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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.
67-10-01: 67-10-01 BOEING: Amdt. 39-379 Part 39 Federal Register April 1, 1967. Applies to Model 707-100 Series, 707-200 Series, and 720 Series Airplanes Listed in Boeing Service Bulletin No. 2177(R-2). \n\n\tCompliance required as indicated. \n\n\tIn order to detect and repair cracks in the wing skin and the horizontal legs of the splice angle and chord members at Wing Station 304.93 rear spar upper chord splice, accomplish the following: \n\n\t(a)\tWithin the next 150 hours' time in service after the effective date of this AD, unless already accomplished within the last 200 hours' time in service, and thereafter at intervals not to exceed 350 hours' time in service from the last inspection, inspect Model 720 Series airplanes with 8,200 or more hours' time in service on the effective date of this AD and Model 707 Series airplanes with 15,200 or more hours' time in service on the effective date of this AD in accordance with (d).\n \n\t(b)\tBefore the accumulation of 8,350 hours' time in service, unless already accomplished within the last 350 hours' time in service, and thereafter at intervals not to exceed 350 hours' time in service from the last inspection, inspect Model 720 Series airplanes with less than 8,200 hours' time in service on the effective date of this AD in accordance with (d). \n\n\t(c)\tBefore the accumulation of 13,350 hours, time in service, unless already accomplished within the last 350 hours' time in service, and thereafter at intervals not to exceed 350 hours' time in service from the last inspection, inspect Model 707 Series airplanes with less than 15,200 hours' time in service on the effective date of this AD in accordance with (d). \n\n\t(d)\tVisually inspect for cracks in accordance with the "Visual Inspection Procedure" of Paragraph 3, Part I, Boeing Service Bulletin No. 2177(R-2) or later FAA-approved revision.\n \n\t(e)\tWithin the next 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 600 hours'time in service, and thereafter at intervals not to exceed 700 hours' time in service from the last inspection, inspect Model 720 Series airplanes with 8,600 or more hours' time in service on the effective date of this AD and Model 707 Series airplanes with 15,600 or more hours' time in service on the effective date of this AD in accordance with (h).\n \n\t(f)\tBefore the accumulation of 8,700 hours' time in service, unless already accomplished within the last 700 hours' time in service, and thereafter at intervals not to exceed 700 hours' time in service from the last inspection, inspect Model 720 Series airplanes with less than 8,600 hours' time in service on the effective date of this AD in accordance with (h).\n\n\t(g)\tBefore the accumulation of 15,700 hours' time in service, unless already accomplished within the last 700 hours' time in service, and thereafter at intervals not to exceed 700 hours' time in service from the last inspection, inspect Model 707 Series airplanes with lessthan 15,600 hours' time in service on the effective date of this AD in accordance with (h).\n \n\t(h)\tAccomplish an ultrasonic and x-ray inspection in accordance with Paragraph 3, Part I, Boeing Service Bulletin No. 2177(R-2) or later FAA-approved revision or in accordance with a method approved by the chief, Aircraft Engineering Division, FAA Western Region.\n \n\t(i)\tIf a crack is found during the inspection conducted in accordance with (d) or (h), and that crack does not extend further than 8 inches forward of the seal stop hole centerline, repair or modify the affected parts before further flight (except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair or modification can be performed) by accomplishing one of the repairs of modifications specified in subparagraphs (1) through (6) of this paragraph or in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. In the case of a crack extending further than 8 inches forward of the seal stop hole centerline, repair or modify the affected parts before further flight (except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair or modification can be performed) in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(1)\tComplete preventive modification applicable to Model 707 and 720 Series airplanes in accordance with the crack length limitations and procedures of Paragraph 3, Part II, "Preventive Modification Data", Boeing Service Bulletin No. 2177(R-3) or later FAA-approved revision.\n \n\t\tNOTE. - The "Preventive Modification" specified in Paragraph 3, Part II, "Preventive Modification Data", of Revision 2 of Boeing Service Bulletin 2177 is a "Complete Preventive Modification" as used in (i)(1). \n\n\t\t(2)\tComplete preventive modification minus coldworking applicable to Model 720 Series airplanes only in accordance with the crack length limitations andprocedures of Paragraph 3, Part II, "Preventive Modification Data", Boeing Service Bulletin No. 2177(R-4) or later FAA- approved revision. \n\n\t\t(3)\tOptional partial preventive modification applicable to Model 720 Series airplanes only in accordance with the crack length limitations and procedures of Paragraph 3, Part II, "Preventive Modification Data", Boeing Service Bulletin No. 2177(R-3), or later FAA- approved revision. \n\n\t\t(4)\tWing structure improvement program applicable to Model 720 Series airplanes only in accordance with the procedures of Boeing Document 65-12700. \n\n\t\t(5)\tCrack repair applicable to Model 707 and 720 Series airplanes in accordance with the crack length limitations and procedures of Paragraph 3, Part III, "Crack Repair Data", Boeing Service Bulletin No. 2177(R-2) or later FAA-approved revision. \n\n\t\t(6)\tCrack repair minus coldworking applicable to Model 720 Series airplanes only in accordance with the crack length limitations and procedures for Paragraph 3,Part III, "Crack Repair Data", Boeing Service Bulletin No. 2177(R-4) or later FAA-approved revision. \n\n\tUpon the completion of a particular repair or modification specified in subparagraphs (1) through (6) of this paragraph, comply with (n) through (s) as appropriate to the type of repair or modification performed under this paragraph.\n \n\t(j)\tWithin the next 7,000 hours' time in service after December 15, 1966, modify Model 720 Series airplanes with 8,000 or more hours' time in service on December 15, 1966, and Model 707 Series airplanes with 15,000 or more hours' time in service on December 15, 1966, in accordance with (m). \n\n\t(k)\tBefore the accumulation of 15,000 hours' time in service after December 15, 1966, modify Model 720 Series airplanes with less than 8,000 hours' time in service on December 15, 1966, in accordance with (m).\n\n\t(l)\tBefore the accumulation of 22,000 hours' time in service after December 15, 1966, modify Model 707 Series airplanes with less than 15,000 hours' time in service on December 15, 1966, in accordance with (m).\n \n\t(m)\tUnless already accomplished in accordance with (i)(1), (2), (3), (4) or (5) or in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region, accomplish one of the following:\n \n\t\t(1)\tComplete preventive modification specified in (i)(1); \n\n\t\t(2)\tComplete preventive modification minus coldworking specified in (i)(2). \n\n\t\t(3)\tOptional partial preventive modification specified in (i)(3); or \n\n\t\t(4)\tWing structure improvement program specified in (i)(4). \n\n\tUpon the completion of a particular modification specified in subparagraphs (1) through (4) of this paragraph, comply with (p) through (s) as appropriate to the type of modification performed under this paragraph.\n \n\t(n)\tUpon the completion of the crack repair specified in (i)(5), the repetitive inspections required by (d) through (h) may be discontinued.\n \n\t(o)\tUpon the completion of the crack repair minus coldworking specified in (i)(6), accomplish either the wing structure improvement program specified in (i)(4) or an x-ray inspection specified in (h) (in lieu of the other modifications specified in subparagraphs (1), (2) and (3) of (m)) prior to the accumulation of 10,000 hours' time in service after completion of the repair. If an x-ray inspection is performed under this paragraph, accomplish additional x-ray inspections within each successive period not to exceed 2,000 hours' time in service from the last inspection. The x-ray inspections required by this paragraph may be discontinued when the wing structure improvement program is accomplished.\n \n\t(p)\tUpon completion of the complete preventive modification specified in (i)(1), the repetitive inspections required by (d) and (h) may be discontinued. \n\n\t(q)\tUpon completion of the wing structure improvement program specified in (i)(4), the repetitive inspections required by (d) and (h) may be discontinued. \n\n\t(r)\tUpon completion of the optional partial preventive modification specified in (i)(3), perform an x-ray inspection specified in (h) within 2,000 hours' time in service from the completion of the modification and thereafter within periods not to exceed 2,000 hours' time in service from the last inspection. Prior to the accumulation of 7,000 hours' time in service after the completion of the optional partial preventive modification, accomplish either the complete preventive modification specified in (i)(1) or the wing structure improvement program specified in (i)(4). \n\n\t(s)\tUpon completion of the complete preventive modification minus coldworking specified in (i)(2), accomplish either the wing structure improvement program specified in (i)(4) or an x-ray inspection specified in (h) prior to the accumulation of 10,000 hours' time in service after completion of the modification. If an x-ray inspection is performed under this paragraph, accomplish additional x-ray inspections within each successive period not to exceed 2,000 hours' time in service from the last inspection. The x-ray inspections required by this paragraph may be discontinued when the wing structure improvement program is accomplished. \n\n\t(t)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval by the Regional Director, FAA Western 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\tThis supersedes AD 66-29-02.\n\n\tThis directive effective April 1, 1967.
64-12-01: 64-12-01\tBOEING: Amdt. 733 Part 507 Federal Register May 23, 1964. Applies to All Models 707 and 720 Series Aircraft Equipped With Pratt & Whitney JT3D-1, -3 or -3B Engines. \n\n\tCompliance required as indicated. \n\n\tTo prevent inadvertent inflight reversals caused by snap action closing of the throttles to the idle position accomplish the following: \n\n\t(a)\tWithin 500 hours' time in service after the effective date of this AD, unless already accomplished, rerig the throttle control system in accordance with the Boeing Maintenance Manual dated April 1964, or Boeing Service Letter 6-7161-4-6112 dated September 30, 1963.\n \n\t(b)\tWithin 2,500 hours' time in service after the effective date of this AD, unless already accomplished, accomplish the following: \n\n\t\t(1)\tInspect the strut mounted bracket in accordance with Service Bulletin No. 1659 (R-1) to determine what bracket assembly part number is installed on each airplane reverser installation. \n\n\t\t(2)\tModify the cam rocker arm, P/N 69-10814, in accordance with Boeing Service Bulletin No. 1931 or an FAA approved equivalent. This modification shall be accomplished prior to or concurrent with the thrust reverser directional control valve cam modification required in paragraph (b)(3). Installation of a modified cam with an unmodified cam rocker arm is prohibited because of operational incompatibility and subsequent possible interference. \n\n\t\t(3)\tModify the thrust reverser directional control valve cam assembly, P/N's 65- 18225-1, -2, -3 or 65-27438-3, in accordance with Boeing Service Bulletin No. 1931 or an FAA approved equivalent. Models 707 and 720 fan engine airplanes may have any one of or a combination of the thrust reverser directional control valve cam assembly part numbers listed above. Interchangeability of these directional control valve cam assemblies with strut mounted brackets and fan reverser followup cams are as follows: \n\n\t\t\t(i)\tCam assemblies P/N's 65-18225-2, -3, and 65-27438-3, all reworked in accordance with Service Bulletin No. 1931 must be used with bracket assembly P/N's 65-11882-2 or -4 or P/N 65-11882 reworked in accordance with Service Bulletin No. 1659(R-1). \n\n\t\t\t(ii)\tCam assembly P/N 65-18225-1 reworked in accordance with Service Bulletin No. 1931 must be used with bracket P/N's 65-11882, -2, or -4 or P/N 65-11882 reworked in accordance with Service Bulletin No. 1659(R-1). \n\n\t\t\t(iii)\tCam assemblies P/N 65-27438-3 reworked per Service Bulletin 1931 shall be used with fan reverser followup cams P/N's 65-27437-1 or 66-16560-1. \n\n\t\t\t(iv)\tCam assemblies P/N's 65-18225-1, -2 or -3 reworked per Service Bulletin 1931 shall be used with fan reverser followup cam P/N's 65-11826-3 or -7. \n\n\t(c)\tApproval of any equivalent means shall be processed through the Aircraft Engineering Division, FAA Western Region, Los Angeles, California. \n\n\t(Boeing Service Bulletins Nos. 1659(R-1) and 1931 cover this subject.) \n\n\tThis directive effective June 26, 1964. \n\n\tRevised August 5, 1964.
88-22-11 R1: 88-22-11 R1 BOEING: Amendment 39-6059 as revised by Amendment 39-6432. Docket No. 89-NM-141-AD. \n\n\tApplicability: Model 737 series airplanes, line number 001 through 519, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid decompression of the airplane, accomplish the following: \n\n\tA.\tFor airplanes line number 001 through 291, prior to the accumulation of 40,000 landings, or within 10 calendar days after November 21, 1988 (the effective date of Amendment 39-6059), whichever occurs later, restrict all flight operations to a maximum cabin pressure differential of 5.67 psi until the inspections required by paragraph B.1., below, are accomplished. \n\n\tB.\t1.\tFor airplanes line number 001 through 291, within the next 1,500 landings after November 21, 1988, or prior to the accumulation of 40,000 landings, whichever occurs later, unless previously accomplished within the last 3,000 landings; and thereafter at intervals not to exceed 4,500 landings or 15 months, whichever occurs first; accomplish the requirements of paragraph C., below, along the skin at all fuselage lap joints between body station BS 259 and BS 1016. \n\n\t\t2.\tAt the initial interval indicated in Table 1, below, unless previously accomplished within the last 4,000 landings, accomplish the requirements of paragraph C., below, along the skin at stringer (S) 17 between BS 360 and BS 540 and between BS 727 and BS 927.\n\t\t\t\t\t TABLE 1 \n\nAIRPLANE LINE NUMBER\t\tINITIAL INSPECTION \n\n001 through 291\t\t\t\tWithin 500 landings after November 21, 1988, or prior\n\t\t\t\t\tto the accumulation of 40,000 landings, whichever \n\t\t\t\t\toccurs later. \n\n292 through 464\t\t\t\tWithin 500 landings after November 21, 1988, or prior \n\t\t\t\t\tto the accumulation of 60,000 landings whichever \n\t\t\t\t\toccurs later. \n\n465 through 519\t\t\t\tWithin 500 landings after the effective date of this \n\t\t\t\t\tamendment, or prior to the accumulation of 60,000 \n\t\t\t\t\tlandings, whichever occurs later. \n\n\tRepeat the inspection at intervals not to exceed 4,500 landings or 15 months, whichever occurs first. \n\n\tC.\tFor airplanes identified in paragraphs B.1. and B.2., above, remove paint with an approved chemical stripper, or ensure that the fastener head is clearly visible prior to the inspections required by this paragraph: \n\n\t\t1.\tPerform a high frequency eddy current inspection for cracks along the upper rivet line at the lap joints and along both rivet lines at S-17, in accordance with Boeing 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, 1988, or Revision 3, dated November 2, 1989, accordingly.\n \n\tNOTE: No credit will be given for previous inspections accomplished on a painted surface where the fastener head was not clearly visible. \n\n\t\t2.\tPerform a detailed external visual inspection, using adequate lighting for evidence of corrosion or delamination. Inspect for small cracks, bulging skin between fasteners, blistered paint, dished or popped rivet heads, or loose fasteners. If evidence of corrosion or delamination is found, prior to further flight, perform a low frequency eddy current inspection for corrosion to determine material loss, of the entire length of the affected panel, 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, 1988, or Revision 3, dated November 2, 1989. \n\n\t\t3.\tRepair cracks, corrosion, and delamination prior to further flight (except as permitted by paragraph G., below), 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, 1988, or Revision 3, dated November 2, 1989. \n\n\t\t\ta.\tAll upper row fasteners at the lap joint and both rows of fasteners at S-17 of any skin panel in which cracks are found, must be replaced with standard protruding head solid fasteners, in accordance with the applicable service bulletin, within 3,000 cycles following the repair. \n\n\t\t\tb.\tBlind fasteners are to be used as an interim repair only, and must be replaced with protruding head solid fasteners within 3,000 cycles following installation.\n \n\t\t\t\t(1)\tFor airplanes line number 001 through 464: Repairs installed with blind fasteners prior to November 21, 1988, must be inspected for loose or missing fasteners within 1,000 cycles after that date; and all upper row fasteners and stringer 17 fasteners in the affected panel must be replaced with standard protruding head solid fasteners within 3,000 cycles after that date. \n\n\t\t\t\t(2)\tFor airplanes line numbers 465 through 519: Repairs installed with blind fasteners prior to the effective date of this amendment, must be inspected for loose or missing fasteners within 1,000 cycles after the effective date of this amendment; and all upper row fasteners and stringer 17 fasteners in the affected panel must be replaced with standard protruding head solid fasteners within 3,000 cycles after the effective date of this amendment. \n\n\t\t\tc.\t(1)\tFor airplanes line numbers 001 through 464: Repairs of the skin installed with countersunk fasteners at any fuselage lap joint or along S-17 prior to November 21, 1988, must be inspected and verified as FAA-approved within 1,000 cycles after that date. Repairs determined not to be FAA- approved must be replaced or modified in accordance with an FAA-approved method prior to further flight. \n\n\t\t\t\t(2)\tFor airplanes line numbers 465 through 519: Repairs of the skin installed with countersunk fasteners at any fuselage lap joint or along S-17 prior to the effective date of this amendment, must be inspected and verified as FAA-approved within 1,000 cycles after the effective date of this amendment. Repairs determined not to be FAA approved must be replaced or modified in accordance with an FAA-approved method prior to further flight. \n\n\tD.\tFor airplanes line number 001 through 291, within the next 2,250 landings or within 6 months after November 21, 1988, whichever occurs first, or prior to the accumulation of 40,000 landings, whichever occurs later, unless accomplished within the last 9,750 landings; and thereafter at intervals not to exceed 12,000 landings or 4 years, whichever occurs first; accomplish the inspections described in paragraph F., below. If the inspections required by paragraph C., above, are repeated at intervals not to exceed 2,250 landings or 7 1/2 months, whichever occurs first, then the requirements of paragraph F., below, may be deferred until the accumulation of 7,000 landings or 24 months after November 21, 1988, whichever occurs first. \n\n\tE.\tFor airplanes line number 292 through 464, within the next 12,000 landings or 4 years after November 21, 1988, whichever occurs first, and for airplanes line number 465 through 519, within the next 12,000 landings or 4 years after the effective date of this amendment, whichever occurs first, or prior to the accumulation of 40,000 landings, whichever occurs later, and thereafter at intervals not to exceed 12,000 landings or 4 years, whichever occurs first, accomplish the inspections described in paragraph F., below. \n\n\tF.\tAs required by paragraphs D. and E., above, perform a detailed internal visual inspection of tearstraps (circumferential portion of the bonded waffle doubler), not mechanically fastened to the skin between BS 360 and BS 1016 two bays above and one bay below the lap joints at S-4 and S-10, and between BS 259 and BS 360 two bays above and one bay below the lap joint at S-4 for delamination and corrosion, in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989. Adequate lighting must be used for this inspection. Inspect for bulges in the doubler, white powder or a thin black line at the edges of the doubler, and missing or dished fasteners. Check for disbond by pushing outward on the skin while attempting to insert a feeler gage between the doubler and skin. If inspection areas are obscured by sealant, dirt, etc., these areas must be cleaned. If disbond or corrosion is found, inspect entire skin panel as described above, in addition to one bay of the adjacent skin panel (above and below), and repair 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, 1988, or Revision 3, dated November 2, 1989, as appropriate. \n\n\tG.\tIf corrosion found as a result of the external inspection does not exceed 10 percent of the skin thickness, reinspect for corrosion in accordance with paragraphs C.2. or I., of this AD, as appropriate, at intervals not to exceed 2,250 cycles or 6 months, whichever occurs first, until a repair is accomplished. If such corrosion exceeds 10 percent of skin thickness or if cracking is found, repair 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, for the skin along the lap joints; or Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1988, or Revision 3, dated November 2, 1989, for the skin along S-17. Following such repair, resume inspections in accordance with paragraphs C.2. or I. of this AD, as appropriate. \n\n\tH.\tThe accomplishment of the following two subparagraphs constitutes terminating action for the inspections indicated: \n\n\t\t1.\ta.\tFor airplanes line number 001 through 291, accomplishment of the terminating repair at all lap joints between BS 259 and BS 1016, in accordance with Boeing Alert Service Bulletin 737- 53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989, constitutes terminating action for paragraphs A., C., and F., as they apply to lap joint areas. This repair includes replacing all upper row fasteners with standard protruding head solid fasteners and assuring the tearstraps are functional 2 bays above and 1 bay below each lap joint, by the use of mechanical fasteners where disbonding of the tearstraps has occurred. \n\n\t\t\tb.\tFor airplanes line number 292 through 519, perform a detailed internal visual inspection of the tearstraps for delamination and corrosion 2 bays above and 1 bay below all lap joints between BS 259 and BS 1016, in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989. Repair delamination and corrosion in accordance with the service bulletin using mechanical fasteners, as necessary. In skin panels where delamination is detected, accomplish the lap joint modification in accordance with the service bulletin. This subparagraph constitutes terminating action for paragraph F., above. \n\n\t\t2.\tAccomplishment of the preventative modification as described in Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1988, or Revision 3, dated November 2, 1989, constitutes terminating action for the requirements of paragraphs A., C., and F. as they apply to the skin at S-17. The repair requires using standard protruding head solid fasteners, and assuring that the tearstraps are functional one bay above and below S-17, by the use of mechanical fasteners where disbonding of the tearstraps has occurred, in accordance with the Structural Repair Manual. \n\n\tI.\tFor aircraft on which the procedures described in paragraph H.1., above, have been accomplished in accordance with Part IV, A.2., of Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Part II, B. of Boeing Service Bulletin 737-53A1039, Revision 5, dated May 25, 1989, within 15 months after accomplishment, or within 6 months after the effective date of this AD, whichever occurs later, perform an external visual inspection of the skin for corrosion and delamination at all lap joints in accordance with that service bulletin. If corrosion is found, prior to further flight, perform a low frequency eddy current inspection of the entire length of the affected panel to determine material loss. If cracks are found, prior to further flight, perform a high frequency eddy current inspection of the entire length of the affected skin panel in accordance with the service bulletin. Repair cracks, corrosion, and delamination, prior to further flight (except as permitted by paragraph G., above), in accordance with the service bulletin. Inspections are to continue at intervals not to exceed 15 months. \n\n\tJ.\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 will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tK.\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 Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAirworthiness Directive 88-22-11, Amendment 39-6059, superseded AD 87-21-08 (Amendment 39-5752) andTelegraphic AD T88-10-51 which was issued on May 4, 1988, and which superseded Telegraphic AD T88-09- 51 issued on April 29, 1988. \n\n\tThis AD revises AD 88-22-11, Amendment 39-6059. \n\tThis amendment (39-6432, AD 88-22-11 R1) becomes effective on January 31, 1990.
2022-07-07: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200CB, and -300 series airplanes. This AD was prompted by a report indicating the passenger service units (PSUs) and life vest panels became separated from their attachments during several survivable accident sequences. This AD requires installing lanyard assemblies on the PSUs, and, for certain airplanes, on the life vest panels and video panels as applicable. The FAA is issuing this AD to address the unsafe condition on these products.
98-15-13: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) 90, 100, 200, and 300 series airplanes (formerly known as Beech Aircraft Corporation 90, 100, 200, and 300 series airplanes). This AD requires: checking the airplane maintenance records from January 1, 1994, up to and including the effective date of this AD, for any MIL-H-6000B fuel hose replacements on the affected airplanes; inspecting any replaced rubber fuel hose for a spiral or diagonal external wrap with a red stripe the length of the hose with 94519 printed along the stripe; and replacing any MIL-H-6000B rubber fuel hose matching this description with an FAA-approved hose having a criss-cross or braided external wrap. This AD was prompted by a report of a product defect by the manufacturer that could cause fuel system blockage and engine stoppage. The actions specified by this AD are intended to prevent fuel flow interruption, which could lead to uncommanded loss of engine power and loss of control of the airplane.
98-15-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires modification of the detachable center inlet component of the air intake system of the engine. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fuel and/or oil that may be present in the nacelle from entering the air intake system of the engine, which could result in a possible engine fire.
91-22-08: 91-22-08 BOEING: Amendment 39-8068. Docket No. 91-NM-113-AD. Supersedes AD 74-21-01, Amendment 39-1982. \n\n\tApplicability: Model 727 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect cracking in the main landing gear (MLG) wheel well pressure floor, accomplish the following: \n\n\t(a)\tFor airplanes with line numbers 001 through 1102, except those modified in accordance with Boeing Alert Service Bulletin 727-53A0124, original release, dated May 3, 1974; Revision 1, dated September 27, 1974; or Revision 2, dated May 2, 1975: Prior to the compliance time specified in paragraph (a)(1) or (a)(2) of this AD, whichever occurs earlier, perform a detailed visual, high frequency eddy current (HFEC), or dye penetrant inspection for cracks in the pressure floor at body station (BS) 910, in accordance with Boeing Alert Service Bulletin 727-53A0124, Revision 3, dated November 30, 1989, or earlier FAA-approved revisions. \n\n\t\t(1)\tPrior to the accumulation of 15,000 landings or within 800 landings after November 2, 1974 (the effective date of AD 74-21-01, Amendment 39-1982), whichever occurs later; or \n\n\t\t(2)\tPrior to the accumulation of 12,000 landings or within 2,000 landings after the effective date of this AD, whichever occurs later. \n\n\t(b)\tFor airplanes with line numbers 001 through 1102, except those modified in accordance with Boeing Alert Service Bulletin 727-53A0124, original release, dated May 3, 1974; Revision 1, dated September 27, 1974; or Revision 2, dated May 2, 1975: Prior to the accumulation of 12,000 landings or within 2,000 landings after the effective date of this AD, whichever occurs later, perform a detailed visual, HFEC, or dye penetrant inspection for cracks in the pressure floor at BS 900 and BS 920, in accordance with Boeing Alert Service Bulletin 727-53A0124, Revision 3, dated November 30, 1989, or earlier FAA-approved revisions. \n\n\t(c)\tFor airplanes withline number 1103 and subsequent, and earlier airplanes that have been modified in accordance with Boeing Alert Service Bulletin 727-53A0124, original release, dated May 3, 1974; Revision 1, dated September 27, 1974; or Revision 2, dated May 2, 1975: Prior to the accumulation of 12,000 landings since manufacture or within the next 3,000 landings after the effective date of this AD, whichever occurs later, perform a detailed visual, HFEC, or dye penetrant inspection to detect cracks in the pressure floor at BS 910, and BS 920 between buttock line (BL) 00 and right BL 10, in accordance with Boeing Alert Service Bulletin 727-53A0124, Revision 3, dated November 30, 1989. \n\n\t(d)\tThe inspections required by paragraphs (a), (b), and (c) of this AD must be repeated in accordance with the following schedule: \n\n\t\t(1)\tRepeat the inspections required by paragraphs (a) or (b) of this AD at intervals not to exceed 2,000 landings. \n\n\t\t(2)\tRepeat the inspections required by paragraph (c) of this AD at intervals as follows: \n\n\t\t\t(i)\tIf the immediately preceding inspection was performed using a visual or dye penetrant inspection technique, the next inspection must be performed within 4,000 landings. \n\n\t\t\t(ii)\tIf the immediately preceding inspection was performed using an HFEC inspection technique, the next inspection must be performed within 5,000 landings. \n\n\t(e)\tIf cracks are detected that do not exceed the interim repair limits listed in Table V of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0124, Revision 3, dated November 30, 1989, prior to further flight, repair in accordance with the interim repair described in Part I of the Accomplishment Instructions, or the permanent repair described in Part II of the Accomplishment Instructions of that service bulletin, or repair in accordance with Boeing Drawing 65C36247, Revision New. The interim repair must be replaced, within 600 landings after accomplishment, with the permanent repair. \n\n\t(f)\tIf cracks are found that exceed the interim repair limits listed in Table V of the Accomplishments Instructions of Boeing Alert Service Bulletin 727-53A0124, Revision 3, dated November 30, 1989, prior to further flight, accomplish the permanent repair described in Part II of the Accomplishment Instructions of that service bulletin, or repair in accordance with Boeing Drawing 65C36247, Revision New. \n\n\t(g)\tBlind fasteners installed in accordance with Part II of Boeing Alert Service Bulletin 727- 53A0124, Revision 3, dated November 30, 1989, may be used as an interim repair only. The blind fasteners have a life limit of 10,000 landings before they must be replaced with solid fasteners in accordance with Part II of that service bulletin. The blind fasteners must be inspected for loose or missing fasteners after accumulating 3,000 landings since installation or within 1,000 landings after the effective date of this AD, whichever occurs later, and thereafter must be inspected at intervals not to exceed 2,500 landings until replaced. Blind fasteners installed prior to the effective date of this AD must be replaced prior to the accumulation of 10,000 landings since installation or within 3,000 landings after the effective date of this AD, whichever occurs later. \n\n\t(h)\tTerminating action for the repetitive inspection requirements of this AD is as follows: \n\n\t\t(1)\tIncorporation of the preventative modification described in Part III or Part IV, as applicable, of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0124, Revision 3, dated November 30, 1989, constitutes terminating action for the repetitive inspection requirement of paragraph (d) of this AD. \n\n\t\t(2)\tRepair or modification in accordance with Boeing Drawing 65C36247, Revision New, constitutes terminating action for the repetitive inspection requirement of paragraph (d) of this AD. \n\n\t\t(3)\tIncorporation of the permanent repairs in accordance with paragraph (e) or (f) of this ADconstitutes terminating action for the repetitive inspection requirement of paragraph (d) of this AD for the repaired area only. \n\n\t(i)\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(j)\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(k)\tThe inspection requirements shall be done in accordance with Boeing Service Bulletin 727-53A0124, Revision 3, dated November 30, 1989. The repair requirements shall be done in accordance with Boeing Service Bulletin 727-53A0124, Revision 3, dated November 30, 1989; or in accordance with Boeing Drawing 65C36247, Revision New. 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, Northwest Mountain Region, 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\tAirworthiness Directive 91-22-08 supersedes AD 74-21-01, Amendment 39-1982. \n\n\tThis amendment (39-8068, AD 91-22-08) becomes effective on December 13, 1991.