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77-24-05: 77-24-05 MCDONNELL DOUGLAS: Amendment 39-3087. Applies to Model DC-10-10, DC-10-10F, DC-10-30, DC-10-30F, and DC-10-40 airplanes, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo prevent in-flight separation of an air conditioning compartment access door accomplish the following: \n\n\t(a)\tUnless already accomplished, within 2000 flight hours after January 12, 1977, (the effective date of AD 77-01-04) accomplish the inspection and rigging procedure specified in the DC-10 Maintenance Manual, Chapter 52-42-01, Temporary Revision 52-231, dated September 17, 1976, Paragraph 3, or later FAA approved revision with the following manual amendments: \n\n\t\t(1)\tSteps outlined in 3.A.(1), (a) through (d) and 3.A.(2) may be omitted. \n\n\t\t(2)\tBefore accomplishing steps 3.A.(3), (a), and (b) and (3a), (a) through (g) inspect the doors to verify that when the upper edge of the door makes contact with the door jamb the clearance does not exceed 1.2 inches between thelower edge of the door and door jamb. If this dimension is not exceeded, steps 3.A.(3), (a) and (b) and (3a), (a) through (g) may be omitted. Otherwise, those steps must be performed. \n\n\t(b)\tUnless already accomplished, within the next 2000 flight hours after the effective date of this AD modify the air conditioning compartment access door handle as follows: \n\n\t\t(1)\tInstall a Camloc stud (fastener) in accordance with McDonnell Douglas DC-10 Service Bulletin No. 52-116, dated July 2, 1974, or later FAA approved revision, or \n\n\t\t(2)\tInstall a handle catch in accordance with McDonnell Douglas DC-10 Service Bulletin No. 52-168, dated June 7, 1977, or later FAA approved revision. \n\n\t\t(3)\tIf the air conditioning compartment access door is removed to accomplish the handle modification, verify the door handle position and loads are in accordance with paragraphs 3.A(11) and 3.A(18) of the DC-10 Maintenance Manual, Chapter 52-42-01, Temporary Revision 52-231, dated September 17, 1976,or later FAA approved revision. \n\n\t(c)\tEquivalent procedures or modifications may be 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 operate airplanes to a base for the accomplishment of this AD. \n\n\tThis amendment supersedes AD 77-01-04. \n\n\tThis amendment becomes effective January 6, 1978.
2015-23-09: We are adopting a new airworthiness directive (AD) for certain Zodiac Aerotechnics (formerly Intertechnique Aircraft Systems) flightcrew oxygen mask regulators as installed on, but not limited to, various transport and small airplanes. This AD was prompted by a report that improper maintenance on oxygen mask regulators was found. This AD requires the identification and replacement of all potentially affected units. This AD also requires installation of a placard and revision of the airplane flight manual to include an operational procedure for use in case of depressurization. We are issuing this AD to detect and correct affected oxygen mask regulators, which could lead to inadequate protection to the affected flightcrew against hypoxia. [[Page 72577]] Hypoxia can start from a headache and drowsiness and lead eventually to unconsciousness with severe consequence in terms of airplane controllability.
73-12-11: 73-12-11 BEECH: Amdt. 39-1662 as amended by Amendment 39-1691. Applies to Models 23, B23, and C23 (Serial Numbers M-1 through M-554 and M-1095 through M-1361, except M-3); Sundowner C23 (Serial Numbers M-1362 through M-1420, M-1423, M-1425, M- 1430, M-1438, M-1439, M-1442, M-1447, and M-1453 through M-1473); Models A23-19, 19A, M-19A, and B19 (Serial Numbers MB-1 through MB-520); and Sport B19 (Serial Numbers MB- 521 through MB-585) airplanes which do not have carburetor alternate air boxes modified in accordance with Beechcraft Service Instruction 0574-241 (installation of Beech P/N 23-9011-1S, 3S, or 5S Kits). Compliance: Required as indicated, unless already accomplished. To prevent engine power loss caused by ingestion of pieces of failed carburetor air valves, accomplish the following: A) Prior to further flight, except that the airplane may be ferried to the inspection location and at subsequent intervals not to exceed 25 hours' time in service, inspect the carburetor air box for the following: 1) Wear and looseness between the carburetor alternate air valve and its shaft. 2) Looseness of rivets which hold the valve plates together. 3) Looseness and wear of the cap screws which attach the valve plates to the shaft. If any of these conditions are found, accomplish Paragraph B below. B) Within 120 days after the effective date of this AD, remove the existing carburetor air box valve and install Beech P/N 23-9011-1S or 23-9011-3S or 23-9011-5S Kit, as applicable, in accordance with Beechcraft Service Instructions 0574-241, or later FAA-approved revision or any alternate modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. The repetitive inspections specified in Paragraph A may be discontinued when this modification is accomplished. This AD Amendment 39-1662 cancels and supersedes AD 72-01-04. Amendment 39-1662 became effective June 18, 1973. This amendment 39-1691 becomes effective July 27, 1973, to all persons except those to whom it was made effective by letter dated July 9, 1973.
2015-22-11: We are superseding Airworthiness Directive (AD) 2011-09-04 for all Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 382, 382B, 382E, 382F, and 382G airplanes. AD 2011-09-04 required repetitive inspections for damage to the lower surface of the center wing box (CWB), and corrective actions if necessary. This new AD adds related investigative actions, and corrective actions if necessary. This AD was prompted by an evaluation by the design approval holder (DAH) that indicated that the CWB is subject to widespread fatigue damage (WFD). We are issuing this AD to detect and correct fatigue cracking of the lower surface of the CWB, which could result in structural failure of the wings.
90-26-51: 90-26-51 BOEING: Amendment 39-6881. Docket No. 90-NM-278-AD. Final Rule of Telegraphic AD. \n\n\tApplicability: Model 767 series airplanes, line number 001 through 340, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo detect defective torque tube fittings in the leading edge slat drive system, accomplish the following: \n\n\tA.\tWithin the next 20 days after the effective date of this AD, inspect the outboard leading edge slat torque tube fittings in accordance with Boeing Alert Service Bulletin 767- 27A0110, dated December 13, 1990. \n\n\t\t1.\tIf a defective torque tube fitting is found, prior to further flight, replace the fitting or install a new torque tube assembly in accordance with Boeing Alert Service Bulletin 767-27A0110, dated December 13, 1990. \n\n\t\t2.\tNo further action is required if the torque tube fitting is found to have the correct dimensions. \n\n\tB.\tWithin 10 days after completion of the inspection required by paragraph A. of this AD, submit a report of findings of discrepancies to the Manager, Seattle Manufacturing Inspection District Office, FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington 98055-4056; Rapid fax: (206) 227-1181. \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\tThis amendment (39-6881, AD 90-26-51) becomes effective on February 19, 1991, as to all persons, except those persons to whom it was made immediately effective by telegraphic AD T90-26-51, issued on December 13, 1990, which contained this amendment.
90-26-11: 90-26-11 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-6840. Docket No. 90-ASW-15. Applicability: All Bell Model 212 helicopters, certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent fatigue failure of the main rotor drag brace assembly which could result in loss of control of the helicopter, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, determine if drag brace assemblies, part numbers (P/N) 204-011-140-003 or -005, are installed in the main rotor hub assembly, P/N 204-012-101-009. For helicopters equipped with drag brace assembly, P/N 204-011-140-003 or -005, comply with the requirements of paragraph (b). (b) For main rotor hub assemblies, P/N 204-012-101-009, with 1,200 or more hours' time in service, since new or since the last overhaul, comply with the following within the next 100 hours' time in service after the effective date of this AD. Thereafter, comply at intervals of 1,200 hours' time in service from the last inspection- (1) Remove the main rotor drag brace assemblies, P/N 204-011-140-003 or - 005. Inspect for corrosion and mechanical damage. Magnetic particle inspect all parts (as specified in BHTI Component Repair and Overhaul Manual, BHT-212-CR&O-1); (2) If cracks are found, or if corrosion or mechanical damage is present which cannot be removed within the rework limits of BHT-212-CR&O-1, replace with serviceable parts; and (3) Assemble the drag brace assemblies as specified in BHTI Component Repair and Overhaul Manual, BHT-212-CR&O-1, with the following additions: (i) Apply a soft film corrosion preventive compound to the barrel threads prior to assembly. (ii) Install the drag brace assemblies and torque the locking nuts to 275-325 foot pounds. (iii) After first flight confirm the torque of 275-325 foot pounds and apply a hard film corrosion preventive compound to the exposed threads. (c) An alternative method of compliance, or adjustment of compliance times, which provides an equivalent level of safety, may be used when approved by the Manager, Rotorcraft Certification Office, ASW-170, Federal Aviation Administration, Fort Worth, Texas 76193-0170. (d) Bell Helicopter, Inc., Alert Service Bulletin 212-90-59, dated February 5, 1990, provides an acceptable means of compliance with this AD. This amendment (39-6840, AD 90-26-11) becomes effective on January 18, 1991.
2015-23-07: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model BD-100-1A10 (Challenger 300) airplanes. This AD was prompted by multiple reports of chafing found on an electrical wiring harness in the aft equipment bay, caused by contact between the wiring harness and a neighboring hydraulic line. This AD requires an inspection, repair if necessary, and modification of the wiring harness installation to ensure that the wiring harness routing is correct and a minimum clearance between the wire and the hydraulic line is maintained. We are issuing this AD to detect and correct chafing on an electrical wiring harness, which could cause an electrical short circuit or lead to a malfunction of the flight control system, the engine indication system, or the hydraulic power control system; and adversely affect the continued safe operation and landing of the airplane.
2015-21-06: We are superseding Airworthiness Directive (AD) 2002-07-08 for certain The Boeing Company \n\n((Page 69840)) \n\nModel 737 airplanes. AD 2002-07-08 required repetitive inspections for cracking of the lower skin at the lower row of fasteners in the lap joints of the fuselage; repair of any cracking found; modification of the fuselage lap joints at certain locations, which terminated the repetitive inspections of the modified areas; and replacement of a certain preventive modification with an improved modification. This new AD adds repetitive inspections for cracking at certain window corner fastener holes, a preventive modification, and repair if necessary. This AD was prompted by the FAA's determination that certain modifications of the fuselage lap joints do not provide an adequate level of safety, and the subsequent discovery of cracks in additional fastener locations in the window belt skin panels, adjacent stringers, and window frames in locations outside the previous inspection area. We are issuing this AD to detect and correct fatigue cracking of the fuselage lap joints and window belt skin panels, which could result in reduced structural integrity and sudden decompression of the airplane.
86-17-11: 86-17-11 MAULE AEROSPACE TECHNOLOGY (Formerly Maule Aircraft Corporation): Amendment 39-5401. Applies to Models M-5-180C (S/N 8001C through 8014C, 8016C through 8019C, and 8021C); M-5-210C (S/N 6001C through 6206C); M-5-220C (S/N 5001C through 5057C); and M-5-235C (S/N 7001C through 7045C, and 7047C through 7052C) airplanes certificated in any category. Compliance: Required within the next 25 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent restricted fuel flow in the fuel crossover supply line, accomplish the following: (a) Visually inspect the fuel crossover supply line as follows: (1) If the line is found to be collapsed, install a serviceable line aft of the front fuselage seat support frame in accordance with Maule Service Bulletin No. 7, undated. (2) If the line is not collapsed but is installed forward of the front fuselage seat support frame, remove and reinstall it aft of the front fuselage seatsupport frame in accordance with Maule Service Bulletin No. 7. (3) If the line is not collapsed and is installed aft of the front fuselage seat support frame, in accordance with Maule Service Bulletin No. 7, no further action is required. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent means of compliance with this AD may be used if approved by Manager, Atlanta Aircraft Certification Office, 1075 Inner Loop Road, College Park, Georgia 30337. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Maule Aerospace Technology, Inc., Route 5, Box 318, Moultrie, Georgia 31768; or the FAA, Rules Docket, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on September 3, 1986.
87-24-01: 87-24-01 EMPRESA BRASILEIRA DE AERONAUTICA S.A. (EMBRAER): Amendment 39-5767. Applies to Model EMB-120 series airplanes, certificated in any category, equipped with outboard main landing gear wheel halves identified by serial numbers in BF Goodrich Service Bulletin 467, Revision 1, dated June 19, 1987. Compliance required as indicated, unless previously accomplished. To prevent failure of the main landing gear outboard wheel half, accomplish the following: A. Within the next 200 landings after the effective date of this AD, inspect the main landing gear outboard wheel halves, part number 300-603, for cracking, using visual and eddy current methods, in accordance with BF Goodrich Service Bulletin 467, Revision 1, dated June 19, 1987. 1. If a crack is found, prior to further flight replace the wheel half with an airworthy FAA-approved assembly. 2. If no cracks are found, repeat the visual and eddy current inspections at intervals not to exceed 300 landings, until such time as an ultrasonic inspection is accomplished and each affected wheel half is found free of cracks and identified with the impression stamping in accordance with Figure 1 of BF Goodrich Service Bulletin 467, Revision 1, dated June 19, 1987. Any wheel found to be cracked must be replaced prior to further flight with an airworthy FAA- approved assembly. B. For the purposes of complying with this AD, the number of landings may be determined by substituting one landing for each 1/2 hour of flight, unless the operator substantiates a different flight hours-to-landing ratio. This substantiation must be submitted to and approved by the Manager, Atlanta Aircraft Certification Office, FAA, Central Region. C. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Atlanta Aircraft Certification Office,FAA, Central Region. D. 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 BF Goodrich, Aerospace and Defense Division, Aircraft Wheel and Brake Operations, P.O. Box 340, Troy, Ohio 45373. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the FAA, Central Region, Atlanta Aircraft Certification Office, Suite 210, 1669 Phoenix Parkway, Atlanta, Georgia. The amendment becomes effective December 24, 1987.