Results
94-15-07: This amendment adopts a new airworthiness directive (AD) that is applicable to Bell Helicopter Textron, Inc. Model 206A, 206B, 206L, 206L-1, 206L-3, and 206L-4 series helicopters. This action requires a one-time inspection for cracks in a portion of the main rotor blade (blade) trailing edge and the inboard trim tab, and replacement of the blade or trim tab as necessary. This amendment is prompted by reports of cracks in the blade trailing edge near the inboard trim tab. The actions specified in this AD are intended to prevent failure of a main rotor blade and subsequent loss of control of the helicopter.
92-14-03: 92-14-03 AIRBUS INDUSTRIE: Amendment 39-8285. Docket No. 91-NM-250-AD. Applicability: Model A320 series airplanes on which Modification 22155 has not been accomplished, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent a short circuit of the hydraulic fire shut off valve actuator, which could result in the inability to shut off fuel to the engine in the event of an engine fire, accomplish the following: (a) Within 400 hours time-in-service after the effective date of this AD, perform an inspection of the hydraulic fire shut off valve to ascertain the part number (P/N) of the actuator, in accordance with Airbus Industrie All Operator Telex (AOT) 29-04, Revision 1, dated June 1, 1991. (b) If the actuator does not have P/N "E0 1100," without Amendment designation; or P/N "E0 1100, Amendment B": No further action is required. (c) If the actuator has P/N "E0 1100," without Amendment designation;or P/N "E0 1100, Amendment B": Within 400 hours time-in-service after the effective date of this AD, perform an operational test of the fire shut off valve in accordance with Chapter 29-10-00, page 501, of the airplane maintenance manual. (1) If the valve passes the operational test, repeat that operational test at intervals not to exceed 400 hours time-in-service. (2) If the valve fails the operational test, prior to further flight, replace the actuator in accordance with Airbus Industrie All Operator Telex (AOT) 29-04, Revision 1, dated June 1, 1991. (i) If the replacement actuator has P/N "E0 1100, Amendment A"; or P/N "E0 1100, Amendment AB"; or P/N "E0 1100, Amendment C"; or P/N "A06 A00": No further action is required. (ii) If the replacement actuator has P/N "E0 1100," without Amendment designation; or P/N "E0 1100, Amendment B": Repeat the operational test at intervals not to exceed 400 hours time-in-service. (d) Prior to the accumulation of 4,000 hours time-in-service after the effective date of this AD, replace each actuator that has P/N "EO 1100," without Amendment designation; or P/N "EO 1100, Amendment B"; with an actuator having P/N "EO 1100, Amendment A"; or P/N "EO 1100, Amendment AB"; or P/N "EO 1100, Amendment C"; or P/N "A06 A00." Accomplishment of this replacement constitutes terminating action for the repetitive operational tests required by this AD. (e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (f) Special 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. (g) The inspection and replacement shall be done in accordance with Airbus Industrie All Operator Telex (AOT) 29-04, Revision 1, dated June 1, 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. Copies may be inspected at the FAA, 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. (h) This amendment becomes effective on August 18, 1992.
2010-14-09: We are adopting a new airworthiness directive (AD) for certain Model 747-100B, 747-200B, 747-200F, 747-300, 747-400, 747-400F, and 747SP series airplanes. This AD requires repetitive detailed and high frequency eddy current inspections of the forward and aft sides of the strut front spar chord for cracks and fractures at each strut location, and corrective actions if necessary. This AD results from reports of cracks and fractures in the nacelle strut front spar chord assembly. We are issuing this AD to detect and correct cracks and fractures of the nacelle strut front spar chord assembly. Fracture of the front spar chord assembly could lead to loss of the strut upper link load path and consequent fracture of the diagonal brace, which could result in in- flight separation of the strut and engine from the airplane.
66-13-03: 66-13-03 FAIRCHILD: Amdt. 39-232 Part 39 Federal Register May 12, 1966. Applies to Model F-27 Series Airplanes. Compliance required within the next 350 hours' time in service after the effective date of this AD, unless already accomplished. To prevent failure of both inverters and resulting loss of essential load circuits due to a failure of a common ground, accomplish the following: (a) For airplanes with inverter ground circuits conforming to Fairchild Drawing 27-740027 including EAI No. 1, or that have been modified in accordance with Fairchild Service Bulletin No. 34-4, dated November 5, 1959, modify the inverter ground circuit in accordance with the "Accomplishment Instructions" of Fairchild Service Bulletin 34-9, dated December 16, 1965, or later FAA-approved revision, or an FAA-approved equivalent. (b) For airplanes with inverter ground circuits conforming to Fairchild Drawing 27-740027 not including EAI No. 1, and that have not been modified in accordance with Fairchild Service Bulletin No. 34-4, dated November 5, 1959, modify the inverter ground circuit in accordance with Fairchild Service Bulletins 34-4, dated November 5, 1959, or 34-9, dated December 16, 1965, or later FAA-approved revisions, or an FAA-approved equivalent. (c) Upon request of the operator an FAA maintenance inspector, subject to the prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region may adjust the compliance time 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. This directive effective June 11, 1966.
58-11-02: 58-11-02 LOCKHEED: Applies to All Model 18 Aircraft. Compliance required as indicated. A number of reports has been received relative to cracks in the welds of the drag strut yoke (P/N XY450-2L-1) on the main landing gear. These cracks, as they progress, result in continuing reduction in the strength of the landing gear and hence render the landing gear unairworthy. It is, therefore, necessary to inspect the main landing gear for cracks in the area indicated as follows: 1. Not later than July 1, 1958, and at each 500 hours of operation thereafter inspect the main landing gear by means of dye penetrant, magnetic particle or equivalent. 2. At each 100 hours of operation conduct a visual inspection using an 8-power magnifying glass or equivalent. In the event cracks are found, the oleo strut must be replaced. If the oleo strut is replaced by a new part the above inspections need not be resumed until after 3,000 hours of service. For the purpose of compliancewith this airworthiness directive, X-ray inspection is not considered an equivalent of dye penetrant or magnetic particle inspection. This supersedes AD 58-07-02.
2010-13-10: The FAA is adopting a new airworthiness directive (AD) for certain serial numbers (S/Ns) of Ontic Engineering and Manufacturing, Inc. propeller governors, part numbers (P/Ns) C210776, T210761, D210760, and J210761. This AD requires removal of the affected propeller governors from service. This AD results from three reports received of failed propeller governors. We are issuing this AD to prevent loss of propeller pitch control, damage to the propeller governor, and internal damage to the engine, which could prevent continued safe flight or safe landing.
99-22-03: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace BAe Model ATP airplanes, that requires repetitive inspections to detect chafing on the fuel manifold drain hose and the adjacent access panel; and corrective actions, if necessary; and installation of a protective spiral wrap on the fuel manifold drain hose. This amendment also provides for an optional terminating action for the repetitive inspections. This amendment is prompted by reports of chafing between the fuel manifold drain hose and the access panel due to contact between the two components over time. The actions specified by this AD are intended to prevent chafing within the engine nacelle, which could result in flammable fluid leaking into a zone that contains ignition sources.
97-04-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F27 Mark 050, 100, 200, 300, 400, 600, and 700 series airplanes, that requires an ultrasonic inspection to determine if certain tubes are installed in the drag stay units of the main landing gear (MLG), and various follow-on actions. This amendment is prompted by a report that, due to fatigue cracking from an improperly machined radius of the inner tube, a drag stay broke, and, consequently, lead to the collapse of the MLG during landing. The actions specified by this AD are intended to prevent such fatigue cracking, which could result in reduced structural integrity or collapse of the MLG.
2008-01-01: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2008-01-01 that was sent previously to all known U.S. owners and operators of certain Model 737- 200, -300, -400, -500, -600, -700, -800, and -900 series airplanes; Model 747-400 series airplanes; Model 757-200 and 757-300 series airplanes; Model 767-200, 767-300, and 767-400ER series airplanes; and Model 777-200 series airplanes by individual notices. This AD requires replacing a certain flight deck door feature and revising the modification record placard. This AD is prompted by a report indicating that the feature of the flight deck door is defective. We are issuing this AD to prevent failure of this feature, which could jeopardize flight safety.
2010-13-08: We are adopting a new airworthiness directive (AD) to supersede AD 2006-08-09, which applies to all Air Tractor, Inc. (Air Tractor) Models AT-802 and AT-802A airplanes. AD 2006-08-09 currently requires you to repetitively inspect (using the eddy current method) the two outboard fastener holes in both of the wing main spar lower caps at the center splice joint for cracks and repair or replace any cracked spar cap. Since we issued AD 2006-08-09, we have determined we need to clarify the serial numbers (SNs) of the Models AT-802 and AT- 802A airplanes affected by that AD. Additionally, we are adding an option of modifying the wing main spar lower caps to extend the safe life limit on the affected airplanes. Consequently, this AD would keep the actions of AD 2006-08-09, clarify the affected SNs, and add a modification option to extend the safe life limit. We are issuing this AD to detect and correct cracks in the wing main spar lower cap at the center splice joint, which could result in failure of the spar cap and lead to wing separation and loss of control of the airplane. DATES: This AD becomes effective on July 28, 2010. As of April 21, 2006 (71 FR 19994, April 19, 2006) the Director of the Federal Register approved the incorporation by reference of Snow Engineering Co. Process Specification 197, page 1, revised June 4, 2002; pages 2 through 4, dated February 23, 2001; and page 5, dated May 3, 2002; Snow Engineering Co. Process Specification 204, Rev. C, dated November 16, 2004; Snow Engineering Co. Service Letter 215, page 5, titled "802 Spar Inspection Holes and Vent Tube Mod,'' dated November 19, 2003; Snow Engineering Co. Service Letter 240, dated September 30, 2004; Snow Engineering Co. Drawing Number 20975, Sheet 2, Rev. A, dated September 1, 2004; Snow Engineering Co. Drawing Number 20975, Sheet 3, dated January 6, 2005; and Snow Engineering Co. Drawing 20995, Sheet 2, Rev. C, dated September 28, 2004, listed in this AD.
2009-23-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2009-23-51, which was sent previously to all known U.S. owners and operators of Sikorsky Aircraft Corporation (Sikorsky) Model S-92A helicopters by individual letters. This AD requires cleaning and inspecting each main gearbox (MGB) assembly mounting foot pad and rib for a crack and corrosion. If you do not find a crack, the AD requires applying a corrosion preventive compound. If you find a crack, the AD requires replacing the MGB before further flight. If you find corrosion, bubbled paint, or paint discoloration, the AD also requires you to repair the MGB before further flight. This amendment is prompted by reports of cracks in the MGB mounting foot pads and foot ribs. This condition, if not detected, could result in loss of the MGB and subsequent loss of control of the helicopter.
57-20-04: 57-20-04 VICKERS: Applies to All Viscount 700 Series Aircraft Equipped With 14-Inch Stroke Oleos. Compliance required as indicated. As a result of investigations and tests by Vickers it has been found necessary to limit the life of the trunnion pins and bearing bolts of the main landing gear retraction jack (cylinder) assembly, right and left, Drawing No. 77450 sheet 7. Accordingly, Vickers-Armstrong insured the following corrective measures with concurrence of the British Air registration Board. The FAA concurs with this action and considers compliance therewith mandatory: 1. At the ram end of the retraction jack, attached to the landing gear actuating lever assembly, replace the trunnion fork end P/N 74450-99 and pin P/N 7450-101, at 2,500 flights; and bearing bolt P/N 74450-103 at 5,000 flights. On aircraft that have exceeded 2,500 flights a precautionary visual inspection for cracks on the trunnion P/N 74450-99 is required at the next daily inspection with particular attention being paid to the flat surfaces. If cracks are found the trunnion and pin and bearing bolt must be replaced before further flight. If no cracks are found, aircraft may continue flying provided the trunnion is visually inspected for cracks at every daily check until replaced. 2. At the retraction jack cylinder end, attached to structure joint assembly, replace the trunnion block P/N 74450-79, pin P/N 74450-81 and bearing bolt P/N 74450-341 or 74450- 83 at 7,000 flights.
2021-11-15: The FAA is adopting a new airworthiness directive (AD) for certain International Aero Engines AG (IAE) V2500 model turbofan engines. This AD was prompted by an analysis performed by the manufacturer after an event involving an uncontained failure of a high- pressure turbine (HPT) 1st-stage disk that resulted in high-energy debris penetrating the engine cowling. This AD requires the performance of an ultrasonic inspection (USI) of the HPT 1st-stage disk and HPT 2nd-stage disk and, depending on the results of the inspections, replacement of the HPT 1st-stage disk or HPT 2nd-stage disk. The FAA is issuing this AD to address the unsafe condition on these products.
91-02-02: 91-02-02 BOEING: Amendment 39-6851. Docket No. 90-NM-125-AD. \n\n\tApplicability: Model 757 series airplanes, certificated in any category. \n\n\tCompliance: Required within the next 48 months after the effective date of this AD, unless previously accomplished. \n\n\tTo preclude cross connection of engine and cargo compartment fire extinguishing wiring and plumbing during maintenance, accomplish the following: \n\n\tA.\tModify the engine and cargo compartment fire extinguishing system wiring and plumbing in accordance with Boeing Service Bulletin 757-26-0020, dated March 22, 1990. Accomplishment of this modification constitutes terminating action for the repetitive inspections and functional tests required by Airworthiness Directive 89-03-51, Amendment 39-6213, on Boeing Model 757-200 airplanes following maintenance on the engine and cargo compartment fire extinguishing wiring and plumbing. \n\n\tNOTE: The modification required by this paragraph was incorporated in production on airplanes, line numbers 256 and subsequent. Accordingly, this paragraph terminates the repetitive inspection and functional test requirements of AD 89-03-51 for those airplanes. \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 AirplaneGroup, 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 (39-6851, AD 91-02-02) becomes effective on February 4, 1991.
93-05-17: 93-05-17 BOEING: Amendment 39-8521. Docket No. 92-NM-10-AD. Supersedes AD 82-08- 09, Amendment 39-4364. \n\n\tApplicability: Applies to Model 707/720, series airplanes, listed in Boeing Service Bulletin 2983, Revision 5, dated January 31, 1991; Model 727 series airplanes listed in Boeing Service Bulletin 727-53-0086, Revision 11, dated August 8, 1991; and Model 737 series airplanes listed in Boeing Service Bulletin 737-53-1023, Revision 11, dated May 16, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent depressurization as a result of failure of the control cabin window post structure, accomplish the following: \n\n\t(a)\tInspect the E-F window posts for cracks in accordance with the schedule set forth in Table 1, 2, or 3 of this AD, as applicable: \n\n\n\t\t\t\t\tTABLE 1 \n\n\t\t\tModel 707/720 E-F Window Post Inspection \n\t\t\t(Applicable Boeing Service Bulletin 2983) \n\n\nAirplane\nCondition\nInspection Requiredin accordance with\nRevision 4, 5, or 6\nof Service Bulletin\nInitial\nInspection\nnot to exceed\n(flight cycles)\nRepeat Inspection \nInterval not to exceed (flight cycles) \n1. Service Bulletin not accomplished.\nX-ray of E-F window post.\n1,650 after May 21,1982 (effective date of AD 82-08-09), or prior to accumulation of 11,650, whichever \noccurs later. \n3,300 \n2. Repaired or modified per Original Issue of Service Bulletin.\t\nX-ray of E-F window post.\n1,650 after May 21, 1982, or prior to accumulating 10,000 after repair or modification, whichever occurs later.\n3,300 \n3. Repaired or modified per Revision 1, 2, 3, 4, 5, or 6 of Service Bulletin. (Modification was accomplished without using eddy current inspection to verify structure was free of cracks.) \nClose visual for cracks of external doubler and the\texposed portion of the E-F window post with the #2 sliding window open. \n1,650 after May 21, 1982; or prior to accumulating 16,650 after repair or mod- ification; whichever occurs later. \n3,300 \n4. Repaired or modified per Revision 1 of Service Bulletin.\t\nVisual inspection for sufficient edge margin of all of the strap fastener holes. \n1,650 after effective date of this AD. \nNone \n5. Modified per Revision 2, 3, 4, 5, or 6 of Service Bulletin (verified no cracks in structure using eddy current inspection described in Revision 4 or 5 of Service Bulletin).\nClose visual for\tcracks of external doubler and the exposed portion of the E-F window post with the #2 sliding window open. \n3,300 after effective date of this AD, or 24,000 after strap installation, whichever is later. \n3,300 \n\n\t\t\t\t\t TABLE 2 \n\n\t\t\t Model 727 E-F Window Post Inspection\n\t\t\t(Applicable Boeing Service Bulletin 727-53-0086) \n\n\nAirplane\nCondition\nInspection Required\nin accordance with\nRevision 6, 7, 8, 9,10, or 11 of Service Bulletin\nInitial\nInspection\nnot to exceed\n(flight cycles)\nRepeat Inspection \nInterval not to exceed (flight cycles) \n1. Service Bulletin not accomplished.\nX-ray of E-F window post.\n1,650 after May 21, 1982 (effective date of AD 82-08-09), or \tprior to accumulation of 11,650, whichever \noccurs later. \n3,300 \n2. Repaired or modified per Original Issue or Revision 1 of Service Bulletin.\nX-ray of E-F window post.\n1,650 after May 21, 1982, or prior to accumulating 10,000 after repair or modification, whichever occurs later.\n3,300 \n3. Repaired or modified per modified per Revision 2, 3, 4, 5, 6, 7, 8, 9, 10, or 11 of Service Bulletin. (Modification was accomplished without using eddy current inspection to verify structure was free of cracks.) \nClose visual for\tcracks of external doubler and the exposed portion of the E-F window post with the post with the #2 sliding window open.\n1,650 after May 21, 1982, or prior to accumulating 16,650 after repair or modification, whichever occurs later.\n3,300 \n4. Repaired or modified per Revision 9 or 10 of Service Bulletin.\nVisual inspection for sufficient edge margin of all of the strap fastener holes.\n1,650 after effective date of this AD. \nNone \n5. Modified per Revision 2, 3, 4, 5, 6, 7, 8, 9, 10, or 11 of Service Bulletin\t(verified no cracks in structure using eddy current inspection described in Revision 6, 7, 8, 9, 10, or 11).\nClose visual for\tcracks of external doubler and the exposed portion of the E-F window post with the #2 sliding window open. \n3,300 after effective date of this AD, or 24,000 after strap installation, whichever occurs later. \n3,300 \n\n\t\t\t\t\tTABLE 3 \n\t\t\t\tModel 737 E-F Window Post Inspection \n\t\t\t(Applicable Boeing Service Bulletin 737-53-1023) \n\n\nAirplane \nCondition\nInspection Required\nin accordance with\nRevision 6, 7, 8, 9,10, or 11 of Service Bulletin\nInitial Inspection\nnot to exceed\n(flight cycles)\nRepeat Inspection \nInterval not to exceed (flight cycles) \n1. Service Bulletin not accomplished.\nX-ray of E-F window post.\n2,750 after May 21, 1982 (effective date of AD 82-08-09), or \tprior to accumulationof 12,750, whichever \noccurs later. \n5,500 \n2. Repaired or modified per Original Issue or Revision 1 or 2 of Service Bulletin.\nX-ray of E-F window post.\n2,750 after May 21, 1982, or prior to accumulating 10,000 after repair or modification, whichever occurs later.\n5,500 \n3. Repaired or modified per modified per Revision 3, 4, 5, 6, 7, 8, 9, 10, or 11 of Service Bulletin. (Modification was accomplished without using eddy current inspection to verify structure was free of cracks.) \nClose visual for\tcracks of external doubler and the exposed portion of the E-F window post with the post with the #2 sliding window open.\n1,650 after May 21, 1982, or prior to accumulating 16,650 after repair or modification, whichever occurs later.\n5,500 \n4. Repaired or modified per Revision 9 or 10 of Service Bulletin.\nVisual inspection for sufficient edge margin of all of the strap fastener holes.\n2,750 after effective date of this AD. \nNone \n5. Modified per Revision 3, 4, 5, 6, 7, 8, 9, 10, or 11 of Service Bulletin\t(verified no cracks in structure using eddy current inspection described in Revision 6, 7, 8, 9, 10, or 11).\nClose visual for\tcracks of external doubler and the exposed portion of the E-F window post with the #2 sliding window open. \n3,300 after effective date of this AD, or 24,000 after strap installation, whichever occurs later. \n5,500 \n\n\t(b)\tInspect the E-N window post for cracks in accordance with the schedule set forth in Table 4, 5, or 6 of this AD, as applicable: \n\n\t\t\t\t\t TABLE 4 \n\n\t\t\t\tModel 707/720 E-N Window Post Inspection \n\t\t\t\t (Applicable Boeing Service Bulletin 2983) \n\n\nAirplane\nCondition\nInspection Required\nin accordance with\nRevision 5 or 6 of Service Bulletin\nInitial\nInspection\nnot to exceed\n(flight cycles)\nRepeat Inspection \nInterval not to exceed (flight cycles) \n1. Service\tBulletin not accomplished; or repaired or\t modified per Original Issue or Revision 1, 2, 3, or 4 of Service Bulletin. \nX-ray of E-N windowpost.\n1,650 after effective date of this AD, or prior to the accumulation of 11,650, whichever occurs later. \n3,300\n2. Repaired per Revision 5 or 6 of Service Bulletin (cracks in structure).\t\nX-ray of E-N window post; and close visual of external strap.\t\n1,650 after effective date of this AD, or prior to accumulating 16,650 after repair, whichever occurs later. \n3,300 \n3. Modified per Revision 5 or 6 of Service Bulletin (no cracks in structure).\nX-ray of E-N window post; and close visual of external strap.\n3,300 after effective date of this AD, or 24,000 after strap installation, whichever occurs later. \n6,600 \n \n\t\t\t\t\t TABLE 5 \n\n\t\t\tModel 727 E-N Window Post Inspection \n\t\t (Applicable Boeing Service Bulletin 727-53-0086) \n\n\n\nAirplane\nCondition\nInspection Required\nin accordance with\nRevision 9, 10, or 11 of Service Bulletin\nInitial\nInspection\nnot to exceed\n(flight cycles)\nRepeat Inspection \nInterval not to exceed (flight cycles) \n1. Service\tBulletin not accomplished; or repaired or modified per Original Issue or Revision 1, 2, 3, 4, 5, 6, 7, or 8 of Service Bulletin. \nX-ray of E-N window post.\n1,650 after effective date of this AD, or prior to the accumulation of 11,650, whichever occurs later. \n3,300\n2. Repaired per Revision 9, 10, or 11 of Service Bulletin (cracks in structure).\t\nX-ray of E-N window post; and close visual of external strap.\t\n1,650 after effective date of this AD, or prior to accumulating 16,650 after repair, whichever occurs later. \n3,300 \n3. Modified per Revision 9, 10, or 11 of Service Bulletin (no cracks in structure).\nX-ray of E-N window post; and close visual of external strap.\n3,300 after effective date of this AD, or 24,000 after strap installation, whichever occurs later. \n6,600 \n\n\n\t\t\t\t\t TABLE 6 \n\n\t\t\tModel 737 E-N Window Post Inspection\n\t\t (Applicable Boeing Service Bulletin 737-53-1023 \n\n\nAirplane\nCondition\nInspection Required\nin accordance with\nRevision 9, 10, or 11of Service Bulletin\nInitial\nInspection\nnot to exceed\n(flight cycles)\nRepeat Inspection \nInterval not to exceed (flight cycles) \n1. Service\tBulletin not accomplished; or repaired or modified per Original Issue or Revision 1, 2, 3, 4, 5, 6, 7, or 8 of Service Bulletin. \nX-ray of E-N window post.\n2,750 after effective date of this AD, or prior to the accumulation of 12,750, whichever occurs later. \n5,500\n2. Repaired per Revision 9, 10, or 11 of Service Bulletin (cracks in structure).\t\nX-ray of E-N window post; and close visual of external strap.\t\n2,750 after effective date of this AD, or prior to accumulating 17,750 after repair, whichever occurs later. \n5,500\n3. Modified per Revision 9, 10, or 11 of Service Bulletin (no cracks in structure).\nX-ray of E-N window post; and close visual of external strap.\n5,500 after effective date of this AD, or 24,000 after strap installation, whichever occurs later. \n11,000\n\n\t(c)\tReinspect the affected areas for cracks at intervalsnot to exceed those specified in the "Repeat Inspection Interval" column of the Tables of paragraphs (a) and (b) of this AD.\n \n\t(d)\tCracks and short edge margins must be repaired, prior to further flight, in accordance with the "Accomplishment Instructions" of the applicable service bulletin specified in paragraph (d)(1), (d)(2), or (d)(3) of this AD. After such repair, inspections must continue in accordance with the Tables of paragraphs (a) and (b) of this AD. \n\n\t\t(1)\tFor Boeing Model 707/720 series airplanes: Boeing Service Bulletin 2983, Revision 5, dated January 31, 1991; or Revision 6, dated November 12, 1992. \n\n\t\t(2)\tFor Boeing Model 727 series airplanes: Boeing Service Bulletin 727-53- 0086, Revision 11, dated August 8, 1991. \n\n\t\t(3)\tFor Boeing Model 737 series airplanes: Boeing Service Bulletin 737-53- 1023, Revision 11, dated May 16, 1991. \n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safetymay be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(f)\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(g)\tThe repairs shall be done in accordance with Boeing Service Bulletin 2983, Revision 5, dated January 31, 1991; Boeing Service Bulletin 2983, Revision 6, dated November 12, 1992; Boeing Service Bulletin 727-53-0086, Revision 11, dated August 8, 1991; and Boeing Service Bulletin 737-53-1023, Revision 11, dated May 16, 1991; as applicable. 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, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(h)\tThis amendment becomes effective on May 5, 1993.
65-21-05: 65-21-05 LOCKHEED: Amdt. 39-136 Part 39 Federal Register September 11, 1965. Applies to Models 188A and 188C Series Airplanes. Compliance required as indicated. To Detect and repair cracks in the vertical stabilizer -to-fuselage attach channel, P/N 803179-5, located at Fuselage Station 1117.6, accomplish the following: (a) For airplanes with 8,000 or more hours' time in service as of the effective date of this AD, comply with (c) within the next 150 hours' time in service unless accomplished within 1,350 hours' time in service prior to the effective date of this AD, and thereafter at intervals not to exceed 1,500 hours' time in service form the last inspection. (b) For those airplanes with less than 8,000 hours' time in service as of the effective date of this AD, comply with (c) prior to the accumulation of 8,150 hours' time in service unless accomplished during the 1,350 hours' time in service from 6,650 hours' to 8,000 hours' and thereafter at intervals not to exceed1,500 hours' time in service from the last inspection. (c) Visually or by use of other FAA-approved methods, inspect the vertical stabilizer- to-fuselage attach channel, P/N 803179-5, located at F. S. 1117.6 for cracks. If a crack is found, confirm crack end by inspection with dye penetrant or an FAA-approved equivalent. (d) If a crack is found during the inspection required by (c), the following apply: (1) If the crack length does not exceed 3 inches, stop drill the crack and install angles P/N 841309-101 and P/N 841309-102 in accordance with Lockheed Drawing 841307 or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be made. (2) If the crack length exceeds 3 inches, replace the P/N 803179-5 channel with a new P/N 803179-5 channel and install angles P/N 841309-101 and P/N 841309-102 in accordance with LockheedDrawing 841307 or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be made. (e) The periodic reinspection may be discontinued for airplanes on which the cracks are repaired in accordance with (d) and for airplanes with an uncracked P/N 803179-5 channel on which the P/N 841309-101 and P/N 841309-102 angles are installed in accordance with Lockheed Drawing 841307 as a reinforcement or on which an equivalent reinforcement approved by the Chief, Aircraft Engineering Division, FAA Western Region is incorporated. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection 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 such operator. This directive effective October 11, 1965.
82-18-05: 82-18-05 BOEING: Amendment 39-4444. Applies to Model 747 series freighter airplanes as listed in Boeing Service Bulletin No. 747-26-2083, Revision 1, or later FAA approved revisions, certificated in all categories. To prevent the rudder cable from possible hangup on the smoke detection tube, accomplish the following: \n\n\tA.\tWithin the next 1,500 hours time-in-service after the effective date of this AD, unless previously accomplished, modify the smoke detection tube in accordance with Boeing Service Bulletin No. 747-26-2083, Revision 1, or later FAA approved revision. \n\n\tB.\tAlternate means of compliance with the AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Area 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\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). \n\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. These documents may also be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective September 30, 1982.
2010-13-02: 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: A Fokker 50 operator reported an overextended MLG [main landing gear] sliding member after landing. During subsequent investigation it was found that an end stop had unscrewed itself to a certain extent. This caused the MLG torque links to move into an overcentre position against the MLG sliding member. Investigation learned that there was no lockwiring present on the two lockbolts, which hold the end stop. This condition, if not corrected, could lead to structural damage of the main gear and loss of control of the aeroplanes during the landing roll. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
91-06-08: 91-06-08 BOEING: Amendment 39-6928. Docket No. 90-NM-27-AD. \n\n\tApplicability: Model 747 series airplanes, line positions 2 through 707, except Model 747-400 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent damage to wing panels and/or electrical wiring as a result of failure of wing leading edge ducts, accomplish the following: \n\n\tA.\tPrior to the accumulation of 5,850 flight cycles, or within the next 1,850 flight cycles after the effective date of this AD, whichever occurs later, conduct a penetrant inspection and proof pressure test as follows: \n\n\t\t1.\tFor titanium T-ducts and flanged ducts: Conduct the inspection and test in accordance with the Accomplishment Instructions, Items A. through F., J., and K. of Boeing Alert Service Bulletin 747-36A2074, Revision 3, dated May 11, 1989, or Revision 4, dated September 13, 1990. If cracks or ruptures are detected, prior to further flight, repair or replace the duct in accordance with the service bulletin. \n\n\t\t2.\tFor flangeless ducts: Conduct the inspection and test in accordance with the Accomplishment Instructions, Items A. through F., J., and K. of Boeing Alert Service Bulletin 747- 36A2074, Revision 4, dated September 13, 1990. If cracks or ruptures are detected, prior to further flight, repair or replace the duct in accordance with the service bulletin. \n\n\tNOTE: For both flanged and flangeless ducts specified in paragraphs A.1. and A.2. of this AD (excluding T-ducts): The duct weld stress relieving procedure specified in Items G., H., and I. of the referenced service bulletins (and required by paragraphs B.2. and B.3. of this AD) may be accomplished in conjunction with the penetrant inspection and proof pressure test required by this paragraph, and constitutes terminating action for the requirements of paragraphs B.2. and B.3. of this AD. \n\n\tB.\tPrior to the accumulation of 3,000 flight cycles after accomplishment of the initial inspection required by paragraph A. of this AD, accomplish the following: \n\n\t\t1.\tFor titanium T-ducts: Replace titanium T-ducts with Inconel T-ducts in accordance with Boeing Service Bulletin 747-36-2059, dated June 3, 1983. Accomplishment of this replacement constitutes terminating action for the requirements of this AD. \n\n\t\t2.\tFor flanged ducts, except T-ducts: Conduct a penetrant inspection, proof pressure test, and duct weld stress relieving in accordance with the Accomplishment Instructions, Items A. through K., of Boeing Alert Service Bulletin 747-36A2074, Revision 3, dated May 11, 1989, or Revision 4, dated September 13, 1990. If cracks or ruptures are detected, prior to further flight, repair or replace the duct in accordance with the service bulletin. If the duct weld stress relieving has already been accomplished in accordance with AD 88-17-07 prior to the effective date of this AD, it constitutes terminating action for the requirements of this paragraph for flanged ducts. \n\n\t\t3.\tFor flangeless ducts: Conduct a penetrant inspection, proof pressure test, and duct weld stress relieving in accordance with the Accomplishment Instructions, Items A. through K., of Boeing Alert Service Bulletin 747-36A2074, Revision 4, dated September 13, 1990. \n\n\tIf cracks or ruptures are detected, prior to further flight, repair or replace the duct in accordance with the service bulletin. If the penetrant inspection, proof pressure test, and duct weld stress relieving have already been accomplished in accordance with AD 88-17-07 prior to the effective date of this AD, the following apply: \n\n\t\t\ta.\tFor straight flangeless ducts (L3, R3, L4, R4, L5, and R5 defined in the service bulletin): The above constitutes terminating actions for the requirements of this AD. \n\n\t\t\tb.\tFor bent flangeless ducts (L2, R2, L7, and R7 defined in the service bulletin): Conduct only a proof pressure test in accordance with Boeing Alert Service Bulletin 747- 36A2074, Revision 4, dated September 13, 1990. \n\n\tC.\tFor ducts other than T-ducts: Replacement of all leading edge pneumatic ducts by kits in accordance with Boeing Alert Service Bulletin 747-36A2074, Revision 3, dated May 11, 1989, or Revision 4, dated September 13, 1990; or in accordance with Boeing Service Bulletin 747-36-2092, dated June 28, 1990; constitutes terminating action for the requirements of this AD. \n\n\tD.\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\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base inorder 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\tAirworthiness Directive 91-06-08 supersedes AD 88-17-07, Amendment 39-5986. \n\n\tThis amendment (39-6928, AD 91-06-08) becomes effective on April 15, 1991.
68-15-04: 68-15-04\tBOEING: Amdt. 39-645 revises AD 68-15-04 by amending the compliance requirement. Applies to all Model 727 Series Airplanes. \n\n\tCompliance required within the next 1200 hours time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent damage to wire bundles adjacent to the battery charger, accomplish the following: \n\n\tInstall a flame barrier on the lower inboard side of the R.H. rack support assembly adjacent to the battery charger in accordance with Boeing Service Bulletin No. 24-27 or later FAA approved revisions or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective September 5, 1968.
90-20-20: 90-20-20 BOEING: Amendment 39-6725. Docket No. 90-NM-79-AD.\n\n\tApplicability: Model 747 series airplanes, line numbers 1 through 783, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent engine separation, accomplish the following: \n\n\tA.\tPrior to the accumulation of 10,000 total flight cycles or within the next 1,000 flight cycles after the effective date of this AD, whichever occurs later, perform either a detailed visual inspection or an ultrasonic inspection of the nacelle strut diagonal braces for cracks in accordance with Boeing Service Bulletin 747-54-2123, dated March 1, 1990. \n\n\t\tRepeat these inspections as follows:\n\n\t\t1.\tIf the immediately preceding inspection was accomplished visually, the next inspection must be conducted within 1,000 flight cycles. \n\n\t\t2.\tIf the immediately preceding inspection was accomplished ultrasonically, the next inspection must be conducted within 3,000 flight cycles.B.\tIf cracking is found, replace the nacelle strut diagonal brace with a serviceable brace prior to further flight. \n\n\tC.\tReplacement of the nacelle strut diagonal brace with a new production diagonal brace, which has revised internal and external surface finish, in accordance with the method described in Boeing Service Bulletin 747-54-2123, dated March 1, 1990, constitutes terminating action for the inspections required by paragraph A. of this AD. \n\n\tD.\tFor the purposes of compliance with this rule, two "touch-and-go" training flights may be considered equivalent to one flight cycle. \n\n\tE.\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\tF.\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 (39-6725, AD 90-20-20) becomes effective on October 23, 1990.
2021-16-19: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by reports of in-flight engine shutdowns (IFESs); investigation results indicated that this could be caused by high altitude climbs at higher thrust settings on engines with certain thrust ratings. This AD requires amending the existing airplane flight manual (AFM) to incorporate a new limitation and revise certain normal procedures, as specified in a Transport Canada Civil Aviation (TCCA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
79-15-04: 79-15-04 MCDONNELL DOUGLAS: Amendment 39-3514 as amended by Amendment 39-3565. Applies to Model DC-10-10, -10F, -30, -30F, and -40 airplanes certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo ensure the integrity and condition of the wing leading edge slat mechanical drive system, accomplish the following: \n\n\t(a)\tBefore further flight, after the effective date of this AD, unless already accomplished after June 6, 1979, and thereafter at intervals not to exceed 325 landings since the last inspection. \n\n\t\t1.\tVisually inspect all slat system drive cables and pulleys in situ for security, and general condition (corrosion, damage, etc.); \n\n\t\t2.\tVisually inspect all slat system followup cables and pulleys in situ for security and general condition (corrosion, damage, etc.); \n\n\t\t3.\tVisually inspect the inboard and outboard slat drive mechanisms while operating the slat system to verify security of the components and freedom of movement of the mechanisms; \n\n\t\t4.\tCorrect all discrepancies found during the above inspections which exceed the condition limitations provided by the McDonnell Douglas DC-10 Maintenance Manual; and \n\n\t\t5.\tReport results of all inspections to the Chief, Aircraft Engineering Division, FAA Western Region within 24 hours of accomplishment in the following format: \n\n\t\t\t(1)\t"N" Number \n\n\t\t\t(2)\tTotal landings at inspection \n\n\t\t\t(3)\tResults of inspection by specific paragraph and subparagraph of this AD \n\n\t\t\t(4)\tPart Number \n\n\t\t\t(5)\tIdentify contact for follow-up \n\n\t(b)\tFor #2 and #3 position, slat drive cables, except "zinc coated 6 x 31 or 7 flex premium cables," before accumulating an additional 810 landings on any individual cable, after the effective date of this AD, unless a new cable was installed within the last 5,700 landings, and thereafter at intervals not to exceed 6,500 total landings on any individual cable, replace the affected drive cable with a new cable of the same part number or anFAA approved replacement cable. If a cable is replaced with a "zinc coated 6 x 31 or 7 flex premium cable," the cable replacement limits specified in paragraph (c) become effective for the replacement cable. \n\n\t(c)\tFor #2 and #3 position, slat "zinc coated 6 x 31 or 7 flex premium" type drive cables, before accumulating an additional 810 landings on any individual cable after the effective date of this AD, unless a new cable was installed within the last 10,000 landings, and thereafter at intervals not to exceed 10,800 total landings on any individual cable, replace the affected drive cable with a new cable of the same part number or an FAA approved replacement part. \n\n\t(d)\tPart numbers of "zinc coated 6 x 31 or 7 flex premium cables" which are approved replacement cables for compliance with either paragraphs (b) or (c) are identified by McDonnell Douglas All Operators Letters, (AOL), 10-1333A dated October 26, 1978 and 10-1379 dated January 8, 1979. \n\n\t(e)\tThe repetitive inspections required by paragraph (a) may be discontinued after the inspections and modifications required by paragraph (b) of AD 78-20-04 (Amendment 39-3308) have been accomplished and after it has been determined that #2 and #3 slat position drive cables are within the limits of 6,500 total landings or the 10,800 total landings specified in paragraphs (b) or (c) respectively, of this AD. \n\n\t(f)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. \n\n\t(g)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(h)\tFor the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time-in-service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tAmendment 39-3514 became effective July 13, 1979. \n\n\tThis amendment 39-3565 becomes effective September 24, 1979.
92-16-03: 92-16-03 MCDONNELL DOUGLAS: Amendment 39-8312. Docket No. 92-NM-127-AD. \n\n\tApplicability: Model DC-10-10, -15, -30, -40, and KC-10A (Military) series airplanes on which spoiler mixer brackets, part number APH7275-1, APH7275-501, APH7275-503, APH7275-505, APH7275-507, or APH7275-509, have been installed; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent failure of the spoiler mixer brackets, which could lead to reduced controllability of the airplane, accomplish the following: \n\n\t(a)\tUnless accomplished within the last 1,500 landings, conduct an eddy current inspection of the right- and left-hand spoiler mixer brackets in accordance with McDonnell Douglas Alert Service Bulletin A27-220, dated May 29, 1992, at the later of times specified in paragraph (a)(1) or (a)(2) of this AD. \n\n\t\t(1)\tPrior to the accumulation of 100 landings or within 60 days after the effective date of this AD, whichever occurs first; or(2)\tPrior to the accumulation of 8,000 landings on the currently installed brackets. \n\n\t(b)\tIf no cracking is detected, repeat the eddy current inspection at intervals not to exceed 1,500 landings. \n\n\t(c)\tIf cracking is detected, accomplish the procedures specified in paragraphs (c)(1) and (c)(2) of this AD: \n\n\t\t(1)\tPrior to further flight, replace the spoiler mixer bracket with one having the same part number; or with a spoiler mixer bracket having part number APH7275-507 or APH7275-509, as applicable; in accordance with McDonnell Douglas Alert Service Bulletin A27-220, dated May 29, 1992. \n\n\t\t(2)\tPrior to the accumulation of 8,000 landings on the spoiler mixer bracket installed in accordance with paragraph (c)(1) of this AD, conduct an eddy current inspection of the right- and left-hand spoiler mixer brackets in accordance with McDonnell Douglas Alert Service Bulletin A27-220, dated May 29, 1992. Thereafter, repeat the eddy current inspection at intervals not to exceed1,500 landings. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(e)\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(f)\tThe inspection and replacement shall be done in accordance with McDonnell Douglas Alert Service Bulletin A27-220, dated May 29, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(g)\tThis amendment becomes effective on September 8, 1992.
2010-13-03: We are adopting a new airworthiness directive (AD) for certain Model 777-200LR and -300ER series airplanes. This AD requires doing a high frequency eddy current inspection for cracking of the keyway of the fuel tank access door cutout on the left and right wings between wing rib numbers 8 (wing station 387) and 9 (wing station 414.5), and related investigative and corrective actions if necessary. This AD results from reports of cracks emanating from the keyway of the fuel tank access door cutout of the lower wing skin between wing rib numbers 8 and 9. We are issuing this AD to prevent loss of the lower wing skin load path, which could cause catastrophic structural failure of the wing.