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2015-15-15: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, 777-200LR, 777-300ER, and 777F series airplanes. This AD was prompted by a report indicating that sealant might not have been applied in production to the wing skin panel gaps above certain underwing fittings. This AD would require an inspection for missing sealant, and applicable other specified, related investigative, and corrective actions. We are proposing this AD to detect and correct missing sealant from the wing skin panel gaps above the underwing fittings, which could result in corrosion and fatigue cracking in the wing skin panel, and consequent loss of limit load capability of the wing skin and potential subsequent structural failure of the wings.
81-07-02: 81-07-02 GROUPEMENT d'INTERET ECONOMIQUE AIRBUS INDUSTRIE: Amendment 39-4070. Applies to Model A300 series airplanes, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent loss of fire protection due to separation of, or damage to blowout panels in the ceiling and sidewalls of the forward cargo compartment, which could result in a degradation of the fire extinguishing capability in the aircraft, accomplish the following: (a) On airplanes which have not accomplished the modification required by Airbus Industrie Service Bulletin Nos. A300-25-149, Revision 3, dated December 26, 1979, and A300- 25-248, dated December 11, 1978, before the first flight each day, inspect the forward cargo compartment decompression panels for condition and attachment in the panel cut-outs, in accordance with the instructions in paragraph 2.A, "INSPECTION OF DECOMPRESSION PANELS IN FWD, AFT AND BULK CARGO COMPARTMENT", of Airbus IndustrieService Bulletin No. A300-25-138, Revision 4, dated December 26, 1979, or an FAA-approved equivalent. (b) On airplanes which have accomplished the modification required by Airbus Industrie Service Bulletin Nos. A300-25-149, Revision 3, dated December 26, 1979, and A300- 25-248, dated December 11, 1978, within the next 600 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 600 hours time in service from the last inspection, inspect the forward cargo compartment decompression panels in accordance with the instructions in paragraph 2.A. of Airbus Industrie Service Bulletin No. A300-25-138, Revision 4, dated December 26, 1979, or an FAA-approved equivalent. (c) If, during the inspections required by paragraphs (a) and (b) of this AD, damage to, or separation of decompression panels is found, within the next 25 hours time in service, unless already accomplished, replace damaged panels and reattach separated decompression panels inaccordance with instructions in paragraph 2.C. of Airbus Industrie Service Bulletin No. A300-25- 138, Revision 4, dated December 26, 1979, or an FAA-approved equivalent. (d) Upon accomplishment of the modification required by Airbus Industrie Service Bulletin Nos. A300-25-149, Revision 3, dated December 26, 1979, and A300-25-248, dated December 11, 1978, the daily inspections required by paragraph (a) of this AD are no longer required. (e) If an equivalent means of compliance is used in complying with paragraphs (a), (b) or (c) of this AD, that equivalent means must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. The 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). All persons affected by this directive who have not already received these documents fromthe manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, BP 33, 31700 Blagnac, France. These documents may be examined at FAA Headquarters, Room 916, 800 Independence Avenue, SW., Washington, DC 20591. This amendment becomes effective April 2, 1981.
93-25-03: 93-25-03 ISRAEL AIRCRAFT INDUSTRIES (IAI) LTD.: Amendment 39-8769. Docket 93-NM-104-AD. Applicability: Model 1121 series airplanes, serial numbers 071 through 106 inclusive, and 108 through 150 inclusive; and Model 1123 series airplanes, serial number 107; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the wings, accomplish the following: (a) Within 50 hours time-in-service after the effective date of this AD, remove the left- and right-hand main landing gear (MLG) wheel fairings, and perform a visual inspection to detect damage of the wing lower center skin, lower aft skin, and rear spar under the fairings, in accordance with Israel Aircraft Industries Ltd. (1121 Commodore Jet) Service Bulletin SB 1121-57-018 (for Model 1121 series airplanes), dated November 25, 1992; or Israel Aircraft Industries Ltd. (1123-Westwind) Service Bulletin SB 1123-57-035 (for Model 1123 series airplanes), dated November 25, 1992; as applicable. (1) If no damage is detected, prior to further flight, rework the MLG wheel fairing ribs and reinstall the left- and right-hand MLG wheel fairings, in accordance with the applicable service bulletin. (2) If any damage is detected, prior to further flight, measure the depth of the damage, repair any damage found, rework the MLG wheel fairing ribs, and reinstall the left- and right-hand MLG wheel fairings, in accordance with the applicable service bulletin. (b) If any crack is detected during the repair required by paragraph (a)(2) of this AD, prior to further flight, repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (c) An 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, Standardization Branch, ANM-113, 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, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (d) Special 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. (e) The actions shall be done in accordance with Israel Aircraft Industries Ltd. (1121 Commodore Jet) Service Bulletin SB 1121-57-018, dated November 25, 1992; or Israel Aircraft Industries Ltd. (1123-Westwind) Service Bulletin SB 1123-57-035, dated November 25, 1992; as applicable. 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 Astra Jet Corporation, Technical Publications, 77 McCullough Drive, suite 11, New Castle, Delaware 19720. 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. (f) This amendment becomes effective on January 19, 1994.
2000-11-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires a one-time general visual inspection to determine the part number and serial number of the spoiler servocontrol, and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the spoiler servocontrol piston rod, which could result in reduced controllability of the airplane.
80-13-02: 80-13-02 GRUMMAN AIRCRAFT CORPORATION: Amendment 39-3800. Applies to model G-73 airplanes which have Pratt and Whitney R1340 engines installed, certificated in all categories. Compliance is required as indicated unless already accomplished. To reduce the possibility of powerplant fires and to improve the powerplant fire containment, detection, and extinguishing capabilities, accomplish the following: (a) Within the next ten hours time in service after the effective date of this AD, fabricate and install on the instrument panel and in full view of the pilot an emergency procedures placard using not less than 3/32-inch high letters, which reads as follows: ENGINE FIRE EMERGENCY PROCEDURES (1) FUEL SELECTOR - OFF. (2) FIRE SHUTOFF T-HANDLE - PULL. (3) MIXTURE CONTROL - IDLE CUTOFF. (4) PROPELLER - FEATHER. (5) COWL FLAPS - CLOSE. (6) FUEL BOOSTER PUMP - OFF. (7) IGNITION SWITCH - OFF. (8) FIRE EXTINGUISHER SWITCH - SELECT AND ACTUATE. (b) Within the next 50 hours time in service after the effective date of this AD, using the practices and procedures identified by AC 43-13-1A, install two yellow caution lights, one for each engine, which will illuminate when the applicable starter relay is energized. Locate these lights on the instrument panel in full view of the pilot and install a placard using not less than 3/32- inch high letters adjacent to each light which reads "STARTER ENERGIZED." (c) Within the next 50 hours time in service after the effective date of this AD, inspect the fuel, oil, hydraulic, and propeller feathering hose assemblies and the electrical wiring harnesses forward of the fire wall and clamp or secure to insure a minimum of one-inch clearance between all wires and combustible fluid carrying hoses. (d) Within the next 50 hours time in service after the effective date of this AD, relocate the fire warning lights to the instrument panel in front of and in full view of the pilot.(e) On or before November 15, 1980, or within the next 250 hours' time in service after the effective date of this AD, whichever occurs first, convert one-bottle fire extinguishing systems to two-bottle fire extinguishing systems in accordance with Grumman Drawing 109007 or an FAA-approved equivalent system. (f) On or before November 15, 1980, or within the next 250 hours time in service after the effective date of this AD, whichever occurs first, replace the existing spot detector type fire detection system with a continuous loop fire detection system in accordance with McGraw- Edison STC SA2-427 as revised by their conversion drawing to install sensor cables 244-14482 and 244-12082, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Southern Region. (g) On or before November 15, 1980, or within the next 250 hours time in service after the effective date of this AD, whichever occurs first, replace or convert existing flexible fuel, oil, hydraulic, and propeller feathering hose assemblies in the engine compartment forward of the fire wall with equivalent length and diameter hoses having strength and fire resistant qualities meeting FAA Technical Standard Order C53A, Type C or D. Install hoses in accordance with AC 43-13-1A or the manufacturer's instructions. (h) Make an appropriate maintenance record entry. (i) An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. This amendment is effective June 20, 1980.
93-09-05: 93-09-05 FAIRCHILD AIRCRAFT: Amendment 39-8571. Docket No. 91-CE-37-AD. Supersedes AD 81-22-04, Amendment 39-4238. Applicability: The following model and serial number airplanes, certificated in any category: Model Serial Numbers SA226-AT all serial numbers SA226-TC all serial numbers SA227-AC 406, 415, 416, and 420 through 473 SA227-AT 423 through 469 Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent a jammed elevator control caused by elevator return spring failure, accomplish the following: (a) Within the next 25 hours time-in-service (TIS), unless already accomplished within the last 275 hours TIS, and thereafter at intervals not to exceed 300 hours TIS until the modification specified in paragraph (c) of this AD is accomplished, visually inspect the elevator return spring, the attachment bolts, the spacers, and the clevis for damage such as deterioration, wear, or breakage.(b) If any damaged part is found, prior to further flight, replace with a new part and relocate the elevator return spring in accordance with the ACCOMPLISHMENT INSTRUCTIONS section of Fairchild Service Bulletin (SB) No. 226-27-032, Issued: September 14, 1981, Revised: January 19, 1983; or Fairchild SB No. 227-27-002, Issued: September 14, 1981, Revised: October 25, 1985, as applicable. (c) Within the next 2,200 hours TIS, unless already accomplished as required by paragraph (b) of this AD, relocate the elevator return spring in accordance with the ACCOMPLISHMENT INSTRUCTIONS section of Fairchild Service Bulletin (SB) No. 226-27-032, Issued: September 14, 1981, Revised: January 19, 1983; or Fairchild SB No. 227-27-002, Issued: September 14, 1981, Revised: October 25, 1985, as applicable. (d) The accomplishment of the modification required by paragraph (c) of this AD is considered terminating action for the repetitive inspection requirement of this AD. (e) Special 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. (f) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Airplane Certification Office, FAA, Fort Worth, Texas 76193-0150. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Fort Worth Airplane Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Fort Worth Airplane Certification Office. (g) The inspections and modification required by this AD shall be done in accordance with Fairchild Service Bulletin No. 226-27-032, Issued: September 14, 1981, Revised: January 19, 1983; or Fairchild Service Bulletin No. 227-27-002, Issued: September 14, 1981, Revised: October 25, 1985, as applicable. 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 Fairchild Aircraft, P.O. Box 790490, San Antonio, Texas 78279-0490. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment (39-8571) supersedes AD 81-22-04, Amendment 39-4238. (i) This amendment becomes effective on June 18, 1993.
2015-13-06: We are superseding Airworthiness Directive (AD) 2013-14-05 for certain The Boeing Company Model 747-400 and 747-400F series airplanes. AD 2013-14-05 required repetitive inspections of the longeron extension fittings for cracking, and related investigative and corrective actions if necessary. This new AD would continue to require the actions specified in AD 2013-14-05, and would add new repetitive high frequency eddy current (HFEC) inspections of any modified, repaired, or replaced longeron extension fitting for cracking, and applicable related investigative and corrective actions if necessary. This AD was prompted by reports of cracking in the outboard flange of the longeron extension fittings, and our determination that more work is necessary on airplanes on which a permanent repair, longeron extension fitting replacement, or modification was accomplished. We are issuing this AD to detect and correct cracks in the longeron extension fittings, which can become large and adversely affect the structural integrity of the airplane.
2022-19-15: The FAA is adopting a new airworthiness directive (AD) for certain International Aero Engines, LLC (IAE LLC) PW1122G-JM, PW1124G1- JM, PW1124G-JM, PW1127G1-JM, PW1127GA-JM, PW1127G-JM, PW1129G-JM, PW1130G-JM, PW1133GA-JM, and PW1133G-JM model turbofan engines. This AD was prompted by an analysis of an event involving an International Aero Engines AG (IAE AG) V2533-A5 model turbofan engine, which experienced an uncontained failure of a high-pressure turbine (HPT) 1st-stage disk that resulted in high-energy debris penetrating the engine cowling. This AD requires performing an ultrasonic inspection (USI) of the HPT 1st-stage disk and HPT 2nd-stage disk and, depending on the results of the inspections, replacement of the HPT 1st-stage disk or HPT 2nd-stage disk. The FAA is issuing this AD to address the unsafe condition on these products.
2010-19-02: 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: During a recent production fuel system test, it was found that all three flapper valves located in each collector tank did not conform to the design requirements, due to the fact that a valve spring was installed on the flapper hinge pin. This valve spring should have been removed prior to installation of the valves. * * * * * With the valve spring installed, the flapper valve is held closed by the valve spring, preventing gravity feed. In the event of scavenge system failure, the collector tank fuel level can no longer be maintained, potentially leading to an in-flight engine shutdown. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2000-11-25: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320-232 and -233 series airplanes, that requires replacement of the fuel metering units (FMU) of each engine with modified FMU's. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent an inadvertent increase in thrust, which could result in reduced controllability of the airplane during final approach.