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61-06-01: 61-06-01 BOEING: Amdt. 265 Part 507 Federal register March 11, 1961. Applies to All Models 707- 100 and 707-200 Aircraft With Main Landing Gear Oleo Cylinders That Have Experienced 800 Flights and All 707-300 and 707-400 Aircraft With Main Landing Gear Oleo Cylinders That Have Experienced 1,000 Flights. (It will be necessary for operators to maintain a record of flights to ascertain compliance with this AD. If past records are unavailable, the number of flights prior to this AD may be estimated.) \n\n\tCompliance required as indicated. \n\n\tDue to failure of main landing gear oleo outer cylinders in the area of upper torsion link lugs, the following inspections are required: \n\n\t(a) The following must be accomplished on Models 707-100 and 707-200 Series aircraft unless spacer, Boeing P/N 69-11430 or equivalent, has been installed in accordance with (c). \n\n\t\t(1) Clean and remove paint from the outer cylinder surface within three inches of the outer cylinder torsion link lugs, excluding the area between lugs, using perchloroethylene or FAA approved equivalent. \n\n\t\t(2) Using a 10-power glass, conduct a daily inspection of the area described in (a)(1). \n\n\t\t(3) Every 65 hours' time in service, inspect the area described in (a)(1) using fluorescent dye penetrant at temperatures of 50 degrees F. or above, or equivalent. \n\n\t(b) The following must be accomplished every 65 hours' time in service for all Models 707-300 and 707-400 Series aircraft: \n\n\t\t(1) Clean and remove paint from the outer cylinder surface within three inches of the outer cylinder solid torsion link lug using perchloroethylene or FAA approved equivalent. \n\n\t\t(2) Inspect the outer cylinder lug using fluorescent dye penetrant at 50 degrees F. or above, or equivalent. \n\n\t(c) When spacer, Boeing P/N 69-11430 or equivalent, is installed between the outer cylinder torsion link lugs to interference fit of 0.001 to 0.005 inch on Models 707-100 and 707-200 Series aircraft, the following inspection may be substituted for the inspection required in (a): At the time of spacer installation, and every 65 hours' time in service thereafter, inspect the outer cylinder lugs using fluorescent dye penetrant at 50 degrees F. or above, or equivalent. \n\n\t(d) If cracks are found during any of the above inspections, perform the following rework inspections: \n\n\t\t(1) Rework the affected area with a hand file and smooth with No. 320 emery paper. Complete removal of crack must be verified by dye penetrant inspection or FAA approved equivalent. If cracks are completely removed as verified by such inspection, remove an additional 0.03 inch of material. After all rework is completed, the maximum allowable depth of material removed is 0.08 inch using a 1.00 inch minimum radius. \n\n\tParts previously reworked in accordance with the crack limitations contained in Amendment 136 Part 507 Federal Register April 26, 1960, need not be reworked again to incoporate 0.03 inch insurance materialremoval. If crack reappears in this reworked area, or a new crack develops, rework must be accomplished in accordance with the above instructions. \n\n\t\t(2) Cylinders with defects that cannot be removed within the rework limits given in (d)(1) must be replaced prior to further flight. \n\n\t(e) When the redesigned outer cylinder, P/N 65-5763 or FAA approved equivalent for Models 707-100 and 707-200 Series aircraft, or P/N 65-5764 or FAA approved equivalent for Models 707-300 and 707-400 Series aircraft, has been installed in accordance with the latest revision of FAA approved Boeing Service Bulletin 979, the inspection intervals noted above may be cancelled and the redesigned outer cylinder inspection interval will revert to normal frequency. \n\n\t(f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permitcompliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. \n\n\t(Boeing Service Bulletin No. 717 (R-1), Boeing Telegraphic Service Bulletin No. 717 (R-1) dated March 7, 1960, and Service Bulletin 979 cover this subject.) \n\n\tUltrasonic inspection using Sperry reflectoscope type UR or equivalent with Sperry surface wave crystal, style 50A656, frequency 2.25 MC, may be used in lieu of fluorescent dye penetrant inspection procedures. The ultrasonic inspection instrument should be set per instructions in Boeing Service Letter 6- 7161-6-597 dated March 16, 1960. \n\n\tThis supersedes AD 60-09-01. \n\n\tThis directive effective March 11, 1961. \n\n\tRevised April 19, 1961. \n\n\tRevised November 3, 1961.
85-22-02: 85-22-02 BOEING: Amendment 39-5159. Applies to Model 737 series airplanes, certificated in any category, listed in Boeing Service Bulletin 737-57-1137, Revision 2, dated November 9, 1984. Unless previously accomplished, prior to the accumulation of 10,000 landings or within 180 days or 2,500 landings after the effective date of this AD, whichever occurs later, accomplish the following to detect cracking which may lead to failure of the body buttock line (BBL) 70.85 rib upper chord: \n\n\tA.\tVisually inspect the BBL 70.85 rib upper chord for cracks in accordance with Table I of the Flight Safety Addendum of Boeing Service Bulletin 737-57-1137, Revision 2, or later FAA-approved revisions. Repeat the inspections at intervals not to exceed 5,000 landings.\n \n\tB.\tIf cracks are detected, prior to further flight repair cracked parts in accordance with Table I of the Accomplishment Instructions or the Preventative Modification Part III or Special Preventative Modification Part IV of the"Accomplishment Instructions" in Boeing Service Bulletin 737-57-1137, Revision 2, or later FAA-approved revisions. \n\n\tC.\tParts repaired in accordance with the "stop drilling" interim action in Table I of the Accomplishment Instructions of Boeing Service Bulletin 737-57-1137, Revision 2, must be visually reinspected at intervals not to exceed 1,500 landings and must be repaired in accordance with the Preventative Modification Part III or Special Preventative Modification Part IV of Boeing Service Bulletin 737-57-1137, Revision 2, or later FAA-approved revisions, within two years after the effective date of this AD or within two years after the accomplishment of the interim repair, whichever occurs later. \n\n\tD.\tThe repetitive inspection requirements of this AD may be terminated if the Preventative Modification Part III or the Special Preventative Modification Part IV of the Accomplishment Instructions in Boeing Service Bulletin 737-57-1137, Revision 2, or later FAA- approved revisions, is incorporated.\n \n\tE.\tAirplanes may be ferried to a maintenance base for repairs or replacement of parts in accordance with FAR 21.197 and 21.199. \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\tG.\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\tH.\tUpon the request of an operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of that 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 these documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA, Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective November 25, 1985.
83-15-51: 83-15-51 McDONNELL DOUGLAS: Amendment 39-4789. Applies to McDonnell Douglas Model DC-9-10, -30, -40, and Military C-9 series airplanes, fuselage numbers 20 through 264, with ventral aft pressure bulkhead not in compliance with McDonnell Douglas DC-9 Alert Service Bulletin A53-144, certificated in all categories, unless already accomplished: \n\n\tA.\tFor airplanes with 30,000 or more cycles, accomplish the following within the next 100 additional cycles after the effective date of this AD: \n\n\t\t1.\tRoll back or remove and retain insulation material from aft side of bulkhead web for approximately 15 inches outboard of RH/LH edge of ventral door cutout. \n\n\t\t2.\tClean as necessary and perform close detail visual check for cracks running along AD4 rivet rows, for attaching RH/LH horizontal stiffeners, P/N 9915558, at Z=14.00, 24.00, 34.00, 48.00 and 63.50. (Reference McDonnell Douglas Service Sketch SK 3110A, Figure 1, Sheet 6.) Check for cracks for a distance of 15 inches outboard ofRH/LH edge of ventral door cutout. Removal of existing finger doublers along edges of door cutout is not required. Primary areas of interest are the outboard edges of finger doublers. \n\n\t\t3.\tIn addition to above, on Group 1 aircraft identified in McDonnell Douglas DC-9 Alert Service Bulletin A53-144, perform a visual check for cracks in the web at the upper and lower ends of the firex support stiffeners. (Refer to McDonnell Douglas Service Sketch 3109.) \n\n\tB.\tRework any cracked bulkhead panels, per McDonnell Douglas Service Sketches SK 3525 (temporary), dated July 19, 1983, or SK 3524A (permanent), dated July 18, 1983. \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 in order to comply with the requirements of this AD. \n\n\tD.\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, NorthwestMountain Region. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment becomes effective January 9, 1984, and was effective earlier to those recipients of telegraphic AD T83-15-51, dated July 22, 1983.
2010-06-10: We are adopting a new airworthiness directive (AD) for certain Model 767-200, -300, and -300F series airplanes. For certain airplanes, this AD requires installing support hardware and modifying the interfacing wiring of the fuel quantity indicating system (FQIS) densitometer. For certain other airplanes, this AD requires replacing the existing hot short protector (HSP) on the FQIS densitometer with a new HSP. This AD also requires revising the Airworthiness Limitations (AWL) section of the Instructions for Continued Airworthiness to incorporate AWL No. 28-AWL-22. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the center tank fuel densitometer from overheating and becoming a potential ignition source inside the center fuel tank, which, in combination with flammable fuel vapors, could result in a center fuel tank explosion and consequent loss of the airplane.
2010-03-01: We are adopting a new airworthiness directive (AD) for the specified Eurocopter France (ECF) model 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 states: ``Recently, a report was received concerning the discovery of fragments of a plastic blanking plug (fitted to the harness belt buckle 5th attachment point) inside a seat harness belt buckle. Over time, this blanking plug hardens and becomes brittle. This condition, if not corrected, can lead to failure of the plug and fragments being caught inside the buckle, causing interference and preventing the belt from being released during an emergency evacuation of the aircraft." This AD requires actions that are intended to address this unsafe condition.
76-14-08: 76-14-08\tCESSNA: Amendment 39-2671. Applies to Model 177B (Serial Numbers 17702255 through 17702484, 17702486, 17702489, 17702492 and 17702494) and Model 177RG (Serial Numbers 177RG0700 through 177RG0883, 177RG0885 through 177RG0916, 177RG0919, 177RG0920, 177RG0922, 177RG0923, 177RG0925 through 177RG0928, 177RG0930, 177RG0933, 177RG0935 and 177RG0937) airplanes.\n\n\tCompliance: Required as indicated, unless already accomplished.\n\n\tTo assure proper attachment of the stabilator trim tab actuator to the trim tab linkage, accomplish the following prior to next flight:\n\n\tA.\tRemove round access panels located near the stabilator leading edge on the right and left side of the aircraft to gain access to the horizontal stabilator trim tab actuator.\n\n\tB.\t1. Visually inspect the -27 bolt which attaches the P/N 1260074-5 stabilator trim tab actuator to the P/N 1712142-1 bellcrank (refer to Figure 1) to determine if there is a nut installed on the end of the bolt.\n\n\tNOTE: The -27 boltmust have a head on one end and a nut on the other end (refer to Figure 1). \n\n\nFIGURE 1\nAD 76-14-08\n\n\t\t2.\tIf the -27 bolt has a nut installed (castellated nut with a cotter pin or a self-locking nut) and the nut is not loose, reinstall the access panels and accomplish Paragraph C below.\n\n\tNOTE: Except for those aircraft utilized in air carrier service, Paragraphs A, B.1., B.2. and C. may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations on any aircraft owned and operated by that person.\n\n\t\t3.\tIf the nut is loose or missing a certificated mechanic or certificated agency must install an AN3-6 bolt, AN960-10 washer, AN310-3 nut and MS24665-134 cotter pin in accordance with data in applicable Cessna maintenance manuals; reinstall the access panels; and accomplish Paragraphs C and D.\n\n\tC.\tMake an entry in the permanent maintenance records to be retained and transferred with the aircraft which includes: Identificationof the AD, method of compliance, date of compliance, and name, signature and certificate number of the pilot and/or mechanic or agency accomplishing the AD.\n\n\tD.\tWithin 48 hours after compliance with Paragraph B.3., notify in writing the Chief, Engineering and Manufacturing Branch, FAA, Central Region, Federal Building, 601 East 12th Street, Kansas City, Missouri 64106, of any missing or loose nuts, aircraft serial number, total aircraft time in service and date of last annual or 100-hour inspection on the airplane. (Reporting approved by the Office of Management and Budget under OMB No. 04-RO174.)\n\n\tE.\tAny alternate means of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region.\n\n\tCessna Service Letter No. SE76-14 or later approved revisions covers the subject matter of this AD.\n\n\tThis amendment becomes effective July 22, 1976, to all persons except those to whom it was made effective earlier by air mail letters issued June 28, 1976.
92-07-09: 92-07-09 BOEING: Amendment 39-8205. Docket No. 91-NM-215-AD. Supersedes AD 90- 07-02, Amendment 39-6547. \n\n\tApplicability: Model 737-300, -400, and -500 series airplanes; equipped with Sperry SP300 Autopilot Flight Control Computers and Mode Control Panels (MCP); certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent uncommanded changes to the target altitude displayed in the altitude window of the autopilot mode control panel (MCP), accomplish the following: \n\n\t(a)\tFor Model 737-300 series airplanes: Within 10 days after April 5, 1990 (the effective date of AD 90-07-02, Amendment 39-6547), incorporate the following procedures into the Limitations Section of the FAA-approved Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD in the AFM. \n\n\t\t"Autopilot Limitations \n\t\tFor airplanes with SP300 autopilot MCP. Flightcrews must use the following \t\tprocedures: \n\n\t\t1. Check MCPsettings after any electrical power interruptions. \n\t\t2. Following change in ALT selection in the MCP window, check ALT display to \t\tensure desired altitude is displayed. \n\t\t3. Closely monitor altitude during all altitude changes to ensure that the \t\t\tautopilot captures and levels off at the desired altitude. \n\t\tNOTE: Standard 'callouts,' crew coordination, and cross-checking of MCP \t\tsettings and flight instruments are necessary to detect any nonselected MCP \t\tdisplay number changes." \n\n\t(b)\tFor all airplanes: Within 18 months after the effective date of this AD, modify the MCP in accordance with Boeing Alert Service Bulletin 737-22A1098, dated January 17, 1991. \n\n\t(c)\tAfter accomplishment of paragraph (b) of this AD, remove the AFM limitation that is specified in paragraph (a) of this AD. \n\n\tNOTE: For Model 737-400 and -500 series airplanes, this limitation was included in the amended type certificate, and must be deleted in accordance with this paragraph. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. 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(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(f)\tThe modification shall be done in accordance with Boeing Alert Service Bulletin 737-22A1098, dated January 17, 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(g)\tThis amendment becomes effective on May 4, 1992.
92-19-11: 92-19-11 BOEING: Amendment 39-8369. Docket No. 92-NM-37-AD. Supersedes AD 90-17-06, Amendment 39-6691. \n\n\tApplicability: All Model 727 series airplanes, certificated in any category.\n \n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent loss of cabin pressurization, accomplish the following: \n\n\t(a)\tFor airplanes having line numbers 001 through 1432, perform a detailed visual, high frequency eddy current (HFEC), or dye penetrant inspection for cracks in the pressure floor, in accordance with Boeing Service Bulletin 727-53-149, Revision 2, dated March 20, 1981; or Boeing Service Bulletin 727-53-0149, Revision 3, dated November 2, 1989, or Revision 4, dated June 27, 1991. Accomplish the inspection prior to the compliance time specified in paragraph (a)(1) or (a)(2) of this AD, whichever occurs earlier: \n\n\t\t(1)\tPrior to the accumulation of 30,000 landings, or within 2,500 landings after January 20, 1989 (the effective date of AD 88-26-02, amendment 39-6089), whichever occurs later; or \n\n\t\t(2)\tPrior to the accumulation of 20,000 landings or within 2,500 landings after September 17, 1990 (the effective date of AD 90-17-06, amendment 39-6691), whichever occurs later. \n\n\t(b)\tFor airplanes defined as Group 2 in Boeing Service Bulletin 727-53-0149, Revision 3, dated November 2, 1989, and as Group I that have been modified in accordance with Boeing Service Bulletin 727-53-149, Revision 2, dated March 20, 1981: Prior to the accumulation of 20,000 landings since manufacture or within the next 2,500 landings after September 17, 1990 (the effective date of AD 90-17-06, Amendment 39-6691), whichever occurs later, perform a detailed visual, high frequency eddy current (HFEC), or dye penetrant inspection to detect cracks in the pressure floor, in accordance with Boeing Service Bulletin 727-53-0149, Revision 3, dated November 2, 1989; or Revision 4, dated June 27, 1991. \n\n\t(c)\tFor all airplanes listed in Boeing Service Bulletin 727-53-0149, Revision 4, dated June 27, 1991: Prior to the accumulation of 20,000 landings since manufacture, or within the next 2,500 landings after the effective date of this AD, whichever occurs later, perform a detailed visual, high frequency eddy current (HFEC), or dye penetrant inspection to detect cracks in the pressure floor adjacent to BS 950, outboard of BL 50, in accordance with Boeing Service Bulletin 727-53-0149, Revision 4, dated June 27, 1991. \n\n\t(d)\tRepeat the inspection required by paragraphs (a), (b), or (c) of this AD, as applicable, at intervals as follows: \n\n\t\t(1)\tIf the previous inspection was accomplished using a visual or dye penetrant inspection technique, the next inspection must be accomplished within 4,000 landings. \n\n\t\t(2)\tIf the previous inspection was accomplished using an HFEC inspection technique, the next inspection must be accomplished within 5,000 landings. \n\n\t(e)\tIf cracks are detected as a result of any of the inspections required by this AD that do not exceed the limits listed in Table I in the Accomplishment Instructions of Boeing Service Bulletin 727-53-0149, Revision 3, dated November 2, 1989, or Revision 4, dated June 27, 1991, prior to further flight, repair in accordance with the interim repair described in Part II of the Accomplishment Instructions, or the permanent repair described in Part III of the Accomplishment Instructions of the service bulletin, or repair in accordance with Boeing Drawing 65C36247, Revision A, dated January 15, 1992. The interim repair must be replaced within 600 landings after accomplishment with the permanent repair. \n\n\t(f)\tIf cracks are detected as a result of any of the inspections required by this AD that exceed the limits listed in Table I in the Accomplishment Instructions of Boeing Service Bulletin 727-53-0149, Revision 3, dated November 2, 1989, or Revision 4, dated June 27, 1991, prior to further flight, accomplish the permanent repair described in Part III of the Accomplishment Instructions of the service bulletin, or repair in accordance with Boeing Drawing 65C36247, Revision A. \n\n\t(g)\tBlind fasteners installed in accordance with Part III of Boeing Service Bulletin 727-53-0149, Revision 3, dated November 2, 1989, or Revision 4, dated June 27, 1991, are to be used as an interim repair only. The blind fasteners have a life limit of 10,000 landings before they must be replaced with solid fasteners in accordance with Part III of the service bulletin. The blind fasteners must be inspected for loose or missing fasteners after accumulating 3,000 landings since installation or 1,000 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 2,500 landings. Blind fasteners installed prior to the effective date of this AD must be replaced prior to the accumulation of 10,000 landings or within 3,000 landings after the effective date of this AD, whichever occurs later. \n\n\t(h)\tTerminating action for the repetitive inspection requirements of this AD is as follows: \n\n\t\t(1)\tIncorporation of the permanent repairs in accordance with paragraphs (e) or (f) of this AD terminates the repetitive inspection requirements of paragraph (d) of this AD for that area. Incorporation of the preventative modification described in Part IV of the Accomplishment Instructions of Boeing Service Bulletin 727-53-0149, Revision 3, dated November 2, 1989, or Revision 4, dated June 27, 1991, terminates the repetitive inspection requirement of paragraph (d) of this AD for that area. \n\n\t\t(2)\tRepair or modification in accordance with Boeing Drawing 65C36247, Revision A, dated January 15, 1992, constitutes terminating action for the repetitive inspection requirement of paragraph (d) of this AD. \n\n\t(i)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO). Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Manager, Seattle ACO. \n\n\t(j)\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(k)\tThe inspections, repairs, and modifications shall be done in accordance with Boeing Drawing 65C36247, Revision A, dated January 15, 1992; Boeing Service Bulletin 727-53-0149, Revision 4, dated June 27, 1991; Boeing Service Bulletin 727-53-0149, Revision 3, dated November 2, 1989; as applicable; and Boeing Service Bulletin 727-53-149, Revision 2, dated March 20, 1981, which contains the specified effective pages: \n\n\n\nPage Number\nRevision Level\nShown on Page\nDate\nShown on Page\n1-22, 25-26, 28-54 \n2\nMarch 20, 1981\n23-24, 27,\n1\nSeptember 19, 1980 \n\nThis incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\tThis amendment 39-8369, AD 92-19-11, supersedes AD 90-17-06, amendment 39-6691, which superseded AD 88-26-02, amendment 39-6089. \n\n\t(l)\tThis amendment becomes effective on December 14, 1992.
71-21-04: 71-21-04 GENERAL DYNAMICS: Amdt. 39-1308. Applies to Models 340, 440 and C- 131E Airplanes including those using turbopropeller power. Compliance required as indicated. To prevent failure of lockpins retaining the piston upper bearing and possible subsequent loss of the piston assembly from the main landing gear, accomplish the following: (a) Within the next 300 hours' time in service from the effective date of this AD, unless already accomplished within the last 1200 hours' time in service, and at intervals not to exceed 1500 hours' time in service thereafter, inspect the piston upper bearing retaining lockpins on those main landing gears known to have a single lockpin configuration or unknown lockpin configuration. 1. If loose or damaged lockpin(s) are discovered, replace lockpins before further flight. 2. Aircraft may be flown per FAR 21.197 to a base for rework. (b) Within 1000 hours' time in service from the effective date of this AD, unless already accomplished within the last 2000 hours' time in service, and thereafter at intervals not to exceed 3000 hours' time in service, inspect the piston upper bearing retaining lockpins on those main landing gears known to have more than a single lockpin configuration. 1. If loose or damaged lockpin(s) are discovered, replace lockpins before further flight. 2. Aircraft may be flown per FAR 21.197 to a base for rework. (c) The repetitive inspection intervals in (a) and (b) may be extended to 8000 hours when rework has been accomplished per Paragraph 2B, General Dynamics/Convair Service Bulletin No. 32-5, dated 3 September 1971, or later FAA approved revision, or a rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) Upon request of the operator, an FAA Air Carrier Maintenance Inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western 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 increase for that operator. This amendment becomes effective October 28, 1971.
2010-06-15: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-45 and CF6-50 series turbofan engines with certain low-pressure turbine (LPT) stage 3 disks installed. This AD requires fluorescent penetrant inspection (FPI) of the LPT stage 3 disk under certain conditions and removal of the disk from service before further flight if found cracked. This AD also requires initial and repetitive borescope inspections of the high-pressure turbine (HPT) rotor stage 1 and stage 2 blades for wear and damage, including excessive airfoil material loss. This AD results from three reports of uncontained failures of LPT stage 3 disks and eight reports of cracked LPT stage 3 disks found during shop visit inspections. We are issuing this AD to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
2010-06-16: We are adopting a new airworthiness directive (AD) for certain Model 767 series airplanes. This AD requires inspections for scribe lines in the fuselage skin at skin lap joints, the skin at certain external approved repairs, the skin around external features such as antennas, and the skin at decals; and related investigative and corrective actions if necessary. This AD results from reports of scribe lines found at skin lap joints and butt joints, around external repairs and antennas, and at locations where external decals had been cut. We are issuing this AD to detect and correct scribe lines, which can develop into fatigue cracks in the skin and cause sudden decompression of the airplane.
54-01-02: 54-01-02 HAMILTON STANDARD: Applies to Hamilton Standard Reversing Propellers Models 43D, 43E, 34D, 34E, 232 and 242 Incorporating Low Pitch Stop Assemblies With Wedge Return Springs; and Models 43E, 34D, 232 and 242 Incorporating Low Pitch Stop Assemblies With Wedge Inserts, on Boeing 377, Convair 240 and 340 Series, Douglas DC-6 Series, Lockheed 49 Series, Martin 202 and 404 Series Aircraft. Compliance required as indicated. Investigations of three recent incidents in commercial service in which the propeller inadvertently reversed during approach, have indicated the possibility that the low pitch stop wedge, under vibratory conditions, can move forward from its position under the stop levers, allowing the propeller to travel into the reverse range upon governor demand for lower pitch. Therefore, to minimize the forward forces applied against the stop wedge by piston-to-stop-lever contact at the low pitch position, it is necessary to remove the 2 degree pitch angle fromthe stop lever and wedge contact surfaces. Prior to June 1, 1954, rework all low pitch stop levers and wedges as specified in Hamilton Standard Service Bulletin No. 273 and its Supplement No. 273A. This supersedes AD 53-15-01.
2010-06-09: We are adopting a new airworthiness directive (AD) for certain Model 777-200, -200LR, -300, -300ER, and 777F series airplanes. This AD requires installing new operational program software for the autopilot flight director computers. This AD results from reports of rejected takeoffs at speeds above takeoff decision speed following inadvertent autopilot engagement on the ground, and from the discovery during flight simulations that the climb gradient is less than optimal for obstacle clearance during a performance-limited takeoff situation. We are issuing this AD to prevent inadvertent engagement of the autopilot during takeoff roll, which could result in rejected takeoff at rotation speed, and consequent possible overrun of the runway. We are also issuing this AD to prevent a lower-than-optimal climb gradient during takeoff, and consequent failure to clear obstacles on the ground during a performance-limited takeoff.
90-02-02: 90-02-02 BOEING: Amendment 39-6459. Docket No. 89-NM-260-AD. \n\tApplicability: Model 747-400 series airplanes, listed in Boeing Alert Service Bulletin 747-53A2320, dated October 26, 1989, certificated in any category. \n\n\tCompliance: Required within 30 days after the effective date of this AD, unless previously accomplished. \n\n\tTo ensure structural integrity of certain overhead stowage bin installations, accomplish the following: \n\n\tA. Deactivate the affected overhead stowage bins in accordance with paragraph III.A. of Boeing Alert Service Bulletin 747-53A2320, dated October 26, 1989, Revision 1, dated December 21, 1989. The bins may be reactivated after modification of the upper deck floor beam/intercostals is accomplished in accordance with paragraph III.C. of the Alert Service Bulletins. \n\n\tB. 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, Seattle Aircraft Certification Office, 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 the Manager, Seattle Aircraft Certification Office. \n\n\tC. 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 information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6459, AD 90-02-02) becomes effective on January 22, 1990.
47-05-01: 47-05-01 CESSNA: (Was Mandatory Note 11 of AD-722-5.) Applies Only to Model T- 50 Airplanes Having a Fuel Shutoff Valve Located in Each Engine Nacelle. These Valves are Controlled by "T" Shaped Handles Located Below the Pilot and Copilot Seats. \n\n\tCompliance required prior to original certification or, if previously certificated, not later than March 1, 1947. \n\n\tTo prevent the pilot or copilot from inadvertently operating the fuel shutoff valves by striking the "T" shaped fuel shutoff valve handles with their feet, the "T" shaped handles are to be changed to circular shaped handles. To accomplish this a ring having an inside diameter of 3 1/2 inches is to be formed of 1/4 - inch x 0.035 steel tubing and slid over each "T" shaped handle and welded in place. This will result in a handle of this appearance: \n\n\n\nFigure 1\n47-05-01
91-12-15: 91-12-15 BOEING: Amendment 39-7027. Docket No. 90-NM-36-AD. \n\n\tApplicability: Model 757 series airplanes, line numbers 001 through 199, on which Production Revision Release (PRR) 53736 has not been incorporated, certificated in any category. \n\n\tCompliance: Required within the next 3,600 hours time-in-service or 24 calendar months after the effective date of this AD, whichever occurs later, unless previously accomplished. \n\n\tTo prevent loss of fluid from all three hydraulic systems, accomplish the following: \n\n\tA.\tModify the center hydraulic system in accordance with the instructions contained in Boeing Alert Service Bulletin 757-29A0030, Revision 3, dated February 7, 1991. \n\n\tB.\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 throughan FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tThis amendment (39-7027, AD 91-12-15) becomes effective on July 15, 1991.
90-06-14 R1: 90-06-14 R1 BOEING: Amendment 39-6544 as corrected by Amendment 39-6605. Docket No. 89-NM-99-AD. \n\n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-53-2293, dated December 22, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid cabin pressure loss due to cracking in the nose wheel well box structure, accomplish the following: \n\n\tA.\tPerform the following inspections at the intervals indicated below, in accordance with Boeing Service Bulletin 747-53-2293, dated December 22, 1988. The specified flight cycles (or threshold) applies to the cycles accumulated on the structure within the corresponding inspection areas, and not necessarily to the total number of cycles on the airplane; therefore, inspections may be deferred in any area where structure has been replaced with new structure, until the new structure reaches the appropriate flight cycle threshold. \n\n\tNOTE: Flight cycles as defined herein need not be counted if cabin differential pressure was below 2.0 psi. \n\n\t\t1.\tPrior to the accumulation of 4,000 flight cycles or within 1,500 flight cycles after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 1,500 flight cycles, conduct a detailed visual internal and external inspection for cracks in the top panel and intercostals of the nose wheel well structure. \n\n\t\t2.\tPrior to the accumulation of 10,000 flight cycles or within 1,500 flight cycles after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 3,000 flight cycles, conduct a detailed visual internal and external inspection for cracks in the nose wheel well vertical beam clips and adjacent sidewall panel web. \n\n\t\t3.\tPrior to the accumulation of 10,000 flight cycles or within 1,500 flight cycles after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 1,500 flight cycles, conduct a detail visual internal and external inspection for cracks in the nose wheel vertical beam webs. \n\n\tB.\tIf cracks are found during any of the inspections required by paragraph A., above, prior to further flight, conduct an inspection for secondary cracking at locations specified in Boeing Service Bulletin 747-53-2293, dated December 22, 1988. Repair all cracks, prior to further flight, by replacing cracked parts with original design parts, or by repairing cracked structure in accordance with Boeing Service Bulletin 747-53-2293, dated December 22, 1988, or the 747 Structural Repair Manual (SRM). \n\n\tC.\tAs an alternative to the repetitive inspections required by paragraphs A.1. and A.3., above, conduct a detailed visual inspection plus a high frequency eddy current (HFEC) inspection of the nose wheel well top panel and intercostals and nose wheel well vertical beam webs, in accordance with Boeing Service Bulletin 747-53-2293, dated December 22, 1988, at intervals not to exceed 3,000 flight cycles. \n\n\tD.\tAs an alternative to the inspection of nose wheel well top panel intercostals, sidewall panel vertical beam clips, and vertical beam webs, required by paragraphs A., and C., above, replace the nose wheel well top panel intercostals, sidewall panel vertical beam clips, and vertical beam webs with redesigned structure and conduct an inspection for cracking of adjacent structure within the threshold specified in paragraph A., above, in accordance with Boeing Service Bulletin 747-53-2293, dated December 22, 1988. Repair any cracks prior to further flight, in accordance with the Boeing service bulletin. Replacement with redesigned structure constitutes terminating action for the repetitive inspections of that structure required by paragraphs A. and C., above. \n\n\tE.\tFor Model 747SR airplanes, all specified flight limits, allowance periods, and reinspection intervals may be multiplied by a 1.2 adjustment factor, based on mixed operation at lower cabin pressure differentials. \n\n\tF.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-6605, AD 90-06-14, is corrected by Amendment 39-6605, AD 90-06-14 R1. \n\n\tThe effective date for the requirements of this amendment remains April 24, 1990, as specified in Amendment 39-6544, AD 90-06-14. \n\n\tThis correction is effective on May 18, 1990.
2010-06-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: One A300-600 aeroplane operator reported that, during a routine inspection, the Right Hand frame 40 forward fitting between stringer 32 and stringer 33 was found cracked. The subject aeroplane had previously been modified in accordance with Airbus SB A300-57-6053 (Airbus Modification 10453). This condition, if not corrected, could result in a deterioration of the structural integrity of the frame. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
90-06-04: 90-06-04 BOEING: Amendment 39-6522. Docket No. 90-NM-18-AD. \n\n\tApplicability: All Model 737 series airplanes, equipped with Walter Kidde APU fire detection systems that either have not yet had an initial "C" check performed or that have had an APU replaced since performing the last "C" check, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent an undetected APU fire, accomplish the following: \n\n\tA.\tWithin 3 days after the effective date of this AD, placard the APU as inoperative until the inspection required by paragraph B., below, has been accomplished. \n\n\tB.\tWithin 5 days after installation of the placard required by paragraph A., above, inspect to determine whether a Walter Kidde APU fire detector is installed in the APU compartment. This inspection can be performed by viewing through the APU cooling air exhaust outlet (ref: Model 737 Maintenance Manual 49-11-00). The Walter Kidde element is protected by a perforated shield surrounding the length of the element. If the perforated shield is not seen, open the lower APU shroud and verify that the fire detector element installed is Boeing Part Number 10-61096-316/Walter Kidde part number 894481. \n\n\tNOTE: Boeing Model 737-300 and 737-400 series airplanes inspected in accordance with Boeing Telex M-7272-90-0735, dated January 31, 1990, comply with the inspection requirements of this AD. \n\n\tC.\tIf configuration discrepancies are discovered while accomplishing the inspection required by paragraph B., above, within 5 days, remove and replace the detector with the appropriate Walter Kidde detector that has been approved for installation on the airplane. Upon completion of the inspection required by paragraph B. and this modification, if required, the placard required by paragraph A., above, may be removed. \n\n\tD.\tWithin 10 days after the inspection required by paragraph B., above, if configuration discrepancies are discovered, submit areport of findings to the Manager, Seattle Manufacturing Inspection District Office, ANM-108S, FAA, Transport Airplane Directorate, 7300 Perimeter Road South, Seattle, Washington 98108. The report must include the airplane serial number. \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, Seattle Aircraft 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 information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. This information 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 (39-6522, AD 90-06-04) becomes effective on March 19, 1990.
91-23-09: 91-23-09 BOEING: Amendment 39-8078. Docket No. 91-NM-199-AD. \n\n\tApplicability: Model 747-400 series airplanes; line numbers 813 through 845, inclusive; certificated in any category. \n\n\tCompliance: Required within 20 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent fire due to overheated terminals and/or the loss of power to the standby electrical power system, accomplish the following: \n\n\t(a)\tInspect the nuts on terminal strips TD469 and TD470, located in the P180-1 panel, for proper torque of 65 to 75 inch-pounds, in accordance with Boeing Commercial Airplane Group Process Specification BAC 5159, Revision F, dated March 1, 1991. If any nut is found not to have proper torque, prior to further flight, re-torque the nut to 65 to 75 inch-pounds, in accordance with the Boeing Process Specification. \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 inspection and re-torquing requirements shall be done in accordance with Boeing Commercial Airplane Group Process Specification BAC 5159, Revision F, dated March 1, 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, 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 (39-8078, AD 91-23-09) becomes effective on November 27, 1991.
89-14-10: 89-14-10 McDONNELL DOUGLAS: Amendment 39-6253. \n\n\tApplicability: Model DC-9-10, -20, -30, -40, -50, and C-9 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent premature fatigue failure of engine mount cone bolts, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD, determine if forward engine mount cone bolts, Barry Controls part number R18210-2, serial numbers 15B8021 through 15B8329, 15B8332 through 15B8382, 15B8396 through 15B8399; or aft engine mount cone bolt, Barry Controls part number R18211-2, serial numbers 15B5242 through 15B5320; are installed. \n\n\tNOTE: This determination may be accomplished by conducting either a thorough review of receiving inventory and/or maintenance records, or a visual inspection of each installed cone bolt. \n\n\tB.\tIf any of the cone bolts identified in paragraph A., above, are installed, or if a determination of the installation of discrepant bolts cannot be made, remove the cone bolt(s) and replace it with a properly heat-treated cone bolt within 2,000 flight hours after installation or 15 days after discovery, whichever occurs later, in accordance with McDonnell Douglas Service Bulletin 71-46, dated April 24, 1989. \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, FAA, Northwest Mountain Region. \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 whohave 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, Publication and Training, C1-750 (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 (39-6253, AD 89-14-10) becomes effective on July 17, 1989.
2021-26-01: The FAA is adopting a new airworthiness directive (AD) for certain Bell Textron Canada Limited Model 505 helicopters. This AD was prompted by a report of chafing of the right forward tail rotor (T/R) control cable. This AD requires inspecting the right forward T/R cable and, depending on the results, removing the cable assembly from service. This AD also requires measuring the clearance between the right forward T/R control cable and the roller bracket cut out and, depending on the results, adjusting the height of the roller bracket assembly position. The FAA is issuing this AD to address the unsafe condition on these products.
2010-02-07: This amendment supersedes an existing airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters. The existing AD requires certain inspections of a main rotor blade (blade) manufactured under a Parts Manufacturer Approval under Supplemental Type Certificate (STC) SH778GL. The AD requires inspecting each affected root end bolt (bolt) and bolt-hole for corrosion or a crack on the blade root end fitting (fitting) or in a bolt-hole. For certain serial-numbered blades, the AD also requires a one-time pull test on each fitting and blade root end doubler (doubler) to detect disbonding. This AD requires certain inspections for voids in any doubler or fitting and for paint cracks along the forward and aft edge of the blade fitting. Also, this AD requires inspecting the blade tip weight housing attachment. This AD also requires replacing unairworthy blades with airworthy blades. This amendment is prompted by reports from the STC holder of disbonds atthe fittings, doublers, and the tip weight fitting. The actions specified by this AD are intended to prevent blade failure and subsequent loss of control of the helicopter.
89-13-07: 89-13-07 McDONNELL DOUGLAS: Amendment 39-6239. \n\n\tApplicability: Model DC-9-81, -82, and -87 series airplanes, equipped with Loral Aircraft Braking Systems main landing gear wheels, Part Number 5004320-2, -3, -4, -5, -6, and -7, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent wheel failure, accomplish the following: \n\n\tA.\tPrior to the accumulation of 2,000 landings on the wheel or within the next 350 landings after the effective date of this AD, whichever occurs later, unless the wheel was inspected within the last 700 landings, inspect the wheel assembly for cracks in accordance with Loral Service Bulletin MD 81-32-1, MD-82-32-1, and MD-87-32-1, Revision 1, dated November 15, 1988. \n\n\t\t1.\tIf no cracks are found, replace the key boss screws in accordance with the Loral Service Bulletin. \n\n\t\t2.\tIf crack(s) are found, replace the wheel before further flight. \n\n\tB.\tWithin 90 days after the effective dateof this AD, revise the FAA-approved maintenance program to include inspection of the wheel assembly, and replacement, if necessary, as specified in paragraph A., above, at every fourth tire change or every 1,500 landings, whichever occurs first. \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 mayobtain copies upon request to Loral Aircraft Braking Systems, 1204 Massillon Road, Akron, Ohio 44306-4186, Attention: Manager of Product Integrity, Mr. J. B. Wright. 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 (39-6239, AD 89-13-07) becomes effective on July 24, 1989.
2010-05-03: We are adopting a new airworthiness directive (AD) for all Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD requires one-time detailed and high frequency eddy current inspections for cracks in the wing and horizontal stabilizer side-of-body joints and the fuselage skin circumferential splices, and repair if necessary. This AD also requires, for certain airplanes, repetitive detailed inspections for cracks of the fuselage skin circumferential splices, and repair if necessary. This AD results from Boeing analysis indicating that the wing and horizontal stabilizer side-of-body joints, and the fuselage skin circumferential splices, are susceptible to fatigue cracking due to high cyclic loads on the airplane. We are issuing this AD to detect and correct fatigue cracking at multiple adjacent locations in the subject areas, which could connect to form large cracks and result in reduced structural integrity leading to rapid decompression and consequent loss of control of the airplane.