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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.