Results
92-13-06: 92-13-06 PIPER AIRCRAFT CORPORATION: Amendment 39-8276. Docket No. 91-CE-89-AD. Applicability: The following model airplanes, certificated in any category: Models Serial Numbers PA-46-310P 46-8408001 through 46-8608067 and 4608001 through 4608140 PA-46-350P 4622001 through 4622117 Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent sudden pitch change related to a jammed trim tab, which could result in loss of control of the airplane, accomplish the following: (a) Visually inspect the elevator trim cable guide tube for severance. Severance is defined as any cut, break, or division of the elevator trim cable guide tube (generally performed to gain access to the trim cable turnbuckles). (b) If severance is found, prior to further flight, splice the elevator trim cable guide tube and install an external sleeve in accordance with the instructions in Elevator Trim Cable Guide Tube Splice Kit, Piper Part Number 766-272. NOTE 1: Revised maintenance procedures on gaining access to the trim cable turnbuckles may be obtained from the manufacturer at the address specified in paragraph (e) of this AD. (c) 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. (d) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained fromthe Atlanta Aircraft Certification Office. (e) The possible modification required by this AD shall be done in accordance with Elevator Trim Cable Guide Tube Splice Kit, Piper Part Number 766-272, which is referenced in Piper Service Bulletin No. 953, dated October 29, 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 the Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960. 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, 1100 L Street, NW; Room 8401, Washington, DC. (f) This amendment becomes effective on August 21, 1992.
92-08-04: 92-08-04 PIPER AIRCRAFT CORPORATION: Amendment 39-8215. Docket No. 91-CE-71-AD. Supersedes AD 90-17-04, Amendment 39-6674. Applicability: Model PA34-200 airplanes (serial numbers (S/N) 34-7250001 through 34-7450220), Model PA34-200T airplanes (S/N 34-7570001 through 34-8170092), and Model PA34-220T airplanes (S/N 34-8133001 through 34-8533012), certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent failure of the torque tube fitting and possible loss of rudder control, accomplish the following: (a) Within the next 50 hours time-in-service (TIS) after September 14, 1990 (the effective date of AD 90-17-04, Amendment 39-6674), inspect to determine whether the rudder torque tube fitting is steel or aluminum. (1) If steel, inspect for proper attachment, and check the bolt torque in accordance with the criteria and instructions in Piper Service Bulletin (SB) No. 899, dated February 10, 1989. If fitting is improperly attached and bolt torque is incorrect, prior to further flight, properly attach fitting and torque to proper criteria as specified in and in accordance with the instructions in Piper SB No. 899, dated February 10, 1989. (2) If aluminum, prior to further flight, replace with steel fitting in accordance with the instructions in Piper SB No. 899, dated February 10, 1989. (b) If the steel fitting required by paragraph (a)(2) of this AD has been ordered but is not available, prior to further flight, accomplish the following: (1) Visually inspect the aluminum fitting for corrosion. If any evidence of corrosion is found, remove and treat the corroded area in accordance with AC 43-13.1A. (2) Dye penetrant inspect the aluminum fitting for cracks. If found cracked, replace with an aluminum fitting found to be free from cracks and corrosion. (3) Visually inspect the aluminum fitting for proper attachment, cracks, and corrosion at intervals not to exceed 50hours TIS. (i) If fitting is found improperly attached or hardware is found loose, properly attach fitting in accordance with the instructions in Piper SB No. 899, dated February 10, 1989. (ii) If any evidence of corrosion is found, remove and treat the corroded area in accordance with AC 43-13.1A. (iii) If found cracked, replace with aluminum fitting found to be free from cracks and corrosion in accordance with the installation instructions in Piper SB No. 899, dated February 10, 1989. (c) 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. (d) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia 30349. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Atlanta Aircraft Certification Office. (e) The checks and installations required by this AD shall be done in accordance with Piper Service Bulletin No. 899, dated February 10, 1989. 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 the Piper Aircraft Corporation, Customer Services, 2926 Piper Drive, Vero Beach, Florida 32960. 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, 1100 L Street, NW; Room 8401, Washington, DC. (f) This amendment (39-8215) supersedes AD 90-17-04, Amendment 39-6674. (g) This amendment (39-8215) becomes effective on May 15, 1992.
2023-12-18: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-8 and -8F series airplanes. This AD was prompted by reports of cracking in stringers and splice fittings located at stringer splices at multiple body stations. This AD requires an inspection of each free flange of the stringers at the stringer splice for the presence of radius fillers at fastener locations, an inspection for cracking of the stringers and stringer splice fittings at certain stringer splice locations, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
2023-12-17: The FAA is superseding Airworthiness Directive (AD) 2022-19-03 which applied to Pilatus Aircraft Ltd. (Pilatus) Model PC-12, PC-12/45, PC-12/47, and PC-12/47E airplanes. AD 2022-19-03 required incorporating new revisions to the airworthiness limitation section (ALS) of the existing airplane maintenance manual (AMM) or Instructions for Continued Airworthiness (ICA) to establish a 5-year life limit for certain main landing gear (MLG) actuator bottom attachment bolts and new life limits for the rudder bellcrank. Since the FAA issued AD 2022- 19-03, the FAA determined that new or more restrictive tasks and limitations are necessary. This AD requires revising the ALS of the existing AMM or ICA for your airplane, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.
87-21-01: 87-21-01 PIPER: Amendment 39-5739. Applies to Models PA-31, PA-31-300, PA-31- 325 (S/N 31-1 thru 31-8312019), PA-31-350 (S/N 31-5001 thru 31-8452021), PA-31-350 (T1020) (S/N 31-8253001 thru 31-8553002), PA-31P (S/N 31P-1 thru 31P-7730012), PA31P-350 (S/N 31P-8414001 thru 31P-8414050), PA-60-600, PA-60-601, PA-60-601P, PA-60-602P, PA-60-700P, (all S/N's) airplanes equipped with reciprocating engines certificated in any category. Compliance: Required as indicated, unless already accomplished. To preclude misfueling of the airplane resulting in engine failure, accomplish the following: (a) Within the next 12 calendar months after the effective date of this AD, unless already accomplished, modify the fuel filler opening(s) in accordance with the instructions contained in Piper Aircraft Corporation Service Bulletin No. 797B, dated September 1, 1987. NOTE: This AD does not apply to the PA-23-250 (Aztec F) or the PA-36 (Brave) which are also listed on Piper Service Bulletin No. 797B. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) In accordance with FAR Part 43, Appendix A, item (c) 29, the modifications required by this AD are preventative maintenance and may be performed by the holder of a pilot certificate issued under FAR Part 61 on airplanes owned or operated by him, subject to the limitations of FAR 43.3(g). The maintenance record entries required by FAR 43.9 and FAR 91.173 must be accomplished. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, ACE-115A, Federal Aviation Administration, 1669 Phoenix Parkway, Suite 210, Atlanta, Georgia 30349. All persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 32960; or may examine the document(s) referred to herein at theFAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on November 2, 1987.
87-04-01: 87-04-01 PIPER: Amendment 39-5558. Applies to Model PA-46-310P (Serial Numbers 46-8408001 through 46-8608067, 4608001 through 4608018, 4608021, 4608023 and 4608025) airplanes certificated in any category. \n\n\tCompliance: Required within the next 25 hours time-in-service (TIS) after the effective date of this AD, unless already accomplished. \n\n\tTo prevent engine power loss, accomplish the following: \n\n\t(a)\tRemove the top and the lower left-hand engine cowl. \n\n\t(b)\tDetermine whether or not the alternate air valve linkage shown in Figure 1. has been installed on the left side of the engine air box. \n\n\t\t(1)\tIf the alternate air valve linkage shown in Figure 1. is not installed, install the Alternate Air Valve Modification Kit offered in Piper Service Letter 985 dated April 18, 1986, in accordance with the instructions contained within the kit, and verify proper operation in accordance with the instructions in paragraphs (b)(2)(i) through (b)(2)(vii) below. \n\n\t\t(2)\tIf the alternate air valve linkage shown in Figure 1. is installed, accomplish the following unless already accomplished in accordance with Piper Service Bulletin 852 dated November 14, 1986: \n\n\t\t\t(i)\tPosition the alternate air control (located inside the cockpit) approximately mid-way between the primary and the alternate position. \n\n\t\t\t(ii)\tRefer to Figure 1. and bend the stop tab so that the linkage is stopped 0.12 inch plus 0.060 minus 0.000 inch before center. This dimension is determined by measuring the perpendicular distance between a line through the centers of the cable lever and the valve lever hinge bolts and the center point of the center hinge bolt. \n\n\t\t\t(iii)\tPosition the alternate air control (located inside the cockpit) in the primary (up position). Insure that the control is in the gate that prevents it from springing downward. \n\n\t\t\t(iv)\tAdjust the cable housing in the cable clamp so that the cable pushes the linkage against the stop tab. \n\n\t\t\t(v)\tResecure the cable clamp as necessary. \n\n\t\t\t(vi)\tOperate the alternate air control (located inside the cockpit) between the primary and the alternate air positions. \n\n\t\t\t(vii)\tCheck for normal operation and that the linkage does not go over-center when the alternate air control (located inside the cockpit) is in the "primary position." \n\n\t(c)\tReinstall the lower left-hand and the top engine cowl. \n\n\t(d)\tAircraft may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. \n\n\t(e)\tAn equivalent means of compliance with the requirements of this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210, Atlanta, Georgia 30349. \n\n\tAll persons affected by this directive may obtain copies of the document(s) referred to herein upon request to Piper Aircraft Corporation, 2926 Piper Drive, Vero Beach, Florida 30960; or may examine the document(s) at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12thStreet, Kansas City, Missouri 64106. \n\n\tThis amendment becomes effective on February 24, 1987. \n\n\n\n\nFIGURE 1\nAD 87-04-01
2002-10-12: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. For certain airplanes, this amendment requires a one-time inspection or a review of the maintenance records of the airplane to determine if a particular control rod barrel for the aileron tabs is installed, and follow-on repetitive inspections for cracking of the control rod barrels and replacement of the control rod barrels with new barrels, if necessary. Such replacement terminates the repetitive inspections. For all airplanes, this amendment prohibits installation of a certain control rod barrel for the aileron tabs. The actions specified by this AD are intended to prevent the disconnection of an aileron tab, which could lead to severe airframe vibrations; consequent damage to the aileron tab, aileron, and wing; and possible loss of controllability of the airplane. This action is intended to address the identified unsafe condition.
88-16-02 R1: McDonnell Douglas: Applies to McDonnell Douglas Model DC-10-30, -30F, -40, and KC-10A (Military) series airplanes, certificated in any category. Compliance required as indicated unless previously accomplished. \nTo prevent the loss of main landing gear brake effectiveness, accomplish the following:\nA. Within 30 days after August 20, 1988 (the effective date of Amendment 39-5991), inspect the brakes for wear. If the brake wear is greater than the following limits, replace the brake with one within limits prior to further flight. Thereafter, these limits must be maintained until the requirements of paragraphs E. and F., below, are accomplished:\n1. For Goodyear/Loral Systems part number 5000758-2, -3, and -5, the maximum brake wear limit is 1.50 inches. \n2. For Goodyear/Loral Systems part number 5000758-4, -6, and -10, the maximum brake wear limit is 1.75 inches.\nB. Within 30 days after August 20, 1988 (the effective date of Amendment 39-5991), incorporate the wear limits listed in paragraph A., above, into the FAA-approved maintenance inspection program.\nC. Beginning 30 days after the effective date of this amendment, replace any removed brake with either of the following:\n1. Goodyear/Loral Systems brake, part number 5000758-4, -6, or -10; or \n2. Goodyear/Loral Systems brake, part number 5000758-2, -3, or -5, modified with all long piston sleeves, part number 5003366, in accordance with Goodyear/Loral Maintenance Manual AP-391. Identify the modified brake in accordance with accepted practices.\nD. Within 90 days after the effective date of this amendment, replace all Goodyear/Loral Systems unmodified brakes, part numbers 5000758-2, -3, and -5, with either:\n1. Goodyear/Loral Systems brakes, part number 5000758-4, -6, or -10; or \n2.Goodyear/Loral Systems brake, part number 5000758-2, -3, or -5, modified with all long piston sleeves, part number 50003366, in accordance with Goodyear/Loral Maintenance Manual AP-391.\nE. Within 90 days after the effective date ofthis amendment, inspect the brakes for wear. Any brake that is worn more than 0.75 inch must be replaced, prior to further flight, with one within this limit.\nF. Within 90 days after the effective date of this amendment, incorporate the 0.75 inch brake wear limit into FAA-approved maintenance inspection program.\nG. 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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \nNote. The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office.\nH. 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.\nThis Amendment becomes effective October 14, 1988.
2002-10-01: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 airplanes, that requires modification of the main battery ground stud and installation of a nameplate which indicates torque requirements for the ground stud nut. The actions specified by this AD are intended to prevent the ground stud nut from being inadequately tightened or becoming loose, which could result in electrical arcing between the ground stud and the adjacent structure, leading to damage to electrical or electronic equipment or possibly to fire in the airplane.
83-07-05 R3: 83-07-05 R3 AEROSPATIALE HELICOPTER CORPORATION (SNIAS): Amendment 39-4599 as amended by Amendment 39-4698 and Amendment 39-4887 is further amended by Amendment 39-5128. Applies to Aerospatiale Model AS-350 and AS-355 series helicopters certificated in all categories. Compliance is required as indicated (unless already accomplished). To prevent possible failure of the main rotor mast, accomplish the following: a. For helicopters which have 250 hours or more total time in service on the main rotor mast on the effective date of this AD, inspect in accordance with paragraph d. within 50 hours time in service, unless already accomplished. b. For those helicopters which have less than 250 hours total time in service on the main rotor mast on the effective date of this AD, inspect in accordance with paragraph d. before reaching 300 hours time in service on the main rotor mast, unless already accomplished. c. For those helicopters exhibiting a severe tracking defect, inspect in accordance with paragraph d. before further flight, unless already accomplished. d. Remove the main rotor hub from the main rotor mast in accordance with the Model AS-350 or AS-355 Maintenance Manual, or FAA approved equivalent as appropriate. (1) Visually inspect the upper main rotor mast areas above the swashplate for surface finish deterioration, corrosion, or cracks. Conduct the visual inspection on all accessible mast areas with special emphasis in the areas of the 12 flange bolt holes and in the radius between the mast flange and the mast cylindrical shaft. Use a 10-power glass in areas of suspected surface finish cracks. (2) Conduct a magnetic particle or dye penetrant inspection of the flange radius of the mast area described in subparagraph (d)(1) from which the surface finish has deteriorated to the extent that unprotected metal is exposed (even by cracks in the finish). e. For AS-355 helicopters (within 10 hours time in service from theeffective date of this amended AD, unless already accomplished): (1) Repeat the inspections of paragraph d of this AD at intervals not to exceed 300 hours time in service from the last paragraph d inspection. (2) Visually inspect the mast upper flange-to-shaft radius before the first flight of each day. Inspect for finish deterioration, corrosion, or cracks. Use a 10-power glass in areas of suspected surface finish cracks. Conduct magnetic particle or dye penetrant inspections, in accordance with paragraph d(3) of this AD, of all areas where finish deterioration is found. (3) Upon accumulation of 450 hours total time in service, remove from service any main rotor mast which does not qualify for limited saline environment operation. To qualify for consideration of limited saline environment operations, an individual Model AS-355 helicopter mast must comply with all the following: (i) It must not be operated over saltwater for a major part (excess of 50 percent) of any month. (ii) It must not have a total of 300 hours or more time in service of over saltwater operations. (iii) It must not be installed on a helicopter that had a main rotor mast replaced due to corrosion. f. For AS-350 helicopters (within 10 hours time in service from the effective date of this amended AD, unless already accomplished): (1) Repeat the inspections of paragraph d of this AD at intervals not to exceed 300 hours time in service from the last paragraph d inspection. (2) Visually inspect the mast upper flange-to-shaft radius before the first flight of each day. Inspect for finish deterioration, corrosion, or cracks. Use a 10-power glass in areas of suspected surface finish cracks. Conduct magnetic particle or dye penetrant inspections in accordance with paragraph d(2) of this AD of all areas where finish deterioration is found. g. Rework corroded masts in accordance with Aerospatiale Service Bulletin Nos. 05.08 or 05.13, datedApril 19, 1983, or later FAA-approved equivalent. Replace any masts corroded beyond the allowed rework. h. Reinstall the main rotor hub in accordance with the appropriate Model AS-350 or AS-355 Maintenance Manual, or FAA-approved equivalent, after completion of the inspections and rework of paragraphs d, e, f, and g. i. Any equivalent method of compliance with this AD must be approved by the Manager, Aircraft Certification Division, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76101 or by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium. j. In accordance with FAR 21.197, flight is permitted to a base where the inspections required by this AD may be accomplished. k. After the installation of corrosion resistant masts (P/N 350A.37.1076.07), the repetitive inspections and life limits of paragraphs d, e, and f, no longer apply.Amendment 39-4599 became effective April 8, 1983. Amendment 39-4698 became effective August 26, 1983. Amendment 39-4887 became effective August 17, 1984. This amendment 39-5128 becomes effective September 18, 1985.
85-11-06: 85-11-06 PIPER AIRCRAFT CORPORATION: Amendment 39-5069. Applies to Model PA-38-112 (TOMAHAWK), (Serial Numbers 38-78A0001 thru 38-82A0122) airplanes certificated in any category. Compliance: Required within the next 50 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent the loss of control, accomplish the following: (a) For Serial Numbers 38-78A000I through 38-79A1160 airplanes, modify the control wheel shaft bushing in accordance with the instructions in Piper Service Bulletin No. 661, dated August 22, 1979. (b) For Serial Numbers 38-78A0001 through 38-82A0122 airplanes, modify the elevator control travel in accordance with the instructions in Piper Service Bulletin No. 800, dated November 19, 1984. (c) Airplanes may be flown in accordance with Federal Aviation Regulation 21.197 to a location where the AD may be accomplished. (d) An equivalent means of compliance with this AD may be used if approved bythe Manager, Atlanta Aircraft Certification Office, 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 requests to Piper Aircraft Corporation, Post Office Box 1328, Vero Beach, Florida 32961, or FAA, Office of Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on May 30, 1985.
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.
83-10-01: 83-10-01 PIPER: Amendment 39-4649. Applies to Models PA-24-400 (S/Ns 26-2 through 26-148); PA-30 (S/Ns 30-2 through 30-2000); and PA-39 (S/Ns 39-1 through 39-155) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent retention of water contamination and deterioration of the fuel system, accomplish the following: (A) Within the next 50 hours time-in-service after the effective date of this AD and at intervals not exceeding 50 hours time-in-service thereafter, clean and inspect the fuel selector valve strainer filter on all airplanes listed in the applicability statement for water accumulation, contamination, and corrosion of the fuel strainer filter components in accordance with the following procedures: (1) Gain access to the fuel strainer installation by removing the floor panel in the center section of the fuselage (PA-30, PA-39) or between the two front seats (PA-24-400). (2) Remove, drain,and clean fuel strainer housing and filter discs in accordance with the following procedures: a. Separate filter housing from selector valve assembly by removing attaching screws. b. Remove the filter disc assembly from stem by compressing filter retainer spring and removing retainer washer. c. In the event that contamination is found, flush fuel tanks and selector valves and clean filter assemblies using the following procedures: (i) Plug open ends of filter disc to prevent disc dirt from entering. (ii) Wash the disc with suitable cleaner or solvent. Heavy dirt, lint, or dust deposits may be removed from disc with a soft bristle paint brush. (iii) Drain or blow off cleaning fluid and remove plugs. (iv) Inspect bowl gasket and disc filter for damage and replace if necessary. (B) Within the next 100 hours time-in-service after the effective date of this AD, replace the existing fuel selector strainer filter housing on the ModelPA-30 (S/Ns 30-2 through 30-1744) airplanes with Piper P/N 757187 conical-shaped stainless steel strainer housing in accordance with Piper Service Letter No. 589, dated August 18, 1971. NOTE: This may have been previously accomplished per Piper Service Spares Letter No. SP-289 or Service Letter No. 589. (C) Within the next 50 hours time-in-service after the effective date of this AD, fabricate and install a permanent placard as described below having letters with 1/8 inch minimum height on the inside of the hinged access door or adjacent location clearly visible to the pilot during his preflight check. (1) On Model PA-24-400 airplanes the placard must read as follows: "THE FUEL SYSTEM SHALL BE DRAINED DAILY PRIOR TO FIRST FLIGHT AND AFTER REFUELING TO AVOID THE ACCUMULATION OF WATER OR SEDIMENT USING THE FOLLOWING PROCEDURES: a. Move the quick drain valve handle to full aft position to open the strainer quick drain for a few seconds with the fuel cell selector on each cell, including the auxiliary tanks. Allow enough fuel to flow to clear lines as well as the strainer. Positive fuel flow shut-off can be observed through the clear plastic tube. b. Ensure that the drain valve positively closes. c. If it is not possible to observe fuel draining through the clear plastic tube because of a loss in its transparency, replace with a new tube. CAUTION: When draining any amount of fuel, care should be taken to ensure that no fire hazard exists before starting engine." (2) On Model PA-30 and PA-39 airplanes, the placard must read as follows: "THE FUEL SYSTEM SHALL BE DRAINED DAILY PRIOR TO FIRST FLIGHT AND AFTER REFUELING TO AVOID THE ACCUMULATION OF WATER OR SEDIMENT USING THE FOLLOWING PROCEDURES: a. Pull up on the knob located in the center of the selector valves to open the strainer quick drain for a few seconds with the fuel tank selector on the main tank, then change the tank selector to each auxiliary tank and repeat the process. Allow enough fuel to flow to clear the lines as well as the strainer. Positive fuel flow shut-off can be observed through the clear plastic tube which carries the fuel overboard. b. Ensure that the drain valve positively closes. c. If it is not possible to observe fuel draining through the clear plastic tube because of a loss in its transparency, replace with a new tube. CAUTION: When draining any amount of fuel, care should be taken to ensure that no fire hazard exists before starting engine." (D) If insufficient space is available to contain placards with the above information, the following placard may be substituted. "BEFORE THE FIRST FLIGHT OF EACH DAY AND AFTER REFUELING DRAIN THE FUEL SYSTEM IN ACCORDANCE WITH PIPER SERVICE LETTER 851 PART B, ITEM 2.a. and 2.b. (E) The fabrication and installation of the placards required by paragraph (C) or (D) of this AD may be accomplished bythe owner/operator of the airplane who must make an entry in the Airplane Maintenance Record indicating compliance with paragraph (C) or (D) of the AD. (F) The intervals between repetitive inspections required by this AD may be adjusted up to 10 hours time-in-service to allow them to be accomplished concurrent with other scheduled maintenance on the airplane. (G) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (H) An equivalent method of compliance with this AD may be used when approved by the Manager, New York Aircraft Certification Office, Federal Aviation Administration, ANE-170, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. This amendment becomes effective on June 15, 1983.
82-23-01 R1: 82-23-01 R1 PIPER: Amendment 39-4483 as amended by Amendment 39-4603. Applies to Piper Models PA-24, PA-24-250, and PA-24-260 airplanes, modified per Robertson Supplemental Type Certificate (STC) SA2495WE, and PA-30 and PA-39 airplanes, modified per Robertson STC SA2312WE, certificated in any category. COMPLIANCE: Required within 25 hours time-in-service after the effective date of this AD unless already accomplished. To prevent possible loss of airplane control due to an asymmetrical flap extension or retraction, accomplish the following: (a) Install a temporary placard on the panel near the flap actuator which reads: "DO NOT EXTEND FLAPS BEYOND 15 DEGREES (TAKEOFF POSITION)" and operate the airplane in accordance with this limitation. (b) Insert a copy of Figure 1 of this AD dated March 3, 1983, or FAA approved equivalent, in the Airplane Flight Manual. (c) The installation of the placard and insertion of Figure 1 of this AD in the AFM may beaccomplished by the owner/operator of the airplane. This person shall make an appropriate entry in the airplane's maintenance record indicating compliance with this AD. (d) The temporary placard required by paragraph (a) and Figure 1 dated March 3, 1983, inserted in the Airplane Flight Manual as required by paragraph (b) may be removed when a positive flap retraction system is installed in accordance with Robertson Aircraft Corporation Service Bulletin 19 dated October 22, 1982. (e) An equivalent method of compliance with this AD may be used if approved by the Manager, Seattle Area Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. Amendment 39-4483 became effective on November 8, 1982. This Amendment 39-4603 becomes effective April 7, 1983. Figure 1, AD 82-23-01 (March 3, 1983) FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT TO THE PIPER PA-24, PA-24-250, PA-24-260 AND PIPER PA-30, PA-39 AIRPLANE FLIGHT MANUALS This supplement applies to the above aircraft when modified with the Robertson STOL modification under STC SA2495WE or SA2312WE but have not been modified with the Robertson positive flap retraction system described in Robertson Service Bulletin 19 dated October 22, 1982. This document must be carried in the basic manual of the modified aircraft. The information in this document supersedes the basic manual only where covered in the items contained herein. For Limitations, Procedures and Performance not contained in this Supplement, consult the basic manual. I. LIMITATIONS Maximum flap extension is limited to 15 degrees under all flight conditions for electrically-operated flaps or second notch (approximately 18 degrees) for manually-operated flaps. II. PROCEDURES. EMERGENCY Flap operation: If the airplane begins a pronounced roll in either direction upon flap extension or retraction, immediately cease flap operation and reversethe action. That is, if flaps are being retracted and pronounced roll begins, cease retracting the flaps and initiate extension to previous setting or until the roll stops. If flaps are being extended and a pronounced roll begins, cease extending flaps and return flaps to the retracted position. Leave the flaps in the last position found to permit aileron neutral flight and return to a suitable landing field. If flaps are retracted, consider the need for additional landing field length. If flaps are extended, limit airspeed to maximum flaps extended speed (125 m.p.h. - 180K). NOTE The restriction against continuous flap retraction is necessary because of the possibility of asymmetric flaps occurring under certain conditions. With one flap extended to 15 degrees, or second notch (approximately 18 degrees) for manually-operated flaps, the airplane is controllable by coordinated use of ailerons and rudder. The EMERGENCY procedures listed above should be followedif pronounced roll is encountered when flaps are moved. This will restore balanced lift to each wing, permitting normal aileron authority for maneuvering the airplane. III. PERFORMANCE No change.
82-27-08: 82-27-08 PIPER: Amendment 39-4529. Applies to Model PA-38-112 (S/Ns 38-78A0001 thru 38-82A0122) airplanes certificated in any category. COMPLIANCE: Required as indicated after the effective date of this AD, unless already accomplished. To prevent possible inflight failure of the fin and associated fuselage structure because of fatigue damage: (a) On Model PA-38-112 (S/Ns 38-78A0001 through 38-80A0198) airplanes, accomplish the following as indicated: (1) On airplanes which do not incorporate a Piper Kit (P/N 764427) on an undamaged forward fin spar, within 25 hours time-in-service on airplanes that have 300 or more hours time-in-service on the effective date of this AD or upon the accumulation of 325 hours time-in-service on airplanes that have less than 300 hours time-in-service on the effective date of this AD and at intervals not exceeding 100 hours time-in-service thereafter. (i) Inspect the forward surface of the forward fin spar web (P/N 77601-03) in the area of the forward fin spar attachment fitting (P/N 77553-05) for cracks using a dye penetrant method. Remove two forward fin attachment bolts and displace fin spar 1/8" laterally in each direction to increase visibility of spar area adjacent to edge of attachment fitting. Remove any scuff marks on spar by burnishing prior to applying dye penetrant. (ii) Prior to further flight, replace or repair forward fin spars having cracks exceeding one-half inch in length with forward fin spar (P/N 77601-13) and Piper Forward Fin Spar Modification Kit 764427 or an equivalent part. Replace or repair parts which have cracks less than one-half inch within 25 hours time-in-service. (2) On airplanes which do not incorporate fuselage bulkhead assembly (P/N 77553-06), within 25 hours time-in-service on airplanes that have 300 or more hours time-in- service on the effective date of this AD or upon the accumulation of 325 hours time-in-service on airplanes that have less than 300hours time-in-service on the effective date of this AD and intervals not exceeding 300 hours time-in-service thereafter: (i) Inspect the fuselage bulkhead assembly (P/N 77553-02) at fuselage station 221.42, in the area of the forward fin spar attachment plate (P/N 77553-05), for cracks using a dye penetrant method or equivalent. Access to the aft side of the bulkhead may be obtained by removing rudder and adjacent access door and to front side by removing the luggage compartment rear partition. When using luggage compartment, provide a stand to support the aft fuselage and, in order to assure that no associated damage will occur during the inspection, provide a support board for the mechanic. (ii) Prior to further flight, repair or replace bulkheads having cracks exceeding three-quarter inch in length with bulkhead assembly (P/N 77553-06), or equivalent part. Replace or repair parts which have cracks less than three-quarter inch in length within 25 hours time-in-service. (3) On airplanes that do not incorporate a Piper (P/N 77601-16) aft vertical fin spar assembly, (P/N 85606-02) upper rudder hinge shim, and (P/N 85615-02) fuselage bulkhead assembly, prior to the accumulation of 2500 hours time-in-service or within 25 hours time-in-service on airplanes that have 2475 or more hours time-in-service, whichever is later on the effective date of this AD and at intervals not to exceed 200 hours time-in-service thereafter: (i) Inspect the aft vertical fin spar (P/N 77601-02) for cracks in accordance with Piper Service Bulletin No. 745, Part IV, Instruction Section, using a dye penetrant method or equivalent. (ii) Prior to further flight, if cracks are found, repair or replace aft fin spar (P/N 77601-02) and Aft Fuselage Bulkhead Assembly (P/N 77554-02), with Aft Vertical Fin Spar Assembly (P/N 77601-16), Upper Rudder Hinge Shim (P/N 85606-02), and Fuselage Bulkhead Assembly (P/N 85615-02). (4) Within the next 25 hours time-in-service after the effective date of this AD or upon the accumulation of 3000 hours time-in-service, whichever is later, and thereafter at intervals not exceeding 3000 hours time-in-service, replace the forward fin spar attachment plate (P/N 77553-05) with a new part. (b) On Model PA-38-112 (S/N 38-81A0001 through 38-82A0101) airplanes: (1) On airplanes which do not have Piper Kit No. 764421 installed, within the next 25 hours time-in-service from the effective date of this AD or upon the attainment of 3000 hours time-in-service, whichever is later, and at intervals not to exceed 3000 hours time-in- service, replace the forward fin spar attachment plate (P/N 77553-05) with a new part. (2) On aircraft with Piper Kit No. 764421 installed, within the next 25 hours time-in-service from the effective date of this AD or upon the attainment of 5000 hours time-in- service, whichever is later, and at intervals not to exceed 5000 hours time-in-service, replace the forward fin spar attachment plate (P/N 77553-05) with a new part. (c) On Model PA-38-112 (Serial Nos. 38-82A0102 thru 38-82A0122) airplanes, within the next 25 hours time-in-service from the effective date of this AD, or upon the attainment of 5000 hours time-in-service, whichever is later, and at intervals not to exceed 5000 hours time-in-service, replace the forward fin spar attachment plate (P/N 77553-05) with a new part. NOTE: Retirement time for the forward fin spar attachment plate (P/N 77553-05) on S/N 38-82A0123 and higher airplanes is contained in the Airplane Flight Manuals delivered with these airplanes. (d) Airplanes may be flown to a location where the inspection, modification or repairs required by this AD may be accomplished in accordance with FAR 21.197 with prior approval of the Manager, New York Aircraft Certification Office, FAA, New England Region (see address below). (e) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Manager, New York Aircraft Certification Office, FAA, New England Region may adjust the compliance times specified in this AD. Piper Service Bulletins Nos. 710 and 745, both dated October 10, 1982, refer to this subject. (f) Repairs, equivalent parts or equivalent methods of compliance with this AD if used must be approved by the Manager, New York Aircraft Certification Office, FAA, New England Region, 181 South Franklin Avenue, Valley Stream, New York 11581; telephone 516- 791-6221. This amendment supersedes AD 81-04-07 RI, Amendment 39-4272 (46 FR 59530). This amendment becomes effective on January 10, 1983.
2023-11-07: The FAA is superseding Airworthiness Directive (AD) 2021-23- 13, which applied to all helicopters equipped with a radio (also known as radar) altimeter. AD 2021-23-13 required revising the limitations section of the existing rotorcraft flight manual (RFM) for your helicopter to incorporate limitations prohibiting certain operations requiring radio altimeter data when in the presence of 5G C-Band interference in areas as identified by Notices to Air Missions (NOTAMs). Since the FAA issued AD 2021-23-13, the FAA determined that additional limitations are needed due to the continued deployment of new 5G C-Band base stations whose signals are expected to cover most of the contiguous United States at transmission frequencies between 3.7- 3.98 GHz (5G C-Band). This AD requires revising the limitations section of the existing RFM to incorporate limitations prohibiting certain operations requiring radio altimeter data, due to the presence of 5G C- Band interference. The FAA is issuing this AD to address the unsafe condition on these products. In addition, the FAA is requesting comment on the change to the spurious emission level requirement.