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64-12-01: 64-12-01\tBOEING: Amdt. 733 Part 507 Federal Register May 23, 1964. Applies to All Models 707 and 720 Series Aircraft Equipped With Pratt & Whitney JT3D-1, -3 or -3B Engines. \n\n\tCompliance required as indicated. \n\n\tTo prevent inadvertent inflight reversals caused by snap action closing of the throttles to the idle position accomplish the following: \n\n\t(a)\tWithin 500 hours' time in service after the effective date of this AD, unless already accomplished, rerig the throttle control system in accordance with the Boeing Maintenance Manual dated April 1964, or Boeing Service Letter 6-7161-4-6112 dated September 30, 1963.\n \n\t(b)\tWithin 2,500 hours' time in service after the effective date of this AD, unless already accomplished, accomplish the following: \n\n\t\t(1)\tInspect the strut mounted bracket in accordance with Service Bulletin No. 1659 (R-1) to determine what bracket assembly part number is installed on each airplane reverser installation. \n\n\t\t(2)\tModify the cam rocker arm, P/N 69-10814, in accordance with Boeing Service Bulletin No. 1931 or an FAA approved equivalent. This modification shall be accomplished prior to or concurrent with the thrust reverser directional control valve cam modification required in paragraph (b)(3). Installation of a modified cam with an unmodified cam rocker arm is prohibited because of operational incompatibility and subsequent possible interference. \n\n\t\t(3)\tModify the thrust reverser directional control valve cam assembly, P/N's 65- 18225-1, -2, -3 or 65-27438-3, in accordance with Boeing Service Bulletin No. 1931 or an FAA approved equivalent. Models 707 and 720 fan engine airplanes may have any one of or a combination of the thrust reverser directional control valve cam assembly part numbers listed above. Interchangeability of these directional control valve cam assemblies with strut mounted brackets and fan reverser followup cams are as follows: \n\n\t\t\t(i)\tCam assemblies P/N's 65-18225-2, -3, and 65-27438-3, all reworked in accordance with Service Bulletin No. 1931 must be used with bracket assembly P/N's 65-11882-2 or -4 or P/N 65-11882 reworked in accordance with Service Bulletin No. 1659(R-1). \n\n\t\t\t(ii)\tCam assembly P/N 65-18225-1 reworked in accordance with Service Bulletin No. 1931 must be used with bracket P/N's 65-11882, -2, or -4 or P/N 65-11882 reworked in accordance with Service Bulletin No. 1659(R-1). \n\n\t\t\t(iii)\tCam assemblies P/N 65-27438-3 reworked per Service Bulletin 1931 shall be used with fan reverser followup cams P/N's 65-27437-1 or 66-16560-1. \n\n\t\t\t(iv)\tCam assemblies P/N's 65-18225-1, -2 or -3 reworked per Service Bulletin 1931 shall be used with fan reverser followup cam P/N's 65-11826-3 or -7. \n\n\t(c)\tApproval of any equivalent means shall be processed through the Aircraft Engineering Division, FAA Western Region, Los Angeles, California. \n\n\t(Boeing Service Bulletins Nos. 1659(R-1) and 1931 cover this subject.) \n\n\tThis directive effective June 26, 1964. \n\n\tRevised August 5, 1964.
88-22-11 R1: 88-22-11 R1 BOEING: Amendment 39-6059 as revised by Amendment 39-6432. Docket No. 89-NM-141-AD. \n\n\tApplicability: Model 737 series airplanes, line number 001 through 519, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid decompression of the airplane, accomplish the following: \n\n\tA.\tFor airplanes line number 001 through 291, prior to the accumulation of 40,000 landings, or within 10 calendar days after November 21, 1988 (the effective date of Amendment 39-6059), whichever occurs later, restrict all flight operations to a maximum cabin pressure differential of 5.67 psi until the inspections required by paragraph B.1., below, are accomplished. \n\n\tB.\t1.\tFor airplanes line number 001 through 291, within the next 1,500 landings after November 21, 1988, or prior to the accumulation of 40,000 landings, whichever occurs later, unless previously accomplished within the last 3,000 landings; and thereafter at intervals not to exceed 4,500 landings or 15 months, whichever occurs first; accomplish the requirements of paragraph C., below, along the skin at all fuselage lap joints between body station BS 259 and BS 1016. \n\n\t\t2.\tAt the initial interval indicated in Table 1, below, unless previously accomplished within the last 4,000 landings, accomplish the requirements of paragraph C., below, along the skin at stringer (S) 17 between BS 360 and BS 540 and between BS 727 and BS 927.\n\t\t\t\t\t TABLE 1 \n\nAIRPLANE LINE NUMBER\t\tINITIAL INSPECTION \n\n001 through 291\t\t\t\tWithin 500 landings after November 21, 1988, or prior\n\t\t\t\t\tto the accumulation of 40,000 landings, whichever \n\t\t\t\t\toccurs later. \n\n292 through 464\t\t\t\tWithin 500 landings after November 21, 1988, or prior \n\t\t\t\t\tto the accumulation of 60,000 landings whichever \n\t\t\t\t\toccurs later. \n\n465 through 519\t\t\t\tWithin 500 landings after the effective date of this \n\t\t\t\t\tamendment, or prior to the accumulation of 60,000 \n\t\t\t\t\tlandings, whichever occurs later. \n\n\tRepeat the inspection at intervals not to exceed 4,500 landings or 15 months, whichever occurs first. \n\n\tC.\tFor airplanes identified in paragraphs B.1. and B.2., above, remove paint with an approved chemical stripper, or ensure that the fastener head is clearly visible prior to the inspections required by this paragraph: \n\n\t\t1.\tPerform a high frequency eddy current inspection for cracks along the upper rivet line at the lap joints and along both rivet lines at S-17, in accordance with Boeing Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989, or Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1988, or Revision 3, dated November 2, 1989, accordingly.\n \n\tNOTE: No credit will be given for previous inspections accomplished on a painted surface where the fastener head was not clearly visible. \n\n\t\t2.\tPerform a detailed external visual inspection, using adequate lighting for evidence of corrosion or delamination. Inspect for small cracks, bulging skin between fasteners, blistered paint, dished or popped rivet heads, or loose fasteners. If evidence of corrosion or delamination is found, prior to further flight, perform a low frequency eddy current inspection for corrosion to determine material loss, of the entire length of the affected panel, in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989, or Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1988, or Revision 3, dated November 2, 1989. \n\n\t\t3.\tRepair cracks, corrosion, and delamination prior to further flight (except as permitted by paragraph G., below), in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989, or Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1988, or Revision 3, dated November 2, 1989. \n\n\t\t\ta.\tAll upper row fasteners at the lap joint and both rows of fasteners at S-17 of any skin panel in which cracks are found, must be replaced with standard protruding head solid fasteners, in accordance with the applicable service bulletin, within 3,000 cycles following the repair. \n\n\t\t\tb.\tBlind fasteners are to be used as an interim repair only, and must be replaced with protruding head solid fasteners within 3,000 cycles following installation.\n \n\t\t\t\t(1)\tFor airplanes line number 001 through 464: Repairs installed with blind fasteners prior to November 21, 1988, must be inspected for loose or missing fasteners within 1,000 cycles after that date; and all upper row fasteners and stringer 17 fasteners in the affected panel must be replaced with standard protruding head solid fasteners within 3,000 cycles after that date. \n\n\t\t\t\t(2)\tFor airplanes line numbers 465 through 519: Repairs installed with blind fasteners prior to the effective date of this amendment, must be inspected for loose or missing fasteners within 1,000 cycles after the effective date of this amendment; and all upper row fasteners and stringer 17 fasteners in the affected panel must be replaced with standard protruding head solid fasteners within 3,000 cycles after the effective date of this amendment. \n\n\t\t\tc.\t(1)\tFor airplanes line numbers 001 through 464: Repairs of the skin installed with countersunk fasteners at any fuselage lap joint or along S-17 prior to November 21, 1988, must be inspected and verified as FAA-approved within 1,000 cycles after that date. Repairs determined not to be FAA- approved must be replaced or modified in accordance with an FAA-approved method prior to further flight. \n\n\t\t\t\t(2)\tFor airplanes line numbers 465 through 519: Repairs of the skin installed with countersunk fasteners at any fuselage lap joint or along S-17 prior to the effective date of this amendment, must be inspected and verified as FAA-approved within 1,000 cycles after the effective date of this amendment. Repairs determined not to be FAA approved must be replaced or modified in accordance with an FAA-approved method prior to further flight. \n\n\tD.\tFor airplanes line number 001 through 291, within the next 2,250 landings or within 6 months after November 21, 1988, whichever occurs first, or prior to the accumulation of 40,000 landings, whichever occurs later, unless accomplished within the last 9,750 landings; and thereafter at intervals not to exceed 12,000 landings or 4 years, whichever occurs first; accomplish the inspections described in paragraph F., below. If the inspections required by paragraph C., above, are repeated at intervals not to exceed 2,250 landings or 7 1/2 months, whichever occurs first, then the requirements of paragraph F., below, may be deferred until the accumulation of 7,000 landings or 24 months after November 21, 1988, whichever occurs first. \n\n\tE.\tFor airplanes line number 292 through 464, within the next 12,000 landings or 4 years after November 21, 1988, whichever occurs first, and for airplanes line number 465 through 519, within the next 12,000 landings or 4 years after the effective date of this amendment, whichever occurs first, or prior to the accumulation of 40,000 landings, whichever occurs later, and thereafter at intervals not to exceed 12,000 landings or 4 years, whichever occurs first, accomplish the inspections described in paragraph F., below. \n\n\tF.\tAs required by paragraphs D. and E., above, perform a detailed internal visual inspection of tearstraps (circumferential portion of the bonded waffle doubler), not mechanically fastened to the skin between BS 360 and BS 1016 two bays above and one bay below the lap joints at S-4 and S-10, and between BS 259 and BS 360 two bays above and one bay below the lap joint at S-4 for delamination and corrosion, in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989. Adequate lighting must be used for this inspection. Inspect for bulges in the doubler, white powder or a thin black line at the edges of the doubler, and missing or dished fasteners. Check for disbond by pushing outward on the skin while attempting to insert a feeler gage between the doubler and skin. If inspection areas are obscured by sealant, dirt, etc., these areas must be cleaned. If disbond or corrosion is found, inspect entire skin panel as described above, in addition to one bay of the adjacent skin panel (above and below), and repair prior to further flight, in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989, or Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1988, or Revision 3, dated November 2, 1989, as appropriate. \n\n\tG.\tIf corrosion found as a result of the external inspection does not exceed 10 percent of the skin thickness, reinspect for corrosion in accordance with paragraphs C.2. or I., of this AD, as appropriate, at intervals not to exceed 2,250 cycles or 6 months, whichever occurs first, until a repair is accomplished. If such corrosion exceeds 10 percent of skin thickness or if cracking is found, repair prior to further flight, in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989, for the skin along the lap joints; or Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1988, or Revision 3, dated November 2, 1989, for the skin along S-17. Following such repair, resume inspections in accordance with paragraphs C.2. or I. of this AD, as appropriate. \n\n\tH.\tThe accomplishment of the following two subparagraphs constitutes terminating action for the inspections indicated: \n\n\t\t1.\ta.\tFor airplanes line number 001 through 291, accomplishment of the terminating repair at all lap joints between BS 259 and BS 1016, in accordance with Boeing Alert Service Bulletin 737- 53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989, constitutes terminating action for paragraphs A., C., and F., as they apply to lap joint areas. This repair includes replacing all upper row fasteners with standard protruding head solid fasteners and assuring the tearstraps are functional 2 bays above and 1 bay below each lap joint, by the use of mechanical fasteners where disbonding of the tearstraps has occurred. \n\n\t\t\tb.\tFor airplanes line number 292 through 519, perform a detailed internal visual inspection of the tearstraps for delamination and corrosion 2 bays above and 1 bay below all lap joints between BS 259 and BS 1016, in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989. Repair delamination and corrosion in accordance with the service bulletin using mechanical fasteners, as necessary. In skin panels where delamination is detected, accomplish the lap joint modification in accordance with the service bulletin. This subparagraph constitutes terminating action for paragraph F., above. \n\n\t\t2.\tAccomplishment of the preventative modification as described in Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1988, or Revision 3, dated November 2, 1989, constitutes terminating action for the requirements of paragraphs A., C., and F. as they apply to the skin at S-17. The repair requires using standard protruding head solid fasteners, and assuring that the tearstraps are functional one bay above and below S-17, by the use of mechanical fasteners where disbonding of the tearstraps has occurred, in accordance with the Structural Repair Manual. \n\n\tI.\tFor aircraft on which the procedures described in paragraph H.1., above, have been accomplished in accordance with Part IV, A.2., of Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Part II, B. of Boeing Service Bulletin 737-53A1039, Revision 5, dated May 25, 1989, within 15 months after accomplishment, or within 6 months after the effective date of this AD, whichever occurs later, perform an external visual inspection of the skin for corrosion and delamination at all lap joints in accordance with that service bulletin. If corrosion is found, prior to further flight, perform a low frequency eddy current inspection of the entire length of the affected panel to determine material loss. If cracks are found, prior to further flight, perform a high frequency eddy current inspection of the entire length of the affected skin panel in accordance with the service bulletin. Repair cracks, corrosion, and delamination, prior to further flight (except as permitted by paragraph G., above), in accordance with the service bulletin. Inspections are to continue at intervals not to exceed 15 months. \n\n\tJ.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tK.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAirworthiness Directive 88-22-11, Amendment 39-6059, superseded AD 87-21-08 (Amendment 39-5752) andTelegraphic AD T88-10-51 which was issued on May 4, 1988, and which superseded Telegraphic AD T88-09- 51 issued on April 29, 1988. \n\n\tThis AD revises AD 88-22-11, Amendment 39-6059. \n\tThis amendment (39-6432, AD 88-22-11 R1) becomes effective on January 31, 1990.
2022-07-07: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200CB, and -300 series airplanes. This AD was prompted by a report indicating the passenger service units (PSUs) and life vest panels became separated from their attachments during several survivable accident sequences. This AD requires installing lanyard assemblies on the PSUs, and, for certain airplanes, on the life vest panels and video panels as applicable. The FAA is issuing this AD to address the unsafe condition on these products.
98-15-13: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) 90, 100, 200, and 300 series airplanes (formerly known as Beech Aircraft Corporation 90, 100, 200, and 300 series airplanes). This AD requires: checking the airplane maintenance records from January 1, 1994, up to and including the effective date of this AD, for any MIL-H-6000B fuel hose replacements on the affected airplanes; inspecting any replaced rubber fuel hose for a spiral or diagonal external wrap with a red stripe the length of the hose with 94519 printed along the stripe; and replacing any MIL-H-6000B rubber fuel hose matching this description with an FAA-approved hose having a criss-cross or braided external wrap. This AD was prompted by a report of a product defect by the manufacturer that could cause fuel system blockage and engine stoppage. The actions specified by this AD are intended to prevent fuel flow interruption, which could lead to uncommanded loss of engine power and loss of control of the airplane.
98-15-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires modification of the detachable center inlet component of the air intake system of the engine. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fuel and/or oil that may be present in the nacelle from entering the air intake system of the engine, which could result in a possible engine fire.
91-22-08: 91-22-08 BOEING: Amendment 39-8068. Docket No. 91-NM-113-AD. Supersedes AD 74-21-01, Amendment 39-1982. \n\n\tApplicability: Model 727 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect cracking in the main landing gear (MLG) wheel well pressure floor, accomplish the following: \n\n\t(a)\tFor airplanes with line numbers 001 through 1102, except those modified in accordance with Boeing Alert Service Bulletin 727-53A0124, original release, dated May 3, 1974; Revision 1, dated September 27, 1974; or Revision 2, dated May 2, 1975: Prior to the compliance time specified in paragraph (a)(1) or (a)(2) of this AD, whichever occurs earlier, perform a detailed visual, high frequency eddy current (HFEC), or dye penetrant inspection for cracks in the pressure floor at body station (BS) 910, in accordance with Boeing Alert Service Bulletin 727-53A0124, Revision 3, dated November 30, 1989, or earlier FAA-approved revisions. \n\n\t\t(1)\tPrior to the accumulation of 15,000 landings or within 800 landings after November 2, 1974 (the effective date of AD 74-21-01, Amendment 39-1982), whichever occurs later; or \n\n\t\t(2)\tPrior to the accumulation of 12,000 landings or within 2,000 landings after the effective date of this AD, whichever occurs later. \n\n\t(b)\tFor airplanes with line numbers 001 through 1102, except those modified in accordance with Boeing Alert Service Bulletin 727-53A0124, original release, dated May 3, 1974; Revision 1, dated September 27, 1974; or Revision 2, dated May 2, 1975: Prior to the accumulation of 12,000 landings or within 2,000 landings after the effective date of this AD, whichever occurs later, perform a detailed visual, HFEC, or dye penetrant inspection for cracks in the pressure floor at BS 900 and BS 920, in accordance with Boeing Alert Service Bulletin 727-53A0124, Revision 3, dated November 30, 1989, or earlier FAA-approved revisions. \n\n\t(c)\tFor airplanes withline number 1103 and subsequent, and earlier airplanes that have been modified in accordance with Boeing Alert Service Bulletin 727-53A0124, original release, dated May 3, 1974; Revision 1, dated September 27, 1974; or Revision 2, dated May 2, 1975: Prior to the accumulation of 12,000 landings since manufacture or within the next 3,000 landings after the effective date of this AD, whichever occurs later, perform a detailed visual, HFEC, or dye penetrant inspection to detect cracks in the pressure floor at BS 910, and BS 920 between buttock line (BL) 00 and right BL 10, in accordance with Boeing Alert Service Bulletin 727-53A0124, Revision 3, dated November 30, 1989. \n\n\t(d)\tThe inspections required by paragraphs (a), (b), and (c) of this AD must be repeated in accordance with the following schedule: \n\n\t\t(1)\tRepeat the inspections required by paragraphs (a) or (b) of this AD at intervals not to exceed 2,000 landings. \n\n\t\t(2)\tRepeat the inspections required by paragraph (c) of this AD at intervals as follows: \n\n\t\t\t(i)\tIf the immediately preceding inspection was performed using a visual or dye penetrant inspection technique, the next inspection must be performed within 4,000 landings. \n\n\t\t\t(ii)\tIf the immediately preceding inspection was performed using an HFEC inspection technique, the next inspection must be performed within 5,000 landings. \n\n\t(e)\tIf cracks are detected that do not exceed the interim repair limits listed in Table V of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0124, Revision 3, dated November 30, 1989, prior to further flight, repair in accordance with the interim repair described in Part I of the Accomplishment Instructions, or the permanent repair described in Part II of the Accomplishment Instructions of that service bulletin, or repair in accordance with Boeing Drawing 65C36247, Revision New. The interim repair must be replaced, within 600 landings after accomplishment, with the permanent repair. \n\n\t(f)\tIf cracks are found that exceed the interim repair limits listed in Table V of the Accomplishments Instructions of Boeing Alert Service Bulletin 727-53A0124, Revision 3, dated November 30, 1989, prior to further flight, accomplish the permanent repair described in Part II of the Accomplishment Instructions of that service bulletin, or repair in accordance with Boeing Drawing 65C36247, Revision New. \n\n\t(g)\tBlind fasteners installed in accordance with Part II of Boeing Alert Service Bulletin 727- 53A0124, Revision 3, dated November 30, 1989, may be used as an interim repair only. The blind fasteners have a life limit of 10,000 landings before they must be replaced with solid fasteners in accordance with Part II of that service bulletin. The blind fasteners must be inspected for loose or missing fasteners after accumulating 3,000 landings since installation or within 1,000 landings after the effective date of this AD, whichever occurs later, and thereafter must be inspected at intervals not to exceed 2,500 landings until replaced. Blind fasteners installed prior to the effective date of this AD must be replaced prior to the accumulation of 10,000 landings since installation or within 3,000 landings after the effective date of this AD, whichever occurs later. \n\n\t(h)\tTerminating action for the repetitive inspection requirements of this AD is as follows: \n\n\t\t(1)\tIncorporation of the preventative modification described in Part III or Part IV, as applicable, of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0124, Revision 3, dated November 30, 1989, constitutes terminating action for the repetitive inspection requirement of paragraph (d) of this AD. \n\n\t\t(2)\tRepair or modification in accordance with Boeing Drawing 65C36247, Revision New, constitutes terminating action for the repetitive inspection requirement of paragraph (d) of this AD. \n\n\t\t(3)\tIncorporation of the permanent repairs in accordance with paragraph (e) or (f) of this ADconstitutes terminating action for the repetitive inspection requirement of paragraph (d) of this AD for the repaired area only. \n\n\t(i)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(j)\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(k)\tThe inspection requirements shall be done in accordance with Boeing Service Bulletin 727-53A0124, Revision 3, dated November 30, 1989. The repair requirements shall be done in accordance with Boeing Service Bulletin 727-53A0124, Revision 3, dated November 30, 1989; or in accordance with Boeing Drawing 65C36247, Revision New. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tAirworthiness Directive 91-22-08 supersedes AD 74-21-01, Amendment 39-1982. \n\n\tThis amendment (39-8068, AD 91-22-08) becomes effective on December 13, 1991.
2012-25-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by reports of escape slides failing to deploy from the forward and aft right-hand doors during scheduled maintenance slide deployments. This AD requires modifying the escape slide. Also, for certain airplanes, this AD requires modifying or replacing the Vespel piston. For certain other airplanes, this AD requires an additional modification of the escape slide. We are issuing this AD to prevent failure of an escape slide to deploy, which could result in the slide being unusable during an emergency evacuation and increased likelihood of injury to passengers or crewmembers due to the difficulty in evacuating the airplane.
2012-25-12: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200 and -300 series airplanes. This AD was prompted by a report of a prematurely fractured main landing gear (MLG) bogie beam. This AD requires replacing certain MLG bogie beams before reaching new reduced life limits. We are issuing this AD to prevent fracture of the MLG bogie beam, which, under high speed, could ultimately result in the airplane departing the runway, the bogie beam detaching from the airplane, or collapse of the MLG; and consequent structural damage to the airplane and injury to the occupants.
2006-24-01: The FAA is superseding an existing airworthiness directive (AD) that applies to certain Cessna Model 750 airplanes. The existing AD currently requires repetitive inspections for clearance and chafing of an auxiliary power unit (APU) fuel tube assembly in the tail cone area of the airplane, and corrective actions if necessary. For certain airplanes, the existing AD also requires replacing the APU fuel line. This new AD adds airplanes to the applicability and allows operators to modify the APU fuel line by installing new fuel lines, fairleads, and clamping configurations, which is an optional terminating action for the repetitive inspections. This AD results from reports of chafed APU fuel tubes leaking into the tail cone area due to interference between the fuel tube assembly and elevator flight control cables, hydraulic lines, and high-temperature bleed air couplings. We are issuing this AD to detect and correct this interference, which could result in chafing, fuel leaking into an area where ignition sources are present, and possible fire in an area without fire detection or extinguishing provisions. DATES: This AD becomes effective December 6, 2006. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of December 6, 2006. On May 10, 2005 (70 FR 21139, April 25, 2005), the Director of the Federal Register approved the incorporation by reference of Cessna Alert Service Letter ASL750-49-09, Revision 2, dated March 10, 2005; and Cessna Service Bulletin SB750-49-05, Revision 1, dated January 17, 2000. We must receive any comments on this AD by January 22, 2007.
78-21-04: 78-21-04 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-3319. Applies to Model SA 330 Puma helicopters, S/N 1504 and below, certificated in all categories, having yaw control bellcranks P/N 330A.77.4011.01 that have been modified in accordance with SNIAS Modification AMS 07.10.226 but not modified in accordance with AMS 07.11.890. Compliance is required as indicated, unless already accomplished. To prevent possible failure of the yaw control bellcrank, P/N 330A.77.4011.01, accomplish the following: (a) Within the next 25 hours time in service after the effective date of this AD, or prior to the accumulation of 1200 hours total time in service, whichever occurs later, inspect the tubular section of the yaw control bellcrank P/N 330A.77.4011.01, for cracks in accordance with Puma SA 330 Service Bulletin No. 05.50, dated March 22, 1977, or an FAA-approved equivalent. (b) If during any inspection required by this AD a cracked bellcrank is found,replace the bellcrank with a serviceable part of the same part number. (c) After the initial inspection required by paragraph (a) of this AD, continue to inspect all yaw control bellcranks, and all replacements that have accumulated 1200 or more hours total time in service, in accordance with paragraph (a) of this AD after the last flight of each day in which the helicopter is operated. (d) The repetitive inspections required by paragraph (c) of this AD may be discontinued upon the incorporation of a serviceable bellcrank, P/N 330A.77.4011.01, that has been modified in accordance with Puma SA 330 Service Bulletin No. 67.10, dated March 22, 1977, or an FAA-approved equivalent. NOTE: The modification covered in Service Bulletin No. 67.10 corresponds to Puma Modification AMS 07.11.890. This amendment becomes effective November 20, 1978.
76-07-06: 76-07-06 MCDONNELL DOUGLAS: Amendment 39-2567 is amended by Amendment 39-2717. Applies to DC-10-10, -10F, -30, -30F and -40 Series airplanes, certificated in all categories. \n\n\tTo assure automatic disarming in the event of inadvertent deployment of the spoilers during take-off, accomplish either (a) and (b), or (c) below: \n\n\t(a)\tWithin seven days after effective date of this AD, unless already accomplished, install an appropriate placard, as indicated below, in plain view of the pilots: \n\n\t\t(1)\tFor airplanes equipped with CF6-6D or CF6-6D1 engines: 'DO NOT ARM SPOILERS FOR TAKE-OFF IF OUTSIDE AIR TEMPERATURE IS BELOW -13 degrees C (FOR DERATED THRUST TAKE-OFF) OR BELOW -28 degrees C (FOR FULL THRUST TAKE-OFF).' \n\n\t\t(2)\tFor airplanes equipped with CF6-50A, CF6-50C or CF6-50H engines: 'DO NOT ARM SPOILERS FOR TAKE-OFF IF OUTSIDE AIR TEMPERATURE IS BELOW -25 degrees C (FOR DERATED THRUST TAKE-OFF) OR BELOW -31 degrees C (FOR FULL THRUST TAKE-OFF).' \n\n\t\t(3)\tFor airplanesequipped with JT9D-20 engines: "DO NOT ARM SPOILERS FOR TAKE-OFF IF OUTSIDE AIR TEMPERATURE IS BELOW +5 degrees C (FOR DERATED THRUST TAKE-OFF) OR BELOW -11 degrees C (FOR FULL THRUST TAKE-OFF).' \n\n\tAbove required placard may be removed when "(b)" below is accomplished. \n\n\t(b)\tWithin sixty days after the effective date of this AD, if autospoilers are not de-activated per (c) below, incorporate the following limitations in the appropriate FAA Approved Airplane Flight Manual (AFM), under the heading GROUND SPOILERS: \n\n\t\t(1)\tIn AFM Limitations Section, Report No. MDC-J1010: 'DO NOT ARM SPOILERS FOR TAKE-OFF IF OUTSIDE AIR TEMPERATURE IS BELOW -13 degrees C (FOR DERATED THRUST TAKE-OFF), OR BELOW -28 degrees C (FOR FULL THRUST TAKE-OFF).' \n\n\t\t(2)\tIn AFM Limitations Section, Report No. MDC-J1030 and MDC-J5830: 'DO NOT ARM SPOILERS FOR TAKE-OFF IF OUTSIDE AIR TEMPERATURE IS BELOW -25 degrees C (FOR DERATED THRUST TAKE-OFF) OR BELOW -31 degrees C (FOR FULL THRUST TAKE-OFF).'(3)\tIn AFM Limitations Section, Report No. MDC-J1040: 'DO NOT ARM SPOILERS FOR TAKE-OFF IF OUTSIDE AIR TEMPERATURE IS BELOW +5 degrees C (FOR DERATED THRUST TAKE-OFF) OR BELOW -11 degrees C (FOR FULL THRUST TAKE-OFF).' \n\n\t(c)\tWithin seven days after the effective date of this AD, deactivate and placard the auto-spoilers inoperative per McDonnell Douglas AOL 10-108 Rev. "C", or later FAA-approved revision. \n\n\t(d)\tThe limitations required by paragraphs (a) and (b) and the placard required by paragraph (c) may be removed and the auto-spoilers system may be reactivated after all ground spoiler knockdown cam assemblies on applicable airplanes in an operator's fleet have been replaced in accordance with McDonnell Douglas Service Bulletin 27-147 dated July 16, 1976 or later FAA approved revisions or production equivalents approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tEquivalent placards, modifications, or AFM pages may be approved by the Chief, AircraftEngineering Division, FAA Western Region. \n\n\tAmendment 39-2567 was effective April 10, 1976 for all persons except those to whom it was made effective by telegrams, dated March 16, 1976, which contained this amendment. \n\n\tThis amendment 39-2717 becomes effective September 30, 1976.
2012-25-06: We are superseding an existing airworthiness directive (AD) for certain Airbus Model A300 B4-2C, B4-103, and B4-203 airplanes; and Model A300 B4-601, B4-603, B4-620, B4-622, B4-605R, and B4-622R airplanes. That AD currently requires performing a one-time detailed visual inspection of the forward fitting at frame (FR) 40 on both sides of the airplane for cracks, and repair if necessary. This new AD requires repetitive detailed inspections of the forward fitting at FR 40 without nut removal, and a one-time eddy current or liquid penetrant inspection of the forward fitting at FR 40 with nut removal, and repair if necessary. This AD was prompted by reports that new cracks were found in the FR 40 forward fitting. We are issuing this AD to detect and correct cracking of the FR 40 forward fitting, which could result in a deterioration of the structural integrity of the frame.
98-14-15: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F27 Mark 100, 200, 300, 400, 500, 600, and 700 series airplanes, and Model F27 Mark 050 series airplanes, that requires revising the Airplane Flight Manual to modify the limitation that prohibits positioning the power levers below the flight idle stop during flight, and to provide a statement of the consequences of positioning the power levers below the flight idle stop during flight. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines in which the ground propeller beta range was used improperly during flight. The actions specified by this AD are intended to prevent loss of airplane controllability caused by the power levers being positioned below the flight idle stop while the airplane is in flight.
91-23-10: 91-23-10 BOEING: Amendment 39-8079. Docket No. 91-NM-109-AD. \n\n\tApplicability: Model 747-400 series airplanes, listed in Boeing Alert Service Bulletin 747-23A2241, Revision 3, dated September 5, 1991, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the occurrence of smoke and fire in the passenger cabin, accomplish the following: \n\n\t(a)\tWithin 12 months after the effective date of this AD, accomplish the following on the main and upper decks: \n\n\t\t(1)\tInspect the advanced cabin entertainment and service system (ACESS) wire bundle installation at the dado panel near each sidewall disconnect for chafing and wear in accordance with Boeing Alert Service Bulletin 747-23A2241, Revision 3, dated September 5, 1991. \n\n\t\t\t(i)\tIf chafing or wear is found, prior to further flight, repair or replace the ACESS cable and install teflon expandable sleeving in accordance with the service bulletin. \n\n\t\t\t(ii)\tIf no chafing or wear is found, install teflon expandable sleeving on the ACESS cable in accordance with the service bulletin. \n\n\t\t(2)\tInspect all advanced cabin entertainment and service system (ACESS) seat to seat cables for chafing and wear in accordance with Boeing Alert Service Bulletin 747- 23A2241, Revision 3, dated September 5, 1991. \n\n\t\t\t(i)\tIf chafing or wear is found, prior to further flight, repair or replace the ACESS cable, and ensure proper installation in accordance with the service bulletin. \n\n\t\t\t(ii)\tIf no chafing or wear is found, ensure proper cable installation in accordance with the service bulletin. \n\n\t\t(3)\tModify the ACESS wire bundle installation at the dado panel near each sidewall disconnect in accordance with Boeing Alert Service Bulletin 747-23A2241, Revision 3, dated September 5, 1991. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(d)\tThe inspections, repairs, and modifications shall be done in accordance with Boeing Alert Service Bulletin 747-23A2241, Revision 3, dated September 5, 1991, which contains the following list of effective pages: \n\t\n\n\nPage Number\nRevision Level\nDate\n1, 4-7, 10, 14-16, 24-26 \n\n3\nSeptember 5, 1991 \n2, 3, 8-9, 11-13, 17-23 \n2\nNovember 1, 1990 \n\n\n\tThis incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8079, AD 91-23-10) becomes effective on January 7, 1992.
47-02-01: 47-02-01 DOUGLAS: (Was Mandatory Note 9 of AD-762-7.) Applies to C-54 and DC-4 Aircraft. \n\n\tTo be accomplished at next engine change. \n\n\tReplace present low carbon steel bolts and brass nuts on exhaust collector rings with stainless steel bolts and nuts. This change is necessary in order to eliminate stretching of these bolts, corrosion, and other maintenance problems connected with the present type bolts used in the exhaust collector system. \n\n\t(Douglas Service Bulletin DC-4 No. 10 covers this same subject.)
89-17-01 R1: 89-17-01 R1 MCDONNELL DOUGLAS: Amendment 39-6285 as revised by Amendment 39-6521. Docket No. 89-NM-183-AD. \n\n\tApplicability: Model DC-8F-54, -55, DC-8-61F, -62F, -63F, -71F, -72F, and -73F series airplanes, as listed in McDonnell Douglas DC-8 Service Bulletins 52-71, dated September 12, 1969; 52-74, Revision 2, dated November 19, 1975; 52-75, dated August 9, 1974; 52-76, Revision 3, dated January 29, 1986; 52-80, dated March 23, 1977; certificated in any category. Also applies to Model DC-8-33 airplanes with STC Number SA3403WE incorporated, and Model DC-8-43 airplanes with STC Number SA3749WE incorporated, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent inadvertent opening of the main cargo door in flight, a condition which could result in loss of pressurization and control of the aircraft, accomplish the following: \n\n\tA.\tWithin 14 days after August 18, 1989 (the effective date of Amendment 39-6285), ensure that the main cargo door is closed, latched, and locked prior to takeoff following each operation of the door, in accordance with the procedures specified below. The procedures required by this paragraph must be accomplished by qualified and trained personnel, and the training program must be approved by the FAA Principal Maintenance Inspector (PMI). The method for documentation of compliance must also be approved by the FAA PMI. \n\n\t\t1.\tFrom the outside of the airplane perform a visual check of the exterior manual latch controls, to ensure that the latch actuating shaft and the lock pin handle are in the LOCK position; or \n\n\t\t2.\tPerform a visual check of the latches and lock pins, located on the inside of the main cargo door, to ensure that the latches are in the closed position and the lock pins are in the locked position. \n\n\t\t3.\tPrior to taxi, communicate to the flight crew that the main cargo door has been closed, latched, locked, and checked. \n\n\tB.\tUnless the modifications described in paragraph F. of this AD have previously been accomplished, within the next 30 days after August 18, 1989 (the effective date of Amendment 39-6285), and thereafter at intervals not to exceed 45 days, conduct a main cargo door-open indicating system functional check in accordance with McDonnell Douglas All Operator's Letter (AOL) 8-669, dated April 19, 1974, paragraph 1. If the main cargo door-open indicating system functional check is not successfully accomplished, repair the main cargo door-open indicating system prior to further flight, in accordance with AOL 8-669. \n\n\tC.\tFor airplanes with a hydraulic cargo door latch system, accomplish the following: \n\n\t\t1.\tWithin 30 days after August 18, 1989 (the effective date of Amendment 39-6285), and thereafter at intervals not to exceed 45 days, inspect and modify the main cargo door control panel access door plate and "T" handle stowage clip in accordance with McDonnell Douglas AOL 8-669, dated April 19, 1974, paragraph 2. In addition, inspect the control panel access door to ensure the door can be secured in the down and locked position. If the control panel access door can not be secured in the down and locked position, repair prior to further flight. \n\n\t\t2.\tUnless previously accomplished in accordance with paragraph (2) of AD 75-03-02, Amendment 39-2075, within 30 days after August 18, 1989 (the effective date of Amendment 39-6285), verify that the main cargo door hydraulic control valve shaft operates freely, without binding, between the operate neutral and neutral lock positions. This shall be accomplished by opening the main cargo door hydraulic control valve control panel access door; raising the "T" handle Douglas P/N 4777888-1, and pulling the "T" handle vertically upward to its maximum travel (operate neutral position). When the vertical force on the "T" handle is relieved, the main cargo door hydraulic control valve shaft should return to the neutral lock (down) position without binding. Replace the main cargo door hydraulic control valve, Douglas P/N 5777869-5001 or 5919985-5001, prior to further flight, if the valve shaft does not return freely to the neutral lock position. \n\n\tD.\tWithin 30 days after August 18, 1989 (the effective date of Amendment 39-6285), inspect the main cargo door exterior lock pin handle and latch actuating shaft markings in accordance with McDonnell Douglas AOL 8-669, dated April 19, 1974, paragraph 7, and with one of the following McDonnell Douglas Drawings: 7718621-59 and -61, Revision "AV"; or 5633828, Revision "E"; or 5633939, Revision "C"; or 5804421, Revision "A/H". If the exterior markings are not correct, mark in accordance with any of the above McDonnell Douglas drawings prior to further flight. \n\n\tE.\tExcept for airplanes with an independent or self-supporting main cargo door hydraulic system, within one year after the effective date of this amendment install a main cargo door hydraulic isolation valve in accordance withMcDonnell Douglas Service Bulletin 52-74, Revision 2, dated November 19, 1975. \n\n\tF.\tWithin one year after the effective date of this amendment install a new main cargo door-open indicating circuit, revise the existing main cargo door-open indicating circuit, and install a main cargo door-open indicating system test circuit, in accordance with McDonnell Douglas Service Bulletin 52-76, Revision 3, dated January 29, 1986. Compliance with the requirements of paragraph B., above, may be terminated upon the accomplishment of the requirements of this paragraph. \n\n\tG.\tWithin the next 18 months after the effective date of this amendment, accomplish the following: \n\n\t\t1.\tInstall a main cargo door lock mechanism view window in accordance with McDonnell Douglas Service Bulletin 52-75, dated August 9, 1974; and \n\n\t\t2.\tInstall a main cargo door vent system in accordance with McDonnell Douglas Service Bulletin 52-80, dated March 23, 1977; and \n\n\t\t3.\tModify the main cargo door latch operating mechanism in accordance with McDonnell Douglas Service Bulletins 52-71 dated September 12, 1969; and \n\n\t\t4.\tInstall a main cargo door hinge pin retainer on each end of the hinge, in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, that will retain the hinge pin in the event of a structural failure of the pin; and \n\n\t\t5.\tInstall a vent door-open indicating system, in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, that will signal the appropriate flight crew member when the main cargo door vent door is not fully closed and latched. \n\n\tH.\tCompliance with the requirements of paragraphs E., F., G.1., G.2., G.3., and G.5., constitute terminating action for the initial and repetitive inspections required by paragraphs A., B., and C.1. of this AD. \n\n\tI.\tThe checks and modifications specified in paragraphs A. through G. of this AD are not required on airplanes which have the main cargo door deactivated and secured in the closed and locked position, in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, until that door is reactivated. \n\n\tJ.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tK.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California, Attention: Business Unit Manger, Technical Publications, C1-HCW (54-60). This information may be examined at FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tAirworthiness Directive 89-17-01 superseded AD 75-03-02 (Amendment 39-2075) and AD 84-23-02 (Amendment 39-4953). \n\n\tThis AD revises AD 89-17-01, amendment 39-6285. \n\n\tThis amendment (39-6521, AD 89-17-01 R1) becomes effective on April 13, 1990.
98-14-09: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-100, -200, and -200C series airplanes. This action requires repetitive inspections to detect fatigue cracking and certain discrepancies of the forward engine mount support (FEMS) fitting and its attachments, and repair, if necessary. This amendment is prompted by reports of fatigue cracks on the lower flange of the FEMS fitting, broken bolts and bolts with loose or detached nuts on the upper inboard attachment of the FEMS fitting, and cracked or severed lugs at the outboard support link attachment of the FEMS fitting. The actions specified in this AD are intended to detect and correct fatigue cracking and certain discrepancies of the FEMS fitting and its attachments, which could result in an in-flight separation of an engine.
2022-06-14: The FAA is superseding Airworthiness Directive (AD) 2017-12- 08, which applied to all BAE Systems (Operations) Limited Model BAe 146-100A, -200A, and -300A airplanes; and Model Avro 146-RJ70A, 146- RJ85A, and 146-RJ100A airplanes. AD 2017-12-08 required revising the maintenance or inspection program, as applicable, to incorporate new or revised structural inspection requirements. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2012-25-02: We are superseding an existing airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. That AD currently requires revising the airworthiness limitations section (AWL) of the Instructions for Continued Airworthiness (ICA) of the Canadair Regional Jet Maintenance Requirements Manual (MRM) by incorporating new procedures for repetitive detailed and special detailed inspections for cracking of the aft pressure bulkhead. This new AD requires revising the maintenance program to incorporate a revised task specified in a certain temporary revision, which requires an improved non-destructive inspection procedure; and adds airplanes to the applicability. This AD was prompted by multiple reports of cracks on the forward face of the rear pressure bulkhead (RPB) web. We are issuing this AD to detect and correct cracking in the RPB, which could result in reduced structural integrity and rapid decompression of the airplane.
98-14-03: This amendment adopts a new airworthiness directive (AD) that applies to certain AlliedSignal Inc. (AlliedSignal) KT 76A ATC transponders that are installed on aircraft. This AD requires incorporating a modification on the affected transponders that consists of replacing two resistor network modules with glass-coated modules. This AD is the result of reports of these ATC transponders transmitting misleading encoding altimeter information to ground-based ATC radar sites and nearby Traffic Alert and Collision Avoidance System (TCAS)-equipped aircraft. The actions specified by this AD are intended to prevent the transmission of misleading encoding altimeter information between affected aircraft caused by the inability of these ATC transponders to coordinate with ground-based ATC radar sites and nearby TCAS-equipped aircraft.
89-23-17: 89-23-17 BOEING: Amendment 39-6385. Docket No. 89-NM-10-AD. \n\n\tApplicability: All Model 727 series airplanes certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect cracking in the Number 1 or 3 engine aft mount support fitting, accomplish the following: \n\n\tA.\tConduct a detailed visual inspection for cracks of the Number 1 and Number 3 engine aft mount support fittings, in accordance with Section III.D and Figure 1 of Boeing Service Bulletin 727-54-0017, dated December 22, 1988, in accordance with the following schedule: \n\n\t\t1.\tFor airplanes with engine aft mount support fittings made of 7079-T6 material: within the next 1,000 flight cycles or 1 year, after the effective date of this AD, whichever occurs first, unless previously accomplished within the last 2,000 flight cycles. \n\n\t\tNOTE: 7079-T6 material is used in the aft support fitting on the Number 1 engine strut on airplanes line numbers 001 through 883,and the Number 3 engine strut on airplanes line numbers 001 through 880. \n\n\t\t2.\tFor airplanes with engine aft support fittings made of 7075-T73 material: prior to the accumulation of 40,000 flight cycles, or within the next 1,000 flight cycles after the effective date of this AD, whichever occurs later, unless previously accomplished within the last 2,000 flight cycles. \n\n\tNOTE: 7075-T73 material is used in the aft support fitting on the Number 1 engine strut on airplanes line number 884 and all later airplanes, and the Number 3 engine strut on airplanes line number 881 and all later airplanes. \n\n\tB.\tFor the initial inspection required in paragraph A., above, as an option to the detailed visual inspection, perform an eddy current inspection of the support fittings outboard of the body skins, and a detailed visual inspection of the support fittings inboard of the body skins, in accordance with Section III.A and Figure 1 of Boeing Service Bulletin 727-54-0017, dated December 22,1988. \n\n\tC.\tRepeat the detailed visual inspection required in paragraph A., above, at intervals not to exceed 3,000 flight cycles. \n\n\tD.\tIf cracked fittings are found as a result of the inspections required by this AD, prior to further flight, accomplish one of the following: \n\n\t\t1.\tRepair in accordance with Boeing Repair Drawings 65C34829, 65C34830, 65C34993, 65C34581, 65C35114, or 65C34998; or \n\n\t\t2.\tRepair in accordance with a procedure approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region; or\n \n\t\t3.\tReplace the cracked fittings. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, SeattleAircraft Certification Office. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6385, AD 89-23-17) becomes effective on December 11, 1989.
93-19-05: 93-19-05 BOEING: Amendment 39-8703. Docket 92-NM-179-AD. Supersedes AD 89-26-04, Amendment 39-6423.\n \n\tApplicability: Model 767 series airplanes, line positions 001 through 402, inclusive; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tNOTE 1: Paragraph (a) of this AD restates the requirements of paragraph B. of AD 89-26-04. As allowed by the phrase, "unless accomplished previously," if the requirements of paragraph B. of AD 89-26-04 have been accomplished previously, paragraph (a) of this AD does not require that they be repeated. \n\n\tTo prevent uncommanded deployment of the slats and to ensure trailing edge flap shutdown protection and trailing edge flap alternate mode availability, accomplish the following: \n\n\t(a)\tWithin the next 25 days after December 27, 1989 (the effective date of AD 89- 26-04, amendment 39-6423), conduct a functional check of the leading edge slat long term shutoff control and the leadingedge inboard and outboard slat drive mechanical rigging in accordance with Boeing Alert Service Bulletin 767-27A0094, dated September 28, 1989. \n\n\t(b)\tWithin the next 25 days after December 27, 1989, conduct a functional check of the leading edge slat shutoff valve and the trailing edge flap drive bypass valve in accordance with Boeing Alert Service Bulletin 767-27A0094, dated September 28, 1989; or Revision 4, dated October 22, 1992. Repeat this functional check thereafter at intervals not to exceed 400 landings until the functional check required by paragraph (c) of this AD is accomplished. \n\n\tNOTE 2: Accomplishment of the functional check prior to the effective date of this AD in accordance with any revision of Boeing Alert Service Bulletin 767-27A0094 prior to Revision 4, dated October 22, 1992, is considered acceptable for purposes of compliance with this paragraph. \n\n\t(c)\tWithin 4,000 hours time-in-service after the last functional check performed in accordance with paragraph (b) of this AD, conduct a functional check of the leading edge slat shutoff valve and the trailing edge flap drive bypass valve in accordance with Boeing Alert Service Bulletin 767-27A0094, Revision 4, dated October 22, 1992. Accomplishment of this functional check terminates the repetitive functional check requirements of paragraph (b) of this AD. Repeat this functional check thereafter at intervals not to exceed 4,000 hours time-in- service. \n\n\t(d)\tWithin 4,000 flight hours after the effective date of this AD, conduct a functional check of the leading edge slat long term shutoff control and the leading edge inboard and outboard slat drive mechanical rigging, in accordance with Boeing Alert Service Bulletin 767-27A0094, Revision 4, dated October 22, 1992. Repeat this functional check thereafter at intervals not to exceed 4,000 hours time-in-service. \n\n\t(e)\tIf any failed parts are detected by the functional checks required by paragraphs (a), (b), (c), or (d) of this AD, prior to further flight, replace the failed part in accordance with the Boeing 767 Maintenance Manual. \n\n\t(f)\tWithin 12,000 flight hours after the effective date of this AD, accomplish the requirements of paragraphs (f)(1) and (f)(2) of this AD. Accomplishment of these requirements constitutes terminating action for the repetitive functional checks required by paragraphs (b), (c), and (d) of this AD. \n\n\t\t(1)\tInstall a pressure switch and replace the rotary variable differential transformer (RVDT) and the flap/slat electronic unit (FSEU) in accordance with Boeing Service Bulletin 767-27-0108, Revision 1, October 1, 1992. \n\n\t\t(2)\tReplace the bypass valve motor (trailing edge flaps, control valve module) in accordance with Boeing Service Bulletin 767-27-0096, dated April 23, 1992. \n\n\t(g)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(h)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(i)\tThe functional checks shall be done in accordance with Boeing Alert Service Bulletin 767-27A0094, dated September 28, 1989; and Boeing Alert Service Bulletin 767- 27A0094, Revision 4, dated October 22, 1992. The modifications shall be done in accordance with Boeing Service Bulletin 767-27-0108, Revision 1, October 1, 1992; and Boeing Service Bulletin 767-27-0096, dated April 23, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the Federal Aviation Administration (FAA), Transport Airplane Directorate, Rules Docket, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(j)\tThis amendment becomes effective on November 24, 1993.
2022-08-03: The FAA is adopting a new airworthiness directive (AD) for certain Textron Aviation Inc. (type certificate previously held by Cessna Aircraft Company) (Textron) Model 120 and 140 airplanes and all Model 140A airplanes. This AD was prompted by reports of seat belt center bracket failures from overstress. This AD requires determining if the seat belt center bracket is made of steel and replacing any non- steel brackets. The FAA is issuing this AD to address the unsafe condition on these products.
92-16-01: 92-16-01 BOEING: Amendment 39-8310. Docket No. 92-NM-11-AD.\n\n\tApplicability: Model 737-400 and 737-500 series airplanes; as listed in Boeing Alert Service Bulletin 737-53A1152, Revision 1, dated October 24, 1991; certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent floor panels with seats attached from breaking away from floor structure during a 9g forward load event, accomplish the following:\n\n\t(a)\tWithin 24 months after the effective date of this AD, inspect the side-of-body floor panels forward of Body Station 887 to determine if the panels were manufactured by Hexcel and the date of their manufacture; in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 737-53A1152, Revision 1, dated October 24, 1991.\n\n\t\t(1)\tIf the floor panels were not manufactured by Hexcel; or if the floor panels were manufactured by Hexcel on or after January 7, 1991; no further action is necessary.\n\n\t\t(2)\tIf the floor panels were manufactured by Hexcel before January 7, 1991, prior to further flight, either replace the floor panels or repair all one-piece inserts in the panels, in accordance with the service bulletin.\n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO.\n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO.\n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished.\n\n\t(d)\tThe inspection, repair, andreplacement shall be done in accordance with Boeing Alert Service Bulletin 737-53A1152, Revision 1, dated October 24, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(e)\tThis amendment becomes effective on September 8, 1992.
98-13-39: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter France Model AS 332C, L, and L1 helicopters that requires initial and repetitive inspections of the tail rotor shaft flapping hinge retainers (retainers) for cracks. This amendment is prompted by a report of high vibrations occurring on a helicopter while in service due to a cracked retainer. The actions specified by this AD are intended to detect cracks on the retainers that could lead to high tail rotor vibrations, loss of tail rotor control, and subsequent loss of control of the helicopter.