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80-19-01: 80-19-01 PIPER AIRCRAFT CORPORATION: Amendment 39-3908. Applies to Model PA-28R-180 serial numbers 28R-30002 through 28R-7130013; Model PA-28R-200 serial numbers 28R-35001 through 28R-7635545; PA-28R-201 serial numbers 28R-7737001 through 28R-7837317; and PA-28RT-201 serial numbers 28R-7918001 through 28R-8018088 airplanes certificated in all categories. \n\n\tCompliance required within the next 50 hours time in service after the effective date of this AD unless already accomplished. \n\n\tTo prevent possible leakage of carbon monoxide into the cabin, accomplish the following: \n\n\t(a)\tRemove upper and lower engine cowling. \n\n\t(b)\tRemove and discard clips on muffler shroud end plates shown on Figure 1. \n\n\t(c)\tInspect for movement between the muffler shroud end plates and the muffler pipes. \n\n\t(d)\tIf there is no relative movement, the muffler assembly is acceptable and no modification is necessary. \n\n\t(e)\tIf relative movement is observed, accomplish the following: \n\n\t\t(1)\tRemove and disassemble the muffler and shroud assembly from the engine and inspect all parts for wear and cracking. Repair or replace as necessary. \n\n\tNOTE: During the inspection required inn (1), direct particular attention to the muffler shroud end plates and the mating area of contact on the muffler tubes. \n\n\t\t(2)\tRework the end plates to provide a 0.030 inch minimum gap between the plates after assembly as shown in Figures 1 and 2. \n\n\t\t(3)\tSlot the two 0.141 inch holes in the top of the shroud assembly to allow the screws to be installed without causing deformation of the shroud skin. \n\n\t\t(4)\tInstall the two screws holding the shroud assembly on the bottom side of the muffler prior to installing the strap clamps but do not tighten until the top screws are in place. \n\n\t\t(5)\tInstall the strap clamps, tightening to a torque of 25 to 30-inch pounds. \n\n\t\t(6)\tInstall and tighten the two top screws then tighten the bottom screws. \n\n\t\t(7)\tInspect the muffler and shroud assembly for tightness. If relative motion still exists between the muffler pipes and the muffler shroud end plates, repeat steps (1) through (6) until any relative motion is eliminated. \n\n\t\t(8)\tReinstall the muffler assembly in the aircraft using new exhaust gaskets, Lycoming part number 65321, and torque exhaust stack nuts to 120 to 170-inch pounds. \n\n\t(f)\tMake an appropriate maintenance record entry. \n\n\tAn equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. \n\n\tNOTE: Piper Service Bulletin No. 691, dated August 6, 1980, pertains to this subject. \n\n\tThis amendment becomes effective September 12, 1980. \n\n\n\n\nFIGURE 1 AD \n80-19-01 \n\n\n\n\nFIGURE 2 \nAD 80-19-01
77-03-04: 77-03-04 Bell: Amendment 39-2822; AD Applies to Bell Model 214B and 214B-1 helicopters, S/N 28001 through 28006, 28008, 28009, and 280011, certificated in all categories. Compliance required within 25 hours' time in service after the effective date of this AD unless already accomplished. To prevent a possible interference between a control tube and a fuselage fitting, trim the fuselage splice fitting of fuselage Station 129 in accordance with Bell Helicopter Textron Service Bulletin No. 214-76-6 dated November 1, 1976, or later approved revision. 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 Service Manager, Bell Helicopter Textron, P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Office of Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas. This amendment becomes effective February 14, 1977.
2007-18-03: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-300, -400, and -500 series airplanes. This AD requires an inspection of the seat locks and seat tracks of the flightcrew seats to ensure that the seats lock in position and to verify that lock nuts and bolts of adequate length are installed on the rear tracklock bracket, and corrective actions if necessary. This AD results from a report indicating that the captain's seat slid aft and jammed during taxi. We are issuing this AD to prevent uncommanded movement of the flightcrew seats during acceleration and take-off of the airplane, which could result in reduced controllability of the airplane.
2019-19-09: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200 Freighter, A330-200, and A330-300 series airplanes. This AD was prompted by an analysis conducted on Airbus SAS Model A330-200 Freighter, A330-200, and A330-300 series airplanes that identified structural areas that are susceptible to widespread fatigue damage (WFD). This AD requires reinforcement modifications of various structural parts of the fuselage, and applicable related investigative and corrective actions if necessary, as specified in a European Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2018-07-19: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8 and 787-9 airplanes. This AD was prompted by a report that the parking brake and alternate pitch trim module (PBM) may unintentionally disengage. This AD requires replacing the PBM and doing a PBM installation test. We are issuing this AD to address the unsafe condition on these products.
2004-18-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777 series airplanes, that requires replacing four socket contacts on the four boost pumps of the main fuel tanks with new, high-quality gold-plated contacts, and sealing the backshell of the connector with potting compound. This action is necessary to prevent a possible source of ignition in a flammable leakage zone, which could result in an undetected and uncontrollable fire in the wheel well or wing trailing edge, and a possible fuel tank explosion. This action is intended to address the identified unsafe condition.
78-09-03: 78-09-03 DOWTY ROTOL, LTD.: Amendment 39-3196. Applies to Dowty Rotol Type R193/4-30-4/50 and R193/4-30-4/61 propellers of the following serial numbers which may be installed on, but not necessarily limited to, Fairchild Model F27A, F27F, F27J, FH-227, and FH- 227-1; and Fokker F-27 Mks. 200, 400, 500 and 600 airplanes: 193/60/167 DRG/34/61 DRG/66/62 DRG/284/63 DRG/120/64 DRG/4/61 DRG/35/61 DRG/19/63 DRG/285/63 DRG/121/64 DRG/5/61 DRG/2/62 DRG/22/63 DRG/286/63 DRG/122/64 DRG/6/61 DRG/3/62 DRG/24/63 DRG/287/63 DRG/123/64 DRG/7/61 DRG/33/62 DRG/25/63 DRG/320/63 DRG/138/64 DRG/9/61 DRG/35/62 DRG/26/63 DRG/321/63 DRG/141/64 DRG/13/61 DRG/36/62 DRG/72/63 DRG/337/63 DRG/142/64 DRG/14/61 DRG/37/62 DRG/134/63 DRG/14/64 DRG/158/64 DRG/25/61 DRG/41/62 DRG/136/63 DRG/17/64 DRG/207/64 DRG/26/61 DRG/42/62 DRG/222/63 DRG/36/64 DRG/208/64 DRG/27/61 DRG/49/62 DRG/224/63 DRG/78/64 DRG/292/66 DRG/33/61 DRG/50/62 DRG/226/63 DRG/79/64 DRG/296/66 Compliance is required as indicated, unless already accomplished. To reduce the possibility of propeller hub and driving center assembly failure due to corrosion, and subsequent possible propeller failure, accomplish the following: (a) Within the next 1000 hours time in service after the effective date of this AD, or at the next scheduled propeller overhaul, whichever occurs first, inspect the propeller hub and driving center assembly in accordance with Dowty Rotol Service Bulletin 61-882, dated March 11, 1977 (hereinafter SB 61-882), and the therein referenced Dowty Rotol Propeller Overhaul Manual Pub. No. 61-2-2, Repair Scheme Manual Pub. No. 923; and Process Specification Manual Pub. No. 872, or FAA-approved equivalents. (b) If, as a result of the inspection required by paragraph (a) of this AD, propeller hub or driving center assembly corrosion is found to exceed the limits specified in Dowty Rotol Overhaul Manual 61-2-2 and Repair Scheme Manual Publication No. 923 Repair Schemes 650013110 and 650013120 or an FAA-approved equivalent, before further operation, replace the propeller hub and driving center assembly with a serviceable propeller hub and driving center assembly or an FAA-approved equivalent. (c) The equivalent means of compliance specified in paragraphs (a) and (b) of this AD must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Region, Federal Aviation Administration, c/o American Embassy, Brussels Belgium. This amendment becomes effective May 22, 1978.
2010-04-13: 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: An A300-600 operator reported two events of IPECO pilot seat moved in the aft position, one during take-off roll and one during climb out. The investigation of these events showed that a broken/ missing spring contributed to the seat not being correctly locked. An unwanted movement of pilot or co-pilot seat in the aft direction is considered as potentially dangerous, especially during the take-off phase when the speed of the aeroplane is greater than 100 knots and until landing gear retraction. * * * * * The unsafe condition is potential loss of control of the airplane during take-off and landing. We are issuing this AD to require actions to correct the unsafe condition on these products.
97-09-02R3: This amendment revises an existing airworthiness directive (AD) for CFMI CFM56-5C series turbofan engines. That AD currently establishes new life limits for certain high pressure turbine rotor (HPTR) front shafts, HPTR front air seals, and booster spools. This action removes the booster spool, part number (P/N) 337-005-210-0, and the HPTR front shaft, P/Ns 1498M40P03, 1498M40P05, and 1498M40P06, from the parts listed with lowered life limits in the existing AD. This amendment results from a life management review completed by the manufacturer. We are issuing this AD to prevent low-cycle fatigue (LCF) failure of certain HPTR front air seals, which could result in an uncontained engine failure and damage to the airplane.
77-06-04: 77-06-04 ENSTROM: Amendment 39-2855. Applies to Enstrom Model F28C helicopters with serial numbers 364, 367, 373 and 374 and Model 280C with serial numbers 1007, 1020, 1060, 1062, 1065 certificated in all categories. Before further flight, unless already accomplished, remove from service the tail rotor assembly P/N 28-150000-3 and replace with an airworthy assembly which has been assembled using forged blade grip fittings P/N 28-150013-11. The removed tail rotor assembly should be returned to Enstrom Helicopter Corporation, Menominee, Michigan 49858. This amendment becomes effective March 31, 1977, to all persons except those to whom it was made effective earlier by air mail letter dated March 2, 1977.
2007-17-07: 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: The Bombardier CL-600-2B19 airplanes have had a history of flap failures at various positions for several years. Flap failure may result in a significant increase in required landing distances and higher fuel consumption than planned during a diversion. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
80-14-01: 80-14-01 PIPER AIRCRAFT CORPORATION: Amendment 39-3818. Applies to Model PA-32-260, serial numbers 32-7800001 through 32-7800008; PA-32-300, serial numbers 32-7740109 through 32-7940290; PA-32R-300, serial numbers 32R-7780215 through 32R-7880068; Model PA-32RT-300, serial numbers 32R-7885001 through 32R-7985105; and Model PA-32RT-300T, serial numbers 32R-7787001, and 32R-7887002 through 32R-7987126 airplanes 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 prevent fuel leakage and potential fire hazard, accomplish the following: (a) De-fuel the aircraft in accordance with the Piper Service or Maintenance Manual for the appropriate model aircraft. (b) Remove the right hand and left hand fuel tanks in accordance with the Piper Service or Maintenance Manual for the appropriate model aircraft. (c) 1. For Model PA-32-260 series aircraft, serial numbers 32-7800001 through 32-7800008, and PA-32-300 model aircraft, serial numbers 32-7740109 through 32- 7840202, modify the fuel tank vent system in accordance with the instructions listed in the "Fuel Tank Vent Modification and Vent Hose Replacement Kit," Piper Part Number 763-934V. 2. For Model PA-32-300 series airplanes, serial numbers 32-7940001 through 32-7940290, Models PA-32R-300, PA-32RT-300 and PA-32RT-300T series airplanes, modify the fuel tank vent system in accordance with the instructions listed on the "Fuel Tank Vent Hose Replacement Kit," Piper Part Number 764-011V. (d) Reinstall the fuel tanks in accordance with instructions in the appropriate Piper Service or Maintenance Manual. NOTE: Do not allow lines or hoses to twist during installation. (e) Refuel the aircraft and check for leaks and fuel quantity gauge function. (f) Make an appropriate maintenance record entry. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. NOTE: Piper Service Bulletin 646A pertains to this subject. This amendment becomes effective July 10, 1980.
2001-06-06: This amendment adopts a new airworthiness directive (AD) that applies to certain Cessna Aircraft Company (Cessna) Model 172 airplanes. This AD requires you to inspect the main landing gear pivot assemblies for cracks, replace any cracked main landing gear pivot assemblies, and install new bushings on the pivot assembly shaft. This AD is the result of many service difficulty reports of cracked main landing gear pivot assemblies on the affected airplanes. The actions specified by this AD are intended to detect, correct, and prevent future cracks on the original design landing gear pivots. Cracked main landing gear pivots could fail resulting in gear-up landings or loss of braking.
2001-06-05: This amendment adopts a new airworthiness directive (AD) that applies to certain SOCATA - Groupe AEROSPATIALE (Socata) Model TBM 700 airplanes equipped with Option No. OPT 70-35-001 (gaseous oxygen system). This AD requires you to incorporate a modification that relocates the oil breather vent location. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for France. The actions specified by this AD are intended to prevent oil from entering the gaseous oxygen system service compartment. Such oil contamination could result in a fire or explosion.
80-12-03: 80-12-03 PIPER AIRCRAFT CORPORATION: Amendment 39-3783. Applies to Model PA-44-180, Serial Numbers 44-7995001 through 44-8095020, airplanes certificated in all categories. Compliance is required within the next 50 hours time in service after the effective date of this AD, unless already accomplished. To prevent nose landing gear retraction during landing rollout or ground operations, accomplish the following: a. Replace the nose landing gear downlock hook and bushing in accordance with Piper Aircraft Corporation Service Bulletin No. 678, dated March 24, 1980, and Piper Service Kit No. 764-010V, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. b. Make appropriate maintenance record entry. This amendment becomes effective June 3, 1980.
79-03-02: 79-03-02 PIPER: Amendment 39-3402 as amended by Amendment 39-3777. Applies to Piper Model PA-38-112 Serial Nos. 38-78A0001 thru 38-80A0063 certificated in all categories. To prevent vertical movement of the bottom rudder hinge bearing and possible interference between the bottom surface of the rudder fairing tip and the vertical fin top surface, accomplish the following: (a) Within the next 25 hours in service after the effective date of this AD: (1) Deflect the rudder so that the bottom hinge is accessible. (2) Inspect the bottom hinge bracket for a loose bearing, which will be evident by any portion of the bearing outer-race protruding below the lower surface of the bracket. (3) If a loose bearing is indicated, install Piper Kit 763 881 or equivalent, before further flight. (b) Within the next 50 hours of service, after the effective date of this AD, unless already accomplished, install Piper Kit 763 881 or equivalent. (c) The affected airplane may be flown in accordance with FAR 21.197 to a location where the AD may be accomplished. (d) Equivalent inspections, repairs and alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (e) Upon submission of substantiating data through an FAA Maintenance Inspector the compliance times specified in this AD may be adjusted by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Piper Service Bulletin No. 613, dated August 11, 1978, pertains to this subject. Amendment 39-3402 was effective January 31, 1979. This Amendment 39-3777 is effective May 28, 1980.
2007-11-07: The FAA is superseding an existing airworthiness directive (AD) that applies to all Model 737-100, -200, -300, -400, and -500 series airplanes. The existing AD currently requires repetitive detailed inspections for damage of the electrical wire and sleeve that run through a conduit in the fuel tank to the fuel boost pump, and related investigative and corrective actions; as applicable. This new AD removes certain inspection requirements. This new AD adds repetitive detailed inspections for damage of the electrical wire and sleeve that run to the fuel boost pump through a conduit in the fuel tank, and arcing damage of the conduit and signs of fuel leakage into the conduit; replacement of the sleeve with a new, smaller-diameter sleeve; and related investigative and corrective actions, as applicable. This AD also adds airplanes to the applicability. Accomplishment of the initial new inspection and the sleeve installation terminates the requirements of the existing AD. This new ADresults from a report of a fuel tank explosion on a Model 727-200F airplane on the ground, and a report of chafed wires and a damaged power cable sleeve of a fuel boost pump discovered during an inspection on a Model 737-300 airplane. We are issuing this AD to detect and correct chafing of the fuel boost pump electrical wiring and leakage of fuel into the conduit, and to prevent electrical arcing between the wiring and the surrounding conduit, which could result in arc-through of the conduit, and consequent fire or explosion of the fuel tank. \n\n\nDATES: This AD becomes effective June 6, 2007. \n\n\tThe Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of June 6, 2007. \n\n\tOn November 12, 1999 (64 FR 54763, October 8, 1999), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 737-28A1120, Revision 2, dated November 26, 1998. \n\n\tOn October 15, 1998 (63 FR 52152, September 30, 1998), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 737-28A1120, Revision 1, dated May 28, 1998. \n\n\tOn June 29, 1998 (63 FR 34271, June 24, 1998), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 737-28A1120, dated April 24, 1998, as revised by Notice of Status Change NSC 01, dated May 7, 1998, Notice of Status Change NSC 02, dated May 8, 1998, and Notice of Status Change NSC 03, dated May 9, 1998. \n\n\tWe must receive any comments on this AD by July 23, 2007.
2004-18-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727, 727C, 727-100, -100C, and -200 series airplanes. This amendment requires an inspection of the forward trunnion attach fittings of the main landing gear (MLG), inspections of the attach fitting holes of the forward trunnion attach fittings if necessary, replacement of the forward trunnion attach fittings if necessary, and corrective actions if necessary. This action is necessary to detect and correct cracks and corrosion on the attach fitting holes of the forward trunnion attach fittings of the MLG, which could result in the collapse of the MLG. This action is intended to address the identified unsafe condition.
64-13-02: 64-13-02 FAIRCHILD: Amdt. 735 Part 507 Federal Register May 23, 1964. Applies to all Model F-27 Series Aircraft with Dowty Main Landing Gear Outer Cylinders P/N's 9010Y3, 9017Y1, 200020.609, 2.00021.241, 200021.276, 200042.302, 2.00042.303, 2.00042.601, and 2.00042.618. Compliance required as indicated. Due to failures of main landing gear outer cylinder torque link attach lugs, to which the upper torque link, Dowty P/N C9027Y3 is attached, the following measures are required: (a) Outer cylinders which have accumulated 8,000 or more landings as of the effective date of this AD, but have not been modified in accordance with either Fairchild Service Bulletin No. 32-41A dated April 5, 1961, or Dowty Service Bulletins No. 32-15 dated October 1961, or No. 32-11 issued August 1961, revised December 1962, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, must be inspected as follows: (1) Conduct a daily visual inspection for cracks in the vertical radii on the inboard and outboard sides of the main cylinder lug. (2) Inspect the area specified in (a)(1) using dye penetrant method or FAA approved equivalent inspection within the next 50 landings after the effective date of this AD, unless already accomplished within the last 250 landings, and every 300 landings after such inspection. (3) If cracks are found the following shall be accomplished: (i) A crack that can be removed by reworking the outer cylinder in accordance with Fairchild Service Bulletin No. 32-41A dated April 5, 1961, or Dowty Service Bulletins No. 32-15 dated October 1961, or No. 32-11 issued August 1961, revised December 1962, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, must be removed before further flight. (ii) If the crack cannot be removed as specified in (a)(3)(i), that cylinder must be replaced before further flight. (b) Outer cylinders modified in accordance with Fairchild Service Bulletin No. 32- 41A dated April 5, 1961, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, must be inspected as follows: (1) Conduct a daily visual inspection for cracks in the vertical radii on the inboard and outboard sides of the main cylinder lug. (2) Inspect the area specified in (b)(1) using dye penetrant method of FAA approved equivalent inspection within the next 50 landings after the effective date of this AD unless already accomplished within the last 250 landings, and every 300 landings after such inspection. (3) If cracks are found the following shall be accomplished: (i) A crack that can be removed by reworking the outer cylinder in accordance with Dowty Service Bulletins No. 32-15 dated October 1961, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, must be removed before further flight. (ii) If the crack cannot be removed as specified in (b)(3)(i), that cylinder must be replaced before further flight. (c) Outer cylinders modified in accordance with Dowty Service Bulletin No. 32-15 dated October 1961, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, must be inspected as follows: (1) Conduct a daily visual inspection for cracks in the vertical radii on the inboard and outboard sides of the main cylinder lug. (2) Inspect the area specified in (c)(1) using dye penetrant method or FAA approved equivalent inspection within the next 50 landings after the effective date of this AD unless already accomplished within the last 250 landings, and every 300 landings after such inspection. (3) If cracks are found, that cylinder must be replaced before further flight. (d) Outer cylinders modified after the accumulation of 7,000 landings, in accordance with Dowty Service Bulletin No. 32-11 issued August 1961, revised December 1962, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, must be inspected as follows: (1) Conduct a daily visual inspection for cracks in the vertical radii on the inboard and outboard sides of the main cylinder lug. (2) Inspect the area specified in (d)(1) using dye penetrant method or FAA approved equivalent inspection within the next 50 landings after the effective date of this AD unless already accomplished within the last 650 landings, and every 700 landings after such inspection. (3) If cracks are found, that cylinder must be replaced before further flight. (e) Outer cylinders modified prior to the accumulation of 7,000 landings in accordance with Dowty Service Bulletin No. 32-11 issued August 1961, revised December 1962, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, are not required to be inspected under this AD. (f) Where past records of landings have not been maintained or are unavailable, the number of landings prior to the effective date of this AD shall be estimated by substituting two (2) landings for each hour of time in service. Where the operator does not desire to keep a record of landings, the number of landings shall be estimated by substituting two (2) landings for each hour of time in service. (g) Compliance inspection times and affectivity paragraphs, specified in the service bulletins discussed herein, must be disregarded. (h) 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. This supersedes AD 61-10-03. This directive effective June 26, 1964.
2007-17-05: This amendment adopts a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S92-A helicopters. This action requires, within a specified time, borescope inspecting a certain part-numbered tail rotor pitch change shaft and bearing assembly (shaft and bearing assembly) and also inspecting after any installation. This amendment is prompted by an incident involving failure of a shaft and bearing assembly and servo clevis shaft resulting in loss of tail rotor control. The actions specified in this AD are intended to prevent failure of a shaft and bearing assembly, loss of tail rotor pitch and yaw control, and subsequent loss of control of a helicopter.
79-14-02: 79-14-02 PIPER: Amendment 39-3510. Applies to Models PA-31, PA-31-300, PA-31-325 Serial Nos. 31-5 through 31-7912059; Model PA-31-350, Serial Nos. 31-5001 through 31- 7952111; Model PA-31P, Serial Nos. 31P-1 through 31P-7730012; Model PA-31T, Serial Nos. 31T-7400002 through 31T-7920060; and Model PA-31T1, Serial Nos. 31T-7804001 through 31T-7904033 certificated in all categories. To avoid possible separation of the control wheel control shaft stud from the control shaft tube due to the absence of two roll pins, and subsequent loss of aileron control of the affected control wheel, accomplish the following within the next 5 hours in service unless previously accomplished on the pilot and co-pilot control wheel assemblies: a. Secure control wheels in aft position. b. Gain access to the control shaft tube assembly (P/N 42939-00) and to stud (P/N 42938-00) connection, located just aft of the control wheel stop collar (P/N 40950-00). c. Inspect the forward end of the control shaft tube assembly (P/N 42939-00) to determine if two roll pins (P/N 480732) are installed. d. If one or both roll pins are missing, install as required, roll pin Piper P/N 480732, prior to further flight. Piper Service Bulletin No. 651 refers to this subject. This amendment is effective July 6, 1979, except as to recipients of the distribution dated May 3, 1979, which was effective upon receipt.
2013-03-23: We are adopting a new airworthiness directive (AD) for all Gulfstream Aerospace LP (Type Certificate Previously Held by Israel Aircraft Industries, Ltd.) Model Gulfstream G150 airplanes. This AD was prompted by a review that determined that the runway slope and anti-ice corrections to V1 and take-off distances in the Gulfstream G150 Airplane Flight Manual (AFM) were presented in a non-conservative manner. This AD requires revising the performance section of the AFM to include procedures to advise the flightcrew of certain runway slope and anti-ice corrections and take-off distance values. We are issuing this AD to prevent the use of published non-conservative data, which could result in the inability to meet the required take-off performance, with consequent hazard to safe operation during performance-limited take-off operations.
2001-06-08: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-600, -700, and -800 series airplanes. This action requires repetitive inspections of certain elevator hinge plates, and corrective action, if necessary. This action also provides for an optional replacement of the elevator hinge plates with new, improved hinge plates, which would end the repetitive inspections. This action is necessary to detect and correct fatigue cracking of the elevator hinge plates, which could lead to the loss of the attachment of the elevator to the horizontal stabilizer, and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2001-06-02: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-8 series -10 through -50, -61, -61F, -71, -71F airplanes, that currently requires a visual or eddy current inspection(s) of the left and right wing front spar lower caps to detect cracks migrating from attachment holes; and repair, if necessary. That AD also provides for an optional terminating modification of the front spar lower cap. This amendment is prompted by a report that additional cracking was found in the front spar lower cap of a wing. This amendment requires accomplishment of the previously optional terminating action. This amendment also expands the applicability of the existing AD to include additional airplanes and increases the interval for the repetitive eddy current inspections. The actions specified by this AD are intended to prevent reduced structural integrity of the left or right wing due to metal fatigue failure of the front spar lower cap.
79-12-11: 79-12-11 PIPER AIRCRAFT CORPORATION: Amendment 39-3490. Applies to Model PA-44-180, serial numbers 44-7995001 through 44-7995190 airplanes certificated in all categories. Compliance is required within the next 25 hours' time in service after the effective date of this AD or within 30 days after the effective date of this AD, whichever occurs first, unless already accomplished. To prevent a potential fire hazard due to fuel leakage from failed primer lines and cracked and broken fittings, accomplish the following on both engines: (a) Install the fuel primer modification kit, Piper Part Number 763 908V in accordance with Piper Service Bulletin 634 dated December 28, 1978, or later revision approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. (b) Make an appropriate maintenance record entry. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, FederalAviation Administration, Southern Region. This amendment becomes effective June 21, 1979.