Results
83-01-05 R2: 83-01-05 R2 BOEING: Amendment 39-4542 as amended by amendment 39-5000 as further amended by amendment 39-5360. Applies to Models 727, 737-100, and 737-200 series airplanes certificated in any category. \n\n\tCompliance required as indicated, unless already accomplished. To prevent undetected prolonged engine starter operation, accomplish the following: \n\n\tA.\tPrior to February 23, 1986, unless already accomplished, install an FAA-approved system that will provide a positive indication to the flight crew of the normal and unwanted operation of each engine starter. Approval of any proposed system must be obtained from the FAA, Northwest Mountain Region, Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tNOTE: When specific complying systems are approved by the Seattle Aircraft Certification Office, the FAA Flight Operations Evaluation Board will review the system(s) for master minimum equipment list (MMEL) consideration. \n\n\tB.\tConcurrent with the incorporation of an indicating system described in paragraph A, the airplane manual required by Subpart G of Part 121 (14 CFR Part 121) or Subpart C of Part 125 (14 CFR Part 125) of the Federal Aviation Regulations shall be revised to include: \n\n\t\t1.\tA provision that the flight crew verify that the cockpit indicating system, required by paragraph A, indicates that the starter is de-energized after each engine start; and \n\n\t\t2.\tCrew procedures, i.e., verifying start switch "off," closing the bleed valve of the affected engine, shutting down the affected engine, etc., to be accomplished when unwanted starter operation is indicated during ground and flight operations. \n\n\tC.\tAlternative means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, 9010 East Marginal Way South, Seattle, Washington.\n \n\tD.\tA special flight permit may be issued in accordance with FAR 21.197 and 21.199 for the purpose of flying an aircraft which has exceeded the compliance period to a maintenance facility where the modification can be performed. \n\n\tAmendment 39-4542 (48 FR 2962; January 24, 1983) became effective February 28, 1983. \n\tAmendment 39-5000 (50 FR 6339; February 15, 1985) became effective February 23, 1985. \n\tThis amendment 39-5360 becomes effective August 4, 1986.
75-05-17: 75-05-17 AIRESEARCH MANUFACTURING COMPANY OF ARIZONA: Amendment 39-2108 as amended by Amendment 39-2224 is further amended by Amendment 39-2357. Applies to AiResearch Model GTCP660-4 and -4R APU's of the following listed serial numbers, installed in Boeing Model B-747 Series airplanes, unless modified to incorporate improved compressor assemblies in accordance with AiResearch Service Bulletin GTCP660-49-3039, Revision 1, 2, or 3, or later FAA approved revisions: Model GTCP660-4, S/N's P-37501 through P-37723 inclusive, and GTCP660-4R, S/N's P-101 through P-124 inclusive. \n\n\tTo prevent development of a hazardous condition during flight, accomplish the following: \n\n\t(a)\tPrior to further flight, unless already accomplished, operators shall issue instructions to flight crews that the APU is not to be operated in flight. Within 72 hours after receipt of this Airworthiness Directive, unless already accomplished, install a placard in full view of the flight crew which reads: \n\n"INFLIGHT OPERATION OF THE APU IS PROHIBITED." \n\n\t(b)\tPrior to further flight, unless already accomplished, operators shall issue instructions to determine that damage hazardous to the aircraft has not occurred prior to flight after an automatic shutdown or manual shutdown to correct operating discrepancies of the APU after the completion of a successful APU start has been accomplished. This determination may be made by the following means: \n\n\t\t(1)\tInspect the APU and APU compartment for damage; or \n\n\t\t(2)\tInspect the exterior surfaces of the APU compartment for evidence of damage and verify that the APU turbine rotor can be rotated manually from the exhaust tailpipe; or, \n\n\t\t(3)\tPerform the procedures described in Boeing Operations Manual Bulletin No. 75-1, dated January 17, 1975, or later FAA approved revision. \n\n\t(c)\tThe modifications and inspections described in AiResearch Bulletin GTCP660-49-3713, dated May 15, 1975, or later FAA-approved revisions must be incorporated on orbefore July 1, 1976. Upon completion of these modifications and inspections, the placard required by paragraph (a), above, may be removed and the inspections required by (b), above, may be discontinued. \n\n\t(d)\tEquivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiating data. \n\n\tAmendment 39-2108 supersedes the AD adopted January 10, 1975, and distributed by individual telegrams dated January 11, 1975. \n\n\tAmendment 39-2108 was effective March 5, 1975 and was effective upon receipt for all recipients of the airmail letter dated January 22, 1975 which contained this amendment. \n\n\tAmendment 39-2224 became effective June 5, 1975. \n\n\tThis amendment 39-2357 becomes effective October 6, 1975.
50-09-01: 50-09-01\tNORTH AMERICAN: Applies to all Army Model BC-1A, AT-6, -6A, -6B, - 6C; Navy SNJ-2, -3 and -4 Aircraft. \n\n\tTo be accomplished prior to original certification.\n \n\tInspect the horizontal stabilizer rear spar connection for cracked fittings and the installation of shims as follows: \n\n\t(1)\tRemove the fuselage to vertical stabilizer fairing assembly and the rear fairing assemblies at the horizontal stabilizer. \n\n\t(2)\tRemove the 1/4-inch bolts which attach the rear spar connection fitting to the spar assembly. \n\n\t(3)\tRemove paint from connection fittings and inspect for cracks. Check with a machinist's square or other means to determine if fitting is preset. Replace any cracked or preset fitting and repaint all others. New fittings may be made of 24 ST or X4130 bar stock to the same dimensions as the old fittings. \n\n\t(4)\tInspect the fit between the spar and the sides of the base fitting with a feeler gage. Also inspect the fit between fitting P/N 77-21021 and the spar. If gaps exist, shims are necessary. \n\n\t(5)\tFabricate 24ST shims 3 1/8 inches x 15/16 inch and of necessary thickness, and place on either side of spar flanges maintaining a parallel overall dimension to fit inside of fitting P/N 77-21021 within maximum clearance of 0.010. \n\n\t(6)\tDrill holes through the shims to match those in the fitting. Remove all chips and reinstall the various parts. \n\n\t(North American Service Bulletin dated March 6, 1946, covers this subject also.) \n\n\tThis supersedes AD 45-44-03.
2011-24-02: We are adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace Corporation Model GV and GV-SP airplanes. This AD was prompted by notification from the airplane manufacturer that the third fire extinguisher bottle is mounted in a small-fragment impact zone. This AD requires inspecting to determine whether a third Halon fire extinguisher bottle is installed in the auxiliary power unit (APU) fragment impact zone, revising the limitations section of the airplane flight manual to add restrictions for APU usage for certain airplanes having a third fire extinguisher bottle, and removing the third fire extinguisher bottle from certain airplanes. We are issuing this AD to prevent penetration of the bottle by fragments released due to a failure of the APU rotor system. The bottle could rupture and cause substantial damage to primary airframe structure and primary flight controls.
97-09-05: This amendment adopts a new airworthiness directive (AD), applicable to all Raytheon Model BAe 125-1000A and Model Hawker 1000 series airplanes, that requires various modifications to increase the size of certain existing pressure venting areas and to add additional venting areas. This amendment is prompted by results of a design review of the requirements for certification of the cabin pressurization system. The actions specified by this AD are intended to prevent inadequate venting of cabin pressure in the event of rapid decompression, which could cause failure or deformation of certain structural members, and consequent reduced controllability of the airplane.
92-07-10: 92-07-10 BOEING: Amendment 39-8206. Docket No. 91-NM-93-AD. \n\n\tApplicability: Model 737 airplanes, as listed in Boeing Service Bulletin 737-24-1077, Revision 2, dated July 25, 1991, and Boeing Service Bulletin 737-24-1084, Revision 1, dated March 21, 1991; certificated in any category. \n\n\tCompliance: Required within 6 months after the effective date of this AD, unless accomplished previously. \n\n\tTo prevent chafing of wires and electrical overload of wires, and to remove the potential for a fire in the cockpit, accomplish the following: \n\n\t(a)\tFor airplanes listed in Boeing Service Bulletin 737-24-1077, Revision 2, dated July 25, 1991: Modify the wire bundles and install a capped quick release receptacle and nutplate, in accordance with Boeing Service Bulletin 737-24-1077, dated August 17, 1989; or Revision 1, dated August 16, 1990; or Revision 2, dated July 25, 1991.\n \n\t(b)\tFor airplanes listed in Boeing Service Bulletin 737-24-1084, Revision 1, dated March 21, 1991:Replace the undersized wire with a 12 gauge wire in the P6-2 circuit breaker panel, in accordance with Boeing Service Bulletin 737-24-1084, dated October 11, 1990; or Revision 1, dated March 21, 1991. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThe modifications shall be done in accordance with Boeing Service Bulletin 737- 24-1077, dated August 17, 1989, or Revision 1, dated August 16, 1990, or Revision 2, dated July 25, 1991; and in accordancewith Boeing Service Bulletin 737-24-1084, dated October 11, 1990, or Revision 1, dated March 21, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on May 4, 1992.
2022-03-04: The FAA is superseding Airworthiness Directive (AD) 80-13-10, AD 80-13-12 R1, and AD 2008-03-01, which applied to certain de Havilland (type certificate now held by Viking Air Limited) Model DHC- 6-1, DHC-6-100, DHC-6-200, and DHC-6-300 airplanes. AD 80-13-10 required repetitively inspecting the main landing gear (MLG) legs for cracks and corrosion. AD 80-13-12 R1 required repetitively inspecting each engine nacelle lower longeron for cracks and buckling. AD 2008-03- 01 required incorporating inspections, modifications, and life limits of certain structural components into the aircraft maintenance program. Since the FAA issued those ADs, new and more restrictive airworthiness limitations have been issued for certain structural components. This AD requires incorporating into maintenance records new or revised life limits, modification limits, and inspection or overhaul intervals. The FAA is issuing this AD to address the unsafe condition on these products.
91-05-08: 91-05-08 BOEING: Amendment 39-6906. Docket No. 90-NM-131-AD. \n\n\tApplicability: Model 737 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent loss of engine control due to engine control cable separation resulting from corrosion, accomplish the following: \n\n\tA.\tWithin the next 36 months after the effective date of this AD, inspect the engine control cable system as listed in Boeing Service Letters 737-SL-76-2-A, dated August 25, 1977, for Models 737- 100 and -200 series airplanes; and 737-SL-76-9, dated November 21, 1990, for Models 737-300 and -400 series airplanes; for the type of cable installed. \n\n\tNOTE: Determination of cable(s) part number by review of maintenance records is considered acceptable in lieu of actual inspection. \n\n\t\t1.\tIf corrosion resistant stainless steel cables are installed, no further action is necessary. \n\n\t\t2.\tIf carbon steel cables are installed and found tobe: \n\n\t\t\t(a)\tunserviceable, replace the cables in accordance with the appropriate Boeing Service Letter prior to further flight \n\n\t\t\t(b)\tserviceable, replace the cables in accordance with the appropriate Boeing Service Letter within three years of the effective date of this AD. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD.\n \n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tThis amendment (39-6906, AD 91-05-08) becomes effective on March 25, 1991.
97-07-05: This amendment adopts a new airworthiness directive (AD), applicable to AlliedSignal Inc. (formerly Textron Lycoming) T5311, T5313, T5317, and T53 series military engines approved for installation on aircraft certified in accordance with Section 21.25 of the Federal Aviation Regulations (FAR), that requires removal and replacement of the N2 spur gear nut retainer (lock cup). This amendment is prompted by reports of N2 spur gear nut retainer (lock cup) separation. The actions specified by this AD are intended to prevent N2 accessory drive assembly disengagement due to N2 spur gear nut retainer (lock cup) separation, which could result in an uncommanded engine acceleration.
85-23-04: 85-23-04 McDONNELL DOUGLAS (Douglas Aircraft Company): Amendment 39-5162. Applies to all McDonnell Douglas Model DC-4 and C54-DC series, and all C54 military models eligible or to be made eligible for civil use, certificated in any category. Compliance required within 100 flight hours time in service after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent loss of the elevator trim tab control in flight, accomplish the following: \n\n\tA.\tPerform a dye penetrant inspection for cracks in the left-hand and right-hand elevator trim tab spars as station 81.5 (approximately), in accordance with the instructions of paragraph D. of this AD. Note that AD 48-06-05 requires, in part, the replacement of an originally designed aluminum control horn P/N 2114427, with a steel control horn, P/N 2357165. \n\n\tB.\tIf no cracks are found in the trim tab spar, rework and reinstall the steel control horn (previously identified as P/N 2357165) in accordance with the instructions of paragraph D. of this AD. \n\n\tC.\tIf cracks are found in the trim tab spar, accomplish prior to further flight: (1) the rework to the control horn in accordance with the instructions of paragraph D. of this AD, and (2) a repair of the cracked spar. McDonnell Douglas Service Rework Drawing J060262 Revision B, dated January 30, 1985, or equivalent approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region, describes an acceptable means of repair. \n\n\tD.\tInstructions for inspection of spar and rework of control horn: \n\n\t\t1.\tRemove elevator trim tab in accordance with DC-4 Maintenance Manual (M/M) Flight Control Group, paragraph 3.15.1. \n\n\t\t2.\tRemove elevator trim tab control horn, P/N 2357165, from trim tab spar station 81.5 (approximately). \n\n\t\t3.\tStrip top coat and primer from the area of the spar at station 81.5 (approximately) in accordance with normal shop practice. \n\n\t\t4.\tUsing dye penetrant procedures, inspect for cracks in thetab spar radius in accordance with normal shop practice. \n\n\t\t5.\tRework the steel control horn base by chamfering the upper and lower edges to 0.06+0.03 inches x 45 degrees + 5 degrees and leave no sharp edges. \n\n\t\t6.\tProtect the worked areas with two applications of zinc chromate primer or equivalent. \n\n\t\t7.\tReinstall flight control system components in accordance with DC-4 M/M Volume VI, paragraph 3.15, Elevator Trim Tab. \n\n\t\t8.\tRequired fastener hardware, their torque valves, and torque slippage indication instructions are given in the DC-4 M/M, DC-4 Service Bulletin #83 and AD 51-09-02. \n\n\t\tNOTE 1.\tIf a DC-4 M/M is not available, the equivalent section of the C-54 M/M may be used. \n\n\t\tNOTE 2.\tRepetitive inspections, the attachment fasteners with their torque valves, and torque slippage indication requirements of Airworthiness Directives AD 48-06-05 and AD 51-09-02 remain applicable and are not intended to be changed by the requirements of this AD. \n\n\tE.\tPrior to issuance of a Certificate of Airworthiness for military aircraft being converted for civil certification, the airplane must be inspected, parts reworked, and if cracks are found, a repair accomplished, in accordance with the requirements of this AD. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\tG.\tAlternative inspections, modifications, or other actions which provide an acceptable level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publication and Training, C1-750 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 15000 Aviation Boulevard, Hawthorne, California. \n\n\tThis amendment becomes effective December 5, 1985.
89-26-06 R1: 89-26-06 R1 BOEING: Amendment 39-6424 as amended by Amendment 39-6656. Docket No. 88-NM-177-AD. \n\n\tApplicability: Model 737-300, 757, and 767 series airplanes, listed in Boeing Alert Service Bulletins 737-35A1029, Revision 2, dated September 29, 1988; 757-35A0006, Revision 1, dated March 10, 1988; and 767-35A0014, dated December 17, 1987; certificated in any category. \n\n\tCompliance: Required within the next 3,000 hours time-in-service after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent failure of the oxygen generator to activate when required, accomplish the following: \n\n\tA.\tInspect Puritan chemical generators, P/N 117003-13, for serial numbers 06339 through 06559, and replace those units in accordance with Puritan-Bennett Service Bulletin 117003-13-35-1, dated December 17, 1987. \n\n\tB.\tInspect, and if installed, replace 1 1/2-turn oxygen generator lanyard pull rings with 2-turn pull rings, as follows: \n\n\t\t1.\tFor Model 767 series airplanes, in accordance with Boeing Alert Service Bulletin 767-35A0014, dated December 17, 1987, or Revision 1, dated April 13, 1989; \n\n\t\t2.\tFor Model 757 series airplanes, in accordance with Boeing Alert Service Bulletin 757-35A0006, Revision 1, dated March 10, 1988, or Revision 2, dated June 29, 1989; \n\n\t\t3.\tFor Model 737-300 series airplanes, in accordance with Boeing Alert Service Bulletin 737-35A1029, Revision 2, dated September 29, 1988, or Revision 3, dated June 29, 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, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197and 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 and the Puritan-Bennett Aero Systems Co., Attn: Customer Services Dept., 10800 Pflumm Road, Lenexa, Kansas 66215. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, 98168 or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThe effective date for the requirements of this amendment remains January 17, 1990, as specified in Amendment 39-6424, AD 89-26-06. \n\tThis amendment (39-6656, AD 89-26-06 R1) is effective on July 17, 1990.
90-10-51: 90-10-51 BOEING: Amendment 39-6700. Final copy of telegraphic AD. Docket No. 90-NM- 99-AD. \n\n\tApplicability: Model 737-300, -400, and -500 series airplanes, line number 1488 through line number 1866, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the separation of the control wheel from the control column, accomplish the following: \n\n\tA.\tWithin 72 hours (clock hours, not flight hours) after the effective date of this AD, perform a visual inspection of the control wheels (pilot and co-pilot) for missing cotter pins and damaged threads on the attach bolts. \n\n\t\t1.\tIf the cotter pin is in place, properly installed, and no exposed bolt thread damage is evident, no further action is required. \n\n\t\t2.\tIf the cotter pin is missing, prior to further flight, check for proper installation of the nut and install a new cotter pin in accordance with the Boeing Model 737 Maintenance Manual. \n\n\t\t3.\tIf any exposed bolt thread is found damaged, prior to further flight, replace the nut, bolt, and cotter pin with new parts in accordance with the Boeing Model 737 Maintenance Manual. \n\n\tB.\tWithin 48 hours after completion of the inspection required by paragraph A., above, for each airplane, submit a report of findings, positive or negative, to the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, Transport Airplane Directorate (Fax Number (206) 431-1913). This report must include the model of airplane inspected and line number. \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, S.W., Renton, Washington. \n\n\tPortions of this amendment were effective earlier to recipients of telegraphic AD T90- 10-51, issued May 15, 1990. \n\tThis amendment (39-6700, AD 90-10-51) becomes effective on August 27, 1990.
72-12-01: 72-12-01 BOEING: Amendment 39-1456 as amended by Amendment 39-2026, 39-2353 and 39-2410 is further amended by Amendment 39-2576. Applies to all model 727 series airplanes listed in Boeing Service Bulletin No. 32-180, Revision 1, or later FAA-approved revisions, incorporating main landing gear downlock torque shaft P/N 65-23366. \n\n\tCompliance required as indicated: \n\tTo detect cracks in the main landing gear downlock torque shaft, accomplish the following: \n\t(a)\tFor all torque shafts which have accumulated 8,000 or more landing cycles on the effective date of Amendment 39-2353, inspect the shaft within the next 300 landings after the effective date of Amendment 39-2353, unless already accomplished within the last 100 landings, and thereafter at intervals not to exceed 400 landings since the last inspection, per (b) below, until the shaft is replaced per (c) below. \n\t(b)\tInspect the shaft in accordance with Boeing Service Bulletin No. 32-180, Revision 1, or later FAA-approved revisions, or an equivalent inspection approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. If evidence of a crack is found, replace the shaft prior to further flight with an improved shaft P/N 65-78698 in accordance with Boeing Service Bulletin Nos. 32-180, Revision 1, or 727-32-237, or later FAA approved revisions, or with a shaft that (1) has accumulated less than 8,000 landing cycles, or (2) has been previously inspected per this AD. \n\t(c)\tReplace shafts per Boeing Service Bulletin Nos. 32-180, Revision 1, or 727-32-237, or later FAA-approved revisions, or an equivalent replacement procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region.\n \t(d)\tFor the purpose of this AD, when conclusive records are not available to show the number of landings accumulated by a particular shaft, the number of landings may be computed by dividing the airplane time in service since the shaft was installed in the airplane by the operator's fleet average time per flight for his model 727 airplanes. \n\t(e)\tInstallations of main landing gear downlock torque shafts, P/N 65-78698, in accordance with Boeing Service Bulletin Nos. 32-180, Revision 1, or 727-32-237, or later FAA approved revisions, or an equivalent installation approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, constitutes terminating action from the provisions of this AD. \n\t(f)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. \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\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-1456 became effective July 3, 1972. \n\tAmendment 39-2026 became effective December 2, 1974. \n\tAmendment 39-2353 became effective September 29, 1975. \n\tAmendment 39-2410 became effective December 4, 1975. \n\tThis amendment 39-2576 becomes effective May 3, 1976.
75-12-03: 75-12-03 MCDONNELL DOUGLAS: Amendment 39-2229 as amended by Amendment 39-2297. Applies to Model DC-10-10, -10F, -30, -30F airplanes certificated in all categories. \n\n\tTo maintain fire containment capability of the aft engine, and to protect against potential foreign object damage to the aft engine fan section, accomplish the following after the effective date of this AD. \n\n\tWithin the next 300 flight hours, unless already accomplished within the 600 flight hours previous to the effective date of this AD, and at intervals not to exceed 900 flight hours thereafter, accomplish the inspection and repair requirements of McDonnell Douglas Service Bulletin 71-75, dated May 16, 1975, or later FAA-approved revisions. \n\n\tThe repetitive inspections required per this AD may be discontinued when the modifications described in McDonnell Douglas Service Bulletin No. 71-73, dated July 15, 1975 or later FAA-approved revisions, are accomplished. \n\n\tEquivalent inspections and repairs may beapproved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tSpecial flight permits may be issued under FAR 21.197 and 21.199 for the purpose of moving the aircraft to a base to perform the inspection requirements of the AD. \n\n\tAmendment 39-2229 became effective June 6, 1975. \n\n\tThis amendment 39-2297 becomes effective August 7, 1975.
2022-03-01: The FAA is adopting a new airworthiness directive (AD) for certain Diamond Aircraft Industries GmbH (DAI) Model DA 42, DA 42 M-NG, and DA 42 NG airplanes. This AD was prompted by 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 dissolved or detached fuel tank hose material entering the main fuel tank chambers, which could result in restricted fuel flow with consequent fuel starvation. This AD requires removing the fuel tank connection hoses from service and inspecting the fuel tank connection hoses for damage and detached rubber material. The FAA is issuing this AD to address the unsafe condition on these products.
97-08-06: This amendment adopts a new airworthiness directive (AD) that applies to Louis L'Hotellier S.A. (L'Hotellier) ball and swivel joint quick connectors installed on gliders and sailplanes that are not equipped with a "Uerling" sleeve or an LS-safety sleeve. These connectors allow the operator of the gliders and sailplanes to quickly connect and disconnect the control systems during assembly and disassembly for storage purposes. This action requires enlarging the safety pin guide hole diameter, and fabricating and installing a placard that specifies a check of the security of the connectors prior to each flight. Several in-flight accidents involving inadvertent disconnection of these connectors that are installed on certain gliders and sailplanes prompted this action. The actions specified by this AD are intended to prevent the connectors from becoming inadvertently disconnected, which could result in loss of control of the sailplane or glider.
97-07-12: This amendment supersedes an existing airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-11 and DC-10 series airplanes, and KC-10A (military) airplanes. That AD currently requires functional testing to verify proper installation of the electrical connectors to the engine generator and fire bell shutoff switches, and correction of the installation, if necessary. This amendment requires installation of a modification that terminates the requirement to perform repetitive functional tests. This amendment is prompted by the development of a modification that minimizes the possibility of improperly connecting (crossing) the electrical connectors to the fire extinguishing handles. The actions specified by this amendment are intended to prevent the wrong engine-driven generator from being shut down unnecessarily in the event of an engine fire warning.
97-01-04: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 97-01-04 that was sent previously to all known U.S. owners and operators of certain Textron Lycoming TIO-540, LTIO-540, and IO-540 series reciprocating engines with certain Superior Air Parts, Inc. Parts Manufacture Approval (PMA) replacement cylinder assemblies installed by individual letters. This AD requires removal from service of affected cylinder assemblies for higher time cylinder assemblies and replacement with serviceable parts, and initial and repetitive dye penetrant inspections for mid-time cylinder assemblies, or replacement with serviceable parts. This amendment is prompted by a report of an inflight engine failure of a Textron Lycoming TIO-540 reciprocating engine with affected Superior Air Parts, Inc. PMA cylinder assemblies installed. The actions specified by this AD are intended to prevent cylinder head separation, inflight loss of power, possible engine failure, and fire.
91-12-16: 91-12-16 BOEING: Amendment 39-7028. Docket No. 90-NM-37-AD. \n\n\tApplicability: Model 767 series airplanes, line numbers 001 through 255, on which Production Revision Release (PRR) 11546-2 has not been incorporated, certificated in any category. \n\n\tCompliance: Required within the next 3,600 hours time-in-service or 24 calendar months after the effective date of this AD, whichever occurs later, unless previously accomplished. \n\n\tTo prevent loss of fluid in the left hydraulic system, accomplish the following: \n\n\tA.\tModify the left hydraulic system in accordance with the instructions contained in Boeing Alert Service Bulletin 767-29A0038, Revision 1, dated August 3, 1989. \n\n\tB.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tThis amendment (39-7028, AD 91-12-16) becomes effective on July 15, 1991.
91-16-08: 91-16-08 BOEING: Amendment 39-7098. Docket No. 90-NM-236-AD.\n \n\tApplicability: Model 737 series airplanes, equipped with a Boeing aft cargo bay auxiliary fuel tank; listed in Boeing Service Bulletin 737-28-1088, dated September 6, 1990; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo reduce the potential for a fire in the aft cargo compartment due to fuel leaking from the auxiliary fuel tank, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD, accomplish one of the following: \n\n\t\t1.\tDeactivate the auxiliary fuel system and attach a placard in the flight compartment to indicate that the auxiliary fuel tank is inoperative, in accordance with Boeing Alert Service Bulletin 737-28A1034, Revision 2, dated December 6, 1990, or Boeing Service Bulletin 737-28-1088, dated September 6, 1990; or \n\n\t\t2.\tInstall a check valve and a pressure activated shutoff valve in the auxiliary fuel systemnear the center wing tank in accordance with Boeing Alert Service Bulletin 737-28A1034, Revision 2, dated December 6, 1990; and perform the following inspections of the auxiliary fuel tank support structure in accordance with the inspection procedures below: \n\n\t\t\ta.\tWithin 500 flight cycles after the effective date of this AD, to detect a disbonded or cracked side panel in the auxiliary fuel tank, accomplish one of the following: \n\n\t\t\t\t(1)\tConduct an inspection of the lower sidewall (curved) panels of the auxiliary fuel tanks for disbonding, in accordance with Part I of the Accomplishment Instructions in Boeing Service Bulletin 737-28-1088, dated September 6, 1990. \n\n\t\t\t\t(2)\tPerform a leak check of the auxiliary fuel tanks in accordance with Part III of Boeing Service Bulletin 737-28-1088, dated September 6, 1990. If any fuel leakage is detected, repair prior to further flight in accordance with Part III of the service bulletin. Repeat leak check prior to each flight. \n\n\t\t\tb.\tWithin 12,000 flight cycles after the effective date of this AD, conduct an inspection of the auxiliary fuel tank and support structure in accordance with Part II of Boeing Service Bulletin 737- 28-1088, dated September 6, 1990. Repeat this inspection at intervals not to exceed 12,000 flight cycles. Accomplishment of this inspection constitutes terminating action for the inspection requirements of paragraph A.2.a. of this AD. \n\n\t\t\tc.\tIf a disbonded or cracked panel is detected during the inspections required by paragraphs A.2.a. or A.2.b. of this AD, accomplish one of the following prior to further flight: \n\n\t\t\t\t(1)\tReplace the panel in accordance with Part IV of Boeing Service Bulletin 737-28-1088, dated September 6, 1990; or \n\n\t\t\t\t(2)\tDeactivate the auxiliary fuel tank in accordance with Boeing Alert Service Bulletin 737-28A1034, Revision 2, dated December 6, 1990; or Boeing Service Bulletin 737-28-1088, dated September 6, 1990; or \n\n\t\t\t\t(3)\tRemove the auxiliary fuel tankin accordance with the Boeing 737 Maintenance Manual Subject 28-14-0. \n\n\tNOTE: A deactivated auxiliary fuel tank will require inspections per paragraph A.2. of this AD when reactivated. Auxiliary fuel tanks that are deactivated but remain in an airplane accumulate the same number of flight cycles as the airplane. \n\n\tB.\tAuxiliary fuel tanks currently not installed in an airplane must be inspected in accordance with Boeing Service Bulletin 737-28-1088, dated September 6, 1990, prior to installation in an airplane if they have accumulated more than 4,000 flight cycles. If any cracking or delamination is detected, repair prior to installation in an airplane. \n\n\tC.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\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 S.W., Renton, Washington. \n\n\tThis amendment (39-7098, AD 91-16-08) becomes effective on September 6, 1991.
2011-23-12: 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: Several instances of fan blade cracking have been reported. The results of the subsequent technical investigation concluded that the cracking was caused by fan blade flutter at certain engine settings during prolonged ground running. This condition, if not corrected, could affect the integrity of the fan blades, leading to cracking of multiple fan blades and could possibly result in engine failure and release of uncontained high energy debris. We are issuing this AD to prevent fan blade flutter, which could result in an uncontained engine failure and damage to the airplane.
68-26-07: 68-26-07 MCDONNELL DOUGLAS: Amdt. 39-700. Publication of this correction necessary to show correct rework tolerance in Part II (b)(2)(ii). Note: correction is underlined. Applies to Model DC-8 and DC-8F airplanes having certain identified main landing gear forward bogie beam assemblies installed. \n\n\tCompliance required as indicated. \n\n\tSeveral failures in the "critical area" on the bottom of certain main landing gear forward bogie beams have been attributed to fatigue resulting from localized high loads during ground operation. The "critical area" is defined in McDonnell Douglas Letter C1-78-987/WBM. Failures have also occurred in the main landing gear forward bogie beam swivel pin lower lugs due to cracking as a result of corrosion. To preclude further failures of this nature, accomplish the following or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tPART I ("keyway area") \n\n\t(a)\tPart I of this AD applies to airplanes having a main landing gear forward bogie beam assembly, P/N's 5760590, 5760602, or 5719123, installed (hereinafter referred to as the Bogie Beam Assembly). \n\n\tNOTE: AD 63-27-01, which is superseded, lists parts other than these. These parts may be found either as a component of the main landing gear forward bogie beam and axle assemblies, P/N's 5760631, 5760633, or 5719124, or as a component of main landing gear aft and forward bogie beam assemblies, P/N's 5760630, 5760635, or 5716469. \n\n\t(b)\tRework each Bogie Beam Assembly per that portion of Appendix II, McDonnell Douglas Letter C1-78-228/WBM (or later FAA approved revision) dated February 16, 1965, entitle "IV. Rework Instructions," except that, in lieu of Notes 1, 2, and 3 under 5.A, remove .040 inches of material in a manner prescribed in 5.B following removal of crack indications. Rework may also be accomplished in accordance with procedures approved by the Chief, Aircraft Engineering Division, FAA Western Region. The applicable times are: \n\n\t\t(1)\tFor bogie beams that have never been reworked: \n\n\tWithin the next 400 landings after the effective date of this AD or before the accumulation of a total of 4,000 landings, whichever occurs later; and again within 6,000 landings (for Bogie Beam Assembly P/N's 5760602 and 571923) or 10,000 landings (for Bogie Beam Assembly P/N 5760590) after the initial rework. \n\n\t\t(2)\tFor bogie beams that have undergone one instance of rework in which .040 inches of material have been removed from an uncracked Bogie Beam Assembly or in which .040 inches of material have been removed following removal of crack indications: \n\n\tWithin 6,000 landings (for Bogie Beam Assembly P/N's 5760602 and 5719123) or 10,000 landings (for Bogie Beam Assembly P/N 5760590) after the initial rework, or within the next 400 landings after the effective date of this AD, whichever occurs later. \n\n\t\t(3)\tFor bogie beams that have undergone one or more instances of rework in which less than the specified .040 inches of material have been removed from an uncracked Bogie Beam Assembly or in which less than .040 inches of material have been removed following removal of crack indications: \n\n\tThe applicable times will be as established by the Chief, Aircraft Engineering Division, FAA Western Region, for each specific case. \n\n\t(c)\tIn accomplishing the rework per (b) of Part I of this AD, the total depth of material removed at the centerline of the keyway, including the material removed during all phases of any rework previously performed, shall not exceed .120 inches without prior approval by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tWithin the next 400 landings after the effective date of this AD or before the accumulation of a total of 4,000 landings, whichever occurs later, install "Kit A" or "Kit E" per that portion of McDonnell Douglas Service Bulletin No. 32-79, Reissue No. 1, Revision No. 3 (or later FAA approved revision) dated January 26, 1968, entitled "2. Accomplish Instructions. Kit A and Kit E, " or perform a rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(e)\tLubricate each Bogie Beam Assembly at the bogie beam swivel joint in accordance with the lubrication instructions contained in Figure 2, Sheets 1 through 3, of McDonnell Douglas Service Bulletin No. 32-79, Reissue No. 1, Revision No. 3, dated January 26, 1968, or later FAA approved revision, or by a method approved by the Chief, Aircraft Engineering Division, FAA Western Region, within the next 100 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 100 hours time in service from the last lubrication. Lubrication under this paragraph may be discontinued upon the installation of "Kit A" or "Kit E" in accordance with (d) of Part I or this AD. \n\n\tNOTE: While not part of this AD, Bogie Beam Assemblies reworked per "Kit A" or "Kit E" should still be lubricated between the swivelpin and the lower swivel lug bushing in accordance with good maintenance practice. \n\n\t(f)\tFor the purpose of complying with Part I of this AD: \n\n\t\t(1)\tOperators who have not kept records of the number of landings accumulated by individual Bogie Assemblies shall, in lieu thereof, substitute the total number of landings of the airplanes on which the Bogie Beam Assembly has been installed. \n\n\t\t(2)\tSubject to acceptance by the assigned FAA Maintenance Inspector, the operator may determine the number of landings by dividing each airplane's hours time in service by the operator's fleet average time from take-off to landing for the airplane type. \n\n\t\t(3)\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive intervals for lubrication in (e) of Part I of this AD if the request contains substantiating data to justify the increase for such operator. \n\n\tPART II ("critical area") \n\n\t(a)\tPart II of this AD applies to airplanes having a main landing gear forward bogie beam assembly, P/N's 5760602, 5719123, 5773032, 5773033, or 5777346, installed (hereinafter referred to as the Bogie Beam Assembly). \n\n\tNOTE: AD 64-17-7, which is superseded, does not list all of these parts. These parts may also be found either as a component of main landing gear forward bogie beam and axle assemblies, P/N's 5760631 or 5719124, or as a component of main landing gear aft and forward bogie beam assemblies, P/N's 5760630, 5716469, or 5774700. \n\n\t(b)\tInspect each Bogie Beam Assembly "critical area" in accordance with McDonnell Douglas Letter C1-78-987/WBM, Revision 1, dated July 17, 1964, or later FAA approved revision, or in accordance with an inspection procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region, within the next 400 landings after the effective date of this AD or before the accumulation of a total of 4000 landings after the effective date of this AD or before the accumulation of a total of 4000 landings, whichever occurs later, unless an initial .006 inches of material has been removed (per McDonnell Douglas Letter C1-78-987/WBM) with the last 800 landings prior to the effective date of this AD or unless .040 inches of material has been removed (per McDonnell Douglas Letter C1-78-228/WBM) within the last 2600 landings prior to the effective date of this AD. \n\n\t\t(1)\tIf no cracks are found and the bogie beam has not previously been reworked in the "critical area," perform (i) or (ii) below. \n\n\tIf the bogie beam has previously been reworked in the "critical area," perform (ii) below. \n\n\t\t \t(i)\tRemove .006 inches of material in accordance with McDonnell Douglas Letter \nC1-78-987/WBM, Revision 1, dated July 17, 1964, or later FAA approved revision, or perform a rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. (For subsequent inspection and rework see (c) below).(ii)\tRemove .040 inches of material in accordance with Section IV of Appendix I of McDonnell Douglas Letter C1-78-228/WBM dated February 16, 1965, or later FAA approved revision, or perform a rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. (For subsequent inspection and rework see (d) below). \n\n\t\t(2)\tIf cracks are found, remove all crack indications in accordance with the rework instructions in Section IV of Appendix I of McDonnell Douglas Letter C1-78-228/WBM, dated February 16, 1965, or later FAA approved revision or a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. After removal of crack indications, perform one of the following: \n\n\t\t\t(i)\tIf no crack indications were evident after removal .003 inches of material and the bogie beam has not previously been reworked in accordance with McDonnell Douglas Letter C1-78-987/WBM or undergone any other rework, complete the rework to a total depth of .006 inches as specified in McDonnell Douglas Letter C1-78-987/WBM, Revision 1, dated July 17, 1964, or later FAA approved revision, or perform a rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. (For subsequent inspection and rework, see (c) below). \n\n\t\t\t(ii)\tIf no crack indications were evident after removal of .003 inches of material, continue to rework by removing an additional .040 inches of material below the bottom of the crack in accordance with Section IV of Appendix I of McDonnell Douglas Letter C1-78-228/WBM, or perform a rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. (For subsequent inspection and rework, see (d) below). \n\n\t\t\t(iii)\tIf crack indications were evident after removal of .003 inches of material but no crack indications were evident after removal of up to .030 inches of material, continue to rework by removing an additional .040 inches of material below the bottom of the crack in accordance with Section IV of Appendix I of McDonnell Douglas Letter C1-78-228/WBM or perform a rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. (For subsequent inspection and rework, see (d) below). \n\n\t(c)\tReinspect each Bogie Beam Assembly "critical area" per McDonnell Douglas Letter C1-78-987/WBM, Revision 1, dated July 17, 1964, or later FAA Approved revision, or in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region, within the next 400 landings after the effective date of this AD, or within the next 1,200 landings following removal of .006 inches of material per McDonnell Douglas Letter C1-78-987/WBM, whichever occurs later. If cracks are found, remove the cracks as specified per (b)(2)(iii). If no cracks are found, accomplish rework per (b)(2)(ii). \n\n\t(d)\tReinspect each Bogie Beam Assembly "critical area" per McDonnell Douglas Letter C1-78-987/WBM, Revision 1, dated July 17, 1964, or later FAA approved revision, or in accordancewith a method approved by the Chief, Aircraft Engineering Division, FAA Western Region, within the next 400 landings after the effective date of this AD, or within the next 3,000 landings following rework per McDonnell Douglas Letter C1-78-228/WBM, whichever occurs later, and reinspect at intervals not to exceed 3,000 landings following any rework performed in accordance with this paragraph. If cracks are found, remove the cracks per (b)(2)(ii) or (b)(2)(iii). If no cracks are found, remove .040 inches of material per (b)(2)(ii). \n\n\t(See paragraph (e) of Part II of this AD for bogie beam limitations.) \n\n\t(e)\tThe following limitations apply to bogie beams reworked in accordance with (b), (c) and (d) above: \n\n\t\t(1)\tThe bogie beam must not be reworked more than 3 times in accordance with Section IV or Appendix I of McDonnell Douglas Letter C1-78-228/WBM or an FAA approved equivalent rework. \n\n\t\t(2)\tThe bogie beam must not be used beyond a total of 3,000 landings after the thirdrework in accordance with Section IV of Appendix I of McDonnell Douglas letter C1-78-228/WBM or an FAA approved equivalent rework. \n\n\t(f)\tA bogie beam assembly specified in this AD may be replaced with one of the following: \n\n\t\t(1)\tA new bogie beam approved for installation on an airplane with an approved takeoff weight equal to or in excess of the takeoff weight of the airplane receiving the replacement bogie beam. The following table lists the airplane approved takeoff weights with the appropriate bogie beam assembly part numbers. \n\n\n\nT.O. Weight\n(1000 lbs.)\nBogie Beam \nAssembly P/N\n\n\n276\n5760590\n\n5773031\n300\n5760602\n\n5773032\n315\n5719123\n\n5773033\n325\n5777346\n\n5778946\n\n\t\t(2)\tA bogie beam assembly inspected and reworked in accordance with this AD that has not exceeded the landing life limits of this AD. \n\n\t\t(3)\tA bogie beam assembly approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(g)\tFor the purpose of complying with PartII of this AD: \n\n\t\t(1)\tOperators who have not kept records of the number of landings accumulated by individual Bogie Beam Assemblies shall, in lieu thereof, substitute the total number of landings of the airplanes on which the Bogie Beam Assembly has been installed. \n\n\t\t(2)\tSubject to acceptance by the assigned FAA Maintenance Inspector, the operator may determine the number of landings by dividing each airplane's hours time in service by the operator's fleet average time from take-off to landing for the airplane type. \n\nThis amendment becomes effective February 1, 1969.
75-14-06: 75-14-06 MCDONNELL DOUGLAS: Amendment 39-2250. Applies to all DC-9-10, -20, -30, -40 Series, and Military C-9A, C-9B, and VC-9C Series airplanes, manufacturer's fuselage numbers 1 through 765. Fuselage numbers subsequent to 765 are exempt, provided the thrust reverser driver links and rigging have not been altered subsequent to delivery by the manufacturer. \n\n\tCompliance required as indicated. \n\n\tTo prevent unwanted deployment of the engine reverser doors, accomplish the following inspections, checks, repairs and replacements on aircraft whose thrust reversers have in excess of 8000 reverser cycles, on or after the effective date of this AD. \n\n\tNOTE: Thrust reversers whose cycles cannot be determined must be considered to have in excess of 8000 cycles. \n\n\t(a)\tWithin 72 hours after the effective date of this AD, inspect or check the upper and lower thrust reverser door fairings on each day on which the airplane is operated, to verify the alignment of the door fairing.(1)\tIf the upper door extends more than one-quarter inch higher than the fixed fairing, deploy the reverser and visually inspect the driver links for separation. Replace failed upper driver links prior to further flight. \n\n\t\t(2)\tIf a driver link is broken on the lower door, it will gap similar to the upper door while hanging on the lock latch and a reverse unlock indication will be present in the cockpit. Inspect the lower door driver link for separation. If the link is failed, replace failed lower link, or deactivate the reverser door per DC-9 Maintenance Manual, Chapter 78, prior to further flight. \n\n\tNOTE: McDonnell Douglas Telegram DC-9-COM-10-JER, dated April 26, 1975, covers this subject. \n\n\t(b)\tWithin 1600 additional hours of flight operation or six months after the effective date of this airworthiness directive, whichever occurs first, inspect by dye penetrant all thrust reverser driver links, P/N 5958782-1 and/or 5958782-501, in accordance with the procedures described in McDonnell Douglas Service Bulletin 78-36, Revision 1, dated June 19, 1975, or later FAA-approved revisions. All links found acceptable for proper flange thickness (undercutting) and exhibiting no evidence of corrosion or cracks as described in paragraph 2C of S.B. 78-36, Revision 1, must be checked for proper rigging in accordance with procedures outlined in paragraphs 2D through paragraph 2J of S.B. 78-36, Revision 1, prior to returning the aircraft to service. \n\n\t(c)\tLinks may be returned to service, if within the limits specified herein, provided that, at intervals not to exceed 800 cycles in service thereafter from the last inspection, a dye penetrant inspection is performed per the procedures of paragraph (b), above. Serviceable links shall include: \n\n\t\t(1)\tFlange thickness of .085 - .095 inches, with or without evidence of corrosion, pits or cracks as determined by paragraph 2C(3) and 2C(4) of McDonnell Douglas Service Bulletin, Revision 1, dated June 19, 1975, or laterapproved revisions. \n\n\t\t(2)\tFlange thickness of .090 inches or more with properly blended out cracks and with or without corrosion pits as described per paragraph 2C(4) and 2C(5) of the above referenced Service Bulletin. \n\n\t\t(3)\tFlange thickness of .095 or more with corrosion pits as described in paragraph 2C(4) of the above referenced Service Bulletin. \n\n\t\t(4)\tLinks checked for crown height and found to be over .243 inches deflection per paragraph 2F(1) of the above referenced Service Bulletin. \n\n\tLinks determined to be unserviceable by paragraph 2C(2) must be scrapped. \n\n\tNOTE: Reverser links determined to be in categories (1) through (4), above, must be permanently identified as described in McDonnell Douglas Service Bulletin 78-36, Revision 1, or later FAA-approved revisions to preclude reinstallation as a normal replacement. \n\n\t(d)\tFurther action under this AD may be discontinued as to that airplane when the following conditions are met. \n\n\t\t(1)\tAll links have beeninspected and no evidence of cracks, corrosion pits or undercutting exists and crown height is found to be in limits when properly rigged. \n\n\t\t(2)\tLinks have been replaced, if necessary, and rigged in accordance with the procedures outlined in the McDonnell Douglas Service Bulletin 78-36, Revision 1, or later FAA-approved revisions. \n\n\t(e)\tEquivalent inspections and installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiating data. \n\n\tThis supersedes the telegraphic AD adopted June 4, 1975. \n\n\tThis amendment becomes effective July 7, 1975.
97-07-10: This amendment adopts a new airworthiness directive (AD) that applies to de Havilland DHC-6 series airplanes that do not have a certain wing strut modification (Modification 6/1581) incorporated. This action requires inspecting the wing struts for cracks or damage (chafing, etc.), replacing wing struts that are found damaged beyond certain limits or are found cracked, and incorporating Modification No. 6/1581 to prevent future chafing damage. This AD results from several reports of wing strut damage caused by the upper fairing rubbing against the wing strut. The actions specified by this AD are intended to prevent failure of the wing struts, which could result in loss of control of the airplane.
74-08-07: 74-08-07 MCDONNELL DOUGLAS: Amendment 39-1812 as amended by Amendment 39-1928, 39-2115, 39-2230, and 39-2798 is further amended by Amendment 39-2819. Applies to all Douglas Aircraft Company DC-10-10, 10F, -30, -30F and -40 airplanes certificated in all categories. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\t(a)\tWithin 10 hours additional time in service after the effective date of this airworthiness directive, on all DC-10-10/-30/-40 series airplanes incorporating the automatic landing system installed per DC-10 Service Bulletin 22-48 or 22-56, or production equivalent, incorporate the following placard on the cockpit directional guidance control panel: \n\n\t"Do not use autoland." \n\n\t(b)\tWithin 300 hours additional time in service after the effective date of this airworthiness directive accomplish (1) and (2). \n\n\t\t(1)\tIncorporate revisions in the FAA-approved Airplane Flight Manual Flight Guidance Appendices IV, IVA and etc., as applicable, Documents MDC-J1010, MDC-J1030, MDC-J5830 and MDC-J1040, as follows: \n\n\t\t\t(a)\tAdd the following heading in Section I, Limitations, to read: \n\n\t\t\t\t"Automatic Landing System \n\n\t\t\t\tDo not use automatic landing system except for crew training and test flights. Do not use automatic landing system unless reported weather conditions are equal to or better than Category I minimums." \n\n\t\t\t(b)\tRevise the existing heading "Category I and II Automatic Landing," in Section I, Limitations, to read: \n\n\t\t\t\t"Category I Automatic Landing" \n\n\t\t\t(c)\tDelete the existing Category IIIA Automatic Landing system limitations from Section I. (All limitations under the following heading, including the heading, are to be deleted from applicable airplane flight manual appendices.) \n\n\t\t\t\t"Category IIIA Automatic Landing" \n\n\t\t\t(d)\tThe following heading in Section I, Limitations, may be added in lieu of the requirements of paragraph (b)(1)(a) above: \n\n\t\t\t\tAutomatic Landing System \n\n\t\t\t\tDo not use automatic landing system ("LAND" Mode) to touchdown except during crew training and test flights with the reported weather conditions equal to or better than Category I minimums. \n\n\t\t\t\tThe automatic landing system ("LAND" Mode) may be used as an approach coupler for all operations, provided the autopilot is disconnected prior to reaching 100 feet height above touchdown or the published Category II decision height, whichever is higher. \n\n\t\t(2)\tRemove the placard installed per (a), above, and install the following placard: \n\n\t\t\t"Do not use Autoland. See AFM Limitations." \n\n\t(c)\tOperators may elect, at any time, to deactivate the automatic landing system using a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. In addition, when the automatic landing system is deactivated, the "LAND" pushbutton must be placarded "INOP." If this procedure is accomplished, the placards installed per (a) and (b), above, may be removed. \n\n\t(d)\tAn operator may use the DC-10-10, -10F, -30 or -30F automatic landing system for revenue service down to and including Category II meteorological conditions when all of the following are accomplished. \n\n\t\t(1)\tAll DC-10-10 and DC-10-30 airplanes in an individual operator's fleet have been modified per Douglas DC-10 Service Bulletin 22-78, dated February 7, 1975, or later FAA-approved revision. \n\n\t\t(2)\tDouglas DC-10 Service Bulletin 22-80, dated February 7, 1975, or later FAA-approved revision is accomplished. \n\n\t\t(3)\tThe applicable Flight Guidance Appendix to the Airplane Flight Manual must incorporate the applicable revision, as listed below, approved on February 20, 1975 or later FAA-approved revision. \n\n\t\t\tReport No. MDC-J1010 Revision No. 62 \n\n\t\t\tReport No. MDC-J1030 Revision No. 41 \n\n\t\t\tReport No. MDC-J5830 Revision No. 18 \n\n\t\t(4)\tApproval to conduct automatic landings is obtained from the Principal Operations Inspector assigned to the individual operator. \n\n\t\t(5)\tRemove the placard installed by paragraph (b)(2), above, when paragraphs d(1), (2), (3) and (4) are accomplished. \n\n\t(e)\tIf the requirements of paragraph (d) above are met, the following limitations apply to use of the DC-10-10 and DC-10-30 automatic landing systems: \n\n\t\t\tAutomatic Landing System \n\n\t\t\tDo not use Automatic Landing mode until DC-10 Service Bulletin 22-41 and 22-48 and flight functional in accordance with MDC Report Number J6204 or production equivalents are accomplished (DC-10-10 airplanes only). \n\n\t\t\tDo not exceed 235 knots with Single Land or Dual Land modes of the autopilot engaged. \n\n\t\t\tCategory III Automatic Landing \n\n\t\t\tIn addition to the Automatic Landing System Limitations listed above, the following limitation applies: \n\n\t\t\tDo not use Automatic Landing System for Category III operation. \n\n\t(f)\tAn operator may use the DC-10-40 automatic landing system for revenue service down to and including Category II meteorological conditions when all of the following are accomplished.(1)\tAll DC-10-40 airplanes in an individual operator's fleet have been modified per Douglas DC-10 Service Bulletin 22-78 dated March 14, 1975, or late FAA-approved revision. \n\n\t\t(2)\tDouglas DC-10 Service Bulletin 22-80 dated May 13, 1975, or later FAA-approved revision is accomplished. \n\n\t\t(3)\tThe Flight Guidance Appendix to the Airplane Flight Manual, Report No. MDC-J1040, must incorporate Revision No. 22 approved on May 22, 1975, or later FAA-approved revision. \n\n\t\t(4)\tApproval to conduct automatic landings is obtained from the FAA Principal Operations Inspector assigned to the individual operator. \n\n\t\t(5)\tRemove the placard installed by paragraph (b)(2), above, when paragraphs f(1), (2), (3) and (4) are accomplished. \n\n\t(g)\tIf the requirements of paragraph (f) above are met, the following limitations apply to use of the DC-10-40 automatic landing system: \n\n\t\tAutomatic Landing System \n\n\t\tDo not use Automatic Landing mode until DC-10 Service Bulletin 22-56 or production equivalent is accomplished. \n\n\t\tDo not exceed 235 knots with Single Land or Dual Land modes of the autopilot engaged. \n\n\t\tCategory III Automatic Landing \n\n\t\tIn addition to the Automatic Landing System Limitations listed above, the following limitation applies: \n\n\t\tDo not use Automatic Landing System for Category III operation. \n\n\t(h)\tAn operator may use the DC-10-10, -10F, -30, -30F, or -40 Automatic Landing System to Category III meteorological conditions for revenue service, as provided in the applicable FAA approved Airplane Flight Manuals when all of the following are accomplished: \n\n\t\t(1)\tParagraph (d) or (f), as applicable, is accomplished. \n\n\t\t(2)\tInstallation of a redundant VOR/localizer antenna and modification of the existing VOR/localizer antenna on all airplanes in an operator's fleet to provide a redundant antenna. Modify per McDonnell Douglas Service Bulletin 34-78, dated December 6, 1976 or later FAA-approved revisions or production equivalent.(3)\tModification of all yaw computer Part Numbers 3757082-7 or 3757091-9, as applicable, in an operator's fleet to provide additional electrical protection of relay terminals, in accordance with McDonnell Douglas Service Bulletin 22-93, dated December 17, 1976 or later FAA-approved revisions or production equivalent. \n\n\t\t(4)\tIncorporation of the applicable pages of the Flight Guidance Appendix to the Airplane Flight Manual, as listed below, approved on December 27, 1976 or later FAA-approved revisions to provide for removal of the Category III limitations. \n\n\t\t\tReport No. MDC-J 1010 Revision No 74 \n\n\t\t\tReport No. MDC-J 1030 Revision No. 54 \n\n\t\t\tReport No. MDC-J 5830 Revision No. 28 \n\n\t\t\tReport No. MDC-J 1040 Revision No. 27 \n\n\t\t\tReport No. MDC-J 2140 Revision No. 06 \n\n\t\t(5)\tApproval to conduct automatic landings is obtained from the FAA Principal Operations Inspector assigned to the individual operator. \n\n\t(i)\tNotwithstanding the requirements of paragraph (e) or (g),after accomplishment of paragraph (h), the Automatic Landing System may be operated in accordance with the limitations defined in the appropriate FAA approved airplane flight manual as provided in paragraph (h)(4). \n\n\tAmendment 39-1812 became effective April 11, 1974. \n\n\tAmendment 39-1928 became effective August 26, 1974. \n\n\tAmendment 39-2115 became effective March 7, 1975. \n\n\tAmendment 39-2230 became effective June 9, 1975. \n\n\tAmendment 39-2798 became effective January 10, 1977. \n\n\tThis Amendment 39-2819 becomes effective February 1, 1977.