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86-14-05: 86-14-05 SHORT BROTHERS, LTD.: Amendment 39-5344. Applies to Model SD3-60 airplanes, serial numbers SH3601 through SH3676 inclusive, certificated in any category. Compliance is required within 90 days after the effective date of this AD. To maintain the structural integrity of the horizontal stabilizer, accomplish the following, unless previously accomplished: 1. Modify the horizontal stabilizer lower skin to spar attachment in accordance with Short Brothers, Ltd., Service Bulletin SD36-55-06, Revision 1, dated May 1985. 2. 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. 3. 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 inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Shorts Aircraft, 1725 Jefferson Davis Highway, Suite 510, Arlington, Virginia 22202. This document 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. This amendment becomes effective August 4, 1986.
2000-16-12: This amendment adopts a new airworthiness directive (AD) that is applicable to General Electric Company (GE) CF6-45, -50, -80A, -80C2, and -80E1 turbofan engines with certain high pressure compressor rotor (HPCR) stage 3-9 spools installed. This action requires initial ultrasonic and eddy current inspections of certain HPCR stage 3-9 spools for cracks. This amendment is prompted by an uncontained failure of an HPCR 3-9 spool. The actions specified in this AD are intended to detect cracks which can cause separation of the HPCR stage 3-9 spool and result in an uncontained engine failure.
92-03-02: 92-03-02 MCDONNELL DOUGLAS: Amendment 39-8156. Docket 92-NM-02-AD. \n\n\tApplicability: Model DC-9-81, -82, -83, and -87 series airplanes, and Model MD-88 airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent loss of engine thrust, accomplish the following: \n\n\t(a)\tWithin 10 days after the effective date of this AD, revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to include the following. This may be accomplished by inserting a copy of this AD in the AFM. \n\n\t"Ice on Wing Upper Surfaces\t\n\n CAUTION\n\n\t\t Ice shedding from the wing upper surface during takeoff can cause severe damage to one or both engines, leading to surge, vibration, and complete thrust loss. The formation of ice can occur on wing surfaces during exposure of the airplane to normal icing conditions. Clear ice can also occur on the wing upper surfaces when cold-soaked fuel is in the main wing fuel tanks,and the airplane is exposed to conditions of high humidity, rain, drizzle, or fog at ambient temperatures well above freezing. Often, the ice accumulation is clear and difficult to detect visually. The ice forms most frequently on the inboard, aft corner of the main wing tanks. (END OF CAUTIONARY NOTE) \n\nThe wing upper surfaces must be physically checked for ice when the airplane has been exposed to conditions conducive to ice formation. Takeoff may not be initiated unless the flight crew verifies that a visual check and a physical (hands-on) check of the wing upper surfaces have been accomplished, and that the wing is clear of ice accumulation when any of the following conditions occur: \n\n(1)\twhen the ambient temperature is less than 50 degrees F and high humidity or visible moisture (rain, drizzle, sleet, snow, fog, etc.) is present; \n\n(2)\twhen frost or ice is present on the lower surface of either wing; \n\n(3)\tafter completion of de-icing. \n\nWhen tufts and triangular decals are installed in accordance with McDonnell Douglas MD-80 Service Bulletin 30-59, the physical check may be made by assuring that all installed tufts move\nfreely.\n\n\t\t\t\t\tNOTE\n\n \tThis limitation does not relieve the requirement that aircraft surfaces are free of frost, snow, and ice accumulation, as required by Federal Aviation Regulations Sections 91.527 and 121.629. (END OF NOTE)" \n\n\t(b)\tWithin 10 days after the effective date of this AD, revise the Configuration Deviation List (CDL) Appendix of the AFM to include the following. This may be accomplished by inserting a copy of this AD in the AFM.\n \n\t"30-80-01 Triangular Decal and Tuft Assemblies \n\n\tUp to two (2) decals or tufts per side may be missing, provided: \n\n\t\t\ta)\tAt least one decal and tuft on each side is located along the aft spar line; and \n\n\t\t\tb)\tThe tufts are used for performing the physical check to determine that the upper wing is free of ice by observing that the tufts move freely. \n\n\t\tUp to eight (8)decals and/or tufts may be missing, provided: \n\n\t\t\ta)\tTakeoff may not be initiated unless the flight crew verifies that a physical (hands-on) check is made of the upper wing in the location of the missing decals and/or tufts to assure that there is no ice on the wing when icing conditions exist;\n\n\t\t\t\t\t OR \n\n\t\t\tb)\tWhen the ambient temperature is more than 50 degrees F." \n\n\t(c)\tWithin 30 days after the effective date of this AD, install tufts and triangular decals on the inboard side of the wings' upper surfaces, in accordance with McDonnell Douglas Service Bulletin 30-59, dated September 18, 1989; Revision 1, dated January 5, 1990; or Revision 2, dated August 15, 1990. \n\n\t(d)\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. The request shall be forwarded through an FAA PrincipalMaintenance or Operations Inspector, as appropriate, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(f)\tThe installation required by this AD shall be done in accordance with McDonnell Douglas Service Bulletin 30-59, dated September 18, 1989; Revision 1, dated January 5, 1990; or Revision 2, dated August 15, 1990. \n\n\tThis incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, P. O. Box 1771, Long Beach, California 90846-0001, Attention: Business Unit Manager, Technical Publications, C1-HDR (54-60). Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(g)\tThis amendment (39-8156, AD 92-03-02) becomes effective on January 17, 1992.
88-25-51 R1: 88-25-51 R1 McDONNELL DOUGLAS: Amendment 39-6128. Final copy of, and revision to, telegraphic AD T88-25-51 which was issued December 16, 1988. \n\n\tApplicability: McDonnell Douglas Model DC-9-81, -82, -83, -87, and MD-88 series airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure that the airplane horizontal stabilizer is configured correctly for takeoff, accomplish the following: \n\n\tA.\tWithin 5 calendar days after the effective date of this AD and daily thereafter, perform a functional test of the horizontal stabilizer takeoff position indicator assembly by selecting a center of gravity setting of 13 and a flap setting of 8, and verifying that the longitudinal trim is correctly displayed as 6 plus or minus 1/2 degrees. If the longitudinal trim displayed is not correct, check the adhesive bond strength of the center of gravity and flap indicator dials as indicated in paragraph B., below. \n\n\t\t1.\tIf both indicator dials are firmly bonded to their respective wheels, re-rig the horizontal stabilizer takeoff position indicator assembly in accordance with McDonnell Douglas MD-80 Maintenance Manual, Chapter 27-40-12, step 3, paragraph A, "Test Module." \n\n\t\t2.\tIf either the flap or center of gravity indicator dials show signs of loose bonding, or if the assembly cannot be re-rigged to bring it within tolerance, replace the horizontal stabilizer takeoff position indicator assembly prior to further flight. \n\n\tB.\tWithin 25 calendar days after the effective date of this AD and thereafter at intervals not to exceed 25 days, accomplish both of the following: \n\n\t\t1.\tCheck the center of gravity and flap indicator dial adhesive bond strength in accordance with the "Accomplishment Instructions," with the exception of paragraphs F and J, of McDonnell Douglas Service Bulletin A27-304, Revision 1, dated December 23, 1988. If the indicator dials are dislodged or loosened, replace the horizontalstabilizer takeoff position indicator assembly prior to further flight. \n\n\t\t2.\tPerform an adjustment/test of the horizontal stabilizer takeoff position indicator assembly in accordance with McDonnell Douglas MD-80 Maintenance Manual, Chapter 27-40-12, step 3, paragraph A, "Test Module." If the adjustment/test is not successful, check the adhesive bond strength of the center of gravity and flap indicator dials as indicated in paragraph B.1., above. \n\n\t\t\ta.\tIf both indicator dials are firmly bonded to their respective wheels, re-rig the horizontal stabilizer position indicator assembly in accordance with McDonnell Douglas MD-80 Maintenance Manual, Chapter 27-40-12, step 3, paragraph A, "Test Module." \n\n\t\t\tb.\tIf either the flap or center of gravity indicator dials show signs of loose bonding, or if the assembly cannot be re-rigged to bring it within tolerance, replace the horizontal stabilizer takeoff position indicator assembly prior to further flight. \n\n\tC.\tModification of theflap and center of gravity dial indicators in the horizontal stabilizer takeoff position indicator assembly, in accordance with "Repair Action II" of McDonnell Douglas Service Rework Drawing SRO9270010, New, dated December 17, 1988, constitutes terminating action for the requirements of this AD. \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 inspection requirements of this AD. \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, Los Angeles Aircraft Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office. \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, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis AD is the final copy of, and revision to, Telegraphic AD T88-25-51. Portions of this amendment were effective earlier to all recipients of Telegraphic AD T88-25-51, issued December 16, 1988, which was effective immediately upon receipt. \n\n\tThis amendment (39-6128, AD 88-25-51 R1) becomes effective February 15, 1989.
85-03-03 R1: 85-03-03 R1 ROLLS-ROYCE LIMITED: Amendment 39-4987 as amended by Amendment 39-5197. Applies to Rolls-Royce Dart engines series 506, 510, 511, 514, 525, 526, 527, 528, 529, 530, 531, 532, 535, 542, and all variants of these series. Compliance is required as indicated unless already accomplished. To prevent possible uncontained failure of the low pressure impeller, accomplish the following: Inspect certain low pressure impellers in accordance with mandatory Rolls-Royce Alert Service Bulletin (SB) Da72-A488, Revision 1, dated October 18, 1984, and Rolls-Royce SB Da72-480, Revision 4, dated December 1984, or FAA approved equivalent. Remove from service all impellers not ,meeting the inspection criteria per Rolls-Royce SB Da72-480. (a) Inspect low pressure impellers with serial numbers listed in Appendix 1 of Rolls-Royce SB DA72- A488, Revision 1, which have accumulated less than 2,000 flights since new, within the next 200 flights, but not later than March 31, 1985.(b) Inspect low pressure impellers with serial numbers listed in Appendix 2 of Rolls-Royce SB Da72- A488, Revision 1, which have accumulated less than 2,000 flights since new, within the next 600 flights or next shop visit, whichever comes first, but not later than September 30, 1985. NOTE: Shop Visit (as defined in the World Airlines Technical Operations Glossary) is defined as the input of an engine to a repair shop where the subsequent engine maintenance entails: (a) Separation of a major engine flange (lettered or numbered) other than flanges mating with major sections of the nacelle or reverser. Note: Separation of flanges purely for purposes of shipment, without subsequent internal maintenance, is not a "Shop Visit." (b) Removal of a disk or hub or spool. (c) Removal of the main or angle gearbox. (d) Removal of the fuel nozzles. (c) Inspect low pressure impellers with serial numbers listed in Appendix 1 of Rolls-Royce SB Da72- A488, Revision 2, which have not been inspected per (a) above, which have accumulated less than 3,500 flights since new, within the next 100 flights, but not later than February 28, 1986. (d) Inspect low pressure impellers with serial numbers listed in Appendix 1 of Rolls-Royce SB Da72- A488, Revision 2, which have not been inspected per (a) above, which have accumulated 3,500 or more flights since new, within the next 500 flights, but not later than April 30, 1986. For purpose of this AD the term "repair shop" refers to a maintenance station where low compressor overhaul facilities exist. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulations (FARs) 21.197 and 21.199 to a base where the AD can be accomplished. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, Aircraft Certification Division, FAA, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803. Rolls-Royce SB Da72-A488, Revision 2, dated July 25, 1985, is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received this document from the manufacturer may obtain Rolls-Royce Limited, East Kilbride, Glasgow G74 4PY, Scotland. This document also may be examined at the Office of the Regional Counsel, FAA, New England Region, Attention: Rules Docket No. 84-ANE-19, 12 New England Executive Park, Room Number 311, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday except Federal holidays. Amendment 39-4987 became effective on February 11, 1985. This Amendment 39-5197 becomes effective on January 6, 1986.
2018-25-02: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318, A319, A320, and A321 series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the principal structural elements and certain life- limited parts are subject to widespread fatigue damage (WFD). This AD requires revising the existing maintenance or inspection program to incorporate new or more restrictive airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
91-21-05: 91-21-05 MCDONNELL DOUGLAS: Amendment 39-8052. Docket No. 91-NM-174-AD.\n\n\tApplicability: Model DC-10-10, -10F, and -15 series airplanes, fuselage numbers through 379; and Model DC-10-30, -30F, and -40 series airplanes, fuselage numbers through 275; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished.\n\n\tTo ensure the structural integrity of these airplanes, accomplish the following:\n\n\t(a)\tExcept as provided in paragraphs (b) through (e) of this AD, prior to the accumulation of 7,000 landings or within 30 days after the effective date of this AD, conduct the initial inspections specified in paragraphs (a)(1), (a)(2), or (a)(3) of this AD.\n\n\t\t(1)\tConduct an eddy current inspection of the wing rear spar lower cap aft tang and a dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 424 in accordance with Option III of McDonnell Douglas Alert Service Bulletin A57-123, dated July 25, 1991. In addition, within 1,500 landings after performing these eddy current and dye penetrant inspections, conduct the inspections specified in paragraph (a)(2) or (a)(3) of this AD and repeat thereafter as indicated. Or\n\n\t\t(2)\tConduct an ultrasonic inspection of the area around the six wing rear spar lower cap aft tang fastener holes and a dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 424 in accordance with Option II of McDonnell Douglas Alert Service Bulletin A57-123, dated July 25, 1991. Repeat these inspections at intervals not to exceed 1,900 landings. Or\n\n\t\t(3)\tConduct an eddy current inspection of the six wing rear spar lower cap aft tang fastener holes and a dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 424 in accordance with Option I of McDonnell Douglas Alert Service Bulletin A57-123, dated July 25, 1991. Repeat these inspections at intervals not to exceed 3,300 landings.\n\n\t(b)\tThe requirements of paragraph (c) of this AD apply to airplanes on which the following actions have been accomplished:\n\n\t\t(1)\tThe dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 422 has been accomplished prior to the effective date of this AD, in accordance with McDonnell Douglas Service Bulletin 57-61, Revision 2, dated August 15, 1990; and\n\n\t\t(2)\tThe eddy current inspection of the wing rear spar lower cap aft tang has been accomplished prior to the effective date of this AD per DC-10 Supplemental Inspection Document, Principal Structural Element (PSE) 57.10.007 and 57.10.008, in accordance with McDonnell Douglas Service Bulletin 57-61, Revision 2, dated August 15, 1990.\n\n\t(c)\tFor airplanes specified in paragraph (b) of this AD, conduct the initial inspections specified in either paragraph (c)(1) or (c)(2) of this AD within 1,500 landings after the inspections (eddy current and dye penetrant) specified in paragraph (b)(1) of this AD, or within 30 days after the effective date of this AD, whichever occurs later.\n\n\t\t(1)\tConduct an ultrasonic inspection of the area around the six wing rear spar lower cap aft tang fastener holes and a dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 424, in accordance with Option II of McDonnell Douglas Alert Service Bulletin A57-123, dated July 25, 1991. Repeat these inspections at intervals not to exceed 1,900 landings. Or\n\n\t\t(2)\tConduct an eddy current inspection of the six wing rear spar lower cap aft tang fastener holes and a dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 424, in accordance with Option I of McDonnell Douglas Alert Service Bulletin A57-123, dated July 25, 1991. Repeat these inspections at intervals not to exceed 3,300 landings.\n\n\t(d)\tThe requirements of paragraph (e) of this AD apply to airplanes on which the following actions have been accomplished: \n\n\t\t(1)\tThe dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 422 has been accomplished prior to the effective date of this AD, in accordance with McDonnell Douglas Service Bulletin 57-61, Revision 2, dated August 15, 1990; and\n\n\t\t(2)\tThe eddy current inspection of the wing rear spar lower cap aft tang fastener holes located between stations Xors= 417 and Xors= 422 has been accomplished prior to the effective date of this AD per DPS 4.735-9 in accordance with McDonnell Douglas Service Bulletin 57-61, Revision 2, dated August 15, 1990.\n\n\t(e)\tFor airplanes specified in paragraph (d) of this AD, conduct the initial inspections specified in either paragraph (e)(1) or (e)(2) of this AD within 3,300 landings after the accomplishment of the inspection specified in paragraph (d)(1) of this AD, or within 30 days after the effective date of this AD, whichever occurs later.\n\n\t\t(1)\tConduct an ultrasonic inspection of the area around the six wing rear spar lower cap aft tang fastener holes and a dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 424 in accordance with Option II of McDonnell Douglas Alert Service Bulletin A57-123, dated July 25, 1991. Repeat these inspections at intervals not to exceed 1,900 landings. Or\n\n\t\t(2)\tConduct an eddy current inspection of the six wing rear spar lower cap aft tang fastener holes and a dye penetrant inspection of the wing trailing edge access door sill located between stations Xors= 417 and Xors= 424 in accordance with Option I of McDonnell Douglas Alert Service Bulletin A57-123, dated July 25, 1991. Repeat these inspections at intervals not to exceed 3,300 landings.\n\n\t(f)\tIf any cracks are found as a result of the inspections conducted in accordance with this AD, prior to further flight, repair ina manner approved by the Manager of the Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate.\n\n\t(g)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate to a base in order to comply with the requirements of this AD.\n\n\t(h)\tAn alternative method of compliance or adjustment 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 the FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO.\n\n\t(i)\tThe inspection requirements shall be done in accordance with McDonnell Douglas Alert Service Bulletin A57-123, dated July 25, 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, P.O. Box 1771, Long Beach California 90806-0001, Attention: Business Unit Manager of Technical Publications, Technical Administrative Support C1-L5B (54-60). Copies may be inspected 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; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C.\n\n\tThis amendment (39-8052, AD 91-21-05) becomes effective on October 23, 1991.
72-06-04: 72-06-04 HAWKER SIDDELEY: Amdt. 39-1405. Applies to Hawker Siddeley Model DH-114, Series 2, "Heron" airplanes which do not incorporate Heron Modification 1592, Part A. Compliance is required as indicated. To prevent failure of the main undercarriage down lock operating lever assembly, accomplish the following: (a) For airplanes with main undercarriage down lock operating lever assembly, P/N 14-2U.181A (pre Modification 608), within the next 150 hours' time in service after the effective date of this AD unless accomplished within the last 150 hours' time in service, remove the lever assembly from the airplane, remove the protective coating and paint from the assembly and inspect for cracks, using a dye penetrant method, in accordance with Hawker Siddeley Technical News Sheet Series: Heron (114) No. U.12, Issue 1, dated April 13, 1970, or later ARB-approved issue or FAA-approved equivalent. If no cracks are found visually inspect the lever assembly for corrosion. (b) If cracks, or corrosion that cannot be removed by cleaning are found during the inspection required by paragraph (a), before further flight replace the affected part with a serviceable part of the same part number or replace the lever assembly with a new lever assembly, P/N 14-2U.181A/2, in accordance with Hawker Siddeley "Heron" Modification 1592. (c) For airplanes with main undercarriage down lock operating lever assembly, P/N 14-2U.181A/1 (post Modification 608), within the next 150 hours' time in service after the effective date of this AD, or within 300 hours' time in service from the last inspection, whichever occurs later, and thereafter at intervals not to exceed 300 hours' time in service from the last inspection, remove the lever assembly from the airplane, remove the protective coating and paint from the assembly and inspect for cracks, using a dye penetrant method, in accordance with Hawker Siddeley Technical News Sheet Series: Heron (114) No. U.12, Issue 1, dated April 13, 1970, or later ARB-approved issue or FAA-approved equivalent. (d) If cracks are found during an inspection required by paragraph (c), before further flight replace the lever assembly with a new lever assembly, P/N 14-2U.181A/2 in accordance with Hawker Siddeley "Heron" Modification 1592. (e) The repetitive inspections required by paragraph (c) may be discontinued after lever assembly, P/N 14-2U.181A/2, has been installed in accordance with Hawker Siddeley "Heron" Modification 1592. (f) Replacement parts and serviceable parts that are reinstalled must be protected with a coat of lanolin, or FAA-approved equivalent prior to their installation in the airplane. This amendment becomes effective April 6, 1972.
2006-06-02: This amendment supersedes an existing airworthiness directive (AD) that currently applies to Eurocopter France (ECF) Model SA 365N, N1, and AS 365N2 helicopters. That AD currently requires inspecting the main gearbox (MGB) suspension diagonal cross-member (diagonal cross-member) for cracks and replacing it with an airworthy part if any crack is found. This amendment requires more frequent inspections of the diagonal cross-member and adding the Model SA-366G1 helicopters to the applicability. This amendment is prompted by several reports of cracks in the diagonal cross-member. The actions specified by this AD are intended to prevent failure of the diagonal cross-member, pivoting of the MGB, severe vibrations, and a subsequent forced landing.
89-08-01: 89-08-01 McDONNELL DOUGLAS: Amendment 39-6178. \n\n\tApplicability: Model DC-8 series airplanes, equipped with control columns, P/N 5614272-1 and/or -2, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of airplane control in critical flight regimes due to fatigue failure of the control column, accomplish the following: \n\n\tA.\tWithin the next 1,250 hours time-in-service after September 25, 1974 (the effective date of Amendment 39-1967), unless already accomplished within the last 1,250 hours time-in-service, and thereafter at intervals not to exceed 2,500 hours time-in-service, except as provided below, conduct a dye penetrant or eddy current inspection of the control columns in accordance with the instructions in McDonnell Douglas All Operators Letter 8-632, issued October 11, 1972, or equivalent inspection technique approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\t1.\tIf surface indications of cracking exist, consisting of small specks not yet joined to form a linear crack of at least 1/8-inch in length, no rework is required, but the inspection interval is thereafter reduced to 2,000 hours time-in-service. \n\n\t\t2.\tIf linear cracks of 1/8-inch or more exist, blendout may be accomplished, in lieu of replacement, subject to the following qualifications: Blendout shall not exceed .030-inch in depth from the original surface and shall be blended over an area 10 times the depth. The defect shall not exceed an initial length of 1/4-inch. No more than two defects can occur in the same horizontal plane, and the defects shall be separated by at least 2-inch center-to-center spacing. Additional defects may be blended if the vertical distance between horizontal planes is at least 1/4-inch and the 2-inch center-to-center spacing requirement in the same horizontal plane is observed. After this rework, inspect at intervals not to exceed 2,500 hours time-in-service. \n\n\t\t3.\tIf cracks which exceed the limits described in paragraph A.2 of this AD are discovered as a result of any inspection, remove and replace the control columns, P/N's 5614272-1 and/or -2, in accordance with paragraph C. of this AD, or rework in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tWithin the next 1,250 hours time-in-service after the effective date of this AD, unless already accomplished within the last 1,250 hours time-in-service, conduct a dye penetrant or eddy current inspection of the control columns, in accordance with the instructions in McDonnell Douglas DC-8 Alert Service Bulletin A27-267, dated February 18, 1987, Revision 1, dated May 22, 1987, or Revision 2, dated February 14, 1989, or equivalent inspection technique approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\t1.\tIf no cracks are found, accomplish repetitive inspections at intervals not to exceed 2,500 hours time-in-service. \n\n\t\t2.\tIf cracks are found, prior to further flight, remove and replace the control column in accordance with paragraph C. of this AD. \n\n\tAccomplishment of the provisions of paragraph B., constitutes terminating action for the inspection requirements of paragraph A. of this AD. However, for areas specified in the McDonnell Douglas All Operators Letter 8-632, dated October 11, 1972, allowable limits and blendout criteria established in accordance with paragraph A. of this AD still apply. \n\n\tC.\tReplacement of both pilot's and copilot's control columns, P/N's 5614272-1 or 5614272-2, respectively, with new control columns, SB 09270288-3, 5614272-501, or -503 (pilot's), and SB 09270288-4, 5614272-502, or -504 (co-pilot's), in accordance with McDonnell Douglas DC-8 Service Bulletin 27-267, issued January 20, 1988, or Revision 1, dated February 17, 1989, constitutes terminating action for the requirements of this AD. \n\n\tD.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tE.\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, C1-LOO (54-60). These documents may be examined at the FAA, NorthwestMountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 3229 E. Spring Street, Long Beach, California. \n\n\tThis amendment supersedes AD 73-07-09, (Amendment 39-1967) which was effective on September 25, 1974. \n\n\tThis amendment (39-6178, AD 89-08-01) becomes effective May 2, 1989.