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87-06-51: 87-06-51 BRITISH AEROSPACE: Amendment 39-5670. Applies to Model BAe 146 series airplanes, as listed in BAe Service Bulletin 32-A74, dated March 17, 1987, certificated in any category. To prevent loss of braking capability due to failure of the stator drives, accomplish the following, unless previously accomplished: A. Within 24 hours after the effective date of this AD, inspect the pressure stator and brake wear pin in accordance with BAe Service Bulletin 32-A74 dated March 17, 1987. Replace heat packs worn beyond the limits set forth in the service bulletin. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the requirements of this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to British Aerospace, Service Bulletin Librarian, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, 39-5670, becomes effective July 25, 1987. This AD was effective earlier to all recipients of telegraphic AD T87-06-51 dated March 20, 1987.
2023-23-09: The FAA is adopting a new airworthiness directive (AD) for all Embraer S.A. Model ERJ 190-400 airplanes. This AD was prompted by a report of unexpected wear on the wing hinge bearing assembly of the aileron surfaces found during the functional test of the aileron control system backlash. This AD requires repetitive inspections of the press-fitted bushings of the wing ailerons for migration and broken sealant, measurements of the distance between the aileron surfaces and hinge fittings, functional checks of the backlash of the wing aileron control system, and all applicable related investigative and corrective actions, as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2015-26-06: We are superseding Airworthiness Directive (AD) 2004-14-09 for certain Airbus Model A320-211, -212, and -231 airplanes. AD 2004-14-09 required repetitive inspections for fatigue cracking of the lower surface panel on the wing center box, and repair if necessary; and modification of the lower surface panel on the wing center box, which constitutes terminating action for the repetitive inspections. This new AD retains the requirements of AD 2004-14-09, reduces the compliance times for the repetitive inspections, and requires an additional repair for certain airplanes. This AD was [[Page 1871]] prompted by a determination that, based on the average flight duration, the average weight of fuel at landing is higher than that defined for the analysis of the fatigue-related tasks; and that shot peening might have been improperly done on the chromic acid anodizing (CAA) protection, which would adversely affect fatigue crack protection. We are issuing this AD to detect and correct fatigue cracking of the lower surface panel on the wing center box, which could result in reduced structural integrity of the airplane.
98-06-13: This action confirms the effective date of Airworthiness Directive (AD) 98-06-13 which applies to Models 228-100, 228-101, 228-200, and 228-201 airplanes equipped with certain main landing gear (MLG). AD 98-06-13 requires replacing the MLG axle assembly with an MLG axle assembly of improved design. This AD was the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified in this AD are intended to prevent main landing gear failure, which, if not corrected, could result in loss of control of the airplane during landing operations.
59-15-02: 59-15-02 COLONIAL: Applies to All Models C-1 and C-2 Aircraft. Compliance required as indicated. An incident has recently been experienced where the rivets fastening the aluminum throttle control handle to the steel bell crank have loosened and sheared. Accordingly these two rivets should be inspected immediately and replaced with the following hardware if any looseness is apparent: Two each AN 23-8 clevis bolt, AN 960D10L washer, and AN 364-1032 self-locking thin nut. In any case the rivets should be replaced with the foregoing parts not later than the next periodic inspection or December 1, 1959, whichever comes first. In order to accomplish this modification it is necessary to remove the throttle from its supporting bracket to change the rivets to bolts. In addition the slot in the bracket should be widened to allow 1/8-inch minimum clearance between the end of the bolt and the edge of the bracket. (Colonial Service Bulletin No. 14 revision A covers the samesubject.)
68-26-05: 68-26-05 VICKERS VISCOUNT: Amendment 39-699. Applies to Vickers Viscount Models 744, 745D and 810 Series Airplanes. Compliance required as indicated. To prevent fatigue failure of engine nacelle cross beam attachment eye end fittings P/N 70116-383/384 or 80203-1719/1720 or 81003/1415/1416 located on the lower surface of the inner wing station 96 and P/N 70116-385/386 or 80203-1721/1722 or 81003-1417/1418 located on the lower surface of the inner wing station 143, accomplish the following: (a) For cross beam attachment eye end fittings located at wing station 96 that have accumulated 7700 or more landings on the effective date of this AD, inspect in accordance with paragraph (c) within the next 300 landings after the effective date of this AD, unless already accomplished within the last 450 landings, and thereafter at intervals not to exceed 1000 landings from the last inspection. (b) For cross beam attachment eye end fittings located at wing station 96 that have accumulated less than 7700 landings on the effective date of this AD, inspect in accordance with paragraph (c) prior to the accumulation of 8000 landings, unless already accomplished within the last 450 landings, and thereafter at intervals not to exceed 1000 landings from the last inspection. (c) Visually inspect the fittings for cracks or fractures in accordance with British Aircraft Corporation Preliminary Technical Leaflet No. 273, Issue 1 (700 Series) or No. 137, Issue 1 (800/810 Series) or later ARB approved issues or an FAA approved equivalent. (d) If cracks are detected during the inspection specified in paragraph (c), within the next 200 landings replace the fittings in accordance with paragraph (f). (e) If a fracture is found during the inspection specified in paragraph (c), before further flight replace the fittings in accordance with paragraph (f) and visually inspect the eye end fittings at wing station 143 within the next 500 landings and replace any cracked fitting with a fitting of the same part number within the next 100 landings. (f) Replace eye end fittings and the mating fork end fittings P/N 70116-387 or 80216-259 or 81016-695 with fittings of the same part numbers or replace the eye end fittings with P/N 81003-2643/2644 and the fork end fitting with P/N 81016-1675 in accordance with British Aircraft Corporation Modification Bulletin No. D-3215 dated May 14, 1968, or FG.2091 dated May 14, 1968 or later ARB approved issues or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. (g) The repetitive inspections required in this AD may be discontinued following incorporation of the applicable modification in accordance with paragraph (f) of this AD. (h) 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 each airplane's hours time in service by the operator's fleetaverage time from takeoff to landing for the airplane type. This amendment becomes effective on January 19, 1969.
70-14-06: 70-14-06 BELL: Amendment 39-1029. Applies to Model 206A Helicopters, S/N 4 thru 448, 460 thru 464, 467, 469 thru 473 and 475 thru 477, certificated in all categories. Compliance required not later than 300 hours time in service after the effective date of this Airworthiness Directive, unless already accomplished. To relieve engine compressor flange loads, replace existing fire-wall-to-compressor seal with a new improved firewall seal kit, Bell Part No. 206-704-026-1, in accordance with applicable paragraphs of Bell Service Letter 206A-142, dated November 5, 1969, or later FAA approved revision. Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration. This amendment becomes effective August 16, 1970.
99-02-17: This amendment adopts a new airworthiness directive (AD) that is applicable to Bell Helicopter Textron, Inc. (BHTI) Model 214B and 214B-1 helicopters. This action requires a reduction of the never-exceed velocity (Vne) limitation until an inspection of the tail rotor yoke (yoke) assembly for fatigue damage and installation of a redesigned yoke flapping stop are accomplished. Recurring periodic and special inspections to detect occurrences of yoke overload are also required. This amendment is prompted by reports of inflight failures of yokes installed on civilian and military helicopters of similar type design. The actions specified in this AD are intended to prevent fatigue failure of the yoke that could result in loss of the tail rotor and subsequent loss of control of the helicopter.
2009-04-15: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD requires repetitive internal eddy current and detailed inspections to detect cracked stringer tie clips; measuring the fastener spacing and the edge margin if applicable, and doing applicable corrective and related investigative actions. As a temporary alternative to doing the actions described previously, this AD requires repetitive external general visual inspections of the skin and lap joints and repetitive external eddy current sliding probe inspections, as applicable, of the lap joints for cracks and evidence of overload resulting from cracked stringer tie clips, and applicable corrective actions if necessary. This AD results from a report of several cracked stringer tie clips. We are issuing this AD to detect and correct multiple adjacent cracked stringer tie clips and damaged skin and frames, which could lead to the skin and frame structure developing cracks and consequent decompression of the airplane.
2002-23-02: This amendment adopts a new airworthiness (AD), that is applicable to General Electric Company CF34-8C1 turbofan engines. This amendment requires revisions to the Airworthiness Limitations Section (ALS) of the manufacturer's Instructions for Continued Airworthiness (ICA) to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This amendment also requires an air carrier's approved continuous airworthiness maintenance program to incorporate these inspection procedures. Air carriers with an approved continuous airworthiness maintenance program will be allowed to either maintain the records showing the current status of the inspections using the record keeping system specified in the air carrier's maintenance manual, or establish an acceptable alternate method of record keeping. This amendment is prompted by the need to require enhanced inspection of selected critical life-limited parts of CF34-8C1 turbofan engines at each piece-part exposure. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
2002-22-15: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (ECF) model helicopters that requires inspecting and adjusting, if necessary, the position of the locking pins on each pilot, co-pilot, and passenger-hinged and sliding door (door) initially and each time a door is replaced. This amendment is prompted by two reports of inadvertent opening of the passenger-hinged doors in flight due to improper adjustment of the door-locking mechanism. The actions specified by this AD are intended to prevent loss of a door in flight, contact with the main rotor or tail rotor, and subsequent loss of helicopter control.
2015-26-09: We are adopting a new airworthiness directive (AD) for all ATR--GIE Avions de Transport R(eacute)gional Model ATR42 airplanes. This AD was prompted by several reports of a cracked floor beam at frame (FR) 26, and of discrepancies in certain wing inspection tasks in maintenance documents that could lead to errors in scheduling inspection intervals of structurally significant items (SSIs). This AD requires repetitive inspections of certain floor beams and revision of the maintenance or inspection program to include inspections of several areas of the wings. We are issuing this AD to detect and correct any cracking of the floor beam at FR 26 and several areas of the wings, which could lead to reduced structural integrity of the airplane.
89-07-04: 89-07-04 SAAB-SCANIA: Amendment 39-6160. Applicability: Model SF-340A series airplanes, serial numbers 003 through 106, certificated in any category, except those airplanes equipped with mechanical float switches. Compliance: Required as indicated below, unless previously accomplished. To prevent the potential for arcing in the fuel tanks should a lightning strike occur, accomplish the following: A. Within 30 days after the effective date of this AD, conduct an inspection to determine if the jumper assemblies are fitted to the midlevel and tank full optical sensors, in accordance with SAAB Service Bulletin SF340-28- 006, dated March 23, 1988. B. If optical sensor jumper assemblies have not been installed, prior to further flight, install jumper assemblies and check resistance, in accordance with SAAB Service Bulletin SF340- 28-006, dated March 23, 1988. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptablelevel of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113. D. 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to SAAB-Scania Aircraft Division, Product Support, S-58188, Linkoping, Sweden. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, (39-6160, AD 89-07-04) becomes effective April 26, 1989.
2002-22-16: This amendment supersedes an existing airworthiness directive (AD) for the specified Eurocopter France (ECF) helicopters. The existing AD requires visually inspecting the four engine exhaust pipe ejector (ejector) attachment lugs (lugs), the starter-generator (S-G) attachment flange (flange) and attachment half-clamps (half-clamps) for cracks, and the S-G shaft for radial play. This amendment will retain the current requirements except will not require measuring the radial play. This amendment will also require measuring each S-G engine clamp torque and vibration level and recording the S-G vibration level on a component history card or equivalent record. If the S-G vibration level is equal to or higher than 0.5 inches per second (IPS), this superseding AD requires repairing or replacing the S-G, as necessary. This amendment is prompted by additional cases of S-G damage and the need for additional corrective actions. The actions specified by this AD are intended to prevent excessive S-G vibration, which could lead to separation of an ejector, impact with the main or tail rotor, and subsequent loss of control of the helicopter.
72-03-06: 72-03-06 ALLISON: Amdt. 39-1390. Applies to Models 250-B15A, 250-B15E, 250-B15G, 250-B17, 250-C10B, 250-C10D, 250-C18, 250-C18A, 250-C18B, 250-C18C, 250-C19 and 250-C20 engines. Compliance: Required as indicated, unless already accomplished. To ensure adequate life limit margin for Allison P/Ns 6857912 and 6871872 second stage turbine wheels, accomplish the following: A) Within the next 50 hours' time in service after the effective date of this AD, remove from service all P/Ns 6857912 and 6871872 second stage stabilizer trim and to maintain stabilizer control capability, accomplish the following: (a) For airplanes incorporating stabilizer trim modules having over 1500 hours' time in service. B) Prior to their exceeding 1550 hours' time in service, remove from service all P/Ns 6857912 and 6871872 second stage turbine wheels having 1500 hours or less time in service on the effective date of this AD. Allison Commercial Service Letter No. 250CSL-10, dated December 9, 1971, pertains to this subject. This amendment becomes effective February 8, 1972.
2016-01-03: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200 Freighter, A330-200, A330-300, A340-200, and A340-300 series airplanes. This AD was prompted by reports that the inner bore of some main landing gear (MLG) unit bogie beams were insufficiently re-protected against corrosion after inspection or maintenance actions were accomplished. This AD requires for certain MLG units, determining which revision of the component maintenance manual (CMM) was used to accomplish the most recent MLG unit overhaul; a detailed inspection for missing or damaged paint, and if necessary, a detailed inspection of the cadmium plating for discrepancies, measurement of the depth of the cadmium plating, a general visual inspection of the base metal for corrosion or damage, a detailed inspection of repaired areas for cracking or corrosion; and corrective actions if necessary. We are issuing this AD to detect and correct corrosion in the bore of each MLG unit bogie beam, which could result in collapse of a MLG unit, and subsequent damage to the airplane and injury to occupants.
88-25-11: 88-25-11 MOONEY: Amendment 39-6085. Applicability: Models M20J (Serial Numbers 24-0084, 24-0378 through 24-1645, and 24-3000 through 24-3056) and M20K (Serial Numbers 25-0001 through 25-1160) certificated in any category. Compliance: Required within the next 25 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent in-flight opening of the baggage door, accomplish the following: (a) Modify the auxiliary exit mechanism in the baggage door, install a placard, and incorporate the Pilots Operating Handbook/Airplane Flight Manual Supplement as specified in Mooney Aircraft Corporation Service Bulletin No. M20-239, dated September 28, 1988, and operate the airplane in accordance with these instructions. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by the Manager, Airplane Certification Branch, FAA, Fort Worth, Texas 76193-0150. All persons affected by this directive may obtain copies of the document referred to herein upon request to the Mooney Aircraft Corporation, P. O. Box 72, Kerrville, Texas 78029; or may examine this document at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6085, AD 88-25-11) becomes effective on January 5, 1989.
89-07-02: 89-07-02 McDONNELL DOUGLAS: Amendment 39-6158. \n\n\tApplicability: McDonnell Douglas Model DC-8 series airplanes, equipped with rudder drive torque tube crank assembly, P/N 5647102-1 or -501, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of directional control of the airplane in critical flight regimes due to fatigue failure of the rudder drive torque tube crank assembly, accomplish the following: \n\n\tA.\tWithin the next 1,000 hours time-in-service after the effective date of this AD, unless already accomplished within the last 2,600 hours time-in-service, conduct an eddy current inspection of the rudder drive torque tube crank assembly, in accordance with the accomplishment instructions in McDonnell Douglas DC-8 Service Bulletin 27-268, dated February 9, 1988, or equivalent inspection technique approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tIf no cracks are found, repeat the inspection in accordance with paragraph A. of this AD at intervals not to exceed 3,600 hours time-in-service. \n\n\tC.\tIf cracks are found, accomplish one of the following: \n\n\t\t1.\tReplace the cracked rudder drive crank assembly (P/N 5647102-1 or -501) with P/N 5647102-501, in accordance with McDonnell Douglas DC-8 Service Bulletin 27-268, dated February 9, 1988, and repeat inspections in accordance with paragraph B. of this AD; or \n\n\t\t2.\tReplace the rudder drive crank assembly with P/N 5647102-503 in accordance with McDonnell Douglas DC-8 Service Bulletin 27-268, dated February 9, 1988. \n\n\tD.\tReplacement of the rudder drive crank assembly with P/N 5647102-503, in accordance with McDonnell Douglas DC-8 Service Bulletin 27-268, dated February 9, 1988, constitutes terminating action for the repetitive inspections required by this AD. \n\n\tE.\tAlternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6158, AD 89-07-02) becomes effective April 26, 1989.
73-11-08: 73-11-08 SIAI-MARCHETTI: Amdt. 39-1648. Applies to SIAI Marchetti Model S.205 airplanes, Serial Numbers 001, 002, 003, 101 through 399, and 4-101 through 4-212. Compliance is required within the next 100 hours' time in service after the effective date of this AD unless already accomplished. To provide a means for periodic lubrication of the main and nose landing gear torque link pins and bolts accomplish the following in accordance with SIAI Marchetti Service Bulletin No. SB 205B35 dated March 13, 1972, or an FAA-approved equivalent: (a) Remove the existing main and nose landing gear center torque link hinge bolts and main and nose landing gear upper and lower torque link to landing gear pins. (b) Clean the bushings by removing rust residue; install the following bolts, pins, and grease fittings in the locations indicated, and check the fit between the pins and bushings. (1) Install new pins with grease fittings, P/N 205-9-043-01, in the upper and lower main gear torque link to main gear leg connections with the grease fittings pointing toward the airplane centerline. (2) Install new bolts with grease fittings, P/N 205-9-063-01, in the main landing gear upper to lower torque link connections. (3) Install new pins, P/N 205-9-137-11 and P/N 205-9-138-11, in the upper and lower torque link to nose landing gear leg connections, respectively, and install grease fittings, P/N 205-9-154-01. (4) Install a new bolt with grease fitting, P/N 205-9-153-01, in the nose landing gear upper to lower torque link connection. This amendment becomes effective June 22, 1973.
2016-01-06: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model AB139 and AW139 helicopters. This AD requires inspecting each full ice protection system tail rotor slip ring (slip ring) for chatter marks, witness marks, or scoring, and determining the depth of each mounting hole. Based on the findings from the inspection, this AD requires either re-identifying the slip ring or replacing the slip ring. This AD is prompted by two incidents of the slip ring body separating from the supporting flange due to improper torque. These actions are intended to prevent separation of the mounting flange from the slip ring body and subsequent loss of control of the helicopter.
85-06-05: 85-06-05 MCDONNELL DOUGLAS: Amendment 39-5018. Applies to McDonnell Douglas Model DC-9 and C-9 (Military) airplanes, certificated in all categories, equipped with Sundstrand P/N 26340061-04 battery charger. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent the potential for a localized fire and the potential loss of the Battery Direct and Battery Buses which provide emergency electrical power, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD, modify Sundstrand P/N 26340061-04 battery chargers whose serial numbers are listed in Section I, paragraph 4.A. of Sundstrand Service Bulletin 26340061-24-2 dated February 24, 1984, in accordance with the Accomplishment Instructions of the Sundstrand service bulletin as referenced by McDonnell Douglas DC-9 Service Bulletin 24-73, dated March 21, 1984, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tWithin 180 days after the effective date of this AD, modify all other Sundstrand P/N 26340061-04 battery chargers not affected by paragraph A. of this AD, in accordance with the Accomplishment Instructions of Sundstrand Service Bulletin 26340061-24-2 dated February 24, 1984, as referenced by McDonnell Douglas DC-9 Service Bulletin 24-73, dated March 21, 1984, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\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. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and FAR 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 these documents from the manufacturer may obtain copies upon request to the 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 at 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective May 20, 1985.
87-03-07: 87-03-07 BOEING: Amendment 39-5523. Applies to Boeing Model 767-200 airplanes equipped with Bendix brakes, Part Numbers 2607092-1 and -2, certificated in any category. To preclude possible runway overshoot during certain runway-limited takeoffs or landings, due to erroneous braking performance information in the Airplane Flight Manual (AFM), accomplish either paragraph A. or B., below, within 30 days after the effective date of this AD, unless already accomplished. \n\n\tA.\tAmend the applicable FAA-approved AFM's, Boeing Documents D6T11320 and D6T11321, to include the information contained in subject FAA-approved revisions below: \n\n\tD6T11320.222, Revision 13; \n\tD6T11320.231, Revision 13; \n\tD6T11321.223, Revision 16; \n\tD6T11321.232, Revision 16; \n\tRevision 2 to Appendix 8F to D6T11321; or \n\n\tB.\tAmend the applicable FAA-approved AFM's, Boeing Documents D6T11320 and D6T11321, by incorporating the following performance adjustments: \n\n\t\t1.\tTAKEOFF SPEEDS - Pre-correction (original) V1 speeds are reduced by two (2) knots for gross weights of 280,000 lbs. and greater, and by one (1) knot for gross weights below 280,000 lbs. \n\n\t\t2.\tTAKEOFF PERFORMANCE-LIMITED WEIGHTS - Pre-correction FIELD LENGTH LIMITS weights are reduced by: \n\n\n\n FIELD LENGTH\nLIMITED WEIGHT 1000 LBS.\nWEIGHT DECREMENT (LBS.) FOR FLAP POSITION SHOWN \t\t\t \n\t\t\t\t\n\t\t\t\t\t\t\t 1\t 5\t 15\t 20\n\t380 & Above\t\t\t\t\t4900\t4900\t4400\t4500\n\t360\t\t\t\t\t\t4600\t4700\t4400\t4300\n\t340\t\t\t\t\t\t4300\t4500\t4300\t4000\n\t320\t\t\t\t\t\t4000\t4100\t4000\t3600 \n\t300\t\t\t\t\t\t3600\t3500\t2600\t2500 \n\t280\t\t\t\t\t\t2800\t2100\t1300\t1300 \n\t260\t\t\t\t\t\t1200\t1100\t1200\t1200 \n\t240 & Below\t\t\t\t\t1000\t1100\t1200\t1200 \n\n\tTo determine corrected runway length (as in obstacle clearance calculations), increase gross weight by the above amounts before entering the FIELD LENGTH LIMITS chart. \n\t\t3.\tLANDING FIELD LENGTH LIMITS - For gross weights above 280,000 lbs., landing field length required is increased by 900 feet over the pre-correction value. For gross weights of 280,000 lbs. and below, the landing field length required is increased by 350 feet over the pre-correction value. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received copies of the Airplane Flight Manual performance information may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective February 26, 1987.
2024-26-03: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-200, -300, and -400ER series airplanes. This AD was prompted by a report of multiple engine indicating and crew alerting system messages during potable water servicing after the water leaked onto the electronics equipment cooling air filter. This AD requires installation of hoseducts around the left-side section 43 potable water supply hoses and connections, a potable water system leakage test, and applicable corrective actions. The FAA is issuing this AD to address the unsafe condition on these products.
88-13-04: 88-13-04 BOEING: Amendment 39-5947. Applies to Boeing Model 767 series airplanes, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo prevent severe damage to the airplane in the event of a cargo compartment fire, due to fire extinguishant distribution system reversals or covered extinguishant discharge nozzles, accomplish the following: \n\n\tA.\tWithin the next 24 hours (1 day) after the effective date of this AD, accomplish either of the following: \n\n\t\t1.\tConduct the cargo compartment fire extinguishant distribution system part number inspection, in accordance with Boeing Alert Service Bulletin 767-26A0036, dated March 11, 1988; or \n\n\t\t2.\tConduct the functional flow check of the cargo compartment Halon fire extinguishant distribution system using guidelines in the applicable section of Maintenance Manual 26-23-00. Verify that the flow is distributed to the proper cargo compartment. \n\n\tB.\tWithin the next 30 days afterthe effective date of this AD, inspect the cargo fire extinguishant nozzles in accordance with either Boeing Alert Service Bulletin 767-26A0036, dated March 11, 1988, or Boeing Service Letter 767-SL-26-11, dated March 10, 1988. \n\n\tC.\tAny detected cargo fire extinguishant distribution system reversals and/or covered extinguishant nozzles must be corrected, in accordance with the Boeing Model 767 Maintenance Manual, prior to further flight with baggage or cargo in either the forward or aft cargo compartments. \n\n\tD.\tWithin 7 days, report a complete description of the findings from the accomplishment of the requirements paragraph A., above, from which it is determined that the flow is not distributed to the proper cargo compartment; and from the requirements of paragraph B., above, from which it is determined that a nozzle is covered; to the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington 98168. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Seattle Aircraft Certification Office. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the tests required by 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 the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment, 39-5947, supersedes telegraphic AD T88-06-51 issued March 11, 1988. \n\n\tThis amendment, 39-5947, becomes effective June 20, 1988.
85-06-51: 85-06-51 ALLISON GAS TURBINE DIVISION, GENERAL MOTORS CORP. (ALLISON, formerly DETROIT DIESEL ALLISON): Amendment 39-5050. Applies to Allison Model 250-C30 and -C30S engines, which incorporate P/N 23001915 magnetic plugs in the power and accessory gearbox cover and housing assembly, installed in Sikorsky S-76A helicopters certificated in any category. Within the next 50 hours time in service after the effective date of this AD, but not later than May 15, 1985, perform the following: Replace the two P/N 23001915 magnetic plugs installed in the power and accessory gearbox cover and housing assembly with two P/N 6871534 magnetic plugs, which do not provide for automatic burnoff of accumulated metal fuzz, in accordance with Allison Commercial Engine Alert Bulletin 250-C30, -C30S CEB-A- 72-3098, Revision 1 dated January 15, 1985, or FAA approved equivalent. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations (FARs) Sections 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, Federal Aviation Administration, 2300 East Devon Avenue, Des Plaines, Illinois 60018. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Allison Gas Turbine Division, General Motors Corp., P.O. Box 420, Indianapolis, IN 46206-0420. These documents also may be examined at the Office of Regional Counsel, FAA, ATTN: Rules Docket No. 85-ANE-14, 12 New England Executive Park, Burlington, Massachusetts 01803, weekdays, except Federal holidays, between 8:00 a.m. and 4:30 p.m. This amendment becomes effective May 10, 1985, to all those persons except those persons to whom it was made immediately effective by telegraphic AD T85-06-51, issued March 29, 1985, which contained this amendment.