Results
85-03-51: 85-03-51 CESSNA: Amendment 39-5022. Applies to Cessna Model 552 series airplanes, serial numbers 552-0001, 552-0003 through 552-0006 and 552-0008; and Model 650 series airplanes, serial numbers 650-0001 through 650-0072; certificated in all categories. Compliance required as indicated unless previously accomplished. To prevent short-to-ground of the nickel cadmium battery which could result in an electrical fire, accomplish the following: A. Prior to further flight, inspect the aircraft battery to determine if a SAFT type 40976, P/N 18585, is installed: 1. If SAFT type 40976 battery, P/N 18585, is not installed, no other action is necessary. 2. If SAFT type 40976 battery, P/N 18585, is installed: for Model 650 airplanes, modify the battery in accordance with Cessna Service Letter SL650-24-03, dated January 21, 1985, and SAFT Service Bulletin 0005, dated January 17, 1985, referenced therein; for Model 552 airplanes, modify in accordance with SAFT Service Bulletin 0005, dated January 17, 1985. a. Thereafter, reinspect the insulators installed on the SAFT type 40976 batteries every 100 flight hours. b. These inspections may be terminated upon installation of an approved Marathon battery, Cessna P/N 9914058-2, or SAFT battery, Cessna P/N 9914058-5, on the Model 650 airplanes; or SAFT battery, Cessna P/N 9914058-5, on the Model 552 airplanes. B. Alternate means of compliance with this AD which provide an acceptable level of safety may be used if approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Cessna Marketing Division, Cessna Aircraft Company, P.O. Box 7706, Wichita, Kansas 67277, or may be examined either at the FAA, Central Region, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Wichita, Kansas, or at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. This Amendment becomes effective April 11, 1985. It was effective earlier to all recipients of Telegraphic AD T85-03-51, dated February 6, 1985.
2018-03-03 R1: We are revising Airworthiness Directive (AD) 2018-03-03 for certain Textron Aviation Inc. Models 401, 401A, 401B, 402, 402A, 402B, 402C, 411, 411A, 414, 414A, 421, 421A, 421B, 421C, and 425 airplanes. AD 2018-03-03 required repetitively inspecting the left and the right forward lower carry through spar cap for cracks and replacing the carry through spar cap if cracks were found. This AD addresses the same unsafe condition and requires the same actions as AD 2018-03-03, but clarifies the compliance times for the initial inspection of the carry through spar cap. This AD was prompted by several reports of confusion in interpreting the compliance times for the initial inspection of the carry through spar cap. We are issuing this AD to eliminate confusion in interpreting the compliance times for this inspection.
63-13-02: 63-13-02 DOUGLAS: Amdt. 576 Part 507 Federal Register June 13, 1963. Applies to Model DC-8 Aircraft, Serial Numbers 45253-45289, 45291-45306, 45376, 45382, 45384-45393, 45408-45413, 45416-45419, 45421-45431, 45433, 45442-45445, 45526, 45565-45570, 45588-45606, 45609-45614, 45617, 45618, 45620-45622, and 45624-45627. \n\n\tCompliance required within 420 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tIn order to eliminate interference with the exit door caused by the lower door jamb on aircraft modified in accordance with AD 62-17-03, accomplish the following: \n\n\tRework the exit door lower jamb in accordance with the rework procedures outlined in step (13) of paragraph 2, Accomplishment Instruction of DC-8 Service Bulletin No. 52-21 Revision No. 2 dated October 30, 1962, or FAA approved equivalent. \n\n\t(Douglas DC-8 Service Bulletin No. 52-21 Revision No. 2 dated October 30, 1962, pertains to this same subject.) \n\n\tThis directive effective July 15, 1963.
63-12-02: 63-12-02 PIPER: Amdt. 572 Part 507 Federal Register June 7, 1963. Applies to Model PA-23 Aircraft Serial Numbers 23-1 Through 23-1284, and 23-1286. Compliance required as indicated. Due to cracks being found in the P/N 17058-3 elevator butt rib and the P/N 17058-20 elevator butt rib doubler plate, which parts are incorporated in the P/N 17058-00 elevator assembly originally installed on the above serial numbered aircraft, the following shall be accomplished: (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 50 hours' time in service, and within every 100 hours' time in service thereafter visually inspect for cracks, elevator butt rib, P/N 17058-3 and elevator butt rib plate, P/N 17058-20 on the P/N 17058-00 elevator assembly. Replace cracked parts before further flight. (b) After P/N 19446 elevator assembly is installed, the inspection specified in (a) is no longer required. (c) Parts shall be assembled and installed to obtain proper alinement and to prevent distortion and over-torquing of the attachment bolts. (Piper Service Bulletin No. 146B, dated October 25, 1962, pertains to this same subject.) This directive effective June 7, 1963.
60-01-07: 60-01-07 PIPER: Amdt. 77 Part 507 Federal Register January 15, 1960. Applies to All Models PA-12, PA-14, PA-20, PA-22, PA-22 "135", PA-22 "150" and PA-22 "160" Series Aircraft. Compliance required not later than January 30, 1960, and at each 100 hours' time in service thereafter, except Model PA-22 compliance required within the next 100 hours' time in service after the effective date of this amendment, and at each 100 hours' time in service thereafter. A number of failures of a tail brace wire, P/N 10074-2 or P/N 10074-3 have occurred. In order to prevent the possibility of a catastrophic accident in the event one of these wires should fail, the following inspection shall be accomplished: (a) Clean the tail brace wires and inspect for cracks, nicks, manufacturing flaws, and tool marks with a 10-power magnifying glass, paying particular attention to the leading and trailing edges. The wires may remain on the airplane for this inspection. (b) Should cracks or nicks be found, it shall be acceptable to sand the affected area with No. 500 sandpaper or equivalent, to remove the cracks or nicks. Sanding shall not reduce the width of the wire by more than the 0.015 inch (1/64th). After the sanding operation the wires shall be painted to preclude corrosion of the sanded area. Any wire containing a crack or nick which cannot be removed by sanding within the specified limits shall be replaced. (The defective wires should be destroyed or permanently marked to prevent inadvertent reuse.) (c) If the streamline tail brace wires, P/N 10074-2 and P/N 10074-3 are replaced by round tail brace wires, P/N 10555-2 and P/N 10556-2, respectively, the 100 hours' time in service repetitive inspections specified herein are no longer required. Attach the round tail brace wires using the following parts: (1) Fuselage tie rod attachment: AN 3-5A bolt, MS 20365-1032C nut. (2) Stabilizer toe rod attachment: AN 3-15A bolt, Piper P/N 82732-72bushings, AN 960-10 washer, MS 20363-1032C nut. (3) Fin tie rod attachments: AN 4-15A bolt, Piper P/N 40131 radius washers, MS 20365-428C nut. (Piper Service Bulletin No. 183 dated November 9, 1959 and Piper Service Letter No. 400 dated March 20, 1963, covers this subject.) Revised September 30, 1960. Revised May 29, 1963.
2018-09-01: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of cracks found in the main landing gear (MLG) beam forward support fitting. This AD requires repetitive inspections for cracking of the MLG beam forward support fitting, and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
63-07-02: 63-07-02 MACCHI: Amdt. 548 Part 507 Federal Register April 2, 1963. Applies to All Models AL-60 (formerly LASA 60) and AL-60B Aircraft. Compliance required as indicated. As a result of several cases of engine exhaust manifold failures, accomplish the following within the next 25 hours' time in service after the effective date of this AD, and thereafter within every 25 hours time in service from the last inspection. (a) Inspect the turbo inlet assembly manifold P/N 629-250 for cracks in the weld area between the two exhaust pipes. (b) If cracks are found, replace or repair the part before further flight. Repair by arc welding a stainless steel plate reinforcement over the area in accordance with Aeronautical Macchi Service Bulletin No. 1, or FAA approved equivalent repair. This directive effective May 2, 1963.
63-06-02: 63-06-02 BELLANCA: Amdt. 543 Part 507 Federal Register March 19, 1963. Applies to Bellanca 14-13 Series and Downer 14-19 and 14-19-2 Aircraft. Compliance required as indicated. As a result of instances of elongation of the control cable attachment bolt hole in the rudder bellcrank, P/N 9817, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless accomplished within the last 75 hours' time in service, and thereafter within 100 hours' time in service from the last inspection, remove the left and right rudder bellcranks, P/N 9817, located at the left and right ends of the rudder torque tube. (This may be accomplished by working from inside the cabin and through the inspection hole in the bottom cabin cowl.) Inspect the control cable attachment bolt hole in the rudder bellcrank. (b) If the bolt hole is elongated beyond maximum diameter of 0.210 inch, replace the rudder bellcrank with a new rudder bellcrank of the same part number (P/N 9817), or P/N 9817 modified in accordance with Downer EAI No. 93021, or FAA approved equivalent prior to further flight. NOTE: Modified replacement parts for the Models 14-13, 14-19 and 14-19-2, Serial Numbers 4001 through 4088, are stamped "9817-DEAI-93021". Modified replacement parts for the Model 14-19-2, Serial Numbers 4089 through 4105, are stamped "9817-E EAI 93021". Parts numbered 9817-E are made of steel and may be modified in accordance with Downer EAI-93021 or an FAA approved equivalent. (c) The 100 hour repetitive inspections of the bellcrank hole which are required by (a) may be discontinued when rudder bellcrank P/N 9817 modified in accordance with Downer EAI No. 93021 or FAA approved equivalent is installed. This supersedes AD 62-19-01. This directive effective March 19, 1963.
65-21-02: 65-21-02\tBOEING: Amdt. 39-130 Part 39 Federal Register September 2, 1965. Applies to Models 707B, 707C, and 720B Series Airplanes.\n \n\tCompliance required within the next 1,200 hours' time in service after the effective date of this AD unless already accomplished. \n\n\tThe forward thrust reverser indicating light switch striker bracket may be distorted by reverser actuation impact loads resulting in false indications of reverser operation. To correct this condition, accomplish the following:\n\n\t(a)\tReplace existing sheet metal striker brackets, P/N 66-14396-1, with cast striker bracket, P/N 69-31381-1 or equivalent in accordance with Boeing Service Bulletin 2039 dated December 21, 1964 or later FAA-approved revision. \n\n\t(b)\tApproval of any equivalent means shall be processed through the Aircraft Engineering Division, FAA Western Region, Los Angeles, California. \n\n\tNOTE. - Western Airlines EA 720-20165, dated September 6, 1964, is an equivalent that has been approved by the Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective October 2, 1965.
2018-08-02: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) Trent 1000-A2, Trent 1000-AE2, Trent 1000-C2, Trent 1000-CE2, Trent 1000-D2, Trent 1000-E2, Trent 1000-G2, Trent 1000-H2, Trent 1000-J2, Trent 1000-K2, and Trent 1000-L2 turbofan engines. This AD requires initial and repetitive inspections of the intermediate-pressure compressor (IPC) stage 1 rotor blades, IPC stage 2 rotor blades, and IPC shaft stage 2 dovetail posts, and removing any cracked parts from service. This AD was prompted by IPC blade separations resulting in engine failures. We are issuing this AD to address the unsafe condition on these products.
63-05-03: 63-05-03 SNOW: Amdt. 541 Part 507 Federal Register March 2, 1963. Applies to Model S-2 Aircraft Serial Numbers 1003 Through 1162. Compliance required as indicated. (a) Within 10 hours' time in service after the effective date of this AD, inspect the wing main spar upper and lower spar web flange for cracks in the vicinity of the wing-fuselage attach points (approximately wing Station 19), using at least a 10-power glass. (b) If cracks are found, repair prior to further flight in accordance with Snow Service Letter No. 23 or FAA Engineering and Manufacturing Branch approved equivalent. (c) If no cracks are found, repeat the inspection specified in (a) at intervals not to exceed 25 hours' time in service from the previous inspection. (d) The repetitive inspection required by (c) may be discontinued when the modification set forth in Snow Service Letter No. 23 or an FAA Engineering and Manufacturing Branch approved equivalent is incorporated. This directive effective March 8, 1963.
47-21-23: 47-21-23 REPUBLIC: (Was Service Note 3 of AD-769-2.) Applies to Model RC-3 Aircraft with Engine Serial Numbers 23001 to 24083, Inclusive. Compliance required before the next flight and after 5 hours of operation following each installation of fan. Inspect the engine cooling fan capscrews for tightness. If tab locks are installed ascertain whether the locks are still in place. If the capscrews or the locks have loosened remove the capscrews, fan and pulley sheave. Clean and inspect parts for wear. Reassemble carefully using P/N 17778 drilled head capscrews with plain washers. Torque to 20 foot-pounds, operate engine up to 1,500 r.p.m. for 5 minutes, retorque and safety with 0.041-inch stainless steel wire. Visually inspect locking wire and capscrews after 5 hours of operation. Reassemble in this manner every time the fan is removed. Obtain the new capscrews, washers, and wire from your Seabee distributor or the engine manufacturer. (Franklin Service Bulletin No. 57 dated June 9, 1947, which supersedes Bulletin No. 50 covers this same subject.)
2005-13-26: The FAA is adopting a new airworthiness directive (AD) for certain Airbus models, as specified above. This AD requires installing safety signs on all passenger/crew doors, emergency exit doors, and cargo compartment doors. This AD is prompted by a report of injuries occurring on in-service airplanes when crewmembers forcibly initiated opening of passenger/crew doors against residual pressure causing the doors to rapidly open. We are issuing this AD to ensure that crewmembers are informed of the risks associated with forcibly opening passenger/crew, emergency exit, and cargo doors before an airplane is fully depressurized, which will prevent injury to crewmembers, and subsequent damage to the airplane caused by the rapid opening of the door.
2018-08-01: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model EC225LP helicopters. This AD requires inspecting each main rotor rotating swashplate (swashplate) control rod attachment yoke (yoke). This AD is prompted by a finding that the yoke is susceptible to cracking. The actions of this AD are intended to address an unsafe condition on these products.
2018-07-18: We are superseding Airworthiness Directive (AD) 2015-19-12, which applied to certain The Boeing Company Model 767 airplanes. AD 2015-19-12 required a general visual inspection of certain lap splices for missing fasteners, and all applicable related investigative and corrective actions. This AD retains the actions required by AD 2015-19- 12 and revises the applicability by adding airplanes. This AD was prompted by reports indicating that certain fasteners were not installed in a certain stringer lap splice on certain airplanes. We are issuing this AD to address the unsafe condition on these products.
62-26-01: 62-26-01 DOUGLAS: Amdt. 517 Part 507 Federal Register December 8, 1962. Applies to All C54-DC Series and DC-4 Aircraft Equipped With Pratt & Whitney Aircraft Twin Wasp Series and R-2000 Series Engines and Hamilton Standard 23E50/6507-0 Propellers. \n\n\tCompliance required within the next 200 hours' time in service after the effective date of this AD. \n\n\tRecent resurveys of 23E50/6507-0 propeller blade vibration stresses have shown that vibration stresses in excess of allowable limits for continuous safe operation occur over a wider range of engine operating speeds than was determined by previous surveys. To prevent possible blade failures due to exceeding allowable stress limits within this speed range, the following is required: \n\n\t(a)\tRemove the existing placard covering the 1,600 to 1,700 r.p.m. range and install a new placard in full view of the pilot to read: \n\n\t\t"During flight, avoid operation between 1,550 and 1,750 r.p.m. During ground running, avoid operation between 1,550 and 1,800 r.p.m. when the blades are off the low pitch stops." \n\n\t(b)\tMark the tachometers with a red arc over the 1,550 and 1,750 r.p.m. range. \n\n\t(c)\tRevise the operating limitations section of the FAA approved Airplane Flight Manual to incorporate the limitations in (a) and (b). \n\n\tNOTE: The other restricted operating speed range between 2,310 and 2,510 r.p.m. required by AD 56-20-05 still remains in effect. For the purpose of this directive, a single placard reading: "During flight, avoid operation between 1,550 and 1,750 r.p.m. and between 2,310 and 2,510 r.p.m.", in the first sentence, may be installed if desired. Similar wording may be used for the FAA approved Airplane Flight Manual. \n\n\tThis directive effective January 8, 1963.
85-17-02: 85-17-02 MCDONNELL DOUGLAS: Amendment 39-5119. Applies to McDonnell Douglas Model DC-10 and KC-10A airplanes, certificated in any category, which are listed in McDonnell Douglas Service Bulletin 27-195, Revision 1, dated March 25, 1985. Compliance required by May 1, 1988, unless previously accomplished. To minimize the potential operational hazard associated with unnecessary rejected takeoffs caused by slat disagree indications resulting from too narrow tolerances, accomplish the following: \n\n\tA.\tModify the targets and sensors of the outboard slats in accordance with Accomplishment Instructions 2A, 2B, 2D, 2H, 2I, 2J, and 2K contained in McDonnell Douglas DC-10 Service Bulletin 27-195, Revision 1, dated March 25, 1985, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received 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 September 16, 1985.
62-24-01: 62-24-01 BEECH: Amdt. 508 Part 507 Federal Register November 14, 1962. Applies to All Models 45 (YT-34), A45, B45 (T-34A) and D45 (T-34B) Aircraft With 1,000 Hours or More Total Time In Service. Compliance required within the next ten hours' time in service after the effective date of this AD unless already accomplished within the last 490 hours' time in service and thereafter at intervals not exceeding 500 hours' time in service from the last inspection. Remove both horizontal stabilizers from the aircraft and thoroughly inspect the front and rear spars between the butt rib and the inboard end for cracks, using the dye penetrant method or FAA approved equivalent. If any crack is found in either the spar or reinforcing doubler, replace the stabilizer. NOTE: Operators are requested to send a completed Form FAA 1226 to their local FAA General Aviation District Office if replacement of the stabilizer is required by this AD. (Beech Service Bulletin 45 (YT-34), B45-No. 35, A45 (T-34A) - No. 5, and D45 (T- 34B) - No. 2 covers this same subject.) This directive effective November 26, 1962.
70-25-02: 70-25-02 MCDONNELL DOUGLAS: Amendment 39-1122. DC-8 Airplanes. Applies to airplanes certificated in all categories equipped with Mark II and Mark III anti-skid system installation. \n\n\tCompliance required within the next 50 hours' time in service after effective date of this AD, unless already accomplished. \n\n\tTo prevent misuse of ground spoilers, accomplish the following: \n\n\t(1)\tAdd to Limitations Section of the FAA approved Airplane Flight Manual, the following Ground Spoiler Operation Limitation: DO NOT EXTEND GROUND SPOILERS DURING FLIGHT \n\n\t(2)\tInstall a placard on the pedestal immediately below the word "spoiler" to read: "Deployment in Flight Prohibited, " or an equivalent installation approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective December 5, 1970.
2005-13-17: This amendment adopts a new airworthiness directive (AD) for the Agusta S.p.A. (Agusta) Model AB412 Series helicopters. This action requires inspecting each affected tail rotor blade (blade) forward tip weight retention block (tip block) and the aft tip closure (tip closure) for adhesive bond voids, and removing any blade with an excessive void from service. This AD also requires modifying certain blades by installing shear pins and tip closure rivets on all affected blades. This amendment is prompted by reports of in-flight loss of tip blocks and tip closures resulting in minor to substantial damage. The actions specified in this AD are intended to prevent loss of the tip block or tip closure, loss of a blade, and subsequent loss of control of the helicopter.
2005-12-02: The FAA is adopting a new airworthiness directive (AD) to supersede Airworthiness Directive (AD) 98-10-12, which applies to all Revo, Incorporated (REVO) (Type Certificate 1A13 formerly held by Colonial Aircraft Company, Lake Aircraft Corporation, Consolidated Aeronautics, Inc., and Global Amphibians LLC) Models Colonial C-2, Lake LA-4, Lake LA-4A, Lake LA-4P, and Lake LA-4-200 airplanes. AD 98-10-12 currently requires you to ensure adequate clearance between the attachment fitting and the horizontal stabilizer rear beam and between the attachment fitting and the stabilizer skin with inspections, possible replacement, and adjustments as necessary. This new AD is the result of several reports of fatigue cracks found in the horizontal stabilizer attachment fitting (part number 2-2200-21) of Model LA-4-200 airplanes that were in compliance with AD 98-10-12. This includes an airplane accident with a fatality attributed to a fatigue crack in the horizontal stabilizer attachment fitting. Consequently, this AD requires either a dye penetrant inspection of the horizontal stabilizer attachment fitting for any evidence of fretting, cracking, or corrosion (with necessary replacement and modification) or replacement of the fittings depending on the number of operational hours on the fitting. The AD also requires you to repetitively replace the fitting every 850 hours time-in-service (TIS), repetitively inspect (visually) the fittings between replacement times, and report to FAA the results of the initial inspection and any cracks found on repetitive inspections. We are issuing this AD to detect, correct, and prevent future cracks in the horizontal stabilizer attachment fitting, which could result in failure of the horizontal stabilizer attachment fitting. This failure could result in loss of control of the airplane.
2018-07-08: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model A109E, A109K2, A109S, AW109SP, A119, and AW119 MKII helicopters. This AD reduces the life limit of and requires inspecting a tail rotor blade retention bolt (bolt). This AD is prompted by the discovery of a cracked bolt. The actions of this AD are intended to address an unsafe condition on these products.
89-11-03: 89-11-03 BOEING: Amendment 39-6223. \n\tApplicability: Model 737-300 and -400 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the ingestion of "blue ice" into the engine and the potential loss of an engine, accomplish the following: \n\n\tA.\tWithin 200 hours time-in-service after the effective date of this AD: \n\n\t\t1.\tConduct a leak check of the forward lavatory service system, in accordance with Boeing Telex M-7272-89-2127 dated April 25, 1989, and repeat the check at intervals thereafter not to exceed 200 hours time-in-service; or \n\n\t\t2.\tDrain the forward lavatory system, lock the lavatory(s), and placard the lavatory(s) inoperative. \n\n\tB.\tLeaks discovered at any time must be repaired prior to further flight, or the forward lavatory system must be drained, and the lavatory(s) locked and placarded inoperative, prior to further flight. \n\n\tC.\tAn alternate means of compliance or adjustmentof 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 will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspections and/or modifications required by 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 Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington, 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6223, AD 89-11-03) becomes effective on June 5, 1989.
2018-07-06: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-8 series airplanes. This AD was prompted by a report of restricted movement of the right brake pedals after landing rollout. This AD requires revising the airplane flight manual (AFM) by adding an autobrake system limitation. This AD also requires modifying intercostal webs near a main entry door, which terminates the AFM limitation. We are issuing this AD to address the unsafe condition on these products.
2005-13-15: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-200, -200C, -300, -400, -500, -600, -700, - 700C, -800, and -900 series airplanes. This AD requires a one-time detailed inspection for discrepancies of the secondary fuel vapor barrier of the wing center section, and related investigative/ corrective actions if necessary. This AD is prompted by reports that the secondary fuel vapor barrier was not applied correctly to, or was missing from, certain areas of the wing center section. We are issuing this AD to prevent fuel or fuel vapors from leaking into the cargo or passenger compartments and coming into contact with a possible ignition source, which could result in fire or explosion.