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88-05-04: 88-05-04 FOKKER AIRCRAFT: Amendment 39-5862. Applies to Model F-28 series airplanes, Serial Numbers 11003 to 11231 inclusive, 11991 and 11992, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent reduced directional control capability, accomplish the following: A. Within the next six months after the effective date of this AD, install stops in the rudder pedal mechanism in accordance with Fokker Service Bulletin F28/27-158, dated November 15, 1985. B. An alternate means of compliance or adjustment of compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Fokker Aircraft USA, 1199 N. Fairfax St., Alexandria, Virginia 22314. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective April 8, 1988.
90-03-08: 90-03-08 AIRBUS INDUSTRIE: Amendment 39-6481. Docket No. 89-NM-130-AD. Applicability: Model A300 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural capability of the fuselage, accomplish the following: A. 1. Within the time limits specified in paragraph A.2., below, conduct the following inspections in accordance with Airbus industrie Service Bulletin A300-53-217, Revision 1, dated March 6, 1989: a. Perform a visual inspection and non-destructive testing (NDT) for cracking and corrosion of the lower rim area of the rear pressure bulkhead, forward and aft faces, including skin panels, circumferential joint doublers, stringers attachment fittings, cleat profile, Frame 80, attachment angles, circumferential strap, radial stiffeners, bonding points, and attach brackets of support struts between Stringer 27 left-hand (LH) and right-hand (RH). b. Perform a visual inspection for cracking and corrosion of the drain and toilet system pipe couplings in the vicinity of the rear pressure bulkhead. 2. a. For airplanes whose first flight was less than 7 years ago as of the effective date of this AD, perform the initial inspection required by paragraph A.1., above, within 6 months after achieving 7 years since first flight, or within 6 months after the effective date of this AD, whichever occurs later. b. For airplanes whose first flight was more than 7 years ago as of the effective date of this AD, perform the initial inspections required by paragraph A.1., above, within 6 months after the effective date of this AD. B. If no corrosion or cracking is found as a result of the inspections required by paragraph A., above, perform repetitive inspections as follows: 1. Repeat the visual inspections at intervals not to exceed 3 years. 2. Repeat the NDT inspection at intervals not to exceed 8,000 landings. 3. If the modification specified in Airbus Industrie Service Bulletin A300- 53-226 Revision 3, dated July 10, 1989, has been accomplished: a. Repeat the visual inspection at intervals not to exceed 5 years. b. Repeat the NDT inspections at intervals not to exceed 8,000 landings. C. If cracking or corrosion is found as a result of the inspections required by paragraphs A. or B., above, repair prior to further flight, in accordance with Airbus Industrie Service Bulletin A300-53-217, Revision 1, dated March 6, 1989. D. 1. Within the time limits specified in paragraph D.2., below, conduct the following inspections in accordance with Airbus Industrie Service Bulletin A300-53-218, Revision 1, dated July 28, 1989: a. Perform an X-ray inspection for cracking of the rim area of the rear pressure bulkhead, in the area of Stringer 21 LH and RH. b. Perform a visual inspection for corrosion and cracking of the upper rim area of the rear pressure bulkhead from the aft face. c. Perform aneddy current inspection for cracks from the outboard side in the following areas: (1) For airplanes, manufacturer's serial number (MSN) 002 through 008: between Stringer 25 LH and RH. (2) For airplanes, MSN 009 through 305: between Stringer 26 LH and RH. d. Perform a visual inspection for cracks and corrosion of the service apertures in the rear pressure bulkhead. e. Perform an eddy current inspection for cracks of the apertures for the auxiliary power unit (APU) bleed-air and fuel. 2. a. For airplanes having accumulated 26,000 landings or fewer as of the effective date of this AD, perform the initial inspections required by paragraph D.1., above, prior to the accumulation of 24,000 landings or within 2,000 landings after the effective date of this AD, whichever occurs later. b. For airplanes having accumulated more than 26,000 landings as of the effective date of this AD, perform the initial inspections required by paragraph D.1., above, within 1,000 landings after the effective date of this AD. E. If no cracking or corrosion is found as a result of the inspections required by paragraph D., above, perform repetitive inspections as follows: 1. Repeat the X-ray inspection of the rim area of the pressure bulkhead at Stringer 21 LH and RH at intervals not to exceed 4 years. 2. Repeat the visual inspections of the upper rim area at intervals not to exceed 8,000 landings. 3. Repeat the eddy current inspection from the outboard side between Stringer 25 LH and RH, or Stringer 26 LH and RH, as appropriate, at intervals not to exceed 8,000 landings. 4. Repeat the visual inspection of the service apertures at intervals not to exceed 6,000 landings. 5. Repeat eddy current inspections of APU fuel apertures at intervals not to exceed 6,000 landings. 6. Repeat the eddy current inspection of the APU bleed air line service aperture at intervals not to exceed 12,000 landings. F. If cracking or corrosion is found as aresult of the inspections required by paragraphs D. or E., above, repair prior to further flight, in accordance with Airbus Industrie Service Bulletin A300-53-218, Revision 1, dated July 28, 1989. G. 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. H. 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6481, AD 90-03-08) becomes effective on February 23, 1990.
2020-04-12: The FAA is superseding Airworthiness Directives (ADs) 2012-22- 05 and 2018-19-03, which applied to certain Fokker Services B.V. Model F28 Mark 0070 and 0100 airplanes. AD 2012-22-05 required inspecting for cracks of the pistons on the main landing gear (MLG), and replacing the affected pistons if necessary. AD 2012-22-05 also required modifying the MLG, and revising the airplane maintenance program. AD 2018-19-03 required an inspection of the MLG, and replacement if necessary. This AD retains the requirements of AD 2012-22-05, expands the applicability, and requires a new modification or replacement of the MLG; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD was prompted by a determination that the required heat treatment may not have been applied to certain MLG pistons. The FAA is issuing this AD to address the unsafe condition on these products.
95-04-51: 95-04-51 DORNIER: Amendment 39-9179. Docket 95-NM-24-AD. Applicability: All Model 328-100 series airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (f) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair removeany airplane from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent engine malfunction due to failure of the engine air inlet de-icing system, accomplish the following: (a) For all airplanes: Within 24 hours after the effective date of this AD, accomplish paragraphs (a)(1), (a)(2), and (a)(3) of this AD. (1) Revise the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) by inserting the following limitation in the AFM. This may be accomplished by inserting a copy of this AD in the AFM. "During flight, if the 'ENG DEICE FAIL' electronic indication and caution advisory system (EICAS) annunciation activates for either engine, flight into known or forecast icing conditions is prohibited." (2) Revise the Abnormal Procedures Section of the FAA-approved AFM by removing page 4, dated September 1, 1994, of section 04-12-00, and replacing it with the following. This may be accomplished by inserting a copy of this AD in the AFM. "1. Icing Conditions Exit immediately. If unable, land at nearest suitable airport." (3) Revise the Limitations Section of the FAA-approved AFM to include the following functional test. This may be accomplished by inserting a copy of this AD in the AFM. "Accomplish the following test at the applicable time specified as follows: "For airplanes equipped with air intake duct assemblies having de-icing boots with part numbers (P/N's) 29S-5D5240-21, -23, and -25: As of 24 hours after the effective date of AD 95-04-51, accomplish the functional test prior to each flight. "For airplanes equipped with air intake duct assemblies having de-icing boots with P/N's 29S-5D5240-211 (inlet lip), -231 (bypass duct), and -251 (aft ramp duct): Accomplish the functional test within 24 hours after the effective date of AD 95-04-51, and thereafter at daily intervals. "Perform a functional test of the de-icing system of the air intake ducts of the left and right engines to determine the condition of the system, in accordance with the procedures specified below. Flight crew or maintenance personnel shall perform this test. FUNCTIONAL TEST OF THE DE-ICING SYSTEM "With engines running at idle power, display and monitor the 'ICE PROTECT' system page of the electronic indication and caution advisory system (EICAS), select left and right 'ENGINE INTAKE' pushbuttons in ('ON'), for a minimum of 60 seconds. Monitor system page for normal indications of one complete boot inflation and deflation cycle. Monitor EICAS for normal messages, and absence of 'ENG DEICE FAIL' caution. After 60 seconds and observation of one complete inflation/deflation cycle, release 'ENGINE INTAKE' pushbuttons to out ('OFF') position, confirm absence of system page and EICAS cautions, and deselect 'ICE PROTECT' system page. At completion of check, 'ENGINE INTAKE'pushbuttons may be turned back on if required for departure. "If any EICAS 'ENG DEICE FAIL' annunciation is observed, or if system normal inflate and deflate cycling is not observed: The system shall be considered inoperative. Prior to further flight, the detailed visual and tactile inspections required by paragraph (b) of AD 95-04-51 must be accomplished. "If no discrepancy with the de-icing boots is found during these inspections, the de-icing system may be inoperative for a period of time not to exceed that specified in the DO-328 Master Minimum Equipment List (MMEL). Flight into known or forecast icing conditions is prohibited." (b) For airplanes equipped with air intake duct assemblies having de-icing boots with P/N's 29S-5D5240-21, -23, and -25: Accomplish paragraphs (b)(1) and (b)(2) of this AD at the times specified in those paragraphs. (1) Within 24 hours after the effective date of this AD: Perform a detailed visual inspection and atactile inspection of the de-icing boots in the air intake ducts on the engines to detect flat spots, softness, or other discrepancies, and to ensure that the edges of the de-icing boots are sealed properly, in accordance with Dornier Service Bulletin SB-328-30-020, dated March 17, 1994. (i) If no discrepancies are found and the edges of the de-icing boots are sealed properly (no debonding between the boot and the intake duct), repeat the detailed visual and tactile inspections required by paragraph (b)(1) of this AD thereafter at daily intervals. (ii) If any discrepancy is found, or if any edge of a de-icing boot is sealed improperly (debonding between the boots and the intake duct), prior to further flight, replace all three de-icing boots having P/N's 29S-5D5240-21, -23, and -25, with three new units having P/N's 29S-5D5240- 211, -231, and -251, in accordance with the procedures specified in Dornier Alert Service Bulletin ASB- 328-71-006, Revision 1, dated February 16, 1995. (2) Within 5 days after the effective date of this AD, replace all three de-icing boots having P/N's 29S-5D5240-21, -23, and -25, with three new units having P/N's 29S-5D5240-211, -231, and -251, in accordance with Dornier Alert Service Bulletin ASB-328-71-006, Revision 1, dated February 16, 1995. Following such replacement, perform the detailed visual and tactile inspections and the functional tests required by paragraphs (c) and (a)(3) of this AD, respectively, in accordance with the times and procedures specified in those paragraphs. (c) For airplanes equipped with air intake duct assemblies having de-icing boots with P/N's 29S-5D5240-211,-231, and -251: Within 7 days after the effective date of this AD, perform a detailed visual inspection and a tactile inspection of the de-icing boots in the air intake ducts on the engines to detect flat spots, softness, or other discrepancies, and to ensure that the edges of the de-icing boots are sealed properly, in accordance with the procedures specified in Dornier Service Bulletin SB-328-30-020, dated March 17, 1994. (1) If no discrepancies are found and the edges of the de-icing boots are sealed properly (no debonding between the boot and the intake duct): Repeat the detailed visual and tactile inspections required by paragraph (c) of this AD thereafter at intervals not to exceed 7 days. (2) If any discrepancy is found, or if any edge of a de-icing boot is sealed improperly (debonding between the boots and the intake duct): Prior to further flight, replace all three de-icing boots with three new units having P/N's 29S-5D5240-211, -231, and -251, in accordance with Dornier Alert Service Bulletin ASB-328-71-006, Revision 1, dated February 16, 1995; and accomplish the reporting requirement specified in paragraph (d) of this AD. (d) For airplanes equipped with air intake duct assemblies having de-icing boots with P/N's 29S-5D5240-211, -231, and -251: Within 10 days after accomplishingany inspection or functional test required by this AD, report findings of any discrepancy to the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, WA 98055-4056; fax (206) 227-1320. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (e) After the effective date of this AD, no de-icing boot having P/N 29S-5D5240-21, -23, or -25 shall be installed on any airplane. (f) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (g) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (h) The inspections and replacement shall be done in accordance with Dornier Service Bulletin SB-328-30-020, dated March 17, 1994; and Dornier Alert Service Bulletin ASB-328-71-006, Revision 1, dated February 16, 1995. 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 Dornier Deutsche Aerospace, P.O. Box 1103, D-82230 Wessling, Federal Republic of Germany. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (i) This amendment becomes effective on April 6, 1995, to all persons except those persons to whom it was made immediately effective by telegraphic AD T95-04-51, issued on February 21, 1995, which contained the requirements of this amendment.
91-20-07: 91-20-07 AIRBUS INDUSTRIE: Amendment 39-8041. Docket No. 91-NM-180-AD. Applicability: Model A300, A300-600, and A310 series airplanes equipped with an auxiliary power unit (APU) fuel feedline adapter, P/N A4937021700000 (welded configuration), certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent an APU compartment fire, accomplish the following: (a) Within 100 hours time-in-service after the effective date of this AD, and thereafter at intervals not to exceed 400 hours time-in-service; perform a dye penetrant inspection to detect cracks, rupture, or fuel leaks at the weld of the fuel feedline adapter, in accordance with Airbus Industrie All Operators Telex (AOT) 49-01, Issue 3, dated April 25, 1991: (1) If cracks, rupture, or fuel leaks are found, replace the adapter with an improved, non-welded one-piece-body adapter prior to the next APU operation, or placard the APU inoperative until the adapter isreplaced with the improved adapter, in accordance with Airbus Industrie Service Bulletin A300-49-0049, A300-49-6009, or A310-49-2012, all dated July 12, 1991, as applicable. (2) Installation of an improved, non-welded one-piece-body adapter, in accordance with the Airbus Industrie Service Bulletin A300-49-0049, A300-49-6009, or A310- 49-2012, all dated July 12, 1991, constitutes terminating action for the repetitive inspections required by paragraph (a) of this AD. (b) Within 100 hours time-in-service after the effective date of this AD, verify the correct torque values of the starter motor cable terminals and the generator cable terminals in accordance with Airbus Industrie All Operators Telex (AOT) 49-01, Issue 3, dated April 25, 1991. Correct any torque value discrepancies, prior to further flight, in accordance with the AOT. (c) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (d) 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. (e) The inspection requirements shall be done in accordance with Airbus Industrie All Operators Telex (AOT) 49-01, Issue 3, dated April 25, 1991. The replacement requirements shall be done in accordance with Airbus Industrie Service Bulletin A300-49-0049, A300-49- 6009, or A310-49-2012, all dated July 12, 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 Airbus Industrie, Airbus Support Division, Avenue Didier Daurat,31700 Blagnac, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-8041, AD 91-20-07) becomes effective on October 7, 1991.
82-12-06: 82-12-06 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-4399. Applies to Nomad Models N22B and N24A (Serial Nos. N22B/N24A-5 through 111, 114, 115, 117, 119 and 120) airplanes, certificated in any category which do not incorporate GAF Modification No. 567. COMPLIANCE: Required as indicated unless previously accomplished. To preclude failure of the rudder control system, accomplish the following: A) Within the next 25 hours time-in-service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours time-in-service from the last inspection: 1) Visually inspect, using at least a 5 power magnifier and supplemental lighting as necessary, all rudder control lever shafts, Part Nos. 1/N-45-1102, 1/N-45-1103, and 1/N-45-1104 (ref. items 6, 10, and 11, respectively GAF Illustrated Parts Catalogue (IPC) 27-20- 02, Figure 4) for cracking in the area of the welded joints between the levers and the tubular shaft. Pay particular attention tothe ends of the welds at the lever flanges. (To gain access to the rudder control lever shafts, remove rudder pedal and control column guards in the flight compartment.) CAUTION: Do not operate flight controls with components disconnected or when personnel area working in the area concerned. Injury to personnel or damage to components and structure could occur. 2) If cracks are found, before further flight, replace with new or serviceable rudder control shafts verified to be free from cracks and installed in accordance with paragraph C) of this AD. B) Within the next 100 hours time-in-service after the effective date of this AD, check the axial fit of all rod end bearings in lever shafts Part Nos. 1/N-45-1102, 1/N-45-1103 and 1/N- 45-1104. The maximum allowable clearance between rod end bearing and lever before tightening bearing bolt is .010 inch (.25 mm). Add shims or washers and change bolt length in accordance with GAF Alert Service Bulletin ANMD 27-23 dated February 17, 1982, and Revision 1 dated February 19, 1982, to achieve this. C) Discontinue the inspection per paragraph A when lever shafts Part Nos. 1/N-45- 1102, 1/N-45-1103 and 1/N-45-1104 are removed from aircraft and verified that they are free from cracks by magnetic particle inspection or dye penetrant methods. Serviceable removed or new parts should be installed in accordance with the instructions contained in Part B of GAF Alert Service Bulletin ANMD 27-23 dated February 17, 1982, and Revision 1 dated February 19, 1982. D) A special flight permit may be issued in accordance with FAR 21.197 to allow flight of the airplane to a location where this AD may be accomplished. E) The intervals between repetitive inspections required by this AD may be adjusted up to plus or minus 10 percent of the specified intervals to allow accomplishing these inspections during an established inspection. F) An alternate means of compliance with this AD may be used when approved bythe Chief, Honolulu Aircraft Certification Field Office, Northwest Mountain Region, Federal Aviation Administration, 300 Ala Moana Boulevard, Honolulu, Hawaii. This amendment becomes effective on June 17, 1982.
2020-03-22: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD was prompted by a report of fatigue cracking at certain frame tie rod locations of the wing. This AD requires repetitive inspections for cracking of the left- and right-side frame tie rod assemblies and stub beam upper chords, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products. \n\n((Page 11292))
78-10-03: 78-10-03 PIPER: Amendment 39-3212. Applies to all J-3, J-4, J-5, PA-11, PA-12, PA-14, PA-16, PA-18, PA-20 and PA-22 type aircraft. \n\n\tCompliance required within the next 10 hours in service after effective date of this AD unless already accomplished. \n\n\tIn order to prevent inadequate fuel venting, accomplish the following: \n\n\t(a)\tModify fuel caps and inspect fuel tank inlet rubber seal in accordance with Piper Service Bulletin No. 522 dated September 28, 1976, (former AD 77-09-09 Sketch 1) or approved equivalent. AD 78-10-03 \n\n\n\n\n\n\n\n\n\n\n\n\n\n\t(b)\tDrill 2 additional vent holes .098 inch diameter through locking cam of fuel cap (Sketch 2) in accordance with instructions of Piper Service Bulletin No. 573 dated February 8, 1978, or approved equivalent. \n\n\t(c)\tUpon compliance with (b), vibro-etch Part No. 60707-04 as shown in Sketch 2. \n\n\t(d)\tEquivalent alterations must be approved by Chief, Engineering and Manufacturing Branch, FAA Eastern Region. \n\n\t(Piper Service Bulletins Nos. 522 and 573 pertain to this subject.) \n\n\tAmendment 39-3212 cancels AD 77-09-09. \n\n\tThis amendment is effective May 23, 1978.
78-08-10: 78-08-10 PIPER: Amendment 39-3192. Applies to Piper Aircraft Models PA-31 and PA-31-325 NAVAJO, Serial Numbers: 31-7612040 thru 31-7812023 31-7812025 thru 31-7812035 31-7812038 thru 31-7812041 and 31-7812043 thru 31-7812047 To prevent hazards associated with the fuel selector lever becoming disconnected due to missing parts, accomplish the following within the next 10 hours in service: 1. Remove fuel control panel royalite cover and two belly access plates immediately forward of the main spar, exposing the left and right selector lever pivot attachment points. 2. Inspect each lever for the following attachment hardware (per lever): a) One (1) MS24694-S63 screw (Piper Part Number 410 050); b) One (1) MS20365-1032C nut (Piper Part Number 407 807); c) One (1) AN960-10 washer (Piper Part Number 407 564); d) Two (2) ESNA Part Number 59-022-094-0625 roll pin (Piper Part Number 480 696). NOTE: The nut, washer, and roll pins areon the aft side of the fuel control panel and are more easily viewed from the belly access holes. 3. Install any missing hardware. 4. Inspect lever operation and reinstall panel cover and access plates. 5. The aircraft may be flown in accordance with FAR 21.197 to a location where the AD can be accomplished. (Piper Service Bulletin No. 592, February 16, 1978, pertains to this subject.) This amendment is effective April 25, 1978.
63-15-01: 63-15-01 CONTINENTAL: Amdt. 592, as amended by Amendment 39-903. Applies to all E165, E185, E225, and O-470 Series Engines. (These engines may be installed in such aircraft as Beech 35 Series, Cessna 180, 182, 310 and Navion.) Compliance required at next engine top overhaul, or overhaul, which occurs first. Unless already accomplished in accordance with Continental Motors Corporation Service Bulletin No. M60-1 or AD 61-03-02, remove all exhaust valves CMC P/N 40651, 537844, 538997, or 539449, with or without revision letter suffix, and replace with exhaust valve P/N 626540. Part Number 626540 may be identified by the following: (a) The basic part number with or without revision letter suffix on the combustion surface of the head, or (b) The letter "H" or a triangle stamped or etched 0.06 high on the valve stem between the keeper groove and the end of valve on valves manufactured prior to July 1967. This supersedes AD 61-03-02. Effective July 25, 1963.Revised December 31, 1969.