Results
2003-21-02: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas transport category airplanes, that requires an inspection to determine the material composition of the lower inboard auxiliary spar cap of the left and right wings. For certain airplanes, this AD also requires repetitive detailed and dye penetrant inspections for cracking of the spar cap, and corrective actions if necessary. This action is necessary to detect and correct stress corrosion cracking of the auxiliary spar cap, which could cause excessive loads to the structure attaching the support fitting of the main landing gear (MLG) to the wing, and result in loss of the MLG. This action is intended to address the identified unsafe condition.
81-15-02: 81-15-02 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-4154. Applies to Models AS350B, AS350C, AS350D, and AS350D-1 helicopters equipped with Air Cruisers' emergency flotation gear Model D24724 in accordance with STC SH2825SW (AS350C, AS350D, AS350D-1) or SH4032SW (AS350B), certificated in all categories (Airworthiness Docket No. 81-ASW-30). Compliance required as indicated. To prevent possible failure of the emergency float gear mounting brackets, P/N D16532- 2, D16625-3, and D16625-4, due to fatigue cracks, accomplish the following within the next 10 hours' time in service after the effective date of this AD, unless already accomplished. a. Conduct a dimensional inspection of the four float mounting brackets, in accordance with Figure 1 of Aerospatiale Helicopter Corp. Service Bulletin No. SB350-13, dated May 22, 1981, to determine which part number brackets are installed. b. If machined brackets, P/N D16532-1, D16625-1, and D16625-2 are installed, no further action is necessary. c. If cast brackets, P/N D16532-2, D16625-3, and D16625-4, are installed, remove and replace with machined brackets, P/N D16532-1, D16625-1, and D16625-2. d. The helicopter may be flown in accordance with FAR 21.197 to a base where the inspection can be performed. This amendment becomes effective August 7, 1981.
65-13-01: 65-13-01 BOEING: Amdt. 39-81 Part 39 Federal Register June 15, 1965. Applies to Models 707 and 720 Series Aircraft. \n\n\tCompliance required as indicated unless already accomplished. \n\n\tService experience has shown the need for certain modifications in the horizontal stabilizer trim control and position warning systems. Accordingly, accomplish the following: \n\n\t(a) Within 3,000 hours' time in service after the effective date of this AD: \n\n\t\t(1) On Models 707 and 720 Series airplanes listed in Boeing Service Bulletin No. 1699(R-1)B, modify stabilizer trim green band rigging and limit in accordance with Boeing Service Bulletin No. 1699 (R-1)B, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(2) On Model 707 Series airplanes listed in Boeing Service Bulletin No. 1990, modify stabilizer trim electrical limit in accordance with Boeing Service Bulletin No. 1990, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(b) Within 5,000 hours' time in service after the effective date of this AD: \n\n\t\t(1) On all Models 707 and 720 Series airplanes, modify stabilizer trim actuator moisture control in accordance with Boeing Service Bulletins Nos. 1854 and 1854A, or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t(2) On all Models 707 and 720 Series airplanes, modify actuator assembly secondary brake in accordance with Boeing Service Bulletin No. 1946(R-1), or later FAA- approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective July 15, 1965. \n\n\tRevised August 14, 1965. \n\n\tRevised October 20, 1965.
80-22-08: 80-22-08 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-3955. Applies to Model AS 350 Series helicopters, certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent failure of the tail rotor transmission and deterioration of the tail rotor flapping hinge bearings, which could result in loss of directional control of the helicopter, accomplish the following: (a) Within the next 100 hours time in service after the effective date of this AD - (1) Modify the tail rotor drive shaft assembly by incorporating Aerospatiale Modification No. AMS 350A-07-6519, or an FAA-approved equivalent. (2) Modify the tail rotor transmission, P/N 350A-33-0006-03, by incorporating Aerospatiale Modification No. AMS 07-8519, or an FAA-approved equivalent. (3) Incorporate paragraph 2.D, "Operating Instructions," of Aerospatiale Service Bulletin 65.13, dated November 6, 1979, or an FAA-approved equivalent, and Aerospatiale Work Card 05.23.203, page 1, dated October 1979, page 2, dated November 1979, page 3, dated November 1978, and page 4, dated November 1979, or an FAA-approved equivalent, into the helicopter maintenance manual, and perform the last flight of the day checks accordingly. (b) For helicopters not modified in accordance with Aerospatiale Modification Nos. AMS 350A-07-6519 and AMS 07-8519 - (1) Before further flight, except that the helicopter may be flown in accordance with FAR Section 21.197 to a base where these inspections can be performed, and thereafter following the last flight of each day: (i) Inspect the tail rotor flapping hinge bearings, P/N 704A.33.633.038, to determine the out of flush dimension "M" of the bearing inner to outer bushing in accordance with Work Card 65.40.605, dated October 1979, of the maintenance manual, or an FAA-approved equivalent. (ii) Inspect the tail rotor transmission, P/N 350A-33-0006-03, for evidence of oil leaks andcracks. (2) If as a result of the determination required in paragraph (b)(1)(i) of this AD, dimension "M" is found to be less than 0.04 inches/1 millimeter, or more than 0.08 inches/2 millimeters, before further flight, replace the laminated bearing, P/N 704A-33-633-038, with a new or serviceable bearing of the same P/N, and continue the repetitive inspections of paragraph (b)(1)(i) of this AD. (3) If as a result of the determination required in paragraph (b)(1)(i) of this AD, dimension "M" is found to be greater than 0.04 inches/1 millimeter but less than 0.08 inches/2 millimeters, return the helicopter to service and repeat the inspections required in paragraphs (b)(1)(i) of this AD. (4) If as a result of the determination required in paragraph (b)(1)(ii) of this AD, evidence of an oil leak, or cracking is found, replace the tail rotor transmission, P/N 350A- 33-0006-03, with a serviceable tail rotor transmission which has Aerospatiale Modification AMS 07-8519 incorporated, and discontinue the repetitive inspection of paragraph (b)(1)(ii) of this AD. (c) For all tail rotor transmissions held as spares and not already modified, install Aerospatiale Modification No. AMS 07-8519, or an FAA-approved equivalent, before installation of the tail rotor transmission on the helicopter. (d) If an equivalent means of compliance is used in complying with paragraphs (a), (b), or (c) of this AD, that equivalent must be approved by the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium. NOTE: 1. Aerospatiale AS 350 Service Bulletin No. 65-08, revision 1, dated August 13, 1979, refers to the same subject as paragraphs (a)(2) and (c) of this AD. 2. Aerospatiale AS 350 Service Bulletin No. 65-13, dated November 6, 1979, refers to the same subject as paragraphs (a)(1), and (b)(1) of this AD. This amendment becomes effective October 23, 1980 as to all persons except those persons to whom it was made immediately effective by telegraphic AD T79EU19, issued November 30, 1979, which contained this amendment.
94-20-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 series airplanes, that requires replacement of the thrust reverser flow restrictor devices with one-way (check) valve restrictors. This amendment is prompted by reports of actuator piston seal leakage found during actuator overhaul on certain Model 747-400 series airplanes. The actions specified by this AD are intended to prevent possible deployment of a thrust reverser in flight and subsequent reduced controllability of the airplane.
81-01-01: 81-01-01 PIPER: Amendment 39-4051. Applies to Piper PA-31T S/N 8120008, 8120009, 8120010, and 8120013, and Piper PA-31T1 airplanes S/N 8104007, 8104008, 8104009, 8104010, 8104011, 8104012, and 8104013. Compliance required as indicated, unless already accomplished. To prevent loss of the propeller and intake lip deicing functions, comply as follows: Prior to further flight in known icing conditions, inspect for proper propeller and intake lip deice power relay in accordance with Piper telegraphic form letter #31-28, dated December 22, 1980, or equivalent, approved by Chief, Engineering and Manufacturing Branch. If (P/N 484247) relay is installed, check to insure that correct D.C. relay PRD7DYD (24 VDC) is installed. If the latter relay is not installed, remove and install proper relay prior to further flight in known icing conditions. This amendment is effective February 27, 1981, and was effective upon receipt by all recipients of the letter dated December 24, 1980.
2020-20-15: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A330-202, -203, -223, -223F, -243, -243F, - 302, -303, -323, -343, and -941 airplanes; and Model A340-313, -541, and -642 airplanes. This AD was prompted by the results of laboratory tests on non-rechargeable lithium batteries installed in emergency locator transmitters (ELTs), which highlighted a lack of protection against currents of 28 volts DC or 115 volts AC that could lead to thermal runaway and a battery fire. This AD requires modifying a certain ELT by installing a diode between the ELT and the terminal block, 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.
64-09-06: 64-09-06 SCHLEICHER: Amendment 716 Part 507 Federal Register April 18, 1964, as revised by Amendment 39-1282. Applies to Models Ka6 and K8 Gliders. Compliance required as indicated. Cracks and faulty welds have been found at the joint fitting welded to the airbrake push- pull rod and in the weld between the bearing bracket for the airbrake flap cross shaft lever and the fuselage main frame. (a) On Model Ka6 all serial numbers up to and including Serial Number 6067 and Model K8 all serial numbers up to and including Serial Number 8098, within 25 hours' time in service after the effective date of this AD, visually inspect for cracks in the joint fitting welded to the airbrake push and pull rod with at least a 3-power magnifying glass. (1) If cracks are found at the fitting welded to the airbrake push-pull rod in either Models Ka6 or K8 gliders, replace the push-pull rod with a modified part as provided for in Schleicher Modification No. 7 dated September 13, 1962, for Model Ka6 and Modification No. 9 dated September 13, 1962, for Model K8 before further flight. (2) If the inspection in (a) reveals no cracks, install the modified push-pull rod within 50 hours' time in service after the effective date of this AD. (Schleicher Modification No. 7 for Model Ka6, dated September 13, 1962, Modification No. 9 for Model K8 dated September 13, 1962, pertain to this same subject.) Amendment 716 Part 507 Federal Register April 18, 1964, became effective May 19, 1964. Revised December 2, 1964. This amendment 39-1282 becomes effective September 7, 1971.
2003-21-03: The FAA is adopting a new airworthiness directive (AD) for Pratt & Whitney Canada (PWC) models PW118, PW120, PW120A, and PW121 turboprop engines. This AD requires replacing the low pressure rotor speed (NL) sensor port sealing tube and reworking or replacing the external air tube connecting the P2.5/P3 switching valve to the rear inlet case. This AD is prompted by a report of an internal oil fire in the engine intercompressor case (ICC). A fire in the ICC could cause the existing tubes to disengage due to melted brazing on the tubes. Once these tubes disengage, the ICC fire then develops into an external fire within the engine nacelle cavity. We are issuing this AD to prevent fire in the engine nacelle cavity, in-flight engine shutdown, and airplane damage.
80-17-02: 80-17-02 PIPER AIRCRAFT CORPORATION: Amendment 39-3872. Applies to the following Piper models of airplanes certificated in all categories: PA-31 and PA-31-325, S/N 31-7401201 through 31-8012076, 31-8012078, and 31-8012079; and PA-31-350, S/N 31-7405401 through 31-8052169 and 31-8052172. Compliance is required within the next 50 hours time in service after the effective date of this AD unless already accomplished. To ensure flutter integrity of the elevator system, accomplish the following: (a) Inspect the elevator balance weights for correct dimensions, and, if necessary, install correct elevator balance weights in accordance with Piper Aircraft Corporation Service Bulletin No. 690, dated July 7, 1980, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. (b) Revise the part numbers on both elevators in accordance with Piper Aircraft Corporation Service Bulletin No. 690, dated July 7, 1980, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. (c) Make appropriate maintenance record entry. This amendment becomes effective August 8, 1980.
2020-18-01: The FAA is adopting a new airworthiness directive (AD) for certain Textron Aviation Inc. (Textron) Model 172N, 172P, 172Q, 172RG, F172N, F172P, FR172K, R172K, 182E, 182F, 182G, 182H, 182J, 182K, 182L, 182M, 182N, 182P, 182Q, 182R, T182, F182P, F182Q, FR182, R182, TR182, 206, P206, P206A, P206B, P206C, P206D, P206E, TP206A, TP206B, TP206C, TP206D, TP206E, U206, U206A, U206B, U206C, U206D, U206E, U206F, U206G, TU206A, TU206B, TU206C, TU206D, TU206E, TU206F, TU206G, 207, 207A, T207, T207A, 210-5 (205), 210-5A (205A), 210B, 210C, 210D, 210E, 210F, and T210F airplanes. This AD was prompted by cracks found in the lower area of the forward cabin doorpost bulkhead. This AD requires repetitively inspecting the lower area of the forward cabin doorposts at the strut attach fitting for cracks and repairing any cracks. The FAA is issuing this AD to address the unsafe condition on these products.
2003-20-12: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters that requires modifying the SIREN cargo hook and inspecting the cargo hook locking catch (locking catch) for corrosion. This amendment is prompted by the discovery of internal corrosion on a Siren locking catch that may weaken the locking catch. The actions specified by this AD are intended to detect internal corrosion of the locking catch, which can cause the locking catch to return to an incomplete locking position, undetectable by the operator, and result in an unexpected cargo load release.
62-16-05: 62-16-05 PRATT & WHITNEY: Amdt. 464 Part 507 Federal Register July 17, 1962. Applies to All Pratt & Whitney Aircraft JT3D-1-MC7 Turbofan Engines. Compliance required as indicated. To preclude failure of the fourth stage compressor rotor disc, P/N 426504, accomplish the following: (a) For engines previously inspected by the procedure described in paragraph (c), reinspect in accordance with paragraph (c) every 365 hours' time in service from the last inspection. (b) For engines not previously inspected by the procedure described by paragraph (c), inspect in accordance with paragraph (c) as follows: (1) Inspect engine with 300 or more hours' time in service since last engine overhaul within the next 365 hours' time in service and each 365 hours' time in service thereafter. (2) Inspect engines with less than 300 hours' time in service since last overhaul prior to the accumulation of 675 hours' time in service and each 365 hours' time in service thereafter. (c) Remove the front accessory drive support assembly (NI gearcase) and the front accessory drive main spur gear (NI gearcase coupling). Using a strong light, visually inspect the fourth stage compressor rotor disc in the area between the disc bore and the spacer shoulder on the disc. If cracking is found, remove the engine for disc replacement prior to further flight. (d) When fourth stage compressor disc, P/N 471904 is installed in place of P/N 426504 disc, the repetitive inspections required by this AD are no longer required. (e) The requirement for main oil screen inspections per AD 61-24-01 does not apply when the No. 1 bearing compartment is exposed for this disc inspection. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Pratt & Whitney Aircraft telegraphic message of June 6, 1962, to American Airlines, covers the same subject.) This directive effective July 17, 1962.
80-13-06: 80-13-06 PIPER AIRCRAFT CORPORATION: Amendment 39-3803. Applies to Model PA-31-325, serial numbers 31-7400990, 31-7512006 through 31-7612030; and Model PA-31-350, serial numbers 31-5001 through 31-7652066 airplanes certificated in all categories. Compliance required within the next 50 hours' time in service after the effective date of this Airworthiness Directive unless already accomplished. To prevent possible failure of the alternate air door magnetic catch assembly attachment and ingestion of the magnetic catch into the turbocharger accomplish the following: Modify or replace the magnetic catch assembly in accordance with Piper Aircraft Service Bulletin No. 479B, dated March 23, 1976, or an equivalent method approved by Chief, Engineering and Manufacturing Branch, FAA, Southern Region. This amendment becomes effective June 23, 1980.
2020-20-13: The FAA is superseding Airworthiness Directive (AD) 2018-15-04 for certain General Electric Company (GE) CF6-80A, CF6-80A1, CF6-80A2, CF6-80A3, CF6-80C2A1, CF6-80C2A2, CF6-80C2A3, CF6-80C2A5, CF6-80C2A5F, CF6-80C2A8, CF6-80C2B1, CF6-80C2B1F, CF6-80C2B2, CF6-80C2B2F, CF6- 80C2B4, CF6-80C2B4F, CF6-80C2B5F, CF6-80C2B6, CF6-80C2B6F, CF6- 80C2B6FA, CF6-80C2B7F, CF6-80C2D1F, CF6-80C2L1F, and CF6-80C2K1F model turbofan engines. AD 2018-15-04 required ultrasonic inspection (UI) of high-pressure turbine (HPT) stage 1 and stage 2 disks. This AD retains the required inspections while expanding the population of affected HPT disks. This AD was prompted by an uncontained failure of an HPT stage 2 disk and the manufacturer's determination to expand the population of affected HPT disks. The FAA is issuing this AD to address the unsafe condition on these products.
61-05-05: 61-05-05 NORTH AMERICAN: Amdt. 260 Part 507 Federal Register March 4, 1961. Applies to All T-28A Aircraft Certified In The Restricted Category. \n\n\tCompliance required as indicated. \n\n\t(a)\tThe R-1300-1A engines which have been overhauled must have Change 53 of T.O. 2R-R1300-5 incorporated upon the accumulation of 860 hours since last overhaul. R-1300-1A engines which have never been overhauled must have Change 53 of T.O. 2R-R1300-5 incorporated upon the accumulation of 860 hours total time in service since new. The modified engines will be designated as R-1300-1B engines by stamping the letter "B" on the engine nameplate. \n\n\t(b)\tThe engine-driven fuel pump, AN-4100, and fuel booster pump must be overhauled every 1,200 hours' time in service. \n\n\t(c)\tThe engine-driven hydraulic pump, AS-6201-1, must be overhauled every 860 hours' time in service. \n\n\t(d)\t(1)\tThe A-422-E1 or -E2 propeller, regardless of serial number, must be disassembled, inspected, and reworked in accordance with T.O. 3H3-3-512 at 300 hours' time in service. \n\n\t\t(2)\tThe A-422-E1 or -E2 propeller must be removed from service after 2,100 hours' time in service. \n\n\t(e)\tConduct an inspection of all cylinders in accordance with paragraph 2 of T.O. 1T-28A-531 at the following intervals: \n\n\t\t(1)\tEvery 30 hours' time in service. \n\n\t\t(2)\tDuring any intermediate engine inspection at which oil leaks, carbon smudges, etc., are detected. \n\n\t(Cylinder assembly P/N 430622 Change T and later changes have shotpeened barrels and do not require the above cylinder barrel inspection. The cylinder assembly number is stamped on the flat of the cylinder identification pad.) \n\n\tThis supersedes AD 58-24-03. \n\n\tThis directive effective March 4, 1961.
2003-20-16: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747SP, 747SR, 747-100, 747- 200, and 747-300 series airplanes, that currently requires repetitive operational tests of the reversible gearbox pneumatic drive unit (PDU) or the reversing air motor PDU to ensure that the unit can restrain the thrust reverser sleeve, and correction of any discrepancy found. This amendment requires installation of a terminating modification, repetitive functional tests of that installation to detect discrepancies, and repair if necessary. This amendment also removes airplanes from the applicability and adds certain new requirements. The actions specified by this AD are intended to ensure the integrity of the fail-safe features of the thrust reverser system by preventing possible failure modes in the thrust reverser control system that can result in inadvertent deployment of a thrust reverser during flight. This action is intended to address the identified unsafe condition. \n\nDATES: Effective November 18, 2003.\n\n\tThe incorporation by reference of certain publications, as listed in the regulations, is approved by the Director of the Federal Register as of November 18, 2003.\n\n\tThe incorporation by reference of a certain publication, as listed in the regulations, was approved previously by the Director of the Federal Register as of September 5, 1995 (60 FR 39631, August 3, 1995).
79-26-04: 79-26-04 PIPER AIRCRAFT CORPORATION: Amendment 39-3642. Applies to the following Model PA-32RT-300 and PA-32RT-300T series airplanes, certificated in all categories: PA-32RT-300 Lance II 32R-7885001 to 32R-7885025 Inclusive 32R-7885027 to 32R-7885261 Inclusive 32R-7885263 to 32R-7885285 Inclusive 32R-7985001 to 32R-7985035 Inclusive 32R-7985037 to 32R-7985045 Inclusive 32R-7985047 to 32R-7985059 Inclusive 32R-7985062, 32R-7985064, 32R-7985066, 32R-7985067, 32R-7985069 to 32R-7985076 Inclusive 32R-7985078, 32R-7985083 to 32R-7985085 Inclusive 32R-7985088 to 32R-7985090 Inclusive 32R-7985092 to 32R-7985097 Inclusive 32R-7985101, 32R-7985103 to 32R-7985105 PA-32RT-300T Turbo Lance lI 32R-7887001 to 32R-7887222 Inclusive 32R-7887224 to 32R-7887226 Inclusive 32R-7887228 to 32R-7887237 Inclusive 32R-7887239 to 32R-7887243 Inclusive 32R-7887245 to 32R-7887254 Inclusive 32R-7887256 to 32R-7887261 Inclusive32R-7887263, 32R-7887265 to 32R-7887289 Inclusive 32R-7987001, 32R-7987002 32R-7987004 to 32R-7987011 Inclusive 32R-7987013, 32R-7987014, 32R-7987016, 32R-7987017, 32R-7987019, 32R-7987020, 32R-7987024 to 32R-7987028 Inclusive 32R-7987029, 32R-7987030, 32R-7987032, 32R-7987034, 32R-7987035, 32R-7987038, 32R-7987039, 32R-7987041, 32R-7987042, 32R-7987044, 32R-7987046, 32R-7987049 to 32R-7987051 Inclusive 32R-7987054 to 32R-7987058 Inclusive 32R-7987060, 32R-7987066, 32R-7987068 to 32R-7987070 Inclusive 32R-7987072, 32R-7987073, 32R-7987075, 32R-7987076, 32R-7987078 to 32R-7987080 Inclusive 32R-7987082 to 32R-7987086 Inclusive 32R-7987088, 32R-7987089, 32R-7987091, 32R-7987094, 32R-7987096 to 32R-7987099 Inclusive 32R-7987101, 32R-7987102, 32R-7987104, 32R-7987107 to 32R-7987115 Inclusive 32R-7987117, 32R-7987119, 32R-7987122, 32R-7987124, 32R-7987125, 32R-7987126.Compliance as prescribed in the body of the AD. To prevent initiation and/or growth of rudder skin cracks, with resulting possible weakening of rudder structural integrity, accomplish the following, unless already accomplished: a. Within the next 25 hours time-in-service after the effective date of this AD, and at intervals not to exceed 25 hours time in service, visually check the area along the skin beads at the trailing edge of the rudder for cracks. This check may be accomplished by the pilot. NOTE: A maintenance record entry showing compliance with these repetitive visual checks is required. b. If crack(s) are found, repair within the next 10 hours time in service in accordance with the instructions contained in Piper Kit Part Number 763 940V, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. c. If no crack(s) are found during the checks required by paragraph a, modify the rudder within thenext 100 hours time in service after the effective date of this AD in accordance with the instructions contained in Piper Kit Part Number 763 936V, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA Southern Region. d. Verify that the rudder balance, after repair or modification, is within the limits established in the Piper Lance II Service Manual. e. Compliance with paragraphs b or c, and d, above terminates the repetitive checks required in paragraph a above. f. Upon submission of substantiating data through an FAA Aviation Safety Inspector, the Chief, Engineering and Manufacturing Branch, FAA Southern Region, may adjust the repair or modification compliance time. Piper Service Letter No. 882 also deals with this subject. This amendment is effective January 7, 1980.
80-01-02: 80-01-02 BRITISH AEROSPACE/SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39-3644. Applies to Concorde Type I airplanes. To prevent failure of the main landing gear tires or wheels or both resulting from underinflated tire conditions, accomplish the following, or an FAA-approved equivalent: (a) Before each flight after the effective date of this AD check the tire pressure of each main landing gear tire in accordance with the instructions of Chapter 12.14.32 of the Maintenance Manual as follows: (1) When the gate stop time is more than 4 hours, verify the tire pressure within 2 hours preceding start of engines. (2) When the gate stop time is between 3 and 4 hours, verify the tire pressure within the hour preceding the start of engines. (3) When the gate stop time is 2 to 3 hours verify the tire pressure within 30 minutes preceding the start of engines. (4) When the gate stop time is less than 2 hours verify the tire pressure within 30 minutes preceding the start of engines and comply with paragraph (c) of this AD. (b) If as a result of the tire pressure verifications required by paragraph (a)(1), (a)(2) or (a)(3) of this AD, the tire pressure was found to be - (1) Between 14.6 bars/212 psi and 15 bars/218 psi, no further action required; (2) From 14.2 bars/206 psi to 14.6 bars/212 psi, reinflate to 15 bars/218 psi; (3) From 13.4 bars/195 psi to 14.2 bars/206 psi, reinflate to 15 bars/218 psi and record this action for future reference; (4) From 12.6 bars/183 psi to 13.4 bars/195 psi, replace that wheel and tire and comply with paragraph (e) of this AD; or (5) Below 12.6 bars/183 psi, replace that wheel and tire and also replace the adjoining wheel and tire and comply with paragraph (e) of this AD. (c) If as a result of the tire pressure verification required by paragraph (a)(4) of this AD the pressure was found to be - (1) Above 14.6 bars/212 psi - nofurther action is required; (2) From 14.2 bars/206 psi to 14.6 bars/212 psi, reinflate the tire to 15 bars/218 psi; (3) From 12.6 bars/183 psi to 14.2 bars/206 psi, replace that tire and wheel and comply with paragraph (e) of this AD; or (4) Below 12.6 bars/183 psi, replace that wheel and tire and also replace the adjoining wheel and tire and comply with paragraph (e) of this AD. (d) Prior to further flight, replace the wheel and tire, and accomplish the "push-in" fuse plug check in accordance with Aerospatiale Campaign Wire 32CW076, Issue 4, if - (1) The cockpit brake temperature indicator records a temperature above 510C/950F; (2) A rejected takeoff is executed from a speed over 100 knots, with a brake cooling fan inoperative and the corresponding brake was not deactivated; or (3) A landing was accomplished with a brake cooling fan inoperative and the corresponding brake was not deactivated. (e) Perform the non-destructive test, and the "push-in" fuse plug check on any wheel removed from the aircraft as required in paragraph (b), (c), or (d) of this AD, in accordance with Aerospatiale Campaign Wire 32CW076, Issue 4. (f) Any discrepancies found on the wheels, tires, brakes or on the fuse plugs during the inspections defined above must be reported to the Chief, Aircraft Certification Staff, AEU-100, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) (g) An equivalent means of compliance with the requirements of this AD may be used if approved by the Chief, Aircraft Certification Staff, AEU-100, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium. This supersedes telegraphic AD T79EU11, dated September 10, 1979. This amendment becomes effective December 26, 1979.
68-26-01: 68-26-01 HUGHES: Amendment 39-696. Applies to Model 269A Helicopter Serial Nos. 0011 through 0893 (except TH-55A helicopters), 269A-1 Helicopter Serial Nos. 0001 through 0041, 269A-2 Helicopters Serial Nos. 0001 and 0002, 269B Helicopter Series Nos. 0001 through 0359 with P/N 269A5504-3 Lower Coupling Drive Shaft or Hughes P/N 80-269A5504-5 or P/N 269A5504-5 Lower Coupling Drive Shaft assembly installed. Compliance required within 25 hours of helicopter operation after the effective date of this airworthiness directive, unless previously accomplished. To prevent failures of the lower coupling drive shaft (Hughes P/N 269A5504-3) or lower coupling drive shaft assembly (Hughes P/N 80-269A5504-5 or 269A5504-5) by assuring the physical integrity of the shaft, including freedom from cracks: (a) Inspect the entire shaft per Hughes Service Information Notice No. N-55.1, dated December 9, 1968, or later FAA approved revisions, or any equivalent inspection approved by the Chief, Aircraft Engineering Division, Western Region. (1) If cracks are found during this inspection, retire shaft from service and replace with a new shaft. (2) If no cracks are found, identify the shaft per Item "m" of Hughes Service Information Notice No. N-55.1, or later FAA approved revisions, or equivalent identification approved by the Chief, Aircraft Engineering Division, Western Region. The shaft may continue to be used in accordance with service life limitations. (b) Determine that the inspection or identification, as appropriate, specified in paragraph (a) has been accomplished, prior to installing replacement lower coupling drive shafts (P/N 269A5504-3). This supersedes Amendment 39-661 (33 F.R. 14636), AD 68-20-03. This amendment becomes effective December 21, 1968.
79-26-01: 79-26-01 PIPER: Amendment 39-3639. Applies to Piper PA-23-250 Model airplanes, Serial Nos. 27-7654001 thru 27-7954044 certificated in all categories, which incorporate the following stabilators. Serial Nos.: 0336-L thru 0340-L 0401-L thru 0607-L 0337-R thru 0341-R 0402-R thru 0609-R To prevent possible loosening and relative motion between the stabilator bottom skins and the stabilator frame - structure, accomplish the following: a. Within the next 50 hours in service after the effective date of this AD, unless already accomplished within the past 50 hours and at intervals not to exceed 100 hours in service thereafter, inspect and repair or alter the left and right stabilator in accordance with the "INSTRUCTIONS" section on page 3 of 3 in Piper Service Bulletin No. 606 dated July 12, 1979, or approved equivalent. b. When the stabilator assemblies are altered in accordance with paragraph B.4. of the "INSTRUCTIONS" section or equivalent, compliance with this AD is no longer required. c. Equivalent inspections, repairs or alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. d. Upon submission of substantiating data through an FAA Maintenance Inspector, the compliance time specified in this AD may be adjusted by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective December 24, 1979.
2020-20-01: The FAA is adopting a new airworthiness directive (AD) for certain Dassault Aviation Model FALCON 7X, FALCON 900EX, and FALCON 2000EX airplanes. This AD was prompted by reports of primary display unit (PDU) data flickering on airplanes equipped with EASy software. This AD requires amending the applicable Dassault airplane flight manual (AFM) to incorporate the applicable AFM change project (CP), 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.
2009-07-05: 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: Incomplete accomplishment instructions in SB [service bulletin] ATR72-27-1059 original issue and Revision 1, failed to mention installation of cotter pins to secure the self locking nuts after re-installation of the modified Pitch Uncoupling Mechanism (PUM), when connecting the elevator control linkage rods to the PUM input levers and the PUM output rods to the elevator bellcranks (on both sides). Because of the non-installation of these four cotter pins, the fail-safe criteria of the design requirements on the pitch control are no longer met. Such a failure could cause the loss of one self locking nut and would result in the loss of pitch control onone side--Captain or First Officer--or the loss of control of one elevator surface. The symmetrical loss of two concerned self-locking nuts could lead to a complete loss of the pitch control. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-20-07: The FAA is adopting a new airworthiness directive (AD) for all Rolls-Royce Deutschland Ltd & Co KG (RRD) Trent 1000-AE3, Trent 1000- CE3, Trent 1000-D3, Trent 1000-G3, Trent 1000-H3, Trent 1000-J3, Trent 1000-K3, Trent 1000-L3, Trent 1000-M3, Trent 1000-N3, Trent 1000-P3, Trent 1000-Q3, Trent 1000-R3, Trent 7000-72, and Trent 7000-72C model turbofan engines. This AD was prompted by a report of crack findings in the front air seal on the intermediate-pressure compressor (IPC) shaft assembly during the stripping of a flight test engine. This AD requires initial and repetitive borescope inspections (BSIs) or visual inspections of the IPC shaft assembly and, depending on the results of the inspection, replacement of the IPC shaft assembly with a part eligible for installation. The FAA is issuing this AD to address the unsafe condition on these products.
84-02-01: 84-02-01 AIRBUS INDUSTRIE: Amendment 39-4794. Applies to Model A300 B2-1A, B2- 1C, B4-2C, B2K-3C, B4-103, B2-203, and B4-203 series airplanes, certificated in all categories with serial numbers specified in paragraph 1, Planning Information, of Airbus Industrie Service Bulletin A300-32-310, dated February 12, 1981. To prevent potential loss of braking, accomplish the following, unless previously accomplished: A. Within the next 500 flight hours after the effective date of this AD, inspect the hydraulic hose end fitting collars on Titeflex Type 3/8-inch diameter hoses SC641060266 of the brake hydraulic system in accordance with paragraph 2, Accomplishment Instructions, of the service bulletin. 1. End fittings with batch reference number 06K672C,06L039C, or 06M330C on the sleeve or other fittings which are cracked must be replaced with end fittings manufactured after January 1976 and having identification mark "U", within 50 flight hours from the date of inspection.2. Uncracked end fittings with date of manufacture later than January 1976 and no identification mark or identification mark "X" must be replaced with the end fittings types specified in subparagraph A.1, above, within 250 flight hours from the date of inspection. B. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective February 27, 1984.