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2000-22-09: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace (Jetstream) Model 4101 airplanes, that requires inspection of certain components, and corrective action, if necessary. The actions specified by this AD are intended to prevent loosening of the locknut holding the main landing gear (MLG) piston to the ramrod, which could result in detachment of the MLG piston from the ramrod and loss of hydraulic control of the MLG. This action is intended to address the identified unsafe condition.
93-09-10: 93-09-10 MCDONNELL DOUGLAS: Amendment 39-8576. Docket 92-NM-124-AD.\n\n\tApplicability: All Model DC-8 series airplanes, certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent the loss of main landing gear braking effectiveness, accomplish the following:\n\n\t(a)\tWithin 180 days after the effective date of this AD, inspect the main landing gear brakes having the part numbers indicated below to determine wear. Any brake worn more than the maximum wear limit specified below must be replaced, prior to further flight, with a brake that is within this limit.\n\n\nDouglas Brake\nPart Number\nBendix\nPart Number\nMaximum Wear\nLimit (inches)\n5610206-5001\n150787-1\n150787-2\n0.7\n0.7\n\n\n\n5713612-5001\n151882-1\n151882-2\n0.7\n0.7\n\n\n\n5773335-5001\n154252-1\n0.5\n\n\n\n5773335-5501\n154252-2\n0.5\n\n\n\n5759262-5001\n2601412-1\n2601412-2*\n0.5\n0.75\n\n\t* Brakes having this part number include part number 2601412-1 brakes that have been modified in accordance with McDonnell Douglas Service Bulletin 32-181, dated October 29, 1992.\n\n\t(b)\tWithin 180 days after the effective date of this AD, incorporate the maximum brake wear limits specified in paragraph (a) of this AD into the FAA-approved maintenance inspection program.\n\n\t(c)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO.\n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO.\n\n\t(d)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane toa location where the requirements of this AD can be accomplished.\n\n\t(e)\tThis amendment becomes effective on June 21, 1993.
2018-21-13: We are superseding Airworthiness Directive (AD) 2018-11-05 for certain Honda Aircraft Company LLC (Honda) Model HA-420 airplanes. AD 2018-11-05 required incorporating a temporary revision into the airplane flight manual (AFM) and replacing the faulty power brake valve (PBV) upon condition. We issued AD 2018-11-05 as a short-term action to address the immediate need to detect and replace a faulty PBV. This AD retains the actions required in AD 2018-11-05 and requires replacing the faulty PBV with the improved part. We are issuing this AD to address the long-term corrective action and address the unsafe condition on these products.
2005-24-10: The FAA is adopting a new airworthiness directive (AD) for certain American Champion Aircraft Corporation (ACAC) Models 7AC, 7ACA, S7AC, 7BCM, 7CCM, S7CCM, 7DC, S7DC, 7EC, S7EC, 7ECA, 7FC, 7GC, 7GCA, 7GCAA, 7GCB, 7GCBA, 7GCBC, 7HC, 7JC, 7KC, 7KCAB, 8KCAB, and 8GCBC airplanes. This AD requires you to make a temporary Pilot's Operating Handbook (POH) limitation entry or install a temporary placard prohibiting aerobatic flight if you operate the airplane before the required inspection of this AD; inspect for incorrect swaging width of the cable Nicopress sleeves on the elevator, rudder, aileron, and flap control cables; replace cables that have incorrect sleeve swage width; remove POH limitation or placard prohibiting aerobatic flight after inspection and replacement of cables with incorrect sleeve swage width; and report any findings of incorrect sleeve swage width to FAA. This AD results from partial loss of aileron control because an incorrectly swaged cable sleeve allowed thecable to slip. We are issuing this AD to detect and correct incorrect swaging widths of the flight control cable Nicopress sleeves, which could result in failure of the elevator, rudder, aileron, and flap controls. This failure could lead to loss of control of the airplane.
69-15-01: 69-15-01 PIPER: Amdt. 39-796. Applies to the following models: PA-28-180/-235, PA- 28R-180/-200, and PA-32-260/-300. The following are affected serial numbers: PA-28-180, Serial Nos. 28-4378 through 28-5406 PA-28-235, Serial Nos. 28-11040 through 28-11257 PA-28R-180, Serial Nos. 28-30005 through 28-31095 PA-28R-200, Serial Nos. 28-35001 through 28-35265 PA-32-260, Serial Nos. 32-1111 through 32-1165 PA-32-300, Serial Nos. 32-40566 through 32-40715 Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To prevent control wheel retaining pin from dislodging, install a self-tapping steel screw adjacent to the retaining pin for each control wheel in accordance with Piper Service Bulletin No. 295, or equivalent approved by Chief, Engineering and Manufacturing Branch, FAA Southern Region. This amendment becomes effective 21 July 1969.
2018-21-15: We are superseding Airworthiness Directive (AD) 2017-13-03 for Bell Helicopter Textron Canada Limited (Bell) Model 429 helicopters. AD 2017-13-03 required adding an identification number to life-limited rod ends that do not have a serial number (S/N). Since we issued AD 2017- 13-03, an additional life-limited rod end was identified that is affected by the same unsafe condition. This new AD retains the requirements of AD 2017-13-03 and revises the Applicability paragraph by adding that rod end. The actions of this AD are intended to address an unsafe condition on these products.
68-05-01: 68-05-01 PIPER: Amdt. 39-726. Applies to Piper J3, J4, J5, PA-11, PA-12, PA-14, PA-15, PA-16, PA-17, PA-18, PA-19, PA-20, PA-22, and PA-24 type airplanes, except PA-24-400 and PA-24-260 aircraft serial numbers 24-4783, 24-4804 and subsequent. Compliance required as indicated. (a) For all airplanes except Models J3, J4, J5, PA-11 and those referenced in paragraphs (i) and (j), which have exhaust mufflers with 950 or more hours time in service on the effective date of this AD, comply with paragraph (e) within the next 50 hours time in service and thereafter at intervals not to exceed 50 hours time in service from the last inspection. (b) For all airplanes except Models J3, J4, J5, PA-11 and those referenced in paragraphs (i) and (j), which have exhaust mufflers with less than 950 hours time in service on the effective date of this AD, comply with paragraph (e) within the next 50 hours time in service, and thereafter at intervals not to exceed 100 hours time in service from the last inspection. After the exhaust muffler has accumulated 950 hours time in service, comply with the inspection requirements of paragraph (a). (c) For all Models J3, J4, J5, and PA-11 airplanes which have exhaust mufflers with 950 or more hours' time in service on the effective date of this AD, comply with paragraph (e) within the next 50 hours' time in service and thereafter at intervals not to exceed 50 hours time in service from the last inspection. (d) For all Models J3, J4, J5, and PA-11 airplanes which have exhaust mufflers with less than 950 hours' time in service on the effective date of this AD, comply with paragraph (e) prior to the accumulation of 1000 hours' time in service and thereafter at intervals not to exceed 50 hours' time in service. (e) Inspect in accordance with paragraph (f), and paragraph (g) if applicable, the engine exhaust muffler and shroud assembly (including the internal baffle tube and tail pipe), carburetor heat shroud and air duct, support braces, clamps and brackets, exhaust stacks and manifolds. Do not alter those mufflers incorporating an internal baffle tube to remove the tube without prior FAA approval. (Piper Service Letter No. 324B describes the critical areas.) (f) Remove muffler assembly, disconnect air ducts, stacks, and shrouds as necessary, and visually inspect exterior and interior surfaces with a probe light and mirror for signs of cracks, corrosion, burn-throughs, heat damage, collapsed stack, or weld separations. For carburetor type engines, special attention should be given to the exhaust stack under the carburetor heat shroud. Except during the initial inspection, the muffler need not be removed from the airplane, provided visual inspection with probe light and mirror is made through the muffler tail pipe outlet and one end of the muffler at the stack connection. (g) If the inspection specified in paragraph (f) shows that the exhaust stacks and internal baffle tube arein good condition, but there are areas inside the muffler which cannot be adequately inspected with a probe light and mirror, accomplish one of the following: (1) Accomplish a submerged pressure check of the muffler and exhaust stack at 10 psi air pressure. (2) Conduct a ground test using a carbon monoxide indicator by heading the airplane into the wind, warming the engine on the ground, advancing the throttle to full static r.p.m. with cabin heat valves open, and taking readings of the heated airstream inside the cabin at each outlet (including rear seat heat outlet, if installed). Appropriate sampling procedures applicable to the particular indicator must be followed. If carbon monoxide concentration exceeds .005 percent or if a dangerous reading is obtained on an indicator not calibrated in percentages, inspect in accordance with (f), and perform a submerged pressure check of the muffler and exhaust stack at 10 psi air pressure before further flight. (3) Close and secure cabin heat valves at the firewall until a complete muffler inspection in accordance with paragraph (f) is accomplished. (h) Replace or repair parts found to have the defects listed in paragraph (f) before further flight, and thereafter comply with the inspection requirements of paragraph (b) or (d), whichever is applicable. Make welding repairs in accordance with Advisory Circular AC 43.13-1 or an FAA-approved equivalent. Pressure-check mufflers and stacks that are repair-welded before reinstallation. (Care should be exercised when reinstalling the exhaust system components to prevent distortion or preloading of parts.) (i) The repetitive inspection of paragraph (a) and (b) may be discontinued when hollow muffler P/N 24506 or P/N 26385 is installed on Model PA-24 aircraft; and on Model PA-24-250 aircraft when installed in combination with muffler support Kit. No. 756775 (Service Letter No. 412A) or Kit No. 757058 (Service Letter No. 481) as applicable, or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (j) For applicable PA-24-260 airplanes, the repetitive inspections of paragraph (b) must be accomplished at 50 hour intervals in lieu of 100 hour intervals until a barrier device is installed in each muffler in accordance with Piper Service Letter No. 518 or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Upon installation of the barrier devices, the repetitive inspections of paragraph (a) and (b) may be discontinued. (Piper Service Letters Nos. 324B, 324C, 412A, 481 and 518 cover this same subject.) Effective March 31, 1968. Revised March 5, 1969.
96-06-05: This amendment supersedes two existing airworthiness directives (AD), applicable to certain Boeing Model 727 series airplanes, that currently require repetitive visual inspections to detect cracks of the elevator rear spar, and repair, if necessary. This amendment adds new inspections to detect cracks and loose brackets of the elevator rear spar; adds a new terminating modification for the inspections, and expands the applicability of the rules to include additional airplanes. This amendment is prompted by reports of cracking in the spar radii at the tab hinge location of the elevator rear spar on certain airplanes. The actions specified by this AD are intended to prevent cracking in elements of the elevator rear spar assembly, which could result in excessive free play of the elevator control tab and possible tab flutter.
76-11-05 R1: 76-11-05 R1 BOEING: Amendment 39-2630, as amended by Amendments 39-2667 and 39- 2708, is further amended by Amendment 39-6234. \n\n\tApplicability: Boeing Model 737 series airplanes, line number 001 through 491, certificated in any categories. \n\tCompliance: Required as indicated, unless previously accomplished. \n\tTo prevent hazardous flutter of the elevator/horizontal stabilizer, accomplish the following: \n\tA.\tUpon receipt of a pilot report of vibration in the longitudinal control system, prior to further flight, accomplish the inspection required by paragraph C., below. If the relative deflections are less than specified in paragraph C., below, prior to further flight, investigate for the cause of vibration in accordance with existing procedures. \n\tB.\tIn addition to paragraph A., above, within the next 300 hours time-in-service after the effective date of this AD, unless accomplished within the last 700 hours time-in-service, and at intervals thereafter not to exceed 1,000 hours time-in-service, conduct the inspection required by paragraph C., below. \n\tC.\tInspect for excessive deflection of the elevator tab, right and left hand, in accordance with the inspection procedures specified in Section III, Part I, paragraphs C. and D., of Boeing Alert Service Bulletin 737-55A1020, Revision 1, dated August 20, 1976; Revision 2, dated February 11, 1977; or Revision 3, dated December 22, 1988. If the elevator tab-to-elevator relative deflection exceeds 1/10 inch, prior to further flight, modify the elevator in accordance with paragraph D., below. \n\tD.\tInstallation of one of the modifications specified in Boeing Alert Service Bulletin 737-55A1020, Revision 1, dated August 20, 1976; Revision 2, dated February 11, 1977, or Revision 3, dated December 22, 1988; Section III, Part II, including installation of the bolt retainer clips or the preventive modification specified in Boeing Service Bulletin 737-55-1022, Section III, Part II, dated April 15, 1987, is considered terminating action for the inspection requirements of this AD.\n \tE.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes having cracked parts to a base in order to comply with the requirements of this AD. The application for a special flight permit must contain a limitation stating that the airplane must be operated within limits specified in Boeing Operation Manual Bulletin 76-2. \n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis AD revises AD 76-11-05 (Amendment 39-2630) as amended by Amendments 39- 2667 and 39-2708. \n\tThis amendment (39-6234, AD 76-11-05 R1) becomes effective on July 24, 1989.
68-13-03: 68-13-03 PIPER: Amdt. 39-727. Applies to Piper Models PA-24 and PA-24-250 aircraft S/N 24-1 through 24-3529 inclusive. Compliance required as indicated below until Piper fuel cell vent and drain tube modification kits are installed (Kit No. 760277 for main tanks and Kit No. 760281 for auxiliary tanks if installed) in accordance with Piper Service Letter No. 516 or a later approved revision or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. To prevent fuel exhaustion caused by fuel cell collapse and loss of fuel through the tank filler caps accomplish the following: 1. Within 25 hours' time in service after the effective date of this AD and every 100 hours' time in service thereafter perform the following inspections: (a) Visually inspect the main fuel cells and the auxiliary fuel cells if installed for indications of fuel cell collapse. Inspect the upper and lower fasteners of the main fuel cells and theupper fasteners of the auxiliary fuel cells which retain the bladder cells to assure security in accordance with Section VIII of Piper Comanche Service Manual No. 753516 or an equivalent inspection approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. The fuel cells shall be empty when performing this inspection. Also, with the tank filler caps removed, inspect the tank vent tubes under the wing for dirt or ice blockage. Apply suction to each vent tube outlet to assure that there is no blockage. (b) Inspect all fuel cell filler caps for secureness and assure installation of proper part number cap. If the rubber portion of the "thermos" type filler caps (S/N 24-581 and up) shows indications of dryness or hardness which can cause the cap to gradually loosen, the cap must be replaced. (c) Accomplish a fuel quantity gauge sending unit check in accordance with Section VIII of Piper Comanche Service Manual No. 753516 or an equivalent inspection approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. 2. Within 100 hours' time in service after the effective date of this AD, unless already accomplished on aircraft S/N 24-581 through 24-3495 inclusive, alter the fuel cell drain tubes in accordance with Piper Service Bulletin No. 216 dated June 21, 1963, or an equivalent alteration approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. (Piper Service Bulletins Nos. 216 and 231A and Service Letter No. 367 and 516 pertain to this subject.) Effective May 29, 1968. Revised March 5, 1969.