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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.
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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.
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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.
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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.
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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.
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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.
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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.
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94-13-01:
This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires installation of new fairlead assemblies and P-clips; inspection to detect damage of the wiring harness at the wing rear spars; repair or replacement of any damaged wiring harness with a new wiring harness assembly; and verification of the position of the currently installed P-clips, and repositioning, if necessary. This amendment is prompted by a report of abrasion of an electrical power cable in the wiring harness at the wing rear spar. The actions specified by this AD are intended to prevent abrasion of electrical power cables in the wiring harnesses at the wing rear spars, which could lead to a dormant failure of emergency fuel and hydraulic shutoff services.
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2021-21-06:
The FAA is adopting a new airworthiness directive (AD) for H[eacute]licopt[egrave]res Guimbal (HG) Model Cabri G2 helicopters with certain part-numbered aluminum cooling fans (cooling fan) installed. This AD was prompted by a report of an occurrence of an in-flight shutdown due to a crack and subsequent failure of the cooling fan. This AD requires removing certain part-numbered cooling fans from service, or modifying certain part-numbered cooling fans before exceeding a certain total hours time-in-service (TIS), and installing newly designed cooling fans. This AD also prohibits installing any affected cooling fan on any helicopter. The FAA is issuing this AD to address the unsafe condition on these products.
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93-24-15:
93-24-15 CESSNA AIRCRAFT COMPANY: Amendment 39-8764. Docket No. 93-CE-43-AD. Applicability: The following model and serial number airplanes, certificated in any category: \n\n\nModels\nSerial Numbers \n150F, 150G, \n150H, and 150J. \n15061533 through 15071128.\nF150F, F150G,\t\nF150H, and F150J. \nF150-0001 through F150-0529. \n172E, 172F, 172G,\n172H, 172I, and\n172K (T-41A). \n17250573 through 17259223.\nF172E, F172F,\n F172G, and F172H. \nF172-0019 through F17200754.\nFR172E, FR172F,\nand FR172G. \nFR17200001 through FR17200225. \n180H and 180J.\n18051446 through 18052384. \n185D, 185E,\nand 185F. \n185-0777 through 18502310. \nR172E, R172F,\n R172G, and \nR172H (T-41B,\n T-41C, and T-41D). \nR172-0001 through R172-0452.\n\n\tCompliance: Required within the next 6 calendar months after the effective date of this AD, unless already accomplished. \n\n\tTo prevent an in-flight fire caused by a short in the electrical wiring controlled by the instrument panel light dimming rheostat,accomplish the following: \n\n\t(a)\tReplace the existing instrument panel light dimming rheostat with one of improved design that is current-limited and heat-protected, part number RD-0015H-1600, in accordance with Cessna ACCOMPLISHMENT INSTRUCTIONS SEB92-33R1, Revision 1, dated June 25, 1993. \n\n\t(b)\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(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita Aircraft Certification Office. \n\n\t(d)\tThe replacement required by this AD shall be done in accordance with Cessna ACCOMPLISHMENT INSTRUCTIONS SEB92-33R1, Revision 1, dated June 25, 1993. 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 Cessna Aircraft Company, P.O. Box 7704, Wichita, Kansas 67277. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on February 11, 1994.
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82-24-02:
82-24-02 BOEING: Amendment 39-4495. Applies to all Boeing Model 747 series airplanes certificated in all categories. To prevent oxygen fires, accomplish the following within 45 days after the effective date of this AD, unless already accomplished: \n\n\tA.\tInspect all main deck lavatory and upper deck lavatories U-1, U-2, U-3, U-4, and U- 6, oxygen hose/wire bundle installations and modify, if necessary, in accordance with Boeing Service Bulletin 747-35A2032 dated August 20, 1982, or later FAA approved revision. \n\n\tB.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by 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 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 a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\n\tAll persons affected by this directive who have not already received the above specified Alert Service Bulletin from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124, or it may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective November 23, 1982.
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60-03-04:
60-03-04\tHAMILTON STANDARD: Amdt. 91 Part 507 Federal Register January 26, 1960. Applies to 6895-8 Aluminum Alloy Propeller Blades Installed On Douglas DC-6, DC-6A, and DC-6B Aircraft. \n\n\tCompliance required as indicated.\n \n\tIn order to minimize the possibility of additional 6895-8 blade failures occurring between overhaul on DC-6, DC-6A, or DC-6B aircraft due to undetected blade damage, the face alignment check required by AD 58-22-01 must be supplemented as specified: \n\n\t(a)\tBlades which have not been checked for face alignment must be checked at overhaul as required by AD 58-22-01 or by April 15, 1960, whichever comes first, and thereafter at intervals not to exceed 1,000 flight hours.\n \n\t(b)\tBlades which have been checked for face alignment at overhaul as required by AD 58-22-01 and which by April 15, 1960, will have been in operation in excess of 1,000 flight hours since the last face alignment check was made must have a new face alignment check made not later than April 15, 1960, and thereafter at intervals not to exceed 1,000 flight hours. \n\n\t(c)\tBlades which have been checked for face alignment at overhaul as required by AD 58-22-01 and which by April 15, 1960, will have been in operation less than 1,000 flight hours since the last face alignment check was made must have new face alignment checks made at intervals not to exceed 1,000 flight hours. \n\n\tBlades which are checked and found not to meet the limits specified in Hamilton Standard Service Bulletins Nos. 546, 546A, and 602 shall be removed from service and treated according to Service Bulletin 596. Face alignment checks between overhauls may be made with blade alignment gages as specified in Service Bulletin 602. (Hamilton Standard Service Bulletins Nos. 546, 546A, 596, and 602 cover this same subject.)\n \n\tThis supplements AD 58-22-01 for Model 6895-8 blades installed on Douglas DC-6, DC-6A, and DC-6B aircraft only. \n\n\tRevised April 9, 1960, to all persons not receiving individual notice by telegram dated March 4, 1960.
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90-07-05:
90-07-05 BOEING: Amendment 39-6548. Docket No. 89-NM-83-AD. \n\n\tApplicability: All Model 727 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\tTo prevent separation of an inboard trailing edge flap due to corrosion or cracking of the inboard track, accomplish the following: \n\n\tA.\tFor airplanes with flap tracks that have neither the repair nor the preventative modification installed, as specified in Boeing Service Bulletin 727-57-117, Revision 5, dated January 30, 1981, or earlier revisions, accomplish the following: \n\n\t\t1.\tINSPECTION \n\n\t\t\ta.\tAccomplish the initial inspections required by paragraphs A.1.b., A.1.c, and A.1.d, below, prior to (1) or (2), below, whichever occurs later: \n\n\t\t\t\t(1)\tprior to the accumulation of 7,000 flight cycles or 5 years since manufacture, whichever occurs first; or \n\n\t\t\t\t(2)\twithin the next 1,000 flight cycles or 6 months after the effective date of this AD, whichever occurs first. \n\n\t\t\tb.\tAccomplish either of the following inspections: \n\n\t\t\t\t(1)\tPerform a close visual inspection for cracks and corrosion of the inboard trailing edge flaps inboard track in accordance with the Accomplishment Instructions of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first.\n \n\t\t\t\t(2)\tRemove the flap track from the airplane, and perform a visual and magnetic particle inspection for cracks and corrosion in the flap track, in accordance with Figure 1 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. Repeat these inspections at intervals not to exceed 9,000 flight cycles or 6 years, whichever occurs first. \n\n\t\t\tc.\tInspect the inboard trailing edge flaps inboard track for loose mounting bolts. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first.d.\tIf the track has a laminated shim installed in accordance with Boeing Service Bulletin 727-57-0178, Revision New, dated May 5, 1988, visually inspect the laminated shim for correct location in accordance with Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. \n\n\t\t2.\tREPAIR \n\n\t\t\ta.\tIf cracks with or without corrosion are detected as a result of the inspections required by paragraph A.1.b, above, and do not exceed the limits specified in Figures 1 or 3 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, prior to further flight, repair in accordance with the service bulletin. If the crack extends into the flap track web, inspect the crack using a borescope at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. If crack growth occurs, repair in accordance with this paragraph or A.2.b., below. Ifonly corrosion is detected and it does not exceed the limits specified in Figure 3 of the service bulletin, repair in accordance with the service bulletin within 12 months. If the crack does not extend into the flap track web, repairs made in accordance with this paragraph terminate the repetitive inspections required by paragraph A.1.b., above. \n\n\t\t\tb.\tIf cracks or corrosion are detected which exceed the limits specified in Figures 1 or 3 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, prior to further flight, replace the flap track. \n\n\t\t\tc.\tIf loose mounting bolts are detected as a result of the inspections required by paragraph A.1.c., above, retorque the bolts in accordance with Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, prior to further flight. Modification in accordance with Figure 2 of the service bulletin, terminates the repetitive inspections for loose mounting bolts required in paragraph A.1.c., above. \n\n\t\t\td.\tIf the track is repaired with a splice plate in accordance with Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, or earlier revisions, within 12,000 flight cycles since repair or 1,000 flight cycles after the effective date of this AD, whichever occurs later, perform a close visual inspection for cracks of the inboard trailing edge flaps inboard track at the aft splice plate fasteners, in accordance with the Accomplishment Instructions of the service bulletin. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. If cracks are detected, replace the flap track prior to further flight. \n\n\t\t\te.\tIf a mislocated laminated shim is detected as a result of the inspections required by paragraph A.1.d., above, and the mislocation exceeds the limits specified in the Accomplishment Instructions of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, prior to further flight, reinstall the shimor replace the shim in accordance with the service bulletin. Replacement of the shim terminates the repetitive inspections required by paragraph A.1.d., above. \n\n\tB.\tFor airplanes with flap tracks which have the preventative modification installed in accordance with Boeing Service Bulletin 727-57-117, Revision 5, dated January 30, 1981, or earlier revisions, accomplish the following: \n\n\t\t1.\tINSPECTION \n\n\t\t\ta.\tAccomplish the initial inspections required by paragraphs B.1.b. and B.1.c., below, prior to (1) or (2), below, whichever occurs later: \n\n\t\t\t\t(1)\twithin 9,000 flight cycles since modification or 6 years since modification, whichever occurs first; or \n\n\t\t\t\t(2)\twithin the next 1,000 flight cycles or 6 months after the effective date of this AD, whichever occurs first. \n\n\t\t\tb.\tAccomplish either of the following inspections: \n\n\t\t\t\t(1)\tPerform a close visual inspection for cracks and corrosion of the inboard trailing edge flaps inboard track in accordance with the Accomplishment Instructions of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. \n\n\t\t\t\t(2)\tRemove the flap track from the airplane, and perform a visual and magnetic particle inspection for cracks and corrosion in the flap track, in accordance with Figure 1 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. Repeat these inspections at intervals not to exceed 9,000 flight cycles or 6 years, whichever occurs first. \n\n\t\t\tc.\tInspect the inboard trailing edge flaps inboard track for loose mounting bolts. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first.\n \n\t\t2.\tREPAIR \n\n\t\t\ta.\tIf cracks with or without corrosion are detected as a result of the inspections required by paragraphs B.1.b., above, and do not exceed the limits specified in Figures 1 or 3 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, prior to further flight, repair in accordance with the service bulletin. If the crack extends into the flap track web, inspect the crack using a borescope, at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. If crack growth occurs, repair in accordance with this paragraph or B.2.b., below. If only corrosion is detected, and it does not exceed the limits specified in Figure 3 of the service bulletin, repair in accordance with the service bulletin within 12 months. If the crack does not extend into the flap track web, repairs made in accordance with this paragraph terminate the repetitive inspections required by paragraph B.1.b., above. \n\n\t\t\tb.\tIf cracks or corrosion are detected which exceed the limits specified in Figures 1 or 3 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, prior to further flight, replace the flap track. \n\n\t\t\tc.\tIf loose mounting bolts are detected as a result of the inspections required by paragraph B.1.c., above, prior to further flight, retorque the bolt in accordance with Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. Modification in accordance with Figure 2 of the service bulletin, terminates the repetitive inspections for loose mounting bolts required by paragraph B.1.c., above.\n \n\t\t\td.\tIf the track is repaired with a splice plate in accordance with Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, within 12,000 flight cycles since repair or 1,000 flight cycles after the effective date of this AD, whichever occurs later, perform a close visual inspection for cracks of the inboard trailing edge flaps inboard track at the aft splice plate fasteners, in accordance with the service bulletin. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. If cracks are detected, replace the flap track prior to further flight.C.\tFor airplanes with flap tracks that have been repaired with the splice plate in accordance with Boeing Service Bulletin 727-57-117, Revision 5, dated January 30, 1981, or earlier revisions, accomplish the following: \n\n\t\t1.\tINSPECTION \n\n\t\t\ta.\tAccomplish the initial inspections required by paragraphs C.1.b., C.1.c., and C.1.d., below, prior to (1) or (2), below, whichever occurs later: \n\n\t\t\t\t(1)\twithin 12,000 flight cycles since repair or 8 years since repair, whichever occurs first; or \n\n\t\t\t\t(2)\twithin the next 1,000 flight cycles or 6 months after the effective date of this AD, whichever occurs first. \n\n\t\t\tb.\tRemove the flap track from the airplane, and perform a visual and magnetic particle inspection for cracks and corrosion in the flap track, in accordance with Figure 1 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. Repeat these inspections at intervals not to exceed 9,000 flight cycles or 6 years, whichever occurs first. \n\n\t\t\tc.\tInspectthe inboard trailing edge flaps inboard track for loose mounting bolts. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. \n\n\t\t\td.\tPerform a close visual inspection for cracks of the inboard trailing edge flaps inboard track at the aft splice plate fasteners, in accordance with the service bulletin. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. If cracks are detected, replace the flap track prior to further flight. \n\n\t\t2.\tREPAIR \n\n\t\t\ta.\tIf new cracks, crack growth, or corrosion are detected as a result of the inspections required by paragraph C.1.b., above, and do not exceed the limits specified in paragraph C.2.b., below, prior to further flight, repair in accordance with Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. If the crack extends into the flap track web, inspect the crack using a borescope at intervals not to exceed 3,000flight cycles or 18 months, whichever occurs first. If crack growth occurs, repair in accordance with this paragraph or C.2.b., below. If the crack does not extend into the flap track web, repairs made in accordance with this paragraph terminate the repetitive inspections required by paragraph C.1.b., above.\n \n\t\t\tb.\tReplace the flap track prior to further flight if any of the following occur: \n\n\t\t\t\t(1)\tThe crack length is within the short limits specified in Figure 1 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, and the crack runs toward the flap track integral rib. \n\n\t\t\t\t(2)\tThe crack length exceeds the short limits specified in Figure 1 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. \n\n\t\t\t\t(3)\tThe corrosion exceeds the limits specified in Figure 3 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989. \n\n\t\t\tc.\tIf loose mounting bolts are detected as a result of the inspections required by paragraph C.1.c., above, prior to further flight, retorque the bolts in accordance with the service bulletin. Repair in accordance with Figures 3 or 4 of the service bulletin terminates the repetitive inspections for loose mounting bolts required by paragraph C.1.c., above. \n\n\t\t\td.\tIf the track is repaired with a splice plate in accordance with Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989, perform a close visual inspection for cracks of the inboard trailing edge flaps inboard track at the aft splice plate fasteners, in accordance with the service bulletin. Repeat this inspection at intervals not to exceed 3,000 flight cycles or 18 months, whichever occurs first. If cracks are detected, replace the flap track prior to further flight. \n\n\tD.\tThe following constitutes terminating action for the inspection requirements of this AD: \n\n\t\t1.\tModification in accordance with Figure 2 of Boeing Service Bulletin 727-57-0178, Revision 3, dated December 21, 1989; or2.\tRepair in accordance with Figure 3 of the service bulletin, if no splice plate is required. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\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\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 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 (39-6548, AD 90-07-05) becomes effective on April 27, 1990.
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93-25-02:
93-25-02 DE HAVILLAND: Amendment 39-8768. Docket 90-NM-129-AD.
Applicability: Model DHC-8-100 and DHC-8-300 series airplanes, having serial numbers 3 through 293, certificated in any category.
Compliance: Required as indicated, unless accomplished previously.
To prevent asymmetrical flap deployment, accomplish the following:
(a) For airplanes having serial numbers 3 through 231, 233, 235, 237, and 243: Within 300 hours time-in-service after the effective date of this AD, accomplish the procedures specified in paragraphs (a)(1), (a)(2), (a)(3), and (a)(4) of this AD:
(1) Locate and inspect the flap primary-drive torque tubes to determine if parts having the part numbers (P/N) and serial numbers (S/N) listed in TABLE 1, below, are installed.
TABLE 1
Torque Tube P/N Series
Torque Tube S/N
734187
125 through 171
734378
129 through 150
734380
127 through 166
734382
211 through 322
734384
153 through 188 and 226 through 235
734386195 through 286
734388
160 through 177
(2) If any torque tube listed in TABLE 1 is installed, prior to further flight, remove the through-bolt from the splined coupling on each end of the torque tube and, using a 10X magnifying glass, perform a detailed visual inspection of the area around the bolt holes for cracks.
(3) If a splined coupling is found to be cracked on a particular torque tube, prior to further flight, accomplish either paragraph (a)(3)(i) or (a)(3)(ii) of this AD:
(i) Replace the splined couplings on that torque tube in accordance with the accomplishment instructions in the appropriate Sundstrand Service Bulletin specified in TABLE 2, below, and re-identify the torque tube as indicated. Marking the service bulletin number on the rod with indelible ink will satisfy this re-identification requirement. Or
(ii) Replace the particular torque tube with a serviceable unit.
NOTE: Some torque tubes have one splined coupling, while others have two.TABLE 2
Torque Tube P/N Series
Sundstrand Alert Service Bulletin No.
Post-Modification
Identification
734187
734187-27-A2, Rev. 1,
dated September 15, 1990
27-A2
734378
734378-27-A3, Rev. 1,
dated January 25, 1991
27-A3
734380
734380-27-A2, Rev. 1,
dated September 15, 1990
27-A2
734382
734382-27-A3, Rev. 1,
dated September 15, 1990
27-A3
734384
734384-27-A2, Rev. 1,
dated September 15, 1990
27-A2
734386
734386-27-A2, Rev. 1,
dated September 15, 1990
27-A2
734388
734388-27-A1, Rev. 1,
dated September 15, 1990
27-A1
(4) Upon reassembly, install the through-bolt, and torque to between 20 and 25 in-lb.
(b) For airplanes having serial numbers 3 through 231, 233, 235, 237, and 243: Within 900 hours time-in-service after the effective date of this AD, replace all splined couplings [which have not been replaced in accordance with paragraph (a)(3)(i) or (a)(3)(ii) of this AD] on torque tubes identified in TABLE 1, above, in accordance with the accomplishment instructions in the appropriate Sundstrand Service Bulletin specified in TABLE 2, above. Re-identify the torque tubes as indicated. Marking the service bulletin number on the rod with indelible ink will satisfy this re-identification requirement.
(c) For airplanes having serial numbers 3 through 293: Within 300 hours time-in- service after the effective date of this AD, and thereafter at intervals not to exceed 300 hours time-in-service, accomplish the following visual inspection procedure of the flap primary-drive torque tube system and the flap secondary-drive flex shaft system:
(1) Extend flaps fully.
(2) Conduct a general visual inspection of the flap primary-drive torque tubes over their entire length for fracture, rubbing, and wear.
(3) Damaged torque tubes, or torque tubes exhibiting wear greater than 0.010 inch in depth or 180 degrees around the circumference, must be replaced with serviceable torque tubes prior to further flight.(4) Conduct a general visual inspection of the flap secondary-drive flex outer sheath casing for permanent deformation (kinks), or evidence of excessive heat of the outer braided sheath, melting of the outer plastic sheath (if installed), or any discoloration of the anodic film on the casing ferrules.
(5) If any of the conditions specified in paragraph (c)(4) of this AD exist, the secondary drive assemblies must be replaced with serviceable units prior to further flight.
(d) For airplanes having serial numbers 3 through 293: Within 600 hours time-in- service after the effective date of this AD, unless previously accomplished within the last 600 hours time-in-service; and thereafter at intervals not to exceed 1,200 hours time-in-service; accomplish the procedures specified in paragraphs (d)(1) and (d)(2) of this AD:
(1) Perform an operational check of the torque sensor in accordance with the following service documents, as appropriate:
(i) For Model DHC-8-100 series airplanes: Maintenance Program Task 2750/11 (refer to DASH 8 Maintenance Program Supplementary Information, PSM 1-8-7, Volume 2, Procedures 27, dated March 30, 1990).
(ii) For Model DHC-8-300 series airplanes: Maintenance Program Task 2750/11 (refer to DASH 8 Maintenance Program Supplementary Information, PSM 1-83-7, Volume 2, Procedures 27, dated December 21, 1988).
(2) Any torque sensor found malfunctioning or jammed must be replaced with a serviceable unit prior to further flight.
(e) For airplanes having serial numbers 3 through 293: Within 2,000 hours time-in- service after the effective date of this AD, or within 9 months after the effective date of this AD, whichever occurs first, modify the wing flap system by installing Modification 8/1473 in accordance with de Havilland Service Bulletin S.B. 8-54-16, Revision 'A', dated October 26, 1990; Modification 8/0803 in accordance with de Havilland Service Bulletin S.B. 8-27-47, Revision 'A', dated July6, 1990; and Modification 8/1649 in accordance with de Havilland Service Bulletin S.B. 8-27-61, dated October 25, 1991. Installation of these modifications constitutes terminating action for the requirements of paragraphs (c) and (d) of this AD.
(f) Installation of Modification 8/1473 in accordance with de Havilland Service Bulletin S.B. 8-54-16, Revision 'A', dated October 26, 1990; Modification 8/0803 in accordance with de Havilland Service Bulletin S.B. 8-27-47, Revision 'A', dated July 6, 1990; and Modification 8/1649 in accordance with de Havilland Service Bulletin S.B. 8-27-61, dated October 25, 1991; constitutes terminating action for the requirements of paragraphs (c) and (d) of this AD.
(g) An 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, New York Aircraft Certification Office (ACO). Operators shall submit their requests through an appropriate FAA PrincipalMaintenance Inspector, who may add comments and then send it to the Manager, New York ACO.
NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York ACO.
(h) Special 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.
(i) The replacements and re-identification shall be done in accordance with the following Sundstrand Alert service bulletins, which contain the specified effective pages:
Service Bulletin Referenced and Date
Page Number
Revision Level
Shown on Page
Date
Shown on Page
734187-27-A2,
Revision 1,
September 15, 1990
1-3, 6-7
4-5
1
Original
September 15, 1990
October 20, 1989
734378-27-A3,
Revision 1,
January 25, 1991
1-7
1
January 25, 1991
734380-27-A2,
Revision 1,
September 15, 1990
1-3, 6-7
4-5
1
Original
September 15, 1990
October 20, 1989
734382-27-A3,
Revision 1,
September 15, 1990
1-3, 6-7
4-5
1
Original
September 15, 1990
October 20, 1989
734384-27-A2,
Revision 1,
September 15, 1990
1-3, 6-7
4-5
1
Original
September 15, 1990
October 20, 1989
734386-27-A2,
Revision 1,
September 15, 1990
1-3, 6-7
4-5
1
Original
September 15, 1990
October 20, 1989
734388-27-A1,
Revision 1,
September 15, 1990
1-3, 6-7
4-5
1
Original
September 15, 1990
October 20, 1989
The modifications shall be done in accordance with de Havilland Service Bulletin S.B. 8-54-16, Revision 'A', dated October 26, 1990; de Havilland Service Bulletin S.B. 8-27-47, Revision 'A', dated July 6, 1990; and de Havilland Service Bulletin S.B. 8-27-61, dated October 25, 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 de Havilland, Inc., Garratt Boulevard, Downsview, Ontario M3K 1Y5, Canada. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Engine and Propeller Directorate, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.
(j) This amendment becomes effective on January 19, 1994.
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2007-26-08 R1:
We are rescinding an existing airworthiness directive (AD) for the products listed above. The existing AD resulted 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:
On several occasions, leaks of the landing gear emergency blowdown bottle have been reported. Investigations revealed that the leakage was located on the nut manometer because of a design deficiency in the bottle head.
If left uncorrected, the internal bottle pressure could not be maintained to an adequate level and could result in a malfunction, failing to extend landing gears during emergency situations.
Since issuance of that AD, we have determined that the condition is not unsafe.
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81-16-51:
81-16-51 MCDONNELL DOUGLAS: Amendment 39-4448. Applies to McDonnell Douglas Model DC-9 and C-9 (Military) series airplanes, equipped with an upper cargo door, whether in use or de-activated, with more than 30,000 landings, certificated in all categories. Compliance required as indicated unless previously accomplished. \n\n\tA.\tTo detect cracked or failed cargo door latch hooks P/N 3924285 and latch spool bolts P/N 4924325, within 10 calendar days after the effective date of this AD, accomplish the following: \n\n\t\t1.\tOpen the upper cargo door sufficiently to conduct close visual inspection of the chromed surface of the cargo door latch hooks and perform a wrench check of the latch spool bolts as defined in the Accomplishment Instructions of DC-9 Alert Service Bulletin A52-130 dated July 24, 1981, or later FAA approved revision. \n\n\t\t2.\tReplace any cracked or failed latch hooks or any separated latch spool bolts before further flight. \n\n\t\t3.\tSafety wire both ends of all remaininglatch spool bolts per item 5 of DC-9 Alert Service Bulletin A52-130 dated July 24, 1981. \n\n\tB.\tWithin 2,000 landings or 6 months after the effective date of this AD, whichever occurs earlier, conduct visual and magnetic particle inspections of the cargo door latch hooks and latch spool bolts as defined in the Accomplishment Instructions of DC-9 Alert Service Bulletin A52-130 dated July 24, 1981. \n\n\tC.\tReplace any cracked or failed latch hooks and latch spool bolts before further flight. \n\n\tD.\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 repairs required for the purposes of this AD when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tE.\tFor the purposes of complying with this AD, subject to the 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. \n\n\tF.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \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). \n\n\tAll persons affected by this directive who have not 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 FAA Northwest Mountain Region, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168, or Los Angeles Area Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California 90808.This amendment becomes effective September 21, 1982, and was effective earlier to those recipients of Telegraphic AD T81-16-51, dated July 24, 1981.
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91-09-09:
91-09-09 BOEING: Amendment 39-6973. Docket No. 90-NM-239-AD. Supersedes AD 89- 23-13. \n\n\tApplicability: Model 727-200 series airplanes, except line number 001 through 765 which are currently subject to the inspection requirements of AD 76-13-01 (inspections adjacent to stringer (S) 28L and S-28R from body station (BS) 700 to BS 720), certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid decompression of the airplane, accomplish the following: \n\n\tA.\tWithin 15 days after November 20, 1989 (the effective date of Amendment 39- 6388, AD 89-23-13), conduct an external detailed visual inspection for cracks and corrosion of the fuselage skin adjacent to stringer (S) 28L and S-28R from body station (BS) 700 to BS 720, in accordance with Boeing Alert Service Bulletin 727-53A0203, dated October 20, 1989, or Revision 1, dated April 26, 1990. Any cracks or corrosion must be repaired prior to further flight, in accordance with the service bulletin. \n\n\tB.\tWithin 12 months after the initial inspection required by paragraph A. of this AD, or 6 months after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 12 months, repeat the inspection required by paragraph A. of this AD. \n\n\tC.\tModification in accordance with paragraph I. of the Accomplishment Instructions of Boeing Alert Service Bulletin 727-53A0203, Revision 1, dated April 26, 1990, constitutes terminating action for the inspections required by paragraph B. of this AD. \n\n\tD.\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\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial 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 91-09-09 supersedes AD 89-23-13, Amendment 39-6388. \n\tThis amendment (39-6973, AD 91-09-09) becomes effective on May 28, 1991.
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94-08-15:
This amendment adopts a new airworthiness directive (AD), applicable to certain Canadair Model CL-600-2A12 and CL-600-2B16 series airplanes, that requires a one-time visual inspection to verify proper installation of shoulder bolts and to detect damage of the adjacent flap actuator housings, and correction of discrepancies. This amendment is prompted by a report of failure of the flap actuator on the left wing inboard flap. The actions specified by this AD are intended to prevent asymmetric deployment or retraction (blow back) of the flaps, which could reduce controllability of the airplane.
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2006-18-02:
The FAA is adopting a new airworthiness directive (AD) for all McDonnell Douglas Model DC-9-10, -20, -30, -40, and -50 series airplanes. This AD requires replacing the clamp bases for the fuel vent pipe with improved clamp bases. This AD results from reports that the foil wrapping on existing plastic clamp bases has migrated out of position, which compromises the bonding of the fuel vent lines to the airplane structure. We are issuing this AD to ensure that the fuel vent lines are properly bonded to the airplane structure. Improper bonding could prevent electrical energy from a lightning strike from dissipating to the airplane structure, and create an ignition source, which could result in a fuel tank explosion.
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68-25-03:
68-25-03 MCDONNELL DOUGLAS: Amendment 39-690. Applies to all McDonnell Douglas Model DC-8-61/61F/62/62F/63/63F Airplanes. \n\n\tPrior to next operation, unless already accomplished, install a placard in the cockpit in clear view of the pilot reading, "With flaps down, do not operate with autopilot and/or yaw damper engaged." This placard may be removed when the inspection and/or corrective action specified in McDonnell Douglas DC-8 Alert Service Bulletin No. A27-229, dated November 18, 1968 is accomplished, or an equivalent inspection and/or corrective action approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective upon publication in the FEDERAL REGISTER for all persons except those to whom it was made effective immediately by telegram dated November 20, 1968.
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90-13-09:
90-13-09 BOEING: Amendment 39-6615. Docket No. 90-NM-85-AD. \n\n\tApplicability: Certain model 747-100, -100B, -200B, -200C, -300, and 747SR series airplanes; equipped with BFGoodrich door 3 lower door cover Part Number (P/N) 5A2789, installed in accordance with Supplemental Type Certificate (STC) SA886GL or STC SA887GL; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the door 3 evacuation system, accomplish the following: \n\n\tA.\tWithin 60 days after the effective date of this AD, accomplish the following: \n\t\t1.\tModify the BFGoodrich door 3 lower door cover P/N5A2789, in accordance with Paragraph 2.A. of the "Accomplishment Instructions" of BFGoodrich Alert Service Bulletin No. 25-229, dated February 28, 1990. \n\n\tNOTE: This AD does not require the replacement of door boost actuators. \n\n\t\t2.\tInspect the door 3 lower liner bungee cord assembly, P/N 3A3382-1, for proper dimensions, 32.00 plus/minus .50 inches long and 1/4 inch in diameter. Bungee cords which do not meet these dimensions should be replaced prior to further flight. \n\n\tB.\tAfter accomplishment of paragraph A.1., above, identify the reworked lower door cover by rubber ink stamping "SB-25-229" on the inside of the lower door liner, in accordance with BFGoodrich Alert Service Bulletin 25-229, dated February 28, 1990. Do not obliterate the existing part number. \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, FAA, Northwest Mountain Region. \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 BFGoodrich Company, Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. This information 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 amendment (39-6615, AD 90-13-09) becomes effective on June 29, 1990.
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92-22-10:
92-22-10 MCDONNELL DOUGLAS: Amendment 39-8396. Docket No. 91-NM-222-AD. Supersedes AD 87-06-53 R2, Amendment 39-6149. \n\n\tApplicability: Model DC-10 and KC-10A (military) series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent failure of the horizontal stabilizer rear upper spar cap and/or upper rear skin panel due to fatigue cracking, accomplish the following: \n\n\t(a)\tPrior to the accumulation of 30,000 flight hours or 7,500 landings, whichever occurs earlier, or within 15 days after August 14, 1987 (the effective date of AD 87-06-53 R1, Amendment 39-5694), whichever occurs later, unless already accomplished within the last 120 days since August 14, 1987, conduct a dye penetrant or eddy current inspection of the horizontal stabilizer upper outer section rear spar cap and a visual inspection of the horizontal stabilizer upper outer rear skin panel, in accordance with the "Accomplishment Instructions" of McDonnell Douglas Alert Service Bulletin A55-18, dated March 23, 1987; or Revision 1, dated May 21, 1987; or Revision 2, dated February 8, 1988; or Revision 3, dated August 17, 1990; or Revision 4, dated September 10, 1991. \n\n\t(b)\tPrior to the accumulation of 2,000 landings after accomplishing the inspections required by paragraph (a) of this AD, or within 100 landings after March 27, 1989 (the effective date of AD 87-06-53 R2, Amendment 39-6149), whichever occurs later, and thereafter at intervals not to exceed 2,000 landings, except as provided below, repeat the dye penetrant or eddy current inspection required by paragraph (a) of this AD. \n\n\t(c)\tIf the spar cap has been repaired by removing/blending out a crack in accordance with the method described in McDonnell Douglas Service Bulletin A55-18, Revision 2, dated February 8, 1988; or Revision 3, dated August 17, 1990; or Revision 4, dated September 10, 1991; repeat the dye penetrant or eddy current inspection of the spar required by paragraph (a) of this AD prior to the accumulation of 500 landings after the effective date of this amendment, or within 2,000 landings after the last inspection, whichever occurs first. Thereafter, repeat the dye penetrant or eddy current inspection at intervals not to exceed 500 landings. \n\n\t(d)\tIf the skin panel has been repaired by stop drilling a crack in accordance with the method described in McDonnell Douglas Service Bulletin A55-18, Revision 2, dated February 8, 1988; or Revision 3, dated August 17, 1990; or Revision 4, dated September 10, 1991; repeat the visual inspection of the skin panel required by paragraph (a) of this AD prior to the accumulation of 80 flight hours after the effective date of this AD, and thereafter at intervals not to exceed 80 flight hours. \n\n\t(e)\tConduct an eddy current inspection of the inboard-most end of the horizontal stabilizer rear spar cap upper vertical tang at station XRS-63.810, in accordance with either paragraph (e)(1) or (e)(2) of this AD. \n\n\t\t(1)\tWithin 90 days after the effective date of this AD: Conduct an eddy current inspection utilizing the "surface probe" method as described in McDonnell Douglas Service Bulletin A55-18, Revision 4, dated September 10, 1991, (hereafter referred to as the "Service Bulletin"). If no cracks are found, prior to the accumulation of 2,000 landings after the inspection, inspect the vertical tang in accordance with the "bolt hole" method described in the Service Bulletin. If no cracks are found as a result of the "bolt hole" method, prior to further flight, stress coin the attachment holes and install oversize attachments, in accordance with the Service Bulletin. Thereafter, at intervals not to exceed 3,500 landings, conduct an eddy current inspection utilizing the "surface probe" method, in accordance with the Service Bulletin. \n\n\t\t(2)\tPrior to the accumulation of 1,000 landings after the effective date of this AD: Conduct an eddy current inspection in accordance with the "bolt hole" method as described in the Service Bulletin. If no cracks are found, prior to further flight, stress coin the attachment holes and install oversize attachments, in accordance with the Service Bulletin. Thereafter, at intervals not to exceed 3,500 landings, conduct an eddy current inspection utilizing the "surface probe" method, in accordance with the Service Bulletin. \n\n\t(f)\tIf any crack is found as a result of the inspections required by this AD, that is within the limits specified in the Service Bulletin, accomplish the procedures specified in paragraph (f)(1), (f)(2), or (f)(3) of this AD, as applicable: \n\n\t\t(1)\tFor cracks in the spar cap that are within the limits specified in Table I of the Service Bulletin: Repair prior to further flight, in accordance with paragraph 4.(b) of the Service Bulletin. \n\n\t\t(2)\tFor cracks in the skin panel that are within the limits specified in Table II of the Service Bulletin: Repair prior to further flight, in accordance with paragraph 4.(c) of the Service Bulletin. \n\n\t\t(3)\tFor cracks in the vertical tang that are within the limits specified in paragraphs 4.3(a)(1), 4.3(a)(2) and 4.3(b) of the Service Bulletin: Repair prior to further flight, in accordance with 4.3(b) of the Service Bulletin. \n\n\t(g)\tIf any crack is found as a result of the inspections required by this AD that exceeds the limits specified in the Service Bulletin, prior to further flight, repair in a manner approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t(h)\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 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(i)\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(j)\tThe inspections and repairs shall be done in accordance with McDonnell Douglas Alert Service Bulletin A55-18, dated March 23, 1987; or McDonnell Douglas Alert Service Bulletin A55-18, Revision 1, dated May 21, 1987; or McDonnell Douglas Alert Service Bulletin A55-18, Revision 2, dated February 8, 1988; or McDonnell Douglas Alert Service Bulletin A55-18, Revision 3, dated August 17, 1990; or McDonnell Douglas Alert Service Bulletin A55-18, Revision 4, dated September 10, 1991; 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 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, 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\tThis amendment 39-8396, AD 92-22-10, supersedes AD 87-06-53 R2, amendment 39-6149, which amended AD 87-06-53 R1, amendment 39-5694. \n\n\t(k)\tThis amendment becomes effective on December 3, 1992.
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52-17-01:
52-17-01\tBELLANCA: Applies to All Model 14-13 Series Aircraft. \n\n\tCompliance required by August 15, 1952, with chain tension inspections to be repeated at intervals not to exceed 100 hours. \n\n\tIn order to prevent landing gear retracting chain malfunctionings, install chain guard, Bellanca P/N SK 491 or equivalent (see Figures 2 and 3), in both wings at the rear spar landing gear chain sprocket. Chains should be inspected and adjusted for proper tension. When correctly adjusted, chains should feel approximately as tight as the aileron cables.\n\n\n\n\n\t\t\tFIGURE 2 \t\t\t\t\t\tFIGURE 3\n\n\t(Bellanca Service Bulletins No. 20, dated March 22, 1948, and No. 27, dated September 11, 1950, cover the same subject.)
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93-01-28:
93-01-28 MCDONNELL DOUGLAS: Amendment 39-8482. Docket 92-NM-247-AD. \n\n\tApplicability: Model DC-10 series airplanes, manufacturer's fuselage numbers 1 through 83, inclusive, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent failure of the wing-to-fuselage titanium attach tee and subsequent reduced structural integrity of the fuselage, accomplish the following: \n\n\t(a)\tWithin 45 days after the effective date of this AD, unless accomplished within the last 2,190 landings prior to the effective date of this AD, perform a visible dye penetrant inspection to detect cracks in the right and left wing-to-fuselage titanium attach tees, in accordance with McDonnell Douglas Alert Service Bulletin A53-164, dated December 16, 1992. \n\n\tNOTE: Inspections of Principal Structural Elements 53.10.047 and 53.10.048 performed in accordance with McDonnell Douglas Report No. L26-012, "DC-10 Supplemental Inspection Document (SID),"Volume II, Revision 1, dated May 1990; or Revision 2, dated April 1992; constitute compliance with this paragraph. \n\n\t\t(1)\tIf no crack is found, repeat the inspection required by paragraph (a) of this AD thereafter at intervals not to exceed 2,190 landings. \n\n\t\t(2)\tIf any crack is found, prior to further flight, repair it in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles ACO. 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(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(d)\tThe inspections shall be done in accordance with McDonnell Douglas Alert Service Bulletin A53-164, dated December 16, 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 90846-1771, 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 90806-2425; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on February 17, 1993.
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93-15-03:
93-15-03 MCDONNELL DOUGLAS: Amendment 39-8649. Docket 93-NM-114-AD. \n\n\tApplicability: Model MD-11 series airplanes; fuselage numbers 447 through 546 inclusive; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent inadvertent slat deployment during flight at cruise altitude, accomplish the following: \n\n\t(a)\tWithin 15 days after the effective date of this AD, install a retainer assembly on the upper pedestal flap/slat control module quadrant in the flight compartment, in accordance with McDonnell Douglas MD-11 Alert Service Bulletin A27-38, dated July 8, 1993. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, 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(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(d)\tThe installation shall be done in accordance with McDonnell Douglas MD-11 Alert Service Bulletin A27-38, dated July 8, 1993. 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 90801-1771, 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; orat 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, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on August 4, 1993.
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