Results
2011-24-05: We are superseding an existing airworthiness directive (AD) that applies to certain Airbus Model A330-201, -202, -203, -223, -243, -301, -302, -303, -321, -322, -323, -341, -342, and -343 airplanes; and Model A340-200 and -300 series airplanes. 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 A330 and A340 aeroplanes fatigue tests, cracks appeared on the right (RH) and left (LH) sides between the crossing area of the keel beam fitting and the front spar of the Centre Wing Box (CWB). This condition, if not corrected, could lead to keel beam rupture which would affect the area structural integrity. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
97-09-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires a one-time inspection to detect corrosion and cracking of the upper deck floor beam at station 980, and repair, if necessary. This amendment is prompted by reports of extensive corrosion found at station 980. Analysis of the corrosion indicated that fatigue cracking of the floor beam at this area could occur and cause the beam to break. The actions specified by this AD are intended to detect and correct such corrosion and/or cracking, which could cause the floor beam to break and result in extensive damage to adjacent structure and possible rapid decompression of the airplane.
2011-24-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Non-conformities on adjustment of some hydromechanical units (HMUs) have been reported by a Turbomeca repair centre. The technical investigations carried out by Turbomeca are showing that only a limited number of HMUs are potentially affected by this non- conformity to HMU adjustment. Twenty nine HMUs have been identified with the non-conformities. We are issuing this AD to prevent an uncommanded inflight shutdown, which could result in an emergency autorotation landing.
91-13-03: 91-13-03 MCDONNELL DOUGLAS: Amendment 39-7034. Docket No. 91-NM-111-AD. \n\n\tApplicability: Model DC-9-80 series airplanes and Model MD-88 airplanes; Fuselage Numbers 1269 and subsequent, equipped with a non-metallic, composite rudder assembly; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent loss of rudder control, accomplish the following: \n\n\t(a)\tWithin 5 days after the accumulation of 3,000 total flight hours, or within 5 days after the effective date of this AD, whichever occurs later, visually inspect the rudder control tab crank assembly, P/N 3955539-1, for cracks, in accordance with the accomplishment instructions of McDonnell Douglas ASB 27-320, dated May 10, 1991. If the rudder control tab crank assembly is cracked, prior to further flight, remove and replace the part with a new like part. Accomplishment of the inspection requirements of paragraph (b) of this AD within 5 days after the accumulationof 3,000 total flight hours, or within 5 days after the effective date of this AD, whichever occurs later, satisfies the requirements of this paragraph. \n\n\t(b)\tWithin 60 days after accumulation of 3,000 total flight hours, or within 60 days after the effective date of this AD, whichever occurs later, inspect the rudder control tab crank assembly for cracks, using an eddy current inspection method, in accordance with the accomplishment instructions of McDonnell Douglas ASB 27-320, dated May 10, 1991. If the rudder control tab crank assembly is cracked, prior to further flight, remove and replace the part with a new like part. \n\n\t(c)\tWithin 10 calendar days after performing the inspection required by paragraphs (a) or (b) of this AD, submit a report of any discrepancies discovered, to the Manager, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California 90806-2425. The report must include the airplane's serial number, total flight hours, and totalnumber of landings. \n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(e)\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. \n\n\t\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(f)\tThe inspection and replacement requirements shall be done in accordance with McDonnell Douglas Alert Service Bulletin A27-320, dated May 10, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Business Unit Manager of Publications, C1-HCO (54-60). Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California, or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-7034, AD 91-13-03) becomes effective on June 27, 1991.
97-09-02: This amendment adopts a new airworthiness directive (AD), applicable to CFM International CFM56-5C series turbofan engines, that requires a reduction of the low cycle fatigue (LCF) retirement lives for certain high pressure turbine rotor (HPTR) front shafts, HPTR front air seals, HPTR disks, booster spools, and low pressure turbine rotor (LPTR) stage 3 disks. This amendment is prompted by results of a refined life analysis performed by the manufacturer which revealed minimum calculated LCF lives lower than published LCF retirement lives. The actions specified by this AD are intended to prevent an LCF failure of the HPTR front shaft, HPTR front air seal, HPTR disk, booster spool, and LPTR stage 3 disk, which could result in an uncontained engine failure and damage to the aircraft.
83-01-05 R2: 83-01-05 R2 BOEING: Amendment 39-4542 as amended by amendment 39-5000 as further amended by amendment 39-5360. Applies to Models 727, 737-100, and 737-200 series airplanes certificated in any category. \n\n\tCompliance required as indicated, unless already accomplished. To prevent undetected prolonged engine starter operation, accomplish the following: \n\n\tA.\tPrior to February 23, 1986, unless already accomplished, install an FAA-approved system that will provide a positive indication to the flight crew of the normal and unwanted operation of each engine starter. Approval of any proposed system must be obtained from the FAA, Northwest Mountain Region, Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tNOTE: When specific complying systems are approved by the Seattle Aircraft Certification Office, the FAA Flight Operations Evaluation Board will review the system(s) for master minimum equipment list (MMEL) consideration. \n\n\tB.\tConcurrent with the incorporation of an indicating system described in paragraph A, the airplane manual required by Subpart G of Part 121 (14 CFR Part 121) or Subpart C of Part 125 (14 CFR Part 125) of the Federal Aviation Regulations shall be revised to include: \n\n\t\t1.\tA provision that the flight crew verify that the cockpit indicating system, required by paragraph A, indicates that the starter is de-energized after each engine start; and \n\n\t\t2.\tCrew procedures, i.e., verifying start switch "off," closing the bleed valve of the affected engine, shutting down the affected engine, etc., to be accomplished when unwanted starter operation is indicated during ground and flight operations. \n\n\tC.\tAlternative means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, 9010 East Marginal Way South, Seattle, Washington.\n \n\tD.\tA special flight permit may be issued in accordance with FAR 21.197 and 21.199 for the purpose of flying an aircraft which has exceeded the compliance period to a maintenance facility where the modification can be performed. \n\n\tAmendment 39-4542 (48 FR 2962; January 24, 1983) became effective February 28, 1983. \n\tAmendment 39-5000 (50 FR 6339; February 15, 1985) became effective February 23, 1985. \n\tThis amendment 39-5360 becomes effective August 4, 1986.
75-05-17: 75-05-17 AIRESEARCH MANUFACTURING COMPANY OF ARIZONA: Amendment 39-2108 as amended by Amendment 39-2224 is further amended by Amendment 39-2357. Applies to AiResearch Model GTCP660-4 and -4R APU's of the following listed serial numbers, installed in Boeing Model B-747 Series airplanes, unless modified to incorporate improved compressor assemblies in accordance with AiResearch Service Bulletin GTCP660-49-3039, Revision 1, 2, or 3, or later FAA approved revisions: Model GTCP660-4, S/N's P-37501 through P-37723 inclusive, and GTCP660-4R, S/N's P-101 through P-124 inclusive. \n\n\tTo prevent development of a hazardous condition during flight, accomplish the following: \n\n\t(a)\tPrior to further flight, unless already accomplished, operators shall issue instructions to flight crews that the APU is not to be operated in flight. Within 72 hours after receipt of this Airworthiness Directive, unless already accomplished, install a placard in full view of the flight crew which reads: \n\n"INFLIGHT OPERATION OF THE APU IS PROHIBITED." \n\n\t(b)\tPrior to further flight, unless already accomplished, operators shall issue instructions to determine that damage hazardous to the aircraft has not occurred prior to flight after an automatic shutdown or manual shutdown to correct operating discrepancies of the APU after the completion of a successful APU start has been accomplished. This determination may be made by the following means: \n\n\t\t(1)\tInspect the APU and APU compartment for damage; or \n\n\t\t(2)\tInspect the exterior surfaces of the APU compartment for evidence of damage and verify that the APU turbine rotor can be rotated manually from the exhaust tailpipe; or, \n\n\t\t(3)\tPerform the procedures described in Boeing Operations Manual Bulletin No. 75-1, dated January 17, 1975, or later FAA approved revision. \n\n\t(c)\tThe modifications and inspections described in AiResearch Bulletin GTCP660-49-3713, dated May 15, 1975, or later FAA-approved revisions must be incorporated on orbefore July 1, 1976. Upon completion of these modifications and inspections, the placard required by paragraph (a), above, may be removed and the inspections required by (b), above, may be discontinued. \n\n\t(d)\tEquivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiating data. \n\n\tAmendment 39-2108 supersedes the AD adopted January 10, 1975, and distributed by individual telegrams dated January 11, 1975. \n\n\tAmendment 39-2108 was effective March 5, 1975 and was effective upon receipt for all recipients of the airmail letter dated January 22, 1975 which contained this amendment. \n\n\tAmendment 39-2224 became effective June 5, 1975. \n\n\tThis amendment 39-2357 becomes effective October 6, 1975.
50-09-01: 50-09-01\tNORTH AMERICAN: Applies to all Army Model BC-1A, AT-6, -6A, -6B, - 6C; Navy SNJ-2, -3 and -4 Aircraft. \n\n\tTo be accomplished prior to original certification.\n \n\tInspect the horizontal stabilizer rear spar connection for cracked fittings and the installation of shims as follows: \n\n\t(1)\tRemove the fuselage to vertical stabilizer fairing assembly and the rear fairing assemblies at the horizontal stabilizer. \n\n\t(2)\tRemove the 1/4-inch bolts which attach the rear spar connection fitting to the spar assembly. \n\n\t(3)\tRemove paint from connection fittings and inspect for cracks. Check with a machinist's square or other means to determine if fitting is preset. Replace any cracked or preset fitting and repaint all others. New fittings may be made of 24 ST or X4130 bar stock to the same dimensions as the old fittings. \n\n\t(4)\tInspect the fit between the spar and the sides of the base fitting with a feeler gage. Also inspect the fit between fitting P/N 77-21021 and the spar. If gaps exist, shims are necessary. \n\n\t(5)\tFabricate 24ST shims 3 1/8 inches x 15/16 inch and of necessary thickness, and place on either side of spar flanges maintaining a parallel overall dimension to fit inside of fitting P/N 77-21021 within maximum clearance of 0.010. \n\n\t(6)\tDrill holes through the shims to match those in the fitting. Remove all chips and reinstall the various parts. \n\n\t(North American Service Bulletin dated March 6, 1946, covers this subject also.) \n\n\tThis supersedes AD 45-44-03.
2011-24-02: We are adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace Corporation Model GV and GV-SP airplanes. This AD was prompted by notification from the airplane manufacturer that the third fire extinguisher bottle is mounted in a small-fragment impact zone. This AD requires inspecting to determine whether a third Halon fire extinguisher bottle is installed in the auxiliary power unit (APU) fragment impact zone, revising the limitations section of the airplane flight manual to add restrictions for APU usage for certain airplanes having a third fire extinguisher bottle, and removing the third fire extinguisher bottle from certain airplanes. We are issuing this AD to prevent penetration of the bottle by fragments released due to a failure of the APU rotor system. The bottle could rupture and cause substantial damage to primary airframe structure and primary flight controls.
97-09-05: This amendment adopts a new airworthiness directive (AD), applicable to all Raytheon Model BAe 125-1000A and Model Hawker 1000 series airplanes, that requires various modifications to increase the size of certain existing pressure venting areas and to add additional venting areas. This amendment is prompted by results of a design review of the requirements for certification of the cabin pressurization system. The actions specified by this AD are intended to prevent inadequate venting of cabin pressure in the event of rapid decompression, which could cause failure or deformation of certain structural members, and consequent reduced controllability of the airplane.
92-07-10: 92-07-10 BOEING: Amendment 39-8206. Docket No. 91-NM-93-AD. \n\n\tApplicability: Model 737 airplanes, as listed in Boeing Service Bulletin 737-24-1077, Revision 2, dated July 25, 1991, and Boeing Service Bulletin 737-24-1084, Revision 1, dated March 21, 1991; certificated in any category. \n\n\tCompliance: Required within 6 months after the effective date of this AD, unless accomplished previously. \n\n\tTo prevent chafing of wires and electrical overload of wires, and to remove the potential for a fire in the cockpit, accomplish the following: \n\n\t(a)\tFor airplanes listed in Boeing Service Bulletin 737-24-1077, Revision 2, dated July 25, 1991: Modify the wire bundles and install a capped quick release receptacle and nutplate, in accordance with Boeing Service Bulletin 737-24-1077, dated August 17, 1989; or Revision 1, dated August 16, 1990; or Revision 2, dated July 25, 1991.\n \n\t(b)\tFor airplanes listed in Boeing Service Bulletin 737-24-1084, Revision 1, dated March 21, 1991:Replace the undersized wire with a 12 gauge wire in the P6-2 circuit breaker panel, in accordance with Boeing Service Bulletin 737-24-1084, dated October 11, 1990; or Revision 1, dated March 21, 1991. \n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used 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\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 modifications shall be done in accordance with Boeing Service Bulletin 737- 24-1077, dated August 17, 1989, or Revision 1, dated August 16, 1990, or Revision 2, dated July 25, 1991; and in accordancewith Boeing Service Bulletin 737-24-1084, dated October 11, 1990, or Revision 1, dated March 21, 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 SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on May 4, 1992.
2022-03-04: The FAA is superseding Airworthiness Directive (AD) 80-13-10, AD 80-13-12 R1, and AD 2008-03-01, which applied to certain de Havilland (type certificate now held by Viking Air Limited) Model DHC- 6-1, DHC-6-100, DHC-6-200, and DHC-6-300 airplanes. AD 80-13-10 required repetitively inspecting the main landing gear (MLG) legs for cracks and corrosion. AD 80-13-12 R1 required repetitively inspecting each engine nacelle lower longeron for cracks and buckling. AD 2008-03- 01 required incorporating inspections, modifications, and life limits of certain structural components into the aircraft maintenance program. Since the FAA issued those ADs, new and more restrictive airworthiness limitations have been issued for certain structural components. This AD requires incorporating into maintenance records new or revised life limits, modification limits, and inspection or overhaul intervals. The FAA is issuing this AD to address the unsafe condition on these products.
91-05-08: 91-05-08 BOEING: Amendment 39-6906. Docket No. 90-NM-131-AD. \n\n\tApplicability: Model 737 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent loss of engine control due to engine control cable separation resulting from corrosion, accomplish the following: \n\n\tA.\tWithin the next 36 months after the effective date of this AD, inspect the engine control cable system as listed in Boeing Service Letters 737-SL-76-2-A, dated August 25, 1977, for Models 737- 100 and -200 series airplanes; and 737-SL-76-9, dated November 21, 1990, for Models 737-300 and -400 series airplanes; for the type of cable installed. \n\n\tNOTE: Determination of cable(s) part number by review of maintenance records is considered acceptable in lieu of actual inspection. \n\n\t\t1.\tIf corrosion resistant stainless steel cables are installed, no further action is necessary. \n\n\t\t2.\tIf carbon steel cables are installed and found tobe: \n\n\t\t\t(a)\tunserviceable, replace the cables in accordance with the appropriate Boeing Service Letter prior to further flight \n\n\t\t\t(b)\tserviceable, replace the cables in accordance with the appropriate Boeing Service Letter within three years of the effective date of this AD. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (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\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 (39-6906, AD 91-05-08) becomes effective on March 25, 1991.
97-07-05: This amendment adopts a new airworthiness directive (AD), applicable to AlliedSignal Inc. (formerly Textron Lycoming) T5311, T5313, T5317, and T53 series military engines approved for installation on aircraft certified in accordance with Section 21.25 of the Federal Aviation Regulations (FAR), that requires removal and replacement of the N2 spur gear nut retainer (lock cup). This amendment is prompted by reports of N2 spur gear nut retainer (lock cup) separation. The actions specified by this AD are intended to prevent N2 accessory drive assembly disengagement due to N2 spur gear nut retainer (lock cup) separation, which could result in an uncommanded engine acceleration.
85-23-04: 85-23-04 McDONNELL DOUGLAS (Douglas Aircraft Company): Amendment 39-5162. Applies to all McDonnell Douglas Model DC-4 and C54-DC series, and all C54 military models eligible or to be made eligible for civil use, certificated in any category. Compliance required within 100 flight hours time in service after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent loss of the elevator trim tab control in flight, accomplish the following: \n\n\tA.\tPerform a dye penetrant inspection for cracks in the left-hand and right-hand elevator trim tab spars as station 81.5 (approximately), in accordance with the instructions of paragraph D. of this AD. Note that AD 48-06-05 requires, in part, the replacement of an originally designed aluminum control horn P/N 2114427, with a steel control horn, P/N 2357165. \n\n\tB.\tIf no cracks are found in the trim tab spar, rework and reinstall the steel control horn (previously identified as P/N 2357165) in accordance with the instructions of paragraph D. of this AD. \n\n\tC.\tIf cracks are found in the trim tab spar, accomplish prior to further flight: (1) the rework to the control horn in accordance with the instructions of paragraph D. of this AD, and (2) a repair of the cracked spar. McDonnell Douglas Service Rework Drawing J060262 Revision B, dated January 30, 1985, or equivalent approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region, describes an acceptable means of repair. \n\n\tD.\tInstructions for inspection of spar and rework of control horn: \n\n\t\t1.\tRemove elevator trim tab in accordance with DC-4 Maintenance Manual (M/M) Flight Control Group, paragraph 3.15.1. \n\n\t\t2.\tRemove elevator trim tab control horn, P/N 2357165, from trim tab spar station 81.5 (approximately). \n\n\t\t3.\tStrip top coat and primer from the area of the spar at station 81.5 (approximately) in accordance with normal shop practice. \n\n\t\t4.\tUsing dye penetrant procedures, inspect for cracks in thetab spar radius in accordance with normal shop practice. \n\n\t\t5.\tRework the steel control horn base by chamfering the upper and lower edges to 0.06+0.03 inches x 45 degrees + 5 degrees and leave no sharp edges. \n\n\t\t6.\tProtect the worked areas with two applications of zinc chromate primer or equivalent. \n\n\t\t7.\tReinstall flight control system components in accordance with DC-4 M/M Volume VI, paragraph 3.15, Elevator Trim Tab. \n\n\t\t8.\tRequired fastener hardware, their torque valves, and torque slippage indication instructions are given in the DC-4 M/M, DC-4 Service Bulletin #83 and AD 51-09-02. \n\n\t\tNOTE 1.\tIf a DC-4 M/M is not available, the equivalent section of the C-54 M/M may be used. \n\n\t\tNOTE 2.\tRepetitive inspections, the attachment fasteners with their torque valves, and torque slippage indication requirements of Airworthiness Directives AD 48-06-05 and AD 51-09-02 remain applicable and are not intended to be changed by the requirements of this AD. \n\n\tE.\tPrior to issuance of a Certificate of Airworthiness for military aircraft being converted for civil certification, the airplane must be inspected, parts reworked, and if cracks are found, a repair accomplished, in accordance with the requirements of this AD. \n\n\tF.\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\tG.\tAlternative inspections, modifications, or other actions which provide an acceptable level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the 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, 17900 Pacific Highway South, Seattle, Washington, or at 15000 Aviation Boulevard, Hawthorne, California. \n\n\tThis amendment becomes effective December 5, 1985.
89-26-06 R1: 89-26-06 R1 BOEING: Amendment 39-6424 as amended by Amendment 39-6656. Docket No. 88-NM-177-AD. \n\n\tApplicability: Model 737-300, 757, and 767 series airplanes, listed in Boeing Alert Service Bulletins 737-35A1029, Revision 2, dated September 29, 1988; 757-35A0006, Revision 1, dated March 10, 1988; and 767-35A0014, dated December 17, 1987; certificated in any category. \n\n\tCompliance: Required within the next 3,000 hours time-in-service after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent failure of the oxygen generator to activate when required, accomplish the following: \n\n\tA.\tInspect Puritan chemical generators, P/N 117003-13, for serial numbers 06339 through 06559, and replace those units in accordance with Puritan-Bennett Service Bulletin 117003-13-35-1, dated December 17, 1987. \n\n\tB.\tInspect, and if installed, replace 1 1/2-turn oxygen generator lanyard pull rings with 2-turn pull rings, as follows: \n\n\t\t1.\tFor Model 767 series airplanes, in accordance with Boeing Alert Service Bulletin 767-35A0014, dated December 17, 1987, or Revision 1, dated April 13, 1989; \n\n\t\t2.\tFor Model 757 series airplanes, in accordance with Boeing Alert Service Bulletin 757-35A0006, Revision 1, dated March 10, 1988, or Revision 2, dated June 29, 1989; \n\n\t\t3.\tFor Model 737-300 series airplanes, in accordance with Boeing Alert Service Bulletin 737-35A1029, Revision 2, dated September 29, 1988, or Revision 3, dated June 29, 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197and 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 and the Puritan-Bennett Aero Systems Co., Attn: Customer Services Dept., 10800 Pflumm Road, Lenexa, Kansas 66215. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, 98168 or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThe effective date for the requirements of this amendment remains January 17, 1990, as specified in Amendment 39-6424, AD 89-26-06. \n\tThis amendment (39-6656, AD 89-26-06 R1) is effective on July 17, 1990.
90-10-51: 90-10-51 BOEING: Amendment 39-6700. Final copy of telegraphic AD. Docket No. 90-NM- 99-AD. \n\n\tApplicability: Model 737-300, -400, and -500 series airplanes, line number 1488 through line number 1866, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the separation of the control wheel from the control column, accomplish the following: \n\n\tA.\tWithin 72 hours (clock hours, not flight hours) after the effective date of this AD, perform a visual inspection of the control wheels (pilot and co-pilot) for missing cotter pins and damaged threads on the attach bolts. \n\n\t\t1.\tIf the cotter pin is in place, properly installed, and no exposed bolt thread damage is evident, no further action is required. \n\n\t\t2.\tIf the cotter pin is missing, prior to further flight, check for proper installation of the nut and install a new cotter pin in accordance with the Boeing Model 737 Maintenance Manual. \n\n\t\t3.\tIf any exposed bolt thread is found damaged, prior to further flight, replace the nut, bolt, and cotter pin with new parts in accordance with the Boeing Model 737 Maintenance Manual. \n\n\tB.\tWithin 48 hours after completion of the inspection required by paragraph A., above, for each airplane, submit a report of findings, positive or negative, to the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, Transport Airplane Directorate (Fax Number (206) 431-1913). This report must include the model of airplane inspected and line 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, 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 documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, S.W., Renton, Washington. \n\n\tPortions of this amendment were effective earlier to recipients of telegraphic AD T90- 10-51, issued May 15, 1990. \n\tThis amendment (39-6700, AD 90-10-51) becomes effective on August 27, 1990.
72-12-01: 72-12-01 BOEING: Amendment 39-1456 as amended by Amendment 39-2026, 39-2353 and 39-2410 is further amended by Amendment 39-2576. Applies to all model 727 series airplanes listed in Boeing Service Bulletin No. 32-180, Revision 1, or later FAA-approved revisions, incorporating main landing gear downlock torque shaft P/N 65-23366. \n\n\tCompliance required as indicated: \n\tTo detect cracks in the main landing gear downlock torque shaft, accomplish the following: \n\t(a)\tFor all torque shafts which have accumulated 8,000 or more landing cycles on the effective date of Amendment 39-2353, inspect the shaft within the next 300 landings after the effective date of Amendment 39-2353, unless already accomplished within the last 100 landings, and thereafter at intervals not to exceed 400 landings since the last inspection, per (b) below, until the shaft is replaced per (c) below. \n\t(b)\tInspect the shaft in accordance with Boeing Service Bulletin No. 32-180, Revision 1, or later FAA-approved revisions, or an equivalent inspection approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. If evidence of a crack is found, replace the shaft prior to further flight with an improved shaft P/N 65-78698 in accordance with Boeing Service Bulletin Nos. 32-180, Revision 1, or 727-32-237, or later FAA approved revisions, or with a shaft that (1) has accumulated less than 8,000 landing cycles, or (2) has been previously inspected per this AD. \n\t(c)\tReplace shafts per Boeing Service Bulletin Nos. 32-180, Revision 1, or 727-32-237, or later FAA-approved revisions, or an equivalent replacement procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region.\n \t(d)\tFor the purpose of this AD, when conclusive records are not available to show the number of landings accumulated by a particular shaft, the number of landings may be computed by dividing the airplane time in service since the shaft was installed in the airplane by the operator's fleet average time per flight for his model 727 airplanes. \n\t(e)\tInstallations of main landing gear downlock torque shafts, P/N 65-78698, in accordance with Boeing Service Bulletin Nos. 32-180, Revision 1, or 727-32-237, or later FAA approved revisions, or an equivalent installation approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, constitutes terminating action from the provisions of this AD. \n\t(f)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. \n\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 South, Seattle, Washington. \n\n\tAmendment 39-1456 became effective July 3, 1972. \n\tAmendment 39-2026 became effective December 2, 1974. \n\tAmendment 39-2353 became effective September 29, 1975. \n\tAmendment 39-2410 became effective December 4, 1975. \n\tThis amendment 39-2576 becomes effective May 3, 1976.
75-12-03: 75-12-03 MCDONNELL DOUGLAS: Amendment 39-2229 as amended by Amendment 39-2297. Applies to Model DC-10-10, -10F, -30, -30F airplanes certificated in all categories. \n\n\tTo maintain fire containment capability of the aft engine, and to protect against potential foreign object damage to the aft engine fan section, accomplish the following after the effective date of this AD. \n\n\tWithin the next 300 flight hours, unless already accomplished within the 600 flight hours previous to the effective date of this AD, and at intervals not to exceed 900 flight hours thereafter, accomplish the inspection and repair requirements of McDonnell Douglas Service Bulletin 71-75, dated May 16, 1975, or later FAA-approved revisions. \n\n\tThe repetitive inspections required per this AD may be discontinued when the modifications described in McDonnell Douglas Service Bulletin No. 71-73, dated July 15, 1975 or later FAA-approved revisions, are accomplished. \n\n\tEquivalent inspections and repairs may beapproved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tSpecial flight permits may be issued under FAR 21.197 and 21.199 for the purpose of moving the aircraft to a base to perform the inspection requirements of the AD. \n\n\tAmendment 39-2229 became effective June 6, 1975. \n\n\tThis amendment 39-2297 becomes effective August 7, 1975.
2022-03-01: The FAA is adopting a new airworthiness directive (AD) for certain Diamond Aircraft Industries GmbH (DAI) Model DA 42, DA 42 M-NG, and DA 42 NG airplanes. This AD was prompted by mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as dissolved or detached fuel tank hose material entering the main fuel tank chambers, which could result in restricted fuel flow with consequent fuel starvation. This AD requires removing the fuel tank connection hoses from service and inspecting the fuel tank connection hoses for damage and detached rubber material. The FAA is issuing this AD to address the unsafe condition on these products.
97-08-06: This amendment adopts a new airworthiness directive (AD) that applies to Louis L'Hotellier S.A. (L'Hotellier) ball and swivel joint quick connectors installed on gliders and sailplanes that are not equipped with a "Uerling" sleeve or an LS-safety sleeve. These connectors allow the operator of the gliders and sailplanes to quickly connect and disconnect the control systems during assembly and disassembly for storage purposes. This action requires enlarging the safety pin guide hole diameter, and fabricating and installing a placard that specifies a check of the security of the connectors prior to each flight. Several in-flight accidents involving inadvertent disconnection of these connectors that are installed on certain gliders and sailplanes prompted this action. The actions specified by this AD are intended to prevent the connectors from becoming inadvertently disconnected, which could result in loss of control of the sailplane or glider.
97-07-12: This amendment supersedes an existing airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-11 and DC-10 series airplanes, and KC-10A (military) airplanes. That AD currently requires functional testing to verify proper installation of the electrical connectors to the engine generator and fire bell shutoff switches, and correction of the installation, if necessary. This amendment requires installation of a modification that terminates the requirement to perform repetitive functional tests. This amendment is prompted by the development of a modification that minimizes the possibility of improperly connecting (crossing) the electrical connectors to the fire extinguishing handles. The actions specified by this amendment are intended to prevent the wrong engine-driven generator from being shut down unnecessarily in the event of an engine fire warning.
97-01-04: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 97-01-04 that was sent previously to all known U.S. owners and operators of certain Textron Lycoming TIO-540, LTIO-540, and IO-540 series reciprocating engines with certain Superior Air Parts, Inc. Parts Manufacture Approval (PMA) replacement cylinder assemblies installed by individual letters. This AD requires removal from service of affected cylinder assemblies for higher time cylinder assemblies and replacement with serviceable parts, and initial and repetitive dye penetrant inspections for mid-time cylinder assemblies, or replacement with serviceable parts. This amendment is prompted by a report of an inflight engine failure of a Textron Lycoming TIO-540 reciprocating engine with affected Superior Air Parts, Inc. PMA cylinder assemblies installed. The actions specified by this AD are intended to prevent cylinder head separation, inflight loss of power, possible engine failure, and fire.
91-12-16: 91-12-16 BOEING: Amendment 39-7028. Docket No. 90-NM-37-AD. \n\n\tApplicability: Model 767 series airplanes, line numbers 001 through 255, on which Production Revision Release (PRR) 11546-2 has not been incorporated, certificated in any category. \n\n\tCompliance: Required within the next 3,600 hours time-in-service or 24 calendar months after the effective date of this AD, whichever occurs later, unless previously accomplished. \n\n\tTo prevent loss of fluid in the left hydraulic system, accomplish the following: \n\n\tA.\tModify the left hydraulic system in accordance with the instructions contained in Boeing Alert Service Bulletin 767-29A0038, Revision 1, dated August 3, 1989. \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 (39-7028, AD 91-12-16) becomes effective on July 15, 1991.
91-16-08: 91-16-08 BOEING: Amendment 39-7098. Docket No. 90-NM-236-AD.\n \n\tApplicability: Model 737 series airplanes, equipped with a Boeing aft cargo bay auxiliary fuel tank; listed in Boeing Service Bulletin 737-28-1088, dated September 6, 1990; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo reduce the potential for a fire in the aft cargo compartment due to fuel leaking from the auxiliary fuel tank, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD, accomplish one of the following: \n\n\t\t1.\tDeactivate the auxiliary fuel system and attach a placard in the flight compartment to indicate that the auxiliary fuel tank is inoperative, in accordance with Boeing Alert Service Bulletin 737-28A1034, Revision 2, dated December 6, 1990, or Boeing Service Bulletin 737-28-1088, dated September 6, 1990; or \n\n\t\t2.\tInstall a check valve and a pressure activated shutoff valve in the auxiliary fuel systemnear the center wing tank in accordance with Boeing Alert Service Bulletin 737-28A1034, Revision 2, dated December 6, 1990; and perform the following inspections of the auxiliary fuel tank support structure in accordance with the inspection procedures below: \n\n\t\t\ta.\tWithin 500 flight cycles after the effective date of this AD, to detect a disbonded or cracked side panel in the auxiliary fuel tank, accomplish one of the following: \n\n\t\t\t\t(1)\tConduct an inspection of the lower sidewall (curved) panels of the auxiliary fuel tanks for disbonding, in accordance with Part I of the Accomplishment Instructions in Boeing Service Bulletin 737-28-1088, dated September 6, 1990. \n\n\t\t\t\t(2)\tPerform a leak check of the auxiliary fuel tanks in accordance with Part III of Boeing Service Bulletin 737-28-1088, dated September 6, 1990. If any fuel leakage is detected, repair prior to further flight in accordance with Part III of the service bulletin. Repeat leak check prior to each flight. \n\n\t\t\tb.\tWithin 12,000 flight cycles after the effective date of this AD, conduct an inspection of the auxiliary fuel tank and support structure in accordance with Part II of Boeing Service Bulletin 737- 28-1088, dated September 6, 1990. Repeat this inspection at intervals not to exceed 12,000 flight cycles. Accomplishment of this inspection constitutes terminating action for the inspection requirements of paragraph A.2.a. of this AD. \n\n\t\t\tc.\tIf a disbonded or cracked panel is detected during the inspections required by paragraphs A.2.a. or A.2.b. of this AD, accomplish one of the following prior to further flight: \n\n\t\t\t\t(1)\tReplace the panel in accordance with Part IV of Boeing Service Bulletin 737-28-1088, dated September 6, 1990; or \n\n\t\t\t\t(2)\tDeactivate the auxiliary fuel tank in accordance with Boeing Alert Service Bulletin 737-28A1034, Revision 2, dated December 6, 1990; or Boeing Service Bulletin 737-28-1088, dated September 6, 1990; or \n\n\t\t\t\t(3)\tRemove the auxiliary fuel tankin accordance with the Boeing 737 Maintenance Manual Subject 28-14-0. \n\n\tNOTE: A deactivated auxiliary fuel tank will require inspections per paragraph A.2. of this AD when reactivated. Auxiliary fuel tanks that are deactivated but remain in an airplane accumulate the same number of flight cycles as the airplane. \n\n\tB.\tAuxiliary fuel tanks currently not installed in an airplane must be inspected in accordance with Boeing Service Bulletin 737-28-1088, dated September 6, 1990, prior to installation in an airplane if they have accumulated more than 4,000 flight cycles. If any cracking or delamination is detected, repair prior to installation in an airplane. \n\n\tC.\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\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-7098, AD 91-16-08) becomes effective on September 6, 1991.