Results
78-21-03: 78-21-03 PIPER AIRCRAFT CORPORATION: Amendment 39-3316. Applies to Model PA-34-200T, serial numbers 34-7570001 through 34-7870207, certificated in all categories. \n\n\tCompliance is required within the next ten hours' time in service after the effective date of this A.D. unless already accomplished. \n\n\tTo prevent a fuel leak, accomplish the following: \n\n\t(a)\tOn serial numbers 34-7570001 through 34-7870194, accomplish the following: \n\n\t\t(1)\tRemove the right and left engine nacelle aft hatch assemblies. \n\n\t\t(2)\tIn the right engine aft nacelle compartment, inspect the fuel inlet line to the boost pump at the mixture control cable for evidence of chafing. \n\n\t\t\t(i)\tIf chafing is evident, replace the fuel line with the approved fuel line, Piper Part Number 95153-145. Install protective sleeves, Piper Part Numbers 63882-73 and 63882-83, or equivalent fuel resistant flexible sleeves on the fuel inlet line and the mixture control cable. Secure the sleeves in place with tie raps, Piper Part Number 488-702 or equivalent fuel resistant devices (see Figure No. 1). Leak check the fuel line using normal maintenance procedures. \n\n\t\t\t(ii)\tIf no chafing is evident, remove existing clamps or Koroseal tie (if installed) and install protective sleeves, Piper Part Number 63882-73 and 63882-83, or equivalent fuel resistant flexible sleeves on the fuel inlet line and the mixture control cable. Secure the sleeves in place with tie raps, Piper Part Number 488-702, or equivalent fuel resistant devices (see Figure No. 1). \n\n\n\n\n\t\t(3)\tIn the left engine aft nacelle compartment, inspect the fuel inlet line to the boost pump at the propeller governor control cable for evidence of chafing. \n\n\t\t\t(i)\tIf chafing is evident, replace the fuel line with the approved fuel line, Piper Part Number 95153-144. Secure the fuel line to the control cable as shown in Figure No. 2. Leak check the fuel line using normal maintenance procedures. \n\n\t\t\t(ii)\tIf no chafing is evident, unless already accomplished, secure the fuel line to the control cable as shown in Figure No. 2. \n\n\n\n\t\t(4)\tReplace the right and left engine nacelle aft hatch assemblies and make appropriate maintenance record entry. \n\n\t(b)\tOn serial numbers 34-7870195 through 34-7870207, accomplish the following: \n\n\t\t(1)\tRemove the right engine nacelle aft hatch assembly. \n\n\t\t(2)\tInspect the fuel inlet line to the boost pump at the mixture control cable for evidence of chafing. \n\n\t\t\t(i)\tIf chafing is evident, replace the fuel line with the approved fuel line, Piper Part Number 95153-145. Install protective sleeves, Piper Part Number 63882-73 and 63882-83, or equivalent fuel resistant flexible sleeves on the fuel inlet line and the mixture control cable. Secure the sleeves in place with tie raps, Piper Part Number 488-702 or equivalent fuel resistant devices (see Figure No. 1). Leak check the fuel line using normal maintenance procedures. \n\n\t\t\t(ii)\tIf no chafing is evident, remove existing clamps or Koroseal tie (if installed) and install protective sleeves, Piper Part Number 63882-73 and 63882-83, or equivalent fuel resistant flexible sleeves on the fuel inlet line and the mixture control cable. Secure the sleeves in place with tie raps, Piper Part Number 488-702, or equivalent fuel resistant devices, (see Figure No. 1). \n\n\t\t(3)\tReplace the right nacelle aft hatch assembly and make appropriate maintenance record entry. \n\n\t(c)\tAn alternate method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. \n\n\t(Piper Service Bulletin 596A, dated September 11, 1978, pertains to this same subject.) \n\n\tThis supersedes Amendment 39-3222, 43 FR 22341, AD 78-11-04. \n\n\tThis amendment becomes effective October 26, 1978.
2007-16-10: The FAA is adopting a new airworthiness directive (AD) for TCM IO-550-N, TSIO-520-BE, TSIO-550-A, TSIO-550-B, TSIO-550-C, TSIO-550-E, and TSIO-550-G reciprocating engines. This AD requires removing before further flight, certain Kelly Aerospace Power Systems turbochargers, part number (P/N) 466304-0003, listed by serial number in this AD. This AD results from four incidents of the turbine rotor separating from the shaft of the turbocharger. We are issuing this AD to prevent the turbine rotor from separating from the shaft of the turbocharger due to a machining defect in the turbocharger compressor. This condition could result in full engine power loss, loss of engine lubricant, or smoke in the airplane cabin.
2004-16-09: This amendment adopts a new airworthiness directive (AD), applicable to all Model 747 series airplanes, that requires repetitive detailed inspections of the aft pressure bulkhead for indications of "oil cans" and previous oil can repairs, and corrective actions, if necessary. An oil can is an area on a pressure dome web that moves when pushed from the forward side. This action is necessary to detect and correct the propagation of fatigue cracks in the vicinity of oil cans on the web of the aft pressure bulkhead, which could result in rapid decompression and overpressurization of the tail section, and consequent loss of control of the airplane. This action is intended to address the identified unsafe condition.
95-15-08: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model Viscount 744, 754D, and 810 airplanes, that requires an inspection to detect corrosion of the tailplane assemblies, and correction of discrepancies. This amendment is prompted by a report of corrosion on the main spar top and bottom forward boom of the tailplane assemblies and reports of cracking in the upper root joint attachment fitting. The actions specified by this AD are intended to detect and prevent such cracking or corrosion of the main spar forward booms or the upper root joint attachment fitting, which consequently could lead to the failure of the tailplane assemblies; this condition could result in reduced controllability of the airplane.
78-08-12: 78-08-12 PIPER AIRCRAFT CORPORATION: Amendment 39-3194. Applies to Piper Aircraft Corporation Model PA-31T certificated in all categories. To provide additional information on flap system operation, insert the following CAUTION or Piper PA-31T, Revision 12 of December 27, 1977, in the FAA Approved Airplane Flight Manual, Piper Report 1740 or Revision 4, dated December 9, 1977, to the Pilot's Operating Handbook, Piper Report 2048. CAUTION When selecting an "Approach" flap position and the selector is inadvertently moved beyond the "Approach" detent, the selector must be returned to its original position and then back to "Approach" in order to reprogram the selector. Returning the selector to the "Approach" detent without re-programming will return the flaps to their original position. This amendment is effective April 26, 1978.
2007-16-01: This amendment adopts a new airworthiness directive (AD) for Enstrom Helicopter Corporation (Enstrom) Model F-28, F-28A, F-28C, F- 28C-2, F-28C-2R, F-28F, F-28F-R, 280, 280C, 280F, 280FX, TH-28, 480, and 480B helicopters. This action requires a visual check to determine if a certain serial-numbered main rotor blade retention pin (retention pin) is installed, and removing and replacing any affected retention pin with an airworthy retention pin. This amendment is prompted by a report from the manufacturer that some retention pins were not manufactured in accordance with specifications cited on the engineering drawing. The actions specified in this AD are intended to prevent failure of a retention pin, separation of a main rotor blade from the helicopter, and subsequent loss of control of the helicopter.
78-01-02: 78-01-02 PIPER: Amendment 39-3107. Applies to Piper Models PA-31 and PA-31-325 Serial Nos. 31-7612001 thru 31-7612080, 31-7612082 thru 31-7612091, 31-7612096, 31-7612099, 31-7612101, 31-7612102, 31-7612104, 31-7612105, 31-7612107 and 31-7612108, PA-31-350 Serial Nos. 31-7652001 thru 31-7652015, 31-7652017 thru 31-7652162, and 31-7652164 thru 31-7652170 certificated in all categories. To prevent adverse stability or handling qualities due to incorrect tension in the elevator bungee, accomplish the following within the next 25 hours in service after the effective date of this Airworthiness Directive unless already accomplished. (a) Inspect the elevator bungee spring for correct tension, (30 lb. + 1 lb. for model PA-31 and 37 lb. + 1, -0 for models PA-31-325 and PA-31-350). (b) If the tension is not correct, before further flight alter the link in accordance with the "Instructions" section of Piper Service Bulletin No. 549 dated February 16, 1977, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (c) Upon submission of substantiating data through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the compliance time specified above. This amendment is effective January 3, 1978.
2001-04-12: This amendment adopts a new airworthiness directive (AD) for Eurocopter France Model EC120B helicopters. This action requires visually checking the engine to main gearbox coupling tube assembly (tube) for a crack and replacing any cracked tube. This amendment is prompted by a report of a crack detected on a tube. The actions specified by this AD are intended to prevent a tube failure, loss of engine drive, and a subsequent forced landing.
2007-15-07: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-100, 747-100B, 747-200B, 747-200C, 747-200F, 747-300, 747SR, and 747SP series airplanes. This AD requires repetitive high frequency eddy current inspections for cracks of the fuselage skin at stringer 5 left and right between stations 340 and 350, and corrective actions if necessary. This AD results from reports of fatigue cracks in the fuselage skin near stringer 5 between stations 340 and 350. We are issuing this AD to detect and correct fatigue cracking of the fuselage skin near stringer 5. Cracks in this area could join together and result in in-flight depressurization of the airplane.
77-21-03: 77-21-03 PIPER: Amendment 39-3056. Applies to Model PA-36-285, Serial Nos. 36-7360001 through 36-7760003 certificated in all categories. To prevent hazards in flight associated with rudder spar cracks, accomplish the following: (a) Within the next 50 hours in service from the effective date of this AD unless previously accomplished within the past 50 hours in service and at intervals not to exceed 100 hours in service from the last inspection, inspect the rudder spar at hinge attachment points for cracks using a magnifying glass of at least ten power. (b) If cracks exist replace the rudder assembly with a new rudder assembly Piper Part No. 98125-04 or equivalent. (c) Upon the incorporation of rudder assembly, Piper Part No. 98125-04 or equivalent, compliance with the requirements of this AD may be dispensed with. (d) Equivalent inspection and repairs must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (e) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the inspection intervals specified in this AD. (Piper Service Bulletin No. 518 refers to this subject.) This amendment is effective October 18, 1977.
2001-04-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-600, -700, -800, and -700C series airplanes. This action requires initial and repetitive inspections of the elevator tab assembly to detect any damage or discrepancy; and corrective actions, if necessary. This action is necessary to prevent excessive in-flight vibrations of the elevator tab, which could lead to loss of the elevator tab and reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2019-16-15: The FAA is adopting a new airworthiness directive (AD) for all Pratt & Whitney (PW) PW1519G, PW1521G, PW1521GA, PW1524G, PW1525G, PW1521G-3, PW1524G-3, PW1525G-3, PW1919G, PW1921G, PW1922G, PW1923G, and PW1923G-A model turbofan engines. This AD was prompted by corrosion found on the high-pressure compressor (HPC) front hub, which could result in certain HPC front hubs cracking before reaching their published life limit. This AD requires revisions to the Airworthiness Limitations Section (ALS) of the manufacturer's Instructions for Continued Airworthiness (ICA) and air carrier's approved Continued Airworthiness Maintenance Programs (CAMP) to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
2018-05-08: We are superseding Airworthiness Directive (AD) 2013-19-12 for GA 8 Airvan (Pty) Ltd Models GA8 and GA8-TC320 airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and address an unsafe condition on an aviation product. The MCAI describes the unsafe condition as the fuel system integral sump tank not meeting FAA regulations. We are issuing this AD to require actions to address the unsafe condition on these products.
2007-15-04: The FAA is superseding an existing airworthiness directive (AD) that applies to certain Boeing Model 737-800 series airplanes. The existing AD currently requires inspecting flight spoilers to determine spoiler position after every landing and after any rejected takeoff maneuver. For airplanes on which any flight spoiler is found in the up position with the speedbrake handle in the down position, the existing AD requires replacing the flight spoiler actuator with a flight spoiler actuator having a certain part number. The existing AD also requires an operational test of the speedbrake control system after any maintenance actions that operate the spoiler system, and replacement of the flight spoiler actuator if necessary. The existing AD also provides for optional terminating action for those requirements. This new AD requires the previously optional terminating action. This AD results from a report of seven flight spoiler actuator jams on Model 737-800 airplanes equipped for short field performance (SFP). The cause of the failure has been identified as interference within the actuator main control valve. We are issuing this AD to prevent operation with defective flight spoiler actuators, which could result in a flight spoiler actuator hardover, and could cause the flight spoiler surface to jam in the fully extended position. Two or more hardover failures of the flight spoiler surfaces in the up direction on the same wing, if undetected prior to takeoff, can cause significant roll and consequent loss of control of the airplane. \n\nDATES: This AD becomes effective August 8, 2007. \n\n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of August 8, 2007. \n\tOn May 7, 2007 (72 FR 21083, April 30, 2007), the Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD. \n\n\tWe must receive any comments on this AD by September 24, 2007.
2009-22-05: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: There have been several cases of wing leading edge anti-ice piccolo duct failure reported on CL-600-2B19 (CRJ) aircraft. Upon investigation, it was determined that ducts manufactured since May 2000 are susceptible to cracking due to the process used to drill holes in the ducts. This cracking may cause air leakage, with a possible adverse effect on the anti-ice air distribution pattern and anti-ice capability, without annunciation to the flight crew [and consequent reduced controllability of the airplane]. * * * * * It has subsequently been determined that faulty ducts may also have been installed in a number of leading edge assemblies built as spares and whose current locations are not specifically known. * * * * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2001-04-10: This amendment adopts a new airworthiness directive (AD), applicable to Pratt & Whitney Canada (PWC) Models PW305 and PW305A turbofan engines, that requires removing stage 4 low pressure turbine (LPT) disks from service before exceeding new, lower cyclic life limits. This amendment is prompted by the results of a spin pit test analysis which indicate that the stage 4 LPT disk does not have full published life. The actions specified by this AD are intended to prevent LPT disk failure resulting from premature cracking of the LPT disks, which could result in an uncontained engine failure and damage to the airplane.
69-24-04: 69-24-04 PIPER: Amendment 39-878 as amended by amendment 39-896 is further amended by Amendment 39-2991. Applies to Piper PA-30 type airplanes certificated in all categories except aircraft incorporating Piper Kit No. 760 368. Compliance required before further flight, unless already accomplished, as follows: Change the existing Vmc placard to state the following: "Minimum Single Engine Control Speed 90 mph CAS". (Piper Service Bulletin 301A dated November 25, 1969 pertains to this subject.) Amendment 39-878 was effective November 27, 1969. Amendment 39-896 was effective December 26, 1969. This Amendment 39-2991 is effective August 5, 1977.
77-12-02: 77-12-02 PIPER: Amendment 39-2915 as amended by Amendment 39-3161. Applies to Piper Models PA-31 and PA-31-300 airplanes which have wing luggage lockers installed per STC SA986SW certificated in all categories. Compliance required as indicated. Within the next 25 hours in service or at the next annual inspection, whichever occurs first, after the effective date unless already accomplished, inspect the elevator balance weights for security of attachment ("rivnut pullup") or remove these weights and check elevator unbalance (108 in-lbs. tail heavy maximum) and repair or rebalance elevator, as necessary, in accordance with Nayak Service Bulletin No. 1, dated May 16, 1977, or later approved revisions or in accordance with an equivalent method approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. Amendment 39-2915 became effective June 17, 1977. This amendment 39-3161 becomes effective April 10, 1978.
2019-16-03: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by a report of a front engine mount primary pin which moved axially out of place; investigation revealed that incorrect washers had been installed on the engine mount pins. This AD requires a one-time inspection of the washers installed on the front and rear engine mount primary pins and thrust link pins of both engines, depending on configuration, and corrective actions if necessary, 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.
2010-05-09: 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: A number of propeller blade outer sleeves have been found with cracks since 1996. Testing has shown that blade retention integrity is not affected by this cracking. However, this condition, if not detected and corrected, can lead to blade counterweight release, possibly resulting in damage to the aircraft and injury to occupants or persons on the ground. We are issuing this AD to prevent blade counterweight release, which could result in injury or damage to the airplane.
2007-15-01: 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: In-service reports have been received by BAE of failed bolts fitted to frame 199 wing spigot post assembly. If left uncorrected failure of these bolts will severely compromise the structural integrity of the wing to fuselage attachment. Failure of which would lead to loss of the aircraft. We are issuing this AD to require actions to correct the unsafe condition on these products.
2018-05-07: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8 and 787-9 airplanes. This AD was prompted by a flight test report indicating that the crew oxygen masks in the flight deck did not deploy correctly. This AD requires an inspection at four locations in the flight deck to determine whether any crew oxygen mask having a certain part number is installed, and replacement of affected crew oxygen masks. We are issuing this AD to address the unsafe condition on these products.
96-20-09: This amendment adopts a new airworthiness directive (AD), applicable to all Jetstream Model HS 748 series airplanes. This action requires a one-time inspection to ensure proper operation, positioning, and lubrication of the aileron, rudder, and elevator cable tensioners; gust lock levers; and cable pressure seals. It also requires a revision to the maintenance program to include these inspections on a repetitive basis. This amendment is prompted by reports of seizure and consequent jamming of the flight control cable tension regulators and gust lock mechanisms. The actions specified in this AD are intended to prevent the flight control cable tension regulators from jamming, which could result in the inability to achieve full deflection of the associated flight control surfaces, and lead to reduced controllability of the airplane.
2007-14-01: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A330 and A340 airplanes. This AD requires revising the Airworthiness Limitations Section of the Instructions for Continued Airworthiness to incorporate new limitations for fuel tank systems. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors caused by latent failures, alterations, repairs, or maintenance actions, could result in fuel tank explosions and consequent loss of the airplane.
2001-04-05: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Beech Model 1900D airplanes that are equipped with a KLN-90B Global Positioning System (GPS) incorporated in accordance with AlliedSignal Supplemental Type Certificate (STC) SA00245WI-D. This AD requires rewiring the KLN-90B GPS to eliminate the possibility of inconsistent NAV "FLAG" displays. This AD is the result of an instance where the copilot's NAV "FLAG" display was based on the pilot's NAV source validity. The actions specified by this AD are intended to assure that the copilot's NAV "FLAG" displays are based on the copilot's selected NAV source. Inconsistent NAV "FLAG" displays could cause the copilot to make decisions based on an invalid GPS source without knowing it was invalid.