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70-06-03: 70-06-03\tBOEING 737 SERIES AIRPLANES: Amdt. 39-952. Applies to Boeing 737 series listed in Boeing Service Bulletin 27-1031 dated 22 August 1969 and Revision 2 dated 27 January 1970, or later FAA-approved revisions. \n\n\tCompliance required as indicated. \n\n\tTo provide for proper operation of the takeoff warning system and automatic speed brake retraction system at temperatures down to minus 65 degrees F, accomplish the following: \n\n\t(a)\tWithin 50 hours time in service after the effective date of this AD, unless already accomplished, install a placard in the cockpit in full view of the pilot to read: "DO NOT USE AUTOMATIC SPOILER DEPLOYMENT AT AMBIENT TEMPERATURES BELOW ZERO DEGREES FAHRENHEIT." This placard may be removed when Item (b) is accomplished. \n\n\t(b)\tWithin 1000 hours time in service after the effective date of this AD, unless previously accomplished, replace the takeoff warning switch actuating cam with a modified cam and accomplish the rigging procedures for proper alignment of the power lever knobs in the throttle control system with the warning switch in accordance with Boeing Service Bulletin 27- 1031 dated 2 August 1969, and Revision 2 dated 27 January 1970, or later FAA approved revisions, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tNOTE: The manufacturer is currently providing AFM revisions to operators relating to the characteristics of the warning system. Operators should incorporate this information in their manuals immediately upon receipt. \n\n\tThis amendment becomes effective on March 13, 1970.
97-04-14: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Aerospatiale Model ATR42-200, -300, and -320 series airplanes. This action requires modification of the electrical wiring of the stick pusher/shaker test function to reinforce system protection. This amendment is prompted by a report of at least one occurrence when the stick pusher self-activated during flight. The actions specified in this AD are intended to prevent inadvertent activation of the stick pusher, which could cause reduced controllability of the airplane, especially during takeoff or landing.
49-15-02: 49-15-02 MARTIN: Applies to All Model 202 Aircraft. I. To be accomplished prior to return to service. The wing splice attachment fitting, Station 187, must be inspected and reworked in accordance with the procedures outlined in Martin Service Bulletin No. 73, revised May 10, 1949, including the following amendments; Amendment 1, revised October 14, 1948; Amendment 2, revised May 10, 1949; Amendment 3, dated October 5, 1948; Amendment 4, dated October 15, 1948; Amendment 5, dated December 27, 1948; Amendment 6, dated May 10, 1949. II. Compliance required as indicated. The inspections outlined in the above Service Bulletin No. 73 must be conducted on all aircraft as follows: 1. Conduct the inspections outlined above in Service Bulletin 73 at maximum intervals of 900 hours and beginning with the last inspection conducted at approximately 1,500 hours total flight time, the succeeding intervals shall not exceed 600 hours. 2. Conduct the inspections of amendments 2and 6 of Service Bulletin 73 between 1,500 and 1,700 total flight hours and at maximum intervals of 200 hours thereafter. As an added precautionary measure do not operate the aircraft in excess of 90 percent of the Placard Vne and Vno speeds as shown in Aircraft Specification A-795. In the event any turbulence is encountered in flight, immediately reduce the speed to a maximum of 170 m.p.h. and further reduce the speed to a maximum of 150 m.p.h. dependent upon the severity of the turbulence. (Suitable revisions to the operating manual will be provided.) III. Compliance required as indicated. 1. Compliance with the Glenn L. Martin Schedule No. 202-87-1, calling for the return of 202 aircraft to the Glenn L. Martin Co. factory during 1949 for incorporation of modifications described in Martin Service Bulletin No. 87 is hereby directed. 2. After this has been accomplished on each airplane, items I and II are no longer applicable to that airplane. This supersedes AD49-09-01.
46-27-01: 46-27-01 DOUGLAS: (Was Mandatory Note 5 of AD-762-7.) Applies to C-54 Series Aircraft. \n\n\tTo be accomplished not later than November 1, 1946. \n\n\tInspect immediately the spar webs in the wing integral tank area to ascertain if reinforcements have been installed in accordance with Douglas Service Bulletin C-54-205 dated October 1, 1945. If not already installed, reinforcements must be added by November 1, 1946. Pending rework, airplanes which do not have reinforcements may be operated if daily inspection shows there is no leakage. Fuel should be carried in outer wing tanks as cracks may develop that might not be detected.
68-07-02: 68-07-02 GLASFLUGEL: Amendment 39-569. Applies to Glasflugel H-301 "Libelle" gliders, serial numbers 2 through 55, equipped with Tost Type Universal 53 glider tow couplings. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To reduce the release load on the Tost Type Universal 53 glider tow coupling when the tow cable imposes asymmetrical loads, install tow cable deflectors on each side of the CG hook in accordance with Glasflugel Modification No. 23, Drawing No. 301-15-16, or later LBA- approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. This amendment becomes effective April 26, 1968.
68-04-03: 68-04-03 BRITISH AIRCRAFT: Amendment 39-556. Applies to BAC 1-11 200 Series airplanes. Compliance required as indicated. To prevent fatigue damage to the Nose Undercarriage Retraction Jack Piston Head, P/N AB44-321, accomplish the following: (a) Within the next 1,000 landings or before the accumulation of 10,000 landings, whichever occurs later, replace pre Modification PM 3069 piston heads, P/N AB44-321, with serviceable piston heads of the same part number or with BAC Modification PM 3069 piston heads. If pre Modification PM 3069 piston heads, P/N AB44-321 are used as replacements, replace the piston heads at intervals not to exceed 10,000 landings. (b) The repetitive replacements required by paragraph (a) may be discontinued after the incorporation of BAC Modification PM 3069 piston heads. (c) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing eachairplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. (BAC 1-11 Alert Service Bulletin 32-A-PM 3069 and BAC 1-11 Service Bulletin 32-PM 3069 cover this subject.) This amendment becomes effective March 21, 1968.
71-05-05: 71-05-05 BRITTEN NORMAN: Amdt. 39-1163. Applies to Britten Norman Models BN-2 and BN-2A series airplanes. Compliance is required as indicated. To prevent failure of the elevator trim control system, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD unless already accomplished within the last 10 hours' time in service and thereafter at intervals not to exceed 20 hours' time in service since the last inspection remove the elevator trim jack assembly from the airplane and inspect the eye end, P/N AGS-590, for cracks using the dye penetrant method or an FAA approved equivalent. (b) If the eye end is found to be cracked during the inspection required by paragraph (a), before further flight replace the cracked eye end with a serviceable eye end of same part number and continue the repetitive inspections required by paragraph (a), or replace the cracked eye end with a new eye end P/N NB45B2385 in accordance with paragraph(c). (c) On or before February 15, 1971, replace the elevator trim jack eye end P/N AGS- 590 with a new eye end P/N NB45B2385 in accordance with Britten Norman Modification Leaflet BN-2NBM 468 dated January 21, 1971, or an FAA approved equivalent. (d) The repetitive inspections required by paragraph (a) may be discontinued after the elevator trim jack eye end has been replaced in accordance with paragraph (c). This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram dated January 26, 1971, which contained this amendment.
69-16-04: 69-16-04 FAIRCHILD: Amdt. 39-814. Applies to F-27 airplanes Serial Nos. 1 through 128 and FH-227 airplanes Serial Nos. 501 through 518 and 520 through 578, certificated in all categories. To prevent hazards associated with the spring loading of the main landing gear door trolley mechanism, and to prevent overtravel of the main landing gear doors during retraction, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, modify the door trolley locking lever as described in Fairchild Hiller F-27 Service Bulletin 32-73 dated February 25, 1969, for F-27 aircraft and Fairchild Hiller FH-227 Service Bulletin 32-15 dated February 25, 1969, for FH-227 aircraft or equivalent modifications approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (b) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, modify the main landing gear doors as described in Fairchild Hiller F-27 Service Bulletin 32-74 dated April 10, 1969, for F-27 aircraft and Fairchild Hiller FH-227 Service Bulletin 32-17 dated April 10, 1969, for FH-227 aircraft or equivalent modifications approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (c) The compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA maintenance inspector. This amendment is effective September 1, 1969.
49-43-01: 49-43-01 CONVAIR: Applies to All Model 240 Aircraft With Muff Type Augmenter Installation. Compliance required as noted below. 1. To be accomplished immediately and each day thereafter: To avoid a possible fire hazard inspect corrugated augmenter tube for cracks or burned areas. This inspection is to be conducted from the rear end of the augmenter by means of an extension mirror and light, or equivalent means. 2. To be accomplished at each No. 1 inspection. Inspect the augmenter tube from both the front and rear ends for cracks or burned areas as described above. 3. Cracked or burned augmenters are to be replaced immediately unless the defects fall within the following limits: (a) Augmenter tubes which are found to have a crack, or cracks, in the outer shell may be flown in scheduled operation to a base station for replacement if the cracks are less than 3/4-inch long, no more than three cracks exist in the outer shell, and no two cracks are within 6 inches of each other. (b) Augmenter tubes found to have small cracks at the ends of seam welds on the wear band (doubler) at the forward end of the outer shell, are considered airworthy. Such cracks, when confined to the wear band, do not affect the safety of the tube and have shown no tendency to progress to a dangerous condition. 4. The inspections specified in 1 and 2 are not necessary on the following augmenter types: CVAC P/N 240-6220195 with any of the following forward augmenter sections: 240- 6221107, 240-622107-250, -252, -260, -262, -264, -268, -280, -290, -300, -314, -360. This supersedes AD 48-40-03.
71-14-01: 71-14-01 MITSUBISHI: Amendment 39-1238 as amended by Amendment 39-1438. Applies to Models MU-2B-10 (Serial Numbers 101, 103 through 111, 113, 116, 117, 119, 120); MU-2B-15 (Serial Numbers 114, 115, 118); MU-2B-20 (Series Numbers 005, 102, 121 through 127, 129 through 146, 149 through 151, 154 through 170, 172 through 175, 177 through 180, 182, 184, 185, 187 through 199, 205 through 215); and MU-2B-30 (Serial Numbers 502 through 551). Compliance required as indicated. To prevent possible fuel line clogging due to peeling of the DV1180 fungus resistant coating on the inner surface of the main integral tanks, accomplish the following: (a) For airplanes which have not had the inspection specified in paragraph (c) accomplished within the last 100 hours' time in service, within the next 10 hours' time in service after the effective date of this AD, comply with paragraph (c). (b) For airplanes which have had the inspection specified in paragraph (c) accomplished withinthe last 100 hours' time in service, within 100 hours' time in service from the last inspection, comply with paragraph (c). (c) Visually inspect the inner bottom surface of the main integral fuel tanks in the area below the fuel filler opening for peeling or blistering of the top coating. (d) If evidence of peeling or blistering is found during the inspection required by paragraph (c), before further flight, comply with paragraph (f) and thereafter repeat the inspection specified in paragraph (c) at intervals not to exceed 200 hours' time in service from the last inspection. (e) If no evidence of peeling or blistering is found during the inspection required by paragraph (c), repeat the inspection specified in paragraph (c) once within 100 hours' time in service from the last inspection, and thereafter at intervals not to exceed 200 hours' time in service from the last inspection. (f) Drain the tanks and visually inspect the entire inner surface of the tanks for anyadditional evidence of peeling or blistering of the top coating. Remove all defective coating and rework the affected areas in accordance with repair instructions provided in Mitsubishi Service Bulletin No. 143A or 143B, Method I, dated April 23, 1971 and January 5, 1972, respectively, or an FAA approved-equivalent, or comply with paragraph (g), of this Airworthiness Directive. (g) Drain the fuel tanks, remove all the top coating material, and rework the fuel tanks in accordance with Mitsubishi Service Bulletin No. 143B, Method II, dated January 5, 1972, or an FAA approved-equivalent. (h) The repetitive inspections specified in paragraphs (d) and (e) may be discontinued when the fuel tanks are reworked in accordance with paragraph (g), of this Airworthiness Directive. Amendment 39-1238 became effective June 30, 1971. This amendment 39-1438 becomes effective May 1, 1972.
50-05-02: 50-05-02 SHAKESPEARE CONTROLS: Applies to Shakespeare Vernier Type Flexible Push-Pull Controls, Models 3A-42 and 3A-81, Installed in Beech Models 35 and A-35, Navion, and Any Other Certified Aircraft. To be accomplished not later than April 1, 1950. A serious accident recently occurred on an aircraft employing a Vernier throttle control of the above type due to unscrewing of the male thread adapter which secures the outer casing of the flexible control to the body tube, at the instrument panel end. This resulted in the pilot's being unable to control the throttle. The means employed in these controls to secure this connection is the machining of some imperfect threads on the brass adapter. This method of locking is not considered satisfactory, as assembly and disassembly of these components can result in rendering this locking means ineffective. The control manufacturer has advised that a staking operation to positively secure this connection is now being incorporatedon all their Vernier type flexible controls during manufacturer. To prevent the possibility of the adapter becoming separated from the body tube on aircraft in service equipped with the subject Vernier control, all such controls must be inspected to ascertain whether these components are positively secured by staking, drilling and lock-wiring, or equivalent means. If the adapter is not found to be so secured in the body tube, it should be locked by one of the foregoing locking means. (Beech Engineering Service Bulletins Nos. 35-16 and A35-7, dated November 23, 1949, cover this subject as it applies to their Models 35 and A-35 airplanes.)
95-08-13: This amendment adopts a new airworthiness directive (AD) that applies to B. Grob Flugzeugbau (Grob) Model G109B gliders. This action requires replacing the elevator inner hinges with hinges of improved design. Two occurrences where the elevator inner hinges separated from the elevator prompted the required action. The actions specified by this AD are intended to prevent failure of these hinges because of delamination or corrosion, which, if not detected and corrected, could lead to loss of control of the glider.
94-02-07: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires replacing the anti-skid control unit. This amendment is prompted by three reports of failure of the center landing gear drag link, after which the center landing gear swung aft and struck the fuselage. The actions specified by this AD are intended to prevent failure of the center landing gear drag link, which could result in extensive damage to the fuselage structure.
94-13-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes. This action requires modification of the electrical connections in a certain relay panel. This amendment is prompted by a report that, as a result of a previous modification, certain electrical wires with a positive voltage were connected to an electrical connector that is also wired to the liftdumper system, which could negatively affect the liftdumper system. The actions specified in this AD are intended to ensure protection against uncommanded deployment of the liftdumper.
95-13-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires inspections to determine the gap of the seat track joints at frame 64, and correction of discrepancies. This amendment also requires eventual modification of the seat tracks on all affected airplanes, which terminates the requirement of repetitively removing or repositioning the seats. This amendment is prompted by in-service inspection reports, which have revealed that a gap between the forward and aft seat track at frame 64 could exceed the tolerance limit due to a method used on the assembly line to control the position of the seat track. The actions specified by this AD are intended to ensure that the gap of the seat track joints do not exceed the tolerance limit and subsequently lead to separation of the passenger seats from the seat track under emergency landing conditions.
50-06-02: 50-06-02 BOEING: Applies to All Model 75 Series Aircraft. Compliance required at each annual inspection. For military aircraft, compliance also required prior to original certification. Remove the center section gas tank and inspect both front and rear spars for cracks, checks and warping. Defective spars should be replaced or repaired in accordance with CAM 18. Ascertain that all drain holes are open. Repeated removal of the tank at each annual inspection is not necessary, if after accomplishment of the items mentioned above, the gap between the gas tank and the upper surface of the center section is sealed by doping on grade A fabric tape, or equivalent sealing means, to prevent moisture entering the tank compartment. This supersedes AD 45-51-01.
46-44-05: 46-44-05 CESSNA: (Was Mandatory Note 5 of AD-768-4.) Applies Only to 120 and 140 Aircraft Serial Numbers 8001 to 8517, Inclusive. Compliance required prior to January 1, 1947. Replace each of the four internal wrenching bolts which attach the engine to the engine mount with an AN 6 bolt and a special offset washer. AN 6-47 bolts should be used at the upper fittings and AN 6-35 bolts at the lower fittings. The special washer is made of 4130 steel 7/8 inch in diameter and 1/4 inch in thickness with a through hole 0.377 inch in diameter and the O.D. machined to a 0.600-inch diameter a depth of 1/8 inch. The 0.600 inch-diameter offset fits into the aft end of the attachment fitting and the head of the replacement bolt bears directly on the special washer. Also, an AN 960-616 washer should be added between the nut and the AN 970-6 washer at the front face of the rubber bushing. This change is made to prevent the bolts from pulling through the 1 1/2-inch diameter x 0.049-inch plate welded to the front of each fitting. (Cessna Service Letter No. 18 covers this same subject.)
47-07-03: 47-07-03 FAIRCHILD: (Was Service Note 4 of AD-724-2.) Applies to M-62 Series Aircraft. Prior to original certification and at each periodic inspection thereafter, and as otherwise noted, make the following inspections: (1) Inspect the wing center section bottom surface for cracks. This inspection should be made after each severe landing. Cracks extending into the spar flange area indicate cracked spar flanges and should be investigated very thoroughly. (2) Inspect the butt ends of the spars to assure that the butt plates are in place and properly attached. (3) Inspect the strap hinge fittings for looseness. Clearance between the spar webs and hinge plates is not critical as long as the plates are bolted tight to the bushings if the bushings protrude. If bushings are loose, replace. (4) Inspect the plywood spar webs for checks or cracks. This inspection should always be made after any damage to the landing gear. Cracks other than those parallel to the face grain generally indicate serious damage to the spar web. (5) Inspect the trailing edge of the wing center section and outer panel over flap area for deterioration due to accumulated moisture. (6) Inspect the forward face of front spar and belly skin at engine cutout in wing center section for oil soaking and skin separation. (These inspections and methods of repair are covered in greater detail in Fairchild Service Bulletin 47-62-1 dated January 24, 1947. Owners may obtain copies from Fairchild Personal Planes Division of Fairchild Engine and Airplane Corp., Hagerstown, Md.)
47-21-02: 47-21-02 FAIRCHILD: (Was Mandatory Note 8 of AD-707-2 and Mandatory Note 5 of AD-706-1.) Applies to 24R-46 and -46S, and 24W-46 and -46S Aircraft. Compliance required prior to July 1, 1947. Replace the landing light fuse with one of 20-ampere capacity. (Fairchild Service Bulletin 47-24-1 dated January 8, 1947, covers this same subject.)
47-43-05: 47-43-05 CESSNA: (Was Service Note 3 of AD-768-5.) Applies to 120 and 140 Aircraft Serial Numbers 8001 to 13780, Inclusive. Inspection required upon each 100 hours of operation until reinforcing channels are installed at all hinge fittings. Inspect for fatigue cracks in the elevator spar web at the hinges. These cracks start either at the rivets or at an edge of the fitting and progress around the fitting until the elevator breaks loose from the hinge fitting. If cracks less than 1/2 inch in length are found a reinforcing channel, Cessna P/N 0434151 at the outboard hinge or 0434152 at the inboard hinge, should be installed on the aft side of the spar with the flanges riveted between the spar flanges and the skin with two AN 455AD3 rivets per flange. Four AN 442AD4 rivets should be used to attach each fitting to the spar web and reinforcing channel. If any cracks are longer than 1/2 inch the spar should be replaced and the reinforcing channels added. (Cessna Service Letter No. 46 dated July 31, 1947, covers this same subject.)
47-51-05: 47-51-05 CURTISS-WRIGHT Applies to Model C-46 Series Aircraft Equipped with Aileron Horn Assembly, Curtiss-Wright P/N 20-050-5715. Compliance required within 100 hours' time in service after the effective date of this amendment unless already accomplished. The aileron horns part 20-050-5715 have failed due to cracking of the horn between the attaching bolt holes and the outer edge. Inspection should be made to determine if this part has been replaced by P/N SK-10213. If not, part 20-050-5715 which is a casting should be replaced by a machined horn manufactured from 24ST material in accordance with Curtiss-Wright Drawing No. SK-10213. (Army Technical Order 01-25L-102 also covers this same subject.) Revised December 28, 1964.
50-25-01: 50-25-01\tSTINSON: Applies to All Model 108 Series Aircraft.\n\tCompliance required not later than September 1, 1950.\n\tReports have been received of fuel seepage into the space between the inner cabin trim and the outer fabric covering of the fuselage. This results in soaking of insulating material in the cabin wall. The source of the fuel can be spillage during filling of tanks, thermal expansion of fuel in full tanks, or tank leakage. This fuel runs to the under surface of the wing, adhering to the lower curved surface of the trailing edge of the wing at the flap well, thence inboard to the fuselage and across the rear window. Since the window seal is often not perfectly tight the fuel may then enter the cabin wall.\n\tTo preclude the fire hazard of fuel soaked insulation within the cabin wall due to these causes, a drip strip similar to that shown in Figure 1 should be installed on the underside of each wing. This drip strip will prevent fuel from flowing from the wing to the fuselage.\n\t(Piper Service Bulletin No. 115, dated March 31, 1950, covers this same subject.)
94-23-05: This amendment adopts a new airworthiness directive (AD) that is applicable to AlliedSignal Inc., (formerly Garrett Engine Division) TFE731-3A-200G and -3AR-200G model turbofan engines. This action requires removing from service certain low pressure turbine (LPT) disks, imposing an hourly life limit on the first stage and second stage LPT disks, performing a dimensional inspection of second stage LPT disks at repetitive intervals, and incorporating honeycomb material in the second stage LPT nozzle air seal. This amendment is prompted by reports of LPT disk web separations. The actions specified in this AD are intended to prevent LPT disk web separations, which can result in an uncontained engine failure and damage to the aircraft.
47-42-17: 47-42-17\tDOUGLAS: (Was Service Note 3 of AD-781-1.) Applies to the Following DC-6 Aircraft Serial Numbers: Douglas 43061; AAL 42854 to 42865, Inclusive; 42879 to 42880, Inclusive; 42882 to 42896, Inclusive; and 43035 to 43044, Inclusive; UAL 42866 to 42875, Inclusive; and 43000 to 43024, Inclusive; Panagra 42876 to 42878, Inclusive; National 43055 to 43058, Inclusive; Sabena 43062 to 43064, Inclusive; Braniff 43105, 43106; KLM 43111 to 43112, Inclusive; and AAF 42881. \n\n\tInspection required at each 300 hours (or at each 150 hours for non-air-carrier operations).\n \n\tInspect the center spar web between Stations 167 and 184 for cracks in the web along the lower row of rivets which attach the spar web to the leg of the upper spar cap. For aircraft with the 10-tank fuel system this inspection can be properly made only by removing the fuel tank inspection opening near the affected area, since the spar web attaches to the forward side of the spar cap leg and small cracks in the web cannot be detected without close examination. If cracks are found during this inspection or, if between the inspections, leaks occur which are caused by cracks in the center spar web between Stations 167 and 184, the spar web must be reinforced by installing a doubler in accordance with Douglas Drawing 5356664.\n\n\tWhen the spar web reinforcement has been incorporated the special inspection required by this Note may be eliminated. All DC-6 aircraft not mentioned above will be reinforced at the factory.\n \n\t(Douglas Service Bulletin DC-6 No. 29, "Rework Center Spar Web, Stations 167-184, Integral Wing Fuel Tank DC-6 Airplane", covers the same reinforcement as described on Drawing 5356664.)
95-12-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A340-211 and 311 series airplanes. This action requires the installation of doublers on certain stringers located in the center fuselage. This amendment is prompted by the results of the manufacturer's full-scale fatigue test which indicate that fatigue cracking can occur at these stringer locations. The actions specified in this AD are intended to prevent reduced structural integrity of the fuselage due to the problems associated with fatigue cracks in the subject stringers.