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85-22-12: 85-22-12 BOEING: Amendment 39-5167. Applies to all Model 747 series airplanes, through Line Number 622, certificated in any category. To prevent a condition that would lead to depressurization of the airplane, accomplish the following, unless already accomplished after August 29, 1985: \n\n\tA.\tWithin 30 days after the effective date of this AD, perform a one-time visual inspection of the aft side of the aft pressure bulkhead for evidence of repairs or damage. Damage is defined in the Structural Repair Manual. \n\n\tB.\tReport a complete description of the findings (sketches, photos, or drawings, as necessary) of the inspections required by paragraph A., above, within 30 days after the effective date of this AD to either: \n\n\t\t1.\tThe Boeing Commercial Airplane Company, ATTN: Director, 747 Customer Support Engineering, P.O. Box 3707, Seattle, Washington 98124-2207; or \n\n\t\t2.\tBoeing Support Engineering through the Boeing Field Service Representative. \n\n\tC.\tIf any cracking or punctures are found in the aft pressure bulkhead, repair prior to further flight in accordance with the Structural Repair Manual; Boeing Designated Engineering Representative (DER)-approved data; or data approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tRepair all other discrepancies or improper repairs in accordance with the Structural Repair Manual; Boeing DER-approved data; or data approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. Repairs must be performed in accordance with a schedule approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\tUpon the request of an operator, an FAA Principal Maintenance Inspector, subject to prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the inspection times in this AD to permit compliance at an established inspection period of that operator, if the request contains substantiating data to justify the change for that operator. \n\n\tF.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tG.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this proposal who have not already received information on inspection procedures from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective November 19, 1985.
2014-17-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-400ER series airplanes. This AD was prompted by reports of turbine wheel bursts in the air driven pump (ADP) turbine gearbox assembly (TGA), which resulted in the release of high energy fragments. This AD requires replacing the existing ADP TGA with an improved ADP TGA. We are issuing this AD to prevent fragments from an uncontained turbine wheel burst penetrating the fuselage and striking passengers, or penetrating the wing-to-body fairing and striking ground handling or maintenance personnel, causing serious injury.
2000-03-03: This amendment adopts a new airworthiness directive (AD), that requires revisions to the Engine Maintenance Program specified in the manufacturer's Instructions for Continued Airworthiness (ICA) for General Electric Company (GE) CF34 series turbofan engines to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This AD also requires that an air carrier's approved continuous airworthiness maintenance program incorporate these inspection procedures. This amendment is prompted by a Federal Aviation Administration (FAA) study of in-service events involving uncontained failures of critical rotating engine parts that indicated the need for improved inspections. The improved inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
89-14-06: 89-14-06 BOEING: Amendment 39-6252. \n\tApplicability: Model 757 and 767 series airplanes, identified in Boeing Alert Service Bulletins 757-28A0018 and 767-28A0020, both dated September 15, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent freezing of motor-driven fuel valve actuators caused by moisture ingress around corroded mating joint seals, accomplish the following: \n\n\tA.\tFor Model 757 series airplanes: Within the next 60 days after the effective date of this AD, visually inspect the left and right engine fuel shutoff valve actuators, engine fuel crossfeed valve actuator, and Auxiliary Power Unit (APU) fuel shutoff valve actuator for aluminum oxide corrosion residue on actuator screw heads and joining surfaces of the actuator body, in accordance with Boeing Alert Service Bulletin 757-28A0018, dated September 15, 1988. Any corroded actuator found must be replaced, prior to further flight, with a serviceable part; or as an alternative, a corroded actuator may be exchanged with a non-corroded actuator from a defuel valve position. \n\n\tB.\tFor Model 767 series airplanes: Within the next 60 days after the effective date of this AD, visually inspect the left and right engine fuel shutoff valve actuators, engine fuel crossfeed valve actuator, Auxiliary Power Unit (APU) fuel shutoff valve actuator, and APU fuel isolation valve actuator for aluminum oxide corrosion residue on actuator screw heads and joining surfaces of the actuator body, in accordance with Boeing Alert Service Bulletin 767- 28A0020 dated September 15, 1988. Any corroded actuator found must be replaced, prior to further flight, with a serviceable part; or as an alternative, a corroded actuator may be exchanged with a non-corroded actuator from a defuel valve position. \n\n\tC.\tWithin one year after the effective date of this AD, replace all fuel valve actuators with modified valve actuators, in accordance with Boeing Alert Service Bulletin 757-28A0018 dated September 15, 1988, for Model 757 series airplanes, and Boeing Alert Service Bulletin 767-28A0020 dated September 15, 1988, for Model 767 series airplanes. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, 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\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial 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\tThis amendment (39-6252, AD 89-14-06) becomes effective on August 2, 1989.
2022-18-10: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-2A12 airplanes. This AD was prompted by a determination that the baggage bay line fire extinguishing tube assembly might not have been installed with the correct torque. This AD requires re-torqueing the baggage bay line fire extinguishing tube assembly to the correct torque values, and applying corrosion inhibiting compound on the discharge tubes. The FAA is issuing this AD to address the unsafe condition on these products.
2010-11-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2010-11-51, which was sent previously to all known U.S. owners and operators of the specified Eurocopter model helicopters by individual letters. This AD requires visually inspecting the tail gearbox (TGB) control lever for a crack. If a crack is found, this AD also requires replacing the cracked TGB control lever with an airworthy TGB control lever. Optional terminating actions for the inspection requirements of this AD can be done by either replacing a TGB control lever with an airworthy TGB control lever that is marked with an "X'' near the part number or stripping the rework area and dye-penetrant inspecting that area for a crack, and if no crack is found, reworking and marking the TGB control lever. If a crack is found, removing and replacing the cracked TGB control lever with an airworthy TGB control lever is required. This AD is prompted by several reports of cracking ina TGB control lever. The actions specified by this AD are intended to prevent failure of the TGB control lever, loss of tail rotor control, and subsequent loss of control of the helicopter.
89-01-02: 89-01-02 GENERAL ELECTRIC: Amendment 39-6082. Applicability: General Electric (GE) CF6-50 series turbofan engines. Compliance: Required as indicated, unless already accomplished. To prevent failure of high pressure turbine (HPT) stage 2 disks, Part Numbers (P/N) 9045M35P15, 9045M35P17, and 9045M35P18, Serial Numbers MTU00001 through MTU00973 inclusive, except the following serial numbers (listed in alphanumeric order): MTU00541, MTU00562, MTU00563, MTU00634, MTU00646, MTU00652, MTU00654, MTU00668, MTU00671, MTU00672, MTU00675, MTU00756, MTU00777, MTU00778, MTU00782, MTU00783, MTU00808, MTU00820, MTU00827, MTU00829, MTU00846, MTU00847, MTU00849, MTU00857, MTU00875, MTU00877, MTU00881, MTU00884, MTU00885, MTU00887, MTU00888, MTU00893, MTU00896, MTU00899, MTU00905, MTU00906, MTU00908, MTU00909, MTU00910, MTU00911, MTU00912, MTU00914, MTU00916, MTU00917, MTU00918, MTU00919, MTU00920, MTU00921, MTU00933, MTU00935, MTU00953, MTU00959, MTU00960, MTU00961, accomplish either (a) or (b) below: (a) Rework the forward embossment in accordance with GE Service Bulletin (SB) 72-947, dated August 17, 1988, at the next HPT module exposure, not to exceed 3,800 cycles since last installation in an engine. However, for disks which have accumulated 3,500 or more cycles since last installation in an engine on the effective date of this AD, comply with the provisions of this paragraph at the next HPT module exposure, or within the next 300 cycles from the effective date of this AD, whichever occurs first. (b) (1) Perform double fluorescent penetrant inspection (FPI) in accordance with GE SB 72-947, dated August 17, 1988, at the next HPT module exposure, not to exceed 3,800 cycles since last installation in an engine. However, for disks which have accumulated 3,500 or more cycles since last installation in an engine on the effective date of this AD, comply with the provisions of this paragraph at the next HPT module exposure, or within the next 300 cycles from the effective date of this AD, whichever occurs first. (2) Rework the forward embossment in accordance with the above noted SB, at or prior to accumulating 2,500 cycles since passing the double FPI noted in this paragraph. NOTE: HPT module exposure is defined as any removal of the HPT rotor and HPT stage 2 nozzle assembly from the engine core (high pressure compressor and compressor rear frame). (c) In complying with either paragraph (a) or (b) above, do not exceed already published life limits. (d) Disks found cracked while complying with either paragraph (a) or (b) above, are not eligible for either rework, or reinstallation or operation in an engine. (e) Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803.(f) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD may be accomplished. (g) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, may adjust the compliance schedules specified in this AD. GE SB 72-947, dated August 17, 1988, identified and described in this document is 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 the engine manufacturer's SB may obtain copies upon request to General Electric Company, Technical Publications Department, 1 Neumann Way, Cincinnati, Ohio 45215. This document also may be examined in the Office of the Assistant Chief Counsel, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket No. 88-ANE-31, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment (39-6082, AD 89-01-02) becomes effective on December 29, 1988.
2000-03-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-100 and -200 series airplanes, that requires repetitive inspections of the upper and lower chords of the wing front spar for cracks, and corrective action, if necessary. For airplanes on which no cracking is detected, this AD also provides an optional terminating action in lieu of repetitive inspections. This amendment is prompted by reports of cracks in the upper chord of the wing front spar. The actions specified by this AD are intended to detect and correct fatigue cracking of the upper and lower chords of the wing front spar, which could result in reduced structural capability and possible fuel leakage onto an engine and a resultant fire.
75-20-09: 75-20-09 BOEING: Amendment 39-2375 as amended by Amendment 39-2445. Applies to Boeing Model 727 series airplanes, certificated in all categories, listed in Boeing Service Bulletin No. 727-57-137, Revision 2, or later FAA approved revisions. Compliance required as indicated. \n\tTo prevent wing vibration from loose blind rivets in the outboard aileron tab mast fittings, accomplish the following: \n\tA.\tWithin the next 200 flight hours from April 21, 1975, unless AD 75-08-10 has previously been accomplished, inspect all outboard aileron tab mast fittings for looseness, and repair, as necessary, in accordance with Boeing Alert Service Bulletin No. 727-57-137, Revision 2, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Within 15 days from the time of the inspection of each airplane, report all findings, positive or negative, to the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108, or call the FAA project engineer at (206) 767-2516. The report must include the following:\n \n\t\ta.\tAirplane model number. \n\t\tb.\tAirplane total time. \n\t\tc.\tDescription of looseness condition, if applicable, including number and type of fasteners loose and number of fittings per tab with loose fasteners. \n\n\t(Reporting approved by the Bureau of the Budget under BOB No. 04R0174). \n\n\tB.\tWithin the next 2500 flight hours or 325 days from November 5, 1975, whichever occurs first, inspect the attaching blind rivets of the outboard aileron tab mast fittings for looseness. Repair, as necessary, in accordance with Boeing Alert Service Bulletin 727-57-137, Revision 1, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tC.\tAs terminating action to this AD, prior to July 1, 1977, unless already accomplished, replace all blind rivets with bolts and nutplates inaccordance with Boeing Alert Service Bulletin 727-57-137, Revision 1, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \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 also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-2375 became effective November 5, 1975. \n\tThis amendment 39-2445 supersedes AD 75-08-10. \n\tThis amendment 39-2445 becomes effective December 12, 1975.
2014-17-09: We are adopting a new airworthiness directive (AD) for all Harry E. Williams de Havilland Model DH 82A airplanes, all Cliff Robertson de Havilland Model DH 82A airplanes, and all de Havilland Model DH 83 airplanes. This AD requires inspecting the aircraft maintenance records and/or the installed lateral fuselage tie rods and [[Page 52178]] attaching nuts to determine the origin of manufacture. This AD also requires immediately replacing lateral fuselage tie rods and attaching nuts produced by a specific manufacturer. This AD was prompted by reports of structural failure of the attachment of the wing to the fuselage that resulted from failed lateral fuselage tie rods. We are issuing this AD to correct the unsafe condition on these products.