Results
2021-03-09: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 727 series airplanes. This AD was prompted by a determination that excessive sealant coating on internal wing Structural Significant Items (SSIs) may not reveal cracks during inspections required by AD 98-11-03 R1. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate inspections that will give no less than the required damage tolerance rating (DTR) for certain SSIs of the wing. This AD also requires repetitive inspections for cracking of the affected SSIs and repair if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2002-14-24: This amendment adopts a new airworthiness directive (AD), applicable to certain Cessna Model 650 airplanes, that requires a one-time inspection of the side brace mechanism assemblies of the left and right main landing gears (MLG) to detect any incorrect part number, and corrective actions if necessary. This action is necessary to prevent inadvertent disengagement of the locking mechanism of the side brace mechanism assembly, which could lead to collapse of the respective MLG, and result in a gear-up landing and possible injury to passengers and crew. This action is intended to address the identified unsafe condition.
80-09-11: 80-09-11\tTELEDYNE CONTINENTAL MOTORS: Amendment 39-3763. Applies to Model GTSIO-520 series engines overhauled by AAR Western Skyways, Inc. \n\tTo prevent the possible separation of the starter torsional damper from the starter gear shaft and subsequent damage to critical components in the engine nacelle, accomplish the following: \n\ta.\tPrior to next flight: \n\t\t1.\tRemove engine cowling to the extent that the rear of the engine, where the starter and/or starter adapter are installed, can be seen. \n\t\t2.\tInspect the locking device at the outboard end of the starter gear shaft, which secures the torsional damper (see Figure I) for proper installation of all required parts. There must be a snap ring (TCM P/N 502171), a nut lock key (TCM P/N 632980), a compression spring (TCM P/N 628311) and a Marsden slotted hex nut (TCM P/N 632979) installed. \n\t\t3.\tIf all of the parts (in 2. above) are installed correctly, no further action is required. \n\tb.\tIf all the parts (in a.2. above) are not installed or are of the incorrect part, accomplish the following: \n\t\t1.\tPrior to the next flight and within every 25 hours engine operating time thereafter until all correct parts are installed, check the torque on the existing hexagon nut on the starter gear shaft to 180-220 foot pounds. For installations incorporating a compressor sheave for air conditioner drive, the hex nut must be checked for a torque of 195-235 foot pounds. \n\t\t2.\tWithin 100 hours engine operating time after the effective date of this AD, install all correct parts in accordance with TCM overhaul manual instructions. \n\tParts may be obtained from Teledyne Continental Motors, P.O. Box 90, Mobile, Alabama 36601, telephone (A/C 205) 438-3411, or AAR Western Skyways, Inc., Troutdale, Oregon, telephone (A/C 503) 665- 1181 or any other Teledyne Continental Motors distributor. \n\n\t\nc.\tAircraft may be flown in accordance with FAR 21.197 to a base where the repairs required by this AD can be accomplished. \n\tAn equivalentmethod of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. \n\tThis amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by priority mail, issued April 3, 1980, which contained this amendment.
92-08-01: 92-08-01 BOEING: Amendment 39-8212. Docket No. 91-NM-228-AD.\n\n\tApplicability: Model 757 series airplanes, equipped with Pratt and Whitney PW2000 series engines; as listed in Boeing Alert Service Bulletin 757-28A0028, dated October 3, 1991; certificated in any category.\n\n\tCompliance: Required within 270 days after the effective date of this AD, unless previously accomplished.\n\n\tTo ensure that in-flight engine restart capability is available, accomplish the following:\n\n\t(a)\tRemove and replace the left and right engine fuel shutoff valves in accordance with Boeing Alert Service Bulletin 757-28A0028 dated October 3, 1991.\n\n\t(b)\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. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO.\n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished.\n\n\t(d)\tThe replacement shall be done in accordance with Boeing Alert Service Bulletin 757-28A0028 dated October 3, 1991. 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. 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(e)\tThis amendment becomes effective on May 19, 1992.
89-22-13: 89-22-13 BOEING: Amendment 39-6362. Docket No. 89-NM-103-AD \n\tApplicability: Model 757 series airplanes equipped with Pratt and Whitney engines, listed in Boeing Service Bulletin 757-76-0006, dated March 16, 1989, certificated in any category. \n\n\tCompliance: Required within the next 12 months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent the elevator control cables binding on the engine throttle control cable fairleads, accomplish the following: \n\n\t\tA.\tRemove two engine throttle control cable fairleads in accordance with Boeing Service Bulletin 757-76-0006, dated March 16, 1989. \n\n\t\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur orcomment, and then send it to the Manager, Seattle Aircraft Office. \n\n\t\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, 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 (39-6362, AD 89-22-13) becomes effective on November 20, 1989.
2007-11-18R1: The FAA is revising an existing airworthiness directive (AD) for General Electric Company (GE) CF6-50C series turbofan engines. That AD currently requires reworking certain forward fan stator cases and installing a fan module secondary containment shield. This AD requires the same actions but eliminates a certain service bulletin from the compliance method. This AD results from a review that shows that only one of the service bulletins referenced in the original AD is applicable as a compliance method. We are issuing this AD revision to eliminate a certain service bulletin from the compliance method and to prevent uncontained fan blade failures, which can result in separation of airplane hydraulic lines, damage to critical airplane systems, and possible loss of airplane control.
46-39-05: 46-39-05 DOUGLAS: (Was Mandatory Note 6 of AD-762-7.) Applies Only to C-54B and Other C-54 Series Airplanes Having the C-54B Fuel System. \n\n\tTo be accomplished not later than December 1, 1946. \n\n\tThe main fuel line supporting brackets at wing Stations 357, 378, and 399 are subject to vibration failure and are to be replaced with redesigned brackets. In addition, the United Carr clips at wing Station 378 are to be replaced by Adel clips. \n\n\t(Douglas Service Bulletin No. DC-4-5 covers this same subject.)
91-21-07: 91-21-07 MCDONNELL DOUGLAS: Amendment 39-8054. Docket No. 91-NM-104-AD. Supersedes AD 90-26-53 and AD 91-01-51. \n\n\tApplicability: Model DC-9 and DC-9-80 series airplanes, Model MD-88 airplanes, and C-9 (Military) airplanes; equipped with Primary Longitudinal Trim Relays (up and down), Leech (P/N) 9207-8333, -8333-1, -8968, -10101, -10296, and -10166; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo eliminate overheating of primary longitudinal trim relays and the possibility of fire in the forward cargo compartment, accomplish the following: \n\n\t(a)\tFor Model DC-9 series airplanes (other than Model DC-9-80 series airplanes), and C-9 (military) airplanes: Within 17 days after February 27, 1991 (the effective date of Amendment 39-6894, AD 90-26-53; and Amendment 39-6894, AD 91-01-51), or prior to the accumulation of 8,000 flight hours on the subject relays, whichever occurs later, remove the relay cover and inspect theprimary longitudinal trim relays for evidence of contact degradation, arcing, carbon build-up, or other evidence of abnormal wear on the contacts; and perform a functional check of the system in accordance with McDonnell Douglas Alert Service Bulletin A27-316, dated December 22, 1990, or January 4, 1991. \n\n\t(b)\tFor Model DC-9-80 series airplanes and Model MD-88 airplanes: Within 30 days after February 27, 1991, or prior to the accumulation of 16,000 flight hours on the subject relays, whichever occurs later, remove the relay cover and inspect the primary longitudinal trim relays for evidence of contact degradation, arcing, carbon build-up, or other evidence of abnormal wear on the contacts; and perform a functional check of the system in accordance with McDonnell Douglas Alert Service Bulletin A27-316, dated December 22, 1990, or January 4, 1991. \n\n\t(c)\tIf damage is found during the inspections or functional tests required by paragraphs (a) and (b) of this AD, prior to further flight, remove and replace the relays in accordance with McDonnell Douglas Alert Service Bulletin A27-316, dated December 22, 1990, or January 4, 1991. \n\n\t(d)\tFor Model DC-9 series airplanes (other than Model DC-9-80 series airplanes) and C-9 (Military) airplanes: Within 90 days after the effective date of this AD or prior to the accumulation of 8,000 flight hours on the subject relays, whichever occurs later; and thereafter at intervals not to exceed 8,000 flight hours; remove and replace the primary longitudinal trim relays with new approved parts in accordance with McDonnell Douglas DC-9 Maintenance Manual, Chapter 27-40-4. This replacement constitutes terminating action for the inspection and functional test required by paragraph (a) of this AD. \n\n\t(e)\tFor Model DC-9-80 series airplanes and Model MD-88 airplanes: Within 90 days after the effective date of this AD, or prior to the accumulation of 16,000 flight hours on the subject relays, whichever occurs later; and thereafterat intervals not to exceed 16,000 flight hours; remove and replace the primary longitudinal trim relays with new approved parts in accordance with McDonnell Douglas MD-80 Maintenance Manual, Chapter 27-40-4. This replacement constitutes terminating action for the inspection and functional test required by paragraph (b) of this AD. \n\n\t(f)\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\t(g)\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(h)\tThe inspection and replacement requirements shall be done inaccordance with McDonnell Douglas Alert Service Bulletin A27-316, dated December 22, 1990, or January 4, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tAirworthiness Directive 91-21-07 supersedes AD 90-26-53, Amendment 39-6894; and AD 91-01-51, Amendment 39-6893. \n\n\tThis amendment (39-8054, AD 91-21-07) becomes effective on November 19, 1991.
2009-15-02: 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-service experience has shown that a fracture of the gerotor pump of the A320 RAT [ram air turbine] may occur. This may lead to the non-operation of the RAT in case of an in-flight deployment. The Non-Deployment or Non-Pressurization of the RAT, associated with a double engine failure or a total loss of normal electrical power generation constitutes an unsafe condition. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
69-25-01: 69-25-01\tBOEING: Amdt. 39-882. Applies to Model 727, 727C and 727-200 series airplanes. \n\tCompliance required within the next 2500 hours time in service after the effective date of this AD, unless already accomplished. \n\tTo prevent malfunction of the generator control circuit caused by induced electrical interference, accomplish the following or an equivalent modification procedure and parts installation approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\tWithin 2500 hours time in service after the effective date of this AD, unless already accomplished, modify the generator control panels in accordance with Section II, Boeing Service Bulletin No. 24-47, dated March 3, 1969, or later FAA approved revisions. \n\tThis amendment becomes effective January 3, 1970.
2009-14-06: The FAA is superseding an existing airworthiness directive (AD), which applies to all Boeing Model 777 airplanes. That AD currently requires, for the drive mechanism of the horizontal stabilizer, repetitive detailed inspections for discrepancies, repetitive lubrication of the ballnut and ballscrew, repetitive measurements of the freeplay between the ballnut and the ballscrew, and corrective action if necessary. This new AD revises the compliance times of the existing AD. This AD results from a report of extensive corrosion of a ballscrew in the drive mechanism of the horizontal stabilizer on a Boeing Model 757 airplane, which is similar in design to the ballscrew on Model 777 airplanes. We are issuing this AD to prevent an undetected failure of the primary load path for the ballscrew in the drive mechanism of the horizontal stabilizer and subsequent wear and failure of the secondary load path, which could lead to loss of control of the horizontal stabilizer and consequent lossof control of the airplane.
98-26-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727 series airplanes that have been converted from a passenger to a cargo-carrying ("freighter") configuration, that requires limiting the payload on the main cargo deck by revising the Limitations Sections of all Airplane Flight Manuals (AFM), AFM Supplements, and Airplane Weight and Balance Supplements for these airplanes. This amendment also provides for the submission of data and analyses that substantiate the strength of the main cargo deck, or modification of the main cargo deck, as optional terminating action for these payload restrictions. This amendment is prompted by the FAA's determination that under certain conditions unreinforced floor structure of the main cargo deck is not strong enough to enable the airplane to safely carry the maximum payload that is currently allowed in this area. The actions specified by this AD are intended to prevent failure of the floor structure, which could lead to loss of the airplane.
2002-14-05: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 airplanes, that currently requires repetitive general visual inspections of the power feeder cables, terminal strip, fuseholder, and fuses of the galley load control unit (GLCU) within the No. 3 bay electrical power center to detect damage; and corrective actions, if necessary. This amendment requires replacement of the electrical wiring of the galley in the electrical power center in bays 1, 2, and 3 with larger gage cable assemblies, which terminates the repetitive inspections. This amendment also expands the applicability of the existing AD to include two additional airplanes. This action is necessary to prevent damage to the wire assembly terminal lugs and overheating of the power feeder cables on the No. 3 and 4 GLCU, which could result in smoke and fire in the center accessory compartment. This action is intended to address the identified unsafe condition. \n\n\tThe incorporation by reference of certain other publications, as listed in the regulations, was approved previously by the Director of the Federal Register as of January 4, 2000 (64 FR 71001, December 20, 1999).
2008-06-20 R1: We are adopting a new airworthiness directive (AD) for the products listed above that would revise an existing AD. 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: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, * * * Special Federal Aviation Regulation 88 (SFAR88) * * * required a safety review of the aircraft Fuel Tank System * * *. * * * * * Fuel Airworthiness Limitations are items arising from a systems safety analysis that have been shown to have failure mode(s) associated with an `unsafe condition' * * *. These are identified in Failure Conditions for which an unacceptable probability of ignition risk could exist if specific tasks and/or practices are not performed in accordance with the manufacturers' requirements. This ADrequires actions that are intended to address the unsafe condition described in the MCAI. DATES: This AD becomes effective December 8, 2009. On April 23, 2008 (73 FR 14661, March 19, 2008), the Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD. We must receive comments on this AD by January 7, 2010.
2009-12-51: This document publishes in the Federal Register an amendment adopting emergency airworthiness directive (AD) 2009-12-51 that was sent previously to all known U.S. owners and operators of Turbomeca S.A. Arriel 1A1, 1A2, 1B, 1C, 1C1, 1C2, 1D, 1D1, 1E2, 1K1, 1S, and 1S1 turboshaft engines. This AD requires initial and repetitive visual inspections of certain reduction gearboxes (module M05) for oil leakage, repair if leaking, and repair of all affected modules as terminating action to the repetitive inspections. This AD results from reports of oil leaks from certain reduction gearbox (module M05) front casings. The engine manufacturer reported that the lubrication duct plug was not properly bonded/glued in place. We are issuing this AD to prevent uncommanded in-flight engine shutdown, possible engine fire, and an emergency autorotation landing.
94-22-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 series airplanes, that requires modification of the stall protection system (SPS) input wiring; a revision to the FAA-approved Airplane Flight Manual (AFM) to specify that a pre-flight check of the slip/skid indications must be conducted prior to engine start; and modification of the stall protection computer (SPC) to accept restored dual attitude and heading reference system (AHRS) input. This amendment is prompted by a report that the AHRS could send conflicting input to the SPC on the airplane. The actions specified by this AD are intended to prevent the loss of stall warning protection on the airplanes.
90-15-12: 90-15-12 BOEING: Amendment 39-6663. Docket No. 90-NM-130. \n\n\tApplicability: All model 727 series airplanes, modified by installation of Pratt and Whitney JT8D-217C or -219 engines in accordance with Valsan Supplemental Type Certificate (STC) SA4363NM, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the migration off the through-bolt of engine front mount upper and lower cone bolt through-bolt nut, accomplish the following: \n\n\tA.\tWithin 48 clock hours (not flight hours) after receipt of Telegraphic AD T90-11- 53, dated May 24, 1990, inspect the through-bolt nut, part number SPS83978-1216, for proper torque and for certain conditions in accordance with Valsan Operator Service Letter OSL-727RE- 007, Revision 1, dated May 23, 1990. If any discrepancies are found, prior to further flight, take corrective action in accordance with the previously mentioned service letter. \n\n\tB.\tRepeat the inspections in accordance with Valsan Operator Service Letter OSL- 727RE-007, Revision 1, dated May 23, 1990, at intervals not to exceed 35 flight hours. \n\n\tC.\tWithin 10 days after performing the inspection required by paragraph A., above, submit a report of any discrepancies discovered, to the Manager, Los Angeles Manufacturing Inspection District Office, 3229 East Spring Street, Long Beach, California 90806-2425. The report must include the airplane's serial number. \n\n\tD.\tWithin 60 days after the effective date of this amendment, install anti-rotation plates in accordance with Valsan Service Bulletin 71-002, dated June 1, 1990. This modification constitutes terminating action for the repetitive inspections required by paragraphs A. and B., above. \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, 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\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 Valsan Product Support, 3605 Long Beach Boulevard, Suite 205, Long Beach, California 90807. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6663, AD 90-15-12) supersedes telegraphic AD T90-11-53, dated May 24, 1990. \n\tThis amendment becomes effective on July 31, 1990.
2009-24-06: The FAA is superseding an existing airworthiness directive (AD) for GE CF34-8E series turbofan engines with certain part number (P/N) full authority digital electronic controls (FADECs) installed. That AD currently requires removing certain P/N FADECs. This superseding AD requires removal of 12 more P/Ns of FADECs. This AD results from 20 additional reports received of loss of thrust control events since AD 2008-16-01 was issued. We are issuing this AD to prevent loss of thrust control of the airplane.
2009-13-09: We are adopting a new airworthiness directive (AD) for the products listed above, on which the exhaust thermal insulation has been replaced since January 1, 1995. 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: Due to a lapse in manufacturing quality control, the exhaust thermal insulation of certain Microturbo SA Saphir 2 model 016 auxiliary power units (APUs) may not meet the approved design standard, and may fail in service. The affected part numbers are 016-33-01 (Inner Thermal Insulation), 016-33-02 (Outer Thermal Insulation), and 016-33-03 (EGT Sensor Thermal Insulation). This condition, if not corrected, could result in rapid deterioration and physical breakdown of the exhaust thermal insulation, leading to loss of insulation efficiency and ultimately exposure of the hot APU exhaust section and risk of fire. We are issuing this AD to prevent rapid deterioration and physical breakdown of the exhaust thermal insulation, leading to loss of insulation efficiency and ultimately exposure of the hot APU exhaust section and risk of fire.
92-08-06: 92-08-06 BOEING: Amendment 39-8217. Docket No. 91-NM-194-AD. Supersedes AD 89-18-01, Amendment 39-6305.\n\n\tApplicability: Model 737-200 series airplanes; equipped with Sperry SP177 autopilot Flight Control Computers and Mode Control Panels (MCP); certificated in any category.\n\n\tCompliance: Required as indicated unless previously accomplished.\n\n\tTo prevent uncommanded changes to the target altitude displayed in the altitude window of the autopilot mode control panel (MCP), accomplish the following:\n\n\t(a)\tWithin 10 days after September 5, 1989 (the effective date of AD 89-18-01, Amendment 39-6305), incorporate the following procedures into 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"Autopilot Limitations\n\tFor airplanes with SP177 autopilot MCP. Flightcrews must use the following procedures:\n\n\t\t1.\tCheck MCP settings after any electrical power interruptions.\n\n\t\t2.\tFollowing change in ALT selection in the MCP window, check ALT display to ensure desired altitude is displayed.\n\n\t\t3.\tClosely monitor altitude during all altitude changes to ensure that the autopilot captures and levels off at the desired altitude.\n\n\tNOTE: Standard 'callouts,' crew coordination, and cross-checking of MCP settings and flight instruments are necessary to detect any nonselected MCP display number changes."\n\n\t(b)\tWithin 6 months after the effective date of this AD, modify the MCP in accordance with Boeing Alert Service Bulletin 737-22A1096, dated April 12, 1990.\n\n\t(c)\tAfter completion of paragraph (b) of this AD, remove the Airplane Flight Manual limitation required by paragraph (a) 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.\n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO.\n\n\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 modification shall be done in accordance with Boeing Alert Service Bulletin 737-22A1096, dated April 12, 1990. 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. 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.
90-25-11: 90-25-11 McDONNELL DOUGLAS: Amendment 39-6819. Docket No. 90-NM-228-AD. \n\n\tApplicability: Model DC-9-80 series airplanes and Model MD-88 airplanes; Fuselage Numbers 1606, 1620, 1623, 1624, 1626, 1632, 1645, 1656, 1657, 1715, 1716, 1732, 1741, and 1746 through 1786; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent loss of spoilers in the speed brake mode and flap/slat control, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, deactivate the in-flight spoiler lockout mechanism, in accordance with McDonnell Douglas Service Bulletin 27-312, dated February 26, 1990. \n\n\tB.\tPrior to reactivating the in-flight spoiler lockout mechanism, conduct an inspection of the mounting brackets to determine the type and part number (P/N) of the brackets installed. \n\n\t\t1.\tIf mounting brackets, P/N 3962598-1A (stainless steel), are installed no further action is required and the in-flight spoiler lockout mechanism may be reactivated, in a manner approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t\t2.\tIf mounting brackets, P/N 3962598-1NC (aluminum), are installed, replace them with P/N 3962598-1A brackets prior to reactivating the in-flight spoiler lockout mechanism. \n\n\tNOTE: The aluminum bracket has a primer finish. The stainless steel bracket is plated. \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\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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. \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 of Publications, C1-HCO (54-60). 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 (39-6819, AD 90-25-11) becomes effective on December 17, 1990.
69-12-02: 69-12-02\tBOEING: Amendment 39-813: 707/720 and 727 series airplanes. Applies to all Boeing 707/720 and 727 series airplanes, as appropriate. \n\n\tCompliance required within 1000 hours time in service after the effective date of this AD, unless previously accomplished. \n\n\tTo provide for (1) arming of the takeoff warning system at about 25 degrees of thrust lever advancement from the idle position, and (2) to advise flight crews of the characteristics of the system, accomplish the following: \n\n\tA.\tFor 707/720 series airplanes listed in Boeing S.B. No. 2384, dated January 31, 1967, or later FAA approved revisions, modify the takeoff warning actuating switch installation in accordance with Boeing Service Bulletin No. 2384, dated January 31, 1967, or later FAA approved revision, or by an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA, Western Region. \n\n\tB.\tFor 727 series airplanes listed in Boeing S.B. 27-102, Revision 1, dated July 7, 1967, orlater FAA approved revisions, modify the takeoff warning actuating switch installation in accordance with Boeing Service Bulletin No. 27-102, Revision 1, dated July 7, 1967, or later FAA approved revision, or by an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA, Western Region. \n\n\tNOTE: Some operators have modified the throttle control system to incorporate automatic throttle controls using equipment not designed by Boeing. In such installations, the modification kits available from Boeing for compliance with Service Bulletin No 27-102 may not be applicable, and operators should submit their modification for FAA approval. \n\n\tC.\tFor all 707/720 and 727 airplanes listed in this paragraph, incorporate revisions in the FAA Approved Airplane Flight Manual as follows: \n\n\t\t1.\tFor models 707-100/-200/-400/-100B (except -123B and -138B) / -300B/- 300B (ADV)/ -300C, REVISE SECTION III, Existing Paragraph Headed "Warning Horn," to read: \n\n\tWARNING HORNLANDING \n\n\t\tThe warning horn will sound when any thrust lever is retarded or the flap control lever is in the 40 degree or 50 degree detent with the landing gear in the "unsafe to land position." \n\tNOTE: (Applicable only for airplanes incorporating Boeing Service Bulletin 1891) When the landing gear warning horn circuit modification is installed, landing gear warning horn will not function with outboard flaps in the fully retracted position. However, landing gear warning lights will function when thrust levers are retarded to idle power. \n\n\t\tTAKEOFF \n\n\t\tSounding of the warning horn, when the No. 3 thrust lever is advanced to takeoff thrust indicates one or more of the following: \n\n\t\t(a)\tSpeed brakes handle is not in the zero degree detent.\n\n\t\t(b)\tStabilizer trim is not within the green band range used for takeoffs. \n\n\t\t(c)\tWing flaps are not in the takeoff position. \n\n\t\tCAUTION: \n\n\t\tThe warning horn will not: \n\n\t\t1.\tBe armed for sounding at the lower ambient temperatures due to No. 3 thrust lever takeoff positioning not actuating the thrust lever quadrant switch, or \n\n\t\t2.\tIndicate stabilizer trim is in the improper takeoff position specified for actual center of gravity location. \n\n\t\tCABIN PRESSURIZATION \n\n\t\tThe warning horn will sound intermittently whenever the cabin altitude exceeds 10,000 feet. \n\n\t\t2.\tFor Models 707-300/720/720B/707-123B and -138B, REVISE SECTION III, Existing Paragraph Headed "Warning Horn," to read: \n\n\tWARNING HORN \n\t\tLANDING \n\n\t\tThe warning horn will sound when any thrust lever is retarded or the flap control lever is in the 40 degree or 50 degree detent with the landing gear in the "unsafe to land position." \n\n\tNOTE: (Applicable only for airplanes incorporating Service Bulletin No. 1891) When the landing gear warning horn circuit modification is installed, landing gear warning horn will not function with outboard flaps in the fully retracted position. However, landing gear warning lights will function when thrust levers are retarded to idle power. \n\n\t\tTAKEOFF \n\n\t\tSounding of the warning horn when the No. 3 thrust lever is advanced to takeoff thrust indicates one or more of the following: \n\n\t\t(a)\tSpeed brakes handle is not in the zero degree detent. \n\n\t\t(b)\tStabilizer trim is not within the green band range used for takeoffs. \n\n\t\t(c)\tWing flaps are not in one of the approved takeoff flap setting positions. \n\n\t\t(d)\tAn essential A-C power failure has occurred during takeoff. (applicable only for Models 707-123B/ -138B/ 720-023B airplanes) \n\n\t\tCAUTION: \n\n\t\tThe warning horn will not: \n\n\t\t1.\tBe armed for sounding at the lower ambient temperatures due to No. 3 thrust lever takeoff positioning not actuating the thrust lever quadrant switch, or \n\n\t\t2.\tIndicate stabilizer trim is in the improper takeoff position specified for actual center of gravity location. \n\n\t\t3.\tIndicate wing flaps are in the improper takeoff position specified for actual takeoff speeds and performance limits. \n\n\t\tCABIN PRESSURIZATION \n\n\t\tThe warning horn will sound intermittently whenever the cabin altitude exceeds 10,000 feet. \n\n\t\t3.\tFor Models 727/727C/727-200 ADD NEW PARAGRAPH HEADING "WARNING HORN" IN SECTION 3, to read: \n\n\tWARNING HORN \n\t\tLANDING \n\n\t\tThe warning horn will sound when any thrust lever is retarded or the flap control lever is retarded or the flap control lever is in the 30 degree or 40 degree detent with the landing gear in an "unsafe to land position." \n\n\t\tTAKEOFF \n\n\t\tSounding of the warning horn, when No. 3 thrust lever is advanced to takeoff thrust, indicates one or more of the following: \n\n\t\t(a)\tSpeed brakes handle is not in the zero degree detent. \n\n\t\t(b)\tStabilizer trim is not within the green band range used for takeoffs. \n\n\t\t(c)\tWing flaps are not in one of the approved takeoff flap setting positions. \n\n\t\t(d)\tAuxiliary power unit door is not latched. (If APU installed) \n\n\t\tCAUTION: \n\n\t\tThe warning horn will not: \n\n\t\t1.\tBe armed for sounding at the lower ambient temperatures due to No. 3 thrust lever takeoff positioning not actuating the thrust lever quadrant switch, or \n\n\t\t2.\tIndicate stabilizer trim is in the improper takeoff position specified for actual center of gravity location. \n\n\t\t3.\tIndicate wing flaps are in the improper takeoff position specified for actual takeoff speeds and performance limits. \n\n\t\tCABIN PRESSURIZATION \n\n\t\tThe warning horn will sound intermittently whenever the cabin altitude exceeds 10,000 feet. \n\n\tNOTE: Due to modifications accomplished by Supplemental Type Certificate or by other FAA approvals, the AFM material may not, in all cases, apply. Notify the Chief, Aircraft Engineering Division, FAA Western Region, when changes in equipment indicate possible non- applicability. \n\n\tEffective July 6, 1969. \n\n\tRevised September 9, 1969.
2009-13-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: BAE systems have been notified by the MLG radius rod manufacturer, APPH Ltd, that a batch of incorrectly manufactured Buffer Springs (part number 184818) had been supplied to their parts distributor and MRO facilities in North America. There is a risk that any radius rod fitted with one of these incorrectly manufactured Buffer Springs could jam in an unlocked position. This condition, if not corrected, could result in MLG collapse. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
91-21-01 R1: 91-21-01 R1 Textron Lycoming: Amendment 39-9470. Docket 91-ANE-29. Revises AD 91-21-01, Amendment 39-8048, which superseded AD 89-12-04, Amendment 39-6214. \n\tApplicability: Textron Lycoming Model TIO-540-S1AD reciprocating engines installed on but not limited to Piper PA-32 series aircraft. NOTE: This airworthiness directive (AD) applies to each engine identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For engines that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (c) to request approval from the Federal Aviation Administration (FAA). This approval may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any engine from the applicability of this AD. \n\tCompliance: Required as indicated, unless accomplished previously. \n\tTo prevent cracking or distortion of engine exhaust system flanges, V-band coupling, and pipes, which could result in engine compartment fire and smoke entering the cabin with possible loss to the aircraft, accomplish the following: \n\t(a)\tFor engines which have not complied with AD 89-12-04, paragraph (d), or Textron Lycoming Service Bulletin (SB) No. 484, Part II, dated January 30, 1989, on the effective date of this AD, accomplish the following: \n\t\t(1)\tWithin 25 hours time in service (TIS) after the effective date of this AD, install Crossover Exhaust Pipe Kit (05K21125) in accordance with Textron Lycoming SB No. 484, Part II, dated January 30, 1989, and also installnew design One-piece Exhaust Riser Kit (05K21503) and Manifold Retainer Kit (05K19650-S) in accordance with Textron Lycoming SB No. 499A, dated June 14, 1991. NOTE: Instructions and notes relating to marking the slip joints, rotating the exhaust pipes for alignment, and maintaining clearances at critical locations during the above installation are contained in Textron Lycoming SB No. 499A, dated June 14, 1991. \n\t\t(2)\tThereafter, at intervals not to exceed 100 hours TIS, accomplish the following: \n\t\t\t(i)\tInspect the exhaust system for heat damage, distortion, cracks or excessive wear in accordance with Textron Lycoming SB No. 484, Part II, dated January 30, 1989. \n\t\t\t(ii)\tInspect the exhaust system for clearance dimensions, proper fastener torque and slip joint engagement in accordance with paragraphs 10, 11, and 12 of Textron Lycoming SB No. 499A, dated June 14, 1991. \n\t\t\t(iii)\tRepair or replace damaged parts with serviceable parts prior to further flight. \n\t(b)\tFor engines thathave complied with all portions of AD 89-12-04, or Textron Lycoming SB No. 484, dated January 30, 1989, on the effective date of this AD, accomplish the following: \n\t\t(1)\tWithin 25 hours TIS after the effective date of this AD, and thereafter, at intervals not to exceed 25 hours TIS until the new design One-piece Exhaust Riser Kit (05K21503) has been installed in accordance with paragraph (b)(2)(i) of this AD, accomplish the following; \n\t\t\t(i)\tInspect all exhaust system joints, flanges, couplings and brackets for heat damage, distortion, cracks or excessive wear, in accordance with Textron Lycoming SB No. 484, dated January 30, 1989. \n\t\t\t(ii)\tInspect the exhaust system for proper slip joint engagement by measuring distances between pipe end points in accordance with Appendix 1 of this AD. \n\t\t\t(iii)\tIf damage is observed in the exhaust system or measurements exceed allowable dimensions, repair or replace parts with serviceable parts, as necessary prior, to further flight. \n\t\t\t(iv)Reassemble and align exhaust system in accordance with Textron Lycoming SB No. 484, dated January 30, 1989, and Appendix 1 of this AD. \n\t\t(2)\tWithin 75 hours TIS after the effective date of this AD, accomplish the following: \n\t\t\t(i)\tInstall new design One-piece Exhaust Riser Kit (05K21503) and manifold retainer kit (05K19650-S) in accordance with Textron Lycoming SB No. 499A, dated June 14, 1991. \n\t\t\t(ii)\tThereafter, at intervals not to exceed 100 TIS, perform exhaust system inspections specified in paragraph (a)(2)(i) and (a)(2)(ii) of this AD. Operators need to determine the minimum engagement of only exhaust pipes LW-16102 and LW-16103 by referring to Appendix 1 of this AD. \n\t\t\t(iii)\tThe repetitive 25 hours TIS inspections required by paragraph (b)(1) of this AD are not required after installation of the new design One-piece Exhaust Riser Kit (05K21503) and the Manifold Retainer Kit (05K19650-S) in accordance with paragraph (b)(2)(i) of this AD. \n\t(c)\tAn alternative method ofcompliance or adjustment of the initial compliance time that provides an acceptable level of safety may be used if approved by the Manager, New York Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York Aircraft Certification Office. \n\t(d)\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 aircraft to a location where the inspection may be performed. \n\t(e)\tThe actions required by this AD shall be done in accordance with the following Textron Lycoming SB's: \n\n\nDocument No.\nPages\n Date \nNo. 484\n1-4\nJanuary 30, 1989 \nTotal pages: 4. \n\n\nNo. 499\t\t\n1-4\nJune 14, 1991 \nTotal pages: 4. \n\n\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 as of November 4, 1991. Copies may be obtained from Textron Lycoming/Subsidiary of Textron Inc., Williamsport, PA 17701; telephone (717) 327-7278, fax (717) 327-7022. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\t(f)\tThis amendment becomes effective on June 27, 1996.
77-18-06: 77-18-06 BOEING: Amendment 39-3034 as amended by Amendment 39-3048. Applies to Boeing Model 727 series airplanes with horizontal stabilizer center section front spar junction fittings, P/Ns 65- 17448-1 or 65-31273-1, certificated in all categories. Compliance required as indicated.\n \n\tTo detect cracks in the horizontal stabilizer center section front spar fitting, accomplish the following: \n\tA.\tWithin the next 750 flight hours time-in-service from the effective date of this AD or prior to January 1, 1978, whichever occurs first, unless accomplished per paragraph B of AD 77-10-08 or since April 20, 1977, inspect the horizontal stabilizer center section front spar junction fittings for cracks in the forward lugs in accordance with one of the inspections of paragraph B of this AD or dye penetrant procedures with the jackscrew support arms removed. Following the inspection, apply LPS 3, BMS 3-23 or equivalent corrosion inhibitor to the lugs. Reinspect per paragraph C of this AD.B.\tInspect the eight (8) lugs of the horizontal stabilizer center section front spar junction fitting which attach the jackscrew support arms to the fitting in accordance with one of the following: \n\t\t1.\tEddy current inspection with the jackscrew support arms removed as specified in Boeing Alert Service Bulletin No. 727-55-A69, or later FAA approved revisions, or equivalent. \n\t\t2.\tLow frequency eddy current inspection with the jackscrew support arms installed as specified in Boeing Alert Service Bulletin No. 727-55-A69, Revision 1, or later FAA approved revisions. \n\t\t3.\tA procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\tFollowing each inspection, apply LPS 3, BMS 3-23 or equivalent corrosion inhibitor to the lugs. \n\tC.\t1.\tExcept as provided for in paragraph C.2 below, repeat the inspections per paragraph B of this AD at intervals of either a or b below: \n\t\t\ta.\t1,500 flight hours time-in-service or nine (9) months from the last inspection, whichever occurs first, or \n\t\t\tb.\t3,000 flight hours time-in-service or eighteen (18) months from the last inspection, whichever occurs first, if the fittings are reworked in accordance with Boeing Alert Service Bulletin No. 727-55-A69, Revision 1, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\t2.\tAirplanes which were inspected prior to the effective date of this AD (September 12, 1977), and since April 20, 1977 (by eddy current or dye penetrant methods equivalent to those specified in paragraph B of AD 77-10-08), may be reinspected in accordance with a or b below but are subject to the limitations set out in c below: \n\t\t\ta.\tWithin 1,500 flight hours time-in-service from the last inspection. \n\t\t\tb.\tWithin 750 flight hours time-in-service from the effective date of this AD (September 12, 1977). \n\t\t\tc.\tNotwithstanding the provisions of paragraph a and b above, the repeat inspection must beaccomplished no later than nine (9) months from the effective date of this AD and thereafter at the intervals specified in C.1. \n\tD.\tCracked fittings are to be replaced or repaired prior to further flight in accordance with Boeing Alert Service Bulletin No. 727-55-A69, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Report findings of cracks directly to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, within 64 hours after detection. Include in the report, description of the crack(s), method used to detect the crack(s), and airplane total time in flight hours. (Reporting approved by the Bureau of the Budget under BOB No. 04- R0174.) \n\tE.\tTerminating action of this AD consists of replacement of the horizontal stabilizer center section front spar junction fitting with a 7075-T73 aluminum alloy material fitting, Boeing P/N 65-31273- 4, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tF.\tAirplanes may be ferried to a maintenance base for repairs or replacement in accordance with FAR 21.197, subject to prior approval by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tG.\tRequests for adjustments of the inspection threshold and intervals in this AD should be made directly to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Such requests should contain substantiating data to justify the increase. \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\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAirworthiness Directive 77-10-08, Amendment 39-2901, was superseded by Amendment 39-3034. \n\tAmendment 39-3034 became effective September 12, 1977. \n\tThis amendment 39-3048 becomes effective October 3, 1977.