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93-18-03: 93-18-03 PRECISION AIRMOTIVE CORPORATION: Amendment 39-8688. Docket 92-ANE-07. Applicability: Precision Airmotive (formerly Facet Aerospace Products and Marvel-Schebler) Model MA-3A, MA-3PA, MA-3SPA, and MA-4SPA carburetors installed on but not limited to Textron Lycoming Model O-235, O-290, and O-320 series engines, and Teledyne Continental A-65, A-75, C-75, C-85, C-90, C-115, C-125, C-145, O-200, and O-300 series engines installed on but not limited to normally aspirated piston engine powered aircraft manufactured by Cessna, Piper, Beechcraft, and Mooney. Compliance: Required as indicated, unless accomplished previously. To prevent disruption of fuel flow to the engine resulting in engine power loss, or engine failure, accomplish the following: (a) At the next annual inspection after the effective date of this AD, inspect the carburetor to determine if a two-piece venturi is installed. Carburetors that have the letter "V" stamped or etched on the lower portion of the data plate, or that have a black Precision Airmotive data plate, already contain a one-piece venturi and do not require further action. (1) If a two-piece venturi is installed, at each annual inspection after the effective date of this AD, inspect the carburetor to determine if the primary venturi is loose or missing. If either of these conditions is found, prior to further flight, repair the carburetor by installing a one-piece venturi in accordance with the Accomplishment Instructions of Precision Airmotive Service Bulletin (SB) No. MSA-2, Revision 1, dated November 11, 1991. (2) At the next carburetor removal for overhaul or repair, but not later than 48 months after the effective date of this AD, whichever occurs first, if a two-piece venturi is installed, replace with a one-piece venturi in accordance with the Accomplishment Instructions of Precision Airmotive SB No. MSA-2, Revision 1, dated November 11, 1991. (b) An 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. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Seattle Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Seattle Aircraft Certification Office. (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) The inspection and replacement shall be done in accordance with the following service bulletin: Document No. Pages Revision Date Precision Airmotive SB No. MSA-2 1-3 1 November 11, 1991 Total Pages: 3. 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 Precision Airmotive Corporation, 3220 100th St. SW, Bldg E, Everett, WA 98204. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street NW., suite 700, Washington, DC. (e) This amendment becomes effective on October 29, 1993.
75-10-03: 75-10-03 PIPER: Amendment 39-2195. Applies to Model PA-32-260, serial numbers 32-01 through 32-7500039 and Model PA-32-300, serial numbers 32-40001 through 32-7540147 certificated in all categories. Compliance required before further flight after the effective date of this AD, unless already accomplished within the last ten hours in service, and thereafter at intervals not to exceed ten hours time in service from the last examination. To detect delamination of the forward baggage door, accomplish the following: (a) Examine the inside and outside of the forward baggage door along the hinge, along the leading edge, and along all inner stiffening sections for evidence of cracks or delamination of the fiberglass. (b) If the examination in paragraph (a) does not reveal any evidence of the noted conditions, no further action is necessary. (c) If the examination in paragraph (a) reveals evidence of cracks or delaminations, modify the baggage door by installing Piper Kit # 760-972V or an equivalent approved by the Chief, Engineering and Manufacturing Branch, ASO-210, FAA, Southern Region, before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the modification can be performed. After modification per paragraph (c) this AD is no longer applicable. The examination required by paragraph (a) may be performed by the pilot. Piper Service Bulletin No. 463 pertains to this subject. NOTE: For the requirements regarding the listing of compliance and method of compliance with this AD in the airplane's permanent maintenance record, see FAR 91.173. This amendment becomes effective May 12, 1975.
2007-22-07: The FAA is adopting a new airworthiness directive (AD) for GE CF6-80C2D1F turbofan engines, installed on, but not limited to, McDonnell Douglas Corporation MD-11 series airplanes. This AD requires removing previous software versions from the engine electronic control unit (ECU). Engines with new version software will have increased margin to flameout. This AD results from reports of engine flameout events during flight, including reports of events where all engines simultaneously experienced a flameout or other adverse operation. Although the root cause investigation is not yet complete, we believe that exposure to ice crystals during flight is associated with these flameout events. We are issuing this AD to minimize engine flameout caused by ice accretion and shedding during flight.
75-09-10: 75-09-10 PIPER: Amendment 39-2183. Applies to Models PA-31P, Serial Nos. 31P-1 through 31P-7400213, PA-31 and PA-31-300, Serial Nos. 31-1 through 31-7401248, and PA-31- 350, Serial Nos. 31-5001 through 31-7405242 and 31-7405400 through 31-7405462 aircraft certificated in all categories. To prevent possible hazards in flight associated with loose elevator push-pull tube end fittings, accomplish the following: 1. Within the next 100 hours in service from the effective date of this AD unless already accomplished, inspect the elevator push-pull tube P/N 40847-04 for looseness in its attachment to the end fittings in accordance with the instructions contained in Piper Service Bulletin No. 409 dated June 7, 1974, for Model PA-31P or Piper Service Bulletin No. 433 dated December 17, 1974, for Models PA-31, PA-31-300, and PA-31-350 or an equivalent inspection. 2. If looseness is detected, replace with an acceptable elevator torque tube assembly P/N 40847-04 on Model PA-31Por P/N 40847-00 on Models PA-31, PA-31-300 and PA31-350. 3. Equivalent inspections must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective April 28, 1975.
83-04-05: 83-04-05 DeHAVILLAND: Amendment 39-4568. Applies to Model DHC-3 (U-1A) airplanes certificated in any category. COMPLIANCE: As prescribed in the body of the AD. To prevent loss of primary flight controls due to fracture of the control column lower weld assembly, accomplish the following: a. Within the next 25 hours time-in-service after the effective date of this AD, unless already accomplished within the last 75 hours, and at each 100 hours time-in-service thereafter, visually inspect the control column lower weld assembly, P/N C3CF 39-15 or C3CF 39-13 for cracks in accordance with the Accomplishment Section of DeHavilland Service Bulletin S/B No. 3/39 dated October 1, 1982. b. If no cracks are found, return the airplane to service and repeat the inspections required by paragraph a of this AD. c. If cracks are found in control column lower assembly P/N C3CF 39-13, replace the assembly prior to further flight with a serviceable assembly P/N C3CF 39-15 or P/N C3CF 39-21 (Modification 3/930) as specified in the Replacement Section of said Service Bulletin. d. If cracks longer than 1 inch are found in control column lower assembly P/N C3CF 39-15, repair or replace the assembly prior to further flight as instructed in the Accomplishment Instructions Section of said Service Bulletin. e. If cracks 1 inch or less in length are found in control column lower assembly P/N C3CF 39-15, repair or replacement may be delayed for a period of 150 hours time-in-service provided the inspection prescribed in paragraph a above is accomplished at 25-hour intervals. f. The repetitive inspections of paragraph a of this AD may be discontinued when control column lower assembly P/N C3CF 39-21 (Modification 3/930) is installed. g. The airplane may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. h. An equivalent method of compliance with this AD may be used if approved by theManager, New York Aircraft Certification Office, ANE-170, Federal Aviation Administration, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581; telephone (516) 791-6680. This amendment becomes effective on March 1, 1983.
81-18-04 R2: 81-18-04 R2 AVCO LYCOMING: Amendment 39-4199 as amended by Amendment 39-4258 is further amended by Amendment 39-4395. Applicability: All O-235, O-290-D, -D2, O-320, IO-320, AIO-320, AEIO-320, LIO-320, O-340, O-360, IO-360, AIO-360, AEIO-360, HO-360, HIO-360, LO-360, LIO-360, TIO-360, TO-360, LTO-360, VO-360, IVO-360, O-540 and IO-540 series engines, except for the following: O-320-H2AD, O-360-E1A6D, LO-360-E1A6D, TO-360-E1A6D, LTO-360-E1A6D, IO-540-P1A5, IO-540-R1A5, IO-540-S1A5 and; O-540/IO-540 series engines built with large capacity oil pumps and dual magnetos designated with "5D" in the model suffix (Example: IO-540-K1A5D). Compliance required as indicated unless already accomplished. To prevent failure of engine oil pumps which incorporate sintered iron impellers, accomplish the following: (a) Compliance is required within the next 25 hours in service after the effective date of this AD for all Lycoming HIO-360-D1A, -E1AD, -E1BD and -F1AD up to and including serial number L-22579-51A except the following: L-22311-51A thru L-22313-51A, L-22396-51A, L-22397-51A, L-22416-51A, L-22546-51A thru L-22549-51A, L-22563-51A, L-22568-51A thru L-22571-51A, and in addition all of the above engines that were overhauled in the field prior to April 1, 1981; all remanufactured engines of the above model shipped prior to April 1, 1981, regardless of serial numbers. (1) Replace the oil pump driven impeller and shaft with hardened steel impeller and shaft P/N LW-18110 and replace the driving impeller with impeller P/N LW-18109 in accordance with the instructions set forth in AVCO Lycoming Service Bulletin No. 454 dated April 10, 1981, or approved alternate method, unless it can be established that a sintered iron impeller is not installed (see NOTE below). (b) Compliance is required within the next 25 hours in service after the effective date of this AD for: Lycoming models O-360-A1LD S/Ns L-17555-36A through L-22462-36A, O-360-A1F6D S/Ns L-16685-36Athrough L-22582-36A, O-360-A5AD S/Ns L-17057-36A through L-20038-36A, IO-360-A1B6D/-A3B6D S/Ns L-9598-51A through L-16595-51A, L-17273-51A, L-17312-51A through L-17319-51A, L-17321-51A, L-17336-51A through L-17340-51A, L-17347-51A through L-17351-51A, L-17355-51A, L-17358-51A, L-17377-51A through L-17380-51A, IO-360-C1E6D, S/N L-14527-51A, TO-360-C1A6D S/Ns L-101-69A through L-243-69A, and in addition, all of the above model engines which were overhauled in the field between April 7, 1970, and October 15, 1976, regardless of serial numbers; and all of the above model engines which were remanufactured and shipped before April 1, 1981, regardless of serial numbers. (1) Replace the existing drive and driven impellers with a steel driving impeller P/N 60746 and an aluminum impeller and shaft assembly P/N LW-13775 in accordance with AVCO Lycoming Service Bulletin No. 455A dated April 24, 1981, or approved alternate, unless it can be established that a sintered iron impeller is not installed. (See NOTE below.) (c) For all other engines in the subject Applicability paragraph not specifically listed in Paragraphs (a) and (b) above, comply with Avco Lycoming Service Bulletin No. 456 dated August 21, 1981, or FAA approved revision or alternate, at 2000 hours since new or since last overhaul, whichever is later, or whenever the accessory section is removed. Those engines which have accrued 2000 hours or more on the effective date of this AD must comply within the next 100 hours in service. Compliance is required as described herein unless it can be established that a sintered iron impeller is not installed. (See NOTE below.) Alternate methods of compliance must be approved by the Chief, New York Aircraft Certification Office. Upon submission of substantiating data by an owner or operator through an FAA Maintenance inspector, the Chief, New York Aircraft Certification Office may adjust the compliance time specified in this AD. In accordance with FAR 21.197and 21.199, the aircraft may be flown to a location where the alterations required by this AD can be performed. NOTE: Engines originally manufactured prior to 1970 did not incorporate sintered iron impellers. For these engines, reference should be made to engine maintenance/overhaul logbook records, Lycoming build records, and pertinent Service Bulletins. Service Bulletin Nos. 381C and 385C describe a method to determine if the early design oil pump with aluminum/steel impellers is installed. Aluminum/steel impellers do not require replacement. Amendment 39-4199 became effective September 14, 1981. Amendment 39-4258 became effective November 19, 1981. This amendment 39-4395 becomes effective June 7, 1982.
75-08-03: 75-08-03 PIPER AIRCRAFT CORPORATION: Amendment 39-2148. Applies to PA- 28-140, PA-28-150, PA-28-151, PA-28-160, PA-28-S-160, PA-28-180, PA-28-S-180, airplanes serial numbers 28-03, 28-1 thru 28-7525201; PA-28R-180, PA-28R-200 airplanes serial numbers 28R-30002 thru 28R-7535143; certificated in all categories. To detect and correct unsecured fuel drain valves installed at the gascolator, accomplish the following or an equivalent method approved by Chief, Engineering and Manufacturing Branch, Southern Region: (a) Prior to next flight, unless already accomplished, check the fuel gascolator drain valve, (Piper Part No. 492-022) to determine if it is tight in the fitting by attempting to turn the valve counter-clockwise by hand. This check may be performed by the pilot. 1. If the valve is loose, tighten by turning clockwise, check the drain for proper operation and tighten the lock seal nut (Piper Pat No. 477-677), if installed, all in accordance with FAR 43. (b)Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, secure the valve in the gascolator fitting as follows: 1. Remove the fuel gascolator drain valve from the gascolator AN 915-1D fitting, (Piper Part No. 458-946), if installed. NOTE: Do not remove the valve if Loc-tite has been previously applied. 2. Unless already accomplished, install a lock seal nut (Piper Part NO. 477- 677). Install with seal toward AN 915-1D fitting. 3. Apply one (1) drop of Loc-tite (88-31) sealant, coating only the 2nd, 3rd, and 4th threads evenly. NOTE: Do not allow Loc-tite to enter the Fuel System. 4. Install drain valve into AN915-1D fitting with a minimum of 2 1/2 turns and a maximum of 3 1/2 turns. 5. Secure valve in place with lock seal nut. Piper Service Bulletin 450 pertains to this subject. The amendment becomes effective April 4, 1975.
2019-25-10: We are adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F28 Mark 0070 and 0100 airplanes. This AD was prompted by reports of fuselage bottom [[Page 437]] skin exfoliation corrosion, fuselage skin bulging and cracking, and missing fastener heads. This AD requires a detailed inspection of the fuselage bottom skin for corrosion; skin cracks or bulges; and missing, loose, or broken fasteners; and, depending on the findings, accomplishment of applicable repairs; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. We are issuing this AD to address the unsafe condition on these products.
81-18-01: 81-18-01 BELL: Amendment 39-4192. Applies to Models 206A, 206B, 206A-1, 206B-1, 206L, and 206L-1 helicopters, equipped with main rotor trunnions, P/N 206-010-104-3, 206-011- 113-001, 206-011-120-001, 206-011-113-103, and 206-011-120-103, certificated in all categories (Airworthiness Docket No. 81-ASW-27). Compliance required as indicated. To prevent possible failure of the main rotor trunnion, P/N's 206-010-104-3, 206-011- 113-001, 206-011-120-001, 206-011-113-103, and 206-011-120-103, due to fatigue cracks, accomplish the following, unless already accomplished: a. Main rotor trunnions, P/N 206-011-120-001, with 1,100 or more hours' time in service on the effective date of this AD must be retired from service within the next 100 hours' time in service. b. Main rotor trunnions, P/N 206-011-120-001, with less than 1,100 hours' time in service on the effective date of this AD must be retired from service prior to or on attaining 1,200 hours' time in service.c. Main rotor trunnions, P/N 206-010-104-3, 206-011-113-001, and 206-011-120- 103, with 2,300 or more hours' time in service on the effective date of this AD must be retired from service within the next 100 hours' time in service. d. Main rotor trunnions, P/N 206-010-104-3, 206-011-113-001, and 206-011-120- 103, with less than 2,300 hours' time in service on the effective date of this AD must be retired from service prior to or on attaining 2,400 hours' time in service. e. Main rotor trunnions, P/N 206-011-113-103, with 4,700 or more hours' time in service on the effective date of this AD must be retired from service within the next 100 hours' time in service. f. Main rotor trunnions, P/N 206-011-113-103, with less than 4,700 hours' time in service on the effective date of this AD must be retired from service prior to or on attaining 4,800 hours' time in service. g. The helicopter may be flown in accordance with FAR 21.197 to a base where compliance with this AD can be performed. h. The retirement times, for the main rotor trunnions, established by this AD, are as follows: Part Number Service Life-Hours 206-011-120-001 1,200 206-010-104-3 2,400 206-011-113-001 2,400 206-011-120-103 2,400 206-011-113-103 4,800 (Bell Helicopter Textron Alert Service Bulletins 206-80-7, Rev. B, dated October 15, 1980, and 206L-80-9, Rev. B, dated October 15, 1980, pertain to this subject.) This amendment becomes effective September 22, 1981.
80-13-01: 80-13-01 STRONG ENTERPRISES: Amendment 39-3793. Applies to all angled plastic parachute ripcord handles (P/N 1034) to which the ripcord cables are attached through only one leg of the handle and not attached through the drilled reinforcing crossbar in a lengthwise direction (see Figure 1). These handles were manufactured by Strong Enterprises in accordance with FAA Technical Standard Order (TSO) C-23b, Parachutes, for use on Strong Enterprises "Pop-Top" Chest-Mounted Reserve Parachutes (P/N 1023), but may be found on parachutes of other makes, models or types. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tTo prevent the possible nondeployment of a parachute canopy due to separation of the plastic handle from the ripcord cable when subjected to the deployment pull force, accomplish the following: replace the plastic handle shown in Figure 1 with a metal handle (P/N 1025) supplied by Strong Enterprises prior to the parachute being made available for any parachute jump. \n\n\tCompliance with the provisions of this AD may be accomplished in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. \n\n\tThis amendment becomes effective June 16, 1980.