Results
92-15-15: 92-15-15 PIPER AIRCRAFT CORPORATION: Amendment 39-8309. Docket No. 91-CE-97-AD. Applicability: Model PA-36-300 airplanes (serial numbers 36-7760001 through 36-8160023) and Model PA-36-375 airplanes (serial numbers 36-7802001 through 36-8302025), certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent separation of the engine from the airplane because of cracks at the engine mount attach points, accomplish the following: (a) Within the next 100 hours time-in-service (TIS) after the effective date of this AD, inspect the welds and areas adjacent to the welds at each engine mount attach point for cracks in accordance with the "INSTRUCTIONS: Inspection" section of Piper Service Bulletin (SB) No. 828, dated April 7, 1986. (1) If cracks are found, prior to further flight, install gusset attachments in accordance with the "INSTRUCTIONS: Repair" section of Piper SB No. 828, dated April 7, 1986. (2) If cracks are not found, reinstall the forward side panels and reinspect at intervals not to exceed 100 hours TIS. NOTE 1: The compliance times referenced in this AD take precedence over those cited in the referenced service information. (b) The installation described in paragraph (a)(1) of this AD may be accomplished at any time as terminating action for the repetitive inspections required by this AD. (c) 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. (d) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta Aircraft Certification Office. (e) The inspections and possible installation required by this AD shall be done in accordance with Piper Service Bulletin No. 828, dated April 7, 1986. 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 the Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960. 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, 1100 L Street, NW; Room 8401, Washington, DC. (f) This amendment becomes effective on August 24, 1992.
92-15-14: 92-15-14 PIPER AIRCRAFT CORPORATION: Amendment 39-8308. Docket No. 91-CE-98-AD. Applicability: Model PA-46-310P airplanes (serial numbers (S/N) 46-8408001 through 46-8608067 and S/N 4608001 through 4608140) and Model PA-46-350P airplanes (S/N 4622001 through 4622118), certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent failure of the air-driven attitude gyro and autopilot systems caused by an undetected low vacuum, accomplish the following: (a) Install vacuum gauge markings in accordance with the INSTRUCTIONS section in Part II of Piper Service Bulletin No. 947A, dated October 29, 1991. (b) Incorporate whichever of the following reports that is applicable into the limitations section of the Airplane Flight Manual, and operate the airplane accordingly: Model Report PA-46-310P REPORT: VB-1200, page 2-4, Issued: January 11, 1984, Revised: October 14, 1991 PA-46-310P REPORT: VB-1300, page 2-4, Issued: July 1, 1986, Revised: October 14, 1991 PA-46-350P REPORT: VB-1332, page 2-4, Issued: June 15,1988, Revised: October 14, 1991 (c) 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. (d) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta Aircraft Certification Office. (e) The installation required by this AD shall be done in accordance with Piper Service Bulletin No. 947A, dated October 29, 1991. 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 the Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960. 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, 1100 L Street, NW; Room 8401, Washington, DC. (f) This amendment becomes effective on August 22, 1992.
92-13-05: 92-13-05 PIPER AIRCRAFT CORPORATION: Amendment 39-8275. Docket No. 91-CE-99-AD. Applicability: Model PA-34-200 airplanes (serial numbers 34-7250001 through 34- 7450220) and Model PA-34-200T airplanes (serial numbers 34-7570001 through 34-8170092), certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent loss of control of the airplane during landing operations because of the inability to fully extend the nose landing gear, accomplish the following: (a) Inspect the nose gear centering spring assembly and determine whether a clevis-head bolt or hex-head bolt is installed. (b) If a part number (P/N) 400-910 clevis-head bolt is installed, ensure that it is correctly installed in accordance with paragraph 2 of the INSTRUCTIONS section of and Sketch "A" in Piper Service Bulletin (SB) No. 893, dated October 11, 1988. (1) If the bolt is correctly installed, incorporate placard P/N 582-943 in accordance with paragraph 6(C) of the INSTRUCTIONS section of Piper SB No. 893, dated October 11, 1988. (2) If the bolt is incorrectly installed, disassemble and reinstall in accordance with paragraphs 3 through 6 of the INSTRUCTIONS section of Piper SB No. 893, dated October 11, 1988, and incorporate placard P/N 582-943 in accordance with paragraph 6(C) of the INSTRUCTIONS section of Piper SB No. 893, dated October 11, 1988. (c) If a hex-head bolt or a clevis-head bolt that is not P/N 400-910 is installed, replace with a P/N 400-910 clevis-head bolt in accordance with paragraphs 3 through 6 of the INSTRUCTIONS section of Piper SB No. 893, dated October 11, 1988, and incorporate placard P/N 582-943 in accordance with paragraph 6(C) of the INSTRUCTIONS section of Piper SB No. 893, dated October 11, 1988. (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) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta Aircraft Certification Office. (f) The inspection, installations, and replacements required by this AD shall be done in accordance with Piper Service Bulletin No. 893, dated October 11, 1988. 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 fromthe Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960. 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, 1100 L Street, NW; Room 8401, Washington, DC. (g) This amendment becomes effective on August 21, 1992.
92-13-04: 92-13-04 PIPER AIRCRAFT CORPORATION: Amendment 39-8274. Docket No. 91-CE-95-AD. Supersedes AD 90-23-18, Amendment 39-6782. Applicability: Models PA-23-150 and PA-23-160 airplanes (serial numbers 23-1 through 23-2046) that have not been modified by the installation of a dual fuel drain kit, part number 765- 363, in accordance with the instructions in Part II of Piper Service Bulletin No. 827A, dated November 4, 1988, certificated in any category. Compliance: Required within the next 180 calendar days after the effective date of this AD, unless already accomplished. To prevent rough engine operation or complete power interruption caused by water contamination in the fuel, accomplish the following: (a) Incorporate paragraphs 1 through 5 of the Aircraft Systems Operating Instructions that are contained in Part I of Piper Service Bulletin (SB) No. 827A, dated November 4, 1988, into the Owner Handbook and Pilots Operating Manual. NOTE 1: Paragraphs 6 and 7of the Handling and Servicing instructions that are contained in Part I of Piper SB No. 827A, dated November 4, 1988, are covered by AD 88-21-07 R1. NOTE 2: If more than one tablespoon of water is found in the fuel during preflight draining procedures, then it is recommended that fuel draining procedures be repeated after the wings are rocked or the airplane has been put in a nose-down attitude. If water continues to be found, drainage and inspection of the fuel tanks is recommended. (b) 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. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta Aircraft Certification Office. (d) The procedures required by this AD shall be done in accordance with Piper Service Bulletin No. 827A, dated November 4, 1988. 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 the Piper Aircraft Corporation, Customer Services, 2926 Piper Drive, Vero Beach, Florida 32960. 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, 1100 L Street, NW; Room 8401, Washington, D.C. (e) This amendment supersedes AD 90-23-18, Amendment 39-6782. (f)This amendment becomes effective on August 21, 1992.
92-13-07: 92-13-07 PIPER AIRCRAFT CORPORATION: Amendment 39-8277. Docket No. 91-CE-101-AD. Applicability: Model PA-46-310P airplanes (serial numbers (S/N) 46-8408001 through 46-8608067 and S/N 4608001 through 4608140) and Model PA-46-350P airplanes (S/N 4622001 through 4622109), certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent structural deterioration because of loose empennage rivets, accomplish the following: (a) Replace the empennage countersunk rivets indicated in Piper Service Bulletin (SB) No. 944, dated October 5, 1990, with universal head rivets of a larger diameter in accordance with the INSTRUCTIONS section of Piper SB No. 944. (b) 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. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta Aircraft Certification Office. (d) The replacements required by this AD shall be done in accordance with Piper Service Bulletin No. 944, dated October 5, 1990. 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 the Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960. Copies may be inspected at the FAA, CentralRegion, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 1100 L Street, NW; Room 8401, Washington, DC. (e) This amendment becomes effective on August 21, 1992.
92-13-06: 92-13-06 PIPER AIRCRAFT CORPORATION: Amendment 39-8276. Docket No. 91-CE-89-AD. Applicability: The following model airplanes, certificated in any category: Models Serial Numbers PA-46-310P 46-8408001 through 46-8608067 and 4608001 through 4608140 PA-46-350P 4622001 through 4622117 Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent sudden pitch change related to a jammed trim tab, which could result in loss of control of the airplane, accomplish the following: (a) Visually inspect the elevator trim cable guide tube for severance. Severance is defined as any cut, break, or division of the elevator trim cable guide tube (generally performed to gain access to the trim cable turnbuckles). (b) If severance is found, prior to further flight, splice the elevator trim cable guide tube and install an external sleeve in accordance with the instructions in Elevator Trim Cable Guide Tube Splice Kit, Piper Part Number 766-272. NOTE 1: Revised maintenance procedures on gaining access to the trim cable turnbuckles may be obtained from the manufacturer at the address specified in paragraph (e) of this AD. (c) 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. (d) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained fromthe Atlanta Aircraft Certification Office. (e) The possible modification required by this AD shall be done in accordance with Elevator Trim Cable Guide Tube Splice Kit, Piper Part Number 766-272, which is referenced in Piper Service Bulletin No. 953, dated October 29, 1991. 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 the Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960. 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, 1100 L Street, NW; Room 8401, Washington, DC. (f) This amendment becomes effective on August 21, 1992.
92-08-04: 92-08-04 PIPER AIRCRAFT CORPORATION: Amendment 39-8215. Docket No. 91-CE-71-AD. Supersedes AD 90-17-04, Amendment 39-6674. Applicability: Model PA34-200 airplanes (serial numbers (S/N) 34-7250001 through 34-7450220), Model PA34-200T airplanes (S/N 34-7570001 through 34-8170092), and Model PA34-220T airplanes (S/N 34-8133001 through 34-8533012), certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of the torque tube fitting and possible loss of rudder control, accomplish the following: (a) Within the next 50 hours time-in-service (TIS) after September 14, 1990 (the effective date of AD 90-17-04, Amendment 39-6674), inspect to determine whether the rudder torque tube fitting is steel or aluminum. (1) If steel, inspect for proper attachment, and check the bolt torque in accordance with the criteria and instructions in Piper Service Bulletin (SB) No. 899, dated February 10, 1989. If fitting is improperly attached and bolt torque is incorrect, prior to further flight, properly attach fitting and torque to proper criteria as specified in and in accordance with the instructions in Piper SB No. 899, dated February 10, 1989. (2) If aluminum, prior to further flight, replace with steel fitting in accordance with the instructions in Piper SB No. 899, dated February 10, 1989. (b) If the steel fitting required by paragraph (a)(2) of this AD has been ordered but is not available, prior to further flight, accomplish the following: (1) Visually inspect the aluminum fitting for corrosion. If any evidence of corrosion is found, remove and treat the corroded area in accordance with AC 43-13.1A. (2) Dye penetrant inspect the aluminum fitting for cracks. If found cracked, replace with an aluminum fitting found to be free from cracks and corrosion. (3) Visually inspect the aluminum fitting for proper attachment, cracks, and corrosion at intervals not to exceed 50hours TIS. (i) If fitting is found improperly attached or hardware is found loose, properly attach fitting in accordance with the instructions in Piper SB No. 899, dated February 10, 1989. (ii) If any evidence of corrosion is found, remove and treat the corroded area in accordance with AC 43-13.1A. (iii) If found cracked, replace with aluminum fitting found to be free from cracks and corrosion in accordance with the installation instructions in Piper SB No. 899, dated February 10, 1989. (c) 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. (d) 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, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta Aircraft Certification Office. (e) The checks and installations required by this AD shall be done in accordance with Piper Service Bulletin No. 899, dated February 10, 1989. 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 the Piper Aircraft Corporation, Customer Services, 2926 Piper Drive, Vero Beach, Florida 32960. 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, 1100 L Street, NW; Room 8401, Washington, DC. (f) This amendment (39-8215) supersedes AD 90-17-04, Amendment 39-6674. (g) This amendment (39-8215) becomes effective on May 15, 1992.
2023-12-18: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-8 and -8F series airplanes. This AD was prompted by reports of cracking in stringers and splice fittings located at stringer splices at multiple body stations. This AD requires an inspection of each free flange of the stringers at the stringer splice for the presence of radius fillers at fastener locations, an inspection for cracking of the stringers and stringer splice fittings at certain stringer splice locations, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2023-12-17: The FAA is superseding Airworthiness Directive (AD) 2022-19-03 which applied to Pilatus Aircraft Ltd. (Pilatus) Model PC-12, PC-12/45, PC-12/47, and PC-12/47E airplanes. AD 2022-19-03 required incorporating new revisions to the airworthiness limitation section (ALS) of the existing airplane maintenance manual (AMM) or Instructions for Continued Airworthiness (ICA) to establish a 5-year life limit for certain main landing gear (MLG) actuator bottom attachment bolts and new life limits for the rudder bellcrank. Since the FAA issued AD 2022- 19-03, the FAA determined that new or more restrictive tasks and limitations are necessary. This AD requires revising the ALS of the existing AMM or ICA for your airplane, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
87-21-01: 87-21-01 PIPER: Amendment 39-5739. Applies to Models PA-31, PA-31-300, PA-31- 325 (S/N 31-1 thru 31-8312019), PA-31-350 (S/N 31-5001 thru 31-8452021), PA-31-350 (T1020) (S/N 31-8253001 thru 31-8553002), PA-31P (S/N 31P-1 thru 31P-7730012), PA31P-350 (S/N 31P-8414001 thru 31P-8414050), PA-60-600, PA-60-601, PA-60-601P, PA-60-602P, PA-60-700P, (all S/N's) airplanes equipped with reciprocating engines certificated in any category. Compliance: Required as indicated, unless already accomplished. To preclude misfueling of the airplane resulting in engine failure, accomplish the following: (a) Within the next 12 calendar months after the effective date of this AD, unless already accomplished, modify the fuel filler opening(s) in accordance with the instructions contained in Piper Aircraft Corporation Service Bulletin No. 797B, dated September 1, 1987. NOTE: This AD does not apply to the PA-23-250 (Aztec F) or the PA-36 (Brave) which are also listed on Piper Service Bulletin No. 797B. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) In accordance with FAR Part 43, Appendix A, item (c) 29, the modifications required by this AD are preventative maintenance and may be performed by the holder of a pilot certificate issued under FAR Part 61 on airplanes owned or operated by him, subject to the limitations of FAR 43.3(g). The maintenance record entries required by FAR 43.9 and FAR 91.173 must be accomplished. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, ACE-115A, Federal Aviation Administration, 1669 Phoenix Parkway, Suite 210, Atlanta, Georgia 30349. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960; or may examine the document(s) referred to herein at theFAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on November 2, 1987.
87-04-01: 87-04-01 PIPER: Amendment 39-5558. Applies to Model PA-46-310P (Serial Numbers 46-8408001 through 46-8608067, 4608001 through 4608018, 4608021, 4608023 and 4608025) airplanes certificated in any category. \n\n\tCompliance: Required within the next 25 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished. \n\n\tTo prevent engine power loss, accomplish the following: \n\n\t(a)\tRemove the top and the lower left-hand engine cowl. \n\n\t(b)\tDetermine whether or not the alternate air valve linkage shown in Figure 1. has been installed on the left side of the engine air box. \n\n\t\t(1)\tIf the alternate air valve linkage shown in Figure 1. is not installed, install the Alternate Air Valve Modification Kit offered in Piper Service Letter 985 dated April 18, 1986, in accordance with the instructions contained within the kit, and verify proper operation in accordance with the instructions in paragraphs (b)(2)(i) through (b)(2)(vii) below. \n\n\t\t(2)\tIf the alternate air valve linkage shown in Figure 1. is installed, accomplish the following unless already accomplished in accordance with Piper Service Bulletin 852 dated November 14, 1986: \n\n\t\t\t(i)\tPosition the alternate air control (located inside the cockpit) approximately mid-way between the primary and the alternate position. \n\n\t\t\t(ii)\tRefer to Figure 1. and bend the stop tab so that the linkage is stopped 0.12 inch plus 0.060 minus 0.000 inch before center. This dimension is determined by measuring the perpendicular distance between a line through the centers of the cable lever and the valve lever hinge bolts and the center point of the center hinge bolt. \n\n\t\t\t(iii)\tPosition the alternate air control (located inside the cockpit) in the primary (up position). Insure that the control is in the gate that prevents it from springing downward. \n\n\t\t\t(iv)\tAdjust the cable housing in the cable clamp so that the cable pushes the linkage against the stop tab. \n\n\t\t\t(v)\tResecure the cable clamp as necessary. \n\n\t\t\t(vi)\tOperate the alternate air control (located inside the cockpit) between the primary and the alternate air positions. \n\n\t\t\t(vii)\tCheck for normal operation and that the linkage does not go over-center when the alternate air control (located inside the cockpit) is in the "primary position." \n\n\t(c)\tReinstall the lower left-hand and the top engine cowl. \n\n\t(d)\tAircraft may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. \n\n\t(e)\tAn equivalent means of compliance with the requirements of this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210, Atlanta, Georgia 30349. \n\n\tAll persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 30960; or may examine the document(s) at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12thStreet, Kansas City, Missouri 64106. \n\n\tThis amendment becomes effective on February 24, 1987. \n\n\n\n\nFIGURE 1\nAD 87-04-01
2002-10-12: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. For certain airplanes, this amendment requires a one-time inspection or a review of the maintenance records of the airplane to determine if a particular control rod barrel for the aileron tabs is installed, and follow-on repetitive inspections for cracking of the control rod barrels and replacement of the control rod barrels with new barrels, if necessary. Such replacement terminates the repetitive inspections. For all airplanes, this amendment prohibits installation of a certain control rod barrel for the aileron tabs. The actions specified by this AD are intended to prevent the disconnection of an aileron tab, which could lead to severe airframe vibrations; consequent damage to the aileron tab, aileron, and wing; and possible loss of controllability of the airplane. This action is intended to address the identified unsafe condition.
88-16-02 R1: McDonnell Douglas: Applies to McDonnell Douglas Model DC-10-30, -30F, -40, and KC-10A (Military) series airplanes, certificated in any category. Compliance required as indicated unless previously accomplished. \nTo prevent the loss of main landing gear brake effectiveness, accomplish the following:\nA. Within 30 days after August 20, 1988 (the effective date of Amendment 39-5991), inspect the brakes for wear. If the brake wear is greater than the following limits, replace the brake with one within limits prior to further flight. Thereafter, these limits must be maintained until the requirements of paragraphs E. and F., below, are accomplished:\n1. For Goodyear/Loral Systems part number 5000758-2, -3, and -5, the maximum brake wear limit is 1.50 inches. \n2. For Goodyear/Loral Systems part number 5000758-4, -6, and -10, the maximum brake wear limit is 1.75 inches.\nB. Within 30 days after August 20, 1988 (the effective date of Amendment 39-5991), incorporate the wear limits listed in paragraph A., above, into the FAA-approved maintenance inspection program.\nC. Beginning 30 days after the effective date of this amendment, replace any removed brake with either of the following:\n1. Goodyear/Loral Systems brake, part number 5000758-4, -6, or -10; or \n2. Goodyear/Loral Systems brake, part number 5000758-2, -3, or -5, modified with all long piston sleeves, part number 5003366, in accordance with Goodyear/Loral Maintenance Manual AP-391. Identify the modified brake in accordance with accepted practices.\nD. Within 90 days after the effective date of this amendment, replace all Goodyear/Loral Systems unmodified brakes, part numbers 5000758-2, -3, and -5, with either:\n1. Goodyear/Loral Systems brakes, part number 5000758-4, -6, or -10; or \n2.Goodyear/Loral Systems brake, part number 5000758-2, -3, or -5, modified with all long piston sleeves, part number 50003366, in accordance with Goodyear/Loral Maintenance Manual AP-391.\nE. Within 90 days after the effective date ofthis amendment, inspect the brakes for wear. Any brake that is worn more than 0.75 inch must be replaced, prior to further flight, with one within this limit.\nF. Within 90 days after the effective date of this amendment, incorporate the 0.75 inch brake wear limit into FAA-approved maintenance inspection program.\nG. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \nNote. The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office.\nH. Special flight permits may be issued in accordance with FAR 21.197 and 21.199, to operate airplanes to a base in order to comply with the requirements of this AD.\nThis Amendment becomes effective October 14, 1988.
2002-10-01: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 airplanes, that requires modification of the main battery ground stud and installation of a nameplate which indicates torque requirements for the ground stud nut. The actions specified by this AD are intended to prevent the ground stud nut from being inadequately tightened or becoming loose, which could result in electrical arcing between the ground stud and the adjacent structure, leading to damage to electrical or electronic equipment or possibly to fire in the airplane.
83-07-05 R3: 83-07-05 R3 AEROSPATIALE HELICOPTER CORPORATION (SNIAS): Amendment 39-4599 as amended by Amendment 39-4698 and Amendment 39-4887 is further amended by Amendment 39-5128. Applies to Aerospatiale Model AS-350 and AS-355 series helicopters certificated in all categories. Compliance is required as indicated (unless already accomplished). To prevent possible failure of the main rotor mast, accomplish the following: a. For helicopters which have 250 hours or more total time in service on the main rotor mast on the effective date of this AD, inspect in accordance with paragraph d. within 50 hours time in service, unless already accomplished. b. For those helicopters which have less than 250 hours total time in service on the main rotor mast on the effective date of this AD, inspect in accordance with paragraph d. before reaching 300 hours time in service on the main rotor mast, unless already accomplished. c. For those helicopters exhibiting a severe tracking defect, inspect in accordance with paragraph d. before further flight, unless already accomplished. d. Remove the main rotor hub from the main rotor mast in accordance with the Model AS-350 or AS-355 Maintenance Manual, or FAA approved equivalent as appropriate. (1) Visually inspect the upper main rotor mast areas above the swashplate for surface finish deterioration, corrosion, or cracks. Conduct the visual inspection on all accessible mast areas with special emphasis in the areas of the 12 flange bolt holes and in the radius between the mast flange and the mast cylindrical shaft. Use a 10-power glass in areas of suspected surface finish cracks. (2) Conduct a magnetic particle or dye penetrant inspection of the flange radius of the mast area described in subparagraph (d)(1) from which the surface finish has deteriorated to the extent that unprotected metal is exposed (even by cracks in the finish). e. For AS-355 helicopters (within 10 hours time in service from theeffective date of this amended AD, unless already accomplished): (1) Repeat the inspections of paragraph d of this AD at intervals not to exceed 300 hours time in service from the last paragraph d inspection. (2) Visually inspect the mast upper flange-to-shaft radius before the first flight of each day. Inspect for finish deterioration, corrosion, or cracks. Use a 10-power glass in areas of suspected surface finish cracks. Conduct magnetic particle or dye penetrant inspections, in accordance with paragraph d(3) of this AD, of all areas where finish deterioration is found. (3) Upon accumulation of 450 hours total time in service, remove from service any main rotor mast which does not qualify for limited saline environment operation. To qualify for consideration of limited saline environment operations, an individual Model AS-355 helicopter mast must comply with all the following: (i) It must not be operated over saltwater for a major part (excess of 50 percent) of any month. (ii) It must not have a total of 300 hours or more time in service of over saltwater operations. (iii) It must not be installed on a helicopter that had a main rotor mast replaced due to corrosion. f. For AS-350 helicopters (within 10 hours time in service from the effective date of this amended AD, unless already accomplished): (1) Repeat the inspections of paragraph d of this AD at intervals not to exceed 300 hours time in service from the last paragraph d inspection. (2) Visually inspect the mast upper flange-to-shaft radius before the first flight of each day. Inspect for finish deterioration, corrosion, or cracks. Use a 10-power glass in areas of suspected surface finish cracks. Conduct magnetic particle or dye penetrant inspections in accordance with paragraph d(2) of this AD of all areas where finish deterioration is found. g. Rework corroded masts in accordance with Aerospatiale Service Bulletin Nos. 05.08 or 05.13, datedApril 19, 1983, or later FAA-approved equivalent. Replace any masts corroded beyond the allowed rework. h. Reinstall the main rotor hub in accordance with the appropriate Model AS-350 or AS-355 Maintenance Manual, or FAA-approved equivalent, after completion of the inspections and rework of paragraphs d, e, f, and g. i. Any equivalent method of compliance with this AD must be approved by the Manager, Aircraft Certification Division, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76101 or by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium. j. In accordance with FAR 21.197, flight is permitted to a base where the inspections required by this AD may be accomplished. k. After the installation of corrosion resistant masts (P/N 350A.37.1076.07), the repetitive inspections and life limits of paragraphs d, e, and f, no longer apply.Amendment 39-4599 became effective April 8, 1983. Amendment 39-4698 became effective August 26, 1983. Amendment 39-4887 became effective August 17, 1984. This amendment 39-5128 becomes effective September 18, 1985.
85-11-06: 85-11-06 PIPER AIRCRAFT CORPORATION: Amendment 39-5069. Applies to Model PA-38-112 (TOMAHAWK), (Serial Numbers 38-78A0001 thru 38-82A0122) airplanes certificated in any category. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent the loss of control, accomplish the following: (a) For Serial Numbers 38-78A000I through 38-79A1160 airplanes, modify the control wheel shaft bushing in accordance with the instructions in Piper Service Bulletin No. 661, dated August 22, 1979. (b) For Serial Numbers 38-78A0001 through 38-82A0122 airplanes, modify the elevator control travel in accordance with the instructions in Piper Service Bulletin No. 800, dated November 19, 1984. (c) Airplanes may be flown in accordance with Federal Aviation Regulation 21.197 to a location where the AD may be accomplished. (d) An equivalent means of compliance with this AD may be used if approved bythe Manager, Atlanta Aircraft Certification Office, 1075 Inner Loop Road, College Park, Georgia 30337; telephone (404) 763-7428. All persons affected by this directive may obtain copies of the documents referred to herein upon requests to Piper Aircraft Corporation, Post Office Box 1328, Vero Beach, Florida 32961, or FAA, Office of Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on May 30, 1985.
85-08-05: 85-08-05 PIPER: Amendment 39-5040. Applies to Models PA-31/PA-31-300 and PA-31-325 (S/Ns 31-2 through 31-8312014); PA-31-350 (S/Ns 31-5001 through 31-8352042); PA-31-350 T-1020 (S/Ns 31-8153001 through 31-8353007); PA-31P (S/Ns 31P-1 through 31P-7730012); PA-31T (S/Ns 31T-7400002 through 31T-8120104); PA-31T1 (S/Ns 31T-7804001 through 31T-8304003 and 31T-1104004 through 31T-1104006; PA-31T2 (S/Ns 31T-8166001 through 31T-8166071, 31T-8166073, and 31T-8166076) and PA-31T3 T-1040 (S/Ns 31T-8275001 through 31T-8375003) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To preclude loss of the main and nose landing gear, accomplish the following: (a) On all applicable airplanes, remove each piston tube assembly from its strut housing in accordance with instructions in the appropriate Maintenance Manual. (1) Inspect the interior walls of each struthousing for abnormal wear or damage (gouges, scoring, ridges, non-concentric wear). Replace housing assembly if such wear or damage is indicated. (2) Remove and replace the retaining pins connecting the upper bearing to the piston tube in accordance with either paragraph (a)(4)(i) or (a)(4)(ii) of this AD. The bearing and piston tube are drilled to allow slip fit, and the pins should come out easily. Seizing or deformation of pins is an indication of the damage described in paragraph (a)(4)(i), below. (3) On Models PA-31/PA-31-300 and PA-31-325 (S/Ns 31-2 through 31-8312014); PA-31-350 (S/Ns 31-5001 through 31-8352042); PA-31P (S/Ns 31P-1 through 31P-7730012); PA-31T (S/Ns 31T-7400002 through 31T-8020088); PA-31T1 (S/Ns 31T-7804001 through 31T-8004055); PA-31T2 (S/Ns 31T-8166001 through 31T-8166013) airplanes only: Remove the upper bearing and inspect the area shown in Sketch A of Piper Service Bulletin No. 779A dated July 16, 1984. If ridges are found in the designated inspection area, replace the bearing. Inspect replacement bearings in accordance with Sketch A prior to installation. (4) Visually inspect the pin holes in the piston tube. (i) If holes are found to be elongated, deformed, chamferred, or out of tolerance (holes should be concentric with nominal dimension of .250 - .251), or if standard Piper Part Number 01821-06 or 01821-07 pins cannot be pressed easily into holes, install oversize pins in accordance with either Piper Kit 764 417 or Piper Kit 764 418. (ii) If holes are acceptable, replace pins with new harder retaining pins, Piper Part Number 01821-06 or Piper Part Number 01821-07, as applicable for the strut involved. (5) Reassemble the strut, replacing all seals, rings and wipers with new parts per applicable parts catalog and reinstall landing gear in accordance with appropriate Maintenance Manual. (b) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. (c) An equivalent method of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, ACE-115A, FAA Central Region, 1075 Inner Loop Road, College Park, Georgia 30337; telephone (404) 763-7428. This amendment becomes effective on May 20, 1985.
2023-12-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300- 600 series airplanes). This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
86-17-01: 86-17-01 PIPER AIRCRAFT CORPORATION: Amendment 39-5393. Applies to the following Piper models and serial numbers certificated in any category except those airplanes equipped with ninety (90) ampere alternators: MODELS AFFECTED: SERIAL NUMBERS AFFECTED PA-28-150/160 Cherokee 28-3378 thru 28-4377 PA-28-180 Archer 28-3378 thru 28-7505259 and 28-E13 PA-28-181 Archer II 28-7690001 thru 28-8190279, 28-8290017, 28-8290018, 28-8290028, 28-8290033, 28-8290034 and 28-8290036 PA-28-235 Cherokee 28-10720 thru 28-7710089 and 28-E11 PA-28-236 Dakota 28-7911001 thru 28-8511020 PA-28-201T Turbo Dakota 28-7921001 thru 28-7921091 PA-28R-180 Arrow I 28R-30004 thru 28R-30481, 28R-30483 thru 28R-7130013 PA-28R-200 Arrow II 28R-30482, 28R-35001 thru 28R-7635545 PA-28R-201 Arrow III 28R-7737001 thru 28R-7837317 PA-28R-201T Turbo Arrow III 28R-7703001 thru 28R-7803373 PA-28RT-201 Arrow IV 28R-7918001 thru 28R-8218026 PA-28RT-201T Turbo Arrow IV 28R-7931001 thru 28R-8631006 PA-32-260 Cherokee 32-1 thru 32-7800008 PA-32-300 Cherokee Six 32-40000 thru 32-7940290 PA-32R-300 Lance 32R-7680001 thru 32R-7880068 PA-32RT-300 Lance II 32R-7885001 thru 32R-7985105 PA-32RT-300T Turbo Lance II 32R-7787001 thru 32R-7987126 PA-32-301 Saratoga 32-8006001 thru 32-8106087 PA-32-301T Turbo Saratoga 32-8024001 thru 32-8124030 PA-32R-301 Saratoga SP 32R-8013001 thru 32R-8113094 PA-32R-301T Turbo Saratoga SP 32R-8029001 thru 32R-8129090 PA-34-200T Seneca II 34-7570001 thru 34-8170092 Compliance: Required as indicated, unless already accomplished. To prevent smoke in the cockpit and possibly complete electrical failure resulting from shorting of ammeter terminal posts, accomplish the following: (a) Within the next 50 hours time-in-service (TIS) after the effective date of this AD, replace the ammeter(s) with Ammeter Replacement Kit(s), Piper Part No. 765-186, on the above listed airplanes in accordance with the instructions contained in Piper Service Bulletin No. 811A, dated May 12, 1986. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. (c) An equivalent method of compliance if used, must be approved by the Manager, Atlanta Aircraft Certification Office, FAA, 1075 Inner Loop Road, College Park, Georgia 30337. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Piper Aircraft Corp., 2926 Piper Drive, Vero Beach, Florida 32960, or the FAA, Rules Docket, Office of Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This AD supersedes AD 80-24-03, Amendment 39-3978. This amendment becomes effective on August 21, 1986.
86-21-10: 86-21-10 PIPER AIRCRAFT CORPORATION: Amendment 39-5435. Applies to Model PA-42-1000 (S/N's 42-5527001 through 42-5527033) airplanes certificated in any category. Compliance: Required within 10 hours time-in-service after the effective date of this AD, unless already accomplished. To preclude engine flameout during landing, accomplish the following: (a) Insert copies of this AD in the Pilots Operating Handbook and FAA approved aircraft Flight Manual (POH/AFM) and operate as described herein: (1) Insert the following in the Operating Limitations Section on pages 2-n: "USE OF CONTINUOUS IGNITION" - "Ignition must be turned ON prior to landing and remain ON until the landing is completed or until climb has been established following a balked landing." (2) Insert the following in the Normal Procedures Section, pages 4-14, in the BEFORE LANDING CHECKLIST: "Ignition Switches. . . ON." (3) Insert the following in the Normal Procedures Section, pages 4-15 in the BALKED LANDING checklist and pages 4-16 in the AFTER LANDING Checklist: "Ignition Switches. . . NORMAL." NOTE: Piper Service Bulletin 816A, dated January 24, 1986, applies to the subject of this AD. (b) The requirements of paragraph (a) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 43.9 and FAR 91.173. (c) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Atlanta Aircraft Certification Office, ACE-115A, 1075 Inner Loop Road, College Park, Georgia 30337; Telephone (404) 763-7428. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Piper Aircraft Corporation, Vero Beach, Florida, or FAA, Office of the Regional Counsel, Room1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on November 13, 1986.
2002-10-03: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), MD-88, and MD-90-30 airplanes. This AD requires replacement of certain main landing gear (MLG) shock strut piston assemblies with new or serviceable, improved assemblies, which constitutes terminating action for the requirements of certain other ADs. This action is necessary to prevent fatigue cracking of the MLG shock strut pistons, which could result in failure of the MLG shock strut pistons during landing or jacking of the airplane, and consequent damage to the airplane structure and injury to the passengers, flightcrew, or ground personnel. This action is intended to address the identified unsafe condition.
83-11-01 R1: 83-11-01 R1 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4657 as amended by Amendment 39-4959. Applies to all SNIAS Model AS350B, AS350C, AS350D, and AS350D-1 helicopters, certificated in all categories, that have Air Cruiser flotation kits installed in accordance with STC SH4032SW or SH2825SW, and delivered by AHC prior to April 4, 1983. \n\n\tCompliance is required as indicated unless already accomplished in accordance with Aerospatiale Helicopter Corporation Service Bulletin No. SB 350-18, dated April 4, 1983. \n\n\tTo prevent possible failure of the Air Cruiser emergency flotation system, accomplish the following prior to further overwater flight. \n\n\t(a)\tReroute harness and add 1/4 inch diameter heat shrink tubing to electrical harness in accordance with Figure 1. \n\n\t(b)\tAdd 3/4 inch diameter heat shrink tubing to encase both mechanical cable and electrical harness. Assure that 3/4 inch tube overlaps 1/4 inch shrink tubing as shown in Figure 1. \n\n\t(c)Install four supporting clamps, P/N MS21919WDG2, on each float bottle valve assembly side plate (drill and fit per Figure 1). \n\n\t(d)\tInstall three clamps, P/N MS21919WDG36, on each cross tube to support squib harness (reference Figure 2). Ground strap is to be clamped at the lowest point on cross tube that will allow float to be pivoted between operating and ground handling position. \n\n\t(e)\tInspect the harness installation and perform the electrical test described in Air Cruiser's Overhaul Manual, reference 25.60.93, page 706, or FAA approved equivalent. \n\n\t(f)\tMaterials necessary to complete the modification are listed below. \n\n\n\nDESCRIPTION\nPART NUMBER \nSOURCE\nQUANTITY \nRivet\nMS20470AD3-4\nStd. hdw\n4 \nBracket\nAN743-13\nStd. hdw\n2 \nClamp\nMS21919WDG2\nStd. hdw\n8 \nClamp\nMS21919WDG36\nStd. hdw\n6 \nScrew\nNAS603-9P\nStd. hdw\n4 \nWasher\nAN960-10L\nStd. hdw\n4 \nNut\nMS21044N3\nStd. hdw\n4 \nHeat Shrink Tubing\n3/4 Inch\nRaychem\n10 ft.\n\n\n(Mouser Alt) \n\nHeatShrink Tubing\n1/4 Inch \nRaychem\n3 ft.\n\n\n(Mouser Alt)\n\n\n\t\tAmendment 39-4657 became effective June 13, 1983. \n\t\tThis Amendment 39-4959 becomes effective December 20, 1984. \n\n\n\n\t\t\t\t\t\tFIGURE 1, PART 1 \n\t\t\t\t\t\t AD 83-11-01 \n\n\n\n\nHeat Shrink Tubing to Extend Inboard Past \nClamp on Cross Tube. (High & Low Skid Gear) \n\n\n\tNOTE: \n\t\tGround strap to be clamped at lowest point on \n\t\tCross tube that will allow float to be pivoted \n\t\tbetween operating and ground handling position. \n\t\tDo not clamp or otherwise secure ground strap to \n\t\tmech. control & elect wire bundle except where \n\t\tboth can be clamped together on cross tube. \n\nFIGURE 2 \nAD 83-11-01
2023-12-09: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by reports that, during instrument landing system (ILS) approaches, the flight control system reverted from primary flight control computer (PFCC) normal mode operating in autopilot to remote electronics unit (REU) direct mode, and then, after a period of time, to PFCC direct mode. This AD requires installation of a PFCC software update; and a records review or detailed inspection to identify pre-existing repairs or damage within certain limits to certain structures, and obtaining and following additional instructions, if necessary, as specified in a Transport Canada AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2011-02-09: 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: When there are significant differences between all airspeed sources, the flight controls of an Airbus A330 or A340 aeroplane will revert to alternate law, the autopilot (AP) and the auto-thrust (A/THR) automatically disconnect, and the Flight Directors (FD) bars are automatically removed. It has been identified that, after such an event, if two airspeed sources become similar while still erroneous, the flight guidance computers will: --Display FD bars again, and --Enable autopilot and auto-thrust re-engagement However, in some cases, the autopilot orders may be inappropriate, such as possible abrupt pitch command. * * * * * The unsafecondition is the potential for abrupt pitch command which may lead to unexpected maneuvers of the airplane and cause injuries of the crew and passengers, as well as reduced controllability of the airplane, and increased pilot workload. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2002-10-05: This amendment supersedes an existing airworthiness directive (AD), applicable to MD Helicopters Inc. Model MD-900 helicopters, that currently requires inspecting the main rotor upper hub (hub) assembly drive plate attachment flange (flange), determining the torque of each flange nut (nut), and if a crack is found, before further flight, replacing the hub assembly. In addition to the current requirements, this action requires visually inspecting the outer surface of the flange at specified intervals, removing the drive plate and visually inspecting the flange for a crack at specified intervals, and replacing any unairworthy hub assembly. This amendment is prompted by reports that cracks starting at the drive plate attachment holes were found in the hub. The actions specified by this AD are intended to detect a crack in the flange and to prevent failure of the hub assembly, loss of drive to the main rotor, and subsequent loss of control of the helicopter. \n\n\tThe incorporationby reference of certain publications listed in the regulations was approved previously by the Director of the Federal Register as of May 1, 2001 (66 FR 19383, April 16, 2001).