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2021-21-11: The FAA is adopting a new airworthiness directive (AD) for certain Pacific Aerospace Limited Model 750XL airplanes. This AD was prompted by 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 identifies the unsafe condition as insufficient clearance between the engine mount, the Beta control rod, and the inter-turbine temperature (ITT) sensing probe that could lead to chafing damage. This AD requires inspecting the engine mount, the temperature probe, and the reversing cable for damage, and taking any necessary corrective actions. The FAA is issuing this AD to address the unsafe condition on these products.
77-13-15: 77-13-15 BOEING: Amendment 39-2944 as amended by Amendment 39-2989. Applies to all Model 727 series airplanes listed in Boeing Service Bulletin No. 727-53-134, Revision 3, or later FAA approved revisions, and certificated in all categories. Compliance required as indicated. \n\tTo detect cracking in the Body Station 910 floor beam, accomplish the following: \n\tA.\tWithin the next 1000 pressurization cycles for airplanes with more than 20,000 pressurization cycles on the effective date of this AD, or prior to the accumulation of 21,000 pressurization cycles for airplanes with less than 20,000 pressurization cycles on the effective date of this AD, inspect the lower flanges of the B.S. 910 floor beam for cracks per paragraph B below. If inspected within the last 1000 pressurization cycles prior to the effective date of this AD per paragraph B.2, reinspect in accordance with paragraph E. Beams found cracked are to be repaired per paragraph C. \n\tB.\tInspect the B.S. 910 floor beam inaccordance with one of the following: \n\t\t1.\tLow frequency eddy current inspection procedures of Figure 3 of Boeing Service Bulletin No. 727-53-134, Revision 3 or later FAA approved revisions. \n\t\t2.\tEddy current or dye penetrant inspection procedures of Figure 2 of Boeing Service Bulletin No. 727-53-134, Revision 3, or later FAA approved revisions. \n\t\t3.\tA manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tC.\tIf cracks are detected in the beam, repair in accordance with Boeing Service Bulletin No. 727-53-134, Revision 3, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, prior to further flight except that the airplane may be flown unpressurized in accordance with FAR 21.197 to a base where the repair can be accomplished. \n\tD.\tAirplanes which have had the straps or repair doubler installed in accordance with Boeing Alert Service Bulletin No. 727-53-124, or FAA approved equivalent, must be inspected once in accordance with paragraphs B.2 or B.3 of this AD within 3000 pressurization cycles from the effective date of this AD, in lieu of compliance with the compliance times specified in paragraphs A and E, unless already accomplished. Beams found cracked are to be repaired in accordance with paragraph C. \n\tE.\tRepeat the inspections per paragraph B.1 at intervals not to exceed 1000 pressurization cycles or per paragraph B.2 at intervals not to exceed 2000 pressurization cycles. \n\tF.\tTerminating action of this AD consists of inspection per paragraphs B.2 or B.3 and installation of the preventive modification straps or repair doubler in accordance with Boeing Alert Service Bulletin No. 727-53-124, Revision 1, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tG.\tFor the purpose of complying with this AD, the number of pressurization cycles may be considered to be identical to the number of landings.H.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAmendment 39-2944 became effective August 5, 1977. \n\tThis amendment 39-2989 becomes effective August 1, 1977.
90-24-04: 90-24-04 BOEING: Amendment 39-6809. Docket No. 90-NM-95-AD. \n\n\tApplicability: Model 737-200 series airplanes, listed in Boeing Alert Service Bulletin 737-57A1206, dated April 12, 1990; and Model 737-300 and 737-400 series airplanes, listed in Boeing Alert Service Bulletin 737-57A1208, dated March 29, 1990; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fastener fracture in the fitting attachment which could result in a loss of the outboard flap, accomplish the following: \n\n\tA.\tPrior to the accumulation of 5,000 flight hours or within 12 months after the effective date of this AD, whichever occurs later, perform a visual inspection of the outboard flap support fitting attach bolts in accordance with Boeing Alert Service Bulletin 737-57A1206, dated April 12, 1990, or Boeing Alert Service Bulletin 737-57A1208, dated March 29, 1990, as applicable. \n\n\t\t1.\tIf the bolts are confirmed as BACB30LE6 or BACB30US6,no further action is required at that location. \n\n\tNOTE: A bolt head marking of BACB30LE6, BACB30US6, B30LE6, or B30US6 confirms the correct bolt installation. Oversize bolts BACB30LE7 or BACB30US7 may be installed and are acceptable. \n\n\t\t2.\tIf a bolt BACB30MT is found, prior to further flight, and thereafter at intervals not to exceed 1,000 flight hours, perform torque inspections in accordance with Boeing Alert Service Bulletin 737-57A1208, dated March 29, 1990, or Boeing Alert Service Bulletin 737-57A1206, dated April 12, 1990, as applicable. If the bolt turns at or below the specified torque range, prior to further flight, replace it with BACB30LE or BACB30US in accordance with the previously mentioned service bulletins. Replacement of any bolt with bolt BACB30LE or BACB30US constitutes terminating action for the repetitive torque inspections for that bolt. \n\n\t\t3.\tIf a bolt other than the one listed in paragraph A.1. or A.2. of this AD is found, prior to further flight,replace the bolt with bolt BACB30LE or BAC30US in accordance with Boeing Alert Service Bulletin 737-57A1208, dated March 29, 1990, or Boeing Alert Service Bulletin 737-57A1206, dated April 12, 1990, as applicable. \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, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle Aircraft Certification Office (ACO), and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the ACO. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer mayobtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6809, AD 90-24-04) becomes effective on December 24, 1990.
94-09-09: This amendment adopts a new airworthiness directive (AD) that is applicable to certain SAAB Model SAAB SF340A and SAAB 340B airplanes. This action requires installation of a placard in the cockpit that informs the flight crew of the prohibition against moving the power levers below "flight idle" (beta mode) when the airplane is airborne. This amendment is prompted by an incident during which a Model SAAB 340B airplane, that was in "beta mode" for a short duration during descent, lost all engine power. The action specified in this AD is intended to prevent engine overspeed and the resultant loss of engine power.
88-21-03 R1: 88-21-03 R1 AIRBUS INDUSTRIE AND BOEING: Amendment 39-6045 as amended by Amendment 39-6077. Applies to all Airbus Model A300 and A310-200 series airplanes, and Boeing Models 737-200, 737-300, 757-200, 767-200, and 767-300 series airplanes, certificated in any category, which are approved for operations over a route that contains a point farther than one hour flying time at the normal one-engine inoperative cruise speed (in still air) from an adequate airport in deviation from Section 121.161 of the Federal Aviation Regulations, referred to as "extended range," "EROP," or "ETOP" operations. Compliance required within 30 days after the effective date of the AD, unless previously accomplished. \n\n\tTo prevent failure of the fuel crossfeed valve during a single engine diversion on an extended range flight, which could result in the inability of the airplane to stay within the airplane lateral imbalance limit or in fuel starvation in the operating engine before the airplane is ableto reach the diversion airport, accomplish the following: \n\n\tA.\tRevise the LIMITATIONS SECTION of the FAA-approved Airplane Flight Manual (AFM) or Flight Manual Appendix, as appropriate, by adding the following instructions. This may be accomplished by inserting a copy of this AD in the AFM. \n\n\t\tFuel Crossfeed Valve. \n\n\t\tPerform an operational check of the fuel crossfeed valve during the last hour of \n\t\tcruise flight during each extended range operation. Enter valve failure conditions\n\t\tresulting from the operational check in the airplane log. \n\n\tB.\tRepair or replace, prior to next flight, any fuel crossfeed valve system component not exhibiting proper operation. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Operations Inspector, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\tNOTE: The request should be forwarded through an FAA Principal Operations Inspector (POI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tThis amendment revises AD 88-21-03, Amendment 39-6045, effective October 24, 1988. \n\tThis amendment, 39-6077, becomes effective November 18, 1988.
2006-17-10: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-100, DHC-8-200, and DHC-8-300 series airplanes. This AD requires repetitive inspections of the fluorescent light tube assemblies of the cabin, lavatory, and sidewall, and corrective actions if necessary. This AD also provides for optional terminating action for the repetitive inspections. This AD results from reports of overheating due to arcing between the fluorescent tube pins and the lamp holder contacts. The tubes had not been properly seated during installation. We are issuing this AD to prevent fumes, traces of visible smoke, and fire at the fluorescent light tube assembly.
64-03-01: 64-03-01\tBOEING: Amdt. 679 Part 507 Federal Register February 4, 1964. Applies to All Models 707, 720 and 727 Series Aircraft. \n\n\tCompliance required as soon as the modification can be scheduled but not later than 1,000 hours' time in service after the effective date of this AD unless already accomplished. \n\n\tModify the fuel tank access panels and clamp rings in accordance with the following or Boeing Service Bulletin No. 1955 for 707 and 720 Series aircraft and Bulletin No. 28-7 for 727 Series aircraft or later FAA-approved revisions or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\t(a)\tRemove all fuel tank clamp rings and access doors from the aircraft. \n\n\t(b)\tRemove the phenolic insulation from the clamp ring by application of heat for 1 hour at 300 degrees F. \n\n\t(c)\tClean all mating surfaces of the access door, clamp ring, and wing skin flange of all material coating such as primer, zinc chromate and anodizing by scraping andhand sanding to base metal with 600 grit aluminum oxide paper or equivalent. \n\n\t(d)\tPrepare a mixture of conductive anticorrosive Aeroshell No. 14 grease MIL-G-25537 and Alcoa 408 aluminum powder in a ratio by weight of 35 percent of Alcoa 408 and apply to mating surfaces of clamp ring in sufficient quantity so as to obtain good surface coverage when reinstalled. \n\n\tThis directive effective February 4, 1964. \n\n\tRevised June 30, 1965.
92-19-06: 92-19-06 MCDONNELL DOUGLAS: Amendment 39-8364. Docket No. 92-NM-43-AD. \n\n\tApplicability: Model DC-9-81, -82, -83, and -87 (MD-81, -82, -83, and -87) series airplanes, and Model MD-88 airplanes; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent chafing damage to the wire assemblies that could lead to arcing and smoke in the passenger cabin, accomplish the following: \n\n\t(a)\tPrior to or upon the accumulation of 9,000 total flight hours or within 6 months after the effective date of this AD, whichever occurs later: Inspect the galley power feeder wire assemblies, in accordance with McDonnell Douglas Alert Service Bulletin A24-132, Revision 1, dated March 2, 1992. \n\n\t(b)\tIf no damage is detected as a result of the inspection required by paragraph (a) of this AD, within 6,000 flight hours of the initial inspection or within 15,000 total flight hours, whichever occurs later, modify the galley power feeder wire assemblies, in accordance with McDonnell Douglas Alert Service Bulletin A24-132, Revision 1, dated March 2, 1992. \n\n\t(c)\tIf damage is detected as a result of the inspection required by paragraph (a) of this AD, accomplish subparagraph (c)(1) and (c)(2) of this AD: \n\n\t\t(1)\tPrior to further flight, repair the damaged wire insulator (install protective sleeving), in accordance with McDonnell Douglas Alert Service Bulletin A24-132, Revision 1, dated March 2, 1992; \n\n\t\t(2)\tWithin 6,000 flight hours after accomplishing the inspection required by paragraph (a) of this AD, modify the galley power feeder wire assemblies, in accordance with McDonnell Douglas Alert Service Bulletin A24-132, Revision 1, dated March 2, 1992. \n\n\t(d)\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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submittheir requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles 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 inspection and modification shall be done in accordance with McDonnell Douglas Alert Service Bulletin A24-132, Revision 1, dated March 2, 1992. 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications, C1-HDR (54-60). Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at FAA, Transport Airplane Directorate, Los Angeles ACO, 3229 East Spring Street, Long Beach, California; 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 November 17, 1992.
92-13-03: 92-13-03 MCDONNELL DOUGLAS: Amendment 39-8273. Docket No. 92-NM-104-AD. \n\n\tApplicability: Model MD-11 series airplanes, as listed in McDonnell Douglas MD-11 Service Bulletin 27-18, Revision 1, dated October 16, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent inadvertent slat deployment during flight at cruise altitude, which could create significant vibrations and cause damage to the elevators, accomplish the following: \n\n\t(a)\tWithin 15 days after the effective date of this AD, accomplish the requirements of either sub-paragraph (a)(1) or (a)(2) of this AD: \n\n\t\t(1)\tReplace the quadrant, gate, and spacer on the flap control module, and re-identify the module, in accordance with paragraph C. of McDonnell Douglas MD-11 Service Bulletin 27-18, dated August 30, 1991 or "Option I" of paragraph C. of McDonnell Douglas MD-11 Service Bulletin 27-18, Revision 1, dated October 16, 1991. \n\n\t\t(2)\tModify the quadrant and gate on the flap control module, and replace a spacer on the flap control module, and re-identify the module, in accordance with "Option II" of paragraph C. of McDonnell Douglas MD-11 Service Bulletin 27-18, Revision 1, dated October 16, 1991. \n\n\t(b)\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, Los Angeles 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, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(c)\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(d)\tThe replacement and modification shall be done in accordance with McDonnell Douglas MD-11 Service Bulletin 27-18, dated August 30, 1991; or McDonnell Douglas MD-11 Service Bulletin 27-18, Revision 1, dated October 16, 1991; as applicable. 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at FAA, Transport Airplane Directorate, 3229 East Spring Street, Long Beach, California 90806-2425; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on July 6, 1992.
94-06-10: This amendment supersedes an existing airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-8 series airplanes, that currently requires the incorporation of specific maximum brake wear limits into the maintenance inspection program. That action was prompted by an accident in which a transport category airplane executed a rejected takeoff (RTO) and was unable to stop on the runway due to worn brakes. The actions specified by that AD are intended to prevent loss of braking effectiveness during a high energy RTO. This amendment requires that a new part number be permanently marked on certain brakes when modified to meet the new brake wear limits.
82-08-02: 82-08-02 MITSUBISHI HEAVY INDUSTRIES, LTD. (MHI): Amendment 39-4360. Applies to MHI Models MU-2B, -10, -15, -20, -25, -26 (S/N 005 thru 347, except 313 and 321) and MU-2B-30, -35, -36 (S/N 501 thru 696, except S/N 652 and 661) airplanes certificated in any category. \n\nCOMPLIANCE: Required as indicated unless previously accomplished. \nA)\tWithin the next 25 hours time-in-service from the effective date of this AD: \n1)\tVisually inspect the engine's electrical wiring to determine if nonshielded and noncolor-coded wiring is white or brown (tan). Inspection may be made at connectors P4001 and P4020. Remove spiral wrap as required for inspection. \n2)\tIf wires are brown (tan), inspect in accordance with Figure 1 to determine if wires are "tight weave" or "loose weave." \na.\tIf brown (tan) wires are "loose weave," inspect in accordance with paragraph A)4). \nb.\tIf brown (tan) wires are "tight weave," no further inspection is necessary and the airplane may be returned to service. \n3)\tIf wires are white, open the harness as necessary and inspect wires for identification: \na.\tIf white wires are marked MS 25471-XX (XX indicates wire gauge), inspect in accordance with paragraph A)4). \nb.\tIf white wires are marked M 22759/7-XX and/or M-22759/8- XX, no further inspection is necessary and the airplane may be returned to service. \n4)\tAfter each 25 hours time-in-service, remove wiring harness which incorporates wires affected by paragraph 2)a or 3)a from the engines and visually inspect all brown (tan) "loose weave" or white insulated MS 25471-XX wires for tight loop, kinks, or bulged deformation. If these conditions are found, replace the wiring harness using one of the procedures in paragraph A)5) before further flight. Inspections may be discontinued when wires are replaced using one of the procedures in paragraph A)5). \n5)\tOn or before 300 hours time-in-service after the effective date of this AD, replace all brown (tan) "loose weave" or white insulated MS 25471-XXwires with M 22759/7-XX or M 22759/8-XX wire using one of the procedures specified in Part 3 of MHI Service Bulletin 191, dated December 21, 1981. \n\nB)\tA special flight permit may be issued in accordance with FAR 21.197 to allow flight of the airplane to a location where this AD can be accomplished. \n\nC)\tAn alternative means of compliance with this AD may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009-2007. \n\nThis amendment became effective on April 15, 1982. \n\n\n\nFigure 1 AD 82-08-02
92-03-07: 92-03-07 BOEING: Amendment 39-8162. Docket No. 91-NM-160-AD. Supersedes AD 89-08-11, Amendment 39-6190 and AD 90-05-02, Amendment 39-6518. \n\n\tApplicability: Model 737 series airplanes, line number 0001 through 2060 equipped with Garrett GTCP 85-129 series auxiliary power units (APU), certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent an uncontained APU tailpipe fire due to clogged shroud and fuel drains, accomplish the following: \n\n\t(a)\tPrior to the accumulation of 150 flight hours after April 25, 1989 (the effective date of Amendment 39-6190, AD 89-08-11), perform a one-time inspection of the exhaust flange and the exhaust muffler heat shield skin joint and remove any excess or loose sealant, and perform an inspection and cleaning of the APU shroud, plenum and combustor drain lines, in accordance with Boeing Service Letter 737-SL-49-14, Revision A, dated March 29, 1989, or Boeing Service Letter 737-SL-49-14, Revision B, dated April 20, 1989. Thereafter, at intervals not to exceed 500 hours, or immediately following maintenance involving the drain system (e.g., APU change, etc.), perform an inspection and cleaning of the APU shroud drains and plenum fuel drain in accordance with the service letters. \n\n\t(b)\tWithin 10 days after March 12, 1990 (the effective date of Amendment 39-6518, AD 90-05- 02), revise the Limitations section of the FAA-approved Airplane Flight Manual (AFM) by adding the following instructions. This may be accomplished by inserting a copy of this AD into the AFM. \n\n"AUXILIARY POWER UNIT LIMITATION: \n\tAfter any unsuccessful APU ground start, either placard the APU "NO GROUND STARTING" or accomplish the following during the subsequent ground start attempt(s): \n\n\t\t(1)\tFollowing an unsuccessful APU ground start attempt, the subsequent APU ground start attempt(s) must be monitored by a qualified ground observer to assure proper APU starting. The FAA Principal Maintenance Inspector (PMI) must approve the qualified ground observer, the monitoring procedures, and the method of documentation for compliance with these procedures. If APU tail pipe torching is observed, prior to flight, inspect the affected airplane surface(s) for fire damage and/or paint blistering. Repair or replace fire-damaged area(s) in a manner approved by the Manager, Seattle Aircraft Certification Office, prior to further flight. \n\n\t\t(2)\tFollowing successful APU operation, if subsequent unsuccessful APU ground starts are again experienced, the ground start monitoring requirements required by paragraph (b)(1) of this AD must be repeated. \n\n\t\t(3)\tThe placard may be removed and normal APU ground starting procedures resumed following appropriate maintenance action to determine and resolve the cause of the unsuccessful ground start, or successful ground start has been accomplished in accordance with paragraph (b)(1) of this AD, or in-flight starting and operation is accomplished. \n\n\tNOTE: In-flight starting and operating of the APU is not impacted by this action." \n\n\t(c)\tWithin 36 months after the effective date of this AD, modify the APU drain assembly in accordance with Boeing Service Bulletin 737-49-1073, dated July 25, 1991. This modification constitutes terminating action for the repetitive inspections and cleaning requirement required by paragraph (a) of this AD. The AFM limitation required by paragraph (b) of this AD may be removed following completion of the modification. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(e)\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\t(f)\tThe inspection required by this AD shall be done in accordance with Boeing Service Letter 737-SL-49-14, Revision A, dated March 29, 1989; or Boeing Service Letter 737-SL-49-14, Revision B, dated April 20, 1989. The modifications required by this AD shall be done in accordance with Boeing Service Bulletin 737-49-1073, dated July 25, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(g)\tThis amendment (39-8162, AD 92-03-07) becomes effective on March 16, 1992.
91-08-12: 91-08-12 BOEING: Amendment 39-6967; Docket No. 90-NM-179-AD. \n\n\tApplicability: Model 737 series airplanes, line numbers 520 through 610, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent inability of the airplane to carry fail-safe loads due to disbonded doublers, and to reduce the possibility of rapid decompression, accomplish the following: \n\n\tA.\tWithin 60 calendar days after the effective date of this AD, perform a one-time external ultrasonic inspection of the bonded doublers not mechanically fastened above stringer (S-) 26 between body station (BS) 259 and BS 1016 in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. \n\n\tNOTE: The area inspected in accordance with AD 89-16-05, Amendment 39-6281, does not require reinspection for disbonding. \n\n\tB.\tIf disbonding is detected, prior to further flight, accomplish the following: \n\n\t\t1.\tPerform a high frequency eddy current (HFEC)inspection for cracks and a visual inspection for corrosion along the upper rivet row of the lower lap splices and both rivet rows of S-17 (if affected), for the entire length of affected panel, in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. If, during the inspections required by this paragraph, paint inhibits identification of the fastener heads or cracks, the paint must be stripped using an FAA-approved chemical stripper. \n\n\t\t\ta.\tIf no cracking or corrosion is found, repeat the HFEC and visual inspections at intervals not to exceed 4,500 flight cycles until the preventive modification required by paragraph C. of this AD is accomplished. \n\n\t\t\tb.\tIf cracks are found, repair prior to further flight, in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. Within 3,000 flight cycles following the repair, accomplish the lap splice preventive modification on the affected panel, which includes installation of oversize protruding head solid fasteners in the lap splice upper row and S-17, in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. \n\n\t\t\t\t(1)\tBlind fasteners may be used as a temporary repair only. Repairs using blind fasteners must be repetitively inspected for loose or missing fasteners at intervals not to exceed 3,000 flight cycles following installation, and replaced with protruding head solid fasteners within 10,000 flight cycles following installation. \n\n\t\t\t\t(2)\tRepairs previously installed with blind fasteners prior to the effective date of this AD must be inspected for loose or missing fasteners within 1,000 flight cycles after the effective date of this AD and thereafter at intervals not to exceed 3,000 flight cycles. Blind fasteners must be replaced with protruding head solid fasteners within 10,000 flight cycles following installation. \n\n\t\t2.\tPerform a detailed external visual inspection for cracks and corrosion at circumferential splices along the most forward and most aft rivet row of each panel found to contain delamination, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990. Remove paint with an FAA-approved chemical stripper prior to inspection, or ensure that the fastener head is clearly visible. In addition to the detailed external visual inspection, perform a HFEC inspection for cracks at each circumferential splice from S-10R to S- 10L in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990, along the most forward and most aft rivet row of each circumferential splice. \n\n\t\t\ta.\tIf no cracks, corrosion, or delamination are found as a result of the detailed external visual inspection, repeat the detailed external visual and HFEC inspections required by this paragraph at intervals not to exceed 4,500 landings or 15 months, whichever occurs first. \n\n\t\t\tb.\tIf any cracking is detected, repair prior to further flight, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990. \n\n\t\t\tc.\tReplacement of the most forward and most aft fastener rows with standard protruding head solid fasteners at all circumferential fuselage splices, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990, constitutes terminating action for the inspections required by this subparagraph, B.2. \n\n\t\t3.\tIn areas where corrosion or delamination are found as a result of the inspections required by paragraphs B.1 and B.2. of this AD, prior to further flight, perform a low frequency eddy current (LFEC) inspection using an FAA-approved method: \n\n\t\t\ta.\tIf corrosion depth, does not exceed 10% of the skin's thickness, conduct the repetitive external detailed visual inspections required by paragraphs B.1. and B.2. of this AD, of each panel found to contain corrosion at intervals not to exceed 2,250 flight cycles or 6 months, whichever occurs first. \n\n\t\t\tb.\tIf corrosion depth, exceeds 10% of the skin's thickness, or if cracks or delamination is found as a result of the detailed external visual inspections, repair prior to further flight, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990. Following such a repair, continue to inspect in accordance with paragraphs B.1. and B.2. of this AD, at intervals not to exceed 4,500 flight cycles or 15 months, whichever occurs first. \n\n\t\t\tc.\tAny crack found must be repaired, prior to further flight, in accordance with an FAA-approved method. Blind fasteners may be used as a temporary repair only. They must be repetitively inspected for loose or missing fasteners at intervals not to exceed 3,000 flight cycles following installation and then replaced with protruding head solid fasteners within 10,000 flight cycles following installation. \n\n\t\t4.\tRepair all disbonded tearstraps prior to further flight, in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989; or Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1989; or Revision 3, dated November 2, 1989; as appropriate. \n\n\tC.\tWithin 24 months after detection of disbonding as a result of the inspection required by paragraph A. of this AD, accomplish the lap splice and S-17 preventative modification of the affected panel, which includes installation of oversize protruding head solid fasteners in the upper rivet row, in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. Accomplishment of this modification constitutes terminating action for the inspection requirements of paragraph B.1. and B.2 of this AD for the affected panel. \n\n\tD.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tE.\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 information from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington. \n\n\tThis amendment (39-6967, AD 91-08-12) supersedes Amendment 39-6281, AD 89-16- 05, which became effective on September 5, 1989. \n\n\tThis amendment (39-6967, AD 91-08-12) becomes effective on May 17, 1991.
46-43-02: 46-43-02 DOUGLAS: (Was Mandatory Note 12 of AD-618-3 and Mandatory Note 13 of AD-669-3.) Applies Only to DC3 Series Aircraft Having the No. 4118923 Magnesium Alloy Casting Rudder Pedal Slide Tube Support. \n\n\tTo be accomplished not later than January 1, 1947. \n\n\tInstall a third AN 3-21 bolt in the existing hold between the two holes now having AN 3-21 bolts in the attachment of the Rudder Pedal Slide Tube Support No. 4118923 and -1, to its Pedal Assembly (5118929, 5118931, and 5118928). If necessary, to correct misalignment among the three holes, it is permissible to use 24ST or 4130 bushing with 1/32-inch wall thickness. This additional bolt is necessary to insure the 100% margin of safety required on the magnesium casting. \n\n\t(Douglas Service Bulletin C-47-101 covers this same subject.)
91-25-03 R1: 91-25-03 R1 MCDONNELL DOUGLAS: Amendment 39-8136. Docket Number 91-NM-78-AD. \n\n\tApplicability: Model DC-9 series, including C-9 (military), airplanes equipped with Aircraft Braking System (ABS) brake part numbers identified in paragraph (a), of this AD, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of main landing gear braking effectiveness, accomplish the following: \n\n\t(a)\tWithin 270 days after the effective date of this AD, inspect the landing gear brakes, having brake numbers listed below, for wear. Any brake worn more than the maximum wear limit specified below must be replaced, prior to further flight, with a brake within these limits. \n\n\nSeries\nAirplane\nABS Brake Part \nNumber\nMaximum Wear Limit\n (inches)\n DC-9-10\t\t\n9560746A\n0.3 \n\t\nB9560746A\n0.3 \n\t\t\t\n9560743\n0.3 \n\nA9560743\n0.3 \n\nB9560743\n0.3\n\n\n\nDC-9-20/30\t\t\n9560786\n0.3 \n\nA9560786\t\t\n0.3 \n\nB9560786\t\n0.3DC-9-30\t\t\n9560955\n0.3 \n\n9560788\t\n0.3 \n\nA9560788\t\n0.3 \n\nB9560788\t\n0.3 \n\n9560788-2/-3/-5/-6\t\n0.3 \n\n9560788-7\t\n0.7 \n\n\n\nDC-9-30/40/50\t\nB9560861\n0.3 \n\n9560861-1\t\n0.2 \n\n9560861-2\t\n0.3 \n\n9560861-3\t\n0.8 \n\t\n\t(b)\tWithin 270 days after the effective date of this AD, incorporate the maximum brake wear limits specified in paragraph (a) of this AD into the FAA-approved maintenance inspection program. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(d)\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 therequirements of this AD. \n\n\t(e)\tThis amendment (39-8136, AD 91-25-03 R1) is effective on December 31, 1991.
2007-22-03 R1: The FAA is revising an existing airworthiness directive (AD), which applies to all Airbus Model A300 airplanes. That AD currently requires revising the Airworthiness Limitations Section of the Instructions for Continued Airworthiness to incorporate new limitations for fuel tank systems. This AD clarifies the intended effect of the AD on spare and on-airplane fuel tank system components. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors caused by latent failures, alterations, repairs, or maintenance actions, could result in fuel tank explosions and consequent loss of the airplane.
93-02-16: 93-02-16 BOEING: Amendment 39-8500. Docket 93-NM-01-AD. \n\n\tApplicability: Model 747 airplanes, line numbers 1 through 200, inclusive; having 7079- T6 aluminum latch support fittings; certificated in any category. \n\n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent the cargo door from opening during flight of the airplane, which could result in rapid decompression of the airplane, accomplish the following: \n\n\t(a)\tWithin 60 days after the effective date of this AD, perform a high frequency eddy current (HFEC) inspection to detect cracking on all surfaces of the upper recess in each 7079-T6 aluminum latch support fitting of the cargo doorway in accordance with Boeing Service Bulletin 747-53A2377, Revision 1, dated January 28, 1993. \n\n\t\t(1)\tIf any fitting is found cracked, prior to further flight, replace the cracked fitting with a 7075-T73 aluminum fitting in accordance with the service bulletin. \n\n\t\t(2)\tRepeat the HFEC inspection on any uncracked fitting, thereafter, at intervals not to exceed 18 months, until all affected fittings are replaced with 7075-T73 aluminum fittings in accordance with the service bulletin.\n \n\t(b)\tReplacement of a 7079-T6 aluminum fitting with a 7075-T73 aluminum fitting in accordance with Boeing Service Bulletin 747-53A2377, Revision 1, dated January 28, 1993, constitutes terminating action for the inspection requirements of this AD for that fitting.\n \n\t(c)\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: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtainedfrom the Seattle ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished.\n \n\t(e)\tThe inspections and replacement shall be done in accordance with Boeing Service Bulletin 747-53A2377, Revision 1, dated January 28, 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. 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(f)\tThis amendment becomes effective on March 11, 1993.
64-05-01: 64-05-01 BOEING: Amdt. 689 Part 507 Federal Register February 21, 1964. Applies to All Models 707 and 720 Series Aircraft. \n\n\tCompliance required as soon as the modification can be scheduled but not later than 1,000 hours' time in service after February 21, 1964, for aircraft with full span leading edge flaps and 2,000 hours' time in service after February 21, 1964, for aircraft without full span leading edge flaps. Within seven days after the effective date of this AD, each operator shall submit to his assigned FAA principal maintenance inspector for approval, a schedule for accomplishment of the modification.\n\n\tTo provide increased armoring protection of the wing skin over the fuel vent surge tanks against penetration by lightning strikes the following is required: \n\n\t(a) Apply bonded laminate panels of 0.010 clad aluminum sheet and glass cloth scrim (approximately 20 by 36 inches) covering the upper and lower wing surfaces over the entire plan form area of the left and right-hand fuel vent surge tanks between the front and rear spars and from Wing Stations 939.312 to 959.312. Prepare wing surface and apply panels in accordance with Boeing Document DC6-8191. \n\n\t(b) The rework shall be done in accordance with Boeing Service Bulletin No. 1642 dated June 22, 1962, or an equivalent means approved by the Engineering and Manufacturing Branch, FAA Western Region, Los Angeles, California. \n\n\t(c) For those airplanes incurring damage or delamination to the armor paneling, if immediate repair or replacement is not possible, accomplish the following: \n\n\t\t(1) Before further flight, trim loose or delaminated skin or scrim cloth in accordance with Boeing telegraphic message No. 6/7161/1/9602 dated April 9, 1964, or an FAA approved equivalent. \n\n\t\t(2) Place a placard in the cockpit in full view of the pilot, prohibiting flight into areas of known thunderstorm or lightning activity. \n\n\t\t(3) Within 125 hours' time in service after incurring damage to thearmor skin, repair or replace the skin in accordance with Boeing telegraphic message No. 6/7161/1/9602 dated April 9, 1964, or an FAA approved equivalent. Upon accomplishment of this repair the flight restriction of (c)(2) is no longer applicable and the required placard may be removed. \n\n\t\t(4) Equivalent means of compliance with (c)(1) and (3) shall be processed through the Aircraft Engineering Division, FAA Western Region, Los Angeles, California. \n\n\tNOTE. - Boeing Service Bulletin 1642 (R-1) dated September 22, 1964, is an equivalent means of complying with paragraphs (b), (c)(1) and (c)(3). \n\n\t(Boeing Service Bulletin No. 1642 dated June 22, 1962, and 1642(R-1) dated September 22, 1964, cover this same subject.) \n\n\tThis directive effective February 21, 1964. \n\n\tRevised May 27, 1964. \n\n\tRevised August 7, 1964. \n\n\tRevised December 12, 1964.
74-15-04: 74-15-04 MCDONNELL DOUGLAS: Amendment 39-1900. Applies to Douglas Model DC-10 Series airplanes, certificated in all categories, incorporating Weber Aircraft seats, Part Number 818472-401, 402, 403, 411, 412, 413, 415, 416, 417, 418, 419, 4011, 4021, and 4031 and 819900-401, 402, and 403. \n\n\tCompliance required as indicated. \n\n\tTo prevent possible failures of the oxygen doors, accomplish the following: \n\n\t(a)\tWithin 300 hours' additional time in service, and at intervals not to exceed 300 hours' time in service, until (b), below, is accomplished, perform a visual inspection of all oxygen doors to verify that upholstery fabric does not obstruct the oxygen door, should door opening become necessary. If such obstruction is observed, correct before further flight. \n\n\t(b)\tWithin 1,500 hours' additional time in service, unless already accomplished, install shrouds around the first-class seat back oxygen doors in accordance with Weber Aircraft Service Bulletins No. 25-314, dated November 1, 1973, and No. 25-330, dated May 15, 1974, or later FAA-approved revisions. \n\n\t(c)\tEquivalent installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tAircraft may be flown to a base for the performance of that maintenance required by this AD per FAR's 21.197 and 21.199. \n\n\tNOTE: For the requirements regarding the listing of compliance and method of compliance with this AD in the airplane's permanent maintenance record, see FAR 91.173. \n\n\tThis amendment becomes effective August 26, 1974.
92-14-51: 92-14-51 MCDONNELL DOUGLAS: Amendment 39-8325. Docket No. 92-NM-135-AD. \n\n\tApplicability: Model MD-11 series airplanes having fuselage numbers 447 through 499; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent inadvertent slat deployment during flight, which could create significant vibrations and cause damage to the elevators, accomplish the following: \n\n\t(a)\tWithin 10 days after the effective date of this amendment, conduct a one-time inspection of the slat mechanical input system for proper clearance and rigging; and, prior to further flight, correct any discrepancies found; in accordance with McDonnell Douglas Alert Service Bulletin A27-29, dated June 23, 1992. \n\n\t(b)\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, Los Angeles 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, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(c)\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(d)\tThe inspection and adjustment shall be done in accordance with McDonnell Douglas Alert Service Bulletin A27-29, dated June 23, 1992. 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-l5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street NW., 7th Floor, Suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on September 8, 1992, to all persons except those persons to whom it was made immediately effective by telegraphic AD T92-14-51, issued on June 29, 1992, which contained the requirements of this amendment.
2009-22-06: The FAA is adopting a new airworthiness directive (AD) for International Aero Engines AG (IAE) V2500-A1, V2527E-A5, V2530-A5, and V2528-D5 turbofan engines. This AD requires reducing the published life limit of certain high-pressure compressor (HPC) stage 9-12 disc assemblies. This AD also removes from service those HPC stage 9-12 disc assemblies using a drawdown schedule. This AD results from IAE updating the low-cycle-fatigue (LCF) life analysis for certain HPC stage 9-12 disc assemblies. We are issuing this AD to prevent an uncontained failure of the HPC stage 9-12 disc assembly, resulting in an in-flight engine shutdown and possible damage to the airplane.
86-22-02: 86-22-02 MCDONNELL DOUGLAS: Amendment 39-5436. Applies to McDonnell Douglas Model DC-9-80 series airplanes, Fuselage Numbers 1218 through 1249, certificated in any category. \n\n\tCompliance required as indicated unless previously accomplished. \n\n\tTo prevent potential stress corrosion failure of the horizontal stabilizer actuator mounting bolts and subsequent damage to adjacent structure, within 1,400 hours time in service, or within 6 months, whichever occurs earlier, after the effective date of this AD, accomplish the following, unless already accomplished: \n\n\tA.\tRemove and replace horizontal stabilizer actuator mounting bolts, left and right sides, in accordance with Paragraph 2, Accomplishment Instructions of McDonnell Douglas DC-9 Service Bulletin 27-278, dated April 3, 1986. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.C.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to a base 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 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 November 14, 1986.
2009-21-05: 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: An A340-300 aeroplane experienced the opening of the engine n 3 lower left thrust reverser pivoting door during climb. This event was the result of a primary lock malfunction and non- engagement of the secondary lock. * * * * * Deployment of one thrust reverser door in flight and during the take-off constitutes an unsafe condition. * * * * * Deployment of one thrust reverser door in flight or during take-off could result in reduced controllability of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-09-09: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company (Type Certificate previously held by Columbia Aircraft Manufacturing (previously The Lancair Company)) Models LC40- 550FG, LC41-550FG, and LC42-550FG airplanes. This AD requires you to repetitively inspect the rudder hinges and the rudder hinge brackets for damage, i.e., cracking, deformation, and discoloration. If damage is found during any inspection, this AD also requires you to replace the damaged rudder hinge and/or rudder hinge bracket. This AD results from reports that cracked lower rudder hinge brackets were found on two of the affected airplanes. We are issuing this AD to detect and correct damage in the rudder hinges and the rudder hinge brackets, which could result in failure of the rudder. This failure could lead to loss of control.
84-26-01: 84-26-01 McDONNELL DOUGLAS: Amendment 39-4971. Applies to McDonnell Douglas Model DC-9-10, -20, -30, -40, -50, C-9 (Military) series airplanes, certificated in all categories, which have accomplished Option I of McDonnell Douglas DC-9 Service Bulletin 57-125, Revision 2, or prior issues and have installed MLG attach fitting fabricated from forging alloy 7075-T73. \n\n\tSpecific corresponding factory serial numbers for the production effectivity are listed in McDonnell Douglas DC-9 Service Bulletin 57-148, Revision 1, dated June 8, 1983, hereinafter referred to as SB 57-148, R1. Compliance is required as indicated, unless previously accomplished. To detect cracks and prevent failure of the MLG attach fitting and its interrelated structure, accomplish the following: \n\n\tA.\tFor aircraft with fittings having 15,000 to 19,999 landings, inspect the affected MLG attach fittings for cracks within 3,600 additional landings in accordance with SB 57-148, R1. \n\n\tB.\tFor aircraft with fittings having 20,000 or more landings, inspect the affected MLG attach fittings for cracks within 1,800 additional landings, in accordance with SB 57-148, R1. \n\n\tC.\tRepetitive inspections must be performed at 3,600 landings intervals until replaced with a new fitting or preventative modification is accomplished in accordance with SB 57-148, R1. \n\n\tD.\tIf an MLG attach fitting is found cracked, the affected MLG attach fitting(s) must be reworked in accordance with SB 57-148, R1, or later FAA approved revisions, prior to further flight. \n\n\tE.\tIf cracks are found in locations in the fitting(s) other than those identified in SB 57-148, R1, replace the fitting(s) before further flight in accordance with SB 57-125, R4, Option 1, or rework in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tIf preventative modification is not accomplished prior to 37,000 landings, continue repetitive inspections at 3,600 landing intervals, until such time terminating action is accomplished. \n\n\tG.\tCompletion of the preventative modification in accordance with SB 57-148, R1, or the replacement of cracked fitting(s) in accordance with SB 57-125, R4, or later FAA approved revisions, constitutes terminating action for this AD. \n\n\tH.\tAlternative inspections, modifications, or other actions 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\tI.\tUpon request of operator, an FAA Maintenance Inspector, subject to prior approval of 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 increase for that operator. \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 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 January 27, 1985.