Results
82-18-05: 82-18-05 BOEING: Amendment 39-4444. Applies to Model 747 series freighter airplanes as listed in Boeing Service Bulletin No. 747-26-2083, Revision 1, or later FAA approved revisions, certificated in all categories. To prevent the rudder cable from possible hangup on the smoke detection tube, accomplish the following: \n\n\tA.\tWithin the next 1,500 hours time-in-service after the effective date of this AD, unless previously accomplished, modify the smoke detection tube in accordance with Boeing Service Bulletin No. 747-26-2083, Revision 1, or later FAA approved revision. \n\n\tB.\tAlternate means of compliance with the AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tC.\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\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). \n\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. These documents may also be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective September 30, 1982.
2010-13-02: 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: A Fokker 50 operator reported an overextended MLG [main landing gear] sliding member after landing. During subsequent investigation it was found that an end stop had unscrewed itself to a certain extent. This caused the MLG torque links to move into an overcentre position against the MLG sliding member. Investigation learned that there was no lockwiring present on the two lockbolts, which hold the end stop. This condition, if not corrected, could lead to structural damage of the main gear and loss of control of the aeroplanes during the landing roll. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
91-06-08: 91-06-08 BOEING: Amendment 39-6928. Docket No. 90-NM-27-AD. \n\n\tApplicability: Model 747 series airplanes, line positions 2 through 707, except Model 747-400 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent damage to wing panels and/or electrical wiring as a result of failure of wing leading edge ducts, accomplish the following: \n\n\tA.\tPrior to the accumulation of 5,850 flight cycles, or within the next 1,850 flight cycles after the effective date of this AD, whichever occurs later, conduct a penetrant inspection and proof pressure test as follows: \n\n\t\t1.\tFor titanium T-ducts and flanged ducts: Conduct the inspection and test in accordance with the Accomplishment Instructions, Items A. through F., J., and K. of Boeing Alert Service Bulletin 747-36A2074, Revision 3, dated May 11, 1989, or Revision 4, dated September 13, 1990. If cracks or ruptures are detected, prior to further flight, repair or replace the duct in accordance with the service bulletin. \n\n\t\t2.\tFor flangeless ducts: Conduct the inspection and test in accordance with the Accomplishment Instructions, Items A. through F., J., and K. of Boeing Alert Service Bulletin 747- 36A2074, Revision 4, dated September 13, 1990. If cracks or ruptures are detected, prior to further flight, repair or replace the duct in accordance with the service bulletin. \n\n\tNOTE: For both flanged and flangeless ducts specified in paragraphs A.1. and A.2. of this AD (excluding T-ducts): The duct weld stress relieving procedure specified in Items G., H., and I. of the referenced service bulletins (and required by paragraphs B.2. and B.3. of this AD) may be accomplished in conjunction with the penetrant inspection and proof pressure test required by this paragraph, and constitutes terminating action for the requirements of paragraphs B.2. and B.3. of this AD. \n\n\tB.\tPrior to the accumulation of 3,000 flight cycles after accomplishment of the initial inspection required by paragraph A. of this AD, accomplish the following: \n\n\t\t1.\tFor titanium T-ducts: Replace titanium T-ducts with Inconel T-ducts in accordance with Boeing Service Bulletin 747-36-2059, dated June 3, 1983. Accomplishment of this replacement constitutes terminating action for the requirements of this AD. \n\n\t\t2.\tFor flanged ducts, except T-ducts: Conduct a penetrant inspection, proof pressure test, and duct weld stress relieving in accordance with the Accomplishment Instructions, Items A. through K., of Boeing Alert Service Bulletin 747-36A2074, Revision 3, dated May 11, 1989, or Revision 4, dated September 13, 1990. If cracks or ruptures are detected, prior to further flight, repair or replace the duct in accordance with the service bulletin. If the duct weld stress relieving has already been accomplished in accordance with AD 88-17-07 prior to the effective date of this AD, it constitutes terminating action for the requirements of this paragraph for flanged ducts. \n\n\t\t3.\tFor flangeless ducts: Conduct a penetrant inspection, proof pressure test, and duct weld stress relieving in accordance with the Accomplishment Instructions, Items A. through K., of Boeing Alert Service Bulletin 747-36A2074, Revision 4, dated September 13, 1990. \n\n\tIf cracks or ruptures are detected, prior to further flight, repair or replace the duct in accordance with the service bulletin. If the penetrant inspection, proof pressure test, and duct weld stress relieving have already been accomplished in accordance with AD 88-17-07 prior to the effective date of this AD, the following apply: \n\n\t\t\ta.\tFor straight flangeless ducts (L3, R3, L4, R4, L5, and R5 defined in the service bulletin): The above constitutes terminating actions for the requirements of this AD. \n\n\t\t\tb.\tFor bent flangeless ducts (L2, R2, L7, and R7 defined in the service bulletin): Conduct only a proof pressure test in accordance with Boeing Alert Service Bulletin 747- 36A2074, Revision 4, dated September 13, 1990. \n\n\tC.\tFor ducts other than T-ducts: Replacement of all leading edge pneumatic ducts by kits in accordance with Boeing Alert Service Bulletin 747-36A2074, Revision 3, dated May 11, 1989, or Revision 4, dated September 13, 1990; or in accordance with Boeing Service Bulletin 747-36-2092, dated June 28, 1990; constitutes terminating action for the requirements of this AD. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base inorder to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tAirworthiness Directive 91-06-08 supersedes AD 88-17-07, Amendment 39-5986. \n\n\tThis amendment (39-6928, AD 91-06-08) becomes effective on April 15, 1991.
68-15-04: 68-15-04\tBOEING: Amdt. 39-645 revises AD 68-15-04 by amending the compliance requirement. Applies to all Model 727 Series Airplanes. \n\n\tCompliance required within the next 1200 hours time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent damage to wire bundles adjacent to the battery charger, accomplish the following: \n\n\tInstall a flame barrier on the lower inboard side of the R.H. rack support assembly adjacent to the battery charger in accordance with Boeing Service Bulletin No. 24-27 or later FAA approved revisions or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective September 5, 1968.
90-20-20: 90-20-20 BOEING: Amendment 39-6725. Docket No. 90-NM-79-AD.\n\n\tApplicability: Model 747 series airplanes, line numbers 1 through 783, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent engine separation, accomplish the following: \n\n\tA.\tPrior to the accumulation of 10,000 total flight cycles or within the next 1,000 flight cycles after the effective date of this AD, whichever occurs later, perform either a detailed visual inspection or an ultrasonic inspection of the nacelle strut diagonal braces for cracks in accordance with Boeing Service Bulletin 747-54-2123, dated March 1, 1990. \n\n\t\tRepeat these inspections as follows:\n\n\t\t1.\tIf the immediately preceding inspection was accomplished visually, the next inspection must be conducted within 1,000 flight cycles. \n\n\t\t2.\tIf the immediately preceding inspection was accomplished ultrasonically, the next inspection must be conducted within 3,000 flight cycles.B.\tIf cracking is found, replace the nacelle strut diagonal brace with a serviceable brace prior to further flight. \n\n\tC.\tReplacement of the nacelle strut diagonal brace with a new production diagonal brace, which has revised internal and external surface finish, in accordance with the method described in Boeing Service Bulletin 747-54-2123, dated March 1, 1990, constitutes terminating action for the inspections required by paragraph A. of this AD. \n\n\tD.\tFor the purposes of compliance with this rule, two "touch-and-go" training flights may be considered equivalent to one flight cycle. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6725, AD 90-20-20) becomes effective on October 23, 1990.
2021-16-19: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by reports of in-flight engine shutdowns (IFESs); investigation results indicated that this could be caused by high altitude climbs at higher thrust settings on engines with certain thrust ratings. This AD requires amending the existing airplane flight manual (AFM) to incorporate a new limitation and revise certain normal procedures, as specified in a Transport Canada Civil Aviation (TCCA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
79-15-04: 79-15-04 MCDONNELL DOUGLAS: Amendment 39-3514 as amended by Amendment 39-3565. Applies to Model DC-10-10, -10F, -30, -30F, and -40 airplanes certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo ensure the integrity and condition of the wing leading edge slat mechanical drive system, accomplish the following: \n\n\t(a)\tBefore further flight, after the effective date of this AD, unless already accomplished after June 6, 1979, and thereafter at intervals not to exceed 325 landings since the last inspection. \n\n\t\t1.\tVisually inspect all slat system drive cables and pulleys in situ for security, and general condition (corrosion, damage, etc.); \n\n\t\t2.\tVisually inspect all slat system followup cables and pulleys in situ for security and general condition (corrosion, damage, etc.); \n\n\t\t3.\tVisually inspect the inboard and outboard slat drive mechanisms while operating the slat system to verify security of the components and freedom of movement of the mechanisms; \n\n\t\t4.\tCorrect all discrepancies found during the above inspections which exceed the condition limitations provided by the McDonnell Douglas DC-10 Maintenance Manual; and \n\n\t\t5.\tReport results of all inspections to the Chief, Aircraft Engineering Division, FAA Western Region within 24 hours of accomplishment in the following format: \n\n\t\t\t(1)\t"N" Number \n\n\t\t\t(2)\tTotal landings at inspection \n\n\t\t\t(3)\tResults of inspection by specific paragraph and subparagraph of this AD \n\n\t\t\t(4)\tPart Number \n\n\t\t\t(5)\tIdentify contact for follow-up \n\n\t(b)\tFor #2 and #3 position, slat drive cables, except "zinc coated 6 x 31 or 7 flex premium cables," before accumulating an additional 810 landings on any individual cable, after the effective date of this AD, unless a new cable was installed within the last 5,700 landings, and thereafter at intervals not to exceed 6,500 total landings on any individual cable, replace the affected drive cable with a new cable of the same part number or anFAA approved replacement cable. If a cable is replaced with a "zinc coated 6 x 31 or 7 flex premium cable," the cable replacement limits specified in paragraph (c) become effective for the replacement cable. \n\n\t(c)\tFor #2 and #3 position, slat "zinc coated 6 x 31 or 7 flex premium" type drive cables, before accumulating an additional 810 landings on any individual cable after the effective date of this AD, unless a new cable was installed within the last 10,000 landings, and thereafter at intervals not to exceed 10,800 total landings on any individual cable, replace the affected drive cable with a new cable of the same part number or an FAA approved replacement part. \n\n\t(d)\tPart numbers of "zinc coated 6 x 31 or 7 flex premium cables" which are approved replacement cables for compliance with either paragraphs (b) or (c) are identified by McDonnell Douglas All Operators Letters, (AOL), 10-1333A dated October 26, 1978 and 10-1379 dated January 8, 1979. \n\n\t(e)\tThe repetitive inspections required by paragraph (a) may be discontinued after the inspections and modifications required by paragraph (b) of AD 78-20-04 (Amendment 39-3308) have been accomplished and after it has been determined that #2 and #3 slat position drive cables are within the limits of 6,500 total landings or the 10,800 total landings specified in paragraphs (b) or (c) respectively, of this AD. \n\n\t(f)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\t(g)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(h)\tFor the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time-in-service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tAmendment 39-3514 became effective July 13, 1979. \n\n\tThis amendment 39-3565 becomes effective September 24, 1979.
92-16-03: 92-16-03 MCDONNELL DOUGLAS: Amendment 39-8312. Docket No. 92-NM-127-AD. \n\n\tApplicability: Model DC-10-10, -15, -30, -40, and KC-10A (Military) series airplanes on which spoiler mixer brackets, part number APH7275-1, APH7275-501, APH7275-503, APH7275-505, APH7275-507, or APH7275-509, have been installed; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent failure of the spoiler mixer brackets, which could lead to reduced controllability of the airplane, accomplish the following: \n\n\t(a)\tUnless accomplished within the last 1,500 landings, conduct an eddy current inspection of the right- and left-hand spoiler mixer brackets in accordance with McDonnell Douglas Alert Service Bulletin A27-220, dated May 29, 1992, at the later of times specified in paragraph (a)(1) or (a)(2) of this AD. \n\n\t\t(1)\tPrior to the accumulation of 100 landings or within 60 days after the effective date of this AD, whichever occurs first; or(2)\tPrior to the accumulation of 8,000 landings on the currently installed brackets. \n\n\t(b)\tIf no cracking is detected, repeat the eddy current inspection at intervals not to exceed 1,500 landings. \n\n\t(c)\tIf cracking is detected, accomplish the procedures specified in paragraphs (c)(1) and (c)(2) of this AD: \n\n\t\t(1)\tPrior to further flight, replace the spoiler mixer bracket with one having the same part number; or with a spoiler mixer bracket having part number APH7275-507 or APH7275-509, as applicable; in accordance with McDonnell Douglas Alert Service Bulletin A27-220, dated May 29, 1992. \n\n\t\t(2)\tPrior to the accumulation of 8,000 landings on the spoiler mixer bracket installed in accordance with paragraph (c)(1) of this AD, conduct an eddy current inspection of the right- and left-hand spoiler mixer brackets in accordance with McDonnell Douglas Alert Service Bulletin A27-220, dated May 29, 1992. Thereafter, repeat the eddy current inspection at intervals not to exceed1,500 landings. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(f)\tThe inspection and replacement shall be done in accordance with McDonnell Douglas Alert Service Bulletin A27-220, dated May 29, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(g)\tThis amendment becomes effective on September 8, 1992.
2010-13-03: We are adopting a new airworthiness directive (AD) for certain Model 777-200LR and -300ER series airplanes. This AD requires doing a high frequency eddy current inspection for cracking of the keyway of the fuel tank access door cutout on the left and right wings between wing rib numbers 8 (wing station 387) and 9 (wing station 414.5), and related investigative and corrective actions if necessary. This AD results from reports of cracks emanating from the keyway of the fuel tank access door cutout of the lower wing skin between wing rib numbers 8 and 9. We are issuing this AD to prevent loss of the lower wing skin load path, which could cause catastrophic structural failure of the wing.
85-26-06: 85-26-06 BELL HELICOPTER TEXTRON, INC.: Amendment 39-5193. Applies to Model 206A, 206A-1, 206B, 206B-1, 206L, 206L-1, and 206L-3 helicopters certificated in any category. (Airworthiness Docket No. 83-ASW-53.) \n\n\tCompliance is required as indicated (unless already accomplished). \n\n\tTo prevent possible loss of the tail rotor tip block and resulting tail rotor imbalance which could lead to tail rotor gearbox and stud failure and subsequent separation of the tail rotor gearbox from the helicopter tailboom, accomplish the following: \n\n\t(a)\tWithin the next 7 days after the effective date of this AD, and thereafter at intervals not to exceed 7 days, check tail rotor blades, Part Numbers (P/N) 206-016-201-001, - 103, and -107, for serviceability with special emphasis on the tip block area as follows (see Figure 1): \n\n\t\t(1)\tVisually check for corroded or missing rivet heads. \n\n\t\t(2)\tVisually check for rivet heads that have pulled through the skin shell in the tip block area.(3)\tVisually check for voids or separations between the skin shell and tip block. \n\n\t\t(4)\tCheck for any movement or displacement of the tip block outboard of the tip of the skin shell. \n\n\t(b)\tThe check required by paragraph (a) of this AD is not considered to be maintenance or preventive maintenance. However, the person performing this check shall make an entry in the aircraft's maintenance records containing the following information: \n\n\t\t(1)\tIf no discrepancies are noted, make an entry referencing the check required by paragraph (a) of this AD, the name of the person who performed the check, the date the check was accomplished, the signature, certificate number, and kind of certificate held by the person performing the check. \n\n\t\t(2)\tIf any discrepancies are noted, make an entry referencing the check as required in paragraph (a) of this AD, the name of the person who performed the check, the date the check was accomplished, and the nature of the discrepancy. In addition tothis entry, the inspection required by paragraph (d) of this AD must be performed before further flight. \n\n\t(c)\tThe checks required by paragraph (a) of this AD may be performed by the pilot provided his logbook is endorsed by an appropriately rated mechanic stating that the pilot has been properly trained to conduct the check. \n\n\t(d)\tWithin the next 100 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours time in service, inspect tail rotor blades, P/N's 206-016-201-001, -103, and -107 for serviceability with special emphasis on the tip block area as follows (see Figure 1): \n\n\t\t(1)\tVisually inspect for corroded rivets and/or missing rivet heads. \n\n\t\t(2)\tReplace corroded or missing rivets per instructions in paragraph (e) of this AD before further flight. \n\n\t\t(3)\tVisually inspect for rivet heads that have pulled through the skin shell in the tip block area. \n\n\tNOTE: A rivet head that has pulled through the skin will require replacement of the blade before further flight. \n\n\t\t(4)\tVisually inspect for voids or gaps between the shell and the tip block. Limits for voids or gaps between the shell and the tip block are as follows: \n\n\t\t\t(i)\tA void (or gap) no wider than 0.25 inch (chordwise) at the leading edge is acceptable but must be sealed (see Figure 1). Seal with EC-2216 or EA934 in accordance with the appropriate Model 206 maintenance manual or FAA-approved equivalent. \n\n\t\t\t(ii)\tA void (or gap) no wider than 0.12 inch (chordwise) between the shell and the aft end of the tip block is acceptable but must be sealed (see Figure 1). Seal with EC-2216 or EA934 in accordance with the appropriate Model 206 maintenance manual or FAA- approved equivalent. \n\n\t\t\t(iii)\tWith the exception of paragraphs (d)(4)(i) and (d)(4)(ii) of this AD, voids between the shell and the tip block that are visible at the top are unacceptable. \n\n\t\t\t(iv)\tReplace any blade with voids in excess of these limitations before further flight. \n\n\t\t\t(v)\tAny movement or displacement of the tip block outboard of the tip of the skin shell shall require replacement of the blade before further flight. \n\n\t(e)\tWithin the next 30 days after the effective date of this AD, replace the five aluminum rivets in the tail rotor tip block area with five titanium brazier head rivets, P/N CSR903B4-14, and special washers, P/N 206-016-213-101, in accordance with Part II of Bell Alert Service Bulletin 206-85-28, Rev. "B," dated June 21, 1985, or 206L-85-34, Rev. "B," dated June 21, 1985, whichever applies. \n\n\tNOTE: Tail rotor blades modified in accordance with Part II of the Bell Alert Service Bulletin 206L-85-34, Rev. "A," dated April 2, 1985, or Bell Alert Service Bulletin 206-85-28, Rev. "A," dated April 2, 1985, have been determined to be in compliance with the requirements of this AD and the weekly check required in paragraph (a) of this AD is no longer in effect for modified blades. However, the 100-hour repetitive inspection described in paragraph (d) of this AD remains in effect. \n\n\t(f)\tUpon compliance with paragraph (e) of this AD, the weekly check as described in paragraph (a) of this AD is no longer in effect. However, the 100-hour repetitive inspection described in paragraph (d) of this AD remains in effect. \n\n\t(g)\tIn accordance with FAR Sections 21.197 and 21.199, the helicopter may be flown to a base where the requirements of this AD can be accomplished. \n\n\t(h)\tAny alternative method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, Helicopter Certification Branch, Southwest Region, Federal Aviation Administration. \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copiesupon request to Bell Helicopter Textron, Inc., P.O. Box 482, Fort Worth, Texas 76101. The documents also may be examined in Room 158, Building 3B, Office of the Regional Counsel, FAA, Southwest Region, 4400 Blue Mound Road, Fort Worth, Texas 76106, between 8 a.m. and 4 p.m., weekdays, except Federal holidays. \n\n\tThis AD supersedes AD 82-17-04, Amendment 39-4819 as amended by Amendment 39- 4890. \n\n\tThis amendment becomes effective January 31, 1986. \n\n\n\n\n\t\t\t\t\tFIGURE 1\tAD 85-26-06
91-14-03: 91-14-03 MCDONNELL DOUGLAS: Amendment 39-7045. Docket No. 91-NM-119-AD. \n\n\tApplicability: Model MD-11 and MD-11F series airplanes, with manufacturer's fuselage numbers 447 through 449, 451 through 461, and 463, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fuel leakage from the tail tank fuel distribution pipe assembly shroud coupling when the shroud system contains fuel, accomplish the following: \n\n\t(a)\tWithin 30 flight hours after the effective date of this AD, and thereafter at intervals not to exceed 100 flight hours, visually inspect the tail tank fuel distribution pipe assembly located in the left main landing gear wheel well for correct pipe flange position, in accordance with the accomplishment instructions of McDonnell Douglas MD-11 Alert Service Bulletin A28-14, dated April 11, 1991 (hereinafter referred to as SB A28-14). \n\n\t\t(1)\tIf the pipe flange measurement is within the dimensions specified in SB A28-14, no action is required. \n\n\t\t(2)\tIf the pipe flange measurement is not within the dimensions specified in SB A28-14, prior to further flight, accomplish either subparagraph (a)(2)(i) or (a)(2)(ii) of this AD: \n\n\t\t\t(i)\tReposition the pipe assembly in accordance with the accomplishment instructions of SB A28-14 and continue inspections at intervals not to exceed 100 flight hours; or \n\n\t\t\t(ii)\tInstall a fuel pipe assembly shroud support bracket in accordance with the accomplishment instructions of McDonnell Douglas MD-11 Service Bulletin 28-14, dated May 17, 1991. \n\n\t(b)\tInstallation of a fuel pipe assembly shroud support bracket in accordance with the accomplishment instructions of McDonnell Douglas Service Bulletin 28-14, dated May 17, 1991, constitutes terminating action for the requirements of paragraph (a) of this AD. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used whenapproved by the Manager, Los Angeles Aircraft Certification Office (AC0), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(e)\tThe inspection, repositioning, and installation requirements shall be done in accordance with McDonnell Douglas MD-11 Service Bulletin A28-14, dated April 11, 1991; and Service Bulletin 28-14, dated May 17, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: DC-10 Technical Publications, Technical AdministrativeSupport, C1-L5B. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-7045, AD 91-14-03) becomes effective on July 5, 1991.
74-15-03: 74-15-03 BOEING: Amendment 39-1897 as amended by Amendment 39-2550. Applies to all Boeing 707-300, -300B/C, -400 series airplanes listed in Boeing Service Bulletin 3168 with more than 5000 flights which have not accomplished Boeing Service Bulletin 2607 or 2427 part X(a). \n\tFor purposes of this AD, one flight is defined as one takeoff and landing. Compliance required as indicated. \n\tTo detect cracking in the upper wing skin under the external rib chord at WBL 59.24, on airplanes with more than 5000 flights, or more than 5000 flights since incorporation of Service Bulletin 2626, accomplish the inspections of (1) at the times specified in (2). Repetitive inspections are noted in paragraph (3) and terminating action is noted in paragraph (4). \n\t(1)\tInspect the wing skins for cracks around the 4 critical fasteners as defined in Boeing Service Bulletin 3168 by use of the procedures specified in (a) or (b) below. Wing skins found cracked are to be repaired prior to further flight inaccordance with Boeing Service Bulletin 3168 or 2607 or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t\t(a)\tEddy current procedures as specified in Boeing Service Bulletin 3168. \n\t\t(b)\tUltrasonic inspection procedures as specified in Boeing Service Bulletin 3168. Reinspection of the wing skin is required at intervals not to exceed 200 flights until an eddy current inspection of (a) above has been accomplished, or the wing skin has been modified in accordance with Boeing Service Bulletin 2607 or a method approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\t(2)\tAfter the effective date of this AD, aircraft with more than 10,000 flights, are to be inspected within the next 100 flights; airplanes with more than 7500 flights, within the next 200 flights; airplanes with more than 5000 flights, within the next 300 flights. \n\t(3)\tRepetitive inspections are to be accomplished at the times specified in (a) or(b) below, in accordance with the eddy current inspection procedures of Boeing Service Bulletin No. 3168, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Wing skins found cracked are to be repaired prior to further flight in accordance with Boeing Service Bulletin No. 3168 or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Thereafter reinspect at intervals not to exceed those specified in (a) below. \n\t\t(a)\tFor airplanes which have been modified in accordance with Boeing Service Bulletin No. 2626, following the inspection required by paragraph (1)(a), reinspect at intervals not to exceed 2,000 flights. \n\t\t(b)\tFor airplanes which have not been modified in accordance with Boeing Service Bulletin No. 2626, inspect within 5,000 flights after accomplishment of the hole oversizing and eddy current inspections required by paragraph (1)(a) and at intervals thereafter not to exceed 2,000 flights.(4)\tReplacement of the upper wing skin in accordance with Boeing Service Bulletin No. 2607, or incorporation of Boeing Service Bulletin No. 2427 Part Xa, or modifications approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region constitutes terminating action for this AD. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-1897 became effective on July 16, 1974. \n\tThis amendment 39-2550 becomes effective April 21, 1976.
69-20-06: 69-20-06\tBOEING: Amdt. 39-854. Applies to Model 707, 720, 727 and 737 series airplanes. \n\n\tCompliance required within the next 1500 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent hazardous conditions resulting from electrical overloads of circuits using Wood Electric Corporation three-phase circuit breakers (Boeing P/N BAC-C18L( )) accomplish the following: Replace all Wood Electric Corp. three-phase circuit breakers (Boeing P/N BAC- C18L( )) in accordance with Boeing Service Bulletin No. 2897, dated May 21, 1969, and No. 2898, dated May 1, 1969, (707 and 720 airplanes) or later FAA approved revisions; Service Bulletin No. 24-48, dated May 21, 1969, (727 airplanes), or later FAA approved revisions; and Service Bulletin No. 24-1011, dated May 21, 1969 (737 airplanes), or later FAA approved revisions, or an equivalent replacement approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective October 30, 1969.
2010-12-10: The FAA is superseding an existing airworthiness directive (AD) for General Electric Company (GE) CF6-45 and CF6-50 series turbofan engines with certain low-pressure turbine (LPT) rotor stage 3 disks installed. That AD required initial and repetitive borescope inspections of the high-pressure turbine (HPT) rotor stage 1 and stage 2 blades for wear and damage, including excessive airfoil material loss. That AD also required fluorescent penetrant inspection (FPI) of the LPT rotor stage 3 disk under certain conditions and removal of the disk from service before further flight if found cracked. This ad requires the same inspections at reduced intervals and additional borescope inspections. This AD also requires repetitive exhaust gas temperature (EGT) system checks. This AD results from reports received of two additional LPT rotor stage 3 disk events. We are issuing this AD to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
2010-12-06: 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 final Acceptance Test Procedure (ATP), a small oil leak was discovered on the Spoiler Unload Valve and Rudder Shutoff Valve bodies. Investigation revealed that a number of valves were manufactured with an incorrect wall thickness. This thin wall condition caused cracking, subsequent external weeping and pressure loss from the subject valves. This condition, if not corrected, will cause a loss of hydraulic fluid and subsequent loss of spoiler and/or rudder control. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-12-08: 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 a maintenance check performed by an A310 operator, the recommended modification of the lower attachment beam of rack 101VU by accomplishment of Airbus Service Bulletin (SB) A310-53-2076 was embodied on the aeroplane, leading the operator to find three cracks on the FR15A crossbeam above the NLG [nose landing gear] box at the splicing with rack 107VU fitting. This condition, if not detected and corrected, could degrade the structural integrity of the crossbeam on NLG FR15A Web attachment fitting of rack 107VU. Rack 107VU contains major airworthiness system components whose functioning could be adversely affected by the loss of the attachment fitting. As the A300 and A300-600 aeroplanes share this design feature, they are also affected. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
69-19-02: 69-19-02 VICKERS: Amdt. 39-823. Applies to Viscount Models 744 and 745D Series Airplanes equipped with aluminum heavy duty cable lugs connected to the engine starter selector relay. Compliance: Required within the next 1,500 hours' time in service after the effective date of this AD, unless already accomplished. To prevent the overheating of the aluminum heavy duty cable lugs during engine starting replace the existing engine starting selector relay locking nut, bolt, and washers with a captive locking nut P/N 80236 Sht. 893, revised securing bolt P/N 72436-2749 and washers 74736-287, in accordance with British Aircraft Corp. Viscount Modification Bulletin No. D.3219 Issue 1, dated September 9, 1968, or later ARB-approved issue or an FAA-approved equivalent. The aluminum cable lug connections to engine starter selector relays are located in the main landing gear wheel bay at Nose Rib Station 131, LH and RH wings. This amendment becomes effective September 20, 1969.
2006-09-11: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A319-100, A320-200, A321-100, and A321-200 series airplanes. This AD requires repetitive inspections for corrosion in the inside and outside lower walls of each type A, D, E, and F lavatory wall that has at least one wall-mounted cabin attendant seat, and related investigative and corrective actions if necessary. The repetitive inspections may be terminated by repairing the wall with composite material, or replacing the entire wall with a new wall made of composite material. This AD results from reports of corrosion in the lower part of the lavatory walls due to water ingress. We are issuing this AD to detect and correct corrosion and damage on the lower part of the lavatory walls, which could compromise the structural integrity of the cabin attendant seat attachments, and cause injury to the cabin attendants during a crash landing.
2007-19-09R1: We are revising an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Since the issuance of AD 2007-0126 Turbomeca has released modification TU157 which consists in modifying the pressure relief valve of the HMU by introducing a damping device into the valve. Introduction of this device has demonstrated to decrease the pressure fluctuations in the system, therefore reducing significantly the risk of wear of the delta-P diaphragm fabric. This will delete the need for a periodical replacement of the delta-P diaphragm before overhaul of the HMU. The modification TU157 is therefore considered as the terminating action for this AD. We are issuing this AD to prevent the loss of automatic control mode coupled with the deteriorated performance of the backup mode, which can lead to the inability to continue safe flight, forced autorotation landing, or an accident.
93-13-01: 93-13-01 BOEING: Amendment 39-8614. Docket 92-NM-239-AD. \n\n\tApplicability: Model 757 series airplanes, line numbers 1 through 411 inclusive, 413 through 444 inclusive, 446 through 470 inclusive, and 472 through 480 inclusive; and Model 767 series airplanes, line numbers 1 through 451 inclusive; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent the inability to restart the engines in the event of a dual engine flameout, accomplish the following: \n\n\t(a)\tWithin 12 months after the effective date of this AD, perform an examination of the nameplate on the static inverter to determine the part number of the static inverter, in accordance with Boeing Service Bulletin 757-24A0069, Revision 1, dated December 10, 1992 (for Model 757 series airplanes); or Boeing Alert Service Bulletin 767-24A0085, dated September 17, 1992 (for Model 767 series airplanes); as applicable. \n\n\t\t(1)\tIf Boeing part number (P/N) S282T004-7appears on the nameplate of the static inverter, prior to further flight, replace the static inverter with an improved model and perform an operational test, in accordance with the applicable service bulletin. \n\n\t\t(2)\tIf Boeing P/N S282T004-7 does not appear on the nameplate of the static inverter, no further action is required by this AD. \n\n\t(b)\tAs of the effective date of this AD, no person shall install a static inverter having P/N S282T004-7 on any Model 757 or 767 series 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(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 examination, replacement, and operational test shall be done in accordance with Boeing Service Bulletin 757-24A0069, Revision 1, dated December 10, 1992 (for Model 757 series airplanes); or Boeing Alert Service Bulletin 767-24A0085, dated September 17, 1992 (for Model 767 series airplanes); as applicable. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on August 9, 1993.
91-09-17: 91-09-17 BOEING: Amendment 39-6984. Docket No. 90-NM-251-AD. Supersedes AD 90- 14-04. \n\n\tApplicability: Model 737-300 and -400 series airplanes, line numbers 1001 through 1769 and 1771, as listed in Boeing Alert Service Bulletin 737-57A1202, Revision 1, dated April 26, 1990, certificated in any category. \n\n\tCompliance is required as indicated, unless previously accomplished. \n\n\tTo prevent separation of the outboard flap from the airplane, accomplish the following: \n\n\tA.\tFor airplanes line numbers 1001 through 1762: Within the next 30 days after August 25, 1989 (the issuance date of Telegraphic AD T89-18-51), inspect the bolts used to secure the track forward support fitting of the inboard tracks to determine the bolt head designation. \n\n\tB.\tIf a bolt other than Boeing part numbers BACB30LE6 or BACB30LE7, (A286 CRES steel) or BACB30US6 or BACB30US7 (Inconel), is found installed as a result of the inspection required by paragraph A. of this AD, prior to further flight, replace it with a proper bolt and nut in accordance with Boeing Alert Service Bulletin 737-57A1202, dated August 24, 1989, or Revision 1, dated April 26, 1990. \n\n\tC.\tFor airplanes line numbers 1001 through 1762, within the next 1,500 cycles or 6 months after August 6, 1990 (the effective date of amendment 39-6643), whichever occurs first, visually or eddy current inspect the nuts used to secure the track forward support fitting of the inboard track to determine nut material, in accordance with Boeing Alert Service Bulletin 737- 57A1202, dated August 24, 1989, or Revision 1, dated April 26, 1990. \n\n\tNOTE: Inspection of the nuts must be accomplished even if the part numbers of the bolts were previously determined to be correct. \n\n\tD.\tIf a nut other than A286 CRES steel, Boeing part number BACN10HR, is found installed as a result of the inspection required by paragraph C. of this AD, prior to further flight, replace it with a proper nut in accordance with Boeing Alert Service Bulletin 737-57A1202, dated August 24, 1989, or Revision 1, dated April 26, 1990.\n \n\tE.\tFor airplanes line numbers 1763 through 1769 and 1771: Within the next 1,500 cycles or 6 months after the effective date of this Amendment, whichever occurs first, visually or eddy current inspect the nuts used to secure the track forward support fitting of the inboard track to determine the nut material, in accordance with Boeing Alert Service Bulletin 737-57A1202, dated August 24, 1989, or Revision 1, dated April 26, 1990. \n\n\tF.\tIf a nut other than A286 CRES steel, Boeing part number BACN10HR, is found installed as a result of the inspection required by paragraph E. of this AD, prior to further flight, replace it with a proper nut in accordance with Boeing Alert Service Bulletin 737-57A1202, dated August 24, 1989, or Revision 1, dated April 26, 1990. \n\n\tG.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate.\n \n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle 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 in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tAirworthiness Directive 90-14-04 superseded telegraphic AD T89-18-51. \n\tAirworthiness Directive 91-09-17 supersedes AD 90-14-04, Amendment 39-6643. \n\tThis amendment (39-6984, AD 91-09-17) becomes effective on June 3, 1991.
59-10-01: 59-10-01\tBOEING: Applies to Boeing Model 707-100 Series Airplanes Registration Number N707PA Through N712PA, N70773, N7501A Through 7510A, N732TW Through N736TW. \n\tCompliance required by May 30, 1959. \n\tRemove lining trim strip 65-1910-10 and lining panels 65-1910-3 and -4 from left-hand and right-hand cabin sidewall panel installations. Install suitable plate of 0.032 gage aluminum alloy or 0.062 thick Royalite material on the left-hand and right-hand cabin sidewalls in vicinity of fuselage Station 196.5 such that left outboard and right outboard rudder pedals will have positive clearance throughout the full range of rudder pedal travel. \n\t(Boeing Service Bulletin NO. 298 Revision R-1 covers this subject.)
92-06-14: 92-06-14 BOEING: Amendment 39-8194. Docket No. 91-NM-190-AD. \n\n\tApplicability: Model 727 series airplanes, listed in Boeing Service Bulletin 727-53-0126, Revision 6, dated December 21, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the body station (BS) 950 side fitting and subsequent depressurization of the airplane, accomplish the following: \n\n\t(a)\tPrior to the accumulation of 15,000 total flight cycles or within the next 3,000 flight cycles or 18 months after the effective date of this AD, whichever occurs later, conduct visual, eddy current, and ultrasonic inspections of the body station (BS) 950 side fitting between stringers S-9 and S-13 for cracks and web separations, in accordance with Figure 1 of Boeing Service Bulletin 727-53-0196, dated February 14, 1991. Step 5 of Figure 1 of the service bulletin (which refers to dye penetrant inspections); and Steps 8, 9, 10, and 11 of Figure 1 of the service bulletin (which refer to the removal of weather caulking and inspection of the fitting through the gap between the skins); are not required to be accomplished. \n\n\t(b)\tIf cracks or separations are found, prior to further flight, repair the body station (BS) 950 side fitting in accordance with Boeing Service Bulletin 727-53-0196, dated February 14, 1991; or Boeing Service Bulletin 727-53-0126, Revision 6, dated December 21, 1989. After repairs, conduct repetitive inspections as follows: \n\n\t\t(1)\tFor airplanes on which outboard flange cracks are removed by oversizing the fastener holes, repeat the inspections required by paragraph (a) of this AD at intervals not to exceed 6,000 flight cycles or 3 years, whichever occurs first. \n\n\t\t(2)\tFor airplanes on which the external doubler is used to repair only outboard flange cracks, repeat the inspections required by paragraph (a) of this AD at intervals not to exceed 6,000 flight cycles or 3 years, whichever occurs first.(3)\tFor airplanes on which the external doubler is used to repair either web separations or web separations and outboard flange cracks, repeat the inspections required by paragraph (a) at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. \n\n\t\t(4)\tFor airplanes on which the external doubler and the internal angles are used for repair, conduct an x-ray inspection of the repaired area to detect crack growth at intervals not to exceed 12,000 flight cycles or 6 years, whichever occurs first, in accordance with Boeing Service Bulletin 727-53-0126, Revision 6, dated December 21, 1989. \n\n\t(c)\tIf no cracks or separations are found, and uncracked fastener holes have been reworked in accordance with Figure 1 of Boeing Service Bulletin 727-53-0196, dated February 14, 1991, repeat the inspection requirements of paragraph (a) of this AD at intervals not to exceed 6,000 flight cycles or three years, whichever occurs first. \n\n\t(d)\tIf no cracks or separationsare found and uncracked fastener holes have not been reworked in accordance with Figure 1 of Boeing Service Bulletin 727-53-0196, dated February 14, 1991, repeat the inspection requirements of paragraph (a) of this AD at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. \n\n\t(e)\tThe partial replacement of the body station (BS) 950 side fitting in accordance with Boeing Service Bulletin 727-53-0196, dated February 14, 1991, constitutes terminating action for the inspection requirements of this AD for the replaced portion of the fitting. Unreplaced portions must continue to be inspected in accordance with this AD. \n\n\t(f)\tThe complete replacement of the body station (BS) 950 side fitting in accordance with Boeing Service Bulletin 727-53-0126, Revision 6, dated December 21, 1989, constitutes terminating action for the inspection requirements of this AD. \n\n\tNOTE: Replacement of the side fitting in accordance with Boeing Service Bulletin 727-53-0126, Revision 4, dated October 16, 1986; or Revision 5, dated May 26, 1988; is considered in compliance with this paragraph. \n\n\t(g)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(h)\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(i)\tThe inspections, repairs, and replacements shall be done in accordance with Boeing Service Bulletin 727-53-0196, dated February 14, 1991; and Boeing Service Bulletin 727-53-0126, Revision 6, dated December 21, 1989; as applicable. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(j)\tThis amendment becomes effective on April 28, 1992.
73-08-02: 73-08-02 SWEARINGEN : Amendment 39-1615 as amended by Amendment 39-1621. Applies to Swearingen Models SA226T and SA226AT aircraft, Serial Numbers T201 through 224, and Serial Numbers AT001 through 009 respectively, certificated in all categories. Compliance required as indicated. To prevent operation in icing conditions with an unapproved oil cooler inlet scoop which may not provide adequate ice protection, prior to further flight after receipt of this message, accomplish the following: 1. Inspect the Oil Cooler Air Inlet Assembly to determine if the Assembly, P/N 27-63019-1, is installed. The 27-63019-1 Assembly can be identified externally since the leading edge of the oil cooler scoop will be wrapped around the oil tube on such units. 2. If the 27-63019-1 Assembly is installed, modify the "Approved Type of Operation" placard as follows: a. Obscure from view the words "AND KNOWN ICING."b. Install a permanent type placard in full view of the pilot as near as possible to the Approved Type of Operation placard, worded as follows: "FLIGHT INTO KNOWN ICING CONDITIONS IS PROHIBITED." The owner or operator may make and use a placard containing the above words or contact Swearingen Aviation Corporation, P. O. Box 32486, San Antonio, Texas, 78284, to obtain a placard containing the appropriate wording. Letters must be at least one-eighth inch in height. 3. No action need be taken on aircraft not having the oil cooler assembly, P/N 27-63019-1. 4. On aircraft modified in accordance with Swearingen Aviation Corporation Service Kit No. 71K10-3036, the placard required by paragraph 2.b. above may be deleted and the words "AND KNOWN ICING" in paragraph 2.a. above may be uncovered. Amendment 39-1615 was effective April 5, 1973, and was effective upon receipt for all recipients of the message dated March21, 1973, which contained this amendment. This Amendment 39-1621 becomes effective April 12, 1973.
91-05-01: 91-05-01 BOEING: Amendment 39-6904. Docket No. 90-NM-157-AD. \n\n\tApplicability: All Model 757, 767, and 747-400 series airplanes, certificated in any category. \n\n\tCompliance: Required within 30 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent landing accidents as a result of inadvertent autopilot disconnection during restricted visibility conditions, accomplish the following: \n\n\tA.\tRevise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) as follows. This may be accomplished by inserting a copy of this AD in the AFM. \n\n\t\t1.\tFor the Model 747-400 series airplane, add the following paragraph under AUTOPILOT/FLIGHT DIRECTOR SYSTEM: "For low weather minima automatic landing, fail-operational, the autopilot system has only been shown to meet the applicable airworthiness performance and integrity requirements to comply with FAA Advisory Circular (AC) 20-57A, and Appendix 1 and 2 of AC 120-28C, for an automatic landing system. (This supersedes information stated in NORMAL PROCEDURES)." \n\n\t\t2.\tFor the Model 767 series airplane, add the following paragraph under AUTOPILOT-FLIGHT DIRECTOR: "For autoland, fail-operational, the autopilot system has only been shown to meet the applicable airworthiness performance and integrity requirements to comply with Appendix 1 and 2 of FAA Advisory Circular 120-28C for an automatic landing system. (This supersedes information stated in NORMAL PROCEDURES)." \n\n\t\t3.\tFor the Model 757 series airplane, add the following paragraph under AUTOPILOT-FLIGHT DIRECTOR: "For autoland fail-operational, the autopilot system has only been shown to meet the applicable airworthiness performance and integrity requirements to comply with Appendix 1 and 2 of FAA Advisory Circular 120-28C for an automatic landing system. (This supersedes information stated in NORMAL PROCEDURES)." \n\n\tB.\tFor the Model 767 and 757 series airplanes, revise the Certificate Limitations Section ofthe FAA-approved AFM under AUTOPILOT - FLIGHT DIRECTOR to include the following. This may be accomplished by inserting a copy of this AD in the AFM. "For Autoland Operation, if the crewmember's status message changes from LAND 3 to LAND 2, an autoland is prohibited, and the pilot must disconnect the autopilot and execute a manual go-around or make a manual landing on that approach." \n\n\tC.\tAn alternate means of compliance which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle Aircraft Certification Office, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the 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 withthe requirements of this AD. \n\n\tThis amendment (39-6904, AD 91-05-01) becomes effective on March 5, 1991.