Results
91-09-09: 91-09-09 BOEING: Amendment 39-6973. Docket No. 90-NM-239-AD. Supersedes AD 89- 23-13. \n\n\tApplicability: Model 727-200 series airplanes, except line number 001 through 765 which are currently subject to the inspection requirements of AD 76-13-01 (inspections adjacent to stringer (S) 28L and S-28R from body station (BS) 700 to BS 720), 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.\tWithin 15 days after November 20, 1989 (the effective date of Amendment 39- 6388, AD 89-23-13), conduct an external detailed visual inspection for cracks and corrosion of the fuselage skin adjacent to stringer (S) 28L and S-28R from body station (BS) 700 to BS 720, in accordance with Boeing Alert Service Bulletin 727-53A0203, dated October 20, 1989, or Revision 1, dated April 26, 1990. Any cracks or corrosion must be repaired prior to further flight, in accordance with the service bulletin. \n\n\tB.\tWithin 12 months after the initial inspection required by paragraph A. of this AD, or 6 months after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 12 months, repeat the inspection required by paragraph A. of this AD. \n\n\tC.\tModification in accordance with paragraph I. of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0203, Revision 1, dated April 26, 1990, constitutes terminating action for the inspections required by paragraph B. of this AD. \n\n\tD.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service 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 SW., Renton, Washington. \n\n\tAirworthiness Directive 91-09-09 supersedes AD 89-23-13, Amendment 39-6388. \n\tThis amendment (39-6973, AD 91-09-09) becomes effective on May 28, 1991.
94-08-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Canadair Model CL-600-2A12 and CL-600-2B16 series airplanes, that requires a one-time visual inspection to verify proper installation of shoulder bolts and to detect damage of the adjacent flap actuator housings, and correction of discrepancies. This amendment is prompted by a report of failure of the flap actuator on the left wing inboard flap. The actions specified by this AD are intended to prevent asymmetric deployment or retraction (blow back) of the flaps, which could reduce controllability of the airplane.
2006-18-02: The FAA is adopting a new airworthiness directive (AD) for all McDonnell Douglas Model DC-9-10, -20, -30, -40, and -50 series airplanes. This AD requires replacing the clamp bases for the fuel vent pipe with improved clamp bases. This AD results from reports that the foil wrapping on existing plastic clamp bases has migrated out of position, which compromises the bonding of the fuel vent lines to the airplane structure. We are issuing this AD to ensure that the fuel vent lines are properly bonded to the airplane structure. Improper bonding could prevent electrical energy from a lightning strike from dissipating to the airplane structure, and create an ignition source, which could result in a fuel tank explosion.
68-25-03: 68-25-03 MCDONNELL DOUGLAS: Amendment 39-690. Applies to all McDonnell Douglas Model DC-8-61/61F/62/62F/63/63F Airplanes. \n\n\tPrior to next operation, unless already accomplished, install a placard in the cockpit in clear view of the pilot reading, "With flaps down, do not operate with autopilot and/or yaw damper engaged." This placard may be removed when the inspection and/or corrective action specified in McDonnell Douglas DC-8 Alert Service Bulletin No. A27-229, dated November 18, 1968 is accomplished, or an equivalent inspection and/or corrective action approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective upon publication in the FEDERAL REGISTER for all persons except those to whom it was made effective immediately by telegram dated November 20, 1968.
90-13-09: 90-13-09 BOEING: Amendment 39-6615. Docket No. 90-NM-85-AD. \n\n\tApplicability: Certain model 747-100, -100B, -200B, -200C, -300, and 747SR series airplanes; equipped with BFGoodrich door 3 lower door cover Part Number (P/N) 5A2789, installed in accordance with Supplemental Type Certificate (STC) SA886GL or STC SA887GL; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the door 3 evacuation system, accomplish the following: \n\n\tA.\tWithin 60 days after the effective date of this AD, accomplish the following: \n\t\t1.\tModify the BFGoodrich door 3 lower door cover P/N5A2789, in accordance with Paragraph 2.A. of the "Accomplishment Instructions" of BFGoodrich Alert Service Bulletin No. 25-229, dated February 28, 1990. \n\n\tNOTE: This AD does not require the replacement of door boost actuators. \n\n\t\t2.\tInspect the door 3 lower liner bungee cord assembly, P/N 3A3382-1, for proper dimensions, 32.00 plus/minus .50 inches long and 1/4 inch in diameter. Bungee cords which do not meet these dimensions should be replaced prior to further flight. \n\n\tB.\tAfter accomplishment of paragraph A.1., above, identify the reworked lower door cover by rubber ink stamping "SB-25-229" on the inside of the lower door liner, in accordance with BFGoodrich Alert Service Bulletin 25-229, dated February 28, 1990. Do not obliterate the existing part number. \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, 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 will either concur or comment and then send it to 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 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to BFGoodrich Company, Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6615, AD 90-13-09) becomes effective on June 29, 1990.
92-22-10: 92-22-10 MCDONNELL DOUGLAS: Amendment 39-8396. Docket No. 91-NM-222-AD. Supersedes AD 87-06-53 R2, Amendment 39-6149. \n\n\tApplicability: Model DC-10 and KC-10A (military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent failure of the horizontal stabilizer rear upper spar cap and/or upper rear skin panel due to fatigue cracking, accomplish the following: \n\n\t(a)\tPrior to the accumulation of 30,000 flight hours or 7,500 landings, whichever occurs earlier, or within 15 days after August 14, 1987 (the effective date of AD 87-06-53 R1, Amendment 39-5694), whichever occurs later, unless already accomplished within the last 120 days since August 14, 1987, conduct a dye penetrant or eddy current inspection of the horizontal stabilizer upper outer section rear spar cap and a visual inspection of the horizontal stabilizer upper outer rear skin panel, in accordance with the "Accomplishment Instructions" of McDonnell Douglas Alert Service Bulletin A55-18, dated March 23, 1987; or Revision 1, dated May 21, 1987; or Revision 2, dated February 8, 1988; or Revision 3, dated August 17, 1990; or Revision 4, dated September 10, 1991. \n\n\t(b)\tPrior to the accumulation of 2,000 landings after accomplishing the inspections required by paragraph (a) of this AD, or within 100 landings after March 27, 1989 (the effective date of AD 87-06-53 R2, Amendment 39-6149), whichever occurs later, and thereafter at intervals not to exceed 2,000 landings, except as provided below, repeat the dye penetrant or eddy current inspection required by paragraph (a) of this AD. \n\n\t(c)\tIf the spar cap has been repaired by removing/blending out a crack in accordance with the method described in McDonnell Douglas Service Bulletin A55-18, Revision 2, dated February 8, 1988; or Revision 3, dated August 17, 1990; or Revision 4, dated September 10, 1991; repeat the dye penetrant or eddy current inspection of the spar required by paragraph (a) of this AD prior to the accumulation of 500 landings after the effective date of this amendment, or within 2,000 landings after the last inspection, whichever occurs first. Thereafter, repeat the dye penetrant or eddy current inspection at intervals not to exceed 500 landings. \n\n\t(d)\tIf the skin panel has been repaired by stop drilling a crack in accordance with the method described in McDonnell Douglas Service Bulletin A55-18, Revision 2, dated February 8, 1988; or Revision 3, dated August 17, 1990; or Revision 4, dated September 10, 1991; repeat the visual inspection of the skin panel required by paragraph (a) of this AD prior to the accumulation of 80 flight hours after the effective date of this AD, and thereafter at intervals not to exceed 80 flight hours. \n\n\t(e)\tConduct an eddy current inspection of the inboard-most end of the horizontal stabilizer rear spar cap upper vertical tang at station XRS-63.810, in accordance with either paragraph (e)(1) or (e)(2) of this AD. \n\n\t\t(1)\tWithin 90 days after the effective date of this AD: Conduct an eddy current inspection utilizing the "surface probe" method as described in McDonnell Douglas Service Bulletin A55-18, Revision 4, dated September 10, 1991, (hereafter referred to as the "Service Bulletin"). If no cracks are found, prior to the accumulation of 2,000 landings after the inspection, inspect the vertical tang in accordance with the "bolt hole" method described in the Service Bulletin. If no cracks are found as a result of the "bolt hole" method, prior to further flight, stress coin the attachment holes and install oversize attachments, in accordance with the Service Bulletin. Thereafter, at intervals not to exceed 3,500 landings, conduct an eddy current inspection utilizing the "surface probe" method, in accordance with the Service Bulletin. \n\n\t\t(2)\tPrior to the accumulation of 1,000 landings after the effective date of this AD: Conduct an eddy current inspection in accordance with the "bolt hole" method as described in the Service Bulletin. If no cracks are found, prior to further flight, stress coin the attachment holes and install oversize attachments, in accordance with the Service Bulletin. Thereafter, at intervals not to exceed 3,500 landings, conduct an eddy current inspection utilizing the "surface probe" method, in accordance with the Service Bulletin. \n\n\t(f)\tIf any crack is found as a result of the inspections required by this AD, that is within the limits specified in the Service Bulletin, accomplish the procedures specified in paragraph (f)(1), (f)(2), or (f)(3) of this AD, as applicable: \n\n\t\t(1)\tFor cracks in the spar cap that are within the limits specified in Table I of the Service Bulletin: Repair prior to further flight, in accordance with paragraph 4.(b) of the Service Bulletin. \n\n\t\t(2)\tFor cracks in the skin panel that are within the limits specified in Table II of the Service Bulletin: Repair prior to further flight, in accordance with paragraph 4.(c) of the Service Bulletin. \n\n\t\t(3)\tFor cracks in the vertical tang that are within the limits specified in paragraphs 4.3(a)(1), 4.3(a)(2) and 4.3(b) of the Service Bulletin: Repair prior to further flight, in accordance with 4.3(b) of the Service Bulletin. \n\n\t(g)\tIf any crack is found as a result of the inspections required by this AD that exceeds the limits specified in the Service Bulletin, prior to further flight, repair in a manner approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t(h)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles ACO, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(i)\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(j)\tThe inspections and repairs shall be done in accordance with McDonnell Douglas Alert Service Bulletin A55-18, dated March 23, 1987; or McDonnell Douglas Alert Service Bulletin A55-18, Revision 1, dated May 21, 1987; or McDonnell Douglas Alert Service Bulletin A55-18, Revision 2, dated February 8, 1988; or McDonnell Douglas Alert Service Bulletin A55-18, Revision 3, dated August 17, 1990; or McDonnell Douglas Alert Service Bulletin A55-18, Revision 4, dated September 10, 1991; as applicable. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles Aircraft Certification Office (ACO), 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\tThis amendment 39-8396, AD 92-22-10, supersedes AD 87-06-53 R2, amendment 39-6149, which amended AD 87-06-53 R1, amendment 39-5694. \n\n\t(k)\tThis amendment becomes effective on December 3, 1992.
52-17-01: 52-17-01\tBELLANCA: Applies to All Model 14-13 Series Aircraft. \n\n\tCompliance required by August 15, 1952, with chain tension inspections to be repeated at intervals not to exceed 100 hours. \n\n\tIn order to prevent landing gear retracting chain malfunctionings, install chain guard, Bellanca P/N SK 491 or equivalent (see Figures 2 and 3), in both wings at the rear spar landing gear chain sprocket. Chains should be inspected and adjusted for proper tension. When correctly adjusted, chains should feel approximately as tight as the aileron cables.\n\n\n\n\n\t\t\tFIGURE 2 \t\t\t\t\t\tFIGURE 3\n\n\t(Bellanca Service Bulletins No. 20, dated March 22, 1948, and No. 27, dated September 11, 1950, cover the same subject.)
93-01-28: 93-01-28 MCDONNELL DOUGLAS: Amendment 39-8482. Docket 92-NM-247-AD. \n\n\tApplicability: Model DC-10 series airplanes, manufacturer's fuselage numbers 1 through 83, inclusive, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent failure of the wing-to-fuselage titanium attach tee and subsequent reduced structural integrity of the fuselage, accomplish the following: \n\n\t(a)\tWithin 45 days after the effective date of this AD, unless accomplished within the last 2,190 landings prior to the effective date of this AD, perform a visible dye penetrant inspection to detect cracks in the right and left wing-to-fuselage titanium attach tees, in accordance with McDonnell Douglas Alert Service Bulletin A53-164, dated December 16, 1992. \n\n\tNOTE: Inspections of Principal Structural Elements 53.10.047 and 53.10.048 performed in accordance with McDonnell Douglas Report No. L26-012, "DC-10 Supplemental Inspection Document (SID),"Volume II, Revision 1, dated May 1990; or Revision 2, dated April 1992; constitute compliance with this paragraph. \n\n\t\t(1)\tIf no crack is found, repeat the inspection required by paragraph (a) of this AD thereafter at intervals not to exceed 2,190 landings. \n\n\t\t(2)\tIf any crack is found, prior to further flight, repair it in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles ACO. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(d)\tThe inspections shall be done in accordance with McDonnell Douglas Alert Service Bulletin A53-164, dated December 16, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California 90806-2425; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on February 17, 1993.
93-15-03: 93-15-03 MCDONNELL DOUGLAS: Amendment 39-8649. Docket 93-NM-114-AD. \n\n\tApplicability: Model MD-11 series airplanes; fuselage numbers 447 through 546 inclusive; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent inadvertent slat deployment during flight at cruise altitude, accomplish the following: \n\n\t(a)\tWithin 15 days after the effective date of this AD, install a retainer assembly on the upper pedestal flap/slat control module quadrant in the flight compartment, in accordance with McDonnell Douglas MD-11 Alert Service Bulletin A27-38, dated July 8, 1993. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(d)\tThe installation shall be done in accordance with McDonnell Douglas MD-11 Alert Service Bulletin A27-38, dated July 8, 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90801-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; orat the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on August 4, 1993.
79-10-13: 79-10-13 MCDONNELL DOUGLAS: Amendment 39-3472 as amended by Amendment 39-3554. Applies to DC-9 Series and Military C-9 Series airplanes, certificated in all categories. \n\n\tCompliance is required as indicated. \n\n\tTo detect fatigue cracks in the forward passenger entry door lock mechanism crank assembly parts, P/N 4918613-3 (crank) and P/N 4918613-5 (clevis) accomplish the following: \n\n\t(a)\tWithin the next 3,500 landings after the effective date of this AD, or before accumulating 22,500 total landings whichever occurs later, comply with the applicable program of inspections and/or corrective actions in accordance with paragraphs (b) and (c) below: \n\n\t(b)\tPrior to disassembly, visually inspect the crank assembly P/N 4918613-1 for proper engagement of serrations. If the serrations of the -3 and/or -5 parts are observed to be riding on the unserrated surface of the mating -3 and/or -5 parts, replace both parts per the requirement of paragraph (c)(1)(i) and/or (c)(1)(ii) and/or (c)(1)(iii) of this AD. \n\n\t(c)\tIf visual inspection of the P/N 4918613-1 crank assembly shows proper engagement of serrations, perform the dye penetrant inspections on the crank assembly parts, P/N 4918613-3 (crank) and P/N 4918613-5 (clevis), in accordance with the instructions contained in Paragraph 2 of McDonnell Douglas Service Bulletin 52-111, Revision 1, dated May 31, 1979. \n\n\t\t(1)\tIf a crack(s) is found in the -3 crank and/or the -5 clevis or there is evidence, (abrasion, etc.), that a serrated part was riding on an unserrated surface of the mating face, before further flight: \n\n\t\t\t(i)\treplace the part(s) with an unmodified -3 crank and/or -5 clevis; or, \n\n\t\t\t(ii)\treplace the part(s) with a -3 crank and/or a -5 clevis modified in accordance with the instructions contained in Paragraph 2 of McDonnell Douglas Service Bulletin 52-111, Revision 1, dated May 31, 1979; or, \n\n\t\t\t(iii)\treplace the cracked part(s) with a new crank, P/N 4918613-11, and/or a new clevis, P/N 4918613-13, in accordance with the instructions contained in Paragraph 2 of McDonnell Douglas Service Bulletin 52-111, Revision 1, dated May 31, 1979. \n\n\tNote: Any combination of parts listed in subparagraphs (i), (ii) and (iii) is acceptable. \n\n\t\t(2)\tIf no cracks are found and there is no evidence of a serrated part riding on the unserrated surface of the mating face; \n\n\t\t\t(i)\treinstall the part; or, \n\n\t\t\t(ii)\treplace the part(s) per (c)(1)(i) and/or (c)(1)(ii) and/or (c)(1)(iii) above. \n\n\t(d)\tReinstallation and/or replacement of parts in accordance with paragraphs (b), (c)(1) and (c)(2) constitutes terminating action for this AD. \n\n\t(e)\tOperators who have accomplished the objective of this AD prior to the effective date of this AD in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region are exempt from the provisions of this AD. \n\n\t(f)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(g)\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 modifications required by this AD. \n\n\t(h)\tFor the purpose of complying with this AD, subject to the acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's hour's time in service by the operator's fleet average time from takeoff to landings for the airplane type. \n\n\t(i)\tUpon request of operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region may adjust the inspection interval 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\tAmendment 39-3472 became effective June 20, 1979.This Amendment 39-3554 becomes effective September 13, 1979.
2008-10-07 R1: The FAA is revising an existing airworthiness directive (AD), which applies to all Boeing Model 747-100, 747-100B, 747-100B SUD, 747- 200B, 747-200C, 747-200F, 747-300, 747SR, and 747SP series airplanes. That AD currently requires revising the FAA-approved maintenance program by incorporating new airworthiness limitations (AWLs) for fuel tank systems to satisfy Special Federal Aviation Regulation No. 88 requirements. That AD also requires the initial inspection of certain repetitive AWL inspections to phase in those inspections, and repair if necessary. This AD clarifies the intended effect of the AD on spare and on-airplane fuel tank system components. This AD results from a design review of the fuel tank systems. We are issuing this AD to prevent the potential for ignition sources inside fuel tanks caused by latent failures, alterations, repairs, or maintenance actions, which, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
2009-11-01: We are superseding an existing airworthiness directive (AD) for the specified ECD model helicopters that currently requires initial and repetitive inspections of the main rotor blade (blade) upper and lower surfaces for bulging. This AD results from mandatory continuing airworthiness information (MCAI) issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community, based on reported incidents in which a balance weight migrated toward the tip of the blade. The MCAI states that new blades have become available that are not fitted with lead balance weights. The MCAI states that only blades equipped with a lead balance weight may result in the unsafe condition. This AD retains the requirements of the current AD but limits the applicability to those part-numbered blades that are fitted with lead balance weights. The actions are intended to limit the applicability to those blades fitted with lead balance weights that could detach, migrate, and cause severe vibrations leading to blade failure and subsequent loss of control of the helicopter.
90-22-01: 90-22-01 BOEING: Amendment 39-6774. Docket No. 89-NM-20-AD. \n\n\tApplicability: Model 757 series airplanes, listed in Boeing Alert Service Bulletin 757- 28A0017, Revision 2, dated January 4, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent engine flameout due to boost pump bypass valve freezing, accomplish the following: \n\n\tA.\tPrior to the accumulation of 150 flight hours after May 4, 1988 (the effective date of Amendment 39-5895, AD 88-08-04), and thereafter at intervals not to exceed 300 flight hours, perform an operational test of the fuel boost pump bypass valves in accordance with Boeing Alert Service Bulletin 757-28A0017, dated February 11, 1988; or Part I of Revision 2, dated January 4, 1989; or Part I of Revision 3, dated April 26, 1990. \n\n\tB.\tWithin the next 4,000 hours time-in-service after the effective date of this amendment, modify the fuel boost pump bypass valves in accordance with PartII of Boeing Alert Service Bulletin 757-28A0017, Revision 2, dated January 4, 1989, or Revision 3, dated April 26, 1990. This constitutes terminating action for the repetitive tests required by paragraph A. of this AD. \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 (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\tD.\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 98055-4056. \n\n\tAirworthiness Directive 90-22-01 supersedes AD 88-08-04, Amendment 39-5895. \n\tThis amendment (39-6774, AD 90-22-01) becomes effective on November 21, 1990.
95-10-10: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Pratt & Whitney (PW) JT8D series turbofan engines, that currently requires initial and repetitive inspections of certain front compressor fan hubs and shotpeening of the forward and aft rim to web radius. This amendment requires a reduction in the initial inspection interval for front compressor fan hubs installed in all positions of all applicable aircraft, establish a compliance end- date, and clarify the wording of the compliance requirements. This amendment is prompted by a report of a front compressor fan hub fracture installed in a Boeing 737 aircraft that resulted in the release of fan blades and portions of the hub outer rim. The actions specified by this AD are intended to prevent fracture of the front compressor fan hub, which can result in an uncontained engine failure and damage to the aircraft. DATES: Effective July 21, 1995. The incorporation by reference of certainpublications listed in the regulations is approved by the Director of the Federal Register as of July 21, 1995. ADDRESSES: The service information referenced in this AD may be obtained from Pratt & Whitney, Technical Publications Department, M/S 132-30, 400 Main Street, East Hartford, CT, 06108. This information may be examined at the Federal Aviation Administration (FAA), New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington DC. FOR FURTHER INFORMATION CONTACT: Mark A. Rumizen, Aerospace Engineer, Engine Certification Office, FAA, Engine and Propeller Directorate, 12 New England Executive Park, Burlington, MA, 01803-5299; telephone (617) 238-7137, fax (617) 238-7199. SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal Aviation Regulations (14 CFR part 39) by superseding AD 93-14-14, Amendment 39-8638 (58 FR 39644, July26, 1993) which is applicable to PW JT8D series turbofan engines, was published in the Federal Register on November 21, 1994 (59 FR 59973). That action proposed to reduce the initial inspection interval to require front compressor fan hubs installed in all positions of all applicable aircraft be inspected at the next shop visit, and to establish a compliance end date of December 31, 1999, or 6000 total part cycles (TPC) after the effective date of this AD for the initial inspection. That action also proposed to clarify the wording of paragraph (b)(4) to emphasize that the repetitive inspection is required at the next opportunity when the front compressor fan hub is accessible at the detail level in the shop only after accumulating 2500 additional cycles in service (CIS) since the last inspection. The actions would be required to be accomplished in accordance with Pratt & Whitney (PW) Alert Service Bulletin (ASB) No. A6104, Revision 3, dated June 16, 1994. Interested persons havebeen afforded an opportunity to participate in the making of this amendment. Due consideration has been given to the comments received. One commenter states that the reporting requirements of the AD be removed. The FAA does not concur. This corrective action program was based on a risk analysis that assumed a frequency of inspection relative to fleet usage. The reporting requirements of the AD allow this frequency of inspections to be monitored to ensure it is consistent with the assumptions, thereby confirming that the corrective action program is appropriate for maintaining the forecasted risk level. One commenter supports the amendment as proposed. After careful review of the available data, including the comments noted above, the FAA has determined that air safety and the public interest require the adoption of the rule as proposed. There are approximately 2165 engines of the affected design in the worldwide fleet. The FAA estimates that 1475 engines installed on aircraft of U.S. registry and 690 domestic uninstalled engines will be affected by this AD, that it will take approximately 12 work hours per engine to accomplish the required actions, and that the average labor rate is $55 per work hour. Based on these figures, the total cost impact of the AD on U.S. operators is estimated to be $1,428,900. The regulations adopted herein will not have substantial direct effects on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government. Therefore, in accordance with Executive Order 12612, it is determined that this final rule does not have sufficient federalism implications to warrant the preparation of a Federalism Assessment. For the reasons discussed above, I certify that this action (1) is not a "significant regulatory action" under Executive Order 12866; (2) is not a "significant rule" under DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); and (3) will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act. A final evaluation has been prepared for this action and it is contained in the Rules Docket. A copy of it may be obtained from the Rules Docket at the location provided under the caption "ADDRESSES." List of Subjects in 14 CFR Part 39 Air Transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. Adoption of the Amendment Accordingly, pursuant to the authority delegated to me by the Administrator, the Federal Aviation Administration amends part 39 of the Federal Aviation Regulations (14 CFR part 39) as follows: PART 39 - AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows Authority: 49 U.S.C. App. 1354(a), 1421 and 1423; 49 U.S.C. 106(g); and 14 CFR 11.89. 39.13 - [AMENDED] 2. Section 39.13 is amended byremoving Amendment 39-8638 (58 FR 39644, July 26, 1993) and by adding a new airworthiness directive, Amendment 39-9227, to read as follows:
2009-10-14: The FAA is adopting a new airworthiness directive (AD) for Hartzell Propeller Inc. steel hub turbine propellers, with any counterweight slug attachment bolts, part number (P/N) B-3386-14H, LFC manufacturing lot 224, installed. This AD requires identifying and removing all counterweight slug attachment bolts, P/N B-3386-14H, LFC manufacturing lot 224, from service and installing serviceable bolts. This AD results from two reports of failure of the bolts that attach the propeller blade counterweight slug, and separation of the counterweight slug which led to propeller vibration and damage to the propeller spinner. We are issuing this AD to prevent separation of the propeller blade counterweight slug, which could lead to injury and damage to the airplane.
94-02-01: This amendment adopts a new airworthiness directive (AD) that is applicable to Textron Lycoming Model T5508D turboshaft engines. This action requires a cyclic life reduction for the T5508D impeller, a more conservative method for determining low cycle fatigue (LCF) damage to the impeller, and a method for prorating past impeller usage, based on the new LCF counting factors. This amendment is prompted by a report of a rotorcraft accident found to have been caused by an uncontained impeller failure. A subsequent field campaign inspection of high-time impellers utilized by heavy lift operators confirmed 12 more impellers with similar distress. The actions specified in this AD are intended to prevent an impeller failure, which can result in an uncontained engine failure, inflight shutdown, or possible rotorcraft damage.
93-19-03: 93-19-03 PRATT & WHITNEY CANADA: Amendment 39-8696. Docket 93-ANE-59. Applicability: Pratt & Whitney Canada (PWC) JT15D-5A turbofan engines installed on but not limited to Cessna Model 560 (Citation V) aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent deterioration of the flow divider start valve diaphragm due to high temperature that can result in uncommanded engine shutdowns with the inability to restart the engine, accomplish the following: (a) Modify flow divider start valves, PWC Part Numbers 3037076 and 3038429, in accordance with the Accomplishment Instructions of PWC Service Bulletin (SB) No. JT15D-72-7371, dated October 14, 1992, before accumulating more than 50 hours time in service after the effective date of this AD, or prior to 40 days after the effective date of this AD, whichever occurs first. (b) No further action is required for engines that incorporate improved flow divider start valves in accordance with PWC SB No. JT15D-72-7372, Revision 1, dated November 20, 1992. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Engine Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (d) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the aircraft to a location where the requirements of this AD can be accomplished. (e) The modification shall be done in accordance with the following service bulletin: Document No. Pages Date PWC SB No. JT15D-72-7371 1-5 October 14, 1992 Total pages: 5 This incorporationby 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 Pratt & Whitney Canada, 1000 Marie-Victorin, Longueuil, Quebec, Canada J4G 1A1. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment supersedes priority letter AD 92-22-15, issued October 21, 1992. (g) This amendment becomes effective on October 12, 1993.
78-11-02 R1: 78-11-02 R1 BELL HELICOPTER TEXTRON, INC.: Amendment 39-3221 as amended by Amendment 39-6069. Applies to Model 206A, 206A-1, 206B, 206B-1, 206L, 206L-1, and 206L-3 helicopters certificated in any category. (Airworthiness Docket No. 76-ASW-41) Compliance is required within the next 6 calendar months after effective date of this AD, unless already accomplished. To prevent M/R blades from departing the helicopter, accomplish the following: (a) For straps with less than 550 hours' total time in service on the effective date of this AD, accomplish the following prior to attaining 600 hours' total time in service or January 1, 1979, whichever occurs first. (1) Remove each strap having the applicable part numbers, if installed, and remove associated inboard strap fittings, P/N 206-010-155-11 and -15, if installed. (2) Install straps, P/N 206-011-147-1 or -5, and inboard strap fittings, P/N 206-011-140-1, on Models 206A, 206B, 206A-1, and 206B-1 or P/N 206-011-147-3 or -7 straps on Model 206L in accordance with the applicable Model 206 Maintenance and Overhaul Instructions or in accordance with equivalent FAA approved instructions. (b) For straps with 550 hours' or more total time in service on the effective date of this AD, accomplish paragraphs (a) (1) and (a) (2) of this AD within the next 50 hours' time in service or January 1, 1979, whichever occurs first, unless already accomplished. (c) The retirement time of the tension-torsion straps, Part Numbers 206-010-105-3, 206-010-105-5, and 206-011-127-1, is reduced from 1,200 to 600 hours' time in service. These straps must be retired from service by January 1, 1989, regardless of time in service. The inboard strap fittings, P/N's 206-010-155-11 and -15, must be removed from service as noted in paragraph (a) (1) of this AD. Replacement tension-torsion straps, P/N's 206-011-147-001, -003, -005, -007, and 206-011-154-101 and -103, have a 1,200 hour time in service life or 2-year calendar life after installation, whichever occurs first. (d) An alternate method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, Fort Worth, Texas 76193-0170. This amendment amends Amendment 39-3221; AD No. 78-11-02 (43 FR 22340). This amendment, 39-6069, becomes effective December 15, 1988.
93-05-16 R1: 93-05-16 R1 MCDONNELL DOUGLAS: Amendment 39-8698. Docket 93-NM-48-AD. Revises AD 93-05-16, Amendment 39-8520 which superseded AD 91-18-03, Amendment 39-8006. \n\n\tApplicability: Model DC-9 and C-9 (Military) airplanes as listed in McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 2, dated July 14, 1992; and Model DC-9-80 series airplanes and Model MD-88 airplanes as listed in McDonnell Douglas MD-80 Alert Service Bulletin A27-317, Revision 2, dated May 22, 1992; on which the rudder power control valve has not been modified in accordance with McDonnell Douglas Service Bulletin 27-321, dated May 18, 1992, or a production equivalent; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tNOTE: This AD requires the same actions as required by AD 93-05-16, amendment 39-8520, but is applicable to additional airplanes. Operators affected by this AD who have accomplished these actions previously in accordance with AD 93-05-16 are considered to be in compliance with this revised AD. \n\n\tTo prevent loss of rudder control, accomplish the following: \n\n\t(a)\tFor airplanes listed in McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 1, dated March 9, 1992, and in McDonnell Douglas MD-80 Alert Service Bulletin A27-317, Revision 2, dated May 22, 1992; on which the retention nut on the slide assembly of the rudder power control valve has not been inspected in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-327, dated December 2, 1991, or Revision 1, dated March 9, 1992, or Revision 2, dated July 14, 1992; or McDonnell Douglas MD-80 Alert Service Bulletin A27-317, dated June 17, 1991, or Revision 1, dated January 14, 1992, or Revision 2, dated May 22, 1992: Within 90 days after April 23, 1993 (the effective date of AD 93-05-16, amendment 39-8520), inspect the retention nut on the rudder power control valve slide assembly to determine if a lockwire is installed, in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 1, dated March 9, 1992; or McDonnell Douglas MD-80 Alert Service Bulletin A27-317, Revision 2, dated May 22, 1992; as applicable. \n\n\t\t(1)\tIf a lockwire is installed, no further action is required by this AD. \n\n\t\t(2)\tIf a lockwire is not installed, prior to further flight, adjust the retention nut, install a lockwire, and functionally check the rudder power control valve in accordance with the applicable service bulletin. No further action is required by this AD. \n\n\t(b)\tFor airplanes listed in McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 2, dated July 14, 1992, and not affected by paragraph (a) of this AD: Within 90 days after the effective date of this AD, inspect the retention nut on the rudder power control valve slide assembly to determine if a lockwire is installed, in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 1, dated March 9, 1992, or Revision 2, dated July 14, 1992. \n\n\t\t(1)\tIf a lockwire is installed, no further action is required by this AD. \n\n\t\t(2)\tIf a lockwire is not installed, prior to further flight, adjust the retention nut, install a lockwire, and functionally check the rudder power control valve in accordance with the applicable service bulletin. No further action is required by this AD. \n\n\t(c)\tModification of the rudder power control valve by replacing the lockwire with a locking tab washer, in accordance with McDonnell Douglas Service Bulletin 27-321, dated May 18, 1992, or a production equivalent, constitutes terminating action for the requirements of this AD. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(f)\tThe inspection, adjustment, installation, and functional check shall be done in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 1, dated March 9, 1992; McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 2, dated July 14, 1992; or McDonnell Douglas MD-80 Alert Service Bulletin A27-317, Revision 2, dated May 22, 1992; as applicable. The modification shall be done in accordance with McDonnell Douglas Service Bulletin 27-321, dated May 18, 1992. The incorporation by reference of McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 2, dated July 14, 1992, was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. The incorporation by reference of McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 1, dated March 9, 1992; McDonnell Douglas MD-80 Alert Service Bulletin A27-317, Revision 2, dated May 22, 1992; and McDonnell Douglas Service Bulletin 27-321, dated May 18, 1992; was approved previously by the Director of the Federal Register as of April 23, 1993 (58 FR 15760, March 24, 1993). Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register,800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(g)\tThis amendment becomes effective on November 18, 1993.
2009-22-12: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The heating capability of several [angle of attack] AOA transducer heating elements removed from in-service aircraft has been found to be below the minimum requirement. Also, it was discovered that a large number of AOA transducers repaired in an approved maintenance facility were not calibrated accurately. Inaccurate calibration of the AOA transducer and/or degraded AOA transducer heating elements can result in early or late activation of the stall warning, stick shaker and stick pusher by the Stall Protection Computer (SPC). * * * * * Inaccurate calibration of the AOA transducers and/or degraded AOA transducer heating elements could resultin ineffective response to aerodynamic stall and reduced controllability of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
68-14-02: 68-14-02\tBOEING: Amendment 39-620. Applies to all Model 727 Series Airplanes. \n\n\ta.\tUnless already accomplished, within the next 250 hours time in service after the effective date of this AD, install in each main landing gear downlock actuating system, a torque tube assembly, Boeing P/N 65-26921 in which the brazed joint at each end has been inspected and found to be acceptable in the manner described in Boeing Alert Service Bulletin No. 32-160 dated July 1, 1968, or later FAA-approved revision, or which has been modified to incorporate special structural fasteners in the locations and in the manner described in that Bulletin or in another manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tb.\tPrior to return to service following the replacement of any torque tube assembly, Boeing P/N 65-26921, inspect the replacement assembly of the same part number in the manner described in Boeing Alert Service Bulletin No. 32-160 dated July 1, 1968, or laterFAA-approved revision, unless the assembly has been modified to install structural fasteners in the manner prescribed in a., above, or unless there is conclusive evidence that the assembly has been inspected in the manner described in Boeing Service Bulletin No. 32-160 dated July 1, 1968, or later FAA-approved revision, and found to be satisfactory. \n\n\tNOTE. Conclusive evidence may consist of markings or other identification placed on the assembly by the airplane manufacturer or airplane operator, when it is known that such marking or identification verifies compliance with the prescribed inspection and acceptance requirement. \n\n\tc.\tAirplanes inspected and found to have downlock torque tube assemblies with unacceptable brazed joints may be flown in accordance with FAR 21.87 and with landing gear extended and locked to a base where replacement or modification of the torque tube assembly can be accomplished. \n\n\tThis amendment becomes effective July 11, 1968.
91-15-21: 91-15-21 BOEING: Amendment 39-7086. Docket No. 91-NM-08-AD. \n\n\tApplicability: Model 727 series airplanes, equipped with Boeing manufactured auxiliary fuel tanks installed in the lower cargo compartments, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo reduce the potential for fire in the cargo compartment due to fuel leaking from the auxiliary fuel tanks installed in the fuselage cargo compartments, accomplish the following: \n\n\tA.\tWithin the next 1,000 flight cycles after the effective date of this AD, accomplish one of the following: \n\n\t\t1.\tConduct an ultrasonic inspection for disbonding of the lower sidewall (curved) panels of the auxiliary fuel tanks in accordance with Part I of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990; or \n\n\t\t2.\tPerform a leak check of the auxiliary fuel tanks in accordance with Part III of the Accomplishment Instruction in Boeing Service Bulletin 727-28-0110, dated September 6, 1990. If any fuel leakage is detected, prior to further flight repair, deactivate or remove the auxiliary fuel tanks, in accordance with Part III of the Accomplishment Instructions in the service bulletin. Repeat the leak check prior to each flight: \n\n\tB.\tWithin the next 12,000 flight cycles after the effective date of this AD, accomplish the inspections of the auxiliary fuel tank and support structure in accordance with Part II of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990. Repeat this inspection at intervals not to exceed 12,000 flight cycles. Accomplishment of this inspection constitutes terminating action for the inspection/check requirements of paragraph A. of this AD. \n\n\tC.\tDeactivation of the auxiliary fuel tank in accordance with Part V of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990, constitutes terminating action for theinspection requirements of this AD. If the auxiliary fuel tanks are reactivated, the inspections required by paragraphs A. and B. of this AD must be accomplished prior to exceeding the flight cycle thresholds required by those paragraphs. \n\n\tNOTE: Fuel tanks deactivated, but installed in an airplane, accumulate the same number of flight cycles as the airplane. \n\n\tD.\tAuxiliary fuel tanks currently not installed in an airplane must be inspected in accordance with Part II of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990, prior to installation in an airplane.\n \n\tE.\tIf a disbonded or cracked panel is detected during the inspections required by paragraphs A.1., B., C., or D. of this AD, accomplish one of the following prior to further flight. \n\n\t\t1.\tReplace the panel in accordance with Part IV of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990; or \n\n\t\t2.\tDeactivate the auxiliary fueltank in accordance with Part V of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990; or \n\n\t\t3.\tRemove the auxiliary fuel tank in accordance with the Boeing 727 Maintenance Manual Subject 53-20-31. \n\n\tF.\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\tG.\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\tH.\tThe inspection, deactivation, and replacement requirements shall be done in accordance with Boeing Service Bulletin 727-28-0110, dated September 6, 1990. Thisincorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-7086, AD 91-15-21) becomes effective on September 9, 1991.
87-11-10: 87-11-10 MCDONNELL DOUGLAS: Amendment 39-5633. Applies to McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, -40 and KC-10A (Military) series airplanes, certificated in any category. Compliance required as indicated unless previously accomplished. \n\n\tTo prevent pylon separation due to broken pylon aft clevis fitting attach bolts, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, and thereafter at intervals not to exceed 180 days, accomplish the following: \n\n\t\t1.\tInspect the pylon aft clevis fitting attach bolts in accordance with the Accomplishment Instructions in McDonnell Douglas Service Bulletin A57-106, dated March 23, 1987, or later FAA-approved revision. \n\n\t\t2.\tIf broken bolts are found, before further flight replace all four bolts with new bolts in accordance with the Accomplishment Instructions in McDonnell Douglas Service Bulletin A57-106, dated March 23, 1987, or later FAA-approved revision. \n\n\tB.\tReplacement of all fourof the aft clevis fitting H-11 steel attach bolts in a pylon with stress-corrosion resistant Inconel and/or multi-phase bolts in accordance with the Accomplishment Instructions in McDonnell Douglas Service Bulletin A57-106, dated March 23, 1987, or later FAA-approved revision, constitutes terminating action for the inspections required by paragraph A., above. \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 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment, 39-5633, becomes effective June 15, 1987.
74-08-06: 74-08-06 DOUGLAS AIRCRAFT: Amendment 39-1810 as amended by Amendment 39-1855. Applies to Model DC-10, Series 10, 30, and 40 airplanes with the factory serial numbers as indicated in Douglas Alert Service Bulletin No. A32-82, dated May 13, 1974, or later FAA-approved revisions. \n\n\tCompliance required as indicated. \n\n\tTo prevent a failure to actuate of the landing gear alternate freefall system caused by a jamming of the landing gear control valve slide, Part No. AYG7043-1, in the sleeve, Part No. AYG 7039-1, accomplish the following: \n\n\t(a)\tBeginning with the effective date of this AD, on each day in which the aircraft is used, and after any use of the alternate gear extension handle, check the bypass control crank for freedom of movement. The landing gear control valve, Part No. AYG7050, is located in the right hand wheel well, forward center panel of the keel webb. The bypass control crank is next to the keel webb on the forward lower end of the valve. Freedom of movement of the bypass valve is verified by manually moving the crank up and down. If the crank cannot be moved freely by hand, free the crank by exerting a downward force. The downward force exerted must not be excessive. If the crank freedom of movement is not achieved, replace the landing gear control valve, Part No. AYG7050, prior to further flight. Continue these checks for crank freedom of movement until a stop is installed on the landing gear control valve in accordance with Douglas Alert Service Bulletin No. A32-76, Revision 1, dated March 1, 1974, and Douglas Alert Service Bulletin No. A32-82, dated May 13, 1974, or later FAA-approved revisions. Incorporation of both service bulletins is required. \n\n\t(b)\tWithin the next 1500 hours in service after the effective date of this AD, unless previously accomplished, install a stop on the landing gear control valve, Part No. AYG7050, in accordance with Douglas Alert Service Bulletin No. A32-76, Revision 1, dated March 1, 1974, and Douglas Alert Service Bulletin No. A32-82, dated May 13, 1974, or later FAA-approved revisions. Incorporation of both service bulletins is required. This installation of an external stop on the valve housing will prevent the lever moving to a point that would allow internal jamming. \n\n\t(c)\tWithin 24 hours after the effective date of this AD unless previously accomplished, conduct an inspection of the landing gear control valve stop clearance as prescribed in Phase I of Douglas Alert Service Bulletin No. A32-82, dated May 13, 1974, or later FAA-approved revisions if the landing gear control valve stop has been installed as required by paragraph (b) of this AD. If the clearance is .050 inch or less, Phase II of the Douglas Alert Service Bulletin No. A32-82 must be accomplished prior to next flight. \n\n\t(d)\tThe Chief, Aircraft Engineering Division, FAA Western Region, may approve equivalent inspection procedures or modifications. \n\n\t(e)\tAircraft may be operated to a base for accomplishment of the maintenance required by this AD per FAR's 21.197 and 21.199. \n\n\tAmendment 39-1810 became effective April 8, 1974. \n\n\tThis amendment 39-1855 becomes effective June 3, 1974.
2009-22-08: We are adopting a new airworthiness directive (AD) for certain Boeing Model 747 airplanes and certain Boeing Model 757-200, -200PF, and -300 series airplanes. This AD requires replacing the control switches of the forward, aft, and nose cargo doors of Model 747 airplanes; and requires replacing the control switches of cargo doors 1 and 2 of Model 757 series airplanes. This AD results from reports of problems associated with the uncommanded operation of cargo doors. We are issuing this AD to prevent injuries to persons and damage to the airplane and equipment.