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2019-16-16: The FAA is superseding Airworthiness Directive (AD) 2018-18-12 for Airbus Helicopters (Airbus) Model AS350B, AS350B1, AS350B2, AS350B3, and AS350BA helicopters with a certain part-numbered Pall Aerospace Corporation Inlet Barrier Filter (IBF) element installed. AD 2018-18-12 required revising the Rotorcraft Flight Manual Supplement (RFMS) for your helicopter to prohibit operating a helicopter with an IBF element in wet weather and drying or replacing the IBF element if wet. This AD retains the requirements of AD 2018-18-12 but no longer allows reinstallation of a filter after it has been removed. This AD also expands the applicability, provides an optional terminating action for the RFMS revision for your helicopter, and prohibits installing the affected IBFs on any helicopter. This AD was prompted by further review of the unsafe condition and the determination that additional part- numbered IBF elements are affected by the unsafe condition. The actions of this AD are intendedto address an unsafe condition on these products.
89-17-03: 89-17-03 CALIFORNIA DEPARTMENT OF FORESTRY; GARLICK HELICOPTERS; HAWKINS AND POWERS AVIATION, INC; HERCULES; INTERNATIONAL HELICOPTERS, INC; OREGON HELICOPTERS; PILOT PERSONNEL INTERNATIONAL, INC; SMITH HELICOPTERS; SOUTHERN AERO CORPORATION, AND WEST COAST FABRICATIONS (these helicopters were manufactured by Bell Helicopter Textron, Inc., under military contract): Amendment 39- 6251. (Airworthiness Docket No. 88-ASW-33) Applicability: Model UH-1A, UH-1B, UH-1E, UH-1F, UH-1L, and TH-1L helicopters certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent possible fatigue failure of the main rotor masts, part number (P/N) 204-011- 450-001, -005, -007, -101, -105, -109, and -113, and main rotor trunnion, (P/N) 204-011-105-001, which could result in a catastrophic failure of the main rotor system and subsequent loss of the helicopter, accomplish the following: (a) Within 10 days after the effective date of this AD,create a historical service record for the main rotor mast, (P/N) 204-011-450-001, -005, -007, -101, -105, -109, and -113, and main rotor trunnion, (P/N) 204-011-105-001, and record the hours' time in service accumulated on the main rotor mast and trunnion. If the time in service cannot be determined, enter 900 hours for each year from the date the mast and trunnion were installed. (b) For masts and trunnions with more than 14,900 hours' time in service on the effective date of this AD, remove the masts and trunnions from service within the next 100 hours' time in service. (c) For masts and trunnions with less than 14,900 hours' time in service on the effective date of this AD, remove the masts and trunnions from service at 15,000 hours' time in service. (d) An alternate means of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, Rotorcraft Certification Office, ASW-170, Federal Aviation Administration, Fort Worth, Texas 76193-0170. This amendment (39-6251, AD 89-17-03) becomes effective on September 5, 1989.
92-24-02: 92-24-02 DE HAVILLAND: Amendment 39-8407. Docket No. 91-CE-93-AD. Applicability: Model DHC-2 Beaver MK-I, MK-II, and MK-III airplanes (all serial numbers), certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent horizontal stabilizer front center spar failure, which could lead to loss of control of the airplane, accomplish the following: NOTE 1: The compliance times specified in this AD take precedence over those referenced in the service information. (a) Within the next 4 calendar months after the effective date of this AD, accomplish the following: (1) Dye penetrant inspect the horizontal stabilizer front center spar for cracks in accordance with paragraphs 1, 2, and 3 of Part A. of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland Service Bulletin (SB) 2/47, Revision C, dated September 4, 1992. (i) If no cracks are found, accomplish the requirements of paragraph (a)(2) of this AD oraccomplish the requirements of paragraph 5 of Part A. of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 2/47, Revision C, dated September 4, 1992, whichever is applicable. (ii) If cracks are found on airplanes not having a gusset plate installed on the rear face of the horizontal stabilizer front center spar (Pre-Modification 2/758), prior to further flight, replace the horizontal stabilizer front center spar in accordance with Part B. of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 2/47, Revision C, dated September 4, 1992. (iii) If cracks are found on airplanes that have a gusset plate installed on the rear face of the horizontal stabilizer front center spar (Post-Modification 2/758), within the next 8 calendar months, replace the horizontal stabilizer front center spar in accordance with Part B. of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 2/47, Revision C, dated September 4, 1992. (2) For airplanes that have lighteningholes in the horizontal stabilizer front center spar (Pre-Modification 2/466) and that did not have the horizontal stabilizer front center spar replaced as required by either paragraph (a)(1)(ii) or (a)(1)(iii) of this AD, visually inspect the front spar web for cracks in accordance with paragraph 4 of Part A. of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 2/47, Revision C, dated September 4, 1992. (i) If no cracks are found, accomplish the requirements of paragraph 5 of Part A. of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 2/47, Revision C, dated September 4, 1992. (ii) If any cracks are found, prior to further flight, replace the horizontal stabilizer front center spar in accordance with Part B. of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 2/47, Revision C, dated September 4, 1992. NOTE 2: De Havilland SB 2/47, Revision C, dated September 4, 1992, references both the horizontal stabilizer front center spar and the tailplane front center spar. These are one and the same. For the purposes of this AD, all reference is to the horizontal stabilizer front center spar. (b) If any previously stop-drilled cracks are found per the inspections specified in paragraphs (a)(1) and (a)(2) of this AD, within the following time frames, replace the horizontal stabilizer front center spar in accordance with Part B. of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 2/47, Revision C, dated September 4, 1992, unless already accomplished in accordance with either paragraph (a)(1)(ii), (a)(1)(iii), or (a)(2)(ii) of this AD: (1) Within the next 12 calendar months if the stop-drilled cracks have not progressed past the stop. (2) Within the next 8 calendar months if the stop-drilled cracks have progressed past the stop and the airplane has a gusset plate installed on the rear face of the horizontal stabilizer front center spar (Post-Modification 2/758). (3) Prior to further flight if thestop-drilled cracks have progressed past the stop and the airplane does not have a gusset plate installed on the rear face of the horizontal stabilizer front center spar (Pre-Modification 2/758). (c) Within the next 24 calendar months after the effective date of this AD, accomplish the following: (1) For airplanes having serial numbers (S/N) 1 through 100, install longer pick-up brackets (Modification 2/436) in accordance with the instructions in de Havilland Technical News Sheet B55, dated August 1, 1952, unless already incorporated. NOTE 3: Modification 2/436 was incorporated at manufacture on airplanes beginning with S/N 101. Other airplanes may have incorporated this modification in the field. (2) For airplanes having S/N 1 through 317, install a gusset plate on the rear face at each of the pick-up brackets (Modification 2/758) in accordance with the instructions in de Havilland Technical News Sheet B55, dated August 1, 1952, unless already incorporated.NOTE 4: Modification 2/758 was incorporated at manufacture on airplanes beginning with S/N 318. Other airplanes may have incorporated this modification in the field. NOTE 5: Modification 2/466 - installation of tailplane front spar without lightening holes - is referenced in de Havilland SB 2/47, Revision C, dated September 4, 1992. Accomplishment of this AD incorporates this modification. (d) Within the next 24 calendar months after the effective date of this AD or within 24 calendar months after accomplishing the requirements of paragraph (c) of this AD, whichever occurs later, and thereafter at intervals not to exceed 24 calendar months, visually inspect the front face of the horizontal stabilizer front center spar for cracks. If any cracks are found, prior to further flight, obtain a repair scheme from the manufacturer through the New York Aircraft Certification Office at the address specified in paragraph (f) of this AD, and accomplish the repair in accordance with the repair scheme obtained. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) An alternative method of compliance or adjustment of the compliance times that provides an equivalent level of safety may be approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. The request shall be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE 6: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York Aircraft Certification Office. (g) The inspections and modifications required by this AD shall be done in accordance with de Havilland Service Bulletin 2/47, Revision C, dated September 4, 1992; and deHavilland Technical News Sheet B55, dated August 1, 1952. 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 de Havilland, Inc., Downsview, Ontario, Canada, M2K 1Y5. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on December 15, 1992.
82-17-03: 82-17-03 SIKORSKY AIRCRAFT: Amendment 39-4437. Applies to Sikorsky Model S-76A helicopters, equipped with rotor brake systems, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent the possibility of fire due to a malfunctioning rotor brake, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of the AD on aircraft equipped with P/N 76363-09101-101 rotor brake: (1) Prior to each flight whenever the rotor brake has previously been applied, inspect puck-to-disk clearance for .045 inch minimum at all 4 pucks. (2) If the puck-to-disk clearance is less than .045 inch, remove rotor brake assembly and replace with a serviceable unit. (b) Within the next 90 days after the effective date of the AD, unless already accomplished: (1) Modify the No. 2 relay panel assembly in accordance with the Accomplishment Instructions, Paragraph 2, of Sikorsky Customer Service Bulletin No. 76-66-7, dated March 9, 1981, or FAA approved equivalent. (2) Modify the brake installation by the addition of shield assemblies in accordance with the Accomplishment Instructions, Paragraph 2, of Sikorsky Customer Service Bulletin No. 76-66-8A, dated September 30, 1981, or FAA approved equivalent. NOTE: After installation of the shield assemblies, the supplementary installation of an access door in the upper rotor brake shield, in accordance with Sikorsky Customer Service Notice No. 76-79, dated December 23, 1981, or later FAA approved revision, may be accomplished at the operator's option. (3) Install a warning relay in accordance with the Accomplishment Instructions, Paragraph 2, of Sikorsky Customer Service Bulletin No. 76-66-10B, dated November 25, 1981, or FAA approved equivalent. (4) Modify Sikorsky P/N 76363-09101-101 brake by the installation of torqueless grip adjusters, Goodyear P/N 9522164, in accordance with Sikorsky Customer Service Notice No. 76-51B, dated April 22, 1982, or FAA approved equivalent, and Customer Service Letter CSL-SPT-82-089, dated May 20, 1982, or FAA approved equivalent. Reassemble and test in accordance with Paragraph B and C of Sikorsky Customer Service Notice No. 76-51B, dated April 22, 1982, or FAA approved equivalent. (c) After compliance with paragraph (b) of the AD, the inspection prescribed by paragraph (a)(1) above is no longer required. (d) Equivalent means of compliance may be approved by the Chief, Boston Aircraft Certification Branch, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective August 23, 1982.
86-20-08: 86-20-08 MCDONNELL DOUGLAS: Amendment 39-5434. Applies to McDonnell Douglas Model DC-8 series -10 through -50, -61, -61F, -71, and -71F airplanes with left and/or right wing front spar lower cap Part Numbers 5597838-1, -2, not modified in accordance with McDonnell Douglas DC-8 Service Bulletin 57-90, dated October 3, 1983, certificated in any category. Compliance required as indicated. \n\n\tTo prevent the loss of structural integrity of the left and/or right wing due to metal fatigue failure of the front spar lower cap, prior to the accumulation of 30,000 flight-hours or within 200 flight-hours after the effective date of this AD, whichever occurs later, accomplish the following, unless already accomplished within the last 3,400 flight-hours: \n\n\tA.\tVisually or eddy current inspect left and right wing front spar lower cap, P/N's 5597838-1, -2, between Stations Xfs = 515.000 and Xfs = 526.760 for cracks in accordance with paragraph 2.B. of McDonnell Douglas DC-8 Service Bulletin57-90 dated October 3, 1983, or later FAA-approved revisions. \n\n\tB.\tIf no crack is found, accomplish repetitive inspections on the spar cap in accordance with paragraph A. of this AD, at intervals not to exceed 3,600 flight-hours or one calendar year, whichever occurs first. \n\n\tC.\tIf crack(s) are found, before further flight: \n\n\t\t1.\tFor cracks within repairable limits, as defined by paragraph 2.B. of DC-8 Service Bulletin 57-90, repair cracked spar cap in accordance with paragraph 2.B. of that service bulletin. \n\n\t\t2.\tFor cracks greater than those specified by the above service bulletin, repair in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tModification of the attach holes in the forward tang of the front spar lower cap in accordance with paragraph 2.B. of DC-8 Service Bulletin 57-90 constitutes terminating action for the repetitive inspection requirements in paragraph B. of this AD. \n\n\tE.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF. \tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment becomes effective October 20, 1986.
2000-02-22: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes. This action requires installation of a modification of the thrust reverser control and indication system and wiring on each engine; and repetitive operational checks of that installation to detect discrepancies, and repair, if necessary. This amendment is prompted by the results of a safety review, which revealed that in-flight deployment of a thrust reverser could result in a significant reduction in airplane controllability. The actions specified in this AD are intended to ensure the integrity of the fail-safe features of the thrust reverser system by preventing possible failure modes, which could result in inadvertent deployment of a thrust reverser during flight, and consequent reduced controllability of the airplane.
2019-18-02: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.A. (Leonardo) Model AW169 helicopters. This AD requires replacing the seals, filler wedges, and handles of each emergency exit window. This AD was prompted by a report that a high level of pushing force was required to jettison some windows. The actions of this AD are intended to address an unsafe condition on these products.
95-20-04: This amendment adopts a new airworthiness directive (AD), applicable to all Lockheed Model L-1011-385-1 series airplanes, that requires implementation of a Supplemental Inspection Document (SID) program of structural inspections to detect fatigue cracking, and repair, if necessary, to ensure continued airworthiness of these airplanes as they approach the manufacturer's original fatigue design life goal. This amendment is prompted by a structural re-evaluation by the manufacturer that identified certain structural details where fatigue damage is likely to occur. The actions specified by this AD are intended to prevent fatigue cracking that could compromise the structural integrity of these airplanes.
87-02-07: 87-02-07 BOEING: Amendment 39-5506. Applies to all Model 737-100 and 737-200 series airplanes, certificated in any category. To minimize the hazard of lower wing surface fuel tank access cover penetration due to impact from low energy engine debris, accomplish the following, unless already accomplished. \n\n\tA.\tWithin the next year after the effective date of this AD, replace the lower wing surface fuel tank access covers located immediately inboard and outboard of each engine (total of four per airplane), with covers having impact resistance equivalent to that of 2024-T3 aluminum 0.140-inch thick, as approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. The replacement covers must also be fire resistant, as defined in the Federal Aviation Regulations, Part 1. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the modifications required by this AD. \n\n\tThis amendment becomes effective February 9, 1987.
93-06-01: 93-06-01 BOEING: Amendment 39-8526. Docket 92-NM-148-AD. Supersedes AD 84-21-02 R1, Amendment 39-6430.\n\n\tApplicability: Model 747 series airplanes, as listed in Section 3.0 of Boeing Document No. D6-35022, "Supplemental Structural Inspection Document" (SSID), Revision D, dated February 1992, certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo ensure the continuing structural integrity of the total Boeing Model 747 fleet, accomplish the following:\n\n\t(a)\tFor airplanes listed in Boeing Document No. D6-35022, Revision C, dated April 1989: Within 3 months after February 12, 1990 (the effective date of AD 84-21-02 R1, Amendment 39-6430), incorporate a revision into the FAA-approved maintenance inspection program which provides no less than the required Damage Tolerance Rating (DTR) for each Structural Significant Item (SSI) listed in Boeing Document No. D6-35022, Revision C, dated April 1989. (The required DTR value for eachSSI is listed in the document.) The revision to the maintenance program shall include and be implemented in accordance with the procedures in Sections 5.0 and 6.0 of the SSID.\n\n\t(b)\tFor airplanes listed in Boeing Document No. D6-35022, Revision D, dated February 1992: Within 12 months after the effective date of this AD, replace the revision of the FAA-approved maintenance inspection program required by paragraph (a) of this AD with a revision that provides no less than the required DTR for each SSI listed in Boeing Document No. D6-35022, Revision D, dated February 1992. (The required DTR value for each SSI is listed in the document.) The revision to the maintenance program shall include and be implemented in accordance with the procedures in Sections 5.0 and 6.0 of the SSID.\n\n\t(c)\tCracked structure must be repaired, prior to further flight, in accordance with an FAA-approved method.\n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time that providesan acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO.\n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO.\n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished.\n\n\t(f)\tThe inspections shall be done in accordance with Boeing Document No. D6-35022, "Supplemental Structural Inspection Document (SSID)", Revision C, dated April 1989, and Boeing Document No. D6-35022, "Supplemental Structural Inspection Document (SSID)", Revision D, dated February 1992, comprised of Volumes I and II, which includes the following list of effective pages:\n\n\nPage Number\nRevision Ltr.\n\n\nList of Active Pages\nD\nPages 1 thru 21.1\n\n\n(NOTE: The issue date of Revision D is indicated only on the title page; no other page of the document is dated.) The incorporation by reference of Revision D was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. The incorporation by reference of Revision C was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of February 12, 1990 (55 FR 1005, January 11, 1990). Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.\n\n\t(g)\tThis amendment becomes effective on May 17, 1993.
2000-24-19: This amendment adopts a new airworthiness directive (AD), applicable to all Learjet Model 35, 35A, 36, and 36A series airplanes, that requires revision of the Airplane Flight Manual (AFM) to add procedures for donning the flightcrew oxygen masks when the cabin altitude warning horn is activated. This amendment is intended to prevent incapacitation of the flightcrew due to lack of oxygen and consequent loss of control of the airplane due to absence of AFM procedures for donning the flightcrew oxygen masks when the cabin altitude warning horn is activated.
94-01-10: 94-01-10 BOEING: Amendment 39-8792. Docket 92-NM-173-AD. Supersedes AD 91-20-09, Amendment 39-8043.\n \n\tApplicability: Model 757 series airplanes equipped with Pratt and Whitney PW2000 series engines, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tNOTE 1: Paragraphs (a) and (b) of this AD restate the requirements of AD 91-20-09, Amendment 39-8043, paragraphs (a) and (b). As allowed by the phrase, "unless accomplished previously," if the requirements of AD 91-20-09 have been accomplished previously, paragraphs (a) and (b) of this AD do not require those actions to be repeated. \n\n\tNOTE 2: Paragraph (c) of this AD restates the requirement for repetitive inspections contained in paragraph (d) of AD 91-20-09, Amendment 39-8043. Paragraph (c) of this AD requires that the first inspection required by this AD must be performed within the specified repetitive inspection interval after the last inspection performed in accordance with paragraph (d) of AD 91-20-09. \n\n\tTo prevent deployment of a thrust reverser in flight and subsequent reduced controllability of the airplane, accomplish the following: \n\n\t(a)\tWithin 14 days after September 16, 1991 (the effective date of AD 91-20-09, Amendment 39-8043), accomplish either paragraph (a)(1) or (a)(2) of this AD. \n\n\t\t(1)\tAccomplish both paragraphs (a)(1)(i) and (a)(1)(ii) of this AD: \n\t\t\t(i)\tInspect the thrust reverser Directional Control Valve (DCV) assemblies of both engines to determine the solenoid-driven pilot valve's part number, in accordance with Boeing Alert Service Bulletin 757-78A0027, dated September 9, 1991.\n \n\t\t\t\t(A)\tIf any DCV has a suspect pilot valve as specified in the service bulletin, prior to further flight, replace the DCV with a DCV that has a part number of a non-suspect solenoid-driven pilot valve, in accordance with the service bulletin. \n\n\t\t\t\t(B)\tIf a DCV has a non-suspect solenoid-driven pilot valve as specified in the service bulletin, that pilot valve does not need to be replaced. \n\n\t\t\t(ii)\tPerform all tests and inspections of the engine thrust reverser control and indication system on both engines in accordance with Boeing Service Bulletin 757- 78-0025, dated September 9, 1991. Prior to further flight, correct any discrepancy found in accordance with the service bulletin. \n\n\t\t(2)\tAccomplish paragraph (a)(1) of this AD on one engine's thrust reverser and deactivate the other engine's thrust reverser, in accordance with Section 78-31-1 of Boeing Document D630N002, "Boeing 757 Dispatch Deviation Guide," Revision 8, dated January 15, 1991.\n \n\t(b)\tWithin 24 days after September 16, 1991 (the effective date of AD 91-20-09, Amendment 39-8043), the requirements of paragraph (a)(1) of this AD must be accomplished on both engines' thrust reverser systems. \n\n\t(c)\tRepeat the tests and inspections specified in paragraph (a)(1)(ii) at intervals not to exceed 3,000 flight hours, and prior to further flight following any maintenance that disturbs the thrust reverser control system. Prior to further flight, correct any discrepancy found in accordance with Boeing Service Bulletin 757-78-0025, dated September 9, 1991. \n\n\t(d)\tWithin 5 years after the effective date of this AD, install an additional thrust reverser system locking feature (sync lock installation), in accordance with Boeing Service Bulletin 757-78-0028, Revision 1, dated October 29, 1992, or Revision 2, dated January 14, 1993. \n\n\t(e)\tWithin 1,000 hours time-in-service after installing the sync lock required by paragraph (d) of this AD (either in production or by retrofit), or within 1,000 hours time-in- service after the effective date of this AD, whichever occurs later; and thereafter at intervals not to exceed 1,000 hours time-in-service: Perform functional tests of the sync lock in accordance with the "Thrust Reverser Sync Lock Integrity Test" procedures specified below. If any discrepancy is found during any test, prior to further flight, correct it in accordance with procedures described in the Boeing 757 Maintenance Manual. \n\n\t\t"THRUST REVERSER SYNC LOCK INTEGRITY TEST \n\n1.\tGeneral \n\tA.\tUse this procedure to test the integrity of the thrust reverser sync locks. \n\n2.\tThrust Reverser Sync Lock Test \n\tA.\tPrepare for the Thrust Reverser Sync Lock Test. \n\n\t\t(1)\tOpen the AUTO SPEEDBRAKE circuit breaker on the overhead \t\t\t\tcircuit breaker panel, P11. \n\n\t\t(2)\tDo the steps that follow to supply power to the thrust reverser system: \n\t\t\t(a)\tMake sure the thrust levers are in the idle position. \n\n\t\t\tCAUTION:\tDO NOT EXTEND THE THRUST REVERSER \t\t\t\t\t\tWHILE THE CORE COWL PANELS ARE OPEN. \t\t\t\t\tDAMAGE TO THE THRUST REVERSER AND \t\t\t\t\t\tCORE COWL PANELS CAN OCCUR. \n\n\t\t\t(b)\tMake sure the thrust reverser halves are closed. \n\t\t\t(c)\tMake sure the core cowl panels are closed. \t\t\t\t\t(d)\tPut the EEC MAINT POWER switch or the EEC POWER L \t\t\t\tand EEC POWER R switches to the ALTN position. \n\n\t\t\t(e)\tFor the left engine: \n\n\t\t\t\t1)\tPut the EEC MAINT CHANNEL SEL L switch to the \n\t\t\t\t\tAUTO position. \n\t\t\t\t2)\tPut the L ENG fire switch to the NORM position. \n\n\t\t\t(f)\tFor the right engine: \n\n\t\t\t\t1)\tPut the EEC MAINT CHANNEL SEL R switch to the \n\t\t\t\t\tAUTO position. \n\t\t\t\t2)\tPut the R ENG fire switch to the NORM position. \n\n\t\t\t(g)\tMake sure the EICAS circuit breakers (6 locations) are \t\t\t\t\tclosed. \n\n\t\t\tWARNING:\tTHE THRUST REVERSER WILL AUTOMATICALLY \n\t\t\t\t\tRETRACT IF THE ELECTRICAL POWER TO THE \n\t\t\t\t\tEEC/THRUST REVERSER CONTROL SYSTEM IS \n\t\t\t\t\tTURNED OFF OR IF THE EEC MAINT POWER \n\t\t\t\t\tSWITCH IS MOVED TO THE NORM POSITION. \t\t\t\t\tTHE ACCIDENTAL OPERATION OF THE THRUST \n\t\t\t\t\tREVERSER CAN CAUSE INJURY TO PERSONS \t\t\t\t\tOR DAMAGE TO EQUIPMENT CAN OCCUR. \n\n\t\t\t(h)\tMake sure these circuit breakers on the main power \t\t\t\t\tdistribution panel, P6, are closed: \n\n\t\t\t\t1)\tFUEL COND CONT L \n\t\t\t\t2)\tFUEL COND CONT R \n\t\t\t\t3)\tT/L INTERLOCK L \n\t\t\t\t4)\tT/L INTERLOCK R \n\t\t\t\t5)\tLEFT T/R SYNC LOCK6)\tRIGHT T/R SYNC LOCK \n\t\t\t\t7)\tL ENG ELECTRONIC ENGINE CONTROL ALTN \t\t\t\t\tPWR \n\t\t\t\t\t(if installed) \n\t\t\t\t8)\tR ENG ELECTRONIC ENGINE CONTROL ALTN \t\t\t\t\tPWR \n\t\t\t\t\t(if installed) \n\n\t\t\t(i)\tMake sure these circuit breakers on the overhead circuit \n\t\t\t\tbreaker panel, P11, are closed: \n\n\t\t\t\t1)\tAIR/GND SYS 1 \n\t\t\t\t2)\tAIR/GND SYS 2 \n\t\t\t\t3)\tLANDING GEAR POS SYS 1 \n\t\t\t\t4)\tLANDING GEAR POS SYS 2 \n\n\t\t\t(j)\tFor the left engine, make sure these circuit breakers on the \t\t\t\tP11 panel are closed: \n\n\t\t\t\t1)\tLEFT ENGINE PDIU \n\t\t\t\t2)\tLEFT ENGINE THRUST REVERSER CONT/SCAV \n\t\t\t\t\tPRESS \n\t\t\t\t3)\tLEFT ENGINE ELECTRONIC ENGINE CONTROL \n\t\t\t\t\tALTN PWR (if installed) \n\t\t\t\t4)\tLEFT ENGINE THRUST REVERSER PRI CONT 5)\n\t\t\t\t\tLEFT ENGINE THRUST REVERSER SEC CONT \n\n\t\t\t(k)\tFor the right engine, make sure these circuit breakers on the \n\t\t\t\tP11 panel are closed: \n\n\t\t\t\t1)\tRIGHT ENGINE PDIU \n\t\t\t\t2)\tRIGHT ENGINE THRUST REVERSER CONT/SCAV \n\t\t\t\t\tPRESS \n\t\t\t\t3)\tRIGHT ENGINE ELECTRONIC ENGINE CONTROLALTN PWR (if installed) \n\t\t\t\t4)\tRIGHT ENGINE THRUST REVERSER PRI CONT \n\t\t\t\t5)\tRIGHT ENGINE THRUST REVERSER SEC CONT \n\n\t\t\t(l)\tSupply electrical power. \n\n\t\t\t(m)\tRemove the pressure from the left (right) hydraulic system. \n\n\tB.\tDo the Thrust Reverser Sync Lock Test. \n\n\t\t(1)\tMove and hold the manual unlock lever on the center actuator on both \t\t\tthrust reverser sleeves to the unlock position. \n\t\t(2)\tMake sure the thrust reverser sleeves did not move. \n\t\t(3)\tMove the left (right) reverser thrust lever up and rearward to the idle \n\t\t\tdetent position. \n\t\t(4)\tMake sure both thrust reverser sleeves move aft (approximately 0.15 \t\t\tto 0.25 inch). \n\t\t(5)\tRelease the manual unlock lever on the center actuators. \n\n\n\t\tWARNING:\tMAKE SURE ALL PERSONS AND EQUIPMENT ARE \t\t\tCLEAR OF THE AREA AROUND THE THRUST REVERSER. WHEN YOU \t\tAPPLY \tHYDRAULIC PRESSURE THE THRUST REVERSER WILL EXTEND \t\tAND CAN CAUSE INJURIES TO PERSONS OR DAMAGE TO EQUIPMENT. \n\n\t\t(6)\tPressurize the left (right) hydraulic system. \n\t\t(7)\tMake sure the thrust reverser extends. \n\t\t(8)\tMove the left (right) reverser thrust lever to the fully forward and down \n\t\t\tposition to retract the thrust reverser.\n \n\tC.\tPut the Airplane Back to its Usual Condition. \n\n\t\t(1)\tRemove hydraulic pressure. \n\t\t(2)\tClose the left and right fan cowls. \n\t\t(3)\tClose the AUTO SPEEDBRAKE circuit breaker on the P11 panel. \n\t\t(4)\tRemove electrical power if it is not necessary. \n\n\tD.\tRepeat the Thrust Reverser Sync Lock Test on the other engine." \n\n\t(f)\tInstallation of the sync lock, as required by paragraph (d) of this AD, constitutes terminating action for the requirements of paragraphs (a) through (c) of this AD. \n\n\t(g)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE 3: Approvals of alternative methods of compliance issued for AD 91-20-09 constitute valid approvals for compliance with the requirements of paragraphs (a) through (c) of this AD. \n\n\tNOTE 4: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(h)\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(i)\tThe actions shall be done in accordance with Boeing Alert Service Bulletin 757- 78A0027, dated September 9, 1991; Boeing Service Bulletin 757-78-0025, dated September 9, 1991; Boeing Document D630N002, "Boeing 757 Dispatch Deviation Guide," Revision 8, dated January 15, 1991; Boeing Service Bulletin 757-78-0028, Revision 1, dated October 29, 1992; andBoeing Service Bulletin 757-78-0028, Revision 2, dated January 14, 1993. The incorporation by reference of Boeing Alert Service Bulletin 757-78A0027, dated September 9, 1991; Boeing Service Bulletin 757-78-0025, dated September 9, 1991; Boeing Document D630N002, "Boeing 757 Dispatch Deviation Guide," Revision 8, dated January 15, 1991; was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of September 16, 1991 (56 FR 46725, September 16, 1991). The incorporation by reference of the remainder of the service documents listed above is 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 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(j)\tThis amendment becomes effective on March 3, 1994.
2019-18-01: The FAA is adopting a new airworthiness directive (AD) for certain International Aero Engines AG (IAE) V2500 model turbofan engines. This AD was prompted by an inspection that determined that material anomalies exist in certain low-pressure turbine (LPT) stage 6 disks. This AD requires removal from service of the affected LPT stage 6 disks and their replacement with a part eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
97-11-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires an initial inspection of fastener holes on certain outer frames of the fuselage to detect fatigue cracking, and modification of this area by cold expanding these holes and installing oversized fasteners. This amendment is prompted by a report from the manufacturer indicating that, during full-scale fatigue testing of the test article, fatigue cracking was detected in the area where the center fuselage joins the wing. The actions specified by this AD are intended to prevent fatigue cracking and consequent reduced structural integrity of this area, which could lead to rapid depressurization of the fuselage.
2007-05-16: This action supersedes emergency airworthiness directive (AD) 2007-04-51 that was sent previously to all known U.S. owners and operators of GE CF34-3A1/-3B/-3B1 turbofan engines. That action required a onetime visual and tactile inspection of certain areas of certain serial number (SN) fan disks for an arc-out defect, within 20 engine flight hours after the effective date of that AD. This AD supersedes AD 2007-04-51 and adds eight SNs to the list of suspect fan disks. This AD results from GE discovering eight additional SNs of fan disks suspected of having an arc-out defect, and from the original report that a GE CF34-3B1 turbofan engine experienced an uncontained fan disk failure during flight operation. We are issuing this AD to prevent an uncontained fan disk failure and airplane damage.
80-17-11: 80-17-11 GATES LEARJET: Amendment 39-3888. Applies to the following model and serial number airplanes: Model 35 Series Serial Number 35-050 through 35-339 except 35-054 and 35-065 Model 36 Series Serial Number 36-017 through 36-045 COMPLIANCE: Required as indicated unless already accomplished. To prevent encountering a possible overload flight condition that could fail the forward engine mount, accomplish the following: A) Within the next 75 hours time-in-service after the effective date of this AD, in accordance with Gates Learjet Corporation Service Bulletin 35/36-11-3, dated July 28, 1980: 1. Install airspeed warning placards and modify the Mach/overspeed switch circuit to effect a reduced maximum operating airspeed (VMO) of 307 KIAS, from sea level to 31,100 feet altitude. 2. Insert in the existing Airplane Flight Manual the temporary Airplane Flight Manual Supplement included in Service Bulletin 35/36-11-3. B) Within the next 600 hours' time-in-service after the effective date of this AD, replace or re-age both forward engine mounts in accordance with Gates Learjet Corporation Airplane Modification Kit AMK 80-6. Accomplish the removal and installation of the engine mounts at authorized Gates Learjet Service Centers and the nondestructive testing and heat treating at appropriately rated FAA certified repair stations. C) Upon compliance with Paragraph B above, the requirements of Paragraph A of this AD are no longer applicable. D) Issuance of a Special Flight Permit in accordance with FAR 21.197 is permitted for the purpose of moving the affected airplanes to a location where the modifications required by this AD can be accomplished. E) Any equivalent means of compliance with this AD must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209. This amendment becomes effective August 28, 1980.
2019-16-12: The FAA is superseding Airworthiness Directive (AD) 2005-20- 01, which applied to all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. AD 2005-20-01 required repetitive inspections of the vertical stiffeners at left buttock line (LBL) and right buttock line (RBL) 6.15 for cracks; and replacement of both stiffeners with new, improved stiffeners if any stiffener is found cracked. This new AD requires, depending on airplane configuration, replacing the vertical stiffeners at LBL and RBL 6.15 on the rear spar of the wing center section, installing angle and bonding jumpers, installing brackets, applying sealant, and applying paint. This AD was prompted by reports of cracks found in the left and right side keel beam upper chords when replacing vertical stiffeners. This AD was also prompted by possible degradation of the fault current bonding path that could introduce an ignition source in the fuel tank in the event of a fault current being imparted onto the fuel tank structure. The FAA is issuing this AD to address the unsafe condition on these products.
77-07-05: 77-07-05 HILLER AVIATION: Amendment 39-2862 as amended by Amendment 39-2917. Applies to Hiller Model UH-12, UH-12A, UH-12B, UH-12C, UH-12D, UH-12E UH-12E (4- place), (including military Models H-23A, H-23B, H-23C, H-23D, H-23F, OH-23G, HTE-1, HTE-2, and CH112) helicopters, certificated in all categories. Compliance required as indicated, unless already accomplished. To detect cracks in the control rotor blade spar tube and cuff and to establish a service life of 6860 hours for Hiller P/N 36124 cuff used with unfaired paddles accomplish the following: (a) Within the next 100 hours time in service after the effective date this AD, unless already accomplished within the last 100 hours time in service and thereafter at intervals not to exceed 100 hours time in service from the last inspection, inspect, replace or repair the control rotor blade spar tube and cuff in accordance with Hiller Aviation Service Bulletin No. 36-1, Revision 2, dated June 19, 1974, or later FAA-approved revisions. (b) After any repair is accomplished in accordance with Hiller Aviation Service Bulletin No. 36-1, Revision 2, dated June 19, 1974 or later FAA-approved revisions, the control rotor blade spar tube (faired and unfaired) and cuff must be retired before 2500 additional hours time in service after rework or when the current approved total service life (total service life before repair plus service life after repair) is reached, whichever comes first. (c) Fabric covered, metal covered, faired and unfaired control rotor blades are not interchangeable and must not be intermixed. (d) For Hiller P/N 36124 cuffs used with unfaired paddles (1) Cuffs with more than 6660 hours time in service, remove and replace with a serviceable part within 200 hours time in service after the effective date of this AD. (2) Cuffs with less than 6660 hours time in service, remove and replace with a serviceable part prior to 6860 hours time in service. (3) For cuffs for which the prior service history cannot be documented, within the next 25 hours time in service, unless already accomplished within the last 25 hours time in service prior to the effective date of this AD and at intervals not to exceed 50 hours time in service, perform a dye penetrant inspection of the cuff per Hiller Aviation Service Bulletin, No. 36-1, Revision 2, dated June 19, 1974, or later FAA approved revisions. Remove cracked cuffs from service prior to further flight. Cuffs for which the prior service history cannot be documented cannot be used as a replacement part. Remove from service all cuffs prior to the accumulation of 225 hours total time in service since April 7, 1977. (e) Equivalent inspection procedures and repair procedures for Hiller P/N 36124 cuff when used only with unfaired paddles may be approved by the Chief,Aircraft Engineering Division, FAA Western Region. (f) Special flight permits may be issued in accordance with FAR's 21.197 and 21.199 tooperate helicopters to a base for accomplishment of the inspections required by this AD. Amendment 39-2862 superseded Amendment 39-1990 (39 F.R. 36855), AD 74-21-05. Amendment 39-2862 became effective April 7, 1977. This amendment 39-2917 becomes effective June 20, 1977.
97-04-02: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 97-04-02, which was sent previously to known U.S. owners and operators of certain Raytheon Aircraft Company (Raytheon) Models 1900, 1900C, and 1900D airplanes (formerly referred to as Beech Models 1900, 1900C, and 1900D airplanes). This AD requires installing new exterior operating instruction placards for the airstair door, cargo door, and emergency exits, as applicable. This AD results from an accident involving a Raytheon Model 1900C airplane that collided with another airplane while completing its landing roll. The ensuing fire destroyed both airplanes. The actions specified by this AD are intended to assure complete instructions are visible for opening the airstair door, cargo door, or emergency exits, which, if not visible or understandable, could result in the inability to open the airstair door, cargo door, or emergency exits during an emergency situation.
80-19-08: 80-19-08 CESSNA: Amendment 39-3902. Applies to Model 172RG (S/N 172RG0001 through 172RG0573) airplanes certificated in all categories. COMPLIANCE: Required as indicated unless already accomplished. To preclude slippage of the mixture control wire at the carburetor fuel mixture control arm and resultant power loss due to a lean fuel/air mixture, within the next 25 hours time-in-service after the effective date of this AD, accomplish the following: A) Visually inspect the mixture control connection on the right side of the carburetor for correct assembly. Assure that (1) Cessna Part Number (P/N) 9862010-9 mixture control assembly wire is secured to the Cessna P/N S2323-11 clamp at the carburetor mixture control arm with an AN960-10 (approximately .063 inch thick) washer installed between the mixture control wire and the MS20365-1032C nut and (2) an AN960-10L (approximately .032 inch thick) washer is installed between the mixture control wire and the mixture controlarm. B) If the parts are assembled per Paragraph A), check to assure that the minimum torque on the MS20365-1032C nut is 15 inch-pounds and that the Cessna P/N S2323-11 clamp will swivel in the mixture control arm. Make the prescribed entry in the aircraft maintenance records indicating compliance with this AD and no further action is required. C) If the parts are not assembled per Paragraph A) remove and discard the MS20365-1032C nut. Install washers in the positions specified by Paragraph A) and install a new MS20365-1032C nut. Torque the nut to 15 inch-pounds minimum and assure that the Cessna P/N S2323-11 clamp will swivel in the mixture control arm. D) Airplanes may be flown in accordance with FAR 21.197 to a location where the inspection required by Paragraph A) may be accomplished. E) Any equivalent method of compliance with this AD must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209; Telephone (316) 942-4285. This amendment becomes effective September 15, 1980.
90-26-10: 90-26-10 BOEING: Amendment 39-6836. Docket No. 90-NM-132-AD. \n\n\tApplicability: Model 747 series airplanes, line numbers 001 through 430, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid decompression of the airplane, accomplish the following: \n\n\tA.\tPrior to the accumulation of 12,000 flight cycles or within the next 1,000 flight cycles after the effective date of this AD, whichever occurs later, unless previously accomplished within the last 1,000 flight cycles, conduct an external detailed visual and external high frequency eddy current inspection for cracks of the fuselage skin from body station (BS) BS 220 to BS 520, left and right hand side of the airplane between stringers (S) S-6 and S-14, excluding the skin lap joints, in accordance with Boeing Alert Service Bulletin 747-53A2321, dated October 31, 1989. Repeat the inspections thereafter at intervals not to exceed 2,000 flight cycles. \n\n\tB.\tIfcracks are detected, repair prior to further flight, in accordance with the Boeing Alert Service Bulletin 747-53A2321, dated October 31, 1989.\n \n\tC.\tFor airplanes line numbers 001 through 200, prior to the accumulation of 20,000 flight cycles, or within the next 4 years after the effective date of this AD, whichever occurs later, perform the terminating modification of the skin panel from BS 340 to BS 520, S-6 to S-14, in accordance with Boeing Alert Service Bulletin 747-53A2321, dated October 31, 1989. (The modification consists of replacing the skin panel with a new skin panel which was manufactured utilizing the improved hot phosphoric anodize bonding process.) \n\n\tD.\tReplacement of the skin panel required by paragraph C. of this AD constitutes terminating action for the inspections from BS 340 to BS 520 required by paragraph A. of this AD. The inspections from BS 220 to BS 340 required by paragraph A. of this AD are to be continued. \n\n\tE.\tFlight cycles conducted at 2.0 PSIor less cabin differential pressure need not be counted for the purpose of this airworthiness directive. \n\n\tF.\tFor Model 747SR airplanes only, the threshold and repetitive inspection intervals specified herein may be multiplied by the 1.2 adjustment factor based on continued mixed operation at lower cabin pressure differentials. \n\n\tG.\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\tH.\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 thisdirective who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tAirworthiness Directive 90-26-10 supersedes AD 89-23-53, Amendment 39-6524. \n\tThis amendment (39-6836, AD 90-26-10) becomes effective on January 22, 1991.
90-16-04: 90-16-04 McDONNELL DOUGLAS: Amendment 39-6613. Docket No. 89-NM-198-AD.\n\n\tApplicability: Model DC-10 and KC-10 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural failure, accomplish the following: \n\n\tA.\tExcept as provided in paragraph C., below, within the threshold for inspections specified in the service bulletins listed in Table 2.1 of "DC-10/KC-10 Aging Aircraft Service Action Requirements Document," McDonnell Douglas Report No. MDC-K1571, Revision A, dated February 28, 1990 (hereafter referred to as "The Document"), or within one repetitive inspection period specified in those service bulletins after the effective date of this AD, whichever is later, inspect for cracks in accordance with those service bulletins. Repeat these inspections at intervals specified in the service bulletins listed in Table 2.1 of The Document. \n\n\t\t1.\tIf cracks are found during any inspection,prior to further flight, either accomplish the terminating modification in accordance with the applicable service bulletin, or repair in accordance with data approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.\n\n\tNOTE: Detection of discrepancies other than cracking necessitates appropriate corrective action in accordance with the provisions of Part 43 of the Federal Aviation Regulations (FAR). \n\n\t2.\tModification in accordance with paragraph B. of this AD terminates individual inspection requirements of the applicable service bulletin.\n\n\tB.\tExcept as provided in paragraph C., below, prior to reaching the incorporation thresholds listed in The Document or within the next 4 years after the effective date of this AD, whichever occurs later, accomplish the structural modifications specified in the service bulletins listed in Table 2.1 of The Document. \n\n\tNOTE: The modifications required by this paragraph do not terminate the inspection requirements of any other AD unless that AD specifies that any such modification constitutes terminating action for the inspection requirements.\n\n\tC.\tFor McDonnell Douglas Service Bulletins A30-37, 30-38, 53-16, 53-19, 53-25, 54-11, 54-27, 54-33, 55-2, and 57-7, listed in Table 2.1 of The Document, within the threshold for inspections listed in Table 2.1 of The Document under "S/B Change Required" or within one repetitive inspection period specified in Table 2.1 of The Document under "S/B Change Required" after the effective date of this AD, whichever is later, inspect for cracks in a manner approved by the Manager, Los Angeles Aircraft Certification Office. Repeat these inspections at intervals specified in Table 2.1 of The Document under "S/B Change Required."\n\n\t\t1.\tIf cracks are found during any inspection, prior to further flight, either accomplish the terminating modification in accordance with the applicable service bulletin, or repair in accordance with data approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.\t\n\n\t\t2.\tModification in accordance with paragraph D., of this AD terminates individual inspection requirements of the applicable service bulletin.\n\n\tD.\tWithin 4 years after the effective date of this AD accomplish the structural modifications stipulated in the service bulletins specified in paragraph C., above.\n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.\n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office.\n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD.\n\n\tThe inspections and modifications shall be done in accordance with the "DC-10/KC-10 Aging Aircraft Service Action Requirements Document," McDonnell Douglas Report No. MDC-K1571, dated February 28, 1990, which incorporates the following list of effective pages:\n\n\nPage Number\nRevision Number\nDate\nPage i (Cover)\nRevision A\nFebruary 28, 1990\nPage ii\n(Original)\nSeptember 12, 1989\nPages iii - vi\nRevision A\nFebruary 28, 1990\nPages vii - viii\nRevision A\nFebruary 28, 1990\nPage 1\n(Original)\nSeptember 12, 1989\nPage 2\nRevision A\nFebruary 28, 1990\nPage 3\n(Original)\nSeptember 12, 1989\nPages 4 - 15\nRevision A\nFebruary 28, 1990\nPage 16\n(Original)\nSeptember 12, 1989\nPages 17-20\nRevision A\nFebruary 28, 1990\nPages 21-22\n(Original)\nSeptember 12, 1989\nPage 23\nRevision A\nFebruary 28, 1990\n\nThis 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 maybe obtained from McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90806, Attention: Director, Publication and Training, C1-750 (54-60). Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington; at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, D.C.\n\n\tThis amendment (39-6613, AD 90-16-04) becomes effective on September 10, 1990.
2019-16-09: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model DHC-8-400 series airplanes. This AD was prompted by reports of cracked elevator power control unit (PCU) brackets on the horizontal stabilizer rear spar and cracking on the elevator front spar. This AD requires one-time inspections for cracks and damage of the elevator PCU brackets and surrounding area, horizontal stabilizer rear spar, and elevator front spar, and related investigative and corrective actions if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
96-01-09: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-80 series airplanes and Model MD-88 airplanes, that requires installation of hydraulic line restrictors in the main landing gear (MLG), and modification of the hydraulic damper assembly of the MLG. This amendment is prompted by reports of vibration occurring in the MLG during landing; in some cases, such vibration has led to the collapse of the MLG. The actions specified by this AD are intended to prevent incidents of vibration in the MLG, which can adversely affect the integrity of the MLG.
2007-05-08: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A330 and A340 airplanes. This AD requires revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness by incorporating new and revised certification maintenance requirements (CMRs). This AD results from the manufacturer's determination that additional and revised CMRs are necessary in order to ensure continued operational safety of the affected airplanes. We are issuing this AD to prevent safety- significant latent failures that would, in combination with one or more other specific failures or events, result in a hazardous or catastrophic failure condition.