Results
2010-12-03: The FAA is adopting a new airworthiness directive (AD) for certain CFM International, S.A. models CFM56-3 and -3B turbofan engines. This AD requires initial and repetitive inspections for damage to the fan blades. This AD results from a report of a failed fan blade with severe out-of-limit wear on the underside of the blade platform where it contacts the damper. We are issuing this AD to prevent failure of multiple fan blades, which could result in an uncontained failure of the engine and damage to the airplane.
75-10-02 R2: 75-10-02 R2 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-2194 as amended by Amendment 39-2237 is further amended by Amendment 39-3985. Applies to Lockheed-California Company Model L-1011-385-1 series airplanes, certificated in all categories, which incorporate the galley door type design configuration. To prevent possible unsafe condition to the flight attendants in the underfloor galley service area and possible damage to the underfloor galley service area interiors, accomplish the following: (a) Galley Door Inspections, Corrections and Visual Confirmation of Galley Door Safe Condition. (1) Within 250 flight hours after the effective date of this AD, unless previously accomplished within the last 2250 flight hours prior to the effective date of this AD, and at intervals not to exceed 2500 flight hours thereafter, perform the inspections and complete the necessary corrective adjustments to the door mechanical and electrical systems as specified in the Lockheed-CaliforniaCompany Alert Service Bulletin 093-52-A075, dated March 28, 1975, or later FAA-approved revisions. (2) Within 250 flight hours after the effective date of this AD, on all flights thereafter conducted, (i) A visual check to confirm the proper engagement of the door ditch latches from inside of the galley must be performed by a member of the flight crew or flight attendants just prior to taxiing from the ramp, per instructions described on the applicable galley door decal. (Lockheed Alert Service Bulletin 093-52-A075, dated March 28, 1975, or later FAA- approved revisions, describes a procedure for accomplishment of the visual check and the decal.) (ii) If the check required by (i), above, is performed by other than the flight crew, the results of the check will be made known to the flight crew prior to each flight. (iii) Record the accomplishment of the check in a record maintained by the operator. (3) Modification of the door actuator mechanism and switchinstallation per Lockheed-California Company Service Bulletin 093-52-075 Revision 3 dated April 6, 1976, constitutes terminating action for the conduct of the repetitive inspections required by paragraph (a) of this AD. (b) Rework of galley door Link Arm Assemblies. (1) Within 250 flight hours after the effective date of this AD, unless previously accomplished, perform the removal and rework of eight galley door link arm assemblies as specified in Part 1 of Lockheed-California Company Service Bulletin 093-52-038, Revision Number 2, dated May 10, 1974, or later FAA-approved revisions. (2) Within 2500 flight hours of the effective date of this AD, unless previously accomplished, perform the rework of all spare galley door link arm assemblies specified in Part II of Lockheed-California Service Bulletin 093-52-038, Revision Number 2, dated May 10, 1974, or later FAA-approved revisions. Equivalent inspections, modifications and replacements may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. Airplanes may be flown to a base for the accomplishment of the inspections and replacements required by this AD, per FAR's 21.197 and 21.199. 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 may obtain copies upon request to Lockheed-California Company, Post Office Box 551, Burbank, California 91520, Attention: Commercial Support Contracts. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108 or 15000 Aviation Boulevard, Hawthorne, California 90261, Room 6W14. Amendment 39-2194 became effective May 8, 1975. Amendment 39-2237 was effective June 18, 1975 for all persons except those to whom it was made effective by telegram dated May 23, 1975, which contained this amendment. This amendment 39-3985 becomes effective December 16, 1980.
93-01-07: 93-01-07 BEECH AIRCRAFT CORPORATION: Amendment 39-8461. Docket 92-NM-164- AD. Applicability: Model 400A series airplanes having serial numbers RK-1 through RK-32, inclusive; and Model 400T series airplanes having serial numbers TT-1 through TT-6, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent snagging of the end clevis fitting and kinking (and subsequent failure) of the emergency release cable of the main landing gear, which may prevent extension of the main landing gear, accomplish the following: (a) Within 100 flight hours after the effective date of this AD, replace the existing link assembly from the uplink mechanism of the main landing gear door with an improved link assembly, in accordance with Beechcraft Service Bulletin 2447, dated June 1992. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used ifapproved by the Manager, Wichita Aircraft Certification Office (ACO), FAA, Small 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, Wichita ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The replacement shall be done in accordance with Beechcraft Service Bulletin 2447, dated June 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 Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on March 2, 1993.
98-15-17: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company CF6-80A3 series turbofan engines. This action requires initial and repetitive on-wing borescope inspections of the left hand aft mount link assembly for cracks, bearing migration, and bearing race rotation, and, if necessary, replacement with serviceable parts. This amendment is prompted by a report of a fractured left hand aft mount link discovered during a scheduled engine removal. The actions specified in this AD are intended to prevent left hand aft mount link failure, which can result in adverse redistribution of the aft mount loads and possible aft mount system failure.
69-15-02: 69-15-02 BELL: Amdt. 39-815. Applies to Model 206A helicopters equipped with magnesium cyclic bellcrank support assemblies. Compliance required as indicated. To prevent failure of the magnesium cyclic bellcrank support assemblies, P/N 206-001- 521, due to fatigue cracks, accomplish the following: (a) Inspect the right- and left-hand support assemblies, P/N 206-001-521, that have accumulated 25 hours' total time in service after April 15, 1969, before the first flight of each day as follows: (1) Remove the upper forward cowling, P/N 206-061-801, to expose the hydraulic power cylinders. (2) Inspect the attachment of the support assemblies to the fuselage for firmness by grasping with the fingers. If the support assembly is loose, torque the nut on the NAS 1304-9 bolt to 80 to 100 inch-pounds and the nut on the NAS 1305-9 bolt to 120 to 145 inch-pounds. If a nut is inaccessible, torque the bolt head in accordance with the method described in paragraph 4 ofBell Helicopter Company Service Bulletin No. 206A-11 Revision A, dated July 23, 1969, or in accordance with a method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. (3) Inspect visually the right and left-hand support assemblies, P/N 206-001- 521, for cracks in the spotfaced areas around the attachment bolts and in the fillet radii between the base and vertical section of the supports, using a flashlight or equivalent. Both the forward and aft flange fillet radii and spotfaced areas must be inspected. (4) Smooth out any nicks or corrosion visible in the forward and aft flange fillet radii and the spotfaced areas, using a fine file and crocus cloth. (b) Remove and replace the support assembly before further flight if cracks are found. Inspect cyclic control rigging in accordance with paragraph 4-30 of the Model 206A Maintenance and Overhaul Instructions when the support assembly is replaced. (c) Remove and replace right- and left-hand magnesium support assemblies with new aluminum support assemblies, P/N 206-001-544, within 100 hours' time in service after the effective date of this AD in accordance with the procedures in Bell Helicopter Company Service Bulletin No. 206A-11 Revision A, dated July 23, 1969, or in accordance with a procedure approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA. (d) The inspections in paragraph (a) are no longer required when aluminum bellcrank supports are installed in accordance with paragraph (c). (Bell Model 206A Maintenance and Overhaul Manual Interim Revision No. 206A-69-16 pertains partially to this subject.) This supersedes Amendment 39-746 (34 F.R. 6472), AD 69-07-03. This amendment becomes effective August 16, 1969.
2012-26-12: We are adopting a new airworthiness directive (AD) for all Thielert Aircraft Engines GmbH (TAE) TAE 125-02-99 and TAE 125-02-114 reciprocating engines. This AD requires inspection of the oil filler plug vent hole at the next scheduled maintenance or within 110 flight hours after the effective date of this AD. If chips are found to be blocking the vent hole, additional corrective action is required before next flight. This AD was prompted by an in-flight shutdown of an airplane equipped with a TAE 125-02-99 engine. We are issuing this AD to prevent engine in-flight shutdown or power loss, possibly resulting in reduced control of the airplane. [[Page 1729]]
98-15-24: This amendment adopts a new airworthiness directive (AD) that applies to certain Stemme GmbH & Co. KG (Stemme) Model S10-V sailplanes. This AD requires replacing the propeller blade suspension forks with parts of improved design. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent propeller suspension fork failure caused by design deficiency, which could result in loss of a propeller blade and loss of sailplane controllability.
2012-26-11: We are adopting a new airworthiness directive (AD) for the Bell Helicopter Textron Inc. (BHTI) Model 205A, 205A-1, and 205B helicopters with certain starter/generator power cable assemblies (power cable assemblies). This AD requires replacing the power cable assemblies and their associated parts, and performing continuity readings. This AD was prompted by the determination that the power cable assembly connector (connector) can deteriorate, causing a short in the connector that may lead to a fire in the starter/generator, smoke in the cockpit that reduces visibility, and subsequent loss of helicopter control.
2012-26-09: We are adopting a new airworthiness directive (AD) for Burkhart GROB Luft- und Raumfahrt GmbH Models GROB G 109 and GROB G 109B sailplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued 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 corrosion and/or cracking of the elevator control rod that could lead to failure of the elevator control rod with consequent loss of control. We are issuing this AD to require actions to address the unsafe condition on these products.
2006-13-04: The FAA is adopting a new airworthiness directive (AD) for certain Airbus airplanes as listed above. This AD requires repetitively inspecting for cracking in the web of nose rib 7 of the inner flap on the wings, and performing related investigative/corrective actions if necessary. This AD also requires eventual replacement of nose rib 7 with a new, improved rib, which would terminate the inspections. This AD results from reports of cracking in the web of nose rib 7 of the inner flap. We are issuing this AD to prevent cracking in the web of nose rib 7, which could result in rupture of the attachment fitting between the inner flap and flap track 2, and consequent reduced structural integrity of the flap.
59-02-01: 59-02-01 CONVAIR: Applies to All 240 and 340 Aircraft, Serial Numbers 2 Through 188. Compliance required not later than December 31, 1960. Inflight fire experience with the Convair 240 engine nacelle has shown the zone three wheel well area vulnerable to the entrance of fire originating in the forward fire zones. While various improvements have been incorporated to contain fires in the forward zones by AD 56-20- 04, further improvements are necessary to either prevent the entry of fire into the zone three wheel well area or to supplement the requirements of AD 56-04-02 to cover remaining flammable fluid system lines, fittings and components in zone three. To accomplish the above, modifications must be made to the airplane in accordance with either Parts I or II of this airworthiness directive: Part I. Fireproof skin must be installed on the entire circumference of each nacelle from the firewall aft to Station 135 and on the forward portion of the wheel well doors aft to Station 150. Attachment of the skin to the structure must be made with fireproof fasteners. (Convair Service Bulletins 240-466 and 340-170 cover acceptable methods of accomplishing the above.) Part II. (1) Replace all existing nonfireproof flammable fluid system lines and fittings in each zone three wheel well area with similar lines and fittings constructed of fireproof material or otherwise qualified as fireproof. This extends to the following: a. The aircraft hydraulic system supply lines and fittings to the engine driven pump. b. The engine driven pump supply, return and control lines and fittings of those aircraft equipped with an integral oil supply for the cabin supercharger hydraulic system. c. The hydraulic supply lines and fittings from the reservoir to the shutoff valve of those aircraft equipped with a separate tank supply for the cabin supercharger compressor. (2) Provide additional fire protection to those components of flammable fluid systems in each zone three wheel well area as specified below: a. Shroud the fuel system firewall shutoff valve, the fuel strainer and boost pump body with fireproof material. As an alternate, shroud the fuel tank valve and motor with fireproof material, install fire-resistant electrical cable for this component in the wheel well area and revise the emergency procedures on page 42.0.1 of the FAA approved 240 Airplane Flight Manual to require fuel and cross-feed selector valves in the "off" position prior to release of extinguisher agent. Electrical cable complying with Military Specification MIL-C-25038 and appearing on Military Qualified Products List QPL-25038 meets fire-resistant requirements for this application. b. Shroud the firewall shutoff valves for the engine, cabin supercharger and hydraulic oil systems with fireproof materials. c. As an alternate to the fireproof shrouding required by items (2) a. and b., the components specified above maybe qualified as fireproof by test, in which case test proposals shall be submitted to the FAA Regional Office in Los Angeles for approval. In general, this test must subject the component to an enveloping fire of 2000 degrees F. under simulated operating pressure and vibratory conditions of the installation. Shutoff valves must remain operable for a 5-minute period and continue to withstand fire without leakage for an additional 10 minutes. Other components must withstand fire under similar environmental conditions for 15 minutes without leakage.
53-08-02: 53-08-02 DOUGLAS: Applies to All Model DC-6 Series Aircraft (Fuselage Numbers 1 to 213 Inclusive). \n\n\tCompliance required as indicated. \n\n\tThe following inspections and rework pertain to the center wing lower skin panel and stringers inboard of Station 60 at both sides of the two access doors (fore and aft). The accomplishment of this change is for repair of details which have failed due to fatigue and to make general reinforcement of the affected area. \n\n\t1.\tInspection. \n\n\t\t(a)\tConduct following inspection as soon as practical but not later than the next 50 hours of operation unless already accomplished and continuing thereafter at periodic intervals nearest to 500 flying hours from the time of initial inspection until permanent rework is accomplished as outlined in items (2) and (3). Using at least an 8-power magnifying glass and/or dye check method or equivalent, make inspection for cracks in the door doubler, bottom wing skin and stringers in the area of Station 52 between the front and center spars. If cracks are found in any of these details, make repairs as indicated in item 2 before next scheduled flight. \n\n\t\t(b)\tIf no cracks are found in any of the details mentioned in 1(a) install preventive reinforcements as outlined in item 3. \n\n\t2.\tRepair. \n\n\t\t(a)\tIf a crack is found in the lower skin panel at Station 52 greater than 2 1/2 inches long or if cracked stringers are found in the area of Station 52, make repair and modify the door doubler splice as per Douglas Drawing 5460214. (Refer to Kit A of Douglas Service Bulletin No. 521.) \n\n\tNOTE: This repair must be supplemented by reinforcing remaining areas of rework as outlined in part 3(c). \n\n\t\t(b)\tIf a crack is found in the skin less than 2 1/2 inches long (without stringers being cracked), in the area of Station 52, make repair as per Douglas Drawing 5460328-501. (Refer to Kit F of Douglas Service Bulletin No. 521.) \n\n\tNOTE: This repair must be supplemented by reinforcing remaining areas of rework as outlined in part 3(c). \n\n\t\t(c)\tIf a crack is found in the door doubler only in the area of Station 52, repair per Douglas Drawing 5460328-1. (Refer to Kit E of Douglas Service Bulletin No. 521.) \n\n\tNOTE: This repair must be supplemented by reinforcing remaining areas of rework as outlined in part 3(c). \n\n\t3.\tPreventive Reinforcement. \n\n\t\t(a)\tIf no cracks are found in the area of Station 52 on airplane fuselage Nos. 1-69 install reinforcements to the stringers and door doubler no later than May 1, 1953, as per Drawing 5460275-1 or Douglas Service Bulletin No. 440. (Refer to Kit B of Douglas Service Bulletin No. 521.) \n\n\t\t(b)\tIf no cracks are found in the area of Station 52 on airplane fuselage Nos. 70-213, install reinforcement to the door doubler as per Drawing 5460275-501 no later than September 1, 1953. (Refer to Kits C and D of Douglas Service Bulletin No. 521.) \n\n\t\t(c)\tIf cracks are found by inspection and repaired by reinforcements as outlinedin part 2(a), (b) or (c), these repairs must be supplemented by reinforcing the stringers and/or door doublers at all other areas outlined in 3(a) and (b). This should be accomplished no later than May 1, 1953, on airplanes having fuselage Numbers 1 through 69 and no later than September 1, 1953, or a period not to exceed 1,500 flying hours (whichever occurs first), on airplanes having fuselage numbers 70 to 213 inclusive. Airplanes incorporating local reinforcements shall be given an external inspection at periods not to exceed 35 flying hours in addition to the 500-hour inspection outlined in part 1 (a) until the complete rework has been accomplished. \n\n\t(See Douglas Service Bulletin No. 521 dated May 29, 1952, and Douglas Service Letter No. 128 dated June 27, 1952, for applicable models subject to the above-mentioned reworks.) \n\n\tThis supersedes AD 52-27-01.
2012-26-07: We are adopting a new airworthiness directive (AD) for Eurocopter France (Eurocopter) Model AS350BA helicopters with certain AERAZUR emergency flotation gear container assemblies installed. This AD requires replacing each affected emergency flotation gear container assembly (container assembly) at specified time limits based on the date of manufacture. This AD was prompted because container assemblies with an intended operating limitation of 10 years may not have been replaced because the limit is no longer recorded in the Maintenance Program. The actions of this AD are intended to prevent failure of the emergency container assembly because of age and subsequent damage to the helicopter and injury to the occupants after an emergency water landing.
2004-13-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 and -400D series airplanes, that requires an inspection to detect missing fasteners in the section 42 skin and internal doubler at the cutout for the ground exhaust valve of the electrical equipment; modification and rework of the doubler; repetitive inspections of the skin for cracks; and corrective actions if necessary; as applicable. This action is necessary to detect and correct fatigue cracks in the section 42 skin at the cutout for the ground exhaust valve of the electrical equipment, which could result in rapid decompression of the airplane. This action is intended to address the identified unsafe condition.
90-19-12: 90-19-12 MCDONNELL DOUGLAS: Amendment 39-6735. Docket No. 90-NM-170-AD. \n\n\tApplicability: McDonnell Douglas Model DC-10 series airplanes, manufacturer's fuselage numbers 1 through 379, certificated in any category. \n\n\tCompliance: Required as indicated. To prevent inadvertent opening of a cargo door in flight, a condition which could result in loss of pressurization and control of the aircraft, accomplish the following: \n\n\tA.\tExcept as provided in paragraph B. of this AD, within 30 calendar days after the effective date of this AD, unless previously accomplished within the last 60 days, remove sealant in accordance with Figure 1, Step 2, and perform the torque test on the cargo door latch spool fitting attach bolts, in accordance with the Accomplishment Instructions for Group 1, Phase 1, of McDonnell Douglas DC-10 Service Bulletin 52-183, Revision 2, dated April 15, 1981 (hereafter referred to as the Service Bulletin). \n\n\tNOTE: The requirements of this AD are applicableto Model DC-10 series airplanes, manufacturers's fuselage numbers 1 through 379, regardless of the effectivity as specified in the McDonnell Douglas Service Bulletin. \n\n\t\t1.\tIf a bolt breaks, prior to further flight, replace it with a new bolt and seal in accordance with Figure 1 of the Service Bulletin. \n\n\t\t2.\tIf a bolt passes the torque test, prior to further flight, retorque the bolt and seal in accordance with the Accomplishment Instructions for Group 1, Phase 1, of the Service Bulletin. \n\n\tB.\tThe test required by paragraph A. of this AD is not required for Inconel bolts, part numbers RA21026-7, 77711-7, and 3D0031-7 (grip lengths as applicable per location as specified in Figure 1, sheets 3 and 4, of the Service Bulletin). \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base for the accomplishment of the requirements of this AD. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. \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 McDonnell Douglas Corporation, P. O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications, C1-HDR (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6735, AD 90-19-12) becomes effective on October 1, 1990.
87-04-08: 87-04-08 MCDONNELL DOUGLAS: Amendment 39-5537. Applies to McDonnell Douglas Model DC-9-80 (MD-80) series airplanes, certificated in any category, equipped with Pratt and Whitney (P&W) JT8D-209, -217, or -217A engines, listed in P&W Service Bulletin (S/B) 5618, dated November 26, 1985. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent 5th stage compressor blade failure from flutter and the possibility of engine power loss, accomplish the following within 30 calendar days after the effective date of this airworthiness directive: \n\n\tA.\tRevise the McDonnell Douglas DC-9-80 FAA approved Airplane Flight Manual (AFM) Report MDC-J8480 (English) or MDC-J8480M (Metric) to add the following: \n\n\tSECTION 1 - LIMITATIONS \n\n\t\t1.\tThe engine and airplane performance limitations presented in the AFM Report MDC-J8480, Appendix 10, FAA-approved November 26, 1986, or later FAA-approved revisions, must be observed. \n\n\t\t2.\tThe Engine Pressure Ratio (EPR) Indicating System for each engine must have the pointer, digital counter, and maximum limit chevron operative prior to takeoff. \n\n\tNOTE: The McDonnell Douglas DC-9 Master Minimum Equipment List (MMEL) Revision No. 21, dated November 1, 1984, and subsequent revisions, Page 77-1, Item 77-1, Engine Pressure Ratio Indicating System (with Pointer AND Digital Counter) (Series 80) and Maximum Limit Chevrons (Series 80) is affected by the above AFM Limitations, which take precedence over the MMEL. \n\n\tB.\tTerminating action for this AD is the installation of the modified blades P/N 804505 in accordance with P&W Service Bulletin (S/B) 5618, dated November 26, 1985, or later FAA-approved revisions, or other equivalent FAA-approved 5th stage blades. \n\n\tC.\tA copy of this AD inserted in the FAA approved AFM may be considered as an acceptable means of compliance with the required AFM revisions. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes toa base in order to comply with the requirements of this AD. \n\n\tE.\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\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, C1-750 (54-60). These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tThis amendment becomes effective March 9, 1987.
92-08-12: 92-08-12 BOEING: Amendment 39-8223. Docket No. 91-NM-95-AD.\n\n\tApplicability: Model 747-400 series airplanes, up to and including line position 839, certificated in any category.\n\n\tCompliance: Required within the next 24 months after the effective date of this AD, unless accomplished previously.\n\n\tTo preclude cross connection of cargo compartment and engine fire protection wiring and plumbing during maintenance, accomplish the following:\n\n\t(a)\tFor airplanes identified in Boeing Service Bulletin 747-26-2143, Revision 1, dated August 15, 1991: Modify the cargo compartment fire extinguishing system plumbing and wiring in accordance with that service bulletin.\n\n\t(b)\tFor airplanes identified in Boeing Service Bulletin 747-26-2164, dated February 14, 1991: Modify the engine fire control module in accordance with that service bulletin.\n\n\t(c)\tFor airplanes identified in Boeing Service Bulletin 747-26-2168, dated March 28, 1991: Modify the cargo compartment smoke detectionsystem wiring in accordance with that service bulletin.\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. The request shall 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 the airplane to a location where the requirements of this AD can be accomplished.\n\n\t(f)\tThe modifications shall be done in accordance with Boeing Service Bulletin 747-26-2164, dated February 14, 1991; Boeing Service Bulletin 747-26-2168, dated March 28, 1991; and Boeing Service Bulletin 747-26-2143, Revision 1, dated August 15, 1991, which includes the following list of effective pages:\n \n \tPage Number\tRevision Level\tDate\n\t1, 3-8, 18-20, 33, 45-50,\t1\tAugust 15, 1991\n\t54, 61-62, 64-87\n\n\t2, 9-17, 21-32, 34-44,\t(original)\tDecember 20, \t51-53, 55-60, 63\t\t1990\n\t\n\nThis incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies 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 SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(g)\tThis amendment becomes effective on May 29, 1992.
98-15-21: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-100 series airplanes, that currently requires repetitive inspections to detect cracking of the wing front spar web above engine numbers 2 and 3, and to detect cracked or broken fasteners in the web; and repair, if necessary. That AD also provides an optional terminating action for the repetitive inspections. This amendment requires various improved inspections. This amendment is prompted by a report indicating that the existing inspections do not adequately detect vertical cracks. The actions specified by this AD are intended to prevent fuel leakage onto an engine and a resultant fire due to cracked or broken fasteners in the wing front spar.
82-18-51: 82-18-51 MCDONNELL DOUGLAS: Amendment 39-4499. Applies to McDonnell Douglas Model DC-8-70 series airplanes with P/N 3505154-18-1 series Airesearch engine starters installed, certificated in all categories. Compliance required within 20 flight hours after receipt of this AD, and at intervals not to exceed 20 flight hours thereafter. \n\n\tTo detect starter output shaft bearing distress, accomplish the following, unless already accomplished: \n\n\tA)\tRemove the magnetic portion (knurled knob, bayonet type, quick disconnect) of each starter drain plug and check for the presence of metallic particles. The following action shall be taken when the degree of contamination has been determined: \n\n\t\t1)\tA plug that is clean or having light fuzz is normal and acceptable. Clean plug as necessary, reinstall, and continue starter operation. \n\n\t\t2)\tIf light metal particle accumulation is observed on the magnetic portion of the plug, drain the starter oil and observe color and odor of the oil. \n\n\t\t\ta)\tIf the oil is transparent, reservice the starter with clean oil, clean the drain plug, reinstall, and continue starter operation. If metal is again observed at any subsequent inspection, replace the starter with a serviceable unit. \n\n\t\t\tb)\tIf the oil is black, or has a burnt smell, replace the starter with a serviceable unit. \n\n\t\t3)\tIf metal accumulation in excess of that defined in 2), above, is observed on the magnetic portion of the drain plug, replace the starter with a serviceable unit. \n\n\tB)\tWhen a P/N 3505154-19-1 series or subsequent approved P/N starter is installed, inspection per this AD is terminated. \n\n\tC)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and repairs required for the purposes of this AD when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD)\tAlternate means of compliance which providean equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tThis amendment becomes effective November 23, 1982, and was effective earlier to those recipients of Telegraphic AD T82-18-51 dated August 31, 1982.
90-26-04: 90-26-04 BOEING: Amendment 39-6830. Docket No. 90-NM-135-AD. \n\n\tApplicability: Model 747 series airplanes, line numbers 1 through 39, certificated in any category. \n\n\tCompliance: Required within the next 4,500 hours time-in-service after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent the loss of the airplane primary flight controls due to loss of hydraulic fluid from all four hydraulic systems, accomplish the following: \n\n\tA.\tModify the hydraulic lines in the elevator control system in accordance with Section III of the Accomplishment Instructions, Steps G through H, of Boeing Alert Service Bulletin 747-29A2063, Revision 5, dated June 7, 1990. \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 (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\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 may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6830, AD 90-26-04) becomes effective on January 15, 1991.
2012-26-03: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-202, -203, -223, -243, -302, -323, -342, and -343 airplanes; and Model A340-313 airplanes. This AD was prompted by reports that a specific batch of cargo doors might have deviations in quality related to door structure, such as irregular bore holes, improper application of sealant and paint, or uncleanliness. This AD requires inspecting to identify the part and serial numbers of the forward and aft cargo doors, and replacing the affected cargo doors. We are issuing this AD to prevent the degraded structural capability of the cargo door, a primary structure, from leading to failure of the door, which could lead to a breach through the door or the door detaching from the airplane, resulting in potential rapid decompression.
2010-11-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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: Investigation of an uncommanded in-flight shutdown (IFSD) revealed that a third stage turbine wheel rupture was not contained by the turbine casings. The released portion consisted of a turbine blade together with the rim piece immediately below the blade. The rim piece was bounded by two adjacent axial slots and a fatigue crack that had developed between the holes in which the slots terminate. The slots and holes, which are closed by riveted plugs, were introduced by modification AB 173 in order to improve the vibration characteristics of the turbine wheel. Modification AB 208 brings an improvement to modification AB 173 by changing only the riveting detail. SN 283 72 0805 provides instructions for re-boring the holes at overhaul or repair in order to improve their surface condition. A manufacturing process modification has been introduced to improve the surface condition of these holes in third stage turbine wheels. Wheels subject to the improved manufacturing process have S/Ns outside the range specified in Table 1. Although there is only one known event, and although it resulted only in an uncommanded IFSD, with no damage to the aircraft, the possibility exists that additional events may occur, potentially involving damage to the aircraft. We are issuing this AD to prevent uncontained failures of the third stage turbine wheel, which could result in damage to the helicopter.
98-15-20: This amendment adopts a new airworthiness directive (AD) that applies to all Glaser-Dirks Flugzeugbau GmbH (Glaser-Dirks) Model DG-500M gliders. This AD requires inspecting the center of gravity (C.G.) tow release cable pulley for correct positioning, and replacing the C.G. tow release cable pulley with one made of aluminum either immediately or eventually depending on the results of the inspection. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. The actions specified by this AD are intended to prevent the C.G. tow release cable from coming off the pulley because of incorrect positioning, which could result in the pilot being unable to release from tow operations.
98-15-19: This amendment adopts a new airworthiness directive (AD) that applies to certain Aeromot-Industria Mecanico Metalurgica Ltda. (Aeromot) Model AMT-200 powered gliders. This AD requires replacing certain flexible hoses in the engine oil system with flexible hoses with a larger internal diameter. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Brazil. The actions specified by this AD are intended to prevent inefficiency of the engine lubricating system because of ineffective flexible hoses, which could result in an in-flight engine shutdown with consequent loss of powered glider controllability.
75-24-09: 75-24-09 BOEING: Amendment 39-2436 as amended by Amendment 39-3032. Applies to Model 737-100/-200 series airplanes listed in Boeing Service Bulletin 737-27-1080, certificated in all categories, compliance required as indicated. \n\tTo prevent an inadvertent deployment of ground spoilers in flight after the loss of system "A" hydraulic pressure, accomplish one of the following: \n\tA.\tWithin the next 100 hours time in service after the effective date of this AD, unless already accomplished, remove the existing placards, P/N BACM10H6CY and BAC27DHY195, and install warning placards, P/N BAC27DHY220 and BAC27DHY221, or equivalent placards approved by the FAA assigned maintenance inspector, in accordance with the instructions contained in Boeing Service Bulletin 737-29-1027 dated December 20, 1974, or later revisions, or any other equivalent placard, approved by the Chief, Engineering and Manufacturing Branch, Northwest Region, near the hydraulic pressure filling installation, on the hydraulic system "A" reservoir, and at the ground service hydraulic module. These placards warn that servicing the 737 airplane with Stauffer Aero Safe ER hydraulic fluid is prohibited. The improved lubricity characteristics of the ER fluid may permit the unlocking of the ground spoiler actuators in flight if/when hydraulic system "A" fails; or \n\tB.\tUnless already accomplished, accomplish the following in accordance with the applicable instructions contained in Boeing Service Bulletin 737-27-1080 dated November 21, 1975, or later FAA approved revisions: \n\t\t1.\tRemove and rework ground spoiler actuators, P/N 65-44851-3, -4, -5, or -6 and 65- 44961-2, -4, or -5; and \n\t\t2.\tReidentify the reworked ground spoiler actuators; and \n\t\t3.\tReinstall the reworked and reidentified ground spoiler actuators, P/N 65-44851-7 and 65-44961-6; and \n\t\t4.\tRemove warning placards, P/N BAC27DHY221 and BAC27DHY220, or equivalent placards; and \n\t\t5.\tInstall service placards, P/N BAC27DHY195 and BAC27DHY233, or equivalent placards approved by the FAA assigned maintenance inspector. \n\tAirplanes having complied with paragraph B above are compatible with hydraulic fluids that have been qualified to Boeing Specification BMS 3-11 including Stauffer Aero Safe ER Type IV hydraulic fluid. \n\tThe 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). \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. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-2436 superseded AD 75-08-06. \n\tAmendment 39-2436 became effective December 2, 1975. \n\tThis amendment 39-3032 becomes effective September 12, 1977.