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98-12-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A320-111 series airplanes. This amendment requires repetitive inspections to detect cracking around the attachment holes for the access panels in the lower skin of the wing; and repair, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to detect and correct such cracking, which could result in reduced structural integrity of the airplane.
93-07-11: 93-07-11 MITSUBISHI HEAVY INDUSTRIES, LTD.: Amendment 39-8543. Docket No. 92-CE-49-AD. Applicability: The following model and serial number airplanes, certificated in any category: Models Serial Numbers MU-2B-25, MU-2B-26, MU-2B-26A, and MU-2B-40 313SA, 321SA, and 348SA through 459SA MU-2B-35, MU-2B-36, MU-2B-36A, and MU-2B-60 652SA, 661SA, and 697SA through 1569SA Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent excessive control wheel force caused by extreme elevator nose-down trim deflection, which could result in loss of control of the airplane, accomplish the following: (a) Reduce the maximum deflection of the elevator nose-down trim to a 1-degree to 3-degree range in accordance with the INSTRUCTIONS section of Mitsubishi Service Bulletin No. 079/27-010, dated August 28, 1992. (b) Special 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. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita Aircraft Certification Office. (d) The modification required by this AD shall be done in accordance with Mitsubishi Service Bulletin No. 079/27-010, dated August 28, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1CFR Part 51. Copies may be obtained from Mitsubishi Heavy Industries, Ltd., Nagoya Aerospace Systems, 10, Oyecho, Minato-Ku, Nagoya, Japan; or the Beech Aircraft Corporation, 9709 East Central, Wichita, Kansas 67201. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on June 1, 1993.
2019-25-12: The FAA is superseding Airworthiness Directive (AD) 2016-18- 02, which applied to certain The Boeing Company Model 777-200 and - 300ER series airplanes. AD 2016-18-02 required replacing the low- pressure oxygen flex hoses with new non-conductive low-pressure oxygen flex hoses in the gaseous passenger oxygen system in airplanes equipped with therapeutic oxygen. This AD retains those actions and adds actions for certain airplanes. AD 2016-18-02 was prompted by the determination that the low-pressure oxygen flex hoses in the gaseous passenger oxygen system can potentially be conductive. This AD was further prompted by the determination that the associated service information is inadequate for certain airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
80-24-02: 80-24-02 DEHAVILLAND: Amendment 39-3973. Applies to all model DHC-2 aircraft. Compliance is required as indicated. To preclude wing/aileron flutter due to cracks and loose rivets in the aileron differential mount structures (located in the forward cabin roof), when combined with loose control cables or improperly balanced ailerons, accomplish the following: (a) On airplanes in which the aileron differential mount structure incorporates channel P/N C2CF623ND, within the next 100 hours in service, unless already accomplished within the last 500 hours in service, and thereafter at intervals not exceeding 600 hours in service, inspect channel P/N C2CF623ND and angles P/N C2CF627ND/628ND for damage, cracks and loose rivets. Repair, if necessary in accordance with DeHavilland Aircraft of Canada, Limited, Engineering Service Bulletin Series "B". No. 28 supplement dated March 22, 1963, or an FAA approved equivalent. (b) On airplanes in which the aileron differential mount structure incorporates channel P/N C2CF1265ND, within the next 100 hours in service, unless already accomplished, inspect, repair and modify in accordance with the DeHavilland Aircraft of Canada, Limited, Engineering Bulletin Series "B", No. 28 dated March 1, 1963, or an FAA approved equivalent. (c) On all airplanes, within the next 100 hours in service, unless already accomplished, ensure that the aileron cable tension is in accordance with the DeHavilland Aircraft of Canada, Limited, Service Bulletin No. 2/27, Revision A, dated August 15, 1980, and that the aileron is balanced within the limits contained in the DHC-2 repair manual, or an FAA- approved equivalent. (d) Equivalent inspections, alterations and replacement parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (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. This amendment supersedes AD 63-16-02. This amendment is effective November 20, 1980.
76-04-11: 76-04-11 PIPER: Amendment 39-2532. Applies to Models PA-31, PA-31-300, and PA- 31-325, Serial Numbers 31-2 through 31-7612009; Model PA-31-350, Serial Numbers 31-5001 through 31-7612018; Model PA-31P, Serial Numbers 31P-1 through 31P-7630001 and 31P-7630003; Model PA-31T, Serial Numbers 31T-7400002 through 31T-7620002, 31T-7620004, 31T-7620005 and 31T-7620007, certificated in all categories. To prevent possible hazards in flight associated with loose bolts which attach the control shaft collar to the control shaft tube, accomplish the following within the next fifty hours in service from the effective date of this AD unless previously accomplished. (a) Alter the attachment of the control shaft collar to the control shaft tube in accordance with Piper Service Letter No. 643 and the directions contained in paragraphs one through eight of the "Instructions" section of Piper Service Bulletin No. 487 or approved equivalent alteration. Equivalent alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective March 5, 1976.
64-07-03: 64-07-03 FLOTTORP: Amdt. 700 Part 507 Federal Register March 11, 1964. Applies to All F12A-3 and F12A-5 Series Propellers with FS200-1 Propeller Spinner. Compliance required as indicated. Within 15 hours' time in service after the effective date of this AD, accomplish the following rework unless already accomplished: Remove the six AN 4H7A bolts attaching the 248-1 spinner bulkhead to the propeller flange and reinstall six shorter AN 4H6A bolts. The old AN 960-416L washers may be reused. Torque bolts to 70 to 90 inch- pounds. Safety wire all boltheads with MS20995-C32 safety wire. This directive effective April 10, 1964.
2019-25-15: The FAA is adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F28 Mark 0100 airplanes. This AD was prompted by reports of smoke in the flight deck, in conjunction with the loss of electrical power. This AD requires replacement of affected generator power transfer contactors (GPTCs), essential bus transfer contactors (EBTCs), and auxiliary power transfer contactors (APTCs), 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.
2019-25-14: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-300ER and 777F series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the fuselage stringers, stringer splices, and skin splice straps are subject to widespread fatigue damage (WFD). This AD requires repetitive detailed inspections of certain stringer splices and skin splice straps for any cracks, repetitive high frequency eddy current (HFEC) inspections of certain stringers and stringer splices for any cracks, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
75-23-03: 75-23-03 ALEXANDER SCHLEICHER SEGELFLUGZEUGBAU: Amendment 39- 2414. Applies to Ka2B, Ka6, Ka6B, Ka6BR, Ka6C, Ka6CR, K7, K8, and AS-K13 gliders all serial numbers, certificated in all categories. Compliance is required as indicated. To prevent structural failure of the elevator and loss of elevator control accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished, remove the elevator from the glider and visually inspect the glue joint between nose rib No. 1 and the nose plywood skin on both elevator halves by probing with a small penknife. (b) If insufficient glue adhesion is determined in accordance with good aeronautical practices, before further flight, remove elevator rib No. 1 in its entirety, prepare for new glue joint by roughing the surfaces to be glued, reinstall rib No. 1 by regluing, and cover joints between rib No. 1 and nose skin with fabric to protect joint against moisture.This amendment becomes effective November 14, 1975.
75-22-14: 75-22-14 PIPER: Amendment 39-2394. Applies to Model PA-31P aircraft equipped with Hartzell Model HC-C3YN-2L or HC-C3YN-2LF propellers, certificated in all categories. Compliance required as indicated unless already accomplished. In order to prevent propeller overspeeding and loss of feathering capability due to low propeller air dome pressure, accomplish the following: 1. Within 10 hours time in service after the effective date of this AD, incorporate the following temporary instructions into the PA-31P FAA approved Airplane Flight Manual as indicated. Section III A8 Normal Operating Procedures, Engine Run-up f. Check feathering at 1000 plus or minus 20 RPM. Observe positive feathering action as evidenced by a 300 RPM drop within approximately 5 seconds. If propeller air charge is low or zero, feathering check will be sluggish or slow and no further flight shall be attempted. Refer to applicable airplane and propeller service manuals for corrective action.Section III C18 Emergency Procedures - Propeller Overspeed In-Flight a. Symptoms: (1.) RPM control may be sluggish, particularly in the direction of reducing RPM. (2.) Slight overspeed or poor synchronization at the upper end of the cruising speed range. b. Corrective Action: (1.) Control Prop overspeed by immediately reducing airspeed to approximately 135 MPH by nosing-up slightly with a simultaneous slow throttle reduction to 20- 25" manifold pressure. Do not allow airspeed to fall below best single engine rate of climb speed. Reduction of prop speed can be assisted with prop control in the "feather detent" position. Therefore, if overspeed is above the red line (2133 RPM), select feather until prop speed drops below red line, then move control out of feather position. (2.) Set propeller control to desired speed, preferably 2000 RPM or less to provide a margin below red line RPM for further surges with power/airspeed changes. (3.) Slowlyadd throttle to regain power without overspeeding the propeller. Once proper RPM is recovered, hold airspeed well below that at which the overspeed occurred, preferably below 150 MPH. Use landing gear and/or flaps to increase drag for descent and maintain a manifold pressure of at least "20". Once control of propeller speed is regained, flight can be continued at reduced airspeed. With slow throttle changes at reduced airspeed, the engine will provide climb power without overspeeding. CAUTION Do not shut down the engine in flight since the propeller will not feather without air charge; and high drag will result from the windmilling propeller. If inadvertently shut down, the engine should be restarted carefully with low RPM setting and closed throttle; airspeed should be slightly above best single engine rate of climb speed to minimize RPM surge upon starting. 2. Within 30 days after the effective date of this AD, replace the subject propellers with Hartzell Model HC-C3YN-2LU or HC-C3YN-2LUF as applicable. NOTE: Hartzell propeller Models HC-C3YN-2L and HC-3YN-2LF may be converted to Models HC-C3YN-2LU an HC-C3YN-2LUF, which incorporate feathering springs in accordance with Hartzell Service Instruction No. 102. 3. Upon installation of feathering spring propellers per paragraph 2 above, the temporary AFM instructions specified in paragraph 1 above are no longer required. 4. Aircraft may be flown to a base where the maintenance required by this Airworthiness Directive is to be performed per FAR's 21.197 and 21.199. Piper Service Bulletin No. 458 and Hartzell Service Bulletin No. 111 also pertain to this subject. 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). All persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Piper Aircraft Corporation, Service Department, Lock Haven, Penn. 17745. These documents may also be examined at the Engineering and Manufacturing Branch, Federal Aviation Administration, Eastern Region, Federal Building, John F. Kennedy International Airport, Jamaica, New York 11430. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Eastern Region Headquarters. This amendment is effective October 24, 1975.