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72-17-05: 72-17-05 PIPER AIRCRAFT: Amendment 39-1499. Applies to Model PA-28-180 airplanes, Serial Nos. 28-4378 to 28-5859 inclusive, 28-7105001 to 28-7105122 inclusive; Model PA-28R-180 airplanes, Serial Nos. 28R-30005 to 28R-31270 inclusive, 28R-7130001 to 28R-7130005 inclusive; Model PA-28R-200 airplanes, Serial Nos. 28R-35001 to 28R-35820 inclusive, 28R-7135001 to 28R-7135102 inclusive; Model PA-28-235 airplanes, Serial Nos. 28-11040 to 28-11378 inclusive, 28-7110001 to 28-7110011 inclusive; Model PA-32-260 airplanes, Serial Nos. 32-1111 to 32-1297 inclusive, 32-7100001 to 32-7100017 inclusive; Model PA-32-300 airplanes, Serial Nos. 32-40566 to 32-40974 inclusive, 32-7140001 to 32-7140049 inclusive. Compliance required within the next 100 hours time in service after effective date of the Airworthiness Directive unless already accomplished. Modify the Electric Trim Switch P/N 800452-00 to -01 in accordance with Piper Kit No. 760-517V for the PA-28 series airplanes and the PA-32 series airplanes as referenced in Piper Service Bulletin No. 332 dated April 16, 1971 or equivalent method approved by Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. This amendment becomes effective August 15, 1972.
95-09-10: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-9-80 series airplanes and Model MD-88 airplanes. This action requires an inspection to detect chafing of or damage to the wire bundle in the overhead switch panel of the cockpit, application of spiral wrap to the wire bundle, and corrective actions, if necessary. This amendment is prompted by reports of chafed and shorted wires that resulted in smoke emanating from the overhead switch panel of the cockpit. The actions specified in this AD are intended to prevent the potential for fire and uncontrolled smoke throughout the cockpit as a result of chafing and shorting in the electrical wire bundles.
93-01-15: 93-01-15 MCDONNELL DOUGLAS: Amendment 39-8469. Docket 91-NM-220-AD. Supersedes AD 87-14-06, Amendment 39-6330. \n\n\tApplicability: Model DC-8 airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo ensure the continuing structural integrity of these airplanes, accomplish the following: \n\n\t(a)\tWithin one year after August 10, 1987 (the effective date of AD 87-14-06, Amendment 39-5631), incorporate a revision into the FAA-approved maintenance inspection program which provides for inspection of the Principal Structural Elements (PSE's) defined in Section 2 of Volume I of McDonnell Douglas Report No. L26-011, "DC-8 Supplemental Inspection Document (SID)," dated December 1985, in accordance with Section 2 of Volume III of that document. The non-destructive inspection techniques set forth in Volume II of the SID provide acceptable methods for accomplishing the inspections required by this AD. All inspection results, negative or positive, must be reported to McDonnell Douglas, in accordance with the instructions of Section 2 of Volume III of the SID. 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. \n\n\t(b)\tWithin 6 months after the effective date of this AD replace the revision of the FAA-approved maintenance inspection program required by paragraph (a) of this AD with a revision that provides no less than the required inspection of the Principal Structural Elements (PSE's) defined in Sections 2 and 3 of Volume I of McDonnell Douglas Report No. L26-011, "DC-8 Supplemental Inspection Document (SID)," dated March 1991, in accordance with Section 2 of Volume III-91, dated April 1991, of that document. The non-destructive inspection techniques set forth in Sections 2 and 3 of Volume II,dated March 1991, of that SID provide acceptable methods for accomplishing the inspections required by this AD. All inspection results, negative or positive, must be reported to McDonnell Douglas, in accordance with the instructions of Section 2 of Volume III-91 of the SID. Information collection requirements contained in this regulation have been approved by the 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. \n\n\t(c)\tCracked structure detected during the inspections required by paragraphs (a) and (b) of this AD must be repaired before further flight, in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate. \n\n\t(d)\tAn 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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(f)\tCertain inspections and reporting shall be done in accordance with McDonnell Douglas Report No. L26-011, "DC-8 Supplemental Inspection Document (SID)," dated December 1985, as indicated. This incorporation by reference was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of August 10, 1987 (54 FR 25591, July 8, 1987). Certain other inspections and reporting shall be done in accordance with McDonnell Douglas Report No. L26-011, "DC-8 Supplemental Inspection Document (SID)," Volume I, Revision 3, dated March 1991; Volume II, Revision 5, dated March 1991; and Volume III-91, dated April 1991. Volume I (Revision 3, dated March 1991) and Volume II (Revision 5, dated March 1991) of McDonnell Douglas Report No. L26-011, "DC-8 SID," contain the following list of effective pages: \n\n\n\nVolume\nShown On\n"List of Effective Pages"\t\n\nRevision Level Shown on Page \n\nDate Shown on Page \nVolume I\nList of Effective Pages A, B, C\n 3\t\nMarch 1991\n\n\n\n\nVolume II\nList of Effective Pages A, B, C, D, E, F, G, H, I, J, K, L \n 5\t\nMarch 1991 \n\t\t\nThis 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications -Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(g)\tThis amendment becomes effective on February 26, 1993.
82-22-04: 82-22-04 SHORT BROTHERS LIMITED: Amendment 39-4482. Applies to Model SD3-30 airplanes serial numbers SH3002-SH3071 inclusive, SH3073, SH3075, SH3077, and SH3078. Compliance required within the next 100 hours time in service after the effective date of this AD unless already accomplished. To prevent window transparency penetration by propeller ice: 1. Replace the right outer window transparency immediately aft of the propeller plane with a transparency of increased thickness in accordance with paragraph 2, "Accomplishment Instructions," of Short Brothers Limited Service Bulletin SD3-56-02 dated November 5, 1981. 2. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. 3. 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 modificationsrequired by this AD. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). This amendment becomes effective November 8, 1982.
2019-23-05: The FAA is superseding Airworthiness Directives (ADs) 2016-01- 16, 2017-19-03, and 2018-19-05, which applied to Dassault Aviation Model MYSTERE-FALCON 900 airplanes. Those ADs require revising the maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and/or airworthiness limitations. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. Since AD 2018-19-05 was issued, the FAA has determined that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
72-14-07: 72-14-07 PIPER: Amdt. 39-1478. Applies to the following airplanes certificated in all categories: PA-28-140 Serial Nos. 28-20001 thru 28-7225389 PA-28-150/-160/-180 Serial Nos. 28-03 and 28-1 thru 28-7205256 PA-28-235 Serial Nos. 28-10001 thru 28-7210018 PA-28R-180 Serial Nos. 28R-30002 thru 28R-7130013 PA-28R-200 Serial Nos. 28R-35001 thru 28-R-7235217 PA-32-260 Serial Nos. 32-03, 32-04 and 32-1 thru 32-7200031 PA-32-300 Serial Nos. 32-15, 32-21 and 32-40000 thru 32-7240103 PA-34-200 Serial Nos. 34-E4 and 34-7250001 thru 34-7250242 Compliance required within the next 100 hours time in service after the effective date of this AD, unless already accomplished. To insure properly tightened bolts on the stabilator hinge attachment fittings, which are secured to the aft fuselage bulkhead, accomplish the following: (a) Remove tail cone fairing and closeout panel from aft fuselage bulkhead to gain access to the twelve (12) fitting attachment nuts.There are six bolts and nuts per fitting. (b) Inspect around bolt holes in bulkhead and fitting for cracks, deformation, or other damage. (c) Torque nuts to a value of 35-40 inch pounds and reinstall closeout panel and tail cone fairing. Piper Service Letter No. 614 pertains to this same subject. This amendment becomes effective 7 July 1972.
93-14-19: 93-14-19 BOEING: Amendment 39-8644. Docket 92-NM-65-AD. \n\n\tApplicability: Model 767 series airplanes, line numbers 1 through 488, inclusive; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent separation of the trailing edge wedges of the leading edge slats from the airplane, accomplish the following: \n\n\t(a)\tPerform either a visual and a "Coin-Tap" inspection, or a visual and an ultrasonic inspection, of the trailing edge wedges of the leading edge slats in accordance with Boeing Service Bulletin 767-57A0039, Revision 1, dated October 15, 1992, and in accordance with the schedule specified in paragraph (a)(1) or (a)(2) of this AD, as applicable: \n\n\t\t(1)\tFor airplanes that have accumulated less than 12,000 total flight hours as of the effective date of this AD, accomplish the initial inspections at the earlier of the times specified in paragraphs (a)(1)(i) and (a)(1)(ii) of this AD. \n\n\t\t\t(i)\tPrior to the accumulation of 13,000 flight hours; or \n\n\t\t\t(ii)\tWithin 5,000 flight hours or 15 months after the effective date of this AD, whichever occurs first. \n\n\t\t(2)\tFor airplanes that have accumulated 12,000 or more total flight hours as of the effective date of this AD, accomplish the initial inspections within 1,000 flight hours after the effective date of this AD. \n\n\t(b)\tIf no disbonding is detected during the inspections required by paragraph (a) of this AD, repeat the inspections at intervals not to exceed 5,000 flight hours. After 2 consecutive repetitive inspections of the slat wedge are accomplished during an elapsed period of time not less than 6,000 flight hours since the performance of the inspections required by paragraph (a) of this AD, and during which no damage is found, the inspections required by this paragraph may be discontinued for that slat wedge. \n\n\tNOTE: Inspections finding no slat wedge damage but accomplished sooner than the specified period of 6,000 flight hours will not be accepted as terminating action. \n\n\t(c)\tIf disbonding is detected during any inspection required by paragraph (a) or (b) of this AD, prior to further flight, repair the disbonded area in accordance with paragraph (c)(1) or (c)(2) of this AD, as applicable: \n\n\t\t(1)\tRepair the disbonded area using the "permanent" repair method in accordance with paragraph (c)(1)(i) or (c)(1)(ii) of this AD, as applicable. \n\n\t\t\t(i)\tRepair using the "permanent" repair method specified in the 767 Structural Repair Manual (SRM), Section 57-43-02. \n\n\t\t\t(ii)\tIf damage goes into the dense core area, or if there is no applicable SRM repair, repair the disbonded area in accordance with a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t\t(2)\tIf the disbonded area is within the limits specified in paragraph J., Section III, "Accomplishment Instructions," of Boeing Service Bulletin 767-57A0039, Revision 1, dated October 15,1992, operators may repair the disbonded area using the time-limited repair method in accordance with that paragraph of the Service Bulletin. \n\n\t\t\t(i)\tWithin 500 flight hours after accomplishing the time-limited repair, and thereafter at intervals not to exceed 500 flight hours until the permanent repair specified in paragraph (c)(1) of this AD is accomplished, inspect the repaired area in accordance with Boeing Service Bulletin 767-57A0039, Revision 1, dated October 15, 1992. \n\n\t\t\t(ii)\tThe permanent repair must be installed within 5,000 flight hours after installation of the time-limited repair, or prior to further flight if the disbond grows beyond the doubler edges of the slat wedge, whichever occurs first. \n\n\t(d)\tAfter accomplishment of any permanent repair in accordance with paragraph (c) of this AD, continue the inspections required by paragraph (a) of this AD at intervals not to exceed 5,000 flight hours. After 2 consecutive repetitive inspections of the slat wedge are accomplished during an elapsed period of time not less than 6,000 flight hours since accomplishment of the permanent repair, and during which no damage is found, the inspections required by this paragraph may be discontinued for that slat wedge. \n\n\tNOTE: Inspections finding no slat wedge damage but accomplished sooner than the specified period of 6,000 flight hours will not be accepted as terminating action. \n\n\t(e)\tReplacement of the slat wedge with a new more corrosion-resistant slat wedge, in accordance with Boeing Service Bulletin 767-57A0039, Revision 1, dated October 15, 1992, constitutes terminating action for the inspection requirements of this AD for that slat wedge. \n\n\t(f)\tAn 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, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(g)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(h)\tThe inspections, repair, and replacement shall be done in accordance with Boeing Service Bulletin 767-57A0039, Revision 1, dated October 15, 1992. 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(i)\tThis amendment becomes effective on September 2, 1993.
2019-23-03: The FAA is superseding Airworthiness Directives (AD) 2017-19- 14 and AD 2014-16-27, which apply to certain Dassault Aviation Model FALCON 900EX airplanes. Those ADs require revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and/or airworthiness limitations. Since the FAA issued AD 2017-19-14 and AD 2014-16-27, the FAA determined that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
98-19-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires modification of certain fastener holes on the outer frames of the fuselage, and installation of new, improved fasteners. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fatigue cracking of certain fastener holes on the outer frames of the fuselage, which could result in reduced structural integrity of the airplane.
2019-22-11: The FAA is superseding Airworthiness Directive (AD) 2009-09- 02, which applied to certain Bombardier, Inc., Model DHC-8-400 series airplanes. AD 2009-09-02 required repetitive inspections for damage of certain main landing gear (MLG) forward stabilizer brace assemblies, repetitive inspections for cracking of both MLG forward stabilizer braces, liquid penetrant inspections for cracking, and corrective actions if necessary. This AD retains the existing actions and also requires installation of an elbow restrictor. This AD was prompted by reports of failures of the aft hinge of the MLG forward stabilizer brace due to fatigue cracks. The FAA is issuing this AD to address the unsafe condition on these products.