Results
86-19-06: 86-19-06 BOEING: Amendment 39-5404. Applies to Boeing Model 737-300 airplanes listed in Boeing Service Bulletin 737-21-1085, dated February 14, 1986, certificated in any category. Compliance required within 180 days after the effective date of this amendment, unless already accomplished. \n\n\tTo ensure air ducts have adequate flammability characteristics accomplish the following: \n\n\tA.\tReplace air ducts in accordance with Boeing Service Bulletin 737-21-1085, dated February 14, 1986, or later FAA-approved revisions. \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, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this directive who have not already received the applicable service bulletin from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective October 2, 1986.
83-10-06 R1: 83-10-06 R1 PILATUS BRITTEN-NORMAN LTD: Amendment 39-4656 as amended by Amendment 39-5507. Applies to Models BN-2, BN-2A and BN-2B Islander Series (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent structural failure of the elevator trim tabs, accomplish the following: a) For those airplanes not incorporating Mod NB/M/1117, within the next 10 hours time-in-service after the effective date of this AD or within 10 hours time-in-service from the last inspection per AD 83-07-03 and thereafter at intervals not to exceed 10 hours time-in-service: 1) Visually inspect, using a 5x power magnifying glass, the elevator trim tab skins, front channel member (spar) and drive ribs for cracks in accordance with the instructions contained in the "inspection" section of Pilatus Britten-Norman Ltd., Service Bulletin (S/B) No. BN-2/SB.142, Issue 4, dated January 22, 1986 (hereinafter referred to as the S/B), or an FAA-approved equivalent. 2) Visually inspect elevator trim tabs for loose or broken rivets. 3) Visually inspect elevator trim tab hinges for damage or excessive wear. 4) Visually inspect the trim tab operating system for backlash in accordance with the instructions provided in the "Inspection" section of the SB. 5) Before further flight, repair any defects found during accomplishment of paragraphs a)1), a)2), a)3), or a)4) of this AD, in accordance with the instructions contained in the "Rectification (Pre-Mod NB/M/1117 Long Span Tabs)" section of the SB and/or instructions provided by Pilatus Britten-Norman, Ltd., Bembridger, Isle of Wight, England, and approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. 6) The actions required by paragraphs a)1) through a)4) of this AD may be performed by the pilot, providing: i) The pilot's logbook has been endorsed by a properly rated mechanic stating that the pilot has been trained to conduct these inspections in accordance with this AD, and ii) These inspections are performed at least once each 100 hours time-in-service by a properly rated mechanic. b) For those airplanes which have incorporated Mod. NB/M/1117, the intervals between repetitive inspections specified in paragraph a) of this AD may be increased to 100 hours time-in-service (as prescribed in the Airplane Maintenance Schedules (Pub. Ref. MS/1 and MS/4), and with the instructions in the Airplane Maintenance Manual (Pub. Ref. MM/1)). c) Any airplane which incorporates a Collins AP107 Autopilot (Mod NB/M/911) is not eligible for incorporation of Mod NB/M/1117 unless the autopilot system has been modified to conform with Appendix 6 (Issue II or later) of Mod NB/M/911 in accordance with SB No. BN- 2/SB156, dated March 14, 1983. d) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. e) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, B-1000 Brussels, Belgium. All persons affected by this directive may obtain copies of the document referred to herein upon request to Pilatus Britten-Norman Ltd., Bembridge, Isle of Wight, England; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. Amendment 39-4656 superseded AD 83-07-03, Amendment 39-4602. Amendment 39- 4656 became effective on June 2, 1983. This amendment, 39-5507, becomes effective on February 12, 1987.
2004-26-06: This amendment adopts a new airworthiness directive (AD), that is applicable to certain Boeing Model 767-300 and 767-300F series airplanes equipped with General Electric or Pratt & Whitney engines. This AD requires reworking the wing-to-strut diagonal braces and the aft pitch load fittings of the wings, and reinstalling the diagonal braces with new fuse pins and associated hardware. This action is necessary to prevent undetected loss of the diagonal brace fuse pins of the wings and consequent increased loads in other wing-to-strut joints, which could result in separation of the struts and engines from the wings. This action is intended to address the identified unsafe condition.
2023-11-09: The FAA is adopting a new airworthiness directive (AD) for certain Gulfstream Aerospace Corporation Model GVII-G500 and GVII-G600 airplanes. This AD was prompted by reports of two landing incidents in which the alpha limiter engaged in the landing flare in unstable air, resulting in high rate of descent landings and damage to the airplanes. This AD requires updating the flight control computer (FCC) software. The FAA is issuing this AD to address the unsafe condition on these products.
97-03-05: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas DC-9 series airplanes, that currently requires repetitive visual inspections to detect corrosion and cracking of the fuselage upper skin and frames in the area of the loop antenna assemblies of the automatic direction finder (ADF), and repair, if necessary. This amendment adds a requirement to perform a visual and an eddy current inspection of the fuselage forward upper skin under the antennas, followed by the reinstallation of the ADF antennas using an improved procedure. This amendment is prompted by the development of a modification of the ADF antenna installation that constitutes terminating action for the required repetitive visual inspections. The actions specified by this AD are intended to prevent rapid decompression of the fuselage, significant structural damage, and subsequent reduced structural integrity of the airplane, due to problems associated with corrosion and fatigue cracking in the subject area.
2005-01-03: The FAA is adopting a new airworthiness directive (AD) for certain Boeing airplanes listed above. This AD requires repetitive detailed inspections of the midspar web of the inboard and/or outboard struts for cracking, disbonding, or buckling; repetitive detailed inspections of the midspar stiffeners for any crack or fracture; related investigative actions; and corrective actions, if necessary. This AD is prompted by reports of cracking in the midspar web. We are issuing this AD to detect and correct cracking in the midspar assembly, which could result in the loss of the midspar assembly load path, and could, combined with the loss of the nacelle station 180 bulkhead load path, lead to the separation of the engine from the airplane.
61-16-02: 61-16-02 ARMSTRONG-WHITWORTH: Amdt. 315, Part 507 Federal Register August 3, 1961. Applies to the following Model AW-65O Argosy Series 101 aircraft only: Serial Numbers 6655, 6656, 6657, 6659, and 6660. Compliance required as indicated. Because of service defects found on the elevators, rudders, fins and flaps, the following is required: (a) Prior to every flight, visually inspect the following areas for loose rivets, cracks and damaged skin: (1) Top and bottom surface of both elevators including horn balances. (2) Inboard and outboard sides of left and right fins. (3) Entire surface of left and right rudders including tabs. (4) Undersurface of inboard flaps. (b) If loose rivets or damaged skin is found an FAA approved repair must be accomplished prior to further flight. (c) If cracks are found, the following action must be taken: (1) If cracks between adjacent rivets or cracks at least one inch long are found, the internal structure in that location must be inspected. If no internal damage is found, an FAA approved repair must be made to the skin prior to the next flight. If any internal damage is found the component must either be replaced or an FAA approved repair incorporated prior to next flight. (2) If cracks less than one inch long and less than twelve inches apart are found, they must be repaired prior to the next flight. Cracks less than one inch long which are twelve inches or more apart must either be stopped by drilling or repaired prior to next flight. (d) The special inspections in (a), (b), and (c) are no longer required when AWA modifications 650/686, 650/687, 650/688, 650/689, and 650/690 are all incorporated. This supersedes AD 61-05-01. This directive effective August 3, 1961.
2023-09-09: The FAA is adopting a new airworthiness directive (AD) for turbocharged, reciprocating engine-powered airplanes and helicopters and turbocharged, reciprocating engines with a certain v-band coupling installed. This AD was prompted by multiple failures of spot-welded, multi-segment v-band couplings at the tailpipe to the turbocharger exhaust housing flange (also referred to as ''spot-welded, multi- segment exhaust tailpipe v-band coupling''). This AD establishes a life limit for the spot-welded, multi-segment exhaust tailpipe v-band coupling and requires repetitively inspecting the spot-welded, multi- segment exhaust tailpipe v-band coupling. The FAA is issuing this AD to address the unsafe condition on these products.
97-03-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727 and 737 series airplanes, that requires replacing the fuel cap assembly with a new assembly on the inlet fitting at the inside top of the Boeing-designed auxiliary fuel tank(s). This amendment also requires installing certain new placards once the replacement action is accomplished. This amendment is prompted by reports that the fuel cap assembly, due to its design, became loose and allowed fuel to enter the deactivated auxiliary fuel tanks on in-service airplanes. The actions specified by this AD are intended to prevent unwanted fuel transferring to the deactivated auxiliary fuel tanks, due to the problems associated with a loose fuel cap assembly.
88-13-07: 88-13-07 SHORT BROTHERS, PLC: Amendment 39-5950. Applies to Model SD3-30 series airplanes; serial numbers SH3002 through SH3096, inclusive; certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent pitot tubes from becoming inoperative due to icing, which could result in erroneous airspeed and altitude indication, accomplish the following: A. Within the next 180 days after the effective date of this AD, replace pitot tubes having the code letter "Z" adjacent to the serial number with one containing a code letter other than "Z", in accordance with accomplishment instructions in Service Bulletin SD3-34-26, Revision 1, dated September 1, 1985. B. 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the requirements required by this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Short Brothers, PLC, Service Representative, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3702. This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment, 39-5950, becomes effective July 11, 1988.
2004-26-08: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-215-6B11 (CL215T variant) and CL-215-6B11 (CL415 variant) series airplanes. This AD requires replacing the mounting pad studs of the auxiliary feather pump with new, longer studs, and installing a pressure relief valve. This AD is prompted by a few incidents of external oil leaks from the oil pump of the power control unit due to a malfunction of the pressure regulating valve. We are issuing this AD to prevent fracturing of the pump body, which could result in loss of engine oil, and consequent inability to maintain engine oil pressure and to feather the propeller.
2014-15-14: We are superseding Airworthiness Directive (AD) 89-12-10, for certain The Boeing Company Model 747 airplanes. AD 89-12-10 required replacement of certain underwing fuel tank access doors with stronger, fire-resistant doors. This new AD requires inspecting certain fuel tank access doors for installation of impact-resistant doors, and stencils and index markers; corrective actions if necessary; revising the maintenance program to incorporate certain new airworthiness limitations; and adding airplanes to the applicability. This AD was prompted by a report of a standard access door installed instead of an impact-resistant access door and stencils missing from some impact- resistant access doors and adjacent wing skin. We are issuing this AD to prevent foreign object penetration of the fuel tank, which could cause a fuel leak near an ignition source (e.g., hot brakes or engine exhaust nozzle), consequently leading to a fuel-fed fire.
2005-01-02: The FAA is adopting a new airworthiness directive (AD) for certain Lockheed Model 1329 series airplanes. This AD requires repetitive inspections to detect crack damage in the front spar cap assembly of the lower vertical stabilizer; reworking the spar cap doublers if no crack damage is found during any inspection; and repairing if any crack damage is found during any inspection. This AD is prompted by reports of cracks in the front spar cap assembly of the lower vertical stabilizer at box beam station 24 on the aft side of the 25% chord line. We are issuing this AD to find and fix cracks in the front spar cap assembly of the lower vertical stabilizer, which could result in rapid crack propagation and failure of the front spar cap. Failure of the front spar cap could lead to loss of rudder control and consequent reduced controllability of the airplane.
88-04-09: 88-04-09 BOEING: Amendment 39-5854. Applies to Model 767 series airplanes, as listed in Boeing Service Bulletin 767-36-0021, dated September 17, 1987, certificated in any category. Compliance required within the next six months after the effective date of this AD, unless already accomplished. \n\n\tTo preclude engine or pneumatic system damage caused by failure of the pneumatic system 8th stage check valve, accomplish the following: \n\n\tA.\tWithin the next 6 months after the effective date of this AD, inspect the pneumatic system 8th stage check valves on both engines, in accordance with Boeing Service Bulletin 767-36-0021, dated September 17, 1987, or later FAA-approved revision, to determine if the serial numbers are among those listed in Hamilton Standard Service Bulletin 36-2056, dated June 29, 1987, or later FAA-approved revision, as requiring further inspection. \n\n\tB.\tIf any valve is identified by serial number as requiring further inspection, prior to further flight, remove the valve from the airplane, inspect the valve retention collar and, if necessary, modify the valve in accordance with the above mentioned service bulletins. \n\n\tC.\tValves not installed on an airplane must be inspected, and modified if necessary, in accordance with the above-mentioned service bulletins, prior to their installation on airplanes. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provide an acceptable level of safety, and which has the concurrence of an FAA Principal Maintenance Inspector, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tE.\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 the rework required by 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 the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective April 5, 1988.
86-14-01: 86-14-01 SPERRY CORPORATION, AEROSPACE AND MARINE GROUP: Amendment 39-5340. Applies to Sperry Corporation AHZ-600 Attitude Heading Reference System (AHRS), known to be installed in, but not limited to, DeHavilland Model DHC-8, British Aerospace Model BAe 125-800, Cessna Model 650, and Aerospatiale Model ATR-42 series airplanes, certificated in any category. Compliance is required within 30 days after the effective date of this AD, unless previously accomplished. To prevent loss of attitude/heading reference information, accomplish the following: A. Modify the Sperry Corporation AH-600 Strapdown Attitude and Heading Reference Unit (AHRU) by incorporating modifications in accordance with the following Sperry Service Bulletins or later revisions approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region: 21-1985-175, dated April 7, 1986 (Modification T); 21-1985-186, dated April 7, 1986 (Modifications S & V); 21-1985-187,dated April 7, 1986 (Modification U); 21-1986-19, dated April 22, 1986 (Modification Z); 21-1986-20, dated April 22, 1986 (Modification AA); and 21-1986-29, dated April 22, 1986 (Modification AB). B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. C. 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 Sperry Corporation, Aerospace & Marine Group, P.O. Box 29000, Phoenix, Arizona 85038-9000. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Western Aircraft Certification Office,15000 Aviation Boulevard, Hawthorne, California. This amendment becomes effective July 14, 1986.
2005-01-01: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A319 and A320-200 series airplanes, that currently requires repetitive inspections to detect loose, missing, or discrepant rivets in specified areas of the door frames of the overwing emergency exits; measurement of the grip length of all rivets in the specified areas; and corrective action if necessary, which terminates the repetitive inspections. This new amendment also requires an inspection for correct dimensions of the interior countersinks of the rivet holes, and related corrective action. The actions specified by this AD are intended to prevent loose, missing, or discrepant rivets, which could lead to reduced structural integrity of the door frames of the overwing emergency exits. This action is intended to address the identified unsafe condition.
2023-10-09: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by reports of damaged decompression panels from operators. This AD requires repetitive inspections for damaged fastener holes on the vertical and bottom edges of the inward and outward blowing decompression panels installed on the forward and aft cargo compartment vertical sidewall linings and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2023-11-06: The FAA is adopting a new airworthiness directive (AD) for certain Engine Alliance (EA) Model GP7270, GP7272, and GP7277 engines. This AD was prompted by a manufacturer investigation that revealed that certain high-pressure turbine (HPT) interstage seals were manufactured from material suspected to contain iron inclusion. This AD requires replacement of the affected HPT interstage seals. The FAA is issuing this AD to address the unsafe condition on these products.
82-06-04: 82-06-04 CANADAIR: Amendment 39-4344. Applies to Model CL-600 airplanes serial numbers 1005, 1007, 1011 thru 1013, and 1016 thru 1019, certificated in all categories. To prevent jamming of the main entry door unlatching system, accomplish the following, unless already accomplished. 1. Within the next 25 hours time in service after the effective date of this AD, perform the door handle operation check and handle adjustments described in paragraph 2 of Canadair Alert Service Bulletin A600-0077 dated July 27, 1981. 2. Replace the existing clear plastic handle guard, Part Number 600-31710-1, with guard assembly, Part Number 600-31772-1, in accordance with paragraph 2 of Canadair Alert Service Bulletin A600-0074 dated July 20, 1981. 3. Ensure that the internal door "EMERGENCY EXIT" placard located to the left hand side of the inner door handle is an approved placard reading as follows: EMERGENCY EXIT PULL AND TURN HANDLE TO "OPEN" PUSH DOOR 4.Airplanes may be flown in accordance with FAR 21.197 to a maintenance base for accomplishment of the inspection required by this AD. 5. Alternate methods of compliance with this AD may be used when they provide an equivalent level of safety and are approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region. The 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). This amendment becomes effective March 22, 1982.
2000-09-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F.28 Mark 0070 series airplanes. This action requires a one-time inspection to detect loose bolts attaching the gustlock counter-bracket to the pulley on the elevator tension regulator assembly, and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent restricted elevator movement and consequent reduced controllability of the airplane.
2005-01-05: The FAA is superseding an existing airworthiness directive (AD), which applies to certain EMBRAER Model EMB-135 and EMB-145 series airplanes. That AD currently requires replacing the nose landing gear wheel nuts and associated inner and outer seals, and reidentifying the landing gear strut. This new AD adds an airplane to the applicability and revises a part number for a replacement part. This AD is prompted by a report of an invalid part number for the new nose landing gear wheel nut. We are issuing this AD to prevent separation of the wheels from the nose landing gear due to the failure of the outer wheel bearings, and consequent loss of control of the airplane during takeoff and landing.
86-19-08: 86-19-08 MCDONNELL DOUGLAS: Amendment 39-5405. Applies to McDonnell Douglas Model DC-10-10, -15, -30, -40, and KC-10A (Military) series airplanes, certificated in any category. \n\n\tCompliance required as indicated unless previously accomplished. \n\n\tTo assure proper operation of the right-hand forward passenger emergency exit operating handle, accomplish the following: \n\n\tA.\tWithin the next 12 months after the effective date of this AD, modify, reidentify, and reinstall the right-hand forward door assembly and escutcheon assembly in accordance with the Accomplishment Instructions of McDonnell Douglas DC-10 Service Bulletin 25-339, dated December 4, 1985, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis Amendment becomes effective October 2, 1986.
2023-11-02: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes). This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2014-13-14: We are adopting a new airworthiness directive (AD) for certain Airbus Model A310 series airplanes. This AD was prompted by a report of an electrical arc and a hydraulic haze in the wheel bay of the left- hand main landing gear (MLG), possibly resulting from chafing between a hydraulic high pressure hose and electrical wiring of the green electrical motor pump (EMP). This AD requires modification of the electrical routing and replacement of the union elbows. We are issuing this AD to prevent chafing of hydraulic pressure hoses and electrical wiring of the green EMPs, which, in combination with a system failure, could cause an uncontrolled and undetected fire in the MLG bay.
2009-06-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: During aircraft structure fatigue tests, cracks were found in the wing lower skin stringers between ribs 7 and 10 on both wings. In order to prevent fatigue cracks in the wing lower skin stringers, which could result in fuel leakage and reduced structural integrity of the wing, the referred stringers must be reworked. We are issuing this AD to require actions to correct the unsafe condition on these products.