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2007-17-16: 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: During the manufacturing process of the Poppet Covers of the Pressurization Safety Valves, burrs that could damage the Valve Diaphragms were not removed. The damage may eventually cause faulty operation of the relief valves resulting in an unsafe condition when combined with additional failures. The serial numbers of the defective valves and the affected aircraft were identified. The unsafe condition is damage and subsequent failure of the safety relief valves, which could result in rapid decompression of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
88-20-05: 88-20-05\tMCDONNELL DOUGLAS: Amendment 39-6022. Applies to McDonnell Douglas Model DC-9-81, -82, -83, -87, and MD-88 airplanes, certificated in any category, as listed in McDonnell Douglas Model MD-80 Service Bulletins 24-94, Revision 1, dated May 28, 1987, and 24-100, dated March 30, 1988.\n\n\tCompliance required within 12 months after the effective date of this airworthiness directive (AD), unless previously accomplished.\n\n\tTo eliminate a potential source of fire ignition from the generator power feeder cable electrically shorting, accomplish the following:\n\n\tA.\tFor airplanes identified in McDonnell Douglas MD-80 Service Bulletin 24-94, Revision 1, dated May 28, 1987: Inspect for power feeder cable damage, and repair the cable, if necessary; then modify the cable installation, in accordance with the Accomplishment Instructions of that service bulletin.\n\n\tB.\tFor airplanes identified in McDonnell Douglas MD-80 Service Bulletin 24-100, dated March 30, 1988: Modify the power feeder cable installation, in accordance with the Accomplishment Instruction of that service bulletin.\n\n\tC.\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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region.\n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Los Angeles Aircraft Certification Office.\n\n\tD.\tSpecial 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.\n\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 the McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-L65 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 3229 East Spring Street, Long Beach, California.\n\n\tThis amendment, 39-6022, becomes effective October 31, 1988.
98-24-27: This amendment adopts a new airworthiness directive (AD) that is applicable to First Technology Fire and Safety Ltd. toilet compartment fire extinguishers. This amendment requires inspection of suspect fire extinguishers for leakage, and removal from service and replacement with serviceable parts if the extinguisher is found to be leaking. This amendment is prompted by reports of leakage at the fire extinguisher's eutectic tip. The leakage is the result of a design change. The actions specified by this AD are intended to prevent fire extinguisher failure due to leakage, which in the event of a toilet compartment fire could result in an uncontained fire and damage to the aircraft.
71-21-06: 71-21-06 PIPER: Amendment 39-1309. Applies to Turbocharged Type PA 23-250 airplanes Serial Numbers 27-4053, 27-4226 through 27-4563 inclusive, 27-4565 through 27-4579 inclusive, 27-4581 through 27-4617 inclusive, 27-4619 through 27-4627 inclusive, 27-4630 through 27-4636 inclusive. Compliance required within the next 50 hours' time in service after the effective date of this airworthiness directive unless already accomplished. To preclude the possibility of fire passing through the engine firewall, in the event of a powerplant fire, replace the existing alternate air flexible duct, P/N 22502-65, with new alternate air duct P/N 48076-02 (fireproof), in accordance with Piper Service Bulletin Number 334 dated 17 March 1971, or later approved revision, or replace with an equivalent alternate air duct approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Upon request with substantiating data submitted through an FAA maintenance inspector, thecompliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective October 12, 1971.
2007-17-21: The FAA is adopting a new airworthiness directive (AD) for PW JT9D-7R4 series turbofan engines. This AD requires removing reduced cooling flow 2nd stage high pressure turbine (HPT) vane assemblies, part numbers (P/Ns) 797282, 796972, 800082, 800072, 803182, 803282, and 822582, installed in 2nd stage HPT vane cluster assemblies P/Ns 797592, 797372, 799872, 799782, and 822572. It also requires a visual and a fluorescent penetrant inspection (FPI) of the 2nd stage HPT air seal assembly, P/N 815097. This AD results from a report of an uncontained failure of the 2nd stage HPT air seal assembly, caused by the air seal assembly brace disengaging from the air seal, due to insufficient cooling air flow. We are issuing this AD to prevent uncontained failure of the 2nd stage HPT air seal assembly, leading to engine in-flight shutdown and damage to the airplane.
96-03-01 R1: 96-03-01 R1 BOEING: Amendment 39-9538. Docket 95-NM-276-AD. Revises AD 96-03-01, Amendment 39-9496. \n\n\tApplicability: Model 747 series airplanes, as listed in Boeing Alert Service Bulletin 747- 71A2277, dated November 29, 1995; certificated in any category. \n\n\tNOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (c) of this AD to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changedconfiguration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD.\n \n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent separation of the engine from the airplane, accomplish the following: \n\n\t(a)\tWithin 90 days after the effective date of this AD, accomplish the requirements of paragraphs (a)(1) and (a)(2) of this AD in accordance with Boeing Alert Service Bulletin 747-71A2277, dated November 29, 1995. \n\n\t\t(1)\tPerform a visual inspection to ensure that installation of the tangential link upper bolt nut is on the forward side of the engine mount fitting.\n \n\t\t\t(i)\tIf the tangential link upper bolt nut is installed on the forward side of the engine mount fitting, repeat the visual inspection at intervals not to exceed 18 months. \n\n\t\t\t(ii)\tIf the tangential link upper bolt nut is not installed on the forward side of the enginemount fitting, prior to further flight, remove the nut, bolt, and washers and reinstall the nut, bolt, and washers in accordance with the alert service bulletin. Thereafter, repeat the visual inspection at intervals not to exceed 18 months. \n\n\t\t\t(iii)\tIf the tangential link upper bolt is missing from the engine mount fitting, prior to further flight, perform the various follow-on actions in accordance with the alert service bulletin. (The follow-on actions include visual inspections, magnetic particle inspections, replacement of the lower engine mount fitting with a serviceable part, if necessary; installation of new safety links, bolts, and nuts; and installation of a new tangential link upper bolt.) Thereafter, repeat the visual inspection at intervals not to exceed 18 months. \n\n\t\t(2)\tPerform an inspection to verify that the torque value of the tangential link upper bolt (on both sides of the mount) is within the limits specified in the alert service bulletin.\n \n\t\t\t(i)\tIf the torque value of the tangential link upper bolt nut is within the limits specified in the alert service bulletin, repeat the inspection (verification) at intervals not to exceed 18 months. \n\n\t\t\t(ii)\tIf the torque value of the tangential link upper bolt nut is outside the limits specified in the alert service bulletin, prior to further flight, perform a visual inspection of the tangential link upper bolt and washer for any damage or discrepancy, in accordance with the alert service bulletin. \n\n\t\t\t\t(A)\tIf no damage or discrepancy of the tangential link upper bolt and washers is found, prior to further flight, replace the bolt nut with a new or serviceable part in accordance with the alert service bulletin. Thereafter, repeat the inspection (verification) specified in paragraph (a)(2) of this AD at intervals not to exceed 18 months. \n\n\t\t\t\t(B)\tIf any damage or discrepancy of the tangential link upper bolt and washers is found, prior to further flight, replace the damaged or discrepant part with a new or serviceable part, and replace the bolt nut with a new or serviceable part, in accordance with the alert service bulletin. Thereafter, repeat the inspection (verification) specified in paragraph (a)(2) of this AD at intervals not to exceed 18 months. \n\n\t(b)\tReplacement of the safety links with modified safety links in accordance with Boeing Service Bulletin 747-71-2206, dated April 16, 1987; or Boeing Service Bulletin 747-71- 2206, Revision 1, dated November 12, 1987, as revised by Boeing Notice of Status Change No. 747-71-2206 NSC 1, dated December 4, 1987, and Boeing Notice of Status Change No. 747-71- 2206 NSC 2, dated March 17, 1988; constitutes terminating action for the repetitive inspection requirements of this AD.\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, Seattle 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, Seattle ACO.\n \n\tNOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO.\n \n\t(d)\tSpecial flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(e)\tThe inspections, replacement, and follow-on actions shall be done in accordance with Boeing Alert Service Bulletin 747-71A2277, dated November 29, 1995. 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, as of February 16, 1996 (61 FR 3550, February 1, 1996). Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment is effective on February 16, 1996.
91-14-20: 91-14-20 BOEING: Amendment 39-7061. Docket No. 91-NM-19-AD. Supersedes AD 84-21- 06 R1. \n\n\tApplicability: Model 737 series airplanes; listed in Section 3.0 of Boeing Document No. D6-37089, Revision C, "Supplemental Structural Inspection Document" (SSID), dated January 1990; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure the continuing structural integrity of the Model 737 fleet, accomplish the following: \n\n\tA.\tFor airplanes identified in Boeing Document D6-37089, Revision B, dated February 18, 1987: Within three months after April 8, 1988 (the effective date of Amendment 39-5813, AD 84-21-06 R1), incorporate a revision in the FAA-approved maintenance inspection program which provides no less than the required damage tolerance rating (DTR) for each Structural Significant Item (SSI) listed in Boeing Document No. D6-37089, "Supplemental Structural Inspection Document" (SSID), Revision B, dated February 18, 1987. The required DTR value for each SSI is listed in the document. The revision to the maintenance program shall include and be implemented in accordance with the procedures in Sections 5.0 and 6.0 of Revision B of the SSID. \n\n\tB.\tFor airplanes identified in Boeing Document D6-37089, Revision C, dated January 1990: Within 1 year after the effective date of this amendment, incorporate a revision into the FAA-approved maintenance inspection program which provides no less than the required DTR for each SSI listed in Boeing Document D6-37089, "SSID," Revision C, dated January 1990. The required DTR value for each SSI is listed in the document. The revision to the maintenance program shall include and be implemented in accordance with the procedures in Sections 5.0 and 6.0 of Revision C of the SSID. \n\n\tC.\tCracked structure must be repaired, prior to further flight, in accordance with an FAA-approved method. \n\n\tD.\tAn alternative method 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 (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tE.\tSpecial 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. \n \t \n\tF.\tThe inspection requirements shall be done in accordance with Boeing Document No. D6-37089, Revision C, dated January 1990, which includes the following list of affected pages: \n\n\tC.\tCracked structure must be repaired, prior to further flight, in accordance with an FAA-approved method. \n\tD.\tAn alternative method 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 (ACO), FAA, Transport Airplane Directorate.\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may concur or comment and then send it to the Manager, Seattle ACO.\n\tE.\tSpecial 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. \t\n\tF.\tThe inspection requirements shall be done in accordance with Boeing Document No. D6-37089, Revision C, dated January 1990, which includes the following list of affected pages:\n\n\tSECTION\tPAGE NUMBER\tREVISION LEVEL\n\tVOLUME 1\n\tA\t1 - 13, \tC\n\t\t13.1 - 13.3,\n\t\t24 - 30\n\t\t23\tB\n\tB\t1\tB\n\t\t2\tC\n\tC\t1\tC\n\t1.0\t1 - 2\tC\n\t2.0\t1 \t(Original Issue)\n\t\t2, 4\tC\n\t\t3\tB\n\t3.0\t1 - 3\tC\n\t4.0\t3 \t(Original Issue)\n\t\t4\tC\n\t5.0\t1, 4, 6, 7, 9\tC\n\t\t5\tB\n\t\t2, 3, 8\tA\n\t6.0\t1, 2, 2.1\tC\n\t7.0\t3, 4, 6, 8\tC\n\t\t5, 7\tB\n\t8.0\t1, 3\tB\n\t\t2, 4\tC\n\t8.1\t1 - 3, W.10.3, \tC\n\t\tW.17.1, W.17.9, W.17.15, \n\t\tW.19.2 - W.19.4, W.19.6,\n\t\tW.27.1, W.27.5 - W.27.7, \n\t\tW.27.15, W.27.16, \n\t\tW.31.1, W.42.1 - W.42.3\n\t\tW.10.4, W.17.2, W.17.10, \tB\n\t\tW.19.1, W.19.5, W.27.2,\n\t\tW.27.8\n\t\tW.42.4\tA\n\t\t4, W.17.16, W.31.2,\t(Original Issue)\n\t8.2\t1 - 4, F.1.2, F.3.1, F.3.2, \tC\n\t\tF.4.0 - F.4.2, \n\t\tF.10.0, F.10.1, \n\t\tF.11.0, F.11.1, \n\t\tF.12.0, F.12.1, F.12.2, \n\t\tF.13.2 - F.13.5, \n\t\tF.14.2 - F.14.5, \n\t\tF.17.2, F.17.3, \n\t\tF.17.3.1 - F.17.3.3, \n\t\tF.17.4 - F.17.8, \n\t\tF.18.2 - F.18.5, \n\t\tF.20.1, F.20.2, \n\t\tF.38.1, F.38.7, F.38.8, \n\t\tF.39.1 - F.39.9, \n\t\tF.45.0 - F.45.2\n\t\tF.1.1, F.10.2, F.11.2,\tB\n\t\tF.18.1, F.38.2 \n\t\tF.17.1.3 \tA\n\t\tF.9.3, F.10.7, F.13.1,\t(Original Issue)\n\t\tF.14.0, F.14.1, F.15.0, \n\t\tF.19.0, F.39.10\n\t8.3\t1 - 3, E.14.2, \tC\n\t\tE.19.2, E.19.4, E.20.1\n\t\tE.1.0, E.20.2\t(Original Issue) \n\t9\t1\tC\n\t10.2.1\t1, 2, 4, 5, 7 - 9, \tC\n\t\t16, 20, 21, 27, 28,\n\t\t30\n\t\t3, 6, 10, 15, 19,\t(Original Issue)\n\t\t22, 29\n\t10.5\t1, 6\tC\n\t\t2\tB\n\t\t5\t(Original Issue)\n\n\tVOLUME 2\n\n\t11.0\t1\tC\n\t11.1\t1 - 3\tC\n\t11.2\t1 - 3\tCF.1, F.3, F.4, F.12,\n\t\tF.13A, F.13B, \n\t\tF.14A, F.14B, \n\t\tF.17A, F.17B, F.17C, \n\t\tF.17D, F.17E, \n\t\tF.18A, F.18B, F.20, \n\t\tF.38A, F.38B, F.39A\n\t11.3\t1, 2\tC\n\n\n\tThis 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington, or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, D.C. \n\n\tAirworthiness Directive 91-14-20, supersedes AD 84-21-06 R1, Amendment 39-4933. \n\n\tThis amendment (39-7061, AD 91-14-20) becomes effective on August 9, 1991.
60-07-02: 60-07-02 BRANTLY: Amdt. 117 Part 507 Federal Register March 23, 1960. Applies to Model B-2 Helicopters. Compliance required as indicated. (a) Applies to Serial Numbers 1 through 31. Compliance required prior to next flight. Failures of the tail rotor drive shaft through the cooling fan drive pulley bolt hole have occurred. These failures result in loss of directional control. To relieve stresses in this area and preclude recurrence of these failures, the tail rotor drive system must be modified to incorporate: (1) New long tail rotor drive shaft P/N 108-31 incorporating 2 1/2-inch long plug pinned in forward end of shaft at support location for cooling fan drive pulley, (2) Redesigned cooling fan drive pulley bearing support sleeve P/N 339-19, (3) New cooling fan drive pulley P/N 339-4, (4) New housing spacer P/N 339-18, (5) New pin retainer P/N 339-17, (6) New tail rotor shaft forward support bearing P/N 88505, (7) New cooling fan attach bolt AN 173-14A with AN 960-10 washer and AN 365-1032 nut. (Brantly Service Bulletin No. 2 covers this same subject.) Revised April 17, 1965.
86-18-01: 86-18-01 BOEING: Amendment 39-5390. Applies to Model 747 series airplanes listed in Boeing Alert Service Bulletins 747-53A2259, Revision 1, dated April 18, 1986, and 747-53A2237, Revision 1, dated March 28, 1986, certificated in any category. \n\n\tTo detect cracking of body frame structure in the lower lobe (Sections 42 and 46) of the fuselage, accomplish the following, unless already accomplished: \n\n\tA.\tFor airplanes listed in Boeing Alert Service Bulletin 747-53A2237, Revision 1, dated March 28, 1986: \n\n\t\t1.\tPerform a detailed visual inspection for frame cracking from fuselage station 540 to 760, and 1820 to 1900, stringers 35 left to 42 left, in accordance with Section III of Boeing Service Bulletin 747-53A2237, Revision 1, dated March 28, 1986, or later FAA-approved revisions, in accordance with the following schedule after the effective date of this AD: \n\n\t\t\ta.\tWithin 300 landings for airplanes that have accumulated more than 12,000 landings on the effective date of this AD. \n\n\t\t\tb.\tWithin 800 landings for airplanes that have accumulated 10,000 to 12,000 landings on the effective date of this AD. \n\n\t\t\tc.\tWithin 800 landings or prior to the accumulation of 10,000 landings, whichever occurs later, for airplanes that have accumulated less than 10,000 landings on the effective date of this AD. \n\n\t\t2.\tIf cracking is found, repair in accordance with FAA-approved procedures prior to further flight. \n\n\t\t3.\tRepeat the inspections required by paragraph A.1., above, at intervals not to exceed 3,000 landings until terminating action is performed. \n\n\t\t4.\tModification of the frames in accordance with Boeing Service Bulletin 747-53A2237, Revision 1, dated March 28, 1986, or later FAA-approved revisions constitutes terminating action for the repetitive inspection requirement of this paragraph. \n\n\tB.\tFor airplanes listed in Boeing Alert Service Bulletin 747-53A2259, Revision 1, dated April 18, 1986: \n\n\t\t1.\tPerform a visual inspection of cargo side guidesupport brackets from fuselage station 1500 to 1800, right and left hand side, for a proper machined taper in accordance with Section III of Boeing Service Bulletin 747- 53A2259, Revision 1, dated April 18, 1986, or later FAA-approved revisions, in accordance with the following schedule after the effective date of this AD: \n\n\t\t\ta.\tWithin 300 landings for airplanes that have accumulated more than 12,000 landings on the effective date of this AD. \n\n\t\t\tb.\tWithin 800 landings for airplanes that have accumulated 10,000 to 12,000 landings on the effective date of this AD. \n\n\t\t\tc.\tWithin 800 landings or prior to the accumulation of 10,000 landings, whichever occurs later, for airplanes that have accumulated less than 10,000 landings on the effective date of AD. \n\n\t\t2.\tIf any cargo side guide support bracket is improperly tapered, perform a detailed visual inspection of the frame area adjacent to the untapered bracket for cracking in accordance with Boeing Service Bulletin 747- 53A2259, Revision 1, dated April 18, 1986, or later FAA-approved revisions. \n\n\t\t3.\tRepeat the inspections required by paragraph B.2., above, at intervals not to exceed 3,000 landings until terminating action is performed. \n\n\t\t4.\tIf cracking is found, repair in accordance with FAA-approved procedures prior to further flight. \n\n\t\t5.\tInstallation of a tapered strap adjacent to the affected brackets in accordance with Boeing Service Bulletin 747-53A2259, Revision 1, dated April 18, 1986, or later FAA-approved revisions constitutes terminating action for the repetitive inspection requirements of this paragraph. \n\n\tC.\tFor Boeing Model 747SR airplanes only, based on continued mixed operation of cabin pressure differentials, the initial inspection thresholds and reinspection intervals specified in this AD may be multiplied by a 1.2 adjustment factor. \n\n\tD.\tFor the purposes of complying with this AD, the number of landings may be determined to equal the number of pressurization cycles wherethe cabin pressure differential was greater than 2.0 psi. \n\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\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes unpressurized to a base for the accomplishment of inspections and/or modifications required by this AD. \n\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 the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124-2207. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective September 17, 1986.
83-20-03: 83-20-03 PIPER: Amendment 39-4739. Applies to Models PA-36-285, PA-36-300 and PA-36-375 (all serial numbers) airplanes certificated in any category. \n\n\tCOMPLIANCE: Required as indicated unless already accomplished. \n\n\tTo prevent failure of wing structural components because of fatigue damage, accomplish the following: \n\n\ta.\tReplace the structural components specified below at the time-in-service set forth in Table I. If, on the effective date of this AD, the component has accumulated or will accumulate within an additional 100 hours time-in-service, the number of hours time-in-service at which replacement is required, accomplish the replacement within the next 100 hours time-in- service after the effective date of this AD. \n\n\t\t\t\t\t\tTable 1 \n\n\n\n\n\n\n\n\nCompliance Times \n(Component time-in-service, hours)\nAirplanes\n\n\n\n\n\n\nParagraph of AD \nModels 2A-36-285 & 300 \nType of Replacement\na.1)* a.2) a.3)\na.4) \na.5) \na.6)\n a.7) \na.8)\nS/Ns 36-7360001 thru 36-7560003\nInitial\nRepetitive\n4100\n4100\n4100\n4100\nN/A \nN/A\nN/A \nN/A \n3100\n4100\n2000\n2000\nS/Ns 36-7560004 thru 36-7560055\nInitial\nRepetitive\n4100\n4100\nN/A\nN/A\nN/A\nN/A\n4000\n4100\n4000\n4100\n2000\n2000\nS/Ns 36-7560056 thru 36-7660122\nInitial\nRepetitive\n4100\n4100\nN/A\nN/A\n4100\n4100\n4000\n4100\nN/A\nN/A\n2000\n2000\nS/Ns 36-7660123 and up\nInitial \nRepetitive\n4100\n4100\nN/A\nN/A\n4100\n4100\nN/A\nN/A\nN/A\nN/A\n2000\n2000\nModel PA-36-375 \n\n\n\n\n\n\n\nS/Ns 36-7802001 and up\nInitial \nRepetitive\n4100\n4100\nN/A\nN/A\n4100\n4100\nN/A\nN/A\nN/A\nN/A\n2000\n2000\n\nCompliance with paragraphs a.1) and a.8) is also required whenever applicable bolt is removed.\n\n\t\t1)\tReplace the Wing Attachment Upper Bolts P/N 77245-00 with unused bolts. Replacement is also required whenever bolt is removed. \n\n\t\t2)\tReplace Wing Carry-Through Spar Fittings, P/N 97713-00, -02, or -03, with an unused P/N 97713-03 fitting. \n\n\t\t3)\tReplace Wing Spar Fitting, P/N 97712-00 with an unused P/N 97712-00 fitting. \n\n\t\t4)\tReplace Spar Carry-Through Assembly, P/N 76824-02, if installed with an unused Assembly P/N 76824-02. \n\n\t\t5)\tReplace Spar Assembly P/N 97701-00 and -01, Revision P, or later revision with Piper Spar Cap Replacement Kits Number 764393, Left Spar Assembly, and 764394, Right Spar Assembly. \n\n\t\t6)\tReplace Spar Carry-Through Assembly, P/N 76767-00 or P/N 76824-02 with an unused P/N 76824-02 assembly. (The repetitive replacement time-in-service is applicable to P/N 76824-02 assemblies now installed.) \n\n\t\t7)\tReplace Spar Assemblies P/N 97701-00 and P/N 97701-01, Revision N or earlier, and P/N 764393 and P/N 764394 Right Spar Cap Replacement Kits with an unused Spar Cap Replacement Kit P/N 764393, Left Spar Assembly, and P/N 764394 Right Spar Assembly. (The repetitive replacements time-in-service is applicable to P/N 764393 or P/N 764394, Spar Cap Replacement now installed.) \n\n\t\t8)\tReplace Wing Attachment Lower Bolts P/N 77245-00 with unusedP/N 77245-00 bolts. Replacement is also required whenever bolt is removed. \n\n\tb.\tAirplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. \n\n\tc.\tAn equivalent method of compliance with this AD may be used if it is approved by the Manager, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581; telephone (516) 791-6680. \n\n\tThis AD supersedes AD 76-25-02, Amendment 39-2786. \n\n\tThis amendment becomes effective on November 11, 1983.