Results
2019-10-01: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2A12 (601) airplanes. This AD was prompted by a report of damage to the anti-rotation tab on a main landing gear (MLG) side brace fitting due to the installation of an incorrect side brace fitting shaft. This AD requires an inspection of the MLG side brace fitting for damage, a verification of the side brace fitting shaft part number, and replacement of the side brace fitting shaft if necessary. It also requires the installation of an anti- rotation bracket. We are issuing this AD to address the unsafe condition on these products.
58-11-03: 58-11-03 LOCKHEED: Applies to All Models 18 Series and PV-1 Aircraft. Compliance required as soon as possible, but not later than December 1, 1958. Numerous reports have been received of cracks occurring at the base of the rudder cable attachment tangs, on rudder control quadrant, Lockheed P/N 53026. There is evidence that excessive clearance may exist between the tangs and the rudder cable attach fittings which permits a bending load to be applied at the base of the tangs, when the AN 5 attach bolts are tightened. P/N 53026 should be inspected by means of a dye penetrant or equivalent inspection means in the areas noted above. If cracks are found, the parts must be replaced. Furthermore, the means of attaching the rudder cables to the quadrant must be modified to preclude over-loading the attach tangs and subsequent occurrence of cracks due to the tightening of the attach bolts. Two acceptable means of accomplishing the modification are noted below: 1. Replace both the AN 5 bolts with AN 4-12A bolts, AN 365 nuts and AN 960-516 washers, under the head and nut in conjunction with a 5/16 x 0.032-inch wall cadmium plated steel spacer 1-inch long as a sleeve. The length of the sleeve may protrude past the thickness of the washers a maximum of 1/16-inch or a minimum of 0.003 inch so that when tightened, the nut will bottom against the spacer and not on the washers. NOTE: To compensate for machining tolerances and casting variation, additional washers or various length sleeves may be used to obtain the proper sleeve exposure. 2. Replace the AN 5 bolts with AN 25-20 clevis bolts, AN 516 washers, AN 320-5 nuts and AN 380-2-3 cotter pins. NOTE: If more than 1/16-inch of bolt grip is exposed after installing the nut and washer, due to machining tolerances and casting variation, place additional washers under the head of the bolt to reduce the grip exposure to a minimum of 0.003-inch. (Lockheed Service Bulletin No. 18/SB-150 covers this same subject.)
80-15-07: 80-15-07 SHORT BROTHERS LIMITED: Amendment 39-3846. Applies to Model SD3-30 series airplanes, certificated in any category, serial numbers SH 3000 to SH 3027 inclusive. Compliance required as indicated. To prevent loss of fuel flow to an engine due to failure of a fuel system gravity feed check valve, comply with following, unless already accomplished. (a) Within 100 hours time in service after the effective date of this AD, or before the accumulation of 1300 hours total time in service, whichever occurs later, and thereafter in accordance with paragraph (b) of this AD, inspect and service the fuel system aft gravity feed check valve associated with fuel cell number 4 in accordance with paragraph 2, "ACCOMPLISHMENT INSTRUCTIONS," of Short Brothers Limited Service Bulletin No. SD 3-28-12, revision 1, dated February 1, 1980, (hereinafter referred to as the service bulletin) or an FAA-approved equivalent. (b) At intervals not to exceed 1200 hours total time in service since the last inspection, accomplish the inspection and servicing required in paragraph (a) of this AD. (c) The inspection interval required in paragraph (b) of this AD may be increased to 2400 hours upon the installation of a new or serviceable gravity feed check valve, P/N 984109/F. (d) Before the accumulation of 2400 hours total time in service and thereafter at intervals not to exceed 2400 hours time in service since the last inspection, inspect and service the fuel system aft gravity feed check valves associated with fuel cells numbers 1, 2 and 3, and the forward valve on cell number 4 in accordance with paragraph 2, "ACCOMPLISHMENT INSTRUCTIONS," of Short Brothers Limited Service Bulletin No. SD 3-28-12, revision 1, dated February 1, 1980, or an FAA-approved equivalent. NOTE: Short Brothers Limited Service Bulletin No. SD 3-28-13, dated December 19, 1979, refers to this subject. (e) Airplanes may be flown in accordance with FAR 21.197 and 21.199 to a basewhere the inspections and parts replacement required in this AD can be accomplished. (f) Upon request of an operator, the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium, may adjust the inspection intervals specified in this AD or approve equivalent means of compliance with this AD provided such requests are made through the assigned FAA maintenance inspector and the request contains substantiating data to justify the request for that operator. This amendment becomes effective July 28, 1980.
2006-05-09: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-200C, -200F, -400, -400D, and -400F series airplanes. This AD requires repetitive inspections for cracks in the overlapping (upper) skin, upper fastener row of the lap joints of the fuselage skin in sections 41, 42, and 46; and related investigative and corrective actions, if necessary. This AD results from fatigue tests and an analysis that identified areas of the fuselage lap joints where fatigue cracks can occur. We are issuing this AD to detect and correct fatigue cracks in the overlapping (upper) skin, upper fastener row of the lap joints of the fuselage skin in sections 41, 42, and 46, which could adversely \naffect the structural integrity of the airplane.
99-13-13: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9, DC-9-80, and C-9 (military) series airplanes; Model MD-88 airplanes; and Model MD-90 airplanes, that requires a one-time inspection of the forward attach pins of the outboard flight spoiler actuators to determine whether the pins are of correct length, and follow-on corrective actions. This amendment is prompted by a report that forward attach pins of incorrect length were found to be installed in the flight spoiler actuators on several in-service and in-production airplanes. The actions specified by this AD are intended to prevent failure of the piston of the flight spoiler actuator and consequent puncturing of the aft spar web, which could result in fuel leakage and reduced structural integrity of the wings.
80-10-05: 80-10-05 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-3771. Applies to all Model 188A and 188C series airplanes certificated in all categories. To prevent loss of strength capability of the wing due to fatigue cracking accomplish the following; unless previously accomplished: (a) Before accumulating 30,000 hours' time in service or within the next 100 hours' time in service on those airplanes with 30,000 or more hours' time in service, unless accomplished within last 400 hours: (1) Inspect the wing front spar lower cap per paragraph (d) of this AD; and (2) Reinspect per paragraph (d) prior to accumulating 500 hours' time in service since the last inspection required by paragraph (a)(1). (b) Within 400 hours' time in service since inspection required in (a)(2) and thereafter at intervals not to exceed 2,000 hours' time in service, inspect per paragraph (e) of this AD. (c) Inspections per paragraph (e) of this AD (including the 2,000 hour repetitive inspection) may be substituted for the inspections required by paragraph (a)(1) and (a)(2) of this AD. (d) Inspect wing front spar lower cap per paragraph 1.D.(1) of Lockheed Alert Service Bulletin 88/SB-699B dated July 13, 1979, hereinafter referred to as Lockheed ASB 88/SB- 699B. (e) Inspect spar cap adjacent structure per paragraph 1.D.(2), 1.D.(3), 1.D.(4), 1.D.(5), 1.D.(6), 1.D.(7), and 1.D.(8) of Lockheed ASB 88/SB-699B. (f) Repair any detected cracks prior to further flight per Lockheed ASB 88/SB-699B. (g) Incorporation of the modifications/repairs defined by the drawings listed below terminates the inspection requirements of this AD for the listed paragraphs in ASB 88/SB-699B. (1) Drawing Numbers 842174 and 842181 for paragraphs 1.D.1, 1.D.3, 1.D.4 (spar cap only), 1.D.5 (spar cap at Station 203), 1.D.7 (spar cap at Stations 159 and 167). (2) Drawing Numbers 842185 and 842186 for paragraphs 1.D.2 and 1.D.6. (3) Drawing Number 842222 for paragraph 1.D.4 (spar web and cap at Station 203 only). (4) Drawing Number 842217 for paragraph 1.D.4 (spar web at Station 216). (5) Drawing Number 841738 (spar web at Station 160). (h) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment supersedes Amendment 39-3204 (43 FR 19210) AD 78-09-06. This amendment becomes effective June 23, 1980.
79-18-13: 79-18-13 DETROIT DIESEL ALLISON: Amendment 39-3548. Applies to all Model 250-C28B and 250-C28C Series engines equipped with third stage turbine wheel P/Ns 6898553 or 6898773 installed in, but not limited to Bell 206L-1 rotorcraft certificated in all categories. Compliance required as indicated unless previously accomplished. A. For turbine wheels with less than 300 hours total time in service, compliance is required before reaching 325 hours total time in service. B. For turbine wheels with more than 300 hours total time in service, compliance is required within 25 hours time in service. To preclude engine power loss due to possible turbine blade failure, remove above listed third stage turbine wheels from service. This amendment becomes effective September 6, 1979, as to all persons except those to whom it was made immediately effective by the airmail letter dated July 19, 1979, which contained this amendment.
84-05-51: T84-05-51 BELL HELICOPTER TEXTRON INCORPORATED: Telegram issued February 27, 1984. Applies to Bell Helicopter Textron, Incorporated, Models 214B, 214B-1, and 214ST helicopters certified in all categories that are equipped with collective sleeves P/N 214-010-411-(all dash numbers) that have the serial number prefix A-19. (Airworthiness Docket No. 84-ASW-11.) Compliance is required as indicated. A. The affected parts shall be magnetic particle inspected using the procedures described in Bell Helicopter Textron, Incorporated, Telegraphic Alert Service Bulletin No. 214ST-84-17 or 214B-84-26, as applicable, or other FAA approved equivalent procedure, in accordance with the following schedule: 1. For those parts in the range of zero to five hundred hours time-in-service, perform the inspection before further flight. 2. For those parts in the range of 500 to 1000 hours time-in-service, perform the inspection prior to the next 100 hours time-in-service. 3. Forthose parts that have 1000 or more hours in service, perform the inspection not later than the next 2500 hour overhaul period already required by the manufacturer. B. Remove any cracked part from service and replace it with a serviceable part. C. The helicopter may be flown to a repair base for the above inspections under the provisions of FAR 21.197. D. Any equivalent means of compliance with this AD must be approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, Southwest Region. E. Bell Helicopter Textron, Incorporated, Telegraphic Alert Service Bulletin 214ST-84-17, or 214B-84-26 is equivalent means of compliance with this AD. This AD becomes effective upon receipt.
95-11-15 R1: This action confirms the effective date of Airworthiness Directive (AD) 95-11-15 R1, which applies to Alexander Schleicher Segelflugzeugbau (Alexander Schleicher) Model ASK 21 gliders. AD 95-11-15 R1 requires replacing the parallel rocker with a part of improved design and incorporating flight manual revisions, but only for those gliders with the automatic elevator connection incorporated. AD 95-11-15 was the result of two incidents of the parallel rocker breaking at the elevator connection on the affected gliders. Since that time, the FAA has determined that the AD should only affect those Model ASK 21 gliders equipped with the automatic elevator connection. The actions specified in this AD are intended to continue to prevent possible loss of elevator control that could result from a broken parallel rocker.
60-08-02: 60-08-02 BOEING: Amdt. 131 Part 507 Federal Register April 9, 1960. Applies to All Model 75 Series Aircraft Operated in Restricted Category With a Gross Weight Exceeding 3,200 Pounds. Compliance required not later than June 1, 1960, and at each 100 hours' time in service thereafter. Due to reports of cracked longerons, the following shall be accomplished: Visually inspect the fuselage longerons and fuselage diagonal bracing for cracks in the vicinity of the lower wing front spar attach fittings. All cracked structural members shall be repaired or replaced in accordance with CAR 18.
2002-01-20: This amendment adopts a new airworthiness directive (AD), applicable to certain BAE Systems (Operations) Limited Model BAe 146- 200A series airplanes, that requires replacement of the signal summing units (SSUs) for the stall identification system with new, improved parts. The actions specified by this AD are intended to prevent stall identification and stall warning signals from occurring at the same time, leading the flight crew to take action based on erroneous information, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
99-13-04: This amendment adopts a new airworthiness directive (AD) that applies to certain Cessna Aircraft Company (Cessna) Models 206H and T206H airplanes. This AD requires inspecting the left and right wing aileron control bellcrank stop bolts and lock nuts for flush and tight contact with the surface of the threaded boss on each end of the yoke assemblies, and accomplishing follow-on and corrective actions, as applicable. This AD is the result of an inspection on one of the affected airplanes that showed that the aileron control bellcrank stop bolt had partially backed out of the threaded boss. The actions specified by this AD are intended to detect and correct loose aileron control bellcrank stop bolts, which could result in restricted movement of the ailerons with possible partial or complete loss of aileron control.
99-12-06: This amendment adopts a new airworthiness directive (AD) that requires replacing certain AlliedSignal Inc. VN 411B VHF navigation receivers installed on aircraft if the receivers do not have Modification 21 incorporated. This AD is the result of a report of navigation receiver interference during landing operations. The actions specified by this AD are intended to prevent VHF navigation receiver interference from frequency modulation (FM) radio station broadcasts, which could cause distortion of the navigation audio and deflection of the desired flight path of the airplane during landing operations with possible loss of control of the airplane.
2019-23-14: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by significant changes made to the airworthiness limitations (AWLs) related to fuel tank ignition prevention and the nitrogen generation system. This AD requires revising the existing maintenance or inspection program, as applicable, to include new or revised AWLs. The FAA is issuing this AD to address the unsafe condition on these products.
2006-05-10: The FAA is adopting a new airworthiness directive (AD) for certain BAE Systems (Operations) Limited Model BAe 146 and Model Avro 146-RJ airplanes. This AD requires a one-time detailed inspection for corrosion of the hinge bracket assembly of the left and right main landing gear (MLG) doors, and corrective action if necessary. This AD results from in-service reports of hinge bracket failures on the MLG doors. We are issuing this AD to prevent failure of the hinge bracket on the MLG door, which could result in separation of the door, consequent structural damage to the airplane, and possible injury to people on the ground.
2019-25-19: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 airplanes. This AD was prompted by a report of dislodged passenger door girt bars. This AD requires modification of the girt bar retention mechanism of the affected doors, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2019-24-01: The FAA is adopting a new airworthiness directive (AD) for Airbus SAS Model A318 and A319 series airplanes; Model A320-211, -212, -214, -231, -232, and -233 airplanes; Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes; Model A330-200 and A330-200 Freighter series airplanes; Model A340-200 and -300 series airplanes; and Model A340-500 and -600 airplanes (except for airplanes equipped with flammability reduction means (FRM) approved by the FAA as compliant with the Fuel Tank Flammability Reduction (FTFR) rule). This AD was prompted by the FAA's analysis of the fuel system reviews on these models conducted by the manufacturer. This AD requires modifying the fuel quantity indicating system (FQIS) to prevent development of an ignition source inside the center fuel tank due to electrical fault conditions. This AD also provides alternative actions for cargo airplanes. This AD does not apply to airplanes equipped with FRM approved by the FAA. The FAA is issuing this AD to address the unsafe condition on these products.
2006-05-08: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 series airplanes. This AD requires installing a new washer between the lower wing surface and the jam nut of the sump drain valve assembly. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent energy from a lightning strike on the bushing for the sump drain valve from arcing to the inside of the center fuel tank wall, which could create an ignition source in the fuel tank and result in a fuel tank explosion.
84-07-03 R1: 84-07-03 R1 BRITISH AEROSPACE, AIRCRAFT GROUP: Amendment 39-4837 as amended by Amendment 39-5251. Applies to all Viscount Model 700 series and 800 series airplanes certificated in all categories. Compliance required as indicated. To prevent collapse of the nose landing gear, accomplish the following: 1. Within the next six months after the effective date of this AD, unless previously accomplished within the last six months, and thereafter at intervals not to exceed six months, inspect and repair, as necessary, the nose landing gear in accordance with Paragraph 2, Accomplishment Instructions, of British Aerospace Preliminary Technical Leaflet No. 125, Issue 4, for all Model 800 series airplanes. Paragraphs 2.5 and 2.5.1 must be accomplished at the first inspection and thereafter at intervals not to exceed one year. 2. Within the next six months after the effective date of this AD, unless previously accomplished within the last six months, and thereafter at intervals not to exceed six months, inspect and repair, as necessary, the nose landing gear in accordance with the Accomplishment Instructions of Paragraphs 2.1 thru 2.4, and 2.7 of the British Aerospace Preliminary Technical Leaflet No. 262, Issue 4, for all Model 700 series airplanes; and during the first inspection only, accomplish Paragraph 2.6 and BA Modification D.3284, if applicable. Paragraph 2.5 must be accomplished at the first inspection and thereafter at intervals not to exceed one year. 3. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. 4. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. Amendment 39-4837 supersedes Amendment 39-1058 (35 FR 12325), AD 70-16-06. Amendment 39-4837 becameeffective May 6, 1984. This Amendment 39-5251 becomes effective March 24, 1986.
99-11-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires a one-time detailed visual inspection to detect improperly installed or frayed aileron cables, and a one-time detailed visual inspection to detect improper identification or location of the cable markers, and corrective actions, if necessary. This amendment is prompted by a report that an aileron cable failed, due to improper installation onto the wrong groove of an aileron cable drum. The actions specified by this AD are intended to detect and correct an improperly installed aileron cable; such installation could lead to the failure of the aileron cable, and consequent reduced lateral control capability of the airplane.
99-11-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes, that requires repetitive inspections to ensure proper installation of the engine thrust link components, and follow-on corrective action, if necessary; and replacement of the forward engine mount end cap assembly with an improved end cap assembly. Such replacement, when accomplished, will terminate the repetitive inspections. This amendment is prompted by a report of fatigue cracking of end cap bolts, caused by improper installation. Subsequent investigation revealed that properly installed end caps also are subject to early fatigue cracking. The actions specified by this AD are intended to prevent failure of the end cap assembly, which could lead to separation of the engine from the airplane in the event of a primary thrust linkage failure.
2006-05-05: The FAA is adopting a new airworthiness directive (AD) for certain MT-Propeller Entwicklung GmbH variable pitch and fixed pitch propellers with serial numbers (SNs) below 95000, which have not been overhauled since April 1994. This AD requires overhauling the propeller blades of these propellers within 30 days after the effective date of the AD. This AD also requires performing initial and repetitive visual inspections of affected propeller blades. This AD also requires removing all propeller blades from service with damaged erosion sheath bonding or loose erosion sheaths and installing any missing or damaged polyurethane protective strips. This AD results from reports of stainless steel leading edge erosion sheaths separating from propeller blades and reports of propeller blades with damaged or missing polyurethane protective strips (PU-protection tape) due to insufficient inspection procedures in older MT-Propeller Entwicklung GmbH Operation & Installation Manuals. We are issuing this AD to prevent erosion sheath separation leading to damage of the airplane.
81-10-10 R1: 81-10-10 R1 MCDONNELL DOUGLAS: Amendment 39-4116 as amended by Amendment 39-4629. Applies to all McDonnell Douglas Model DC-9 series and Military C-9 series airplanes, certificated in all categories. Compliance required as prescribed herein. To prevent fatigue cracking and possible structural failure of the forward galley service doors, P/N 5910084 and P/N 5910538, on airplanes with 12,000 or more landings accumulated on and after the effective date of this AD, accomplish the following: \n\n\tA.\tWithin the next 30 days after the effective date of this amendment, unless accomplished within the last 3,100 landings, perform an operational check of the door, and a visual inspection for general condition of door, pan and seals, door stops, and set screws. If corrective actions are deemed necessary, accomplish rework and/or replacement per operator's approved maintenance program. \n\n\tNOTE: Removal of seals and liner not required to perform this inspection. \n\n\tB.\tIn accordance withthe schedule below, perform a close visual inspection of the door pan, forward and aft ends of horizontal beams (frames), including the bend radius along the upper and lower flanges, tee fittings and clips, or inspect in accordance with McDonnell Douglas DC-9 Service Bulletins 52-125 dated August 11, 1981, or 52-127 dated January 10, 1983, as applicable. \n\n\tNOTE: Removal of seals is not required to perform this inspection. \n\n\t\t1.\tInitial visual inspection schedule (unless accomplished within the last 3,100 landings): \n\n\n Accumulated Landings\n(on effective date of this AD)\nInitial Inspection\n (from effective date of this AD) \n12,000 - 14,999\t\n4,000 landings\n15,000 - 19,999\t\n2,900 landings \n20,000 - 24,999\t\n1,800 landings \n 25,000 and over\t\n 900 landings \n \t\t\t\n\n\tNOTE: If the total number of landings cannot be determined for a particular door, for the purpose of this AD it must be assumed the door has 25,000 or more landings. \n\n\t\t2.\tRepeat the inspections specified in paragraph B.1., above, at intervals not to exceed 4,000 landings from the last inspection until terminating action specified in paragraph C., below, is accomplished. \n\n\t\t3.\tFor airplanes with less than 12,000 landings on the effective date of this AD, inspect in accordance with paragraph B., above, before the accumulation of 16,000 landings. \n\n\t\t4.\tIf no cracks are found, continue repetitive inspections per paragraph B.2., above, until terminating actions specified in paragraph C.1., below, is accomplished. \n\n\t\t5.\tIf cracks are found, install applicable repairs on cracked pan and/or beams and accomplish repetitive inspections per paragraph B.2., above, until terminating action specified in paragraph C.2., below, is accomplished. For Part Numbers 5910084-(***) and 5910538-(***), with cracks which exceed the limits defined in Douglas Service Rework Drawing 5939988 or J060167, respectively, the affected beam(s) must be replaced with new like beam(s) prior to installing preventative repairs. \n\n\t(NOTE: *** denotes any configuration.) \n\n\t\t6.\tPrevious accomplishment of preventative repairs, required by this AD, which are outlined in McDonnell Douglas Service Rework Drawing 5939988, may be considered as equivalent methods for complying with the requirements of this AD. \n\n\tC.\tTerminating Action: The following constitutes terminating action for this AD: \n\n\t\t1.\tFor aircraft found to be crack free, accomplish the applicable preventative repair per Paragraph 2, Accomplishment Instructions specified in McDonnell Douglas DC-9 Service Bulletins 52-125 dated August 11, 1982, or 52-127 dated January 10, 1983, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\t2.\tFor aircraft found to have cracks, accomplish the applicable repairs and inspections and install preventative repairs per paragraph 2, Accomplishment Instructions, specified in McDonnell Douglas DC-9 Service Bulletins 52-125 dated August 11, 1982, or 52-127 dated January 10, 1983, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tSpecial flight permits may be issued in accordance with FARs 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tE.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain 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 change for that operator. \n\n\tF.\tFor the purposes of complying with this AD, subject to the acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average time from takeoff to landing. \n\n\tG.\tAlternative inspections, repairs, or other actions accomplished on or after the effective date of this AD, which provide an equivalent level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. to 5 U.S.C. 552(a)(1). \n\n\tAll persons affected by this directive who have not already received these 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, C1-750 (54-60). These documents also may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tAmendment 39-4116 became effective May 28, 1981. \n\n\tThis Amendment 39-4629 becomes effective April 20, 1983.
2019-25-16: The FAA is superseding Airworthiness Directive (AD) 2017-06- 08, which applied to certain Embraer S.A. Model ERJ 170-100 LR, -100 STD, -100 SE, and -100 SU airplanes; and Model ERJ 170-200 LR, -200 SU, and -200 STD airplanes. AD 2017-06-08 required revising the existing maintenance or inspection program, as applicable, to incorporate more restrictive airworthiness limitations. This AD continues to require that revision; adds a new requirement for revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations; and adds airplanes to the applicability. Since the FAA issued AD 2017-06-08, the agency determined that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2009-15-17: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: * * * * * [B]ogie beam internal paint has been degraded, leading to a loss of cadmium plating and thus allowing development of corrosion pitting. If not corrected, this situation under higher speed could result in the aircraft departing the runway or in the bogie [beam] detaching from the aircraft or [main landing] gear collapses, which would constitute an unsafe condition. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.