Results
85-25-04: 85-25-04 BOEING: Amendment 39-5179. Applies to Boeing Model 737-100, -200, and -300 airplanes certificated in any category. Compliance required within 45 days of the effective date of this amendment, unless already accomplished. \n\n\tTo ensure proper door opening and escape slide deployment, accomplish the following: \n\n\tA.\tFor airplanes which have accomplished AD 85-19-04, inspect escape slides and modify escape slide containers in accordance with Boeing Service Bulletin 737-25A1182, Revision 2, Part IV, dated November 12, 1985, or later FAA approved revisions. \n\n\tB.\tFor airplanes which have not accomplished AD 85-19-04, accomplish inspections, escape slide installation modifications, and functional tests, in accordance with Boeing Service Bulletin 737-25A1182, Revision 2, Parts I, III, and IV, dated November 12, 1985, or later FAA-approved revisions. \n\n\tC.\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\tD.\tUpon request of an operator, an FAA Maintenance Inspector, subject to prior approval by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the compliance times in this AD, if the request contains substantiating data to justify the increase for the operator. \n\n\tE.\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\tAll persons affected by this proposal who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the 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 supersedes Airworthiness Directive (AD) 85-19-04, Amendment 39- 5141 (50 FR 38505; September 23, 1985). \n\tThis Amendment becomes effective December 20, 1985.
54-23-01: 54-23-01 DOUGLAS: AD 54-23-01 as amended by amendment 39-3353. Applies to All Models DC-6, DC-6A and DC-6B Series Aircraft including military models. \n\n\tCompliance required as indicated. \n\n\tAs a result of a recent fuselage failure leading to rapid loss of cabin pressure and on the bases of information of other previous structural failures in the same locality, all fuselages in the propeller plane areas must be inspected and/or reworked as follows between stringers 23 to 26 and between Stations 217 and 280 on the left side and Stations 238 and 280 on the right side: \n\n\t1. (a) For aircraft with total service time greater than 10,000 hours the two specified areas shall be subjected to a through external inspections at each scheduled daily inspection but not to exceed 40 hours of operation. This inspection shall consist of close visual check for any evidence of skin cracks of any size or cracks in the toilet service panel pan, together with application of hand pressure at numerous points to detect any evidence of structural softness caused from stringer failures or failures of attachments of stringers to frames. For aircraft in which forward toilet has been removed, the service panel pan inspection door shall be readily openable or removable to permit the inspection of that pan. \n\n\t\t(b) If any skin cracks are evidence of structural softness is found, the airplane shall be flown unpressurized until thorough internal inspection of the area is accomplished and any failures properly repaired. \n\n\t\t(c) In any event, a thorough internal inspection of the specified areas and repair of all failures shall be accomplished within the next 2,000 hours of operations. \n\n\t\t(d) Following the first complete internal inspections and/or repairs as necessary, external inspection per item 1(a) shall be continued at intervals not to exceed 500 hours of operation, and complete internal inspection and/or rework shall be accomplished when any evidence of cracks or structural softness are found but in any event at periods not to exceed each 2,000 hours of operation. \n\n\t2. For aircraft with total time of less than 10,000 hours, the inspections of item 1(a) shall be conducted at periods not to exceed every 200 hours operations time. Action in item 1(b) shall be taken when any evidence of skin cracks or structural softness is found. \n\n\t3. When rework is made in accordance with Douglas Service Bulletin No. 602 revised September 29, 1955, for the Model DC-6, Service Bulletin No. 602 revised September 22, 1955, for the Model DC-6B and Service Bulletin No. 610 dated October 14, 1955, for the Model DC-6A; or equivalent, the inspections of items 1, 2 and 4 may be discontinued. \n\n\t4. (a) Aircraft modified for unpressurized operations by a modification approved by the Chief, Aircraft Engineering Division, FAA Western Region, and in which the initial inspections and rework, if required, have been accomplished in accordance with paragraphs 1 and 2 may:(b) At intervals not to exceed 200 hours' time in service, in lieu of the time intervals of paragraph 1 and 2, inspect the area specified by paragraph 1(a) in accordance with an FAA approved maintenance program. \n\n\t\t(c) If any skin cracks or evidence of structural softness is found, paragraph 1(c) must be accomplished. \n\n\t\t(d) Restoration of the cabin pressurization system to operational status negates the relief provided by paragraphs 4(a) and 4(b). \n\n\t5. Equivalent inspection procedures and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t6. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes without differential pressure, to a base for the accomplishment of inspections required by this AD. \n\n\tThis amendment 39-3353, amending AD 54-23-01, becomes effective December 1, 1978.
90-06-02: 90-06-02 BOEING: Amendment 39-6489. Docket No. 89-NM-67-AD. \n\n\tApplicability: Model 737 series airplanes, listed in Boeing Document No. D6-38505, Revision C, dated December 11, 1989, 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.\tExcept as provided below, prior to reaching the incorporation thresholds listed in Boeing Document No. D6-38505, Revision C, dated December 11, 1989, "Aging Airplane Service Bulletin Structural Modification Program - Model 737-100/-200/-200C" (hereinafter called "the Document"), or within the next 4 years after the effective date of this AD, whichever occurs later, accomplish the structural modifications listed in Section 3 of the Document. Modifications for which the incorporation threshold is identified in the Document as a specific date must be accomplished by that date in lieu of the 4 years specified in this paragraph.NOTE: 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, 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\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 D6-38505, Revision C, dated December 11, 1989, "Aging Airplane Service Bulletin Structural Modification Program - Model 737-100/-200/-200C." 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 Airplanes, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington; or at the Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington; or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, D.C. \n\n\tThis amendment (39-6489, AD 90-06-02) becomes effective on April 17, 1990.
76-23-01: 76-23-01 SIAI-MARCHETTI: Amendment 39-2764. Applies to Model S205-18/R, S205-20/R, and S205-22/R airplanes, S/N 5-406 and below, Model S208 and S208A airplanes, S/N 4-64 and below, Model F260 and F260B airplanes, S/N 101 through 125, 2-26 through 2-61, 3-76, 3-78, 3-80, 3-84, 502, 10-09, and 20-01, certificated in all categories. Compliance is required within the next 10 hours time in service after the effective date of this AD, unless already accomplished within the last 40 hours time in service, and thereafter at intervals not to exceed 50 hours time in service from the last inspection. To detect wear of the switch lever safety guard on the landing gear control switch and prevent the possible unwanted extension or retraction of the landing gear in flight, accomplish the following: (a) Inspect the landing gear control switch P/N 205-8-069-01 for wear of the switch lever safety guard as follows: (1) For S205, S208, and S208A series airplanes in accordance with the "Instruction for Inspections", paragraph (a) steps 1 and 2, of SIAI Marchetti Service Bulletin No. 205B44 dated July 3, 1976, or an FAA-approved equivalent. (2) For F260 and F260B series airplanes in accordance with the "Instruction for Inspections", paragraph (a) steps 1 and 2 of SIAI Marchetti Service Bulletin No. 260B20 dated July 3, 1976, or an FAA-approved equivalent. (b) If wear is found to exceed the limits contained in the applicable service bulletin as a result of the inspections required in paragraph (a) of this AD, before further flight, replace landing gear control switch, P/N 205-8-069-01 with a serviceable part as follows: (1) For S205, S208, and S208A series airplanes in accordance with the "Instruction for Replacement", paragraph (b), of SIAI Marchetti Service Bulletin No. 205B44 dated July 3, 1976, or an FAA-approved equivalent, and thereafter continue to reinspect in accordance with paragraph (a) of this AD. (2) For F260, and F260B series airplanes in accordance with the "Instruction for Replacement", paragraph (b), of SIAI Marchetti Service Bulletin No. 260B20 dated July 3, 1976, or an FAA-approved equivalent, and thereafter continue to reinspect in accordance with paragraph (a) of this AD. This amendment becomes effective on November 18, 1976.
89-10-10: 89-10-10 McDONNELL DOUGLAS: Amendment 39-6209. \n\n\tApplicability: McDonnell Douglas Model DC-9 Series, Model DC-9-80 series, including Model MD-88, and C-9 (Military) series airplanes, equipped with hinged evacuation slide cover assemblies, as listed in McDonnell Douglas Alert Service Bulletin A25-299, Revision 1, dated September 23, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo minimize the possibility of an unusable emergency exit, accomplish the following: \n\n\tA.\tWithin 6 months after the effective date of this AD, replace the evacuation slide girt bar forward stowage clip in accordance with the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A25-299, Revision 1, dated September 23, 1988. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, CL-100 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment(39-6209, AD 89-10-10) becomes effective on June 12, 1989.
90-19-13: 90-19-13 MCDONNELL DOUGLAS: Amendment 39-6734. Docket No. 90-NM-169-AD. \n\n\tApplicability: All McDonnell Douglas Model DC-8F, -61F, -62F, -63F, -71F, -72F, and -73F series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated. \n\n\tTo prevent inadvertent opening of the main cargo door in flight, a condition which could result in loss of pressurization and control of the aircraft, accomplish the following: \n\n\tA.\tExcept as provided in paragraph B. of this AD, within 14 calendar days after the effective date of this AD, unless previously accomplished within the last 30 days, remove sealant in accordance with Figure 1, Step 2, and perform the torque test on the cargo door latch spool fitting attach bolts, in accordance with the Accomplishment Instructions for Group 1, Phase 1, of McDonnell Douglas DC-8 Service Bulletin 52-82, Revision 2, dated January 22, 1990. \n\n\tNOTE: The requirements of this AD are applicable to all Model DC-8F series airplanes, regardless of effectivity as specified in the McDonnell Douglas Service Bulletin. \n\n\t\t1.\tIf a bolt breaks, prior to further flight, replace it with a new bolt and seal in accordance with Figure 1 of the Service Bulletin. \n\n\t\t2.\tIf a bolt passes the torque test, prior to further flight, retorque the bolt and seal in accordance with the Accomplishment Instructions for Group 1, Phase 1, of the Service Bulletin. \n\n\tB.\tThe test required by paragraph A. of this AD is not required for Inconel bolts, part numbers RA21026-7-23, 77711-7-24, and 3D0031-7-24. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base for the accomplishment of the requirements of this AD. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate.NOTE: The request should be submitted directly to the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, P. O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications, C1-HDR (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 (39-6734, AD 90-19-13) becomes effective on October 1, 1990.
2009-25-01: We are adopting a new airworthiness directive (AD) to supersede AD 91-18-19, which applies to certain Hawker Beechcraft Corporation (Hawker) (Type Certificate Numbers 3A15, 3A16, and A23CE formerly held by Raytheon Aircraft Company; formerly held by Beech Aircraft Corporation) Models 58, 58A, 58P, 58PA, 58TC, 58TCA, 95-B55, 95-B55A, A36, A36TC, B36TC, E55, E55A, F33A, and V35B airplanes. AD 91- 18-19 currently requires you to do a one-time inspection of the pilot and copilot shoulder harnesses for an incorrect washer and replace any incorrect washer with the correct washer. Since we issued AD 91-18-19, we have found that the applicability of AD 91-18-19 was incorrectly stated when the Model A36TC airplane was omitted from the Applicability section. Consequently, this AD would retain the actions and the serial number (SN) applicability of AD 91-18-19 and realign the SN applicability for Models A36TC and B36TC airplanes. We are issuing this AD to detect and correct an incorrectwasher installed in the pilot and copilot shoulder harnesses. This incorrect part could result in a malfunctioning shoulder harness. Such a malfunction could lead to occupant injury.
91-22-03: 91-22-03 MCDONNELL DOUGLAS: Amendment 39-8063. Docket No. 90-NM-97-AD. \n\n\tApplicability: Model DC-9 series airplanes (including C-9 Military), Model DC-9-80 (MD-80) series airplanes, and Model MD-88 airplanes; operating in passenger, passenger/cargo, or all-cargo configuration; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent unexpected tailcone deployment on landing, accomplish the following: \n\n\t(a)\tWithin 24 months after August 8, 1987 (the effective date of Amendment 39-5665, AD 87-13-09), install a visual indicating means, which is approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate, that will signal the appropriate flight crew members when the tailcone is not attached to the airplane. \n\n\tNOTE: Any modification to install a tailcone missing indicating system that was previously determined by the FAA to comply with AD 87-13-09, meets the requirements of this paragraph. \n\n\tNOTE: Modification is not required on all-cargo configured airplanes for which an alternative method of compliance was approved for AD 87-13-09, in which the tailcone release system has been deactivated and the tailcone latches are positively retained in the latched position in a manner acceptable to the Manager, Los Angeles ACO, FAA, Transport Airplane Directorate. However, the tailcone release system must be reactivated prior to further flight upon conversion to a passenger or passenger/cargo configuration. \n\n\t(b)\tWithin 24 months after the effective date of this amendment, for airplanes listed in McDonnell Douglas Service Bulletin 53-199, Revision 3, dated July 15, 1991, accomplish either paragraph (b)(1) or (b)(2) of this AD, as applicable: \n\n\t\t(1)\tModify airplanes in a passenger or passenger/cargo configuration by installing the "tailcone unsafe" indicating system in accordance with paragraph 2. of the Accomplishment Instructions of McDonnellDouglas Service Bulletin 53-199, Revision 3, dated July 15, 1991. Modification previously accomplished in accordance with McDonnell Douglas Service Bulletin 53-199, dated November 25, 1987; Revision 1, dated March 22, 1988; or Revision 2, dated March 17, 1989; is considered to comply with the requirements of this paragraph. \n\n\t\t(2)\tModify airplanes in an all-cargo configuration by deactivating the tailcone release system in a manner approved by the Manager, Los Angeles ACO, FAA, Transport Airplane Directorate. However, the tailcone release system must be reactivated and the procedures specified in paragraph (b)(1) of this AD must be accomplished prior to further flight upon conversion to a passenger or passenger/cargo configuration. \n\n\t(c)\tFor Model DC-9-80 (MD-80) series airplanes and Model MD-88 airplanes: within 24 months after the effective date of this amendment, modify the tailcone release actuating mechanism shroud by installing a cover over the slot so the mechanism is not exposed to the cabin. This modification must be accomplished in a manner approved by the Manager, Los Angeles ACO, FAA, Transport Airplane Directorate. \n\n\t(d)\tUpon accomplishment of the procedures specified in paragraph (b)(1) of this AD, the requirements of paragraph (a) of this AD are no longer applicable and the visual indicating means installed in accordance with that paragraph may be removed. \n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(f)\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(g)\tThe installation of the "tailcone unsafe" indicating system shall be done in accordance with McDonnell Douglas Service Bulletin 53-199, Revision 3, dated July 15, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846; ATTN: Business Unit Manager, Technical Publications & Technical Administration Support C1-L5B (45-60). Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8063, AD 91-22-03) becomes effective on January 3, 1992.
66-07-01: 66-07-01\tBOEING: Amdt. 39-204 Part 39 Federal Register March 5, 1966. Applies to Models 707, 720 and 720B Series Airplanes, except Models 707-100 and 707-200 Series Airplanes With Axles Modified in Accordance With Paragraph 3, "Modification Data," of Boeing Service Bulletin 2028, or Later FAA-Approved Revision; Models 707-300, 707-400, 720, and 720B Series Airplanes with Axles Modified in Accordance With the Optional Rework Procedure of Boeing Service Bulletin No. 2221, or Later FAA-Approved Revision; Models 707-100, 707-100B, 707-200, 720 and 720B Series Airplanes with Axles Replaced in Accordance with Boeing Service Bulletin No. 2246, or Later FAA-Approved Revision; Model 707-121B; Model 707-139B; Model 707-131B; Model 707-300B Series Airplanes; Model 707-300C Series Airplanes; and Airplanes Modified to Incorporate Landing Gears With the 4 Brake Rod (Equalized Gear) Configuration. \n\n\tCompliance required as indicated. \n\n\tTo prevent further failures of the main landing gear rear axles due to hydrogen embrittlement or stress corrosion, accomplish the following:\n \n\t(a)\tWithin the next 800 hours' time in service after the effective date of this AD, unless already accomplished, and thereafter at each aft wheel brake change, accomplish the following:\n\n\t\t(1)\tVisually inspect the main landing gear aft axle for corrosion or inadequate lubrication in the region of the brake collar in accordance with paragraph 3, "Inspection Data" of Boeing Service Bulletin 1378 or later FAA-approved revision or an equivalent approved by the Aircraft Engineering Division, FAA Western Region. Remove any corrosion from the axle using the procedure described in the "NOTE" following paragraph 3.d. of Boeing Service Bulletin No. 1378 or later FAA-approved revision and grease the axle as described in paragraph 3.e. of Boeing Service Bulletin 1378 or later FAA-approved revision, before further flight. \n\n\t\t(2)\tOn Models 707-100 and -200 Series airplanes with axles reworked by chrome plating, visually inspect for cracks in the chrome plating, as described in paragraph 3, "Inspection Data" of Boeing Service Bulletin No. 1902 or later FAA-approved revision. If cracks in the chrome plating are found, remove the chrome plate, and rework any defects found in the base metal, before further flight in accordance with the "NOTE" following paragraph 3.d. of Boeing Service Bulletin No. 1902 or later FAA-approved revision applying the rework limits specified in Boeing Service Bulletin No. 1378.\n\n\t(b)\tAfter the effective date of this AD, do not chrome plate the axle, Boeing P/N's 50- 9720, 50-9720-1 and 50-9720-1S, in the area of the inner bearing for the brake collar on 707-100 and -200 Series airplanes. Axles that have been chrome plated before the effective date of this AD may be continued in service.\n \n\t(c)\tUpon request of an operator, an FAA maintenance inspector, with prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals required by this AD to permit compliance at an established inspection period of the operator, if the request contains substantiating data to justify the increase for that operator. \n\n\tThis directive effective April 4, 1966.\n \n\tRevised December 16, 1966.
2009-21-10: We are adopting a new airworthiness directive (AD) for certain AVOX Systems and B/E Aerospace oxygen cylinder assemblies, as installed on various transport airplanes. This AD requires removing certain oxygen cylinder assemblies from the airplane. This AD was prompted by the reported rupture of a high-pressure gaseous oxygen cylinder, which had insufficient strength characteristics due to improper heat treatment. We are issuing this AD to prevent an oxygen cylinder from rupturing, which, depending on the location, could result in structural damage and rapid decompression of the airplane, damage to adjacent essential flight equipment, deprivation of the necessary oxygen supply for the flightcrew, and injury to cabin occupants or maintenance or other support personnel.
92-10-08: 92-10-08 BOEING: Amendment 39-8242. Docket No. 92-NM-77-AD.\n\n\tApplicability: Boeing Model 757-200 series airplanes equipped with Rolls-Royce RB211-535 series engines; as listed in Boeing Alert Service Bulletin 757-78A0030, dated January 31, 1992; certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent in-flight deployment of both thrust reverser sleeves on one engine, which could result in reduced controllability of the airplane, accomplish the following:\n\n\t(a)\tWithin 90 days after the effective date of this AD, replace the restrictor union with a standard union, on each engine strut, in the return port of the thrust reverser directional control valve; and perform a functional test of the thrust reverser system; in accordance with Boeing Alert Service Bulletin 757-78A0030, dated January 31, 1992.\n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO.\n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished.\n\n\t(d)\tThe replacement and functional test shall be done in accordance with Boeing Alert Service Bulletin 757-78A0030, dated January 31, 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 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 FederalRegister, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(e)\tThis amendment becomes effective on June 8, 1992.
90-06-09: 90-06-09 BOEING: Amendment 39-6488. Docket No. 89-NM-60-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Document No. D6-54860, Revision C, dated December 11, 1989, 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.\tExcept as provided below, prior to reaching the incorporation thresholds listed in Boeing Document No. D6-54860, Revision C, dated December 11, 1989, "Aging Airplane Service Bulletin Structural Modification Program - Model 727" (hereinafter called "the Document"), or within the next 4 years after the effective date of this AD, whichever occurs later, accomplish the structural modifications listed in Section 3 of the Document. Modifications for which the incorporation threshold is identified in the Document as a specific date must be accomplished by that date in lieu of the 4 years specified in this paragraph. \n\n\tNOTE: The modifications required by this paragraph do not terminate the inspection requirements of any other AD unless that AD specified that any such modification constitutes terminating action of 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, 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\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 D6-54860, Revision C, dated December 11, 1989, "Aging Airplane Service Bulletin Structural Modification Program - Model 727." 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 Airplanes, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington; or at the Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington; or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, D.C. \n\n\tThis amendment (39-6488, AD 90-06-09) becomes effective on April 17, 1990.
91-25-10: 91-25-10 MCDONNELL DOUGLAS: Amendment 39-8111. Docket No. 91-NM-229-AD. \n\n\tApplicability: Model DC-10-10 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the forward lower pressure bulkhead and consequent rapid decompression of the airplane, accomplish the following: \n\n\t(a)\tWithin 40 landings or 10 days after the effective date of this AD, whichever occurs earlier, unless previously accomplished within the last 210 landings, conduct a visual inspection of the forward lower pressure bulkhead at Fuselage Station Y=1156 as described in paragraphs (a)(1) and (a)(2) of this AD, as applicable. Repeat the visual inspections of the bulkhead thereafter at intervals not to exceed 250 landings. \n\n\t\t(1)\tFor Model DC-10-10 series airplanes, fuselage numbers 1 through 27, 30 through 43, 45 through 80, 83 through 86, 89 through 107, and 112 through 272, on which doublers have not been installed in accordance with McDonnell Douglas DC-10 Service Bulletin 53-104, dated July 28, 1978 (hereinafter referred to as "53-104"), accomplish the following: Clean and, under intense concentrated lighting, visually inspect the aft side of the web area on the right-hand side of the bulkhead between longerons 39 and 43, from the bulkhead tee cap up to the wing front spar. \n\n\t\t(2)\tFor Model DC-10-10 series airplanes, fuselage numbers 1 through 27, and 30 through 222, on which doublers have not been installed in accordance with McDonnell Douglas DC-10 Service Bulletin 53-102, dated August 15, 1977 (hereinafter referred to as "53-102"), accomplish the following: Clean and, under intense concentrated lighting, visually inspect either the aft or forward side of the web area on the left-hand side of the bulkhead between longerons 39 and 43, from the bulkhead tee cap up to the wing front spar. \n\n\t(b)\tIf cracks are found as a result of the inspections conducted in accordance with this AD,prior to further flight, repair in accordance with 53-102 or 53-104, as applicable. \n\n\t(c)\tInstallation of the doublers on the forward lower pressure bulkhead in accordance with 53-102 and 53-104 constitutes terminating action for the inspections required by this AD. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA principal Maintenance Inspector (PMI), who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base in order to comply with the inspection requirements of this AD. \n\n\t(f)\tThe repair requirements shall be accomplished in accordance with McDonnell Douglas DC-10 Service Bulletin53-102, dated August 15, 1977; and McDonnell Douglas DC-10 Service Bulletin 53-104, dated July 28, 1978. 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, Technical Publications-Technical Administrative Support, C1-L5B, 3855 Lakewood Boulevard, Long Beach, California 90846. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(g)\tThis amendment (39-8111, AD 91-25-10) becomes effective on December 27, 1991.
2009-24-13: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company (Cessna) Model 525A airplanes. This AD requires you to repetitively inspect the thrust attenuator paddle assemblies for loose and damaged fasteners and for cracks. This AD also requires you to replace loose or damaged fasteners and replace cracked thrust attenuator paddles found during any inspection. This AD results from reports of fatigue cracks found in thrust attenuator paddles. We are issuing this AD to detect and correct loose and damaged fasteners and cracks in the thrust attenuator paddles, which could result in in- flight departure of the thrust attenuator paddles. This failure could lead to rudder and elevator damage and result in loss of control.
59-21-04: 59-21-04\tBOEING: Applies to all 707-100 Series Long Body Airplanes. \n\n\tCompliance required as indicated. \n\n\tThe rudder characteristics of this airplane are such that when yaw angles in excess of approximately ten degrees are attained, the rudder effectiveness deteriorates quite rapidly with a resultant loss of aircraft directional control. Several incidents have shown that this can produce a dangerous flight condition. In order to minimize the probability of attaining these large yaw angles and to reduce the large rudder pedal forces needed for directional control, especially during flight with one outboard or both engines inoperative on the same side, the following must be accomplished at the next terminal where adequate facilities and personnel are available. \n\n\t(a)\tDeactivate the rudder feel spring installation. \n\n\t(b)\tThe emergency operating instructions section of the Airplane Flight Manual must be changed to include the following precautionary note: \n\n\tCAUTION. Therudder characteristics of this airplane are such that when side slip angles (yaw angles) in excess of approximately ten degrees are attained, the rudder effectiveness deteriorates quite rapidly with a resultant loss of directional control. In order to minimize the probability of obtaining large side slips (yaw angles) during flight with one outboard or both engines on one side inoperative, maintain directional control with the rudder and maintain this amount of rudder if turns are made. Do not use excessive aileron or bank angles to maintain directional control. Side slip angles (yaw angles) of approximately ten degrees result in nearly full aileron control to maintain heading when inadequate rudder is applied. This provides means for pilot recognition of inadequate rudder application. Therefore, if during engine-out operation, more than thirty degrees of control wheel rotation toward the operating engine are required to maintain straight flight or steady turning flight, then oneor more of the following corrective actions should be taken immediately: \n\n\t(1)\tApply additional rudder if available toward operating engines. \n\n\t(2)\tIncrease airspeed. \n\n\t(3)\tDecrease thrust on the operating engines side. \n\n\tNOTE: - There is a noticeable stiffening of rudder pedal forces during the last two or three degrees of rudder deflection; therefore, if any maneuver requires full rudder deflection; the pilot should be certain to depress the rudder pedal fully. \n\n\t(Boeing Service Bulletin No. 619 dated October 5, 1959, covers details relative to the deactivation of the subject rudder feel spring installation. Boeing Airplane Company will initiate changes to the emergency operating procedures of the Airplane Flight Manual.) \n\n\tThis airworthiness directive sent by telegram to all operators of Boeing 707-100 aircraft on October 9, 1959.
81-14-01: 81-14-01 EMBRAER: Amendment 39-4145. Models EMB-110P1 and EMB-110P2, Serial Numbers 110001 through 110226, certificated in all categories. \n\n\tCompliance is required as indicated, unless already accomplished. \n\n\tTo prevent failure of the rudder upper hinge support and associated structure of the vertical stabilizer, accomplish the following within the next 100 hours time in service after the effective date of the AD: \n\n\t(a)\tRemove the two existing rudder leading edge fairings adjacent to the rudder upper hinge and conduct a dye-penetrant inspection of the entire rudder upper hinge support (fin side). \n\n\t(b)\tIf the inspection reveals no cracks or only small cracks limited to Area "A" (See Figure 1), reinforce the support as indicated in Figure 2 and in accordance with the instructions contained in EMBRAER Service Bulletin Number 110-55-017, dated December 11, 1980. \n\n\t(c)\tIf one or more cracks are found in other areas of the hinge support, replace the rudder upper hinge support with a new support (P/N 110-3348) in accordance with the instructions contained in EMBRAER Service Bulletin Number 110-55-017, dated December 11, 1980. \n\n\t(d)\tMake appropriate maintenance record entry. \n\n\tAn equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. \n\n\tThis amendment becomes effective July 1, 1981.
78-10-01: 78-10-01 BEECH: Amendment 39-3210. Applies to Beech Models D18C, D18S, E18S, E18S-9700, G18S, H-18, C-45G, TC-45G, C-45H, TC-45J (SNB-5), JRB-6, 3N, 3M and 3NM modified in accordance with STC SA1243WE, SA1016WE, or SA360WE. \n\n\tTo preclude failure of the lower rudder torque tube, accomplish the following; unless already accomplished: \n\n\t(a)\tWithin the next 30 days after the effective date of this AD visually inspect the lower rudder torque tube for cracks in the area of the access hole as noted in figure 1 of this AD. (Reference Part Number 452606-7). \n\n\t(b)\tIf no cracks are found, reinspect at intervals not to exceed 30 days from the prior inspection. \n\n\t(c)\tIf cracks are found, prior to further flight: \n\n\t\t(1)\tIf any crack exceeds 1/2 inch in length, replace with a like serviceable unit, Part Number 452606-7, and reinspect per paragraph (d); \n\n\t\t(2)\tIf cracks are 1/2 inch or less in length, repair per a method approved by the Chief, Aircraft Engineering Division, FAAWestern Region, and reinspect per paragraph (d); \n\n\t(d)\tReinspect at intervals not to exceed 30 days from repair, replacement, or prior inspection. \n\n\t(e)\tThe requirements of this AD may be terminated when modifications are incorporated which are approved by the Chief, Aircraft Engineering Division. Submit proposed modifications schemes to: \n\n\tChief, Aircraft Engineering Division \n\tFAA Western Region \n\tP.O. Box 92007 \n\tWorldway Postal Center \n\tLos Angeles, California 90009 \n\nfor review and approval. \n\n\tThis amendment becomes effective May 17, 1978.
72-03-05: 72-03-05 MCDONNELL DOUGLAS: Amdt. 39-1389 as amended by Amendment 39-1414 is further amended by Amendment 39-1453. Applies to Model DC-9 (-10, -20, -30 and -40 Series and C-9A) airplanes listed in Douglas DC-9 Service Bulletin No. 27-146, Revision 1, dated 20 December 1971, or later FAA-approved revisions. \n\n\tCompliance required as indicated. \n\n\tTo prevent possible jamming of the elevator and loss of elevator power assist in the down direction in the event of failure of the elevator boost cylinder rod end, accomplish the following: \n\n\tA.\tWithin the next 300 hours time in service after March 7, 1972, visually inspect the universal fitting, P/N 4918072-1, and rod end assembly, P/N 4918153-1, attaching the elevator power control actuating cylinders to the elevator structure, for proper installation per paragraph 2 of Douglas Service Bulletin 55-4, dated 25 October 1966, or later FAA-approved revisions, or an equivalent inspection approved by the Chief, Aircraft Engineering Division, FAA Western Region. If this inspection reveals an improper installation of the rod end assembly, remove and replace with a new part in accordance with the instructions specified in Service Bulletin 55-4, dated 25 October 1966, or later FAA-approved revisions, prior to further flight. \n\n\tB.\tWithin the next 300 hours time in service after March 7, 1972, and at intervals not to exceed 300 hours time in service thereafter, visually inspect the left and right hand elevator boost cylinder rod end assemblies, P/N 4918153-1, for cracks or a failed part. If a cracked or failed part is found, replace with a new part prior to further flight. \n\n\tC.\tWithin 1200 hours time in service after March 7, 1972, unless already accomplished, perform the following inspections and modifications in accordance with the instructions contained in Douglas Service Bulletin 27-146, Revision 1, dated 20 December 1971, or later FAA-approved revisions, or an equivalent inspection and modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(1)\tInspect the left hand and right hand elevator boost cylinder rod end assembly, P/N 4918153-1, for cracks or a failed part and determine the material hardness of undamaged parts. \n\n\tIf a failed or cracked part is found or if the material hardness is below 32.5 on the Rockwell "C" Scale (145,000 psi ult. tensile strength) or above 43 on the Rockwell "C" scale (200,000 psi ult. tensile strength), replace with a new part. \n\n\t\t(2)\tModify the left and right hand side of the horizontal stabilizer assembly, left and right hand elevators and hinge eyebolt, P/N YD-211-B or DMD6-9A1-501 and, \n\n\t\t(3)\tInstall new elevator boost cylinder rod end assembly retainer, P/N 4911152-1. \n\n\tD.\tThe requirements of this AD may be discontinued upon accomplishment of the inspections and modifications specified in S.B. 27-146, Revision 1, or later FAA-approved revisions or equivalent inspections and modifications approved by the Chief,Aircraft Engineering Division, FAA Western Region. \n\n\tAmendment 39-1389 became effective March 7, 1972. \n\n\tAmendment 39-1414 became effective March 25, 1972. \n\n\tThis amendment 39-1453 becomes effective May 31, 1972.
2009-18-17: We are adopting a new airworthiness directive (AD) for the specified Agusta S.p.A. (Agusta) Model AB412 and AB412 EP helicopters. This AD results from mandatory continuing airworthiness information (MCAI) issued by the European Aviation Safety Agency (EASA), which is the Technical Agent for the Member States of the European Community. The MCAI establishes a life limit for certain rescue hoist cable assemblies and introduces the term "hoist lift" for determining cable life instead of the term "hoist cycle." The MCAI also establishes a replacement time for each affected rescue hoist cable assembly (hoist cable assembly) for which the accumulated number of "hoist cycles" cannot be determined. The actions are intended to prevent failure of a hoist cable and inadvertent loss of a load.
47-42-16: 47-42-16 DOUGLAS: (Was Service Note 2 of AD-781-1.) Applies to DC-6 Aircraft. \n\nRemove combustion chamber of surface combustion Model 63A66 thermal anti-icing heaters and Model A63A68 cabin and thermal anti-icing heaters for inspection and pressure test at each 500-hour interval of heater operation. Also carefully inspect downstream end of the combustion chambers at each periodic inspection.
89-07-05: 89-07-05 BOEING: Amendment 39-6163.\n\tApplicability: All Model 727 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\tTo prevent binding of the aileron control wheel caused by internal damage in the aileron power control unit (PCU), accomplish the following: \n\n\tA.\tPrior to the accumulation of 18,000 hours time in service on the PCU since new or overhauled with new seals, or within the next 3,000 hours time in service on the PCU after the effective date of this AD, whichever occurs later, accomplish either of the following, in accordance with Boeing Alert Service Bulletin 727-27A0220, Revision 1, dated July 28, 1988: \n\n\t\t1.\tReplace any aileron power control unit with a PCU which has been overhauled including new piston seals or one which has accumulated less than 18,000 hours time in service. Continue to replace any PCU prior to the accumulation of 18,000 hours time in service on the PCU. \n\n\t\t2.\tPerforma hydraulic bench internal leakage test on the aileron power control unit. Before further flight, replace any PCU which fails the test. Repeat the hydraulic bench internal leakage test at intervals not to exceed 2,500 flight cycles. \n\n\tB.\tInspection of the aileron power control unit, and modification of the aileron power control unit including replacement of piston seals, in accordance with National Waterlift Service Bulletin 27-21-1/200, dated April 8, 1988, or National Waterlift Service Bulletin 27-10- 1/200, Revision 1, dated November 4, 1988, constitutes terminating action for the repetitive replacement or internal leakage test required by paragraph A., above. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for accomplishment of the rework required by 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 98124-2207. These documents may be examined at the 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 (39-6163, AD 89-07-05) becomes effective April 26, 1989.
48-28-02: 48-28-02 DOUGLAS: Applies to C-54 and DC-4 Aircraft. \n\n\tTo be accomplished not later than April 1, 1949. \n\n\tAs a fire protection measure in order to prevent burn through, replace the present cabin heater combustion ducts with corrosion resistant steel ducts. \n\n\t(Douglas Service Bulletin DC-4 No. 89 covers this same subject.)
48-10-01: 48-10-01 DOUGLAS: Applies to DC-6 Aircraft. \n\n\tTo be accomplished prior to return to service in class A operation-with cabin supercharging and thermal deicing operative (with the exception of heat windshield deicing) and with cabin heaters inoperative. \n\n\tRework must be accomplished in accordance with the following Douglas Co. data: \n\n\tService Bulletin DC-6 No. 204A. Procedure for Disconnecting No. 2 and No. 3 Alternate Fuel Cells, dated December 18, 1947, or Service Bulletin DC-6 No. 204B, Fuel Tank Vent System Revision, as revised February 19, 1948. \n\n\tService Bulletin DC-6 No. 200, Revised Heater Fuel Pressure Regulator Diaphragms, as revised February 26, 1948. \n\n\tService Bulletin DC-6 No. 201, Removal-Heater Fuel Pressure Regulator Static Balance Lines, dated December 6, 1947. \n\n\tService Bulletin DC-6 No. 202, Heater Fuel Pump Check Valve-Rework, dated December 9, 1947. \n\n\tService Bulletin DC-6 No. 208, Cabin Heater and De-icer Fuel System Revision, as revised February 20, 1948. \n\n\tService Bulletin DC-6 No. 226, section I of V, Fire Extinguisher System for Boiler Room, as revised February 19, 1948. \n\n\tService Bulletin DC-6 No. 226, section II of V, CO2 Piping, as revised February 21, 1948. \n\n\tService Bulletin DC-6 No. 226, section III of V, Installation Fire Detector Boxes and Conduit, dated February 12, 1948. Except that fire detectors in the under floor cargo compartments are not required since these compartments have been determined to comply with CAR 4b.383(d) requirements for Class "D" compartments when they otherwise comply with this Airworthiness Directive. \n\n\tService Bulletin DC-6 No. 226, section IV of V, Electrical Rework, as revised Feb. 26, 1948. \n\n\tService Bulletin DC-6 No. 226, section V of V, Sealing of Forward and Aft Baggage Compartment and Invertor Compartment Blower Duct, as revised February 24, 1948. \n\n\tService Bulletin DC-6 No. 233, Fuel Overboard Drains for Wing Nose Area, dated January 14, 1948. \n\n\tServiceBulletin DC-6 No. 247, Drainage Holes and Dams for Fuselage and Wings, as revised February 18, 1948. \n\n\tService Bulletin DC-6 No. 252, Heater Exhaust Louver Removal, as revised February 17, 1948. \n\n\tService Bulletin DC-6 No. 262, Installation of Combustion Heater Backfire Switches dated February 24, 1948. \n\n\tSuperchargers with No. 7357594 stamped on gearbox housing and 5357091 stamped on the impeller housing (scroll) are satisfactory for A operation. These superchargers will be eligible for either A or C operation when reworked and identified as shown in Douglas Service Bulletin DC-6 No. 258. \n\n\tService Bulletin DC-6 No. 225, Alcohol Windshield De-icing System, as revised February 24, 1948. \n\n\tService Bulletin DC-6 No. 246, Relocation of Manual and Automatic Pressure Relief Valve, as revised February 17, 1948. \n\n\tService Bulletin No. 224 canceled October 4, 1961. \n\n\tService Bulletin DC-6 No. 217, Installation of Fire Axe, as revised Dec. 23, 1947. \n\n\tService BulletinDC-6 No. 214, Modification of Main Junction Box and Annex, as revised February 16, 1948. \n\n\tService Bulletin DC-6 No. 230, Rerouting of Heater Accessory Compartment Power Cables, as revised February 16, 1948. \n\n\tService Bulletin DC-6 No. 149, Fuse Protection for Flight Instrument Transformers, dated December 5, 1947. \n\n\tService Bulletin DC-6 No. 237, Addition of Fuse on Master Switch for Buffet, as revised February 21, 1948. \n\n\tService Bulletin DC-6 No. 248, Conduit Clipping to Combustible Fluid Lines, as revised February 13, 1948, and Addendum dated February 13, 1948. \n\n\tService Bulletin DC-6 No. 212, protective Shield at Forward and AFT Cargo Compartment Lights, as revised January 7, 1948. \n\n\tService Bulletin DC-6 No. 206, Rework of Battery Leads to Prevent Shorting, dated December 9, 1947. \n\n\tService Bulletin DC-6 No. 218, Addition of Phenolic Sheet Insulation to AC Circuit Breaker Guard Assembly, dated December 17, 1947. \n\n\tService Bulletin DC-6 No. 221, Revision ofHeater Fire Extinguisher Buttons, dated December 20, 1947. \n\n\tService Bulletin DC-6 No. 210, Protection for Outer Wing Booster Pump Lead-In, as revised December 22, 1947. \n\n\tService Bulletin DC-6 No. 213, Starter and Generator Power Cable in Wing, as revised December 19, 1947. \n\n\tService Bulletin DC-6 No. 242, Relocation of Tail Heater Control Can, as revised February 17, 1948. \n\n\tService Bulletin DC-6 No. 203, Hand Fire Extinguisher Support Bracket Revision, as revised February 17, 1948. \n\n\tService Bulletin DC-6 No. 260, Installation of AAL Type Master Switch Arrangement and Emergency Inverter, as revised February 24, 1948. (This installation not required on aircraft incorporating one set of vacuum operated flight instruments.) \n\n\tService Bulletin DC-6 No. 267, Installation Heater Safety Relays, dated February 27, 1948. \n\n\tService Bulletin DC-6 No. 205, Rework of DC-6 Fuel Tank and Cell Vent Chambers, as revised February 23, 1948. \n\n\tService Bulletin DC-6 No. 207, Guard for Fuel Booster Pump Switches, as revised December 19, 1947. \n\n\tService Bulletin DC-6 No. 253, Fireproofing of Wing De-icer Ducts in Nacelles, as revised February 24, 1948. \n\n\tService Bulletin DC-6 No. 219, Rework of Whittaker Firewall Shut-Off Valves, dated December 19, 1947. \n\n\tService Bulletin DC-6 No. 114, Fuel Flow Transmitter Line Replacement, dated October 29, 1947. \n\n\tService Bulletin DC-6 No. 261, Installation of Oil Separator for Vacuum Pump Drain Lines, dated February 25, 1948. \n\n\tService Bulletin DC-6 No. 249, Boiler Room Duct Revision, dated February 24, 1948. \n\n\tService Bulletin DC-6 No. 232, Wing Heater Exhaust Insulation Cover, as revised February 16, 1948. \n\n\tService Bulletin DC-6 No. 234, Tail Heater Ground Blower Check Valve Revision, as revised January 23, 1948. \n\n\tThe rework outlined in the data listed above is based upon an airplane which incorporates certain production changes. Therefore, in order to satisfactorily complete the required rework, some aircraft* must also be revised in accordance with the following: \n\n\tService Bulletin DC-6 No. 62, Rework-Cabin Pressure Control Valve Linkage, dated September 2, 1947. \n\n\tService Bulletin DC-6 No. 111, Cabin Heater Fire Extinguisher Bottle, dated October 22, 1947. (Partial accomplishment only is required, which is to include: Support No. 5333704-10, Pipe No. 5332568-518 and attaching parts.) \n\n\tService Bulletin DC-6 No. 119, Aft Baggage Compartment Smoke Detector Pick-up Pipe Revision, dated December 6, 1947. (To be accomplished only if Modification Item 59 has not been accomplished.) \n\n\tService Bulletin DC-6 No. 16, installation of Additional Dams and Drain Plug in Fuselage Bottom, dated June 26, 1947. \n\n\tService Bulletin DC-6 No. 161, Rear Lounge Hot Air Supply Duct Sound Trap Installation, dated January 30, 1948. (Need not be accomplished on Serial Nos. 42854 through 42891, 43000 through 43009, 43055, and 43061 until Service Bulletin DC-6 No. 59, Improved Aft Lounge Heating, dated September 16,1947, has been accomplished.) \n\n\tService Bulletin DC-6 No. 95, Revision-Ground Blower Duct and Check Valve and Air Duct Connection Improvement, dated October 21, 1947. (Accomplish portion covered by Service Change No. 354 and that portion of Service Change No. 358 which includes cable assemblies 1342327-502 and -504, hook No. 1342315, latch assembly 1342314, AN 960-10L, washers, AN 486-4 clevis, AN 393-11 and -13 pins, AN 380-2-2 cotters and AN 365-428 nuts.) \n\n\tIn addition to the above, the following must also be accomplished on all aircraft: \n\n\t1. Inspect the wing structure around the fuel tanks in accordance with Douglas Service Letter to all Operators dated December 29, 1947 (ref. A214TS-2521/SRD 529.37). Any damage found as a result of the inspection must be satisfactorily repaired. \n\n\t2. The Airplane Flight Manual for each airplane must be revised to include FAA-approved procedures covering "Fuel Usage," "Fire Fighting" and "SmokeEvacuation from the Cockpit." This information, pages 1 and 2 of Section I, and pages 31 through 65 of Section III, as revised February 26, 1948, for aircraft incorporating Hamilton Standard Propellers, or pages 1 and 2 of Section I, and pages 31 through 71 of Section III, as revised February 26, 1948, for aircraft incorporating Curtiss Propellers, should be obtained from the Douglas Co. \n\n\t3. Disconnect the cabin heater electrically and block off all fuel lines to this heater. \n\n\tRevised October 4, 1961. \n\n\t*Serial numbers of airplanes affected by this rework are listed on the pertinent Service Bulletin(s). Also, additional information may be obtained from the "Supplement" to "Cross Reference List-Service Changes and Modification Items" which has been prepared and revised by the Douglas Co. as of February 11 1948.
89-19-07: 89-19-07 BOEING: Amendment 39-6322. (Docket No. 89-NM-48-AD) \n\tApplicability: Model 747 series airplanes, equipped with General Electric CF6-45 and CF6-50 engines, listed in Boeing Alert Service Bulletin 747-76A2071, Revision 1, dated January 26, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo eliminate the potential for uncommanded thrust operation due to engine control cable rupture, accomplish the following: \n\n\tA.\tWithin the next 60 days or 450 flight hours after the effective date of this AD, whichever occurs first, visually inspect the thrust control cables near the idler pulley for wear and strand separation, in accordance with the accomplishment instructions of Boeing Alert Service Bulletin 747-76A2071, Revision 1, dated January 26, 1989. If wear or strand separation is identified, replace the cable prior to further flight, in accordance with the service bulletin. Repeat the inspection at intervals not to exceed 600 flight hours. \n\n\tB.\tWithin one year after the effective date of this AD, install a pressure attenuator and attaching hardware to the engine-driven hydraulic pump in accordance with the accomplishment instructions of Service Bulletin 747-76A2071, Revision 1, dated January 26, 1989. This installation constitutes terminating action for the repetitive inspections required by paragraph A., above. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base 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 (39-6322, AD 89-19-07) becomes effective on October 14, 1989.
87-13-10: 87-13-10 MCDONNELL DOUGLAS: Amendment 39-5666. Applies to McDonnell Douglas Model DC-9-30, -40, and C-9 (Military) series airplanes, Fuselage Numbers 1 through 1084, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent the failure of the rudder drive crank assembly, accomplish the following: \n\n\tA.\tWithin 1,000 landings or 150 days after the effective date of this AD, whichever occurs earlier, unless already accomplished within the last 2,000 landings or 7 months, eddy current or ultrasonically inspect the rudder drive crank assembly for cracks in accordance with McDonnell Douglas DC-9 Service Bulletin 27-261, Revision 1, dated April 3, 1987, or later FAA-approved revisions. \n\n\t\t1.\tIf no cracks are found, accomplish repetitive inspections at intervals not to exceed 12 months or 3,000 landings, whichever occurs earlier, until such time as the procedures described in paragraph A.3., below, are accomplished. \n\n\t\t2.\tIf crack(s) are found, before further flight, replace cracked rudder drive crank assembly with a new P/N 5912801-1 or -501 drive crank. If a new 5912801-1 drive crank assembly is used as a replacement part, inspect in accordance with paragraph A.1., above. \n\n\t\t3.\tInstallation of rudder drive crank assembly P/N 5912801-501, in accordance with McDonnell Douglas DC-9 Service Bulletin 27-261, Revision 1, dated April 3, 1987, or later FAA-approved revisions, constitutes terminating action for the repetitive inspections required by paragraph A.1., above. \n\n\tB.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tUpon the request of an operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified inthis AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the change for that operator. \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 the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective August 8, 1987.