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2010-23-20: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires inspecting certain serial number (S/N) gas generator turbine (GGT) shafts for nonconforming land balance-cuts, and if found, removing the shaft from service. This AD was prompted by reports of a manufacturing quality problem. We are issuing this AD to detect nonconforming GGT shaft land balance-cuts, which could result in the shaft failing before its published life limit, and which could result in an uncontained engine failure and damage to the airplane.
80-04-07: 80-04-07 BEECH: Amendment 39-3694. Applies to the following airplanes certificated in all categories: \n\n\nModel\nSerial Number \n60\nP-4 through P-122 and P-124 through P-126 \nA60\nP-123, P-127 through P-246 \nB60\nP-247 through P-519, P-521 and P-522 \n\t\t\n\tCompliance: Required as indicated unless already accomplished in accordance with the corresponding emergency AD dated November 30, 1979. \n\n\tTo assure structural integrity of the attachment of the left and right outboard wing panel to the wing center section, even though AD 76-25-04 and the emergency AD dated November 24, 1979, both on this same subject, have already been complied with, accomplish the following: \n\n\tA)\tPrior to the next flight: \n\n\t\t1.\tOn airplanes having Serial Numbers P-486 through P-519, P-521 and P- 522: \n\n\t\t\ta.\tRemove, and prior to approving the airplane for return to service reinstall, the wing attach fitting cover plates located on the bottom of the left and right wing at the front spar inboardof the engine nacelles. \n\n\t\t\tb.\tUsing a light and mirror, visually inspect the Part Number 42FLW-1414 nut, located in the left and right outer wing panel to wing center section attach fittings on the wing front spar lower cap, for splitting or cracking. Replace any cracked or split nuts, in accordance with instructions in Paragraph A.2. of this Airworthiness Directive (AD), with new Part Number FN22M-1414, FN22-1414 or 72789-1414 nuts obtainable from Beech Aircraft Corporation or accomplish Paragraph A.2.a., b., c. and d. below. \n\n\tNOTE: A crack, if existing, will most likely be oriented parallel to the nut wrenching serrations. \n\n\t\t\tc.\tReview the airplane maintenance records and, if there is any entry showing that the left or right outboard wing panel has been removed or replaced, or that the Part Number 42FLW-1414 nuts have been loosened, replace the nuts in accordance with Paragraph A.2.a., b., c. and d. of this AD. \n\n\t\t\td.\tUnless accomplished during compliance with Paragraphs A.1.b. or A.1.c. above, within (1) 200 hours time-in-service or, (2) 6 months after the date of the issuance of this AD, whichever occurs first: \n\n\tComply with Paragraphs A.2.a., b., c. and d. of this AD as set forth below. \n\n\t\t2.\tOn airplanes having Serial Numbers P-4 through P-485: \n\n\t\t\ta.\tRemove, and prior to approving the airplane for return to service reinstall, the wing attach fitting cover plates located on the bottom of left and right wing at the front spar inboard of the engine nacelles. \n\n\t\t\tb.\tAssure that the radii on the outer circumference of the washers, next (adjacent) to the wing attachment fitting in the outer wing panel and in the wing center section, are facing (adjacent to) the radius in the end of the wing fitting recess. If a radius is not oriented as shown in Figure 1 of this AD, contact Beech Service Department at telephone number (316) 681-7601 or 681-8495 for rework disposition. If oriented properly, proceed to Paragraph A.2.c. \n\n\t\t\tc.\tRemove the 42FLW-1414 nut, 60-100019 washer, and 60- 100024 spacer and return to Beech Aircraft Corporation with airplane identification. Inspect the surface of the outboard wing attach fitting for condition in the washer seat area. If any scoring or coining of the fitting is noted, contact Beech Aircraft Corporation Service Department (316) 681- 7601 or 681-8495 for rework disposition. If the condition of the fitting is satisfactory, clean and lubricate the bolt threads with General Electric G322L Silicone Lubricant or Locktite Corporation Anti-Seize Compound per MIL-A-907 and install torque indicating washer assembly P/N 61475- 14-43.5, and nut P/N FN22-1414, FN22M-1414, or 72789-1414 per Figure 1. While the airplane is on jacks, tighten the nut until the inner center ring washer compresses so that the center outer ring washer will no longer turn with finger pressure. Torque wrench reading not necessary. \n\n\tCaution: Lubrication of threads not permitted at any other wing to fuselage attachments. \n\n\t\t\td.\tBetween 95 and 105 hours' time-in-service after nuts are installed in accordance with Paragraph A.2.c of this AD, check the center outer ring of the washer with finger pressure. If the ring turns, place the airplane on jacks and tighten the nut until the ring no longer turns. Bolts and nuts are thereafter reusable, but do not reuse the P/N 61475- 14-43.5 washer assembly after being loaded. \n\n\tB)\tAny affected airplanes which complied with Emergency Airworthiness Directive Letter dated November 24, 1979, by (1) satisfactory completion of inspections required by Paragraph A.2.a. and A.2.b. of that AD without installation of new nuts or, (2) installation of new Part Number FN22M-1414, FN22-1414 or 72789-1414 nuts without installation of the P/N 61475-14-43.5 preload indicating torque washer assembly and anti-seize compound must comply with Paragraph A.2.a., b., c. and d. of this AD within the next 200 hours in service, or 6 months after the date of issuance of thisAD, whichever occurs first. \n\n\tAny new Part Number FN22M-1414, FN22-1414 or 72789-1414 nuts, installed during compliance with the November 24, 1979, emergency AD on this same subject may be reused when complying with this paragraph of this AD. \n\n\tC)\tWithin 24 hours after finding any cracking or splitting of a nut or any discrepancy concerning washer position, report same to Federal Aviation Administration (FAA) at telephone (316) 942-4219. Collect calls will be accepted for these reports. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) Failure to comply with this paragraph subjects owners/operators to agency enforcement action. \n\n\tD)\tA special flight permit, in accordance with FAR 21.197, for one flight up to 5 hours duration is permitted provided the visual inspection set forth in Paragraph A.1.b. of this AD is accomplished prior to issuance of the permit. \n\n\tE)\tAny equivalent method of compliance with this AD must be approved by the Chief, Wichita Engineering and Manufacturing District Office, Federal Aviation Administration, Room 238, Terminal Building, Mid-Continent Airport, Wichita, Kansas 67209, telephone (316) 942-4285. \n\n\tBeech Aircraft Corporation's Executive Airplane Service Communique Number 46 dated November 27, 1979, and Beechcraft Service Instructions No. 1100 pertain to this matter. \n\n\tThis AD supersedes AD 76-25-04, Amendment 39-2787. \n\n\tThis Amendment 39-3694 becomes effective on February 16, 1980, to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated November 30, 1979.
2010-05-11: We are adopting a new airworthiness directive (AD) for certain Model 747-100, 747-200B, 747-300, and 747SR series airplanes. This AD requires installation of a closeout panel and moisture curtains for the main equipment center. This AD results from a report of water contamination in the electrical and electronic units in the main equipment center. We are issuing this AD to prevent the malfunction of one or more electrical and electronic units in the main equipment center, which could adversely affect the airplane's continued safe flight.
96-01-05: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-9 and C-9 (military) series airplanes, that requires replacement, inspection, and modification of the attach fittings of the main landing gear (MLG). This amendment is prompted by reports of severe structural damage and rupture of the integral fuel tank due to overload of the MLG caused by adverse landing conditions. The actions specified by this AD are intended to minimize the possibility of primary structural damage and rupture of the integral fuel tank due to overload of the MLG; these conditions could lead to fuel spillage and a resultant fire.
90-18-04: 90-18-04 BOEING: Amendment 39-6714. Docket No. 89-NM-211-AD. \n\n\tApplicability: All Model 767-200 and -300 series airplanes on which Production Revision Record (PRR) B-11777 has not been incorporated, certificated in any category. \n\n\tCompliance: Required within 18 months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent loss of stabilizer trim and decreased pitch control authority, accomplish the following: \n\n\tA.\tFor airplanes identified in Boeing Alert Service Bulletin 767-29A0039, dated May 11, 1989: Install the hydraulic power transfer unit system with its associated components in accordance with the procedures outlined in that service bulletin, or Revision 1, dated November 2, 1989. \n\n\tB.\tFor all other airplanes: Install a hydraulic power transfer unit system with its associated components in accordance with the procedures approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate; or in accordance with Boeing Alert Service Bulletin 767-29A0039, Revision 1, dated November 2, 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, 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 Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at theFAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW, 5th Floor, Renton, Washington, or Seattle Aircraft Certification Office, 1601 Lind Avenue SW, 2nd Floor, Renton, Washington. \n\n\tThis amendment (39-6714, AD 90-18-04) becomes effective on October 9, 1990.
96-01-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) T96-01-51 that was sent previously to all known U.S. owners and operators of certain Boeing Model 747-100 and -200 airplanes by individual telegrams. This AD requires repetitive inspections of the latch safety pins of the main deck side cargo door to ensure that the door is securely latched and locked; it also requires deactivation of certain panel lights and installation of a placard to indicate such deactivation. This amendment is prompted by a report of a malfunction of the safety interlock system of the main deck side cargo door on one airplane. The actions specified by this AD are intended to prevent such malfunctions, which could result in the opening of the main deck side cargo door while the airplane is in flight, and subsequent rapid decompression of the airplane.
91-07-15: 91-07-15 McDONNELL DOUGLAS: Amendment 39-6961. Docket No. 90-NM-242-AD. \n\n\tApplicability: All Model DC-10-15, -30, -30F, and KC-10A (Military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the failure of the engine forward mount truss assembly on pylons 1 and 3, accomplish the following: \n\n\tA.\tPrior to the accumulation of 9,000 landings or 30,000 flight hours, whichever occurs first, or within 20 days after June 22, 1989 (the effective date of Amendment 39-6235, AD 89-13-01), whichever occurs later, conduct an eddy current inspection of the engine forward mount truss assembly on pylons 1 and 3, in accordance with Paragraph 2, "Accomplishment Instructions," of McDonnell Douglas Alert Service Bulletin No. A54-99, Revision 1, dated March 31, 1989; or Revision 2, dated July 17, 1990 (hereafter referred to as A54-99). Conduct subsequent inspections in accordance with the subparagraph applicable to the condition detected. \n\n\t\t1.\tIf no crack indications are found in either horizontal flange, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 2,000 landings or 6,000 flight hours, whichever occurs first. \n\n\t\t2.\tIf a single crack indication in one bolt hole of the horizontal flange is found with no crack indication extending out from under the AUB7013-1 angle, and there are no crack indications in the opposite fitting, accomplish the following: \n\n\t\t\ta.\tConduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 500 flight hours; \n\nand \n\n\t\t\tb.\tPrior to the accumulation of 500 landings or 2,000 flight hours, whichever occurs first, after the initial detection of a crack, accomplish one of the following: \n\n\t\t\t\t(1)\tInstall SR10540003-3 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-501 truss fitting, or install SR10540003-4 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-502 truss fitting, as applicable, in accordance with A54-99. After installation of the strap, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 1,000 flight hours to monitor crack propagation; \n\nor \n\n\t\t\t\t(2)\tEnlarge the diameter of the fastener hole to remove the crack indication and install new fasteners in accordance with A54-99. \n\n\t\t\t\t\t(a)\tIf the crack indication is eliminated, conduct repetitive eddy current inspections in accordance with A54-99 of the repaired truss fitting for cracks in the forward horizontal flange attaching bolt holes at intervals not to exceed 1,500 landings or 4,500 flight hours, whichever occurs first. \n\n\t\t\t\t\t(b)\tIf the crack indication still exists in the truss fitting after enlarging the fastener hole, install SR10540003-3 Rev. A. or B. strap on the horizontal flange of the AUB7000-501 truss fitting, or install SR10540003-4 Rev. A. or B. strap on the AUB7000-502 truss fitting, as applicable, in accordance with A54-99. After installation of the strap, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 1,000 flight hours to monitor crack propagation. \n\n\t\t3.\tIf a single crack indication in one bolt hole is found in the horizontal flange with the crack extending out from under the AUB7013-1 angle, but not beyond the tangent point of the fillet radius to the vertical flange, as shown on Figure 2 (Condition III) of A54-99, and there are no crack indications in the opposite fitting, accomplish the following: \n\n\t\t\ta.\tPrior to further flight, install SR10540003-3 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-501 truss fitting, or install SR10540003-4 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-502 truss fitting, as applicable, in accordance with A54-99; \n\nand \n\n\t\t\tb.\tAfter installation of the strap, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 250 flight hours to monitor crack propagation. \n\n\t\t4.\tIf multiple crack indications in the bolt holes are found in the horizontal flange, with no crack extending out from under the AUB7013-1 angle, and there are no crack indications in the opposite fitting, accomplish one of the following: \n\n\t\t\ta.\tPrior to further flight, install SR10540003-3 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-501 truss fitting, or install SR10540003-4 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-502 truss fitting, as applicable. After installation of the strap, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 1,000 flight hours to monitor crack propagation; \n\nor \n\n\t\t\tb.\tPrior to further flight, enlarge the diameter of the fastener holes to remove the crack indications and install new fasteners in accordance with A54-99. \n\n\t\t\t\t(1)\tIf the crack indications are eliminated, repetitively inspect the repaired truss fitting for cracks in the forward horizontal flange attaching bolt holes in accordance with A54-99 at intervals not to exceed 1,500 landings or 4,500 flight hours, whichever occurs first. \n\n\t\t\t\t(2)\tIf the crack indications still exist in the truss fitting after enlarging the fastener holes, install SR10540003-3 Rev. A. or B. strap on the horizontal flange of the AUB7000-501 truss fitting, or install SR10540003-4 Rev A. or B. strap on the AUB7000-502 truss fitting, as applicable. After installation of the strap, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 1,000 flight hours to monitor crack propagation. \n\n\t\t5.\tIf multiple crack indications in the bolt holes are found in the horizontal flange with a crack extending out from under the AUB7013-1 angle, but not progressing beyond the tangent point of the fillet radius to the vertical flange, as shown in Figure 2 (Condition V) of A54-99, and thereare no crack indications in the opposite fitting, accomplish the following: \n\n\t\t\ta.\tPrior to further flight, install SR10540003-3 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-501 truss fitting, or install SR10540003-4 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-502 truss fitting, as applicable, in accordance with A54-99; \n\nand \n\n\t\t\tb.\tAfter installation of the strap, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 250 flight hours to monitor crack propagation. \n\n\t\t6.\tIf a crack is found to have extended out from under the AUB7013-1 angle in the horizontal flange, through the fillet radius into the vertical flange, as shown in Figure 2 (Condition VI) of A54-99: Prior to further flight, replace the cracked/repaired truss fitting with a new fitting and continue inspections in accordance with this AD. \n\n\t\t7.\tIf cracks are found in both horizontal flanges of the AUB7000 truss fittings, accomplish the following: \n\n\t\t\ta.\tPrior to further flight, replace at least one of the cracked/repaired truss fittings with a new fitting and continue inspections in accordance with the subparagraph applicable to the condition remaining; \n\nor \n\n\t\t\tb.\tPrior to further flight, enlarge the diameter of the fastener holes to remove the crack indications; install new fasteners in accordance with A54-99; and accomplish the following, as appropriate: \n\n\t\t\t\t(1)\tIf the crack indications are eliminated, repetitively inspect the repaired truss fitting for cracks in the forward horizontal flange attaching bolt holes in accordance with A54-99 at intervals not to exceed 1,500 landings or 4,500 flight hours, whichever occurs first. \n\n\t\t\t\t(2)\tIf the crack indications still exist in a single truss fitting after enlarging the fastener holes, install SR10540003-3 Rev. A. or B. strap on the horizontal flange of the AUB7000-501 truss fitting, or install SR10540003-4 Rev. A. or B. strap on the AUB7000-502 truss fitting, as applicable, in accordance with A54-99. After installation of the strap, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 1,000 flight hours to monitor crack propagation. \n\n\t\t\t\t(3)\tIf crack indications still exist in both fittings after enlarging fastener holes, install SR10540003-3 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-501 truss fitting, and install SR10540003-4 Rev. A. or B. strap on the horizontal flange of the cracked AUB7000-502 truss fitting, in accordance with A54-99; \n\n\t\t\t\t\t(a)\tAfter installation of the straps, conduct repetitive eddy current inspections in accordance with A54-99 at intervals not to exceed 500 flight hours to monitor crack propagation. \n\n\t\t\t\t\t(b)\tAt the later of the times specified below, replace at least one of the truss fittings in accordance with A54-99: \n\n\t\t\t\t\t\t(i)\tWithin 1,200 landings or 3,600 flight hours, whichever occurs first, \n\nor(ii)\tWithin one year after the effective date of this AD. \n\n\tB.\tAt the time of the next inspection required by paragraph A.1. through A.7. of this AD following the effective date of this AD, conduct an eddy current inspection of the vertical flange of the AUB7000-501 and/or AUB7000-502 truss fitting, as applicable, in accordance with the "Accomplishment Instructions" of McDonnell Douglas Alert Service Bulletin A54-103, dated March 7, 1990 (hereafter referred to as A54-103). \n\n\tC.\tAs a result of the inspections of the vertical flange required by paragraph B. of this AD, accomplish the following. Conduct subsequent inspections in accordance with the subparagraph applicable to the condition detected. \n\n\t\t1.\tIf no cracks are found in the vertical flange, conduct repetitive eddy current inspections of the vertical flange in accordance with A54-103 concurrently with each inspection required by paragraph A.1. through A.7. of this AD. \n\n\t\t2.\tIf crack indication(s) are found in the vertical flange, with no crack indication extending through the fillet radius into the horizontal flange and a crack indication exists in the horizontal flange, accomplish the following: \n\n\t\t\ta.\tPrior to further flight, install SR10540003-3 Rev. A. or B. and SR10540003-5 straps on the cracked AUB7000-501 truss fitting, or install SR10540003-4 Rev. A. or B. and SR10540003-6 on the cracked AUB7000-502 truss fitting, as applicable, in accordance with A54-103; \n\nand \n\n\t\t\tb.\tConduct repetitive eddy current inspections in accordance with A54-103 at intervals not to exceed 250 flight hours to monitor the crack propagation. \n\n\t\t3.\tIf crack indication(s) are found in the vertical flange, with no crack indication extending through the fillet radius into the horizontal flange; and if no crack indication exists in the horizontal flange; accomplish the following: \n\n\t\t\ta.\tPrior to further flight, install SR10540003-3 Rev. A. or B. and SR10540003-5 straps on the cracked AUB7000-501 truss fitting, or install SR10540003-4 Rev. A. or B. and SR10540003-6 on the cracked AUB7000-502 truss fitting, as applicable, in accordance with A54-103; \n\nand \n\n\t\t\tb.\tConduct repetitive eddy current inspections in accordance with A54-103 at intervals not to exceed 1,000 flight hours to monitor crack propagation. \n\n\t\t4.\tIf a crack in the vertical flange is found to have extended through the fillet radius into the horizontal flange: Prior to further flight, replace the cracked/repaired truss fitting with a new fitting and continue inspections in accordance with this AD. \n\n\tD.\tExcept as in provided in paragraph A.7, after the installation of a repair strap on the P/N AUB7000-501, or -502 truss fitting, replace the truss fitting in accordance with A54-99 prior to the later of the times specified in subparagraphs D.1. and D.2., below: \n\n\t\t1.\tPrior to the accumulation of 2,400 landings or 7,200 flight hours, whichever occurs first; \n\nor \n\n\t\t2.\tWithin 2 years. \n\n\tE.\tReplace the P/Ns AUB7000-501 and -502 truss fittings with P/Ns AUB7000-503 and -504 in accordance with A54-99, at the later of the times specified in subparagraphs E.1. and E.2., below. Such replacement constitutes terminating action for the repetitive eddy current inspections required by the AD. \n\n\t\t1.\tPrior to the accumulation of 9,000 landings or 30,000 flight hours, whichever occurs first; or \n\n\t\t2.\tWithin 6 years after the effective date of this AD. \n\n\tF.\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. \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, Los Angeles ACO. \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 McDonnell Douglas Corporation, P. O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, 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 Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tAirworthiness Directive 91-07-15 supersedes AD 90-13-03, Amendment 39-6634 which superseded 89-13-01 (Amendment 39-6235), and 89-05-53 (Amendment 39-6189). \n\n\tThis amendment (39-6961, AD 91-07-15) becomes effective on May 10, 1991.
86-25-06: 86-25-06 BELLANCA: Amendment 39-5489. Applies to the following models and serial numbered airplanes, certificated in any category, not equipped with an FAA approved drain valve for each wing main fuel tank and each wing auxiliary fuel tank: MODEL SERIAL NUMBERS (S/N) 17-30 All 17-30A S/Ns 30-263 thru 30-977 17-31 All 17-31A S/Ns 32-15 thru 32-172 17-31TC All 17-31ATC S/Ns 31-004 thru 31-155 Note: The serial numbers listed above may be prefixed by a two-digit number indicating the last two digits of the year of manufacture. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent engine power loss due to the accumulation of water or other contaminants in the fuel system, accomplish the following: (a) For each wing main fuel tank and each wing auxiliary fuel tank not having an FAA approved drain valve of any style, install a flush quick drain valve as follows:(1) Drain the fuel tank. (2) Remove the fuel tank drain plug, AN 932-2, from the drain boss at the bottom aft portion of the fuel tank. For tanks comprised of interconnected cells, each cell having its own drain boss, remove the drain plug from the inboard cell of the tank. (3) Install a flush quick drain valve, P/N F391-18 or equivalent. Note: These pipe thread valves produced by Manufacturing Division, Inc. are available from Bellanca, Inc., Post Office Box 964, Alexandria, Minnesota 56308; Telephone (612) 762-1501. (4) Refuel the tank and check for leaks. (b) Fabricate and install a permanent placard in full view of the pilot, using letters with minimum 1/10 inch height, which states the following: "DRAIN ALL FUEL SUMPS BEFORE FIRST FLIGHT OF EACH DAY." (c) The requirements of paragraph (b) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations (FAR) on any airplane owned oroperated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018; Telephone (312) 694-7357. This amendment becomes effective on December 22, 1986.
2008-19-06: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Following the rupture of an alternator and vapour cycle cooling system pulley drive assembly, the AD 2008-0067-E had been published to require the replacement of the pulley drive assembly by a new one of an improved design. Recent cases of rupture of the alternator and vapour cycle cooling system compressor drive shaft and of cracks on the standby- alternator and compressor support have reportedly been found. Such failures could lead to the loss of the alternator and of the vapour cycle cooling systems, and could also cause mechanical damage inside the powerplant compartment. This AD requires actions that are intended to address the unsafe conditiondescribed in the MCAI.
91-02-03: 91-02-03 BOEING: Amendment 39-6853. Docket No. 90-NM-270-AD. \n\n\tApplicability: Model 767 series airplanes, listed in Boeing Alert Service Bulletin 767- 29A0054, dated March 26, 1990, and airplanes line numbers 308 and 311, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fire caused by the chafing of wires on hydraulic components, accomplish the following: \n\n\tA.\tFor airplanes listed in Boeing Alert Service Bulletin 767-29A0054, dated March 26, 1990: Within 500 hours time-in-service after July 2, 1990 (the effective date of Amendment 39-6633, AD 90-13-06), perform the procedures required by paragraph C. of this AD. \n\n\tB.\tFor airplanes line numbers 308 and 311: Within 500 hours time-in-service after the effective date of this AD, perform the procedures required by paragraph C. of this AD. \n\n\tC.\tInspect the wire bundles in the aft fairing areas of the left and right engine struts to determine if sufficient separation exists between the wire bundles and hydraulic components, in accordance with Boeing Alert Service Bulletin 767-29A0054, dated March 26, 1990; Revision 1, dated May 24, 1990; or Revision 2, dated November 8, 1990. If adequate separation is not present, prior to further flight, repair, adjust the wire bundles, and install protective coverings on the wiring and hydraulic tubing in accordance with the Alert Service Bulletin. \n\n\tD.\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\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operateairplanes 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, 1601 Lind Avenue SW., Renton, Washington. \n\n\tAirworthiness Directive 91-02-03 supersedes AD 90-13-06, Amendment 39-6633. \n\tThis amendment (39-6853, AD 91-02-03) becomes effective on January 14, 1991.