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78-15-01: 78-15-01 MCDONNELL DOUGLAS: Amendment 39-3266. Applies to Model DC-8-62, -62F, -63, and -63F airplanes, certificated in all categories. \n\n\tCompliance required as indicated, unless already accomplished. \n\n\tTo detect cracks and prevent failure of the wing lower forward spar cap, tee doubler, and wing skin, comply with the following: \n\n\t(a)\tWithin the initial time period specified by column 2 of the compliance period table of paragraph (c), or at the time specified in AD 78-09-01, if that inspection comes due between the effective date of this AD and the time specified by paragraph (c) column 2, whichever occurs sooner, and thereafter, at intervals not to exceed 1,000 landings since the last inspection, perform x-ray and ultrasonic inspections for cracks in lower wing structure at all four pylon attach areas in accordance with the Accomplishment Instructions section of McDonnell Douglas DC-8 Service Bulletin 57-83, Revision 3, dated June 15, 1978. \n\n\t(b)\tWithin the time period specified by column 3 of the compliance period table of paragraph (c), modify the airplane in accordance with Option 1 of McDonnell Douglas DC-8 Service Bulletin 57-84, dated August 12, 1977. \n\n\t(c) \n\n\n(1) Airplane total landings on \n(2) Initial Inspection (landings)\n(3) Modification (in landings from \neffective date of this AD\n \ninitial insp. per this AD) \n\n\n\n 0-6999\t\n Prior to 8000 total\n 4000 \n 7000-9999\n within 1000\n 4000 \n 10,000-10,999\n within 800\n 3000 \n 11,000-and over\t\n within 400\n 3000 \n\t\t\n\t\n\t(d)\tIf cracks are found in the wing spar cap and/or wing skin as a result of the inspections of paragraph (a), before further flight repair in accordance with Condition 2 of McDonnell Douglas DC-8 Service Bulletin 57-83, Revision 3, dated June 15, 1978, and inspect thereafter at intervals not to exceed 1,000 landings, per paragraph (a), until the modification per paragraph (b) is accomplished. Cracked pylon tee doublers shall be replaced before further flight if the cracks exceed the limits in McDonnell Douglas DC-8 Service Bulletin 54-58, dated May 15, 1970. \n\n\t(e)\tAirplanes modified in accordance with Option 1 of McDonnell Douglas DC-8 Service Bulletin 57-84, dated August 12, 1977 are no longer subject to the inspection requirements of this AD. \n\n\t(f)\tEquivalent inspections, repairs and modifications may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \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 with prior approval of the Chief, Aircraft Engineering Division, to operate airplanes with a cracked spar to a base for repair and/or modification as required by this AD. \n\n\t(h)\tIf the number of landings on an aircraft is not known, for the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing the airplane's hours time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tThis supersedes Amendment 39-3197 (43 FR 19207), AD 78-09-01. \n\n\tThis amendment becomes effective July 24, 1978.
89-04-03: 89-04-03 BOEING: Amendment 39-6126. Applicability: Model 737 series airplanes, line number 001 through 1587, certificated in any category. \n\n\tCompliance: Required within 90 days after the effective date of this AD, unless previously accomplished. \n\n\tTo permit proper functioning of blowout panels in the cockpit door, accomplish the following: \n\n\tA.\tInspect for improper use of adhesive and remove adhesive, if necessary, in accordance with Boeing Alert Service Bulletin 737-52A1105, Revision 1, dated September 29, 1988. \n\n\tB.\tWithin 10 days after completion of the inspection required by paragraph A., above, submit a report of findings, positive or negative, to the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \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, FAA, Northwest Mountain Region.\n \n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer 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, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6126, AD 89-04-03) becomes effective March 10, 1989.
85-09-01: 85-09-01 AIROTECH, INC: Amendment 39-5048. Applies to Airotech, Inc., Force I(A) harness/container assemblies. Compliance is required within thirty (30) days from the effective date of this AD, unless previously accomplished. To prevent high rip cord pull forces due to jamming of the rip cord pin when it enters the cable housing, accomplish the following: A. Inspect the installation of the rip cord cable housing to determine if it is installed in accordance with Airotech, Inc., drawing number FC-2B, revised April 25, 1984. If it is not in conformance, install in accordance with this drawing. Ripcord pin must be started into the end of the ripcord housing as required by the note in current packing instructions. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to FAA, Northwest Mountain Region, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168. This amendment becomes effective May 13, 1985.
2025-02-07: The FAA is superseding Airworthiness Directive (AD) 2020-03- 20, which applied to certain The Boeing Company Model MD-11, MD-11F, and 717-200 airplanes; all Model 737-8 and 737-9 airplanes; all Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes; certain Model 747-400 and 747-400F series airplanes; certain Model 757 and 767 airplanes; and all Model 777 airplanes. AD 2020-03-20 required revising the existing airplane flight manual (AFM) to include a limitation to prohibit operations that require less than 0.3 required navigational performance (RNP) within a specified area for airplanes having a certain multimode receiver (MMR) with certain software installed. This AD was prompted by reports from Boeing of simultaneous MMR resets related to an error in calculating Coordinated Universal Time (UTC). This AD requires the actions in AD 2020-03-20, removes an airplane model from the applicability, and would also require installing certain MMR operational software (OPS). The FAA is issuing this AD to address the unsafe condition on these products.
74-14-07: 74-14-07 SIERRA ENGINEERING CO: Amendment 39-1895. Applies to Sierra Engineering Company Model 289-601 series passenger oxygen masks installed in aircraft certificated in all categories, including, but not limited to DC-8, DC-9, DC-10 and L-1011 aircraft. \n\n\tCompliance required within one year after the effective date of this AD, unless already accomplished. \n\n\tTo prevent separation of the reservoir from the mask facepiece, accomplish the following: \n\n\t(a)\tInstall a retaining disk to secure the reservoir to the facepiece on Sierra Model 289-601 series passenger oxygen masks in accordance with Sierra Engineering Company Service Bulletins No. 289-601-35-1, dated February 11, 1974, and No. 289-601-35-2 dated March 1, 1974, or later FAA-approved revisions. \n\n\t(b)\tEquivalent installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(c)\tAircraft may be flown to a base for the performance of that maintenance required by this AD per FAR's21.197 and 21.199. \n\n\tThis amendment becomes effective August 15, 1974.
2015-17-25: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of chafing of the fuel lines due to contact with the surrounding structures in the fuel tank. This AD requires replacing and modifying fuel lines, revising the maintenance or inspection program, as applicable, to include critical design configuration control limitations (CDCCL) and airworthiness limitation (AWL) items, and, for certain airplanes, removing certain clamps and mounting hardware. We are issuing this AD to prevent chafing of the fuel lines in the fuel tank, which could result in potential ignition sources in the fuel tank in the event of a lightning strike and consequent fire or explosion.
2025-02-04: The FAA is superseding Airworthiness Directive (AD) 2022-22- 10, which applied to certain Airbus SAS Model A318, A319, A320, and A321 series airplanes. AD 2022-22-10 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require certain actions in AD 2022- 22-10 and requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, 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.
93-02-02: 93-02-02 FOKKER: Amendment 39-8484. Docket 92-NM-190-AD. Applicability: Model F27 series airplanes; serial numbers 10102 through 10433, inclusive; 10435 through 10443, inclusive; and 10446 through 10450, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural capability of the wings, accomplish the following: (a) Within 8,000 flight hours after the effective date of this AD, or within 60 months after the effective date of this AD, whichever occurs first, accomplish the requirements of paragraphs (a)(1) and (a)(2) of this AD. (1) Replace currently installed nuts having non-metallic locking inserts, installed at the wing spar attachment brackets at wing station 1040, with all-metal self-locking nuts, in accordance with Fokker Service Bulletin F27/57-23, Revision 6, dated August 13, 1991. (2) Replace the lower 14 Hi-shear pins at the rear spar attachment bracket with Hi-lok fasteners, in accordance with Fokker Service Bulletin F27/57-23, Revision 6, dated August 13, 1991. (b) 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. (c) 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. (d) The replacements shall be done in accordance with Fokker Service Bulletin F27/57-23, Revision 6, dated August 13, 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 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. (e) This amendment becomes effective on March 18, 1993.
2002-06-07: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company (GE) CF6-80E1 series turbofan engines, installed on Airbus Industrie A330 series airplanes. This action requires initial and repetitive pressure testing of the directional pilot valve (DPV) assembly, with replacement of DPV assemblies that fail the pressure test, or, replacing the DPV assembly without performing pressure testing, with a serviceable DPV assembly, or, deactivating the fan reverser for no longer than 10 days until replacement of the DPV assembly is done. This amendment is prompted by a review of thrust reverser safety analyses following a report of inadvertent thrust reverser deployment on another make and model engine. The actions specified in this AD are intended to prevent inadvertent thrust reverser deployment, which, if it occurred in-flight, could result in loss of control of the airplane.
92-17-07: 92-17-07 BRITISH AEROSPACE: Amendment 39-8336. Docket No. 92-NM-53-AD. Supersedes AD 91-14-19, Amendment 39-7060. Applicability: All Model BAe 146-100A, -200A, and -300A series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent in-flight separation of a landing gear door from the airplane, accomplish the following: (a) Prior to the accumulation of 9,000 landings, or within 30 days after the effective date of this AD; or if previously inspected in accordance with AD 91-14-19 (56 FR 30314, July 2, 1991), within 3,000 landings after the last inspection in accordance with that AD; whichever occurs later; and thereafter at intervals not to exceed 3,000 landings; accomplish the following: (1) Perform a visual inspection of the left and right main landing gear (MLG) door rear hinge bracket assemblies to detect cracks and/or corrosion, in accordance with British Aerospace Inspection ServiceBulletin 32-A119, Revision 1, dated December 2, 1991. (2) Prior to further flight, replace any cracked hinge bracket with a serviceable part, in accordance with British Aerospace Inspection Service Bulletin 32-A119, Revision 1, dated December 2, 1991; or temporarily repair cracked brackets in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (3) Prior to further flight, remove any corrosion found, in accordance with the British Aerospace Model 146 Structural Repair Manual, and accomplish the following: (i) If less than 0.100 inch of corrosion was removed, re-protect the hinge bracket in accordance with the maintenance manual; and obtain a life limit for the hinge bracket from the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (ii) If 0.100 inch, but less than 0.150 inch, of corrosion was removed, re-protect the hinge bracket in accordance with the maintenance manual; and, within 300 landings after accomplishing the re-protection procedure, replace the hinge bracket with a new part. (iii) If 0.150 inch or more of corrosion was removed, prior to further flight, replace the hinge bracket with a new part. (b) 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. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (c) 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. (d) The inspections shall be done in accordance with British Aerospace Inspection Service Bulletin 32-A119, Revision 1, dated December 2, 1991, which includes the following list of effective pages: Pages Revision Level Date 1-4 1 December 2, 1991 5 Original November 14, 1990 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. 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., 7th Floor, Suite 700, Washington, DC. (e) This amendment becomes effective on September 28, 1992.
90-17-09: 90-17-09 BRITISH AEROSPACE: Amendment 39-6693. Docket No. 90-NM-53-AD. Applicability: Model BAC 1-11 200 and 400 series airplanes, as listed in British Aerospace Alert Service Bulletin 27-A-PM587l, Issue No. 1, dated October 4, 1989, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent a reduction in airplane stability and controllability, accomplish the following: A. Within 60 days after the effective date of this AD, unless accomplished within the last 12 months, and thereafter at intervals not to exceed 18 months, perform a visual inspection of both elevator lower control levers, in accordance with paragraphs 2.1 and 2.3 through 2.9 of British Aerospace Alert Service Bulletin 27-A-PM5871, Issue No. 1, dated October 4, 1989. B. If cracks are found, prior to further flight, replace the elevator control lever(s) in accordance with the British Aerospace Alert Service Bulletin 27-A-PM5871, Issue No.1, dated October 4, 1989. C. Replacement of both elevator lower control levers with levers manufactured from L64 or L99 material constitutes terminating action for repetitive inspections required by paragraph A. of this AD. D. An 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM-113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. E. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, P. O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington. This amendment (39-6693, AD 90-17-09) becomes effective on September 17, 1990.
2015-17-13: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes equipped with Pratt and Whitney engines. This AD was prompted by reports of blocked drain lines at the engine forward strut that caused flammable fluid to accumulate in a flammable leakage zone. This AD requires repetitive functional checks for blockage of the forward strut drain line and doing corrective actions if necessary, and a one-time cleaning of certain forward strut drain lines. This AD also provides an optional replacement of the drain lines and installation of insulation blankets, and a revision of the maintenance or inspection program, as applicable, to incorporate a certain airworthiness limitation, which would terminate the repetitive checks of the forward strut drain line. We are issuing this AD to detect and correct blockage of forward strut drain lines, which could cause flammable fluids to collect in the \n\n((Page 52949)) \n\nforward strut area and potentially cause an uncontrolled fire or cause failure of engine attachment structure and consequent airplane loss.
87-17-02: 87-17-02 BOEING: Amendment 39-5703. Applies to Model 767 series airplanes specified in Boeing Alert Service Bulletin 767-24A0039, dated March 12, 1987, certificated in any category. Compliance is required as indicated unless previously accomplished. \n\n\tTo minimize the fire hazard associated with overheating of the transformer rectifier unit (TRU) of the auxiliary power unit (APU) starter motor, accomplish the following within 3 months after the effective date of this AD: \n\n\tA.\tReplace the 50-ampere circuit breaker used for the APU starter TRU with a 35- ampere circuit breaker in accordance with Boeing Service Bulletin 767-24A0039, dated March 12, 1987, or later FAA-approved revision. \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\tC.\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 the modification required by this AD. \n\tAll persons affected by this directive who have not already received copies of the appropriate service document from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective September 13, 1987.
96-12-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires reinforcing the lower right-hand wing skin at the fueling adapter. This amendment is prompted by results of tests, which revealed that fatigue cracks can develop in the lower right-hand wing skin at the attachment bolt holes of the fueling adapter. The actions specified by this AD are intended to prevent reduced structural capability of the wing and fuel leakage.
77-16-08: 77-16-08 EIRIAVION OY (FORMERLY MOLINO OY): Amendment 39-3005. Applies to Model PIK-20D sailplanes with serial numbers 20510 through 20532, 20534 through 20540, 20542 through 20544, 20546, 20548, 20552, 20555, and 20556. To prevent separation of wing upper panel spar cap and wing main spar shear web, before further flight, unless already accomplished, comply with paragraph (a), (b), or (c). (a) Replace wing panels with new wing panels identified by the manufacturer as serviceable replacements. (b) Repair existing wing panels in accordance with appendix 1 of Eiriavion Service Bulletin No. M 17, dated June 17, 1977, at an FAA certificated repair station that is a manufacturer's authorized repair facility. Following rebonding, visually inspect the affected area to ensure that the new resin forms a continuous bond on both sides of the wing shear web for its full length. (c) Repair in accordance with an alternate means of compliance which must be approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, Brussels, Belgium. NOTE: Copies of the applicable service bulletin are available at the following manufacturer's authorized repair facilities: Smitty's Soaring Service Deansboro Road Route 12B Clinton, New York 13323 Sailplane Repair Service, Inc. Rich Roberts 216 Commerce Drive P.O. Box 1462 Fort Collins, Colorado 80522 This amendment is effective August 8, 1977, as to all persons except those persons to whom it was made immediately effective by the telegram dated July 7, 1977, which contained this amendment.
2025-02-03: The FAA is adopting a new airworthiness directive (AD) for all MHI RJ Aviation ULC Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by the discovery of ten ultrasonic inspections associated with airworthiness limitations (AWL) tasks and structural deviation inspection requirements (SDIR) tasks potentially not detecting cracks. This AD requires repetitive ultrasonic inspections of certain structural areas for cracking, and prohibits use of the previous revisions of certain procedures and mandates the use of the revised procedures when performing the inspections required by the associated AWL and SDIR tasks, as specified in a Transport Canada AD, which is incorporated by reference (IBR). This AD also requires repair of cracking. The FAA is issuing this AD to address the unsafe condition on these products.
2015-18-02: We are adopting a new airworthiness directive (AD) for all Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 382, 382B, 382E, 382F, and 382G airplanes. This AD requires replacing the center wing box (CWB) and certain outer wings. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the CWB and outer wings are subject to widespread fatigue damage (WFD). We are issuing this AD to prevent fatigue cracking of the outer wings and the lower surface of the CWB, which could result in reduced structural integrity of the airplane.
86-11-01 R1: 86-11-01 R1 BOEING: Amendment 39-5322 as amended by Amendment 39-5550. Applies to all Model 747 airplanes, certificated in any category. To prevent wheel or tire failure as a result of failure of the wheel bearing, accomplish the following, unless already accomplished: \n\n\tA.\tWithin 100 flight cycles after the effective date of this AD, remove and inspect both the inner and outer wheel bearings, Timken P/N's LM229146 and LM229139, in accordance with the applicable portions of Sections 32-45-01 through 32-45-03 of the Boeing Model 747 maintenance manual. Any wheel bearing found damaged must be replaced with a new or serviceable bearing prior to further flight. \n\n\tNOTE: Serviceable bearings are those Timken bearings, P/N's LM229146 and LM229139, which have been inspected with a close visual inspection and found to have no visible damage (i.e., galling, gouging, spalling, overheat, etc.). \n\n\tB.\tAfter accomplishment of the inspection required by paragraph A., above, reinspectboth the inner and outer wheel bearings in accordance with the schedule below. Any wheel bearing found damaged as a result of the required inspections must be replaced with a new or serviceable bearing before further flight. \n\n\t\t1.\tBearings P/N LM229146 and LM229139, date stamped LS and subsequent, except those identified in subparagraph B.2., below, must be reinspected at intervals not to exceed 100 flight cycles. \n\n\t\t2.\tBearings date stamped LS and subsequent, which are installed on Boeing Model 747SR airplanes which have not incorporated Boeing Service Bulletin 747-32-2272 (which relates to gross weight increase), must be reinspected at intervals not to exceed 200 flight cycles. \n\n\tC.\tInstallation of inner and outer Timken wheel bearings, P/N's LM229147C and LM229140C, constitutes terminating action for the repetitive inspections required by paragraph B., above. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable levelof safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region.\n \n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate an airplane to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tThe service information specified in this AD may be obtained upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. It may also be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-5322 became effective June 13, 1986. \n\tThis amendment, 39-5550, becomes effective February 26, 1987.
2002-05-06: This amendment supersedes an existing airworthiness directive (AD) for Sikorsky Aircraft Corporation Model S-76A helicopters that currently requires a service life limit on certain landing gear parts based on hours time-in-service (TIS). This amendment adds another method of calculating the life limit for certain landing gear parts based on cycles and requires the operator to choose and record the method of calculating the service life of each part in the rotorcraft history or equivalent record. This amendment also requires replacing the part based upon either the maximum hours TIS or the maximum cycles but not both. This amendment is prompted by the need to add flight cycles as a method of calculating the life limit for certain landing gear parts based on fatigue analyses. The actions specified by this AD are intended to add or revise the retirement life for certain landing gear parts to prevent fatigue failure of the landing gear and subsequent loss of control of the helicopter.
87-17-01: 87-17-01 SCHWEIZER AIRCRAFT CORP: Amendment 39-5973. Final copy of priority letter AD issued August 18, 1987. Applies to models (including kit built) SGU 1-7; SGS 2-8 (TG-2); SGS 2-12 (TG-3); SGU 1-19; SGU 1-20; SGU 1-21; SGU 2-22, 2-22A, 2-22C, 2- 22CK, 2-22E, 2-22EK; SGS 1-23, 1-23B, 1-23C, 1-23D, 1-23E, 1-23F, 1-23G, 1-23H, 1-23H15; SGS 1-24; SGS 1-26, 1-26A, 1-26B, 1-26C, 1-26D, 1-26E; SGS 2-32; SGS 2-33, 2-33A, 2- 33AK; SGS 1-34, 1-34R; SGS 1-35C; SGS 1-36 (SPRITE) gliders, certificated in any category. Compliance is required prior to the next flight after the effective date of this AD, unless already accomplished. To prevent the possibility of the tow release assembly creating a jammed condition during towing and subsequent failure of the tow line to release, which could result in a forced landing, accomplish the following: (a) Inspect the tow release installation to determine if any of the following release arms are installed: P/N 1D217-13, 1D222-15, 1D222-17 or 34017D-15. NOTE: The above arms can be identified by a lug which is welded on the front face of the release arm as shown in Figure 1 of Schweizer Service Bulletin (SB) No. SA-005.1, dated January 31, 1988. (b) Tow release installations which have any of the release arms listed in (a) must have the arms replaced in the following manner: P/N 1D217-13 replace with 1D217-09 P/N 1D222-15 replace with 1D222-11 P/N 1D222-17 replace with 1D222-13 P/N 34017D-15 replace with 34017D-11 (c) Perform the operational check in accordance with Figure 4 in Schweizer SB No. SA-001.3, dated January 31, 1988, following release arm replacement. (d) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, New York Aircraft Certification Office, Federal Aviation Administration (FAA), New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. Schweizer Aircraft Corporation SB No's. SA-005.1, and SA-001.3, both dated January 31, 1988, identified and described in this document, are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request from Schweizer Aircraft Corporation, P.O. Box 147, Elmira, New York 14902; telephone (607) 739-3821. These documents may also be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Docket No. 87-ANE-29, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5973, becomes effective on August 19, 1988, as to all persons except those persons to whom it was made immediately effective by individual priority letter AD 87-17-01, issued August 18, 1987, which contained this amendment.
88-19-10: 88-19-10 CANADAIR: Amendment 39-6020. Applies to Model CL-600-2B16 series airplanes, Serial Numbers 5002 through 5027, certificated in any category. Compliance required as indicated, unless previously accomplished. To preclude erroneous autopilot/flight director ILS operations, accomplish the following: A. Within 48 hours after the effective date of this AD: 1. Insert the following into the Limitations Section of the FAA-approved Airplane Flight Manual (AFM), under paragraph 8.C., Automatic Flight Control System, and notify all crewmembers: "Flight director approaches and autopilot coupled approaches are not permitted without a valid radio altimeter." NOTE: This may be accomplished by inserting a copy of Canadair, Ltd., Airplane Flight Manual PSP 601A-1, Temporary Revision No. 601/13, dated April 6, 1988, into the AFM. 2. Install a placard in the cockpit, visible to the pilot, stating: "FLIGHT DIRECTOR APPROACHES AND AUTOPILOT COUPLED APPROACHES PROHIBITED WITHOUT A VALID RADIO ALTIMETER." B. Installation of Sperry/Honeywell Flight Guidance Computer, P/N 7003974-715, in accordance with Paragraph 2 of Canadair, Ltd., Service Bulletin 601-0276, dated May 10, 1988, constitutes terminating action for the requirements of paragraph A., above, and the temporary AFM revision and placard should be removed. C. An 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, New York Aircraft Certification Office, FAA, New England Region. NOTE: The request should be forwarded through an FAA Principal Operations Inspector (POI) or Principal Avionics Inspector (PAI), as appropriate, who may add comments and then send it to the Manager, New York Aircraft Certification Office. D. Special 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. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Canadair, Ltd., Commercial Aircraft Technical Services, P.O. Box 6087, Station A, Montreal, Quebec H3C 3G9, Canada. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment, 39-6020, becomes effective October 5, 1988.
2022-25-07: The FAA is superseding Airworthiness Directive (AD) 2019-25- 16, which applied to certain Embraer S.A. Model ERJ 170-100 LR, -100 STD, -100 SE, and -100 SU airplanes; and Model ERJ 170-200 LR, -200 SU, -200 STD, and -200 LL airplanes. AD 2019-25-16 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by the determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require the actions in AD 2019-25-16 and requires revising the existing maintenance or inspection program, as applicable, to incorporate additional new or more restrictive airworthiness limitations and certain structural modifications, as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2015-17-14: We are adopting a new airworthiness directive (AD) for all Airbus Model A319, A320, and A321 series airplanes. This AD was prompted by reports that during a full scale fatigue test, several broken frames in certain areas of the cargo compartment have been found, especially on the cargo floor support fittings and open tack holes on the left-hand side. This AD requires a rototest inspection of the open tack holes and rivet holes at the cargo floor support fittings of the fuselage, including doing all applicable related investigative actions, and repair if necessary. We are issuing this AD to detect and correct cracking in the open tack holes and rivet holes at the cargo floor support fittings of the fuselage, which could affect the structural integrity of the airplane.
89-03-01 R1: 89-03-01 R1 GOODYEAR: Amendment 39-6103 as revised by Amendment 39-6334. Applicability: 32x8.8R16, 10PR, P/N 328Q08G2 radial tires, with serial dates 8060Gxxx and above, installed on but not limited to ATR-42 aircraft. Compliance: Required as indicated, unless already accomplished. To prevent tire failure, accomplish the following: (a) Remove from service, all tires with serial dates between 8060Gxxx and 8320Gxxx, as follows: (1) Tires which have accumulated 250 or more landings since new on the effective date of this AD, within the next 50 landings. (2) Tires which have accumulated less than 250 landings since new on the effective date of this AD, at or prior to accumulating 300 landings. (3) Tires for which no landing record has been maintained, within the next 50 landings. (b) Remove from service, all tires with serial dates 8340Gxxx and above, as follows: (1) Tires which have accumulated 250 or more landings since new on the effective date of this AD, within the next 150 landings. (2) Tires which have accumulated less than 250 landings since new on the effective date of this AD, at or prior to accumulating 400 landings. (3) Tires for which no landing record has been maintained, within the next 150 landings. NOTES: (1) Tires with serial dates 8060Gxxx and above may be used as replacements subject to the restrictions of paragraphs (a) and (b) above. Tires with serial dates prior to 8060Gxxx are approved without restrictions. (2) Goodyear Alert Service Bulletins 32-001, dated December 5, 1988, and 32-002, Revision 1, dated July 14, 1989, apply to this AD. (c) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Boston Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. This AD revises AD 89-03-01, Amendment 39-6103 (54 FR 1342; January 13, 1989) which became effective on February 12, 1989. This amendment (39-6334, AD 89-03-01 R1) becomes effective on November 13, 1989.
2002-05-03: This amendment supersedes an existing airworthiness directive (AD), that is applicable to General Electric Company (GE) CF6-6, CF6- 45, and CF6-50 series turbofan engines, that currently requires revisions to the Time Limits Section of the manufacturer's Instructions for Continued Airworthiness (ICA) to include required inspection of selected critical life-limited parts at each piece-part exposure. This amendment modifies the airworthiness limitations section of the manufacturer's manual and an air carrier's approved continuous airworthiness maintenance program to incorporate additional inspection requirements. A Federal Aviation Administration (FAA) study of in- service events involving uncontained failures of critical rotating engine parts has indicated the need for mandatory inspections. The mandatory inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.