Results
78-11-02 R1: 78-11-02 R1 BELL HELICOPTER TEXTRON, INC.: Amendment 39-3221 as amended by Amendment 39-6069. Applies to Model 206A, 206A-1, 206B, 206B-1, 206L, 206L-1, and 206L-3 helicopters certificated in any category. (Airworthiness Docket No. 76-ASW-41) Compliance is required within the next 6 calendar months after effective date of this AD, unless already accomplished. To prevent M/R blades from departing the helicopter, accomplish the following: (a) For straps with less than 550 hours' total time in service on the effective date of this AD, accomplish the following prior to attaining 600 hours' total time in service or January 1, 1979, whichever occurs first. (1) Remove each strap having the applicable part numbers, if installed, and remove associated inboard strap fittings, P/N 206-010-155-11 and -15, if installed. (2) Install straps, P/N 206-011-147-1 or -5, and inboard strap fittings, P/N 206-011-140-1, on Models 206A, 206B, 206A-1, and 206B-1 or P/N 206-011-147-3 or -7 straps on Model 206L in accordance with the applicable Model 206 Maintenance and Overhaul Instructions or in accordance with equivalent FAA approved instructions. (b) For straps with 550 hours' or more total time in service on the effective date of this AD, accomplish paragraphs (a) (1) and (a) (2) of this AD within the next 50 hours' time in service or January 1, 1979, whichever occurs first, unless already accomplished. (c) The retirement time of the tension-torsion straps, Part Numbers 206-010-105-3, 206-010-105-5, and 206-011-127-1, is reduced from 1,200 to 600 hours' time in service. These straps must be retired from service by January 1, 1989, regardless of time in service. The inboard strap fittings, P/N's 206-010-155-11 and -15, must be removed from service as noted in paragraph (a) (1) of this AD. Replacement tension-torsion straps, P/N's 206-011-147-001, -003, -005, -007, and 206-011-154-101 and -103, have a 1,200 hour time in service life or 2-year calendar life after installation, whichever occurs first. (d) An alternate method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, Helicopter Certification Branch, Federal Aviation Administration, Fort Worth, Texas 76193-0170. This amendment amends Amendment 39-3221; AD No. 78-11-02 (43 FR 22340). This amendment, 39-6069, becomes effective December 15, 1988.
93-05-16 R1: 93-05-16 R1 MCDONNELL DOUGLAS: Amendment 39-8698. Docket 93-NM-48-AD. Revises AD 93-05-16, Amendment 39-8520 which superseded AD 91-18-03, Amendment 39-8006. \n\n\tApplicability: Model DC-9 and C-9 (Military) airplanes as listed in McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 2, dated July 14, 1992; and Model DC-9-80 series airplanes and Model MD-88 airplanes as listed in McDonnell Douglas MD-80 Alert Service Bulletin A27-317, Revision 2, dated May 22, 1992; on which the rudder power control valve has not been modified in accordance with McDonnell Douglas Service Bulletin 27-321, dated May 18, 1992, or a production equivalent; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tNOTE: This AD requires the same actions as required by AD 93-05-16, amendment 39-8520, but is applicable to additional airplanes. Operators affected by this AD who have accomplished these actions previously in accordance with AD 93-05-16 are considered to be in compliance with this revised AD. \n\n\tTo prevent loss of rudder control, accomplish the following: \n\n\t(a)\tFor airplanes listed in McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 1, dated March 9, 1992, and in McDonnell Douglas MD-80 Alert Service Bulletin A27-317, Revision 2, dated May 22, 1992; on which the retention nut on the slide assembly of the rudder power control valve has not been inspected in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-327, dated December 2, 1991, or Revision 1, dated March 9, 1992, or Revision 2, dated July 14, 1992; or McDonnell Douglas MD-80 Alert Service Bulletin A27-317, dated June 17, 1991, or Revision 1, dated January 14, 1992, or Revision 2, dated May 22, 1992: Within 90 days after April 23, 1993 (the effective date of AD 93-05-16, amendment 39-8520), inspect the retention nut on the rudder power control valve slide assembly to determine if a lockwire is installed, in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 1, dated March 9, 1992; or McDonnell Douglas MD-80 Alert Service Bulletin A27-317, Revision 2, dated May 22, 1992; as applicable. \n\n\t\t(1)\tIf a lockwire is installed, no further action is required by this AD. \n\n\t\t(2)\tIf a lockwire is not installed, prior to further flight, adjust the retention nut, install a lockwire, and functionally check the rudder power control valve in accordance with the applicable service bulletin. No further action is required by this AD. \n\n\t(b)\tFor airplanes listed in McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 2, dated July 14, 1992, and not affected by paragraph (a) of this AD: Within 90 days after the effective date of this AD, inspect the retention nut on the rudder power control valve slide assembly to determine if a lockwire is installed, in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 1, dated March 9, 1992, or Revision 2, dated July 14, 1992. \n\n\t\t(1)\tIf a lockwire is installed, no further action is required by this AD. \n\n\t\t(2)\tIf a lockwire is not installed, prior to further flight, adjust the retention nut, install a lockwire, and functionally check the rudder power control valve in accordance with the applicable service bulletin. No further action is required by this AD. \n\n\t(c)\tModification of the rudder power control valve by replacing the lockwire with a locking tab washer, in accordance with McDonnell Douglas Service Bulletin 27-321, dated May 18, 1992, or a production equivalent, constitutes terminating action for the requirements of this AD. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(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 inspection, adjustment, installation, and functional check shall be done in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 1, dated March 9, 1992; McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 2, dated July 14, 1992; or McDonnell Douglas MD-80 Alert Service Bulletin A27-317, Revision 2, dated May 22, 1992; as applicable. The modification shall be done in accordance with McDonnell Douglas Service Bulletin 27-321, dated May 18, 1992. The incorporation by reference of McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 2, dated July 14, 1992, was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. The incorporation by reference of McDonnell Douglas DC-9 Alert Service Bulletin A27-327, Revision 1, dated March 9, 1992; McDonnell Douglas MD-80 Alert Service Bulletin A27-317, Revision 2, dated May 22, 1992; and McDonnell Douglas Service Bulletin 27-321, dated May 18, 1992; was approved previously by the Director of the Federal Register as of April 23, 1993 (58 FR 15760, March 24, 1993). Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register,800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(g)\tThis amendment becomes effective on November 18, 1993.
2009-22-12: 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: The heating capability of several [angle of attack] AOA transducer heating elements removed from in-service aircraft has been found to be below the minimum requirement. Also, it was discovered that a large number of AOA transducers repaired in an approved maintenance facility were not calibrated accurately. Inaccurate calibration of the AOA transducer and/or degraded AOA transducer heating elements can result in early or late activation of the stall warning, stick shaker and stick pusher by the Stall Protection Computer (SPC). * * * * * Inaccurate calibration of the AOA transducers and/or degraded AOA transducer heating elements could resultin ineffective response to aerodynamic stall and reduced controllability of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
68-14-02: 68-14-02\tBOEING: Amendment 39-620. Applies to all Model 727 Series Airplanes. \n\n\ta.\tUnless already accomplished, within the next 250 hours time in service after the effective date of this AD, install in each main landing gear downlock actuating system, a torque tube assembly, Boeing P/N 65-26921 in which the brazed joint at each end has been inspected and found to be acceptable in the manner described in Boeing Alert Service Bulletin No. 32-160 dated July 1, 1968, or later FAA-approved revision, or which has been modified to incorporate special structural fasteners in the locations and in the manner described in that Bulletin or in another manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tb.\tPrior to return to service following the replacement of any torque tube assembly, Boeing P/N 65-26921, inspect the replacement assembly of the same part number in the manner described in Boeing Alert Service Bulletin No. 32-160 dated July 1, 1968, or laterFAA-approved revision, unless the assembly has been modified to install structural fasteners in the manner prescribed in a., above, or unless there is conclusive evidence that the assembly has been inspected in the manner described in Boeing Service Bulletin No. 32-160 dated July 1, 1968, or later FAA-approved revision, and found to be satisfactory. \n\n\tNOTE. Conclusive evidence may consist of markings or other identification placed on the assembly by the airplane manufacturer or airplane operator, when it is known that such marking or identification verifies compliance with the prescribed inspection and acceptance requirement. \n\n\tc.\tAirplanes inspected and found to have downlock torque tube assemblies with unacceptable brazed joints may be flown in accordance with FAR 21.87 and with landing gear extended and locked to a base where replacement or modification of the torque tube assembly can be accomplished. \n\n\tThis amendment becomes effective July 11, 1968.
91-15-21: 91-15-21 BOEING: Amendment 39-7086. Docket No. 91-NM-08-AD. \n\n\tApplicability: Model 727 series airplanes, equipped with Boeing manufactured auxiliary fuel tanks installed in the lower cargo compartments, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo reduce the potential for fire in the cargo compartment due to fuel leaking from the auxiliary fuel tanks installed in the fuselage cargo compartments, accomplish the following: \n\n\tA.\tWithin the next 1,000 flight cycles after the effective date of this AD, accomplish one of the following: \n\n\t\t1.\tConduct an ultrasonic inspection for disbonding of the lower sidewall (curved) panels of the auxiliary fuel tanks in accordance with Part I of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990; or \n\n\t\t2.\tPerform a leak check of the auxiliary fuel tanks in accordance with Part III of the Accomplishment Instruction in Boeing Service Bulletin 727-28-0110, dated September 6, 1990. If any fuel leakage is detected, prior to further flight repair, deactivate or remove the auxiliary fuel tanks, in accordance with Part III of the Accomplishment Instructions in the service bulletin. Repeat the leak check prior to each flight: \n\n\tB.\tWithin the next 12,000 flight cycles after the effective date of this AD, accomplish the inspections of the auxiliary fuel tank and support structure in accordance with Part II of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990. Repeat this inspection at intervals not to exceed 12,000 flight cycles. Accomplishment of this inspection constitutes terminating action for the inspection/check requirements of paragraph A. of this AD. \n\n\tC.\tDeactivation of the auxiliary fuel tank in accordance with Part V of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990, constitutes terminating action for theinspection requirements of this AD. If the auxiliary fuel tanks are reactivated, the inspections required by paragraphs A. and B. of this AD must be accomplished prior to exceeding the flight cycle thresholds required by those paragraphs. \n\n\tNOTE: Fuel tanks deactivated, but installed in an airplane, accumulate the same number of flight cycles as the airplane. \n\n\tD.\tAuxiliary fuel tanks currently not installed in an airplane must be inspected in accordance with Part II of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990, prior to installation in an airplane.\n \n\tE.\tIf a disbonded or cracked panel is detected during the inspections required by paragraphs A.1., B., C., or D. of this AD, accomplish one of the following prior to further flight. \n\n\t\t1.\tReplace the panel in accordance with Part IV of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990; or \n\n\t\t2.\tDeactivate the auxiliary fueltank in accordance with Part V of the Accomplishment Instructions in Boeing Service Bulletin 727-28-0110, dated September 6, 1990; or \n\n\t\t3.\tRemove the auxiliary fuel tank in accordance with the Boeing 727 Maintenance Manual Subject 53-20-31. \n\n\tF.\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\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\tH.\tThe inspection, deactivation, and replacement requirements shall be done in accordance with Boeing Service Bulletin 727-28-0110, dated September 6, 1990. Thisincorporation 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 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 (39-7086, AD 91-15-21) becomes effective on September 9, 1991.
87-11-10: 87-11-10 MCDONNELL DOUGLAS: Amendment 39-5633. Applies to McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, -40 and KC-10A (Military) series airplanes, certificated in any category. Compliance required as indicated unless previously accomplished. \n\n\tTo prevent pylon separation due to broken pylon aft clevis fitting attach bolts, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, and thereafter at intervals not to exceed 180 days, accomplish the following: \n\n\t\t1.\tInspect the pylon aft clevis fitting attach bolts in accordance with the Accomplishment Instructions in McDonnell Douglas Service Bulletin A57-106, dated March 23, 1987, or later FAA-approved revision. \n\n\t\t2.\tIf broken bolts are found, before further flight replace all four bolts with new bolts in accordance with the Accomplishment Instructions in McDonnell Douglas Service Bulletin A57-106, dated March 23, 1987, or later FAA-approved revision. \n\n\tB.\tReplacement of all fourof the aft clevis fitting H-11 steel attach bolts in a pylon with stress-corrosion resistant Inconel and/or multi-phase bolts in accordance with the Accomplishment Instructions in McDonnell Douglas Service Bulletin A57-106, dated March 23, 1987, or later FAA-approved revision, constitutes terminating action for the inspections required by paragraph A., above. \n\n\tC.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by 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 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 90846, Attention: Director, Publications and Training, C1-750 (54-60). This information 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, 39-5633, becomes effective June 15, 1987.
74-08-06: 74-08-06 DOUGLAS AIRCRAFT: Amendment 39-1810 as amended by Amendment 39-1855. Applies to Model DC-10, Series 10, 30, and 40 airplanes with the factory serial numbers as indicated in Douglas Alert Service Bulletin No. A32-82, dated May 13, 1974, or later FAA-approved revisions. \n\n\tCompliance required as indicated. \n\n\tTo prevent a failure to actuate of the landing gear alternate freefall system caused by a jamming of the landing gear control valve slide, Part No. AYG7043-1, in the sleeve, Part No. AYG 7039-1, accomplish the following: \n\n\t(a)\tBeginning with the effective date of this AD, on each day in which the aircraft is used, and after any use of the alternate gear extension handle, check the bypass control crank for freedom of movement. The landing gear control valve, Part No. AYG7050, is located in the right hand wheel well, forward center panel of the keel webb. The bypass control crank is next to the keel webb on the forward lower end of the valve. Freedom of movement of the bypass valve is verified by manually moving the crank up and down. If the crank cannot be moved freely by hand, free the crank by exerting a downward force. The downward force exerted must not be excessive. If the crank freedom of movement is not achieved, replace the landing gear control valve, Part No. AYG7050, prior to further flight. Continue these checks for crank freedom of movement until a stop is installed on the landing gear control valve in accordance with Douglas Alert Service Bulletin No. A32-76, Revision 1, dated March 1, 1974, and Douglas Alert Service Bulletin No. A32-82, dated May 13, 1974, or later FAA-approved revisions. Incorporation of both service bulletins is required. \n\n\t(b)\tWithin the next 1500 hours in service after the effective date of this AD, unless previously accomplished, install a stop on the landing gear control valve, Part No. AYG7050, in accordance with Douglas Alert Service Bulletin No. A32-76, Revision 1, dated March 1, 1974, and Douglas Alert Service Bulletin No. A32-82, dated May 13, 1974, or later FAA-approved revisions. Incorporation of both service bulletins is required. This installation of an external stop on the valve housing will prevent the lever moving to a point that would allow internal jamming. \n\n\t(c)\tWithin 24 hours after the effective date of this AD unless previously accomplished, conduct an inspection of the landing gear control valve stop clearance as prescribed in Phase I of Douglas Alert Service Bulletin No. A32-82, dated May 13, 1974, or later FAA-approved revisions if the landing gear control valve stop has been installed as required by paragraph (b) of this AD. If the clearance is .050 inch or less, Phase II of the Douglas Alert Service Bulletin No. A32-82 must be accomplished prior to next flight. \n\n\t(d)\tThe Chief, Aircraft Engineering Division, FAA Western Region, may approve equivalent inspection procedures or modifications. \n\n\t(e)\tAircraft may be operated to a base for accomplishment of the maintenance required by this AD per FAR's 21.197 and 21.199. \n\n\tAmendment 39-1810 became effective April 8, 1974. \n\n\tThis amendment 39-1855 becomes effective June 3, 1974.
2009-22-08: We are adopting a new airworthiness directive (AD) for certain Boeing Model 747 airplanes and certain Boeing Model 757-200, -200PF, and -300 series airplanes. This AD requires replacing the control switches of the forward, aft, and nose cargo doors of Model 747 airplanes; and requires replacing the control switches of cargo doors 1 and 2 of Model 757 series airplanes. This AD results from reports of problems associated with the uncommanded operation of cargo doors. We are issuing this AD to prevent injuries to persons and damage to the airplane and equipment.
90-20-14: 90-20-14 BOEING: Amendment 39-6730. Docket No. 90-NM-25-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Service Bulletin 727-53- 0068, Revision 4, dated September 14, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect cracks in the forward cargo compartment sidewall frames, accomplish the following: \n\n\tA.\tExcept as provided in paragraph B., below, within the next 2,000 flight cycles after the effective date of this AD, or prior to accumulating 15,600 total flight cycles, whichever occurs later, conduct a visual inspection of the forward cargo compartment sidewall frames for cracks, in accordance with the Accomplishment Instructions of Boeing Service Bulletin 727-53- 0068, Revision 4, dated September 14, 1989. Repeat the inspections at intervals not to exceed 9,000 flight cycles. \n\n\tB.\tRepair cracked structure prior to further flight, in accordance with the Accomplishment Instructions of the Boeing Service Bulletin, 727-53-0068, Revision 4, dated September 14, 1989, or earlier FAA-approved revisions. \n\n\tC.\tModification of the affected structure in accordance with the Accomplishment Instructions of Boeing Service Bulletin 727-53-0068, Revision 4, dated September 14, 1989, or earlier FAA-approved revisions, terminates the inspection requirements of paragraph A. of this AD. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-20-14 supersedes AD 83-02-08, Amendment 39-4548. \n\tAmendment 39-6730, AD 90-20-14, becomes effective on October 23, 1990.
93-19-07: 93-19-07 FOKKER: Amendment 39-8706. Docket 93-NM-53-AD. Applicability: Model F28 Mark 0100 series airplanes, equipped with Air Cruisers Company escape slide, part number D31840-(), with a cover having Air Cruisers Company part number 60750-101, 60750-103, or 61862-101; or with a cover having Fokker part number Y00294-401; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failed deployment of escape slides, which could delay or impede the evacuation of passengers during an emergency, accomplish the following: (a) Within 30 days after the effective date of this AD, modify the decorative cover on the L1 passenger door escape slide, in accordance with Fokker Service Bulletin SBF100-25-064, dated February 23, 1993. (b) An 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, Standardization Branch, ANM-113, 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, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special 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. (d) The modification shall be done in accordance with Fokker Service Bulletin SBF100-25- 064, dated February 23, 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. 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. (e) This amendment becomes effective on December 17, 1993.
85-22-01: 85-22-01 McDONNELL DOUGLAS: Amendment 39-5157. Applies to McDonnell Douglas Model DC-10-10, -15, -30, -40, and KC-10A (Military) series airplanes, Fuselage Numbers 1 through 388, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent loss of engine as a result of loose engine mount bolts, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, inspect the engine-to-pylon forward and aft mount for proper clamping and inspect engine mount bolts in accordance with Accomplishment Instructions in McDonnell Douglas DC-10 Alert Service Bulletin A71-133, dated September 20, 1985, or later FAA-approved revision. For newly installed engines, the initial inspection may be 90 days from the date of installation or 30 days after the effective date of this AD whichever is later. \n\n\tB.\tIf a gap greater than .002 inch is found, before further flight, remove and replace bolts and nuts in accordance with Accomplishment Instructions in McDonnell Douglas DC-10 Alert Service Bulletin A71-133, dated September 20, 1985, or later FAA-approved revision. \n\n\tC.\tFor mounts with no gap larger than .002 inch or for mounts with bolts and nuts replaced in accordance with paragraph B., above, ensure that bolts are torqued within proper limits and that torque stripes are painted. Conduct an inspection for torque stripe alignment and take corrective action, as necessary, at intervals not to exceed 90 days, in accordance with Accomplishment Instructions of McDonnell Douglas DC-10 Alert Service Bulletin A73-133, dated September 20, 1985, or later FAA-approved revision. \n\n\tD.\tThe repetitive inspections required by paragraph C., above, may be discontinued after the engine-to-pylon forward and aft mounts are modified in accordance with McDonnell Douglas DC-10 Service Bulletin 71-133, Revision 3, dated July 17, 1985, or later FAA-approved revision. \n\n\tE.\tAlternate means of compliance with this AD which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base for accomplishment of inspections required by this AD. \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 November 4, 1985.
87-24-02: 87-24-02 BOEING: Amendment 39-5768. Applies to Model 747 series airplanes, as listed in Boeing Alert Service Bulletin 747-53A2280, dated April 16, 1987, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo detect cracking of the body station (BS) 2598 longeron skin splice fittings and breakage of the tension bolts common to the fittings, accomplish the following: \n\n\tA.\tPrior to the accumulation of 10,000 landings, or within 500 landings after the effective date of this AD, whichever occurs later, perform a detailed visual inspection of BS 2598 longeron skin splice fittings for cracking, and tension bolts common to these fittings for breakage, in accordance with Boeing Alert Service Bulletin 747-53A2280, dated April 16, 1987, or later FAA-approved revision. Reinspect the splice fittings and tension bolts common to stringer 11 longeron at intervals not to exceed 2,000 landings; and reinspect the splice fitting and tension bolts common to stringer 23 longeron at intervals not to exceed 4,000 landings. \n\n\tB.\tIf any longeron skin splice fitting is cracked, prior to further flight replace the fitting and the tension bolt common to that fitting, in accordance with Boeing Alert Service Bulletin 747-53A2280, dated April 16, 1987, or later FAA-approved revision. \n\n\tC.\tIf a tension bolt is broken, but the fitting to which it is common is not cracked, prior to further flight, replace the bolt in accordance with Boeing Alert Service Bulletin 747- 53A2280, dated April 16, 1987, or later FAA-approved revision. This constitutes terminating action for the requirement to inspect the tension bolt. \n\n\tD.\tPrior to the accumulation of 10,000 landings on new (replaced) BS 2598 longeron skin splice fittings, perform a detailed visual inspection of the splice fittings for cracking, in accordance with Boeing Alert Service Bulletin 747-53A2280, dated April 16, 1987, or later FAA-approved revision. Reinspect the splice fittingscommon to stringer 11 longeron at intervals not to exceed 3,000 landings; and reinspect the splice fittings common to stringer 23 longeron at intervals not to exceed 6,000 landings. Replace cracked fittings prior to further flight, in accordance with the service bulletin. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provide an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \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 the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective December 24, 1987.
87-04-07: 87-04-07 BOEING: Amendment 39-5531. Applies to all Model 747 series airplanes equipped with escape slides, certificated in any category. The applicability of each requirement is listed in the following paragraphs. Compliance required as indicated in the body of the AD. \n\n\tTo detect installation errors and provide satisfactory reliability of the evacuation system, accomplish the following, unless already accomplished: \n\n\tA.\tFor all Model 747 airplane doors equipped with escape slides, within nine months after the effective date of this AD or within 30 months after the date of initial delivery from Boeing, whichever occurs later, inspect the evacuation system in accordance with Boeing Service Letter 747-SL-52-35, Revision A, dated December 16, 1986, or later FAA-approved revisions, or FAA-approved equivalent, except as noted in subparagraphs A.1., A.2., and A.3., below. \n\n\t\t1.\tFor airplanes equipped with Air Cruisers slide/rafts installed in accordance with STC SA1215EA, thefollowing changes must be made to the inspections: \n\n\t\t\ta.\tParagraph 3, Step C: The strap does not require disconnecting. \n\n\t\t\tb.\tParagraph 3, Step P(3): The girt lanyard cables must be installed on both forward and aft pulleys in accordance with a Air Cruisers Installation Instructions P-11751. \n\n\t\t\tc.\tParagraph 3, Step Q(18): This step may be deleted. \n\n\t\t2.\tFor airplanes equipped with BF Goodrich slide/rafts installed in accordance with STC SA574GL or SA575GL, replace Paragraph 3, Step C and Step Q(18), with the survival kit instructions of BFGoodrich Service Bulletin 25-063. \n\n\t\t3.\tThe following records checks need not be accomplished as part of this AD:\n \n\t\tPARAGRAPH\t\t\tSTEP \n\t\t\t3\t\t\tQ(4) \n\t\t\t4\t\t\tW(3) \n\t\t\t5\t\t\t X(3) \n\t\t\t6\t\t\t AJ \n\t\t\t6\t\t\t AU(3) \n\t\t\t6\t\t\t AU(20) \n\t\t\t6\t\t\t AU(23) \n\n\t\tAirplane evacuation systems that do not meet the inspection criteria must be repaired prior to further flight in accordance with the corrective action procedure listed in the Boeing Service Letter or as amended by Air Cruisers installation instructions. \n\n\t\tNOTE: Equivalent inspections may be approved by an FAA Principal Maintenance Inspector. \n\n\tB.\tWithin the next nine months after the effective date of this AD, incorporate the inspections described in paragraph A., above, into the FAA-approved maintenance inspection program. These inspections must be accomplished at intervals not to exceed 30 months from the last inspection. \n\n\t\tNOTE: Equivalent inspections may be approved by an FAA Principal Maintenance Inspector.\n \n\tC.\tWithin 18 months after the effective date of this AD, inspect and/or modify the evacuation system in accordance with the following service bulletins, or later FAA-approved revisions: \n\n\t\t1.\tFor airplanes listed in Boeing Model 747 Service Bulletin 25-2083, dated August 12, 1970, modify the off-wing escape slide compartment latch system in accordance with that Boeing Service Bulletin. \n\n\t\t2.\tFor all Model 747 airplanes equipped with evacuation slide assemblies (Boeing Part Number 60B00006-83 thru -102) and evacuation ramp assemblies (Boeing Part Numbers 60B50076-57 thru -60) modify the slide/ramp packboard release mechanism in accordance with Boeing Model 747 Service Bulletin 25- 2141, Revision 1, dated July 19, 1971.\n \n\t\tNOTE: These units may have been installed on airplanes other than those listed in the service bulletin.\n \n\t\t3.\tFor airplanes listed in Boeing Service Bulletin 747-25-2332 Revision 2, dated September 2, 1977, modify the off-wing escape slide inflation system in accordance with that Boeing Service Bulletin. \n\n\t\t4.\tFor Model 747 airplanes with reservoir assemblies (BF Goodrich Part Numbers 4A3037- 12 and -13, 4A3038, and 4A3038-10 and -11) installed at the off-wing location, replace the actuator assembly portion of the reservoir assembly in accordance with Boeing Service Bulletin 747-25-2423 dated August 25, 1978. \n\n\t\tNOTE: These reservoir assemblies may have been installed on airplanes other than those listed in the service bulletin. \n\n\t\t5.\tFor Model 747 airplanes listed in Boeing Service Bulletin 747-25-2501, Revision 4, dated January 11, 1985, test and inspect the off-wing slide firing cable in accordance with that Boeing Service Bulletin. \n\n\t\t\ta.\tCables not meeting the test and inspection criteria must be replaced prior to further flight. \n\n\t\t\tb.\tRepeat the inspection at intervals not to exceed two years until the cables are replaced in accordance with Paragraph III.J. of Boeing Service Bulletin 747-25-2501, Revision 4, dated January 11, 1985. \n\n\t\t6.\tFor Model 747 airplanes equipped with upper deck evacuation slide assemblies (Boeing Part Numbers 60B50072-31, -32, -39, -41 thru -46, -50 thru -52, -59 thru -61, and -63 thru -65), modify the slide assemblies in accordance with Boeing Service Bulletin 747-25-2465, Revision 1, dated May 25, 1982. \n\n\t\tNOTE: These slide assemblies may have been installed on airplanes other than those listed in the service bulletin. \n\n\t\t7.\tFor Model 747 airplanes listed in Boeing Service Bulletin 747-25-2525, Revision 1, dated May 22, 1981, modify the off-wing escape slide compartment in accordance with that Boeing Service Bulletin. \n\n\t\t8.\tFor Model 747 airplanes equipped with upper deck escape slide packboard assemblies (Boeing Part Number 65B57619-41 and -42), modify the packboard in accordance with Boeing Service Bulletin 747-25-2529, dated July 10, 1981. \n\n\t\tNOTE: These packboards may have been installed on airplanes other than those listed in the service bulletin. \n\n\t\t9.\tFor airplanes listed in Boeing Service Bulletin 747-25-2592, dated June 15, 1982, modify the off-wing latch release and door opening thrusters in accordance with that Boeing Service Bulletin. \n\n\t\t10. For airplanes listed in Boeing Service Bulletin 747-25-2641, dated October 26, 1984, inspect and replace, if necessary, the off-wing door deployment thruster in accordance with that Boeing Service Bulletin. \n\n\tD.\tFor all Model 747 airplanes equipped with a combination slide/raft, within two years after the effective date of this AD, replace the Door No. 5 girt bar lifters and adjust the door floor fittings in accordance with Boeing Service Bulletin 747-52-2171, Revision 1, dated December 3, 1982, or later FAA-approved revisions.\n \n\tE.\tExcept as provided in Paragraph A. and B., an alternate means of compliance, 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\tF.\tUpon request of an operator, an FAA Principal Maintenance Inspector, subject to approval by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the compliance times 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\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207; BFGoodrich Company, Dept 1809, 500 South Main Street, Akron, Ohio 44318; and Air Cruisers Company, P.O. Box 180, Belmar, New Jersey 07719. 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 becomes effective March 9, 1987.
2009-10-01: The FAA is superseding an existing airworthiness directive (AD) for PW JT9D-7R4 series turbofan engines. That AD currently requires removing certain reduced cooling flow 2nd stage high-pressure turbine (HPT) vane assemblies installed in certain 2nd stage HPT vane cluster assemblies. It also requires a visual and a fluorescent penetrant inspection (FPI) of the 2nd stage HPT air seal assembly, part number (P/N) 815097. This AD requires a visual and FPI of all P/N 2nd stage HPT air seal assemblies that were used with reduced cooling flow 2nd stage HPT vane assemblies. This AD results from PW identifying additional P/N air seal assemblies that are affected by the unsafe condition. We are issuing this AD to prevent uncontained failure of the 2nd stage HPT air seal assembly, leading to engine in-flight shutdown and damage to the airplane.
97-20-01 R1: 97-20-01 R1 BOEING: Amendment 39-10982. Docket 97-NM-308-AD. Revises AD 97-20-01, Amendment 39-10139.\n\n\tApplicability: Model 747 series airplanes, having line numbers 1 through 500 inclusive, equipped with Pratt & Whitney Model JT9D-3, -7, or -7Q engines, or having line numbers 202, 204, 232, or 257, equipped with General Electric Model CF6 series engines; certificated in any category; and on which the strut/wing modification has not been accomplished in accordance with either of the following AD's:\n\n\t AD 95-10-16, amendment 39-9233 (60 FR 27008, May 22, 1995), or\n\n\t AD 95-13-07, amendment 39-9287 (60 FR 33336, June 28, 1995).\n\n\tNOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (c)(1) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo detect and correct fatigue cracking in the lower spar fitting lug or the lower spar fitting body, which could result in failure of the strut and separation of the engine from the airplane, accomplish the following:\n\n\t(a)\tWithin 90 days after October 7, 1997 (the effective date of AD 97-20-01, amendment 39-10139), perform a detailed visual inspection and an ultrasonic inspection to detect cracks, corrosion, or damage of the lower spar fitting body and lug, as applicable, in accordance with Figures 9 and 10 of Boeing Service Bulletin 747-54-2062, Revision 8, dated August 21, 1997.\n\n\tNOTE 2: This AD does not require an inspection of the inboard strut-to-diagonal brace attach fitting as described in Figure 1 of Boeing Service Bulletin 747-54-2062, Revision 8, dated August 21, 1997. However, this inspection is required to be accomplished as part of AD 95-20-05, amendment 39-9383 (60 FR 51705, October 10, 1995).\n\n\t\t(1)\tIf no crack, corrosion, or damage is detected, repeat the detailed visual and ultrasonic inspections thereafter at intervals not to exceed 400 landings.\n\n\t\t(2)\tIf any crack, corrosion, or damage is detected, prior to further flight, accomplish either paragraph (a)(2)(i) or (a)(2)(ii) of this AD.\n\n\t\t\t(i)\tReplace the lower spar fitting with a new steel lower spar fitting, in accordance with Part II of the Accomplishment Instructions of the service bulletin. Or\n\n\t\t\t(ii)\tModify the nacelle strut and wing structure in accordance with AD 95-10-16, amendment 39-9233 (60 FR 27008, May 22, 1995), or AD 95-13-07, amendment 39-9287 (60 FR 33336, June 28, 1995).\n\n\t(b)\tReplacement of the lower spar fitting with a new steel lower spar fitting, in accordance with Part II of the Accomplishment Instructions of any of the following service bulletins listed below, or accomplishment of modification of the nacelle strut and wing structure required by AD 95-10-16, amendment 39-9233 (60 FR 27008, May 22, 1995), or AD 95-13-07, amendment 39-9287 (60 FR 33336, June 28, 1995); constitutes terminating action for the repetitive inspection requirements of this AD.\n\n\t Boeing Service Bulletin 747-54-2062, Revision 1, dated November 13, 1980;\n\t Boeing Service Bulletin 747-54-2062, Revision 2, dated March 19, 1981;\n\t Boeing Service Bulletin 747-54-2062, Revision 3, dated August 28, 1981; \n\t Boeing Service Bulletin 747-54-2062, Revision 4, dated June 30, 1982; \n\t Boeing Service Bulletin 747-54-2062, Revision 5, dated June 1, 1984; \n\t Boeing Service Bulletin 747-54-2062,Revision 6, dated October 2, 1986;\n\t Boeing Service Bulletin 747-54-2062, Revision 7, dated December 21, 1994;\n\t Boeing Service Bulletin 747-54-2062, Revision 8, dated August 21, 1997.\n\n\t(c)\t(1)\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\t\t(2)\tAlternative methods of compliance, approved previously in accordance with AD 97-20-01, are approved as alternative methods of compliance with the requirements of this AD.\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(d)\tSpecial flight permits may be issued in accordancewith sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished.\n\n\t(e)\tCertain actions shall be done in accordance with Boeing Service Bulletin 747-54-2062, Revision 8, dated August 21, 1997. The incorporation by reference of this document was approved previously by the Director of the Federal Register, in accordance with 5 U.S.C. 552(a) and 1 CFR part 51, as of October 7, 1997 (62 FR 49431, September 22, 1997). 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, Seattle Aircraft Certification Office, 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(f)\tThis amendment becomes effective on February 11, 1999.
94-26-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 series airplanes, that requires inspection to detect cracking in the area of the side stay attachment lugs of the fitting subassembly of the main landing gear (MLG), and replacement of cracked subassemblies with new or serviceable subassemblies. This amendment is prompted by reports of cracking in the subassembly of the MLG. The actions specified by this AD are intended to prevent damage to and/or failure of the support structure of the MLG.
94-19-02: This amendment adopts a new airworthiness directive (AD) that is applicable to Bell Helicopter Textron, Inc. Model 206A, 206A-1, 206B, 206B-1, 206L, 206L-1, and 206L-3 series helicopters. This action requires initial and repetitive inspections of the swashplate for cracks in the swashplate support assembly fillet radius area and replacement, if necessary. This amendment is prompted by reports of cracks found in the swashplate support assembly fillet radius area near the base. The actions specified in this AD are intended to prevent failure of the swashplate support assembly, loss of control of the main rotor system, and subsequent loss of control of the helicopter.
87-04-15: 87-04-15 BOEING: Amendment 39-5544. Applies to Model 727 series airplanes listed in Boeing Service Bulletin 727-57-103, Revision 3, dated June 19, 1981, certificated in any category. \n\n\tCompliance is required within the next 6,000 landings after March 31, 1983; or prior to accumulating 30,000 landings; or 30,000 landings after repair or modification in accordance with Service Bulletin 727-57-103; whichever occurs latest, unless already accomplished. \n\n\tTo ensure the structural integrity of the wing rear spar terminal fitting, accomplish the following: \n\n\tA.\tInspect the wing rear spar terminal fittings for cracks, using x-ray, eddy current and close visual techniques, in accordance with the procedures listed in Table I of the Addendum, Flight Safety Section, Boeing Service Bulletin 727-57-103, Revision 3, dated June 19, 1981, or later FAA-approved revisions. Repeat the inspection at intervals not to exceed 20,000 landings. \n\n\t\tNOTE: Terminal fittings listed in the above referenced service bulletin as not requiring modification need not be inspected in accordance with the requirements of this AD. \n\n\tB.\tCracked structure must be repaired before further flight in accordance with Service Bulletin 727-57-103, original issue, or later FAA-approved revisions. \n\n\tC.\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\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis supersedes AD 83-04-01, Amendment 39-4570. \n\tThis amendment, 39-5544, becomes effective March 13, 1987.
2009-21-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Repair Scheme BRG3086 Issue 1 instructs the repair of the High- Pressure (HP) Compressor Front Drum Assembly Damping Grooves. This repair has an impact on the life of the HP Compressor Front Drum Assembly. We are issuing this AD to prevent failure of front HP compressor rotors, which could result in an uncontained engine failure and damage to the airplane.
94-25-01: 94-25-01 BOEING : Amendment 39-9085. Docket 94-NM-207-AD.\n Applicability: Model 747 series airplanes having line numbers 202 through 396 inclusive, equipped with Pratt & Whitney Model JT9D-70 engines, certificated in any category.\n NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (c) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD.\n Compliance: Required as indicated, unless accomplished previously. \n To prevent failure of a spring beam, which could lead to the loss of an outboard strut, accomplish the following:\n (a) Prior to the accumulation of 10,000 total flight cycles or within 30 days after the effective date of this AD, whichever occurs later, perform a detailed visual inspection to detect cracking of the upper, lower, and side surfaces of the spring beam from the root of the clevis lugs to the forward journal, in accordance with Boeing Alert Service Bulletin 747-54A2171, dated October 31, 1994. (Remove the gap covers and fairing access panels to perform this inspection.)\n NOTE 2: The area of inspection is illustrated in Figure 3 of the service bulletin.\n (1) If no cracking is detected, repeat theinspection thereafter at intervals not to exceed 300 flight cycles.\n (2) If any cracking is detected, prior to further flight, accomplish the requirements of paragraphs (a)(2)(i), (a)(2)(ii), and (a)(2)(iii) of this AD, in accordance with the service bulletin.\n (i) Replace the cracked spring beam with a new spring beam.\n (ii) Perform the detailed visual inspection required by paragraph (a) of this AD to detect cracking of the other spring beam on the affected strut. Also perform a detailed visual inspection to detect damage of all spring beam support fittings of the affected strut. Prior to further flight, replace any cracked or damaged parts with new parts.\n (iii) Repeat the inspection of the surfaces of the spring beam required by paragraph (a) of this AD thereafter at intervals not to exceed 300 flight cycles. \n (b) Accomplishment of all of the following actions in accordance with Boeing Overhaul Manual, Section 54-00-01, constitutes terminating action for the requirements of this AD.\n (1) Remove the spring beam. \n (2) Accomplish a fluorescent dye penetrant inspection.\n (3) Zero-time overhaul the spring beam.\n (4) Reinstall that spring beam. \n (c) An 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 NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n (d) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished.\n (e) The inspections and replacement shall be done in accordance with Boeing Alert Service Bulletin 747-54A2171, dated October 31, 1994. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.\n (f) This amendment becomes effective on December 22, 1994.
92-27-06: 92-27-06 MCDONNELL DOUGLAS: Amendment 39-8440. Docket No. 92-NM-110-AD. \n\n\tApplicability: Model DC-8 series airplanes, as listed in McDonnell Douglas DC-8 Alert Service Bulletin A27-275, Revision 1, dated February 3, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent loss of rudder pedals control and reduction of braking capability, accomplish the following: \n\n\t(a)\tPrior to the accumulation of 15,000 landings or within 270 days after the effective date of this AD, whichever occurs later, conduct a visual and eddy current inspection to detect cracks of the rudder pedals adjuster hub assembly, part number 4616066, in accordance with McDonnell Douglas DC-8 Alert Service Bulletin A27-275, Revision 1, dated February 3, 1992. \n\n\t(b)\tIf no cracks are detected as a result of the inspections required by paragraph (a) of this AD, repeat the inspections at intervals not to exceed 3,500 landings. \n\n\t(c)\tIf cracksare detected as a result of the inspections required by paragraph (a) or (b) of this AD, prior to further flight, replace the rudder pedals adjuster hub assembly, part number 4616066, with a new assembly having the same part number, in accordance with McDonnell Douglas DC-8 Alert Service Bulletin A27-275, Revision 1, dated February 3, 1992. Thereafter, conduct visual and eddy current inspections of the replacement rudder pedals adjuster hub assembly in accordance with paragraphs (a) and (b) of this AD. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(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 inspections and replacement shall be done in accordance with McDonnell Douglas DC-8 Alert Service Bulletin A27-275, Revision 1, dated February 3, 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(g)\tThis amendment becomes effective on January 22, 1993.
72-06-05 R2: 72-06-05 R2 MARVEL SCHEBLER (Facet Aerospace Products Company): Amendment 39-1411 as amended by Amendment 39-1685 is further amended by Amendment 39-5338. Applies to Models MA-3, MA-3A, MA3-PA, MA-3SPA, MA4-SPA, MA4-5, MA4-5AA, MA-5, MA-5AA, MA-6AA and HA-6 carburetors used on various Franklin (Aircooled), Continental, Lycoming and Ranger engines, having one of Illustrations A, B, C, or D. \n\n\tCompliance is required within 30 days after the effective date of the AD, unless already accomplished. \n\n\tTo present looseness or separation of the throttle arm, accomplish the following or any equivalent procedure approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. \n\n\t(1)\tInspect the throttle arm to verify that it is bottomed against the shoulder on the throttle stop and positioned so that full throttle travel is obtained, and if not, loosen clamping screw and reposition arm and/or re-rig control system in accordance with airplane manufacturers' maintenance instructions to obtain these conditions. \n\n\t(2)\tInspect the throttle arm on Marvel Schebler MA-3, MA-3A, MA-3PA, MA3-SPA, and MA-4SPA carburetors to determine whether it has a spotfaced or milled flat for the head of the clamping screw. Replace any arm having a milled flat with one having a spotfaced flat. If not already installed, install a Marvel Schebler P/N A15-493 clamping screw (No. 10-24 x 5/8 slotted drilled fillister head) in the throttle arm. Torque the clamping screw to 20-28 in.-lb. and inspect the slot in the end of the arm for clearance. If the slot has closed so that no clearance remains, replace the arm and retorque to the above specifications. After the specified torque is established safety wire the throttle arm and clamping screw to the throttle stop as shown in Illustration A. \n\n\n\n\n\n\t(3)\tOn Marvel Schebler MA-4-5, MA4-5AA, MA-5AA, MA-6AA, and HA-6 series carburetors with throttle arms having a 10-32 bolt and nut clamping the arm on the throttlestop, torque the nut to 35 to 40 in. lbs. and safety wire the throttle arm to the throttle stop as shown in Illustration B. On these series carburetors having a throttle arm threaded for a 10-24 screw, if not already installed, install a Marvel Schebler P/N A15-493 clamping screw (No. 10-24 x 5/8 slotted drilled fillister head) in the throttle arm and torque the screw to 20 to 28 in. lbs. Safety wire the throttle arm to the throttle stop as shown in Illustration C or D. \n\n\tNOTE: The procedures specified in American Aviation Corporation Service Letter No. 69-4, dated October 3, 1969, Cessna Service Letter SE71-17 revised February 25, 1972, and Lycoming Service Bulletin No. 330A, dated October 30, 1970, are approved as equivalent procedures to those prescribed in this AD for the applicable carburetors. \n\n\tUpon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, New York Aircraft Certification Office, Aircraft Certification Division, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. \n\n\tAmendment 39-1411 (AD 72-6-5) became effective March 24, 1972. \n\n\tAmendment 39-1685 became effective July 9, 1973. \n\n\tThis Amendment 39-5338 becomes effective July 3, 1986.
66-18-02: 66-18-02 DOUGLAS: Amdt. 39-264 as amended by Amendment 39-972. Applies to All DC-3 series aircraft including Military Type C-41, C-41A, C-47, C-47A, C-47B, C-48, C-48A, C-49, C-49A, C-49B, C-49C, C-49D, C-49J, C-49K, C-50, C-50A, C-50B, C-50C, C-50D, C-51, C-52, C-52A, C-52B, C-52C, C-53, C-53B, C-53C, C-53D, C-68, C-117A and R4D series except R4D-8 aircraft, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\t(a) Unless already accomplished within the last 400 hours' time in service, within 50 hours' time in service after March 15, 1963, inspect the wing lower attach angles of both the outer wing and center section between the front and rear spars for cracks between the attach bolt holes. Use at least a 4-power magnifying glass. Reinspect at intervals not to exceed 450 hours' time in service from the last inspection. \n\n\t(b) Unless already accomplished in accordance with AD 39-24-01 and AD 52-22-03, or AD 63-04-01, (or AD 63-04-01 as amended by AD Card No. 63-20), the following modifications must be accomplished within 500 hours time in service after March 15, 1963, except that airplanes being presented for an initial airworthiness certificate must be so modified before that certificate will be issued: \n\n\t\t(1) All outer wing lower surface doublers, P/N's 570602-206 and -207 or P/N's 5115200-206 and -207 shall be replaced with new doublers fabricated from 0.072 material in the manner described in Douglas Service Bulletin DC-3 No. 262, reissued June 14, 1963. \n\n\t\t(2) All outer wing lower surface doublers, P/N's 570602-208 and -209 or P/N's 5115200-208 and -209 shall be replaced with new doublers fabricated from 0.064 material in the manner described in Douglas Service Bulletin DC-3 No. 262, reissued June 14, 1963. \n\n\t\t(3) All outer wing lower surface attach angles shall be replaced with new angles fabricated for proper installation with the new heavier doublers in the manner described in Douglas Service Bulletin DC-3 No. 262, reissued June 14, 1963, except that aircraft modified to incorporate doublers and attach angles described in Douglas Service Bulletins No. 220 and No. 146, respectively, are satisfactory until parts must again be replaced per (d). \n\n\t\t(4) The wing center section lower surface shall be modified by incorporating witness holes, installing new wrap around doublers attached to the wing skin and new attach angles as described in Douglas Service Bulletin DC-3 No. 262, reissued June 14, 1963, except that modifications made prior to the effective date of this amendment in accordance with Douglas Drawing 5406787 "D", "E" or "F" are satisfactory until parts must again be replaced. \n\n\t\t(5) Certain airplanes have been reworked in accordance with Service Sketch 624, which incorporates a lower center wing attach angle doubler, between front and center spars, which is 3/8 inch wider than standard in order to accomplish Service Bulletin No. 262. This rework is satisfactory. In such cases, rework in accordance with Service Sketch 624 must be accomplished at each subsequent replacement of the wing attach angles and doublers. \n\n\t\t(6) The proper installation alignment of the attach angles and doublers described in (b)(1), (2), (3), and (4) shall be maintained. This shall be accomplished by the use of satisfactory jigs or by FAA-approved equivalent means. Douglas jig fixtures P/N's A652-5110506-1-1F2 and A652-5110506-1F2 or P/N's C652-5110500-101-1-1F1 and C652-5110500-101-1F1 or those that meet the criteria of Advisory Circular AC 39-1, are considered to be satisfactory for alignment purposes. \n\n\t(c) After the accumulation of 7,500 hours' but before 8,000 hours' time in service and after the accumulation of 11,500 but before 12,000 hours' time in service following any modification prescribed by (b) the outer wings shall be removed, affected areas must be thoroughly cleaned and inspections must be conducted as follows: \n\n\t\t(1) Inspect the center wing skin and outer wing attach angle doublers for cracks along the radius of the bent-up flange at the attachment joint. Conduct the inspections with at least a 6-power magnifying glass or by dye penetrant; \n\n\t\t(2) Inspect the center and the outer wing attach angles including the areas between the attaching bolt holes for evidence of cracks. Remove all paint to permit inspection with at least a 6-power magnifying glass or by dye penetrant; and \n\n\t\t(3) Make visual inspections through the witness holes in the center section at the front and center spars for evidence of cracks. \n\n\t(d) The modifications specified in (b) shall be reaccomplished within each 16,000 hours' of service after the original modification unless an inspection per (c) reveals no cracks and the reinspections are conducted at intervals not to exceed 2,000 hours' of service. \n\n\t(e) If the maintenance records cannot verify the time in service since the modifications prescribed in (b), one of the following must be accomplished:(1) Accomplish the modifications at the time and in the manner prescribed in (b); or \n\n\t\t(2) Conduct the inspections prescribed in (c) within 500 hours' time in service after March 15, 1963, and thereafter reinspect per (c) at each 2,000 hours' time in service until the modifications per (b) are again accomplished. \n\n\t(f) Any cracked parts found during the inspections required by (a), (c) and (d) shall be replaced with new parts before further flight. These new parts shall then be inspected within the inspection periods specified in (a) and (c). All uncracked parts that are not replaced will continue to be inspected at the periods previously established in accordance with (a) and (c). Uncracked parts that are not replaced after 16,000 hours' time in service shall be reinspected at intervals not to exceed 2,000 hours' time in service. \n\n\t(g) Whenever wings are being replaced after modification per (b); whenever spar butt plates on the center and outer wing, the compression angles on the center wing or the waffle plates on the outer wing are reworked or replaced; or whenever one outer wing is substituted for another, the following tolerances shall be maintained: \n\n\t\t(1) Compression angles attached to corrugation and stringers and the spar cap butt plates of the center wing must be held in plane with the wrap around doubler on the attach angle to a plus 0.004 inch/minus 0.000 inch. \n\n\t\t(2) The waffle plates attached to the stringers and the spar cap butt plates of the outer wing must be held in plane with the wrap around doubler on the attach angle to a plus 0.006 inch/minus 0.000 inch. \n\n\t\t(3) Tolerances of a maximum of 0.010 inch interference to a maximum of 0.010 inch clearance between the compression angles and waffle plates and between the spar cap butt plates, are acceptable if previously accomplished per AD 58-12-01. The tolerances set forth in (g)(1) and (2) shall be used for all attach angle installations subsequent to the effective date of this AD. \n\n\tNOTE: These new tolerances will allow a flush to a 0.010 inch interference between the compression angles and plates when the wing is installed. This interference fit assures the most effective distribution of loads across the joint and the maximum service life. \n\n\t(h) Upon request of the operator, an FAA maintenance inspector, subject to the prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, 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 increase for such operator. \n\n\t(i) FAA-approved revisions to Douglas Service Bulletin DC-3 No. 262, reissued June 14, 1963, are also considered satisfactory in complying with this AD. \n\n\tThis supersedes AD 65-27-02. \n\n\tAmendment 39-264 effective July 26, 1966. \n\n\tThis amendment (39-972) becomes effective April 16, 1970.
2009-22-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: There have been reported incidents of brinelling to the self- sealing coupling Part Number (P/N) 9304000-303 (Nipple Assembly). The wear is visible in the groove of the nipple, caused by the socket locking balls. During tear down investigations of self- sealing coupling P/N 9304000-305 (Socket Assembly), internal socket wear has been observed. Wear that exceeds the allowable limits could lead to reduced oil flow, and further wear could contribute to separation of the Self-Seal Coupling, making the engine inoperable and subsequent shut down. As secondary damage, the generator may fail, releasing oil into the nacelle and increasing the possibility of fire.* * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2009-21-02: We are adopting a new airworthiness directive (AD) for certain Airbus model series airplanes listed above. This AD requires revising the Airworthiness Limitations Section of the Instructions for Continuing Airworthiness to incorporate new fuel system limitations for airplanes modified in accordance with Supplemental Type Certificate (STC) ST00092BO. This AD also requires a general visual inspection for tank unit separation and compensator separation of the center, inner, and outer fuel tanks, and trim fuel tanks of the tank units, and corrective actions if necessary. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent a potential of ignition sources inside fuel tanks, which in combination with flammable fuel vapors, could result in a fuel tank fire or explosion and consequent loss of the airplane.