Results
76-07-06: 76-07-06 MCDONNELL DOUGLAS: Amendment 39-2567 is amended by Amendment 39-2717. Applies to DC-10-10, -10F, -30, -30F and -40 Series airplanes, certificated in all categories. \n\n\tTo assure automatic disarming in the event of inadvertent deployment of the spoilers during take-off, accomplish either (a) and (b), or (c) below: \n\n\t(a)\tWithin seven days after effective date of this AD, unless already accomplished, install an appropriate placard, as indicated below, in plain view of the pilots: \n\n\t\t(1)\tFor airplanes equipped with CF6-6D or CF6-6D1 engines: 'DO NOT ARM SPOILERS FOR TAKE-OFF IF OUTSIDE AIR TEMPERATURE IS BELOW -13 degrees C (FOR DERATED THRUST TAKE-OFF) OR BELOW -28 degrees C (FOR FULL THRUST TAKE-OFF).' \n\n\t\t(2)\tFor airplanes equipped with CF6-50A, CF6-50C or CF6-50H engines: 'DO NOT ARM SPOILERS FOR TAKE-OFF IF OUTSIDE AIR TEMPERATURE IS BELOW -25 degrees C (FOR DERATED THRUST TAKE-OFF) OR BELOW -31 degrees C (FOR FULL THRUST TAKE-OFF).' \n\n\t\t(3)\tFor airplanesequipped with JT9D-20 engines: "DO NOT ARM SPOILERS FOR TAKE-OFF IF OUTSIDE AIR TEMPERATURE IS BELOW +5 degrees C (FOR DERATED THRUST TAKE-OFF) OR BELOW -11 degrees C (FOR FULL THRUST TAKE-OFF).' \n\n\tAbove required placard may be removed when "(b)" below is accomplished. \n\n\t(b)\tWithin sixty days after the effective date of this AD, if autospoilers are not de-activated per (c) below, incorporate the following limitations in the appropriate FAA Approved Airplane Flight Manual (AFM), under the heading GROUND SPOILERS: \n\n\t\t(1)\tIn AFM Limitations Section, Report No. MDC-J1010: 'DO NOT ARM SPOILERS FOR TAKE-OFF IF OUTSIDE AIR TEMPERATURE IS BELOW -13 degrees C (FOR DERATED THRUST TAKE-OFF), OR BELOW -28 degrees C (FOR FULL THRUST TAKE-OFF).' \n\n\t\t(2)\tIn AFM Limitations Section, Report No. MDC-J1030 and MDC-J5830: 'DO NOT ARM SPOILERS FOR TAKE-OFF IF OUTSIDE AIR TEMPERATURE IS BELOW -25 degrees C (FOR DERATED THRUST TAKE-OFF) OR BELOW -31 degrees C (FOR FULL THRUST TAKE-OFF).'(3)\tIn AFM Limitations Section, Report No. MDC-J1040: 'DO NOT ARM SPOILERS FOR TAKE-OFF IF OUTSIDE AIR TEMPERATURE IS BELOW +5 degrees C (FOR DERATED THRUST TAKE-OFF) OR BELOW -11 degrees C (FOR FULL THRUST TAKE-OFF).' \n\n\t(c)\tWithin seven days after the effective date of this AD, deactivate and placard the auto-spoilers inoperative per McDonnell Douglas AOL 10-108 Rev. "C", or later FAA-approved revision. \n\n\t(d)\tThe limitations required by paragraphs (a) and (b) and the placard required by paragraph (c) may be removed and the auto-spoilers system may be reactivated after all ground spoiler knockdown cam assemblies on applicable airplanes in an operator's fleet have been replaced in accordance with McDonnell Douglas Service Bulletin 27-147 dated July 16, 1976 or later FAA approved revisions or production equivalents approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tEquivalent placards, modifications, or AFM pages may be approved by the Chief, AircraftEngineering Division, FAA Western Region. \n\n\tAmendment 39-2567 was effective April 10, 1976 for all persons except those to whom it was made effective by telegrams, dated March 16, 1976, which contained this amendment. \n\n\tThis amendment 39-2717 becomes effective September 30, 1976.
2012-25-06: We are superseding an existing airworthiness directive (AD) for certain Airbus Model A300 B4-2C, B4-103, and B4-203 airplanes; and Model A300 B4-601, B4-603, B4-620, B4-622, B4-605R, and B4-622R airplanes. That AD currently requires performing a one-time detailed visual inspection of the forward fitting at frame (FR) 40 on both sides of the airplane for cracks, and repair if necessary. This new AD requires repetitive detailed inspections of the forward fitting at FR 40 without nut removal, and a one-time eddy current or liquid penetrant inspection of the forward fitting at FR 40 with nut removal, and repair if necessary. This AD was prompted by reports that new cracks were found in the FR 40 forward fitting. We are issuing this AD to detect and correct cracking of the FR 40 forward fitting, which could result in a deterioration of the structural integrity of the frame.
98-14-15: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F27 Mark 100, 200, 300, 400, 500, 600, and 700 series airplanes, and Model F27 Mark 050 series airplanes, that requires revising the Airplane Flight Manual to modify the limitation that prohibits positioning the power levers below the flight idle stop during flight, and to provide a statement of the consequences of positioning the power levers below the flight idle stop during flight. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines in which the ground propeller beta range was used improperly during flight. The actions specified by this AD are intended to prevent loss of airplane controllability caused by the power levers being positioned below the flight idle stop while the airplane is in flight.
91-23-10: 91-23-10 BOEING: Amendment 39-8079. Docket No. 91-NM-109-AD. \n\n\tApplicability: Model 747-400 series airplanes, listed in Boeing Alert Service Bulletin 747-23A2241, Revision 3, dated September 5, 1991, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the occurrence of smoke and fire in the passenger cabin, accomplish the following: \n\n\t(a)\tWithin 12 months after the effective date of this AD, accomplish the following on the main and upper decks: \n\n\t\t(1)\tInspect the advanced cabin entertainment and service system (ACESS) wire bundle installation at the dado panel near each sidewall disconnect for chafing and wear in accordance with Boeing Alert Service Bulletin 747-23A2241, Revision 3, dated September 5, 1991. \n\n\t\t\t(i)\tIf chafing or wear is found, prior to further flight, repair or replace the ACESS cable and install teflon expandable sleeving in accordance with the service bulletin. \n\n\t\t\t(ii)\tIf no chafing or wear is found, install teflon expandable sleeving on the ACESS cable in accordance with the service bulletin. \n\n\t\t(2)\tInspect all advanced cabin entertainment and service system (ACESS) seat to seat cables for chafing and wear in accordance with Boeing Alert Service Bulletin 747- 23A2241, Revision 3, dated September 5, 1991. \n\n\t\t\t(i)\tIf chafing or wear is found, prior to further flight, repair or replace the ACESS cable, and ensure proper installation in accordance with the service bulletin. \n\n\t\t\t(ii)\tIf no chafing or wear is found, ensure proper cable installation in accordance with the service bulletin. \n\n\t\t(3)\tModify the ACESS wire bundle installation at the dado panel near each sidewall disconnect in accordance with Boeing Alert Service Bulletin 747-23A2241, Revision 3, dated September 5, 1991. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(c)\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(d)\tThe inspections, repairs, and modifications shall be done in accordance with Boeing Alert Service Bulletin 747-23A2241, Revision 3, dated September 5, 1991, which contains the following list of effective pages: \n\t\n\n\nPage Number\nRevision Level\nDate\n1, 4-7, 10, 14-16, 24-26 \n\n3\nSeptember 5, 1991 \n2, 3, 8-9, 11-13, 17-23 \n2\nNovember 1, 1990 \n\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 N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8079, AD 91-23-10) becomes effective on January 7, 1992.
47-02-01: 47-02-01 DOUGLAS: (Was Mandatory Note 9 of AD-762-7.) Applies to C-54 and DC-4 Aircraft. \n\n\tTo be accomplished at next engine change. \n\n\tReplace present low carbon steel bolts and brass nuts on exhaust collector rings with stainless steel bolts and nuts. This change is necessary in order to eliminate stretching of these bolts, corrosion, and other maintenance problems connected with the present type bolts used in the exhaust collector system. \n\n\t(Douglas Service Bulletin DC-4 No. 10 covers this same subject.)
89-17-01 R1: 89-17-01 R1 MCDONNELL DOUGLAS: Amendment 39-6285 as revised by Amendment 39-6521. Docket No. 89-NM-183-AD. \n\n\tApplicability: Model DC-8F-54, -55, DC-8-61F, -62F, -63F, -71F, -72F, and -73F series airplanes, as listed in McDonnell Douglas DC-8 Service Bulletins 52-71, dated September 12, 1969; 52-74, Revision 2, dated November 19, 1975; 52-75, dated August 9, 1974; 52-76, Revision 3, dated January 29, 1986; 52-80, dated March 23, 1977; certificated in any category. Also applies to Model DC-8-33 airplanes with STC Number SA3403WE incorporated, and Model DC-8-43 airplanes with STC Number SA3749WE incorporated, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \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.\tWithin 14 days after August 18, 1989 (the effective date of Amendment 39-6285), ensure that the main cargo door is closed, latched, and locked prior to takeoff following each operation of the door, in accordance with the procedures specified below. The procedures required by this paragraph must be accomplished by qualified and trained personnel, and the training program must be approved by the FAA Principal Maintenance Inspector (PMI). The method for documentation of compliance must also be approved by the FAA PMI. \n\n\t\t1.\tFrom the outside of the airplane perform a visual check of the exterior manual latch controls, to ensure that the latch actuating shaft and the lock pin handle are in the LOCK position; or \n\n\t\t2.\tPerform a visual check of the latches and lock pins, located on the inside of the main cargo door, to ensure that the latches are in the closed position and the lock pins are in the locked position. \n\n\t\t3.\tPrior to taxi, communicate to the flight crew that the main cargo door has been closed, latched, locked, and checked. \n\n\tB.\tUnless the modifications described in paragraph F. of this AD have previously been accomplished, within the next 30 days after August 18, 1989 (the effective date of Amendment 39-6285), and thereafter at intervals not to exceed 45 days, conduct a main cargo door-open indicating system functional check in accordance with McDonnell Douglas All Operator's Letter (AOL) 8-669, dated April 19, 1974, paragraph 1. If the main cargo door-open indicating system functional check is not successfully accomplished, repair the main cargo door-open indicating system prior to further flight, in accordance with AOL 8-669. \n\n\tC.\tFor airplanes with a hydraulic cargo door latch system, accomplish the following: \n\n\t\t1.\tWithin 30 days after August 18, 1989 (the effective date of Amendment 39-6285), and thereafter at intervals not to exceed 45 days, inspect and modify the main cargo door control panel access door plate and "T" handle stowage clip in accordance with McDonnell Douglas AOL 8-669, dated April 19, 1974, paragraph 2. In addition, inspect the control panel access door to ensure the door can be secured in the down and locked position. If the control panel access door can not be secured in the down and locked position, repair prior to further flight. \n\n\t\t2.\tUnless previously accomplished in accordance with paragraph (2) of AD 75-03-02, Amendment 39-2075, within 30 days after August 18, 1989 (the effective date of Amendment 39-6285), verify that the main cargo door hydraulic control valve shaft operates freely, without binding, between the operate neutral and neutral lock positions. This shall be accomplished by opening the main cargo door hydraulic control valve control panel access door; raising the "T" handle Douglas P/N 4777888-1, and pulling the "T" handle vertically upward to its maximum travel (operate neutral position). When the vertical force on the "T" handle is relieved, the main cargo door hydraulic control valve shaft should return to the neutral lock (down) position without binding. Replace the main cargo door hydraulic control valve, Douglas P/N 5777869-5001 or 5919985-5001, prior to further flight, if the valve shaft does not return freely to the neutral lock position. \n\n\tD.\tWithin 30 days after August 18, 1989 (the effective date of Amendment 39-6285), inspect the main cargo door exterior lock pin handle and latch actuating shaft markings in accordance with McDonnell Douglas AOL 8-669, dated April 19, 1974, paragraph 7, and with one of the following McDonnell Douglas Drawings: 7718621-59 and -61, Revision "AV"; or 5633828, Revision "E"; or 5633939, Revision "C"; or 5804421, Revision "A/H". If the exterior markings are not correct, mark in accordance with any of the above McDonnell Douglas drawings prior to further flight. \n\n\tE.\tExcept for airplanes with an independent or self-supporting main cargo door hydraulic system, within one year after the effective date of this amendment install a main cargo door hydraulic isolation valve in accordance withMcDonnell Douglas Service Bulletin 52-74, Revision 2, dated November 19, 1975. \n\n\tF.\tWithin one year after the effective date of this amendment install a new main cargo door-open indicating circuit, revise the existing main cargo door-open indicating circuit, and install a main cargo door-open indicating system test circuit, in accordance with McDonnell Douglas Service Bulletin 52-76, Revision 3, dated January 29, 1986. Compliance with the requirements of paragraph B., above, may be terminated upon the accomplishment of the requirements of this paragraph. \n\n\tG.\tWithin the next 18 months after the effective date of this amendment, accomplish the following: \n\n\t\t1.\tInstall a main cargo door lock mechanism view window in accordance with McDonnell Douglas Service Bulletin 52-75, dated August 9, 1974; and \n\n\t\t2.\tInstall a main cargo door vent system in accordance with McDonnell Douglas Service Bulletin 52-80, dated March 23, 1977; and \n\n\t\t3.\tModify the main cargo door latch operating mechanism in accordance with McDonnell Douglas Service Bulletins 52-71 dated September 12, 1969; and \n\n\t\t4.\tInstall a main cargo door hinge pin retainer on each end of the hinge, in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, that will retain the hinge pin in the event of a structural failure of the pin; and \n\n\t\t5.\tInstall a vent door-open indicating system, in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, that will signal the appropriate flight crew member when the main cargo door vent door is not fully closed and latched. \n\n\tH.\tCompliance with the requirements of paragraphs E., F., G.1., G.2., G.3., and G.5., constitute terminating action for the initial and repetitive inspections required by paragraphs A., B., and C.1. of this AD. \n\n\tI.\tThe checks and modifications specified in paragraphs A. through G. of this AD are not required on airplanes which have the main cargo door deactivated and secured in the closed and locked position, in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, until that door is reactivated. \n\n\tJ.\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\tK.\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 requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California, Attention: Business Unit Manger, Technical Publications, C1-HCW (54-60). This information may be examined at FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tAirworthiness Directive 89-17-01 superseded AD 75-03-02 (Amendment 39-2075) and AD 84-23-02 (Amendment 39-4953). \n\n\tThis AD revises AD 89-17-01, amendment 39-6285. \n\n\tThis amendment (39-6521, AD 89-17-01 R1) becomes effective on April 13, 1990.
98-14-09: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-100, -200, and -200C series airplanes. This action requires repetitive inspections to detect fatigue cracking and certain discrepancies of the forward engine mount support (FEMS) fitting and its attachments, and repair, if necessary. This amendment is prompted by reports of fatigue cracks on the lower flange of the FEMS fitting, broken bolts and bolts with loose or detached nuts on the upper inboard attachment of the FEMS fitting, and cracked or severed lugs at the outboard support link attachment of the FEMS fitting. The actions specified in this AD are intended to detect and correct fatigue cracking and certain discrepancies of the FEMS fitting and its attachments, which could result in an in-flight separation of an engine.
2022-06-14: The FAA is superseding Airworthiness Directive (AD) 2017-12- 08, which applied to all BAE Systems (Operations) Limited Model BAe 146-100A, -200A, and -300A airplanes; and Model Avro 146-RJ70A, 146- RJ85A, and 146-RJ100A airplanes. AD 2017-12-08 required revising the maintenance or inspection program, as applicable, to incorporate new or revised structural inspection requirements. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2012-25-02: We are superseding an existing airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. That AD currently requires revising the airworthiness limitations section (AWL) of the Instructions for Continued Airworthiness (ICA) of the Canadair Regional Jet Maintenance Requirements Manual (MRM) by incorporating new procedures for repetitive detailed and special detailed inspections for cracking of the aft pressure bulkhead. This new AD requires revising the maintenance program to incorporate a revised task specified in a certain temporary revision, which requires an improved non-destructive inspection procedure; and adds airplanes to the applicability. This AD was prompted by multiple reports of cracks on the forward face of the rear pressure bulkhead (RPB) web. We are issuing this AD to detect and correct cracking in the RPB, which could result in reduced structural integrity and rapid decompression of the airplane.
98-14-03: This amendment adopts a new airworthiness directive (AD) that applies to certain AlliedSignal Inc. (AlliedSignal) KT 76A ATC transponders that are installed on aircraft. This AD requires incorporating a modification on the affected transponders that consists of replacing two resistor network modules with glass-coated modules. This AD is the result of reports of these ATC transponders transmitting misleading encoding altimeter information to ground-based ATC radar sites and nearby Traffic Alert and Collision Avoidance System (TCAS)-equipped aircraft. The actions specified by this AD are intended to prevent the transmission of misleading encoding altimeter information between affected aircraft caused by the inability of these ATC transponders to coordinate with ground-based ATC radar sites and nearby TCAS-equipped aircraft.
89-23-17: 89-23-17 BOEING: Amendment 39-6385. Docket No. 89-NM-10-AD. \n\n\tApplicability: All Model 727 series airplanes certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect cracking in the Number 1 or 3 engine aft mount support fitting, accomplish the following: \n\n\tA.\tConduct a detailed visual inspection for cracks of the Number 1 and Number 3 engine aft mount support fittings, in accordance with Section III.D and Figure 1 of Boeing Service Bulletin 727-54-0017, dated December 22, 1988, in accordance with the following schedule: \n\n\t\t1.\tFor airplanes with engine aft mount support fittings made of 7079-T6 material: within the next 1,000 flight cycles or 1 year, after the effective date of this AD, whichever occurs first, unless previously accomplished within the last 2,000 flight cycles. \n\n\t\tNOTE: 7079-T6 material is used in the aft support fitting on the Number 1 engine strut on airplanes line numbers 001 through 883,and the Number 3 engine strut on airplanes line numbers 001 through 880. \n\n\t\t2.\tFor airplanes with engine aft support fittings made of 7075-T73 material: prior to the accumulation of 40,000 flight cycles, or within the next 1,000 flight cycles after the effective date of this AD, whichever occurs later, unless previously accomplished within the last 2,000 flight cycles. \n\n\tNOTE: 7075-T73 material is used in the aft support fitting on the Number 1 engine strut on airplanes line number 884 and all later airplanes, and the Number 3 engine strut on airplanes line number 881 and all later airplanes. \n\n\tB.\tFor the initial inspection required in paragraph A., above, as an option to the detailed visual inspection, perform an eddy current inspection of the support fittings outboard of the body skins, and a detailed visual inspection of the support fittings inboard of the body skins, in accordance with Section III.A and Figure 1 of Boeing Service Bulletin 727-54-0017, dated December 22,1988. \n\n\tC.\tRepeat the detailed visual inspection required in paragraph A., above, at intervals not to exceed 3,000 flight cycles. \n\n\tD.\tIf cracked fittings are found as a result of the inspections required by this AD, prior to further flight, accomplish one of the following: \n\n\t\t1.\tRepair in accordance with Boeing Repair Drawings 65C34829, 65C34830, 65C34993, 65C34581, 65C35114, or 65C34998; or \n\n\t\t2.\tRepair in accordance with a procedure approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region; or\n \n\t\t3.\tReplace the cracked fittings. \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, 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, SeattleAircraft Certification Office. \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 documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6385, AD 89-23-17) becomes effective on December 11, 1989.
93-19-05: 93-19-05 BOEING: Amendment 39-8703. Docket 92-NM-179-AD. Supersedes AD 89-26-04, Amendment 39-6423.\n \n\tApplicability: Model 767 series airplanes, line positions 001 through 402, inclusive; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tNOTE 1: Paragraph (a) of this AD restates the requirements of paragraph B. of AD 89-26-04. As allowed by the phrase, "unless accomplished previously," if the requirements of paragraph B. of AD 89-26-04 have been accomplished previously, paragraph (a) of this AD does not require that they be repeated. \n\n\tTo prevent uncommanded deployment of the slats and to ensure trailing edge flap shutdown protection and trailing edge flap alternate mode availability, accomplish the following: \n\n\t(a)\tWithin the next 25 days after December 27, 1989 (the effective date of AD 89- 26-04, amendment 39-6423), conduct a functional check of the leading edge slat long term shutoff control and the leadingedge inboard and outboard slat drive mechanical rigging in accordance with Boeing Alert Service Bulletin 767-27A0094, dated September 28, 1989. \n\n\t(b)\tWithin the next 25 days after December 27, 1989, conduct a functional check of the leading edge slat shutoff valve and the trailing edge flap drive bypass valve in accordance with Boeing Alert Service Bulletin 767-27A0094, dated September 28, 1989; or Revision 4, dated October 22, 1992. Repeat this functional check thereafter at intervals not to exceed 400 landings until the functional check required by paragraph (c) of this AD is accomplished. \n\n\tNOTE 2: Accomplishment of the functional check prior to the effective date of this AD in accordance with any revision of Boeing Alert Service Bulletin 767-27A0094 prior to Revision 4, dated October 22, 1992, is considered acceptable for purposes of compliance with this paragraph. \n\n\t(c)\tWithin 4,000 hours time-in-service after the last functional check performed in accordance with paragraph (b) of this AD, conduct a functional check of the leading edge slat shutoff valve and the trailing edge flap drive bypass valve in accordance with Boeing Alert Service Bulletin 767-27A0094, Revision 4, dated October 22, 1992. Accomplishment of this functional check terminates the repetitive functional check requirements of paragraph (b) of this AD. Repeat this functional check thereafter at intervals not to exceed 4,000 hours time-in- service. \n\n\t(d)\tWithin 4,000 flight hours after the effective date of this AD, conduct a functional check of the leading edge slat long term shutoff control and the leading edge inboard and outboard slat drive mechanical rigging, in accordance with Boeing Alert Service Bulletin 767-27A0094, Revision 4, dated October 22, 1992. Repeat this functional check thereafter at intervals not to exceed 4,000 hours time-in-service. \n\n\t(e)\tIf any failed parts are detected by the functional checks required by paragraphs (a), (b), (c), or (d) of this AD, prior to further flight, replace the failed part in accordance with the Boeing 767 Maintenance Manual. \n\n\t(f)\tWithin 12,000 flight hours after the effective date of this AD, accomplish the requirements of paragraphs (f)(1) and (f)(2) of this AD. Accomplishment of these requirements constitutes terminating action for the repetitive functional checks required by paragraphs (b), (c), and (d) of this AD. \n\n\t\t(1)\tInstall a pressure switch and replace the rotary variable differential transformer (RVDT) and the flap/slat electronic unit (FSEU) in accordance with Boeing Service Bulletin 767-27-0108, Revision 1, October 1, 1992. \n\n\t\t(2)\tReplace the bypass valve motor (trailing edge flaps, control valve module) in accordance with Boeing Service Bulletin 767-27-0096, dated April 23, 1992. \n\n\t(g)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), 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, Seattle ACO. \n\n\tNOTE 3: 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(h)\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(i)\tThe functional checks shall be done in accordance with Boeing Alert Service Bulletin 767-27A0094, dated September 28, 1989; and Boeing Alert Service Bulletin 767- 27A0094, Revision 4, dated October 22, 1992. The modifications shall be done in accordance with Boeing Service Bulletin 767-27-0108, Revision 1, October 1, 1992; and Boeing Service Bulletin 767-27-0096, dated April 23, 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 Federal Aviation Administration (FAA), Transport Airplane Directorate, Rules Docket, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(j)\tThis amendment becomes effective on November 24, 1993.
2022-08-03: The FAA is adopting a new airworthiness directive (AD) for certain Textron Aviation Inc. (type certificate previously held by Cessna Aircraft Company) (Textron) Model 120 and 140 airplanes and all Model 140A airplanes. This AD was prompted by reports of seat belt center bracket failures from overstress. This AD requires determining if the seat belt center bracket is made of steel and replacing any non- steel brackets. The FAA is issuing this AD to address the unsafe condition on these products.
92-16-01: 92-16-01 BOEING: Amendment 39-8310. Docket No. 92-NM-11-AD.\n\n\tApplicability: Model 737-400 and 737-500 series airplanes; as listed in Boeing Alert Service Bulletin 737-53A1152, Revision 1, dated October 24, 1991; certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent floor panels with seats attached from breaking away from floor structure during a 9g forward load event, accomplish the following:\n\n\t(a)\tWithin 24 months after the effective date of this AD, inspect the side-of-body floor panels forward of Body Station 887 to determine if the panels were manufactured by Hexcel and the date of their manufacture; in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 737-53A1152, Revision 1, dated October 24, 1991.\n\n\t\t(1)\tIf the floor panels were not manufactured by Hexcel; or if the floor panels were manufactured by Hexcel on or after January 7, 1991; no further action is necessary.\n\n\t\t(2)\tIf the floor panels were manufactured by Hexcel before January 7, 1991, prior to further flight, either replace the floor panels or repair all one-piece inserts in the panels, in accordance with the service bulletin.\n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), 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, 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(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 inspection, repair, andreplacement shall be done in accordance with Boeing Alert Service Bulletin 737-53A1152, Revision 1, dated October 24, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(e)\tThis amendment becomes effective on September 8, 1992.
98-13-39: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model AS 332C, L, and L1 helicopters that requires initial and repetitive inspections of the tail rotor shaft flapping hinge retainers (retainers) for cracks. This amendment is prompted by a report of high vibrations occurring on a helicopter while in service due to a cracked retainer. The actions specified by this AD are intended to detect cracks on the retainers that could lead to high tail rotor vibrations, loss of tail rotor control, and subsequent loss of control of the helicopter.
84-05-02: 84-05-02 BOEING: Amendment 39-4827. Applies to Model 767-200 series airplanes, certificated in all categories, listed in Boeing Service Bulletin No. 767-53-2, dated August 19, 1983, or later FAA approved revisions. Compliance required as indicated in the body of the AD. \n\n\tTo ensure the structural integrity of the horizontal stabilizer pivot hinge fitting and adjacent structure accomplish the following, unless already accomplished: \n\n\tA.\tPrior to the accumulation of 3000 landings, and thereafter at intervals not to exceed 300 landings, perform the following inspections: \n\n\t\t1.\tPenetrant inspect the upper support fittings for cracks, and check the bolts common to the pivot hinge fitting and the BS 1809.5 bulkhead intercostal fitting for breakage in accordance with Boeing Service Bulletin 767-53-2 dated August 19, 1983, or later FAA approved revisions. \n\n\t\t2.\tVisually inspect the surrounding structure for cracks. If cracks are found in the upper support fitting and not in the surrounding structure, accomplish the modification described in the Service Bulletin before further flight. If cracks are found in the surrounding structure, repair the airplane before further flight, in a manner approved by the Manager, Seattle Aircraft Certification Office. \n\n\tB.\tPrior too accumulation of 6000 landings, accomplish the modification described in Boeing Service Bulletin 767-53-2 dated August 19, 1983, or later FAA approved revisions. This action terminates the repetitive inspections required by paragraph A., above. \n\n\tC.\tAircraft may be ferried to a maintenance base for repair in accordance with FAR 21.197 and 21.199. \n\n\tD.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator, if the request contains substantiating data to justify the adjustment period. \n\n\tF.\tFor the purpose of this AD, and when approved by an FAA Maintenance Inspector, the number of landings may be computed by dividing each airplane's time in service by the operator's fleet average time from takeoff to landing for the aircraft type. \n\n\tAll persons affected by this directive who have not already received Boeing Service Bulletin 767-53-2 dated August 19, 1983, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective April 30, 1984.
75-08-13: 75-08-13 MCDONNELL DOUGLAS: Amendment 39-2165. Applies to Model DC-10-10, DC-10-10F, DC-10-30, and DC-10-30F airplanes certificated in all categories. \n\n\tCompliance required within the next 4000 flight hours after the effective date of this AD, unless already accomplished. \n\n\tTo minimize the possibility of losing a wing engine nose cowl due to severed nose cowl attach bolts and engine unbalance loads, modify the wing engine nose cowls per McDonnell Douglas DC-10 Service Bulletin 71-53, "Powerplant - Cowling - Modify Engine Nose Cowl Attachments," dated September 25, 1974, or later FAA-approved revisions, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tSpecial flight permits may be issued under FAR 21.197 and 21.199 for the purpose of moving the aircraft to a base to perform the requirements of this AD. \n\n\tThis amendment becomes effective May 16, 1975.
89-20-09 R1: 89-20-09 R1 MCDONNELL DOUGLAS: Amendment 39-6328 as corrected by Amendment 39-6383. Docket No. 89-NM-79-AD. \n\n\tApplicability: Model DC-10-30 and KC-10A (Military) series airplanes, as listed in McDonnell Douglas Service Bulletin A29-127, dated March 3, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of the use of the auxiliary hydraulic pumps, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this Airworthiness Directive (AD), inspect auxiliary hydraulic pumps 1 and 2 to determine if the correct electrical connector sockets are installed, in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin A29-127, dated March 3, 1989. Any sockets detected which have the incorrect part number must be replaced, prior to further flight, with P/N DC65-8S sockets, in accordance with the service bulletin. \n\n\tB.\tWithin 15 days after inspection required by paragraph A., above, submit a report of findings, positive or negative, to the Los Angeles Aircraft Certification Office, Attention: ANM-108L, FAA, Northwest Mountain Region, 3229 East Spring Street, Long Beach, California 90806-2425. \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, 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\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 McDonnell Douglas Aircraft Company, P.O. Box 1771, Long Beach, California 90801, Attn: Manager, Warranty 73-44 (DC-10 Service Bulletin A-29-127). 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 AD corrects AD 89-20-09 (Amendment 39-6328) which became effective on October 30, 1989. \n\n\tThis amendment (39-6383, AD 89-20-09 R1) becomes effective on November 3, 1989.
77-02-01: 77-02-01 BOEING: Amendment 39-2812 as amended by Amendment 39-3012 is further amended by Amendment 39-3067. Applies to Model 707-300, -400, -300B, -300C series airplanes certificated in all categories listed in Boeing Service Bulletin No. (S.B.) 3168 with more than 5000 landings. Compliance required as indicated unless already accomplished. \n\tA.\tWithin the next 250 landings, unless accomplished within the last 250 landings and at intervals thereafter not to exceed 500 landings, accomplish the following in accordance with Boeing Service Bulletin No. 3168, Revision 1, or later FAA approved revisions. \n\t\t(1)\tX-ray inspect the wing skin under the beavertail for cracks from the rear spar forward through stringer number 12 and the rear spar upper chord and the adjacent wing skin from W.S. 129 to W.S. 197. \n\t\t(2)\tVisually inspect the upper wing skin for cracks emanating from the fastener holes common to the rear spar upper chord from W.S. 117 to W.S. 197. \n\t\t(3)\tVisually inspect theaft edge of the upper wing skin under the doubler for cracks from BBL 70.5 to W.S. 117. \n\t\t(4)\tUltrasonic inspect the upper wing skin for cracks at the four fastener holes common to the rear spar upper chord just outboard of BBL 70.5. \n\t\t(5)\tWing skins and rear spar chords found cracked are to be repaired prior to further flight in accordance with Boeing Service Bulletin No. 2427 or Boeing Service Bulletin No. 2607, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Inspections are to continue until terminating action per paragraph F has been accomplished. \n\tB.\tWithin the next 600 landings unless accomplished within the last 600 landings and at intervals thereafter not to exceed 1200 landings, accomplish the following: \n\t\t1.\tUsing low frequency eddy current or X-ray inspection techniques described in S.B. 3280, inspect the following areas for cracks: \n\t\t\ta.\tRear spar upper chord and wing skin along the rear spar from wing station 197to 270. \n\t\t\tb.\tWing skin and upper flange of the stringers from rear spar through stringer No. 12, outboard (only) of the beavertail at the stringer splice fasteners as described in S.B. 3280. \n\t\t\tc.\tWing skin and upper flanges of stringer Nos. 10 and 11 at the right and left hand fuel filler cap fittings at W.S. 298 as described in S.B. 3280. \n\t\t2.\tWing skins, rear spar upper chords, stringers and stringer splices found cracked are to be repaired prior to further flight in accordance with S.B. 3280. Inspections are to continue until terminating action of paragraph F of this AD is accomplished. \n\tC.\tIf rear spar and/or adjacent wing skin repairs or modifications interfere with any of the inspections of paragraph A or B of this AD, inspect for cracks in accordance with (1) and (2) below or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\t(1)\tAt the intervals specified in paragraph A or B of this AD (as appropriate to the area whererepairs interfere with the required inspections): \n\t\t\ta.\tEddy current inspect the wing skin for cracks in the area adjacent to the repairs; or \n\t\t\tb.\tIf internal steel doublers are installed on the horizontal leg of the rear spar upper chord, conduct a close visual inspection of the vertical leg of the rear spar upper chord for cracks emanating from the horizontal leg. When doublers on the rear spar vertical leg prohibit a close visual inspection, inspect the exposed lower edge of the vertical leg of the rear spar upper chord for new cracks. \n\t\t(2)\tAt intervals not to exceed 4800 landings, visually inspect the exposed wing skin and exposed upper rear spar chord from inside and outside the wing. \n\tD.\tFor aircraft having the fastener holes oversized in the fuel filler cap area per Boeing Service Bulletin 2892, the inspections of paragraph B.1.c. of this AD may be deferred until the accumulation of 8000 landings after the oversizing for 707-300C airplanes and 10,000 landings after oversizing for 707- 300, -400, -300B airplanes. \n\tE.\tFor airplanes having the fastener holes oversized outboard, under and through the beavertail in accordance with Service Bulletin 2626, Revision 2, or later FAA approved revisions, the inspections of paragraph A.1 of this AD forward of the rear spar to stringer 12, may be deferred until the accumulation of 5000 landings after the oversizing for 707-300C series airplanes and 6000 landings after oversizing for 707-300, -400, 300B series airplanes. Also, the inspections of paragraph B.1.b. of this AD may be deferred until the accumulation of 12,000 landings after the oversizing for 707-300C series airplanes and 15,000 landings after oversizing for 707-300, -400, -300B series airplanes. \n\tF.\tTerminating action for this AD is: \n\t\t1.\tInstallation of a new wing skin and associated structure in accordance with S.B. 2607, Parts V or VI, or \n\t\t2.\tInstallation of external doublers in accordance with S.B. 2427, Part X(a) Drawing 65- 62721, andthe installation of the longer stringer splice angles at the fuel filler cap fittings in accordance with S.B. 2892, Revision 1. \n\tG.\tFor airplanes with rear spar and/or upper wing skins already modified in accordance with S.B. 2427, Part X(a) Drawing 65-68302, or S.B. 2606, Revision 2, and 2626, Revision 2 and 2731, or similar repairs the threshold for the inspections of paragraph A, B.1.a., and B.1.b., of this AD may be deferred upon submittal of airplane serial number, specific applicable modification accomplished, number of flights when modification was made and current number of flights, to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tH.\tUpon request of the operator, an FAA Principal Maintenance Inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals in this AD, if the request contains substantiating data to justify the increase for that operator.I.\tAirplanes requiring repair or modification prior to the next flight may be flown in accordance with FAR 21.197 and 21.199 to a base where corrective action can be taken. \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). References herein to manufacturer's service bulletins are current at the time of issuance of this directive. In each instance where the directive requires compliance with one or more such service bulletins, the requirements of the directive may also be met by compliance with later FAA approved revisions of the applicable service bulletins, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAmendment 39-2812 supersedes AD 68-07-03 (Amendment 39-571), AD 68-16-03 (Amendment 39-629), and paragraph (a) of AD 64-11-01 (Amendment 39-763). \n\tAmendment 39-2812 became effective February 22, 1977. \n\tAmendment 39-3012 became effective August 15, 1977. \n\tThis amendment 39-3067 becomes effective November 1, 1977.
2012-24-10: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400 and -400F series airplanes. This AD was prompted by multiple reports of integrated display unit (IDU) malfunctions and mode control panel (MCP) malfunctions. This AD requires installing new software, replacing the duct assembly with a new duct assembly, making wiring changes, and routing certain wire bundles. We are issuing this AD to prevent IDU malfunctions, which could affect the ability of the flightcrew to read primary displays for airplane attitude, altitude, or airspeed, and consequently reduce the ability of the flightcrew to maintain control of the airplane.
98-11-01 R1: This amendment revises Airworthiness Directive (AD) 98-11-01, which currently requires replacing the fuel tank vent valves and drilling a 4.8 millimeter (0.1875 inch) hole in each fuel filler cap on certain Pilatus Aircraft Ltd. (Pilatus) Models PC-12 and PC-12/45 airplanes. AD 98-11-01 also requires inserting a temporary revision in the Pilot's Operating Handbook (POH) that specifies checking to assure that the fuel filler cap hole is clear of ice and foreign objects. This AD maintains the requirements of AD 98-11-01, and adds the option of modifying the fuel tank vent valves instead of the drilling and POH requirements carried over from AD 98-11-01. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Switzerland. The actions specified in this AD are intended to continue to prevent moisture from entering the fuel tank inward vent valve and then freezing after a cold soak at altitude, which could result in wing airfoil distortion and structural damage with consequent degradation of the airplane's handling qualities.
46-04-02: 46-04-02 CULVER: (Was Service Note 6 of AD-730-2.) Applies Only to Model LCA Having Stromberg Model NA-S3A1 Carburetors Installed. When inspecting or replacing carburetor float needle or needle seat, a check should be made to assure that when a rubber tipped needle is used, a seat having rounded edges is installed. Sharp-edged seats, when used with a rubber tipped needle, will cause sticking and cutting of the rubber tip. (This matter is also covered by Continental Service Bulletin No. M45-6 dated May 25, 1945, and Stromberg Aircraft Carburetor Service Bulletin No. 71.)
2012-23-09: We are superseding an existing airworthiness directive (AD) for all Embraer S.A. Model ERJ 190-100 STD, -100 LR, -100 IGW, -200 STD, -200 LR, and -200 IGW airplanes. That AD currently requires revising the maintenance program to incorporate modifications in the Airworthiness Limitation Section (ALS) of the EMBRAER ERJ 190 Maintenance Review Board Report (MRBR). This new AD requires revising the maintenance program to incorporate modifications in the ALS of the EMBRAER ERJ 190 MRBR to include new inspection tasks and their respective thresholds and intervals. This AD was prompted by issuance of new inspection tasks and their respective thresholds and intervals. We are issuing this AD since failure to inspect these structural components according to the new ALS tasks, thresholds, and intervals could prevent a timely detection of fatigue cracking, which if not properly addressed, could result in reduced structural integrity of the airplane.
2012-23-07: We are adopting a new airworthiness directive (AD) for all Eurocopter Deutschland GmbH (ECD) Model EC135 helicopters, except the EC 135 P2+ and T2+. This AD requires inspecting each upper and lower plain journal bearing (bearing) and replacing the swashplate assembly with an airworthy swashplate assembly if a bearing is not correctly positioned. This AD was prompted by two reports of the bearings moving in relation to the main rotor swashplate sliding sleeve (sliding sleeve). The actions of this AD are intended to detect shifting of the bearing, which could limit the movement of the collective control and result in subsequent loss of control of the helicopter.
90-08-04: 90-08-04 BRITISH AEROSPACE: Amendment 39-6560. Docket No. 89-NM-259-AD. Applicability: Certain Model BAC 1-11 200 and 400 series airplanes, as listed in British Aerospace Service Bulletin 52-A-PM3682, Issue 1, dated August 30, 1968, certificated in any category. Compliance: Required within 90 days after the effective date of this AD, unless previously accomplished. To prevent fatigue damage to the service door and subsequent decompression of the airplane, accomplish the following: A. Check the serial number plate located on the rear edge of the service door to determine if the service door part number and serial number correspond to the part number and serial number identified on page 1 of British Aerospace Service Bulletin 52-A-PM3682, Issue 1, dated August 30, 1968, 1. If the service door part number and serial number do not correspond with those in the service bulletin, no further action is required. 2. If the service door part number and serial number correspond with those in the service bulletin, perform an inspection using a micrometer or other suitably accurate instrument, taking three measurements on the lip of the flange of the forward side member to determine the thickness of the material, in accordance with the service bulletin. a. If the measurement of the forward side member is 0.031 inches or more, no further action is required. b. If the measurement of the forward side member is less than 0.031 inches, rework the service door forward side member, prior to further flight, in accordance with the service bulletin. B. An 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to theManager, Standardization Branch, ANM-113. C. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6560, AD 90-08-04) becomes effective on May 4, 1990.