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91-09-06: 91-09-06 BOEING: Amendment 39-6977. Docket No. 90-NM-216-AD. \n\n\tApplicability: Model 727 series airplanes equipped with forward and/or aft auxiliary fuel tank listed in Boeing Alert Service Bulletin 727-28A0067, Revision 1, dated July 5, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo eliminate the potential for a fire due to rupture of the auxiliary fuel tanks, accomplish the following: \n\n\tA.\tWithin the next 18 months after the effective date of this AD, accomplish either subparagraph A.1. or A.2., below: \n\n\t\t1.\tInstall a check valve and a pressure actuated shutoff valve in the center wing tank in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 727-28A0067, Revision 1, dated July 5, 1990. \n\n\t\t2.\tDeactivate the auxiliary fuel system and insert a placard in the cockpit to indicate that the auxiliary fuel tank is inoperative, in accordance with Boeing Service Alert Bulletin727-28A0067, Revision 1, dated July 5, 1990. \n\n\tB.\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\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial 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\tThis amendment (39-6977, 91-09-06) becomes effective on May 28, 1991.
90-03-18: 90-03-18 BOEING: Amendment 39-6498. Docket No. 88-NM-158-AD. \n\n\tApplicability: Model 727 and 737 series airplanes, not equipped with a system incorporating Engine Pressure Ratio (EPR) logic for activation of the takeoff warning system, certificated in any category. \n\n\tCompliance: Required within the next 30 months following the effective date of this AD, unless previously accomplished. \n\n\tTo prevent the occurrence of takeoff configuration nuisance warnings when taxi operations are conducted with the flaps intentionally retracted, accomplish the following: \n\n\tA. For Boeing Model 727 series airplanes with Auto-Speedbrakes operative: Modify the logic which enables the Takeoff Configuration Warning Systems (TOCWS) in accordance with Boeing Service Bulletin 727- 31-29, January 26, 1979; 727-31-33, dated November 26, 1980; 727-31-35, dated January 26, 1979; or 727-31- 36, dated January 26, 1979, as appropriate. \n\n\tB. For Boeing Model 727 series airplanes not equipped with Auto-Speedbrakes or with the Auto-Speedbrakes deactivated: \n\n\t1. Modify the logic which enables the Takeoff Configuration Warning Systems (TOCWS) in accordance with Boeing Service Bulletin 727-31-29, January 26, 1979; 727-31-33, dated November 26, 1980; 727- 31-35, dated January 26, 1979; or 727-31-36, dated January 26, 1979, as appropriate; or \n\n\t2. Adjust the takeoff warning thrust lever actuated switches to operate at 19.5 degrees from the idle stop for takeoff configuration warning system arming in accordance with Boeing Service Bulletin 727-31-30, dated November 11, 1977. Install a circuit breaker guard (cover) on the TOCWS circuit breaker, and safety wire the guard. Operation of the airplane must be in accordance with the Limitations of the Takeoff Configuration Warning System specified in Appendix 39 or 51 (as appropriate) of the Airplane Flight Manual (AFM). \n\n\tC. For Boeing Model 737 series airplanes: Modify the logic which enables the TOCWS in accordance with Boeing Service Bulletin 737-31-1033, Revision 1, dated January 14, 1983. \n\n\tD. An 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. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tE. Special 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. All 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, 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\tThis amendment (39-6498, AD 90-03-18) becomes effective on March 7, 1990.
69-12-06: 69-12-06\tBOEING: Amdt. 39-780 applies to Boeing Model 737-100, 737-200, and 737- 200C Series Airplanes. \n\tCompliance required as indicated, unless already accomplished. \n\tTo detect cracking in the lugs of the aileron tab mast fittings and flanges of the aileron tab hinge fittings of Boeing Model 737 Series airplanes, and provide for the installation of parts to correct this condition, accomplish the following, or an equivalent inspection procedure and parts installation approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\t(a)\tWithin 25 hours' time in service after the effective date of this AD, visually inspect the aileron tab mast fittings for cracks in the lugs and for an excessive gap between the fitting lugs and the tab control rod ends in accordance with Boeing Alert Service Bulletin No. 57-1040, dated May 26, 1969, (hereinafter referred to as Boeing ASB 57-1040) or later FAA approved revisions. \n\tNOTE: Designated 737 Series aircraft listed in Group II, Boeing ASB 57-1040, delivered after April 15, 1969, have had the gaps shimmed and nuts torqued by the manufacturer and may therefore be inspected within the time intervals listed in Step (4). \n\t\t(1)\tIf cracks are found, replace the mast fitting with a new part in accordance with Boeing ASB 57-1040 (or later FAA approved revision) before further flight. \n\t\t(2)\tIf no cracks are found, measure gap between mast fitting lugs and tab control rod end fitting, shim, and torque nut in accordance with instructions and limits specified in Boeing ASB 57-1040, or later FAA approved revisions. \n\t\t(3)\tIf gaps between the fitting lugs and the tab control rod ends exceed those limits specified in Boeing ASB No. 57-1040, or later FAA approved revision, perform either (A) or (B) as follows: \n\t\t\t(A)\tShim the gaps and torque the nuts to the limits specified in the Alert Service Bulletin. \n\t\t\t(B)\tRepeat the visual inspection for cracks at intervals not to exceed 25 hours' time in service, per (a)(1)and (a)(2), above. \n\t\t(4)\tAfter the mast fittings have been properly gapped, shimmed and nuts torqued, per (a)(2) and (a)(3) above, inspect for cracks at intervals not to exceed 160 hours time in service until at least two inspections have been accomplished, or the part has accumulated an additional 280 hours' time in service, whichever occurs later, and, thereafter, at intervals not to exceed 600 hours' time in service. \n\t\t(5)\tInspection requirements under (a) of this AD may be terminated when: (A) the magnesium mast fittings are replaced with aluminum mast fittings per Boeing ASB No. 57-1040, (FAA approved revision to be issued); and (B) the tab control rods are replaced with adjustable tab control rods, Boeing P/N 69-60081-1, installed per instructions in Boeing Service Bulletin 27- 1025, dated April 30, 1969, or later FAA approved revisions. \n\t(b)\tWithin 160 hours' time in service after the effective date of this AD, visually inspect the aileron tab hinge fitting flanges for cracks. \n\t\t(1)\tIf cracks are found, replace hinge fitting with a new Boeing P/N 6937805-6 before further flight. \n\t\t(2)\tIf no cracks are found, repeat inspection for cracks at intervals not to exceed 600 hours' time in service. \n\t\tNOTE: Designated 737 Series Aircraft listed in Group II, Boeing ASB 57-1040, delivered after April 15, 1969, have had the inspection of (b) performed by the manufacturer and may therefore be inspected at intervals not exceeding 600 hours' time in service. \n\t\t(3)\tInspection requirements under (b) of this AD may be terminated when magnesium tab hinge fittings are replaced with an aluminum tab hinge fitting per Boeing ASB 57-1040, (FAA approved revision to be issued). \n\t(c)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection period of the operator if the request contains substantiating data to justify the increase for thatoperator. \n\t(d)\tAirplanes having cracked parts which require replacing under this AD may be flown in accordance with FAR 21.197 with the concurrence of the Chief, Aircraft Engineering Division, FAA Western Region, to a base where the replacement of parts can be accomplished. \n\tThis amendment becomes effective on 18 June 1969.
97-09-12: This amendment adopts a new airworthiness directive (AD), applicable to all Raytheon Model DH 125-1A, -3A, and -400A series airplanes, that requires a one-time inspection to detect scoring of the upper fuselage skin around the periphery of the cockpit canopy blister interface, and repair, if necessary. This amendment is prompted by reports indicating that scoring of the upper fuselage skin had been detected in that area. The actions specified by this AD are intended to detect and correct scoring of the upper fuselage skin around the periphery of the cockpit canopy blister interface, which could result in reduced structural integrity of the fuselage, and consequent cabin depressurization.
2011-24-10: We are adopting a new airworthiness directive (AD) for Bombardier, Inc. Model DHC-8-201 and -202 airplanes with FAA Supplemental Type Certificate (STC) ST00753NY (Transport Canada Civil Aviation (TCCA) STC SA97-106) installed. 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: It has been determined that modifications by DECA Aviation Engineering Limited on Bombardier Inc. DHC-8 Series * * * 200 aeroplanes with their Cargo Conversion and Abrasion Protection Systems, Supplemental Type Certificates (STCs) * * * SA97-106, provide inadequate fire protection and decompression venting means. This can lead to an uncontrolled cargo fire and structural damage. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
93-07-09: 93-07-09 MCDONNELL DOUGLAS: Amendment 39-8541. Docket 92-NM-129-AD. \n\n\tApplicability: All Model DC-10-10, -10F, -15, -30, -30F, -40 and -40F series airplanes; and KC-10A (military) airplanes; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent failure of the fuselage station Y=595.000 pressure bulkhead, which could reduce the structural integrity of the airplane, accomplish the following: \n\n\t(a)\tUnless accomplished within the last 4,350 landings prior to the effective date of this AD: Prior to the accumulation of 10,000 total landings, or within 1,000 landings after the effective date of this AD, whichever occurs later; conduct a visual and eddy current inspection of the fuselage station Y=595.000 pressure bulkhead web and conduct an eddy current inspection of the fuselage station Y=595.000 pressure bulkhead tee cap, PSE 53.10.037 (left side) and 53.10.038 (right side), in accordance with McDonnell Douglas Alert Service Bulletin A53-158, dated May 29, 1992, or Revision 1, dated January 22, 1993. \n\n\t\t(1)\tIf any crack is detected that is within the limits specified in either service bulletin, prior to further flight, repair the crack in accordance with that service bulletin. After repair, repeat the inspections at intervals not to exceed 4,350 landings, in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t\t(2)\tIf any crack is detected that exceeds the limits specified in either service bulletin, prior to further flight, repair the crack in accordance with a method approved by the Manager, Los Angeles ACO, FAA, Transport Airplane Directorate. \n\n\t\t(3)\tIf no cracking is detected, repeat the inspections at intervals not to exceed 4,350 landings. \n\n\tNOTE: The McDonnell Douglas service bulletins specified in this paragraph include references to inspection procedures contained in McDonnell Douglas Report No. L26-012, "DC-10 Supplemental Inspection Document (SID)," dated May 1990. \n\n\t(b)\tCompliance with the inspection and repair requirements of paragraph (a) of this AD are considered to constitute compliance with the inspection, repair, and reporting requirements of paragraphs (b) and (c) of AD 92-02-08, Amendment 39-8144, for Principal Structural Element (PSE) numbers 53.10.037 and 53.10.038. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles ACO, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThe inspections and repairs shall be done in accordance with McDonnell Douglas Alert Service Bulletin A53-158, dated May 29, 1992; or McDonnell Douglas Alert Service Bulletin A53-158, Revision 1, dated January 22, 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 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, Los Angeles ACO, 3229 E. Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.(f)\tThis amendment becomes effective on June 1, 1993.
88-11-03: 88-11-03 MCDONNELL DOUGLAS: Amendment 39-5922. Applies to McDonnell Douglas Model DC-8-70 series airplanes, certificated in any category. \n\n\tCompliance required as indicated below. \n\n\tTo prevent the possibility of a fire that can be attributed to chafed generator feeder cable in a fuel contaminated pylon, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this airworthiness directive (AD), unless previously accomplished within the last 3,500 flight hours, inspect the generator power feeder cables, support brackets, and clamps between bulkhead feed-through at Station YN = 278.500 and Terminal Strip S3-7000 at engine pylons 1, 2, 3, and 4, for evidence of arcing, burning, chafing, or damage and cable droop, in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin A24-72, dated April 6, 1988. \n\n\t\t1.\tIf no evidence of arcing, burning, chafing, damage, or drooping exists, proceed to paragraph A.3., below. \n\n\t\t2.\tIf evidence of arcing, burning, chafing, damage or drooping exists, repair or replace parts, as required, in accordance with the service bulletin. \n\n\t\t3.\tVerify that nuts securing cable terminals to Terminal Strip S3-7000 are tightened to a torque of 120 to 130 inch-pounds. \n\n\tB.\tRepeat the procedures specified in paragraph A., above, at intervals not to exceed 3,500 flight hours. \n\n\tC.\tAlternate means of compliance or adjustment of the compliance time, 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\t\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the 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 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). This information 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 June 3, 1988.
78-01-15: 78-01-15 MCDONNELL DOUGLAS: Amendment 39-3118 as amended by Amendment 39-3198. Applies to Model DC-8 Series airplanes, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo prevent failure of the elevator geared tab crank arms and to provide a means of detecting jamming of the elevator surface, comply with the following: \n\n\t(a)\tWithin the next 12 months after the effective date of this AD, unless already accomplished, increase the elevator geared tab crank assembly clearance by modifying the elevator leading edge cutouts and covers, and modify and reidentify the elevator geared tab links, modify rod ends as required, and chamfer the horizontal stabilizer box fittings in accordance with McDonnell Douglas DC-8 Service Bulletin 27-262 dated July 15, 1977 or later FAA approved revisions. \n\n\tNOTE: Compliance with the following requirements of Service Bulletin 27-262 is optional: \n\n\t\t(i)\tThe installation of steel geared-tab links to replace the existing links. \n\n\t\t\t3802767-1 (new) for 4710541 \n\n\t\t\t3802768-1 (new) for 4710542 \n\n\t\t(ii)\tThe provision of additional clearance between the elevator hinge support fitting Part No. 3619433 and the elevator leading edge spar (view D-D, page 8 of DC-8 Service Bulletin 27-262). \n\n\t(b)\tWithin the next 18 months after the effective date of this AD, unless already accomplished, install an elevator position indicator system in accordance with McDonnell Douglas DC-8 Service Bulletin 27-254 dated March 5, 1975 or later FAA approved revision. \n\n\t(c)\tEquivalent modifications or operational procedures may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR's 21.197 and 21.199 to authorize operation of an airplane to a base for the accomplishment of the modifications required by this AD. \n\n\t(e)\tAircraft which have been modified in accordance with Paragraph (b) may be operated with the elevatorposition indicator system inoperative provided: \n\n\t\t(i)\tPrior to each takeoff verify proper elevator operation by a ground observer, and by utilizing the elevator flight control check procedure of McDonnell Douglas DC-8 Alert Service Bulletin A27-264 dated May 14, 1977 or later FAA approved revision. \n\n\t\t(ii)\tThe aircraft is not dispatched from a station where repairs or replacements on the elevator position indicator system can be made. \n\n\t(f)\tWithin 30 days after the effective date of this AD as amended, unless already accomplished, and until Paragraph (b) of this AD is accomplished, either: \n\n\t\t(i)\tInstall the following placard in full view of both pilots \n\n\t\t\tPRIOR TO EACH TAKEOFF, PERFORM AN ELEVATOR CONTROL \n\t\t\tSYSTEM CHECK IN ACCORDANCE WITH DC-8 SERVICE \n\t\t\tBULLETIN A27-264. \n\n\t\t(ii)\tor, include an instruction in the DC-8 Operations Manual and a check list item which specifies those control checks identified in SB A27-264. \n\n\tAmendment 39-3118 became effectiveFebruary 13, 1978. \n\n\tThis Amendment 39-3198 becomes effective June 1, 1978.
90-02-17: 90-02-17 BELLANCA, INCORPORATED: Amendment 39-6446. \n\n\tApplicability: Models 14-19-3, 14-19-3A, 17-30, 17-31 and 17-31TC (all serial numbers (S/N)), 17-30A (S/N 30263 through 89-301007), 17-31A (S/N 32-15 through 78-32-172) and 17-31ATC (S/N 31004 through 79-31155) airplanes certificated in any category. \n\n\tCompliance: Required as indicated in the body of the AD, unless already accomplished. \n\n\tTo prevent the collapse of the main landing gear which could result in substantial airframe damage, accomplish the following: \n\n\t(a)\tUpon the accumulation of 500 hours total time-in-service (TIS), or within the next 100 hours TIS after the effective date of this AD, whichever occurs later, and each 100 hours TIS thereafter, inspect the left and right drag strut landing gear fitting assemblies, Part Number (P/N) 194153-10, for cracks, deformations, or failures as follows: \n\n\tNOTE 1: This information is also contained in Bellanca Service Letter B-106, dated September 26, 1989. Penetrant inspection techniques are described in FAA Advisory Circular (AC) 43-3, "Nondestructive Testing in Aircraft." These inspections can be conducted with the fitting assemblies installed on the airplane. Do not apply loads to the landing gear components, particularly the drag strut, as it is possible to move the drag strut to overcenter and cause the landing gear to collapse. \n\n\t\t(1)\tPlace jacks or other workstands under the airplane at locations specified in the Bellanca Service Manual to prevent accidental landing gear collapse during this inspection. \n\n\t\t(2)\tFigure 1 to this AD describes the 194153-10 fitting assembly. Clean the aft face of the -1 fitting with Stoddart solvent and a brush. \n\n\t\t(3)\tInspect for cracks adjacent to the welds which join the -1 fitting to the -2 fitting and -3 brace near the lower aft attachment bolt holes using liquid penetrant inspection techniques and a magnifying glass. If any crack is found, prior to further flight replace the assembly with a new fitting assembly, P/N 194153-30 or P/N 194153-40, as applicable. \n\n\t\t(4)\tLay a straight-edge along side the lower aft attachment bolts, in accordance with Figure 2 and, using a feeler gage or wire gage of .030 inch thickness, look for any evidence of local deformation (dimpling) in the -1 fitting. If any deformation greater than .030 inches is found, prior to further flight replace the assembly with a new fitting assembly, P/N 194153-30 or P/N 194153-40, as applicable. \n\n\tNOTE 2: The -30, -40 assemblies can be distinguished from a -10 assembly by measuring the -1, -2, fitting and -3 brace part thickness: -10 part thickness is 0.062 inches, -30, -40 parts thickness is 0.100 inches. A 0.040 Shim (P/N 194167-2 Shim Spar Bracket) is available to provide proper fit between the 194153 fitting assembly and the forward spar. \n\n\t\t(5)\tCheck and adjust, as required, the drag strut for correct overcenter using the appropriate procedures in the Bellanca Service Manual. \n\n\t\t(6)If the inspections specified above do not indicate any evidence of cracks or local deformation in the -1 fitting, apply zinc chromate or Epibond primer, as necessary, to protect the part and repeat these inspections as specified above. \n\n\t\t(7)\tThe repetitive inspections specified above are not required on the P/N 194153-30 or P/N 194153-40 assemblies. \n\n\t(b)\tAirplanes with cracked or deformed fittings may be flown with a special flight permit in accordance with FAR 21.197 to a location where this AD may be accomplished providing that no crack is found during the inspection of paragraph (a)(3) that exceeds 3/8 in. length, or no deformation is found during the inspection of paragraph (a)(4) that is great enough to cause the overcenter of the drag strut to be out of tolerance. In these cases, no special flight permit is allowed. \n\n\t(c)\tAn alternate method of compliance or adjustment of the initial and repetitive compliance times, which provides an equivalent level of safety, may be approved by the Manager, Chicago Aircraft Certification Office, 2300 E. Devon Avenue, Des Plaines, Illinois 60018. \n\n\tNOTE 3: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and send it to the Manager, Chicago Aircraft Certification Office. \n\n\tAll persons affected by this directive may obtain copies of the documents referred to herein upon request to Bellanca, Inc.; P.O. Box 964, Alexandria, Minnesota 56308; Telephone (612) 762-1501; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. \n\n\tThis amendment (39-6446, AD 90-02-17) becomes effective on February 5, 1990. \n\n\nFIGURE 1\n\n\n\nAD 90-02-17\n\nFIGURE 2\n\nEXAMPLES OF MEASURING DEPTH OF DIMPLED AREAS
79-19-10: 79-19-10 MCDONNELL DOUGLAS: Amendment 39-3566. Applies to the McDonnell Douglas DC-8-62, -62F and DC-8-63, -63F Series airplanes certificated in all categories, incorporating 7079-T6 aluminum wing front spar pylon support fittings, (P/N) 5753054-1/-2 and 5753055-1/-2. \n\n\tNOTE: This AD is not applicable to 7075-T73 aluminum fittings (P/N) 5753054-501/-502 and 5753055-501/-502. Operators who are unable to verify part numbers visually, may ascertain the fitting material by NDT methods presented in the McDonnell Douglas DC-8 Alert Service Bulletin A57-87, Revision 1, dated September 10, 1979. \n\n\tCompliance required as indicated. \n\n\tTo detect cracks and prevent failure of the wing front spar pylon support fittings, accomplish the following: \n\n\t(a)\tWithin the next 300 hours' time in service after the effective date of this AD, unless already accomplished within the last 2,700 hours' time in service in an approved equivalent manner: \n\n\t\t(1)\tBefore inspection, thoroughly cleaneach wing front spar pylon support fitting in accordance with the procedures outlined in McDonnell Douglas DC-8 Alert Service Bulletin A57-87 Revision 1, dated September 10, 1979, \n\n\t\t(2)\tConduct a visual inspection of all four wing front spar pylon support fittings in accordance with the procedures outlined in McDonnell Douglas DC-8 Alert Service Bulletin A57-87, Revision 1, dated September 10, 1979. \n\n\t(b)\tIf no cracks are found during the inspections per paragraph (a), conduct repetitive inspections in accordance with paragraph (a) at intervals not to exceed 3,000 hours' time in service or one (1) year, whichever comes first. \n\n\t(c)\tIf cracks are found which are repairable as defined in McDonnell Douglas DC-8 Alert Service Bulletin A57-87, Revision 1, dated September 10, 1979, make repairs per DC-8 Structural Repair Manual, Chapter 54 or McDonnell Douglas DC-8 Alert Service Bulletin A57-87, Revision 1, as applicable prior to further flight, and revert to the repetitive inspection requirements of paragraph (b). \n\n\t(d)\tIf cracks are found which are defined as non-repairable in McDonnell Douglas DC-8 Alert Service Bulletin A57-87, Revision 1, dated September 10, 1979, remove and replace the fitting prior to further flight. \n\n\t(e)\tIf a cracked fitting is replaced with a 7079-T6 aluminum fitting, inspect the replacement fitting in accordance with the repetitive inspection requirements of paragraph (b). \n\n\t(f)\tWithin 24 hours after the inspection, report the results of the inspection per paragraph (a) to the Chief, Aircraft Engineering Division, FAA Western Region, through the principal maintenance inspector for the operator. \n\n\t(g)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\t(h)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective September 27, 1979.