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60-16-02: 60-16-02\tBOEING: Amdt. 184 Part 507 Federal Register August 2, 1960. Applies to the Following 707-100, -200, -300 Aircraft Only: Serial Numbers 17586 Through 17605, 17609 Through 17616, 17623 Through 17625, 17628 Through 17652, 17658 Through 17680, 17692 Through 17702, 17925 Through 17927. \n\tCompliance required by December 31, 1960. \n\tWhen the fuel dump chutes are in the stowed position, the dump chute roller may not be fully engaged and the dump chute not locked in position. This has resulted in thirteen incidents of the fuel dump chutes inadvertently extending in flight. In five cases all or part of the chute and/or door was lost. In eight cases some damage was done to the chute and/or door. In order to eliminate this problem a new uplatch assembly has been designed which incorporates a position lock for the dump chute roller and a mechanism to indicate the position of the latch when the dump chute is stored. As a result of the above, the following modifications shall be accomplished as indicated: \n\t(a)\tRemove the fuel dump chute uplatch assembly and rework or install new uplatch assemblies in accordance with Boeing Service Bulletin Nos. 689 (R-3), 895 and 895A. \n\t(b)\tAfter completion of item (a) conduct the pressure check-out procedure as outlined in item (a1) of Boeing Service Bulletin No. 689 (R-3). This pressure check procedure must be conducted each time the fuel dump chute is removed and reinstalled. \n\t(c)\tA placard must be added on the exterior side of the dump chute closure panel adjacent to the indicator hole. For nomenclature and method of fabricating this placard follow procedure outlined in item (am) of Boeing Service Bulletin No. 689 (R-3). \n\t(d)\tPerform functional test as outlined in Boeing Service Bulletin Nos. 689 (R-3), 895 and 895A.
91-09-15: 91-09-15 BOEING: Amendment 39-6974. Docket No. 90-NM-250-AD. \n\n\tApplicability: Model 767 series airplanes, as listed in Boeing Service Bulletin 767-79- 0008, dated August 11, 1988, equipped with engine oil filter differential pressure switches on JT9D-7R4 engines and all Model 767 series airplanes equipped with engine oil filter differential pressure switches on PW4000 engines, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent false oil filter bypass indication or loss of oil quantity from failed pressure switches, accomplish the following: \n\n\tA.\tWithin the next 60 days after the effective date of this AD, or prior to the accumulation of 10,000 total service hours, whichever occurs later, and thereafter at intervals not to exceed 10,000 total service hours, replace the engine oil filter differential pressure switch, as follows: \n\n\t\t1.\tFor Pratt & Whitney PW4000 engines: replace part number (P/N) S332T004-23 with a new -23 switch. \n\n\t\t2.\tFor Pratt & Whitney JT9D-7R4 engines: replace P/N's S332T004-2, - 25, or -29, with a new -29 switch. If a -2 or -25 switch is currently installed, modification in accordance with Boeing Service Bulletin 767-79-0008, dated August 11, 1988, is required in order to install a -29 switch configuration. \n\n\tNOTE: Reworking, modifying, or overhauling a used switch does not zero time the switch. \n\n\tB.\tPressure switches removed following the accumulation of 10,000 total service hours shall not be re-installed on any airplane. \n\n\tC.\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\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tThis amendment (39-6974, AD 91-09-15) becomes effective on May 28, 1991.
2009-08-05 R1: We are correcting the address, telephone, and fax information for the reporting requirement in Airworthiness Directive (AD) 2009-08- 05, which applies to certain Liberty Aerospace Incorporated Model XL-2 airplanes. AD 2009-08-05 currently requires repetitively inspecting the exhaust muffler for cracks, replacing the exhaust muffler when cracks are found, and reporting the results of the inspections to the FAA. Since AD 2009-08-05 became effective, the FAA's Atlanta Aircraft Certification Office (ACO) moved, which has caused the office personnel problems in receiving fax and mailed copies of the inspection result reports. This document corrects the mailing address, telephone number, and fax information of the Atlanta ACO. \n\nDATES: This final rule is effective April 19, 2010. The compliance date of this AD is April 20, 2009, which is the same as the effective date of AD 2009-08-05. \n\tAs of April 20, 2009 (74 FR 16117, April 9, 2009), the Director of the Federal Register approved the incorporation by reference of Liberty Aerospace, Inc. Service Document Critical Service Bulletin (CSB) CSB- 09-001, Revision Level B, Revised on March 18, 2009.
90-09-51: 90-09-51 BOEING: Amendment 39-6659. Docket No. 90-NM-72-AD. Final copy of telegraphic AD T90-09-51, issued April 19, 1990.\n \n\tApplicability: All model 767 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent unacceptable asymmetric slat deployment, accomplish the following: \n\n\tA.\tWithin the next 20 days after the effective date of this AD, conduct a one-time inspection of the leading edge slat drive mechanism to check for torque tube damage, check for proper coupling installation, and ensure that screws on the couplings are in place and lockwired. Perform this inspection in accordance with Part I of Boeing Alert Service Bulletin 767-27A0095, Revision 1, dated February 22, 1990. \n\n\tB.\tRepair all discrepancies that are revealed by the inspection required by paragraph A., above, prior to further flight, in accordance with Boeing Alert Service Bulletin 767-27A0095, Revision 1, dated February 22, 1990. \n\n\tC.\tWithin 10 days after the completion of the inspection required by paragraph A., above, submit a report of findings of discrepancies in the leading edge slat drive mechanism to the Manager, Seattle Aircraft Certification Office, ANM-100S, 17900 Pacific Highway South, C- 68966, Seattle, Washington 98168. Reports must include a description of the defective parts, their location with regard to the drive system, the airplane serial number, and the total flight hours and flight cycles on that airplane. \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, Transport Airplane Directorate. \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 maybe 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 (39-6659, AD 90-09-51) becomes effective on July 31, 1990, as to all persons, except those persons to whom it was made immediately effective by telegraphic AD T90-09-51, issued April 19, 1990, which contained this amendment.
92-17-04: 92-17-04 BOEING: Amendment 39-8333. Docket No. 91-NM-235-AD. Supersedes AD 91-18-09, Amendment 39-8012. \n\n\tApplicability: Model 757 series airplanes, equipped with brake part numbers (P/N) identified in paragraphs (a) and (c) of this AD, certificated in any category. \n\n\tCompliance required as indicated, unless accomplished previously. \n\n\tTo prevent loss of main landing gear braking effectiveness, accomplish the following: \n\n\t(a)\tWithin 180 days after November 12, 1991 (the effective date of Amendment 39-8012, AD 91-18-09), incorporate the maximum brake wear limits, shown below, into the FAA-approved maintenance inspection program. \n\n\n\nBrake Mfr.\nBrake P/N\nBoeing P/N\nMax. Wear Limit \nDunlop\t\nAHA 1301\nS160N020-1\n2.46 inches \nDunlop\t\nAHA 1637\nS160N020-5\n2.46 inches \nDunlop\t\nAHA 1676\nS160N020-7\n2.46 inches\nDunlop\t\nAHA 1693\nS160N020-8\n2.46 inches \nDunlop\t\nAHA 1884\nS160N020-14\n2.80 inches\nBFGoodrich\n2-1510\nS160N020-11\n1.70 inches \n\n\t(b)\tFor BFGoodrich brake P/N 2-1510 (Boeing P/N S160N020-11), in lieu of the limit specified in paragraph (a) of this AD, the maximum allowable brake wear may be extended to 2.2 inches when it is placed into the FAA-approved maintenance inspection program. \n\n\t(c)\tWithin 180 days after the effective date of this AD, accomplish the following: \n\n\t\t(1)\tFor airplanes equipped with BFGoodrich Brake P/N's 2-1457 and 2-1457-1, (Boeing P/N S160N010-43 AND S160N010-45): Accomplish the procedures specified in Section 2.B.(1) of BFGoodrich Service Bulletin 2-1457-32-13, dated January 30, 1991, or Revision 1, dated December 16, 1991 (issued February 28, 1991). Brakes found worn more than the 1.4-inch allowable brake wear must be removed and replaced, prior to further flight, with either a brake built in accordance with Section 2.B.(1)c. of the service bulletin, or a brake with more than 1.4 inches of allowable wear remaining. \n\n\t\t(2)\tFor airplanes equipped with BFGoodrich Brake P/N's 2-1457, 2-1457-1,and 2-1457-2, (Boeing P/N S160N010-43, S160N010-45, and S160N010-46): Incorporate either Figure 1 and/or Figure 2 of Section 2.B.(1)c. of BFGoodrich Service Bulletin 2-1457-32-13, dated January 30, 1991, or Revision 1, dated December 16, 1991 (issued February 28, 1991), into the FAA-approved maintenance inspection program. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\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 procedures relative to BFGoodrich Brake P/N's 2-1457 and 2-1457-1, and 2-1457-2 shall be done in accordance with BFGoodrich Service Bulletin 2-1457-32-13, dated January 30, 1991; or BFGoodrich Service Bulletin 2-1457-32-13, Revision 1, dated December 16, 1991 (issued February 28, 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; and BFGoodrich Aerospace, Aircraft Wheels and Brakes, P.O. Box 340, Troy, Ohio 45373. 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., 7th Floor, Suite 700, Washington, DC. \n\n\t(g)\tThis amendment becomes effective on September 28, 1992.
91-07-19: 91-07-19 BOEING: Amendment 39-6926. Docket No. 89-NM-263-AD. \n\n\tApplicability: Model 707/720 series airplanes, listed in Boeing Document No. D6-54996, Revision B, dated December 11, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural failure, accomplish the following: \n\n\tA.\tAccomplish the structural modifications listed in Section 3 of Boeing Document No. D6- 54996, "Aging Airplane Service Bulletin Structural Modification Program-Model 707/720," Revision B, dated December 11, 1990, at the earlier of the following times: \n\n\t\t1.\tPrior to reaching the incorporation thresholds listed in the Boeing Document or within the next 4 years after the effective date of this AD, whichever occurs later; or \n\n\t\t2.\tPrior to reaching the incorporation thresholds specified as calendar dates in the Boeing Document. \n\n\tNOTE: The modifications required by this paragraph do not terminate the inspection requirements of any other AD unless that AD specifies that any such modification constitutes terminating action for the inspection requirements. \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, Northwest Mountain Region. \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\tThe modifications shall be done in accordance with Boeing Document No. D6-54996, "Aging Airplane Service Bulletin Structural Modification Program - Model 707/720," Revision B, dated December 11, 1990, which incorporates the following list of effective pages: \n\nTABLE OF EFFECTIVE PAGES\n\nPage Number\nRevision Number\nDate\n Page a \t\t\nRevision B \nDecember 11, 1990\nPage b \t\t\nInitial Release\nNovember 7, 1989\nPages c.1-d.5 \n Revision B \t\nDecember 11, 1990\nPage e \nRevision A\t\nSeptember 14, 1990 \nPages f-1.0.1 \nInitial Release\nNovember 7, 1989\nPage 1.0.2 \nRevision B \nDecember 11, 1990\nPages 1.0.3-2.0.2 \nInitial Release\nNovember 7, 1989\nPages 3.0.1-3.1.8 \nRevision B\nDecember 11, 1990\nPage 3.1.9\nInitial Release \nNovember 7, 1989\nPages 3.1.10-3.4.1 \t\nRevision B\nDecember 11, 1990\nPages 3.4.2-3.6.1 \nInitial Release \nNovember 7, 1989\nPages 4.0.1-5.1.5 \t\nRevision A\nSeptember 14, 1990\nPages 5.1.6-5.1.8 \t\nRevision B\nDecember 11, 1990\nPages 5.1.9-5.1.11 \t\nRevision A \nSeptember 14, 1990 \n\n\tBoeing Document No. DC-54996, "Aging Airplane Service Bulletin Structural Modification Program - Model 707/720," was issued by The Boeing Company on November 7, 1989. The Boeing Company has made two revisions to the November 7, 1989, document: "Revision A" was issued on September 14, 1990, and "Revision B" was issued on December 11, 1990. The preceding Table of Effective Pages depicts the original and revised pages that have received incorporation by reference approval. \n\n\tThis 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, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street S.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-6926, AD 91-07-19) becomes effective on April 29, 1991.
68-23-01: 68-23-01 GODFREY: Amendment 39-673. Applies to Godfrey Cabin Superchargers Type 15 Marks 6, 9, and 14, installed on, but not necessarily limited to, British Aircraft Corporation Viscount Models 744, 745D, and 810; Armstrong Whitworth Arogsy AW-650; Fokker F-27 Marks 100 and 300; Fairchild Hiller Models F27 and FH227 all series; Nihon Model YS-11; and Grumman Model G159 airplanes. Compliance required as indicated. To prevent the loss of oil from the Godfrey Cabin Compressor due to the oil metering unit or bearing covering plate becoming loose, accomplish the following unless already accomplished: (a) For British Aircraft Corporation Viscount Models 744, 745D and 810 airplanes - Within the next 50 hours' time in service after the effective date of this AD and thereafter at intervals whenever the gear box oil contents are checked, inspect the oil metering unit and bearing cover plate for security, i.e., nuts are tight and spring washers fully compressed. Secure asnecessary. (b) For all the applicable airplanes - At the next overhaul of the Supercharger or within the next 1500 hours' time in service, whichever occurs earlier, after the effective date of this AD, replace and lockwire the oil metering unit and bearing cover retaining nuts, in accordance with Godfrey Precision Products, Ltd. Service Bulletin No. 21-116-1195, Revision 2, dated February 1, 1968, or later ARB - approved revision or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. (c) The repetitive inspections required by paragraph (a) may be discontinued following the incorporation of the modification required by paragraph (b). This amendment becomes effective November 21, 1968.
2010-08-06: 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: It has been found the possibility of missing points of sealant application on the vapor barrier assembly in the wing stub rear box. In the event of fuel tank leak in this region associated with an unsealed vapor barrier assembly, migration of flammable vapors and fluids to middle electronic bay may occur, which then could lead to an uncontained fire event if the flammable vapors finds an ignition source. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
90-22-07: 90-22-07 BOEING: Amendment 39-6779. Docket No. 90-NM-105-AD. \n\n\tApplicability: Model 767 series airplanes, equipped with Pratt and Whitney JT9D-7R4 engines, as listed in Boeing Alert Service Bulletin 767-71A0057, dated February 22, 1990, certificated in any category. \n\n\tCompliance: Required within 9 months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent possible engine fires and potential in-flight engine shutdowns due to oil loss, accomplish the following: \n\n\tA.\tModify the drain system on each engine in accordance with Boeing Alert Service Bulletin 767-71A0057, dated February 22, 1990. \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 Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington 98055-4056. \n\n\tThis amendment (39-6779, AD 90-22-07) becomes effective on November 26, 1990.
91-14-21: 91-14-21 BOEING: Amendment 39-7062. Docket No. 91-NM-33-AD. Supersedes AD 90-20-12.\n\n\tApplicability: Model 757 series airplanes, listed in Boeing Service Bulletin 757-57-0027, Revision 1, dated March 15, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the fixed trailing edge upper panel support beam clips and consequent damage to airplane structure and hydraulic lines, accomplish the following: \n\n\tA.\tFor airplanes line numbers 1 through 140 and 151:\n\n\t\t1.\tPrior to the accumulation of 600 total landings, or within the next 30 days after October 23, 1990, (the effective date of Amendment 39-6732, AD 90-20-12), whichever occurs later, unless previously accomplished within the last 600 landings, and thereafter at intervals not to exceed 600 landings, perform a detailed visual inspection for cracks in the fixed trailing edge upper panel support beam clips, in accordance with Boeing Service Bulletin 757-57-0027, Revision 1, dated March 15, 1990. Replace cracked clips with the newly designed clips in kit number 012N8660-1 or clips in kit number 012N8546-1 after modifying, in accordance with Boeing Service Bulletin 757-57-0027, Revision 1, dated March 15, 1990. Upon completion, this action terminates the inspections required above, for those clips replaced.\n\n\t\t2.\tWithin 3,000 landings after October 23, 1990, replace all affected clips with newly designed or modified clips and spacers, in accordance with Boeing Service Bulletin 757-57-0027, Revision 1, dated March 15, 1990. Accomplishment of this replacement constitutes terminating action for the inspection requirements of this AD. \n \n\tB.\tFor airplanes line numbers 141 through 150 and 152 through 163:\n\n\t\t1.\tPrior to the accumulation of 600 total landings or within the next 30 days after the effective date of this amendment, whichever occurs later, unless previously accomplished within the last 600 landings, and thereafter at intervals not to exceed 600 landings, perform a detailed visual inspection for cracks in the fixed trailing edge upper panel support beam clips, in accordance with Boeing Service Bulletin 757-57-0027, Revision 1, dated March 15, 1990. Replace cracked clips with the newly designed clips in kit number 012N8660-1 or clips in kit number 012N8546-1 after modifying, in accordance with Boeing Service Bulletin 757-57-0027, Revision 1, dated March 15, 1990. Upon completion, this action terminates the inspections required above, for those clips replaced.\n\n\t\t2.\tWithin 3,000 landings after the effective date of this AD, replace all affected clips with newly designed or modified clips and spacers, in accordance with Boeing Service Bulletin 757-57-0027, Revision 1, dated March 15, 1990. Accomplishment of this replacement constitutes terminating action for the inspection requirements of this AD.\n\n\tC.\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\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tE.\tThe inspections and repairs shall be done in accordance with Boeing Service Bulletin 757-57-0027, Revision 1, dated March 15, 1990. \n\n\tThis 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, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW.,Renton, Washington, or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C.\n\n\tAirworthiness Directive 91-14-21, supersedes AD 90-20-12, Amendment 39-6732.\n\tThis amendment (39-7062, AD 91-14-21) becomes effective on August 9, 1991.
2006-19-01: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter helicopters. This action requires, within 10 hours time-in-service (TIS), inspecting the tapered housing of each main servo-control (MSC) for a crack. If no crack is found, this AD requires, before further flight, retorquing the upper ball-end attachment nut of the MSC. If a crack is found, this AD requires, before further flight, replacing the MSC with an airworthy MSC. This amendment is prompted by the discovery of cracks in the tapered housings of MSCs. The actions specified in this AD are intended to detect a crack in the MSC tapered housing and to prevent loss of the attachment of the MSC to the upper attachment yoke, loss of the main rotor control, and subsequent loss of control of the helicopter.
2010-08-03: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The heating capability of several Angle Of Attack (AOA) transducer heating elements removed from in-service aircraft have been found to be below the minimum requirement. Also, it was discovered that a large number of AOA transducers repaired in an approved maintenance facility were not calibrated accurately. Inaccurate calibration of the AOA transducer and/or degraded AOA transducer heating elements can result in early or late activation of the stall warning, stick shaker and stick pusher by the Stall Protection Computer (SPC). * * * * * The unsafe condition is reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective May 19, 2010. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of May 19, 2010. The Director of the Federal Register previously approved the incorporation by reference of a certain publication listed in this AD as of March 9, 2009 (74 FR 7789, February 20, 2009).
68-14-03 R1: 68-14-03 R1 BRITISH AIRCRAFT CORPORATION: Amendment 39-619 as amended by Amendment 39-4608. Applies to Model BAC 1-11 200 and 400 Series airplanes. Compliance required as indicated, unless already accomplished. To prevent erratic functioning of the rudder and elevator feel simulator units and to provide a warning to the flight crew in the event of a malfunctioning of the rudder or elevator feel simulator units, accomplish the following: (a) Deleted by Amendment 39-4608. (b) For BAC 1-11 200 Series Airplanes. Within the next 1,000 hours' time in service after the effective date of this AD, replace the 1/4 inch diameter hydraulic pipe run between the roof of the main undercarriage bay and the rear pressure bulkhead in the No. 1 and No. 2 hydraulic systems with either 5/16 inch or 3/8 inch diameter pipe, in accordance with British Aircraft Corporation Service Bulletins Nos. 29- PM3234 Revision 1 dated December 1, 1967, or 29-PM3345 Revision 3 dated February 28, 1968, or later ARB-approved revision or an equivalent approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. (c) For BAC 1-11 200 and 400 Series Airplanes. Within the next 1,000 hours' time in service after the effective date of this AD replace the restrictor assembly Hobson P/N CHA 504-396 with new restrictor assembly Hobson P/N CHA 504-502 in the rudder and elevator feel simulator units in accordance with British Aircraft Corporation Service Bulletin No. 27-PM3371 dated February 28, 1968, or later ARB-approved revision or an equivalent approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA. (d) For BAC 1-11 200 and 400 Series Airplanes. Within the next 3,000 hours' time in service after the effective date of this AD modify the rudder feel simulator system by incorporating a warning indicator assembly in accordance with British Aircraft Corporation Service Bulletin No. 27-PM3372 dated February 15, 1968, or later ARB-approved revision or an equivalent approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA. Amendment 39-619 became effective August 5, 1968. This Amendment 39-4608 becomes effective April 13, 1983.
89-23-07: 89-23-07 BOEING: Amendment 39-6376. Docket No. 89-NM-63-AD. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-51- 2043, dated June 30, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural damage caused by cracked or fractured H-11 steel bolts, accomplish the following: \n\n\tA.\tPrior to the accumulation of 4 years total time-in-service, or within the next 15 months after the effective date of this AD, whichever occurs later, visually inspect H-11 steel bolts for cracks or fractures, in accordance with Boeing Service Bulletin 747-51-2043, dated June 30, 1988, at the following locations: \n\n\t\t1.\tBody landing gear inboard and outboard trunnion vertical support. \n\n\t\t2.\tWing landing gear beam upper chord to longeron attachment. \n\n\t\t3.\tWing landing gear beam lower chord to crease beam attachment. \n\n\t\t4.\tBody station (BS) 2598 horizontal stabilizer hinge attachment. \n\n\t\t5.\tBS 2598 longeron splice fitting attachment at stringers 11 and 23. \n\n\t\t6.\tFin to body attachment. \n\n\t\t7.\tThe horizontal stabilizer front spar jack screw attachment. \n\n\tB.\tIf a cracked or fractured bolt is found, replace with an Inconel 718 bolt, prior to further flight, in accordance with Boeing Service Bulletin 747-51-2043, dated June 30, 1988. \n\n\tC.\tIf a cracked or fractured bolt is found and if Inconel 718 bolts are unavailable, replace the cracked or fractured bolt with an H-11 steel bolt, prior to further flight, in accordance with Boeing Service Bulletin 747-51-2043, dated June 30, 1988. Repeat the visual inspection required by paragraph A., above, at intervals not to exceed 18 months. \n\n\tD.\tIf no cracking or fracture is found, repeat the visual inspection required by paragraph A., above, at intervals not to exceed 18 months. \n\n\tE.\tWithin the next 48 months after the effective date of this AD, replace all affected H-11 steel bolts with Inconel 718 bolts,in accordance with Boeing Service Bulletin 747-51-2043, dated June 30, 1988. \n\n\tF.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. The 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 (39-6376, AD 89-23-07) becomes effective on December 4, 1989.
92-09-05: 92-09-05 BELL HELICOPTER TEXTRON, INC.: Amendment 39-8230. Docket No. 91-ASW-31. \n\n\tApplicability: Model 212 helicopters, serial numbers (S/N) 35001 through 35037, 35039, and 35040; and Model 412 helicopters, S/N 36001 through 36025, and 36027, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent possible failure of the combining gearbox, which could result in loss of power to the main rotor system, accomplish the following: \n\n\t(a)\tWithin the next 20 hours' time in service after the effective date of this AD, perform an inspection of the torque on the engine-to-driveshaft coupling adapter retaining nut, part number (P/N) 212-040-631-001, as follows: \n\n\t\t(1)\tRemove the engine-to-transmission driveshaft in accordance with the appropriate Bell Helicopter Textron, Inc. Maintenance Manual, being careful not to remove the driveshaft adapter assembly. \n\n\t\t(2)\tCheck the torque of the engine-to-driveshaft adapter retaining nut (see Figure 1). \n\n\t\t\t(i)\tIf the retaining nut rotates before attaining 125 foot-pounds of torque (check torque in locking direction) comply with the remaining portion of this AD. \n\n\t\t\t(ii)\tIf the retaining nut does not rotate before attaining 125 foot-pounds of torque, no further action is required except to reinstall the engine-to-transmission driveshaft in accordance with the appropriate Bell Helicopter Maintenance Manual. \n\n\t(b)\tRemove the engine-to-driveshaft coupling adapter in accordance with the appropriate Bell Helicopter Component Repair and Overhaul Manual for the Model 212 or the appropriate Bell Helicopter Maintenance Manual for the Model 412, and inspect the adapter as follows: \n\n\t\t(1)\tCheck the adapter splines (see Figure 1) for evidence of corrosion fretting. Red dust is an indication of fretting. If fretting is indicated, replace the adapter with a serviceable part before further flight and accomplish the requirements of paragraphs (c) and (d) of this AD. \n\n\t\t(2)\tMeasure the internal splines of the adapter for a maximum dimension between pins of 1.6632 inches. Use 0.1080 inch diameter pins flatted on one side to 0.1040 inches. If the maximum dimension between pins exceeds 1.6632 inches, replace the adapter with a serviceable part prior to further flight and accomplish the requirements of paragraphs (c) and (d) of this AD. \n\n\t(c)\tInspect the engine output drive splines as follows: \n\n\t\t(1)\tInspect the engine output drive splines for evidence of corrosion fretting. Red dust is an indication of corrosion fretting. If fretting is indicated, overhaul the combining gearbox in accordance with the appropriate Pratt and Whitney overhaul manual. \n\n\t\t(2)\tMeasure the engine output splines for a minimum dimension of 1.9565 inches over pins. Use 0.1080 inch diameter pins. If the minimum dimensions over pins is less than 1.9565 inches, overhaul the combining gearbox in accordance with the appropriate Pratt and Whitney overhaul manual. \n\n\t(d)\tInstall the engine-to-driveshaft coupling adapter as follows (see Figure 1): \n\n\t\t(1)\tPosition the adapter on the engine. \n\n\t\t(2)\tInstall the new lock washer. Ensure that the mating face of the lock washer to the adapter is dry. No lubricant is to be used. \n\n\t\t(3)\tLubricate the threads and mating face of the retaining nut (Item number 5 of Figure 1) to the lock washer using grease MIL-G-25537 or MIL-G-81322. \n\n\t\t(4)\tInstall the retaining nut hand tight. Using a suitable marker, mark an index line on the outer lock washer tang and adapter. This will enable verification that the lock washer does not rotate during torquing operation. \n\n\t\t(5)\tPosition the plate on the adapter. Install the nut (Item number 4 of Figure 1). Position the bar in the retaining nut. \n\n\t\t(6)\tTorque the retaining nut to 250 to 275 foot-pounds (339 to 373 newton-meters) for initial torque. Loosen the retaining nut and then torque 125 to 200 foot-pounds (170-271 newton-meters). \n\n\t\t(7)\tRemove the bar and the plate. \n\n\t\t(8)\tInspect the washer to ensure that the tang indexed in paragraph (d)(4) has not rotated. If the inspection reveals that the washer has rotated, repeat the work of paragraphs (d)(2) through (d)(8) using a new lock washer. \n\n\t\t(9)\tBend one tang of the washer into the retaining nut. \n\n\t\t(10)\tInstall the engine-to-transmission driveshaft in accordance with the appropriate Bell Helicopter Maintenance Manual. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the helicopter to a location where the requirements of this AD can be accomplished. \n\n\t(f)\tCompliance with Bell Helicopter Textron, Inc. Alert Service Bulletin No. 212-91-67, dated 6/24/91, for the Model 212 helicopter, or Alert Service Bulletin No. 412-91-53, dated 6/24/91, for the Model 412 helicopter, constitutes compliance with this AD. \n\n\t(g)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used if approved by the Manager, Rotorcraft Certification Office, ASW-170, Rotorcraft Directorate, Aircraft Certification Service, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas, 76193-0170. The request shall be forwarded through an FAA inspector who may concur or comment and then send it to the Manager of the Rotorcraft Certification Office. \n\n\t(h)\tThis amendment becomes effective June 2, 1992. \n\n\n\n\n\t\tNOTES: \n\t\t1.\tInstall T101588-5 plate (7) on adapter (1). \n\t\t\tSecure with nut (4). \n\n\t\t2.\tInsert extension bar (6) into plate (7). Ensure \n\t\t\tthat extension bar (6) is seated all the way into \n\t\t\tnut (5) before attempting to loosen nut (5). \n\n\t\t3\tInstall T103063 plate (7) on adapter (1) \n\t\t\tfor model 412 S/N 36020 and sub. \n\n\t\t\t\t\tFIGURE 1 \n\t\t\t\t AD 92-09-05
2010-08-01: 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: Cracks on the stabilizer elevator inner hinges of seven L 23 SUPERBLAN K sailplanes have been detected during an inspection. This condition, if not corrected, could result in no longer retaining the elevator in place and in jamming of the Pilot's elevator control system, and subsequent loss of elevator control. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
73-09-04: 73-09-04\tBOEING: Amendment 39-1627 as amended by Amendment 39-1643 is further amended by Amendment 39-1822. Applies to all Model 707, 727 and 737 series airplanes certificated in all categories, listed in Boeing Service Bulletins 3105, Revision 1, dated June 15, 1973 (707); 727-52-83, Revision 1, dated June 20, 1973; and 737-52-1044, Revision 1, dated June 15, 1973, respectively, or later FAA approved revisions. \n\tCompliance required as indicated. \n\tTo detect failures or cracks in the forward entry door upper spigot, accomplish the following: \n\t(a)\tAll aircraft which have accumulated 8000 landing cycles on the effective date of this AD and have bushings installed on the upper spigot, inspect per paragraph (1) and (2) below: \n\t\t(1)\tWithin the next 500 landings after the effective date of this AD, perform a visual inspection of the spigot tab for failure and displacement by inserting a .010 to .020 thick feeler gage in the gap between the upper hinge assembly upper link and guideplate bushing. If the gage can be passed through the area, the spigot tab has separated from the spigot, and the spigot must be either replaced or modified per (b) below, prior to further flight. \n\t\t(2)\tWithin the next 2500 landings after the initial inspection per (a)(1) above, unless already accomplished within the last 3000 landings, and thereafter at intervals not to exceed 3000 landings since the last inspection, perform an X-ray inspection of the spigot in the area of the spigot tab for evidence of cracking. The X-ray inspection is to be in accordance with the Boeing Service Bulletins noted in paragraph (b)(2) below. Spigots with failed tabs must be either replaced or modified per (b) below, prior to further flight. \n\t(b)\tModifications per paragraphs (2)(3) or (4) below are considered terminating action. \n\t\t(1)\tReplace the spigot with a new or serviceable part and re-enter the inspection program at the 8000 landing cycle per (a) above, or \n\t\t(2)\tInsert steel shot into the upper spigot tab grease cavity in accordance with the following Boeing Service Bulletins or their later FAA-approved revisions: \n\t\t\t3105, dated December 11, 1972 (707 Model); \n\t\t\t727-52-83 dated December 12, 1972; \n\t\t\t737-52-1044 dated December 6, 1972; or \n\t\t(3)\tremove the guide arm upper link, in accordance with the appropriate Service Bulletins or their later FAA-approved revisions referred to in paragraph (2) above, or \n\t\t(4)\tmake such other modification as is approved by the Chief, Engineering & Manufacturing Branch, FAA, Northwest Region. \n\t(c)\tAircraft may be ferried to a base for maintenance per Sections 21.197 and 21.199 of the Federal Aviation Regulations. \n\t(d)\tFor the purpose of this AD, when conclusive records are not available to show the number of landings accumulated by a particular spigot, the number of landings may be computed by dividing the airplane time in service since the spigot was installed in the airplane by the operators' fleet average time per flight for his airplanes of each model (707, 727-100 or 737). \n\t(e)\tInspections prescribed by this AD do not apply to new replacement spigots of an improved design approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tAmendment 39-1643 supersedes Amendment 39-1627 and became effective May 23, 1973. \n\tThis Amendment 39-1822 becomes effective thirty (30) days after publication in the Federal Register.
66-02-02: 66-02-02 CURTISS-WRIGHT: Amdt. 39-178 Part 39 Federal Register January 6, 1966. Applies to Model C-46 airplanes. Compliance required as indicated. To prevent further failures of the main hydraulic accumulator, Vickers P/N AA-14008, accomplish the following: (a) Unless already accomplished within the last 2,200 hours' time in service, within the next 300 hours' time in service after the effective date and thereafter at intervals not to exceed 2,500 hours' time in service from the last overhaul, overhaul the main hydraulic accumulator, Vickers P/N AA-14008 in accordance with Vickers Service data 910148 dated March 15, 1957, or FAA-approved equivalent, and inspect the rim mating threads by magnaflux, zyglo, or other equivalent means. If cracks are found, before further flight, replace the accumulator with Vickers P/N's AA-14008, AA-14009, AA-14013, or an FAA-approved equivalent. (b) The periodic reinspection and overhaul required by (a) may be discontinued upon replacement of Vickers P/N AA-14008 accumulator by P/N's AA-14009, AA-14013, or an FAA-approved equivalent. (c) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Southern Region, may adjust the repetitive overhaul intervals or overhaul requirements specified in this AD, if the request contains substantiating data to justify a change. This directive effective February 5, 1966.
81-16-06 R1: 81-16-06 R1 McDONNELL DOUGLAS: Amendment 39-4177 as amended by Amendment 39-4234. Applies to McDonnell Douglas Model DC-10 series airplanes certificated in all categories. Compliance required within 10 days after the effective date of this AD. \n\n\tA.\tTo prevent temporary loss of all electrical flight instruments and lighting, incorporate in the Limitations Section of the FAA Approved Airplane Flight Manual a revision which specifies the following: \n\n\t\t1.\tPrior to each takeoff, stabilize engine RPM above 60% N2. With generators paralleled, check to ensure that generator frequency is below 420 Hz; or, if generators are nonparalleled, check to ensure that each operating generator is below 420 Hz. \n\n\t\t2.\tWhen operating at night or in instrument meteorological conditions, and before reaching 10,000 feet MSL during descent for landing, complete procedure to operate generators nonparalleled until landing. \n\n\tB.\tA copy of this AD inserted in the Airplane Flight Manual may be considered as an acceptable means of compliance with the required Airplane Flight Manual revision. \n\n\tC.\tAlternative means of compliance providing an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. \n\n\tD.\tThe installation of new voltage sensing relay components in accordance with Group I, Phase I of Part 2, in the Accomplishment Instructions of McDonnell Douglas DC-10 Service Bulletin 24-116, dated August 21, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region may be accomplished in lieu of the Flight Manual Revision and test procedure specified in paragraphs (A) and (B) above; and constitutes terminating action for this AD. \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). All persons affected by this directivewho 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). These documents also may be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108 or 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tAmendment 39-4117 became effective August 10, 1981. \n\n\tThis amendment becomes effective October 26, 1981.
90-23-02: 90-23-02 MCDONNELL DOUGLAS: Amendment 39-6796. Docket No. 90-NM-121-AD. \n\n\tApplicability: Model DC-9-81, -82, and -83 (MD-81, -82, -83) series airplanes, serial numbers as listed in McDonnell Douglas MD-80 Service Bulletin 35-18, dated May 15, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure the mid attendant's oxygen mask stays properly positioned during the attendant's movements, accomplish the following: \n\n\tA.\tWithin one year after the effective date of this AD, replace the oxygen mask and hose assemblies at the mid attendant's station in accordance with the Accomplishment Instructions of McDonnell Douglas MD-80 Service Bulletin 35-18, dated May 15, 1990. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (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\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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Business Unit Manager, Technical Publications, C1-HCW (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6796, AD 90-23-02) becomes effective on December 10, 1990.
90-23-06: 90-23-06 BOEING: Amendment 39-6794. Docket No. 90-NM-220-AD. \n\n\tApplicability: Model 757 series airplanes, line number 1 through 158, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent separation of trailing edge wedges from the airplane, accomplish the following: \n\n\tA.\tFor airplanes line number 001 through 091, prior to the accumulation of 11,000 flight hours, or within the next 10 calendar days after September 21, 1990 (the effective date of telegraphic AD T90-20-51), whichever occurs later, perform a close detailed visual inspection of the trailing edge wedges on all the leading edge slats for delamination and physical damage in accordance with Boeing Alert Service Bulletin 757-57A0038, Revision 2, dated October 10, 1990, or earlier FAA-approved revisions. \n\n\tB.\tFor airplanes line number 092 through 158, prior to the accumulation of 11,000 flight hours, or within the next 10 calendar days of the effective date of this AD, whichever occurs later, perform a close detailed visual inspection of the trailing edge wedges on all the leading edge slats for delamination and physical damage in accordance with Boeing Alert Service Bulletin 757-57A0038, Revision 2, dated October 10, 1990, or earlier FAA-approved revisions. \n\n\tC.\tRepeat the inspections required by paragraphs A. or B. of this AD, as applicable, at intervals not to exceed 300 flight hours. \n\n\tD.\tIf delamination and/or physical damage are found, prior to further flight, repair in accordance with an FAA-approved procedure or replace with new parts. \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 Manager, 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-23-06 supersedes telegraphic AD T90-20-51, issued on September 21, 1990. \n\tThis amendment (39-6794, AD 90-23-06) becomes effective on November 19, 1990.
93-06-04: 93-06-04 MCDONNELL DOUGLAS: Amendment 39-8529. Docket 93-NM-04-AD. \n\n\tApplicability: Model MD-11 and MD-11F airplanes; as listed in McDonnell Douglas Alert Service Bulletin A24-48, dated February 17, 1993; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent electrical arcing in the fuel system components and/or flight control computers in the event of a lightning strike, accomplish the following: \n\n\t(a)\tWithin 10 days after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following statement. This may be accomplished by inserting a copy of this AD in the AFM. \n\n\t\t"Autoland Do not conduct autoland in known lightning conditions. A dual autoland disconnect may occur." \n\n\t(b)\tWithin 60 days after the effective date of this AD, modify the seventeen wire assembly breakouts located at the aft pressure bulkhead and at the aft spar of thehorizontal stabilizer center box, in accordance with McDonnell Douglas Alert Service Bulletin A24-48, dated February 17, 1993. Accomplishment of this modification constitutes terminating action for paragraph (a) of this AD; after the modification is accomplished, the AFM revision may be removed. \n\n\t(c)\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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(d)\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(e)\tThe modification shall be done in accordance with McDonnell Douglas Alert Service Bulletin A24-48, dated February 17, 1993. 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, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office (ACO), 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on April 29, 1993.
2009-08-08R1: We are revising an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: During production of Arriel 1 and Arriel 2 Power Turbine (PT) wheels, geometric non-conformances on blade fir tree roots have been detected by Turbom ca. Potentially non-conforming PT blades have been traced as having been installed on Module M04 (PT) listed in Mandatory Service Bulletin (MSB) A292 72 0827 for Arriel 1 engines and A292 72 2833 for Arriel 2 engines. The geometric non-conformities of the blades may potentially lead to a reduction in the fatigue resistance of PT blades to a lower level than their authorized in service use limit. This reduction of fatigue resistance can potentially result in blade release, which could cause an uncommanded in-flight shutdown. We are issuing this AD to prevent release of PT blades, which could result in an uncommanded in-flight shutdown and emergency autorotation landing.
90-06-12: 90-06-12 BOEING: Amendment 39-6531. Docket No. 89-NM-195-AD. \n\n\tApplicability: Model 747 series airplanes, line position 676, 679, 685, and 690 through 699, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent cracking of the bulkhead splice strap, accomplish the following: \n\n\tA.\tWithin the next 1,000 flight cycles after the effective date of this AD, perform an interim modification of the body station 1241 bulkhead in accordance with Boeing Service Bulletin 747-53-2299, Revision 1, dated June 29, 1989. \n\n\tB.\tWithin the next 5,000 flight cycles after the effective date of this AD, perform an eddy current inspection for cracks of the splice strap in accordance with Boeing Service Bulletin 747-53-2299, Revision 1, dated June 29, 1989. \n\n\t\t1.\tIf no cracking is found, prior to further flight, perform permanent modification in accordance with Boeing Service Bulletin 747-53-2299, Revision 1, dated June 29, 1989.2.\tIf cracking is found, prior to further flight, repair in accordance with method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tAccomplishment of paragraph B., above, within the next 1,000 flight cycles after the effective date of this AD, is an acceptable alternative to the interim modification required by paragraph A., above. \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, 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 (39-6531, AD 90-06-12) becomes effective on April 13, 1990.
2010-07-10: 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: One operator reported loss of both pitch trims following autopilot disengagement after take off. Subsequent shop findings revealed severe damage to the power gears. Mal-phasing between the hydraulic motors was suspected to have induced excessive loads into the gear train, leading to collapse of one bearing on a shaft of the main gear, causing severe tooth damage. The combination of tooth damage and gear tilting caused the disconnection of two of the three hydraulic motors, resulting in jamming of the THSA [trimmable horizontal stabilizer actuator] gearbox and consequent loss of THSA control. This condition, if not detected and corrected, could leadto further cases of mal-phasing of the hydraulic motors of the THSA, causing degradation of the power gears and potentially resulting in reduced control of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.