Results
2009-15-06: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 707 airplanes and Model 720 and 720B series airplanes. This AD requires performing an operational test of the engine fuel suction feed of the fuel system, and other related testing and corrective actions if necessary. This AD results from a report of in- service occurrences of loss of fuel system suction feed capability, followed by total loss of pressure of the fuel feed system. We are issuing this AD to detect and correct failure of the engine fuel suction feed capability of the fuel system, which could result in multi-engine flameout, inability to restart the engines, and consequent forced landing of the airplane.
46-13-02: 46-13-02 LOCKHEED: (Was Mandatory Note 18 of AD-723-2). Applies Only to Model 18 Airplanes Used in Scheduled Air Carrier Operation. Compliance required not later than April 30, 1946. In order to comply with CAR Special Regulation 333, the present fuel system plumbing equipment shall be replaced with a dual fuel system in accordance with Lockheed Service Bulletin No. 18/SB-113, dated August 17, 1945, or any other dual fuel system approved by the Administrator.
89-12-02: 89-12-02 BOEING: Amendment 39-6225. \n\tApplicability: Model 737 series airplanes, as identified in Boeing Service Bulletin 737-25- 1231, dated July 7, 1988, certificated in any category.\n \n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure structural integrity of the occupied flight attendant seat mounted on the aft right lavatory during flight and emergency landing conditions, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, remove the aft right lavatory- mounted attendant seat or install a placard on the aft right lavatory-mounted flight attendant seat, stating: "NO OCCUPANCY", or equivalent. This placard may be removed or the seat reinstalled once the terminating action of paragraph B., below, has been accomplished. \n\n\tB.\tWithin 6 months after the effective date of this AD, inspect the aft right lavatory partition beam for an inadvertent saw cut, and repair, if necessary, in accordance with Boeing Service Bulletin 737-25-1231, dated July 7, 1988, or Revision 1, dated January 12, 1989; or if the saw cut exceeds the limit specified in the service bulletin, repair in a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tReport all inadvertent saw cuts detected during the inspection required by paragraph B., above, to the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, within seven days after completion of the inspection. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\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 Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6225, AD 89-12-02) becomes effective on June 29, 1989.
2009-15-08: 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: There have been a number of incidents where wing-to-fuselage or MLG [main landing gear] door fairing panels have detached from the aircraft during flight. Subsequent inspection revealed the loss of the fairing panels to be due to failure of certain steel grommets * * *. A detaching panel could strike the aircraft during flight, causing damage. In addition, a detaching panel could become attached to the structure or control surfaces, resulting in reduced control of the aircraft. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
79-04-04: 79-04-04\tTAYLORCRAFT AVIATION CORPORATION: Amendment 39-3416. Applies to Taylorcraft Model F-19 aircraft, serial numbers 001 through 112, 115 through 130, and 132. \n\nCompliance is required as indicated. To prevent fire hazard in the charging circuit, accomplish the following: \n\nThis AD must be accomplished prior to next 50 hours time in service after the effective date of this AD or by July 1, 1979, whichever occurs first. \n\nRemove the 12 gauge wire, identified as P/N -10, which connects the starter solenoid "battery terminal" with the master switch. Use Mil Spec MilC7078 or equivalent 8 gauge shielded wire, to fabricate a cable in the same manner as the 8 gauge cable from the alternator to the ammeter. Use appropriate wire terminals. Attach this cable to the ignition switch terminal of the ammeter. Route this 8 gauge wire through the opening in the firewall where the 12 gauge wire previously ran and attach it to the starter solenoid "battery terminal". (See attached wiring diagram.) \n\nThis amendment becomes effective February 23, 1979. \n\n\nAD 79-04-04
2009-15-07: 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: In 2005 a lateral runway excursion occurred on an A320 aircraft. Such excursions are classified as hazardous, with a large reduction in safety margins. Investigation has shown that the aircraft landed with the nose wheels rotated nearly 20 degrees from center. During subsequent tests on the removed BSCU [Braking and Steering Control Unit], a BSCU hardware failure was found, affecting the monitoring function, including the system reconfiguration management, and leading to a runaway of [the] Nose Wheel Steering [uncommanded steering]. * * * * * The unsafe condition is an uncommanded steering condition during takeoff or landing, which could result indeparture of the airplane from the runway. We are issuing this AD to require actions to correct the unsafe condition on these products.
48-17-02: 48-17-02 MARTIN: Applies to Model 202 Aircraft Serial Numbers 9125 Through 9127; 9129 Through 9131; and 9158 Through 9167. Compliance required by June 1, 1948. To eliminate the fire hazard due to the insulation becoming saturated with hydraulic fluid, remove the fiberglass and rubberized hair and vinyl linings from both the forward and aft belly cargo compartments. (Martin Service Bulletin No. 26 dated February 24, 1946, covers this subject.)
78-25-02: 78-25-02\tGATES LEARJET: Amendment 39-3362. Applies to those Model 35 (Serial Numbers 35-001 through 35-167) and 36 (Serial Numbers 36-001 through 36-038) airplanes, certificated in all categories, which have a 36-inch wide (as opposed to 24-inch wide) cabin door. \n\n\tCompliance: Required as indicated in accordance with Compliance Table I set forth in this AD, unless already accomplished. \n\n\tTo assure proper locking of the cabin upper door when the inside handle is in the locked position and to prevent possible unwanted door openings that may occur, accomplish the following at the time intervals noted in Table I of this AD: \n\n\n\n\n\n\nTABLE I COMPLIANCE TIMES \nAD 78-25-02 \n\nINSPECTION TIMES\nAirplane\nTotal Time \nIn Service\n(Hours)\n\nParagraph "A" Bolt \nInspection & Replacement\n\nParagraph "B" Locking \nMechanism Inspection\n\n Initial\n Inspection/\nReplacement\nInterval for\nRepetitive\nInspections/\nReplacement \nInitial\nInspection\nInterval for \nRepetitive \nInspections \n0 - 2,999 \nPrior to or \nupon the accumulation of 3,075 hours' time in service\nEach 3,000 hours' time in service there- after\nIn accordance with asterisk (*) paragraph below or upon accumulation of 6,075 hours' time in service, whichever occurs first\nIn accordance with asterisk (*) paragraph below or upon accumulation of each 6,000 hours' time in service after initial inspection\n3,000 - 5,999\nWithin 75\nhours' time in service after the effective date of this AD\nEach 3,000\nHours' time in service thereafter\nIn accordance with asterisk (*) paragraph below or upon accumulation of 6,075 hours' time in service, whichever occurs first\nIn accordance with asterisk (*) paragraph below or upon accumulation of each 6,000 hours' time in service after initial inspection\n6,000 - up\nWithin 75 hours' time in service after the effective date of this AD\nEach 3,000 hours' time in service there-after\nWithin 5 \nhours' time in service after the effective date of this AD\nIn accordance with asterisk (*) paragraph below or upon accumulation of each 6,000 hours; time in service after initial inspection\n* The door locking mechanism inspection must be accomplished any time the bolt inspection required by Paragraph "A" of this AD reveals a cracked, bent, broken or worn bolt. \n\n\tA)\tInspect and replace, at the time intervals noted in Table I above, the bolt identified as 5 in Figure I of this AD in accordance with Gates Learjet 35/36/35A/36A Maintenance Manual Temporary Revisions No. 5-52 and 5-55 or later revisions and as summarized below: \n\t\t1)\tRemove the bolt from the upper door rod control assembly and visually inspect it for cracks, breaks, bends, or wear. If any of the aforementioned defects are found, accomplish the door locking mechanism inspection required by Paragraph "B" of this AD prior to the next flight; and \n\t\t2)\tReplace the bolt removed in Paragraph A)1) of this AD with a new Gates Learjet Part Number 2311490-8 Bolt, or a new AN3-21 Bolt modified in accordance with Detail "A" in Figure I of this AD, and secure using an AN960D10 Washer and either a new MS20365- 1032 Nut or AN310-3 Nut and MS24665-132 Cotter Pin. \n\n\n\n\n\n\tB)\tInspect, at the time intervals noted in Table I above, the cabin door locking mechanism in accordance with Gates Learjet 35/36/35A/36A Maintenance Manual Temporary Revision No. 5-54 or later revisions, and as summarized below: \n\n\t\t1)\tDrill out rivets and remove cabin upper door inner panel. \n\n\t\t2)\tRemove and inspect door locking mechanism for wear and defects in accordance with Learjet Service Manual Inspection Requirements. The maximum allowable diameter (measured in any direction) of the hole in which the 5 bolt is installed is .201 inches. Replace any excessively worn or defective parts prior to the next flight. \n\n\t\t3)\tReinstall door locking mechanism and using rivets, reinstall the inner panel. \n\n\t\t4)\tCheck door locking mechanism for free movement with no binding thru entire operating travel. Correct any binding prior to the next flight. \n\n\t\t5)\tEnergize door warning system and check its operation for proper functioning. \n\n\tC)\tSubmit a written report on any cracked, broken, bent or worn 5 (See Figure I of this AD) bolts discovered during inspections required by this AD to the FAA via a letter to FAA, Chief, Engineering and Manufacturing Branch (ACE-210), 601 East 12th Street, Kansas City, Missouri 64106 or an FAA M or D report (FAA Form 8330-2). The report must include airplane model, serial number, airplane total time-in-service, bolt or pin total time-in-service and statements describing the condition of the bolt and the hole including dimensions of the hole determined in accordance with Paragraph B)2) of this AD. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) \n\n\tD)\tThe actions made mandatory by Paragraphs A, B and C of this AD are no longer required when Gates Learjet Door Modification Kit AMK78-2 is installed. \n\n\tE)\tAirplanes may be flown in accordance with FAR 21.197 to a base where this AD can be accomplished. \n\n\tF)\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tThis amendment becomes effective December 14, 1978.
2009-24-07: We are adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, and -800 series airplanes. This AD requires repetitive lubrications of the right and left main landing gear (MLG) forward trunnion pins. This AD also requires an inspection for discrepancies of the transition radius of the MLG forward trunnion pins, and corrective actions if necessary. For certain airplanes, this AD also requires repetitive detailed inspections for discrepancies (including finish damage, corrosion, pitting, and base metal scratches) of the transition radius of the left and right MLG trunnion pins, and corrective action if necessary. Replacing or overhauling the trunnion pins terminates the actions required by this AD. This AD results from a report that the protective finishes on the forward trunnion pins for the left and right MLG might have been damaged during final assembly. We are issuing this AD to prevent stress corrosion cracking of the forward trunnion pins, which could result in fracture of the pins and consequent collapse of the MLG.
82-06-02 R1: 82-06-02 R1 MCDONNELL DOUGLAS: Amendment 39-4339 as amended by Amendment 39-4358. Applies to all McDonnell Douglas Model DC-9-10 through -50 Series and C-9 Series airplanes prior to fuselage number 1013 certificated in all categories. \n\n\tCompliance required as indicated in the body of this AD, unless previously accomplished. To prevent failure of the horizontal stabilizer center section fittings and plates, perform the following: \n\n\tA.\tPrior to the accumulation of 4100 flight hours total time in-service or within 1600 flight hours time in-service following the effective date of this AD, whichever comes later, but in any case not later than December 1, 1982, accomplish the following: \n\n\t(NOTE: Operators who have accomplished the actions required by paragraphs (A)(1) - (A)(3) below, prior to the effective date of this AD, need not reinspect until 6400 flight hours or three (3) calendar years, whichever occurs first, following the last inspection, as required by paragraph "B"below.) \n\n\t\t1.\tVisually inspect for corrosion in areas shown in McDonnell Douglas Structural Repair Manual (SRM), Chapter 55-02, Figure 12, Fitting P/N's 5912481-1, -501, -503, -505, -507. \n\n\t\t\t(a)\tIf corrosion is evident, remove corrosion per SRM Chapter 51-10-3. Reinspect to insure limits established per SRM Chapter 55-02, Figure 12, are maintained and apply corrosion inhibiting compound per SRM Chapter 51-10-3. \n\n\t\t\t(b)\tIf limits are exceeded, replace each affected part as necessary. \n\n\t\t\t(c)\tIf corrosion is not evident, apply corrosion inhibiting compound per SRM Chapter 51-10-3. \n\n\t\t2.\tVisually inspect P/N 5918098-1 and -501 fitting assemblies for cracks, as outlined in SRM Chapter 55-02, Figure 13. \n\n\t\t\t(a)\tIf cracks are found, repair per SRM Chapter 55-02, Figure 13. \n\n\t\t\t(b)\tIf cracks are not found or if cracks have been repaired per (2)(a) above, apply corrosion inhibiting compound to the fitting(s) per SRM Chapter 51-10-3. \n\n\t\t\t(c)\tIf corrosion is not evident, apply corrosion inhibiting compound per SRM Chapter 51-10-3. \n\n\t\t3.\tVisually inspect P/N's 9911861-1, 9911862-1, 9918440-1, and 9918441-1 plates for corrosion in areas shown in SRM Chapter 55-02, Figure 12. \n\n\t\t\t(a)\tIf corrosion is evident, remove corrosion per SRM Chapter 51-10-3. Reinspect to insure limits established per SRM Chapter 55-02, Figure 12, are maintained and apply corrosion inhibiting compound per SRM Chapter 51-10-3. \n\n\t\t\t(b)\tIf limits are exceeded, replace each affected part as necessary. \n\n\t\t\t(NOTE: The removal of the upper aft plate P/N 9911862-1 and cover P/N 5910405-3 provides access to the areas required to be inspected in paragraph A.) \n\n\tB.\tThe inspections and repairs set forth in paragraph A above must be repeated at intervals of 6400 flight hours or three (3) calendar years, whichever occurs first, until the affected parts are replaced by new parts per McDonnell Douglas DC-9 Service Bulletin 55-32, Revision 1, dated September 28, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \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 inspection requirements of this AD. \n\n\tD.\tAlternative means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). \n\n\tThese documents also may be examined at the FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108, or the Los Angeles Area Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tAmendment 39-4339 became effective March 17, 1982. \n\n\tThis Amendment 39-4358 becomes effective April 16, 1982.
65-03-02: 65-03-02\tBOEING: Amdt. 39-27 Part 39 Federal Register February 2, 1965. Applies to Model 727 Series Aircraft. \n\n\tCompliance required within the next 25 hours' time in service after the effective date of this AD unless already accomplished. \n\n\tConduct visual inspection of the lower left and right-hand horizontal stabilizer trailing edge panels P/N's 65-22403-7 and -8 at Elevator Stations 50.50 through 66.50 for three drain holes on the outboard portions of panel directly behind and in line with the elevator control tab push rod. If drain holes are not provided, rework subject panels in accordance with Boeing Alert Service Bulletin No. 55-14A before further flight except that either 1/4-inch holes or 1/2-inch holes are acceptable. \n\n\t(Boeing Alert Service Bulletins 55-14 and 55-14A cover this same subject.)\n \n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated January 15, 1965.
86-12-05: 86-12-05 BOEING: Amendment 39-5321. Applies to Model 737 series airplanes listed in Boeing Service Bulletin 737-55-1033, dated April 12, 1985, certificated in any category. To detect cracking in the horizontal stabilizer center section rear spar upper chord attach lugs, accomplish the following prior to the accumulation of 40,000 landings; or prior to the accumulation of 40,000 landings after a chord replacement or modification in accordance with Boeing Service bulletin 737-55-1033, Option I, dated April 12, 1985; or within 200 landings after the effective date of this AD; whichever occurs latest, unless accomplished within the last 5,500 landings. \n\n\tA.\tEddy current inspect the horizontal stabilizer center section rear spar upper chord attach lug for cracks in accordance with the Flight Safety Inspection Program specified in Boeing Service Bulletin 737-55-1033, dated April 12, 1985, or later FAA-approved revisions. Repeat at intervals not to exceed 5,700 landings. \n\n\tB.\tIfcracks are found, replace the horizontal stabilizer center section rear spar upper chord in accordance with Boeing Service Bulletin 737-55-1033, dated April 12, 1985, or later FAA-approved revisions. Resume the inspections required by paragraph A., above, prior to the accumulation of 40,000 landings after the chord replacement, or modification in accordance with Boeing Service Bulletin 737-55-1033, Option I, dated April 12, 1985. \n\n\tC.\tFor purposes of complying with this AD, subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tD.\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/or modifications required by this AD. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provide an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received the appropriate service bulletin from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective June 30, 1986.
92-13-12: 92-13-12 BOEING: Amendment 39-8282. Docket No. 91-NM-254-AD.\n\n\tApplicability: Boeing Model 747-400 series airplanes equipped with BFGoodrich slide/raft P/N 7A1467-1 through -16 (main deck, doors 1 and 4), P/N 7A1479-1 through -10 (main deck, door 2), P/N 7A1469-1 through -8 (main deck, door 5); and Boeing 747-300 airplanes equipped with BFGoodrich slide/raft P/N 7A1479-1 through -10 (main deck, door 2); certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent delayed inflation of deployed escape slide/rafts, accomplish the following:\n\t(a)\tFor main deck doors 1, 2, 4, and 5: Within 24 months after the effective date of this AD, modify the regulator, P/N 5A2851-1 or -2 (subassembly of reservoir assembly P/N 5A2832-1 or -2), to become reservoir assembly P/N 5A2832-3; and perform a regulator leak check; in accordance with the Accomplishment Instructions, paragraphs 2.A. through 2.F., of BFGoodrich Service Bulletin 25-232, dated November 18, 1991; or Revision 1, dated March 16, 1992.\n\n\t(b)\tFor main deck door 2: Within 24 months after the effective date of this AD, modify the aspirators, P/N 4A3166-1, to form new aspirator assembly P/N 5A2870-1, in accordance with the Accomplishment Instructions, paragraph 2.G., of BFGoodrich Service Bulletin 25-232, dated November 18, 1991; or Revision 1, dated March 16, 1992.\n\n\t(c)\tSubsequent to accomplishing the requirements of paragraph (a) and (b) of this AD, reidentify the modified slide/rafts in accordance with paragraph 3.B., Identification, of BFGoodrich Service Bulletin 25-232, dated November 18, 1991; or Revision 1, dated March 16, 1992.\n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment 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 airworthiness directive, 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 modifications shall be done in accordance with BFGoodrich Service Bulletin 25-232, dated November 18, 1991; or BFGoodrich Service Bulletin 25-232, Revision 1, dated March 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 BFGoodrich Company, Aerospace, Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 E. Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(g)\tThis amendment becomes effective on August 5, 1992.
2009-15-10: 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: During accomplishment of A330-300 Airworthiness Limitation Item (ALI) task 57.11.04-01-02 of a fastener hole between stringer 38 and 39 at FR40 rear fitting web, a crack was found on an adjacent hole at vertical post Y1959 lower attachment on both sides. Other crack findings on this adjacent hole have been reported on A330-300 and A340-200/-300 aircraft as a result of sampling inspections. If not corrected, crack propagation could result in loss of the fuselage structural integrity. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2021-21-13: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd. & Co KG (RRD) Trent 1000 model turbofan engines. This AD was prompted by the manufacturer revising the engine Time Limits Manual (TLM) life limits of certain critical rotating parts and direct accumulation counting data files. This AD requires the operator to revise the airworthiness limitation section (ALS) of their existing approved aircraft maintenance program (AMP) by incorporating the revised tasks of the applicable TLM for each affected model turbofan engine, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
83-15-10: 83-15-10 EMBRAER: Amendment 39-4699. Applies to Models EMB-110P1 and EMB-110P2 (S/N 110001 through 110386, 110388 through 110397, 110399 through 110401, 110404 through 110408, 110410 through 110412, 110414 and 110421) airplanes certificated in any category.\n\n\tCompliance: Required as indicated, unless already accomplished.\n\n\tTo preclude flutter from occurring in any control surface, accomplish the following:\n\n\ta)\tWithin the next 30 days after the effective date of this AD, check the elevators for static balance in accordance with the procedures shown in Item 1.118 of the EMBRAER Structural Repair Manual, T.O.-IC95-3 and T.O.-IC95A-3. If an unbalanced condition is found, prior to further flight, rebalance the elevator in accordance with the procedures shown in Item 1.119 of the EMBRAER Structural Repair Manual, T.O.-IC95-3 and T.O.-IC95A-3, but replace Figure 1-24 with Figure 1 of this AD. Do not exceed the mass balance weight values of Table 1-6A of this AD.\n\n\tb)\tWithin the next 60 days after the effective date of this AD, check the ailerons and rudder for static balance in accordance with the procedures shown in Item 1.118 of the EMBRAER Structural Repair Manual, T.O.-IC95-3 and T.O.-IC95A-3. If an unbalanced condition is found, prior to further flight, rebalance the ailerons and rudder in accordance with the procedures shown in Item 1.119 of the EMBRAER Structural Repair Manual, T.O.-IC95-3 and T.O.-IC95A-3, but replace Figure 1-24 with Figure 1 of this AD. Do not exceed the mass balance weight values of Tables 1-6B and 1-6C, respectively, of this AD.\n\n\tc)\tWhen checking the balance of the control surfaces in accordance with paragraphs a) and b) of this AD):\n\n\t\t1)\tRemove the surface from the airplane, complete, finished and painted, static discharge wicks installed, trim tab activating rod installed, trim tab activating teleflex cable (case of the left elevator) installed and attached as in the airplane. In this case, the elevator trim tab teleflex cable must be attached to the bellcrank by the clamp only.\n\n\td)\tAircraft may be flown in accordance with FAR 21.197 to a location where this (AD) can be accomplished.\n\n\te)\tAn equivalent method of compliance with this AD, if used, must be approved by the Manager, Atlanta Aircraft Certification Office, ACE-115A, 1075 Inner Loop Road, College Park, Georgia 30337.\n\n\tThis amendment becomes effective August 9, 1983.\n\n\n\n\n\nFIGURE 1 (Sheet 1 of 3)\nAD 83-15-10\n\n\n\n\nFIGURE 1 (Sheet 2 of 3)\nAD 83-15-10\n\n\n\n\nFIGURE 1 (Sheet 3 of 3)\nAD 83-15-10\n\n\n\nLH ELEVATOR\nRH ELEVATOR\n\nPOSITION\n(STATION)\n\nY3622\n\nY563\nY202.6\nY202.6\nY3622\n\nWmax\nSTRUCTURAL\n\n7850\n\n4000\n4000\n4000\n7850\n\nTable 1-6A. Mass-Balance Weight Values (Grams)\n\n\n\nLH AILERON\nRH AILERON\n\nPOSITION\nY5419.0\nto\nY6700.8\nY4098.3\nto\nY5309.8\nY5309.8\nY4098.3Y4098.3\nto\nY5309.8\nY5309.8Y5419.0\nto\nY6700.8\n\nWmax\nSTRUCTURAL\n\n4200\n\n4200\n500\n500\n4200\n500\n4200\n\nTable 1-6B. Mass-Balance Weight Values (grams)\n\n\n\nRUDDER\n\nPOSITION\n\nZ2320Z0\nto\nZ353.4\nZ353.4\nZ69.0\n\nWmax\nSTRUCTURAL\n\n6500\n7500\n700\n700\n\nTable 1-6C. Mass-Balance Weight Values (grams)\nAD 83-15-10
91-05-11: 91-05-11 BOEING: Amendment 39-6909. Docket No. 90-NM-196-AD. \n\n\tApplicability: Model 737-300 series airplanes, equipped with CFM56-3 series engines, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo reduce the risk of total engine thrust loss due to unavoidable severe weather penetration during an ETOPS single engine diversion, accomplish the following: \n\n\tA.\tWithin the next 30 days after June 12, 1989 (the effective date of Amendment 39-6247), delete from the FAA-approved Airplane Flight Manual (AFM) any reference to approval or suitability of the Model 737-300 airplane for use in extended range operation. This may be accomplished by replacing the existing AFM page(s) containing the Extended Range Operations suitability statement with a page(s) which has that statement deleted. If the existing AFM does not contain such a statement, then no action is necessary. \n\n\tB.\tA new AFM ETOPS suitability statement, outlined below, may be inserted into the FAA-approved AFM when the airplane has been configured in accordance with Boeing Document D6-38123, Revision A, dated September 14, 1990, "Configuration, Maintenance and Procedures for Extended Range Operation" (CMP): \n\n\t\t\t\tEXTENDED RANGE OPERATIONS \n\n\tThe type design reliability and performance of this airplane/engine combination has been evaluated in accordance with FAA Advisory Circular 120-42A and found suitable for extended range operations when configured in accordance with FAA-approved Boeing Document D6- 38123, Revision A, dated September 14, 1990, "Configuration, Maintenance and Procedures for Extended Range (ER) Operation." This finding does not constitute approval to conduct extended range operations. \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 SW., Renton, Washington. \n\n\tAirworthiness Directive 91-05-11 supersedes AD 89-13-06, Amendment 39-6247. \n\tThis amendment (39-6909, AD 91-05-11) becomes effective on March 26, 1991.
89-23-10: 89-23-10 BOEING: Amendment 39-6375. Docket No. 88-NM-212-AD. \n\n\tApplicability: Model 737-300 and -400 series airplanes, certificated in any category. \n\n\tCompliance: Required within 10 days after the effective date of this AD, unless previously accomplished. \n\n\tTo reduce the risk of jeopardizing continued safe flight and landing due to engine ice ingestion, accomplish the following: \n\n\tA.\tIncorporate Boeing Operations Manual Bulletin 737-300-89-1 or 737-400-89-1, both dated February 14, 1989, as appropriate, into the Airplane Operations Manual. \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 Operations Inspector (POI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6375, AD 89-23-10) becomes effective on December 4, 1989.
2009-24-01: The FAA is superseding an existing airworthiness directive (AD) for Pratt & Whitney JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A, -11, -15, and -17 turbofan engines with 2nd stage fan blades, part number (P/N) 433802, 645902, 759902, 695932, 678102, or 746402, installed. That AD currently requires initial and repetitive ultrasonic inspection (UI) and fluorescent penetrant inspection (FPI) of those P/N 2nd stage fan blades. This AD replaces the required FPI with eddy current inspection (ECI) on all affected 2nd stage fan blades and maintains the requirement of UI of the blade root attachment on some of the affected 2nd stage fan blades. This AD also introduces an optional terminating action to the repetitive blade inspections for certain engine models. This AD results from reports of 10 fractures of 2nd stage fan blades since AD 87-14-01R1 became effective. We are issuing this AD to prevent uncontained failure of 2nd stage fan blades, which could result in damage to the airplane.
89-10-03 R1: 89-10-03 R1 McDONNELL DOUGLAS: Amendment 39-6203 as corrected by Amendment 39-6290. \n\n\tApplicability: Model DC-8 series airplanes, equipped with left (LH) or right (RH) nose landing gear (NLG) upper drag link assembly, P/N 5716882-1, -501, -503, 5717011-1, -501, or 503, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent collapse of nose landing gear during ground handling, takeoff, or landing, due to fatigue failure of the LH or RH nose landing gear (NLG) upper drag link lower lug, accomplish the following: \n\n\tA.\tWithin the next 400 landings after the effective date of this AD, unless already accomplished within the last 400 landings, conduct a magnetic particle or dye penetrant inspection of the LH and RH nose landing gear upper drag link assembly, and measure the lower lug stiffening web for minimum thickness, in accordance with McDonnell Douglas DC-8 Service Bulletin 32-178, dated May 22, 1987. \n\n\t\t1.If cracks are found, or if the minimum web thickness measures .100 inch or less, before further flight, remove and replace the assembly in accordance with paragraph B. or D. of this AD. \n\n\t\t2.\tIf no cracks are found and the minimum web thickness measures greater than .100 inch, repeat the inspection in accordance with paragraph A. of this AD at intervals not to exceed 200 landings, unless reworked in accordance with paragraph C. of this AD, or replaced in accordance with paragraph B. or D. of this AD. \n\n\tB.\tIf the drag link assembly is replaced with a new assembly not modified in accordance with McDonnell Douglas DC-8 Service Bulletin 32-178, dated May 22, 1987, upon the accumulation of 4,000 landings on the new assembly, perform the initial inspections in accordance with paragraph A. of this AD, and repeat these inspections at intervals not to exceed 200 landings. \n\n\tC.\tIf the drag link assembly is partially modified in accordance with McDonnell Douglas DC-8 Service Bulletin32-178, issued May 22, 1987, without shot peen and polish in accordance with Steps 9 and 10, Figure 1, of the Service Bulletin, upon the accumulation of 800 landings on the modified assembly, perform the initial inspection in accordance with paragraph A. of this AD, and repeat the inspection at intervals not to exceed 200 landings. \n\n\tD.\tReplacement of both LH and RH nose landing gear upper drag link assemblies with P/N 5716882-505 and 5717011-505, or modification of the drag link assembly in accordance with McDonnell Douglas DC-8 Service Bulletin 32-178, dated May 22, 1987, and reidentification of the drag link assembly as SR08328002-3, -5, -7, -9, -11, or -13 as applicable, constitutes terminating action for the inspection requirements of this AD. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, 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\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer, may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-LOO (54-60). \n\n\tThis information may be examined at FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis AD correctsAD 89-10-03 (Amendment 39-6203) which became effective on May 29, 1989. \n\n\tThis amendment (39-6290, AD 89-10-03 R1) becomes effective on August 2, 1989.
2008-26-03: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2008-26-03. This AD requires modifying the electronic strike system of the cockpit door. This AD results from a report indicating that the equipment is defective. We are issuing this AD to prevent failure of this equipment, which could compromise flight safety.
47-02-06: 47-02-06 DOUGLAS: (Was Service Note 3 of AD-762-7.) Applies to C-54-DC Series Airplanes Incorporating Brake Pressure Accumulators and All DC-4's up to Serial Number 43065. \n\n\tRework the hydraulic hand pump shutoff valve 5241991 by replacing the valve retainer, spring and plunger with a sleeve and new type packings. The existing P/N 5241991 and 4242103 are to be removed and Nos. 2343816-4 and 2343816-6 restamped on the valve assembly and valve body, respectively. Also, change placard at the hand pump shutoff valve control to read "brakes, cowl flaps, nose wheel steering and windshield wiper" in the forward position and "landing gear, wing flaps, and main accumulator" in the rear position. \n\n\t(Douglas Service Bulletin DC-4 No. 3, covers this same subject.)
48-17-03: 48-17-03\tSIKORSKY: Applies to Model S-51 Helicopters. \n\nCompliance required at each 800-hour inspection. \n\nIn order to preclude any malfunctioning of the main rotor gearbox due to the normal wear which may be expected to occur in the primary and secondary planet pinion shafts (Sikorsky P/N S-535524), these parts should be rotated 180 degrees or replaced by new parts after 800 hours of operation. If rotated, replacement by new parts should be made after an additional 800 hours. \n\n(Sikorsky Aircraft Service Information Circular No. 8 Revision "B" dated January 13, 1948, covers this same subject.) \n\n\n\nAD 48-17-03
2021-18-17: The FAA is superseding Airworthiness Directive (AD) 2012-21- 08, which applied to certain The Boeing Company Model 737-600, -700, - 700C, -800, and -900 series airplanes. AD 2012-21-08 required inspecting for part numbers of the operational program software (OPS) of the flight control computers (FCCs) and installing and testing an updated version of the FCC OPS. This AD was prompted by reports that during autopilot coupled instrument landing system (ILS) approaches, the airplane did not capture or track the glideslope correctly. This AD retains the requirement to inspect for part numbers of the OPS of the FCCs, and adds a new requirement to update the version of the FCC OPS if necessary. This AD also expands the applicability to include The Boeing Company Model 737-900ER series airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
90-22-03: 90-22-03 MCDONNELL DOUGLAS: Amendment 39-6769. Docket No. 90-NM-90-AD. \n\n\tApplicability: Model DC-10-10, -15, -30 (except KC-10A), and -40 series airplanes, as listed in McDonnell Douglas DC-10 Service Bulletin A28-196, dated March 30, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent valve fuel leakage into the wing outboard leading edge area and the possibility of localized in-flight or ground fire, accomplish the following: \n\n\tA.\tWithin 120 days after the effective date of this AD, and thereafter, at intervals not to exceed 12 months, inspect the manifold drain/outboard fill valves, Part Number AF18C-57, in accordance with the procedures described in McDonnell Douglas DC-10 Service Bulletin A28-196, dated March 30, 1990. If any valve has valve top displacement, prior to further flight, replace the valve with a new like or serviceable valve. Continue to perform the repetitive inspections required by this paragraph until the valves are replaced in accordance with the paragraph B. of this AD. \n\n\tB.\tWithin 24 months after the effective date of this AD, replace the manifold drain/outboard fill valves, Part Number AF18C-57, with new valves, Part Number AF18C-57A, in accordance with the procedures described in McDonnell Douglas DC-10 Service Bulletin A28-196, dated March 30, 1990. The replacement of Part Number AF18C-57 with Part Number AF18C-57A constitutes terminating action for 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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Inspector (PI), who will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance withFAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: DC-10 Technical Publications, C1-HDR (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6769, AD 90-22-03) becomes effective on November 19, 1990.