Results
92-13-12: 92-13-12 BOEING: Amendment 39-8282. Docket No. 91-NM-254-AD.\n\n\tApplicability: Boeing Model 747-400 series airplanes equipped with BFGoodrich slide/raft P/N 7A1467-1 through -16 (main deck, doors 1 and 4), P/N 7A1479-1 through -10 (main deck, door 2), P/N 7A1469-1 through -8 (main deck, door 5); and Boeing 747-300 airplanes equipped with BFGoodrich slide/raft P/N 7A1479-1 through -10 (main deck, door 2); certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent delayed inflation of deployed escape slide/rafts, accomplish the following:\n\t(a)\tFor main deck doors 1, 2, 4, and 5: Within 24 months after the effective date of this AD, modify the regulator, P/N 5A2851-1 or -2 (subassembly of reservoir assembly P/N 5A2832-1 or -2), to become reservoir assembly P/N 5A2832-3; and perform a regulator leak check; in accordance with the Accomplishment Instructions, paragraphs 2.A. through 2.F., of BFGoodrich Service Bulletin 25-232, dated November 18, 1991; or Revision 1, dated March 16, 1992.\n\n\t(b)\tFor main deck door 2: Within 24 months after the effective date of this AD, modify the aspirators, P/N 4A3166-1, to form new aspirator assembly P/N 5A2870-1, in accordance with the Accomplishment Instructions, paragraph 2.G., of BFGoodrich Service Bulletin 25-232, dated November 18, 1991; or Revision 1, dated March 16, 1992.\n\n\t(c)\tSubsequent to accomplishing the requirements of paragraph (a) and (b) of this AD, reidentify the modified slide/rafts in accordance with paragraph 3.B., Identification, of BFGoodrich Service Bulletin 25-232, dated November 18, 1991; or Revision 1, dated March 16, 1992.\n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment 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 airworthiness directive, if any, may be obtained from the Los Angeles ACO.\n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished.\n\n\t(f)\tThe modifications shall be done in accordance with BFGoodrich Service Bulletin 25-232, dated November 18, 1991; or BFGoodrich Service Bulletin 25-232, Revision 1, dated March 16, 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 BFGoodrich Company, Aerospace, Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 E. Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(g)\tThis amendment becomes effective on August 5, 1992.
2009-15-10: 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 accomplishment of A330-300 Airworthiness Limitation Item (ALI) task 57.11.04-01-02 of a fastener hole between stringer 38 and 39 at FR40 rear fitting web, a crack was found on an adjacent hole at vertical post Y1959 lower attachment on both sides. Other crack findings on this adjacent hole have been reported on A330-300 and A340-200/-300 aircraft as a result of sampling inspections. If not corrected, crack propagation could result in loss of the fuselage structural integrity. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2021-21-13: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd. & Co KG (RRD) Trent 1000 model turbofan engines. This AD was prompted by the manufacturer revising the engine Time Limits Manual (TLM) life limits of certain critical rotating parts and direct accumulation counting data files. This AD requires the operator to revise the airworthiness limitation section (ALS) of their existing approved aircraft maintenance program (AMP) by incorporating the revised tasks of the applicable TLM for each affected model turbofan engine, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
83-15-10: 83-15-10 EMBRAER: Amendment 39-4699. Applies to Models EMB-110P1 and EMB-110P2 (S/N 110001 through 110386, 110388 through 110397, 110399 through 110401, 110404 through 110408, 110410 through 110412, 110414 and 110421) airplanes certificated in any category.\n\n\tCompliance: Required as indicated, unless already accomplished.\n\n\tTo preclude flutter from occurring in any control surface, accomplish the following:\n\n\ta)\tWithin the next 30 days after the effective date of this AD, check the elevators for static balance in accordance with the procedures shown in Item 1.118 of the EMBRAER Structural Repair Manual, T.O.-IC95-3 and T.O.-IC95A-3. If an unbalanced condition is found, prior to further flight, rebalance the elevator in accordance with the procedures shown in Item 1.119 of the EMBRAER Structural Repair Manual, T.O.-IC95-3 and T.O.-IC95A-3, but replace Figure 1-24 with Figure 1 of this AD. Do not exceed the mass balance weight values of Table 1-6A of this AD.\n\n\tb)\tWithin the next 60 days after the effective date of this AD, check the ailerons and rudder for static balance in accordance with the procedures shown in Item 1.118 of the EMBRAER Structural Repair Manual, T.O.-IC95-3 and T.O.-IC95A-3. If an unbalanced condition is found, prior to further flight, rebalance the ailerons and rudder in accordance with the procedures shown in Item 1.119 of the EMBRAER Structural Repair Manual, T.O.-IC95-3 and T.O.-IC95A-3, but replace Figure 1-24 with Figure 1 of this AD. Do not exceed the mass balance weight values of Tables 1-6B and 1-6C, respectively, of this AD.\n\n\tc)\tWhen checking the balance of the control surfaces in accordance with paragraphs a) and b) of this AD):\n\n\t\t1)\tRemove the surface from the airplane, complete, finished and painted, static discharge wicks installed, trim tab activating rod installed, trim tab activating teleflex cable (case of the left elevator) installed and attached as in the airplane. In this case, the elevator trim tab teleflex cable must be attached to the bellcrank by the clamp only.\n\n\td)\tAircraft may be flown in accordance with FAR 21.197 to a location where this (AD) can be accomplished.\n\n\te)\tAn equivalent method of compliance with this AD, if used, must be approved by the Manager, Atlanta Aircraft Certification Office, ACE-115A, 1075 Inner Loop Road, College Park, Georgia 30337.\n\n\tThis amendment becomes effective August 9, 1983.\n\n\n\n\n\nFIGURE 1 (Sheet 1 of 3)\nAD 83-15-10\n\n\n\n\nFIGURE 1 (Sheet 2 of 3)\nAD 83-15-10\n\n\n\n\nFIGURE 1 (Sheet 3 of 3)\nAD 83-15-10\n\n\n\nLH ELEVATOR\nRH ELEVATOR\n\nPOSITION\n(STATION)\n\nY3622\n\nY563\nY202.6\nY202.6\nY3622\n\nWmax\nSTRUCTURAL\n\n7850\n\n4000\n4000\n4000\n7850\n\nTable 1-6A. Mass-Balance Weight Values (Grams)\n\n\n\nLH AILERON\nRH AILERON\n\nPOSITION\nY5419.0\nto\nY6700.8\nY4098.3\nto\nY5309.8\nY5309.8\nY4098.3Y4098.3\nto\nY5309.8\nY5309.8Y5419.0\nto\nY6700.8\n\nWmax\nSTRUCTURAL\n\n4200\n\n4200\n500\n500\n4200\n500\n4200\n\nTable 1-6B. Mass-Balance Weight Values (grams)\n\n\n\nRUDDER\n\nPOSITION\n\nZ2320Z0\nto\nZ353.4\nZ353.4\nZ69.0\n\nWmax\nSTRUCTURAL\n\n6500\n7500\n700\n700\n\nTable 1-6C. Mass-Balance Weight Values (grams)\nAD 83-15-10
91-05-11: 91-05-11 BOEING: Amendment 39-6909. Docket No. 90-NM-196-AD. \n\n\tApplicability: Model 737-300 series airplanes, equipped with CFM56-3 series engines, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo reduce the risk of total engine thrust loss due to unavoidable severe weather penetration during an ETOPS single engine diversion, accomplish the following: \n\n\tA.\tWithin the next 30 days after June 12, 1989 (the effective date of Amendment 39-6247), delete from the FAA-approved Airplane Flight Manual (AFM) any reference to approval or suitability of the Model 737-300 airplane for use in extended range operation. This may be accomplished by replacing the existing AFM page(s) containing the Extended Range Operations suitability statement with a page(s) which has that statement deleted. If the existing AFM does not contain such a statement, then no action is necessary. \n\n\tB.\tA new AFM ETOPS suitability statement, outlined below, may be inserted into the FAA-approved AFM when the airplane has been configured in accordance with Boeing Document D6-38123, Revision A, dated September 14, 1990, "Configuration, Maintenance and Procedures for Extended Range Operation" (CMP): \n\n\t\t\t\tEXTENDED RANGE OPERATIONS \n\n\tThe type design reliability and performance of this airplane/engine combination has been evaluated in accordance with FAA Advisory Circular 120-42A and found suitable for extended range operations when configured in accordance with FAA-approved Boeing Document D6- 38123, Revision A, dated September 14, 1990, "Configuration, Maintenance and Procedures for Extended Range (ER) Operation." This finding does not constitute approval to conduct extended range operations. \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 (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\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, 1601 Lind Avenue SW., Renton, Washington. \n\n\tAirworthiness Directive 91-05-11 supersedes AD 89-13-06, Amendment 39-6247. \n\tThis amendment (39-6909, AD 91-05-11) becomes effective on March 26, 1991.
89-23-10: 89-23-10 BOEING: Amendment 39-6375. Docket No. 88-NM-212-AD. \n\n\tApplicability: Model 737-300 and -400 series airplanes, certificated in any category. \n\n\tCompliance: Required within 10 days after the effective date of this AD, unless previously accomplished. \n\n\tTo reduce the risk of jeopardizing continued safe flight and landing due to engine ice ingestion, accomplish the following: \n\n\tA.\tIncorporate Boeing Operations Manual Bulletin 737-300-89-1 or 737-400-89-1, both dated February 14, 1989, as appropriate, into the Airplane Operations Manual. \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, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Operations Inspector (POI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \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, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6375, AD 89-23-10) becomes effective on December 4, 1989.
2009-24-01: The FAA is superseding an existing airworthiness directive (AD) for Pratt & Whitney JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A, -11, -15, and -17 turbofan engines with 2nd stage fan blades, part number (P/N) 433802, 645902, 759902, 695932, 678102, or 746402, installed. That AD currently requires initial and repetitive ultrasonic inspection (UI) and fluorescent penetrant inspection (FPI) of those P/N 2nd stage fan blades. This AD replaces the required FPI with eddy current inspection (ECI) on all affected 2nd stage fan blades and maintains the requirement of UI of the blade root attachment on some of the affected 2nd stage fan blades. This AD also introduces an optional terminating action to the repetitive blade inspections for certain engine models. This AD results from reports of 10 fractures of 2nd stage fan blades since AD 87-14-01R1 became effective. We are issuing this AD to prevent uncontained failure of 2nd stage fan blades, which could result in damage to the airplane.
89-10-03 R1: 89-10-03 R1 McDONNELL DOUGLAS: Amendment 39-6203 as corrected by Amendment 39-6290. \n\n\tApplicability: Model DC-8 series airplanes, equipped with left (LH) or right (RH) nose landing gear (NLG) upper drag link assembly, P/N 5716882-1, -501, -503, 5717011-1, -501, or 503, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent collapse of nose landing gear during ground handling, takeoff, or landing, due to fatigue failure of the LH or RH nose landing gear (NLG) upper drag link lower lug, accomplish the following: \n\n\tA.\tWithin the next 400 landings after the effective date of this AD, unless already accomplished within the last 400 landings, conduct a magnetic particle or dye penetrant inspection of the LH and RH nose landing gear upper drag link assembly, and measure the lower lug stiffening web for minimum thickness, in accordance with McDonnell Douglas DC-8 Service Bulletin 32-178, dated May 22, 1987. \n\n\t\t1.If cracks are found, or if the minimum web thickness measures .100 inch or less, before further flight, remove and replace the assembly in accordance with paragraph B. or D. of this AD. \n\n\t\t2.\tIf no cracks are found and the minimum web thickness measures greater than .100 inch, repeat the inspection in accordance with paragraph A. of this AD at intervals not to exceed 200 landings, unless reworked in accordance with paragraph C. of this AD, or replaced in accordance with paragraph B. or D. of this AD. \n\n\tB.\tIf the drag link assembly is replaced with a new assembly not modified in accordance with McDonnell Douglas DC-8 Service Bulletin 32-178, dated May 22, 1987, upon the accumulation of 4,000 landings on the new assembly, perform the initial inspections in accordance with paragraph A. of this AD, and repeat these inspections at intervals not to exceed 200 landings. \n\n\tC.\tIf the drag link assembly is partially modified in accordance with McDonnell Douglas DC-8 Service Bulletin32-178, issued May 22, 1987, without shot peen and polish in accordance with Steps 9 and 10, Figure 1, of the Service Bulletin, upon the accumulation of 800 landings on the modified assembly, perform the initial inspection in accordance with paragraph A. of this AD, and repeat the inspection at intervals not to exceed 200 landings. \n\n\tD.\tReplacement of both LH and RH nose landing gear upper drag link assemblies with P/N 5716882-505 and 5717011-505, or modification of the drag link assembly in accordance with McDonnell Douglas DC-8 Service Bulletin 32-178, dated May 22, 1987, and reidentification of the drag link assembly as SR08328002-3, -5, -7, -9, -11, or -13 as applicable, constitutes terminating action for the inspection requirements of this AD. \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, 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\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 documents from the manufacturer, may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-LOO (54-60). \n\n\tThis information may be examined at FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis AD correctsAD 89-10-03 (Amendment 39-6203) which became effective on May 29, 1989. \n\n\tThis amendment (39-6290, AD 89-10-03 R1) becomes effective on August 2, 1989.
2008-26-03: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2008-26-03. This AD requires modifying the electronic strike system of the cockpit door. This AD results from a report indicating that the equipment is defective. We are issuing this AD to prevent failure of this equipment, which could compromise flight safety.
47-02-06: 47-02-06 DOUGLAS: (Was Service Note 3 of AD-762-7.) Applies to C-54-DC Series Airplanes Incorporating Brake Pressure Accumulators and All DC-4's up to Serial Number 43065. \n\n\tRework the hydraulic hand pump shutoff valve 5241991 by replacing the valve retainer, spring and plunger with a sleeve and new type packings. The existing P/N 5241991 and 4242103 are to be removed and Nos. 2343816-4 and 2343816-6 restamped on the valve assembly and valve body, respectively. Also, change placard at the hand pump shutoff valve control to read "brakes, cowl flaps, nose wheel steering and windshield wiper" in the forward position and "landing gear, wing flaps, and main accumulator" in the rear position. \n\n\t(Douglas Service Bulletin DC-4 No. 3, covers this same subject.)
48-17-03: 48-17-03\tSIKORSKY: Applies to Model S-51 Helicopters. \n\nCompliance required at each 800-hour inspection. \n\nIn order to preclude any malfunctioning of the main rotor gearbox due to the normal wear which may be expected to occur in the primary and secondary planet pinion shafts (Sikorsky P/N S-535524), these parts should be rotated 180 degrees or replaced by new parts after 800 hours of operation. If rotated, replacement by new parts should be made after an additional 800 hours. \n\n(Sikorsky Aircraft Service Information Circular No. 8 Revision "B" dated January 13, 1948, covers this same subject.) \n\n\n\nAD 48-17-03
2021-18-17: The FAA is superseding Airworthiness Directive (AD) 2012-21- 08, which applied to certain The Boeing Company Model 737-600, -700, - 700C, -800, and -900 series airplanes. AD 2012-21-08 required inspecting for part numbers of the operational program software (OPS) of the flight control computers (FCCs) and installing and testing an updated version of the FCC OPS. This AD was prompted by reports that during autopilot coupled instrument landing system (ILS) approaches, the airplane did not capture or track the glideslope correctly. This AD retains the requirement to inspect for part numbers of the OPS of the FCCs, and adds a new requirement to update the version of the FCC OPS if necessary. This AD also expands the applicability to include The Boeing Company Model 737-900ER series airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
90-22-03: 90-22-03 MCDONNELL DOUGLAS: Amendment 39-6769. Docket No. 90-NM-90-AD. \n\n\tApplicability: Model DC-10-10, -15, -30 (except KC-10A), and -40 series airplanes, as listed in McDonnell Douglas DC-10 Service Bulletin A28-196, dated March 30, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent valve fuel leakage into the wing outboard leading edge area and the possibility of localized in-flight or ground fire, accomplish the following: \n\n\tA.\tWithin 120 days after the effective date of this AD, and thereafter, at intervals not to exceed 12 months, inspect the manifold drain/outboard fill valves, Part Number AF18C-57, in accordance with the procedures described in McDonnell Douglas DC-10 Service Bulletin A28-196, dated March 30, 1990. If any valve has valve top displacement, prior to further flight, replace the valve with a new like or serviceable valve. Continue to perform the repetitive inspections required by this paragraph until the valves are replaced in accordance with the paragraph B. of this AD. \n\n\tB.\tWithin 24 months after the effective date of this AD, replace the manifold drain/outboard fill valves, Part Number AF18C-57, with new valves, Part Number AF18C-57A, in accordance with the procedures described in McDonnell Douglas DC-10 Service Bulletin A28-196, dated March 30, 1990. The replacement of Part Number AF18C-57 with Part Number AF18C-57A constitutes terminating action for this AD. \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 Inspector (PI), 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 withFAR 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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: DC-10 Technical Publications, C1-HDR (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6769, AD 90-22-03) becomes effective on November 19, 1990.
2009-14-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: On several ARRIUS 2F engines, the clearance between the P3 air pipe P/N 0319719180 and the rear right bulkhead P/N 0319998240 has been found to be too small. Investigations have shown that both P3 air pipe and rear right bulkhead were compliant to the design. The Turbomeca Engineering Department concluded that the tolerance of assembly established during the design could result in some rubbing between parts. Rubs between the pipe and the bulkhead may lead to premature wearing and finally rupture of the P3 air pipe. The loss of P3 air pressure would then force the fuel control system to idle which could have a detrimental effect in critical phases of flight. We are issuing this AD to prevent an uncommanded power loss, which could result in an emergency autorotation landing or accident.
80-08-09 R1: 80-08-09 R1 MCDONNELL DOUGLAS: Amendment 39-3743 as amended by Amendment 39-4209. Applies to Model DC-9-10, -20, -30, -40, -50 series airplanes (including military C9A, C9B, and VC9C airplanes) certificated in all categories. \n\n\tCompliance required as indicated, unless already accomplished. To prevent possible loss of structural integrity of the horizontal stabilizer rear spar, accomplish the following: \n\n\t(a)\tOn the accumulation of 20,000, or more, hours' total time in service, but less than 30,000 hours' total time in service, within 1,200 hours' additional time in service from the effective date of this AD, inspect the left and right horizontal caps by visual and eddy current methods per paragraph 2 of McDonnell Douglas Alert Service Bulletin A55-31, Revision 1, dated March 18, 1980. \n\n\t(b)\tOn the accumulation of 30,000, or more, hours' total time in service, within 800 hours' additional time in service from the effective date of this AD, inspect the left and right horizontal stabilizer upper and lower rear spar caps by visual and eddy current methods per paragraph 2 of McDonnell Douglas Alert Service Bulletin A55-31, Revision 1, dated March 18, 1980. \n\n\t(c)\tIf minor cracks are found which are within the limits of Figure 1 of Service Bulletin A55-31, remove minor cracks by trimming out as shown in Figure 1 of paragraph 2 of McDonnell Douglas Alert Service Bulletin A55-31, Revision 1, dated March 18, 1980. \n\n\t(d)\tHorizontal stabilizer spars which have been subjected to crack trim-out per paragraph (c) of this AD, must be reinspected by visual and eddy current methods within 800 hours' additional time in service after accomplishment of paragraph (c), and thereafter at intervals not to exceed 800 hours' time in service until or prior to the accumulation of 3,200 hours' time in service since accomplishment of paragraph (c) of this AD, at which time the spar cap must be removed and replaced with a like serviceable part. \n\n\t(e)\tIf cracks are found which are beyond the trim-out limits of Figure 1 of Service Bulletin A55-31, remove and replace with like serviceable part, and reinspect by visual and eddy current methods per paragraph 2 of McDonnell Douglas Alert Service Bulletin A55-31, Revision 1, dated March 18, 1980, prior to the accumulation of 20,000 hours' additional time in service on the replacement part. \n\n\t(f)\tIf no cracks are found as a result of any of the inspections required by this AD, reinspect the left and right horizontal stabilizer upper and lower rear spar caps by visual and eddy current methods per paragraph 2 of McDonnell Douglas Alert Service Bulletin A55-31, Revision 1, dated March 18, 1980, at intervals not to exceed 6,400 hours' time in service since the last inspection. \n\n\t(g)\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\t(h)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(i)\tThe replacement of horizontal stabilizer upper and lower rear spar caps in accordance with Part 2 Accomplishment Instructions of McDonnell Douglas DC-9 Service Bulletin 55-31 dated February 27, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Region, constitutes terminating action for the repetitive inspections required by paragraphs (a) through (f) of this AD. \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). \n\n\tThese documents also may be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108 or Los Angeles Area Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tAmendment 39-3743 became effective May 12, 1980. \n\n\tThis Amendment 39-4209 becomes effective September 15, 1981.
82-04-03: 82-04-03 MCDONNELL DOUGLAS: Amendment 39-4316. Applies to all McDonnell Douglas Model DC-8 Series airplanes, certificated in all categories with rudder pedal arm P/N 3616012 installed with more than 13,500 hours time in service. (Note: Time in service on the rudder pedal arm may be used if the operator has records to substantiate it.) Compliance required as prescribed herein. To detect fatigue cracking and possible structural failure of the rudder pedal arms, P/N 3616012, accomplish the following, unless already accomplished: \n\n\tA.\tWithin the next 2,000 landings or six months after the effective date of this AD, whichever occurs first, perform ultrasonic and dye penetrant inspections on rudder pedal arm assemblies, P/N 3616012, as outlined in Service Sketch 3224 and Accomplishment Instructions of McDonnell Douglas DC-8 Service Bulletin 27-265 dated June 11, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tB.\tIf no cracks are found, replace the rudder pedal arms with new P/N 3953505 aluminum rudder pedal arm assemblies or retain the 3616012 parts and repeat ultrasonic and dye penetrant inspections at intervals not to exceed 4,000 landings or one year, whichever occurs first. Replacement with aluminum rudder pedal arm assemblies constitutes terminating action for this AD. \n\n\tC.\tIf cracks are found, prior to further flight replace the rudder pedal arms with: \n\n\t\t1.\tNew P/N 3953505 aluminum rudder pedal arm assemblies and thereby terminate the repetitive inspection requirements of this AD, or \n\n\t\t2.\tReplace with new P/N 3616012 magnesium rudder pedal arm assemblies and repeat inspections specified in paragraph B above. \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\tE.\tFor the purposes of complying with this AD, subject to the acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's number of hours time in service by the operator's fleet average time from takeoff to landing. \n\n\tF.\tUpon the request of an operator, an FAA maintenance inspector, subject to prior approval by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Mountain Region, may adjust the inspection times specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. \n\n\tG.\tAlternative means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area 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 proposal 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, Publications and Training, C1-750 (54-60). These documents also may be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108, or 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tThis airworthiness directive becomes effective March 21, 1982.
48-34-01: 48-34-01 BEECH: Applies to All Models AT-11, C18S Airplanes Which Have Been Modified in Accordance With Beech Service Bulletin D18-48 Referred to in AD 47-33-5 and All D18C, D18S and D18C-T Airplanes Which Have Been Modified in Accordance With Beech Service Bulletin D18C-3 Referred to in AD 47-33-06. Inspection required at next periodic inspection. Inspect the NAS 144 bolts, (identified by the stamped bolt head), installed in the revised stabilizer attachment fittings to determine that the depth of the outer dimension of the bolt head conforms to the acceptable limit of 0.226 inch plus or minus 0.010 inch. Bolts that do not meet this specification are under strength and must be replaced. Inspect the fuselage to stabilizer attachment fitting, P/N 437-186096, to determine that this fitting has not cracked where the lower 1/4-inch rivet attaches the fitting to the fuselage. (Beech Service Bulletin No. D18-51 covers this same subject.)
2002-14-28: This amendment adopts a new airworthiness directive (AD) that applies to certain de Havilland Inc. (de Havilland) Models DHC-2 Mk. I, DHC-2 Mk. II, and DHC-2 Mk. III airplanes. This AD establishes a life limit for the front fuselage struts and requires you to repetitively replace the front fuselage struts every 15 years or repetitively inspect the struts for corrosion or fatigue damage and replace when the damage exceeds a certain level. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Canada. The actions specified by this AD are intended to prevent structural failure of the front fuselage caused by corrosion or fatigue damage to the struts that develops over time, which could result in reduced or loss of control of the airplane.
95-02-09: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace Model ATP airplanes, that requires inspections to detect damage, overheating, and proper operation of the DC connections and cooling fans in certain transformer rectifier units (TRU), and repair or replacement, if necessary. This amendment is prompted by a report of the loss of all DC electrical power, except for the battery emergency bus, due to failure of the TRU's, which occurred during flight. The actions specified by this AD are intended to prevent such failures that could lead to loss of essential electrical power required to continue safe flight of the airplane.
47-32-14: 47-32-14 BELL: (Was Service Note 1 of AD-1H-1.) Applies Only to Model 47B Serial Numbers 5, 6, and 10. Inspection required at intervals not to exceed 100-hours. In order to prevent misalignment of the tail rotor drive quill and tail rotor drive shaft and powerplant installation, due to the shifting of the engine mount assembly, caused by the insufficient clamping of the engine mount to the rubber mounts, the following action should be taken: (1) Inspect AN 365-524 nuts on AN 5-20A bolts in the "clamp" ends of the 47-612- 111-1 engine mount assembly for bottoming of nuts. If this condition is found, proceed as outlined in steps (2), (3), and (4). (2) Remove bolts from "clamps" and install AN 960-516 washers as required under the head of each bolt. Replace bolts in "clamps" and install nuts loosely. (3) Check installation of engine mount assembly on rubber mounts 47-600-011-1. Front face of left mount "clamp" must be 5/32 inch aft of front face of metal case of rubber mount. (4) Torque nuts to 100-140 inch-pounds. (Bell Service Bulletin No. 47C10 also covers this same subject.)
93-14-02: 93-14-02 FOKKER: Amendment 39-8626. Docket 93-NM-93-AD. Applicability: Model F28 Mark 0100 series airplanes; serial numbers 11244 through 11463, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent erroneous lateral guidance from the automatic flight control and augmentation system (AFCAS) when a go-around is initiated below 100 feet, during a flight director (FD) or non-redundant autopilot approach, accomplish the following: (a) Within 14 days after the effective date of this AD, amend Section 2.08.01, AFCAS LIMITATIONS, subsection Instrument Landing System (ILS) APPROACH, of the FAA-approved Airplane Flight Manual (AFM) to include the following statements. This may be accomplished by inserting a copy of this AD in the AFM. (1) Change Minimum Decision Height: "Weather Limitations: CAT II - FMA: GS/LOC - Minimum Decision Height (DH): 150 feet - Runway Visual Range(RVR): 400 meters/1,200 feet NOTE 1: CAT III (LAND 2 and LAND 3) weather limitations remain unchanged." (2) Change Minimum Use Height with GS/LOC annunciated. "Minimum use height: - If the surface wind exceeds 40 knots: 150 feet - If not: - With GS/LOC annunciated: 150 feet - With LAND 2 or LAND 3 annunciated: 0 feet" (3) Add the following limitation under ILS APPROACH: "USE OF FLIGHT DIRECTOR DURING ILS APPROACH When GS/LOC is annunciated on FMA, both FD's may not be used below 150 feet and must be switched OFF passing 150 feet." (b) Installation of improved AFCAS software, version V13S, in the flight control computers (FCC) in accordance with Fokker Service Bulletin SBF100-22-037, dated May 31, 1993, constitutes terminating action for the requirements of paragraph (a) of this AD. After this installation has been accomplished, the AFM limitations required by paragraph (a) may be removed. (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 installation shall be done in accordance with Fokker Service Bulletin SBF100-22-037, dated May 31, 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. 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 August 2, 1993.
2021-03-09: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 727 series airplanes. This AD was prompted by a determination that excessive sealant coating on internal wing Structural Significant Items (SSIs) may not reveal cracks during inspections required by AD 98-11-03 R1. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate inspections that will give no less than the required damage tolerance rating (DTR) for certain SSIs of the wing. This AD also requires repetitive inspections for cracking of the affected SSIs and repair if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2002-14-24: This amendment adopts a new airworthiness directive (AD), applicable to certain Cessna Model 650 airplanes, that requires a one-time inspection of the side brace mechanism assemblies of the left and right main landing gears (MLG) to detect any incorrect part number, and corrective actions if necessary. This action is necessary to prevent inadvertent disengagement of the locking mechanism of the side brace mechanism assembly, which could lead to collapse of the respective MLG, and result in a gear-up landing and possible injury to passengers and crew. This action is intended to address the identified unsafe condition.
80-09-11: 80-09-11\tTELEDYNE CONTINENTAL MOTORS: Amendment 39-3763. Applies to Model GTSIO-520 series engines overhauled by AAR Western Skyways, Inc. \n\tTo prevent the possible separation of the starter torsional damper from the starter gear shaft and subsequent damage to critical components in the engine nacelle, accomplish the following: \n\ta.\tPrior to next flight: \n\t\t1.\tRemove engine cowling to the extent that the rear of the engine, where the starter and/or starter adapter are installed, can be seen. \n\t\t2.\tInspect the locking device at the outboard end of the starter gear shaft, which secures the torsional damper (see Figure I) for proper installation of all required parts. There must be a snap ring (TCM P/N 502171), a nut lock key (TCM P/N 632980), a compression spring (TCM P/N 628311) and a Marsden slotted hex nut (TCM P/N 632979) installed. \n\t\t3.\tIf all of the parts (in 2. above) are installed correctly, no further action is required. \n\tb.\tIf all the parts (in a.2. above) are not installed or are of the incorrect part, accomplish the following: \n\t\t1.\tPrior to the next flight and within every 25 hours engine operating time thereafter until all correct parts are installed, check the torque on the existing hexagon nut on the starter gear shaft to 180-220 foot pounds. For installations incorporating a compressor sheave for air conditioner drive, the hex nut must be checked for a torque of 195-235 foot pounds. \n\t\t2.\tWithin 100 hours engine operating time after the effective date of this AD, install all correct parts in accordance with TCM overhaul manual instructions. \n\tParts may be obtained from Teledyne Continental Motors, P.O. Box 90, Mobile, Alabama 36601, telephone (A/C 205) 438-3411, or AAR Western Skyways, Inc., Troutdale, Oregon, telephone (A/C 503) 665- 1181 or any other Teledyne Continental Motors distributor. \n\n\t\nc.\tAircraft may be flown in accordance with FAR 21.197 to a base where the repairs required by this AD can be accomplished. \n\tAn equivalentmethod of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. \n\tThis amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by priority mail, issued April 3, 1980, which contained this amendment.
92-08-01: 92-08-01 BOEING: Amendment 39-8212. Docket No. 91-NM-228-AD.\n\n\tApplicability: Model 757 series airplanes, equipped with Pratt and Whitney PW2000 series engines; as listed in Boeing Alert Service Bulletin 757-28A0028, dated October 3, 1991; certificated in any category.\n\n\tCompliance: Required within 270 days after the effective date of this AD, unless previously accomplished.\n\n\tTo ensure that in-flight engine restart capability is available, accomplish the following:\n\n\t(a)\tRemove and replace the left and right engine fuel shutoff valves in accordance with Boeing Alert Service Bulletin 757-28A0028 dated October 3, 1991.\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. 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(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished.\n\n\t(d)\tThe replacement shall be done in accordance with Boeing Alert Service Bulletin 757-28A0028 dated October 3, 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, 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(e)\tThis amendment becomes effective on May 19, 1992.