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2005-25-10R1: We are revising an existing airworthiness directive (AD) for the products listed above. That AD currently requires initial and repetitive ultrasonic inspections of propeller hubs, part number (P/N) 660709201. This new AD requires introducing a new hub assembly P/N as an optional terminating action to the repetitive hub inspections. This AD was prompted by the need to [[Page 54927]] introduce an optional terminating action for the repetitive inspections. We are issuing this AD to prevent propeller hub failure due to cracks in the hub, which could result in loss of control of the airplane.
2003-03-12: This amendment adopts a new airworthiness directive (AD), that is applicable to Turbomeca S.A. Arriel 1 A2, 1 C, 1 C1, 1 C2, 1 D, 1 D1, 1 E2, 1 K, 1 K1, 1 S, 1 S1 and Arriel 2 B, 2 B1, 2 C, 2 C1, 2 S1 series turboshaft engines. This amendment requires the insertion of a sleeve in the attachment boss of the compressor bleed valve, and bonding the sleeve in the bleed-valve mounting pad. This amendment is prompted by several cases of contained centrifugal compressor impeller blade ruptures that occurred in service. The actions specified by this AD are intended to prevent acoustic excitation of the centrifugal compressor impeller blades resulting in contained compressor impeller blade ruptures and power loss that could lead to an uncommanded in-flight shutdown.
69-11-05: 69-11-05 PIPER: Amdt. 39-772. Applies to type PA-31 and PA-31-300 airplanes, Serial Numbers 31-2, 31-4; 31-6 thru 31-345; 31-347 thru 31-357; 31-359 thru 31-366; 31-368 thru 31- 373; 31-375 thru 31-378; 31-380 thru 31-384; 31-386 thru 31-406; 31-408 thru 31-422; 31-426 thru 31-428; 31-430; 31-431; 31-433; 31-434; 31-436; 31-437; 31-439; 31-444 and 31-445; certificated in all categories. Compliance required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. (a) To improve the stall characteristics by the installation of stall strips on the leading edge of the wing, comply with Piper Service Bulletin No. 294, dated May 16, 1969, or equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective June 5, 1969.
78-13-05: 78-13-05 CESSNA: Amendment 39-3250. Applies to the following models and serial number airplanes certificated in all categories: MODEL SERIAL NUMBERS 340 340-0001 and up 340A 340A0001 through 340A0472 402B 402B0301 through 402B1332 404 404-0001 through 404-0223 414 414-0251 and up 414A 414A0001 through 414A0042 421 421-0001 and up 421A 421A0001 and up 421B 421B0001 and up 421C 421C0001 through 421C0478 COMPLIANCE: Required as indicated unless already accomplished. To detect seats with seat-to-seat track fittings improperly installed and seats installed facing the wrong direction, which if allowed to go uncorrected, could result in seat failure in those situations where the seats and seat belts are relied on to restrain the passengers, within 25 hours time-in-service after the effective date of this AD accomplish the following: A) Visually inspect all affected passenger seats for correct installation in the airplane and for proper assembly and correct any discrepancies prior to the next flight, all in accordance with Cessna Multi-Engine Service Letter ME78-17, dated May 15, 1978, or later revisions. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective on July 5, 1978.
2003-03-09: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 airplanes. This AD requires a one-time inspection of the single-phase remote control circuit breaker(s) (RCCBs) in a certain area of the electrical/ electronic (E/E) compartment to determine the part number and serial number of the RCCB(s), and replacement of certain RCCBs with new or serviceable RCCBs, if necessary. This action is necessary to prevent failure of an RCCB to trip during an overload condition due to a defective braze joint in the RCCB latch assembly, which could result in overheating of the RCCB load wire, and consequent smoke and possible fire in the E/E compartment of the airplane. This action is intended to address the identified unsafe condition.
69-06-04: 69-06-04 PIPER: Amdt. 39-736. Applies to Type PA-31 and PA-31-300 airplanes, Serial Numbers 31-2 to 31-326, 31-328 to 31-332, and 31-334, certificated in all categories. Compliance required within the next 100 hours' time in service, after the effective date of this AD, unless already accomplished. (a) Inspect and adjust, if necessary, the total friction in the elevator control system, comply with Piper Service Bulletin No. 289, February 17, 1969, or later changes thereto or equivalent method, approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective March 27, 1969.
97-21-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model BAe 125-800A series airplanes and Hawker 800 series airplanes, that requires a detailed visual inspection of the fuel feed hose assemblies of the auxiliary power unit (APU) to detect overheating, degradation, proper routing, and adequate clearance; and the correction of any discrepancies found. This amendment also requires modification of the fuel feed hose of the APU. This amendment is prompted by reports of heat damage to the fuel feed hose assembly of the APU due to contact between the hose assembly and hot surfaces. The actions specified by this AD are intended to prevent heat damage of the fuel feed hose, which could lead to a possible fire/smoke hazard when failure of the hose assembly occurs and consequent fuel mist or spray is emitted into the rear equipment bay.
2011-18-15: 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: There have been three in-service reports of cracked barrel nuts found at the front spar locations of the wing-to-fuselage attachment joints. Additionally, three operators have reported finding a loose washer in the barrel nut assembly. Failure of the barrel nuts could compromise the structural integrity of the wing-to-fuselage attachments. * * * * * The unsafe condition could result in separation of the wing from the airplane during flight. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
67-26-03: 67-26-03 PIPER: Amdt. 39-582. Applies to Model PA-28-140 Airplanes, Serial Numbers 28-20913 through 28-22917; Model PA-28-150, PA-28-160, PA-28S-160, PA-28-180, PA-28S-180 Airplanes, Serial Numbers 28-2533 through 28-3979; Model PA-28-235 Airplanes, Serial Numbers 28-10676 through 28-10891, Model PA-32-260 Airplanes, Serial Numbers 32- 04, 32-17 through 32-861; Model PA-32-300, PA-32S-300 Airplanes, Serial Numbers 32-15, 32- 40000, through 32-40239. Compliance required as indicated. To prevent the possibility of restricting fuel flow through the fuel system screens and filters caused by sealing material film (sloshing compound) which has peeled from the inner surfaces of the main fuel tanks, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 100 hours' time in service, inspect the entire interior of both main fuel tanks for sealing material film which has separated from or is loosely attached to the tank interior surfaces. Inspection may be accomplished through the filler neck without removing the tank from the aircraft, but the tank should be completely drained and dried. Exert precautions usually followed around explosive vapors. (b) Remove all separated and loosely attached material from the tank interior. (c) If no loose or separated material is found in aircraft having less than 1000 hours' time in service repeat the inspection prescribed in (a) above at intervals not to exceed 100 hours' time in service from the last inspection. The inspections may be discontinued after the third inspection (including the initial inspection prescribed in (a) above or at 1000 hours' total time in service if no peeling has been found. Small scrapes in the film adjacent to the filler neck may be disregarded provided there is no indication of peeling. (d) If no loose or separated material is found in aircraft having 1000 hours' or more timein service it will not be necessary to inspect after the initial inspection prescribed in (a) above. (e) If loose or separated material was found at any time, prior to but not later than the next 100 hours' time in service after effective date of this airworthiness directive remove the tank from the airplane and reseal in accordance with Piper Service Bulletin No. 251B dated March 13, 1968, and with instructions contained in Piper Kit No. 921-388V, or Piper Kit No. 757-572V, or an equivalent method approved by Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. Following resealing conduct the inspection prescribed in (a) above at intervals not to exceed 100 hours' time in service. These inspections may be discontinued after the second inspection if not further peeling is found. Small scrapes in the film adjacent to the filler neck may be disregarded provided there is no indication of peeling. Aircraft log record entry must be made to reflect AD compliance in accordance with FAR 43.9. The inspection time intervals (other than for the initial inspection) may be adjusted up to a maximum of 10 hours to coincide with aircraft annual or 100-hour scheduled inspections. This supersedes 67-16-02. This amendment becomes effective April 12, 1968.
94-08-09: This amendment adopts a new airworthiness directive (AD), applicable to Jetstream Model ATP airplanes, that requires a one-time inspection and appropriate torque loading check of certain wing top surface stringer joint fasteners, and correction of discrepancies. This amendment is prompted by a report of loose fasteners on the wing top surface stringer joint bolts at Rib 0. The actions specified by this AD are intended to prevent reduced structural integrity of the wing top surface stringer joints at Rib 0, which subsequently could lead to reduced structural integrity of the wing.