Results
90-06-14 R1: 90-06-14 R1 BOEING: Amendment 39-6544 as corrected by Amendment 39-6605. Docket No. 89-NM-99-AD. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-53-2293, dated December 22, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid cabin pressure loss due to cracking in the nose wheel well box structure, accomplish the following: \n\n\tA.\tPerform the following inspections at the intervals indicated below, in accordance with Boeing Service Bulletin 747-53-2293, dated December 22, 1988. The specified flight cycles (or threshold) applies to the cycles accumulated on the structure within the corresponding inspection areas, and not necessarily to the total number of cycles on the airplane; therefore, inspections may be deferred in any area where structure has been replaced with new structure, until the new structure reaches the appropriate flight cycle threshold. \n\n\tNOTE: Flight cycles as defined herein need not be counted if cabin differential pressure was below 2.0 psi. \n\n\t\t1.\tPrior to the accumulation of 4,000 flight cycles or within 1,500 flight cycles after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 1,500 flight cycles, conduct a detailed visual internal and external inspection for cracks in the top panel and intercostals of the nose wheel well structure. \n\n\t\t2.\tPrior to the accumulation of 10,000 flight cycles or within 1,500 flight cycles after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 3,000 flight cycles, conduct a detailed visual internal and external inspection for cracks in the nose wheel well vertical beam clips and adjacent sidewall panel web. \n\n\t\t3.\tPrior to the accumulation of 10,000 flight cycles or within 1,500 flight cycles after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 1,500 flight cycles, conduct a detail visual internal and external inspection for cracks in the nose wheel vertical beam webs. \n\n\tB.\tIf cracks are found during any of the inspections required by paragraph A., above, prior to further flight, conduct an inspection for secondary cracking at locations specified in Boeing Service Bulletin 747-53-2293, dated December 22, 1988. Repair all cracks, prior to further flight, by replacing cracked parts with original design parts, or by repairing cracked structure in accordance with Boeing Service Bulletin 747-53-2293, dated December 22, 1988, or the 747 Structural Repair Manual (SRM). \n\n\tC.\tAs an alternative to the repetitive inspections required by paragraphs A.1. and A.3., above, conduct a detailed visual inspection plus a high frequency eddy current (HFEC) inspection of the nose wheel well top panel and intercostals and nose wheel well vertical beam webs, in accordance with Boeing Service Bulletin 747-53-2293, dated December 22, 1988, at intervals not to exceed 3,000 flight cycles. \n\n\tD.\tAs an alternative to the inspection of nose wheel well top panel intercostals, sidewall panel vertical beam clips, and vertical beam webs, required by paragraphs A., and C., above, replace the nose wheel well top panel intercostals, sidewall panel vertical beam clips, and vertical beam webs with redesigned structure and conduct an inspection for cracking of adjacent structure within the threshold specified in paragraph A., above, in accordance with Boeing Service Bulletin 747-53-2293, dated December 22, 1988. Repair any cracks prior to further flight, in accordance with the Boeing service bulletin. Replacement with redesigned structure constitutes terminating action for the repetitive inspections of that structure required by paragraphs A. and C., above. \n\n\tE.\tFor Model 747SR airplanes, all specified flight limits, allowance periods, and reinspection intervals may be multiplied by a 1.2 adjustment factor, based on mixed operation at lower cabin pressure differentials. \n\n\tF.\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\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-6605, AD 90-06-14, is corrected by Amendment 39-6605, AD 90-06-14 R1. \n\n\tThe effective date for the requirements of this amendment remains April 24, 1990, as specified in Amendment 39-6544, AD 90-06-14. \n\n\tThis correction is effective on May 18, 1990.
2010-06-05: 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: One A300-600 aeroplane operator reported that, during a routine inspection, the Right Hand frame 40 forward fitting between stringer 32 and stringer 33 was found cracked. The subject aeroplane had previously been modified in accordance with Airbus SB A300-57-6053 (Airbus Modification 10453). This condition, if not corrected, could result in a deterioration of the structural integrity of the frame. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
90-06-04: 90-06-04 BOEING: Amendment 39-6522. Docket No. 90-NM-18-AD. \n\n\tApplicability: All Model 737 series airplanes, equipped with Walter Kidde APU fire detection systems that either have not yet had an initial "C" check performed or that have had an APU replaced since performing the last "C" check, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent an undetected APU fire, accomplish the following: \n\n\tA.\tWithin 3 days after the effective date of this AD, placard the APU as inoperative until the inspection required by paragraph B., below, has been accomplished. \n\n\tB.\tWithin 5 days after installation of the placard required by paragraph A., above, inspect to determine whether a Walter Kidde APU fire detector is installed in the APU compartment. This inspection can be performed by viewing through the APU cooling air exhaust outlet (ref: Model 737 Maintenance Manual 49-11-00). The Walter Kidde element is protected by a perforated shield surrounding the length of the element. If the perforated shield is not seen, open the lower APU shroud and verify that the fire detector element installed is Boeing Part Number 10-61096-316/Walter Kidde part number 894481. \n\n\tNOTE: Boeing Model 737-300 and 737-400 series airplanes inspected in accordance with Boeing Telex M-7272-90-0735, dated January 31, 1990, comply with the inspection requirements of this AD. \n\n\tC.\tIf configuration discrepancies are discovered while accomplishing the inspection required by paragraph B., above, within 5 days, remove and replace the detector with the appropriate Walter Kidde detector that has been approved for installation on the airplane. Upon completion of the inspection required by paragraph B. and this modification, if required, the placard required by paragraph A., above, may be removed. \n\n\tD.\tWithin 10 days after the inspection required by paragraph B., above, if configuration discrepancies are discovered, submit areport of findings to the Manager, Seattle Manufacturing Inspection District Office, ANM-108S, FAA, Transport Airplane Directorate, 7300 Perimeter Road South, Seattle, Washington 98108. The report must include the airplane serial number. \n\n\tE.\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\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. This information 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 (39-6522, AD 90-06-04) becomes effective on March 19, 1990.
91-23-09: 91-23-09 BOEING: Amendment 39-8078. Docket No. 91-NM-199-AD. \n\n\tApplicability: Model 747-400 series airplanes; line numbers 813 through 845, inclusive; certificated in any category. \n\n\tCompliance: Required within 20 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent fire due to overheated terminals and/or the loss of power to the standby electrical power system, accomplish the following: \n\n\t(a)\tInspect the nuts on terminal strips TD469 and TD470, located in the P180-1 panel, for proper torque of 65 to 75 inch-pounds, in accordance with Boeing Commercial Airplane Group Process Specification BAC 5159, Revision F, dated March 1, 1991. If any nut is found not to have proper torque, prior to further flight, re-torque the nut to 65 to 75 inch-pounds, in accordance with the Boeing Process Specification. \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 Maintenance 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\t(d)\tThe inspection and re-torquing requirements shall be done in accordance with Boeing Commercial Airplane Group Process Specification BAC 5159, Revision F, dated March 1, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8078, AD 91-23-09) becomes effective on November 27, 1991.
89-14-10: 89-14-10 McDONNELL DOUGLAS: Amendment 39-6253. \n\n\tApplicability: Model DC-9-10, -20, -30, -40, -50, and C-9 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent premature fatigue failure of engine mount cone bolts, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD, determine if forward engine mount cone bolts, Barry Controls part number R18210-2, serial numbers 15B8021 through 15B8329, 15B8332 through 15B8382, 15B8396 through 15B8399; or aft engine mount cone bolt, Barry Controls part number R18211-2, serial numbers 15B5242 through 15B5320; are installed. \n\n\tNOTE: This determination may be accomplished by conducting either a thorough review of receiving inventory and/or maintenance records, or a visual inspection of each installed cone bolt. \n\n\tB.\tIf any of the cone bolts identified in paragraph A., above, are installed, or if a determination of the installation of discrepant bolts cannot be made, remove the cone bolt(s) and replace it with a properly heat-treated cone bolt within 2,000 flight hours after installation or 15 days after discovery, whichever occurs later, in accordance with McDonnell Douglas Service Bulletin 71-46, dated April 24, 1989. \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, 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 whohave not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publication and Training, C1-750 (54-60). 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 amendment (39-6253, AD 89-14-10) becomes effective on July 17, 1989.
2021-26-01: The FAA is adopting a new airworthiness directive (AD) for certain Bell Textron Canada Limited Model 505 helicopters. This AD was prompted by a report of chafing of the right forward tail rotor (T/R) control cable. This AD requires inspecting the right forward T/R cable and, depending on the results, removing the cable assembly from service. This AD also requires measuring the clearance between the right forward T/R control cable and the roller bracket cut out and, depending on the results, adjusting the height of the roller bracket assembly position. The FAA is issuing this AD to address the unsafe condition on these products.
2010-02-07: This amendment supersedes an existing airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters. The existing AD requires certain inspections of a main rotor blade (blade) manufactured under a Parts Manufacturer Approval under Supplemental Type Certificate (STC) SH778GL. The AD requires inspecting each affected root end bolt (bolt) and bolt-hole for corrosion or a crack on the blade root end fitting (fitting) or in a bolt-hole. For certain serial-numbered blades, the AD also requires a one-time pull test on each fitting and blade root end doubler (doubler) to detect disbonding. This AD requires certain inspections for voids in any doubler or fitting and for paint cracks along the forward and aft edge of the blade fitting. Also, this AD requires inspecting the blade tip weight housing attachment. This AD also requires replacing unairworthy blades with airworthy blades. This amendment is prompted by reports from the STC holder of disbonds atthe fittings, doublers, and the tip weight fitting. The actions specified by this AD are intended to prevent blade failure and subsequent loss of control of the helicopter.
89-13-07: 89-13-07 McDONNELL DOUGLAS: Amendment 39-6239. \n\n\tApplicability: Model DC-9-81, -82, and -87 series airplanes, equipped with Loral Aircraft Braking Systems main landing gear wheels, Part Number 5004320-2, -3, -4, -5, -6, and -7, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent wheel failure, accomplish the following: \n\n\tA.\tPrior to the accumulation of 2,000 landings on the wheel or within the next 350 landings after the effective date of this AD, whichever occurs later, unless the wheel was inspected within the last 700 landings, inspect the wheel assembly for cracks in accordance with Loral Service Bulletin MD 81-32-1, MD-82-32-1, and MD-87-32-1, Revision 1, dated November 15, 1988. \n\n\t\t1.\tIf no cracks are found, replace the key boss screws in accordance with the Loral Service Bulletin. \n\n\t\t2.\tIf crack(s) are found, replace the wheel before further flight. \n\n\tB.\tWithin 90 days after the effective dateof this AD, revise the FAA-approved maintenance program to include inspection of the wheel assembly, and replacement, if necessary, as specified in paragraph A., above, at every fourth tire change or every 1,500 landings, whichever occurs first. \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 affected by this directive who have not already received the appropriate service documents from the manufacturer mayobtain copies upon request to Loral Aircraft Braking Systems, 1204 Massillon Road, Akron, Ohio 44306-4186, Attention: Manager of Product Integrity, Mr. J. B. Wright. 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 amendment (39-6239, AD 89-13-07) becomes effective on July 24, 1989.
2010-05-03: We are adopting a new airworthiness directive (AD) for all Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD requires one-time detailed and high frequency eddy current inspections for cracks in the wing and horizontal stabilizer side-of-body joints and the fuselage skin circumferential splices, and repair if necessary. This AD also requires, for certain airplanes, repetitive detailed inspections for cracks of the fuselage skin circumferential splices, and repair if necessary. This AD results from Boeing analysis indicating that the wing and horizontal stabilizer side-of-body joints, and the fuselage skin circumferential splices, are susceptible to fatigue cracking due to high cyclic loads on the airplane. We are issuing this AD to detect and correct fatigue cracking at multiple adjacent locations in the subject areas, which could connect to form large cracks and result in reduced structural integrity leading to rapid decompression and consequent loss of control of the airplane.
64-07-01: 64-07-01\tBOEING: Amdt. 702 Part 507 Federal Register March 11, 1964. Applies to All Models 707 and 720 Series Aircraft.\n \n\tCompliance required within the next 1,000 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo eliminate possible inflight electrical fire in the J6 electrical distribution panel as a result of heat generated by a loose terminal on a generator contactor, modify the J6 electrical distribution center as follows: \n\n\t(a)\tRemove the nylon terminal covers from the generator and bus-tie circuit breakers 50086-001, -002 or -003 and external power contactor B102D or B102F. \n\n\t(b)\tReplace the vinyl covered braid connections BAC J40D-30-24 between each generator circuit breaker and bus-tie circuit breaker with No. 4 gauge high temperature wire jumpers manufactured from MIL-W-7139A, Type I, Class A wire, or equivalent. \n\n\t(c)\tReplace capacitors 28F345 with General Electric capacitors 49F2204 (pyranol) or equivalent. \n\n\t(d)\tReplace synchronizing bus radio noise filter capacitors CP53B1EF205K with Sprague Electric 121P20506T13 capacitors (dry metalized paper), or equivalent. \n\n\t(e)\tReroute wiring to the auxiliary negative sequence relays separate from all other wires in the a.c. power shield. \n\n\t(f)\tModifications (a) through (e) shall be accomplished in accordance with Paragraph 3, Modification Data of Boeing Service Bulletin No. 1720, or a method approved by FAA Engineering and Manufacturing Branch Western Region. \n\n\t(Boeing Service Bulletin No. 1720 covers this same subject.) \n\n\tThis directive effective April 13, 1964.