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76-07-10: 76-07-10 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 2573. Applies to Model SA341G helicopters, certificated in all categories. Compliance is required as indicated. To prevent possible inflight failure of main gear box (MGB) attachment, accomplish the following: a) Within the next 200 hours time in service after the effective date of this AD, unless already accomplished, remove, inspect, reinstall or rectify as prescribed, and reidentify the following components in accordance with the applicable provisions of the "Description" paragraph 1C of Gazelle Service Bulletin No. 01.02, as amended October 31, 1973, or an FAA- approved equivalent: (1) MGB forward and rear "A" frames, P/N 341A.38.1019.00, .02 and .04, and P/N 341A.38.1016.00, .02 and .04, respectively. (2) MGB forward and rear shackles, P/N 341A.38.1017.00 and .01, and P/N 341A.38.1079.00 and .01, respectively, and associated pins, P/N 341A.31.4169.20 and .21. b) Within the next 3000 hours time in service after the accomplishment of paragraph (a) of this ad or within the next 3000 hours time in service after the accomplishment of the "Description" paragraph 1C of Gazelle Service Bulletin No. 01.02, as amended October 31, 1973, whichever occurs sooner, and thereafter at intervals not to exceed 3000 hours time in service from time of replacement, replace the MGB forward and rear shackles, P/N's 341A.38.1017.00 and .01 and P/N's 341A.38.1079.00 and .01, respectively, with new shackles of the same part number. This supersedes Amendment 39-1629 (39 FR 9660), AD 73-09-05. This amendment becomes effective April 22, 1976.
2000-15-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747-200 and -300 series airplanes, that currently requires various inspections and functional tests to detect discrepancies of the thrust reverser control and indication system, and correction of any discrepancy found. This amendment requires installation of a terminating modification, and repetitive functional tests of that installation, and repair, if necessary. This amendment is prompted by the results of a safety review of the thrust reverser systems on Model 747 series airplanes. The actions specified by this AD are intended to ensure the integrity of the fail safe features of the thrust reverser system by preventing possible failure modes in the thrust reverser control system that can result in inadvertent deployment of a thrust reverser during flight.
2009-24-21: The FAA is superseding an existing airworthiness directive (AD) that applies to all McDonnell Douglas Model DC-9-14, DC-9-15, and DC-9-15F airplanes; and McDonnell Douglas Model DC-9-20, DC-9-30, DC-9- 40, and DC-9-50 series airplanes. That AD currently requires repetitive inspections for cracks of the main landing gear (MLG) shock strut cylinder, and related investigative and corrective actions if necessary. This AD adds more work on airplanes that have main landing gear shock struts with certain identified part numbers. This AD results from two reports of a collapsed MLG and a report of cracks in two MLG cylinders. We are issuing this AD to detect and correct fatigue cracks in the shock strut cylinder of the MLG, which could result in a collapsed MLG during takeoff or landing, and possible reduced structural integrity of the airplane.
2008-17-01 R1: The FAA is revising an existing airworthiness directive (AD), which applies to all 328 Support Services GmbH (Dornier) Model 328-100 airplanes. That AD currently requires modifying the electrical wiring of the fuel pumps; installing insulation at the hand flow control and shut-off valves, and other components of the environmental control system; and installing markings at fuel wiring harnesses. That AD also requires revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness to incorporate new inspections of the fuel tank system. This AD clarifies the intended effect of the AD on spare and on-airplane fuel tank system components. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
2009-20-07: 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: A stub axle failure of the main landing gear on a Dornier 228- 200 aeroplane was reported to RUAG Aerospace. Investigations revealed that the fracture of the axle--manufacturer Part Number (P/ N) A-511000B28B was due to fatigue. Already in the year 1993 two failures of P/N A-511000B28B axles occurred. Those events led in 1994 the Luftfahrt-Bundesamt--Germany's National Aviation Authority--to publish Airworthiness Directive (AD) D-1994-042 to mandate the replacement of A-511000B28B axles by improved-design axle with P/N A-511000C28B (Dornier Luftfahrt GmbH Service bulletin 228-214). It is believed that a misinterpretation of the Dornier 228 repair/maintenance documentation caused inadvertent installation of A-511000B28B axle on the accident aeroplane's main landing gear with P/N A-511000C00F. This configuration was not approved for installation and was therefore not addressed by LBA AD D-1994-042 or Dornier SB-228-214. The actions specified in this Airworthiness Directive are intended to prevent main landing gear failure, which could result in loss of control of the aeroplane during landing operations. We are issuing this AD to require actions to correct the unsafe condition on these products.
2009-24-17: We are issuing a new airworthiness directive (AD) for certain Boeing Model 747-100, 747-100B, 747-200B, 747-200C, 747-200F, and 747SR series airplanes. This AD requires a one-time general visual inspection for missing fasteners in certain stringer-to-stringer clip joints at the station (STA) 760 through STA 940 frames, and related investigative and corrective actions if necessary. This AD results from a report of broken and cracked frame shear ties, cracks on the frame doubler and frame web, and missing fasteners in the stringer (S) -10L stringer-to- stringer clip joint at the STA 820 frame. We are issuing this AD to detect and correct missing fasteners in the stringer-to-stringer clip joints, which could result in shear tie and skin cracks and rapid in- flight decompression of the airplane.
90-12-02: 90-12-02 BOEING: Amendment 39-6620. Docket No. 90-NM-82-AD. \n\n\tApplicability: Model 767 series airplanes, equipped with Hamilton Standard 8th stage bleed pneumatic system check valve, part number 773856, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\tTo prevent engine or pneumatic system damage caused by the failure of the pneumatic system 8th stage check valve, accomplish the following: \n\n\tA.\tWithin the next 500 hours time-in-service after March 19, 1990 (the effective date of Amendment 39-6509), or prior to the accumulation of 1,200 hours time-in-service on the valve, or within 30 days after the effective date of this AD, whichever occurs later, perform the inspections of the 8th stage bleed pneumatic system check valve specified in Hamilton Standard Service Bulletin 36-2078, dated March 1, 1989, or Revision 1, dated August 15, 1989. Prior to further flight, repair or replace any check valves which do not pass allthe required inspections. Thereafter, inspect the check valve poppet at intervals not to exceed 1,200 hours time-in-service, in accordance with Hamilton Standard Service Bulletin 36-2078, Revision 1, dated August 15, 1989. \n\n\tB.\tUsed check valves must be inspected and repaired, if necessary, in accordance with Hamilton Standard Service Bulletin 36-2078, dated March 1, 1989, or Revision 1, dated August 15, 1989, prior to installation in any Model 767 series airplane. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may by 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 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 the Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124, or Hamilton Standard, Division of United Technologies Corporation, Bradley Field Road, Windsor Locks, Connecticut 06096. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal South, Seattle, Washington. \n\n\tThis AD supersedes AD 90-04-10, Amendment 39-6509 which superseded AD 87-12-07 (Amendment 39-5646), and AD 86-06-01 (Amendment 39-5257). \n\tThis amendment (39-6620, AD 90-12-02) becomes effective on June 18, 1990.
2009-20-01: We are adopting a new airworthiness directive (AD) for certain Boeing Model 727-281 airplanes. This AD requires deactivation of Rogerson Aircraft Corporation auxiliary fuel tanks. This AD results from fuel system reviews conducted by the manufacturer, which identified potential unsafe conditions but has not provided associated corrective actions. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
92-19-05: 92-19-05 BOEING: Amendment 39-8363. Docket No. 92-NM-78-AD. \n\n\tApplicability: Model 757 airplanes equipped with Pratt and Whitney PW2000 series engines; as listed in Boeing Alert Service Bulletin 757-78A0029, dated February 28, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously.\n \n\tTo prevent in-flight deployment of one thrust reverser sleeve on one engine, which could result in reduced controllability of the airplane, accomplish the following: \n\n\t(a)\tWithin 180 days after the effective date of this AD, rework the flow control tee assembly in the deploy lines on both engine struts, by removal of the poppet valves; install a restrictor check valve in the stow and deploy lines on each thrust reverser sleeve; and perform a functional test of the thrust reverser system; in accordance with Boeing Alert Service Bulletin 757-78A0029, dated February 28, 1992. \n\n\t(b)\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(c)\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(d)\tThe modification shall be done in accordance with Boeing Alert Service Bulletin 757-78A0029, dated February 28, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from 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 20001. \n\n\t(e)\tThis amendment becomes effective on November 17, 1992.
90-11-08: 90-11-08 BOEING: Amendment 39-6609. Docket No. 89-NM-189-AD. \n\n\tApplicability: Model 747-200 and 747-300 series airplanes, listed in Boeing Alert Service Bulletin 747-57A2247, Revision 3, dated June 22, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fuel or fuel vapors from entering the forward cargo compartment, accomplish the following: \n\n\tA.\tWithin the next 50 flight hours after the effective date of this AD, unless previously accomplished within the last 350 flight hours, and thereafter at intervals not to exceed 400 flight hours, conduct a visual inspection for fuel leaks at the forward side of the forward wall of the center wing fuel tank (body station 1000 pressure bulkhead) between fuselage stringers S- 37 and S-39, left and right side of the airplane, with specific attention to the bathtub fittings at fuselage stringer S-38 (Body Buttline 78.5, left and right). \n\n\t\t1.\tIf fuel leakage or fuel staining is detected, prior to further flight, accomplish the drag splice fitting modification in accordance with paragraph B., below.\n \n\t\t2.\tIf no sign of fuel leakage is found, but the sealant around the nut is cracked or damaged, within the next 400 flight hours, accomplish the drag splice fitting modification in accordance with paragraph B., below. \n\n\tB.\tWithin the next 36 months after the effective date of this AD, install the bolt head retention caps, replace the H-11 steel drag splice fitting bolts with Inconel 718 bolts, and reseal the drag splice fitting, in accordance with Boeing Alert Service Bulletin 747-57A2247, Revision 3, dated June 22, 1989. Accomplishment of these actions constitutes terminating action for the repetitive inspections required by paragraph A., above. \n\n\tC.\tWithin the next 36 months after the effective date of this AD, inspect the center wing fuel tank front spar and upper surface secondary fuel barrier for proper application, in accordance with Boeing Alert Service Bulletin 747-57A2247, Revision 3, dated June 22, 1989. If improper fuel barrier application is detected, repair prior to further flight, in accordance with the service bulletin. \n\n\tD.\tWithin 30 days after accomplishing the inspection required by paragraph C., above, submit a report of the complete description of findings of the inspections from which it is determined that the secondary fuel barrier is not properly applied to: Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168; rapid fax: (206) 431-1913; telex 756366. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concuror comment, and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment supersedes Amendment 39-5939, AD 88-11-11, which superseded telegraphic AD T88-08-51. \n\tThis amendment (39-6609, AD 90-11-08) becomes effective on July 2, 1990.
78-22-10: 78-22-10 AIRESEARCH MANUFACTURING COMPANY of ARIZONA: Amendment 39-3335. Applies to AiResearch Model TFE 731 - 2, - 3 and - 3R engines of the serial numbers listed certificated in all categories, equipped with low pressure rotor thrust ball bearings (number three bearings), Part No. 358736-2, manufactured by SNFA Bearing Corporation. This AD applies to the following listed engine serial numbers: ENGINE SERIAL NUMBERS 74606 77239 73431 73430 73433 74609 77240 80193 84121 74614 74604 74590 74615 74618 78227 77238 77241 73432 75294 77245 74591 74602 84123 84122 77243 84111 74587 76113 84120 78229 74605 75282 74616 75286 78226 74603 75279 74617 76112 77247 74589 75281 75285 77244 74620 75191 74419 77246 74101C 73299 74619 78151 73215 74624 73221 75175 74623 78129 75178 73111 74224 74508 75280 73209 Compliance required as indicated. To prevent failure of the lowpressure rotor thrust ball bearing which could result in an immediate inflight shutdown of the engine, accomplish the following unless already accomplished. (a) Before further flight after receipt of this AD, remove from the engine and visually inspect the inner face of both halves of the split inner race of the low pressure rotor thrust ball bearing (number three bearing), Part No. 358736-2, to determine the presence of the six radial oil lubrication grooves. (1) If the inner face halves of the bearing inner race do not have a total of six radial oil lubrication grooves, the bearing should be removed and replaced with a conforming part which does have the six oil lubrication grooves in the inner face halves of the split inner race. NOTE: There is an optional method of manufacturing raceway oil slots in low pressure rotor thrust ball bearing, Part Number 358736-2. Three raceway oil slots may be machined into each inner face of both halves of the split inner race or six raceway oil slots may be machined into the inner face of the forward inner race. Both options are acceptable. NOTE: Bearings found to be improperly manufactured should be returned to the AiResearch Manufacturing Company of Arizona. (2) If the bearing inner race halves do have the six radial oil lubrication grooves, the bearing may be reassembled, reinstalled and returned to service provided it is found to be otherwise serviceable. (b) Special flight permits may be issued per FAR 21.197 and 21.199 to authorize operation of aircraft to a base where this inspection required by this AD may be performed provided that there is not more than one affected serial numbered engine listed in this AD installed on the aircraft. (c) Equivalent inspection procedures and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment is effective November 13, 1978 and was effective upon receipt for all recipients of the priority mail letter dated September 22, 1978, which contained this amendment.
2021-22-09: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AW189 helicopters. This AD was prompted by a report that a number of fairleads that support the engine combustion chamber D1 drain hose showed evidence of heat damage. This AD requires modifying the helicopter by installing a certain engine combustion chamber D1 drain assembly, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
90-17-03: 90-17-03 ENSTROM HELICOPTER CORPORATION: Amendment 39-6686. Docket No. 83-ASW-39. \n\tApplicability: All Enstrom Model F-28A, F-28C, F-28C-2, 280, and 280C series helicopters; to Model F-28F series helicopters with serial numbers (S/N's) 506, 507, 509, 510, 511, 512, 513, 514, 515, 517, 527, 700, 701, 702, and 704; and to Enstrom Model 280F series helicopter with S/N's 1212 and 1500. \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo prevent tail rotor drive shaft coupling failure that could result in loss of directional control and possible loss of the helicopter, accomplish the following: \n\n\t(a)\t Within 5 hours' time in service after the effective date of this AD, determine if splined tail rotor drive shaft couplings, P/N 28-13009-1, are installed. Enter the part number of the tail rotor drive shaft couplings that are installed, the number of hours time in service, and the date in the log book. \n\n\tNOTE: There are two tail rotor drive shaft couplings for each aircraft and there are two coupling designs approved for use on Enstrom helicopters: (1) the splined coupling, P/N 28-13609-1, and, (2) the 7-plate flex pack coupling (Dana Corp. Element No. A005-1992). \n\n\t(b)\tFor splined couplings found to have P/N 28-13609-1-- \n\n\t\t(1)\tBefore further flight, remove from service and replace with an airworthy coupling any splined coupling which has 1200 or more hours' time in service; \n\n\t\t(2)\tBefore further flight, disassemble the tail rotor drive shaft couplings with less than 1200 hours' time in service and accomplish the following: \n\n\t\t\t(i)\tVisually and dimensionally inspect for wear and proper tooth contact in accordance with Figure 1. Measure the height of the spline crown shown in Figure 2 at the center with a steel scale (having graduations of 1/100 inch) and a 10 power glass. Replace with airworthy parts any couplings that have a center crown height of less than 0.015 inch. \n\n\t\t\t(ii)\tTest both the male and female portions of the coupling for material hardness. Test the male portion on the inner circular face as shown in Figure 3. Test the end of the stud of the female portion as shown in Figure 4. Use three readings and average the readings. Replace with airworthy parts any couplings which have average readings below 25 on the Rockwell "C" scale. \n\n\t\t\t(iii)\tMagnetic particle inspect both portions of those couplings that have been installed on aircraft having a history of crash damage. Replace any couplings found to be cracked with airworthy parts. \n\n\t\t\t(iv)\tLubricate and reassemble couplings which meet the requirements of this paragraph before return to service. \n\n\tNOTE: Enstrom Service Directive Bulletin 0065, Revision A, dated June 1, 1984, and the Maintenance Manual/Maintenance Manual Supplement for the respective models pertain to these procedures. \n\n\t\t(3)\tAt intervals not to exceed 100 hours' time in service after the initial inspection of paragraph (b)(2), partially disassemble the forward and aft tail rotor drive shaft couplings, P/N 28-13609-1. Repack the couplings with LE3752, Andok-B, Shell-14, Shell-16, or any grease meeting MIL-G-18709, prior to return to service; \n\n\tNOTE: Enstrom Maintenance Manual, pages MM 3-5, MM 3-6, and MM 3-7 pertain to this procedure. \n\n\t\t(4)\tWithin 600 hours' time in service or at the next annual inspection, whichever occurs first after the initial inspections of paragraph (b)(2), and thereafter at each annual inspection, inspect and lubricate the forward and aft tail rotor drive shaft couplings in accordance with paragraphs (b)(2)(i) and (b)(2)(iv) of this AD; and \n\n\t\t(5)\tBefore reaching 1200 hours' time in service, replace with airworthy parts all couplings with P/N 28-13609-1. \n\n\t(c)\tRotorcraft that have Enstrom 7-plate flex pack couplings, P/N 28-01041-1, are exempt from the requirements of paragraph (b) of this AD. \n\n\t(d)\tAn alternate method of compliance, which provides an equivalent level of safety, may be usedwhen approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Room 232, Des Plaines, Illinois 60018. \n\n\t(e)\tIn accordance with Sections 21.197 and 21.199, flight is permitted to a base where the maintenance required by this AD may be accomplished. \n\n\tThis amendment supersedes AD 83-18-04, Amendment 39-4721. \n\n\tThis amendment (39-6686, AD 90-17-03) becomes effective on September 7, 1990. \n\nAD 90-17-03 \n\n\n\n\n\t\t\tFigure 1. Checking inner spline wear on coupling. \n\n\tNOTE:\tTooth wear is measured by placing a 6 inch steel rule parallel to the crown at the top edge of the driven side. A piece of .125 x .010 inch shim stock is then placed between the tooth and the rule, and pressing the rule against the tooth, check if the shim can be removed. If the shim slips out, the coupling is to be rejected and replaced with an airworthy component.
90-01-09: 90-01-09 BOEING: Amendment 39-6463. Docket No. 89-NM-76-AD. \n\tApplicability: All Model 767 series airplanes, certificated in any category, equipped with Allied Signal 8th stage bleed system check valve, part number 3202164-2 or -4. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent engine shutdown or damage, and/or pneumatic system damage, accomplish the following: \n\n\tA. Within the next 250 hours time-in-service after the effective date of this AD, or prior to accumulating 600 hours total time-in-service on the valve, whichever occurs later, perform the inspections of the check valve in accordance with Boeing Alert Service Bulletin 767-36A0030, dated April 27, 1989. Prior to further flight, repair or replace check valves which do not pass all required inspections. \n\n\tB. Used check valves must be inspected and repaired, if necessary, in accordance with Boeing Alert Service Bulletin 767-36A0030 dated April 27, 1989, prior to installation in any Model 767 series airplane. \n\n\tC. Installation of a P/N 320544-1 valve in lieu of a P/N 3202164-2 or -4 valve constitutes terminating action for the inspection required by this AD. \n\n\tD. An 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. NOTE: 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\tE. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspections required by this AD. All persons affected by this directive who have not already received copies of the appropriate service bulletins cited herein 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, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6463, AD 90-01-09) becomes effective on February 12, 1990.
90-19-05: 90-19-05 BOEING: Amendment 39-6733. Docket No. 90-NM-106-AD. \n\n\tApplicability: Model 747-400 series airplanes, listed in Boeing Alert Service Bulletin 747-25A2847, dated March 29, 1990, certificated in any category. \n\n\tCompliance: Required within the next 30 days after the effective date of this AD, unless previously accomplished. \n\n\tTo ensure that the escape strap is long enough so that it can be attached to the fitting on the wing, accomplish the following: \n\n\tA.\tReroute the escape strap behind the stowage bin structure in accordance with Boeing Alert Service Bulletin 747-25A2847, dated March 29, 1990. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington 98055-4056. \n\n\tThis amendment (39-6733, AD 90-19-05) becomes effective on October 23, 1990.
47-42-03: 47-42-03 DOUGLAS: (Was Mandatory Note 22 of AD-762-7.) Applies to C-54 and DC-4 Aircraft. \n\nAll the provisions of items A through O apply to airplanes used for carrying passengers under the provisions of Parts 41, 42 and 61 of the Civil Air Regulations. On these airplanes the changes are to be accomplished not later than November 1, 1948. \n\nOnly items A, (12), A (15), C, D, F, J, K (1), K (2), L, M, O (2), O (4), O (5), and O (7) apply to airplanes other than those indicated above. On these airplanes the changes are to be accomplished not later than the first engine change after November 1, 1948. \n\nAs a result of investigation of powerplant fires which have occurred in this type aircraft, the following changes are to be accomplished: \n\nA.\t1.\tSeal all cracks and baffles in oil cooler fairing and provide additional drain holes. \n\t2.\tRework cowl tail pipe shroud to eliminate all cracks and gaps and seal shroud to cowl panel joint. \n\t3.\tSeal inner ring corners at oil cooler joints. \n\t4.\tReinforce exhaust shroud to prevent damage when used as a step and seal same. \n\t5.\tProvide accessory compartment vent opening in oil cooler fairing panel. \n\t6.\tSeal joints between all engine accessory sections cowling panels to prevent leakage of flame into accessory section. \n\t7.\tEliminate engine accessory compartment vent opening in the side accessory section cowl panel. \n\t8.\tSeal pressure transmitter and fire warning switch holes on firewall. \n\t9.\tClose gap between aft oil cooler fairing and nacelle skin aft of firewall. \n\t10.\tRework the hydraulic suction line connecting to the shutoff valve aft of the firewall to prevent failure at fittings due to rigidity of the line. \n\t11.\tRelocate the hydraulic pressure and automatic pilot lines to move them farther away from the exhaust shroud. \n\t12.\tAdd a check valve in the automatic pilot delivery line behind the firewall. \n\t15.\tChange the nacelle firewall miscellaneous line connector assembly on the right side of thefirewall from dural to steel. \n\t16.\tChange carburetor air scoop adapter sleeve to provide a tight and flexible connection. \n\t17.\tReplace exhaust stack nuts with special long-type nuts, extending past stud ends, on exhaust pipe attachments to engine and safety wire the nuts in place. \n\t18.\tChange nuts and bolts used on the four-bolt flanges at the top of the exhaust collector ring to stainless steel. \n\t19.\tSeal main landing gear door hinges on inboard nacelles. \n\t20.\tInstall means to prevent exhaust nipples from telescoping and pulling out of cylinder exhaust ports, in the event of exhaust port stud failure. (Douglas clamp assembly P/N 4244017 may be used.) \n\n(Douglas Service Bulletin C-54-250 covers the above items respectively. Items 13 and 14 of that Bulletin are not required by this Note.) \n\nB.\tRework forward edge of exhaust shroud to eliminate gaps leading into engine accessory section. \n\n(Part I, Douglas Service Bulletin C-54-234, covers this same subject.) \n\nC.\tAdd two fire detectors on forward face of firewall in vicinity of shutoff valve location. \n\n(Douglas Service Bulletin No. C-54-252 covers this same subject.) \n\nD.\tRelocate engine primer solenoid to prevent fuel from running into electrical junction box on rear face of firewall. \n\n(Item 12, Douglas Service Bulletin DC-4 No. 66, covers this same subject.) \n\nE.\tInstall extended tail pipes on exhaust collectors. \n\n(Douglas Service Bulletin C-54-289 covers this same subject.) \n\nNOTE: Some of the above-mentioned changes were accomplished at the time Army or Navy airplanes were converted for civil certification. However, it will be necessary to check for compliance, in order to insure that items A to E, inclusive, are complied with. \n\nF.\tImprove the seal at the point where the top of the oil radiator duct fits against the cutout in the bottom of the accessories section diaphragm. \n\n(Part 1 of Douglas Service Bulletin DC-4 No. 49 covers this same subject.) \n\nG.\tRevise sealingof engine section drain line support adjacent to oil cooler shroud by installing a drain manifold. \n\n(Part B of Douglas Service Bulletin DC-4 No. 66 covers this same subject.) \n\nH.\tReplace dural oil inlet elbow on oil cooler with new type steel elbow. \n\n(Part F, 9 of Douglas Service Bulletin DC-4 No. 66 covers this same subject.) \n\nI.\tImprove sealing of engine accessories section diaphragm at the four cutouts for the exhaust collector ring supports. \n\n(Part 2 of Douglas Service Bulletin DC-4 No. 49 covers this same subject.) \n\nJ.\tReplace micarta fairleads with fairleads of fire resistant material for propeller governor and carburetor air preheat control cables on inner ring and for all engine control cables on firewall. \n\n(Douglas Service Bulletin DC-4 No. 55 covers this same subject.) \n\nK.\t1.\tInstall seven fire-warning detectors in zone 1, (engine power section) on the cowl flap ring brackets and install separate set of warning lights in the cockpit for each engine.2.\tAdd an additional fire warning detector in zone 2, (engine accessories section) on top of the oil cooler housing at approximately the center of the section. \n\n(Douglas Service Bulletin DC-4 No. 57 covers the above two items.) \n\nL.\tReplace open relays in junction box behind firewall with sealed relays and provide a drain for the junction box. \n\n(Douglas Service Bulletin DC-4 No. 61 covers this same subject.) \n\nM.\tAttach nacelle junction box cover plate on forward face of firewall directly to firewall rather than to the junction box. \n\n(Douglas Service Bulletin DC-4 No. 65 covers this same subject.) \n\nN.\tInspect and seal all holes in the inner ring around the carburetor air preheat control and install fire resistant fairlead in retainer. \n\n(Douglas Service Bulletin DC-4 No. 55 covers this same subject in part.) \n\nO.\t1.\tInspect and rework if necessary, inner ring cutouts for cowl flap actuating bellcranks to provide metal-to-metal contact between inner ring and cowlflap bellcrank bracket on aft side of inner ring. Dimple inner ring to accomplish metal-to-metal contact, or fill gap with washers made from Johns Manville No. 96 wire woven asbestos sheet impregnated with neoprene. \n\n\t2.\tInspect and rework diaphragm, inner ring and firewall for excess holes, gaps and rubber grommets. Close and seal all holes and gaps, and install fireproof grommets or equivalent. \n\n\t3.\tInspect and seal, with Johns Manville No. 96 or equivalent, gaps that may exist where the carburetor airscoop casting passes through the accessory section inner ring. \n\n\t4.\tInspect and seal with Johns Manville No. 96 split seal or equivalent the hole where the engine oil line (from the intermediate rear section to the main oil sump) passes through the plate in the accessory section diaphragm at the bottom of the engine. \n\n\t5.\tInspect and seal with Johns Manville No. 96 or equivalent any gaps that may exist where the plate mentioned in item 4, above, mates with the outer section of the accessory section diaphragm. \n\n\t6.\tInspect and seal gaps existing between the diaphragm and the three engine crank case bosses. The magneto vent lines pass through the gaps around two of these bosses; the manifold pressure takeoff line at right top of engine being the third.\n \n\t7.\tProvide a fluid shutoff means at a point behind the firewall in the line leading from the oil tank to the feathering pump on airplanes having the feathering pump located on the engine side of the firewall. This may be accomplished by a shutoff valve tied into the present shutoff valve linkage aft of the firewall, or a flapper type check valve. \n\nNOTE: Items 0-1 through 0-7 are to be developed and accomplished by the operators affected, since Douglas has not prepared Service Bulletins to cover these changes.
2009-18-20: 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: One Long Range operator experienced a failure of one spoiler servo-control, associated with surface deflection in flight and hydraulic leak. On ground, this servo-control Part Number (P/N) MZ4306000-02X was found with the maintenance cover broken. Investigations showed that the rupture of the maintenance cover was due to pressure pulse fatigue. * * * The rupture of the maintenance cover in flight may result in the deflection of the associated spoiler surface up to the null- hinge position (loss of the hydraulic locking). It may also result in the loss of the associated hydraulic system (external leakage). In the worst case, the three hydraulic systems may be affected, which constitutes an unsafe condition. * * * * * Loss of the three hydraulic systems could result in reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
85-25-04: 85-25-04 BOEING: Amendment 39-5179. Applies to Boeing Model 737-100, -200, and -300 airplanes certificated in any category. Compliance required within 45 days of the effective date of this amendment, unless already accomplished. \n\n\tTo ensure proper door opening and escape slide deployment, accomplish the following: \n\n\tA.\tFor airplanes which have accomplished AD 85-19-04, inspect escape slides and modify escape slide containers in accordance with Boeing Service Bulletin 737-25A1182, Revision 2, Part IV, dated November 12, 1985, or later FAA approved revisions. \n\n\tB.\tFor airplanes which have not accomplished AD 85-19-04, accomplish inspections, escape slide installation modifications, and functional tests, in accordance with Boeing Service Bulletin 737-25A1182, Revision 2, Parts I, III, and IV, dated November 12, 1985, or later FAA-approved revisions. \n\n\tC.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tUpon request of an operator, an FAA Maintenance Inspector, subject to prior approval by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the compliance times in this AD, if the request contains substantiating data to justify the increase for the operator. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tAll persons affected by this proposal who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment supersedes Airworthiness Directive (AD) 85-19-04, Amendment 39- 5141 (50 FR 38505; September 23, 1985). \n\tThis Amendment becomes effective December 20, 1985.
54-23-01: 54-23-01 DOUGLAS: AD 54-23-01 as amended by amendment 39-3353. Applies to All Models DC-6, DC-6A and DC-6B Series Aircraft including military models. \n\n\tCompliance required as indicated. \n\n\tAs a result of a recent fuselage failure leading to rapid loss of cabin pressure and on the bases of information of other previous structural failures in the same locality, all fuselages in the propeller plane areas must be inspected and/or reworked as follows between stringers 23 to 26 and between Stations 217 and 280 on the left side and Stations 238 and 280 on the right side: \n\n\t1. (a) For aircraft with total service time greater than 10,000 hours the two specified areas shall be subjected to a through external inspections at each scheduled daily inspection but not to exceed 40 hours of operation. This inspection shall consist of close visual check for any evidence of skin cracks of any size or cracks in the toilet service panel pan, together with application of hand pressure at numerous points to detect any evidence of structural softness caused from stringer failures or failures of attachments of stringers to frames. For aircraft in which forward toilet has been removed, the service panel pan inspection door shall be readily openable or removable to permit the inspection of that pan. \n\n\t\t(b) If any skin cracks are evidence of structural softness is found, the airplane shall be flown unpressurized until thorough internal inspection of the area is accomplished and any failures properly repaired. \n\n\t\t(c) In any event, a thorough internal inspection of the specified areas and repair of all failures shall be accomplished within the next 2,000 hours of operations. \n\n\t\t(d) Following the first complete internal inspections and/or repairs as necessary, external inspection per item 1(a) shall be continued at intervals not to exceed 500 hours of operation, and complete internal inspection and/or rework shall be accomplished when any evidence of cracks or structural softness are found but in any event at periods not to exceed each 2,000 hours of operation. \n\n\t2. For aircraft with total time of less than 10,000 hours, the inspections of item 1(a) shall be conducted at periods not to exceed every 200 hours operations time. Action in item 1(b) shall be taken when any evidence of skin cracks or structural softness is found. \n\n\t3. When rework is made in accordance with Douglas Service Bulletin No. 602 revised September 29, 1955, for the Model DC-6, Service Bulletin No. 602 revised September 22, 1955, for the Model DC-6B and Service Bulletin No. 610 dated October 14, 1955, for the Model DC-6A; or equivalent, the inspections of items 1, 2 and 4 may be discontinued. \n\n\t4. (a) Aircraft modified for unpressurized operations by a modification approved by the Chief, Aircraft Engineering Division, FAA Western Region, and in which the initial inspections and rework, if required, have been accomplished in accordance with paragraphs 1 and 2 may:(b) At intervals not to exceed 200 hours' time in service, in lieu of the time intervals of paragraph 1 and 2, inspect the area specified by paragraph 1(a) in accordance with an FAA approved maintenance program. \n\n\t\t(c) If any skin cracks or evidence of structural softness is found, paragraph 1(c) must be accomplished. \n\n\t\t(d) Restoration of the cabin pressurization system to operational status negates the relief provided by paragraphs 4(a) and 4(b). \n\n\t5. Equivalent inspection procedures and repairs may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t6. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes without differential pressure, to a base for the accomplishment of inspections required by this AD. \n\n\tThis amendment 39-3353, amending AD 54-23-01, becomes effective December 1, 1978.
90-06-02: 90-06-02 BOEING: Amendment 39-6489. Docket No. 89-NM-67-AD. \n\n\tApplicability: Model 737 series airplanes, listed in Boeing Document No. D6-38505, Revision C, dated December 11, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent structural failure, accomplish the following: \n\n\tA.\tExcept as provided below, prior to reaching the incorporation thresholds listed in Boeing Document No. D6-38505, Revision C, dated December 11, 1989, "Aging Airplane Service Bulletin Structural Modification Program - Model 737-100/-200/-200C" (hereinafter called "the Document"), or within the next 4 years after the effective date of this AD, whichever occurs later, accomplish the structural modifications listed in Section 3 of the Document. Modifications for which the incorporation threshold is identified in the Document as a specific date must be accomplished by that date in lieu of the 4 years specified in this paragraph.NOTE: The modifications required by this paragraph do not terminate the inspection requirements of any other AD unless that AD specifies that any such modification constitutes terminating action for the inspection requirements. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\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\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\tThe modifications shall be done in accordance with Boeing Document D6-38505, Revision C, dated December 11, 1989, "Aging Airplane Service Bulletin Structural Modification Program - Model 737-100/-200/-200C." This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington; or at the Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington; or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, D.C. \n\n\tThis amendment (39-6489, AD 90-06-02) becomes effective on April 17, 1990.
76-23-01: 76-23-01 SIAI-MARCHETTI: Amendment 39-2764. Applies to Model S205-18/R, S205-20/R, and S205-22/R airplanes, S/N 5-406 and below, Model S208 and S208A airplanes, S/N 4-64 and below, Model F260 and F260B airplanes, S/N 101 through 125, 2-26 through 2-61, 3-76, 3-78, 3-80, 3-84, 502, 10-09, and 20-01, certificated in all categories. Compliance is required within the next 10 hours time in service after the effective date of this AD, unless already accomplished within the last 40 hours time in service, and thereafter at intervals not to exceed 50 hours time in service from the last inspection. To detect wear of the switch lever safety guard on the landing gear control switch and prevent the possible unwanted extension or retraction of the landing gear in flight, accomplish the following: (a) Inspect the landing gear control switch P/N 205-8-069-01 for wear of the switch lever safety guard as follows: (1) For S205, S208, and S208A series airplanes in accordance with the "Instruction for Inspections", paragraph (a) steps 1 and 2, of SIAI Marchetti Service Bulletin No. 205B44 dated July 3, 1976, or an FAA-approved equivalent. (2) For F260 and F260B series airplanes in accordance with the "Instruction for Inspections", paragraph (a) steps 1 and 2 of SIAI Marchetti Service Bulletin No. 260B20 dated July 3, 1976, or an FAA-approved equivalent. (b) If wear is found to exceed the limits contained in the applicable service bulletin as a result of the inspections required in paragraph (a) of this AD, before further flight, replace landing gear control switch, P/N 205-8-069-01 with a serviceable part as follows: (1) For S205, S208, and S208A series airplanes in accordance with the "Instruction for Replacement", paragraph (b), of SIAI Marchetti Service Bulletin No. 205B44 dated July 3, 1976, or an FAA-approved equivalent, and thereafter continue to reinspect in accordance with paragraph (a) of this AD. (2) For F260, and F260B series airplanes in accordance with the "Instruction for Replacement", paragraph (b), of SIAI Marchetti Service Bulletin No. 260B20 dated July 3, 1976, or an FAA-approved equivalent, and thereafter continue to reinspect in accordance with paragraph (a) of this AD. This amendment becomes effective on November 18, 1976.
89-10-10: 89-10-10 McDONNELL DOUGLAS: Amendment 39-6209. \n\n\tApplicability: McDonnell Douglas Model DC-9 Series, Model DC-9-80 series, including Model MD-88, and C-9 (Military) series airplanes, equipped with hinged evacuation slide cover assemblies, as listed in McDonnell Douglas Alert Service Bulletin A25-299, Revision 1, dated September 23, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo minimize the possibility of an unusable emergency exit, accomplish the following: \n\n\tA.\tWithin 6 months after the effective date of this AD, replace the evacuation slide girt bar forward stowage clip in accordance with the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A25-299, Revision 1, dated September 23, 1988. \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 will either concur or comment, and then send it to the Manager, 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 documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, CL-100 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment(39-6209, AD 89-10-10) becomes effective on June 12, 1989.
90-19-13: 90-19-13 MCDONNELL DOUGLAS: Amendment 39-6734. Docket No. 90-NM-169-AD. \n\n\tApplicability: All McDonnell Douglas Model DC-8F, -61F, -62F, -63F, -71F, -72F, and -73F series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated. \n\n\tTo prevent inadvertent opening of the main cargo door in flight, a condition which could result in loss of pressurization and control of the aircraft, accomplish the following: \n\n\tA.\tExcept as provided in paragraph B. of this AD, within 14 calendar days after the effective date of this AD, unless previously accomplished within the last 30 days, remove sealant in accordance with Figure 1, Step 2, and perform the torque test on the cargo door latch spool fitting attach bolts, in accordance with the Accomplishment Instructions for Group 1, Phase 1, of McDonnell Douglas DC-8 Service Bulletin 52-82, Revision 2, dated January 22, 1990. \n\n\tNOTE: The requirements of this AD are applicable to all Model DC-8F series airplanes, regardless of effectivity as specified in the McDonnell Douglas Service Bulletin. \n\n\t\t1.\tIf a bolt breaks, prior to further flight, replace it with a new bolt and seal in accordance with Figure 1 of the Service Bulletin. \n\n\t\t2.\tIf a bolt passes the torque test, prior to further flight, retorque the bolt and seal in accordance with the Accomplishment Instructions for Group 1, Phase 1, of the Service Bulletin. \n\n\tB.\tThe test required by paragraph A. of this AD is not required for Inconel bolts, part numbers RA21026-7-23, 77711-7-24, and 3D0031-7-24. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base for the accomplishment of the requirements of this AD. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate.NOTE: The request should be submitted directly to the Manager, Los Angeles ACO, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Los Angeles ACO. \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, P. O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications, C1-HDR (54-60). These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6734, AD 90-19-13) becomes effective on October 1, 1990.
2009-25-01: We are adopting a new airworthiness directive (AD) to supersede AD 91-18-19, which applies to certain Hawker Beechcraft Corporation (Hawker) (Type Certificate Numbers 3A15, 3A16, and A23CE formerly held by Raytheon Aircraft Company; formerly held by Beech Aircraft Corporation) Models 58, 58A, 58P, 58PA, 58TC, 58TCA, 95-B55, 95-B55A, A36, A36TC, B36TC, E55, E55A, F33A, and V35B airplanes. AD 91- 18-19 currently requires you to do a one-time inspection of the pilot and copilot shoulder harnesses for an incorrect washer and replace any incorrect washer with the correct washer. Since we issued AD 91-18-19, we have found that the applicability of AD 91-18-19 was incorrectly stated when the Model A36TC airplane was omitted from the Applicability section. Consequently, this AD would retain the actions and the serial number (SN) applicability of AD 91-18-19 and realign the SN applicability for Models A36TC and B36TC airplanes. We are issuing this AD to detect and correct an incorrectwasher installed in the pilot and copilot shoulder harnesses. This incorrect part could result in a malfunctioning shoulder harness. Such a malfunction could lead to occupant injury.
91-22-03: 91-22-03 MCDONNELL DOUGLAS: Amendment 39-8063. Docket No. 90-NM-97-AD. \n\n\tApplicability: Model DC-9 series airplanes (including C-9 Military), Model DC-9-80 (MD-80) series airplanes, and Model MD-88 airplanes; operating in passenger, passenger/cargo, or all-cargo configuration; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent unexpected tailcone deployment on landing, accomplish the following: \n\n\t(a)\tWithin 24 months after August 8, 1987 (the effective date of Amendment 39-5665, AD 87-13-09), install a visual indicating means, which is approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate, that will signal the appropriate flight crew members when the tailcone is not attached to the airplane. \n\n\tNOTE: Any modification to install a tailcone missing indicating system that was previously determined by the FAA to comply with AD 87-13-09, meets the requirements of this paragraph. \n\n\tNOTE: Modification is not required on all-cargo configured airplanes for which an alternative method of compliance was approved for AD 87-13-09, in which the tailcone release system has been deactivated and the tailcone latches are positively retained in the latched position in a manner acceptable to the Manager, Los Angeles ACO, FAA, Transport Airplane Directorate. However, the tailcone release system must be reactivated prior to further flight upon conversion to a passenger or passenger/cargo configuration. \n\n\t(b)\tWithin 24 months after the effective date of this amendment, for airplanes listed in McDonnell Douglas Service Bulletin 53-199, Revision 3, dated July 15, 1991, accomplish either paragraph (b)(1) or (b)(2) of this AD, as applicable: \n\n\t\t(1)\tModify airplanes in a passenger or passenger/cargo configuration by installing the "tailcone unsafe" indicating system in accordance with paragraph 2. of the Accomplishment Instructions of McDonnellDouglas Service Bulletin 53-199, Revision 3, dated July 15, 1991. Modification previously accomplished in accordance with McDonnell Douglas Service Bulletin 53-199, dated November 25, 1987; Revision 1, dated March 22, 1988; or Revision 2, dated March 17, 1989; is considered to comply with the requirements of this paragraph. \n\n\t\t(2)\tModify airplanes in an all-cargo configuration by deactivating the tailcone release system in a manner approved by the Manager, Los Angeles ACO, FAA, Transport Airplane Directorate. However, the tailcone release system must be reactivated and the procedures specified in paragraph (b)(1) of this AD must be accomplished prior to further flight upon conversion to a passenger or passenger/cargo configuration. \n\n\t(c)\tFor Model DC-9-80 (MD-80) series airplanes and Model MD-88 airplanes: within 24 months after the effective date of this amendment, modify the tailcone release actuating mechanism shroud by installing a cover over the slot so the mechanism is not exposed to the cabin. This modification must be accomplished in a manner approved by the Manager, Los Angeles ACO, FAA, Transport Airplane Directorate. \n\n\t(d)\tUpon accomplishment of the procedures specified in paragraph (b)(1) of this AD, the requirements of paragraph (a) of this AD are no longer applicable and the visual indicating means installed in accordance with that paragraph may be removed. \n\n\t(e)\tAn alternative method 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 (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(f)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(g)\tThe installation of the "tailcone unsafe" indicating system shall be done in accordance with McDonnell Douglas Service Bulletin 53-199, Revision 3, dated July 15, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846; ATTN: Business Unit Manager, Technical Publications & Technical Administration Support C1-L5B (45-60). Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\tThis amendment (39-8063, AD 91-22-03) becomes effective on January 3, 1992.