Results
2010-06-05: 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: One A300-600 aeroplane operator reported that, during a routine inspection, the Right Hand frame 40 forward fitting between stringer 32 and stringer 33 was found cracked. The subject aeroplane had previously been modified in accordance with Airbus SB A300-57-6053 (Airbus Modification 10453). This condition, if not corrected, could result in a deterioration of the structural integrity of the frame. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
90-06-04: 90-06-04 BOEING: Amendment 39-6522. Docket No. 90-NM-18-AD. \n\n\tApplicability: All Model 737 series airplanes, equipped with Walter Kidde APU fire detection systems that either have not yet had an initial "C" check performed or that have had an APU replaced since performing the last "C" check, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent an undetected APU fire, accomplish the following: \n\n\tA.\tWithin 3 days after the effective date of this AD, placard the APU as inoperative until the inspection required by paragraph B., below, has been accomplished. \n\n\tB.\tWithin 5 days after installation of the placard required by paragraph A., above, inspect to determine whether a Walter Kidde APU fire detector is installed in the APU compartment. This inspection can be performed by viewing through the APU cooling air exhaust outlet (ref: Model 737 Maintenance Manual 49-11-00). The Walter Kidde element is protected by a perforated shield surrounding the length of the element. If the perforated shield is not seen, open the lower APU shroud and verify that the fire detector element installed is Boeing Part Number 10-61096-316/Walter Kidde part number 894481. \n\n\tNOTE: Boeing Model 737-300 and 737-400 series airplanes inspected in accordance with Boeing Telex M-7272-90-0735, dated January 31, 1990, comply with the inspection requirements of this AD. \n\n\tC.\tIf configuration discrepancies are discovered while accomplishing the inspection required by paragraph B., above, within 5 days, remove and replace the detector with the appropriate Walter Kidde detector that has been approved for installation on the airplane. Upon completion of the inspection required by paragraph B. and this modification, if required, the placard required by paragraph A., above, may be removed. \n\n\tD.\tWithin 10 days after the inspection required by paragraph B., above, if configuration discrepancies are discovered, submit areport of findings to the Manager, Seattle Manufacturing Inspection District Office, ANM-108S, FAA, Transport Airplane Directorate, 7300 Perimeter Road South, Seattle, Washington 98108. The report must include the airplane serial number. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, 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 information from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington.\n \n\tThis amendment (39-6522, AD 90-06-04) becomes effective on March 19, 1990.
91-23-09: 91-23-09 BOEING: Amendment 39-8078. Docket No. 91-NM-199-AD. \n\n\tApplicability: Model 747-400 series airplanes; line numbers 813 through 845, inclusive; certificated in any category. \n\n\tCompliance: Required within 20 days after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent fire due to overheated terminals and/or the loss of power to the standby electrical power system, accomplish the following: \n\n\t(a)\tInspect the nuts on terminal strips TD469 and TD470, located in the P180-1 panel, for proper torque of 65 to 75 inch-pounds, in accordance with Boeing Commercial Airplane Group Process Specification BAC 5159, Revision F, dated March 1, 1991. If any nut is found not to have proper torque, prior to further flight, re-torque the nut to 65 to 75 inch-pounds, in accordance with the Boeing Process Specification. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(d)\tThe inspection and re-torquing requirements shall be done in accordance with Boeing Commercial Airplane Group Process Specification BAC 5159, Revision F, dated March 1, 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, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8078, AD 91-23-09) becomes effective on November 27, 1991.
89-14-10: 89-14-10 McDONNELL DOUGLAS: Amendment 39-6253. \n\n\tApplicability: Model DC-9-10, -20, -30, -40, -50, and C-9 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent premature fatigue failure of engine mount cone bolts, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD, determine if forward engine mount cone bolts, Barry Controls part number R18210-2, serial numbers 15B8021 through 15B8329, 15B8332 through 15B8382, 15B8396 through 15B8399; or aft engine mount cone bolt, Barry Controls part number R18211-2, serial numbers 15B5242 through 15B5320; are installed. \n\n\tNOTE: This determination may be accomplished by conducting either a thorough review of receiving inventory and/or maintenance records, or a visual inspection of each installed cone bolt. \n\n\tB.\tIf any of the cone bolts identified in paragraph A., above, are installed, or if a determination of the installation of discrepant bolts cannot be made, remove the cone bolt(s) and replace it with a properly heat-treated cone bolt within 2,000 flight hours after installation or 15 days after discovery, whichever occurs later, in accordance with McDonnell Douglas Service Bulletin 71-46, dated April 24, 1989. \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 whohave 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, Publication and Training, C1-750 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6253, AD 89-14-10) becomes effective on July 17, 1989.
2021-26-01: The FAA is adopting a new airworthiness directive (AD) for certain Bell Textron Canada Limited Model 505 helicopters. This AD was prompted by a report of chafing of the right forward tail rotor (T/R) control cable. This AD requires inspecting the right forward T/R cable and, depending on the results, removing the cable assembly from service. This AD also requires measuring the clearance between the right forward T/R control cable and the roller bracket cut out and, depending on the results, adjusting the height of the roller bracket assembly position. The FAA is issuing this AD to address the unsafe condition on these products.
2010-02-07: This amendment supersedes an existing airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters. The existing AD requires certain inspections of a main rotor blade (blade) manufactured under a Parts Manufacturer Approval under Supplemental Type Certificate (STC) SH778GL. The AD requires inspecting each affected root end bolt (bolt) and bolt-hole for corrosion or a crack on the blade root end fitting (fitting) or in a bolt-hole. For certain serial-numbered blades, the AD also requires a one-time pull test on each fitting and blade root end doubler (doubler) to detect disbonding. This AD requires certain inspections for voids in any doubler or fitting and for paint cracks along the forward and aft edge of the blade fitting. Also, this AD requires inspecting the blade tip weight housing attachment. This AD also requires replacing unairworthy blades with airworthy blades. This amendment is prompted by reports from the STC holder of disbonds atthe fittings, doublers, and the tip weight fitting. The actions specified by this AD are intended to prevent blade failure and subsequent loss of control of the helicopter.
89-13-07: 89-13-07 McDONNELL DOUGLAS: Amendment 39-6239. \n\n\tApplicability: Model DC-9-81, -82, and -87 series airplanes, equipped with Loral Aircraft Braking Systems main landing gear wheels, Part Number 5004320-2, -3, -4, -5, -6, and -7, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent wheel failure, accomplish the following: \n\n\tA.\tPrior to the accumulation of 2,000 landings on the wheel or within the next 350 landings after the effective date of this AD, whichever occurs later, unless the wheel was inspected within the last 700 landings, inspect the wheel assembly for cracks in accordance with Loral Service Bulletin MD 81-32-1, MD-82-32-1, and MD-87-32-1, Revision 1, dated November 15, 1988. \n\n\t\t1.\tIf no cracks are found, replace the key boss screws in accordance with the Loral Service Bulletin. \n\n\t\t2.\tIf crack(s) are found, replace the wheel before further flight. \n\n\tB.\tWithin 90 days after the effective dateof this AD, revise the FAA-approved maintenance program to include inspection of the wheel assembly, and replacement, if necessary, as specified in paragraph A., above, at every fourth tire change or every 1,500 landings, whichever occurs first. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer mayobtain copies upon request to Loral Aircraft Braking Systems, 1204 Massillon Road, Akron, Ohio 44306-4186, Attention: Manager of Product Integrity, Mr. J. B. Wright. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6239, AD 89-13-07) becomes effective on July 24, 1989.
2010-05-03: We are adopting a new airworthiness directive (AD) for all Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, and 747SP series airplanes. This AD requires one-time detailed and high frequency eddy current inspections for cracks in the wing and horizontal stabilizer side-of-body joints and the fuselage skin circumferential splices, and repair if necessary. This AD also requires, for certain airplanes, repetitive detailed inspections for cracks of the fuselage skin circumferential splices, and repair if necessary. This AD results from Boeing analysis indicating that the wing and horizontal stabilizer side-of-body joints, and the fuselage skin circumferential splices, are susceptible to fatigue cracking due to high cyclic loads on the airplane. We are issuing this AD to detect and correct fatigue cracking at multiple adjacent locations in the subject areas, which could connect to form large cracks and result in reduced structural integrity leading to rapid decompression and consequent loss of control of the airplane.
64-07-01: 64-07-01\tBOEING: Amdt. 702 Part 507 Federal Register March 11, 1964. Applies to All Models 707 and 720 Series Aircraft.\n \n\tCompliance required within the next 1,000 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo eliminate possible inflight electrical fire in the J6 electrical distribution panel as a result of heat generated by a loose terminal on a generator contactor, modify the J6 electrical distribution center as follows: \n\n\t(a)\tRemove the nylon terminal covers from the generator and bus-tie circuit breakers 50086-001, -002 or -003 and external power contactor B102D or B102F. \n\n\t(b)\tReplace the vinyl covered braid connections BAC J40D-30-24 between each generator circuit breaker and bus-tie circuit breaker with No. 4 gauge high temperature wire jumpers manufactured from MIL-W-7139A, Type I, Class A wire, or equivalent. \n\n\t(c)\tReplace capacitors 28F345 with General Electric capacitors 49F2204 (pyranol) or equivalent. \n\n\t(d)\tReplace synchronizing bus radio noise filter capacitors CP53B1EF205K with Sprague Electric 121P20506T13 capacitors (dry metalized paper), or equivalent. \n\n\t(e)\tReroute wiring to the auxiliary negative sequence relays separate from all other wires in the a.c. power shield. \n\n\t(f)\tModifications (a) through (e) shall be accomplished in accordance with Paragraph 3, Modification Data of Boeing Service Bulletin No. 1720, or a method approved by FAA Engineering and Manufacturing Branch Western Region. \n\n\t(Boeing Service Bulletin No. 1720 covers this same subject.) \n\n\tThis directive effective April 13, 1964.
92-22-08 R1: 92-22-08 R1 MCDONNELL DOUGLAS: Amendment 39-8591. Docket No. 93-NM-60-AD. Revises AD 92-22-08, Amendment 39-8394. \n\n\tApplicability: All Model DC-9 series airplanes, including Model DC-9-80 series airplanes, Model MD-88 airplanes, and C-9 (military) airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tNOTE 1: This AD references McDonnell Douglas Document Number MDC K4606, "DC-9/MD-80 Corrosion Prevention and Control Document," Revision 1, dated December 1990 (hereinafter referred to as "the Document"), for corrosion tasks, definitions of corrosion levels, compliance times, and reporting requirements. In addition, this AD specifies inspection and reporting requirements beyond those included in the Document. Where there are differences between the AD and the Document, the AD prevails. \n\n\tNOTE 2: As used throughout this AD, the term "the FAA" is defined differently for different operators, as follows: For thoseoperators complying with paragraph (a) of this AD, "the FAA" is defined as "the Manager of the Los Angeles Aircraft Certification Office (ACO)." For those operators operating under Federal Aviation Regulation (FAR) Part 121 or 129, and complying with paragraph (b) of this AD, "the FAA" is defined as "the cognizant Principal Maintenance Inspector (PMI)." For those operators operating under FAR Part 91 or 125, and complying with paragraph (b) of this AD, "the FAA" is defined as "the cognizant Maintenance Inspector at the appropriate FAA Flight Standards office." \n\n\tNOTE 3: Throughout this AD, the term "Model DC-9 series" is used to refer to all McDonnell Douglas Model DC-9 series airplanes, including Model DC-9-80 series airplanes, Model MD-88 airplanes, and C-9 (Military) airplanes. \n\n\tTo preclude structural failure due to corrosion, accomplish the following: \n\n\t(a)\tExcept as provided in paragraph (b) of this AD, complete each of the corrosion tasks specified in Section 4 of the Document in accordance with the procedures of the Document, and the schedule specified in paragraphs (a)(1) and (a)(2) of this AD. \n\n\tNOTE 4: A "corrosion task," as defined in Section 4 of the Document, includes inspections; procedures for a corrective action, including repairs, under identified circumstances; application of corrosion inhibitors; and other follow-on actions. \n\n\tNOTE 5: Corrosion tasks completed in accordance with the Document before the effective date of this AD may be credited for compliance with the initial corrosion task requirements of paragraph (a)(1) of this AD. \n\n\tNOTE 6: Where non-destructive inspection (NDI) methods are employed, in accordance with Section 4 of the Document, the standards and procedures used must be acceptable to the Administrator in accordance with FAR Section 43.13. \n\n\t\t(1)\tComplete the initial corrosion task of each "corrosion inspection area" defined in Section 4 of the Document as follows: \n\n\t\t\t(i)\tFor aircraft areas thathave not yet reached the "implementation age" (IA) as of one year after the effective date of this AD, initial compliance must occur no later than the IA plus the repeat (R) interval. \n\n\t\t\t(ii)\tFor aircraft areas that have exceeded the IA as of one year after the effective date of this AD, initial compliance must occur within the R interval for the area, measured from a date one year after the effective date of this AD. \n\n\t\t\t(iii)\tFor airplanes that are 20 years old or older as of one year after the effective date of this AD, initial compliance must occur for all areas within one R interval, or within six years, measured from a date one year after the effective date of this AD, whichever occurs first. \n\n\t\t\t(iv)\tNotwithstanding paragraphs (a)(1)(i), (a)(1)(ii), and (a)(1)(iii) of this AD, accomplish the initial task, for each area that exceeds the IA for that area, at a minimum rate of one such area per year, beginning one year after the effective date of this AD. \n\n\tNOTE 7: This paragraph does not require inspection of any area that has not exceeded the IA for that area. \n\n\tNOTE 8: This minimum rate requirement may cause an undue hardship on some small operators. In those circumstances, requests for adjustments to the implementation rate will be evaluated on a case-by-case basis under the provisions of paragraph (h) of this AD. \n\n\t\t(2)\tRepeat each corrosion task at a time interval not to exceed the R interval specified in the Document for that task. \n\n\t(b)\tAs an alternative to the requirements of paragraph (a) of this AD: Prior to one year after the effective date of this AD, revise the FAA-approved maintenance/inspection program to include the corrosion prevention and control program specified in the Document; or to include an equivalent program that is approved by the FAA. In all cases, the initial corrosion task for each "corrosion inspection area" must be completed in accordance with the compliance schedule specified in paragraph (a)(1) of this AD. \n\n\t\t(1)\tAny operator complying with paragraph (b) of this AD may use an alternative recordkeeping method to that otherwise required by FAR Section 91.417 or Section 121.380 for the actions required by this AD, provided it is approved by the FAA and is included in a revision to the FAA-approved maintenance/inspection program. \n\n\t\t(2)\tSubsequent to the accomplishment of the initial corrosion task, extensions of R intervals specified in the Document must be approved by the FAA. \n\n\t(c)\tTo accommodate unanticipated scheduling requirements, it is acceptable for an R interval to be increased by up to 10%, but not to exceed 6 months. The FAA must be informed, in writing, of any such extension within 30 days after such adjustment of the schedule. \n\n\tNOTE 9: Notwithstanding Section 2.1, paragraph 14, of the Document, any extensions to an IA must be approved in accordance with paragraph (h) of this AD. \n\n\t(d)\t(1)\tIf, as a result of any inspection conducted in accordance with paragraph (a) or (b) of this AD, Level 3 corrosion is determined to exist in any area, accomplish either paragraph (d)(1)(i) or (d)(1)(ii) of this AD within 7 days after such determination: \n\n\t\t\t(i)\tSubmit a report of that determination to the FAA and complete the corrosion task in the affected areas on all Model DC-9 series airplanes in the operator's fleet; or \n\n\t\t\t(ii)\tSubmit to the FAA for approval one of the following: \n\n\t\t\t\t(A)\tA proposed schedule for performing the corrosion tasks in the affected areas on the remaining Model DC-9 series airplanes in the operator's fleet, which is adequate to ensure that any other Level 3 corrosion is detected in a timely manner, along with substantiating data for that schedule; or \n\n\t\t\t\t(B)\tData substantiating that the Level 3 corrosion found is an isolated occurrence. \n\n\tNOTE 10: Notwithstanding the provisions of Section 1 of the Document which would permit corrosion which otherwise meets the definition of Level 3 corrosion (i.e., whichis determined to be a potentially urgent airworthiness concern requiring expeditious action) to be treated as Level 1 if the operator finds that it "can be attributed to an event not typical of the operator's usage of other airplanes in the same fleet," this paragraph requires that data substantiating any such finding be submitted to the FAA for approval. \n\n\t\t(2)\tThe FAA may impose schedules other than those proposed, upon finding that such changes are necessary to ensure that any other Level 3 corrosion is detected in a timely manner. \n\n\t\t(3)\tWithin the time schedule approved under paragraph (d)(1) or (d)(2) of this AD, accomplish the corrosion tasks in the affected areas of the remaining Model DC-9 series airplanes in the operator's fleet. \n\n\t(e)\tIf, as a result of any inspection, after the initial inspection, conducted in accordance with paragraph (a) or (b) of this AD, it is determined that corrosion findings exceed Level 1 in any area, within 60 days after such determination a means approved by the FAA must be implemented to reduce future findings of corrosion in that area to Level 1 or better. \n\n\t(f)\tBefore any operator places into service any airplane subject to the requirements of this AD, a schedule for the accomplishment of corrosion tasks required by this AD must be established in accordance with paragraph (f)(1) or (f)(2) of this AD, as applicable: \n\n\t\t(1)\tFor airplanes previously maintained in accordance with this AD, the first corrosion task in each area to be performed by the new operator must be accomplished in accordance with the previous operator's schedule or with the new operator's schedule, whichever would result in the earlier accomplishment date for that task. After each corrosion task has been performed once, each subsequent task must be performed in accordance with the new operator's schedule. \n\n\t\t(2)\tFor airplanes that have not been previously maintained in accordance with this AD, the first corrosion task for each area to beperformed by the new operator must be accomplished prior to further flight or in accordance with a schedule approved by the FAA. \n\n\t(g)\tReports of Level 2 and Level 3 corrosion must be submitted at least quarterly to McDonnell Douglas Corporation in accordance with Section 5 of the Document. \n\n\tNOTE 11: Reporting of Level 2 and Level 3 corrosion found as a result of any opportunity inspection is highly desirable. \n\n\t(h)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through the cognizant Maintenance Inspector at the appropriate FAA Flight Standards office, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE 12: Information concerning the existence of approved alternative methods of compliance with this AD, ifany, 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 airplanes to a base in order to comply with the requirements of this AD. \n\n\t(j)\tReports of corrosion inspection results required by this AD have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. \n\n\t(k)\tThe completion of the corrosion tasks shall be done in accordance with McDonnell Douglas Document Number MDC K4606, "DC-9/MD-80 Corrosion Prevention and Control Document," Revision 1, dated December 1990. This incorporation by reference was approved previously by the Director of the Federal Register, in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51, as of January 12, 1993 (57 FR 57895, December 8, 1992). 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; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(l)\tThis amendment is effective on January 12, 1993.
2021-26-02: The FAA is adopting a new airworthiness directive (AD) for all Gulfstream Aerospace Corporation (Gulfstream) Model GV and GV-SP airplanes. This AD was prompted by the omission of a life limit in the airworthiness limitations section (ALS) of the maintenance manual for a certain main landing gear (MLG) trunnion pin. This AD requires revising the ALS of your existing instructions for continued airworthiness (ICA) or inspection program for the airplane to establish a life limit of 20,000 flight cycles for the affected MLG trunnion pin. The FAA is issuing this AD to address the unsafe condition on these products.
75-05-11: 75-05-11 BOEING: Amendment 39-2113. Applies to all Model 747 Series Airplanes, certificated in all categories. \n\n\tCompliance required as indicated, unless already accomplished. \n\tTo assure flight crew aural warning and visual indication when the leading edge flaps are not fully extended for takeoff, accomplish the following: \n\tWithin five (5) calendar months time after the effective date of this AD, install modifications, in accordance with Boeing Service Bulletin 747-27-2128 dated February 14, 1975, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region to cause:\n \t(a)\tA takeoff configuration warning horn to sound when the leading edge flaps have not been fully extended, and the #3 thrust lever is advanced to a takeoff setting, and the trailing edge flaps are extended to a takeoff setting, and \n\t(b)\tA leading edge flap amber caution light to illuminate on the pilots' panel, when any leading edge flapsets are not in the extended position, and the trailing edge flaps are extended to a takeoff setting. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA, Northwest Region, 9010 East Marginal Way, Seattle, Washington 98108. \n\n\tThis amendment becomes effective March 24, 1975.
69-16-02: 69-16-02 BELL: Amdt. 39-812. Applies to Bell Model 206A Helicopters with wire drive P/N 30000649 installed in control system hydraulic actuators P/N 41103750, P/N 41103750-2 or P/N 41103650-005. Compliance required as follows after the effective date of this AD unless already accomplished: 1. For helicopters with 850 hours or more of hydraulic actuator time, compliance is required within the next 25 hours of flight time. 2. For helicopters with less than 850 hours of hydraulic actuator operating time, compliance is required when 875 hours of hydraulic actuator time has been attained. To prevent hazardous forces in the control system resulting from failure of the spool valve wire drive, accomplish the following: Remove all cyclic, collective and directional hydraulic actuators P/N 41103750, 41103750-2, and 41103650-005 and replace with hydraulic research and manufacturing hydraulic actuators P/N 41103750-003 (cyclic and collective) and 41103650-007 (directional). (Bell Helicopter Company Service Bulletin No. 206A 12, dated 7/25/69, pertains to this matter.) This amendment becomes effective on August 6, 1969.
2021-03-03: The FAA is superseding Airworthiness Directives (AD) 2000-23- 26, AD 2018-14-11, and AD 2019-13-04, which applied to ATR-GIE Avions de Transport Regional Model ATR72 airplanes. AD 2019-13-04 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance instructions and airworthiness limitations. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
90-07-06: 90-07-06 MCDONNELL DOUGLAS: Amendment 39-6551. Docket No. 89-NM-204-AD. \n\n\tApplicability: Model DC-9-10, -20, and -30 series airplanes, equipped with a non-ventral aft pressure bulkhead; as listed in McDonnell Douglas Service Bulletin 52-167, dated August 31, 1989; operating in a passenger or passenger/cargo configuration; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tNOTE: The requirements of this AD become applicable at the time an all-cargo configuration is converted to a passenger or passenger/cargo configuration. \n\n\tTo prevent delayed passenger evacuation through the aft pressure bulkhead emergency exit during an emergency evacuation, accomplish the following: \n\n\tA.\tWithin three months after the effective date of this AD, install a placard with exit opening instructions, in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin 52-167, dated August 31, 1989. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles 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, Los Angeles Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90801, ATTN: Director of Publications, C1-L00 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6551, AD 90-07-06) becomes effective on April 30, 1990.
2010-05-10: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation (type certificate previously held by Raytheon Aircraft Company) Models B300 and B300C airplanes. This AD requires you to inspect the terminal board on the circuit card rack assembly to determine if the correct bus bar is installed and replace if necessary. This AD also requires you to do an operational check of the left and right pitot heat annunciators for proper operation and take corrective action as necessary. This AD results from reports of the left and right pitot heat annunciators not illuminating for an inoperative pitot heat condition. We are issuing this AD to detect and correct installation of an incorrect bus bar, which could result in failure of the pitot heat annunciators to illuminate. This failure could lead to the pilot being unaware that moisture has frozen on the pitot tube(s) and cause erroneous flight instrument indication.
86-02-03: 86-02-03 BOEING: Amendment 39-5213. Applies to Boeing Model 747-300 series airplanes, as listed in Boeing Alert Service Bulletin 747-52A2198, certificated in any category. Compliance is required within 30 days after the effective date of this amendment. To ensure proper automatic slide deployment and door opening, accomplish the following, unless already accomplished: \n\n\tA.\tInspect the upper deck left and right door to verify the installation of acceptable self-locking nuts and replace defective or missing hardware, if necessary, in accordance with Boeing Alert Service Bulletin 747-52A2198 dated December 13, 1985, or later FAA-approved revisions. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\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 ofinspections and/or modifications required by this AD. \n\n\tAll persons affected by this AD who have not already received copies of the service bulletin cited herein may obtain copies upon request from the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective January 27, 1986.
90-25-14: 90-25-14 BOEING: Amendment 39-6824. Docket No. 90-NM-207-AD. \n\n\tApplicability: Model 737-300, -400, and -500 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the occurrence of fire and smoke in the passenger cabin and cockpit, accomplish the following: \n\n\tA.\tWithin the next 60 days after the effective date of this AD, visually inspect the wire bundles above the overhead ceiling panels between fuselage stations 270 and 300 for damage due to chafing or interference with ceiling panel bracketry and/or latch mechanisms. If wire damage is found, prior to further flight, repair in accordance with Boeing Standard Wiring Practices Document and add Expando PT or equivalent protective sleeving using methods specified in Boeing Service Letter 737-SL-24-58, dated August 3, 1988. \n\n\tB.\tRepeat the inspection procedure required by paragraph A. of this AD at intervals not to exceed 120 days. \n\n\tC.\tAnalternate 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\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington 98055-4056. \n\n\tThis amendment (39-6824, AD 90-25-14) becomes effective on December 21, 1990.
2010-04-09: 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: * * * * * [European Aviation Safety Agency (EASA)] AD 2006-0191 [which corresponds to FAA AD 2006-21-08] required the installation of new heat shield panels with drainage over the air conditioning packs in order to avoid an undetected fire in this zone following a fuel leak from the centre tank. These new heat shield panels have holes. In case of fuel leaking through these holes from the centre tank, any fuel vapour may develop into a potential source of ignition, possibly resulting in a fuel tank explosion and consequent loss of the aeroplane.*** * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2006-18-13: The FAA is adopting a new airworthiness directive (AD) for certain Gulfstream Model GV and GV-SP series airplanes. This AD requires repairing the force link assembly wire harness. This AD results from a report indicating that the wiring harness outer shield and insulation on the primary conductors may have been inadvertently cut due to an improper method used to remove the wiring outer jacket. We are issuing this AD to prevent the loss of the hardover prevention system (HOPS) in the roll axis due to a short circuit in the wiring harness, which could result in reduced controllability of the airplane.
93-05-05: 93-05-05 BOEING: Amendment 39-8510. Docket 92-NM-27-AD. Supersedes AD 88-13- 51 R1, Amendment 39-6088. \n\n\tApplicability: Model 737-300, 737-400, and 737-500 series airplanes; equipped with CFM International CFM56-3 series engines; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent engine flameout during airplane descent in moderate to severe inclement weather conditions, accomplish the following: \n\n\t(a)\tFor Model 737-300 series airplanes: Within 10 days after December 30, 1988 (the effective date of AD 88-13-51 R1, Amendment 39-6088), accomplish the procedures specified in paragraphs (a)(1), (a)(2), and (a)(3) of this AD: \n\n\t\t(1)\tRevise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) by adding the following instructions. This may be accomplished by inserting a copy of this AD into the AFM. (Where appropriate, remove the previous inserted copy of AD 88-13-51 from the AFM.) \n\n\t"OPERATION IN MODERATE TO HEAVY RAIN, HAIL, OR SLEET: \n\n\tWhen operating in or in the vicinity of (near) moderate to heavy rain, hail, or sleet, \t\taccomplish the following: \n\n\t\t\t(i)\tEngine start switches.....FLIGHT \n\n\t\t\t(ii)\tMinimum Engine N1.....45% \n\n\t\t\t(iii)\tAuto-throttle.....OFF \n\n\t\t\tNOTE: Operation in or in the vicinity of (near) moderate to heavy rain, \t\t\thail, or sleet is to be assumed if indicated by any of the following \t\t\t\tsources: weather radar, reports, or observations. \n\n\tOPERATING IN THUNDERSTORM ACTIVITY: \n\t\t\tCautionary Note \n\n\tFlight operation should be conducted so that operation within 5 miles of thunderstorm \tactivity is avoided." \n\n\t\t(2)\tFor operations in known or forecast rain, hail, or sleet, notwithstanding the Minimum Equipment List (MEL), the weather radar must be operable for dispatch. \n\n\t\t(3)\tInstall a placard (red base, white lettering) on the instrument panel in clear view of the flight crew and in close proximity of the engines' N1 indication gauges, that reads as follows: \n\n\t\t\t"Maintain At Least 45% N1 When Operating In Or Near Moderate To \t\t\tHeavy Rain, Hail, Or Sleet." \n\n\t(b)\tFor Model 737-300 series airplanes: Within the next 48 months after the effective date of this AD, accomplish the engine modification described in Boeing Service Bulletin 737-77-1031, Revision 1, dated May 14, 1992. Accomplishment of this modification constitutes terminating action for the requirements of paragraph (a) of this AD; the AFM revision, the MEL configuration requirements, and the N1 placard may be removed at that time. \n\n\t(c)\tFor Model 737-400 and 737-500 series airplanes: Within the next 48 months after the effective date of this AD, accomplish the engine modification described in Boeing Service Bulletin 737-77-1031, Revision 1, dated May 14, 1992. Upon accomplishment of this modification, the AFM limitations pertaining to "OPERATION IN MODERATE TO HEAVY RAIN, HAIL, OR SLEET" may be removed, as well as the related flightcompartment instrument panel placard, related MEL configuration requirements, and any related 45% N1 idle indication/control limitations. \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, 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 1: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\tNOTE 2: Alternative methods of compliance previously granted for Amendment 39- 6088, AD 88-13-51 R1, continue to be considered as acceptable alternative methods of compliance for paragraph (a) of this amendment. \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 modification shall be done in accordance with Boeing Service Bulletin 737- 77-1031, Revision 1, dated May 14, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. 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(g)\tThis amendment becomes effective on April 29, 1993.
68-04-01: 68-04-01 HAWKER SIDDELEY: Amdt. 39-742. Applies to Model Series DH.125-1A, -1A/R-522, -1A/522, -3A, -3A/R. Compliance required as indicated, unless already accomplished. To detect fuel leakage past the fuel filter de-icing system non-return valves, P/N A.W.E. 124-25, -26, -27, and fuel or methanol leakage from the fuel filter and windshield de-icing systems, accomplish the following: (a) Immediately prior to each flight after the effective date of this AD, check for signs of fuel leakage past the non-return valves, P/N A.W.E. 124-25, -26, or -27, and inspect for fuel or methanol leakage from the fuel filter and windshield de-icing systems in accordance with Hawker Siddeley Aviation Ltd., Service Bulletin No. 28-A23, Revision 2, dated July 4, 1968, or later ARB-approved revision, or FAA-approved equivalent. (b) Within the next 7 days after the effective date of this AD and thereafter at intervals not to exceed 7 days from the last serviceability test, accomplish a serviceability test of the fuel filter and windshield de-icing systems, in accordance with Hawker Siddeley Aviation Ltd., Service Bulletin No. 28-A23, Revision 2 dated July 4, 1968, or later ARB-approved revision, or FAA-approved equivalent. However, whenever an airplane has not been operated for a period in excess of 7 days, the serviceability test required during that period may be postponed until immediately prior to the first flight after such period. (c) If unserviceable non-return valves or leaks in the de-icing systems are found during the checks, inspections, or tests required by paragraphs (a) and (b) of this AD, before further flight, replace defective parts with serviceable parts of the same or approved equivalent part numbers, and continue the checks, inspections and tests required by paragraphs (a) and (b) of this AD. (d) The pre-flight checks and serviceability tests required by paragraphs (a) and (b), respectively, of this AD may be discontinued after either (1) The fuel filter and windshield fluid de-icing systems have been inspected as specified in paragraph (e) and have revealed no evidence of corrosion for a period of at least six months, and the non-return valves P/N AWE 124-25, AWE 124-26 and AWE 124-27 have been replaced by P/N AWE 124-25A, AWE 124-36 and AWE 124-37, respectively, as specified in paragraph (e); or (2) The aluminum alloy lines and components have been replaced with corrosion resistant lines and components, and non-return valves P/N AWE 124-25, AWE 124-26 and AWE 124-27 have been replaced by P/N AWE 124-25A, AWE 124-36 and AWE 124-37, respectively, as specified in paragraph (e). (e) The inspection for corrosion, the replacement of the non-return valves, and the replacement of the aluminum alloy lines and components covered in paragraph (a), must be accomplished in accordance with Hawker Siddeley Aviation Limited, Service Bulletin No. 28- A23, Revision 2, dated July 4, 1968, or later ARB approved revision or anFAA approved equivalent. Effective February 13, 1968. Revised March 27, 1969.
59-05-03: 59-05-03 FAIRCHILD: Applies to F-27 aircraft Serial Numbers 1 through 11, 14 through 23, and 27 through 35. Compliance required as indicated. A number of malfunctions of Bendix 38E09-3B, 38E09-3C and 38E09-3D deicer shutoff and regulating valves have occurred. These malfunctions have been traced to corrosion of the pilot valve assembly. New valves Bendix P/N 38E09-4E have been designed to eliminate this malfunction, however, until new valves are available, the following must be accomplished: (1) A functional performance check of the pneumatic wing deicing system must be performed prior to each flight into known or suspected icing conditions to ascertain that the pneumatic deicing system is performing satisfactorily. (2) At next inspection period, but not to exceed 100 hours, and every 100 hours thereafter remove Bendix shut-off and regulating valves, P/N 38E09-3B, 38E09-3C and 38E09- 3D, whichever type is installed, from left and right nacelles. Remove pilot valvecap, valve assembly and push rod and inspect for corrosion. Remove any signs of corrosion and apply a light coat of DC-7 Dow-Corning Compound or equivalent to valve assembly and push rod. Reinstall valves in aircraft. (3) Not later than June 1, 1959, replace valves P/N 38E09-3B, 38E09-3C and 38E09- 3D with valve P/N 38E09-4E. When this has been accomplished, the function check and inspection covered by items (1) and (2) can be discontinued. (Fairchild F-27 Service Letter F27-93 dated January 20, 1959, and Service Bulletin 30-2 dated January 20, 1959, revision 1 dated March 5, 1959, cover this same subject.) This supersedes AD 59-3-1.
92-11-09: 92-11-09 ROCKWELL INTERNATIONAL/COLLINS AIR TRANSPORT SYSTEMS: Amendment 39-8259. Docket No. 92-CE-30-AD. \n\n\tApplicability: TPR-720 Air Traffic Control Radar Beacon System/Mode S Transponders, part numbers (P/N) 622-7878-020, and P/N 622-7878-120, installed on, but not limited to, the following aircraft (all serial numbers), certificated in any category: \n\n\t\t\tBoeing 737-300, 747, and 767 Series Airplanes \n\n\t\t\tMcDonnell Douglas DC-10 Series Airplanes \n\n\t\t\tFokker F.28 Mark 0100 Series Airplanes \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo prevent the loss of the ability to track aircraft positions by radar in high density air traffic areas that could result from transponder malfunction, accomplish the following: \n\n\t(a)\tWithin the next 6 calendar months after the effective date of this AD, accomplish either (1) or (2) below: \n\n\t\t(1)\tModify the transponder software in accordance with the instructions in Collins Service Bulletin (SB) 8, TPR-720-34-08, dated September 19, 1990. This modification converts transponder P/N 622-7878-020 and 622-7878-120 to P/N 622-7878-200 status. \n\n\tNOTE 1: Although not required by this AD, accomplishment of Collins SB 14, TPR-720-34-14, dated February 26, 1991, Revision 1, dated June 28, 1991; or Collins SB 15, TPR-720-34-15, dated February 26, 1991, Revision 1, dated June 28, 1991, is recommended after accomplishment of Collins SB 8, TPR-720-34-08. Collins SB 14, TPR-720-34-14, and SB15, TPR-720-34-15, convert transponder P/N 622-7878-200 to transponder P/N 622-7878-201 status or transponder P/N 622-7878-300 status, respectively. \n\n\t\t(2)\tModify the transponder hardware in accordance with the instructions in Collins SB C, TPR-720-34-C, dated April 28, 1992. \n\n\t(b)\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, FAA, 1801 Airport Road, Mid-Continent Airport, Wichita, Kansas 67209. The request should 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 2: 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(c)\tThe modification required by this AD shall be done in accordance with Collins Service Bulletin 8, TPR-720-34-08, dated September 19, 1990; or Collins Service Bulletin C, TPR-720-34-C, dated April 28, 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 Rockwell International/Collins Air Transport Division, 400 Collins Road, NE, Cedar Rapids, Iowa 52498. 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, 1100 L Street, NW; Room 8401, Washington, DC. \n\n\t(d)\tThis amendment becomes effective on May 28, 1992.
2010-05-05: We are adopting a new airworthiness directive (AD) for the products listed above that would supersede an existing AD. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: A review of the results of the final fuselage fatigue test identified the need for additional and revised safety-related fatigue- and environmental inspections for the fuselage. These additional tasks were introduced by Service Bulletin (SB) ATP-51-002 * * *. As it was determined that these inspections were necessary to maintain the structural integrity of the aeroplane, EASA AD 2006- 0090 [which corresponds to FAA AD 2007-15-08] was issued * * *. Since the original Issue of the SB, three revisions have been published. Revision 1 of the SB included only editorial changes. Revision 2 of the SB corrected the fuselage frame designations in Parts 50 and 50A and extended the allowable time before initial inspection. In addition, the repeat inspection interval in Part 43 of the SB was reduced. In the latest Revision 3 of the SB, the grace period for the initial inspection in Part 50 has been clarified. * * * * * The unsafe condition is fatigue cracking of certain structural elements, which could result in reduced structural integrity of the airplane and consequent rapid decompression of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.