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91-10-08: 91-10-08 MCDONNELL DOUGLAS: Amendment 39-6990. Docket No. 90-NM-256-AD. \n\n\tApplicability: McDonnell Douglas Model DC-9-81, -82, -83, and -87 series airplanes, and MD-88 airplanes, fuselage Numbers 909 through 1825, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo eliminate a potential fire ignition source in the forward cabin ceiling panel area, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD, inspect the electrical connectors located above the forward cabin ceiling panel for damage in accordance with Paragraph B. of the "Accomplishment Instructions" of McDonnell Douglas Alert Service Bulletin A33-92, dated October 22, 1990 (hereinafter referred to as "The Service Bulletin"). \n\n\t\t1.\tIf damage is found, prior to further flight, modify the connectors and wires in accordance with Paragraph B, Condition I, of the "Accomplishment Instructions" in the Service Bulletin. \n\n\t\t2.\tIf nodamage is found, reinstall the connectors and reinspect the connectors in accordance with paragraph A. of this AD at intervals not to exceed 6 months. \n\n\tB.\tWithin 2 years after the effective date of this AD, modify the connectors in accordance with Paragraph B, Condition I or Condition II, Option 2, of the Service Bulletin. Accomplishment of these modifications constitutes terminating action for the repetitive inspections required by paragraph A. of this AD. \n\n\tC.\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\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes toa 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; ATTN: 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 (39-6990, AD 91-10-08) becomes effective on June 11, 1991.
65-15-02: 65-15-02\tBOEING: Amdt. 39-104 Part 39 Federal Register July 2, 1965. Applies to Models 707 and 720 Series Aircraft Listed in Boeing Service Bulletin No. 1822 (R-2). \n\n\tCompliance required as indicated. \n\n\tFatigue cracks have occurred in the lower flanges and web of the outboard flap center carriage, and at the aft attachment of the cam (cove lip door up latch roller cam) to the lower flange on one carriage half. Complete rupture of a carriage can cause the loss of a flap in flight. The Boeing part numbers of the affected parts are listed in Table I of Boeing Service Bulletin No. 1822 (R-2). To preclude the loss of a flap in flight, accomplish the following: \n\n\t(a)\tUnless previously modified in accordance with Boeing Service Bulletins Nos. 1822 (R-1) and 1822 (R-1)A or Boeing Service Bulletins Nos. 1535 and 1882 and Boeing Drawing 65- 37509, inspect for crack in flap carriages of the inboard and outboard flaps in accordance with Boeing Service Bulletin No. 1822 (R-2), subparagraphs 3. Part I b. (1), (2), and (3) as follows: \n\n\t\t(1)\tWithin the next 25 landings after the effective date of this AD for flap carriages installed on aircraft for 4,000 or more landings on the effective date of this AD, and before the accumulation of 4,025 landings for flap carriages installed on aircraft for less than 4,000 landings on the effective date of this AD, unless already accomplished within the last 175 landings. \n\n\t\t(2)\tConduct repetitive inspections on the following carriages at intervals not to exceed 200 landings from the last inspection: \n\n\t\t\t(i)\tThe center carriages on outboard flaps of 707-100, -100B, -200, -300, - 300B, -300C, and -400, and 720 and 720B Series aircraft. \n\n\t\t\t(ii)\tThe center carriages on inboard flaps of 707-100, -100B, -200, 720 Series and 720B Series aircraft. \n\n\tNOTE: The repeat inspection is not required on any end carriages. \n\n\t(b)\tIf cracks are found, replace the carriage or rework it in accordance with the rework instructions in Part II of Paragraph 3, Boeing Service Bulletin No. 1822 (R-2) before further flight, except that the aircraft may be flown in accordance with FAR 21.197 to a base where the repair may be made subject to the limitations specified in subparagraphs 3. Part I b. (4)(a) through (g) of Boeing Service Bulletin No. 1822 (R-2). If end carriages are cracked, approval of the special flight permit shall be coordinated with the Aircraft Engineering Division, FAA Western Region. \n\n\t(c)\tFor the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each aircraft's hours' time in service by the operators' fleet average time from takeoff to landing for the aircraft type.\n \n\t(d)\tOn all aircraft having flap carriage drain holes previously reworked in accordance with Boeing Service Bulletins Nos. 1822 (R-1) and 1822 (R-1)A, accomplish the following: \n\n\t\t(1)\tWithin the next 250 hours' time in serviceafter the effective date of this AD, unless already accomplished, perform a one-time dye penetrant, eddy current, or FAA-approved equivalent inspection of the area surrounding reworked drain holes to ensure that no cracks have developed. \n\n\t\t(2)\tIf cracks are found, replace the carriage or rework it in accordance with (b) of this AD. \n\n\t(e)\tThe repetitive inspections specified in (a)(2) may be discontinued when the rework specified in Part II of paragraph 3. of Boeing Service Bulletin No. 1822 (R-2) is accomplished.\n \n\t(f)\tUpon request of an operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to allow compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. \n\n\tThis supersedes AD 64-18-02.\n \n\tThis directive effective August 1, 1965.
66-24-01: 66-24-01 BOEING: Amdt. 39-290 Part 39 Federal Register September 22, 1966. Applies to Model 727 Series Airplanes. \n\n\tCompliance required within the next 2,500 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tModify stabilizer trim system brake, Boeing P/N 10-60822-1, Western Gear P/N 4472R155, Western Gear Serial Numbers 101 through 225 in accordance with paragraph (2) of Western Gear Service Bulletin "Flight Controls-Stabilizer Brake Assembly Western Gear P/N 4472R155 Install Additional Spacers Under Pawls." \n\n\tThis directive effective October 22, 1966.
89-01-03: 89-01-03 McDONNELL DOUGLAS: Amendment 39-6099. \n\n\tApplicability: McDonnell Douglas Model DC-10 and KC-10A (Military) series airplanes equipped with wet center wing fuel tanks, certificated in any category. \n\n\tCompliance: Required within 30 days after effective date of this AD, unless previously accomplished. \n\n\tTo detect fuel leaks and prevent retention of fuel in the insulation blankets, accomplish the following: \n\n\tA.\tRemove insulation blankets from the center accessory compartment (CAC) in accordance with the service bulletins listed below: \n\n\t\t1.\tFor Model DC-10 series airplanes: McDonnell Douglas Alert Service Bulletin (S/B) A25-356, dated October 3, 1988. \n\n\t\t2.\tFor Model KC-10A (Military) airplanes: McDonnell Douglas Service Bulletin 53-149, Revision 1, dated April 6, 1988. \n\n\tB.\tInspect the entire wing front spar area for evidence of existing or previous fuel leaks, in accordance with DC-10 Alert Service Bulletin A25-356, dated October 3, 1988. \n\n\tC.\tIfany evidence of fuel leaks is found, conduct a leak check in accordance with DC-10 Alert Service Bulletin A25-356, dated October 3, 1988, to determine if a fuel leak does exist. If a leak is found, repair before fueling the center wing tank for flight. \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\t\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 maintenance base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or at 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6099, AD 89-01-03) becomes effective January 19, 1989.
81-25-04 R1: 81-25-04 R1 MITSUBISHI AIRCRAFT INTERNATIONAL, INC. (MAI): Amendment 39- 4274 as amended by amendment 39-4300. Applies to MAI Models MU-2B-25/-26/-26A/-40, serial numbers 313SA, 321SA, 348SA through 453SA, Models MU-2B-35/-36A/-60, serial numbers 652SA, 661SA, 697SA through 799SA, 1501SA through 1538SA, and 1540SA. \n\nCompliance is required as indicated unless previously accomplished. \n\nWithin the next 25 hours' time in service from the effective date of this AD: \n1.\tVisually inspect the engine's electrical wiring to determine if nonshielded and noncolor coded wiring is white or brown (tan). Inspection may be made at connectors P4001 and P4020. Remove spiral wrap as required for inspection. \n\n2.\tIf wires are brown (tan) inspect in accordance with Figure 1 (one) to determine if wires are "tight weave" or "loose weave." \na.\tIf brown (tan) wires are "loose weave," inspect in accordance with paragraph 4. \nb.\tIf brown (tan) wires are "tight weave," no further inspection is necessary and the airplane may be returned to service. \n\n3.\tIf wires are white, open the harness as necessary and inspect wires for identification: \na.\tIf white wires are marked MS 25471-XX (XX indicates wire gauge), inspect in accordance with paragraph 4. \nb.\tIf white wires are marked M 22759/5-XX, no further inspection is necessary and the airplane may be returned to service. \n\n4.\tAfter each 25 hours' time in service, remove wiring harness which incorporates wires affected by paragraph 2a or 3a from the engines and visually inspect all brown (tan) "loose weave" or white insulated MS 25471-XX wires for tight loop, kinks, or bulged deformation. If these conditions are found, replace the wiring harness using one of the procedures in paragraph 5 before further flight. Inspections may be discontinued when wires are replaced using one of the procedures in paragraph 5. \n\n5.\tBefore 300 hours' time in service, after the effective date of this AD, replace all brown (tan) "loose weave" orwhite insulated MS 25471-XX wires with M 22759/8-XX wire using one of the procedures specified in Part 3 of MAI S/B SB036/71-003, Revision A, or alternate means approved by the Chief, Aircraft Certification Division, Southwest Region, Federal Aviation Administration. \n\nA special flight permit may be issued in accordance with FAR 21.197 to allow flight of the airplane to a location where this AD can be accomplished. \n\nAmendment 39-4274 became effective December 10, 1981. \nThis amendment 39-4300 becomes effective January 21, 1982. \n\n\n\nAD 81-25-04
2010-05-01: 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: The Civil Aviation Authority of the United Kingdom (UK) has informed EASA [European Aviation Safety Agency] that significant quantities of Halon 1211 gas, determined to be outside the required specification, have been supplied to the aviation industry for use in fire extinguishing equipment. * * * * * * * * * * * This Halon 1211 has subsequently been used to fill certain * * * portable fire extinguishers that are now likely to be installed in or carried on board ATR aeroplanes. The contaminated nature of this gas, when used against a fire, may provide reduced fire suppression, endangering the safety of the aeroplane and its occupants. In addition, extinguisher activation may lead to the release of toxic fumes, possibly causing injury to aeroplane occupants. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
68-21-04: 68-21-04 BEECHCRAFT: Amendment 39-668. Applies to Models 65-90, 65-A90 and 65-B90 aircraft (Serial Numbers LJ-1 through LJ-406) and 65-A90-1 aircraft (Serial Numbers LM-1 through LM-129). Compliance required as indicated. To reduce the possibility of engine damage and malfunction while operating in icing conditions above 15,000 feet MSL, within one year after the effective date of this Airworthiness Directive, unless already accomplished, accomplish the following: (A) Install seal strips and a spring lockdown assembly on the Inertial Separator Vane and an automatic ignition (re-light) system in accordance with the method outlined in Beechcraft Service Instructions #0115-010 dated October 1, 1968. (B) Equip the airplane with the applicable FAA Flight Manual as set forth in Beechcraft Service Instructions #0115-010 dated October 1, 1968. (C) The Emergency Order Amending Type Certificate No. 3A20 dated May 24, 1968, as amended September 19, 1968, shall remainin force and effect as to each individual aircraft covered by this Airworthiness Directive until paragraphs (A) and (B) have been accomplished. This amendment becomes effective October 17, 1968.
52-02-01: 52-02-01 Convair: Applies to All Model BT-13, -13A, -13B and BT-15 Aircraft With Bronze Rear Spar to Center Section Attachment Fittings. \n\n\tCompliance required as indicated. \n\n\tWhen it has been determined that the rear spar to center section attachment fittings are bronze castings, compliance with this Airworthiness Directive should be effected every 24 hours flying time or every 6 months nonflying time, whichever occurs first. \n\n\t(1)\tInspect visually the rear spar to center section attachment fittings on both sides of the rear spar for evidence of cracks. All cracked fittings (see Figure 1) should be replaced with new fittings of equivalent or greater strength. \n\n\n\n\nFIGURE 1 \n\n\n\t(2)\tA magnet may be used to determine if the fitting is a steel casting. \n\n\t(3)\tFittings that have been made from aluminum alloy forgings can be readily differentiated from those made from bronze castings by visual inspection.
2021-24-04: The FAA is adopting a new airworthiness directive (AD) for certain Bell Textron Canada Limited (type certificate previously held by Bell Helicopter Textron Canada Limited) Model 505 helicopters. This AD was prompted by the determination that reducing the pressure altitude limitations for certain fuel types is necessary. This AD requires revising the existing Rotorcraft Flight Manual (RFM) for your helicopter. The FAA is issuing this AD to address the unsafe condition on these products.
2010-04-10: The FAA is superseding an existing 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: During the flight test campaign of the A380-861 model (Engine Alliance powered), some cracks were found on the Movable Flap Track Fairing number 6 (MFTF6). These cracks were located at the pivot attachment support-ring and at the U-frame in the attachment area to aft-kinematic. In addition, delamination has been observed within the monolithic Carbon Fibre Reinforced Plastic (CFRP) structure around the pivot support-ring. This condition, if not corrected, could lead to in-flight loss of the MFTF6, potentially resulting in injuries to persons on the ground. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.