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75-13-03: 75-13-03 MCDONNELL DOUGLAS: Amendment 39-2240. Applies to all Douglas Model DC-10-10, -10F, -30, -30F, and -40 series airplanes, certificated in all categories. \n\n\tTo insure positive engagement of the passenger door downlock, accomplish the following on all passenger doors except the Type I (most forward left and right) doors on fuselage numbers one through 92. \n\n\tCompliance required as indicated. \n\n\tUnless already accomplished, within the next 48 hours (elapsed time) after the effective date of this AD on Douglas fuselage numbers one through 104, and within the next 120 hours (elapsed time) after the effective date of this AD on Douglas fuselage numbers 105 and subsequent. \n\n\t(a)\tFunctionally operate all doors to insure that the downlocks are properly engaged in accordance with Douglas Alert Service Bulletin No. A52-145, dated May 16, 1975, or later FAA-approved revisions. \n\n\t(b)\tIf doors do not open, no further action is required, provided normal door operation is satisfactory. \n\n\t(c)\tIf the downlock does not prevent the door from opening, accomplish one or more of the following in accordance with Douglas Alert Service Bulletin A52-145, dated May 16, 1975, or later FAA-approved revisions. \n\n\t\t(1)\tCheck the rigging of the load feel cam, up/down lock cam, and downlock pawl roller, adjust as required, and repeat the functional test specified in paragraph (a), above. \n\n\t\t(2)\tReplace the downlock pawl roller, and repeat the functional test specified in paragraph (a), above. \n\n\t\t(3)\tReplace the up/down lock cam with one of the following cams, and repeat the functional test specified in paragraph (a), above. \n\n\t\t\t(i)\tAn investment cast cam (cadmium plate, dull chrome in appearance). \n\n\t\t\t(ii)\tA machined cam (gunmetal, dull gray in appearance) that has been reinspected and verified to be within drawing tolerances. The cam must be marked with a yellow dot (approximately 3/8" diameter) to indicate that it was satisfactorily reinspected. \n\n\t\t\t(iii)\tA machined cam that has been reworked in accordance with Douglas Engineering Order No. ABA8570, and Change A. \n\n\t\t(4)\tUpon completion of the rerigging or modifications described in paragraph (c)(1), (c)(2), and (c)(3), above, perform a check of the door to insure normal operation. \n\n\t(d)\tEquivalent inspections and installations may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiating data. \n\n\tAirplanes may be flown to a base for performance of maintenance required by this AD, per FAR's 21.197 and 21.199, provided that, with respect to the doors identified as in need of maintenance, the slides or slide/rafts will be either removed or deactivated. \n\n\tThis supersedes the telegraphic AD adopted May 16, 1975. \n\n\tThis amendment becomes effective June 23, 1975.
93-17-06: 93-17-06 BOEING: Amendment 39-8677. Docket 93-NM-24-AD. Supersedes AD 92-16-09, Amendment 39-8318. \n\n\tApplicability: Model 747 series airplanes; line positions 202 through 886 inclusive, equipped with General Electric CF6-45/50 series engines; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent the loss of engine thrust control, accomplish the following: \n\n\t(a)\tFor those airplanes on which the new bracket assembly has not previously been installed in accordance with Boeing Alert Service Bulletin 747-76A2083, dated December 18, 1991, or Revision 1, dated May 28, 1992, accomplish the following: \n\n\t\t(1)\tPrior to or upon the accumulation of 9,000 total flight hours on the airplane, or within 600 flight hours after September 28, 1992 (the effective date of AD 92-16-09, Amendment 39-8318), whichever occurs later, perform a visual inspection of the number 1 strut idler pulley support bracket assembly to detect cracks; and inspect all associated fasteners for proper tightness; in accordance with Boeing Alert Service Bulletin 747-76A2083, dated December 18, 1991; Revision 1, dated May 28, 1992; or Boeing Service Bulletin 747-76A2083, Revision 2, dated February 25, 1993. \n\n\t\t\t(i)\tIf no crack is found in the bracket assembly, return the airplane to service and repeat the inspections required by paragraph (a) of this AD at intervals not to exceed 600 flight hours. \n\n\t\t\t(ii)\tIf only one crack is found in the bracket assembly and its length is two inches or less, prior to further flight, accomplish the procedures specified in either paragraph (a)(1)(ii)(A) or (a)(1)(ii)(B) of this AD: \n\n\t\t\t\t(A)\tAccomplish the interim repair described in Paragraph E. of the Accomplishment Instructions of Boeing Alert Service Bulletin 747-76A2083, Revision 1, dated May 28, 1992. Thereafter, repeat the inspections described in paragraph (a) of this AD at intervals not to exceed 100 flight hours. Within 750 flighthours after installation of the interim repair, replace the bracket assembly in accordance with Boeing Service Bulletin 747-76A2083, Revision 2, dated February 25, 1993. Replacement of the bracket assembly constitutes terminating action for the repetitive inspections required by this paragraph. \n\n\t\t\t\t(B)\tReplace the bracket assembly in accordance with Boeing Service Bulletin 747-76A2083, Revision 2, dated February 25, 1993. \n\n\t\t\t(iii)\tIf cracks are found in the bracket assembly, or if only one crack is found and its length exceeds two inches, prior to further flight, replace the bracket assembly in accordance with Boeing Service Bulletin 747-76A2083, Revision 2, dated February 25, 1993. \n\n\t\t\t(iv)\tIf any fastener is found to be loose, prior to further flight, tighten fastener to within specified torque limits, in accordance with Boeing Alert Service Bulletin 747-76A2083, dated December 18, 1991; Revision 1, dated May 28, 1992; or Boeing Service Bulletin 747-76A2083, Revision 2,dated February 25, 1993. \n\n\t\t(2)\tExcept as provided by paragraph (a)(1)(ii)(A) of this AD, within 12 months after the effective date of this AD, replace the bracket assembly, in accordance with Boeing Service Bulletin 747-76A2083, Revision 2, dated February 25, 1993. Replacement of the bracket assembly constitutes terminating action for the inspection requirements of this AD.\n \n\t(b)\tFor those airplanes on which the new bracket assembly has previously been installed in accordance with Boeing Alert Service Bulletin 747-76A2083, dated December 18, 1991, or Revision 1, dated May 28, 1992, accomplish the following: \n\n\t\t(1)\tWithin 30 days after the effective date of this AD, conduct a visual inspection of the strut web to detect cracking in the area of the pulley bracket, in accordance with Boeing Service Bulletin 747-76A2083, Revision 2, dated February 25, 1993. Conduct repetitive visual inspections in accordance with either paragraph (b)(1)(i), (b)(1)(ii), or (b)(1)(iii), as applicable. \n\n\t\t\t(i)\tIf the bracket assembly had been installed within the last 90 days prior to the effective date of this AD, repeat the visual inspection at the times specified in paragraphs (b)(1)(i)(A), (b)(1)(i)(B), and (b)(1)(i)(C). \n\n\t\t\t\t(A)\tWithin 90 days after accomplishing the initial visual inspection required by paragraph (b) of this AD; and \n\n\t\t\t\t(B)\tWithin 180 days after accomplishing the initial visual inspection required by paragraph (b) of this AD; and \n\n\t\t\t\t(C)\tWithin 360 days after accomplishing the initial visual inspection required by paragraph (b) of this AD. \n\n\t\t\t(ii)\tIf the bracket assembly had been installed within the last 91 through 180 days prior to the effective date of this AD, repeat the visual inspection at the times specified in paragraphs (b)(1)(ii)(A) and (b)(1)(ii)(B). \n\n\t\t\t\t(A)\tWithin 90 days after accomplishing the initial visual inspection required by paragraph (b) of this AD; and \n\n\t\t\t\t(B)\tWithin 270 days after accomplishing the initialvisual inspection required by paragraph (b) of this AD. \n\n\t\t\t(iii)\tIf the bracket assembly had been installed within the last 181 through 360 days prior to the effective date of this AD, repeat the visual inspection within 180 days after accomplishing the initial visual inspection.\n \n\t\t(2)\tIf no crack is detected within 360 days after accomplishing the initial visual inspection required by paragraph (b)(1) of this AD, no further action is required. \n\n\t\t(3)\tIf any crack is detected during any of the visual inspections required by paragraph (b) of this AD, prior to further flight, stop drill the crack and install a doubler over the affected area, in accordance with the Boeing 747 Structural Repair Manual, Section 51-40-02. \n\n\t(c)\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, 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(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThe replacement shall be done in accordance with Boeing Service Bulletin 747-76A2083, Revision 2, dated February 25, 1993. 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. The inspections and tightening shall be done in accordance with Boeing Alert Service Bulletin 747-76A2083, dated December 18, 1991; and Boeing Alert Service Bulletin 747- 76A2083, Revision 1, dated May 28, 1992. The repair shall be done inaccordance with Boeing Alert Service Bulletin 747-76A2083, Revision 1, dated May 28, 1992. The incorporation by reference of these documents was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of September 28, 1992 (57 FR 38251, August 24, 1992). Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. 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(f)\tThis amendment becomes effective on September 30, 1993.
2010-10-05: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Model 747 airplanes. That AD currently requires repetitive inspections to detect cracking in certain fuselage skin lap joints, and repair if necessary. This new AD expands the inspection area in the existing AD, adds a modification of certain lap joints, and adds certain post-repair inspections of the lap joints. Accomplishing the modification ends the repetitive inspections required by the existing AD for the length of lap joint that is modified. This AD results from a structural review of affected skin lap joints for widespread fatigue damage. We are issuing this AD to prevent fatigue cracking in certain lap joints, which could result in rapid depressurization of the airplane.
88-11-04: 88-11-04 BOEING: Amendment 39-5909. Applies to Model 737 series airplanes, as listed in Boeing Alert Service Bulletin 737-57A1081, Revision 10, dated July 16, 1987, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo ensure structural integrity of the wing front spar upper chord structure, accomplish the following: \n\n\tA.\tWithin 100 flight hours after the effective date of this AD, unless previously accomplished within the last 900 flight hours, visually inspect for cracks the forward side of the wing front spar upper chord from front spar station (FSS) 90 to FSS 225, both left and right sides, in accordance with Boeing Alert Service Bulletin 737-57A1081, Revision 10, dated July 16, 1987. Repeat these inspections at intervals not to exceed 1,000 flight hours. \n\n\tB.\tAlternate means of compliance for paragraph A., above, only for airplanes which have been inspected in accordance with AD 74-01-01 and on which the spar chord segment, left FSS 108 to FSS 198 and/or right FSS 108 to FSS 198, was found to be free of cracks at the last inspection: Visually inspect that chord or chords for cracks in the forward side of the wing from FSS 90 to FSS 225, in accordance with Boeing Alert Service Bulletin 737-57A1081, Revision 10, dated July 16, 1987, within 900 flight hours from the last inspection, or within 100 flight hours after the effective date of this AD, whichever occurs later. Repeat these inspections at intervals not to exceed 1,000 flight hours. \n\n\tC.\tApply organic corrosion inhibitor after each inspection required by paragraph A. or B., above, in accordance with Boeing Alert Service Bulletin 737-57A1081, Revision 10, dated July 16, 1987. \n\n\tD.\tIf cracks are found as a result of the inspections required by paragraph A. or B., above, accomplish the following: \n\n\t\t1.\tIf cracks less than two inches in length are found, stop drill prior to further flight, in accordance with Boeing Alert Service Bulletin 737-57A1081, Revision 10, dated July 16, 1987. Thereafter, reinspect daily, using eddy current or dye penetrant inspection methods. If crack growth is observed, or prior to the accumulation of 400 hours time-in-service after stop drilling, whichever occurs first, repair in accordance with Boeing Alert Service Bulletin 737-57A1081, Revision 10, dated July 16, 1987. After repair, continue to inspect in accordance with paragraph A., above. \n\n\t\t2.\tIf cracks are equal to or greater than two inches in length, repair prior to further flight, in accordance with Boeing Service Bulletin 737-57A1081, Revision 10, dated July 16, 1987. After repair, continue to inspect in accordance with paragraph A., above. \n\n\tE.\tInstallation of new and improved upper chord segment in accordance with Boeing Service Bulletin 737-57-1081, Revision 7, dated March 21, 1980, is considered terminating action for the repetitive inspections required by this AD for the structure replaced. However the repetitive inspections required by paragraph A., B., or D., above, as applicable, must continue for the structure not replaced. \n\n\tF.\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\tG.\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 the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment 39-5909 supersedes AD 74-01-01, Amendment 39-2799; and AD 87-05-52, Amendment 39-5627. \n\n\tThis amendment 39-5909 becomes effective June 13, 1988.
78-01-13: 78-01-13 MCCAULEY PROPELLERS: Amendment 39-3120. Applies to the Model D2AF34C305 propellers installed on the rear engine of certain Cessna T337G aircraft (having Serial Numbers P337-0001 through P337-0193), and Cessna FT337GP aircraft (having Serial Numbers FP33700001 through FP33700013).\n \n\tCompliance required as indicated, unless already accomplished.\n \n\tTo detect propeller hub cracks and prevent possible failures, accomplish the following:\n \n\t(a)\tPropellers with less than 490 hours time in service, as of the effective date of this AD, inspect in accordance with paragraph (c) within 500 hours total time in service and reinspect every 50 hours from the last inspection in accordance with paragraph (c).\n \n\t(b)\tPropellers with 500 or more hours in service, or whose total time in service is unknown, as of the effective date of this airworthiness directive inspect in accordance with paragraph (c) within the next 10 hours time in service and reinspect every 50 hours from the last inspection in accordance with paragraph (c).\n \n\t(c)\tThe following inspection(s), (1) or (2) as applicable, should be made by a Federal Aviation Administration certificated A & P Mechanic, or an appropriately rated certificated repair station: \n\n\t\t(1)\tVisually inspect hub extension exterior surface for cracks with a 10X (power) glass between the spinner bulkhead and engine flange. Refer to notes and sketch which follow. Removal of the cowl or propeller spinner is not necessary for this inspection. Replace before further flight any cracked hub with an airworthy hub.\n \n\t\t(2)\tIn the event that the propeller is removed from the engine, remove the 'O' ring from the hub and clean. Inspect the interior and exterior surfaces for cracks within the first inch and a half from the engine mounting flange by dye penetrant method. Refer to notes and sketch which follow. Replace before further flight any cracked hub with an airworthy hub. \n\n\tNOTES:\t(i)\tExcessive paint overspray from theexterior painting of aircraft may be present in this area and must be removed prior to inspection. \n\t\t\t(ii)\tIf a new hub is installed, inspection requirements will again return to the start of the 500 hour inspection requirement then followed by the 50 hour inspection requirement. \n\n\n\t\n\t(McCauley Service Bulletin No. 128-A and Cessna Service Letter ME77-21, or later Federal Aviation Administration approved revisions, also pertain to this subject.)\n \n\tThe manufacturer's specifications and procedures identified in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by the directive who have not already received these documents from the manufacturer, may obtain copies upon request to McCauley Accessory Division, Cessna Aircraft Company, Box 7, Roosevelt Station, Dayton, Ohio 45417. These documents may also be examined at the Great Lakes Regional Office, 2300 East Devon Avenue, Des Plaines, Illinois 60018, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this airworthiness directive which includes incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and the Great Lakes Region.\n\n\tThis amendment becomes effective: January 16, 1978.
50-48-02: 50-48-02 COLLINS RADIO: Applies to All Model 51R-1 and 51R-2 Receivers Incorporating Allite or Thordarson 90/150 Cycle Filters in Their Tone Localizer Indicator Circuits and to All Model 51R-1 Receivers Which Have Not Been Modified in Accordance With Collins 51R-1 Service Bulletin Number 7a. This Note Applies Only to Receivers Installed in Air Carrier Aircraft. Compliance required by July 1, 1951. A. To minimize the possibility of complete or partial in-service failure of the 90/150 cycle tone localizer system, replace all Allite and Thordarson 90- and 150-cycle filters with Collins Radio Co. approved replacement filters as follows: REMOVE REPLACE ALLITE WITH FUNCTION COLLINS NO. THORDARSON NO. (SCHRADER) NO. COLLINS NO. 90 cycle 673 0160 00 T51677 C222220-1 673 0206 00 150 cycle 673 0161 00 T51678 C222220-2 673 0207 00 United Transformer Co. P/N F5024, 150 cycle filters, Collins P/N 673 0161 00, are satisfactory and should notbe replaced. (Collins 51R-1 and 51R-2 Service Bulletin No. 14 dated September 21, 1950, covers this same subject.) B. To minimize the possibility of course reversal due to the loss of automatic gain control action, modify the Model 51R-1 receiver in accordance with Collins 51R-1 Service Bulletin No. 7a dated August 29, 1950.
58-10-08: 58-10-08 VICKERS: Applies to All Viscount 700 Series Aircraft Equipped With 14-Inch Stroke Landing Gear Oleos. Compliance required by July 31, 1958. Failures have occurred in the main chassis retraction jack bolts, Vickers P/N 74450-341, which are located in the inner nacelle, port and starboard, due to overtightening of the nut, Vickers P/N 74450-85. In order to preclude these failures, a nut of improved design, Vickers P/N 74450-423 must be installed to replace the old nut, Vickers P/N 74450-85. The British Air Registration Board considers this mandatory. The FAA concurs with this action and considers compliance therewith mandatory. (Vickers-Armstrongs Modification No. D.2278 covers this subject.)
88-12-05: 88-12-05 MCDONNELL DOUGLAS: Amendment 39-5935. Applies to Models DC-9-30, DC-9-41, DC-9-51, DC-9-81, DC-9-82, and DC-9-83 series airplanes; equipped with Hydro-Aire Auto Brake Control Units, Part Numbers 42-409, 42-409-1, 42-639, 42-639-1, 42-809, or 42-839; certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo eliminate inadvertent disarming of the Auto Brake System following exposure to momentary electrical power interruptions or transients, accomplish the following: \n\n\tA.\tWithin 12 months after the effective date of this airworthiness directive (AD), modify the Hydro-Aire Auto Brake Control Units, Part Numbers 42-409, 42-409-1, 42-639, 42-639-1, 42-809 or 42-839, in accordance with the Accomplishment Instructions of McDonnell Douglas DC-9 Service Bulletin 32-216, dated September 24, 1987. \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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Los Angeles Aircraft Certification Office. \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 information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California.This Amendment, 39-5935, becomes effective July 1, 1988.
2010-10-20: We are adopting a new airworthiness directive (AD) for certain Model DC-9-30, DC-9-40, and DC-9-50 series airplanes. This AD requires inspecting to determine the part numbers of the forward and aft auxiliary tank fuel boost and transfer pump conduit/conduit assembly and conduit assembly electrical connector, as applicable, and corrective actions if necessary. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to detect and correct the potential for an arc/spark condition to occur within the fuel boost or transfer pump conduit assembly connectors and propagate into the forward and aft auxiliary fuel tanks, which could result in a fire or explosion.
99-21-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires repetitive inspections to detect certain discrepancies of the cables, fittings, and pulleys of the engine thrust control cables; and repair, if necessary. For certain airplanes, this amendment also requires replacement of certain pulleys with new pulleys, and re-rigging of the engine thrust control cable. This amendment is prompted by reports of engine thrust control cable failures. The actions specified by this AD are intended to prevent such failures, which could result in a severe asymmetric thrust condition during landing, and consequent reduced controllability of the airplane.
82-04-06: 82-04-06 MCDONNELL DOUGLAS: Amendment 39-4320. Applies to McDonnell Douglas Model DC-10-40 airplanes equipped with Pratt and Whitney JT9D-20 series engines, certificated in all categories. Compliance required within twelve (12) calendar months from the effective date of this AD, unless already accomplished. \n\n\tTo minimize the possibility of separation of the nose cowl from the aircraft in the event of fan blade failure, accomplish the following: \n\n\tA.\tReplace the nose cowl attaching bolts and nuts on engines 1 and 3 as outlined in the Accomplishment Instructions and Material Information in McDonnell Douglas DC-10 Service Bulletin 71-123 dated June 23, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tB.\tAlternate means of compliance with this AD which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\n\tAll persons affected by this directive who have not already received these 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, C1-750 (54-60). These documents also may be examined at the FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108, or 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tThis amendment becomes effective March 4, 1982.
2010-10-07: 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: It has been found the occurrence of outboard slat skew sensor failure in open or closed position. The combination of an outboard slat skew sensor failed closed, an outboard slat actuator structural failure (rupture) and its adjacent actuator torque limiter failing high (allows higher loads to the panel structure) occurring in the same slat surface, under normal flight loads, may lead [the] slat surface to detach from the wing with the possibility of hitting and damaging the horizontal stabilizer and elevator, which may affect the airplane controllability. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-03-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Cracks have been detected on the upper flange (cap) of several "0'' pressure bulkheads on the production line; none of the cracks had spread across the thickness of material. Investigation revealed that all "0'' pressure bulkheads installed on aircraft from MSN 1106 up to 1189 could have the same cracks. We are issuing this AD to require actions to correct the unsafe condition on these products.
65-19-05: 65-19-05 VICKERS: Amdt. 39-127 Part 39 Federal Register August 26, 1965. Applies to Viscount Models 744 and 745D Series Airplanes Equipped with Main Landing Gear Top Yokes of DTD 683 Aluminum Alloy. Compliance required as indicated. To prevent further failures of the main landing gear top yokes, accomplish the following: (a) Within the next 25 landings after the effective date of this AD, visually inspect the top yoke for cracks in accordance with British Aircraft Corporation (BAC) Ltd. Preliminary Technical Leaflet (PTL) No. 255 (700 Series) or later ARB-approved issue and thereafter at intervals not to exceed 25 landings from the last inspection until modified in accordance with (d) of this AD. (b) If cracks are found, within the next five landings (1) Repair the yoke in accordance with Modification D.3154, part (b) or (d) as applicable or an equivalent approved by the Chief, Aircraft Certification Staff, European Region, and reinspect at intervals not to exceed 100 landings in accordance with PTL No. 255 or later ARB-approved issue until modified in accordance with (d) of this AD; or (2) Replace the yoke. (c) Replace within the next five landings any yoke found with a propagating crack during the inspection required by (b)(1). (d) The repetitive inspections required by (a) and (b)(1) may be discontinued after installation of BAC Modification D.3154 part (a) or (c), as applicable, a replacement yoke of L.65 material in accordance with BAC Modification D.1468, or an equivalent approved by the Chief, Aircraft Certification Staff, European Region. (e) For 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. This directive effective September 5, 1965.
84-11-04: 84-11-04 McDONNELL DOUGLAS: Amendment 39-4879. Applies to McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, -40, and KC-10A (Military) series airplanes, certificated in all categories. Compliance required as indicated in the body of this AD unless previously accomplished. \n\n\tTo preclude the potential of dual hydraulic system failure as a consequence of loose or broken inboard aileron actuator cylinder tie bolts, accomplish the following: \n\n\tA.\tOn inboard aileron actuator control assemblies, Parker Bertea Part Numbers 200900-5007, -5009, -5011, and -5013, and 217300-5005: \n\n\t\t1.\tPrior to the accumulation of 5,000 flight hours since new or overhauled or within the next 1,000 flight-hours whichever occurs later, after the effective date of this AD; and at 1,000 flight-hour intervals thereafter, until the accomplishment of paragraph A.2., below, perform the inspection outlined in the Accomplishment Instructions, Phase I, of McDonnell Douglas DC-10 Service Bulletin A27-196, dated December 7, 1983, and Parker Bertea Service Bulletin 200900/217300-27-102, dated November 15, 1983, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\t2.\tWithin the next 7,500 flight-hours after the effective date of this AD, perform the torque check outlined in the Accomplishment Instructions, Phase II, of McDonnell Douglas DC-10 Service Bulletin A27-196, dated December 7, 1983, and Parker Bertea Service Bulletin 200900/217300-27-102, dated November 15, 1983, 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 equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: Aircraft which have been inspected in accordance with the procedures specified in paragraph A.1., above, or according to equivalent inspection procedures approved by the FAA Principal Maintenance Inspector (PMI) since March 1, 1983, are considered to have complied with the initial inspection requirements of this AD. \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 these 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, C1-750 (54-60). These documents also 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 July 16, 1984.
88-02-03: 88-02-03 BELL HELICOPTER TEXTRON, INC. (BHTI): Amendment 39-6379. Final Rule of Priority Letter AD. Docket No. 88-ASW-1. \n\n\tApplicability: All BHTI Model 222, 222B, and 222U helicopters certificated in any category, with main rotor (M/R) yoke, part number (P/N 222-011-102-101, installed. \n\n\tCompliance: Required prior to further flight after the effective date of this AD, unless already accomplished. \n\n\tTo prevent failure of the M/R yoke which could result in loss of a M/R blade and subsequent loss of the helicopter, accomplish the following: \n\n\t(a)\tVisually inspect before the first flight of each day, the main rotor yoke for crack indications in the four (4) areas around the Flapping Bearing attachment bushings as shown in Figure 1. If a crack is detected, replace the M/R yoke prior to further flight. \n\n\tNOTE: BHTI Service Bulletin Numbers 222U-88-20 or 222-88-46, dated January 14, 1988, pertain to these inspections. \n\n\t(b)\tAn alternate method of compliance or adjustment of the compliance time, which provides an equivalent level of safety, may be used when approved by the Manager, Rotorcraft Certification Office, ASW-170, FAA, 4400 Blue Mound Road, Fort Worth, Texas 76193-0170. \n\n\t(c)\tIn accordance with FAR 21.197 and 21.199, the helicopter may be flown to a base where the inspection may be accomplished. \n\n\tThis amendment (39-6379, AD 88-02-03) becomes effective on November 28, 1989, as to all persons except those persons to whom it was made immediately effective by Priority Letter AD 88-02-03, issued on January 21, 1988, which contained this amendment.
79-11-02: 79-11-02 BOEING: Amendment 39-3482. Applies to the Model 727 airplanes that have the following serial numbers: \n\t\nGroup I: These airplanes were delivered with auto-speedbrakes operative: \n\n\n727-2F2\t\t\n21603 \n727-222\t\t \n21398 through 21425 \n21557 through 21574\n727-225\t\t\n21449 through 21453 \n21578 through 21581 \n727-2R1\n21636 \n727-2A1\n21341 through 21344 \n727-2F9\t\t\t\t\t\n21426 and 21427 \n727-287\n21688 and 21689 \n727-290\t\t \t\t \n21510 and 21511\n727-243\t\n21661 through 21664 \n727-256\n21609 through 21611\n727-2K3\t\n21494 and 21495\n727-2L5\t\n\t\t\t\n21332 and 21333 \n21539 and 21540 \n727-2J4\t\n21676 \n727-281\n21455 through 21456 \n21474 \n727-251 \n21503 through 21506 \n727-2P1\n21595\n727-2M7\t\n21457 and 21502 \n21655 \n727-212\n21347 through 21349 \n21458 through 21460 \n\n\t\nGroup II: These airplanes were delivered without auto-speedbrakes: \n\n\n\n727-277\t\t\n\t\t\t\n21480 and 21647 \n727-227\n21363 through 21366 \n21394 and 21395 \n21461 through 21466 \n21488 through 21493 \n21529 through 21531 \n727-232\t\t\n21303 through 21315 \n21430 through 21433 \n21469 through 21472 \n21582 and 21583\n727-230\t\t\n21442 \n21618 through 21623\n727-264\t\t\n\t\t\t \n21577 and 21617 \n21637 \n727-276\n21479 and 21646\n727-2H3\t \t\t\t \n21318 through 21320\n727-247\n21329 through 21331 \n21392 and 21393 \n21481 through 21485\n727-243\t\t \n21320\n\t\nGroup III: These airplanes were delivered with auto-speedbrakes deactivated: \n\n\n\n727-214\t\n21512 and 21513\n727-2Q8\n21608\n\n\n\tCompliance required as indicated: \n\tA.\tWithin 50 hours time-in-service after the effective date of this AD, unless Service Bulletin 727-31-A44, revision 1, or later FAA approved revisions, have already been accomplished, accomplish the following: \n\t\tFor Group I airplanes delivered with the auto-speedbrake system operative: Prior to conducting operations when the outside air temperature is below 25 degrees F the auto- speedbrake system must be deactivated by pulling and collaring the circuit breakers and placarding handle inoperative and the crew advised that the takeoff warning system may not function. \n\t\tFor Group II airplanes delivered without the auto-speedbrake system, and for Group III airplanes that were delivered with the auto-speedbrake system deactivated: Prior to conducting operations when the outside air temperature is below 25 degrees F advise the flight crew that the takeoff warning system may not function. \n\tB.\tWithin 1,000 hours time-in-service or 6 months after the effective date of this AD, whichever comes first, and unless already accomplished, perform a one-time check of the throttle lever auto-speedbrake/takeoff warning switch setting and adjust these switches, if necessary, in accordance with Boeing Alert Service Bulletin 727-31-A44, Revision 1, or later FAA-approved revisions. \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 Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective June 11, 1979.
60-23-01: 60-23-01\tBOEING: Amdt. 216 Part 507 Federal Register November 4, 1960. Applies to the following 707-100 Series aircraft: Serial Numbers 17586 through 17591, 17628 through 17651, 17658 through 17672, 17696 through 17702, and 17925 through 17927. \n\n\tCompliance required within 2,500 hours' time in service after effective date.\n \n\tIncidents have occurred of the engine start lever slipping toward the "OFF" position causing engine flame-out. One such incident occurred during takeoff. These incidents were caused by insecure placement of the start lever in the "idle" position. In addition, inspections have disclosed the presence of incorrect parts and improper installations on some airplanes.\n \n\tAlso, in the present starting ignition system, on some airplanes, the igniter plug fires during initial engine rotation. This has caused combustion chamber explosions when fuel vapors were present. \n\n\tTo correct the above unsatisfactory conditions, the following modifications or FAA approved equivalents and inspections are required: \n\n\tI.\tModify and inspect the start lever system as follows: \n\n\t\ta.\tMachine an additional slot at the start position of the start lever latch in each of the start lever guides as shown in Fig. 1 of Boeing Service Bulletin 369 dated April 15, 1959. \n\n\t\tb.\tAscertain that the control stand start lever spacers, P/N 66-19067-1 and -2, and lever guide fillers P/N 66-9256-3, are correctly installed as follows:\n\n\t\t\t(1)\tThe two outboard spacers must be P/N 66-19067-1 and -2 and installed in accordance with Boeing Drawing 65-1795. (Boeing 707 Parts Catalog Fig. 25-2-11 is in error in calling for P/N 66-9256-1 and -2 for Items 28 and 33. Correct P/N's are 19067-1 and -2 as indicated above.)\n\n\t\t\t(2)\tThe middle lever guide filler, P/N 66-9256-3, must be installed with the wide section at the top and not at the bottom. (Item 17 in Fig. 75-2-11 of Boeing 707 Parts Catalog is incorrect in that it shows the wide section at the bottom.)\n \n\t\tc.Ascertain that the start lever detents have a minimum distance of 0.53 inch between the stop strap and the idle detents in accordance with Bulletin 369.\n \n\t\td.\tAfter reinstallation of the start levers, ascertain that the start lever system is properly rigged as covered in Chapter 76 Boeing 707-100 Series Maintenance Manual. This applies only to airplanes which require removal of the start lever detents for machining the slot. \n\n\tII.\tModify the starting ignition system as follows: \n\n\t\ta.\tRemove the jumper wire between the "COMMON" terminal and "NO" terminal of each engine start lever switch (S192, S193, S194, S195).\n \n\t\tb.\tInstall a wire from the "ON" contact flight start and control switches (S188, S189, S190 and S191) on the pilot's overhead panel to the corresponding engine ignition circuit breaker bus on the P6 circuit breaker panel. Remove the No. 18 jumper wire between the flight start and ground start terminals of the engine start and control switch. Boeing Service Bulletin No. 195 (R-1) dated July 8, 1959, and Supplement No. 195 (R-1)A dated August 4, 1959, covers these changes.\n \n\tThis directive shall become effective December 6, 1960.
63-16-01: 63-16-01 BOEING: Amdt. 596 Part 507 Federal Register August 3, 1963. Applies to All Models 707 and 720 Series Aircraft Equipped with Pratt & Whitney JT3D-1 or -3 engines. \n\n\tCompliance required as indicated. \n\n\tTo prevent inadvertent aft thrust reverser sleeve actuation, compliance with the following is required: \n\n\t(a) Within 300 hours' time in service after the effective date of this airworthiness directive, unless already accomplished within the last 200 hours' time in service, and within each 500 hours' time in service thereafter until compliance with (d), inspect the upper latch lock hook for evidence of interference with the latch roller support structure. This inspection shall be done as follows or in accordance with an FAA-approved equivalent procedure: \n\n\t\t(1) Remove the access panel in the aft reverser sleeve to gain access to the upper latch lock (P/N 65-10567). \n\n\t\t(2) Disengage the upper and lower latch locks and move the sleeve 5 inches aft from the fullyclosed position. \n\n\t\t(3) Force the aft end of the upper latch lock horizontally to the limit of its travel and hold it in that position. \n\n\t\t(4) Move the sleeve forward and determine by using a feeler gauge, if the hook end of the latch clears the roller support structure by 0.05 inch minimum while the hook is in position (3). \n\n\t\t(5) Repeat (3) and (4) with the hook displaced to its limit in the opposite direction. \n\n\t\t(6) If the hook end of the latch clears the roller support structure on either side by less than 0.05 inch the latch installation must be reworked in accordance with (b) before further flight. \n\n\t(b) Rework the latch installation by replacing the latch pivot bearing with a new bearing, BAC-B10A-649 or BAC-B10A-649A, roller swaged in place per BAC Process Specification 5435 or secured by an FAA approved equivalent means, or by replacing the latch assembly, P/N 65-10567, with a new or reworked assembly. When replacing the latch bearing or latch assembly install an AN 960C616L washer on each side of the latch pivot bearing to provide additional support. After rework, the latch hook must clear the roller support structure by 0.05 inch minimum. \n\n\t(c) Unless already accomplished, within 500 hours' time in service after the effective date of this AD, provide an indexing stripe in accordance with Boeing Service Bulletin No. 1799, or equivalent, to the inboard surface of the strut and sleeve to give visual indication of the aft reverser sleeve position both on the ground and inflight. To insure alignment of the stripe following replacement, removal, or rework of either the aft sleeve or strut, remove the old stripe and apply a new one in accordance with Boeing Service Bulletin No. 1799, or equivalent. Approval of any equivalent means shall be processed through Engineering and Manufacturing Branch, FAA Western Region, Los Angeles, California. \n\n\t(d) Within 2,400 hours' time in service after the effective date of this AD, unless already accomplished, accomplish the following: \n\n\t\t(1) Install a new latch pivot bearing (BAC-B10A-649A) in the upper latch assembly in accordance with Boeing Service Bulletin No. 1787, or replace the latch assembly with a new or reworked assembly (P/N 65-10567-A) which incorporates the new bearing (BAC- B10A-649A). \n\n\t\t(2) Provide a means of preventing the upper latch hook from jamming into the latch roller support structure in accordance with Boeing Service Bulletin No. 1809 or equivalent. Approval of any equivalent means shall be processed through Engineering and Manufacturing Branch, Western Region, Los Angeles, California. \n\n\t(e) At each engine replacement after incorporation of (d)(1) and (2), determine if the upper latch lock pivot bearing is in serviceable condition and if it is properly retained in its housing. If necessary, rework the upper latch assembly as required to return it to a serviceable condition in accordance with Boeing Service Bulletin No. 1787. \n\n\t(f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, 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. \n\n\t(g) The aft thrust reverser position indicating switch may be relocated in accordance approved equivalent. Approval of any equivalent means shall be processed through the Engineering and Manufacturing Branch, Western Region, Los Angeles, California. When the approved switch relocation is incorporated, compliance with the provisions of paragraphs (a) through (e) of this AD is no longer required. (Boeing Service Bulletin No. 1896 pertains to this subject.) \n\n\t(Boeing Service Bulletin Nos. 1787, 1799 and 1809 pertain to this subject.) \n\n\tThis directive effective September 6, 1963. \n\n\tRevised March4, 1964.
78-13-04: 78-13-04 GRUMMAN AMERICAN AVIATION CORPORATION: Amendment 39- 3247. Applies to airplanes Models AA-1, AA-1A, all serial numbers, and AA-1B Serial Number AA-1B 0001 through AA-1B 0542, certificated in all categories. \n\n\tCompliance required within next 200 hours in service after the effective date of this A. D. unless already accomplished. \n\n\tTo provide increased visibility and readability of the fuel measurement gauge and thereby to minimize the occurrence of unintentional fuel exhaustion in flight, accomplish the following: \n\n\t(a)\tDefuel both fuel tanks and gain access to the fuel measurement gauges by removing interior side panels and access panels on the underside of the wing root. Caution: Installation of the float involves opening of the fuel system within the cockpit. Observe appropriate safety practices concerning defueling and fuel system maintenance. \n\n\t\t(1)\tDisconnect the line fittings from the top of the gauges, and from inside the wing root, disconnect the measurement gauge fuel supply lines. Also, disconnect primer line on the right gauge. \n\n\t\t(2)\tRemove the two (2) screws in each of the four (4) clamps which mount the measurement gauges to the side panels. \n\n\t\t(3)\tThe measurement gauges may now be disassembled on the bench and each component individually inspected. Figure 1 shows details of the gauge in an exploded view. \n\n\t\t(4)\tPlace one (1) Grumman Part Number 401129-5 Fuel Float in each gauge, install two (2) new Part Number 14.2 "U" Cup Packings and reassemble in the reverse order. \n\n\tNOTE: To prevent damage from over-tightening, assemble packings to caps and press assemblies onto glass tube until they bottom. Run nuts up equally on both ends until contact is made with caps. Complete assembly by turning each nut 1/4 turn tighter. \n\n\t\t(5)\tInstall fuel measurement gauges in aircraft and check for leaks. Install interior side panels and access panels on the underside of the wing root. \n\n\t(b)\tFor the purpose of this A. D.this float fuel gauge is not considered an instrument as defined in FAR 1. Therefore, this modification may be accomplished by an appropriately certificated mechanic or repair station notwithstanding the limitations of FAR 65.81(a) and FAR 145.53. \n\n\t(c)\tAn equivalent method of complying with this A. D. is provided by complying with Grumman American Aviation Corporation Service Letter 75-7 dated November 17, 1975. Alternate methods of complying with this A. D. may be used if approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, Atlanta, Georgia. \n\n\t(d)\tAn airplane may be flown in accordance with FAR 21.197 to a base for the accomplishment of the modifications required by this A. D. \n\n\tThis amendment becomes effective June 30, 1978.
2010-06-04: 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: Cracks have been found on pylon side panels (upper section) at rib 8 on Airbus A300, A310 and A300-600 aircraft equipped with General Electric engines. Investigation of these findings indicates that this problem is likely to affect aircraft of this type design with other engine installations. This condition, if not corrected, can lead to reduced strength [structural integrity] of the pylon primary structure. * * * * * The unsafe condition is reduced structural integrity of the pylon primary structure, which could cause detachment of the engine from the fuselage. We are issuing this AD to require actions to correct the unsafe condition on these products.
2002-23-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Dassault Model Falcon 900EX and Mystere Falcon 900 series airplanes, that requires repetitive operational tests of the flap asymmetry detection system to verify proper functioning, and repair, if necessary; repetitive replacement of the inboard flap jackscrews with new or reconditioned jackscrews; and repetitive measurement of the screw/nut play of the jackscrews on the inboard and outboard flaps to detect discrepancies, and corrective action, if necessary. This amendment also requires revision of the Airplane Flight Manual. 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 jamming of the flap jackscrews during the approach to landing, which could result in inability to move the flaps or an asymmetric flap condition, and consequent reduced controllability of the airplane. DATES: This correction is effective May 4, 2010. The effective date of AD 2002-23-20 remains January 3, 2003.
89-04-05: 89-04-05 BOEING: Amendment 39-6132. Applicability: Model 747 series airplanes, Groups 1, 2, and 3 as listed in Boeing Service Bulletin 747-53- 2112, Revision 4, dated February 25, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the body skin and the canted pressure bulkhead structure, accomplish the following: \n\n\tA.\tFor Group 1 airplanes on which the initial inspection requirements of Airworthiness Directive (AD) 84-18-02 have not been conducted as of the effective date of this AD, and which have not been modified by incorporation of a doubler in accordance with Boeing Service Bulletin 747-53-2112. \n\n\t\t1.\tPrior to the accumulation of 4,000 landings or within the next 100 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 1,000 landings, perform a detailed visual inspection of the nose gear wheel well forward lower corners, exterior and interior area, for cracks, in accordance with Boeing Service Bulletin 747-53-2112, Revisions 3 or 4. Additionally, perform a high frequency eddy current (HFEC) inspection of the chord and doubler for cracks at the two forward hinge fairing attach bolt locations, in accordance with Boeing Service Bulletin 747-53-2112, Revisions 3 or 4. \n\n\t\t2.\tCracks found while conducting the inspections required by paragraph A.1., above, must be repaired as follows: \n\n\t\t\ta.\tIf the crack is visible on an interior surface, or exceeds any of the limits defined in paragraph A.2.b., below, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further flight. \n\n\t\t\tb.\tIf the crack is visible from an exterior surface only and has not progressed into the vertical leg of the nose wheel well forward bulkhead lower chord and does not extend forward of the first row of skin fasteners, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to the accumulation of 500 additional landings, provided that a detailed visual inspection is performed at intervals not to exceed 100 landings. \n\n\t\t3.\tInspections are to continue after repair. If additional cracks are found, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further flight. \n\n\tB.\tFor Group 1 airplanes on which the initial inspection requirements of AD 84-18-02 have been conducted as of the effective date of this AD, and which have not been modified by incorporation of a doubler in accordance with Boeing Service Bulletin 747-53-2112: Continue to perform the repetitive inspections, and to make repairs, if necessary, in accordance with the requirements of paragraph A., above. \n\n\tC.\tFor Group 1 airplanes on which the initial inspection requirements of AD 84-18-02 have notbeen conducted as of the effective date of this AD, and which have been modified by incorporation of a doubler, in accordance with Boeing Service Bulletin 747-53-2112: \n\n\t\t1.\tInspect the nose gear wheel well forward lower corners at the times and using the methods specified in either paragraph C.1.a. or C.1.b., below. \n\n\t\t\ta.\tOption I: External inspection. \n\n\t\t\t\tWithin 1,500 landings after modification or within the next 100 landings after the effective date of this AD, whichever occurs later, perform an external detailed visual inspection of the nose gear wheel well forward lower corner structure for cracks in accordance with Boeing Service Bulletin 747-53-2112, Revision 4, dated February 25, 1988. After the initial inspection, continue to inspect as follows: perform external general visual inspections at intervals not to exceed 100 landings, and external detailed visual inspections at intervals not to exceed 1,000 landings, in accordance with Boeing Service Bulletin 747-53-2112, Revision 4, dated February 25, 1988. \n\n\t\t\tb.\tOption II: External and internal inspection. \n\t\t\t\tWithin 1,500 landings after modification or within the next 100 landings after the effective date of this AD, whichever occurs later, perform an external and internal detailed visual inspection of the nose gear wheel well forward lower corner structure for cracks, in accordance with Boeing Service Bulletin 747- 53-2112, Revision 4, dated February 25, 1988. Repeat external and internal detailed visual inspections at intervals not to exceed 1,500 landings. \n\n\t\t2.\tIf cracks are found, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further flight. \n\n\t\t3.\tInspections are to continue after repair. If cracks are found, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further flight. \n\n\tD.\tFor Group 1airplanes on which the initial inspection requirements of AD 84-18-02 have been conducted as of the effective date of this AD, and which have been modified by incorporation of a doubler, in accordance with Boeing Service Bulletin 747-53-2112: Continue to perform the repetitive inspections, and to make repairs, if necessary, in accordance with the requirements of paragraph C. of this AD. \n\n\tE.\tFor Group 2 airplanes on which the initial inspection requirements of AD 84-18-02 have not been conducted as of the effective date of this AD, and which have not been modified by incorporation of the hinge fairing rework or modification doublers in accordance with Boeing Service Bulletin 747-53-2112: Perform the inspections and repairs, if necessary, in accordance with the requirements of paragraph A. of this AD, except that repetitive inspection intervals shall not exceed 2,000 landings. Inspections are to continue after repair. If cracks are found, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further flight. \n\n\tF.\tFor Group 2 airplanes on which the initial inspection requirements of AD 84-18-02 have been conducted as of the effective date of this AD, and which have not been modified by incorporation of the hinge fairing rework or modification doublers in accordance with Boeing Service Bulletin 747-53-2112: Continue to perform the repetitive inspections, and to make repairs, if necessary, as described in paragraph A. of this AD, except that repetitive inspection intervals shall not exceed 2,000 landings. \n\n\t\tInspections are to continue after repair. If cracks are found, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further flight. \n\n\tG.\tFor Group 2 airplanes on which the initial inspection requirements of AD 84-18-02 have not been conducted as of the effective date of this AD,and which have been modified by incorporation of the hinge fairing rework in accordance with Boeing Service Bulletin 747-53-2112: \n\n\t\t1.\tPrior to the accumulation of 6,000 landings after modification or within the next 100 landings after the effective date of this AD, whichever occurs later, perform a low frequency eddy current (LFEC) inspection for cracks in the underskin doubler at the nose gear wheel well forward lower corners, in accordance with Boeing Service Bulletin 747-53-2112, Revision 4, dated February 25, 1988. Repeat low frequency eddy current inspections in the underskin doubler at intervals not to exceed 2,000 landings. \n\n\t\t2.\tIf a crack is found that is visible on an interior surface or exceeds any of the limits in paragraph G.3., below, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further flight. \n\n\t\t3.\tIf an underskin doubler crack is found that is not visible from the interior and has not progressed into the vertical leg of the nose wheel well forward bulkhead lower chord and does not extend forward of the first row of fasteners, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to the accumulation of 500 additional landings, provided that a detailed visual inspection of the nose gear wheel well forward corner structure is performed at intervals not to exceed 100 landings. \n\n\t\t4.\tInspections are to continue after repair. If cracks are found, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further flight. \n\n\tH.\tFor Group 2 airplanes on which the initial inspection requirements of AD 84-18-02 have been conducted as of the effective date of this AD, and which have been modified by incorporation of hinge fairing rework only in accordance with Boeing Service Bulletin 747-53-2112: Continue to perform the repetitive inspections, and to make repairs, if necessary, in accordance with the requirements of paragraph G. of this AD. \n\n\tI.\tFor Group 2 airplanes on which the initial inspection requirements of AD 84-18-02 have been conducted as of the effective date of this AD, and which have been modified by incorporation of the hinge fairing rework and modification doublers in accordance with Boeing Service Bulletin 747-53-2112: \n\n\t\t1.\tIf the underskin doubler was not cracked at the time of modification, within 10,000 landings after the modification or within 1,000 landings after the effective date of this AD, whichever occurs later, perform an internal and external detailed visual inspection for cracks, in accordance with Boeing Service Bulletin 747-53-2112, Revision 4, dated February 25, 1988. Repeat internal and external detailed visual inspections at intervals not to exceed 2,000 landings. \n\n\t\t2.\tIf the underskin doubler was cracked at time ofmodification, within 2,000 landings after modification or within 1,000 landings after the effective date of this AD, whichever occurs later, perform an internal and external detailed visual inspection for cracks, in accordance with Boeing Service Bulletin 747-53-2112, Revision 4, dated February 25, 1988. Repeat internal and external detailed visual inspection at intervals not to \nexceed 2,000 landings. \n\n\t\t3.\tIf cracks are found, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further flight. \n\n\t\t4.\tInspections are to continue after repair. If cracks are found, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further flight.\n \n\tJ.\tFor Group 3 airplanes which have not been modified by incorporation of the external doubler in accordance with Boeing Service Bulletin 747-53-2112: \n\n\t\t1.\tPrior to theaccumulation of 6,000 landings after hinge fairing modification or within 1,000 landings after the effective date of this AD, whichever occurs later, perform a low frequency eddy current inspection for cracks in the underskin doubler at the nose gear wheel well forward lower corners, in accordance with Boeing Service Bulletin 747-53-2112, Revision 4, dated February 25, 1988. Repeat low frequency eddy current inspections in the underskin doubler at intervals not to exceed 2,000 landings. \n\n\t\t2.\tIf a crack is found that is visible on an interior surface or exceeds the limits defined in paragraph J.3., below, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, Northwest Mountain Region, prior to further flight. \n\n\t\t3.\tIf an underskin doubler crack is found that is not visible from the interior and has not progressed into the vertical leg of the nose wheel well forward bulkhead lower chord and does not extend forward of the first row offasteners, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to the accumulation of 500 additional landings, provided that a detailed visual inspection of the nose gear wheel well forward corner structure is performed at intervals not to exceed 100 landings. \n\n\t\t4.\tInspections are to continue after repair. If additional cracks are found, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further flight. \n\n\tK.\tFor Group 3 airplanes which have been modified by incorporation of the external doubler in accordance with Boeing Service Bulletin 747-53-2112: \n\n\t\t1.\tIf the underskin doubler was not cracked at time of modification, within 10,000 landings after modification or within 1,000 landings after the effective date of this AD, whichever occurs later, perform an internal and external detailed visual inspection for cracks, in accordance with Boeing Service Bulletin 747-53- 2112, Revision 4, dated February 25, 1988. Repeat internal and external detailed visual inspections at intervals not to exceed 2,000 landings. \n\n\t\t2.\tIf the underskin doubler was cracked at the time of modification, within 2,000 landings after modification or within 1,000 landings after the effective date of this AD, whichever occurs later, perform an internal and external detailed visual inspection, in accordance with Boeing Service Bulletin 747-53-2112, Revision 4, dated February 25, 1988. Repeat internal and external detailed visual inspections at intervals not to exceed 2,000 landings. \n\n\t\t3.\tIf cracks are found, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further flight. \n\n\t\t4.\tInspections are to continue after repair. If cracks are found, repair in accordance with a method approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, prior to further flight. \n\n\tL.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tM.\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 Airplanes, P. O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment supersedes AD 84-18-02, Amendment 39-4906, which was effective October 8, 1984. \n\n\tThis amendment (39-6132, AD 89-04-05) becomes effective March 15, 1989.
86-10-09: 86-10-09 MCDONNELL DOUGLAS: Amendment 39-5319. Applies to McDonnell Douglas Model DC-9, MD-80, and C-9 (Military) series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent inability to discharge the emergency engine fire extinguishing agent when necessary, accomplish the following: \n\n\tA.\tWithin 30 calendar days after the effective date of this Airworthiness Directive, conduct a one time visual inspection of the emergency engine fire shutoff switch cams for proper installation position, and reposition the cams, if necessary, in accordance with McDonnell Douglas Corporation Alert Service Bulletin A76-43, dated April 14, 1986, or later FAA-approved revisions. \n\n\tB.\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 inspection or repositioning requirements of this AD. \n\n\tC.\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\tD.\tUpon the request of an operator, an FAA Maintenance Inspector, subject to prior approval by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the inspection times specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. \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, C1-750 (54-60). These documents also 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 June 9, 1986.
64-03-03: 64-03-03 HAMILTON STANDARD: Amdt. 678 Part 507 Federal Register January 29, 1964. Applies to All Hamilton Standard Aluminum-Alloy Propeller Blades. (Aircraft on Which These Propeller Blades are Installed Include but are not Necessarily Confined to the Boeing 377; Convair 240, 340, 440; Douglas DC3 Series, DC-6, DC-6A, DC-6B, DC-7, DC-7A, DC-7B, DC- 7C; Lockheed 049 749A, 1049/C/D/G/H, 1649A; and Martin 202A, 404.)\n \n\tCompliance required as indicated.\n \n\tFor all aluminum-alloy propeller blades exposed to known or suspected impact with solid objects (blades static or rotating), the following shall be accomplished:\n\n\t(a)\tNon-surface-treated blades shall be inspected in accordance with the applicable Hamilton Standard Bulletins and Service Manuals. If repair of damage requires procedures that include bending or twisting, the blade shall be removed and repaired before further flight. Other damage may be repaired without blade removed in accordance with the applicable Hamilton Standard instructions.\n \n\t(b)\tSurface-treated blades as classified in Hamilton Standard Bulletin No. 596B shall be inspected in accordance with the applicable Hamilton Standard Bulletins and Service Manuals.\n\n\t\t(1)\tBlades with visual evidence of bending, twisting, or other damage shall be removed before further flight and submitted to Hamilton Standard for repair. A complete description of the circumstances surrounding the incident plus all available alignment records shall accompany the blade, since such details will determine the extent of the repair required.\n \n\t\t(2)\tBlades with no visual evidence of bending, twisting, or other damage shall be treated as follows: \n\n\t\t\t(i)\tIf the applicable alignment gage is available, measure alignment and disposition blades in accordance with Hamilton Standard Service Bulletin No. 602A.\n \n\t\t\t(ii)\tIf an alignment gage is not available, measure propeller track. If track is beyond the tolerance specified in Table II of Hamilton Standard ServiceBulletin No. 596A, the propeller shall be removed from service immediately. If track is within limits, the propeller may be continued in service for a period not to exceed 50 hours' time in service before the face alignment check prescribed in (i) is conducted.\n \n\t(Hamilton Standard Service Bulletins Nos. 596, 596A, 596B, and 602A cover this same subject.)\n \n\tThis supersedes AD 59-17-03.\n \n\tThis directive effective March 1, 1964.