: We are adopting a new airworthiness directive (AD) for all the Boeing Company Model 767 airplanes. This AD was prompted by a report of a rotary actuator for the trailing edge (TE) flap that had slipped relative to its mating reaction ring, which is attached to the flap support rib. This AD requires repetitive inspections for corrosion of the fixed ring gear and reaction ring splines of the rotary actuator assembly for each support position, and related investigative and corrective actions if necessary. We are issuing this AD to detect and correct flap rotary actuator gear disengagement from its mating reaction ring. This disengagement with flaps extended could cause an uncommanded roll due to flap blowback, overload, or flap departure from the airplane, which could compromise safe flight and landing of the airplane.
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2000-04-26: This amendment adopts a new airworthiness directive (AD) that applies to certain Alexander Schleicher GmbH & Co. (Alexander Schleicher) Model ASW-27 sailplanes. This AD requires inspecting the elevator control circuit clearance inside the fuselage tail boom to the fin intersection to assure a clearance of at least 2.5 millimeters (mm) (1/10 inch wide), and adjusting any clearance that does not meet the criteria. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to detect interference in the elevator control circuit, which, if not corrected, could result in the elevator control jamming with possible loss of control of the sailplane.
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2000-05-05: This amendment adopts a new airworthiness directive (AD), applicable to all CASA Model CN-235-100 and CN-235-200 series airplanes, that requires replacement of existing anti-icing distributor valves with new, improved valves. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent ice accumulation on the wings or tail of the airplane, which could result in reduced controllability of the airplane.
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93-22-07: 93-22-07 CORPORATE JETS LIMITED (FORMERLY BRITISH AEROSPACE): Amendment 39-8731. Docket 93-NM-74-AD.
Applicability: Model BAe 125-800A series airplanes, as listed in Corporate Jets Limited Service Bulletin SB.25-68-25A440A, dated August 19, 1992; certificated in any category.
Compliance: Required as indicated, unless accomplished previously.
To prevent the forward cabin door from closing during takeoff and landing, which could impede or hinder the ability of passengers and crew to exit through the main entrance door during an emergency evacuation, accomplish the following:
(a) Within 180 days after the effective date of this AD, replace the existing forward cabin door retainer catch assembly located in the upper luggage bay shelf with a new, improved forward cabin door retainer catch assembly, Modification No. 25A440A, in accordance with Corporate Jets Limited Service Bulletin SB.25-68-25A440A, dated August 19, 1992.
(b) As of the effective date of thisAD, no person shall install a catch assembly having part number 25-8DP1695 on any airplane.
(c) 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, Standardization Branch, ANM-113, 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, Standardization Branch, ANM-113.
NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113.
(d) Special 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.
(e) The replacement shall be done in accordance with Corporate Jets Limited Service Bulletin SB.25-68-25A440A, dated August 19, 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 Corporate Jets, Inc., 22070 Broderick Drive, Sterling, Virginia 20166. 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.
(f) This amendment becomes effective on December 20, 1993.
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