Results
77-06-05: 77-06-05 CESSNA: Amendment 39-2856. Applies to Model 340A (Serial Numbers 340A0040 thru 340A0225, 340A0229 and 340A0230) airplanes. To preclude a fire hazard that could result from oxygen coming in contact with an improper lubricant which may have been used in the assembly of the oxygen system, accomplish the following: A) Prior to further flight: 1. Deactivate the oxygen system by disconnecting the control cable at the oxygen regulator and safety the regulator control in the off position. 2. Install a temporary placard on the instrument panel in full view of the pilot which reads as follows: "OXYGEN INOPERATIVE" "DO NOT OPERATE ABOVE 23,500 FEET" and operate the airplane in accordance with the placard limitation. 3. Install a tag on the oxygen filler line assembly with wording that prohibits servicing of the oxygen system. B) Within the next 25 hours' time in service after the effective date of this AD, repair and clean the oxygen system in accordance with Cessna Service Letter ME77-3, dated February 16, 1977, or later approved revisions. When this paragraph has been accomplished, Paragraph A is no longer applicable. C) Airplanes may be flown in accordance with FAR 21.197 to a location where Paragraph A may be accomplished. D) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This Amendment becomes effective March 31, 1977, to all persons except those to whom it was made effective earlier by air mail letters dated March 3, 1977, which were sent to the owners of Cessna Model 340A airplanes.
76-19-03: 76-19-03 HUGHES HELICOPTERS: Amendment 39-2725. Applies to Hughes Model 369H, 369HS, 369HE and 369HM helicopters, certificated in all categories, equipped with shock mounted stabilizer strut assembly P/N 369A2001-601. Compliance required as indicated unless already accomplished. To prevent fatigue failures of the damper plunger which could result in the loss of the stabilizer strut and possible contact with the tail rotor, accomplish the following: (a) Within 25 hours time in service after the effective date of this AD, disassemble the stabilizer strut P/N 369A2001-601 and determine if the damper plunger P/N 369A2130 or P/N 369A2130-3 has cut threads in accordance with Hughes Service Information Notice HN102.1 dated August 25, 1976 or later FAA-approved revision. (b) If the damper plunger is found to have cut threads during the inspection required by paragraph (a), before further flight, either replace the damper plunger with a damper plunger with rolled threads, or inspect the threaded area for cracks using the dye penetrant or magnetic particle inspection method. (1) If cracks are found, before further flight, replace the damper plunger with a damper plunger, P/N 369A2130 or P/N 369A2130-3, with rolled threads. (2) If cracks are not found, within 100 hours additional time in service after the inspection required by paragraph (a), replace the damper plunger with a damper plunger, P/N 369A2130 or P/N 369A2130-3, with rolled threads. (c) Equivalent inspection methods or alternate replacement parts may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) Special flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate helicopters to a base for the accomplishment of the inspections required by this AD. This amendment becomes effective September 24, 1976.
91-03-12: 91-03-12 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-6856. Docket No. 90-ASW-3. Applicability: All Model 206A, 206B, 206L, 206L-1, and 206L-3 helicopters equipped with emergency float bags, part numbers (P/N) 206-050-248-107, -109 and -111 manufactured prior to September 1, 1989. These float bags are used in BHTI emergency float kits 206-706-210 and 206-706-211. Compliance: Required within the next 100 hours' time in service after the effective date of this AD or upon installation of float bags from spares, unless already accomplished. To prevent unequal float inflation which could result in aircraft rollover and impede emergency egress after an emergency water landing, accomplish the following: (a) Inspect each float bag to determine if any square body, brass type inflation valves, P/N 222-336-101-19 or -23, are installed. If any of these valves are found, install an appropriate flow restrictor in accordance with the instructions in Appendix I of this AD for Models 206A and B, or Appendix II of this AD for Models 206L, L-1 and L-3, as applicable. (b) An alternative method of compliance, which provides an equivalent level of safety, may be used if approved by the Manager, Rotorcraft Certification Office, ASW-170, FAA Southwest Region, Fort Worth, Texas 76193-0170, telephone (817) 624-5170. (c) In accordance with FAR Sections 21.197 and 21.199, flight is permitted to a base where the requirements of this AD may be accomplished. NOTE: Appendix I, which is not reprinted in this AD, includes material from Bell Helicopter Textron, Inc., (BHTI) Alert Service Bulletin No. 206-89-49, and Appendix II, which is not reprinted in this AD, includes material from BHTI Alert Service Bulletin No. 206L-89-63, both dated October 10, 1989. A copy of the service bulletins may be obtained from BHTI, P.O. Box 482, Fort Worth, Texas 76101. This amendment (39-6856, AD 91-03-12) becomes effective on February 28, 1991.
2005-17-09: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747, 757, 767, and 777 series airplanes. That AD currently requires modifying certain drip shields located on the flight deck, and follow-on actions. This new AD removes certain airplanes that are included in the applicability statement of the existing AD, and requires modifying additional drip shields on the flight deck of certain other airplanes. This AD is prompted by a determination that certain airplanes have drip shields that are not adequately resistant to fire. We are issuing this AD to prevent potential ignition of the moisture barrier cover of the drip shield, which could propagate a small fire that results from an electrical arc, leading to a larger fire. \n\nDATES: This AD becomes effective September 27, 2005. \n\n\tThe incorporation by reference of certain publications listed in the AD is approved by the Director of the Federal Register as of September 27, 2005.On February 2, 2001 (65 FR 82901, December 29, 2000), the Director of the Federal Register approved the incorporation by reference of certain other publications listed in the AD.
2001-23-12 R1: This document revises an existing airworthiness directive (AD) that applies to certain Saab Model SAAB SF340A and SAAB 340B series airplanes. That AD currently requires a one-time review of records to determine whether an airplane has been repainted since its delivery from the factory; and a one-time inspection to detect damage associated with improper preparation for the repainting, and corrective action if necessary. The actions specified in that AD are intended to detect and correct damage to the aluminum skin of the airplane, which could result in a weakening of the structure of the airplane. This document corrects certain conditional requirements of the existing AD. The incorporation by reference of certain publications listed in the regulations was approved previously by the Director of the Federal Register as of December 31, 2001 (66 FR 58927, November 26, 2001).
2005-17-03: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD requires installing additional shielding of the hydraulic lines in the wing box area. This AD results from the determination that the additional hydraulic line shields will protect the lines from possible impact by tire debris if the tire tread fails. We are issuing this AD to prevent damage to the hydraulic lines and subsequent leakage from the two hydraulic systems, which could result in loss of braking capability on the affected side of the airplane, asymmetrical braking, and reduced directional control--particularly during a rejected takeoff.
76-19-01: 76-19-01 BRITISH AIRCRAFT CORPORATION: Amendment 39-2723. Applies to Viscount Model 744, 745D, and 810 Series airplanes, certificated in all categories. Compliance is required as indicated. To prevent possible failure of the elevator spring servo tab control mechanism, accomplish the following: (a) Replace the spigot bracket, P/N 70120-367, that attaches the elevator spring tab system bellcrank to the left elevator torque tube with a new bracket of the same part number as follows: (1) If neither paragraph (b) or (c) of AD 71-4-2 has been complied with prior to the effective date of this AD, replace the bracket within the next 100 hours time in service after the effective date of this AD or prior to the accumulation of 12,000 hours total time in service on the bracket, whichever occurs later. (2) If paragraph (b) or (c) of AD 71-4-2 has been complied with prior to the effective date of this AD, replace the bracket at the latest of the following:(i) Within the next 50 hours time in service after the effective date of this AD. (ii) Within 1000 hours time in service after complying with AD 71-4-2 if the bracket was not replaced in complying with that AD. (iii) Prior to the accumulation of 12,000 hours total time in service on the bracket. (3) After complying with paragraph (a)(1) or (a)(2) of this AD, as appropriate, continue to replace the brackets prior to the accumulation of 12,000 hours total time in service after installation. (b) Operators who have not kept records of total hours time in service on individual spigot brackets, P/N 70120-367, must substitute in lieu thereof the total hours time in service of the airplane. This supersedes Amendment 39-1154 (36 FR 2562), AD 71-4-2. This amendment becomes effective October 15, 1976.
2005-17-02: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 and -300 series airplanes. This AD requires inspecting the valve control and indication wire bundles of the fuel system of the wing rear spar for discrepancies, and corrective action if necessary. This AD is prompted by reports of six incidents of the wire bundles chafing against the rear spar stiffeners outside the fuel tank. We are issuing this AD to prevent this chafing, which could result in wire damage leading to a short circuit, subsequent ignition of flammable vapors, and possible uncontrollable fire during fueling or flight.
97-19-12: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A,-11, -15, -17, and -17R series turbofan engines, that requires initial and repetitive fluorescent penetrant and eddy current inspections of 4th stage low pressure turbine (LPT) hubs for cracks, and, if necessary, replacement with serviceable parts. This amendment is prompted by a report of an uncontained 4th stage LPT blade release. The actions specified by this AD are intended to prevent a 4th stage LPT blade release due to hub cracking, which can result in an uncontained engine failure and damage to the aircraft.
97-19-06: This amendment supersedes an existing priority letter airworthiness directive (AD), applicable to Sikorsky Aircraft Corporation Model S-61A, D, E, L, N, NM, R, and V helicopters, that currently requires inspecting certain main rotor blade assemblies (blades) to determine if a blade has a blade trailing edge pocket assembly (pocket assembly) that was anodized by Poly-Metal Company during a specified time period, and if so, replacing it with an airworthy blade. This amendment requires the same actions as the existing AD, but corrects two serial numbers in the list of the applicable blades. This amendment is prompted by the manufacturer's issuance of a service bulletin with a revised list of blade serial numbers. The actions specified by this AD are intended to prevent disbonding and separation of portions of the blade, subsequent excessive vibrations, and loss of control of the helicopter.
78-08-05: 78-08-05 MCDONNELL DOUGLAS: Amendment 39-3184. Applies to DC-10-10, -10F, -30, -30F and -40 Series airplanes certificated in all categories, that are equipped with Litton -51 or Litton -72 Inertial Navigation Systems or Litton -58 Inertial Sensor Systems. Airplanes which are equipped with these Litton inertial systems after the effective date of this AD must be modified as defined herein prior to installation of the inertial systems. \n\n\tCompliance is required as indicated unless already accomplished. \n\n\tTo prevent simultaneous loss of primary attitude and heading information during takeoff roll and subsequent flight accomplish the following: \n\n\t(a)\tOn or before July 31, 1979 unless already accomplished, or unless incorporated in production, modify the airplane's navigation rack in accordance with McDonnell Douglas DC-10 Service Bulletin 25-251 dated August 26, 1977, or later FAA approved revisions. \n\n\t(b)\tEquivalent modifications, procedures, or revisions may be used whenapproved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR's 21.197 and 21.199 to operate airplanes to a base for accomplishment of the modification required by this AD. \n\n\tThis amendment becomes effective May 16, 1978.
2005-16-14: The FAA is adopting a new airworthiness directive (AD) for all Gulfstream Model G-IV and GV series airplanes, and certain GIV-X and GV-SP series airplanes. This AD requires a one-time inspection to determine if a certain floor heater pad system is installed, and deactivation of the subject floor heater pad system if it is installed. This AD results from an incident of short-circuiting of the floor heater pads, in which no circuit breakers tripped in response to the short-circuiting. We are issuing this AD to prevent short-circuiting of the floor heater pad system, which could result in a fire in the airplane cabin.
97-18-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 757 series airplanes, that currently requires repetitive inspections to detect fatigue cracking in the midspar fuse pins; replacement with new or refinished fuse pins, if necessary; and repetitive inspections of newly installed fuse pins. This AD requires earlier initial inspections and replacements; more frequent repetitive inspections of certain fuse pins; and replacement with new fuse pins, if necessary. This amendment is prompted by reports of fatigue cracking of the midspar fuse pins and by fatigue test data indicating that current inspection thresholds and intervals for repetitive inspections are inadequate to detect fatigue cracking in a timely manner. The actions specified in this AD are intended to detect and correct such fatigue cracking, which could lead to separation of the strut and engine from the wing of the airplane.
97-18-05: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 757 series airplanes, that currently requires repetitive inspections to detect cracking in the midspar fuse pins; replacement with new or refinished fuse pins, if necessary; and repetitive inspections of newly installed fuse pins. This AD requires earlier initial inspections and replacements; more frequent repetitive inspections of certain fuse pins; and replacement with new fuse pins, if necessary. This amendment is prompted by reports of fatigue cracking of the midspar fuse pins and by fatigue test data indicating that current inspection thresholds and intervals for repetitive inspections are inadequate to detect fatigue cracking in a timely manner. The actions specified in this AD are intended to detect and correct such fatigue cracking, which could lead to separation of the strut and engine from the wing of the airplane.
92-03-09: 92-03-09 SAAB-SCANIA: Amendment 39-8164. Docket 91-NM-159-AD. Applicability: Model SF-340A and 340B series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent a fire during the refueling process, accomplish the following: (a) Within 30 days after the effective date of this AD, disconnect the lighting to the refuel/defuel panel lights as follows: (1) Remove the refuel/defuel panel assembly, P/N 7239160-502, -503, or -504, as applicable, in accordance with the Airplane Maintenance Manual (AMM) 28-21-05. (2) With the refuel/defuel panel removed, loosen the four screws securing the lighting panel to the front, and remove the rear cover. (3) Locate the lighting panel Jack 30 QA under the rear cover, and remove the screw securing the wire QA636-20. Remove the wire from Jack 30 QA, and reinstall the screw. (4) Cap and stow wire QA636-20, and reassemble the refuel/defuel panel.(5) Placard the lighting panel with "Lights inop." (6) Reinstall and test the refuel/defuel panel in accordance with AMM 28-21-05. (b) An 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, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) This amendment (39-8164, AD 92-03-09) becomes effective on March 18, 1992.
2001-26-01: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8 series airplanes that have been converted from a passenger-to a cargo-carrying ("freighter") configuration. This amendment requires, among other actions, modification of the main deck cargo door structure and fuselage structure; modification of a main deck cargo door hinge; modification of the main deck cargo floor; and installation of a main deck cargo 9g crash barrier; as applicable. The actions specified by this AD are intended to prevent opening of the cargo door while the airplane is in flight or collapse of the main deck cargo floor, and consequent rapid decompression of the airplane including possible loss of flight control or severe structural damage. These actions are intended to address the identified unsafe condition.
77-16-10: 77-16-10 EDO-AIRE MITCHELL: Amendment 39-3002. Applies to Model NSD-360 Navigation Systems containing any of the following Navigation Situation Display instruments: 52D136-0020, 52D136-0120, 52D136-0220, 52D136-1020, 52D136-1120, 52D136-1220, 52D137-1020, 52D137-1120, and 52D137-1220, when used with VOR/LOC converters other than the Edo-Aire Mitchell 1C707 and 1C707-1 converters. Compliance with (a) or (c) is required within the next 50 hours in service after the effective date of this AD, unless already accomplished. (a) Install a placard stating "NSD-360 NOT APPROVED AS PRIMARY VOR DISPLAY FOR IFR NAVIGATION PRIOR TO COMPLIANCE WITH EAM MB-13." (b) The placard described in subparagraph (a) is to be installed as close as practical to the affected navigation situation display and remain there until EAM NAV Flag Adapter P/N 1C775 is installed as in (c) below, at which time the placard is to be removed. EAM placard, P/N 13A895 specified by EAM Service Bulletin MB-13, is to be used to comply with (a). (c) Install EAM NAV Flag Adapter, P/N 1C775, in accordance with installation instruction items 1 through 5, pages 2 and 3 of EAM Service Bulletin MB-13 revised May 3, 1977. (d) The manufacturer's instructions identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(l). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Director, Products and Service, Edo-Aire Mitchell, P.O. Box 610, Municipal Airport, Mineral Wells, Texas 76067, Telephone No. 817-325-2517. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective September 8, 1977.
77-21-01: 77-21-01 BELL HELICOPTER TEXTRON: Amendment 39-3054. Applies to all Model 47 helicopters with tail rotor gear boxes, part number 47-640-075-1 or 47-640-075-5, installed. NOTE: Retrofit kits incorporating these gear boxes or the associated internal gears and bearings delivered from Bell Helicopter Textron after December 1, 1976, have been verified to be in compliance with this airworthiness directive and will not require inspection and/or further retrofit. Compliance is required within the next 100 hours time in service after the effective date of this Airworthiness Directive, unless already accomplished. To minimize the possibility of loss of directional control of the helicopter resulting from failure of the bearing, part number 47-620-629-3 or 47-620-629-5, or failure of the input pinion shaft, part number 47-645-205-3, located in the tail rotor gear box, part number 47-640-075-1 or 47-640-075-7, conduct the inspection and replacement activities prescribed by paragraphs 1, 2, 2a, 2b, 3, and 4 of Bell Helicopter Textron Service Bulletin No. 47-77-1, dated February 14, 1977, or later FAA approved revision. Comments in paragraph 5 and 6 of this bulletin involving warranties, replacement part sources, or reporting activities, are not a part of this Airworthiness Directive. After accomplishment of paragraphs 1, 2, 3, and 4 of Service Bulletin No. 47-77-1, reassemble and reinstall the tail rotor gear box in accordance with the Maintenance and Overhaul Instruction for the applicable model helicopters. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof, pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive, who have not already received these documents from the manufacturer, may obtain copies by requesting same from Service Manager, Bell Helicopter Textron, P.O. Box 482, Fort Worth, Texas, 76101. These documents may also be examined at Officeof the Regional Counsel, Southwest Region, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas, 76106, and the Federal Aviation Administration Headquarters, 800 Independence Avenue, S.W., Washington, D.C., 20591. Equivalent means of compliance with the modifications prescribed by this Airworthiness Directive may be approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, P.O. Box 1689, Fort Worth, Texas, 76101. This amendment becomes effective November 14, 1977.
2016-21-01: We are adopting a new airworthiness directive (AD) for certain Bell Helicopter Textron (Bell) Model 430 helicopters. This AD requires establishing a life limit for a certain main rotor hub attachment bolt (bolt) and removing from service each bolt that has met or exceeded its life limit. This AD was prompted by a documentation error that omitted the life limit of a certain part-numbered bolt from the Airworthiness Limitations section of the maintenance manual. The actions of this AD are intended to establish a life limit for a certain part-numbered bolt to prevent failure of a bolt, failure of a main rotor hub, and subsequent loss of control of a helicopter.
89-24-05: 89-24-05 BOEING: Amendment 39-6395. Docket No. 89-NM-213-AD. \n\n\tApplicability: Model 767 series airplanes, listed in Boeing Alert Service Bulletin 767- 31A0029, dated March 23, 1989, certificated in any category. \n\n\tCompliance: Required within 45 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent binding of the pilot's control wheel, accomplish the following: \n\n\tA.\tDeactivate the control wheel Aircraft Integrated Data System (AIDS) by removing the position transducer, crank assembly, and rod assembly in accordance with Boeing Alert Service Bulletin 767-31A0029, dated March 23, 1989. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concuror comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD.\n \n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6395, AD 89-24-05) becomes effective on December 1, 1989.
2005-16-13: The FAA is adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace LP Model Galaxy and Gulfstream 200 airplanes. This AD requires a one-time general visual inspection for any damaged wiring, splice, connector, and pins for the fuel standby feed pumps and replacement of any damaged wiring, splice, connector, or pin. This AD also requires replacement of the power and ground wires for the fuel standby feed pumps. This AD results from reports of evidence of overheating found on the feeder wires of the left and right fuel standby feed pumps. We are issuing this AD to detect and correct damaged wiring for the fuel standby feed pumps, which could result in an ignition source in an area where fuel vapor may be present, and a consequent fire or explosion.
2016-19-12: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400, 747-400D, and 747-400F series airplanes. This AD was prompted by a determination that a certain fastener type in the fuel tank walls has insufficient bond to the structure, and an electrical wiring short could cause arcing to occur at the ends of fasteners in the fuel tanks. This AD requires the installation of new clamps and polytetrafluoroethylene (TFE) sleeves on the wire bundles of the front spars and rear spars of the wings. This AD also requires inspecting the existing TFE sleeves under the wire bundle clamps for correct installation, and replacement if necessary. We are issuing this AD to prevent potential ignition sources in the fuel tank in the event of a lightning strike or high-powered short circuit, and consequent fire or explosion.
76-25-05: 76-25-05 BEECH: Amendment 39-2789. Applies to Models A23-19, 19A, M19A and B19 (Serial Numbers MB-1 thru MB-545 and MB-547), Models 23, A23, A23A, B23 and C23 (Serial Numbers M-2 thru M-1415), Models A-23-24 and A24 (Serial Numbers MA-1 thru MA- 368), and Models A24R (Serial Numbers MC-2 thru MC-127) airplanes. Compliance: Required as indicated, unless already accomplished. To prevent interchanging left and right ailerons during reinstallation and resulting reversed aileron control response, accomplish the following: A) Within the next 100 hours' time in service after the effective date of this AD or at the next removal of the ailerons or within one year after the effective date of this AD, whichever occurs first, install one each Beech P/N 169-110000-481 strap in the left and right wing trailing edge in accordance with Beechcraft Service Instruction 0510-032 or later approved revisions. B) Any alternate method of compliance with this AD must be approved by theChief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective January 24, 1977.
2005-16-11: The FAA is adopting a new airworthiness directive (AD) for certain Boeing transport category airplanes listed above. This AD requires repetitive inspections for cracks of the upper surface of the aft lower spar web of the inboard and outboard struts, as applicable; and repetitive inspections for cracks of the upper surface of the intermediate web bay of the aft lower spar. This AD also requires repetitive inspections and torque checks of the bolts common to the aft lower spar chords and the fitting of the rear engine mount bulkhead for missing, loose, or fractured bolts, as applicable; and corrective action, if necessary. This AD is prompted by reports of cracking in the aft lower spar web and reports of missing and fractured bolts. We are issuing this AD to detect and correct cracking of the aft lower spar web, and to prevent missing, loose, or fractured bolts common to the aft lower spar chords and the fitting of the rear engine mount bulkhead, which could result in the lossof the aft lower spar load path and reduced structural capability of the pylon, which may result in the separation of the engine from the airplane.
82-14-02: 82-14-02 PRATT & WHITNEY AIRCRAFT: Amendment 39-4411. Applies to all Pratt & Whitney Aircraft JT3D turbofan engines. Compliance required as indicated, unless already accomplished. To detect cracks in third stage turbine disks, P/Ns 418903, 438903, and 675803, which could result in fracture of the third stage turbine disk and an uncontained third stage turbine disk failure, inspect third stage turbine disks, P/Ns 438903 and 675803, for cracks in the tierod holes, counterweight holes, and spacer snap diameter fillet radii. Inspect in accordance with Pratt & Whitney Aircraft Alert Service Bulletin No. 5358, dated February 5, 1982, or later FAA approved revision, or equivalent means approved by the Chief, Engine Certification Branch, Federal Aviation Administration, New England Region, per the following schedule: a. Disks with less than 4,500 cycles on the effective date of this AD shall be inspected before 5,500 cycles. b. Disks with between 4,500 and 4,999 cycleson the effective date of this AD shall be inspected within 1,000 cycles. c. Disks with between 5,000 and 5,500 cycles on the effective date of this AD shall be inspected before 6,000 cycles. d. Disks with more than 5,500 cycles on the effective date of this AD shall be inspected within 500 cycles. Cracked third stage turbine disks cannot be continued in service. Any third stage turbine disk which has a crack which is within the allowable crack repair limit(s) specified in the above referenced Pratt & Whitney Aircraft Alert Service Bulletin may be returned to service if it is repaired in accordance with this service bulletin. Any third stage turbine disk which has had all of the tierod holes and all of the counterweight holes repaired in accordance with this service bulletin must be reinspected in accordance with the service bulletin prior to the accumulation of 4,000 additional cycles after inspection. All other third stage turbine disks which are suitable for continued usage per this service bulletin must be reinspected in accordance with this service bulletin prior to the accumulation of 2,500 additional cycles after inspection. These repetitive inspections must be repeated throughout the service life of the third stage turbine disk. Third stage turbine disks, P/N 418903, shall be removed from service within 500 cycles from the effective date of this AD or by December 31, 1982, whichever comes first. The inspection and rework provisions of Pratt & Whitney Aircraft Alert Service Bulletin No. 5358 do not apply to P/N 418903 third stage turbine disks. NOTE: The established life limits for the third stage turbine disks shall not be exceeded. Upon request of the operator, an FAA Maintenance Inspector, subject to prior approval of Chief, Engine Certification Branch, FAA, New England Region, may adjust the 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. All persons affected by this directive who have not already received the referenced Alert Service Bulletin from the manufacturer may obtain copies upon request to Pratt & Whitney Aircraft, Division of United Technologies Corporation, 400 Main Street, East Hartford, Connecticut 06108. This document may also be examined at Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. A historical file on this AD is maintained by the FAA at the New England Region Office. This amendment becomes effective on July 1, 1982.