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92-27-13: 92-27-13 BOEING: Amendment 39-8448. Docket 92-NM-123-AD. Supersedes AD 92-05-01, Amendment 39-8180. \n\n\tApplicability: Model 747-400 series airplanes; having line numbers 696 to 843, 845 to 850, 852 to 870, 872 to 875, 877, 880 to 884, and 887; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent fire within the engine strut, accomplish the following: \n\n\t(a)\tFor airplanes having line numbers 696 through 734, inclusive: Within 10 days after February 18, 1992 (the effective date of AD 91-20-51, amendment 39-8152), inspect the electrical power feeder cables and the engine fuel supply tube in engine struts two and three for damage or chafing and minimum clearance of 0.375 inch, in accordance with Boeing Alert Service Bulletin 747-24A2168, dated September 24, 1991, or Revision 1, dated December 5, 1991. If damage is found or if clearance is not within the specified limits, prior to further flight, repair any damage in accordance with that service bulletin, and relocate the electrical power feeder cables so that the clearance is more than 0.375 inch. Repeat this inspection at the intervals specified in either paragraph (a)(1) or (a)(2) of this AD, as applicable: \n\n\t\t(1)\tIf the clearance is less than 0.75 inch, repeat the inspection at intervals not to exceed 500 flight hours. \n\n\t\t(2)\tIf the clearance is 0.75 inch or greater, repeat the inspection at intervals not to exceed 1,000 flight hours. \n\n\t(b)\tFor airplanes having line numbers 735 to 843, 845 to 850, 852 to 870, 872 to 875, 877, 880 to 884, and 887: Within 30 days after March 13, 1992 (the effective date of AD 92-05-01, amendment 39-8180), inspect the electrical power feeder cables and engine fuel supply tube in engine strut number three for damage or chafing and minimum clearance of 0.375 inch, in accordance with Boeing Alert Service Bulletin 747-24A2168, Revision 1, dated December 5, 1991. If damage is detected or if clearance is not greater than the specified limits, prior to further flight, repair any damage in accordance with that service bulletin, and relocate the electrical power feeder cables so that the clearance is more than 0.375 inch. Repeat this inspection at the intervals specified in either paragraph (b)(1) or (b)(2) of this AD, as applicable: \n\n\t\t(1)\tIf the clearance is less than 0.75 inch, repeat the inspection at intervals not to exceed 500 flight hours. \n\n\t\t(2)\tIf the clearance is 0.75 inch or greater, repeat the inspection at intervals not to exceed 1,000 flight hours. \n\n\t(c)\tWithin 12 months after the effective date of this AD, modify the electrical power feeder cable installation in engine struts two and three, in accordance with Phase II of Boeing Alert Service Bulletin 747-24A2168, Revision 1, dated December 5, 1991, or Revision 2, dated September 24, 1992. Once this modification is accomplished, ensure that a minimum clearance of 0.75 inch exists between the bridge bracket (installed as part of the modification) and the adjacent bleed duct. Accomplishment of this modification constitutes terminating action for the inspections required by paragraphs (a) and (b) of this AD. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\tNOTE: Any previously approved alternative method of compliance with AD 92-05-01 continues to be considered as an approved alternative method of compliance with this AD. \n\n\t(e)\tSpecial flight permits may be issued in accordancewith 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 inspections and modifications shall be done in accordance with Boeing Alert Service Bulletin 747-24A2168, dated September 24, 1991; Boeing Alert Service Bulletin 747- 24A2168, Revision 1, dated December 5, 1991; or Boeing Alert Service Bulletin 747-24A2168, Revision 2, dated September 24, 1992; as applicable. Boeing Alert Service Bulletin 747- 24A2168, Revision 2, dated September 24, 1992, contains the following list of effective pages: \n\n\nPage Number\nRevision Level\nShown on Page \nDate \nShown on Page \n1-3, 5, 10-12, \n 14-18,\t\n\n1\n\nSeptember 5, 1991* \n4, 6-7, 13, 19\n2\nSeptember 24, 1992 \n8-9\t\n(None)\t\nDecember 5, 1991 \n\n\t(*The dates shown on pages indicating "REV 1" do not match the date of issuance of Revision 1 of this service bulletin.) \n\nThis incorporation by reference of Boeing Alert Service Bulletin 747-24A2168,Revision 2, dated September 24, 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 Boeing Alert Service Bulletin 747-24A2168, dated September 24, 1991, was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of February 18, 1992 (57 FR 3928, February 3, 1992). The incorporation by reference of Boeing Alert Service Bulletin 747-24A2168, Revision 1, dated December 5, 1991, was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of March 13, 1992 (57 FR 6665, February 27, 1992). Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\tThis amendment 39-8448, AD 92-27-13, supersedes AD 92-05-01, amendment 39-8180, which superseded AD 91-20-51, amendment 39-8152. \n\n\t(g)\tThis amendment becomes effective on March 1, 1993.
2022-07-12: The FAA is superseding Airworthiness Directive (AD) 2021-02- 20, which applied to certain H[eacute]licopt[egrave]res Guimbal (HG) Model Cabri G2 helicopters. AD 2021-02-20 required initial and repetitive inspections of certain rotating and non-rotating scissor fittings, and depending on the results, replacing the affected assembly. AD 2021-02-20 also prohibited installing certain main rotor hubs (MRHs) and swashplate guides unless the initial inspection was accomplished. This AD was prompted by a report of a crack in a rotating scissor fitting. This AD retains certain requirements of AD 2021-02-20, and requires installation of newly designed parts, provides a terminating action for the initial and repetitive inspections, and revises the applicability. This AD also extends the repetitive inspection interval and prohibits installing certain MRHs and swashplate guides. The FAA is issuing this AD to address the unsafe condition on these products.
91-02-01: 91-02-01 BOEING: Amendment 39-6855. Docket No. 90-NM-277-AD. \n\n\tApplicability: Model 757 series airplanes equipped with Pratt & Whitney engines, as listed in Boeing Alert Service Bulletin 757-29A0038, Revision 1, dated November 8, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the possibility of fuel leakage in the engine strut, accomplish the following: \n\tA.\tWithin 45 days after the effective date of this AD, accomplish the following in accordance with Boeing Alert Service Bulletin 757-29A0038, Revision 1, dated November 8, 1990: \n\n\t\t1.\tVisually inspect the retainer channel and fuel tubing within the engine strut for damage. If any damage is detected, repair prior to further flight. \n\n\t\t2.\tReplace the aluminum retainer channel at station 179 with an inconel retainer channel. \n\n\tB.\tWithin 30 days after accomplishing the inspection required by paragraph A. of this AD, submit a report of inspection findings from those inspections from which it was determined that the aluminum tube support retainer channel was damaged, to the Manager, Seattle Aircraft Certification Office, 1601 Lind Avenue S.W., Renton, Washington 98055-4056; rapid fax: (206) 227-1181. \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 information from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6855, AD 91-02-01) becomes effective on January 22, 1991.
93-08-04: 93-08-04 BOEING: Amendment 39-8551. Docket 92-NM-168-AD. \n\n\tApplicability: Model 737-100, -200, and -200C series airplanes, as listed in Section 4 and Appendices A.4 and B.4 of Boeing Document D6-38505, "Aging Airplane Service Bulletin Structural Modification and Inspection Program," Revision F, dated April 23, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously.\n \n\tTo prevent degradation of the structural capability of the airplane, accomplish the following: \n\n\t(a)\tAccomplish the inspections specified in Section 4 and Appendices A.4 and B.4 of Boeing Document D6-38505, "Aging Airplane Service Bulletin Structural Modification and Inspection Program," Revision F, dated April 23, 1992, within the times specified in paragraph (b) of this AD, and thereafter at intervals not to exceed those specified in the Boeing Document for each inspection. \n\n\t(b)\tThe maximum initial inspection times for the inspections contained in Section 4 and Appendices A.4 and B.4 of Boeing Document D6-38505, "Aging Airplane Service Bulletin Structural Modification and Inspection Program," Revision F, dated April 23, 1992, shall be the later of the times specified in either paragraph (b)(1) or (b)(2) of this AD: \n\n\t\t(1)\tThe threshold for inspection time for the inspection specified in the Boeing Document, measured as a total (flight cycles, time-in-service, as appropriate) accumulated on the airplane; or \n\n\t\t(2)\tThe phase-in period for the inspection specified in the Boeing Document, measured from a date 15 months after the effective date of this AD. \n\n\tNOTE: The "phase-in period," for the purposes of this AD, is defined as the allowable period to accomplish the initial inspection when the required threshold specified in paragraph (b)(1) of this AD is imminent or has elapsed. \n\n\t(c)\tIf any of the discrepant conditions identified in the service bulletins are found as a result of the inspections required by this AD, thecorresponding corrective action specified in the service bulletins must be accomplished prior to further flight. \n\n\t(d)\tThe terminating action for each inspection required by paragraph (a) of this AD consists of the accomplishment of the modification specified in the corresponding service bulletin. \n\n\t(e)\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, Seattle 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, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(f)\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(g)\tThe inspections shall be done in accordance with Boeing Document No. D6- 38505, "Aging Airplane Service Bulletin Structural Modification and Inspection Program," Revision F, dated April 23, 1992, which contains the following list of effective pages: \n\n\nPage Number\nRev Sym\nShown on Page\nDate \nShown on Page \na\nF\nApril 23, 1992 \nc, d.4, d.5,\t\t\nd.6, e, 2.0.1, \n2.0.2, 3.0.1, \n3.1.3, 3.2.1, \n3.2.2, 3.2.3, \n3.2.4, 3.3.1, \n4.0.1, 4.1.1, \n4.1.2, 4.2.1, \n4.2.2, 5.1.1, \n5.1.2, 5.1.3, \n5.1.4, 5.1.5, \n5.1.6, B.1.1, \nB.1.2, B.2.1, \nB.3.1, B.4.1 \nF\n(These pages are not dated) \nb, d.3, 3.1.1,\t\t\nA.1.1, A.1.2, \nA.2.1, A.3.1, \nA.4.1 \nE\n(These pages are not dated) \nd.1, 3.1.2,\t\t\n3.2.5, 3.3.2, \n3.4.1 \nB\n(These pages are not dated) \nd.2, f, 3.4.2,\t\t \n3.5.1, 5.0.1 \nC\n(These pages are not dated)\n1.0.1, 1.0.2,\t\nblank\t\n(These pages are not dated) \n\t1.0.3 \n\nThis incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(h)\tThis amendment becomes effective on May 27, 1993.
2009-01-08: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Airbus Model A300, A310, and A300-600 series airplanes. That AD currently requires repetitive detailed visual inspections to detect cracks in the pylon thrust and sideload fitting of the wing, and replacement of any cracked pylon thrust and sideload fitting with a new fitting. This new AD reduces the threshold and repetitive intervals for the detailed inspection for certain airplanes and reduces the applicability of the existing AD. This AD results from issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. We are issuing this AD to detect and correct cracks in the pylon thrust and sideload fitting of the wing, which could result in reduced structural integrity of the airplane.
91-11-03: 91-11-03 MCDONNELL DOUGLAS: Amendment 39-6999. Docket No. 90-NM-287-AD. Supersedes AD 90-22-05. \n\n\tApplicability: Model DC-9-80 (MD-80) series airplanes and Model MD-88 airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent passenger service unit (PSU) oxygen doors from being jammed closed, accomplish the following: \n\n\tA.\tWithin 45 days after November 5, 1990 (the effective date of Amendment 39- 6780, AD 90-22-05), and thereafter at intervals not to exceed 45 days, inspect all PSU oxygen doors for proper closure, in accordance with McDonnell Douglas Alert Service Bulletin A25-315, Revision 1, dated August 24, 1990. \n\n\tB.\tAny jammed PSU oxygen doors found during the inspection required by paragraph A. of this AD must be readjusted prior to further flight, in accordance with Phase I of paragraph 2 of the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A25-315, Revision 1, datedAugust 24, 1990. \n\n\tC.\tWithin 12 months after the effective date of this AD install PSU oxygen door stops in accordance with Phase II of paragraph 2 of the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A25-315, Revision 1, dated August 24, 1990. Such installation constitutes terminating action for the repetitive inspections required by paragraph A. 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, Los Angeles 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, Los Angeles ACO. \n\n\tNOTE: Previously granted approval for an alternative method of compliance to AD 90- 22-05 also constitutes approval for this AD. \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 McDonnell Douglas Corporation, Post Office Box 1771, Long Beach, California 90801, Attn: Business Unit Manager, Technical Publications, C1-HCW (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 supersedes Amendment 39-6780, AD 90-22-05. \n\n\tThis amendment (39-6999, AD 91-11-03) becomes effective on June 24, 1991.
2022-07-01: The FAA is superseding Airworthiness Directive (AD) 2020-23- 07, which applied to certain Leonardo S.p.a. Model AB139 and AW139 helicopters. AD 2020-23-07 required removing certain life raft reservoirs (reservoirs) from service, inspecting the reservoirs and actuator cables, and depending on the inspection results, replacing the reservoir or adjusting the actuator cable. This AD was prompted by the inadvertent activation and deployment of an emergency life raft while the helicopter was in flight. This AD retains the requirements of AD 2020-23-07, and requires expanding the required actions to include additional serial-numbered reservoirs, and updates applicable service information. The FAA is issuing this AD to address the unsafe condition on these products.
2010-11-06: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The results of full scale fatigue tests being conducted by the manufacturer have shown the need for inspection of critical fastener holes in the stub wing upper front spar cap, near the wing strut attachment. We are issuing this AD to require actions to correct the unsafe condition on these products.
98-10-03: This amendment supersedes an existing airworthiness directive (AD) 97-21-09, applicable to Allison Engine Company Model 250-C47B turboshaft engines, that currently requires replacing the engine main electrical harness assembly with an improved assembly, installing a new hydromechanical unit (HMU) and electronic control unit (ECU), removing the placard notifying the pilot that the overspeed protection system is disabled, and revising the Bell Helicopter Textron, A Division of Textron Canada Ltd. (BHTC), Model 407 Rotorcraft Flight Manual (RFM). This amendment continues the requirements of the current AD, but adds the requirement to install ECUs with improved resistance to corrosion. This amendment is prompted by reports of ECUs with annunciated hard faults due to corrosion on internal connectors. The actions specified by this AD are intended to prevent uncommanded inflight engine shutdowns, which can result in autorotation, forced landing, and possible loss of the helicopter.
2022-06-12: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model SA330J helicopters. This AD was prompted by a review of Model EC225LP helicopter data that revealed potential tightening torque loss of the attachment screws of the upper deck fittings of the three main gearbox (MGB) suspension bars. Due to design similarities, the MGB right-hand (RH) rear fittings and MGB RH rear fitting attachment screws on Model SA330J helicopters could also be affected. Additional analysis confirmed that the service life limit (life limit) (SLL) for these affected MGB RH rear fittings needs to be reduced for helicopters on which these affected parts were operated concurrently with metallic main rotor blades installed. This AD requires determining the damage value and SLL of each affected MGB RH rear fitting, replacing each affected MGB RH rear fitting with a new part, and replacing the MGB RH rear fitting attachment screws, 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.