Results
65-21-01: 65-21-01 BENDIX: Amendment 39-901 as amended by Amendment 39-2077. Applies to Bendix Model Nos. 756-10C, -16A, -22C, -22E, -54C, -56C, -56E, -62C, -62D, -64C, -64D, -74B, -76A, and Garwin G-760. Starters Installed on Lycoming Engines only. Compliance required as indicated. To prevent starter jaw ratcheting, and assure positive starter jaw disengagement from the engine, thereby preventing jaw fracturing with associated possibility of engine failure, accomplish the following: (a) Modify engine installed starters having less than 900 hours' in service since new or since overhaul as of the effective date of this AD, in accordance with (c) or (d) prior to 1,000 hours' in service. (b) Modify engine installed starters having 900 hours' or more time in service since new or since overhaul as of the effective date of this AD, in accordance with (c) or (d) within the next 100 hours' in service after the effective date of the AD. (c) Unless previously accomplished,install Bendix Service Kit SK-159 per Bendix Service Bulletin Nos. 93a and 94 in those model starters listed above that have a torque rating over 250 lb./ft. The service kit incorporates modified components and rework procedure. (d) Unless previously modified with Service Kit SK-111, install Service Kit SK-159 per Bendix S/B 93a and 94 in those model starters that have a torque rating 250 lb./ft. or lower. Amendment 39-901 was effective January 6, 1970. This Amendment 39-2077 is effective January 28, 1975.
2006-17-06: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Aerospatiale Model ATR42-500 and ATR72- 212A series airplanes, that requires repetitive inspections for cracking of the upper closing rib of the vertical fin, related investigative actions, and corrective actions if necessary. This new AD requires modifying the installation of the vertical leading edge fairing at the fin tip, which ends the repetitive inspections. This AD results from a report that rudder operation difficulties occurred on a Model ATR42-500 series airplane while the airplane was on the ground. We are issuing this AD to prevent interference between the upper closing rib and the rudder, which could result in a rudder jam and consequent reduced controllability of the airplane.
66-14-03: 66-14-03 LYCOMING: Amdt. 39-248, Part 39, Federal Register June 8, 1966. Applies to Model O-540- B2B5 Engines, Serial Numbers 101-40 through 8267-40, Installed in Piper PA-25 and Intermountain Manufacturing Company Airplanes, Except Engines Remanufactured at Lycoming after November 14, 1965. Compliance required as indicated, unless already accomplished. To prevent further failures of crankshaft idler shafts, accomplish the following: (a) For engines with less than 300 hours' time in service on the effective date of this AD since overhaul, comply with (d) before the accumulation of 400 hours' time in service since overhaul. (b) For engines with less than 300 hours' time in service on the effective date of this AD since new that have never been overhauled, comply with (d) before the accumulation of 400 hours' time in service since new. (c) For engines with 300 or more hours' time in service on the effective date of this AD since new or overhaul, comply with (d) within the next 100 hours' time in service. (d) Replace crankshaft idler shaft, P/N 70390, and accessory housing, P/N 71648, with crankshaft idler shaft, P/N 73014, and accessory housing, P/N 75367 or 71648-85. (Lycoming Service Bulletin No. 308 pertains to this subject.) This directive effective July 9, 1966.
47-10-33: 47-10-33 LOCKHEED: (Was Service Note 4 of AD-763-3.) Applies to Model 49. Difficulties have been experienced with cylinder heads turning or unscrewing slightly on certain Wright 739C18BA1 and 2 engines. This condition has occurred on older type cylinders having barrels designated as "light type" barrels. Later type cylinders have "heavy type" barrels on which this turning tendency has been eliminated. Heavy type cylinder barrels have a circumferential groove on the mounting flange to distinguish them from the light type barrels. Following procedure shall be established for inspection and replacement as necessary of light barrel cylinders: (a) Prior to certification or next 60 hours of operation: (1) Mark detonation pickup bosses on light barrel cylinders with yellow paint for ready identification. (2) Scribe front of these light barrel cylinders by marking heavy flange near bottom of cylinder head and continuing scribe line down seven barrel fins. Dark paint maybe used as background for scribe lines. Wright Aeronautical have provided a scribing tool which may be used for this purpose. The scribe line should be on front of cylinders where it can be easily seen with engines installed in airplanes. (b) After each succeeding 35 to 60 hours of operation: (1) Inspect scribe lines for signs of cylinder head turning. (2) Cylinder heads which have turned 1/32 inch or more since prior inspection should have valve clearances checked and reset to normal cold clearances if necessary, provided total head turning does not exceed 1/8 inch. (3) Cylinders on which heads have turned more than 1/8-inch total shall be replaced immediately with heavy barrel cylinders. (c) At first engine overhaul, light barrel cylinder Nos. 1, 11, 13, 15, and 17 shall be replaced with heavy barrel cylinders. Replaced cylinders may be used in other locations provided total amount of turning has not exceeded 1/8 inch.
2006-16-07: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD requires inspecting contactors 1K4XD, 2K4XD, and K4XA to determine the type of terminal base plate, and applying sealant on the terminal base plates, if necessary. This AD results from incidents of short circuit failures of certain alternating current (AC) contactors located in the avionics bay. We are issuing this AD to prevent short circuit failures of certain AC contactors, which could result in arcing and consequent smoke or fire.
47-47-08: 47-47-08 BEECH: (Was Mandatory Note 2 of AD-777-1.) Applies to Model 35 Serial Numbers D210 to D558 Inclusive, D560 to D574 Inclusive, D580 to D668 Inclusive, and D670 to D678 Inclusive. Compliance required as soon as possible but not later than January 15, 1948. To prevent the top carburetor baffle from cutting through the aluminum alloy fuel line located between the engine driven fuel pump and the carburetor, remove the rubber grommet in this baffle and enlarge the cut out in the baffle for the grommet to permit a minimum of 1/2 inch clearance between the fuel line and the baffle. No grommet is required for the above modification. Inspect the fuel line for chafing or wear at the point where the line passes through the baffle. If necessary, replace the line with a new part, Beech P/N 35-924058 or the equivalent. (Beech Service Bulletin No. 35-4 covers this same subject.)
2006-15-16: The FAA is adopting a new airworthiness directive (AD) for certain Raytheon (Beech) Model 400 and 400A series airplanes. This AD requires, among other actions, reviewing the airplane logbook to determine whether certain generator control unit (GCU) installation kits are installed, and replacing any incorrect GCU. This AD results from reports of over-voltage conditions of the direct current (DC) starter generator. We are issuing this AD to prevent such over-voltage conditions due to the incompatibility between certain GCUs, which could result in the loss of normal electrical power, damage to some electrical components, or blown fuses during flight, and consequent unrecoverable loss of some or all essential equipment.
71-14-05: 71-14-05 de HAVILLAND AIRCRAFT of CANADA, LTD: Amdt. 39-1242. Applies to de Havilland Model DHC-6 Series airplanes modified in accordance with JB Systems, Inc. STC SA1837WE. Compliance required within the next 10 hours' time in service after the effective date of this AD. To prevent possible explosion in bays 9 and 10 due to the operation of electrical components, accomplish the following, unless already accomplished: Deactivate the JB Systems air conditioner by disconnecting the source of power at the distribution bus, until the F.S. 281 bulkhead and other areas are sealed, per JB Systems, Inc., Service Bulletin No. 011, dated June 8, 1971, or later FAA approved revisions, or an equivalent sealing process is performed upon approval by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment is effective upon publication in the Federal Register, except for all operators in receipt of this AD, by letter dated June 24, 1971, from FAA Aeronautical Center, Oklahoma City, Oklahoma. As to these operators, this AD is effective upon receipt of said letter. This amendment is effective upon publication in the Federal Register except for those recipients of letters dated June 24, 1971, which contained this amendment.
74-25-03: 74-25-03 GRUMMAN AMERICAN AVIATION CORPORATION: Amendment 39- 2027 as amended by Amendment 39-2043. Applies to Grumman American G-1159 airplanes certificated in all categories. Compliance required immediately after the effective date of this AD. To preclude the actuation of the Flight Power Shut-off valve in flight, accomplish the following: Make and install a placard reading "DO NOT PULL IN FLIGHT" on the Flight Power Shut-off handle. Incorporate Grumman American Aircraft Service Change No. 186. Upon compliance with this service change, remove the placard. Amendment 39-2027 became effective immediately. This amendment 39-2043 becomes effective immediately.
70-07-06: 70-07-06 HAWKER SIDDELEY: Amdt. 39-963. Applies to Models DH-104 "Dove" and DH-114 "Heron" airplanes. Within the next 25 hours' time in service after the effective date of this AD, accomplish the following: (a) Conduct an x-ray inspection of the two tailplane rear spar to rear fuselage bulkhead support struts for internal corrosion. (b) If corrosion is found during the inspection required by paragraph (a), before further flight replace each strut found corroded with a serviceable strut of the same part number. (c) Within 30 days after completing the inspection required by paragraph (a), report the results of the inspection, negative or positive, to the Chief, Engineering and Manufacturing Branch, Aeronautical Center, AC-210, Federal Aviation Administration, Oklahoma City, Oklahoma 73125. (Reporting approved by Bureau of Budget under BOB No. 04-RO 174). This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective by the telegram dated 4 March, 1970, which contained this amendment.
2006-15-04: The FAA is superseding two existing airworthiness directives (AD) that apply to certain Airbus Model A300 B2, A300 B4, and A300-600 series airplanes. One AD currently requires an inspection for cracks of the lower outboard flange of gantry No. 4 in the main landing gear (MLG) bay area, and repair if necessary. The other AD currently requires, among other actions, repetitive inspections of the gantry lower flanges, and repair if necessary. This new AD requires new repetitive inspections for cracks in the lower flange of certain gantries, and repair if necessary, which ends the existing inspection requirements. This new AD also provides for optional terminating actions for the new repetitive inspections. This AD results from a report of a large fatigue crack along the outboard flange of beam No. 4 and a subsequent determination that existing inspections are inadequate. We are issuing this AD to detect and correct fatigue cracks in the lower flanges of gantries 1 through 5 inclusive in the MLG bay area, which could result in reduced structural integrity of the fuselage, and consequent rapid decompression of the airplane. DATES: This AD becomes effective August 24, 2006. The Director of the Federal Register approved the incorporation by reference of Airbus Service Bulletin A300-53-0379, Revision 01, excluding Appendix 01, dated October 4, 2005; and Airbus Service Bulletin A300-53-6152, Revision 01, excluding Appendix 01, dated October 4, 2005; listed in the AD as of August 24, 2006. On October 19, 2004 (69 FR 55329, September 14, 2004), the Director of the Federal Register approved the incorporation by reference of Airbus Service Bulletin A300-53-6128, excluding Appendix 01, dated March 5, 2001. On January 22, 2004 (69 FR 867, January 7, 2004), the Director of the Federal Register approved the incorporation by reference of Airbus All Operators Telex A300-53A0371, Revision 01, dated September 10, 2003; and Airbus All Operators Telex A300-53A6145, Revision 01, dated September 10, 2003. On July 30, 1998 (63 FR 34589, June 25, 1998), the Director of the Federal Register approved the incorporation by reference of Airbus All Operators Telex (AOT) 53-11, dated October 13, 1997.
47-10-28: 47-10-28 LOCKHEED: (Was Mandatory Note 31 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2088. Compliance required prior to July 1, 1947. Enlarge holes in elevator cable seals in aft pressure bulkhead to 0.19 + 0.031-inch diameter. (LAC Service Bulletin 49/SB-208 covers this same subject.)
69-07-02: 69-07-02 PILATUS: Amdt. 39-743. Applies to Model PC-6 Airplanes Serial Nos. 1 through 701, 2001 through 2018, 2023, 2025 through 2029, 2040 and 2041. Compliance required as indicated unless already accomplished. To prevent structural damages to the aileron mass balance unit P/N 6106.11, due to internal corrosion, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 10 hours' time in service from the last inspection, inspect the external surface of the mass balance support arms for evidence of corrosion (indicated by blistering of paint or slight discoloration). (b) If evidence of corrosion is detected during the inspection prescribed in paragraph (a), before further flight, replace the aileron mass balance unit P/N 6106.11 with a modified aileron mass balance unit P/N 6106.11 (which is identified by a 1/2-inch diameter yellow colored marking), or with a new aileronmass balance unit P/N 111.45.08.001, in accordance with Pilatus Service Bulletin No. 89, dated November 1968 or later Swiss Federal Air Office approved revision or an FAA approved equivalent. (c) The repetitive inspections required by paragraph (a) may be discontinued after the modified or new aileron mass balance unit has been installed. This amendment becomes effective April 1, 1969.
2006-14-08: The FAA adopts a new airworthiness directive (AD) for some Mitsubishi Heavy Industries (MHI) MU-2B series airplanes. This AD requires you to verify that the current flight idle blade angles are set at 12 degrees. If not already set at that angle, set the flight idle blade angles to 12 degrees. This AD results from a recent safety evaluation that used a data-driven approach to analyze the design, operation, and maintenance of the MU-2B series airplanes in order to determine their safety and define what steps, if any, are necessary for their safe operation. Part of that evaluation was the identification of unsafe conditions that exist or could develop on the affected type design airplanes. We are issuing this AD to prevent incorrect flight idle blade angle settings. This unsafe condition, if not corrected, could lead to an asymmetric thrust situation in certain flight conditions, which could result in airplane controllability problems.
72-09-03: 72-09-03 BEECH: Amdt. 39-1440. Applies to Model 99 Series (Serial Numbers U-1 through U-145) Airplanes. Compliance: Required as indicated, unless already accomplished. To assure security of control wheel adapters, accomplish the following: A) Within 25 hours' time in service after the effective date of this AD, remove all paint from Beech P/N 50-524590-3 control wheel adapters and dye penetrant inspect said adapters in accordance with FAA Advisory Circular 43.13-1. Repeat the inspection at 100 hour intervals thereafter. If a crack is found during any of the inspections required by this AD, prior to further flight, replace with Beech P/N 99-524036-33 control wheel adapters, except that the aircraft may be flown in accordance with FAR 21.197 to a location where the replacement may be performed. B) When the old Beech P/N 50-524590-3 control wheel adapters are replaced by the new Beech P/N 99-524036-33 control wheel adapters the inspections called for herein areno longer required. C) Equivalent methods of compliance must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Beechcraft Service Instruction No. 0380-155, Rev. 1, pertains to this subject. This amendment becomes effective May 2, 1972.
48-18-02: 48-18-02 SIKORSKY: Applies to Model S-51 Series Helicopters Serial Numbers SS-51- 01 Through SS-5157. Compliance required at first main gearbox overhaul but in any event not later than the next 400 hours of operation. To prevent cracks caused by stress concentration at the corners of the internal splines on the bevel drive gear (Sikorsky P/N S-535360), a 1/32-inch radius relief should be formed at the lower end of each spline. The procedure for accomplishing this modification is given in Sikorsky Aircraft Information Circular No. 40 and No. 40 Revision "A".
97-19-09: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. (BHTI) Model 214ST helicopters, that requires creation of a component history card or equivalent record using a Retirement Index Number (RIN) system; establishes a system for tracking increases to the accumulated RIN; and establishes a maximum accumulated RIN for the pillow block bearing bolts (bearing bolts). This amendment is prompted by fatigue analyses and tests that show certain bearing bolts fail sooner than originally anticipated because of the unanticipated high number of takeoffs and external load lifts utilizing high-power settings in addition to the time-in-service (TIS) accrued under other operating conditions. The actions specified by this AD are intended to prevent fatigue failure of the bearing bolts, which could result in failure of the main rotor system and subsequent loss of control of the helicopter.
98-05-13: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A310 and A300-600 series airplanes, that requires a one-time visual inspection to determine the accuracy of the outer placards of the static ports. This amendment also requires a one-time inspection to detect crossed connections of the air data static system and the static probe heating system, and correction of any discrepancies. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent erroneous display of altitude information to the flight crew, and consequent reduced operational safety during all phases of flight.
2006-13-11: We are adopting a new airworthiness directive (AD) that supersedes AD 2002-21-08, which applies to certain Pilatus Aircraft Ltd (Pilatus) Model PC-6 airplanes. AD 2002-21-08 currently requires you to inspect the aileron assembly for correct configuration and modify as necessary. Since we issued AD 2002-21-08, the FAA determined the action should also apply to all the models of the PC-6 airplanes listed in the type certificate data sheet of Type Certificate (TC) No. 7A15 that were produced in the United States through a licensing agreement between Pilatus and Fairchild Republic Company (also identified as Fairchild Industries, Fairchild Heli Porter, or Fairchild-Hiller Corporation). In addition, the intent of the applicability of AD 2002-21-08 was to apply to all the affected serial numbers of the airplane models listed in TC No. 7A15. This AD retains all the actions of AD 2002-21-08, adds those Fairchild Republic Company airplanes to the applicability of this AD, and lists theindividual specific airplane models. We are issuing this AD to correct improper aileron assembly configuration, which could result in failure of the aileron mass balance weight. Such failure could lead to loss of control of the airplane.
2006-10-21: The FAA is adopting a new airworthiness directive (AD) for certain Lycoming Engines (formerly Textron Lycoming) 360 and 540 series reciprocating engines with ECi connecting rods, part number (P/N) AEL11750, installed. The Airmotive Engineering Corp, Division of Engine Components Incorporated (ECi), holds the Parts Manufacturer Approval (PMA) for the affected parts, and markets the parts as ECi parts. This AD requires replacing certain lot and serial numbered connecting rods, P/N AEL11750, having forging part number AEL11488. This AD would also prohibit installing certain ECi connecting rods, P/N AEL11750, into any Lycoming 360 or 540 series reciprocating engines. This AD results from reports of connecting rods with excessive variation in circularity of the journal bores. We are issuing this AD to prevent fatigue failure of the connecting rod and a possible uncommanded shutdown of the engine.
48-04-02: 48-04-02 AERONCA: Applies to 7AC Serial Numbers 7AC-1 Through 7AC-7129; 11BC Serial Numbers 11BC-1 Through 11BC-173; and 11AC Serial Numbers 11AC-1 and Up. \n\n\tCompliance required by March 1, 1948. \n\n\tInspect the wing leading edge for buckled nose ribs or loose PK screws by pressing leading edge skin with hand to nose ribs. If the skin can be depressed beyond the normal wing contour, other than the extreme nose radius, indicated by section A-A in Figure 1, the fabric should be cut open on the bottom surface just forward of the front spar for thorough inspection. Item No. 1 below should be accomplished on all wings whether damage has occurred or not, whereas item No. 2 pertains only to damaged ribs found in the above inspection. Repair need not be made if buckling is confined to area forward of section A-A of Figure 1. \n\n\n\n\t1.\tTo help prevent further failures of the nose ribs five additional No. 4 x 1/4 PK screws or, as an alternate, Cherry CR163-4-2 rivets or equivalentare to be installed in all nose ribs. Four PK screws or rivets are to be installed on the top surface and one PK screw or rivet is to be installed in the bottom as shown in Figure 1. Apply dope liberally under the PK screw head before tightening. It is not necessary to remove the fabric to accomplish this modification. \n\n\t2.\tDamaged ribs should be cut away at the top and bottom of spar. The new nose ribs are installed by means of two gussets on the side of the ribs as shown in Figure 1. Factory kits, Aeronca P/N 5-185-2 and 5-190-2, are to be used. \n\n\t(Aeronca Helps and Hints No. 17 with three supplements thereto covers this same subject.)
2006-13-01: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 727-200 series airplanes. That AD currently requires initial and repetitive inspections for cracks in the forward frame of the No. 3 cargo door cutout; and corrective actions, if necessary. The existing AD also provides for an optional structural modification, which terminates the repetitive inspections. This new AD reduces the compliance time for the initial inspections and adds an optional method of inspection for both the initial and repetitive inspections. This AD also adds initial and repetitive inspections of an additional area, and repair if necessary. Additionally, this AD clarifies that the previously optional structural modification is now required by other rulemaking. This AD results from additional reports of cracking in the forward frame of the No. 3 cargo door cutout. We are issuing this AD to detect and correct cracking of the forward frame and fuselage skin ofthe No. 3 cargo door cutout, which could result in failure of the frame and skin, and consequent rapid decompression of the airplane.
2006-09-03: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 727, 727C, 727-100, and 727-100C series airplanes. This AD requires repetitive inspections for cracks in the body skin and bear strap at the upper and lower hinge cutouts of the mid-cabin galley doorway, along the upper fastener row of the stringer 14R lap splice, and in the doorstop fitting adjacent to the upper hinge cutout; and corrective action if necessary. This AD also provides for optional terminating action for certain inspections. This AD results from reports of skin and bear strap cracking at the upper and lower hinge cutout and along the upper fastener row of the stringer 14R lap splice, and cracking in the doorstop fitting adjacent to the upper hinge cutout. There are also reports of cracking on airplanes previously modified in production to resist such cracking. We are issuing this AD to find and fix fatigue cracking of the fuselage, which could result in reduced structural integrity and consequent rapid decompression of the airplane.
69-26-02: 69-26-02 HAWKER SIDDELEY AVIATION, LIMITED: Amdt. 39-894. Applies to Heron Model D.H. 114 Airplanes. Compliance is required as indicated. To reduce the possibility of fatigue cracks developing in the engine mount pick-up wing straps located at the top outboard position of the left and right inboard engine-to-wing attachment structure, accomplish the following: (a) Within 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 250 hours' time in service, remove the top cowling panel over the oil tank on the right and left inboard engine installations and visually inspect the upper outboard engine mounting pick-up wing straps for fatigue cracks using a dye penetrant method and in accordance with Hawker Siddeley Technical News Sheet, Series Heron 114, No. W.15, Issue 1, dated 27 October 1969, or an FAA-approved equivalent. (b) Within the next 300 hours' time in service after accomplishing the inspection required byparagraph (a), accomplish the following: (1) Remove and discard the two aft bolts and nuts which attach the upper outboard engine mount pick-up straps of the left and right inboard engine installation structure to the engine mounting pick-up fitting. (2) Accomplish the inspection required in paragraph (a). (3) Replace the bolts and nuts removed in accordance with subparagraph (1) with new bolts, P/N A.25/4E, and new nuts, P/N A.16Y/ET in accordance with Hawker Siddeley Technical News Sheet, Series Heron (114), No. W.15, Issue 1, dated 27 October 1969, or an FAA-approved equivalent. (c) Within the next 600 hours' time in service after compliance with paragraph (b) and thereafter at intervals not to exceed 600 hours' time in service since the last inspection, accomplish the inspection required by paragraph (a). (d) If cracks are found during any of the inspections required by paragraphs (a), (b), and (c) replace the cracked wing strap with a new strap in accordance with Hawker Siddeley Technical News Sheet, Series Heron (114), No. W.15, Issue 1, dated 27 October 1969, or an FAA-approved equivalent. This amendment becomes effective December 18, 1969.
2006-12-23: The FAA is superseding an existing airworthiness directive (AD) that applies to certain Boeing Model 737-100, -200, -200C, -300, - 400, and -500 series airplanes. The existing AD currently requires initial and repetitive inspections of the elevator tab assembly to find any damage or discrepancy; and corrective actions if necessary. This new AD adds certain new inspections and removes certain existing inspections. This AD results from additional reports of airframe vibrations of the elevator tab during flight on airplanes inspected per the existing AD; subsequently, considerable damage was done to the elevator tab, elevator, and horizontal stabilizer. In several incidents, a portion of the elevator tab separated from the airplane. We are issuing this AD to prevent excessive in-flight vibrations of the elevator tab, which could lead to loss of the elevator tab and consequent loss of controllability of the airplane. \n\nDATES: This AD becomes effective July 3, 2006. \n\n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of July 3, 2006. \n\n\tOn February 19, 2002 (67 FR 1603, January 14, 2002), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 737-55A1070, Revision 1, including appendices A, B, and C, dated May 10, 2001. \n\n\tWe must receive any comments on this AD by August 15, 2006.