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68-15-04: 68-15-04\tBOEING: Amdt. 39-645 revises AD 68-15-04 by amending the compliance requirement. Applies to all Model 727 Series Airplanes. \n\n\tCompliance required within the next 1200 hours time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent damage to wire bundles adjacent to the battery charger, accomplish the following: \n\n\tInstall a flame barrier on the lower inboard side of the R.H. rack support assembly adjacent to the battery charger in accordance with Boeing Service Bulletin No. 24-27 or later FAA approved revisions or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective September 5, 1968.
90-20-20: 90-20-20 BOEING: Amendment 39-6725. Docket No. 90-NM-79-AD.\n\n\tApplicability: Model 747 series airplanes, line numbers 1 through 783, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent engine separation, accomplish the following: \n\n\tA.\tPrior to the accumulation of 10,000 total flight cycles or within the next 1,000 flight cycles after the effective date of this AD, whichever occurs later, perform either a detailed visual inspection or an ultrasonic inspection of the nacelle strut diagonal braces for cracks in accordance with Boeing Service Bulletin 747-54-2123, dated March 1, 1990. \n\n\t\tRepeat these inspections as follows:\n\n\t\t1.\tIf the immediately preceding inspection was accomplished visually, the next inspection must be conducted within 1,000 flight cycles. \n\n\t\t2.\tIf the immediately preceding inspection was accomplished ultrasonically, the next inspection must be conducted within 3,000 flight cycles.B.\tIf cracking is found, replace the nacelle strut diagonal brace with a serviceable brace prior to further flight. \n\n\tC.\tReplacement of the nacelle strut diagonal brace with a new production diagonal brace, which has revised internal and external surface finish, in accordance with the method described in Boeing Service Bulletin 747-54-2123, dated March 1, 1990, constitutes terminating action for the inspections required by paragraph A. of this AD. \n\n\tD.\tFor the purposes of compliance with this rule, two "touch-and-go" training flights may be considered equivalent to one flight cycle. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service 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\tThis amendment (39-6725, AD 90-20-20) becomes effective on October 23, 1990.
2021-16-19: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by reports of in-flight engine shutdowns (IFESs); investigation results indicated that this could be caused by high altitude climbs at higher thrust settings on engines with certain thrust ratings. This AD requires amending the existing airplane flight manual (AFM) to incorporate a new limitation and revise certain normal procedures, as specified in a Transport Canada Civil Aviation (TCCA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
79-15-04: 79-15-04 MCDONNELL DOUGLAS: Amendment 39-3514 as amended by Amendment 39-3565. Applies to Model DC-10-10, -10F, -30, -30F, and -40 airplanes certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo ensure the integrity and condition of the wing leading edge slat mechanical drive system, accomplish the following: \n\n\t(a)\tBefore further flight, after the effective date of this AD, unless already accomplished after June 6, 1979, and thereafter at intervals not to exceed 325 landings since the last inspection. \n\n\t\t1.\tVisually inspect all slat system drive cables and pulleys in situ for security, and general condition (corrosion, damage, etc.); \n\n\t\t2.\tVisually inspect all slat system followup cables and pulleys in situ for security and general condition (corrosion, damage, etc.); \n\n\t\t3.\tVisually inspect the inboard and outboard slat drive mechanisms while operating the slat system to verify security of the components and freedom of movement of the mechanisms; \n\n\t\t4.\tCorrect all discrepancies found during the above inspections which exceed the condition limitations provided by the McDonnell Douglas DC-10 Maintenance Manual; and \n\n\t\t5.\tReport results of all inspections to the Chief, Aircraft Engineering Division, FAA Western Region within 24 hours of accomplishment in the following format: \n\n\t\t\t(1)\t"N" Number \n\n\t\t\t(2)\tTotal landings at inspection \n\n\t\t\t(3)\tResults of inspection by specific paragraph and subparagraph of this AD \n\n\t\t\t(4)\tPart Number \n\n\t\t\t(5)\tIdentify contact for follow-up \n\n\t(b)\tFor #2 and #3 position, slat drive cables, except "zinc coated 6 x 31 or 7 flex premium cables," before accumulating an additional 810 landings on any individual cable, after the effective date of this AD, unless a new cable was installed within the last 5,700 landings, and thereafter at intervals not to exceed 6,500 total landings on any individual cable, replace the affected drive cable with a new cable of the same part number or anFAA approved replacement cable. If a cable is replaced with a "zinc coated 6 x 31 or 7 flex premium cable," the cable replacement limits specified in paragraph (c) become effective for the replacement cable. \n\n\t(c)\tFor #2 and #3 position, slat "zinc coated 6 x 31 or 7 flex premium" type drive cables, before accumulating an additional 810 landings on any individual cable after the effective date of this AD, unless a new cable was installed within the last 10,000 landings, and thereafter at intervals not to exceed 10,800 total landings on any individual cable, replace the affected drive cable with a new cable of the same part number or an FAA approved replacement part. \n\n\t(d)\tPart numbers of "zinc coated 6 x 31 or 7 flex premium cables" which are approved replacement cables for compliance with either paragraphs (b) or (c) are identified by McDonnell Douglas All Operators Letters, (AOL), 10-1333A dated October 26, 1978 and 10-1379 dated January 8, 1979. \n\n\t(e)\tThe repetitive inspections required by paragraph (a) may be discontinued after the inspections and modifications required by paragraph (b) of AD 78-20-04 (Amendment 39-3308) have been accomplished and after it has been determined that #2 and #3 slat position drive cables are within the limits of 6,500 total landings or the 10,800 total landings specified in paragraphs (b) or (c) respectively, of this AD. \n\n\t(f)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\t(g)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(h)\tFor the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time-in-service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tAmendment 39-3514 became effective July 13, 1979. \n\n\tThis amendment 39-3565 becomes effective September 24, 1979.
92-16-03: 92-16-03 MCDONNELL DOUGLAS: Amendment 39-8312. Docket No. 92-NM-127-AD. \n\n\tApplicability: Model DC-10-10, -15, -30, -40, and KC-10A (Military) series airplanes on which spoiler mixer brackets, part number APH7275-1, APH7275-501, APH7275-503, APH7275-505, APH7275-507, or APH7275-509, have been installed; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent failure of the spoiler mixer brackets, which could lead to reduced controllability of the airplane, accomplish the following: \n\n\t(a)\tUnless accomplished within the last 1,500 landings, conduct an eddy current inspection of the right- and left-hand spoiler mixer brackets in accordance with McDonnell Douglas Alert Service Bulletin A27-220, dated May 29, 1992, at the later of times specified in paragraph (a)(1) or (a)(2) of this AD. \n\n\t\t(1)\tPrior to the accumulation of 100 landings or within 60 days after the effective date of this AD, whichever occurs first; or(2)\tPrior to the accumulation of 8,000 landings on the currently installed brackets. \n\n\t(b)\tIf no cracking is detected, repeat the eddy current inspection at intervals not to exceed 1,500 landings. \n\n\t(c)\tIf cracking is detected, accomplish the procedures specified in paragraphs (c)(1) and (c)(2) of this AD: \n\n\t\t(1)\tPrior to further flight, replace the spoiler mixer bracket with one having the same part number; or with a spoiler mixer bracket having part number APH7275-507 or APH7275-509, as applicable; in accordance with McDonnell Douglas Alert Service Bulletin A27-220, dated May 29, 1992. \n\n\t\t(2)\tPrior to the accumulation of 8,000 landings on the spoiler mixer bracket installed in accordance with paragraph (c)(1) of this AD, conduct an eddy current inspection of the right- and left-hand spoiler mixer brackets in accordance with McDonnell Douglas Alert Service Bulletin A27-220, dated May 29, 1992. Thereafter, repeat the eddy current inspection at intervals not to exceed1,500 landings. \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 and replacement shall be done in accordance with McDonnell Douglas Alert Service Bulletin A27-220, dated May 29, 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 90846-0001, 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, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(g)\tThis amendment becomes effective on September 8, 1992.
2010-13-03: We are adopting a new airworthiness directive (AD) for certain Model 777-200LR and -300ER series airplanes. This AD requires doing a high frequency eddy current inspection for cracking of the keyway of the fuel tank access door cutout on the left and right wings between wing rib numbers 8 (wing station 387) and 9 (wing station 414.5), and related investigative and corrective actions if necessary. This AD results from reports of cracks emanating from the keyway of the fuel tank access door cutout of the lower wing skin between wing rib numbers 8 and 9. We are issuing this AD to prevent loss of the lower wing skin load path, which could cause catastrophic structural failure of the wing.
85-26-06: 85-26-06 BELL HELICOPTER TEXTRON, INC.: Amendment 39-5193. Applies to Model 206A, 206A-1, 206B, 206B-1, 206L, 206L-1, and 206L-3 helicopters certificated in any category. (Airworthiness Docket No. 83-ASW-53.) \n\n\tCompliance is required as indicated (unless already accomplished). \n\n\tTo prevent possible loss of the tail rotor tip block and resulting tail rotor imbalance which could lead to tail rotor gearbox and stud failure and subsequent separation of the tail rotor gearbox from the helicopter tailboom, accomplish the following: \n\n\t(a)\tWithin the next 7 days after the effective date of this AD, and thereafter at intervals not to exceed 7 days, check tail rotor blades, Part Numbers (P/N) 206-016-201-001, - 103, and -107, for serviceability with special emphasis on the tip block area as follows (see Figure 1): \n\n\t\t(1)\tVisually check for corroded or missing rivet heads. \n\n\t\t(2)\tVisually check for rivet heads that have pulled through the skin shell in the tip block area.(3)\tVisually check for voids or separations between the skin shell and tip block. \n\n\t\t(4)\tCheck for any movement or displacement of the tip block outboard of the tip of the skin shell. \n\n\t(b)\tThe check required by paragraph (a) of this AD is not considered to be maintenance or preventive maintenance. However, the person performing this check shall make an entry in the aircraft's maintenance records containing the following information: \n\n\t\t(1)\tIf no discrepancies are noted, make an entry referencing the check required by paragraph (a) of this AD, the name of the person who performed the check, the date the check was accomplished, the signature, certificate number, and kind of certificate held by the person performing the check. \n\n\t\t(2)\tIf any discrepancies are noted, make an entry referencing the check as required in paragraph (a) of this AD, the name of the person who performed the check, the date the check was accomplished, and the nature of the discrepancy. In addition tothis entry, the inspection required by paragraph (d) of this AD must be performed before further flight. \n\n\t(c)\tThe checks required by paragraph (a) of this AD may be performed by the pilot provided his logbook is endorsed by an appropriately rated mechanic stating that the pilot has been properly trained to conduct the check. \n\n\t(d)\tWithin the next 100 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours time in service, inspect tail rotor blades, P/N's 206-016-201-001, -103, and -107 for serviceability with special emphasis on the tip block area as follows (see Figure 1): \n\n\t\t(1)\tVisually inspect for corroded rivets and/or missing rivet heads. \n\n\t\t(2)\tReplace corroded or missing rivets per instructions in paragraph (e) of this AD before further flight. \n\n\t\t(3)\tVisually inspect for rivet heads that have pulled through the skin shell in the tip block area. \n\n\tNOTE: A rivet head that has pulled through the skin will require replacement of the blade before further flight. \n\n\t\t(4)\tVisually inspect for voids or gaps between the shell and the tip block. Limits for voids or gaps between the shell and the tip block are as follows: \n\n\t\t\t(i)\tA void (or gap) no wider than 0.25 inch (chordwise) at the leading edge is acceptable but must be sealed (see Figure 1). Seal with EC-2216 or EA934 in accordance with the appropriate Model 206 maintenance manual or FAA-approved equivalent. \n\n\t\t\t(ii)\tA void (or gap) no wider than 0.12 inch (chordwise) between the shell and the aft end of the tip block is acceptable but must be sealed (see Figure 1). Seal with EC-2216 or EA934 in accordance with the appropriate Model 206 maintenance manual or FAA- approved equivalent. \n\n\t\t\t(iii)\tWith the exception of paragraphs (d)(4)(i) and (d)(4)(ii) of this AD, voids between the shell and the tip block that are visible at the top are unacceptable. \n\n\t\t\t(iv)\tReplace any blade with voids in excess of these limitations before further flight. \n\n\t\t\t(v)\tAny movement or displacement of the tip block outboard of the tip of the skin shell shall require replacement of the blade before further flight. \n\n\t(e)\tWithin the next 30 days after the effective date of this AD, replace the five aluminum rivets in the tail rotor tip block area with five titanium brazier head rivets, P/N CSR903B4-14, and special washers, P/N 206-016-213-101, in accordance with Part II of Bell Alert Service Bulletin 206-85-28, Rev. "B," dated June 21, 1985, or 206L-85-34, Rev. "B," dated June 21, 1985, whichever applies. \n\n\tNOTE: Tail rotor blades modified in accordance with Part II of the Bell Alert Service Bulletin 206L-85-34, Rev. "A," dated April 2, 1985, or Bell Alert Service Bulletin 206-85-28, Rev. "A," dated April 2, 1985, have been determined to be in compliance with the requirements of this AD and the weekly check required in paragraph (a) of this AD is no longer in effect for modified blades. However, the 100-hour repetitive inspection described in paragraph (d) of this AD remains in effect. \n\n\t(f)\tUpon compliance with paragraph (e) of this AD, the weekly check as described in paragraph (a) of this AD is no longer in effect. However, the 100-hour repetitive inspection described in paragraph (d) of this AD remains in effect. \n\n\t(g)\tIn accordance with FAR Sections 21.197 and 21.199, the helicopter may be flown to a base where the requirements of this AD can be accomplished. \n\n\t(h)\tAny alternative method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, Helicopter Certification Branch, Southwest Region, Federal Aviation Administration. \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copiesupon request to Bell Helicopter Textron, Inc., P.O. Box 482, Fort Worth, Texas 76101. The documents also may be examined in Room 158, Building 3B, Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas 76106, between 8 a.m. and 4 p.m., weekdays, except Federal holidays. \n\n\tThis AD supersedes AD 82-17-04, Amendment 39-4819 as amended by Amendment 39- 4890. \n\n\tThis amendment becomes effective January 31, 1986. \n\n\n\n\n\t\t\t\t\tFIGURE 1\tAD 85-26-06
91-14-03: 91-14-03 MCDONNELL DOUGLAS: Amendment 39-7045. Docket No. 91-NM-119-AD. \n\n\tApplicability: Model MD-11 and MD-11F series airplanes, with manufacturer's fuselage numbers 447 through 449, 451 through 461, and 463, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fuel leakage from the tail tank fuel distribution pipe assembly shroud coupling when the shroud system contains fuel, accomplish the following: \n\n\t(a)\tWithin 30 flight hours after the effective date of this AD, and thereafter at intervals not to exceed 100 flight hours, visually inspect the tail tank fuel distribution pipe assembly located in the left main landing gear wheel well for correct pipe flange position, in accordance with the accomplishment instructions of McDonnell Douglas MD-11 Alert Service Bulletin A28-14, dated April 11, 1991 (hereinafter referred to as SB A28-14). \n\n\t\t(1)\tIf the pipe flange measurement is within the dimensions specified in SB A28-14, no action is required. \n\n\t\t(2)\tIf the pipe flange measurement is not within the dimensions specified in SB A28-14, prior to further flight, accomplish either subparagraph (a)(2)(i) or (a)(2)(ii) of this AD: \n\n\t\t\t(i)\tReposition the pipe assembly in accordance with the accomplishment instructions of SB A28-14 and continue inspections at intervals not to exceed 100 flight hours; or \n\n\t\t\t(ii)\tInstall a fuel pipe assembly shroud support bracket in accordance with the accomplishment instructions of McDonnell Douglas MD-11 Service Bulletin 28-14, dated May 17, 1991. \n\n\t(b)\tInstallation of a fuel pipe assembly shroud support bracket in accordance with the accomplishment instructions of McDonnell Douglas Service Bulletin 28-14, dated May 17, 1991, constitutes terminating action for the requirements of paragraph (a) of this AD. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used whenapproved by the Manager, Los Angeles Aircraft Certification Office (AC0), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(d)\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(e)\tThe inspection, repositioning, and installation requirements shall be done in accordance with McDonnell Douglas MD-11 Service Bulletin A28-14, dated April 11, 1991; and Service Bulletin 28-14, dated May 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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: DC-10 Technical Publications, Technical AdministrativeSupport, C1-L5B. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-7045, AD 91-14-03) becomes effective on July 5, 1991.
74-15-03: 74-15-03 BOEING: Amendment 39-1897 as amended by Amendment 39-2550. Applies to all Boeing 707-300, -300B/C, -400 series airplanes listed in Boeing Service Bulletin 3168 with more than 5000 flights which have not accomplished Boeing Service Bulletin 2607 or 2427 part X(a). \n\tFor purposes of this AD, one flight is defined as one takeoff and landing. Compliance required as indicated. \n\tTo detect cracking in the upper wing skin under the external rib chord at WBL 59.24, on airplanes with more than 5000 flights, or more than 5000 flights since incorporation of Service Bulletin 2626, accomplish the inspections of (1) at the times specified in (2). Repetitive inspections are noted in paragraph (3) and terminating action is noted in paragraph (4). \n\t(1)\tInspect the wing skins for cracks around the 4 critical fasteners as defined in Boeing Service Bulletin 3168 by use of the procedures specified in (a) or (b) below. Wing skins found cracked are to be repaired prior to further flight inaccordance with Boeing Service Bulletin 3168 or 2607 or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\t(a)\tEddy current procedures as specified in Boeing Service Bulletin 3168. \n\t\t(b)\tUltrasonic inspection procedures as specified in Boeing Service Bulletin 3168. Reinspection of the wing skin is required at intervals not to exceed 200 flights until an eddy current inspection of (a) above has been accomplished, or the wing skin has been modified in accordance with Boeing Service Bulletin 2607 or a method approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t(2)\tAfter the effective date of this AD, aircraft with more than 10,000 flights, are to be inspected within the next 100 flights; airplanes with more than 7500 flights, within the next 200 flights; airplanes with more than 5000 flights, within the next 300 flights. \n\t(3)\tRepetitive inspections are to be accomplished at the times specified in (a) or(b) below, in accordance with the eddy current inspection procedures of Boeing Service Bulletin No. 3168, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Wing skins found cracked are to be repaired prior to further flight in accordance with Boeing Service Bulletin No. 3168 or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Thereafter reinspect at intervals not to exceed those specified in (a) below. \n\t\t(a)\tFor airplanes which have been modified in accordance with Boeing Service Bulletin No. 2626, following the inspection required by paragraph (1)(a), reinspect at intervals not to exceed 2,000 flights. \n\t\t(b)\tFor airplanes which have not been modified in accordance with Boeing Service Bulletin No. 2626, inspect within 5,000 flights after accomplishment of the hole oversizing and eddy current inspections required by paragraph (1)(a) and at intervals thereafter not to exceed 2,000 flights.(4)\tReplacement of the upper wing skin in accordance with Boeing Service Bulletin No. 2607, or incorporation of Boeing Service Bulletin No. 2427 Part Xa, or modifications approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region constitutes terminating action for this AD. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-1897 became effective on July 16, 1974. \n\tThis amendment 39-2550 becomes effective April 21, 1976.
69-20-06: 69-20-06\tBOEING: Amdt. 39-854. Applies to Model 707, 720, 727 and 737 series airplanes. \n\n\tCompliance required within the next 1500 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent hazardous conditions resulting from electrical overloads of circuits using Wood Electric Corporation three-phase circuit breakers (Boeing P/N BAC-C18L( )) accomplish the following: Replace all Wood Electric Corp. three-phase circuit breakers (Boeing P/N BAC- C18L( )) in accordance with Boeing Service Bulletin No. 2897, dated May 21, 1969, and No. 2898, dated May 1, 1969, (707 and 720 airplanes) or later FAA approved revisions; Service Bulletin No. 24-48, dated May 21, 1969, (727 airplanes), or later FAA approved revisions; and Service Bulletin No. 24-1011, dated May 21, 1969 (737 airplanes), or later FAA approved revisions, or an equivalent replacement approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective October 30, 1969.