Results
2015-13-01: We are adopting a new airworthiness directive (AD) for certain ATR-GIE Avions de Transport R[eacute]gional Model ATR42-500 and ATR72- 212A airplanes. This AD requires inspection of the affected control systems rods and, depending on findings, a replacement of the affected rods. This AD was prompted by reports of non-conformity of certain control rods, which could result in failure of the control rods. We are issuing this AD to detect and correct failure of an affected control rod, which, under certain circumstances, could result in reduced control of the airplane.
60-10-06: 60-10-06 LOCKHEED: Amdt. 150 Part 507 Federal Register May 13, 1960. Applies to All Model 1049 Series Aircraft Equipped With Drag Strut Assemblies With Ground Acme Threads, P/N 469080-5 and -6, Serial Numbers 6001 Through 6363 and 10001 Through 10036, Manufactured By Sargent Engineering Corporation. Compliance required as indicated. As a result of two failures of the main landing gear drag strut cylinder, P/N 471035-3, the following inspections and rework are required, unless already accomplished. (a) Within the next 425 hours' time in service inspect the root of the 6 5/16-inch diameter thread and thread relief area in the cylinder, P/N 471035-3, for cracks using one of the following inspection methods: (1) Dye penetrant method. (2) Magnetic particle method (liquid suspension only). (3) Eddy current method. (b) If no cracks are found, reinspection is required as follows, except that such reinspection is not required if the parts are reworked in accordance with (c) or if inspection, in accordance with inspection method (a)(3), shows no indication of a heat-affected zone. (1) If inspection method (a)(1) or (a)(2) is employed, reinspection is required every 1,000 hours' time in service. (2) If inspection method (a)(3) is employed, reinspection is required every 5,000 hours' time in service. (c) Rework instructions: (1) Remove 0.020-inch material by remachining new Acme threads and new thread relief in the cylinder, taking care to prevent heating of the cylinder material which may affect its strength. Grinding or rolling processes must not be used for making the threads. (2) Cadmium plate the machine surfaces in accordance with aircraft practices for heat-treated steel. (3) A new nut, Lockheed P/N 557466-1, or equivalent, must be used to replace the existing nut. (4) Reassemble the strut assembly and proof test to 12,300 p.s.i. (Lockheed 1049 Service Bulletin 3112 covers these rework instructions.)(d) Parts found cracked must be replaced prior to further flight. Parts in which a heat affected zone is indicated by inspection method (a)(3) must be reworked in accordance with (c) within 1,000 hours' time in service. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Lockheed Service Letter FS/240867L covers this same subject.) Revised August 2, 1963. Revised May 26, 1964.
80-12-13: 80-12-13 BRITISH AEROSPACE (formerly Hawker Siddeley, Ltd.): Amendment 39- 3799. Applies to Model DH/BH/HS 125 series airplanes, certificated in all categories, which have incorporated British Aerospace modification 251605 and have any of the following: an AiResearch APU Model GTCP30-92(c) installed as a replacement for AiResearch APU Model GTCP3-92, AiResearch Service Bulletin 30-49-3689 incorporated, or British Aerospace modification 257513, 252502, 256817, 256855, 258015, 258027, or 258037 incorporated. NOTE: This AD is known to apply, but is not necessarily limited, to the airplanes listed below. Model Series - all variants Serial Number DH/HS 125 1 25/097 DH/HS 125 3 25/113, 117, 125, 133, 140, 143, 144, 154, 157, 162, 164 thru 168, 172 HS/BH 125 400, 401, 403 25/178, 189, 194, 197, 209, 215, 217, 227, 231, 240, 242, 243, 246 thru 251, 254, 257, 270, 271, 272, 274 HS/BH 125 600 25/256 & 25/6012, 6015, 6017, 6019, 6021, 6024, 6027, 6029, 6030, 6031, 6033, 6035, 6037, 6039, 6041, 6042, 6045, 6048, 6049, 6050, 6052, 6053, 6054, 6056, 6057, 6058, 6059, 6060, 6062, thru 6071 HS 125 700 25/7001, 7007, 7010, 7013, 7020, 7022, 7025, 7028, 7031, NA 0201 0218 Compliance is required as indicated, unless already accomplished. To prevent failure of the main engine mount beam, accomplish the following: (a) Within the next 500 hours time in service after the effective date of this AD, modify the main engine mount beam in accordance with Section 2, "Accomplishment Instructions", British Aerospace Service Bulletin 49-28(2675), Rev. 2, dated June 26, 1979, (hereinafter referred to as the Service Bulletin) or an FAA-approved equivalent. (b) For purposes of this AD, with the exception of cleats equivalent to those specified in the Service Bulletin, an FAA-approved equivalent may be approved by an FAA airworthiness or engineering and manufacturing inspector or the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office. Any cleats equivalent to those specified in the Service Bulletin must be approved by the Chief, Aircraft Certification Staff, FAA Europe, Africa, and Middle East Office. (c) Upon request of an operator, the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Office, c/o American Embassy, Brussels, Belgium, may adjust the compliance time specified in paragraph (a) of this AD or approve a modification equivalent to that specified in the Service Bulletin provided such request is made through an FAA maintenance inspector and the request contains substantiating data to justify the request for that operator. This amendment becomes effective July 14, 1980.
63-08-03: 63-08-03 LOCKHEED: Amdt. 553 Part 507 Federal Register April 9, 1963. Applies to All Model 188 Series Aircraft. Compliance required as indicated. To eliminate the possibility of fouling the deboost control systems, accomplish the following within 650 hours' time in service after the effective date of this AD, unless previously accomplished. (a) Modify all aircraft by installing deflectors on the rudder and elevator spring cartridges and by chamfering corners of the aileron and elevator spring cartridges to eliminate sharp edges and projections in the area of the "off" branch cables in accordance with Lockheed Service Information Letter 881 SIL-30, dated December 29, 1961, or FAA approved equivalent. (b) Modify those aircraft which incorporate the provisions of Service Bulletin 88/SB- 547, dated August 4, 1961, by inverting the screw and nut that attach the left-hand fuel dump chute locking cable conduit tube to the floor support below the pilot's lower center consolecontrol box, in accordance with the -1 PS of Lockheed Drawing 840850. (Lockheed Service Information Letter 88/SIL-30, dated December 29, 1961, and revision to Lockheed Service Bulletin 547, dated March 28, 1962, cover this same subject.) This directive effective May 9, 1963.
63-17-01: 63-17-01 BELLANCA: Amdt. 601 Part 507 Federal Register August 13, 1963. Applies to All Model 14-13 Series Aircraft. Compliance required as indicated. Several incidents have occurred of failure of the main landing gear retracting strut and attaching fittings. Therefore, the following must be accomplished within 50 hours' time in service after the effective date of this AD, and at intervals thereafter, not to exceed 50 hours' time in service from the last inspection. (a) Inspect the entire main landing gear retracting strut (Bellanca P/N 7577 L/R), and the rear spar main landing gear fitting (Bellanca P/N 7560 L/R) for cracks using a dye penetrant and a 10-power magnifying glass, or an FAA approved equivalent inspection. Give particular attention to all welds, especially at the connecting link trunnion housing, and tube intersections. Prior to inspection, remove all grease and dirt from all surfaces of the upper and lower struts connected by the connecting link.(b) If cracks are found, repair that part in accordance with an FAA approved repair, or replace with a new part of the same part number, or an FAA approved equivalent before further flight. This directive effective September 13, 1963.
2015-10-51: We are adopting a new airworthiness directive (AD) for Avidyne Corporation (Avidyne) Integrated Flight Displays (IFDs) part number (P/ N) 700-00083-() loaded with software release 9.3.1.0 or earlier release (referred to as Model R9--10 inch), P/N 700-00171-() loaded with software release 9.2.5.0 or earlier release (referred to as Model R9-- 12 inch), and P/N 700-00182-() loaded with software release 10.0.3.0 or earlier release (referred to as Model IFD540). This emergency AD was sent previously to all known U.S. owners and operators of all aircraft that incorporate the above referenced Avidyne IFDs. This AD requires incorporating an operational limitation into the Limitations section of the airplane flight manual (AFM) or airplane flight manual supplement (AFMS). This AD was prompted by reports of Avidyne IFDs displaying incorrect course deviation indication information during GPS approaches (incorrect display of lateral deviations). We are issuing this AD to correct the unsafe condition on these products.
83-13-04: 83-13-04 MCDONNELL DOUGLAS: Amendment 39-4674. Applies to McDonnell Douglas Model DC-8-70 series airplanes, certificated in all categories. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent improper separation of the pylon from the wing, accomplish the following: \n\n\tA.\tWithin 300 hours time in service, after the effective date of this AD, modify the nozzle fairing and replace the washers on the secondary retention bolts in accordance with the Accomplishment Instructions in McDonnell Douglas DC-8-70 Alert Service Bulletin A54-87, Rev. 1, dated June 3, 1983, or later revision approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\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 modifications required by this AD. \n\n\tC.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 July 7, 1983.
2015-11-07: We are adopting a new airworthiness directive (AD) for certain Agusta S.p.A. Model AB412 and AB412 EP helicopters. This AD requires inspecting the tail rotor (T/R) drive shaft flanged adapter (adapter) for a crack and removing the adapter from service if there is a crack. This AD is prompted by a report of a crack found in an adapter. These actions are intended to detect a crack in the adapter and prevent failure of the T/R drive shaft, which could result in reduced control of the helicopter.
81-25-01: 81-25-01 WOODWARD GOVERNOR COMPANY: Amendment 39-4269. Applies to Model F210681 Serial Numbers 1446751 through 1446783, 1446785 through 1446806, 1446808, 1446809, 1446811, 1446812, 1446814 through 1446817, 1567547 through 1567562, 1567564 through 1567594, and 1567596 through 1567612 installed on Maule M5 235C airplanes. Compliance is required as indicated, unless already accomplished. To prevent the possible failure of the flyweights, accomplish the following: Within the next 50 hours time in service from the effective date of this AD, remove Woodward Governor Model F210681 with the above listed serial numbers and replace with a Woodward Governor Model F210681 S/N not listed above in accordance with Woodward Service Bulletin 33576 dated October 1981. This amendment becomes effective December 7, 1981.
2015-10-02: We are superseding Airworthiness Directive (AD) 2014-20-11, for Zodiac Seats France 9140, 9166, 9173, 9174, 9184, 9188, 9196, 91B7, 91B8, 91C0, 91C2, 91C4, 91C5, 91C9, 9301, and 9501 series passenger seat assemblies. AD 2014-20-11 required a general visual inspection for cracking of \n\n((Page 30350)) \n\nbackrest links; replacement with new links if cracking is found; and eventual replacement of all links with new links. This AD was prompted by a determination that a model designation specified in paragraph (c)(1) of that AD was incorrect. This new AD identifies the correct model designation. We are issuing this AD to detect and correct cracks in the backrest links, which could affect the structural integrity of seat backrests. Failure of the backrest links could result in injury to an occupant during emergency landing conditions.
79-13-09: 79-13-09 GENERAL ELECTRIC: Amendment 39-3508. Applies to General Electric Model CF6-50 series engines containing stage 3-9 high pressure compressor rotor spools P/N 9081M49 (serial numbers as specified in the body of this AD) installed in, but not limited to certain McDonnell Douglas DC-10, Boeing 747, and Airbus Industries A-300 series aircraft certificated in all categories. Due to design differences, this AD does not affect CF6-6 series engines. Compliance required within the next 30 calendar days after the effective date of this AD, unless previously accomplished. To preclude possible engine failure resulting from compressor rotor spool fatigue cracking, remove from service stage 3-9 high pressure compressor rotor spools P/N 9081M49, Serial Numbers A0436, A0570, A0581, A0590, A0432 and A0443. This amendment becomes effective upon publication in the Federal Register.
79-03-07: 79-03-07 HILLER AVIATION: Amendment 39-3409. Applies to Model UH-12D and UH-12E helicopters which have been converted to turbine power in accordance with Soloy Conversions, Limited, STC Nos. SH177WE and SH178WE respectively, certificated in all categories. Compliance required as indicated unless already accomplished. To reduce the hazard to aircraft and ground personnel as a result of repeated execution of emergency procedures involving unnecessary external load deployment and full autorotation following false low rotor speed warning system activation, accomplish the following: A. Within the next 200-hours time in-service, or 1 month calendar time, whichever occurs first after the effective date of this AD, replace Globe Industries' P/N 22A571 or P/N 22A580 main rotor tachometer generator with Globe Industries' P/N 22A623 main rotor tachometer generator in accordance with Soloy Conversions, Limited Service Bulletin 03-560 dated March 31, 1978, or later FAA approved revisions. Silicone sealing procedures required for installation of this new style generator are described in this bulletin. B. Equivalent methods of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. 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 from the manufacturer, may obtain copies upon request to Soloy Conversions, Limited, Post Office Box 60, Chehalis, Washington 98532. These documents may also be examined at FAA Northwest Region, 9010 E. Marginal Way South, Seattle, Washington 98108. This amendment becomes effective February 21, 1979.
81-02-06: 81-02-06 MCDONNELL DOUGLAS: Amendment 39-4020. Model DC-9 series airplane equipped with an upper main cargo door; certificated in all categories. \n\n\tCompliance required as indicated, unless already accomplished. \n\n\tTo prevent stress corrosion of the upper cargo door spool fitting attach bolts accomplish the following: \n\n\t(a)\tFor fuselage numbers 0 through 675, within 12 months after the effective date of this AD, inspect, lubricate, replace as necessary, and seal the latch spool fitting attach bolts in accordance with a method approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. (NOTE: Douglas Aircraft Company Service Bulletin DC-9 SB 52-119, dated October 28, 1980, has been approved as a means of compliance with this requirement.) \n\n\t(b)\tFor fuselage numbers 676 and subsequent and those airplanes modified in accordance with Douglas Aircraft Company DC-9 AOL 9-833A, dated April 2, 1979, within 24 months after the effective date of this AD, inspect, lubricate, replace as necessary, and seal the upper cargo door latch spool fitting attach bolts in accordance with a method approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. (NOTE: Accomplishment of the instructions set forth in Part 2, Group II, Paragraph C of Douglas Aircraft Service Bulletin DC-9 SB 52-119 has been approved as a means of compliance with this requirement.) \n\n\t(c)\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/modifications required by this AD. \n\n\tThis amendment becomes effective April 1, 1981.
2015-09-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400 and 747-400F series airplanes. This AD was prompted by reports of cracking in the main equipment center (MEC) drip shield and exhaust plenum. This AD requires installing a fiberglass reinforcing overcoat on the MEC drip shield. We are issuing this AD to prevent water penetration into the MEC, which could result in an electrical short and potential loss of several functions essential for safe flight.
81-01-07: 81-01-07 LOCKHEED-CALIFORNIA: Amendment 39-4013. Applies to all Model L-1011 series airplanes certificated in all categories. Compliance required as indicated unless already accomplished. To prevent possible rudder jamming, accomplish the following: A. Inspect all aircraft within 300 hours time in service after the effective date of this Airworthiness Directive in accordance with the following: (1) Visually inspect the rudder servo retainer plates, P/N 1559161-101/-102, in a manner approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. (NOTE: Accomplishment of Lockheed L-1011 Service Bulletin 093-27-231, dated November 25, 1980, has been approved as a means of compliance with this requirement.) (2) If rudder servo plates, P/N 1559161-101/-102, are found loose, repair and install retainer clips in a manner approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. (NOTE: Accomplishment of Lockheed L-1011 Service Bulletin 093-27-231, dated November 25, 1980, has been approved as a means of compliance with this requirement.) (3) Within the next 1,500 hours time-in-service after the effective date of this Airworthiness Directive, install retainer clips in a manner approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. (NOTE: Accomplishment of Lockheed L- 1011 Service Bulletin 093-27-231, dated November 25, 1980, has been approved as a means of compliance with this requirement.) (4) If a retainer clip has been installed in a manner approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region, no further action is required. (5) Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. This amendment becomes effective January 18, 1981.
2015-08-08: We are superseding Airworthiness Directive (AD) 2014-26-53 and AD 2015-03-02 for certain Airbus Model A319-115, A319-133, A320-214, A320-232, and A320-233 airplanes. AD 2014-26-53 required repetitive detailed visual inspections to detect discrepancies of the wing lower skin surface and inboard main landing gear (MLG) support rib lower flange location fasteners and, depending on findings, accomplishment of applicable corrective action(s). AD 2015-03-02 required repetitive detailed visual inspections of the outboard MLG support rib lower flange fasteners for discrepancies, and corrective actions if necessary. This new AD retains the repetitive detailed visual inspections to detect discrepancies of the fasteners located in the wing lower skin surface and inboard MLG support rib lower flange with extended compliance times and repetitive intervals, and accomplishment of applicable corrective actions. This new AD also retains the repetitive detailed visual inspections of the outboard MLG support rib lower flange fasteners for discrepancies, and corrective actions if necessary. In addition, this new AD adds airplanes to the applicability. This AD was prompted by a determination that certain airplanes were missing from the applicability of AD 2014-26-53 and AD 2015-03-02 and that those airplanes may be affected by the unsafe condition addressed in AD 2014-26-53 and AD 2015-03-02. We are issuing this AD to detect and correct discrepancies of the fasteners at the external surface of the lower wing skin and inboard and outboard MLG support rib lower flanges, which could result in an airplane not meeting its maximum loads expected in service. This condition could result in structural failure.
83-21-04: 83-21-04 BOEING: Amendment 39-4750. Applies to Boeing Model 767 and 757 series airplanes identified in the Boeing Service Bulletins listed in paragraph A., below. To prevent the loss of pressurization control due to failure of the cabin pressure control, accomplish the following within 750 hours time in service after the effective date of this AD, unless already accomplished: \n\n\tA.\tInspect and rework outflow valve actuators per Boeing Service Bulletins 757-21-9 or 767-21-13 dated May 23, 1983, and March 31, 1983, respectively as applicable, or later FAA approved revisions. \n\n\tB.\tRework the outflow valve assemblies per Boeing Service Bulletins 757-21-9 or 767- 21-15, Rev. 1, dated May 23, 1983, and March 31, 1983, respectively, as applicable, or later FAA approved revisions. \n\n\tC.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\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 the service bulletin(s) may obtain copies upon request from the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective November 28, 1983.
64-13-03: 64-13-03 LOCKHEED: Amdt. 745 Part 507 Federal Register June 12, 1964. Applies to All Models 49, 149, 649, 649A, 749, 749A, 1049-54, 1049C, 1049D, 1049E, 1049G and 1049H Series Aircraft. Compliance required as indicated. As a result of a number of reported cracks and one failure in the nose landing gear retract cylinder rod terminal end, accomplish the following: (a) Aircraft on which the nose landing gear retract cylinder rod terminal ends, P/N's 404052 or 1005032 have accumulated 4,500 or more landings on the effective date of this AD, shall be inspected in accordance with (d) within 100 landings after the effective date of this AD, unless already accomplished within the last 250 landings, and thereafter at intervals not to exceed 350 landings. If the rod terminal end is reworked in accordance with (g) the reworked part shall be inspected in accordance with (d) within 700 landings after the rework is accomplished, and thereafter at intervals not to exceed 700 landings.(b) Aircraft on which the nose landing gear retract cylinder rod terminal ends have accumulated less than 4,500 landings on the effective date of this AD, shall be inspected in accordance with (d) prior to the accumulation of 4,600 landings and thereafter at intervals not to exceed 350 landings. If the rod terminal end is reworked in accordance with (g), prior to accumulation of 4,500 landings the initial compliance with (d) is required prior to the accumulation of 5,200 landings and thereafter at intervals not to exceed 700 landings. (c) For those operators maintaining records of hours' time in service in order to ascertain compliance with this AD, the number of landings required in (a) and (b) may be replaced with an equal number of hours' time in service. For those operators maintaining records of landing, in order to ascertain compliance with this AD where past records of landings are unavailable the number of landings prior to the effective date of this AD may be estimatedby substituting one landing for each hour of time in service. (d) Inspect the rod terminal end in the area between the threaded shank and the fork legs on P/N 404052 and from the edge of the chrome plated rod area to the fork legs on P/N 1005032 for fatigue cracks by ultrasonic method, magnetic particle method or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. (e) Replace cracked P/N 404052 rod terminal ends before further flight. Used, uncracked parts may be used as replacements in lieu of new parts but must be inspected in accordance with (d) immediately prior to installation, and thereafter at intervals not to exceed the reinspection intervals of (a) and (b). Part Number 1005032, when used to replace P/N 404052, shall be installed in accordance with Lockheed Service Bulletin 49/SB-767 for Models 49 through 749A aircraft and Lockheed Service Bulletin 1049/SB-2144 for Models 1049-54 through 1049H Series aircraft. (f) Replace crackedP/N 1005032 rods before further flight with parts of the same part number. Used, uncracked parts may be used as replacements in lieu of new parts but must be inspected in accordance with (d) immediately prior to installation, and thereafter at intervals not to exceed the reinspection intervals of (a) and (b). (g) Uncracked retract cylinder terminal rod ends may be reworked as follows to qualify for the increased inspection intervals afforded in (a) and (b): (1) Polish the radius areas between the shank and the fork legs to remove all evidence of corrosion and machine marks. (2) Shot peen the radius areas between the shank and the fork legs to 0.012- 0.016 Almen A2 intensity using 0.019-0.028 cast steel shot. (3) Cadmium plate the polished and shot peened areas per process specification QQ-P-416, Type II, Class B, and bake at 375-400 degrees F. for a minimum of three hours immediately after plating. (4) Identify the rework by stamping "A" after the original partnumber. (h) Upon request of the 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 permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Lockheed Service Bulletins 49/SB-767 and 1049/SB-2144 pertain, in part, to this subject.) This directive effective June 12, 1964.
80-16-05: 80-16-05 RAJAY INDUSTRIES, INC.: Amendment 39-3865. (Air-Ox, Dye-Ox) Applies to Sky-Ox Model 2600 (except those identified by Part Number 500014-01 or -02), 2800 (except those identified by Part Number 500016-01) and 2900 (except those identified by Part Number 500015-01) series oxygen regulators. Compliance is required as indicated, unless already accomplished. To prevent physical impairment from inadequate oxygen supply, accomplish the following: NOTE 1: Sky-Ox Model 2800 and 2900 series regulators may be installed by Supplemental Type Certificate (STC) on Beech Model 33, 35, 55 and 95 series airplanes; Cessna Model 180 and 182 series airplanes; and Piper Model PA30, PA39, PA32, and PA34 series airplanes. NOTE 2: Sky-Ox Model 2800 and 2900 series regulators may be installed on various general aviation airplanes through field approval, (FAA Form 337). NOTE 3: Sky-Ox Model 2600 series oxygen regulators are used in portable (carry-on) oxygen systems. a) Within thirty (30) days after the effective date of this AD placard all Model 2900 series oxygen regulators: "OXYGEN SYSTEM LIMIT 20,000 FEET". When the Model 2900 oxygen regulator is reset per Rajay Sky-Ox Service Manual 500231, Rev. A. or Rev. B, the placard may be removed. Identify regulators reset per manufacturer's instructions by marking "A" below the serial number. b) Within sixty (60) days after the effective date of this AD, reset Model 2600 and 2800 series oxygen regulators per Rajay Sky-Ox Service Manual 500231, Rev. A, or Rev. B. Identify reset regulators as per paragraph (a). c) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective August 11, 1980.
2015-07-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200, -200LR, -300ER, and 777F series airplanes. This AD was prompted by a report of a jettison fuel pump that was shut off by the automatic shutoff system during the center tank fuel scavenge process on a short-range flight and a subsequent failure analysis of the fuel scavenge system. This AD requires making wiring changes, modifying certain power panels, installing electrical load management system 2 (ELMS2) software, and accomplishing a functional test. We are issuing this AD to prevent extended dry running of the jettison fuel pumps, which can be a potential ignition source inside the main fuel tanks, and consequent fuel tank fire or explosion in the event that the jettison pump overheats or has an electrical fault.
2015-07-04: We are adopting a new airworthiness directive (AD) for PILATUS Aircraft Ltd. Model PC-7 airplanes. 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 the potential for a spring on the air conditioning compressor clutch plate to shear the oil cooler inlet-hose due to the close routing of these parts without a protective cover. We are issuing this AD to require actions to address the unsafe condition on these products.
2005-19-04: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Model A340-200 and -300 series airplanes. This AD requires revising the airplane flight manual to incorporate new procedures for the flightcrew to follow to correct miscalculation of the takeoff and accelerating or stopping distance of the airplane during a ferry flight under certain conditions. This AD results from a report that a software error could result in a miscalculation (underestimation) of the runway length necessary for takeoff in the case of a ferry flight with one engine not operating. We are issuing this AD to prevent this miscalculation, which, if combined with high takeoff weight, too-short runway length, and high altitude and temperature of the airport, could result in inability of the flightcrew to abort the takeoff in a safe manner, reduced controllability of the airplane, and runway overrun.
2015-06-06: We are adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited Model 4101 airplanes. This AD was prompted by a report of the failure, due to overheat, of a bracket on which the earth post (EP) for the generator and propeller de-ice systems is located. This AD requires an inspection of the affected EPs and attachment structure for damage, an inspection of the earth cables of the generator and propeller de-ice system for signs of overheating and arcing damage, a torque check of the affected EP stiff nuts, an electrical high current bonding check of the bracket, and corrective actions if necessary. We are issuing this AD to detect and correct an overheat failure of the EPs for the generator and propeller de-ice system, and possible degradation of the wing front spar cap and/or web, which could affect the structural integrity of the wing.
2005-17-13: The FAA is adopting a new airworthiness directive (AD) for all Short Brothers Model SD3-60 airplanes. This AD requires an inspection of the rudder for damage, an inspection of the balance weight attachment for discrepancies, an inspection of the rudder horn spar and cleats for cracking and corrosion, and corrective action if necessary. This AD results from events in which fatigue cracking was found on the rudder horn spar. We are issuing this AD to detect and correct cracking and corrosion of the rudder horn spar, which could lead to detachment of the mass balance weight of the rudder. The detachment of the mass balance weight could jam or restrict the movement of the rudder, which could result in reduced controllability of the airplane. Loss of a mass balance weight could also damage other parts of the airplane, which could result in reduced controllability of the airplane, or could result in an injury to a person or damage to property on the ground.
71-25-06: 71-25-06 BOEING: Amdt. 39-1357. Applies to Model 707/720 airplanes certified in all categories. \n\tCompliance required within the next 300 hours time in service after effective date of this AD, unless already accomplished. \n\tTo assure that water will not accumulate forward of the station 360 bulkhead on all Boeing Model 707/720 airplanes, accomplish one of the following: \n\t(1)\tInspect the airplane per Boeing Service Bulletin 3027, dated 23 November 1971, or later FAA approved revisions. If the station 360 bulkhead drains are blocked or do not exist modify the station 360 bulkhead, bulkhead blanket and floor mat as described in the above service bulletin to provide the required drains. \n\t(2)\tPerform an equivalent inspection and (if required as a result of the inspection finding) modification approved by the Chief, Aircraft Engineering Division, FAA, Western Region. \n\tThis amendment becomes effective December 13, 1971.