Aircraft-logs.com

Results
88-24-11 R1: 88-24-11 R1 MCDONNELL DOUGLAS: Amendment 39-6065 as revised by Amendment 39-6261. \n\n\tApplicability: McDonnell Douglas Model DC-10-10, -30, -40, and KC-10A (Military) series airplanes equipped with Jepson-Burns Corporation seat Model FBC-2000UHDE-(), certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo assure proper operation of the passenger emergency oxygen system, accomplish the following: \n\n\tA.\tFor model DC-10-10 and -30 series airplanes, within 90 days after December 22, 1988 (the effective date of Amendment 39-6065), accomplish the following: \n\n\t\t1.\tRemove and inspect all 3-man oxygen generators, Scott Aviation Part Number 801386-06, within the Passenger Service Unit (PSU) of the seat. Replace, prior to further flight, any generator showing evidence of food tray latch and cotter pin contact and wear on the canister. \n\n\t\t2.\tRemove existing brackets and install new bracket assemblies, Jepson-Burns Part Number 42703001, in accordance with the Implementation Instructions of Jepson-Burns Service Bulletin Number 25-20-618, dated June 10, 1987. \n\n\tB.\tFor Model DC-10-40 and KC-10A (Military) series airplanes, within 90 days after the effective date of this amendment, accomplish the following: \n\n\t\t1.\tRemove and inspect all 3-man oxygen generators, Scott Aviation Part Number 801386-06, within the Passenger Service Unit (PSU) of the seat. Replace, prior to further flight, any generator showing evidence of food tray latch and cotter pin contact and wear on the canister. \n\n\t\t2.\tRemove existing brackets and install new bracket assemblies, Jepson-Burns Part Number 42703001, in accordance with the Implementation Instructions of Jepson-Burns Service Bulletin Number 25-20-618, dated June 10, 1987. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office,FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons effected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Jepson-Burns Corporation, 1455 Fairchild Road, Winston-Salem, North Carolina 27105-4588. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis AD revised Amendment 39-6065, AD 88-24-11, which became effectiveon December 22, 1988. \n\n\tThis amendment (39-6261, AD 88-24-11 R1) becomes effective on August 14, 1989.
76-04-04: 76-04-04 MCDONNELL DOUGLAS: Amendment 39-2522 as amended by Amendment 39-2600. Applies to all Model DC-8 Series airplanes except -62, -62F, -63, and -63F, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo prevent possible fatigue failure of the wing front spar lower cap, P/N 5597838-1 or -2, accomplish the following: \n\n\t(a)\tFor those airplanes which have had the original 17 interference fit fasteners replaced that attach the #1 and #4 pylon cant bulkhead shear clips to the wing lower spar cap forward flange, comply with Paragraph (c) within the next 1600 hours time in service after the effective date of this AD or before the accumulation of 30,000 hours total time in service, whichever occurs later, unless accomplished within the last 2600 hours time in service, and thereafter at intervals not to exceed 4200 hours time in service. \n\n\t(b)\tFor those airplanes which have not had the original 17 interference fit fasteners replaced that attach the #1 and#4 pylon cant bulkhead shear clips to the wing lower spar cap forward flange, comply with Paragraph (c) within the next 3200 hours time in service after the effective date of this AD or before the accumulation of 30,000 hours total time in service, whichever occurs later, unless accomplished within the last 1000 hours time in service, and thereafter at intervals not to exceed 4200 hours time in service. \n\n\t(c)\tInspect the wing front spar lower cap, P/N 5597838-1 or -2, for cracks in accordance with the instructions in McDonnell Douglas DC-8 Alert Service Bulletin A57-82, Revision 1 dated February 6, 1976, or later FAA-approved revisions, or in accordance with an inspection method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tIf cracks are found which are limited to the lower forward horizontal tang and have not progressed aft into the lower aft tang or vertical leg of the cap, repair before further flight in accordance with DC-8 Service Bulletin57-82 dated March 17, 1976, or later FAA-approved revisions, or DC-8 Service Rework Drawing 5802723, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. If cracks are found which exceed the above limits, repair before further flight in accordance with DC-8 Service Rework Drawing 5802712, Revision "B" or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(e)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for the operator. \n\n\t(f)\tThe repetitive inspections required by Paragraphs (a) or (b) may be discontinued for those airplanes which have incorporated the preventative rework, involving stress coining of the fasteners holes and installation of interference fit fasteners in accordance with either Service Rework Drawing 5802712, Revision "B", or Service Rework Drawing 5802723, or McDonnell Douglas DC-8 Service Bulletin 57-82, dated March 17, 1976, or later FAA-approved revisions, or in accordance with an equivalent rework method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tAmendment 39-2522 became effective February 25, 1976. \n\n\tThis amendment 39-2600 becomes effective May 13, 1976.
93-07-14: 93-07-14 MCDONNELL DOUGLAS: Amendment 39-8546. Docket 92-NM-171-AD. \n\n\tApplicability: Model DC-9-33F, -34, -34F, -41, and -51 series airplanes, and C-9 (military) airplanes; as listed in McDonnell Douglas DC-9 Service Bulletin 32-228, Revision 1, dated October 6, 1989; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent main landing gear wheel assembly separation during wheel rotation, accomplish the following: \n\n\t(a)\tWithin 2,000 landings or 18 months after the effective date of this AD, whichever occurs first: Conduct a one-time inspection of the main landing gear (MLG) wheel spacer retainer assemblies for correct hardness of the wheel spacer retainer assemblies and proper installation of the anti-rotation pin, in accordance with McDonnell Douglas DC-9 Service Bulletin 32-228, Revision 1, dated October 6, 1989. \n\n\t\t(1)\tIf hardness of the wheel spacer retainer assembly is within limits specified in the service bulletin, and the anti-rotation pin is properly installed, as described in the service bulletin, prior to further flight, permanently mark the wheel spacer retainer assembly with the marking "S/B 32-228." \n\n\tNOTE: Operators may use any marking procedure that does not create significant stress concentration effects. Acceptable methods include stamping or electro-chemical etch. An appropriate area to mark is the outside diameter of the wheel spacer retainer assembly, at least 2 inches away from the anti-rotation pin. \n\n\t\t(2)\tIf hardness of the wheel spacer retainer assembly is not within limits specified in the service bulletin or the anti-rotation pin is not properly installed, as described in the service bulletin, prior to further flight, replace the wheel spacer retainer assembly, in accordance with McDonnell Douglas DC-9 Service Bulletin 32-228, Revision 1, dated October 6, 1989. After accomplishing this replacement, permanently mark the wheel spacer retainer assembly withthe marking "S/B 32-228." \n\n\t(b)\tAs of the effective date of this AD, only wheel spacer retainer assemblies marked "SB 32-228" may be installed on any airplane. \n\n\t(c)\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(d)\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(e)\tThe inspection and replacement shall be done in accordance with McDonnell Douglas DC-9 Service Bulletin 32-228, Revision 1, dated October 6, 1989. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications, C1-HDR (54-60). 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 (ACO), 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on June 1, 1993.
2009-23-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: During 2008, two cases of main hydraulic accumulator failure were reported, one of which was caused by corrosion. Investigation has shown that a severe failure can occur to any of the four hydraulic accumulators which are installed in the hydraulic compartment. Either one of the two end parts on the accumulator may depart from the pressure vessel due to corrosion. This condition, if not corrected, is likely to degrade the functionality of the hydraulic system, possibly resulting in degradation or total loss of control of the landing gear, flap actuation and brakes. A severe failure during flight may even result in debris penetrating and exiting the fuselage outer skin. When such a failure occurs while the aeroplane is on the ground, as in the two reported cases, this may cause severe damage to the fuselage and result in injuries to persons nearby. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
90-10-03: 90-10-03 BOEING: Amendment 39-6587. Docket No. 89-NM-264-AD. \n\n\tApplicability: Model 747 series airplanes, identified in Boeing Alert Service Bulletin 747-52A2217, dated October 19, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished.\n \n\tTo ensure proper operation of the Number 3 left and right entry door emergency evacuation slide, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD, inspect the Number 3 left and right entry door girt bar mechanism, to determine if the rod-end bearings are defective. If any rod-end bearing is defective or has failed, prior to further flight, replace the rod-end bearing with a serviceable part, in accordance with Boeing Alert Service Bulletin 747-52A2217, dated October 19, 1989. \n\n\tB.\tWithin 7 days after completion of the inspection required by paragraph A., above, report all failed and/or defective rod-end bearings detected during the inspection to the Manager, Seattle Manufacturing Inspection District Office, FAA, Transport Airplane Directorate, 7300 Perimeter Road South, Seattle, Washington 98108. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, 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\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer 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, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6587, AD 90-10-03) becomes effective on June 4, 1990.
85-03-08 R1: 85-03-08 R1 MCDONNELL DOUGLAS: Amendment 39-4994 as amended by Amendment 39-5025. Applies to McDonnell Douglas Model DC-9 and C-9 (Military) series airplanes, certificated in all categories. Compliance required as indicated unless previously accomplished. \n\n\tTo detect cracks in the fuselage skin adjacent to or under the lower forward VHF antenna, accomplish the following: \n\n\tA.\tFor airplanes with 2,000 or more landings, inspect for cracks in accordance with McDonnell Douglas Telex Alert Service Bulletin A53-188, dated January 9, 1985, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, within the next 150 landings after the effective date of this airworthiness directive (AD). \n\n\tNOTE: McDonnell Douglas Alert Service Bulletin A53-188, dated January 9, 1985 (or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region), is hereinafter referred to as ASBA53-188. \n\n\t\t1.\tIf cracks are found in the fuselage skin, inspect the antenna support intercostal for cracks before further flight, and repair in accordance with ASB A53-188. Reinspect the area around the repair in accordance with ASB A53-188, at intervals not to exceed 1500 landings after accomplishment of the repair. \n\n\t\t2.\tIf no cracks are found and the VHF antenna was not removed, reinspect in accordance with ASB A53-188, at intervals not to exceed 250 landings after the accomplishment of the last inspection. \n\n\t\t3.\tIf no cracks are found and the VHF antenna was removed, reinspect in accordance with ASB A53-188, at intervals not to exceed 1,000 landings after the accomplishment of the last inspection. \n\n\t\tNOTE: McDonnell Douglas is developing a preventive repair or crack preventive modification, which, when approved, will provide terminating action for this AD. The AD will be amended accordingly. \n\n\tB.\tSpecial flight permits may be issued in accordance with FAR 21.197and 21.199 to operate airplanes to a base for accomplishment of the inspections and repairs required by this AD. The aircraft must be operated without cabin pressurization and a placard installed in the cockpit, in full view of the pilots, stating: \n\n\t"OPERATION WITH CABIN PRESSURIZATION IS PROHIBITED." \n\n\tC.\tAlternative inspections, modifications, or other actions which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tUpon request of an operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator, if the request contains substantiating data to justify the increase for that operator. \n\n\tAll persons affected by this directive who havenot already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tAmendment 39-4994 became effective February 1, 1985. \n\n\tThis Amendment 39-5025 becomes effective April 15, 1985.
68-15-01: 68-15-01\tBOEING: Amendment 39-624. Applies to Model 727 Series airplanes listed in Parts I, II, and III of paragraph I, Planning Information . . . , 1. Airplanes Affected, of Boeing Service Bulletin No. 55-18(R-6) dated June 15, 1967, as set forth on pages 1 and 2 thereof, and hereafter referred to as Part I of 1. Airplanes Affected or Part II and Part III of 1. Airplanes Affected. \n\n\tCompliance required as indicated. \n\n\tTo detect cracks or to prevent further cracks in the lower chord of the horizontal stabilizer rear spar, accomplish the following: \n\n\t(a)\tUnless already accomplished within the last 750 hours' time in service, within the next 50 hours' time in service after the effective date of this AD or prior to 650 hours' time in service after April 10, 1966, whichever is later, and thereafter at intervals not to exceed 800 hours' time in service, inspect Model 727 Series airplanes with 350 or more hours' time in service on April 10, 1966, listed in Part I of 1. Airplanes Affected in accordance with paragraph (e) hereof. \n\n\t(b)\tUnless already accomplished within the last 750 hours' time in service, within the next 50 hours' time in service after the effective date of this AD or prior to the accumulation of 1,000 hours' time in service, whichever is later, and thereafter at intervals not to exceed 800 hours' time in service, inspect Model 727 Series airplanes with less than 350 hours' time in service on April 10, 1966, listed in Part I of 1. Airplanes Affected, in accordance with paragraph (e) hereof. \n\n\t(c)\tUnless already accomplished within the last 100 hours' time in service, within the next 700 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 800 hours' time in service, inspect Model 727 Series airplanes with 2,300 or more hours' time in service on the effective date of this AD listed in Part II and Part III of 1. Airplanes Affected in accordance with paragraph (e) hereof. \n\n\t(d)\tUnlessalready accomplished within the last 100 hours' time in service, before the accumulation of 3,000 hours' time in service, and thereafter at intervals not to exceed 800 hours' time in service, inspect Model 727 Series airplanes with less than 2,300 hours' time in service on the effective date of this AD listed in Part II and Part III of 1. Airplanes Affected in accordance with paragraph (e) hereof. \n\n\t(e)\tVisually inspect for cracks in the lower chord of the horizontal stabilizer rear spar, Stabilizer Stations 110.00 through 225.54, in accordance with Paragraph II, Accomplishment Instructions, Part I - Inspection Data, of Boeing Service Bulletin No. 55-18(R-2); dated January 3, 1966, or later FAA approved revision. \n\n\t(f)\tIf cracks are found, repair before further flight (except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed) in accordance with Paragraph II, Accomplishment Instructions, Part III - Repair Data, of Boeing Service Bulletin No. 55-18(R-2), dated January 3, 1966, or later FAA approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. After the repair is accomplished, the repetitive inspections required by this AD may be discontinued for areas repaired. \n\n\t(g)\tIf cracks are not found, the aircraft may be modified in accordance with Paragraph II, Accomplishment Instructions, Part II - Preventive Modification Data, of Boeing Service Bulletin No. 55-18(R-2) or later FAA approved revision. After the modification is accomplished, the repetitive inspections required by this AD may be discontinued for areas modified. \n\n\tNOTE: A repair in accordance with Service Bulletin 55-18 or 55-18(R-1) is considered a preventive modification. \n\n\t(h)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Regional Director, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. \n\n\tThis supersedes Amendment 39-208 (31 F. R. 4283), AD 66-07-02. \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. 522(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Company, Commercial Airplane Division, Post Office Box 707, Renton, Washington 98055. These documents may also be examined at Room 406, Building A, FAA Western Region Office, 5651 West Manchester Avenue, Los Angeles, California 90045 and FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. An historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Headquarters in Washington, D.C. and at FAA Western Region. \n\n\tThis amendment becomes effective July 20, 1968.
2008-09-06 R1: We are adopting a new airworthiness directive (AD) for the products listed above that would revise an existing AD. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, * * * Special Federal Aviation Regulation 88 (SFAR88) * * * required a safety review of the aircraft Fuel Tank System * * . * * * * Fuel Airworthiness Limitations are items arising from a systems safety analysis that have been shown to have failure mode(s) associated with an `unsafe condition' * * *. These are identified in Failure Conditions for which an unacceptable probability of ignition risk could exist if specific tasks and/or practices are not performed in accordance with the manufacturers' requirements. This AD requires actions that are intended to address the unsafe condition described in the MCAI. DATES: This AD becomes effective November 23, 2009. On June 2, 2008 (73 FR 22789, April 28, 2008), the Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD. We must receive comments on this AD by December 21, 2009.
90-25-10: 90-25-10 BOEING: Amendment 39-6822. Docket No. 90-NM-145-AD. \n\n\tApplicability: Model 747 series airplanes, line numbers 001 through 635, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent loss of redundancy in the elevator control, accomplish the following: \n\n\tA.\tFor airplanes identified as Group 1 in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, accomplish the following inspections, in accordance with the service bulletin: \n\n\t\t1.\tPrior to the accumulation of 6 years time-in-service, or within the next 6 months after the effective date of this AD, whichever occurs later, visually inspect the inboard elevator power control package (PCP) input rods, inboard elevator control rods, and elevator aft quadrant for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 15 months. \n\n\t\t2.\tWithin 15 months after the visual inspection required by paragraph A.1. of this AD, internally borescope inspect the inboard elevator PCP input rods, inboard elevator control rods, and elevator aft quadrant tube for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 30 months. \n\n\tB.\tFor airplanes identified as Group 2 in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, accomplish the following inspections in accordance with the service bulletin: \n\n\t\t1.\tPrior to the accumulation of 6 total years time-in-service, or within the next 6 months after the effective date of this AD, whichever occurs later, visually inspect the inboard elevator control rods and elevator aft quadrant for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 15 months. \n\n\t\t2.\tWithin 15 months after the visual inspection required by paragraph B.1. of this AD, internally borescope inspect the inboard elevator control rods and elevator aft quadrant tube for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 30 months. \n\n\tC.\tFor airplanes identified as Group 3 in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, accomplish the following inspections in accordance with the service bulletin: \n\n\t\t1.\tPrior to the accumulation of 6 total years time-in-service, or within the next 6 months after the effective date of this AD, whichever occurs later, visually inspect the elevator aft quadrant for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 15 months. \n\n\t\t2.\tWithin 15 months after the visual inspection required by paragraph C.1. of this AD, internally borescope inspect the elevator aft quadrant tube for corrosion, cracking, and deformation; and repeat thereafter at intervals not to exceed 30 months. \n\n\tD.\tIf corrosion is found as a result of the inspections required by paragraphs A., B., or C. of this AD, prior to further flight, accomplish the following: \n\n\t\t1.\tIf corrosion is found to be in excess of the allowable limits specified in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, accomplish the terminating modification for the affected component specified in paragraph F. of this AD. \n\n\t\t2.\tIf corrosion is found to be within the allowable limits specified in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, refinish in accordance with the service bulletin. \n\n\tE.\tIf cracks or deformations are found as a result of the inspections required by paragraphs A., B., or C., of this AD, prior to further flight, accomplish the terminating modification for the affected component defined in paragraph F. of this AD. \n\n\tF.\tAccomplishment of the terminating modification for all affected components, as specified in Boeing Alert Service Bulletin 747-27A2253, Revision 4, dated January 25, 1990, constitutes termination for the inspections required by paragraphs A., B., and C. of thisAD. \n\n\tG.\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\tH.\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 AvenueS.W., Renton, Washington. \n\n\tAirworthiness Directive 90-25-10 supersedes AD 85-13-01, Amendment 39-5084. \n\tThis amendment (39-6822, AD 90-25-10) becomes effective on January 7, 1991.
91-12-08: 91-12-08 BOEING: Amendment 39-7019. Docket 91-NM-102-AD. \n\n\tApplicability: All Model 747-400 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated within 10 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent the use of erroneous DME information, decreased enroute RNAV accuracy, decreased terminal area navigation capabilities, and an increase in missed approaches, accomplish the following: \n\n\t(a)\tInspect the airplane or airplane records to determine if Collins distance measuring equipment (DME) part number 622-4540-120 is installed. \n\n\t\t(1)\tIf that Collins DME part number is not installed on the airplane, no further action is required. \n\n\t\t(2)\tIf that Collins DME part number is installed, prior to further flight, add the following statements to the Limitations Section of the FAA-approved airplane flight manual (AFM). This may be accomplished by placing a copy of this AD in the AFM. \n\n\t\t\t\tELECTRONICSYSTEMS \n\nFLIGHT MANAGEMENT COMPUTER SYSTEM \n\nIf the FMS-CDU message "IRS NAV ONLY" is displayed in an area where radio updating is expected, terminal area and enroute RNAV operations using the affected FMC are prohibited and the associated DME must be considered inoperative. RNAV operations may be resumed if radio updating is reestablished by the affected FMC. \n\nDISTANCE MEASURING EQUIPMENT \n\nDuring approaches requiring DME, left and right DMEs must be tuned to the same station and monitored. If a difference is noted, only that DME which results in a display of "DD" or "VD" on the navigational display may be used for approach. \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 Operations 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\tThis amendment (39-7019, AD 91-12-08) becomes effective on June 17, 1991.
92-01-03: 92-01-03 McDONNELL DOUGLAS: Amendment 39-8126. Docket No. 91-NM-137-AD. Supersedes AD 91-07-06, Amendment 39-6934. \n\n\tApplicability: Model DC-9-80 (MD-80) series airplanes and Model MD-88 airplanes, operating in a passenger or passenger/cargo configuration, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tNOTE: The requirements of this AD become applicable at the time an airplane in an all-cargo configuration is converted to a passenger or passenger/cargo configuration. \n\n\tTo prevent failure of the tailcone release system, accomplish the following: \n\n\t(a)\tPrior to 12 months in service since new, or within 90 days after March 26, 1991 (the effective date of AD 91-07-06, Amendment 39-6934), whichever occurs later, accomplish a tailcone release system functional test and inspection in accordance with the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A53-244, Revision 1, dated February 8, 1991. \n\n\t(b)\tDiscrepancies in the operation of the tailcone release system found as a result of the functional test must be repaired prior to further flight. \n\n\t(c)\tRepeat the tailcone release system functional test and inspection required by paragraph (a) of this AD at intervals not to exceed 3,500 flight hours or 18 months, whichever occurs first. \n\n\t(d)\tWithin 30 days after discovery, report any discrepancies found during the accomplishment of the inspection and functional tests required by paragraph (a) of this AD to the Manager, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California 90806-2425. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1990 (Public Law 96-511) and have been assigned OMB Control Number 2120-0056. \n\n\t(e)\tWithin 9 months after the effective date of this AD, replace or modify the externaltailcone release system cable and handle assemblies in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin 53-245, Revision 1, dated June 12, 1991. Accomplishment of such replacement or modification constitutes terminating action for the repetitive inspection of the exterior tailcone release handle for cracks, as required by paragraph (c) of this AD. However, the repetitive functional tests and inspections of the tailcone release system required by paragraph (c) of this AD must continue to be accomplished. \n\n\tNOTE: The following portions of the continuing repetitive functional tests and inspections of the tailcone release system are not necessary to accomplish once the replacement/modification of the cable and handle assembly is completed: Those procedures are specified in Paragraph Q. and the second paragraph of the Notes of Paragraph O., of the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A53-244, Revision 1, datedFebruary 8, 1991. \n\n\t(f)\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, Los Angeles Aircraft Certification Office (ACO). \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, Los Angeles ACO. \n\n\t(g)\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(h)\tThe functional test and inspection requirements of this AD shall be accomplished in accordance with McDonnell Douglas Alert Service Bulletin A53-244, Revision 1, dated February 8, 1991. The replacement or modification requirements shall be accomplished in accordance with McDonnell Douglas Service Bulletin 53-245, Revision 1, dated June 12, 1991. This incorporation by reference was approved by the Director ofthe Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, Post Office Box 1771, Long Beach, California 90801, ATTN: Business Unit Manager, Technical Publications, Technical Administration Support, C1-L5B(45-60). 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\t(i)\tAirworthiness Directive 92-01-03 supersedes AD 91-07-06, Amendment 39-6934. \n\n\t(j)\tThis amendment (39-8126, AD 92-01-03) becomes effective on February 14, 1992.
89-21-05: 89-21-05 BOEING: Amendment 39-6329. Docket No. 89-NM-172-AD. \n\n\tApplicability: Model 747-400 series airplanes, with Integrated Display System (IDS) software installed as identified in Boeing Telegraphic Maintenance Tip (M-7201-89-1141), dated July 27, 1989, certificated in any category. \n\n\tCompliance: Required within 10 days after the effective date of this AD, unless previously accomplished. \n\n\tTo preclude the possibility of airplane status messages not being properly latched into memory which may prevent maintenance from properly dispatching the airplane, accomplish the following: \n\n\tA.\tChange the FAA-approved maintenance program, with concurrence of the assigned FAA Principal Maintenance Inspector, to include the following special procedures, as described in Boeing Telegraphic Maintenance Tip 747-400 MT 31-12 (transmitted by Boeing message M-7201-89-1141, dated July 27, 1989): \n\n\t\t1.\tIf preparation of the airplane involved erasing any EICAS messages, as the final maintenance action prior to dispatch, simultaneously cycle power to the three electronic interface units (EIU). \n\n\t\t2.\tPull the following circuit breakers: \n\n\t\t\tLOCATION\t\t\tNOMENCLATURE \n\t\t\tP7-1 F09\t\t\tEIU L \n\t\t\tP7-1 F10\t\t\tEIU C \n\t\t\tP7-2 F15\t\t\tEIU R \n\n\t\t3.\tAfter three seconds, restore all three circuit breakers to the power-on position. \n\n\tB.\tAdd the following to the Limitations Section of the FAA-approved Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD in the AFM. \n\n\t\t\t"Due to an IDS anomaly, information necessary for dispatch of subsequent flights may be lost if EICAS status messages are erased. To preclude this possibility, do not erase any EICAS status messages." \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, 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\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6329, AD 89-21-05) becomes effective on October 17, 1989.
2009-01-06 R1: The FAA is revising an existing airworthiness directive (AD), which applies to certain 328 Support Services GmbH Dornier Model 328- 300 airplanes. That AD currently requires modifying the electrical wiring of the fuel pumps; installing insulation at the flow control and shut-off valves, and other components of the environmental control system; installing markings at fuel wiring harnesses; replacing the wiring harness of the auxiliary fuel system with a new wiring harness; and installing insulated couplings in the fuel system; as applicable. That AD also currently requires revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness to incorporate new inspections of the fuel tank system. This AD clarifies the intended effect of the AD on spare and on-airplane fuel tank system components. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane. DATES: This AD is effective November 23, 2009. On April 3, 2009 (74 FR 8853, February 27, 2009), the Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD. On September 6, 2005 (70 FR 44046, August 1, 2005), the Director of the Federal Register approved the incorporation by reference of certain other publications listed in the AD. We must receive any comments on this AD by December 21, 2009.
75-17-31: 75-17-31 MCDONNELL DOUGLAS: Amendment 39-2319. Applies to all DC-8 Series airplanes as listed on McDonnell Douglas DC-8 Service Bulletin 32-168, Rev. 2 dated July 25, 1975, or later FAA-approved revisions, and certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo prevent failure of the Nose Landing Gear (NLG) orifice support tube from fatigue and possible nose gear collapse, accomplish the following: \n\n\t(a)\tWithin the next 1000 landings after the effective date of this AD, unless already accomplished, remove the NLG orifice support tube P/N 5598184 or 5717019 and perform a penetrant inspection of the upper O-ring groove in accordance with McDonnell Douglas DC-8 Service Bulletin 32-168, Rev. 2 dated July 25, 1975, or later FAA-approved revisions, or by an equivalent inspection procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(1)\tIf cracks are found, discard the support tube and either replace with a reworked orifice support tube, P/N 5598184-SC2465 or 5717019-SC2465 or replace with a new orifice support tube, P/N 5598184-503 or 5717019-503, in accordance with DC-8 Service Bulletin 32-168, Rev. 2 dated July 25, 1975, or later FAA approved revision, or an equivalent rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(2)\tAll tubes found to be free of cracks must either be reworked and replaced in accordance with DC-8 Service Bulletin 32-168 Rev. 2 dated July 25, 1975, or later FAA-approved revisions, or an equivalent rework procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region, or they must be replaced by new orifice support tubes, P/N 5598185-503 or 5717019-503. \n\n\t(b)\tUnless already accomplished by (a)(1) or (a)(2), above, within the next 8000 landings after the installation of reworked orifice support tube, replace with a newly reworked tube, P/N 5598184-SC2465 or 5717019-SC2465, or with a new orifice support tube, P/N 5598184-503 or 5717019-503, in accordance with DC-8 Service Bulletin 32-168, Rev. 2 dated July 25, 1975, or later FAA-approved revisions. \n\n\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the initial inspection compliance time specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. \n\n\tThis amendment becomes effective August 20, 1975.
90-08-13: 90-08-13 BOEING: Amendment 39-6571. Docket No. 89-NM-169-AD.\n \n\tApplicability: Model 767 series airplanes as listed in Boeing Alert Service Bulletin 767- 21A0074, dated July 13, 1989, certificated in any category. \n\n\tCompliance: Required within the next 12 months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent inadvertent damage to aft equipment/lavatory/galley ventilation fan wire bundles and the potential for a fire behind the aft cargo compartment wall, accomplish the following: \n\n\tA.\tReroute the aft equipment/lavatory/galley ventilation fan wire bundles along the frame assembly at station 1540 in accordance with Boeing Alert Service Bulletin 767-21A0074, dated July 13, 1989, or Revision 1, dated January 25, 1990. \n\n\tB.\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\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial 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 (39-6571, AD 90-08-13) becomes effective on May 14, 1990.
2009-23-01: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation Models 1900, 1900C, and 1900D airplanes. This AD requires a one-time visual inspection and repetitive ultrasonic inspections of the left and right main landing gear (MLG) actuators for leaking and/or cracks with replacement of the actuator if leaking and/ or cracks are found. This AD results from reports of leaking and cracked actuators. We are issuing this AD to detect and correct leaking and cracks in the MLG actuators, which could result in loss of hydraulic fluid. This condition could lead to an inability to extend or lock down the landing gear, which could result in a gear up landing or a gear collapse on landing.
2009-12-06: We are adopting a new airworthiness directive (AD) for certain Boeing Model 737-300, -400, -500, -600, -700, -700C, -800, and -900 series airplanes. This AD requires installing a new circuit breaker, relays, and wiring to allow the flightcrew to turn off electrical power to the in-flight entertainment (IFE) systems and other non-essential electrical systems through a switch in the flight compartment, and doing other specified actions. This AD results from an IFE systems review. We are issuing this AD to ensure that the flightcrew is able to turn off electrical power to IFE systems and other non-essential electrical systems through a switch in the flight compartment. The flightcrew's inability to turn off power to IFE systems and other non- essential electrical systems during a non-normal or emergency situation could result in the inability to control smoke or fumes in the airplane flight deck or cabin.
2009-22-11: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada (Bell) Model 407 and 427 helicopters. This AD results from a mandatory continuing airworthiness information (MCAI) AD issued by the aviation authority of Canada. The MCAI AD states that, during a preflight check, it was observed that the swashplate link assembly bearing had moved in the lever race, making contact with the swashplate support. The MCAI also states that further investigation revealed that the bearing had not been staked correctly during manufacture. That condition, if not detected, could result in failure of a bearing, failure of the swashplate link assembly, and subsequent loss of control of the helicopter.
88-03-08: 88-03-08 MCDONNELL DOUGLAS: Amendment 39-5838. Applies to McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, -40, and KC-10A (Military) series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent failure of a horizontal stabilizer skin panel or a spar cap bolt due to stress corrosion, accomplish the following: \n\n\tA.\tWithin the next 6 months after the effective date of this AD, unless already accomplished since May 8, 1987, and thereafter at intervals not to exceed 2 years, inspect the horizontal stabilizer constant and outer section upper and lower skin panels and apply LPS-3 (or equivalent) corrosion-inhibiting compound in accordance with McDonnell Douglas Alert Service Bulletin A55-16, dated May 8, 1987, or later FAA-approved revision. \n\n\tB.\tWithin the next 6 months after the effective date of this AD, unless already accomplished since May 8, 1987, and thereafter at intervals not to exceed one year, inspect the horizontal stabilizer spar cap bolts made from H-11 material in accordance with McDonnell Douglas Alert Service Bulletin A55-17, dated May 8, 1987, or later FAA-approved revision. \n\n\tC.\tIf a broken bolt is found, prior to further flight, replace the broken bolt with a new bolt in accordance with McDonnell Douglas Alert Service Bulletin A55-17, dated May 8, 1987, or later FAA-approved revision. \n\n\tD.\tIf a crack is found in a skin panel: \n\n\t\t1.\tPrior to further flight, repair or replace in accordance with McDonnell Douglas Alert Service Bulletin A55-16, dated May 8, 1987, or later FAA-approved revision; or \n\n\t\t2.\tIf the crack is within limits defined in McDonnell Douglas Alert Service Bulletin A55-16, dated May 8, 1987, or later FAA-approved revision, accomplish the following: \n\n\t\t\ta.\tPrior to further flight, apply LPS-3 (or equivalent corrosion inhibiting compound in accordance with McDonnell Douglas Alert Service Bulletin A55-16, dated May 8, 1987, or later FAA-approved revision; and \n\n\t\t\tb.\tPrior to further flight, inspect the horizontal stabilizer spar cap bolts nearest to the cracked panel(s) and, if necessary, replace broken attachment bolts in accordance with McDonnell Douglas Alert Service Bulletin A55-17, dated May 8, 1987, or later FAA-approved revision; and \n\n\t\t\tc.\tAt intervals not to exceed 3 months from the last inspection, reinspect the cracked skin panel(s) and the adjacent panels (forward and aft and inboard or outboard) and horizontal stabilizer spar cap bolts nearest to the cracked panel(s) in accordance with paragraphs A. and B., above. \n\n\tE.\tIf, at any inspection, a crack is found in the skin panel which is outside acceptable limits defined in paragraph D.2., above, prior to further flight, repair or replace in accordance with McDonnell Douglas Alert Service Bulletin A55-16, dated May 8, 1987, or later FAA-approved revision. \n\n\tF.\tInstallation of a new inconel or multiphase bolt, as applicable, to replace an H-11material bolt constitutes terminating action for the repetitive inspections required by this AD for that bolt. \n\n\tG.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tH.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment becomes effective March 11, 1988.
92-14-07: 92-14-07 BOEING: Amendment 39-8289. Docket No. 92-NM-29-AD. Supersedes AD 91-08-06, Amendment 39-6960.\n\n\tApplicability: Model 747 series airplanes equipped with General Electric CF6-80C2 engines; as listed in Boeing Alert Service Bulletin 747-26A2179, dated February 28, 1991, and Revision 2, dated December 18, 1991; certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent inadequate fire extinguishing agent concentration levels within the engine fire zone following engine fire system discharge, accomplish the following:\n\n\t(a)\tFor airplanes listed in Boeing Alert Service Bulletin 747-26A2179, dated February 28, 1991: Within 10 days after April 19, 1991 (the effective date of AD 91-08-06, Amendment 39-6960), accomplish the procedures specified in subparagraphs (a)(1), (a)(2), and (a)(3) of this AD in accordance with that service bulletin; or Revision 1, dated August 6, 1991; or Revision 2, dated December 18, 1991.(1)\tVisually inspect the engine number two and number three fire extinguishing tubes and specified tube clamps within the engine strut.\n\n\t\t(2)\tIf damage is detected, prior to further flight, replace or repair the damaged engine fire extinguishing tubes, as applicable, in accordance with Boeing Alert Service Bulletin 747-26A2179, dated February 28, 1991; or Revision 1, dated August 6, 1991; or Revision 2, dated December 18, 1991. (The service bulletins specify three repair procedures, depending upon the amount of chafing damage to the tube.)\n\n\t\t(3)\tRemove the specified tube clamp from the fixed strut structure (the clamp should remain attached to the tube), and reinstall the tube clamp to orient the legs away from any structure.\n\n\t(b)\tFor airplanes listed in Boeing Alert Service Bulletin 747-26A2179, Revision 2, dated December 18, 1991, and not subject to paragraph (a) of this AD: Within 20 days after the effective date of this AD, accomplish the procedures specified in subparagraphs (b)(1), (b)(2), and (b)(3) of this AD in accordance with "Part I - Inspection" of that service bulletin.\n\n\t\t(1)\tVisually inspect the engine number two and number three fire extinguishing tubes and specified tube clamps within the engine strut.\n\n\t\t(2)\tIf damage is detected, prior to further flight, replace or repair the damaged engine fire extinguishing tubes, as applicable, in accordance with the Boeing Alert Service Bulletin 747-26A2179, Revision 2, dated December 18, 1991. (The service bulletin specifies three repair procedures, depending upon the amount of chafing damage to the tube.)\n\n\t\t(3)\tRemove the specified tube clamp from the fixed strut structure (the clamp should remain attached to the tube), and reinstall the tube clamp to orient the legs away from any structure.\n\n\t(c)\tRepeat the inspection required by paragraphs (a) or (b) of this AD at the interval specified in subparagraph (c)(1) or (c)(2) below, as applicable:\n\n\t\t(1)\tFor airplanes that have not used the extinguishing tube patch repair procedures to repair the tube in accordance with paragraph (a) or (b) of this AD: Repeat the inspection at intervals not to exceed 100 flight cycles or 400 hours time-in-service, whichever occurs first.\n\n\t\t(2)\tFor airplanes that have used the extinguishing tube patch repair procedures to repair the tube in accordance with paragraphs (a) or (b) of this AD: Repeat the inspection at intervals not to exceed 50 flight cycles or 175 hours time-in-service, whichever occurs first.\n\n\t(d)\tFor airplanes listed in Boeing Alert Service Bulletin 747-26A2179, Revision 2, dated December 18, 1991: Within 6 months after the effective date of this AD, accomplish the modification specified in "Part II - Terminating Action" of the service bulletin. Accomplishment of this modification constitutes terminating action for the repetitive inspections required by paragraphs (c) of this AD.\n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance time,which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO.\n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Seattle ACO.\n\n\t(f)\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(g)\tThe inspections, repairs, replacement, and modification shall be done in accordance with Boeing Alert Service Bulletin 747-26A2179, dated February 28, 1991 (the date of this document appears only on page 1 of the document); or Boeing Alert Service Bulletin 747-26A2179, Revision 1, dated August 6, 1991 (the revisionlevel and date of this document appear only on page 1 of the document); or Boeing Alert Service Bulletin 747-26A2179, Revision 2, dated December 18, 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(h)\tThis amendment becomes effective on August 20, 1992.
93-11-01: 93-11-01 MCDONNELL DOUGLAS: Amendment 39-8593. Docket 92-NM-48-AD. Supersedes AD 92-03-01, Amendment 39-8155. \n\n\tApplicability: Model DC-9-11, -12, -13, -14, -15, and -15F series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent degradation of lift due to ice accumulation on the wing leading edge, accomplish the following: \n\n\t(a)\tExcept as provided by paragraph (b) of this AD, within 10 days after January 17, 1992 (the effective date of AD 92-03-01, Amendment 39-8155), revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following. This may be accomplished by inserting a copy of this AD in the AFM. \n\n\t"Wing De-icing Prior to Takeoff \n\nCAUTION \n\nThe Model DC-9-10 series airplane has a wing design with no leading edge high lift devices, such as slats. Wings without leading edge devices are particularly susceptible to loss of lift due to wing icing. Minute amounts of ice or other contamination (equivalent to medium grit sandpaper) on the leading edges or wing upper surfaces can cause a significant reduction in the stall angle-of-attack. This can increase the stall speed up to 30 knots. The increased stall speed can be well above the stall warning (stick shaker) activation speed. (END OF CAUTIONARY NOTE) \n\nThe leading edge and upper wing surfaces must be physically checked for ice/frost when the airplane has been exposed to conditions conducive to ice/frost formation. Takeoff may not be initiated unless the flight crew verifies that a visual check and a physical (hands-on) check of the leading edge and upper wing surfaces have been accomplished, and that the wing is clear of ice/frost/snow accumulation. Icing/frost/snow conditions exist when the Outside Air Temperature (OAT) is below 6 degrees C (42 degrees F); and either the difference between the dew point temperature and OAT is less than 3 degrees C (5 degrees F), or visible moisture (rain, drizzle, sleet, snow, fog, etc.) is present.\n\n NOTE \n\nThis limitation does not relieve the requirement that aircraft surfaces are free of ice, frost, and snow accumulation as required by Federal Aviation Regulations Sections 91.527 and 121.629. (END OF NOTE)" \n\n\t(b)\tParagraph (a) of this AD does not apply to any airplane that is both operated in accordance with Federal Aviation Regulation (FAR) 121.629(c), Amendment 121-231, and modified in accordance with either paragraph (c)(1) or (c)(2) of this AD. \n\n\t(c)\tWithin 9 months after the effective date of this amendment, accomplish the procedures specified in either paragraph (c)(1) or (c)(2) of this AD: \n\n\t\t(1)\tModify the bleed air anti-ice system so that it can operate on the ground to prevent ice reformation on the wing leading edges after ground equipment has been utilized to properly deice the airplane, and to minimize the effect of undetected ice/frost/snow contamination. Accomplish the modification inaccordance with a method approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Or \n\n\t\t(2)\tInstall a supplemental on-ground wing leading edge ice protection system in accordance with McDonnell Douglas DC-9 Service Bulletin 30-65, dated October 8, 1992. \n\n\t(d)\tUpon the accomplishment of the modification required by paragraph (c) of this AD, revise the AFM in accordance with either paragraph (d)(1) or (d)(2) of this AD: \n\n\t\t(1)\tRevise the Limitations section to include appropriate operating procedures relative to operation of the modification required by paragraph (c) of this AD. These operating procedures must be approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Or \n\n\t\t(2)\tRevise the Limitations section to include the following operating procedures relative to the operation of the modification required by paragraph (c) of this AD. This may be accomplished by inserting a copy of this AD in the AFM. \n\n\t"Use of Bleed Air Anti-Ice System\n\nCAUTION \n\nThe Model DC-9-10 series airplane has a wing design with no leading edge high lift devices, such as slats. Wings without leading edge devices are particularly susceptible to loss of lift due to wing icing. Minute amounts of ice or other contamination (equivalent to medium grit sandpaper) on the leading edges or wing upper surfaces can cause a significant reduction in the stall angle-of-attack. This can increase the stall speed up to 30 knots. The increased stall speed can be well above the stall warning (stick shaker) activation speed. (END OF CAUTIONARY NOTE) \n\nThe bleed air anti-ice system must be on whenever icing conditions exist or are anticipated, when on the ground, until immediately prior to commencement of takeoff roll." \n\n\t(e)\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(f)\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(g)\tThe installation of a supplemental on-ground wing leading edge ice protection system shall be done in accordance with McDonnell Douglas DC-9 Service Bulletin 30-65, dated October 8, 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, as of July 22, 1993 (58 FR 33898, June 22, 1993). Copies maybe obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Administrative Support, Dept. L51, Mail Code 2-98. 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 (ACO), 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(h)\tThis amendment becomes effective on July 22, 1993.
92-16-15: 92-16-15 SCOTT AVIATION: Amendment 39-8324. Docket No. 92-NM-116-AD. \n\n\tApplicability: Scott Aviation Oxygen Mask Plug-In Connectors, Part Number 289-57, as installed in, but not limited to Boeing Model 727, 737, 747, 757, and 767 series airplanes; McDonnell Douglas Model DC-8, DC-9-80 (MD-80), and DC-10 series airplanes; and Fokker Model F-28 and F-100 series airplanes; certificated in any category. \n\n\tNOTE: The constant-flow oxygen masks to which the subject connectors might be fitted include, but are not necessarily limited to, the following Scott Part Numbers: 289-127-5, 289-601-34, 289-601-35, and 289-601-234. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent a lack of oxygen flow from portable emergency oxygen bottles due to discrepant oxygen mask plug-in connectors, accomplish the following: \n\n\t(a)\tWithin 60 days after the effective date of this AD, perform a one-time inspection to detect the presence of an over-sized diameterof the probe portion on the oxygen mask plug-in connector, Part Number 289-57, in accordance with Scott Aviation Service Bulletin 289-35-15, dated April 27, 1992, or Revision 1, dated June 12, 1992. \n\n\t(b)\tIf the probe portion on the oxygen mask plug-in connector is found to be over-sized as a result of the inspection required by paragraph (a) of this AD, prior to further flight, replace the discrepant connector in accordance with Scott Aviation Service Bulletin 289-35-15, dated April 27, 1992, or Revision 1, dated June 12, 1992. \n\n\t(c)\tIf the probe portion on the oxygen mask plug-in connector is not found to be over-sized as a result of the inspection required by paragraph (a) of this AD, prior to further flight, write the word "OK" on the rear of the connector in accordance with Scott Aviation Service Bulletin 289-35-15, dated April 27, 1992, or Revision 1, dated June 12, 1992. \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 Scott Aviation Service Bulletin 289-35-15, dated April 27, 1992; or Scott Aviation Service Bulletin 289-35-15, Revision 1, dated June 12, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and1 CFR Part 51. Copies may be obtained from Scott Aviation, 225 Erie Street, Lancaster, New York 14086. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the FAA, Los Angeles ACO, 3229 E. Spring Street, Long Beach, California 90806-2425; or at the Office of the Federal Register, 800 North Capitol Street NW., 7th Floor, Suite 700, Washington, DC. \n\n\t(g)\tThis amendment becomes effective on September 1, 1992.
89-03-51: 89-03-51 BOEING: Amendment 39-6213. Final copy of Telegraphic Airworthiness Directive issued January 31, 1989. \n\n\tApplicability: All Boeing Model 757 and 767 series airplanes, and Models 737-200, -300, and -400, and Models 747-200 and -300 series airplanes, manufactured after December 31, 1980, certificated in any category. \n\n\tCompliance: Required within 25 days after the effective date of this AD, unless previously accomplished; and thereafter, compliance is required immediately following any maintenance action which could cause mis- wiring and/or mis- plumbing. \n\n\tTo detect incorrectly installed fire protection system plumbing and/or wiring, accomplish the following: \n\n\tA.\tFor Model 737-200, -300, and -400 series airplanes, line number 726 and subsequent: \n\t\t1.\tEngine overheat, fire detection, and fire extinguishing systems: conduct a functional check of each system in accordance with the appropriate airplane model Boeing Telex as follows: \n\n\t\t- For Boeing Model737-200: Telex M-7272-89-0532, dated February 8, 1989. \n\t\t- For Boeing Models 737-300 and -400: Telex M-7272-89-0530, dated February 6, 1989. \n\n\tNOTE: Operators of Model 737-300 and 737-400 series airplanes that have previously completed a functional check of one engine's overheat and fire detection system, and a continuity check of the second engine's overheat and fire protection system to comply with AD T89-01-51, dated January 11, 1989, are only required to complete the functional check on the second engine and the fire extinguishing wiring portion of the functional test procedure identified above. \n\n\tNOTE: Operators who have previously accomplished the functional checks required by this paragraph in accordance with Boeing Telex M-7272-89-0532, dated January 31, 1989 (for Model 737-200 series airplanes), or Telex M-7272-89-0516, dated January 31, 1989 (for Model 737-300 and 737-400 series airplanes), which were the service information telexes specified in telegraphic AD T89-03-51, issued January 31, 1981, are considered to have complied with the requirements of this paragraph. \n\n\tB.\tFor Model 747 series airplanes, line number 489, 494 through 496, 500 through 695, 697 through 699, 701 through 704, 706, 707, 709 through 714, 716, 718 through 720, and 724: \n\n\t\t1.\tEngine fire/overheat detection and warning systems: Conduct a functional check in accordance with Boeing Telex M-7201-89-0194, dated January 31, 1989. \n\n\t\t2.\tEngine fire extinguishing system wiring and plumbing: Conduct a functional check of the wiring and plumbing in accordance with Boeing Telex M-7201-89-0200, dated January 31, 1989, as corrected by Boeing Telex M-7201-89-0284, dated February 14, 1989, for Pratt and Whitney engines; as corrected by Boeing Telex M-7201-89-0285, dated February 14, 1989, for GE CF6-45/50 engines; and as corrected by Boeing Telex M- 7201-89-0290, dated February 15, 1989, for GE CF6-80C2 engines. The plumbing functional check applies only to airplanes equipped with General Electric CF6 engines. \n\n\t\t3.\tCargo compartment smoke detection system: Conduct a functional check in accordance with Boeing Telex M-7201-89-0197, dated January 31, 1989, as corrected by Boeing Telex M-7201-89-0304, dated February 17, 1989. \n\n\t\t4.\tCargo compartment fire extinguishing system: Conduct a functional check of the wiring in accordance with Boeing Telex M-7201-89-0195, dated January 31, 1989; and of the plumbing in accordance with Boeing Telex M-7201-89-0195, dated January 31, 1989. \n\n\tNOTE: Operators who have previously accomplished the functional checks required by this paragraph, in accordance with Boeing Telex M-7201-89-0200, dated January 31, 1989; Telex M-7201-89-0197, dated January 31, 1989; or Telex M-7201-89-0195, dated January 31, 1989; as appropriate, which were the service information telexes specified in telegraphic AD T89-03-51, issued January 31, 1989, are considered to have complied with the requirements of this paragraph. \n\n\tC.\tFor all Model 757 series airplanes: \n\n\t\t1.\tEngine overheat, fire detection, and fire extinguishing systems: Conduct a functional check of each system in accordance with Boeing Telex M-7272-89-0531, dated February 8, 1989. \n\n\t\t2.\tCargo compartment smoke detection system: Conduct a functional check in accordance with Boeing Telex M-7272-89-0531, dated February 8, 1989. \n\n\t\t3.\tCargo compartment fire extinguishing system: Conduct a functional check of the wiring in accordance with Boeing Telex M-7272-89-0185, dated January 13, 1989, or Boeing Telex M-7272-89-0531 dated February 8, 1989; and of the plumbing in accordance with Boeing Telex M-7272-89-0531, dated February 8, 1989. \n\n\t\tNOTE: Operators who have previously accomplished the functional checks required by this paragraph in accordance with Boeing Telex M-7272-89-0531, dated January 31, 1989, which was the service information telex specified in telegraphic AD T89-03-51, issued January 31, 1989, are considered to have complied with the requirements of this paragraph. \n\n\tD.\tFor all Model 767 series airplanes: \n\n\t\t1.\tEngine overheat and fire detection systems: Conduct a functional check in accordance with Boeing Telex M-7201-89-0196, dated January 31, 1989, as corrected by Boeing Telex M-7201-89-0271, dated February 13, 1989. \n\n\t\tNOTE: Operators who have previously accomplished the functional checks required by this paragraph in accordance with Boeing Telex M-7201-89-0196, dated January 31, 1989, which was the service information telex specified in telegraphic AD T89-03-51, issued January 31, 1989, are considered to have complied with the requirements of this paragraph. \n\n\t\t2.\tEngine fire extinguishing system: Conduct a functional check of the wiring in accordance with Boeing Telex M-7201-89-0199, dated January 31, 1989; and of the plumbing in accordance with Boeing Telex M-7201-89-0199, dated January 31, 1989. \n\n\t\t3.\tLower cargo compartment smoke detection system: Conduct a functional check in accordance with Boeing Telex M-7201-89-0201, dated January 31, 1989. \n\n\t\t4.\tCargo compartment fire extinguishing system: Conduct a functional check of the wiring in accordance with Boeing Telex M-7201-89-0198, dated January 31, 1989; and of the plumbing in accordance with AD 88-13-04, Amendment 39-5947. \n\n\tE.\tWithin 10 days after accomplishing the initial checks required by paragraphs A. through D., above, submit a report of the complete description of findings of each check from which it is determined that the wiring and/or plumbing is not configured correctly, to: Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168; rapid fax: (206) 431-1913; telex 756366. \n\n\tF.\tIf any discrepancy is detected during the functional tests required by paragraphs A. through D., above, correction of the anomaly must be completed prior to further flight. \n\n\tG.\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\t\tNOTE: The request should be forwarded through FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tH.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for accomplishment of the inspections required by this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle Washington, or the Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tPortions of this Amendment 39-6213 were effective earlier to all recipients of Telegraphic AD T89-03-51, dated January 31, 1989, which superseded TAD T89-01-51, issued January 11, 1989, TAD T89-01-52, issued January 13, 1989, and TAD T89-02-51 issued January 19, 1989. \n\n\tThis amendment (39-6213, AD 89-03-51) becomes effective on May 26, 1989.
90-01-12: 90-01-12 MCDONNELL DOUGLAS: Amendment 39-6441. Docket No. 89-NM-26-AD. \n\n\tApplicability: Model DC-9-10, -20, -30, -40, -50, and C-9 (Military) series airplanes, fuselage numbers 1 through 757 and 773, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect cracks and prevent failures of control columns, accomplish the following: \n\n\tA.\tFor airplanes not previously inspected in accordance with AD 87-13-04, Amendment 39-5656, prior to the effective date of this amendment: Within 30 days after the effective date of this amendment, or in accordance with the following schedule, whichever occurs later, perform a dye penetrant or eddy current inspection of both control columns, P/N 5614272-1 and 5614272-2 for cracks, in accordance with McDonnell Douglas DC-9 Alert Service Bulletin A27-288, Revision 3, dated July 6, 1989 (hereinafter referred to as A27-288): \n\n\nACCUMULATED LANDINGS AS OF\nJULY 30, 1987\nINITIAL INSPECTION FROM\n JULY 30, 1987 (LANDINGS) \n\n\n60,000 or more\t\n1,500 \n 40,000 to 59,999\t\n2,000 \n30,000 to 39,999\n2,500\n20,000 to 29,999\n3,000 \nUnder 20,000\n3,800 \n\n\t(July 30, 1987, is the effective date of AD 87-13-04, Amendment 39-5656.) \n\n\tB.\tFor all airplanes: If no cracks are found, accomplish repetitive inspections in accordance with paragraph A., above, at intervals not to exceed 3,800 landings. \n\n\tNOTE: For airplanes previously inspected in accordance with AD 87-13-04, the first repetitive inspection required by this paragraph must be performed within 3,800 landings after the last inspection performed in accordance with AD 87-13-04. \n\n\tC.\tIf crack(s) are found in either control column (Captain's or First Officer's), accomplish one of the following before further flight: \n\n\t\t1.\tBlend out the cracks up to depths of 0.030 inch, maintaining minimum thickness at the specific inspection area in accordance with Table I of McDonnell Douglas DC-9 Alert Service Bulletin A27-288, using an ultrasonic method, and continually inspect at intervals not exceeding 3,800 landings, until such time as the procedures described in paragraph D., below, are accomplished. If cracks are found after blending, or if a crack(s) is found on any previously blended column, replace the control column with a new production control column, P/N's 5614272-501, -503, SB 09270288-3 (Captain's) or 5614272-502, -504, SB 09276288-4 (First Officer's); or \n\n\t\t2.\tRemove the cracked control column, P/N 5614272-1 (Captain's) or 5614272-2 (First Officer's), and replace it with a new production control column, P/N's 5614272-501, -503, SB 09270288-3, or 5614272-502, -504, SB 09276288-4, respectively, in accordance with McDonnell Douglas Service Bulletin 27-288, dated May 18, 1988; or \n\n\t\t3.\tRepair in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tReplacement of the Captain's and First Officer's control column, P/N 5614272-1 and 5614272-2, with new control columns, P/N's 5614272-501, -503, SB 09270288-3, and 5614272-502, -504, SB 09270288-4, respectively, constitutes terminating action for the requirements of this amendment. \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, 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\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-LOO (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis AD supersedes AD 87-13-04, Amendment 39-5656. \n\n\tThis amendment (39-6441, AD 90-01-12) becomes effective on February 5, 1990.
2009-11-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: During the A330 and A340 aircraft fatigue test, cracks appeared on the right and left sides between the crossing area of the keel angle fitting and the front spar of the Centre Wing Box (CWB). Several modifications have been introduced in the fleet in the area of frame [FR] 40 keel angle assembly in order to prevent these cracks. However the new design has caused interference between one fastener and the keel angle which was corrected by further local reprofiling of the keel angle horizontal flange. Analysis shows that without an inspection of this reprofiled area, the structural integrity of the area is impacted, which constitutes an unsafe condition.* * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.

Page 56 of 789 • 19718 total

Previous Next