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2019-23-05: The FAA is superseding Airworthiness Directives (ADs) 2016-01- 16, 2017-19-03, and 2018-19-05, which applied to Dassault Aviation Model MYSTERE-FALCON 900 airplanes. Those ADs require revising the maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and/or airworthiness limitations. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. Since AD 2018-19-05 was issued, the FAA has determined that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
72-14-07: 72-14-07 PIPER: Amdt. 39-1478. Applies to the following airplanes certificated in all categories: PA-28-140 Serial Nos. 28-20001 thru 28-7225389 PA-28-150/-160/-180 Serial Nos. 28-03 and 28-1 thru 28-7205256 PA-28-235 Serial Nos. 28-10001 thru 28-7210018 PA-28R-180 Serial Nos. 28R-30002 thru 28R-7130013 PA-28R-200 Serial Nos. 28R-35001 thru 28-R-7235217 PA-32-260 Serial Nos. 32-03, 32-04 and 32-1 thru 32-7200031 PA-32-300 Serial Nos. 32-15, 32-21 and 32-40000 thru 32-7240103 PA-34-200 Serial Nos. 34-E4 and 34-7250001 thru 34-7250242 Compliance required within the next 100 hours time in service after the effective date of this AD, unless already accomplished. To insure properly tightened bolts on the stabilator hinge attachment fittings, which are secured to the aft fuselage bulkhead, accomplish the following: (a) Remove tail cone fairing and closeout panel from aft fuselage bulkhead to gain access to the twelve (12) fitting attachment nuts.There are six bolts and nuts per fitting. (b) Inspect around bolt holes in bulkhead and fitting for cracks, deformation, or other damage. (c) Torque nuts to a value of 35-40 inch pounds and reinstall closeout panel and tail cone fairing. Piper Service Letter No. 614 pertains to this same subject. This amendment becomes effective 7 July 1972.
93-14-19: 93-14-19 BOEING: Amendment 39-8644. Docket 92-NM-65-AD. \n\n\tApplicability: Model 767 series airplanes, line numbers 1 through 488, inclusive; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent separation of the trailing edge wedges of the leading edge slats from the airplane, accomplish the following: \n\n\t(a)\tPerform either a visual and a "Coin-Tap" inspection, or a visual and an ultrasonic inspection, of the trailing edge wedges of the leading edge slats in accordance with Boeing Service Bulletin 767-57A0039, Revision 1, dated October 15, 1992, and in accordance with the schedule specified in paragraph (a)(1) or (a)(2) of this AD, as applicable: \n\n\t\t(1)\tFor airplanes that have accumulated less than 12,000 total flight hours as of the effective date of this AD, accomplish the initial inspections at the earlier of the times specified in paragraphs (a)(1)(i) and (a)(1)(ii) of this AD. \n\n\t\t\t(i)\tPrior to the accumulation of 13,000 flight hours; or \n\n\t\t\t(ii)\tWithin 5,000 flight hours or 15 months after the effective date of this AD, whichever occurs first. \n\n\t\t(2)\tFor airplanes that have accumulated 12,000 or more total flight hours as of the effective date of this AD, accomplish the initial inspections within 1,000 flight hours after the effective date of this AD. \n\n\t(b)\tIf no disbonding is detected during the inspections required by paragraph (a) of this AD, repeat the inspections at intervals not to exceed 5,000 flight hours. After 2 consecutive repetitive inspections of the slat wedge are accomplished during an elapsed period of time not less than 6,000 flight hours since the performance of the inspections required by paragraph (a) of this AD, and during which no damage is found, the inspections required by this paragraph may be discontinued for that slat wedge. \n\n\tNOTE: Inspections finding no slat wedge damage but accomplished sooner than the specified period of 6,000 flight hours will not be accepted as terminating action. \n\n\t(c)\tIf disbonding is detected during any inspection required by paragraph (a) or (b) of this AD, prior to further flight, repair the disbonded area in accordance with paragraph (c)(1) or (c)(2) of this AD, as applicable: \n\n\t\t(1)\tRepair the disbonded area using the "permanent" repair method in accordance with paragraph (c)(1)(i) or (c)(1)(ii) of this AD, as applicable. \n\n\t\t\t(i)\tRepair using the "permanent" repair method specified in the 767 Structural Repair Manual (SRM), Section 57-43-02. \n\n\t\t\t(ii)\tIf damage goes into the dense core area, or if there is no applicable SRM repair, repair the disbonded area in accordance with a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t\t(2)\tIf the disbonded area is within the limits specified in paragraph J., Section III, "Accomplishment Instructions," of Boeing Service Bulletin 767-57A0039, Revision 1, dated October 15,1992, operators may repair the disbonded area using the time-limited repair method in accordance with that paragraph of the Service Bulletin. \n\n\t\t\t(i)\tWithin 500 flight hours after accomplishing the time-limited repair, and thereafter at intervals not to exceed 500 flight hours until the permanent repair specified in paragraph (c)(1) of this AD is accomplished, inspect the repaired area in accordance with Boeing Service Bulletin 767-57A0039, Revision 1, dated October 15, 1992. \n\n\t\t\t(ii)\tThe permanent repair must be installed within 5,000 flight hours after installation of the time-limited repair, or prior to further flight if the disbond grows beyond the doubler edges of the slat wedge, whichever occurs first. \n\n\t(d)\tAfter accomplishment of any permanent repair in accordance with paragraph (c) of this AD, continue the inspections required by paragraph (a) of this AD at intervals not to exceed 5,000 flight hours. After 2 consecutive repetitive inspections of the slat wedge are accomplished during an elapsed period of time not less than 6,000 flight hours since accomplishment of the permanent repair, and during which no damage is found, the inspections required by this paragraph may be discontinued for that slat wedge. \n\n\tNOTE: Inspections finding no slat wedge damage but accomplished sooner than the specified period of 6,000 flight hours will not be accepted as terminating action. \n\n\t(e)\tReplacement of the slat wedge with a new more corrosion-resistant slat wedge, in accordance with Boeing Service Bulletin 767-57A0039, Revision 1, dated October 15, 1992, constitutes terminating action for the inspection requirements of this AD for that slat wedge. \n\n\t(f)\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: 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(g)\tSpecial 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. \n\n\t(h)\tThe inspections, repair, and replacement shall be done in accordance with Boeing Service Bulletin 767-57A0039, Revision 1, dated October 15, 1992. 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 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, 800North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(i)\tThis amendment becomes effective on September 2, 1993.
2019-23-03: The FAA is superseding Airworthiness Directives (AD) 2017-19- 14 and AD 2014-16-27, which apply to certain Dassault Aviation Model FALCON 900EX airplanes. Those ADs require revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and/or airworthiness limitations. Since the FAA issued AD 2017-19-14 and AD 2014-16-27, the FAA determined that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
98-19-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires modification of certain fastener holes on the outer frames of the fuselage, and installation of new, improved fasteners. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fatigue cracking of certain fastener holes on the outer frames of the fuselage, which could result in reduced structural integrity of the airplane.
2019-22-11: The FAA is superseding Airworthiness Directive (AD) 2009-09- 02, which applied to certain Bombardier, Inc., Model DHC-8-400 series airplanes. AD 2009-09-02 required repetitive inspections for damage of certain main landing gear (MLG) forward stabilizer brace assemblies, repetitive inspections for cracking of both MLG forward stabilizer braces, liquid penetrant inspections for cracking, and corrective actions if necessary. This AD retains the existing actions and also requires installation of an elbow restrictor. This AD was prompted by reports of failures of the aft hinge of the MLG forward stabilizer brace due to fatigue cracks. The FAA is issuing this AD to address the unsafe condition on these products.
84-03-04: 84-03-04 CESSNA: Amendment 39-4804. Applies to 414A (Serial Numbers 414A0001 through 414A0833; 414A0835 through 414A0851; 414A0853 through 414A0856; and 414A0858), Model 421C (Serial Numbers 421C0273 through 421C1257), and Model 425 (Serial Number 425-0002 through 425-0177), airplanes with the original factory windshield installation certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent cracking and possible loss of the windshield, accomplish the following: a) Within 25 hours time-in-service after the effective date of this AD fabricate and install, adjacent to the cabin pressurization switch, a temporary placard having white letters of 3/16" minimum height on red background which reads: "LIMIT PRESSURIZATION TO 3.0 PSI MAXIMUM"; and operate the airplane in accordance with this placard. b) Within 100 hours time-in-service after the effective date of this AD. 1) Visually inspect the attach holes inthe pilots and co-pilots windshield in accordance with applicable Cessna Service Information Letters ME83-33 dated September 30, 1983, and ME83-33 Revision 1 dated December 2, 1983, or PJ83-18 dated September 30, 1983, and PJ83-18 Revision 1 dated November 23, 1983. 2) Replace or repair unacceptable windshields in accordance with the criteria and instruction in the applicable Cessna Service Information Letters and Revisions. 3) Remove the temporary placard installed per paragraph a). c) Airplanes may be flown depressurized in accordance with FAR 21.197 to a location where this AD may be accomplished. d) The placard required by paragraph a) of this AD may be installed by the holder of at least an FAA private pilot certificate on any airplane he or she owns or operates. This person must make the prescribed entry in the aircraft maintenance records indicating compliance with paragraph a) of this AD. e) An equivalent means of compliance with this AD may be usedif approved by the Manager, Aircraft Certification Office, Federal Aviation Administration, Room 238, Terminal Building 2299, Mid-Continent Airport, Wichita, Kansas 67209; telephone (316) 269-7000. This amendment becomes effective on February 16, 1984.
89-15-07: 89-15-07 BOEING: Amendment 39-6267. \n\tApplicability: Model 747 series airplanes, listed in Boeing Service Bulletin 747-57-2244, Revision 1, dated July 28, 1988, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of a wing landing gear beam outboard end fitting with possible damage to control cables or hydraulic lines in the area of the landing gear beam, accomplish the following: \n\n\tA.\tPrior to the accumulation of 30,000 flight hours, or 8 years in service, whichever occurs first, or within the next 14 months after the effective date of this AD, whichever occurs later, visually inspect around the fitting lug bushings at the wing landing gear beam outboard end fittings for corrosion, and ultrasonically inspect the wing landing gear beam outboard end fittings for cracks, in accordance with Boeing Service Bulletin 747-57-2244, Revision 1, dated July 28, 1988.\n \n\tB.\tIf no cracking or corrosion is found, repeat the inspections required by paragraph A., above, at intervals not to exceed 18 months. \n\n\tC.\tIf cracking is found, prior to further flight, remove the wing landing gear beam outboard fitting, and rework in accordance with Boeing Service Bulletin 747-57-2244, Revision 1, dated July 28, 1988. \n\n\tD.\tIf only corrosion is found, rework in accordance with Boeing Service Bulletin 747- 57-2244, Revision 1, dated July 28, 1988, within the next 12 months. The ultrasonic inspections for cracks required by paragraph A., above, must be accomplished at intervals not to exceed 6 months until rework is accomplished. \n\n\tE.\tTerminating action for the inspections required by paragraphs A. and B., above, consists of rework of the wing landing gear beam outboard fittings in accordance with Boeing Service Bulletin 747-57-2244, Revision 1, dated July 28, 1988. \n\n\tF.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be usedwhen approved by the Manager, Seattle Transport Airplane 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 Manager, Seattle Transport Airplane Office. \n\n\tG.\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 Boeing Commercial Airplanes, P.O. box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Transport Airplane Directorate, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6267, AD 89-15-07) becomes effective on August 22, 1989.
95-06-01: 95-06-01 BOEING: Amendment 39-9171. Docket 94-NM-147-AD. \n\n\tApplicability: Model 747-200 and -300 series airplanes equipped with General Electric CF6-80C2 series engines with Power Management Control (PMC) engine controls, 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 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 (e) 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 changed configuration 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 ensure the integrity of the fail safe features of the thrust reverser system, accomplish the following:\n \n\t(a)\tWithin 90 days after the effective date of this AD, perform tests of the position switch module and the cone brake of the center drive unit (CDU) on each thrust reverser, and perform an inspection to detect damage to the bullnose seal on the translating sleeve on each thrust reverser, in accordance with paragraphs III.A. through III.C. of the Accomplishment Instructions of Boeing Service Bulletin 747-78A2130, dated May 26, 1994. Repeat the tests and inspection thereafter at intervals not to exceed 1,000 hours time-in-service. \n\n\t(b)\tWithin 9 months after the effective date of this AD, perform inspections and functional tests of thethrust reverser control and indication system in accordance with paragraphs III.D. through III.F., III.H., and III.I. of the Accomplishment Instructions of Boeing Service Bulletin 747-78A2130, dated May 26, 1994. Repeat these inspections and functional tests thereafter at intervals not to exceed 18 months.\n \n\t(c)\tIf any of the inspections and/or functional tests required by this AD cannot be successfully performed, or if any discrepancy is found during those inspections and/or functional tests, accomplish either paragraph (c)(1) or (c)(2) of this AD. \n\n\t\t(1)\tPrior to further flight, correct the discrepancy found, in accordance with Boeing Alert Service Bulletin 747-78A2130, dated May 26, 1994. Or \n\n\t\t(2)\tThe airplane may be operated in accordance with the provisions and limitations specified in an operator's FAA-approved Minimum Equipment List (MEL), provided that no more than one thrust reverser on the airplane is inoperative. \n\n\t(d)\tWithin 10 days after performing each initial inspection and test required by this AD, submit a report of the inspection and/or test results, both positive and negative, to the FAA, Seattle Aircraft Certification Office (ACO), ANM-100S, 1601 Lind Avenue, SW., Renton, Washington 98055-4056; fax (206) 227-1181. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. \n\n\t(e)\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(f)\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(g)\tThe inspections, corrections of discrepancies, and tests shall be done in accordance with Boeing Alert Service Bulletin 747-78A2130, dated May 26, 1994. 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 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(h)\tThis amendment becomes effective on April 13, 1995.
80-05-04: 80-05-04 EON CORPORATION: Amendment 39-3706. Applies to EON Model E2900 and E8000 Seat Belts and Harnesses. Compliance required within thirty (30) days from the effective date of this AD. \n\n\tTo prevent inadvertent opening and/or false latching of the seat belt/harness assembly, accomplish the following: \n\n\t(a)\tIf installed, remove bullet head shaped latch depicted below in plan view as Figure 1 and replace with square shaped latch of Figure 2 or other FAA approved, serviceable latch. \n\n\n\n\n\t(b)\tIf installed, remove buckle with open-ended cover depicted below in Figure 3 and replace with an E8000 buckle with cover depicted in Figure 4 or other FAA approved, serviceable buckle. \n\n\tNOTE: EON Corporation Service Bulletin No. 1 dated January 22, 1980, refers to this subject. \n\n\n\n\n\t(c)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective March 10, 1980.