Results
2016-18-04: We are superseding Airworthiness Directive (AD) 2013-24-12 for all The Boeing Company Model 747-8 and 747-8F airplanes. AD 2013-24-12 required repetitive ultrasonic or dye penetrant inspections for cracking of the barrel nuts and bolts on each forward engine mount, and related investigative and corrective actions if necessary. This new AD retains the requirements of AD 2013-24-12 and also requires installing new barrel nuts at the forward engine mounts; or identifying the part number of the barrel nuts, inspecting affected barrel nuts for gaps of the strut bulkhead and forward engine mount, and doing related investigative and corrective actions if necessary. This new AD also removes airplanes from the applicability. This new AD also requires revising the maintenance or inspection program, as applicable, to include a new structurally significant item. This AD was prompted by our determination that it is necessary to mandate the installation of new barrel nuts or new inspectionsto adequately address the unsafe condition. We are issuing this AD to detect and correct cracked barrel nuts on a forward engine mount, which could result in reduced load capacity of the forward engine mount, separation of an engine under power from the airplane, and consequent loss of control of the airplane.
2001-11-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737, 747, and 777 series airplanes, that requires replacement of the seat track fittings on all passenger seats with new, improved fittings. The actions specified by this AD are intended to prevent unrestrained movement of the passenger seats during high forward deceleration of the airplane, which could result in injury to the passengers or crew members during an emergency landing.
83-23-02 R1: 83-23-02 R1 SIAI-MARCHETTI: Amendment 39-4850. Applies to all Model S.205-18/F, S.205-20/F, S.205-18/R, S.205-20/R, S.205-22/R, S.208 and S.208-A (all serial numbers) series airplanes certificated in any category. Compliance: Required as indicated, unless previously accomplished within the last 50 hours time-in-service. To preclude the malfunction of the flap system, accomplish the following: (a) Before further flight and thereafter at intervals not to exceed 50 hours time-in- service from the last inspection, remove inspection panel Part Number (P/N) 205-3-022-17 and visually inspect, using a light and mirror, the rear side of each wing rear spar around the attachment holes of the flap hinges attach brackets, P/N 205-3-010-01, P/N 205-3-010-02, P/N 205-3-010-03 and P/N 205-3-010-04, in accordance with the INSTRUCTIONS FOR INSPECTION described in SIAI-Marchetti Service Bulletin 205B57, R.A.I. approved December 6, 1983. (1) If no cracks are found or if the cracks do not exceed any of the criteria listed below, reinspect per paragraph (a) every 50 hours time-in-service. (i) Four (4) cracked holes on any one wing rear spar, or (ii) a single crack extending more than 15 mm. (19/32 in.) from the center of a flap hinge attachment hole, or (iii) two (2) cracked holes at a single flap hinge attachment location. (2) If cracks are found that exceed the limits stated in paragraph (a) (1) of this AD, and if no one single crack extends more than 20 mm. (25/32 in.) from the center of a flap hinge attachment hole, prior to further flight modify the rear spar on both wings in accordance with the INSTRUCTIONS FOR MODIFICATION described in SIAI-Marchetti Service Bulletin 205B57, R.A.I. approved December 6, 1983. (3) If any one single crack extends more than 20 mm. (25/32 in.) from the center of a flap hinge attachment hole, prior to further flight contact the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium, for appropriate corrective action to be accomplished before the airplane is returned to service. (b) The interval between repetitive inspections required by paragraph (a) of this AD may be increased to 100 hours time-in-service upon incorporation of the modification described in SIAI-Marchetti Service Bulletin 205B57. (c) The intervals between the repetitive inspections, required by this AD, may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where the inspection, as specified by this AD, may be accomplished. (e) An equivalent means of compliance with this AD may be used, if approved by the Manager, Aircraft Certification Staff, AEU-100, FAA, c/o American Embassy, Brussels, Belgium. This amendment becomes effective on April 30, 1984, to all persons except those to whom it has already been made effective by priority letter from the FAA dated November 10, 1983.
78-18-03: 78-18-03 HILLER AVIATION: Amendment 39-3291. Applies to Model UH-12D and UH-12E helicopters which have been converted to turbine power in accordance with Soloy Conversions, Limited, STC Nos. SH177WE and SH178WE respectively, certificated in all categories. Compliance required as indicated unless already accomplished. To reduce the possibility of drive shaft failure due to internal corrosion and subsequent helicopter structural and control system damage, accomplish the following: A. Within the next 600 hours time in service, or 6 months calendar time, whichever occurs first after the effective date of this AD, perform the inspection and modifications and/or replacements, as appropriate, of the Soloy P/N 560-2408 shaft in accordance with Soloy Conversions, Limited Service Bulletin 05-560 dated May 19, 1978, or later FAA approved revisions. B. Equivalent methods of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. The 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). All persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Soloy Conversions, Ltd., Post Office Box 60, Chehalis, Washington 98532. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. This amendment becomes effective October 6, 1978.
2016-18-05: We are adopting a new airworthiness directive (AD) for PILATUS AIRCRAFT LTD. Models PC-12, PC-12/45, PC-12/47, and PC-12/47E airplanes installed with an affected engine mounting frame assembly. 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 longitudinal material separation on the internal surface of the engine mounting frame assembly tubes. We are issuing this AD to detect and correct this condition, which could lead to partial or complete failure of the structural joint and possibly result in in-flight detachment of the engine with consequent loss of control.
2016-17-16: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by in-service reports of passenger door tensator spring failures, and qualification testing indicating that non-conforming tensator springs could be susceptible to failure prior to reaching their safe-life limit. This AD requires revising the maintenance or inspection program to incorporate certain temporary revisions, and replacing the passenger door tensator springs with new springs. We are issuing this AD to prevent tensator spring failure, resulting in the inability to open the main passenger door, which could impede evacuation in the event of an emergency.
2001-11-06: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-100 series airplanes, that currently requires repetitive inspections to detect cracking of the outer chord of the body station (BS) 1480 upper and lower bulkhead and longeron splice fitting; repair, if necessary; and modification of the skin splice plate, the outer chord splice fitting, and the stringer interface of the lower bulkhead, if necessary. This amendment revises the applicability of the existing AD to add additional airplanes, requires accomplishment of previously optional inspections and clarifies those inspections, extends certain compliance times, and requires additional work in certain areas. This amendment is prompted by reports that fatigue cracking has been found in the outer chord of the BS 1480 bulkhead at the overwing longeron splice on airplanes not subject to the existing AD. The actions specified by this AD are intended to detect and correct fatiguecracking of the skin, splice fittings, bulkhead web, and outer chord of the BS 1480 upper and lower bulkhead and longeron splice fitting, which could result in reduced structural integrity of the fuselage and the inability to carry limit load.
91-21-08: 91-21-08 BRITISH AEROSPACE: Amendment 39-8055. Docket No. 91-NM-50-AD. Supersedes AD 90-08-18. Applicability: Model BAC 1-11 200 and 400 series airplanes on which Modification PM1573 has been incorporated, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the tailplane, accomplish the following: A. Perform the following specified initial inspections to detect corrosion and cracks in the tailplane lower skin panel and stringers: 1. Perform an external visual inspection, in accordance with British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 2, dated September 5, 1990, prior to the latest of the following compliance times: a. Within 90 days after the effective date of this AD; or b. Within one year after the most recent external visual inspection to detect corrosion and cracks in the tailplane lower skin panel and stringer that was accomplished in accordance with AD 90-08-18, Amendment 39-6578 (British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 1, dated July 24, 1981); or c. Within ten years of the date of manufacture of the airplane. 2. Perform a detailed internal visual inspection, in accordance with British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 2, dated September 5, 1990, prior to the latest of the following compliance times: a. Within 270 days after the effective date of this AD; or b. Within 3 years after the most recent internal visual inspection to detect corrosion and cracks in the tailplane lower skin panel and stringer that was accomplished in accordance with AD 90-08-18, Amendment 39-6578 (British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 1, dated July 24, 1981); or c. Within ten years of the date of manufacture of the airplane. B. Repeat the inspections required by paragraph A. of this AD, at the following intervals:1. External visual inspections must be repeated at intervals not to exceed one year. 2. Internal visual inspections must be repeated at intervals not to exceed three years. NOTE: These inspections can be combined, as long as the repetitive interval indicated for each type is not exceeded. C. If corrosion is found as a result of the visual inspection required by paragraph A. or B. of this AD, prior to further flight, accomplish the following, in accordance with the Accomplishment Instructions in British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 2, dated September 5, 1990. 1. If corrosion found is within the limits specified in the Structural Repair Manual, Chapter 55-01-0, Table 1, repair the affected area and restore the protective treatment, in accordance with paragraph 2.2.1 of the service bulletin. 2. If corrosion found is outside the limits specified in the Structural Repair Manual, Chapter 55-01-0, Table 1, but has not completelypenetrated the skin, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. 3. If corrosion found is outside the limits specified in the Structural Repair Manual, Chapter 55-01-0, Table 1, and one or more areas have completely penetrated the skin, perform an internal visual inspection of the tailplane bottom skin and stringers to establish the extent and depth of corrosion, and repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. D. If cracks are found, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. E. An 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. F. 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. G. The inspection and repair requirements shall be done in accordance with British Aerospace Alert Service Bulletin 55-A-PM5827, Issue 2, dated September 5, 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, D.C. 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C.Airworthiness Directive 91-21-08 supersedes AD 90-08-18, Amendment 39-6578. This amendment (39-8055, AD 91-21-08) becomes effective on November 19, 1991.
2016-17-13: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes. This AD was prompted by two in-service incidents of a loss of all air data information in the flight deck. This AD requires a revision of the airplane flight manual (AFM) emergency procedures section to provide procedures to guide the crew on how to stabilize the airplane airspeed and attitude for continued safe flight when a loss of all air data information has occurred in the flight deck. We are issuing this AD to prevent loss of control when a loss of all air data information has occurred in the flight deck.
2010-23-10: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires repetitive high frequency eddy current inspections to detect cracking in the vertical radius (also known as the "vertical leg'') of the upper cap of the center wing rear spar, and repair if necessary. This new AD expands the area to be inspected by including inspections to detect cracking of the horizontal flange of the upper cap of the left and right center wing rear spar, and repair if necessary. This new AD also adds certain airplanes to the applicability. This AD was prompted by reports of cracking in the vertical radius of the upper cap of the center wing rear spar, and the horizontal flange on the inboard side of the of the rear spar upper cap, which resulted from stress corrosion. We are issuing this AD to detect and correct cracking in the vertical leg or the horizontal flange of the upper cap of the left or right center wing rear spar, which could cause a possible fuel leak, damage to the wing skin, and structural failure of the upper cap, and result in reduced structural integrity of the airplane.
2010-23-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive testing for correct functioning of the engine indication and crew alerting system (EICAS) to ensure that it receives both the LOW FUEL and FUEL CONFIG discrete signals from the fuel quantity processor unit, and alerts the flightcrew of a low fuel situation, and if the test fails, troubleshooting to find wire faults and damaged equipment, and corrective actions if necessary. This AD was prompted by a report that the EICAS failed to alert the flightcrew of an improper fuel system configuration during flight. Later in that flight, the EICAS failed to alert the flightcrew that the fuel in the left- and right-hand main tanks was depleted below the minimum of 2,200 pounds. We are issuing this AD to detect and correct a single latent failure of the FUEL CONFIG discrete signal, which disables both the FUEL CONFIG and LOW FUEL messages. Such failure, combined with a flightcrewerror in configuring the fuel system, could lead to depletion of the fuel in the main tanks and possible flame out of both engines. A dual engine flame out could result in inaccessibility of the remaining fuel in the center tank due to loss of electrical power to the pumps, consequent unrecoverable dual engine shutdown, and forced landing of the airplane.
47-07-02: 47-07-02 FAIRCHILD: (Was Service Note 3 of AD-724-2.) Applies to M-62 Series Aircraft. At each periodic inspection, determine if any looseness exists in elevator hinge attachments to rear spar of stabilizer. All loose hinges should be tightened. This will necessitate cutting oval shaped openings in the lower surface of the stabilizer just forward of the rear spar. After nuts are drawn up and safetied the openings should be covered with fabric patches. (Fairchild Service Bulletin 44-2-C dated January 14, 1944, covers this same subject.)
2016-17-10: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 777 airplanes. This AD was prompted by a report of an incident involving a landing in which the pilots needed to input corrections due to airplane yaw and roll to the right; the main landing gear (MLG) aft trunnion pin was later found to be fractured. This AD requires identification and replacement of certain MLG aft trunnion pins. We are issuing this AD to prevent a fractured MLG aft trunnion pin, which could result in collapse of the MLG and consequent loss of control of the airplane during landing.
2016-17-07: We are adopting a new airworthiness directive (AD) for PILATUS Aircraft Ltd. Model PC-7 airplanes. 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 stress corrosion cracking on the main frame on frame 11 left and right fittings. We are issuing this AD to require actions to address the unsafe condition on these products.
2001-11-10: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Bombardier Model DHC-8-400 series airplanes. This action requires revising the Normal and Abnormal Sections of the FAA-approved Airplane Flight Manual to include procedures that enable the flightcrew to determine if the main landing gear (MLG) is extended before landing and to take appropriate actions, if necessary. The actions specified in this AD are intended to ensure that the flightcrew is advised of a potential gear-up landing due to misleading indications of the MLG extension, and has the procedures necessary to address that potential condition. This action is intended to address the identified unsafe condition.
77-07-02: 77-07-02 AVIONS MARCEL DASSAULT (AMD): Amendment 39-2857. Applies to all Fan Jet Falcon airplanes, all series, certificated in all categories, not incorporating AMD Modification No. 2092. Compliance is required within the next 300 hours time in service after the effective date of this AD, unless already accomplished. To prevent possible horizontal stabilizer trim runaway, remove the positive voltage wire from the normally-closed contacts of the pilot's and copilot's horizontal stabilizer trim control switches in accordance with paragraphs 2B through 2F of the section entitled "Accomplishment Instructions" of AMD Service Bulletin No. 568, Revision 1 dated October 25, 1976, or an FAA- approved equivalent. This amendment becomes effective April 7, 1977.
2000-25-02 R1: This amendment clarifies information contained in Airworthiness Directive (AD) 2000-25-02, which concerns certain American Champion Aircraft Corporation (ACAC) 7, 8, and 11 series airplanes. This AD currently requires inspecting the front and rear wood spars for damage, including installing any as-needed inspection holes; and repairing or replacing any damaged wood spar. We incorrectly referenced the initial inspection compliance time of this AD as "whichever occurs later." The notice of proposed rulemaking (NPRM) contained the correct reference of "whichever occurs first." This action revises the AD to reflect the correct reference in the compliance time. The actions specified by this AD are intended to detect and repair or replace damaged wood wing spars. Continued operation with such damage could progress to in-flight structural failure of the wing with consequent loss of control of the airplane. The Director of the Federal Register previously approved the incorporation by reference of American Champion Aircraft Corporation (ACAC), Service Letter 406, Revision A, dated May 6, 1998, as of January 19, 2001 (65 FR 78905, December 18, 2000).
2016-17-05: We are superseding Airworthiness Directive (AD) 2009-13-04 for RUAG Aerospace Services GmbH Models 228-100, 228-101, 228-200, 228-201, 228-202, and 228-212 airplanes. 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 excessive wear on the guide pin of the power lever or condition lever, which could cause functional loss of the flight idle stop. We are issuing this AD to require actions to address the unsafe condition on these products.
2001-11-03: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Beech Models F33A, A36, B36TC, 58/58A, C90A, B200, and 1900D airplanes equipped with a KA-33 cooling blower. This AD requires you to incorporate certain electrical parts to protect cooling blowers. This AD is the result of several reports of circuit breakers failing to protect cooling blowers on the affected airplanes. The actions specified by this AD are intended to protect the blower motor circuit and reduce the possibility of emission of smoke or a burning odor into the cockpit or passenger compartment as a result of a failed or seized blower motor.
47-10-03: 47-10-03 LOCKHEED: (Was Mandatory Note 2 of AD-763-3.) Applies Only to Model 49 Serial Numbers 2021 to 2079, Inclusive. Compliance required prior to March 1, 1947. (Note: AD 47-10-02 must be complied with prior to or in conjunction with this Note.) Install non-trip-free circuit breakers in the rudder and elevator auxiliary boost motor circuits, in place of switches and relays, and revise the wiring of the circuits as necessary. (LAC Service Bulletin 049/SB-22 covers this same subject.)
90-06-13: 90-06-13 HONEYWELL INC., SPERRY COMMERCIAL FLIGHT SYSTEMS DIVISION: Amendment 39-6538. Docket No. 90-NM-28-AD. Applicability: Honeywell Model VG-14A vertical gyro, part number 7000622-901, with serial numbers listed in Honeywell Alert Service Bulletin 21-1989-191, Revision 1, dated November 20, 1989. Compliance: Required as indicated, unless previously accomplished. NOTE: These components are known to be installed in, but not limited to, Cessna Models 550/551, S550, 560, 650; Beech Models KA300, KA-1900, KA-200; Casa Model C-212-300; Grumman Model TC-4C; British Aerospace Model Jetstream 31; and de Havilland Models DHC-8-100 and -300 series airplanes. To prevent erroneous attitude display and erratic function of the autopilot, accomplish the following: A. Within 60 days after the effective date of this AD, inspect the Model VG-14A vertical gyros to determine the serial number. 1. If the vertical gyros have serial numbers listed in Table 1 of Honeywell Alert Service Bulletin 21-1989-191, Revision 1, dated November 20, 1989, and have the letter "D" marked out on the modification status plate, no further action is required, and the airplane may be returned to service. 2. If the vertical gyros have serial numbers listed in Table 1 of Honeywell Alert Service Bulletin 21-1989-191, Revision 1, dated November 20, 1989, and do not have the letter "D" marked out on the modification status plate, prior to further flight, remove the gyro, replace the liquid levels, test, and verify operation, in accordance with the procedures specified in paragraph 2., Accomplishment Instructions, of the service bulletin. B. 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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector(PMI), who will either concur or comment, and then send it to the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. C. 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 Honeywell Inc., Business/Commuter Aviation Operation, Sperry Commercial Flight Systems Division, P.O. Box 29000, Phoenix, Arizona 85038; Attn: Product Support. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, 3229 East Spring Street, Long Beach, California 90806-2425. This AD supersedes AD 90-03-02, Amendment 39-6478. This amendment (39-6538, AD 90-06-13) becomes effective on March 30, 1990.
2001-11-05: This amendment adopts a new airworthiness directive (AD) that is applicable to CFMI CFM56-2, -2B, -3, -5B, -5C and -7B series turbofan engines. This action requires limiting engines with certain No. 4 bearings to one on each airplane, replacement of certain No. 4 bearings, and increased frequency of inspections for magnetic particles until the suspect bearing is replaced. This action is prompted by reports of two bearing failures in the fleet since December 2000. The actions specified in this AD are intended to prevent bearing failures, which could cause an engine failure.
50-48-01: 50-48-01 MARTIN: Applies to All Models 202 and 202A Aircraft Except Serial Numbers 14081 and 14082. Compliance required not later than February 1, 1951. To reduce the possibility of nose gear centering cam failures which result in the inability to extend the nose landing gear, cut off the locking ears of the upper centering cam (P/N 202SD81541) and fair in this cut area to the cam contour. (Martin 202/202A Service Bulletin No. 115 covers this same subject.)
65-15-04: 65-15-04 LOCKHEED: Amdt. 39-100 Part 39 Federal Register June 30, 1965. Applies to Models 188A and 188C Aircraft. Compliance required as indicated. As a result of cracks occurring at the lower No. 4 wing plank drain hole adjacent to Wing Station 159.6, accomplish the following: (a) For those aircraft with 5,000 or more hours' time in service as of the effective date of this AD, comply with (c) within the next 150 hours' time in service unless accomplished within 850 hours' time in service prior to the effective date of this AD, and thereafter at intervals not to exceed 1,000 hours' time in service from the last inspection. (b) For those aircraft with less than 5,000 hours' time in service as of the effective date of this AD, comply with (c) prior to the accumulation of 5,150 hours' time in service unless accomplished during the 1,000 hours' time in service from 4,150 hours' to 5,150 hours', and thereafter at intervals not to exceed 1,000 hours' time in service from the last inspection. (c) Visually or by use of other FAA-approved methods, inspect the areas surrounding both left and right lower No. 4 wing plank drain holes located adjacent to Wing Station 159.6 for cracks radiating from the holes. Do not remove the 1/4-inch diameter rivets which plug and seal the holes on wet bay aircraft. (d) If a crack is found during the inspection required by (c), the following apply: (1) Except as provided for by (3), if the crack length does not exceed 0.60 inch measured from the center of the drain hole, before further flight make a permanent repair in accordance with section 2.B of Lockheed Service Bulletin 88/SB-587A as revised by Lockheed Service Bulletin 88/SB-587B, or an equivalent repair approved by the Chief, Aircraft Engineering Division, FAA Western Region. The aircraft may be ferried in accordance with the provisions of FAR 21.197 to the base at which the repairs are to be accomplished; and (2) If the crack exceeds 0.60 inch measured from the center of the drain hole, before further flight make a permanent repair approved by the Chief, Aircraft Engineering Division, FAA Western Region. The aircraft may be ferried in accordance with the provisions of FAR 21.197 to the base at which the repairs are to be accomplished. (3) If the crack length does not exceed 0.32 inch, measured from the center of the drain hole, permanent repair of the drain hole area in accordance with (d)(1) may be deferred for a period not to exceed 900 hours' time in service after inspection if the following is complied with: (i) Before further flight, enlarge the drain hole to 0.75-inch diameter and deburr the edges. (ii) Inspect the area surrounding the enlarged hole for cracks, by dye penetrant method or an FAA-approved equivalent, within 60 hours' time in service after compliance with (i), and thereafter at intervals not to exceed 60 hours' time in service from the last inspection for the first 450 hours' time in service and for the remaining allotted hours' time in service inspect the area surrounding the enlarged hole for cracks, by dye penetrant method or an FAA-approved equivalent, at intervals not to exceed 30 hours' time in service. (iii) If a crack is found during the inspection required by (ii), install the permanent repair required by (d)(1) or (2), as applicable, before further flight. The airplane may be ferried in accordance with the provisions of FAR 21.197 to the base at which the repairs are to be accomplished. (e) The periodic reinspection may be discontinued for aircraft on which the drain hole cracks are repaired in accordance with (d) and for aircraft with uncracked drain hole areas on which the repair of section 2.B. of Lockheed Service Bulletin 88/SB-587A as revised by Lockheed Service Bulletin 88/SB-587B. or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region, is incorporated as a reinforcement. (f) Upon 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 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 such operator. (Lockheed Service Bulletins 88/SB-587A dated April 10, 1964, and 88/SB-587B dated August 20, 1964, cover this same subject). This directive effective July 30, 1965. Revised December 9, 1965.
90-17-13: 90-17-13 FOKKER: Amendment 39-6697. Docket No. 90-NM-65-AD. Applicability: Model F-27 series airplanes, Serial Numbers 10102 and 10105 through 10624, inclusive, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural integrity of the wing, accomplish the following: A. Within 180 days after the effective date of this AD, perform a high frequency eddy current (HFEC) inspection of the fork-end fittings of the wing upper skin stringers at the outboard side of the Wing Station 4155 joint, in accordance with Fokker Service Bulletin F27/57-64, Revision 1, dated March 28, 1990. B. If cracks are found in the lower part of the fillet radius, prior to further flight, blend until there is no crack indication, but do not exceed a maximum depth of 2.5 mm, in accordance with Fokker Service Bulletin F27/57-64, Revision 1, dated March 28, 1990. If the crack is still present after maximum blending, theaffected coupling rods must be replaced prior to further flight. C. If cracks are found in the upper part of the fillet radius, replace the affected coupling rods, prior to further flight, in accordance with Fokker Service Bulletin F27/57-64, Revision 1, dated March 28, 1990. 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 Fokker Aircraft USA, Inc., 1199 N. Fairfax Street, Alexandria, Virginia 22314. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington. This amendment (39-6697, AD 90-17-13) becomes effective on September 17, 1990.