Results
2001-06-06: This amendment adopts a new airworthiness directive (AD) that applies to certain Cessna Aircraft Company (Cessna) Model 172 airplanes. This AD requires you to inspect the main landing gear pivot assemblies for cracks, replace any cracked main landing gear pivot assemblies, and install new bushings on the pivot assembly shaft. This AD is the result of many service difficulty reports of cracked main landing gear pivot assemblies on the affected airplanes. The actions specified by this AD are intended to detect, correct, and prevent future cracks on the original design landing gear pivots. Cracked main landing gear pivots could fail resulting in gear-up landings or loss of braking.
2001-06-05: This amendment adopts a new airworthiness directive (AD) that applies to certain SOCATA - Groupe AEROSPATIALE (Socata) Model TBM 700 airplanes equipped with Option No. OPT 70-35-001 (gaseous oxygen system). This AD requires you to incorporate a modification that relocates the oil breather vent location. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to prevent oil from entering the gaseous oxygen system service compartment. Such oil contamination could result in a fire or explosion.
80-12-03: 80-12-03 PIPER AIRCRAFT CORPORATION: Amendment 39-3783. Applies to Model PA-44-180, Serial Numbers 44-7995001 through 44-8095020, airplanes certificated in all categories. Compliance is required within the next 50 hours time in service after the effective date of this AD, unless already accomplished. To prevent nose landing gear retraction during landing rollout or ground operations, accomplish the following: a. Replace the nose landing gear downlock hook and bushing in accordance with Piper Aircraft Corporation Service Bulletin No. 678, dated March 24, 1980, and Piper Service Kit No. 764-010V, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. b. Make appropriate maintenance record entry. This amendment becomes effective June 3, 1980.
79-03-02: 79-03-02 PIPER: Amendment 39-3402 as amended by Amendment 39-3777. Applies to Piper Model PA-38-112 Serial Nos. 38-78A0001 thru 38-80A0063 certificated in all categories. To prevent vertical movement of the bottom rudder hinge bearing and possible interference between the bottom surface of the rudder fairing tip and the vertical fin top surface, accomplish the following: (a) Within the next 25 hours in service after the effective date of this AD: (1) Deflect the rudder so that the bottom hinge is accessible. (2) Inspect the bottom hinge bracket for a loose bearing, which will be evident by any portion of the bearing outer-race protruding below the lower surface of the bracket. (3) If a loose bearing is indicated, install Piper Kit 763 881 or equivalent, before further flight. (b) Within the next 50 hours of service, after the effective date of this AD, unless already accomplished, install Piper Kit 763 881 or equivalent. (c) The affected airplane may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. (d) Equivalent inspections, repairs and alterations must be 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. Piper Service Bulletin No. 613, dated August 11, 1978, pertains to this subject. Amendment 39-3402 was effective January 31, 1979. This Amendment 39-3777 is effective May 28, 1980.
2007-11-07: The FAA is superseding an existing airworthiness directive (AD) that applies to all Model 737-100, -200, -300, -400, and -500 series airplanes. The existing AD currently requires repetitive detailed inspections for damage of the electrical wire and sleeve that run through a conduit in the fuel tank to the fuel boost pump, and related investigative and corrective actions; as applicable. This new AD removes certain inspection requirements. This new AD adds repetitive detailed inspections for damage of the electrical wire and sleeve that run to the fuel boost pump through a conduit in the fuel tank, and arcing damage of the conduit and signs of fuel leakage into the conduit; replacement of the sleeve with a new, smaller-diameter sleeve; and related investigative and corrective actions, as applicable. This AD also adds airplanes to the applicability. Accomplishment of the initial new inspection and the sleeve installation terminates the requirements of the existing AD. This new ADresults from a report of a fuel tank explosion on a Model 727-200F airplane on the ground, and a report of chafed wires and a damaged power cable sleeve of a fuel boost pump discovered during an inspection on a Model 737-300 airplane. We are issuing this AD to detect and correct chafing of the fuel boost pump electrical wiring and leakage of fuel into the conduit, and to prevent electrical arcing between the wiring and the surrounding conduit, which could result in arc-through of the conduit, and consequent fire or explosion of the fuel tank. \n\n\nDATES: This AD becomes effective June 6, 2007. \n\n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of June 6, 2007. \n\n\tOn November 12, 1999 (64 FR 54763, October 8, 1999), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 737-28A1120, Revision 2, dated November 26, 1998. \n\n\tOn October 15, 1998 (63 FR 52152, September 30, 1998), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 737-28A1120, Revision 1, dated May 28, 1998. \n\n\tOn June 29, 1998 (63 FR 34271, June 24, 1998), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 737-28A1120, dated April 24, 1998, as revised by Notice of Status Change NSC 01, dated May 7, 1998, Notice of Status Change NSC 02, dated May 8, 1998, and Notice of Status Change NSC 03, dated May 9, 1998. \n\n\tWe must receive any comments on this AD by July 23, 2007.
2004-18-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727, 727C, 727-100, -100C, and -200 series airplanes. This amendment requires an inspection of the forward trunnion attach fittings of the main landing gear (MLG), inspections of the attach fitting holes of the forward trunnion attach fittings if necessary, replacement of the forward trunnion attach fittings if necessary, and corrective actions if necessary. This action is necessary to detect and correct cracks and corrosion on the attach fitting holes of the forward trunnion attach fittings of the MLG, which could result in the collapse of the MLG. This action is intended to address the identified unsafe condition.
64-13-02: 64-13-02 FAIRCHILD: Amdt. 735 Part 507 Federal Register May 23, 1964. Applies to all Model F-27 Series Aircraft with Dowty Main Landing Gear Outer Cylinders P/N's 9010Y3, 9017Y1, 200020.609, 2.00021.241, 200021.276, 200042.302, 2.00042.303, 2.00042.601, and 2.00042.618. Compliance required as indicated. Due to failures of main landing gear outer cylinder torque link attach lugs, to which the upper torque link, Dowty P/N C9027Y3 is attached, the following measures are required: (a) Outer cylinders which have accumulated 8,000 or more landings as of the effective date of this AD, but have not been modified in accordance with either Fairchild Service Bulletin No. 32-41A dated April 5, 1961, or Dowty Service Bulletins No. 32-15 dated October 1961, or No. 32-11 issued August 1961, revised December 1962, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, must be inspected as follows: (1) Conduct a daily visual inspection for cracks in the vertical radii on the inboard and outboard sides of the main cylinder lug. (2) Inspect the area specified in (a)(1) using dye penetrant method or FAA approved equivalent inspection within the next 50 landings after the effective date of this AD, unless already accomplished within the last 250 landings, and every 300 landings after such inspection. (3) If cracks are found the following shall be accomplished: (i) A crack that can be removed by reworking the outer cylinder in accordance with Fairchild Service Bulletin No. 32-41A dated April 5, 1961, or Dowty Service Bulletins No. 32-15 dated October 1961, or No. 32-11 issued August 1961, revised December 1962, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, must be removed before further flight. (ii) If the crack cannot be removed as specified in (a)(3)(i), that cylinder must be replaced before further flight. (b) Outer cylinders modified in accordance with Fairchild Service Bulletin No. 32- 41A dated April 5, 1961, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, must be inspected as follows: (1) Conduct a daily visual inspection for cracks in the vertical radii on the inboard and outboard sides of the main cylinder lug. (2) Inspect the area specified in (b)(1) using dye penetrant method of FAA approved equivalent inspection within the next 50 landings after the effective date of this AD unless already accomplished within the last 250 landings, and every 300 landings after such inspection. (3) If cracks are found the following shall be accomplished: (i) A crack that can be removed by reworking the outer cylinder in accordance with Dowty Service Bulletins No. 32-15 dated October 1961, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, must be removed before further flight. (ii) If the crack cannot be removed as specified in (b)(3)(i), that cylinder must be replaced before further flight. (c) Outer cylinders modified in accordance with Dowty Service Bulletin No. 32-15 dated October 1961, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, must be inspected as follows: (1) Conduct a daily visual inspection for cracks in the vertical radii on the inboard and outboard sides of the main cylinder lug. (2) Inspect the area specified in (c)(1) using dye penetrant method or FAA approved equivalent inspection within the next 50 landings after the effective date of this AD unless already accomplished within the last 250 landings, and every 300 landings after such inspection. (3) If cracks are found, that cylinder must be replaced before further flight. (d) Outer cylinders modified after the accumulation of 7,000 landings, in accordance with Dowty Service Bulletin No. 32-11 issued August 1961, revised December 1962, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, must be inspected as follows: (1) Conduct a daily visual inspection for cracks in the vertical radii on the inboard and outboard sides of the main cylinder lug. (2) Inspect the area specified in (d)(1) using dye penetrant method or FAA approved equivalent inspection within the next 50 landings after the effective date of this AD unless already accomplished within the last 650 landings, and every 700 landings after such inspection. (3) If cracks are found, that cylinder must be replaced before further flight. (e) Outer cylinders modified prior to the accumulation of 7,000 landings in accordance with Dowty Service Bulletin No. 32-11 issued August 1961, revised December 1962, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, are not required to be inspected under this AD. (f) Where past records of landings have not been maintained or are unavailable, the number of landings prior to the effective date of this AD shall be estimated by substituting two (2) landings for each hour of time in service. Where the operator does not desire to keep a record of landings, the number of landings shall be estimated by substituting two (2) landings for each hour of time in service. (g) Compliance inspection times and affectivity paragraphs, specified in the service bulletins discussed herein, must be disregarded. (h) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. This supersedes AD 61-10-03. This directive effective June 26, 1964.
2007-17-05: This amendment adopts a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S92-A helicopters. This action requires, within a specified time, borescope inspecting a certain part-numbered tail rotor pitch change shaft and bearing assembly (shaft and bearing assembly) and also inspecting after any installation. This amendment is prompted by an incident involving failure of a shaft and bearing assembly and servo clevis shaft resulting in loss of tail rotor control. The actions specified in this AD are intended to prevent failure of a shaft and bearing assembly, loss of tail rotor pitch and yaw control, and subsequent loss of control of a helicopter.
79-14-02: 79-14-02 PIPER: Amendment 39-3510. Applies to Models PA-31, PA-31-300, PA-31-325 Serial Nos. 31-5 through 31-7912059; Model PA-31-350, Serial Nos. 31-5001 through 31- 7952111; Model PA-31P, Serial Nos. 31P-1 through 31P-7730012; Model PA-31T, Serial Nos. 31T-7400002 through 31T-7920060; and Model PA-31T1, Serial Nos. 31T-7804001 through 31T-7904033 certificated in all categories. To avoid possible separation of the control wheel control shaft stud from the control shaft tube due to the absence of two roll pins, and subsequent loss of aileron control of the affected control wheel, accomplish the following within the next 5 hours in service unless previously accomplished on the pilot and co-pilot control wheel assemblies: a. Secure control wheels in aft position. b. Gain access to the control shaft tube assembly (P/N 42939-00) and to stud (P/N 42938-00) connection, located just aft of the control wheel stop collar (P/N 40950-00). c. Inspect the forward end of the control shaft tube assembly (P/N 42939-00) to determine if two roll pins (P/N 480732) are installed. d. If one or both roll pins are missing, install as required, roll pin Piper P/N 480732, prior to further flight. Piper Service Bulletin No. 651 refers to this subject. This amendment is effective July 6, 1979, except as to recipients of the distribution dated May 3, 1979, which was effective upon receipt.
2013-03-23: We are adopting a new airworthiness directive (AD) for all Gulfstream Aerospace LP (Type Certificate Previously Held by Israel Aircraft Industries, Ltd.) Model Gulfstream G150 airplanes. This AD was prompted by a review that determined that the runway slope and anti-ice corrections to V1 and take-off distances in the Gulfstream G150 Airplane Flight Manual (AFM) were presented in a non-conservative manner. This AD requires revising the performance section of the AFM to include procedures to advise the flightcrew of certain runway slope and anti-ice corrections and take-off distance values. We are issuing this AD to prevent the use of published non-conservative data, which could result in the inability to meet the required take-off performance, with consequent hazard to safe operation during performance-limited take-off operations.