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2023-11-07: The FAA is superseding Airworthiness Directive (AD) 2021-23- 13, which applied to all helicopters equipped with a radio (also known as radar) altimeter. AD 2021-23-13 required revising the limitations section of the existing rotorcraft flight manual (RFM) for your helicopter to incorporate limitations prohibiting certain operations requiring radio altimeter data when in the presence of 5G C-Band interference in areas as identified by Notices to Air Missions (NOTAMs). Since the FAA issued AD 2021-23-13, the FAA determined that additional limitations are needed due to the continued deployment of new 5G C-Band base stations whose signals are expected to cover most of the contiguous United States at transmission frequencies between 3.7- 3.98 GHz (5G C-Band). This AD requires revising the limitations section of the existing RFM to incorporate limitations prohibiting certain operations requiring radio altimeter data, due to the presence of 5G C- Band interference. The FAA is issuing this AD to address the unsafe condition on these products. In addition, the FAA is requesting comment on the change to the spurious emission level requirement.
83-14-08: 83-14-08 PIPER: Amendment 39-4691. Applies to Model PA-38-112 (S/Ns 38-78A0001 through 38-79A0582) 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 standardize and improve the stall characteristics, accomplish the following: a) Install Piper Flow Strip Installation Kit, Part No. 763-930. b) Replace the airspeed indicator with Piper Part No. 61906-02 or 61905-02, or alter the original airspeed indicator markings to read as follows: 1) Red radial 138 knots. 2) Yellow arc from 110 to 138 knots. 3) Green arc from 52 to 110 knots. 4) White arc from 49 to 89 knots. If the instrument is remarked, it must be accomplished by a certificated and appropriately rated instrument repair station. c) Insert Piper Part No. 761-658, Revision 3, dated December 18, 1978, containing performance information applicable to airplanes with Kit P/N 763-930 installed in the Pilot's Operating Handbook. d) Airplanes may be flown in accordance with FAR 91.197 to a location where this AD may be accomplished. e) An equivalent method of compliance with this AD may be used if approved by the Manager, New York Aircraft Certification Office, FAA, Room 202, 181 South Franklin Avenue, Valley Stream, New York 11581. Piper Service Letter No. 876 dated April 12, 1979, covers the subject matter of this AD. This amendment becomes effective on September 27, 1983.
82-27-13 R2: 82-27-13 R2 PIPER AIRCRAFT CORPORATION: Amendment 39-4534 as amended by Amendment 39-4707. Applies to Models PA-31 (S/Ns 31-2 thru 31-7812129), PA-31-300 (S/Ns 31-2 thru 31-511), PA-31-325 (S/Ns 31-7300932 thru 31-7812129), PA-31-350 (S/Ns 31-5001 thru 31-7852171), PA-31T (S/Ns 7400002 thru 31T-7820092, except 31T-7820067), PA-31T1 (S/Ns 31T-7804001 thru 31T-7804011) and PA-31P (S/Ns 31P-1 thru 31P-7730012) airplanes certificated in any category. COMPLIANCE: Required as indicated unless already accomplished. To prevent loss of control due to flap asymmetric conditions caused by failure of the flap extension system, accomplish the following: a) On Models PA-31 (S/Ns 31-2 thru 31-7812129), PA-31-300 (S/Ns 31-2 thru 31- 511), PA-31-325 (S/Ns 31-7300932 thru 31-7812129), PA-31-350 (S/Ns 31-5001 thru 31- 7852171) and PA-31P (S/Ns 31P-1 thru 31P-7730012) airplanes: 1. Within 25 hours time-in-service after April 22, 1982, restrict maximum flap extension to 25 degrees by installation of temporary instrument markings and placards and incorporation of pen and ink changes in the applicable "Airplane Flight Manuals" or "Pilot's Operating Handbook and FAA Approved Flight Manual" in accordance with Part I of Piper Service Bulletin No. 739, dated March I, 1982. The installation of permanent kits prescribed in paragraph a)4 below meets these requirements. 2. Within 100 hours time-in-service after April 22, 1982, and thereafter at intervals not exceeding 500 hours time-in-service, visually inspect the flap flexible drive shaft assemblies for alignment, wear and security of attachment of end fittings to the flexible shaft. Prior to further flight, replace unsatisfactory parts in accordance with Part II of Piper Service Bulletin No. 739, dated March 1, 1982. 3. Within the next 100 hours time-in-service after April 22, 1982, or when last accomplished under AD 76-10-06 or AD 81-11-03 and thereafter at intervals not exceeding 100 hours time-in-service, visually inspect the wing flap transmission for excessive wear. Prior to further flight, rework or replace this assembly, as necessary, in accordance with "Instructions No. 1" of Piper Service Bulletin 494B dated July 17, 1979. 4. Permanent Piper Flap Travel Restrictions and Placard Kit, P/N 764 396, applicable to Model PA-31, PA-31-300, PA-31-325 and PA-31-350 airplanes, and P/N 764 397, applicable to Model PA-31P airplanes, may be incorporated when available. On or before March 31, 1983, install Flap Travel Restriction Supplementary Kit, P/N 764 920L, in accordance with Piper Service Letter 958 dated October 25, 1982, which includes additional stops and modification instructions to preclude the possibility of flap damage. NOTE: Service Letter 958 applies only to those aircraft listed in paragraph a) of this AD which have installed Piper Kit 764 396 or 764 397 with an issue date of March 5, 1982 (820305), in compliance with Piper Service Bulletin 739, Part III, dated March I, 1982. All Piper Kits 764 396 and 764 397 shipped from the factory on or after September 9, 1982, will be identified with a revision date of September 21, 1982 (R82092I), and will incorporate the supplementary material and instructions referenced in this Service Letter. The installation of these later kits can be determined by examination of the center flap tracks for presence of a P/N 71887-02 upper flap stop as shown on page 3 of Piper Service Letter 958 dated October 25, 1982. b) On Model PA-31T (S/Ns 31T-7400002 thru 31T-7520013) airplanes: 1. Within 25 hours time-in-service after April 22, 1982, restrict maximum flap extension to 15 degrees by installation of temporary instrument markings and placards and incorporation of pen and ink changes in the "Pilot's Operating Handbook and FAA Approved Airplane Flight Manual" in accordance with Part I of Piper Service Bulletin No. 741, dated March I, 1982. The installation of permanent placards and manual revisions prescribed by paragraph b)4 below meets this requirement. 2. Within the next 100 hours time-in-service after April 22, 1982, and thereafter at intervals not exceeding 500 hours time-in-service, visually inspect the flap flexible drive shaft assemblies for alignment, wear and security of attachment of end fittings to the flexible shaft. Prior to further flight, replace unsatisfactory parts in accordance with Part I B, Piper Service Bulletin No. 741, dated March 1, 1982. 3. Within the next 100 hours time-in-service after April 22, 1982, or since last accomplished under AD 76-10-06 or AD 81-11-03 and thereafter at intervals not to exceed 100 hours time-in-service, visually inspect the wing flap transmission for excessive wear. Prior to further flight, rework or replace this assembly as necessary in accordance with "Instructions No. 1" of Piper Service Bulletin No. 494B, dated July 17, 1982. 4. Permanent Autopilot/Flap Operation Placard, Piper P/N 81009-02 and permanent "Pilot's Operating Handbook and FAA Approved Airplane Flight Manual" revisions incorporating the same information specified in paragraph b)I may be incorporated when available. 5. Upon installation of Piper Kit 764-398, Wing Flap Transmission Modification Kit, the restrictions and inspections required by paragraphs b)I and 2 are no longer required and temporary markings and manual revisions may be removed and the requirements of paragraph c) below become applicable. c) On Model PA-31T (S/Ns 31T-7520014 thru 31T-7820066, 31T-7820068 thru 31T-7820092) and those airplanes having S/N 31T-7400002 thru 31T-7520013 if Piper Kit 764 398 is installed and Model PA-31T1 (S/Ns 31T-7804001 thru 31T-7804011) airplanes: 1. Within the next 25 hours time-in-service after April 22, 1982, install a Temporary Autopilot/Flap Operating Placard and make temporary changes in the "Airplane Flight Manual" or "Pilot's Operating Handbook and FAA Approved Airplane Flight Manual" in accordance with Part II of Piper Service Bulletin No. 741, dated March 1, 1982. The installation of a permanent placard and manual revisions prescribed by paragraph c)3 below meets these requirements. 2. Within the next 100 hours time-in-service after April 22, 1982, or when last accomplished under AD 76-10-06 or AD 81-11-03 and thereafter at intervals not exceeding 100 hours time-in-service, visually inspect the wing flap transmission for excessive wear. Prior to further flight, rework or replace this assembly as necessary in accordance with "Instructions No. 1" of Piper Service Bulletin 494B, dated July 17, 1979. 3. Permanent Autopilot/Flap Operation Placard, Piper P/N 81009-02 and permanent "Pilot's Operating Handbook and FAA Approved Airplane Flight Manual" revisions incorporating the same information specified in paragraph c)1 may be incorporated when available. d) Upon submission of substantiating data by an owner or operator, through an FAA Maintenance Inspector, theManager, Atlanta Aircraft Certification Office, FAA, may adjust the inspection intervals and compliance times specified in this AD. e) An equivalent method of compliance with this AD when used must be approved by the Manager, Atlanta Aircraft Certification Office, FAA, P.O. Box 20636, Atlanta, Georgia 30320. The following has been approved as an equivalent method of compliance with paragraph a)I, a)2, a)4. 1. Remove wing flap transmissions (20:1 gear ratio): Piper P/N 489-425(L.H.), Dukes P/N 1209-00-1 Piper P/N 489-426(R.H.), Dukes P/N 1210-00-1 2. Install transmissions (40:1 gear ratio): Piper P/N 489-427(L.H.), Dukes P/N 1215-00-1 Piper P/N 489-428(R.H.), Dukes P/N 1216-00-1 or alternatively: 3. Convert the transmissions to 40:1 gear ratio by use of Piper Kit No. 755 050 or No. 764 398 (Dukes Kit No. 1215-1000). The converted units are then identified as: Piper P/N 489-427(L.H.), Dukes P/N 1215-00-1 Piper P/N 489-428(R.H.), Dukes P/N 1216-00-1 4. Remove flexible drive shaft, Piper P/N 486-590 or 486-597, as applicable, and install flexible drive shaft Piper P/N 486-631. 5. Change the Autopilot/Flap Operation Placard located on the pilot's side window molding to read: "OPERATE FLAP CONTROL IN SMALL INCREMENTS TO ASSURE FLAP SYMMETRY. NO FLAP SELECTION WITH AUTOPILOT ENGAGED." 6. Remove red full flap radial position mark on flap position indicator at 25 degrees as required by Part 1 of Piper Service Bulletin No. 739 dated March 1, 1982. 7. Install a Supplement to the POH which reflects appropriate revisions to the pages and paragraphs listed in Piper Service Bulletin No. 739, dated March 1, 1982. Delete the limitations imposed by the 25 degree flap setting and insert those applicable to the 40 degree flap setting. However, retain the instructions for incremental flap extension and retraction. This Supplement must be approved by the Manager, Atlanta Aircraft Certification Office located at the address specified in paragraph e) of this AD. 8. Compliance with Part II of Piper Service Letter No. 959, dated June 10, 1983, is approved as an equivalent means of compliance with paragraphs a)1, a)3 and a)4 of this AD. 9. Compliance with Part I of Piper Service Letter No. 959, dated June 10, 1983, is approved as an equivalent method of compliance with paragraphs a)1 through a)4 of this AD. NOTE: In the event replacement flexible drive shafts are not available for the PA-31, PA-31-300, PA-31-325 and PA-31-350 airplanes, the airplane may be operated with flaps secured in the full-up position provided appropriate performance data is used. This amendment supersedes AD 82-08-06 (Amendment 39-4368 as revised by Amendment 39-4456). Amendment 39-4534 became effective January 11, 1983. This Amendment 39-4707 becomes effective August 18, 1983.
2002-09-13: This amendment adopts a new airworthiness directive (AD) that applies to certain Cessna Aircraft Company (Cessna) Model CESSNA 441 airplanes. This AD requires you to do a one-time inspection of the fuel boost pump wiring inside and outside the boost pump reservoir, and repair or replace the wiring as necessary. This AD is the result of several reports of chafing and/or arcing of the fuel boost pump wiring inside and outside the fuel pump reservoir. The actions specified by this AD are intended to detect and correct chafing and/or arcing boost pump wiring, which could result in arcing within the wing fuel storage system. Such failure could lead to ignition of explosive vapor within the fuel storage system.
2023-12-10: The FAA is superseding Airworthiness Directive (AD) 2022-02- 16, which applied to all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. AD 2022-02-16 required revising the limitations and operating procedures sections of the existing airplane flight manual (AFM) to incorporate limitations prohibiting certain landings and the use of certain minimum equipment list (MEL) items, and to incorporate operating procedures for calculating landing distances, when in the presence of interference from wireless broadband operations in the 3.7- 3.98 GHz frequency band (5G C-Band) as identified by Notices to Air Missions (NOTAMs). Since the FAA issued AD 2022-02-16, the FAA determined that additional limitations are needed due to the continued deployment of new 5G C-Band stations whose signals are expected to cover most of the contiguous United States at transmission frequencies between 3.7-3.98 GHz. This AD requires revising the limitations section of the existing AFM to incorporate limitations prohibiting certain landings and the use of certain MEL items, and retains the operating procedures from AD 2022-02-16 for calculating landing distances, due to the presence of 5G C-Band interference. The FAA is issuing this AD to address the unsafe condition on these products.
2002-09-08: This amendment supersedes an existing airworthiness directive (AD), that is applicable to Hartzell models ( )HC-( )( )Y( )-( )( )( ) compact series, constant speed or feathering propellers with Hartzell manufactured "Y" shank blades. That AD currently requires initial and repetitive blade inspections; rework of all "Y" shank blades including cold rolling of the blade shank retention radius; blade replacement and modification of pitch change mechanisms for certain propeller models; and changing the airplane operating limitations with specific models of propellers installed. This amendment requires initial blade inspections, with no repetitive inspections; rework of all "Y" shank blades including cold rolling of the blade shank retention radius, blade replacement and modification of pitch change mechanisms for certain propeller models; and changing the airplane operating limitations with specific models of propellers installed. This amendment is prompted by FAA reviews of propeller service histories since the issuance of AD 77-12-06R2. The actions specified by this AD are intended to prevent failure of the propeller blade from fatigue cracks in the blade shank radius, which can result in damage to the airplane and loss of airplane control.
81-23-05: 81-23-05 PIPER AIRCRAFT CORPORATION: Amendment 39-4333. Applies to Piper Aircraft Models PA-28-151 (S/N 28-7415001 through 28-7715314), and PA-28-161 (S/N 28-7716001 through 28-8216066) airplanes certificated in any category. COMPLIANCE: Required prior to further flight and as indicated in the body of this AD. To prevent possible inflight fire, accomplish the following: A) On Piper Models PA-28-151 (S/N 28-7415001 through 28-7715314) and PA-28-161 (S/H 28-7716001 through 28-7916210) airplanes: (1) Remove the rear seat base and check for any broken springs or evidence of electrical contact between the seat springs and the battery. Check the battery box and cover for any evidence of damage, especially wear of the battery box cover caused by contact with the seat springs. If the seat spring or the battery box cover is damaged, repair or replace with serviceable items. If not, reinstall the battery box cover and ensure that all fasteners lock and that the cover is secure. (2) Install the seat base, ensuring that the saddle clamps at the rear of the seat, left and right, are engaged. When the seat base is lowered into position, the forward edge of the seat legs must be at least 0.80 inch aft of the forward vertical face of the wing spar box. (3) Install a placard in clear view of the pilot stating "DO NOT USE REAR SEAT FOR PASSENGERS OR CARGO" and operate the airplane in accordance with this limitation. The placard may be made from any convenient durable material with contrasting color letters at least 1/4 inch high. (4) The requirements of paragraphs A)(1), (2) and (3) may be complied with by a person authorized to perform preventive maintenance in accordance with Federal Aviation Regulation 43.3(h), except that repair or replacement must be accomplished by appropriately rated persons. (5) The placard required by paragraph A) (3) may be removed after the rear seat has been modified in accordance with the instructions contained in Piper Aircraft Corporation Service Kit No. 764, 303V, SEAT AFT BOTTOM MODIFICATION, dated October 29, 1981, and Piper Service Bulletin 631B, dated October 29, 1981. B) On Piper Models PA-28-161 (S/N 28-7916211 through 28-8216066) airplanes: (1) Remove the rear seat base and check for any broken springs or evidence of electrical contact between the seat springs and the battery. Check the battery box and cover for any evidence of damage, especially wear of the battery box cover caused by contact with the seat springs. If the seat spring or the battery box cover is damaged, repair or replace with serviceable items. If not, reinstall the battery box cover and ensure that all fasteners lock and that the cover is secure. (2) Install the seat base, ensuring that the saddle clamps at the rear of the seat, left and right, are engaged. Ensure that the forward legs on the rear seat base are aft of the reference line established by the placard (Piper P/N 35669-194) on top of the spar box, reference Piper Service Bulletin 631B dated October 29, 1981. (3) Before each flight, check that the rear seat base is properly positioned as indicated by the placard. (4) The requirements of paragraphs B)(1), (2) and (3) may be complied with by a person authorized to perform preventive maintenance in accordance with Federal Aviation Regulation 43.3(h), except that repair or replacement must be accomplished by appropriately rated persons. (5) Within the next 50 hours time-in-service after the effective date of this AD, modify the rear seat base in accordance with the instructions contained in Piper Aircraft Corporation Service Kit No. 764 3O3V, SEAT AFT BOTTOM MODIFICATION, dated October 29, 1981, and Piper Service Bulletin 631B, dated October 29, 1981. The repeat preflight checks of paragraph B)(3) may be discontinued after this modification. C) An equivalent method of compliance may be approved by Chief, Engineering and Manufacturing Branch, FAA, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. This amendment becomes effective on March 8, 1982, to all persons except those to whom it has already been made effective by priority letter from the FAA dated November 3, 1981, and is identified as AD 81-23-05.
81-04-05 R1: 81-04-05 R1 PIPER: Amendment 39-4040 as amended by amendment 39-4312. Applies to the following Piper PA-23 Series airplanes certificated in all categories: PA-23 S/N 23-1 thru 23-2046 PA-23-235 S/N 27-505 thru 27-622 PA-23-250 S/N 27-1 thru 27-504 PA-23-250 (6 place) S/N 27-2000 thru 27-8054059 (a) To prevent malfunctioning of the flaps comply with the following: (1) For all referenced airplanes except PA-23-250s (6 place) above S/N 27- 7405300, inspect the flap-spar hinge attachment areas for cracks and repair if necessary in accordance with the instructions paragraph of Piper Service Letter No. 853 dated June 8, 1979, or equivalent as follows: (i) Airplanes with more than 2000 hours in service but not exceeding 3000 hours, inspect and repair if necessary within the next 100 hours in service and thereafter at intervals not to exceed 100 hours in service since the last inspection. (ii) Airplanes with more than 3000 hours in service, inspect and repair if necessary, within the next 50 hours in service, unless already inspected within the last 50 hours in service, and thereafter at intervals not to exceed 100 hours in service since the last inspection. (2) When the flaps are replaced by the appropriate flaps in accordance with the part numbers in the Materials Required section in Piper Service Letter No. 853 dated June 8, 1979, or equivalent, further compliance with (a) is not required. (b) To prevent malfunctioning of the flap control system, comply with the following: (1) For all referenced airplanes, inspect the flap control system for cracks and repair if necessary in accordance with steps 1 through 13 under "instructions" in Piper Service Bulletin No. 671 dated October 20, 1980 or equivalent, and alter in accordance with step 9, as follows: (i) Airplanes with more than 1000 hours in service but not exceeding 2000 hours, comply with (b)(1) within the next 100 hours in service, unless already accomplished. (ii) Airplanes with more than 2000 hours in service, comply with (b)(1) within the next 50 hours in service, unless already accomplished. (2) After the bellcrank, Piper Number 16423-00, is reassembled in accordance with 4e in Service Bulletin 671, conduct a visual inspection of the bellcrank for cracks at intervals not to exceed 100 hours in service after the initial inspection of step 4. If cracks are found replace with new bellcrank Piper P/N 16423-06, or equivalent, before further flight. Upon installation of bellcrank Piper P/N 16423-06, or equivalent, the repetitive inspections are no longer required. Equivalent inspections, parts and alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Upon submittal 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 compliance times specified in this AD. Amendment 39-4040 was effective February 12, 1981. This amendment 39-4312 is effective February 11, 1982.
2023-12-05: The FAA is superseding Airworthiness Directive (AD) 2022-03- 05, which applied to all The Boeing Company Model 747-8F and 747-8 series airplanes and Model 777 airplanes. AD 2022-03-05 required revising the limitations section of the existing airplane flight manual (AFM) to incorporate limitations prohibiting dispatching or releasing to airports, and approaches or landings on runways, when in the presence of interference from wireless broadband operations in the 3.7- 3.98 GHz frequency band (5G C-Band) as identified by Notices to Air Missions (NOTAMs). Since the FAA issued AD 2022-03-05, the FAA determined that additional limitations are needed due to the continued deployment of new 5G C-Band stations whose signals are expected to cover most of the contiguous United States at transmission frequencies between 3.7-3.98 GHz. This AD requires revising the limitations section of the existing AFM to incorporate limitations prohibiting dispatching or releasing to airports, and approaches or landings on runways, due to the presence of 5G C-Band interference. The FAA is issuing this AD to address the unsafe condition on these products.
81-23-07: 81-23-07 PIPER: Amendment 39-4252. Applies to Model PA-38-112 Serial Nos. 38-78A0001 thru 38-78A0678 certificated in all categories except aircraft incorporating engine mount assembly Piper Part Number 77651-02. To prevent possible nose-gear failure associated with weakening of the engine-mount, accomplish the following unless previously accomplished: a. On aircraft modified in accordance with Piper S/B 617 dated October 12, 1978, or equivalent, with less than 950 hours in service since incorporation of the modification, inspect and replace, if required, the engine mount within the next 50 hours in service after the effective date of this AD, in accordance with Piper S/B 617B dated January 13, 1981, Instructions Paragraph 3 or equivalent. Repeat inspection at intervals not to exceed 50 hours until 1000 hours in service from modification or until replacement of the engine mount with engine mount assembly Piper Part Number 77651-02. Replacement engine mount P/N 77651-02must be installed prior to the accumulation of 1000 hours in service on modified engine mount. b. On aircraft modified in accordance with Piper S/B 617 dated October 12, 1978, or equivalent, with 950 or more hours in service since the modification, within the next 50 hours in service after the effective date of this AD, replace the engine mount with engine mount assembly Piper Part No. 77651-02. c. On aircraft which have not been modified in accordance with Piper S/B 617, dated October 12, 1978, within the next 50 hours in service after the effective date of this AD, replace the engine mount with engine mount assembly Piper Part No. 77651-02. d. Alternative inspections and alterations which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. e. Upon submission of substantiating data through an FAA Maintenance Inspector, the compliance times specified in this AD may be adjusted by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment supersedes AD 79-01-07. This amendment is effective November 16, 1981.
2002-09-12: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Beech Model C90 airplanes. This AD requires you to inspect the left-hand (LH) and right-hand (RH) nacelle and spar assembly for the existence of rivets, and requires you to install rivets if they do not exist or are the wrong size or type. This AD is the result of Raytheon identifying several instances where rivets were either missing or were the wrong size or type on these airplanes. The actions specified by this AD are intended to correct the installation of rivets in the LH and RH nacelle and spar assembly. These rivets must be present and have the correct dimension in order to prevent reduced structural integrity, which could result in structural failure and possible loss of control of the airplane.
2023-12-12: The FAA is superseding Airworthiness Directive (AD) 2022-04- 05, which applied to all The Boeing Company Model 757 and 767 airplanes. AD 2022-04-05 required revising the limitations and operating procedures sections of the existing airplane flight manual (AFM) to incorporate specific operating procedures for landing distance calculations, instrument landing system (ILS) approaches, non-precision approaches, speedbrake deployment, and go-around and missed approaches, when in the presence of interference from wireless broadband operations in the 3.7-3.98 GHz frequency band (5G C-Band) as identified by Notices to Air Missions (NOTAMs). Since the FAA issued AD 2022-04-05, the FAA determined that additional limitations are needed due to the continued deployment of new 5G C-Band base stations whose signals are expected to cover most of the contiguous United States at transmission frequencies between 3.7-3.98 GHz. This AD requires revising the limitations and operating procedures sections of the existing AFM to incorporate specific operating procedures for landing distance calculations, ILS approaches, non-precision approaches, speedbrake deployment, and go- around and missed approaches, due to the presence of 5G C-Band interference. The FAA is issuing this AD to address the unsafe condition on these products.
80-25-07 R1: 80-25-07 R1 STEWART-WARNER CORPORATION: Amendment 39-4028 as amended by Amendment 39-4220. Applies to the following Stewart-Warner oil cooler models: \n\n\nSTEWART WARNER\nMODEL NOS.\nBEGINNING\nSERIAL NOS.\nENDING \nSERIAL NOS. \n8406J\n12558\n16212 \n8406L\n1496\n1763 \n8432K\n514\n541 \n8432L\n631\n964 \n10568C\n1105\n1141 \n10578B\n2212\n2316 \n10599A\n7369\n9013 \n10610A\n1815\n1956 \n10614A\n732\n947 \n10622A\n333\n394 \n10634D\n105\n907 \n8446C\n372\n629 \n8437C\n422\n472 \n10641B\n101\n162 \n8493B\n1269\n1603\n\n\tNOTE: The affected oil coolers were manufactured between July 1, 1979, and November 1, 1980. Oil coolers of the above model and serial numbers that have a date ink stamped next to the nameplate have been inspected by Stewart-Warner and found satisfactory for continued use. \n\n\tThese oil coolers may be installed on, but not limited to, the following aircraft: \n\n\tBellanca Models: 7ECA, 7GCAA, 7GCBC, 7KCAB, 8GCBC, and 8KCAB. \n\n\tCessna Models (including Reims Aviation): 152, A152, F152, FA152, 172I, 172K, 172L, 172M, 172N, 172P, 172RG, F172L, F172M, F172P, 177, 177A, 177B, 177RG, F177RG, R182, FR182, TR182, T182, A188B, T188C, 210N, T210N, and P210N. \n\n\tPiper Model: PA-38-112. \n\n\tMooney Models: M20C, M20E, M20F, M20G, and M20J. \n\n\tGreat Lakes Models: 2T-1A-1 and 2T-1A-2. \n\n\tBeech Models: 269 Series. \n\n\tCompliance is required prior to further flight after the effective date of this AD, unless already accomplished. To prevent the loss of engine oil, accomplish the following: \n\n\t1.\tIf the oil cooler has accumulated 10 hours or less total time in service since new, prior to further flight, replace with an airworthy oil cooler not of the above serial numbers or with an airworthy oil cooler of the above serial numbers that have a date ink stamped next to the oil cooler name plate. \n\n\t\tNOTE: Removed oil coolers may be returned to: Stewart-Warner Corp., Attn: Mr. Ben Gillen, 1514 Drover Street, Indianapolis, Indiana 46221. \n\n\t2.\tIf the oil cooler has accumulated more than 10 hours time in service since new, visually inspect the cooler for oil leakage prior to further flight. \n\n\t\tNOTE: Removal of the engine cowling is not required if it can be positively determined from inspection of areas adjacent to the oil cooler that the oil cooler is not leaking. \n\n\t\tA.\tIf oil leakage is evident, prior to further flight, replace with an airworthy oil cooler not of the above serial numbers or with an airworthy oil cooler of the above serial numbers that have a date ink stamped next to the oil cooler name plate. \n\n\t\tB.\tIf oil leakage is not detected: \n\n\t\t\ti.\tFabricate and install the following placard on the aircraft instrument panel in plain view of the crew, using letters 1/8-inch high minimum: \n\n\t\t\t"Visually check oil cooler for leakage prior to each flight. If leakage is detected, refer to AD Number 80-25-07." \n\n\t\tNOTE: The owner or operator may make and install this placard and conduct the preflight check.This check does not require a logbook entry. The inspection procedures identified in the note following paragraph 2 also apply to this preflight check. \n\n\t\t\tii.\tIf the oil cooler is replaced with an airworthy oil cooler not of the above serial numbers or with an airworthy oil cooler of the above serial numbers that have a date ink stamped next to the oil cooler name plate, the placard can be removed. \n\n\t3.\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018, telephone (312) 694-7357. \n\n\tAmendment 39-4028 became effective January 29, 1981, as to all persons except those to whom it was made immediately effective by the priority mail letter dated December 5, 1980, which contained this amendment. \n\n\tThis amendment 39-4220 becomes effective September 24, 1981.
2002-09-10: This amendment adopts a new airworthiness directive (AD), that is applicable to CFE Company Model CFE738-1-1B turbofan engines. This amendment requires replacing the high pressure turbine (HPT) stage 1 aft cooling plate and HPT stage 2 disk at or before they reach new reduced life cycle limits. This amendment is prompted by analysis of the existing life cycle limits by the engine manufacturer. The actions specified by this AD are intended to prevent failure of the HPT stage 1 aft cooling plate and HPT stage 2 disk, which could result in an uncontained engine failure and damage to the airplane.
81-16-10: 81-16-10 PIPER AIRCRAFT CORPORATION: Amendment 39-4210. Applies to the following Piper models of aircraft certificated in all categories: PA-44-180 Seminole, S/N 44- 7995001 through 44-8195016; PA-44-180T Turbo Seminole, S/N 44-8107001 through 44- 8107044. Compliance is required as indicated upon receipt of this directive, unless already accomplished. NOTE: An airmail letter was mailed to owners and operators on August 3. To prevent possible damage to the outboard leading edge skin, as well as an aileron out- of-balance condition which could lead to aeroelastic instability, accomplish the following: (a) Before further flight, visually check for cracks at the aileron outboard leading edge balance weight attachment screws. (1) If cracks are found, comply with paragraph (d). (2) If no cracks are found, make log book entry that visual check was made. NOTE: The visual check only may be accomplished by the pilot. (b) At intervals not to exceed25 hours until 100 hours time in service from the effective date of this AD accomplish the following: (1) Inspect, using a 10-power magnifying glass, the left and right aileron outboard leading edge skin for cracks near the balance weight attachment screws. (2) If the skin is cracked near any balance weight attachment screw, comply with paragraph (d) of this AD before further flight. (3) If there are no cracks, make appropriate log book entry of each inspection. (c) Within 100 hours time in service from the effective date of this AD comply with paragraph (d). (d) Reinforce the ailerons outboard leading edge skins by installing Piper's aileron rework kit, Piper Part No. 764 148V in accordance with instructions included with the kit, and make appropriate log book entry. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. Airplanes on which cracks arefound may be flown in accordance with FAR 21.197 and 21.199 to a base where the aileron rework kit can be installed, provided the airplane is not flown in excess of 130 MPH indicated speed. Piper Service Bulletin No. 725A pertains to this subject. This amendment becomes effective September 17, 1981, and was effective upon receipt of the airmail letter mailed August 3 to owners and operators.
2023-11-04: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by a report that a design deficiency was discovered which could allow a no-back pawl to be incorrectly installed in a horizontal stabilizer trim actuator (HSTA). This AD requires a check for part number and serial numbers of the HSTA, and if necessary, inspection of the no-back pawl installation, and corrective action. The FAA is issuing this AD to address the unsafe condition on these products.
2002-09-07: 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), and MD-88 airplanes. This AD requires an inspection of the electrical power feeder cables in the aft cargo compartment sidewall for chafing and/or preloading, and corrective actions, if necessary. This action is necessary to prevent possible arcing of the electrical power cables in the aft cargo compartment sidewall and consequent damage to equipment and the adjacent structure, which could result in smoke and/or fire in the cargo compartment. This action is intended to address the identified unsafe condition.
2002-08-17: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-10-10, DC-10-10F, DC-10-15, DC-10-30, DC-10-30F, and DC-10-30F (KC10A and KDC-10) airplanes. This action requires revising the airplane flight manual to advise the flightcrew of necessary procedures if certain thrust reverser indicator lights illuminate or are inoperative, and locking out any affected thrust reverser under certain conditions. This action also provides for returning a thrust reverser to service after it has been locked out. This action is necessary to prevent an uncommanded in-flight deployment of a thrust reverser, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2002-09-01: This amendment adopts a new airworthiness directive (AD), that is applicable to Pratt & Whitney (PW) PW4090, PW4090-3, PW4074D, PW4077D, PW4090D, and PW4098 turbofan engines with 15th stage high pressure compressor (HPC) disks having certain part numbers (P/N's). This amendment requires initial and repetitive borescope inspections of 15th stage HPC disks for cracks in the knife edges, eddy current inspections (ECI's) of blade loading slots if required, and removal of cracked disks. In addition, this amendment requires the removal from service of these P/N disks, at a new lower cyclic life limit. This amendment is prompted by two reports of 15th stage HPC disks with cracks in the outer rim front rail of the blade loading slots, and in the front forward and middle knife edges. The actions specified by this AD are intended to prevent 15th stage HPC disk failures from cracks, which could result in an uncontained engine failure.
2023-11-05: The FAA is superseding Airworthiness Directive (AD) 2021-10- 28, which applied to all Pilatus Aircraft Ltd. (Pilatus) Model PC-24 airplanes. AD 2021-10-28 required incorporating new revisions to the airworthiness limitations section (ALS) of the existing airplane maintenance manual (AMM) or Instructions for Continued Airworthiness (ICA) to incorporate new or more restrictive airworthiness limitations. Since the FAA issued AD 2021-10-28, the FAA determined that new or more restrictive airworthiness 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.
2002-09-02: This amendment adopts a new airworthiness directive (AD), that is applicable to Rolls-Royce plc. (RR) Tay model 650-15 and 651-54 turbofan engines. This amendment requires revisions to the Airworthiness Limitations Section (ALS) of the Instructions for Continued Airworthiness (ICA) in the Time Limits Section of the Engine Manual for Rolls-Royce plc. Tay model 650-15 and 651-54 series turbofan engines to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
80-22-13: 80-22-13 PIPER: Amendment 39-3960. Applies to model PA-38-112 airplanes, Serial Nos. 38-78A0001 thru 38-80A0099, 38-80A0113, 38-80A0120 and 38-80A0123 thru 38-80A0165, certificated in all categories. To avoid possible hazards in flight associated with a crack in the rudder upper hinge P/N 77610-02, accomplish the following: a. Within the next five hours in service unless previously accomplished and thereafter at intervals not to exceed 50 hours in service from the last inspection, remove the rudder upper hinge pin and carefully displace the rudder from the fin aft to expose the surfaces of the rudder upper hinge P/N 77610-02. The rudder upper hinge consists of two brackets, P/N 77610-02. Inspect all the hinge surfaces in the area of the hinge pin hole to the forward edge of the hinge for cracks using a dye check inspection method or an equivalent. Upper hinge bolt is to be installed with a torque of 50 to 70 in. lb.; do not exceed the maximum value. b. If a cracked fitting is found, before further flight, replace with a part of the same part number or an equivalent, which have been inspected in accordance with (a). c. Within the next 100 hours in service replace brackets, P/N 77610-02, with two steel rudder upper hinge brackets, Piper P/N 77610-03 or equivalent in accordance with the instruction section of Piper Service Bulletin No. 686 dated May 23, 1980, or equivalent. Upon compliance with this paragraph, the inspections required in paragraph (a) may be discontinued. d. The steel upper rudder hinge P/N 77610-03 or equivalent must be replaced within 5000 hours time in service. 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 compliance times specified in this AD. f. Equivalent parts, instructions and inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA,Eastern Region. g. Report findings of cracked parts to the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, within five days of the inspection: include the time on the part, and aircraft serial No. (Reporting approved by the Office of Management and Budget under OMB No. O4-R0174.) This supersedes AD Number 80-11-02 issued by letter dated May 16, 1980. This amendment is effective October 31, 1980.
2002-08-18: This amendment adopts a new airworthiness directive (AD) that is applicable to certain EMBRAER Model EMB-135 and -145 series airplanes. This action requires repetitive inspections (tests) of the actuator clutches of the primary and backup pitch trim systems of the horizontal stabilizer for proper pitch trim indications, and replacement of the actuator, if necessary. This action is necessary to prevent loss of pitch trim command during the takeoff and climb phase of flight due to improper set point of the actuator clutches, which could result in high pitch control forces and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2002-08-21: This amendment supersedes an existing airworthiness directive (AD), applicable to certain EMBRAER Model EMB-135ER and "135LR series airplanes, and Model EMB-145, -145ER, -145MR, and -145LR series airplanes, that currently requires a one-time inspection to determine if the bonding jumpers that connect the horizontal stabilizer to the vertical stabilizer are properly installed, a one-time inspection to determine if the supports that connect the bonding jumpers to the horizontal stabilizer are deformed, and corrective actions if necessary. This amendment requires new repetitive inspections to detect discrepancies of both vertical-to-horizontal stabilizer bonding jumpers and the connecting support structure; and corrective action, if necessary. This amendment also revises the applicability to include additional airplanes. The actions specified in this AD are intended to prevent damaged or severed bonding jumpers, which, in the event of a lightning strike, could result in severed elevator control cables and consequent reduced elevator control capability and reduced controllability of the airplane. This AD is intended to address the identified unsafe condition.
2002-08-20: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 737-600, -700, -700C, and 800 series airplanes. This action requires inspecting the airplane following any suspected limit cycle oscillation (LCO) of the elevator tab; and revising the airplane flight manual (AFM) to limit airspeeds under certain conditions and to provide the flight crew with information regarding elevator tab LCO. This action also requires repetitive cleaning of the elevator tab and a one-time cleaning of the elevator balance bays. This action provides for the option to repetitively clean the elevator tab and balance bays following every deicing/anti-icing of the horizontal stabilizer, which would temporarily allow airspeeds exceeding those limited by the AFM revision. For certain airplanes, this action requires trimming the elevator balance panel seals, which will terminate the optional repetitive cleaning procedures for the balance bays. This action is necessary to prevent the accumulation of fluid or residue in the balance bays and foreign substances on the external surfaces of the elevator tab, which can lead to limit cycle oscillation, severe vibration, flutter, and loss of controllability of the airplane. This action is intended to address the identified unsafe condition.