Results
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.
46-13-02: 46-13-02 LOCKHEED: (Was Mandatory Note 18 of AD-723-2). Applies Only to Model 18 Airplanes Used in Scheduled Air Carrier Operation. Compliance required not later than April 30, 1946. In order to comply with CAR Special Regulation 333, the present fuel system plumbing equipment shall be replaced with a dual fuel system in accordance with Lockheed Service Bulletin No. 18/SB-113, dated August 17, 1945, or any other dual fuel system approved by the Administrator.
89-12-02: 89-12-02 BOEING: Amendment 39-6225. \n\tApplicability: Model 737 series airplanes, as identified in Boeing Service Bulletin 737-25- 1231, dated July 7, 1988, certificated in any category.\n \n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure structural integrity of the occupied flight attendant seat mounted on the aft right lavatory during flight and emergency landing conditions, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, remove the aft right lavatory- mounted attendant seat or install a placard on the aft right lavatory-mounted flight attendant seat, stating: "NO OCCUPANCY", or equivalent. This placard may be removed or the seat reinstalled once the terminating action of paragraph B., below, has been accomplished. \n\n\tB.\tWithin 6 months after the effective date of this AD, inspect the aft right lavatory partition beam for an inadvertent saw cut, and repair, if necessary, in accordance with Boeing Service Bulletin 737-25-1231, dated July 7, 1988, or Revision 1, dated January 12, 1989; or if the saw cut exceeds the limit specified in the service bulletin, repair in a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tReport all inadvertent saw cuts detected during the inspection required by paragraph B., above, to the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, within seven days after completion of the inspection. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6225, AD 89-12-02) becomes effective on June 29, 1989.
2009-15-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: There have been a number of incidents where wing-to-fuselage or MLG [main landing gear] door fairing panels have detached from the aircraft during flight. Subsequent inspection revealed the loss of the fairing panels to be due to failure of certain steel grommets * * *. A detaching panel could strike the aircraft during flight, causing damage. In addition, a detaching panel could become attached to the structure or control surfaces, resulting in reduced control of the aircraft. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
79-04-04: 79-04-04\tTAYLORCRAFT AVIATION CORPORATION: Amendment 39-3416. Applies to Taylorcraft Model F-19 aircraft, serial numbers 001 through 112, 115 through 130, and 132. \n\nCompliance is required as indicated. To prevent fire hazard in the charging circuit, accomplish the following: \n\nThis AD must be accomplished prior to next 50 hours time in service after the effective date of this AD or by July 1, 1979, whichever occurs first. \n\nRemove the 12 gauge wire, identified as P/N -10, which connects the starter solenoid "battery terminal" with the master switch. Use Mil Spec MilC7078 or equivalent 8 gauge shielded wire, to fabricate a cable in the same manner as the 8 gauge cable from the alternator to the ammeter. Use appropriate wire terminals. Attach this cable to the ignition switch terminal of the ammeter. Route this 8 gauge wire through the opening in the firewall where the 12 gauge wire previously ran and attach it to the starter solenoid "battery terminal". (See attached wiring diagram.) \n\nThis amendment becomes effective February 23, 1979. \n\n\nAD 79-04-04
2009-15-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: In 2005 a lateral runway excursion occurred on an A320 aircraft. Such excursions are classified as hazardous, with a large reduction in safety margins. Investigation has shown that the aircraft landed with the nose wheels rotated nearly 20 degrees from center. During subsequent tests on the removed BSCU [Braking and Steering Control Unit], a BSCU hardware failure was found, affecting the monitoring function, including the system reconfiguration management, and leading to a runaway of [the] Nose Wheel Steering [uncommanded steering]. * * * * * The unsafe condition is an uncommanded steering condition during takeoff or landing, which could result indeparture of the airplane from the runway. We are issuing this AD to require actions to correct the unsafe condition on these products.
48-17-02: 48-17-02 MARTIN: Applies to Model 202 Aircraft Serial Numbers 9125 Through 9127; 9129 Through 9131; and 9158 Through 9167. Compliance required by June 1, 1948. To eliminate the fire hazard due to the insulation becoming saturated with hydraulic fluid, remove the fiberglass and rubberized hair and vinyl linings from both the forward and aft belly cargo compartments. (Martin Service Bulletin No. 26 dated February 24, 1946, covers this subject.)
78-25-02: 78-25-02\tGATES LEARJET: Amendment 39-3362. Applies to those Model 35 (Serial Numbers 35-001 through 35-167) and 36 (Serial Numbers 36-001 through 36-038) airplanes, certificated in all categories, which have a 36-inch wide (as opposed to 24-inch wide) cabin door. \n\n\tCompliance: Required as indicated in accordance with Compliance Table I set forth in this AD, unless already accomplished. \n\n\tTo assure proper locking of the cabin upper door when the inside handle is in the locked position and to prevent possible unwanted door openings that may occur, accomplish the following at the time intervals noted in Table I of this AD: \n\n\n\n\n\n\nTABLE I COMPLIANCE TIMES \nAD 78-25-02 \n\nINSPECTION TIMES\nAirplane\nTotal Time \nIn Service\n(Hours)\n\nParagraph "A" Bolt \nInspection & Replacement\n\nParagraph "B" Locking \nMechanism Inspection\n\n Initial\n Inspection/\nReplacement\nInterval for\nRepetitive\nInspections/\nReplacement \nInitial\nInspection\nInterval for \nRepetitive \nInspections \n0 - 2,999 \nPrior to or \nupon the accumulation of 3,075 hours' time in service\nEach 3,000 hours' time in service there- after\nIn accordance with asterisk (*) paragraph below or upon accumulation of 6,075 hours' time in service, whichever occurs first\nIn accordance with asterisk (*) paragraph below or upon accumulation of each 6,000 hours' time in service after initial inspection\n3,000 - 5,999\nWithin 75\nhours' time in service after the effective date of this AD\nEach 3,000\nHours' time in service thereafter\nIn accordance with asterisk (*) paragraph below or upon accumulation of 6,075 hours' time in service, whichever occurs first\nIn accordance with asterisk (*) paragraph below or upon accumulation of each 6,000 hours' time in service after initial inspection\n6,000 - up\nWithin 75 hours' time in service after the effective date of this AD\nEach 3,000 hours' time in service there-after\nWithin 5 \nhours' time in service after the effective date of this AD\nIn accordance with asterisk (*) paragraph below or upon accumulation of each 6,000 hours; time in service after initial inspection\n* The door locking mechanism inspection must be accomplished any time the bolt inspection required by Paragraph "A" of this AD reveals a cracked, bent, broken or worn bolt. \n\n\tA)\tInspect and replace, at the time intervals noted in Table I above, the bolt identified as 5 in Figure I of this AD in accordance with Gates Learjet 35/36/35A/36A Maintenance Manual Temporary Revisions No. 5-52 and 5-55 or later revisions and as summarized below: \n\t\t1)\tRemove the bolt from the upper door rod control assembly and visually inspect it for cracks, breaks, bends, or wear. If any of the aforementioned defects are found, accomplish the door locking mechanism inspection required by Paragraph "B" of this AD prior to the next flight; and \n\t\t2)\tReplace the bolt removed in Paragraph A)1) of this AD with a new Gates Learjet Part Number 2311490-8 Bolt, or a new AN3-21 Bolt modified in accordance with Detail "A" in Figure I of this AD, and secure using an AN960D10 Washer and either a new MS20365- 1032 Nut or AN310-3 Nut and MS24665-132 Cotter Pin. \n\n\n\n\n\n\tB)\tInspect, at the time intervals noted in Table I above, the cabin door locking mechanism in accordance with Gates Learjet 35/36/35A/36A Maintenance Manual Temporary Revision No. 5-54 or later revisions, and as summarized below: \n\n\t\t1)\tDrill out rivets and remove cabin upper door inner panel. \n\n\t\t2)\tRemove and inspect door locking mechanism for wear and defects in accordance with Learjet Service Manual Inspection Requirements. The maximum allowable diameter (measured in any direction) of the hole in which the 5 bolt is installed is .201 inches. Replace any excessively worn or defective parts prior to the next flight. \n\n\t\t3)\tReinstall door locking mechanism and using rivets, reinstall the inner panel. \n\n\t\t4)\tCheck door locking mechanism for free movement with no binding thru entire operating travel. Correct any binding prior to the next flight. \n\n\t\t5)\tEnergize door warning system and check its operation for proper functioning. \n\n\tC)\tSubmit a written report on any cracked, broken, bent or worn 5 (See Figure I of this AD) bolts discovered during inspections required by this AD to the FAA via a letter to FAA, Chief, Engineering and Manufacturing Branch (ACE-210), 601 East 12th Street, Kansas City, Missouri 64106 or an FAA M or D report (FAA Form 8330-2). The report must include airplane model, serial number, airplane total time-in-service, bolt or pin total time-in-service and statements describing the condition of the bolt and the hole including dimensions of the hole determined in accordance with Paragraph B)2) of this AD. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) \n\n\tD)\tThe actions made mandatory by Paragraphs A, B and C of this AD are no longer required when Gates Learjet Door Modification Kit AMK78-2 is installed. \n\n\tE)\tAirplanes may be flown in accordance with FAR 21.197 to a base where this AD can be accomplished. \n\n\tF)\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. \n\n\tThis amendment becomes effective December 14, 1978.
2009-24-07: We are adopting a new airworthiness directive (AD) for certain Boeing Model 737-600, -700, -700C, and -800 series airplanes. This AD requires repetitive lubrications of the right and left main landing gear (MLG) forward trunnion pins. This AD also requires an inspection for discrepancies of the transition radius of the MLG forward trunnion pins, and corrective actions if necessary. For certain airplanes, this AD also requires repetitive detailed inspections for discrepancies (including finish damage, corrosion, pitting, and base metal scratches) of the transition radius of the left and right MLG trunnion pins, and corrective action if necessary. Replacing or overhauling the trunnion pins terminates the actions required by this AD. This AD results from a report that the protective finishes on the forward trunnion pins for the left and right MLG might have been damaged during final assembly. We are issuing this AD to prevent stress corrosion cracking of the forward trunnion pins, which could result in fracture of the pins and consequent collapse of the MLG.
82-06-02 R1: 82-06-02 R1 MCDONNELL DOUGLAS: Amendment 39-4339 as amended by Amendment 39-4358. Applies to all McDonnell Douglas Model DC-9-10 through -50 Series and C-9 Series airplanes prior to fuselage number 1013 certificated in all categories. \n\n\tCompliance required as indicated in the body of this AD, unless previously accomplished. To prevent failure of the horizontal stabilizer center section fittings and plates, perform the following: \n\n\tA.\tPrior to the accumulation of 4100 flight hours total time in-service or within 1600 flight hours time in-service following the effective date of this AD, whichever comes later, but in any case not later than December 1, 1982, accomplish the following: \n\n\t(NOTE: Operators who have accomplished the actions required by paragraphs (A)(1) - (A)(3) below, prior to the effective date of this AD, need not reinspect until 6400 flight hours or three (3) calendar years, whichever occurs first, following the last inspection, as required by paragraph "B"below.) \n\n\t\t1.\tVisually inspect for corrosion in areas shown in McDonnell Douglas Structural Repair Manual (SRM), Chapter 55-02, Figure 12, Fitting P/N's 5912481-1, -501, -503, -505, -507. \n\n\t\t\t(a)\tIf corrosion is evident, remove corrosion per SRM Chapter 51-10-3. Reinspect to insure limits established per SRM Chapter 55-02, Figure 12, are maintained and apply corrosion inhibiting compound per SRM Chapter 51-10-3. \n\n\t\t\t(b)\tIf limits are exceeded, replace each affected part as necessary. \n\n\t\t\t(c)\tIf corrosion is not evident, apply corrosion inhibiting compound per SRM Chapter 51-10-3. \n\n\t\t2.\tVisually inspect P/N 5918098-1 and -501 fitting assemblies for cracks, as outlined in SRM Chapter 55-02, Figure 13. \n\n\t\t\t(a)\tIf cracks are found, repair per SRM Chapter 55-02, Figure 13. \n\n\t\t\t(b)\tIf cracks are not found or if cracks have been repaired per (2)(a) above, apply corrosion inhibiting compound to the fitting(s) per SRM Chapter 51-10-3. \n\n\t\t\t(c)\tIf corrosion is not evident, apply corrosion inhibiting compound per SRM Chapter 51-10-3. \n\n\t\t3.\tVisually inspect P/N's 9911861-1, 9911862-1, 9918440-1, and 9918441-1 plates for corrosion in areas shown in SRM Chapter 55-02, Figure 12. \n\n\t\t\t(a)\tIf corrosion is evident, remove corrosion per SRM Chapter 51-10-3. Reinspect to insure limits established per SRM Chapter 55-02, Figure 12, are maintained and apply corrosion inhibiting compound per SRM Chapter 51-10-3. \n\n\t\t\t(b)\tIf limits are exceeded, replace each affected part as necessary. \n\n\t\t\t(NOTE: The removal of the upper aft plate P/N 9911862-1 and cover P/N 5910405-3 provides access to the areas required to be inspected in paragraph A.) \n\n\tB.\tThe inspections and repairs set forth in paragraph A above must be repeated at intervals of 6400 flight hours or three (3) calendar years, whichever occurs first, until the affected parts are replaced by new parts per McDonnell Douglas DC-9 Service Bulletin 55-32, Revision 1, dated September 28, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the inspection requirements of this AD. \n\n\tD.\tAlternative means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). \n\n\tThese documents also may be examined at the FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108, or the Los Angeles Area Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tAmendment 39-4339 became effective March 17, 1982. \n\n\tThis Amendment 39-4358 becomes effective April 16, 1982.
65-03-02: 65-03-02\tBOEING: Amdt. 39-27 Part 39 Federal Register February 2, 1965. Applies to Model 727 Series Aircraft. \n\n\tCompliance required within the next 25 hours' time in service after the effective date of this AD unless already accomplished. \n\n\tConduct visual inspection of the lower left and right-hand horizontal stabilizer trailing edge panels P/N's 65-22403-7 and -8 at Elevator Stations 50.50 through 66.50 for three drain holes on the outboard portions of panel directly behind and in line with the elevator control tab push rod. If drain holes are not provided, rework subject panels in accordance with Boeing Alert Service Bulletin No. 55-14A before further flight except that either 1/4-inch holes or 1/2-inch holes are acceptable. \n\n\t(Boeing Alert Service Bulletins 55-14 and 55-14A cover this same subject.)\n \n\tThis directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated January 15, 1965.
86-12-05: 86-12-05 BOEING: Amendment 39-5321. Applies to Model 737 series airplanes listed in Boeing Service Bulletin 737-55-1033, dated April 12, 1985, certificated in any category. To detect cracking in the horizontal stabilizer center section rear spar upper chord attach lugs, accomplish the following prior to the accumulation of 40,000 landings; or prior to the accumulation of 40,000 landings after a chord replacement or modification in accordance with Boeing Service bulletin 737-55-1033, Option I, dated April 12, 1985; or within 200 landings after the effective date of this AD; whichever occurs latest, unless accomplished within the last 5,500 landings. \n\n\tA.\tEddy current inspect the horizontal stabilizer center section rear spar upper chord attach lug for cracks in accordance with the Flight Safety Inspection Program specified in Boeing Service Bulletin 737-55-1033, dated April 12, 1985, or later FAA-approved revisions. Repeat at intervals not to exceed 5,700 landings. \n\n\tB.\tIfcracks are found, replace the horizontal stabilizer center section rear spar upper chord in accordance with Boeing Service Bulletin 737-55-1033, dated April 12, 1985, or later FAA-approved revisions. Resume the inspections required by paragraph A., above, prior to the accumulation of 40,000 landings after the chord replacement, or modification in accordance with Boeing Service Bulletin 737-55-1033, Option I, dated April 12, 1985. \n\n\tC.\tFor purposes of complying with this AD, subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provide an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received the appropriate service bulletin from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective June 30, 1986.
92-13-12: 92-13-12 BOEING: Amendment 39-8282. Docket No. 91-NM-254-AD.\n\n\tApplicability: Boeing Model 747-400 series airplanes equipped with BFGoodrich slide/raft P/N 7A1467-1 through -16 (main deck, doors 1 and 4), P/N 7A1479-1 through -10 (main deck, door 2), P/N 7A1469-1 through -8 (main deck, door 5); and Boeing 747-300 airplanes equipped with BFGoodrich slide/raft P/N 7A1479-1 through -10 (main deck, door 2); certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent delayed inflation of deployed escape slide/rafts, accomplish the following:\n\t(a)\tFor main deck doors 1, 2, 4, and 5: Within 24 months after the effective date of this AD, modify the regulator, P/N 5A2851-1 or -2 (subassembly of reservoir assembly P/N 5A2832-1 or -2), to become reservoir assembly P/N 5A2832-3; and perform a regulator leak check; in accordance with the Accomplishment Instructions, paragraphs 2.A. through 2.F., of BFGoodrich Service Bulletin 25-232, dated November 18, 1991; or Revision 1, dated March 16, 1992.\n\n\t(b)\tFor main deck door 2: Within 24 months after the effective date of this AD, modify the aspirators, P/N 4A3166-1, to form new aspirator assembly P/N 5A2870-1, in accordance with the Accomplishment Instructions, paragraph 2.G., of BFGoodrich Service Bulletin 25-232, dated November 18, 1991; or Revision 1, dated March 16, 1992.\n\n\t(c)\tSubsequent to accomplishing the requirements of paragraph (a) and (b) of this AD, reidentify the modified slide/rafts in accordance with paragraph 3.B., Identification, of BFGoodrich Service Bulletin 25-232, dated November 18, 1991; or Revision 1, dated March 16, 1992.\n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO.\n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Los Angeles ACO.\n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished.\n\n\t(f)\tThe modifications shall be done in accordance with BFGoodrich Service Bulletin 25-232, dated November 18, 1991; or BFGoodrich Service Bulletin 25-232, Revision 1, dated March 16, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from BFGoodrich Company, Aerospace, Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 E. Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(g)\tThis amendment becomes effective on August 5, 1992.
2009-15-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: During accomplishment of A330-300 Airworthiness Limitation Item (ALI) task 57.11.04-01-02 of a fastener hole between stringer 38 and 39 at FR40 rear fitting web, a crack was found on an adjacent hole at vertical post Y1959 lower attachment on both sides. Other crack findings on this adjacent hole have been reported on A330-300 and A340-200/-300 aircraft as a result of sampling inspections. If not corrected, crack propagation could result in loss of the fuselage structural integrity. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2021-21-13: The FAA is adopting a new airworthiness directive (AD) for certain Rolls-Royce Deutschland Ltd. & Co KG (RRD) Trent 1000 model turbofan engines. This AD was prompted by the manufacturer revising the engine Time Limits Manual (TLM) life limits of certain critical rotating parts and direct accumulation counting data files. This AD requires the operator to revise the airworthiness limitation section (ALS) of their existing approved aircraft maintenance program (AMP) by incorporating the revised tasks of the applicable TLM for each affected model turbofan engine, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.