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2019-25-15: The FAA is adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F28 Mark 0100 airplanes. This AD was prompted by reports of smoke in the flight deck, in conjunction with the loss of electrical power. This AD requires replacement of affected generator power transfer contactors (GPTCs), essential bus transfer contactors (EBTCs), and auxiliary power transfer contactors (APTCs), 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.
2019-25-14: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-300ER and 777F series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the fuselage stringers, stringer splices, and skin splice straps are subject to widespread fatigue damage (WFD). This AD requires repetitive detailed inspections of certain stringer splices and skin splice straps for any cracks, repetitive high frequency eddy current (HFEC) inspections of certain stringers and stringer splices for any cracks, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
75-23-03: 75-23-03 ALEXANDER SCHLEICHER SEGELFLUGZEUGBAU: Amendment 39- 2414. Applies to Ka2B, Ka6, Ka6B, Ka6BR, Ka6C, Ka6CR, K7, K8, and AS-K13 gliders all serial numbers, certificated in all categories. Compliance is required as indicated. To prevent structural failure of the elevator and loss of elevator control accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished, remove the elevator from the glider and visually inspect the glue joint between nose rib No. 1 and the nose plywood skin on both elevator halves by probing with a small penknife. (b) If insufficient glue adhesion is determined in accordance with good aeronautical practices, before further flight, remove elevator rib No. 1 in its entirety, prepare for new glue joint by roughing the surfaces to be glued, reinstall rib No. 1 by regluing, and cover joints between rib No. 1 and nose skin with fabric to protect joint against moisture.This amendment becomes effective November 14, 1975.
75-22-14: 75-22-14 PIPER: Amendment 39-2394. Applies to Model PA-31P aircraft equipped with Hartzell Model HC-C3YN-2L or HC-C3YN-2LF propellers, certificated in all categories. Compliance required as indicated unless already accomplished. In order to prevent propeller overspeeding and loss of feathering capability due to low propeller air dome pressure, accomplish the following: 1. Within 10 hours time in service after the effective date of this AD, incorporate the following temporary instructions into the PA-31P FAA approved Airplane Flight Manual as indicated. Section III A8 Normal Operating Procedures, Engine Run-up f. Check feathering at 1000 plus or minus 20 RPM. Observe positive feathering action as evidenced by a 300 RPM drop within approximately 5 seconds. If propeller air charge is low or zero, feathering check will be sluggish or slow and no further flight shall be attempted. Refer to applicable airplane and propeller service manuals for corrective action.Section III C18 Emergency Procedures - Propeller Overspeed In-Flight a. Symptoms: (1.) RPM control may be sluggish, particularly in the direction of reducing RPM. (2.) Slight overspeed or poor synchronization at the upper end of the cruising speed range. b. Corrective Action: (1.) Control Prop overspeed by immediately reducing airspeed to approximately 135 MPH by nosing-up slightly with a simultaneous slow throttle reduction to 20- 25" manifold pressure. Do not allow airspeed to fall below best single engine rate of climb speed. Reduction of prop speed can be assisted with prop control in the "feather detent" position. Therefore, if overspeed is above the red line (2133 RPM), select feather until prop speed drops below red line, then move control out of feather position. (2.) Set propeller control to desired speed, preferably 2000 RPM or less to provide a margin below red line RPM for further surges with power/airspeed changes. (3.) Slowlyadd throttle to regain power without overspeeding the propeller. Once proper RPM is recovered, hold airspeed well below that at which the overspeed occurred, preferably below 150 MPH. Use landing gear and/or flaps to increase drag for descent and maintain a manifold pressure of at least "20". Once control of propeller speed is regained, flight can be continued at reduced airspeed. With slow throttle changes at reduced airspeed, the engine will provide climb power without overspeeding. CAUTION Do not shut down the engine in flight since the propeller will not feather without air charge; and high drag will result from the windmilling propeller. If inadvertently shut down, the engine should be restarted carefully with low RPM setting and closed throttle; airspeed should be slightly above best single engine rate of climb speed to minimize RPM surge upon starting. 2. Within 30 days after the effective date of this AD, replace the subject propellers with Hartzell Model HC-C3YN-2LU or HC-C3YN-2LUF as applicable. NOTE: Hartzell propeller Models HC-C3YN-2L and HC-3YN-2LF may be converted to Models HC-C3YN-2LU an HC-C3YN-2LUF, which incorporate feathering springs in accordance with Hartzell Service Instruction No. 102. 3. Upon installation of feathering spring propellers per paragraph 2 above, the temporary AFM instructions specified in paragraph 1 above are no longer required. 4. 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. Piper Service Bulletin No. 458 and Hartzell Service Bulletin No. 111 also pertain to this subject. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Piper Aircraft Corporation, Service Department, Lock Haven, Penn. 17745. These documents may also be examined at the Engineering and Manufacturing Branch, Federal Aviation Administration, Eastern Region, Federal Building, John F. Kennedy International Airport, Jamaica, New York 11430. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Eastern Region Headquarters. This amendment is effective October 24, 1975.
83-13-08: 83-13-08 BOEING: Amendment 39-4678. Applies to all model 747 airplanes, except the 747SP, certificated in all categories equipped with either the Landing Control Logic Unit (LCLU) or Landing Rollout Control Unit (LRCU) automatic landing systems and either Collins Low Range Radio Altimeter (LRRA), Model 860F-4, or Bendix Low Range Radio Altimeter, Model ALA 51A. To prevent hard landing due to false altitude information from the LRRA to the autopilot, accomplish the following, unless already accomplished: \n\n\tA.\tWithin 15 days after the effective date of this AD, install a placard on the autopilot P10 mode control panel which reads as follows: "DO NOT USE AUTOPILOT BELOW 50 FT. ON WET RUNWAYS." The placard may be removed when either paragraph B, C, or D below is accomplished. \n\n\tB.\tRemove Collins Model 860F-4 LRRA (P/N 622-3890-0XX), if installed, and perform Collins Service Bulletin 860F-4, Service Bulletin #8. Modified units become P/N 622- 3890-1XX. Install modified, orproduction equivalents, according to the Boeing Service Bulletin 747-34A2225. \n\n\tC.\tRemove Bendix Series ALA 51A LRRA (P/N 2067631-05XX or -51XX), if installed, and perform Bendix Service Bulletin M-1632-(ALA-51A-34-56). Modified units become P/N 2067631-53XX. Install modified, or production equivalents, according to Boeing Service Bulletin 747-34A2226. \n\n\tD.\tAlternate 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. \n\n\tAll persons affected by this proposal who have not already received the Service Bulletins may obtain copies upon request to Boeing, Collins Air Transport Division, or Bendix Corporation as appropriate. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective July 18, 1983.
2007-23-14: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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: Recently, a double in-flight engine shut down incident occurred on a DA42 aircraft equipped with TAE125-01 engines. The BFU (German Accident Investigation Body) found the root cause to be a violation of the Airplane Flight Manual procedures (taking-off with an insufficiently charged main aircraft battery) and momentary low voltage in the electrical system of the aircraft when retracting the main landing gear. This has been the subject of Diamond Service Information (SI) 42-040 and a subsequent EASA Safety Information Notice, SIN 2007-08, issued on 18 April 2007. The TAE125-01 and TAE125-02-99 engines, approved for installation on the DA42, are FADEC (Full Authority Digital Engine Control) controlled and are not totally independent from the aircraft electrical power supply. A significant drop of the voltage causes simultaneously a reset of the FADEC on both engines with subsequent feathering of the propeller blades. In the case of an empty battery this scenario may be considered as catastrophic at the aircraft level. We are issuing this AD to require actions to correct the unsafe condition on these products.
80-02-12: 80-02-12 MOONEY AIRCRAFT CORPORATION: Amendment 39-3670. Applies to Models M20K airplanes, Serial Numbers 25-0001 through 25-0247, certificated in all categories. Compliance is required as indicated unless already accomplished. To prevent possible failure of the fuselage tubular structure, accomplish the following: 1. Within the next 90 days after the effective date of the AD, reinforce the lower right fuselage tubular structure with a split-sleeve and clamps in accordance with Mooney Service Bulletin No. M20-220 dated November 16, 1979, or equivalent methods approved by the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region. 2. Aircraft may be flown in accordance with FAR 21.197(a)(1) to a location where the modification required by this AD may be accomplished. This amendment becomes effective February 1, 1980.
2007-21-17: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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: There has been a report of landing gear radius rods suffering cracks starting in the flashline near the microswitch boss. Such cracks can result in loss of the normal hydraulic system and may lead to a landing gear collapse. Main landing gear collapse is considered as potentially hazardous/ catastrophic. This AD mandates additional inspections considered necessary to address the identified unsafe condition. Note: The cause of this cracking is not related to previous cracking of the radius rod cylinder addressed by BAE Systems SB 32- JA040945 (CAA AD G-2005-0010), however, the consequences of a failure are the same. We are issuing this AD to requireactions to correct the unsafe condition on these products.
75-20-03: 75-20-03 PIPER AIRCRAFT CORPORATION: Amendment 39-2364. Applies to Model PA-34-200 airplanes, serial numbers 34-7250001 through 34-7450220 and Model PA-34-200T airplanes, serial numbers 34-7570001 through 34-7570308, certificated in all categories. Compliance required within the next 50 hours time in service after the effective date of this AD, unless already accomplished. To provide revised usable fuel data, accomplish the following: Replace the existing fuel quantity placards and revise the fuel system data in Airplane Flight Manual in accordance with Piper Service Bulletin Number 438 or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, P.O. Box 20636, Atlanta, Georgia 30320. This amendment becomes effective October 10, 1975.
80-02-07: 80-02-07 BRITISH AEROSPACE: Amendment 39-3657. Applies to British Aerospace Model HS 125 Series 700 airplanes with pressure refuel/defuel system installed, certificated in any category. Compliance is required as indicated unless already accomplished. To prevent the failure of the aluminum HTE "V" clamps installed in the pressure refuel and defuel system, within the next 50 hours time in service or within the next 28 days after the effective date of this AD, whichever occurs sooner, incorporate British Aerospace modification 252694, or an equivalent modification approved by the Chief, Aircraft Certification Staff, AEU- 100, Europe, Africa, and Middle East Region, Federal Aviation Administration, c/o American Embassy, Brussels, Belgium. NOTE: British Aerospace Service Bulletin 28-67 revision 1 dated December 19, 1978 and Service Bulletin 28-A66 dated October 3, 1978 refer to this same subject. This amendment becomes effective January 24, 1980.