Results
91-10-11: 91-10-11 McDONNELL DOUGLAS: Amendment 39-6996. Docket No. 90-NM-288-AD. Supersedes AD 90-20-09. \n\n\tApplicability: Model DC-9-80 (MD-80) series airplanes and Model MD-88 airplanes, serial numbers as listed in McDonnell Douglas MD-80 Service Bulletin A27-313, dated August 3, 1990, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. To prevent degradation of airplane flight handling qualities, accomplish the following: \n\n\tA.\tWithin 14 days after October 5, 1990 (the effective date of Amendment 39-6746, AD 90-20-09), and thereafter at intervals not to exceed 60 days, inspect the four bolts of the flight controls which attach the elevator variable load feel torque tube to the elevator variable load feel mechanism for loose or missing bolts and nuts, in accordance with Phase 1 of the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A27-313, dated August 3, 1990. \n\n\tB.\tAny discrepancies found during the inspections required by paragraph A. of this AD must be corrected prior to further flight, in accordance with Phase 1 of the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A27-313, dated August 3, 1990. \n\n\tC.\tWithin 6 months after the effective date of this AD, modify the flight controls elevator variable load feel torque tube attachment to the elevator variable load feel mechanism by replacing the three self-locking bolts/nuts and one non-locking bolt with three castellated nut/bolts and one bolt with a drilled head for safety wire, in accordance with Phase 2 of the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A27-313, dated August 3, 1990. Such installation constitutes terminating action for the repetitive inspections required by paragraph A. of this AD. \n\n\tD.\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 AngelesAircraft 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\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 Douglas Aircraft Company, P.O. Box 1771, Long Beach, California 90801, ATTN: Business Unit Manager, Technical Services, Mail Code 73-30. These documents may be examined at the FAA, 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 39-6746, AD 90-20-09.This amendment (39-6996, AD 91-10-11) becomes effective on June 18, 1991.
2009-20-14: The FAA is superseding an existing airworthiness directive (AD) for RR RB211-535E4 series turbofan engines. That AD currently requires initial and repetitive inspections of the outer combustion case for cracks and possible removal if cracks are found. This AD requires the same inspections, but requires using RR Mandatory Service Bulletin (MSB) RB.211-72-7775, Revision 3, dated April 9, 1999. This AD results from the FAA approving Revision 3 to the MSB, which adds an alternative eddy current inspection (ECI) method. We are issuing this AD to prevent an uncontained outer combustion case burst, which could result in damage to the airplane.
2009-08-10: We are adopting a new airworthiness directive (AD) for the products listed above that will supersede an existing AD. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Field reports have indicated that the possibility exists that both Primary Flight Displays (PFDs) could indicate a roll attitude offset of up to 10 degrees in the same direction if an accelerated turn onto the active runway is performed immediately followed by take-off. This condition has been reported to correct itself after several minutes. This situation, if not corrected, could result in an undesired bank angle, which would constitute an unsafe condition. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2009-08-08: 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: During production of Arriel 1 and Arriel 2 power turbine (PT) wheels, geometric non-conformances on blade fir tree roots have been detected by Turbomeca. Potentially non-conforming PT blades have been traced as having been installed on Module M04 (PT) listed in Alert Mandatory Service Bulletin (MSB) A292 72 0827 for Arriel 1 engines and A292 72 2833 for Arriel 2 engines. The geometric non- conformities of the blades may potentially lead to a reduction in the fatigue resistance of PT blades to a lower level than their authorized in service use limit. This reduction of fatigue resistance can potentially result in blade release, which could cause an uncommandedin-flight shutdown. Uncommanded in-flight shutdown could result in an emergency autorotation landing. We are issuing this AD to prevent release of PT blades, which could result in uncommanded in-flight shutdown and emergency autorotation landing.
47-21-01: 47-21-01 FAIRCHILD: (Was Mandatory Note 7 of AD-707-2 and Mandatory Note 4 of AD-706-1.) Applicable to All Models 24R-46 and -46S, and 24W-46 and -46S Airplanes Not Equipped With Number 3 Terminal Wire. Compliance required prior to August 1, 1947. Replace the terminal wire which runs from starter relay to buss bar with a No. 8 wire, AN Spec. AN-J-C-48a, Fairchild P/N FS6108-26. (Fairchild Service Bulletin 47-24-1 dated January 8, 1947, covers this same subject.)
2021-22-07: The FAA is adopting a new airworthiness directive (AD) for certain Umlaut Engineering GmbH (previously P3 Engineering GmbH) HAFEX (Halon-free) hand-held fire extinguishers (fire extinguishers).This AD was prompted by a report of a safety issue on certain fire extinguishers, where certain environmental factors may prohibit the discharge of the fire extinguisher. This AD requires repetitively inspecting the fire extinguisher, and depending on the results, removing the fire extinguisher from service. This AD also prohibits installing an affected fire extinguisher unless it passes the required inspections. The FAA is issuing this AD to address the unsafe condition on these products.
2021-22-13: The FAA is adopting a new airworthiness directive (AD) for certain Leonardo S.p.a. Model AB139 and AW139 helicopters. This AD was prompted by the determination that the requirement to accomplish a rated load check (RTC) on certain hoist assemblies may have been inadvertently left out of some aircraft maintenance publications (AMPs). This AD requires performing an RTC on certain part-numbered hoist assemblies with certain part-numbered hoist cables installed and corrective actions if any discrepancies are found 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.
86-16-05: 86-16-05 BOEING: Amendment 39-5379. Applies to Model 747 series airplanes listed in Boeing Service Bulletin 747-53-2220, Revision 1, dated October 10, 1983, certificated in any category. \n\n\tTo detect corrosion in the aft pressure bulkhead web and lower chord accomplish the following unless already accomplished: \n\n\tA.\tPerform an inspection for corrosion of the aft pressure bulkhead lower web and the lower chord of Body Station 2360 bulkhead in accordance with Boeing Service Bulletin 747- 53-2220, Revision 1, dated October 10, 1983, or later FAA-approved revisions, in accordance with the following schedule after the effective date of this AD: \n\n\t\t1.\tWithin 6 months for airplanes that have accumulated over 40,000 flight hours on the effective date of this AD; \n\n\t\t2.\tWithin 12 months for airplanes that have accumulated 20,000 to 40,000 flight hours on the effective date of this AD; and \n\n\t\t3.\tWithin 24 months or upon the accumulation of 20,000 flight hours, whichever occurslater. \n\n\tB.\tFor airplanes on which the aft pressure bulkhead lower web and the lower chord of Body Station 2360 bulkhead have not been modified with the reworked drain hole, application of leveling compound, trimming of insulation blanket, and an application of corrosion preventive compound in accordance with Boeing Service Bulletin 747-53-2220, Revision 1, dated October 10, 1983, or later FAA-approved revisions, repeat the inspections required by paragraph A., above, at intervals not to exceed three and one-half years. \n\n\tC.\tFor airplanes on which the aft pressure bulkhead lower web and the lower chord of Body Station 2360 bulkhead have been modified with the reworked drain hole, application of leveling compound, trimming of insulation blanket, and an application of corrosion preventive compound in accordance with Boeing Service Bulletin 747-53-2220, Revision 1, dated October 10, 1983, or later FAA-approved revisions, repeat the inspections required by paragraph A., above, at intervals not to exceed seven years. \n\n\tD.\tIf any corrosion is found in the aft pressure bulkhead lower web and the lower chord of Body Station 2360 bulkhead, repair before further flight in accordance with Boeing Service Bulletin 747-53-2220, Revision 1, dated October 10, 1983, or later FAA-approved revisions. \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\tF.\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 inspections and/or modifications required by this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. 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. \n\n\tThis amendment becomes effective September 10, 1986.
89-22-04: 89-22-04 BOEING: Amendment 39-6355. Docket No. 89-NM-209-AD. \n\n\tApplicability: Model 737-100, -200, and -200C series airplanes, line number 1 to 920, with more than 40,000 total landings, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent rapid decompression and the inability of the fuselage to support flight loads, accomplish the following: \n\n\tA.\tWithin 10 days after the effective date of this AD, unless the interior inspections and repairs described in paragraph B., below, has been accomplished within the last 60 days, perform a one-time external close detailed visual inspection for evidence of cracking of the fuselage Stringer 14 lap joint, left and right, at Body Station 727 and aft therefrom for a distance of 60 inches. If cracks are found, conduct the inspections defined in paragraph B., below, and repair prior to further flight, in accordance with the repair procedure specified in Boeing Alert ServiceBulletin 737-53A1135, dated September 26, 1989. \n\n\tB.\tWithin 30 days after the effective date of this AD, perform an internal detailed visual inspection of the fuselage Stringer 14 lap joint, left and right, and an internal high frequency eddy current inspection at Body Station 727 and aft therefrom for a distance of 60 inches, in accordance with Boeing Alert Service Bulletin 737-53A1135, dated September 26, 1989, for cracks in the lower skin at the lower row of fasteners and one inch below the center line of the lower row of fasteners. If cracks are found, repair prior to further flight, in accordance with the repair procedure defined in that service bulletin. \n\n\tC.\tWithin 15 days after the completion of the inspections required in paragraph B., above, where cracking was detected, submit a report to the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, through the Principal Maintenance Inspector (PMI). The report must include the line number of theairplane inspected, the number of cycles, the inspection method used, the size and location of the crack, and the status of compliance with Boeing Service Bulletin 737-53-1065, dated January 4, 1985, or later revisions. \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, 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\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 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 (39-6355, AD 89-22-04) becomes effective on October 23, 1989.
66-09-01: 66-09-01 DOWTY ROTOL: Amdt. 39-210 Part 39 Federal Register March 16, 1966. Applies to the following Dowty Rotol Propellers with Propeller Blade Serial Numbers Below A.105040: (c) R175/4-30-4/13E Installed on Fairchild F-27 and F-27B; (c) R193/4-30-4/50, Installed on Fairchild F-27A, F-27F, and F-27G; (c) R186/4-30-4/16, Installed on Armstrong Whitworth Argosy Type AW650 Series 101; (c) R184/4-30-4/50, Installed on Grumman G-159; (c) R148/4-20-4/21E, Installed on Viscount 744, (c) R130/4-20-4/12E, Installed on Viscount 745D; and (c) R179/4-20-4/33, Installed on Viscount 810. Compliance required at the next replacement of deicer boots after the effective date of this AD, unless already accomplished. To prevent failures of the bond between the deicing boots and the propeller blade's surface, accomplish the following: Apply preprimer Cellon SL4853/4854, or on FAA-approved equivalent, to the surface of the propeller blades before the application of any other primers, inaccordance with Dowty Rotol Service Bulletin No. 61-157 (Modification No. (c) VP.1941) Revision 2 or later ARB-approved revision. This directive effective April 15, 1966. Revised September 13, 1966.
2021-22-20: The FAA is adopting a new airworthiness directive (AD) for certain Austro Engine GmbH E4 and E4P model diesel piston engines. This AD was prompted by reports of failure of the high-pressure pump (HPP) driving gear and a subsequent determination that a batch of HPP driving gears may have been damaged during assembly. This AD requires, for engines with an affected cylinder head, inspection of the HPP driving gear and, depending on the results of the inspection, replacement of the HPP driving gear with a part eligible for installation. This AD also requires, for engines with an affected HPP driving gear, replacement of the HPP driving gear either before further flight or within a certain number of flight hours after the effective date of this AD. The FAA is issuing this AD to address the unsafe condition on these products.
77-10-02: 77-10-02 MCDONNELL DOUGLAS: Amendment 39-2894. Applies to DC-3 and C-47 series airplanes, certificated in all categories, using Hamilton Standard propellers. \n\n\tCompliance required by the first engine change after the effective date of this AD or October 1, 1977, whichever occurs earlier, unless previously accomplished in accordance with AD 55-15-03 as amended by Amendment 55-24 to Part 507. \n\n\tTo increase fire resistance integrity of the propeller feathering system against damage by a powerplant fire, all flexible hose components of propeller feathering lines forward of the firewall must be replaced with lines and fittings which will meet the fire resistance requirements of the hose assemblies specified in (a) through (f) herein. However, if the feathering lines in Zone I include a section of steel tubing, flexible hose assemblies located forward of the cylinders and connecting to the governor are not affected by this directive. \n\n\tThe following flexible hose assemblies are acceptable for use in this application: \n\n\t(a)\tResistoflex SSFR-3800-10 hose assemblies. \n\n\t(b)\tAeroquip 680-10S hose assemblies with Aeroquip 304 protective sleeves over end fittings (Aeroquip Assembly P/N 304000). \n\n\t(c)\tAeroquip 309009 hose assemblies. \n\n\t(d)\tAeroquip 309009-8S hose assemblies (where feathering system requires this size). \n\n\t(e)\tAeroquip 634000-8 or -10, as applicable, hose assemblies. \n\n\t(f)\tHose assemblies that fully comply with FAR 37.140 (TSO-C42) and have a pressure rating equal to or greater than that of the propeller feathering system installed on the airplane. \n\n\t(g)\tEquivalent hose assemblies or other means of compliance may be used when approved by the Chief Aircraft Engineering Division, FAA Western Region. \n\n\tSpecial flight permits may be issued in accordance with FAR's 21.97 and 21.199 to operate the airplane to a base for the accomplishment of this AD. \n\n\tThis supersedes AD 55-15-03, as amended by Amendment 55-24 to Part 507. \n\n\tThis Amendment becomes effective June 16, 1977.
73-07-02: 73-07-02 GARRETT: Amdt. 39-1610. Applies to all Garrett Model Rescu/88 Emergency Locator Transmitters Part No. 627484-1 Series 1, Series 2, Series 1 with the letter "M" after the serial number, Series 1 and Series 2 with the designation "M1" after the serial number; Part No.627484-3 Series 1, Series 2; Part No. 627484-5 Series 1, Series 2. Compliance required as indicated: To prevent hazards with inadvertent activation of the Emergency Locator Transmitter interfering with the aircraft's navigation and communication, accomplish the following: (a) Before further flight, install on all aircraft incorporating an applicable Garrett Model Rescu/88 Emergency Locator Transmitter, a placard in full view of the pilot which reads: "VOR indications may be affected when the VHF radio is keyed". The placard may be removed when (b) has been accomplished. (b) Within the next 250 hours' aircraft time in service after the effective date of this A.D., remove all affected Garrett Model Rescu/88 Emergency Locator Transmitters from all aircraft so equipped. Replace with Garrett Rescu/88 part number in accordance with the following table or replace with another TSO-approved unit or an equivalent unit approved by Chief, Engineering and Manufacturing Branch, Eastern Region. Garrett Rescu/88 Part No. Replace with Garrett P/N 627484-1 Series 1 627484-1 Series 3 or Series 21 627484-1 Series 2 627484-1 Series 1 with the letter "M" after the serial number 627484-1 Series 1 with the designation "M1" after the serial number 627484-1 Series 2 with the designation "M1" after the serial number 627484-3 Series 1 or Series 2 627484-3 Series 3 or Series 21 627484-5 Series 1 or Series 2 627484-5 Series 3 or Series 21 (NOTE: For Piper aircraft see Piper Service Letter 617A which covers this same subject.) This AD Amendment 39-1610 revokes AD 72-22-03. This amendment is effective March 29, 1973.
2009-07-11: The FAA is superseding an existing airworthiness directive (AD), which applies to all Boeing Model 737-300, -400, and -500 series airplanes. That AD currently requires repetitive inspections for discrepancies of the fuselage skin under the dorsal fin assembly, and repairing if necessary. This new AD requires an inspection for any chafing or crack in the fuselage skin and abrasion resistant coating at the dorsal fin landing, an inspection for damage to the dorsal fin seals, attach clip, and seal retainer, and other specified and corrective actions as necessary. The new requirements will end the need for the existing repetitive inspections. This AD results from a report of an 18-inch crack found in the fuselage skin area under the blade seals of the nose cap of the dorsal fin due to previous wear damage, and additional reports of fuselage skin wear. We are issuing this AD to prevent discrepancies of the fuselage skin, which could result in fatigue cracking due to cabin pressurization and consequent rapid in- flight decompression of the airplane fuselage.
85-20-03: 85-20-03 BOEING: Amendment 39-5142. Applies to Model 727-100, -100C, and -200 series airplanes listed in Boeing Service Bulletin Number 727-53A0173, dated July 12, 1985, certificated in any category. To detect cracks in the Body Station 1183 pressure bulkhead web and vertical beams, accomplish the following: \n\n\tA.\tOn airplanes with less than 40,000 flight cycles on the effective date of this AD, visually inspect within the next 400 flight cycles after the effective date of this AD, or prior to the accumulation of 25,000 flight cycles, whichever occurs later after the effective date of this AD, the aft pressure bulkhead web for cracks in accordance with Figure 1 of Boeing Service Bulletin 727-53A0173, dated July 12, 1985, or later FAA-approved revision: \n\n\t\t1.\tIf no cracks are detected, repeat the inspection in paragraph A., above, at intervals not to exceed 400 flight cycles until inspected in accordance with paragraph C., below. \n\n\t\t2.\tIf cracks are detected, inspect the vertical beams in accordance with Figures 2 and 3 of Boeing Service Bulletin 727-53A0173, dated July 12, 1985, or later FAA-approved revisions. Repair all cracks prior to further flight in accordance with the applicable provisions of paragraphs III.C., III.D., III.E, and III.F. of Boeing Service Bulletin 727-53A0173, dated July 12, 1985, or later FAA-approved revision, and Boeing Drawing Number 65C31492, Revision N/C, or later FAA-approved revision; or in a manner approved by the Manager, Seattle Aircraft Certification Office. Repeat the visual inspection required by paragraph A., above, at intervals not to exceed 400 flight cycles until inspected in accordance with paragraph C., below. \n\n\tB.\tOn airplanes with 40,000 or more flight cycles, visually inspect within the next 200 flight cycles after the effective date of this AD, the Body Station 1183 pressure bulkhead web for cracks in accordance with Figure 1 of Boeing Service Bulletin 727-53A0173, dated July 12, 1985, or later FAA-approved revision. \n\n\t\t1.\tIf no cracks are detected, repeat the inspection in paragraph A., above, at intervals not to exceed 200 flight cycles until inspected in accordance with paragraph C., below. \n\n\t\t2.\tIf cracks are detected, inspect in accordance with Figures 2 and 3 of Boeing Service Bulletin 727-53A0173, dated July 12, 1985, or later FAA-approved revision. Repair all cracks prior to further flight in accordance with the applicable provisions of paragraphs III.C., III.D., III.E., and III.F. of Boeing Service Bulletin 727-53A0173, dated July 12, 1985, or later FAA-approved revision; and Boeing Drawing Number 65C31492, Revision N/C, or later FAA-approved revision; or in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. Repeat the visual inspection required by paragraph A., above, at intervals not to exceed 200 flight cycles until inspected in accordance with paragraph C., below. \n\n\tC.\tWithin 3800 flight cycles after the effective date of this AD or upon the accumulation of 25,000 flight cycles, whichever occurs later, visually inspect the Body Station 1183 pressure bulkhead vertical beams for cracks in accordance with Figure 2 of Boeing Service Bulletin 727-53A0173, dated July 12, 1985, or later FAA- approved revision. If cracks longer than 2 inches are detected, inspect the vertical beams and web in accordance with Figures 1 and 3 of Boeing Service Bulletin 727-53A0173, dated July 12, 1985, or later FAA-approved revision. Repair all cracks prior to further flight in accordance with the applicable provisions of paragraphs III.C., III.D., III.E., and III.F. of Boeing Service Bulletin 727-53A0173, dated July 12, 1985, or later FAA-approved revision; and Boeing Drawing Number 65C31492, Revision N/C, or later FAA-approved revision; or in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. Repeat the visual inspection of this paragraph at intervals notto exceed 3800 flight cycles. \n\n\tD.\tTo terminate the repetitive inspection requirements of this AD, incorporate the reinforcement of the Body Station 1183 bulkhead vertical beams in accordance with Paragraph II.D. of Boeing Service Bulletin 727- 53-55, Revisions N/C through 2; or Paragraph III.D. of Boeing Service Bulletin 727-53-55, Revision 3, or later FAA-approved revision; or in a manner approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \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 copies of the service bulletins may obtain copies upon request from the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 PacificHighway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective October 15, 1985.
68-04-04 R2: 68-04-04 R2 BRANTLY: Amendment 39-557 as amended by Amendment 39-3568 is further amended by Amendment 39-4552. Applies to Model B-2, B-2A, and B-2B helicopters, certificated in all categories. \n\n\tFor tail rotor blades, P/N 111-11, with 100 or more hours' time in service after February 27, 1968, compliance required prior to further flight, unless already accomplished, and, thereafter, at intervals not to exceed 100 hours' time in service from the last inspection. For tail rotor blades, P/N 111-11A, with 300 or more hours' time in service after August 15, 1979, compliance required prior to further flight, unless already accomplished, and, thereafter, at intervals not to exceed 300 hours' time in service from the last inspection. \n\n\tTo prevent failures of the tail rotor blade at the spar retention areas, accomplish the following: \n\n\t(a)\tRemove, clean, and mark the tail rotor blades in accordance with Brantly Service Bulletin, SB No. B2B-68-1, dated February 14, 1968, and accomplish the following inspections: \n\n\t\t(1)\tVisually inspect the inside and outside of the spars of the tail rotor blades particularly at the inside bearing boss radius for evidence of pitting corrosion. If corrosion is detected, replace the blade assembly before further flight with an airworthy part. \n\n\t\t(2)\tInspect the inside and outside of the spars of the tail rotor blades particularly at the inside bearing boss radius for evidence of cracks using dye penetrant procedures as indicated in Figure 1 of Brantly Service Bulletin, SB No. B2B-68-1, dated February 14, 1968, or use an equivalent method approved by the Manager, Aircraft Certification Division, FAA, Southwest Region, Fort Worth, Texas 76101. If a crack is detected, replace the blade assembly before further flight with an airworthy part. \n\n\t(b)\tAfter the tail rotor blades have been inspected or replaced with an airworthy part as provided in paragraphs (a)(1) and (a)(2) of this Airworthiness Directive, assemble them in accordance with Brantly Service Bulletin, SB No. B2B-68-1, dated February 14, 1968. \n\n\t(c)\tTo prevent confusion during subsequent inspections of tail rotor blades due to similarity between tail rotor blade assembly, PN 111-11, and assembly, PN 111-11A, use a permanent marking ink or equivalent acceptable for aluminum aircraft components to mark the tail rotor blade assembly with the proper part number identification (see Fig. 1 for dimensions that determine the part configuration). \n\n\t(d)\tIn order to facilitate inspection of the tail rotor blade spar retention area, do not repaint the spar retention area. \n\n\t(e)\tThe requirements of paragraphs (c) and (d) above must be implemented no later than the next compliance with paragraph (a) of this AD after February 14, 1983. \n\n\tAmendment 39-557 became effective February 27, 1968, to all persons except those to whom it was made effective on receipt of airmail letter dated February 14, 1968. \n\n\tAmendment 39-3568 became effective October 28, 1979. \n\n\tThis Amendment 39-4552 becomes effective February 14, 1983.
85-10-03: 85-10-03 MCDONNELL DOUGLAS: Amendment 39-5065. Applies to McDonnell Douglas Model DC-10 and KC-10A series airplanes, fuselage numbers 1 through 370, certificated in all categories. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent the speedbrake lever from latching into either the 2/3 or full speedbrake detent position during lever retraction after landing, accomplish the following: \n\n\tA.\tWithin two years after the effective date of this AD, replace the existing MS20470AD6 gate rivet in the speedbrake module assembly with a 4932183-3F034 corrosion-resistant steel rivet in accordance with the instructions in Chapter 27-62-01, Item 6, of the DC-10 Component Maintenance Manual, dated August 1, 1982, or later revisions. \n\n\tB.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective June 24, 1985.
76-26-02: 76-26-02 BOEING: Amendment 39-2795 as amended by Amendment 39-2836. Applies to all Model 737 series airplanes certificated in all categories. Compliance required as indicated. \n\tTo detect cracks in the forward and aft cargo door lower stop fittings, (4 total) accomplish the following: \n\tA.\tUpon accumulation of 15,000 flights or within the next 500 flights from the effective date of this AD, whichever occurs later, inspect the aft cargo door lowest side stop fittings per paragraph C. \n\tB.\tUpon accumulation of 20,000 flights or within the next 500 flights from the effective date of this AD, whichever occurs later, inspect the forward cargo door lowest side stop fittings per paragraph C. \n\tC.\tVisually or eddy current inspect the lowest side stop fittings in accordance with Boeing Service Bulletin No. 737-52-1065, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. Repeat the inspections at intervals not to exceed 500 flights from the last inspection for the visual method and 2,500 flights from the last inspection for the eddy current method. \n\tD.\tIf a cracked fitting is detected: \n\t\t1.\treplace the fitting and visually or eddy current inspect the adjacent fitting prior to further flight in accordance with Boeing Service Bulletin No. 737-52-1065, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region; or, \n\t\t2.\tcontinue service with no more than one cracked fitting for up to 50 flights under the following conditions: \n\t\t\ta.\tassure the stop fittings adjacent to the cracked fitting are crack-free by visual or eddy current inspection specified in the service bulletin. \n\t\t\tb.\twithin 25 flights repeat the visual or eddy current inspection of the adjacent fitting. \n\t\t\tc.\twithin 50 flights replace the fitting in accordance with the service bulletin. \n\tE.\tReplacement fittings which are not terminating actionparts per paragraph F of this AD must be inspected per paragraphs A, B, and C of this AD as appropriate, except that the initial inspection threshold may be increased to 30,000 flights on the forward cargo door stop fittings and 25,000 flights on the aft cargo door stop fittings, if the fittings are shot peened prior to initial installation per Figure 3 of Boeing Service Bulletin No. 737-52-1065, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tF.\tInstallation of a new improved fitting listed in Boeing Service Bulletin No. 737-52-1065, Revision 1, or later FAA approved revisions or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, constitutes terminating action for this AD at that fitting. \n\tG.\tFor the purpose of this AD, when conclusive records are not available to show the number of flights accumulated by a particular fitting, the number of flights maybe computed by dividing the airplane time-in-service since the fitting was installed in the airplane by the operator's fleet average time per flight for his Model 737 airplanes. \n\tH.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals in this AD, if the request contains substantiating data to justify the increase for that operator. \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\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 Region, 9010 East Marginal Way South, Seattle, Washington.Amendment 39-2795 became effective January 14, 1977. \n\tThis amendment 39-2836 becomes effective March 2, 1977.
71-13-02: 71-13-02 HAWKER SIDDELEY AVIATION: Amdt. 39-1229 as amended by Amendment 39-1258. Applies to Model DH-104 "Dove" airplanes. Compliance is required on or before August 31, 1971, unless already accomplished. To prevent possible failure of the Dunlop compressed air bottles used in the emergency landing gear extension systems, inspect the compressed air bottle (P/N AH.7360 or AC.11038) installed in the air bottle assembly (P/N AH.8512) located under the pilot's seat. If the air bottle was manufactured before January 1, 1959, replace the air bottle assembly with a serviceable assembly of the same part number which incorporates an air bottle (P/N AH.7360 or AC.11038) manufactured on or after January 1, 1959. The date of manufacture is etched on the collar of the bottle. (Hawker Siddeley Technical News Sheet, Series CT(104), No. 214, Issue 2, covers this subject.) Amendment 39-1229 became effective July 30, 1971. This Amendment 39-1258 becomes effective July 31, 1971.
90-21-21: 90-21-21 BOEING: Amendment 39-6766. Docket No. 90-NM-108-AD. \n\n\tApplicability: Model 747 series airplanes, equipped with General Electric CF6-45 and CF6-50 engines, as listed in Boeing Service Letter 747-SL-54-32, dated December 4, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished.\n \n\tTo eliminate the potential for an engine fire due to a fuel leak, accomplish the following: \n\n\tA.\tWithin the next 60 days or 450 hours time-in-service after the effective date of this AD, whichever occurs first, replace the aluminum pneumatic duct brackets, P/N 69B94023- 1, in the outboard struts, with steel brackets, P/N 69B94023-2, in accordance with Boeing Service Letter 747-SL-54-32, dated December 4, 1989. \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 SW., Renton, Washington 98055-4056. \n\n\tThis amendment (39-6766, AD 90-21-21) becomes effective on November 16, 1990.
85-06-02: 85-06-02 BF GOODRICH: Amendment 39-5015. Applies to BF Goodrich Main Landing Gear Wheel Assemblies, P/N's 3-1311-3, 3-1365, 3-1365-1, 3-1365-2, 3-1375, 3-1375-1, 3-1375-2, and 3-1375-3 installed on Lockheed L-1011 airplanes; and P/N's 3-1287, 3-1306, 3-1306-1, and 3-1414 installed on Boeing Model 727 airplanes. \n\n\tCompliance is required as indicated, unless already accomplished. To prevent failure of certain BF Goodrich wheel assemblies, due to tie bolt nut cracks, accomplish the following: \n\n\tA.\tAs of the effective date of this AD, no P/N 63-347B RX3 tie bolt nuts shall be used in wheel build up. \n\n\tNOTE: It is recommended that tie bolt nuts marked as above must be destroyed or returned to BF Goodrich. Refer to procedures outlined in Paragraph 2A, BF Goodrich Service Bulletin 439 (for L-1011 airplanes) or Service Bulletin 440 (for Boeing Model 727 airplanes), both issued February 5, 1985. \n\n\tB.\tWithin 50 flight hours after the effective date of this AD, inspect the applicable main wheel assemblies for cracked tie bolt nuts. Adhere to the procedures outlined in Paragraphs 2D and 2E of BF Goodrich Service Bulletin 439 or Service Bulletin 440, as applicable. Any tie bolt nuts found to be cracked must be replaced before further flight. \n\n\tC.\tWithin 60 days following the effective date of this AD, remove all -RX3 tie bolt nuts from service and replace with serviceable parts. \n\n\tD.\tAlternate means of compliance with this AD which provide an acceptable level of safety may be used when approved by the Manager, Chicago Aircraft Certification Office, FAA, Central Region. \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 directive who have not already received these documents from the manufacturer may obtain copies upon request to BF Goodrich Company, Attn: Mr. C. F. Wintrow,P.O. Box 340, Troy, Ohio 45373; telephone (513) 339-3811. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. \n\n\tThis amendment becomes effective March 19, 1985.
88-10-07: 88-10-07 MCDONNELL DOUGLAS: Amendment 39-5912. Applies to McDonnell Douglas Model DC-8 series airplanes, equipped with P/N(s) 5644642 or 5751152, LH and RH wing flap drive link assembly installed at wing station XW=97.906, certificated in any category. Compliance required as indicated. \n\n\tTo prevent the loss of airplane control in a critical flight regime due to metal fatigue failure of the flap drive link assembly, accomplish the following: \n\n\tA.\tPrior to the accumulation of 6,250 landings on the inboard flap drive link assembly, P/N 5644642 or 5751152, or within the next 375 landings after the effective date of this AD, whichever occurs later, unless already accomplished within the last 375 landings, conduct inspections for fatigue cracking of specific areas of the link assembly in accordance with Figure 2. of McDonnell Douglas DC-8 Alert Service Bulletin A27-269, dated March 25, 1988 (hereafter referred to as SB A27-269). \n\n\tB.\tIf no cracks are found, repeat inspections in accordance with Figure 2. of SB A27-269, at intervals not to exceed 750 landings. \n\n\tC.\tIf cracks are found, accomplish the following before further flight: \n\n\t\t1.\tIf cracks are within the blend limits of Figure 3. of SB A27-269, rework in accordance with Figure 3. of SB A27-269 and repeat inspections in accordance with Figure 2. of SB A27-269, prior to the accumulation of 750 landings and at intervals thereafter not to exceed 300 landings. \n\n\t\t2.\tIf cracks exceed the blend limits of Figure 3. of SB A27-269, replace with new part of the same part number, in accordance with Figure 4. of SB A27-269. \n\n\tD.\tAlternate 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\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 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). This information 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 May 25, 1988.
2009-07-10: The FAA is adopting a new airworthiness directive (AD) for General Electric Company (GE) CF6-80A series turbofan engines with a high-pressure turbine rotor (HPTR) stage 1 disk, part number (P/N) 9367M45G06, installed. This AD requires removing any HPTR stage 1 disk, P/N 9367M45G06, before exceeding 2,075 cycles-since-new (CSN). This AD results from an error by GE that incorrectly cited a cyclic life of 12,600 CSN for the HPTR stage 1 disk, P/N 9367M45G06. We are issuing this AD to prevent the HPTR stage 1 disk from exceeding its part life, which could cause fatigue cracks to start and grow. These cracks could result in a possible uncontained disk failure and damage to the airplane.
70-15-19: 70-15-19 BOEING: Amdt. 39-1051. Applies to 747-100 series airplanes which incorporate 60B00210-1 nose gear steering metering valve assembly. \n\tCompliance required as indicated. \n\tTo prevent unsafe conditions resulting from malfunction of the ground steering system and to eliminate causes for such malfunction, accomplish the following: \n\ta.\tWithin 10 hours' time in service after the effective date of this AD, unless already accomplished, either (1) establish and maintain pilot surveillance over landing gear steering inputs through an FAA-approved training program established by an operator which follows the recommendations in Boeing Flight Crew Training Bulletin No. 70-20, dated 14 July 1970, or (2) follow an equivalent pilot surveillance procedures approved by the Chief, Aircraft Engineering Division, FAA Western Region, or (3) install a placard with the following wording in clear view of the captain and first officer: \n\tBe alert for any unscheduled steering inputs during take-off and landing as indicated by unusual directional control problems or a chattering nose gear due to tire scrubbing. Take immediate positive action with the steering tiller to correct any suspected steering problems. Under no circumstances are circuit breakers to be pulled to deactivate steering or aural warning systems. \n\tb.\tRetain the placard or continue to employ the equivalent pilot surveillance procedure per a., above, until the airplane is modified per g., below. \n\tc.\tWithin the next 25 hours' time in service after the effective date of this AD, unless already accomplished: \n\t\t(1)\tTest the inherent centering capability of the nose gear steering metering valve in the manner described by Boeing Alert Service Bulletin No. 32-2041. \t \n\t\t(2)\tTest the inherent nose gear centering capability provided by the tiller system, in the manner also described by Boeing Alert Service Bulletin No. 32-2041. \n\td.\tReplace any nose gear steering metering valve prior to further flight if both of the test requirements of c(1) and c(2), above, are not passed, with valve P/N 60B00210-2 or with another valve P/N 60B00210-1 which has been tested and found to pass those test requirements. \n\te.\tInspect and correct any tiller steering system prior to further flight when the nose gear steering metering valve passes the test requirement of c(1), above, but does not pass the test requirements of c(2), above, in accordance with established B-747 maintenance procedures. \n\tf.\tA nose gear steering metering valve which does not pass the test requirements of c(1) but passes the test requirements of c(2) may be continued in service for a period not to exceed 300 hours after the effective date of this AD, provided the test prescribed by c(2) is repeated at intervals not to exceed 25 hours' time in service and the tiller system is corrected as necessary to assure continued satisfactory tiller centering action. \n\tg.\tWithin the next 600 hours' time in service after the effective date of this AD, unless already accomplished, replace the nose gear steering metering valve, P/N 60B00210-1, with nose gear steering metering valve, P/N 60B00210-2, or with another valve approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\tThis amendment becomes effective July 30, 1970.
93-05-13: 93-05-13 BOEING: Amendment 39-8517. Docket 92-NM-223-AD. Supersedes AD 92-27-02, Amendment 39-8435. \n\n\tApplicability: Model 747-400 series airplanes having line positions up to and including 958, inclusive, equipped with Rolls Royce engines and electrical power feeder connectors at engine firewalls; and Model 767 series airplanes having variable numbers VN111 through VN124, inclusive, and variable numbers VN130 through VN132, inclusive, equipped with Rolls Royce engines and electrical power feeder connectors at engine firewalls; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent undetected fires in the engine strut, accomplish the following: \n\n\t(a)\tWithin 30 days after December 30, 1992 (the effective date of AD 92-27-02, Amendment 39-8435), perform a visual inspection of the power feeder connector at each engine firewall to detect signs of arcing, deterioration, unusual hardness or softness, and cracking ofthe elastomer insert, in accordance with Boeing Alert Service Bulletin 747-24A2190, dated November 16, 1992 (for Model 747-400 series airplanes); or Boeing Alert Service Bulletin 767- 24A0088, dated November 16, 1992 (for Model 767 series airplanes); as applicable. \n\n\t\t(1)\tIf any damaged connector is found, prior to further flight, replace it in accordance with the applicable service bulletin. Prior to the accumulation of 1,200 flight hours on the new connector, perform the inspection required by paragraph (a) of this AD. Thereafter, repeat that inspection at intervals not to exceed 800 flight hours until the connector is replaced again. \n\n\t\t(2)\tIf no damage is found and no connector is replaced, repeat the inspection required by paragraph (a) of this AD at intervals not to exceed 800 flight hours. \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 AircraftCertification 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 inspections and replacement shall be done in accordance with Boeing Alert Service Bulletin 747-24A2190, dated November 16, 1992; or Boeing Alert Service Bulletin 767- 24A0088, dated November 16, 1992; as applicable. This incorporation by reference was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51, as of December 30, 1992 (57 FR 59285, December 15, 1992). 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. \n\n\t(e)\tThis amendment becomes effective on March 18, 1993.