Results
85-08-05: 85-08-05 PIPER: Amendment 39-5040. Applies to Models PA-31/PA-31-300 and PA-31-325 (S/Ns 31-2 through 31-8312014); PA-31-350 (S/Ns 31-5001 through 31-8352042); PA-31-350 T-1020 (S/Ns 31-8153001 through 31-8353007); PA-31P (S/Ns 31P-1 through 31P-7730012); PA-31T (S/Ns 31T-7400002 through 31T-8120104); PA-31T1 (S/Ns 31T-7804001 through 31T-8304003 and 31T-1104004 through 31T-1104006; PA-31T2 (S/Ns 31T-8166001 through 31T-8166071, 31T-8166073, and 31T-8166076) and PA-31T3 T-1040 (S/Ns 31T-8275001 through 31T-8375003) 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 preclude loss of the main and nose landing gear, accomplish the following: (a) On all applicable airplanes, remove each piston tube assembly from its strut housing in accordance with instructions in the appropriate Maintenance Manual. (1) Inspect the interior walls of each struthousing for abnormal wear or damage (gouges, scoring, ridges, non-concentric wear). Replace housing assembly if such wear or damage is indicated. (2) Remove and replace the retaining pins connecting the upper bearing to the piston tube in accordance with either paragraph (a)(4)(i) or (a)(4)(ii) of this AD. The bearing and piston tube are drilled to allow slip fit, and the pins should come out easily. Seizing or deformation of pins is an indication of the damage described in paragraph (a)(4)(i), below. (3) On Models PA-31/PA-31-300 and PA-31-325 (S/Ns 31-2 through 31-8312014); PA-31-350 (S/Ns 31-5001 through 31-8352042); PA-31P (S/Ns 31P-1 through 31P-7730012); PA-31T (S/Ns 31T-7400002 through 31T-8020088); PA-31T1 (S/Ns 31T-7804001 through 31T-8004055); PA-31T2 (S/Ns 31T-8166001 through 31T-8166013) airplanes only: Remove the upper bearing and inspect the area shown in Sketch A of Piper Service Bulletin No. 779A dated July 16, 1984. If ridges are found in the designated inspection area, replace the bearing. Inspect replacement bearings in accordance with Sketch A prior to installation. (4) Visually inspect the pin holes in the piston tube. (i) If holes are found to be elongated, deformed, chamferred, or out of tolerance (holes should be concentric with nominal dimension of .250 - .251), or if standard Piper Part Number 01821-06 or 01821-07 pins cannot be pressed easily into holes, install oversize pins in accordance with either Piper Kit 764 417 or Piper Kit 764 418. (ii) If holes are acceptable, replace pins with new harder retaining pins, Piper Part Number 01821-06 or Piper Part Number 01821-07, as applicable for the strut involved. (5) Reassemble the strut, replacing all seals, rings and wipers with new parts per applicable parts catalog and reinstall landing gear in accordance with appropriate Maintenance Manual. (b) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. (c) An equivalent method of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, ACE-115A, FAA Central Region, 1075 Inner Loop Road, College Park, Georgia 30337; telephone (404) 763-7428. This amendment becomes effective on May 20, 1985.
2023-12-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300- 600 series airplanes). This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
86-17-01: 86-17-01 PIPER AIRCRAFT CORPORATION: Amendment 39-5393. Applies to the following Piper models and serial numbers certificated in any category except those airplanes equipped with ninety (90) ampere alternators: MODELS AFFECTED: SERIAL NUMBERS AFFECTED PA-28-150/160 Cherokee 28-3378 thru 28-4377 PA-28-180 Archer 28-3378 thru 28-7505259 and 28-E13 PA-28-181 Archer II 28-7690001 thru 28-8190279, 28-8290017, 28-8290018, 28-8290028, 28-8290033, 28-8290034 and 28-8290036 PA-28-235 Cherokee 28-10720 thru 28-7710089 and 28-E11 PA-28-236 Dakota 28-7911001 thru 28-8511020 PA-28-201T Turbo Dakota 28-7921001 thru 28-7921091 PA-28R-180 Arrow I 28R-30004 thru 28R-30481, 28R-30483 thru 28R-7130013 PA-28R-200 Arrow II 28R-30482, 28R-35001 thru 28R-7635545 PA-28R-201 Arrow III 28R-7737001 thru 28R-7837317 PA-28R-201T Turbo Arrow III 28R-7703001 thru 28R-7803373 PA-28RT-201 Arrow IV 28R-7918001 thru 28R-8218026 PA-28RT-201T Turbo Arrow IV 28R-7931001 thru 28R-8631006 PA-32-260 Cherokee 32-1 thru 32-7800008 PA-32-300 Cherokee Six 32-40000 thru 32-7940290 PA-32R-300 Lance 32R-7680001 thru 32R-7880068 PA-32RT-300 Lance II 32R-7885001 thru 32R-7985105 PA-32RT-300T Turbo Lance II 32R-7787001 thru 32R-7987126 PA-32-301 Saratoga 32-8006001 thru 32-8106087 PA-32-301T Turbo Saratoga 32-8024001 thru 32-8124030 PA-32R-301 Saratoga SP 32R-8013001 thru 32R-8113094 PA-32R-301T Turbo Saratoga SP 32R-8029001 thru 32R-8129090 PA-34-200T Seneca II 34-7570001 thru 34-8170092 Compliance: Required as indicated, unless already accomplished. To prevent smoke in the cockpit and possibly complete electrical failure resulting from shorting of ammeter terminal posts, accomplish the following: (a) Within the next 50 hours time-in-service (TIS) after the effective date of this AD, replace the ammeter(s) with Ammeter Replacement Kit(s), Piper Part No. 765-186, on the above listed airplanes in accordance with the instructions contained in Piper Service Bulletin No. 811A, dated May 12, 1986. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. (c) An equivalent method of compliance if used, must be approved by the Manager, Atlanta Aircraft Certification Office, FAA, 1075 Inner Loop Road, College Park, Georgia 30337. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Piper Aircraft Corp., 2926 Piper Drive, Vero Beach, Florida 32960, or the FAA, Rules Docket, Office of Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This AD supersedes AD 80-24-03, Amendment 39-3978. This amendment becomes effective on August 21, 1986.
86-21-10: 86-21-10 PIPER AIRCRAFT CORPORATION: Amendment 39-5435. Applies to Model PA-42-1000 (S/N's 42-5527001 through 42-5527033) airplanes certificated in any category. Compliance: Required within 10 hours time-in-service after the effective date of this AD, unless already accomplished. To preclude engine flameout during landing, accomplish the following: (a) Insert copies of this AD in the Pilots Operating Handbook and FAA approved aircraft Flight Manual (POH/AFM) and operate as described herein: (1) Insert the following in the Operating Limitations Section on pages 2-n: "USE OF CONTINUOUS IGNITION" - "Ignition must be turned ON prior to landing and remain ON until the landing is completed or until climb has been established following a balked landing." (2) Insert the following in the Normal Procedures Section, pages 4-14, in the BEFORE LANDING CHECKLIST: "Ignition Switches. . . ON." (3) Insert the following in the Normal Procedures Section, pages 4-15 in the BALKED LANDING checklist and pages 4-16 in the AFTER LANDING Checklist: "Ignition Switches. . . NORMAL." NOTE: Piper Service Bulletin 816A, dated January 24, 1986, applies to the subject of this AD. (b) The requirements of paragraph (a) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 43.9 and FAR 91.173. (c) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Atlanta Aircraft Certification Office, ACE-115A, 1075 Inner Loop Road, College Park, Georgia 30337; Telephone (404) 763-7428. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Piper Aircraft Corporation, Vero Beach, Florida, or FAA, Office of the Regional Counsel, Room1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on November 13, 1986.
2002-10-03: 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), DC-9-87 (MD-87), MD-88, and MD-90-30 airplanes. This AD requires replacement of certain main landing gear (MLG) shock strut piston assemblies with new or serviceable, improved assemblies, which constitutes terminating action for the requirements of certain other ADs. This action is necessary to prevent fatigue cracking of the MLG shock strut pistons, which could result in failure of the MLG shock strut pistons during landing or jacking of the airplane, and consequent damage to the airplane structure and injury to the passengers, flightcrew, or ground personnel. This action is intended to address the identified unsafe condition.
83-11-01 R1: 83-11-01 R1 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4657 as amended by Amendment 39-4959. Applies to all SNIAS Model AS350B, AS350C, AS350D, and AS350D-1 helicopters, certificated in all categories, that have Air Cruiser flotation kits installed in accordance with STC SH4032SW or SH2825SW, and delivered by AHC prior to April 4, 1983. \n\n\tCompliance is required as indicated unless already accomplished in accordance with Aerospatiale Helicopter Corporation Service Bulletin No. SB 350-18, dated April 4, 1983. \n\n\tTo prevent possible failure of the Air Cruiser emergency flotation system, accomplish the following prior to further overwater flight. \n\n\t(a)\tReroute harness and add 1/4 inch diameter heat shrink tubing to electrical harness in accordance with Figure 1. \n\n\t(b)\tAdd 3/4 inch diameter heat shrink tubing to encase both mechanical cable and electrical harness. Assure that 3/4 inch tube overlaps 1/4 inch shrink tubing as shown in Figure 1. \n\n\t(c)Install four supporting clamps, P/N MS21919WDG2, on each float bottle valve assembly side plate (drill and fit per Figure 1). \n\n\t(d)\tInstall three clamps, P/N MS21919WDG36, on each cross tube to support squib harness (reference Figure 2). Ground strap is to be clamped at the lowest point on cross tube that will allow float to be pivoted between operating and ground handling position. \n\n\t(e)\tInspect the harness installation and perform the electrical test described in Air Cruiser's Overhaul Manual, reference 25.60.93, page 706, or FAA approved equivalent. \n\n\t(f)\tMaterials necessary to complete the modification are listed below. \n\n\n\nDESCRIPTION\nPART NUMBER \nSOURCE\nQUANTITY \nRivet\nMS20470AD3-4\nStd. hdw\n4 \nBracket\nAN743-13\nStd. hdw\n2 \nClamp\nMS21919WDG2\nStd. hdw\n8 \nClamp\nMS21919WDG36\nStd. hdw\n6 \nScrew\nNAS603-9P\nStd. hdw\n4 \nWasher\nAN960-10L\nStd. hdw\n4 \nNut\nMS21044N3\nStd. hdw\n4 \nHeat Shrink Tubing\n3/4 Inch\nRaychem\n10 ft.\n\n\n(Mouser Alt) \n\nHeatShrink Tubing\n1/4 Inch \nRaychem\n3 ft.\n\n\n(Mouser Alt)\n\n\n\t\tAmendment 39-4657 became effective June 13, 1983. \n\t\tThis Amendment 39-4959 becomes effective December 20, 1984. \n\n\n\n\t\t\t\t\t\tFIGURE 1, PART 1 \n\t\t\t\t\t\t AD 83-11-01 \n\n\n\n\nHeat Shrink Tubing to Extend Inboard Past \nClamp on Cross Tube. (High & Low Skid Gear) \n\n\n\tNOTE: \n\t\tGround strap to be clamped at lowest point on \n\t\tCross tube that will allow float to be pivoted \n\t\tbetween operating and ground handling position. \n\t\tDo not clamp or otherwise secure ground strap to \n\t\tmech. control & elect wire bundle except where \n\t\tboth can be clamped together on cross tube. \n\nFIGURE 2 \nAD 83-11-01
2023-12-09: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by reports that, during instrument landing system (ILS) approaches, the flight control system reverted from primary flight control computer (PFCC) normal mode operating in autopilot to remote electronics unit (REU) direct mode, and then, after a period of time, to PFCC direct mode. This AD requires installation of a PFCC software update; and a records review or detailed inspection to identify pre-existing repairs or damage within certain limits to certain structures, and obtaining and following additional instructions, if necessary, as specified in a Transport Canada AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2011-02-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: When there are significant differences between all airspeed sources, the flight controls of an Airbus A330 or A340 aeroplane will revert to alternate law, the autopilot (AP) and the auto-thrust (A/THR) automatically disconnect, and the Flight Directors (FD) bars are automatically removed. It has been identified that, after such an event, if two airspeed sources become similar while still erroneous, the flight guidance computers will: --Display FD bars again, and --Enable autopilot and auto-thrust re-engagement However, in some cases, the autopilot orders may be inappropriate, such as possible abrupt pitch command. * * * * * The unsafecondition is the potential for abrupt pitch command which may lead to unexpected maneuvers of the airplane and cause injuries of the crew and passengers, as well as reduced controllability of the airplane, and increased pilot workload. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2002-10-05: This amendment supersedes an existing airworthiness directive (AD), applicable to MD Helicopters Inc. Model MD-900 helicopters, that currently requires inspecting the main rotor upper hub (hub) assembly drive plate attachment flange (flange), determining the torque of each flange nut (nut), and if a crack is found, before further flight, replacing the hub assembly. In addition to the current requirements, this action requires visually inspecting the outer surface of the flange at specified intervals, removing the drive plate and visually inspecting the flange for a crack at specified intervals, and replacing any unairworthy hub assembly. This amendment is prompted by reports that cracks starting at the drive plate attachment holes were found in the hub. The actions specified by this AD are intended to detect a crack in the flange and to prevent failure of the hub assembly, loss of drive to the main rotor, and subsequent loss of control of the helicopter. \n\n\tThe incorporationby reference of certain publications listed in the regulations was approved previously by the Director of the Federal Register as of May 1, 2001 (66 FR 19383, April 16, 2001).
83-14-05: 83-14-05 PIPER: Amendment 39-4685. Applies to Model PA-34-200 (S/N 34-7350343 through 34-7450220) airplanes and (S/N 34-7250001 through 34-7350342) airplanes that have exhaust systems installed in accordance with Piper Service Letter No. 673 and Piper Kit 760-764V, certificated in any category. Compliance: Required as indicated unless already accomplished: To prevent possible power loss or engine stoppage due to blockage of the muffler exit by a failed heat exchanger cone shaped baffle, accomplish the following: a) Within the next 50 hours time-in-service after the effective date of this AD or prior to the accumulation of 1050 hours time-in-service on the heat exchanger/tailpipe assemblies, whichever occurs later and thereafter at intervals not exceeding 100 hours time-in- service: 1) Remove the right and left engine cowling. 2) Remove the coupling at the inlet end of the tailpipe and disconnect the supports at the opposite ends and remove the tailpipeassembly. 3) Drill a 0.50 inch diameter hole in the center tip of the cone shaped deflector. To simplify this procedure, fabricate a drill guide of phenolic or wood about 2.z0 inches in diameter. A suitable size pilot hole can be drilled in the center of the guide and subsequently in the cone shaped deflector. Enlarge the holes until the final size of 0.50 inch diameter has been achieved in the cone shaped deflector. 4) Boroscope each heat exchanger through the 0.50 inch diameter hole. If there are cracks or buckles in the baffle tube assembly, prior to further flight replace the heat exchanger/tailpipe assembly. b) Airplane time-in-service shall be used for heat exchanger/tail pipe time-in-service unless the airplane maintenance records establish a different time-in-service for this component. When the heat exchanger/tailpipe assembly is replaced with a new part, the replacement assembly may accumulate 1,000 hours time-in-service before complying with the initialand 100 hour repetitive inspections required by this AD. c) The time intervals between the repetitive inspections required by this AD may be adjusted up to 10 hours time-in-service to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. d) Airplanes may be flown in accordance with FAR 21.197, 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, Atlanta Aircraft Certification Office, FAA, 1075 Inner Loop Road, College Park, Georgia 30337. Piper Aircraft Corporation Service Bulletin 762 dated May 26, 1983, pertains to the subject matter of this AD. This amendment becomes effective on July 20, 1983.