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76-06-09: 76-06-09 PIPER: Amendment 39-2559 as amended by amendment 39-3325. Applies to Piper Model PA-31P airplanes. Compliance required as indicated unless already accomplished. To preclude failure of the engine exhaust system installed on Model PA-31P airplanes, accomplish the following: (a) On airplanes serial numbers 31P-1 through 31P-7730003 within 50 hours after the effective date of this amendment, and every 50 hours thereafter, visually inspect turbocharger exhaust V-band couplings, vibration isolators and support brackets (if installed) for cracks, looseness, and distortion. Any part found cracked or distorted shall be replaced prior to further flight. (b) On airplane serial numbers 31P-1 through 31P-7630001 and on 31P-7630003 within 50 hours time in service after the effective date of this AD perform exhaust pipe slip joint modification in accordance with Lycoming Service Bulletin 393A or an equivalent approved alteration. (c) On airplanes serial numbers31P-1 through 31P-7630009 within 50 hours time in service after the effective date of this AD install bracket and clamp assembly, Piper Kit No. 760 974, in accordance with Piper Service Bulletin 462A or an equivalent approved alteration. (d) On airplanes serial numbers 31P-1 through 31P-7730003 the repetitive inspections of paragraph (a) shall be accomplished until the replacement one-piece turbine tailpipe clamp coupling P/N 556053 is installed in accordance with the "Instructions" sheet in Piper Service Bulletin No. 534 and vibration isolators installed in accordance with Piper Service Bulletin No. 492. NOTE: When replacing the turbine tailpipe clamp coupling, preload the tailpipe against the turbine flange as specified in Piper Service Bulletin Nos. 534 and 462A. (e) Aircraft may be flown to a base where the maintenance required by this airworthiness directive is to be performed per FAR's 21.197 and 21.199. (f) The Chief, Engineering and Manufacturing Branch, FAA Eastern Region may adjust the inspection interval specified in this airworthiness directive upon request of an owner or operator submitted with substantiating data through an FAA maintenance inspector. All equivalent alterations or parts must be approved by the said Branch Chief. (Piper Service Bulletin No. 430 also pertains to this subject.) Amendment 39-2559 was effective March 31, 1976. This amendment 39-3325 is effective October 31, 1978.
91-14-22: 91-14-22 TEXTRON LYCOMING: Amendment 39-6916. Docket No. 89-ANE-10. Applicability: Textron Lycoming (formerly Avco Lycoming) direct drive piston aircraft engines (except: O-320-H, O-360-E, LO-360-E, TO-360-E, LTO-360-E and TIO-541 series engines). Compliance: Required at each engine overhaul, after a propeller strike, sudden stoppage, or whenever gear train repair is required. A propeller strike for the purpose of this AD, is defined as a sudden engine stoppage, or loss of a propeller blade or tip. NOTE: Avco Lycoming Service Letter No. L163B dated December 23, 1977, "Recommendations Regarding Accidental Engine Stoppage, Loss of Propeller Blade or Tip," contains additional information on the subject. To prevent loosening or failure of the crankshaft gear retaining bolt, which may cause sudden engine failure, accomplish the following: (a) Inspect the crankshaft counterbored recess, the alignment dowel, the retaining bolt and lock plate, the bolt hole threads, and the crankshaft gear for wear, galling, corrosion, and fretting in accordance with Sections 1 through 7, including all tables and figures in Textron Lycoming Service Bulletin (SB) No. 475, Revision A, dated July 16, 1990. (b) Prior to further flight, repair, rework, or replace damaged or worn parts as identified in paragraph (a) of this AD. (1) Repair and rework crankshaft pilot diameter in accordance with Textron Lycoming SB 475, Revision A, dated July 16, 1990, and replace dowel pin with appropriate size dowel as shown in Table 1 of the service bulletin. (2) Insure that the tapped threads in the gear retaining bolt hole of the crankshaft are clean and undamaged. If threads are damaged, replace crankshaft with a serviceable unit, or have threads repaired by an FAA approved facility specifically approved to do that repair. (3) Inspect the counterbored gear mounting face of the crankshaft to ensure there is no damage due to fretting or galling, as damageof this nature is unrepairable. (4) Repair crankshaft counterbore pilot diameter, if necessary, in accordance with Section 3 of Textron Lycoming SB No. 475, Revision A, dated July 16, 1990. (5) Verify that the crankshaft gear incorporates three .75 inch radius scallops on the flange as shown in Figure 5 of Textron Lycoming SB No. 475, Revision A, dated July 16, 1990. Assemble gear onto crankshaft using a new retaining bolt and lockplate and insure fit of mating parts as described in Section 6 and Figure 6 of the Textron Lycoming Service Bulletin No. 475, Revision A, dated July 16, 1990. (c) Aircraft maybe ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon submission of substantiating data by an owner or operator through an FAA Inspector (maintenance, avionics, or operations, as appropriate), an alternate method of compliance with the requirements of this AD or adjustments to the compliance schedule specified in this AD may be approved by the Manager, New York Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. The inspection procedures shall be done in accordance with the following Textron Lycoming document: DOCUMENT NO. PAGE NO. ISSUE/REV. DATE SB 475 1-4 A 07/16/90 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 Textron Lycoming, Oliver Street, Williamsport, Pennsylvania 17701. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-6916, AD 91-14-22) becomes effective on August 19, 1991.
98-12-34: This amendment adopts a new airworthiness directive (AD), applicable to certain CASA Model CN-235 series airplanes, that requires modification of the forward beam of the vertical stabilizer by the installation of a structural reinforcement plate. 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 in-flight structural deformation or failure of the vertical stabilizer, resulting in reduced controllability of the airplane.
89-16-11: 89-16-11 BOEING: Amendment 39-6289. \n\n\tApplicability: All Model 767 series airplanes, identified in Boeing Alert Service Bulletin 767-25A0109, Revision 1, dated April 27, 1989, listed in Group 1 on which Boeing Service Bulletin 767-25-0036 has been accomplished, and airplanes listed in Group 2, certificated in any category. \n\n\tCompliance: Required within 18 months after the effective date of this AD, unless previously accomplished. \n\n\tTo ensure that the escape slide will deploy properly, accomplish the following: \n\n\tA.\tReplace the upper door liner pivot bolts, in accordance with Boeing Alert Service Bulletin 767-25A0109, Revision 1, dated April 27, 1989. \n\n\tB.\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\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\n\tC.\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, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6289, AD 89-16-11) becomes effective on September 7, 1989.
82-07-04: 82-07-04 SCHWEIZER: Amendment 39-4355. Applies to Model G-164A (S/Ns 1726A through 1730A); Model G-164B (S/N 335B through 659B); Model G-164C (S/N 1C through 44C); and Model G-164D (S/N 1D through 22D) airplanes certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To assure a positive stop of the fuel shut-off valve at the "ON" position, within the next 100 hours time-in-service after the effective date of this AD, accomplish the following: (a) Modify the fuel shut-off valve control by installation of a new stop-plate, P/N A1552-71, in accordance with instructions in Schweizer Ag-Cat Service Bulletin No. 78 dated January 26, 1982. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) Any equivalent method of compliance with this AD, when used, must be approved by the Chief, New York Aircraft Certification Office, FAA, Eastern Region, Federal Building, JFK International Airport, Jamaica, New York 11430; telephone (212) 995-2842. This amendment becomes effective on April 6, 1982.
2007-25-10: 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: A rotating rod in the trailing edge flap control linkage broke in flight. Investigations revealed that the rotating rod had been installed in the wrong side during a maintenance operation. This incorrect installation caused a contact between the rotating rod and its retaining bracket leading, after some time in operation, to the rod breakage and flap asymmetry situation. The consequence on the airplane of the flap asymmetry combined with a latent failure of the asymmetry detection system is classified as a catastrophic failure condition. The unsafe condition is failure of the rotating rod in the control linkage of the trailing edge flap and consequent flap asymmetry during the approach to landing, which could result in reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-03-12: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by two reports of abnormal operation of the components of the ENG START panel or ECP due to liquid spillage in the system, and the subsequent uncommanded engine inflight shutdown (IFSD) of one engine in each case. This AD requires revising the existing airplane flight manual (AFM) to define a liquid-prohibited zone in the flight deck and provide procedures following liquid spillage on the center pedestal, 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.
2020-01-15: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model 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), and certain Model A310 series airplanes. This AD was prompted by the FAA's analysis of the fuel system reviews on these models conducted by the manufacturer. This AD requires modifying the fuel quantity indicating system (FQIS) to prevent development of an ignition source inside the center fuel tank due to electrical fault conditions. This AD also provides alternative actions for cargo airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
77-01-05: 77-01-05 PIPER: Amendment 39-2803. Applies to model PA-23-250 (6 place) Aztec "F", S/Ns 27-7654001 to 27-7654049 inclusive, 27-7654051 to 27-7654099 inclusive, 27- 7654101 to 27-7654116 inclusive, 27-7654118 to 27-7654131 inclusive, 27-7654133 to 27- 7654146 inclusive, 27-7654148 to 27-7654160 inclusive, 27-7654162 to 27-7654164 inclusive, and 27-7654166 to 27-7654171 inclusive. Compliance required within the next 50 hours' time in service after the effective date of this AD unless already accomplished. To prevent the hazards associated with the chaffing of the wing tip mounted strobe NAV light wire and the possible electrical arcing to the adjacent wing tip rib, accomplish the following: (a) Apply additional insulating material to the applicable electric wiring in accordance with the instructions given in Service Bulletin No. 486, dated October 11, 1976, or with an approved alternate method. (b) Upon request with substantiating data submitted through an FAA maintenance inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, who must also approve alternate methods of compliance. (Piper Service Bulletin No. 486, dated October 11, 1976, covers this subject.) This amendment is effective January 13, 1977.
97-22-13: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A320 series airplanes, that currently requires revising the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to instruct the flight crew to maintain a flap setting of "Configuration Full" (CONF FULL) during landing. That AD was prompted by a report of severe control difficulties which occurred on approach with the flaps locked in CONF FULL and the landing gear down. This amendment adds a requirement for installation of a new, improved flight warning computer (FWC), which, when accomplished, constitutes terminating action for the AFM limitation. This action also revises the applicability of the existing AD to include additional airplanes that are subject to the addressed unsafe condition. The actions specified by this AD are intended to prevent reduced controllability of the airplane during approach when the flaps are locked in CONF FULL.