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86-05-10: 86-05-10 MCDONNELL DOUGLAS: Amendment 39-5256. Applies to McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, -40, and KC-10A (Military) series airplanes, certificated in any category, equipped with anti-skid valve assemblies, Goodyear Aerospace Corporation Part Numbers 6000189, 6000189-2, and 6000189-3, having serial number dates of JUL81-8519 through serial numbers dated April 1985, or any valves overhauled during January 1981 through April 1985 having end cap screws replaced with screws obtained from Goodyear Aerospace Corporation. Compliance required as indicated, unless previously accomplished. \n\n\tTo preclude the potential of hydraulic system fluid loss with subsequent loss of braking system performance on anti-skid valve assemblies, accomplish the following: \n\n\tA.\tWithin 12 months after the effective date of this airworthiness directive (AD), modify and reidentify the anti-skid valve assemblies as outlined in the Accomplishment Instructions of Goodyear Service Bulletin DC10-10-32-29 and DC10-30/40-32-41, dated May 3, 1985, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: Removal and installation of skid control manifold or skid control valve may be accomplished as outlined in McDonnell Douglas Service Bulletin 32-209, dated June 27, 1985. \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 proposal 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); or Goodyear Aerospace Corporation, 1210 Massillon Road, Akron, Ohio 44315. 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 April 21, 1986.
51-21-01: 51-21-01 CESSNA: Applies to Models 120 and 140 Aircraft, Serial Numbers 8001 to 10650, Inclusive, and/or Any Other Serial Numbers Not Having Steel Reinforcing Channel, Cessna P/N 0433131 or Equivalent Installed. Compliance required prior to December 1, 1951. Inspect bottom rib of rudder for kinks or cracks in the rib flanges just aft of the rudder horn fitting. If there is any damage, the bottom rib assembly should be replaced with Cessna P/N 0433106, since the damage may progress until the rib breaks in two with the loss of rudder control. On installing P/N 0433106, which is an assembly of the rib, the control horn and a steel reinforcing channel (P/N 0433131), AD-4 protruding head type rivets should be used wherever rivets or spotwelds were used on the original installation; six additional rivets for attachment of aft part of steel channel to bottom rib and four AD-4 protruding head type or Cherry 163-4-4 rivets added to attach the skin to each flange of the steel reinforcing channel. If no damage to the bottom rib assembly is detected, installation of the steel reinforcing channel only is necessary. This may be accomplished by drilling out existing rivets for attachment of control horn and installing the steel reinforcing channel (P/N 0433131), above the bottom rib with flanges up, using existing rivet holes. The completed installation should be the same as for the installation of the complete lower rib outlined above. The reinforcing channel, P/N 0433131, is 4 17/32 long with 5/8 flanges, planform to fit inside lower rib installed as near horn flange as possible. Flanges removed on forward inch of channel. Material 0.036 1025 steel or 0.051 24ST, ALCLAD or equivalent. It is recommended that the length of the chains to the steerable tail wheel be so adjusted that under static conditions the coil springs are not extended more than 1/8 inch, since excessive tautness of the chains contributes to the rib failures. (Cessna Service Letter No.46, dated July 31, 1947, covers this same subject.) This supersedes AD 47-43-07.
2010-10-23: The FAA is superseding an existing airworthiness directive (AD) for the Dowty Propellers, propeller models listed above. That AD currently requires, for all Dowty Rotol propellers, visual inspections for seizure and for cadmium plating of the blade pitch change operating links and eyebolt fork assemblies. That AD also requires replacement or heat-treatment of the blade pitch change operating links and eyebolt fork assemblies, if necessary. This AD requires the same actions, but only for certain propeller models. This AD results from the FAA determining that AD 70-16-02 does not apply to all propellers, since current Dowty propellers are differently designed. We are issuing this AD supersedure to specify the affected propeller models, and to prevent seizure or embrittlement and cracking of the blade pitch change operating links and eyebolt fork assemblies, which could result in reduced controllability of the airplane.
62-25-01: 62-25-01 BOEING: Amdt. 509 Part 507 Federal Register November 21, 1962. Applies to Models 707 and 720 Series Aircraft. \n\n\tCompliance with certain service bulletins pertaining to the Model 707 and Model 720 flight control systems is considered necessary to provide for significant improvement in the safety and reliability of operation of those aircraft models. Accordingly, the aircraft models listed below shall be inspected and/or modified within the compliance times and in accordance either with the service bulletins as indicated or with equivalent methods approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. Airplanes modified in accordance with later FAA approved revisions of the service bulletins listed below will be considered to have complied with the appropriate provisions of this AD. \n\n\t(a) Compliance required within the next 400 hours' time in service following the effective date of this AD: \n\n\nModification\nModel\nService Bulletin No.1. Stabilizer trim actuator auxiliary brake retaining nut. \n707 & 720\n984 \n\n\t(b) Compliance required within the next 650 hours' time in service following the effective date of this AD: \n\n\nModification\nModel\nService Bulletin No.\n1. Rudder pedal push-rod attachment. \n707\n337 \n2. Inboard aileron tab nose weight attachment screws. \n707\n860 \n3. Spoiler and emergency flap switch placard installation. \n707 & 720\n1524 \n\n\tBAC P/N 10-60424-621 (Type I) and P/N 10-60424-184 (Type I) are approved equivalents. \n\n\t(c) Compliance required within the next 2,700 hours' time in service following the effective date of this AD: \n\n\nModification\nModel\nService Bulletin No.\n1. Bearing retainer installation for center and inboard hinges for inboard aileron tab.\n707\n307 (R-1) and 307 (R-1)A.\n2. Guard installation for chain in stabilizer trim unit.\n707\n655 and 655B\n3. Flap drive torque tube guard installation in wheel well area.\n707\n680 and 680A\n4. Rudder controlinput stop modification and directional bushing replacement.\n707\n735 (R-1)\n5. Replacement of stabilizer trim actuator.\n707 & 720\n889\n6. Flap takeoff warning switch relocation.\n707 & 720\n1016 (R-1) and 1016 (R-1)C\n7. Stabilizer trim actuator motor replacement.\n707\n1247\n8. Emergency flap switch installation.\n707 & 720\n1251\n9. Rudder power con- trol unit replacement, "Extension Sleeve Revision".\n707 & 720\n1479 (R-1) Part I only\n10. Rudder pressure control valve bypass installation.\n707 & 720\n1482 (R-1).\n11. Rudder control centering spring cable modification.\n707 & 720\n1625\n12. Rudder control centering spring cable guard installation.\n707 & 720\n1680 & 1680A\n \n\n\t(d) Compliance required within the next 3,500 hours time in service following the effective date of the AD. \n\n\nModification\nModel\nService Bulletin No. \n1. Inboard aileron centering spring cartridge. \n707 & 720\n1344 \n2. Control wheel stabilizer trim switch installation. \n707 & 720\n1410 and 1410B\n3. Replacement of rudder hydraulic system solenoid valve. \n707 & 720\n1490 (R-1) \n\n\tBAC P/N's 10-3265-6 and 10-60705-1 are approved equivalents. \n\n\t(e) Compliance required within the next 5,000 hours' time in service following the effective date of this AD: \n\n\nModification\nModel\nService Bulletin No. \n1. Stabilizer trim actuator brake unlock gear ball bearing adapter addition. \n707 & 720\n1128 & 1128A \n2. Stabilizer trim actuator brake pawl spring. \n707 & 720\n1237\n3. Outboard spoiler shutoff valve consolidation.\n707 & 720\n1336 (R-1) and 1336 (R-1)B. \n4. Replacement of spoiler hydraulic system shutoff valve. \n707 & 720\n1484\n\n\tThis directive effective December 20, 1962. \n\n\tRevised December 24, 1963.
84-02-05: 84-02-05 BOEING: Amendment 39-4798. Applies to Boeing Model 747 series airplanes certificated in all categories. Compliance required as indicated, unless already accomplished. \n\n\tA.\tTo clarify the operation of the anti-icing system, emphasize the need to maintain the specified minimum N1 engine rpm during icing conditions, and expand the definition of icing conditions, accomplish the following: Within 120 days from the effective date of this AD, unless already accomplished, revise the FAA approved Airplane Flight Manual (AFM) CERTIFICATE LIMITATIONS SECTION by adding: \n\n\t\t\t\t"ENGINE ANTI-ICE SYSTEM \n\n\tWhen penetrating or operating in Icing Conditions, maintain a minimum of 50 percent N1 rpm at 10,000 feet and above, and 45 percent N1 rpm for Pratt & Whitney JT9D and General Electric CF6 engines, and 42 percent N1 for Rolls Royce RB211 engines, below 10,000 feet altitude, except as required for landing. \n\n\tNacelle anti-ice must be ON during all ground and flight operationswhen icing conditions exist or are anticipated, except during climb and cruise when the temperature is below -40 degrees C SAT. Nacelle anti-ice must be ON prior to and during descent in all icing conditions, including temperatures below -40 degrees C SAT. \n\n\t\tNOTE: Icing Conditions - Icing Conditions exist when the OAT on the ground and for takeoff, or TAT inflight is 10 degrees C or below and visible moisture in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow, sleet, and ice crystals). \n\n\tIcing conditions also exist when the OAT on the ground and for takeoff is 10 degrees C or below when operating on ramps, taxiways or runways where surface snow, ice, standing water, or slush may be ingested by the engines or freeze on engines, nacelles or engine sensor probes." \n\n\tB.\tTo alert the flight crew of engine operation at a lower N1 than required for icing condition, install a LOW N1 rpm caution indication system as follows: \n\n\t\tWithin 24 months from the effective date of this AD, unless already accomplished, provide "LOW N1" indication that will alert the flight crew that the nacelle anti-ice is "ON and N1 is less than 45 percent N1 (42 percent N1 for RB211 engines) below 10,000 feet, and is less than 50 percent N1 above 10,000 feet altitude. \n\n\t\tNOTE: The LOW N1 indication may be provided by incorporating Boeing Service Bulletin S/B 747-77-2060 for the JT9D Pratt & Whitney powered airplanes and S/B 747-77-2063 for General Electric CF6 and Rolls Royce RB211 powered airplanes. \n\n\t\tBoth service bulletins have been approved by the FAA and were released on February 14, 1983. The service bulletins may be obtained from the Boeing Company at the following address: The Boeing Company, P.O. Box 3707, Seattle, Washington 98124. \n\n\tC.\tAlternate means of compliance with the AD which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, 9010 East MarginalWay South, Seattle, Washington. \n\n\tD.\tA special flight permit may be issued in accordance with FAR 21.197 and 21.199 for the purpose of flying the aircraft which has exceeded the compliance period to a maintenance facility where the modification can be performed. \n\n\tThis amendment becomes effective on March 2, 1984.
75-09-04 R1: 75-09-04 R1 BOEING: Amendment 39-2174 as amended by Amendment 39-4926. Applies to Boeing Model 727 series airplanes, certificated in all categories, listed in Boeing Service Bulletin 727-55-62, or later FAA approved revisions (line numbers 1 through 641, inclusive). Compliance required as indicated. \n\n\tTo detect cracks in the horizontal stabilizer rear spar center section fitting, accomplish the following: \n\n\tA.\tWithin the next 750 flight hours after the effective date of this AD, unless accomplished within the last 2250 flight hours, inspect the horizontal stabilizer rear spar center section fitting in accordance with Paragraph III of Boeing Service Bulletin 727-55-62, or later FAA approved revisions or in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\t1.\tIf no cracks are found in the fitting, repeat the inspections at intervals not to exceed 3000 flight hours, until replaced per Paragraph B. \n\n\t\t2.\tIf a crackis found at the upper or lower flanges of the fitting and is within the allowable limits specified in Figure 2 of Boeing Service Bulletin 727-55-62, or later FAA approved revisions, prior to further flight, stop drill the crack per the service bulletin. Inspect the stop drilled areas for crack growth at 1500 flight hour intervals, until repaired or replaced in accordance with Boeing Service Bulletin 727-55-62, or later FAA approved revisions, or in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\t3.\tIf a crack is found in any of the hinge lugs and is within the allowable limits specified in Boeing Service Bulletin 727-55-62, or later FAA approved revisions, before further flight, repair the fitting in accordance with Figure 3 of the service bulletin, or in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. Inspect the repaired fitting thereafter at intervals not to exceed 1500 flight hours. \n\n\t\t4.\tIf a crack at any location is beyond the allowable limits specified in Boeing Service Bulletin 727-55-62, or later FAA approved revisions, before further flight, repair in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, or replace the fitting with a new improved fitting per Paragraph B. \n\n\tB.\tAs terminating action for this AD, replace the horizontal stabilizer rear spar center section fitting with a new improved 7075-T73 aluminum allow fitting. \n\n\tC.\tAirplanes having cracked horizontal stabilizer rear spar center section fittings which require replacement under this AD may be flown in accordance with FAR 21.197 to a base where the replacement can be accomplished. \n\n\tD.\tUpon request of an operator, an FAA Maintenance Inspector, subject to the prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, may adjust the inspection intervals in this AD, if the request contains substantiating data to justify the increase for that operator. \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 Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. \n\n\tAmendment 39-2174 became effective April 29, 1975. \n\n\tThis Amendment 39-4926 becomes effective January 22, 1985.
90-23-12: 90-23-12 BOEING: Amendment 39-6799. Docket No. 90-NM-134-AD. \n\n\tApplicability: Model 737-300 and 737-400 series airplanes, listed in Boeing Service Bulletin 737-49-1071, dated May 10, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent auxiliary power unit (APU) rotor failure resulting from an undetected EGT overtemperature condition, accomplish the following: \n\n\tA.\tFor Model 737-400 series airplanes: Within 1,000 hours time-in-service after May 29, 1990 (the effective date of Amendment 39-6583, AD 90-09-05), modify the APU instrumentation wiring in a manner that will assure continuous flight-compartment APU exhaust gas temperature (EGT) indication following a shutdown. The modification must be accomplished in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Transport Airplane Directorate; or in accordance with Boeing Service Bulletin 737-49-1071, dated May 10, 1990. \n\n\tB.\tFor Model 737-300 series airplanes: Within 1,000 hours time-in-service after the effective date of this amendment, modify the APU instrumentation wiring in accordance with Boeing Service Bulletin 737-49-1071, dated May 10, 1990. \n\n\tC.\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\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 documents from the manufacturer mayobtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tAirworthiness Directive 90-23-12 supersedes AD 90-09-05, Amendment 39-6583. \n\tThis amendment (39-6799, AD 90-23-12) becomes effective on December 11, 1990.
59-12-05: 59-12-05 COLONIAL: Applies to Models C-1 and C-2 Aircraft Serial Numbers 1 Through 132. Compliance required as indicated. Due to a recent incident where the plastic lock for the control surface hinge pin cracked, thus making it possible for the hinge pin to work out, the following inspection and replacement of all plastic locks is required. Prior to next flight inspect the control surface hinge pin locks. (1) If made of metal, no further action necessary. (2) If made of plastic material inspect for cracks. Parts found cracked must be replaced with locks fabricated of 0.025 2024-T3 aluminum alloy material or equivalent before further operation. (3) All plastic locks must be replaced within the next 10 hours of operation with metal locks fabricated of 0.025 2024-T3 aluminum alloy material or equivalent. (Colonial Service Bulletin No. 15 covers this same subject.)
2010-10-10: We are adopting a new airworthiness directive (AD) for certain Hawker Beechcraft Corporation Model 390 airplanes. This AD requires you to inspect the essential bus lightning strike protection for proper installation of metal oxide varistor (MOV) and spark gap wiring. This AD also requires you to rework the wiring as necessary to achieve the required lightning strike/surge protection. This AD results from a report that the wires to the MOV and spark gap were swapped. We are issuing this AD to detect and correct improper installation of the MOV and spark gap wiring, which could result in overload of the MOV in a lightning strike and allow electrical energy to continue to the essential bus and disable equipment that receives power from the essential bus. The disabled equipment could include the autopilot, anti-skid system, hydraulic indicator, spoiler system, pilot primary flight display, audio panel, or the 1 air data computer. This failure could lead to a significant increase in pilot workload during adverse operating conditions.
91-13-06: 91-13-06 McDONNELL DOUGLAS: Amendment 39-7037. Docket No. 91-NM-03-AD. Supersedes AD 90-03-17. \n\n\tApplicability: Model DC-9 series, Model DC-9-80 series, C-9 (Military), and Model MD-88 airplanes, equipped with Westinghouse bus control unit (BCU) Part Number 947F946-2, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of generator electrical power, accomplish the following: \n\n\tA.\tWithin 30 days after February 15, 1990 (the effective date of AD 90-03-17, Amendment 39-6496), add the following to the LIMITATIONS section of the approved Airplane Flight Manual (AFM). This may be accomplished by inserting a copy of this AD into the AFM. \n\n\t\t1.\tOn takeoff with both engine generators and APU generator operating and APU bus switches selected to the ON position, the AC BUS X-TIE switch must be placed in the OPEN position. At or above 10,000 feet MSL with both engine generators operating, the APU may be shut down and the AC BUS X-TIE switch placed in the AUTO position. \n\n\t\tNOTE: In the event of an in-flight failure of an engine generator that results in the APU generator powering an AC bus, de-activate all galley power and place the other APU BUS switch in the ON position. \n\n\t\t2.\tOn takeoff with the APU generator inoperative, or an engine generator inoperative, dispatch is permitted in accordance with the present MMEL conditions except that the AC BUS X-TIE switch must be in the OPEN position. Verify that all transformer rectifiers (TR's) are operating and place the DC BUS X-TIE switch in the CLOSE position. Takeoff minimums are restricted to ceiling 1,000 foot and visibility 3 miles. The Captain must make the takeoff with his instrument incandescent flood lights adjusted to a level which would adequately compensate for the subsequent potential loss of his instrument integral lights. At or above 10,000 feet MSL, place the DC BUS X-TIE switch in the OPEN position and the AC BUSX-TIE switch in the AUTO position. \n\n\t\tNOTE: In the event of an in-flight failure of an engine generator following dispatching with the APU generator powering an AC bus, de-activate all galley power and place the other APU BUS switch in the ON position. \n\n\t\t3.\tWhen operating with the AC BUS X-TIE switch in the AUTO position, if rapid cycling of the AC cross-tie relay occurs, manifested by a buzzing/chattering sound from the electrical power center and any combination of random circuit breaker trips, inappropriate aural warning messages, loss of some flight instruments, and/or flashing cockpit annunciators, place the AC BUS X-TIE switch to the OPEN position. If a generator trips off-line, it may be reset only once. If the engine generator fault cannot be cleared, the APU should be utilized, if available. \n\n\t\t4.\tPrior to the approach with both engine generators operating, start the APU and place both APU BUS switches to the ON position. Place the AC BUS X-TIE switch to the OPENposition after APU electrical power becomes available. \n\n\t\t5.\tPrior to the approach with only two generators operating, place the AC BUS X-TIE switch in the OPEN position. Landing minimums are restricted to Category I and the Captain must make the approach with his instrument incandescent flood lights adjusted to a level which would adequately compensate for the subsequent potential loss of his instrument integral lights. \n\n\t\t6.\tIn the event of an in-flight failure that results in an AC bus not powered, place the DC BUS X-TIE switch in the CLOSE position. \n\n\t\t7.\tIn the event of an in-flight failure that results in both AC BUSES being powered by only one generator, the landing minimums are restricted to ceiling 1,000 feet and 3 miles visibility. The Captain must make the approach and landing. \n\n\t\t8.\tAutoland is permitted with two engine generators operating and APU generator operating with both APU BUS switches in the ON position and the AC BUS X-TIE switch in the OPEN position. Reconfirm APU generator availability after "AUT LND/AUT LND" is indicated on the Flight Mode Annunciator (FMA). An autoland approach must be discontinued following a failure of an engine generator. \n\n\tB.\tWithin 2 years after the effective date of this AD, replace the Westinghouse Bus Control Unit, Part Number 947F946-2 with the Westinghouse Bus Control Unit, Part Number 947F946-3, in accordance with McDonnell Douglas DC-9 Service Bulletin 24-119 dated January 24, 1990. The limitations on the electrical operating procedures and restricted operation of the automatic landing system required by paragraph A. of this AD may be removed from the AFM when the modified Westinghouse BCU is installed. \n\n\tC.\tAn alternate means of compliance and adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: 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\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 requirement 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: Business Unit Manager, Technical Publications, C1-HCW (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 supersedes Amendment 39-6496, AD 90-03-17. \n\n\tThis amendment(39-7037, AD 91-13-06) becomes effective on July 15, 1991.