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2007-20-03: 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: The aim of this AD, is to mandate airworthiness requirements in structural maintenance in accordance with the requirements defined in the AIRBUS A300-600 Airworthiness Limitations Items (ALI) document issue 11, referenced AI/SE-M2/95A.0502/06, approved by EASA on 31 May 2006. The unsafe condition is fatigue cracking, damage, or corrosion in principal structural elements, which could result in reduced structural integrity of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2022-21-03: 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 the engine feed pressure switches were installed with no secondary locking mechanism and can become loose and cause a fuel leak. This AD requires initial and repetitive inspections at the engine feed pressure switch locations and installation of a flange adaptor with lockwire to terminate the repetitive inspections, as specified in a Transport Canada Civil Aviation (TCCA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2007-20-01: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747-100B SUD, 747-200B, 747-200C, 747-200F, 747- 300, 747-400, 747-400D, 747-400F, and 747SP series airplanes. This AD requires reconfiguring the clamps of certain wire bundles and applying insulating sealant to certain fasteners inside the fuel tanks. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent arcing inside the fuel tanks in the event of a lightning strike or high-powered short circuit, which could result in a fuel tank explosion or fire.
2022-23-08: The FAA is adopting a new airworthiness directive (AD) for all Viking Air Limited (Viking) (type certificate previously held by Bombardier Inc. and de Havilland, Inc.) Model DHC-3 airplanes. This AD was prompted by a recent investigation of a Viking Model DHC-3 airplane where the lock ring of the stabilizer actuator was found missing. This AD requires a visual inspection of the stabilizer actuator to confirm that the stabilizer actuator lock ring is present, correctly seated in the groove in the upper housing, and engaged in the clamp nut, applicable corrective actions, and application of a torque seal. This AD also requires sending the inspection results to the FAA. The FAA is issuing this AD to address the unsafe condition on these products.
2022-21-13: The FAA is superseding Airworthiness Directive (AD) 2021-23-17 for all Hoffmann GmbH & Co. KG (Hoffmann) model HO-V 72 propellers. AD 2021-23-17 required amending the existing aircraft flight manual (AFM) by inserting abnormal propeller vibration instructions, visual inspection and non-destructive test (NDT) inspection of the propeller hub and, depending on the results of the inspections, replacement of the propeller hub with a part eligible for installation. Since the FAA issued AD 2021-23-17, further investigation by the manufacturer revealed that cracks found on propeller hubs likely resulted from propeller blade retention nuts that were not tightened using published service information during blade installation. This AD is prompted by reports of cracks at different positions on two affected propeller hubs. This AD retains the required actions of AD 2021-23-17. This AD also requires a maintenance records review and, depending on the results of the maintenance records review, tightening of each propeller blade retention nut to specific torque values. Depending on the results of the maintenance records review, this AD requires physically inspecting the propeller blade for shake. If any axial play is detected during the performance of the inspection, this AD requires the removal of the propeller from service and the performance of an NDT inspection of the propeller hub, and depending on the NDT inspection results, replacement of the propeller hub with a part eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
2022-22-05: The FAA is adopting a new airworthiness directive (AD) for NZSkydive Limited (type certificate previously held by Pacific Aerospace Ltd.) Model FBA-2C1, FBA-2C2, FBA-2C3, and FBA-2C4 airplanes. 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 identifies the unsafe condition as a batch of aileron control chain sprockets being manufactured with a non-metallic sleeve insert in the sprocket bore, which can cause cracks to develop and affect the integrity of the aileron control chain sprockets. This AD requires inspecting the sprockets to determine if they have a non-metallic sleeve in the sprocket bore and replacing any sprocket found with a non-metallic sleeve in the sprocket bore with one with a metallic sleeve, and prohibits installation of aileron control chain sprockets with non-metallic sleeves in the sprocket bore. The FAA is issuing this AD to address the unsafe condition on these products.
2022-20-11: The FAA is adopting a new airworthiness directive (AD) for certain Bell Textron Canada Limited Model 429 helicopters. This AD was prompted by reports of failed rivets between the tailboom skin and the tail rotor (TR) gearbox support assembly. This AD requires visually inspecting the external surface of the TR gearbox support assembly, borescope inspecting or visually inspecting the inside of the tailboom for certain conditions, and performing a tactile inspection. Depending on the results of the inspections, this AD requires removing certain rivets from service or repairing gaps in accordance with an approved method. This AD also requires repeating these inspections within certain intervals. The FAA is issuing this AD to address the unsafe condition on these products.
2007-15-10: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 747 airplanes. This AD requires an inspection of the No. 2 and No. 3 windows on the left and right sides of the airplane to determine their part numbers, and related investigative and corrective actions if necessary. This AD results from loss of a No. 3 window in- flight. We are issuing this AD to detect and correct cracking in the fail-safe interlayer of certain No. 2 and No. 3 glass windows, which could result in loss of the window and consequent rapid loss of cabin pressure. Loss of the window could also result in crew communication difficulties or incapacitation of the crew.
87-07-09: 87-07-09 PIPER AIRCRAFT CORPORATION TED SMITH AEROSTAR): Amendment 39-5600. Applies to the following models and serial numbers of airplanes certificated in any category: MODEL SERIAL NUMBERS AFFECTED PA-60-600 (Aerostar 600) 60-0001-003 through 60-0933-8161262 PA-60-601 (Aerostar 601) 61-0001-004 through 61-0880-8162157 PA-60-601P (Aerostar 601P) 61P-0157-001 through 61P-0860-8163455 PA-60-602P (Aerostar 602P) 62P-0750-8165001 and 62P-0861-8165002 through 62P-0932-8165055 and 60-8265001 through 60- 8365021 PA-60-700P (Aerostar 700P) 60-8423001 through 60-8423025. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent failed exhaust system components, accomplish the following on each engine: (a) For affected Model PA-60-600 airplanes, remove the exhaust system components by accomplishing the following steps: (1) Remove engine cowling. (2) Removeexhaust stack support clamp from stack. (3) Disconnect all stack flanges and remove complete exhaust stack assembly from each side. (b) For affected Models PA-60-601, -601P, -602P, and -700P airplanes, remove the exhaust system components by accomplishing the following steps: (1) Remove engine cowling. (2) Loosen clamp on turbocharger exhaust port and slide rear section of exhaust stack aft and out. (3) Disconnect waste gate control linkage and remove clamp attaching turbocharger waste gate. (4) Slide waste gate section aft and out. (5) Loosen balance tube end and center clamps, and compress balance tube. (6) Disconnect all stack flanges and remove forward section of exhaust stack from each side. (c) For all affected airplanes, visually inspect all exhaust system components by accomplishing the following: (1) Clean and inspect all welds for cracks and pin holes, using a dye penetrant procedure. (2) Inspect clamps, clamp bolts, and supports for condition and security of attachment. (3) Inspect slip joints for signs of leaks and/or binding. (4) Inspect stack flange mating surfaces for cracks or burns. (5) Inspect turbocharger mounting flange on waste gate for cracks or burns. (6) Rotate waste gate control level to insure proper operation. (7) Inspect gaskets for signs of leaks. Discard gaskets at each disassembly. (d) For all affected airplanes, inspect using dye penetrant procedures, the turbocharger attachment flange on aft section exhaust pipe for cracks, especially in the welds. (e) Prior to further flight, replace all unserviceable parts including all used gaskets. (f) For affected Model PA-60-600 airplanes, install the exhaust system by accomplishing the following steps: (1) Prior to reassembly, clean up all slip joints and apply Fel-Pro antiseize lubricant (Type C5-A), Piper Part Number 912-012, to exhaust pipes at slip joints. (2) Slide forward and aft sections together. Replace parts that do not assemble freely without binding. (3) Place new flange gaskets into position and place exhaust system onto cylinder studs at exhaust ports. Install flange nuts loosely. (4) Partially tighten all nuts. Never fully tighten any part of the exhaust system before proceeding to another part on the same side of the engine. (5) Inspect slip joint after stacks are installed to assure proper alignment and freedom from binding when flange nuts are tightened. (6) Tighten each part on one side of the engine uniformly until a torque of 205-215 inch pounds has been applied. (7) Install exhaust stack support clamp onto stack, and adjust support rod ends so that clamp can be moved along stack by hand. Distance between stack and tunnel surface should be .50 inch minimum to 1.60 inch maximum on left stack; .75 inch minimum to 1.60 inch maximum on right stack. Replace parts which do not fall within this range.(8) Start and run engine in accordance with the appropriate flight manual, shut down engine and check for leaks and correct as required. (9) Install cowling. (g) For affected Models PA-60-601, -601P, -602P, and -700P airplanes, install the exhaust system by accomplishing the following: (1) Prior to reassembly, clean all slip joints and apply Fel-Pro antiseize lubricant (Type C5-A), Piper Part Number 912-012, to exhaust pipes and waste gates at all slip joints. (2) Slide first and second sections of exhaust stack together. Replace parts that do not assemble freely without binding. (3) Position stack flanges and new gaskets onto exhaust ports. Install flange nuts loosely. (4) Install V-clamp onto turbocharger waste gate flange with opening aft. (5) Position new gasket on waste gate turbocharger exhaust port. Spread V- clamp on turbocharger waste gate flange and install waste gate onto exhaust pipe and turbocharger. Install clamp nut loosely.(6) Install V-clamp and new gasket on turbocharger exhaust port. Spread V- clamp and install aft section of exhaust stack onto turbocharger and waste gate. Install clamp nut loosely. (7) Install balance tube, insuring that ends extend into clamps beyond slits in tube ends, and install end clamp bolts loosely. (8) Starting at the front of the engine and working aft, partially tighten all nuts. Never fully tighten any part of the exhaust system before proceeding to another part on the same side of the engine. (9) Reinspect all joints after parts are installed to assure proper alignment and freedom from binding when nuts are fully tightened. (10) Tighten each part on one side of the engine uniformly, starting at front of engine and working aft. Torque flange nuts to 205-215 inch pounds and V-clamp nuts to 45-50 inch pounds. (11) After completing both sides of engine, tighten balance tube clamps. (12) Reconnect and adjust waste gate control linkage per Aircraft Maintenance Manual. (13) Start and warm engine in accordance with appropriate flight manual, shut down engine, check for evidence of leaks and correct as necessary. Retorque V- clamps to 45-50 inch pounds. (14) Install cowling. (h) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (i) An equivalent means of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, 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 FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. NOTE: Piper Aircraft Corporation Service Bulletin No. 818, dated February 25, 1986, pertains to the subject addressed by this AD. This amendment becomes effective on May 15, 1987.
2007-18-52: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2007-18-52 that was sent previously to all known U.S. owners and operators of Boeing Model 737- 600, -700, -700C, -800, -900, and -900ER series airplanes by individual notices. This AD requires repetitive detailed inspections of the slat track downstop assemblies to verify that proper hardware is installed, one-time torquing of the nut and bolt, and corrective actions if necessary. This AD is prompted by reports of parts coming off the main slat track downstop assemblies. We are issuing this AD to detect and correct loose or missing parts from the main slat track downstop assemblies, which could result in a fuel leak and consequent fire.