Results
2009-17-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The airbrake upper crossbeam on an airplane failed in-flight. The crossbeam failure caused damage to the rudder control system, resulting in loss of rudder control. Loss of rudder control will cause handling difficulties particularly during take-off, approach, and landing phases in cross winds. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
92-08-11: 92-08-11 BOEING: Amendment 39-8222. Docket No. 91-NM-212-AD.\n\n\tApplicability: Model 737-300, 737-400, and 737-500 series airplanes, and Model 757-200 series airplanes; equipped with TransAero P/N 91465 series single flight attendant seats identified in TransAero Service Bulletin No. 192, Revision C, dated August 12, 1991, certificated in any category. \n \n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent failure of the seat pans and possible injury to flight attendants, accomplish the following:\n\n\t(a)\tWithin 60 days after the effective date of this AD, inspect the front edge of the affected seat pans for areas of abnormal flexibility in accordance with paragraph C. of TransAero Service Bulletin No. 192, Revision C., dated August 12, 1991.\n\n\t\t(1)\tIf no damage is detected, repeat the inspection at intervals not to exceed 375 flight hours.\n\n\t\t(2)\tIf damage is detected, prior to further flight, accomplish either subparagraph (a)(2)(i) or (a)(2)(ii):\n\n\t\t\t(i)\tInstall a placard stating that the damaged seat is not to be occupied; or\n\n\t\t\t(ii)\tReplace the seat pan with a serviceable seat pan of the same part number, and continue to inspect thereafter at intervals not to exceed 375 flight hours in accordance with paragraph (a) of this AD.\n\n\t(b)\tWithin 18 months after the effective date of this AD, modify all single flight attendant seat pans in accordance with TransAero Service Bulletin No. 192, Revision C, dated August 12, 1991.\n\n\t(c)\tThe inspections required by paragraph (a) of this AD may be terminated upon accomplishing the modification described in TransAero Service Bulletin 192, Revision C, dated August 12, 1991.\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.\n\n\tNOTE: The request should be forwarded through anFAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO.\n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD.\n\n\t(f)\tThe inspection and modification shall be done in accordance with TransAero Service Bulletin No. 192, Revision C, dated August 12, 1991, which contains the following list of effective pages:\n\n\tPage number\tRevision level\tDate\n\n\tCover\tC\tAugust 12, 1991\n\n\tSheets i, ii,\tC\t(Not dated)\n\tand iii\n\n\tiv\t(None)\t(Not dated)\n\n\t1 - 24\t(None)\t(Not dated)\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 TransAero Industries, Inc., 502 North Oak Street, Inglewood, California 90302-2942. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; 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 May 29, 1992.
91-11-10: 91-11-10 MCDONNELL DOUGLAS: Amendment 39-7008. Docket No. 90-NM-249-AD. \n\n\tApplicability: Model DC-9-15F, -32F, -33F, and -34F series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent loss of control following the opening of the main deck cargo door, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, add the following procedure to the FAA-approved Airplane Flight Manual (AFM) Emergency Procedures. This may be accomplished by inserting a copy of this AD in the AFM. \n\nCARGO DOOR OPENS DURING FLIGHT \n\nMAIN CARGO DOOR OPENS AFTER TAKEOFF: \n\n\n\nSeries 15F\t\nSeries 32F, 33F, 34F \n\n\n\nDirectional Control.........................\nMaintain\nMaintain\n Landing Gear.................................\nUp\t\nUp \nFlaps..................................................\nTakeoff\t\n--- \nFlaps/Slats.......................................\n ---\t\nTakeoff\n Land as soon aspractical. \n\n\n\t \n\tNOTE: The airplane yaw to the right may require almost full left rudder and aileron inputs to correct. Left turns may be more controllable than right turns. Return to the runway should be accomplished with coordinated turns using very little bank (less than 20 degrees), and with speed appropriate to the flap/slat position. Loss of communication may result if the cargo door strikes the upper VHF antenna (try another radio). Do not change configuration until lined up for straight-in landing. \n\n\nMAIN CARGO DOOR OPENS DURING CLIMB, CRUISE, DESCENT, OR APPROACH: \n\n\nDirectional control:\nMaintain \t\nMaintain \t\n\n\nRapid decompression/emergency descent: \n\n\nAccomplish\n(if required)\nAccomplish \n(if required) \n\n\tNOTE: Do not exceed recommended structural damage airspeed during descent. \n\tAfter level-off, slow to minimum maneuvering speed. \n\tLand as soon as practical. Accomplish "on final approach" items. \n\nMAIN CARGO DOOR OPENS ON FINAL APPROACH: \n\n\nLanding Gear\nDown\nDown\nFlaps\n30°\n --- \nFlaps/Slats\n---\n25°/Ext \nIAS\nEstablish*\nEstablish* \n\n \t*Reduce to normal approach speed using normal wind additives. \n\n\tNOTE: There may be indicated airspeed and altitude variations due to disturbed airflow across the static ports. \n\n\tB.\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 Operations Inspector who may concur or comment then send it to the Manager, Los Angeles ACO. \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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Business Unit Manager, Technical Publications, C1-HCW (34-60). This information 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 (39-7008, AD 91-11-10) becomes effective on July 1, 1991.
88-24-06: 88-24-06 McDONNELL DOUGLAS: Amendment 39-6067. Applies to McDonnell Douglas Model DC-9-10 through -80 series, Model MD-88, and C-9 (Military) series airplanes, Fuselage Numbers 2 through 1510, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo preclude separation of the forward passenger or aft service door assist handle, accomplish the following: \n\n\tA.\tWithin 45 days after the effective date of this AD, inspect the forward entry and aft service doors assist handles and attachment hardware to ascertain if the proper assist handle retaining parts are installed and if the self-locking plate nuts retain appropriate locking torque, in accordance with the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A25-302, dated September 21, 1988. If any part is found to be improperly installed, replace prior to further flight, in accordance with the Service Bulletin. \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, 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 may add any comments and then send it to the Manager, Los Angeles 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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846; Attention: Director of Publications, C1-L00 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment, 39-6067, becomes effective December 2, 1988.
2009-24-12: The FAA is adopting a new airworthiness directive (AD) for Honeywell International Inc. LTS101 series turboshaft and LTP101 series turboprop engines with certain gas generator turbine discs installed. This AD requires reducing the life limits for certain gas generator turbine discs. This AD results from an error in a change to the engineering drawing for the gas generator turbine disc from which Honeywell manufactured 260 discs. We are issuing this AD to prevent rupture of the gas generator turbine disc, which could result in uncontained engine failure and damage to the aircraft.
85-01-07: 85-01-07 BOEING: Amendment 39-4983. Applies to Model 737 series airplanes certificated in all categories listed in Boeing Service Bulletin 737-57-1087, Revision 4, dated November 18, 1983. Unless previously accomplished, prior to the accumulation of 10,000 landings or within 180 days or 2500 flight cycles after the effective date of this AD, whichever occurs later, accomplish the following to detect cracking which may lead to failure of the body buttock line (BBL) 70.85 rib upper chord: \n\n\tA.\tVisually inspect the BBL 70.85 rib upper chord for cracks in accordance with Table I of the Flight Safety Addendum of Boeing Service Bulletin 737-57-1087, Revision 4, or later FAA approved revisions. Repeat the inspections at intervals not to exceed 5000 landings. \n\n\tB.\tVisually inspect the BBL 70.85 rib upper chord repair angles installed in accordance with Boeing Service Bulletin 737-57-1087, Revision 2, or earlier FAA approved revisions, for cracks in accordance with Table I of the Flight Safety Addendum of Boeing Service Bulletin 737- 57-1087, Revision 4 or later FAA approved revisions. Repeat the inspection at intervals not to exceed 5000 landings. \n\n\tC.\tIf cracks are detected, prior to further flight replace or repair cracked parts in accordance with Table I of the "Accomplishment Instructions" in Boeing Service Bulletin 737- 57-1087, Revision 4, or later FAA approved revisions; and continue the repetitive inspections of paragraph A., above, at intervals not to exceed 5000 landings. \n\n\tD.\tParts repaired in accordance with the "stop drilling" interim action (a) in Table I of the "Accomplishment Instructions" of Boeing Service Bulletin 737-57-1087, Revision 4, must be reinspected at intervals not to exceed 1500 landings and must be repaired in accordance with Part III or IV of Boeing Service Bulletin 737-57-1087, Revision 4, or later FAA approved revisions, within two years of the accomplishment of the interim repair. \n\n\tE.\tThe requirements of this AD areterminated if the Preventative Modification Part III or the Special Modification Part IV of the Accomplishment Instructions in Boeing Service Bulletin 737-57-1087, Revision 3, or later FAA approved revisions, is incorporated. \n\n\tF.\tAirplanes may be ferried to a maintenance base for repairs or replacement of parts in accordance with FAR 21.197 and 21.199 with prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tG.\tFor the purpose of this AD, and when approved by an FAA Maintenance Inspector, the number of landings may be computed by dividing each airplane's time in service by the operator's fleet average time from takeoff to landing for the aircraft type. \n\n\tH.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, Seattle, Washington. \n\n\tI.\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of an operator, if the request contains substantiating data to justify the adjustment period. \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 Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective February 25, 1985.
89-11-01: 89-11-01 BOEING: Amendment 39-6208. \n\tApplicability: Model 737-300 series airplanes not equipped with Electronic Flight Instrument System (EFIS), certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo preclude the possibility of loss of the primary attitude display to both pilots during Instrument Meteorological Conditions (IMC) or during extended range flight, accomplish the following: \n\n\tA.\tWithin 10 days after the effective date of this AD, inspect the Inertial Reference Units (IRU) installed to determine the part number and modification status. \n\n\t\t1.\tIf both are part number S242T101-103 and neither have Mod 6 implemented, add the following restriction to the Limitations Section of the FAA-approved Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD in the AFM: \n\n\t\t\ta.\t"Instrument approach conditions are restricted to a 1000 foot ceiling and 3 miles visibility." \n\n\t\t\tb.\t"No Extended Range Operations (ETOPS)." \n\n\t\t2.\tIf one IRU is part number S242T101-103 without Mod 6 implemented, and the other IRU either has Mod 6 or is an approved part number other than S242T101-103, add the following restriction to the Limitations Section of the FAA-approved Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD in the AFM: \n\n\t\t\ta.\t"Instrument approach minimums are restricted to a 200 foot Decision Height (DH) and 1800 Runway Visual Range (RVR), (Category I)." \n\n\t\t\tb.\t"No Extended Range Operations (ETOPS)." \n\n\t\t3.\tInstall a placard on the control cabin center instrument panel clearly defining the appropriate limitation applicable to each airplane, as required by paragraphs A.1. and A.2., above. A placard restricting ETOPS is not required if ETOPS has not been approved for the airplane. Placard wording and location shall be approved by an FAA Principal Operations Inspector (POI). \n\n\tB.\tThe limitations on each airplane, as requiredby paragraph A., above, shall remain in effect until both IRU's, P/N S242T101-103, have been modified in accordance with Honeywell Service Bulletin HG1050AD-34-04, dated December 1, 1987, or Honeywell Service Bulletin HG1050AD-34-03, Revision A, dated February 15, 1989, or have been replaced by IRU P/N S242T101-105. \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, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI) or Principal Operations Inspector (POI), as appropriate, who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base 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, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6208, AD 89-11-01) becomes effective on May 22, 1989.
90-26-09: 90-26-09 BOEING: Amendment 39-6835. Docket No. 90-NM-42-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Service Bulletin 727-53- 0084, Revision 4, dated August 2, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent loss of cabin pressurization due to delamination, cracking, and/or corrosion of fuselage skin circumferential joints, accomplish the following: \n\n\tA.\tWithin the next 15 months after the effective date of this AD, accomplish an external visual inspection in accordance with Part II.A. of the Accomplishment Instructions of Boeing Service Bulletin 727-53-0084, Revision 4, dated August 2, 1990, and a low frequency eddy current (LFEC) inspection in accordance with Part II.B. in the Accomplishment Instructions of the service bulletin. \n\n\t\t1.\tIf no corrosion is detected: \n\n\t\t\ta.\tRepeat the external visual inspection at intervals not to exceed 15 months; and \n\n\t\t\tb.\tRepeat theLFEC inspection at intervals not to exceed 30 months; and \n\n\t\t\tc.\tWithin 48 months after the effective date of this AD, conduct an internal close visual inspection in accordance with Part II.C. in the Accomplishment Instructions of the service bulletin. Repeat this inspection at intervals not to exceed 48 months. \n\n\t\t2.\tIf corrosion is detected, repair prior to further flight, in accordance with Part III of the Accomplishment Instructions of the service bulletin. \n\n\tB.\tWithin the next 3,000 landings or 30 months after the effective date of this AD, whichever occurs first, accomplish a high frequency eddy current (HFEC) inspection in accordance with Part II.D. of the Accomplishment Instructions of Boeing Service Bulletin 727- 53-0084, Revision 4, dated August 2, 1990. \n\n\t\t1.\tIf no cracking is detected, repeat the inspection at intervals not to exceed 4,000 landings or 48 months, whichever occurs first. \n\n\t\t2.\tIf cracking is detected, repair before further flight, in accordance with Part III in the Accomplishment Instructions of the service bulletin. \n\n\tC.\tIf the sealant has deteriorated but no cracking or corrosion is detected as a result of the inspections required by paragraphs A. and B. of this AD, reseal in accordance with Figure 5 or 6, as applicable, of Boeing Service Bulletin 727-53-0084, Revision 4, dated August 2, 1990. \n\n\tD.\tModification in accordance with Part III in the Accomplishment Instructions of Boeing Service Bulletin 727-53-0084, Revision 4, dated August 2, 1990, constitutes terminating action for the inspections required by this AD for the area modified. \n\n\tE.\tModification in accordance with Part IV in the Accomplishment Instructions of Boeing Service Bulletin 727-53-0084, Revision 4, dated August 2, 1990, constitutes terminating action for the inspections required by paragraph B. of this AD. \n\n\tF.\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\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6835, AD 90-26-09) becomes effective on January 22, 1991.
77-09-08: 77-09-08 DETROIT DIESEL ALLISON: Amendment 39-2889 as revised by Amendment 39-2907. Applies to 250-C20, C20B, C20C, B17, B17B engines. Compliance required within the next 30 calendar days after the effective date of this AD, unless already accomplished. To prevent engine power loss resulting from bleed valve diaphragm failure, accomplish the following: Clip lockwire and remove the exit nozzle P/N 6874818 from the bleed valve cover. Using a small screwdriver install strainer assembly P/N 6896347 in the valve cover exit port until it is fully seated. Install the exit nozzle in the bleed valve cover. Tighten to 35-45 lb. in. CAUTION: DO NOT EXCEED 45 LB. IN.; OVERTIGHTENING MAY DAMAGE THE STRAINER. Approximately 2-3 threads of the exit nozzle will be visible when the strainer assembly is seated fully in the bleed valve. If more than three threads are visible this modification must not be accomplished and bleed valve must be removed for overhaul. To clear the bleed valvecover passages of burrs and other particles, again remove the exit nozzle and strainer assembly from the valve cover. With the throttle at IDLE CUT OFF, motor the engine in excess of 10% rpm. Using a small screwdriver, reinstall the strainer in the valve cover exit port until it is fully seated. Reinstall the exit nozzle in the bleed valve cover. Tighten to 35-45 lb. in. CAUTION: DO NOT EXCEED 45 LB. IN.; OVERTIGHTENING MAY DAMAGE THE STRAINER. Approximately 2-3 threads of the exit nozzle will be visible when the strainer is fully seated in the bleed valve. Secure the exit nozzle with lockwire. (Detroit Diesel Allison Commercial Engine Bulletins No. 1116 for the 250-C20 series and No. 1071 for the 250-B17 series engines also pertain to this subject.) Amendment 39-2889 became effective June 10, 1977. This amendment 39-2907 becomes effective July 18, 1977.
73-10-05: 73-10-05 MCDONNELL DOUGLAS: Amdt. 39-1638. Applies to Model DC-10-10, DC-10-30, DC-10-30F and DC-10-40 airplanes. \n\n\tCompliance required as follows unless already accomplished: \n\n\t(A)\tWithin 1200 hours time in service after the effective date of this AD, for those aircraft not operated in flight more than 30 minutes flight time to a landing at a suitable airport as defined in FAR 121.197. \n\n\t(B)\tWithin 300 hours time in service after the effective date of this AD, for those aircraft operated in flight more than 30 minutes flight time to a landing at a suitable airport as defined in FAR 121.197. \n\n\tTo prevent hydraulic fluid loss in the rudder standby power hydraulic system loops from inducing an additional failure in an adjacent second hydraulic system and to maintain flight control system margin capability, accomplish the following: \n\n\t\t1.\tInstall restrictors in the inlet to the motor side of the nonreversible motor pumps per McDonnell Douglas Service Bulletin 29-40, dated January 9, 1973, or later FAA-approved revisions or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA, Western Region. \n\n\t\t2.\tModify hydraulic piping in the 2-1 nonreversible motor pump system per McDonnell Douglas Service Bulletin 29-46, dated March 9, 1973, or later FAA-approved revisions or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA, Western Region. \n\n\t\t3.\tIn order to prevent nonreversible motor pump cavitation, install a system approved by the Chief, Aircraft Engineering Division, FAA, Western Region, to provide inflight capability to shut off hydraulic flow to motor side of the nonreversible motor pumps. \n\n\tThis amendment becomes effective May 15, 1973.
88-01-05 R1: 88-01-05 R1 MCDONNELL DOUGLAS: Amendment 39-5816 as amended by Amendment 39-6015. Applies to McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, -40, and KC-10A (Military) series airplanes, fuselage numbers 1 through 400, certificated in any category. \n\n\tCompliance required as indicated unless previously accomplished. \n\n\tTo prevent inboard and outboard flap vane separation due to loose, broken or corroded primary (aft) attach bolts or nuts, accomplish the following: \n\n\tA.\tWithin 15 days after the effective date of Amendment 39-5816 (January 20, 1988), unless accomplished since June 6, 1987, inspect the flap vane primary (aft) attach bolts and nuts in accordance with the Phase I, Accomplishment Instructions, of McDonnell Douglas DC-10 Alert Service Bulletin No. A57-107, dated June 22, 1987. \n\n\tB.\tWithin 60 days after the effective date of this amendment, unless accomplished since June 6, 1987, and thereafter at intervals not to exceed two years, inspect the flap vane primary (aft) attach bolts and nuts in accordance with the Phase II, Accomplishment Instructions, of McDonnell Douglas DC-10 Alert Service Bulletin No. A57-107, Revision 1, dated June 26, 1987, or Revision 2, dated September 3, 1987. \n\n\tC.\tIf cracked, broken, or corroded bolts or nuts are found, during the inspections required by paragraphs A. or B., above, before further flight, replace with airworthy bolts and nuts, in accordance with Phase I or II, Accomplishment Instructions of McDonnell Douglas DC-10 Alert Service Bulletin No. A57-107, Revision 1, dated June 26, 1987, or Revision 2, dated September 3, 1987. \n\n\tD.\tReplacement of primary (aft) inboard and outboard flap vane attach bolts and nuts with Inconel bolts and A286 CRES nuts, in accordance with Phase III, Accomplishment Instructions of McDonnell Douglas DC-10 Alert Service Bulletin No. A57-107, Revision 1, dated June 26, 1987, or Revision 2, dated September 3, 1987, constitutes terminating action for the repetitive inspection requirement 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 may add any comments 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 information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). These documents maybe examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis Amendment, 39-6015, revises AD 88-01-05, Amendment 39-5816, effective January 20, 1988. \n\n\tThis Amendment, 39-6015, becomes effective October 21, 1988.
2009-16-14: The FAA is superseding an existing airworthiness directive (AD) that applies to certain Boeing Model 737-100, -200, -200C, -300, - 400, and -500 series airplanes. That AD currently requires repetitive inspections of the intercostal webs, attachment clips, and stringer splice channels for cracks; and corrective action if necessary. This new AD reduces the repetitive inspection intervals from 25,000 flight cycles to 6,000 flight cycles, and expands the inspection area for Model 737-200C series airplanes to include the area aft of the forward entry door. This AD results from additional reports of fatigue cracks. We are issuing this AD to detect and correct fatigue cracking of the intercostals on the forward and aft sides of the forward entry door, which could result in loss of the forward entry door and rapid decompression of the airplane.
76-19-06: 76-19-06 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (formerly SUD AVIATION: Amendment 39-2729. Applies to "Puma" Model SA-330F and SA-330G Helicopters incorporating main rotor blades P/N 330.A11.00.12 (all issues), certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent cracks in the spars of the main rotor blade and possible blade failure, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, install operating limitation placards on the instrument panel in full view of the pilot, setting forth the limitations specified in paragraphs (a)(1), (a)(2), and (a)(3) of this paragraph. (1) Collective Pitch Limitations: For gross weights between 14,800 and 15,400 pounds, do not exceed 13 degrees. For gross weights between 13,200 and 14,800 pounds, do not exceed 13.5 degrees at or below 6600 feet density altitude, and do not exceed 14 degrees when above 6600 feet density altitude. For gross weights below 13,200 pounds, do not exceed 14 degrees. (2) Airspeed Limitation: During descent, do not exceed 105% of the airspeed attained in level flight with the limit collective pitch of paragraph (a)(1) of this paragraph. (3) The collective pitch and airspeed limitations of paragraphs (a)(1) and (a)(2) of this paragraph do not apply to operations without cargo or passengers and with minimum required flight crew, provided no main rotor blade has accumulated more than 400 hours time in service since new. (b) Inspect the blade inspection method (B.I.M.) indicators of each main rotor blade, with the rotor stopped, at the following intervals: (1) For rotorcraft used in operations involving 4 or fewer landings per hour, inspect within 3.5 hours time in service after the effective date of this AD and thereafter continue to inspect at intervals not to exceed 3.5 hours time in service from the last inspection. (2) For rotorcraftused in operations involving more than 4 landings per hour, inspect within 1.5 hours time in service after the effective date of this AD and thereafter continue to inspect at intervals not to exceed 1.5 hours time in service from the last inspection. (c) If, as a result of any inspection required by paragraph (b) of this AD, the color of the B.I.M. indicator is red, replace the blade with a serviceable blade of the same part number prior to further flight. This amendment becomes effective October 4, 1976.
76-07-07: 76-07-07 CESSNA: Amendment 39-2568. Applies to Model 421C (Serial Numbers 421C0003 thru 421C0052 (except 421C0008, 421C0017, 421C0019, 421C0026, 421C0039, 421C0045, 421C0046 and 421C0048) airplanes. Compliance: Required as indicated, unless already accomplished. To prevent leakage of fuel and an engine nacelle fire: A) Prior to the next and each subsequent flight, accomplish the following: 1. Visually inspect the P/N S1129-03-0304 hose assembly located in the right hand engine nacelle (see Item No. 63 in the 1976 Cessna Model 421C Parts Catalog, Pages 7-10, Fig. 1) in the area where this hose assembly routes under the exhaust manifold near the waste gate "Y". 2. Should whitening or general deterioration of the fire sleeve around the hose be noted, remove the sleeve and visually inspect the hose for hardening, cracks, seepage, etc. If any of these conditions are noted, replace this hose with a new hose routed so that a minimum of four inches between anyexhaust system surface and the hose is maintained. If the hose is satisfactory, install a new fire sleeve or reinstall the existing fire sleeve so that the whitened or deteriorated area of the sleeve is not in the original location on the hose. Except for those aircraft utilized in air carrier service, the inspection of the fire sleeve for whitening or deterioration may be accomplished by a holder of a pilot's certificate issued under Part 61 of the Federal Aviation Regulations on any aircraft owned or operated by him. If the whitened or deteriorated condition is noted, the inspection of the hose and the correction of any unsatisfactory conditions found must be accomplished by a certificated powerplant mechanic. 3. An equivalent hose assembly may be field fabricated and installed if a factory hose is unavailable. B) Within 25 hours' time in service after the effective date of this AD, replace the original P/N S1129-3-0304 hose assembly or any hose assembly installed perthe above, with Cessna P/N 5100109-56 steel line as specified in Cessna Service Kit SK421-69. C) When Paragraph B has been accomplished, Paragraph A is no longer applicable. D) Any alternate means of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective April 12, 1976, to all persons except those to whom it was made effective earlier by air mail letter issued March 5, 1976.
94-10-05: 94-10-05 BOEING: Amendment 39-8912. Docket 94-NM-59-AD.\n\n\tApplicability: Model 747 series airplanes; equipped with Pratt & Whitney JT9D-3 and -7 series engines (does not apply to -70 series engines); certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent complete migration of the forward lower engine mount bolt out of the joint, which could result in the separation of the engine from the strut, accomplish the following:\n\n\t(a)\tFor all applicable airplanes: Within 60 days after the effective date of this AD, visually inspect the forward lower engine mount for migration of the forward lower engine mount bolts, both transverse and forward-aft, in accordance with Boeing Alert Service Bulletin 747-71A2269, dated April 14, 1994 (hereafter referred to as "the service bulletin"). The maximum gap for the transverse bolt and the forward-aft bolt in the joint is 0.06 inch; a bolt is considered to have migrated if the gap exceeds this value. Prior to further flight, accomplish the requirements of either paragraph (b) or (c) of this AD, as applicable.\n\n\t(b)\tFor airplanes not equipped with a steel retention bracket installed in accordance with Boeing Service Bulletin 747-71-2192 or its production equivalent, accomplish the following:\n\n\t\t(1)\tIf the inspection required by paragraph (a) of this AD indicates that the bolt has not migrated, accomplish paragraphs (b)(1)(i) and (b)(1)(ii) of this AD:\n\n\t\t\t(i)\tPrior to further flight, perform a torque check of the nut in accordance with the service bulletin. If the torque is outside of the range specified in the service bulletin, prior to further flight, replace the nut with a new nut having part number NAS1805 and associated washer.\n\n\t\t\t(ii)\tRepeat the inspection for migration of bolts with nuts having part number BACN10JC at intervals not to exceed 2,100 flight hours. Repeat the inspection for migration of bolts with nuts having part number NAS1805 at intervals not to exceed 3,200 flight hours.\n\n\t\t(2)\tIf the inspection required by paragraph (a) of this AD indicates that the bolt has migrated, accomplish paragraph (b)(2)(i) of this AD, and either paragraph (b)(2)(ii) or paragraph (b)(2)(iii), as applicable:\n\n\t\t\t(i)\tPrior to further flight, remove the nut and replace it with a new nut having part number NAS1805 and associated washer, in accordance with the service bulletin. Thereafter, repeat the inspection for migration of these bolts at intervals not to exceed 3,200 flight hours.\n\n\t\t\t(ii)\tExcept as provided by paragraph (b)(2)(iii) of this AD: Prior to further flight, remove the bolt and visually inspect it for damage, in accordance with Part V of the service bulletin; and visually inspect the bolt bushings for damage, in accordance with Part III of the service bulletin. If the bolt is damaged, prior to further flight, replace the bolt with a new bolt having the same part number. If the bushings are damaged, prior to furtherflight, replace the bushings.\n\n\t\t\t(iii)\tThe inspections of the bolt and bolt bushings required by paragraph (b)(2)(ii) of this AD may be deferred for a maximum of 3,200 flight hours, provided that all of the following apply:\n\n\t\t\t\t(A)\tThe bolt is visually inspected for thread damage as described in Part IV of the service bulletin and no damage is found; and\n\n\t\t\t\t(B)\tThe nut threads are still fully engaged with the bolt; and\n\n\t\t\t\t(C)\tThe migrated bolt has not contacted adjacent structure or systems; and\n\n\t\t\t\t(D)\tThe bolt is repositioned back to clamp-up position, as described in Part IV of the service bulletin.\n\n\t(c)\tFor airplanes equipped with a steel retention bracket installed in accordance with Boeing Service Bulletin 747-71-2192 or its production equivalent, accomplish the following:\n\n\t\t(1)\tIf the inspection required by paragraph (a) of this AD indicates that the bolt has not migrated, accomplish paragraphs (c)(1)(i) and (c)(1)(ii) of this AD:\n\n\t\t\t(i)\tPrior to further flight, ensure that the washer on the nut side does not rotate freely. If the washer rotates freely, prior to further flight, replace the nut with a new nut having part number NAS1805 and associated washer.\n\n\t\t\t(ii)\tRepeat the inspection for migration of bolts with nuts having part number BACN10JC at intervals not to exceed 3,200 flight hours. Repeat the inspection for migration of bolts with nuts having part number NAS1805 at intervals not to exceed 6,000 flight hours.\n\n\t\t(2)\tIf the inspection required by paragraph (a) of this AD indicates that the bolt has migrated, accomplish paragraph (c)(2)(i) of this AD, and either paragraph (c)(2)(ii) or paragraph (c)(2)(iii), as applicable:\n\n\t\t\t(i)\tPrior to further flight, remove the nut and replace it with a new nut having part number NAS1805 and associated washer, in accordance with the service bulletin. Thereafter, repeat the inspection for migration of these bolts at intervals not to exceed 6,000 flight hours.\n\n\t\t\t(ii)\tExceptas provided by paragraph (c)(2)(iii) of this AD: Prior to further flight, remove the bolt and visually inspect it for damage, in accordance with Part V of the service bulletin; and visually inspect the bolt bushings for damage, in accordance with Part III of the service bulletin. If the bolt is damaged, prior to further flight, replace the bolt with a new bolt having the same part number. If the bushings are damaged, prior to further flight, replace the bushings.\n\n\t\t\t(iii)\tThe inspections of the bolt and bolt bushings required by paragraph (c)(2)(ii) of this AD may be deferred for a maximum of 3,200 flight hours, provided that all of the following apply:\n\n\t\t\t\t(A)\tThe bolt is visually inspected for thread damage, as described in Part IV of the service bulletin, and no damage is found; and\n\n\t\t\t\t(B)\tThe nut threads are still fully engaged with the bolt; and\n\n\t\t\t\t(C)\tThe migrated bolt has not contacted adjacent structure or systems; and \n\n\t\t\t\t(D)\tThe bolt is repositioned backto clamp-up position, as described in Part IV of the service bulletin.\n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO). 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(e)\tSpecial flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 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 actions shall be done in accordance with Boeing Alert Service Bulletin 747-71A2269, dated April 14, 1994. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. 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(g)\tThis amendment becomes effective on May 31, 1994.
85-12-51: 85-12-51 BOEING: Amendment 39-5104. Applies to Model 737-100 and -200 series airplanes equipped with Plessey Type 8240 Mark 1, 2, or 3 boost pumps and certificated in any category. \n\n\tTo prevent engine flameouts during climb, accomplish the following, unless already accomplished: \n\n\t1.\tBefore further flight ensure that the fuel being used is one of the following types: \n\n\t\to\tJet A or A1 conforming to specification ASTM-D-1655; or \n\t\to\tJP-5 conforming to MIL-T-5624. \n\n\t2.\tWithin 48 hours incorporate the following information into the Limitations Section of the Airplane Flight Manual and provide to crews: \n\n\t\t"The only approved fuels are Jet A and A1 conforming to Specification ASTM- D-1655, and JP-5 conforming to MIL-T-5624." \n\n\t3.\tAlternate means of compliance 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\tNOTE: Compliance with Paragraph 2. of this directive may be effected by including a copy of this AD in the Airplane Flight Manual and Operating Manual. \n\n\tThis amendment becomes effective August 6, 1985. It was effective earlier to all recipients of telegraphic AD T85-12-51, issued June 13, 1985, which contained this amendment.
2009-24-15: We are adopting a new 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: It was noticed on assembly line an elongation of bolts connecting power leads on R700 and R701 shunts. An incorrect tightening torque value is likely to be the cause of the elongation. This condition, if left uncorrected could lead to heating, electrical arcing or smokes and could result in an in-flight loss of electrical power. We are issuing this AD to require actions to correct the unsafe condition on these products.
2009-16-01: 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: A failure mode has been identified that can lead to loss of a nose wheel. Any combination of excessive wear and/or adverse tolerances on the axle inner cone, outer cone or wheel hub splined sleeve cones can result in the loss of the critical gap between the inner flange face of the wheel outer cone and the axle end face. If this gap is lost, it can result in the wheel having free play along the length of the axle. This condition, if not corrected, can result in breakage of the wheel nut lock plate leading to unscrewing of the wheel retention nut and subsequent separation of the nose wheel from the landing gear axle. * * * * * We are issuing this AD torequire actions to correct the unsafe condition on these products.
2009-24-08: We are adopting a new airworthiness directive (AD) for certain Boeing Model 777-200, -200LR, -300, and -300ER series airplanes. This AD requires inspections for scribe lines in the skin along lap joints, butt joints, certain external doublers, and the large cargo door hinges; and related investigative and corrective actions if necessary. This AD results from reports of scribe lines found at lap joints and butt joints, around external doublers, and at locations where external decals had been removed. We are issuing this AD to detect and correct scribe lines, which can develop into fatigue cracks in the skin. Undetected fatigue cracks can grow and cause sudden decompression of the airplane.
2009-03-05: We are adopting a new 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: PW206 and PW207 compressor turbine (CT) disc bore areas may experience impact damage resulting from bending or fracture of the CT disc retaining nut. Damage of the CT disc bore area can reduce LCF capabilities of the CT disc, resulting in disc fracture. We are issuing this AD to prevent damage to the CT disc bore area, which could result in possible uncontained failure of the engine and damage to the helicopter.
90-22-04: 90-22-04 BOEING: Amendment 39-6776. Docket No. 90-NM-123-AD. \n\n\tApplicability: Model 767 series airplanes, equipped with BF Goodrich escape slides or slide/rafts identified in BF Goodrich Service Bulletin 25-212, dated October 27, 1989, certificated in any category. \n\n\tCompliance: Required within the next 20 months after the effective date of this AD, unless previously accomplished. \n\n\tTo provide satisfactory reliability of the evacuation system, accomplish the following: \n\n\tA.\tModify the escape slides and slide/rafts in accordance with BF Goodrich Service Bulletin 25-212, dated October 27, 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 (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\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 documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes Group, P.O. Box 3707, Seattle, Washington 98124; and BF Goodrich Company, Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6776, AD 90-22-04) becomes effective on November 21, 1990.
77-19-07: 77-19-07 BEECH: Amendment 39-3042. Applies to all Beech 18 series airplanes, including all military counterparts thereof and those Beech 18 series airplanes modified in accordance with supplemental type certificates. \n\n\tCOMPLIANCE: Required as indicated unless already accomplished as specified below. \n\n\tTo detect any cracking of the pilot's and copilot's control column and the elevator control arm assembly, within 30 days after the effective date of this AD and each 300 hours time-in- service or 12 calendar months thereafter, whichever occurs first, accomplish the following in accordance with Beechcraft Service Instructions No. 0889-155 or later approved revisions and in accordance with the additional requirements of Paragraph A. below: \n\n\tA.\tReferring to Figure 1 of this AD inspect the areas identified as "A" and "B" on the pilot's and copilot's control column assembly for cracks using visual and either magnetic particle, or penetrant procedures. Repair or replace any cracked control column components, using airworthy parts, prior to the next flight. \n\n\tB.\tReferring to Figure 1 of this AD inspect the Beech P/N 187504 elevator control arm assembly for cracks using penetrant procedures. Special attention should be given to the area around the taper pins. Replace any cracked P/N 187504 elevator control arm with an airworthy component prior to the next flight. \n\n\tC.\tWithin one week after any crack is found during the above-noted inspections, submit a written report to the FAA via an FAA M or D Report (FAA Form 8330-2) or a letter to Chief, Engineering and Manufacturing Branch (ACE-210), FAA, 601 East 12th Street, Kansas City, Missouri 64106. This report must include identification of the part that is cracked, the length and location of each crack, hours total time-in-service on the cracked component, and the aircraft serial number. (Reporting approved by Office of Management and Budget under OMB No. 04-R0174.) \n\n\tD.\tAircraft may be flown in accordance with FAR 21.197 to a base where this AD can be accomplished. \n\n\tE.\tThe interval for the repetitive inspections set forth in this AD may be extended 30 hours up to a maximum of 330 hours time-in-service or, if applicable, one calendar month up to a maximum of 13 calendar months to allow compliance at previously scheduled maintenance periods. \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 on September 29, 1977\n.
78-07-07: 78-07-07 HAWKER SIDDELEY AVIATION, LIMITED: Amendment 39-3170. Applies to Model DH/BH/HS-125 airplanes, certificated in all categories, all series, up to and including the 700A series, but excluding all 700A series airplanes except S/N 0201, 0202, 0203, and 0204, and also excluding S/N 25/025. Compliance is required as indicated, unless already accomplished. To prevent possible lightning strike damage to the radome which could result in loss of the radome, within the next 150 hours time in service after the effective date of this AD, remove the lightning diverter strips from the radome and install new diverter strips in accordance with the section entitled "Accomplishment Instructions" and associated drawings of Hawker Siddeley Aviation, Limited, Modification Service Bulletin 53-50(2626), dated August 26, 1977, including Revision 1 (pages 1, 5, 6, and 8) dated October 4, 1977, or an FAA-approved equivalent. This amendment becomes effective May 3, 1978.
76-07-08: 76-07-08 DEHAVILLAND: Amendment 39-2571. Applies to all DHC-6 aircraft fitted with Canadian Aircraft Products float models 12000, 12000A or 12000B modified for water bombing operation in accordance with Field Aviation Company, Ltd. Drawing Number 84193. It has been found that water has been inadvertently entering the water compartments of the aforementioned CAP float models and creating a hazardous condition by exceeding the maximum allowable gross weight with passengers on board. Compliance required prior to next flight. All aircraft affected by this Airworthiness Directive are no longer eligible for the carriage of passengers or cargo. Post on the dashboard in full view of the pilot a placard reading "Aircraft Restricted to One Crew Member and Cargo (water) Only in Floats." The restriction imposed by this Airworthiness Directive may be removed by the incorporation of an acceptable modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective April 12, 1976.
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.