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83-01-05 R2: 83-01-05 R2 BOEING: Amendment 39-4542 as amended by amendment 39-5000 as further amended by amendment 39-5360. Applies to Models 727, 737-100, and 737-200 series airplanes certificated in any category. \n\n\tCompliance required as indicated, unless already accomplished. To prevent undetected prolonged engine starter operation, accomplish the following: \n\n\tA.\tPrior to February 23, 1986, unless already accomplished, install an FAA-approved system that will provide a positive indication to the flight crew of the normal and unwanted operation of each engine starter. Approval of any proposed system must be obtained from the FAA, Northwest Mountain Region, Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tNOTE: When specific complying systems are approved by the Seattle Aircraft Certification Office, the FAA Flight Operations Evaluation Board will review the system(s) for master minimum equipment list (MMEL) consideration. \n\n\tB.\tConcurrent with the incorporation of an indicating system described in paragraph A, the airplane manual required by Subpart G of Part 121 (14 CFR Part 121) or Subpart C of Part 125 (14 CFR Part 125) of the Federal Aviation Regulations shall be revised to include: \n\n\t\t1.\tA provision that the flight crew verify that the cockpit indicating system, required by paragraph A, indicates that the starter is de-energized after each engine start; and \n\n\t\t2.\tCrew procedures, i.e., verifying start switch "off," closing the bleed valve of the affected engine, shutting down the affected engine, etc., to be accomplished when unwanted starter operation is indicated during ground and flight operations. \n\n\tC.\tAlternative means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, 9010 East Marginal Way South, Seattle, Washington.\n \n\tD.\tA special flight permit may be issued in accordance with FAR 21.197 and 21.199 for the purpose of flying an aircraft which has exceeded the compliance period to a maintenance facility where the modification can be performed. \n\n\tAmendment 39-4542 (48 FR 2962; January 24, 1983) became effective February 28, 1983. \n\tAmendment 39-5000 (50 FR 6339; February 15, 1985) became effective February 23, 1985. \n\tThis amendment 39-5360 becomes effective August 4, 1986.
75-05-17: 75-05-17 AIRESEARCH MANUFACTURING COMPANY OF ARIZONA: Amendment 39-2108 as amended by Amendment 39-2224 is further amended by Amendment 39-2357. Applies to AiResearch Model GTCP660-4 and -4R APU's of the following listed serial numbers, installed in Boeing Model B-747 Series airplanes, unless modified to incorporate improved compressor assemblies in accordance with AiResearch Service Bulletin GTCP660-49-3039, Revision 1, 2, or 3, or later FAA approved revisions: Model GTCP660-4, S/N's P-37501 through P-37723 inclusive, and GTCP660-4R, S/N's P-101 through P-124 inclusive. \n\n\tTo prevent development of a hazardous condition during flight, accomplish the following: \n\n\t(a)\tPrior to further flight, unless already accomplished, operators shall issue instructions to flight crews that the APU is not to be operated in flight. Within 72 hours after receipt of this Airworthiness Directive, unless already accomplished, install a placard in full view of the flight crew which reads: \n\n"INFLIGHT OPERATION OF THE APU IS PROHIBITED." \n\n\t(b)\tPrior to further flight, unless already accomplished, operators shall issue instructions to determine that damage hazardous to the aircraft has not occurred prior to flight after an automatic shutdown or manual shutdown to correct operating discrepancies of the APU after the completion of a successful APU start has been accomplished. This determination may be made by the following means: \n\n\t\t(1)\tInspect the APU and APU compartment for damage; or \n\n\t\t(2)\tInspect the exterior surfaces of the APU compartment for evidence of damage and verify that the APU turbine rotor can be rotated manually from the exhaust tailpipe; or, \n\n\t\t(3)\tPerform the procedures described in Boeing Operations Manual Bulletin No. 75-1, dated January 17, 1975, or later FAA approved revision. \n\n\t(c)\tThe modifications and inspections described in AiResearch Bulletin GTCP660-49-3713, dated May 15, 1975, or later FAA-approved revisions must be incorporated on orbefore July 1, 1976. Upon completion of these modifications and inspections, the placard required by paragraph (a), above, may be removed and the inspections required by (b), above, may be discontinued. \n\n\t(d)\tEquivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiating data. \n\n\tAmendment 39-2108 supersedes the AD adopted January 10, 1975, and distributed by individual telegrams dated January 11, 1975. \n\n\tAmendment 39-2108 was effective March 5, 1975 and was effective upon receipt for all recipients of the airmail letter dated January 22, 1975 which contained this amendment. \n\n\tAmendment 39-2224 became effective June 5, 1975. \n\n\tThis amendment 39-2357 becomes effective October 6, 1975.
50-09-01: 50-09-01\tNORTH AMERICAN: Applies to all Army Model BC-1A, AT-6, -6A, -6B, - 6C; Navy SNJ-2, -3 and -4 Aircraft. \n\n\tTo be accomplished prior to original certification.\n \n\tInspect the horizontal stabilizer rear spar connection for cracked fittings and the installation of shims as follows: \n\n\t(1)\tRemove the fuselage to vertical stabilizer fairing assembly and the rear fairing assemblies at the horizontal stabilizer. \n\n\t(2)\tRemove the 1/4-inch bolts which attach the rear spar connection fitting to the spar assembly. \n\n\t(3)\tRemove paint from connection fittings and inspect for cracks. Check with a machinist's square or other means to determine if fitting is preset. Replace any cracked or preset fitting and repaint all others. New fittings may be made of 24 ST or X4130 bar stock to the same dimensions as the old fittings. \n\n\t(4)\tInspect the fit between the spar and the sides of the base fitting with a feeler gage. Also inspect the fit between fitting P/N 77-21021 and the spar. If gaps exist, shims are necessary. \n\n\t(5)\tFabricate 24ST shims 3 1/8 inches x 15/16 inch and of necessary thickness, and place on either side of spar flanges maintaining a parallel overall dimension to fit inside of fitting P/N 77-21021 within maximum clearance of 0.010. \n\n\t(6)\tDrill holes through the shims to match those in the fitting. Remove all chips and reinstall the various parts. \n\n\t(North American Service Bulletin dated March 6, 1946, covers this subject also.) \n\n\tThis supersedes AD 45-44-03.
2011-24-02: We are adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace Corporation Model GV and GV-SP airplanes. This AD was prompted by notification from the airplane manufacturer that the third fire extinguisher bottle is mounted in a small-fragment impact zone. This AD requires inspecting to determine whether a third Halon fire extinguisher bottle is installed in the auxiliary power unit (APU) fragment impact zone, revising the limitations section of the airplane flight manual to add restrictions for APU usage for certain airplanes having a third fire extinguisher bottle, and removing the third fire extinguisher bottle from certain airplanes. We are issuing this AD to prevent penetration of the bottle by fragments released due to a failure of the APU rotor system. The bottle could rupture and cause substantial damage to primary airframe structure and primary flight controls.
97-09-05: This amendment adopts a new airworthiness directive (AD), applicable to all Raytheon Model BAe 125-1000A and Model Hawker 1000 series airplanes, that requires various modifications to increase the size of certain existing pressure venting areas and to add additional venting areas. This amendment is prompted by results of a design review of the requirements for certification of the cabin pressurization system. The actions specified by this AD are intended to prevent inadequate venting of cabin pressure in the event of rapid decompression, which could cause failure or deformation of certain structural members, and consequent reduced controllability of the airplane.
92-07-10: 92-07-10 BOEING: Amendment 39-8206. Docket No. 91-NM-93-AD. \n\n\tApplicability: Model 737 airplanes, as listed in Boeing Service Bulletin 737-24-1077, Revision 2, dated July 25, 1991, and Boeing Service Bulletin 737-24-1084, Revision 1, dated March 21, 1991; certificated in any category. \n\n\tCompliance: Required within 6 months after the effective date of this AD, unless accomplished previously. \n\n\tTo prevent chafing of wires and electrical overload of wires, and to remove the potential for a fire in the cockpit, accomplish the following: \n\n\t(a)\tFor airplanes listed in Boeing Service Bulletin 737-24-1077, Revision 2, dated July 25, 1991: Modify the wire bundles and install a capped quick release receptacle and nutplate, in accordance with Boeing Service Bulletin 737-24-1077, dated August 17, 1989; or Revision 1, dated August 16, 1990; or Revision 2, dated July 25, 1991.\n \n\t(b)\tFor airplanes listed in Boeing Service Bulletin 737-24-1084, Revision 1, dated March 21, 1991:Replace the undersized wire with a 12 gauge wire in the P6-2 circuit breaker panel, in accordance with Boeing Service Bulletin 737-24-1084, dated October 11, 1990; or Revision 1, dated March 21, 1991. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle 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 modifications shall be done in accordance with Boeing Service Bulletin 737- 24-1077, dated August 17, 1989, or Revision 1, dated August 16, 1990, or Revision 2, dated July 25, 1991; and in accordancewith Boeing Service Bulletin 737-24-1084, dated October 11, 1990, or Revision 1, dated March 21, 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 SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on May 4, 1992.
2022-03-04: The FAA is superseding Airworthiness Directive (AD) 80-13-10, AD 80-13-12 R1, and AD 2008-03-01, which applied to certain de Havilland (type certificate now held by Viking Air Limited) Model DHC- 6-1, DHC-6-100, DHC-6-200, and DHC-6-300 airplanes. AD 80-13-10 required repetitively inspecting the main landing gear (MLG) legs for cracks and corrosion. AD 80-13-12 R1 required repetitively inspecting each engine nacelle lower longeron for cracks and buckling. AD 2008-03- 01 required incorporating inspections, modifications, and life limits of certain structural components into the aircraft maintenance program. Since the FAA issued those ADs, new and more restrictive airworthiness limitations have been issued for certain structural components. This AD requires incorporating into maintenance records new or revised life limits, modification limits, and inspection or overhaul intervals. The FAA is issuing this AD to address the unsafe condition on these products.
91-05-08: 91-05-08 BOEING: Amendment 39-6906. Docket No. 90-NM-131-AD. \n\n\tApplicability: Model 737 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent loss of engine control due to engine control cable separation resulting from corrosion, accomplish the following: \n\n\tA.\tWithin the next 36 months after the effective date of this AD, inspect the engine control cable system as listed in Boeing Service Letters 737-SL-76-2-A, dated August 25, 1977, for Models 737- 100 and -200 series airplanes; and 737-SL-76-9, dated November 21, 1990, for Models 737-300 and -400 series airplanes; for the type of cable installed. \n\n\tNOTE: Determination of cable(s) part number by review of maintenance records is considered acceptable in lieu of actual inspection. \n\n\t\t1.\tIf corrosion resistant stainless steel cables are installed, no further action is necessary. \n\n\t\t2.\tIf carbon steel cables are installed and found tobe: \n\n\t\t\t(a)\tunserviceable, replace the cables in accordance with the appropriate Boeing Service Letter prior to further flight \n\n\t\t\t(b)\tserviceable, replace the cables in accordance with the appropriate Boeing Service Letter within three years of the effective date of this AD. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (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\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD.\n \n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tThis amendment (39-6906, AD 91-05-08) becomes effective on March 25, 1991.
97-07-05: This amendment adopts a new airworthiness directive (AD), applicable to AlliedSignal Inc. (formerly Textron Lycoming) T5311, T5313, T5317, and T53 series military engines approved for installation on aircraft certified in accordance with Section 21.25 of the Federal Aviation Regulations (FAR), that requires removal and replacement of the N2 spur gear nut retainer (lock cup). This amendment is prompted by reports of N2 spur gear nut retainer (lock cup) separation. The actions specified by this AD are intended to prevent N2 accessory drive assembly disengagement due to N2 spur gear nut retainer (lock cup) separation, which could result in an uncommanded engine acceleration.
85-23-04: 85-23-04 McDONNELL DOUGLAS (Douglas Aircraft Company): Amendment 39-5162. Applies to all McDonnell Douglas Model DC-4 and C54-DC series, and all C54 military models eligible or to be made eligible for civil use, certificated in any category. Compliance required within 100 flight hours time in service after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent loss of the elevator trim tab control in flight, accomplish the following: \n\n\tA.\tPerform a dye penetrant inspection for cracks in the left-hand and right-hand elevator trim tab spars as station 81.5 (approximately), in accordance with the instructions of paragraph D. of this AD. Note that AD 48-06-05 requires, in part, the replacement of an originally designed aluminum control horn P/N 2114427, with a steel control horn, P/N 2357165. \n\n\tB.\tIf no cracks are found in the trim tab spar, rework and reinstall the steel control horn (previously identified as P/N 2357165) in accordance with the instructions of paragraph D. of this AD. \n\n\tC.\tIf cracks are found in the trim tab spar, accomplish prior to further flight: (1) the rework to the control horn in accordance with the instructions of paragraph D. of this AD, and (2) a repair of the cracked spar. McDonnell Douglas Service Rework Drawing J060262 Revision B, dated January 30, 1985, or equivalent approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region, describes an acceptable means of repair. \n\n\tD.\tInstructions for inspection of spar and rework of control horn: \n\n\t\t1.\tRemove elevator trim tab in accordance with DC-4 Maintenance Manual (M/M) Flight Control Group, paragraph 3.15.1. \n\n\t\t2.\tRemove elevator trim tab control horn, P/N 2357165, from trim tab spar station 81.5 (approximately). \n\n\t\t3.\tStrip top coat and primer from the area of the spar at station 81.5 (approximately) in accordance with normal shop practice. \n\n\t\t4.\tUsing dye penetrant procedures, inspect for cracks in thetab spar radius in accordance with normal shop practice. \n\n\t\t5.\tRework the steel control horn base by chamfering the upper and lower edges to 0.06+0.03 inches x 45 degrees + 5 degrees and leave no sharp edges. \n\n\t\t6.\tProtect the worked areas with two applications of zinc chromate primer or equivalent. \n\n\t\t7.\tReinstall flight control system components in accordance with DC-4 M/M Volume VI, paragraph 3.15, Elevator Trim Tab. \n\n\t\t8.\tRequired fastener hardware, their torque valves, and torque slippage indication instructions are given in the DC-4 M/M, DC-4 Service Bulletin #83 and AD 51-09-02. \n\n\t\tNOTE 1.\tIf a DC-4 M/M is not available, the equivalent section of the C-54 M/M may be used. \n\n\t\tNOTE 2.\tRepetitive inspections, the attachment fasteners with their torque valves, and torque slippage indication requirements of Airworthiness Directives AD 48-06-05 and AD 51-09-02 remain applicable and are not intended to be changed by the requirements of this AD. \n\n\tE.\tPrior to issuance of a Certificate of Airworthiness for military aircraft being converted for civil certification, the airplane must be inspected, parts reworked, and if cracks are found, a repair accomplished, in accordance with the requirements of this AD. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\tG.\tAlternative inspections, modifications, or other actions which provide an acceptable level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the 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, 17900 Pacific Highway South, Seattle, Washington, or at 15000 Aviation Boulevard, Hawthorne, California. \n\n\tThis amendment becomes effective December 5, 1985.