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78-02-03: 78-02-03 PIPER: Amendment 39-3128. Applies to PA-23-250 airplanes with Serial Nos. as shown below certificated in all categories. To prevent possible hazards in flight associated with weakening of the stabilator, accomplish the following unless previously accomplished: (a) The following Serial Nos. pertain to S.B. 540 dated January 4, 1977: (1) Serial Nos. 27-7654001 thru 27-7754057 Within the next 10 hours in service after the effective date of this AD, inspect both stabilator tip tube and weight assemblies for cracks in accordance with the inspection procedures of 1. and 2. under "Instructions" on the sketch/instructions page of S.B. 540, or equivalent procedures. (i) If cracks are present alter both tube and weight assemblies as indicated in 2. under "Instructions" on the first page of S.B. 540 or equivalent procedures, prior to further flight. (ii) If cracks are not present alter both tube and weight assemblies within the next 100 hours in service as indicated in 4. under "Instructions" on the first page S.B. 540, or by equivalent procedures. (iii) For altered parts, the inspection procedures of (a)(1) must be repeated within the next 100 hours in service and thereafter at intervals not to exceed 100 hours in service from the last inspection. If cracks are present replace all cracked parts with new or equivalent parts before further flight. (2) Serial Nos. 27-7754058 and up Within the next 100 hours in service after the effective date of this AD and every 100 hours thereafter, inspect both stabilator tip tube and weight assemblies for cracks in accordance with inspection procedures of 1. and 2. under "Instructions" on the sketch/instructions page S.B. 540 or equivalent procedures. If cracks are present replace all cracked parts with new or equivalent parts before further flight. (b) The following Serial Nos. pertain to Service Bulletin 547 dated March 1, 1977: (1) Serial Nos. 27-7654001 thru 27-7754054 Within the next 50 hours in service after the effective date of this AD, inspect both stabilator tip ribs for missing rivets and missing tube and weight assembly attachment screws and if necessary alter in accordance with S.B. 547 or equivalent procedures. (c) The following Serial Nos. pertain to Service Bulletin 569 dated August 24, 1977: (1) Serial Nos. 27-7654001 thru 27-7754127, 27-7754130, 27-7754131, 27-7754133 thru 27-7754136, 27-7754138 thru 27-7754144 To prevent abnormal stabilator tab horn bushing wear, within the next 50 hours in service after the effective date of this AD replace the right and left stabilator tab forward inboard rib/horn assemblies in installing Piper Kit 761 143 or equivalent Kit. (d) The following Serial Nos. pertain to Service Letter 807A dated September 8, 1977: (1) Serial Nos. 27-7654001 thru 27-7754041 equipped with stabilators Piper Part Number 15658-2, 15658-3, 15658-22 or 15658-23. Within thenext 50 hours in service after the effective date of this AD, reinforce the mounting of the stabilator tube and weight assemblies by installing additional nose- ribs by means of Piper Kit 761 141 or equivalent Kit. (e) Refer to paragraph 4-65 in the Piper PA-23-250 "Aztec" Service Manual and balance the stabilator when the alterations in paragraphs (a), (c) or (d) of this AD are incorporated. (f) Upon submission of substantiating data through an FAA Maintenance Inspector, the compliance times specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (g) The affected airplanes may be flown in accordance with FAR 21.197 to a location where the AD compliance procedures can be accomplished. (h) Equivalent procedures and parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective January 26, 1978.
2023-07-02: The FAA is superseding Airworthiness Directive (AD) 2022-03- 12, which applied to all Airbus SAS Model A330-200, -300, -800, and - 900 series airplanes; and Model A340-200, -300, -500, and -600 series airplanes. AD 2022-03-12 required replacing the doghouse door lock placard with an improved instruction placard. This AD was prompted by reports that the instructions on the doghouse door lock placard are unclear and incomplete, and by a determination that additional parts need to be modified. This AD continues to require the actions in AD 2022-03-12 and expands the list of affected parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also prohibits the installation of affected parts under certain conditions. The FAA is issuing this AD to address the unsafe condition on these products.
2025-10-07: The FAA is superseding Airworthiness Directive (AD) 2015-02- 14, which applied to all Airbus SAS Model A318 series airplanes; A319- 111, -112, -113, -114, -115, -131, -132, and -133 airplanes; A320-211, -212, -214, -231, -232, and -233 airplanes; and A321-111, -112, -131, - 211, -212, -213, -231, and -232 airplanes. AD 2015-02-14 required repetitive inspections for cracking, damage, correct installation, and correct adjustment of the main landing gear (MLG) door hinge and actuator fittings on the keel beam, corrective actions if necessary, and revision of the existing maintenance or inspection program, as applicable. Since the FAA issued AD 2015-02-14, a new design of the MLG door keel beam hinge and actuator fitting was developed. This AD continues to require the actions specified in AD 2015-02-14, adds an optional terminating action, and revises the applicability, 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.
77-14-14: 77-14-14 PIPER: Amendment 39-2965. Applies to Piper Models PA-31 and PA-31-325, Serial Nos. 31-7612064 through 31-7612110, 31-7712001 through 31-7712012, 31-7712014, 31- 7712015, 31-7712017, 31-7712018, 31-7712020 through 31-7712023 and 31-7712025 through 31-7712027; PA-31-350 Serial Nos. 31-7652104 through 31-7652120, 31-7652122, 31-7652124, 31-7652125, 31-7652127, 31-7652129, 31-7652130, 31-7652132 through 31-7652135, 31-7652137, 31-7652139, 31-7652141, 31-7652142, 31-7652145, 31-7652147, 31-7652148, 31- 7652150, 31-7652151, 31-7652153, 31-7652154, 31-7652156, 31-7652157, 31-7652159, 31-7652162 through 31-7652177, 31-7752001, 31-7752002, 31-7752004 through 31-7752006, 31-7752008, 31-7752009, 31-7752011, 31-7752012, 31-7752015, 31-7752019 through 31-7752022, 31-7752027 through 31-7752036, 31-7752038, 31-7752040, 31-7752042, and 31-7752047 through 31-7752049, certificated in all categories. To prevent possible hazards associated with a defective channel, part number 40358-5,installed in the right wing front spar accomplish the following: (a) Before further flight, inspect the right wing lower surface from the front spar fuselage attachment diagonally aft to the area of the wheel well for indications of lower wing skin deformation and loose or missing rivets. (b) Should any of the above-described conditions exist, the aircraft shall not be flown until the damage is assessed and repairs are effected. (c) If there is no visible damage, (1) on model PA-31-350 install in full view of the pilot a placard that reduces the maximum landing weight to 6650 lb. and visually check area described in paragraph (a) above after each 20 landings; (2) on models PA-31 and PA-31-325, visually check area described in paragraph (a) above after each 20 landings. If there is evidence of damage from the visual check, comply with paragraph (b). (d) Within the next 50 hours in service after the effective date of this AD unless previously accomplished, alter theinboard end of the right front wing spar in accordance with Piper Kit No. 761 137, Right Wing Front Spar Reinforcement. (e) Upon incorporating paragraph (d) or equivalent alteration the weight restriction and visual check requirement in paragraph (c) may be dispensed with. (f) Repairs and equivalent alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (g) Upon submission of substantiating data through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the compliance time specified in paragraph (d). Piper Service Bulletin 554 dated March 7, 1977, pertains to this subject. This amendment becomes effective on July 19, 1977.
2002-07-08: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 737 series airplanes, that currently requires repetitive inspections to find cracking of the lower skin at the lower row of fasteners in the lap joints of the fuselage, and repair of any cracking found. That amendment also requires modification of the fuselage lap joints at certain locations, which constitutes terminating action for repetitive inspections of the modified areas. This amendment adds repetitive inspections and requires replacement of the current preventive modification with an improved modification. This amendment is prompted by the FAA's determination that, in light of additional crack findings, certain modifications of the fuselage lap joints do not provide an adequate level of safety. The actions specified by this AD are intended to find and fix cracking of the fuselage lap joints, which could result in sudden decompression of the airplane.
77-12-01: 77-12-01 PIPER AIRCRAFT CORPORATION: Amendment 39-2914. Applies to Models PA-28-235, PA-32-260, PA-32-300, PA-32S-300 airplanes certificated in all categories. Models and serial numbers of airplanes affected are noted in sections (a), (b), (c), (d), and (e) in the body of the A.D. \n\n\tTo prevent a fuel system malfunction and a possible power interruption, accomplish the following: \n\n\t(a)\tOn Model PA-28-235 serial numbers 28-10001 through 28-7410093; Model PA- 32-260 serial numbers 32-03, 32-04, 32-1 through 32-7400049; Model PA-32-300 serial numbers 32-15, 32-21, 32-40000 through 32-7440160, and Model PA-32S-300 serial numbers 32S-15, 32S-40000 through 32S-7240137, airplanes equipped with an Airborne Model 1H10, 1H16-1, 1H26-2, 1H26-3 or 1H26-4 model fuel selector valves, within the next five hours time in service after the effective date of this A.D. and thereafter before the first flight of each day until (b), (c), (d) and (e) are accomplished and thereafter at intervals notto exceed 50 hours time in service from the last check perform the following check: \n\n\t\t(1)\tInsure that there is fuel in each tank. Drain fuel tank sumps and fuel selector sump using normal preflight procedures. \n\n\t\t(2)\tPlace the fuel selector valve in the "OFF" detent position. \n\n\t\t(3)\tActuate the fuel selector valve drain lever for one minute, collect contents and discard. \n\n\t\tNOTE: Several attempts may be required to drain all fuel from sump bowl. A leaking fuel selector valve is indicated by continued draining, when the fuel selector is in the "OFF" position. The volume of this drainage depends on the size of the "leak." \n\n\t\t(4)\tClose drain valve and wait three minutes. Drain fuel selector again for one minute, collecting contents in a container. Close drain valve. \n\n\t\t(5)\tIf fuel collected exceeds one-half fluid ounce (one tablespoon), repeat Item (4) above. \n\n\t\t(6)\tIf the repeated drain procedure produces one-half fluid ounce or more, an excessive internal leaking fuel valve is indicated and (i) or (ii) must be accomplished. \n\n\t\t\t(i)\tRemove, clean and reinstall the fuel selector valve, and repeat steps (1) through (5). \n\n\t\t\t(ii)\tReplace the fuel selector valve with the applicable Piper fuel valve kit 757 148V or 760 895V. \n\n\tParagraph (a) does not apply to those airplanes that have installed Piper fuel valve Kit 757 148V or fuel valve kit 760 895V. \n\n\t(b)\tOn Model PA-28-235 serial numbers 28-10001 through 28-11236; Model PA- 32-260 serial numbers 32-03, 32-04, 32-1 through 32-1123; Model PA-32-300 serial numbers 32-15, 32-21, 32-40000 through 32-40629, and Model PA-32S-300 serial numbers 32S-15, 32S-40000 through 32S-40629, airplanes, within the next 100 hours time in service after the effective date of this A.D., perform the following: \n\n\t\t(1)\tCheck to determine whether the main and tip fuel tank fill caps are Piper Part Number 66817-00. Fuel tank fill cap, Piper Part Number 66817-00, contains a circular red rubber seal in thecenter of the underside of the cap. \n\n\t\t(2)\tIf any fuel tank fill cap is not Piper Part Number 66817-00, remove and replace it with Piper Part Number 66817-00. \n\n\t(c)\tOn Model PA-28-235 serial numbers 28-10001 through 28-7310125; Model PA- 32-260 serial numbers 32-03, 32-04, 32-1 through 32-7300036; Model PA-32-300 serial numbers 32- 15, 32-21, 32-40000 through 32-7340081, and Model PA-32S-300 serial numbers 32S-15, 32S- 40000 through 32S-7240110, airplanes, within the next 50 hours time in service after the effective date of this A.D., unless already accomplished, modify the fuel selector control system in accordance with Piper Service Bulletin 376 dated April 19, 1973. \n\n\t(d)\tOn Models PA-28-235 serial numbers 28-10001 through 28-7710040; Model PA-32-260 serial numbers 32-03, 32-04, 32-1 through 32-7700016; Model PA-32-300 serial numbers 32-15, 32-21, 32-40000 through 32-7740037, 32-7740039 through 32-7740053, 32- 7740055 through 32-7740062, 32-7740064 through 32-7740069; and Model PA-32S-300 serial numbers 32S-15, 32S-40000 through 32S-7240137 airplanes, within the next 50 hours time in service after the effective date of this A.D., perform the following modification and/or inspections to the main and wing tip fuel tank vent tubes: \n\n\t\t(1)\tUnless already accomplished, rework fuel tip tank vent to the dimensions shown on the sketch below: \n\n\n\n\nTIP TANK VENT TUBE \n\n\t\tNOTE: Some tip tanks were not equipped with protruding external vents, and (d)(1) of the A.D. does not apply to those tanks. \n\n\t\t(2)\tUnless already accomplished, install the new main fuel tank vent assembly contained in Piper Kit No. 760 560V. \n\n\t\t\t(i)\tRemove all screws from each main fuel tank and slide tank forward approximately six (6) inches. Remove present vent assembly. \n\n\t\t\t(ii)\tInstall the new vent assembly contained in Piper Kit. No. 760 560V. \n\n\t\t\t(iii)\tReplace each tank in its proper position, and secure in place with the screws removed in (i). \n\n\t\t(3)\tInspect bothwing tip fuel tank vent tubes scarf angle and alignment to the lower wing surface. \n\n\t\t(4)\tIf the tip tank vent tube scarf angle is not between 60 degrees and 65 degrees, or if the vent tube is not perpendicular (90 degrees) plus or minus 2 degrees, rework it to those dimensions. \n\n\t\t(5)\tInspect both main fuel tank vent tubes scarf angle and alignment to the lower wing surface. \n\n\t\t(6)\tIf the vent tube scarf angle is not 40 degrees plus or minus 2 degrees, or if the vent tube is not perpendicular (90 degrees) plus or minus 2 degrees, rework it to those dimensions. \n\n\t(e)\tOn Models PA-28-235 serial numbers 28-10001 through 28-7710040; Model PA-32-260 serial numbers 32-03, 32-04, 32-1 through 32-7700016; Model PA-32-300 serial numbers 32-15, 32-21, 32-40000 through 32-7740037, 32-7740039 through 32-7740053, 32- 7740055 through 32-7740062, 32-7740064 through 32-7740069; and Model PA-32S-300 serial numbers 32S-15, 32S-40000 through 32S-2740137 airplanes, within the next 50 hours time in service after the effective date of this A.D., inspect the two fuel hose assemblies, Piper Part Number 63901-15 or 63901-48 at each main fuel tank for proper installation as follows: \n\n\t\t(1)\tDisconnect both main landing gear strut fairings from the wings. \n\n\t\t(2)\tRemove both main landing gear access covers. \n\n\t\t(3)\tVisually inspect both fuel hose assemblies, Piper Part Number 63901-15 or 63901-48 as applicable. \n\n\t\t\t(i)\tIf the hose assembly is twisted, loosen the inboard end fitting and allow the hose to return to its natural untwisted state. \n\n\t\t\t(ii)\tIf the hose assembly does not return to its natural state with slight hand pressure, replace it with a serviceable hose assembly, Piper Part Number 63901-15 or 63901-48 as applicable. \n\n\t\t(4)\tReconnect the inboard end fittings, making sure the hose is not twisted, and reinstall the main landing gear access covers and strut fairings. \n\n\t(f)\tAlternate method of compliance must be approved by the Chief, Engineering andManufacturing Branch, Federal Aviation Administration, Southern Region. \n\n\tThe checks in this A.D. may be accomplished by the pilot and appropriate log book entries made in accordance with FAR 91.173. \n\n\tPiper Service Bulletins 342, 376 and 571 pertain to this subject. \n\n\tThis amendment becomes effective June 10, 1977.
2005-17-04: The FAA is adopting a new airworthiness directive (AD) for certain McDonnell Douglas airplanes. This AD requires a general visual inspection for damage to the Firex discharge pipes and wye assembly of the fire extinguishing system of the number 2 engine; and corrective and other specified actions, as applicable. This AD results from reports of freezing damage to the Firex discharge pipes and wye assembly of the number 2 engine, and one report of a level 1 ENG FIRE AGENT LO alert during flight. We are issuing this AD to prevent accumulation of water in the discharge pipes and possible consequent freezing damage to the discharge pipes and wye assembly, which could lead to failure of the fire extinguishing system during a fire in the number 2 engine.
2023-07-09: The FAA is superseding Airworthiness Directive (AD) 2022-27- 07, which applied to certain The Boeing Company Model 747-400 and 747-8 series airplanes. AD 2022-27-07 required inspecting for wear of the transfer pump housing inlet check valves and transfer pump motor impeller inlet adapters for the horizontal stabilizer fuel tank and doing corrective actions, if necessary. This AD was prompted by the discovery that certain airplanes were incorrectly included in the applicability of AD 2022-27-07. This AD continues to require inspecting for wear of the transfer pump housing inlet check valves and transfer pump motor impeller inlet adapters for the horizontal stabilizer fuel tank and doing corrective actions, if necessary. This AD also removes certain airplanes from the applicability, redefines the definition of an ''activated'' horizontal stabilizer fuel tank, and limits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
2002-07-09: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 727, 727C, 727-100, 727-100C, 727-200, and 727-200F series airplanes, that currently requires repetitive inspections to find cracking of the lower skin panel at the lower row of fasteners in certain lap joints of the fuselage, and repair, if necessary. This amendment limits the applicability of the existing AD, adds certain repetitive inspections, revises certain compliance times, and adds certain modifications. This amendment is prompted by the FAA's determination that, in light of additional crack findings, certain modifications of the fuselage lap joints are necessary. The actions specified by this AD are intended to find and fix fatigue cracking of the fuselage lap joints, which could result in sudden fracture and failure of the lower skin lap joints, and rapid decompression of the airplane.
86-12-06: 86-12-06 BELL HELICOPTER TEXTRON, INC.: Amendment 39-5329. Applies to Bell Helicopter Textron, Inc., Model 214ST helicopters, S/N's 18401, 18402, 18403, and 28101 through 28159, certificated in any category, equipped with main rotor yoke assembly P/N 214- 010-105-001. Compliance is required as indicated, unless already accomplished. (a) To prevent failure of the main rotor yoke assembly, remove and replace the yoke assembly not later than 2,500 hours time in service. For yoke assemblies that have accumulated more than 2,450 hours time in service as of the effective date of this AD, remove and replace the yoke assembly within the next 50 hours time in service or by July 1, 1986, whichever comes first. (b) Any alternate method of compliance which provides an equivalent level of safety with this AD may be used when approved by the Manager, Certification Branch, Federal Aviation Administration, 4400 Blue Mound Road, Fort Worth, Texas 76106. This amendment becomeseffective July 1, 1986.
2017-25-15: We are adopting a new airworthiness directive (AD) for certain ATR-GIE Avions de Transport R[eacute]gional Model ATR42-300 and -500 airplanes and Model ATR72-202 and -212A airplanes. This AD requires identifying the serial number of the dual distributor valve (DDV), and replacement of affected DDVs. This AD was prompted by an investigation performed on a failed DDV that revealed a nonconformity of crimping on an internal valve. We are issuing this AD to address the unsafe condition on these products.
2011-01-16: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires installing fuel level float and pressure switch in-line fuses on the wing forward spars and forward and aft auxiliary fuel tanks, depending on the airplane configuration. This AD was prompted by fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
2002-07-12: This amendment supersedes an existing airworthiness directive (AD), that is applicable to General Electric Company (GE) CF6-80A, CF6- 80C2, and CF6-80E1 series turbofan engines. That AD currently requires revisions to the Life Limits Section of the manufacturer's Instructions for Continued Airworthiness (ICA) to include required inspection of selected critical life-limited parts at each piece-part exposure. This amendment adds additional mandatory inspections for certain high pressure compressor (HPC), low pressure turbine (LPT), and high pressure turbine (HPT) parts. The mandatory inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. The actions specified by this AD are intended to prevent critical life- limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
92-02-11: 92-02-11 AEROSPATIALE: Amendment 39-8147. Docket 91-NM-163-AD. Applicability: Model ATR42-200, -300, -320 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent loss of the wheel assembly, accomplish the following: (a) Perform a boroscope inspection to detect corrosion of the main landing gear (MLG) wheel axles at the jacking dome hole level, in accordance with Aerospatiale Service Bulletin ATR42-32-0038, Revision 1, dated June 24, 1991, at the applicable time specified below: NOTE: The Aerospatiale Service Bulletin references Messier-Bugatti Service Bulletin 631-32-071, Revision 1, dated July 5, 1991, as an additional information source. (1) For airplanes on which an axle has accumulated 10,000 or more landings as of the effective date of this AD, within 30 days after the effective date of this AD. (2) For airplanes on which an axle has accumulated 8,000 or more landingsbut less than 10,000 landings as of the effective date of this AD, within 90 days after the effective date of this AD. (3) For airplanes on which an axle has accumulated 6,000 or more landings but less than 8,000 landings as of the effective date of this AD, within 120 days after the effective date of this AD. (4) For airplanes on which an axle has accumulated less than 6,000 landings as of the effective date of this AD, prior to the accumulation of 6,000 landings or within 120 days after the effective date of this AD, whichever occurs later. (b) If no corrosion is found, repeat the inspection required by paragraph (a) of this AD at intervals not to exceed 3,200 landings. (c) If corrosion is found, prior to further flight, perform an eddy current inspection to detect cracks in the wheel axle, in accordance with Aerospatiale Service Bulletin ATR42-32-0038, Revision 1, dated June 24, 1991. (1) If no cracks are found, replace the swinger lever assembly prior to the accumulation of 50 additional landings, in accordance with the service bulletin. (2) If cracks are found, prior to further flight, replace the swinger lever assembly, in accordance with the service bulletin. (d) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (f) The inspections and replacement required by this AD shall be done in accordance with Aerospatiale Service Bulletin ATR42-32-0038, Revision 1, dated June 24, 1991. 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. (g) This amendment (39-8147, AD 92-02-11) becomes effective on March 2, 1992.
70-25-04: 70-25-04 BEECH: Amdt. 39-1121 as amended by Amendment 39-1332. Applies to Model 65-90 (Serial Numbers LJ-1 through LJ-67) airplanes with 5,000 or more hours' time in service. Compliance: Required as indicated. To detect any cracking of certain wing center section and other wing panel front spar carry through structural components, within the next 100 hours' time in service after December 5, 1970, unless already accomplished, accomplish the following: A) Visually inspect the lower wing skin area adjacent to each outer wing panel front spar attachment fitting for cracks in accordance with Beechcraft Service Instruction No. 0394- 018 or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region, and thereafter repeat the inspection at intervals not to exceed 100 hours' time in service. (1) If wing panel skin cracks are found at the most outboard screw hole as noted in Figure 1 of Beechcraft Service Instruction No. 0394-018, the wing structure must be inspected in accordance with Paragraphs B and D of this AD prior to returning the aircraft to service. In addition, if a skin crack is found at the most outboard screw hole, as indicated in said Figure 1, the Paragraph B inspections must be performed at intervals of not more than 300 hours, and the Paragraph D inspections must be performed at intervals of not more than 500 hours. B) Inspect by visual and dye penetrant methods, the right and left lower forward outboard wing attachment fittings for cracks in accordance with Beechcraft Service Instruction No. 0394-018 or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region, and thereafter repeat the inspection at intervals not to exceed 500 hours' time in service, except as noted in Paragraph A(1). C) If fatigue cracks are found in either wing attach fitting during the inspections required by Paragraph B, prior to further flight - (1) Both right and leftouter wing panel lower forward spar caps including the wing attachment fittings and the skin panels adjacent to the outer panel wing attachment fittings must be replaced with new parts in accordance with the procedures, limitations and reinspection intervals specified in Beechcraft Service Instruction No. 0394-018, or later revision approved by the FAA. (2) After one replacement of the assemblies listed in Paragraph C(1), replace the wing center section lower forward spar cap and fittings with new parts in accordance with Beechcraft Service Instruction No.0394-018, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. D) Inspect the structural components set forth below and in Beechcraft Service Instruction No. 0394-018, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region, by visual, eddy current and dye penetrant methods, as specified in the Service Instructions, and thereafter repeat the inspection at intervals not to exceed 1,000 hours' time in service, except as noted in Paragraphs (A)1 and D(8). The structural components to be inspected are as follows: (1) Right and left lower forward wing attachment fitting of the center section main spar. (2) Lower forward wing fitting-to-spar attachment area and the edges of the forward and aft flanges on the lower forward spar cap in the center section (outboard of each main gear wheel well). (3) Lower forward spar cap in each main gear wheel well. (4) Lower surface of the lower forward spar cap in the nacelle inboard of each main gear wheel well. (5) Lower surface of the lower forward spar cap between each nacelle and the fuselage. (6) The four universal rivet holes in the forward flange of the lower forward spar cap inboard of each nacelle in the area of the wing root rib. (7) The lower forward spar cap within the fuselage. (8) The centerline skin splice in the area between the forward and aft center section spars, and the fuselage formers along the centerline between the forward and aft center section spars. If fuselage former cracks are found in this area, they must be repaired in accordance with said Service Instruction prior to return to service and the 1,000 hour inspection interval must be reduced to not more than 500 hours. E) If cracks are found during the inspections required by Paragraph D, except cracks located in the areas specified in Paragraph D(8), prior to further flight, replace the wing center section lower forward spar cap, both the right and left outer wing panel lower front spar caps including the wing attachment fittings and the skin panels adjacent to the outer panel wing attachment fittings with new production parts in accordance with Beechcraft Service Instruction No. 0394-018, or later revision approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. F) Aircraft logbook entries must be madeand notification in writing must be sent to Chief, Engineering and Manufacturing Branch, FAA, Central Region, of the location and length of any cracks found during inspections required by this AD and also the total time in service of the component at the time the crack was discovered. Malfunction or Defect Report, FAA Form 8330-2, may be used for this purpose. (Report approved by the Bureau of the Budget under BOB No. 04-R0174.) G) Replacement of parts required by Paragraphs C and E will permit the owner/operator to establish new initial inspection times in compliance with Paragraphs A and B. H) Equivalent methods of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. NOTE: The eddy current inspections required by this AD should be performed by certificated personnel trained and qualified in the operation of eddy current equipment. The replacement of critical parts such as the spar caps and wing attach fittings required by this AD should be performed by certificated personnel or facilities properly equipped to perform such repairs. Amendment 39-1121 became effective December 5, 1970. This amendment 39-1332 becomes effective November 16, 1971.
2023-06-08: The FAA is superseding Airworthiness Directive (AD) 2019-18- 07, which applied to certain Airbus SAS Model A319-111, -112, -113, - 114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes; and Model A321-111, -112, -131, - 211, -212, -213, -231, and -232 airplanes. AD 2019-18-07 required repetitive rototest inspections of the open tack holes and rivet holes at the cargo floor support fittings of the fuselage, including doing all applicable related investigative actions and repair if necessary. AD 2019-18-07 also adds actions (modification) for certain airplanes. Since the FAA issued AD 2019-18-07, it was determined that certain airplanes need to do additional work. This AD continues to require the actions in AD 2019-18-07 and requires additional work for certain airplanes, 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.
2011-01-05: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive detailed inspections of the aft pressure bulkhead web for cracking, and repair if necessary. For certain airplanes, this AD also provides for an optional preventative modification of the aft pressure bulkhead web, which would terminate certain repetitive detailed inspections. This AD was prompted by reports of cracks in the aft pressure bulkhead web. We are issuing this AD to detect and correct cracking in the aft pressure bulkhead web, which could adversely affect the structural integrity of the airplane, resulting in difficulty maintaining cabin pressurization or rapid decompression of the airplane.
2002-07-05: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A300 B2, A300 B4, A300 B4-600, and A300 B4-600R series airplanes, and Model A300 F4-605R airplanes. This AD requires repetitive inspections for cracking of certain fittings, corrective action if necessary, and, for certain airplanes, a modification. This AD also provides an optional terminating action for the repetitive inspections. The actions specified by this AD are intended to detect and correct propagation of cracks on the frame 40 aft fittings due to local stress concentrations at the upper flange runout of frame 40, which could result in reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
2002-07-07: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 777-200 series airplanes equipped with General Electric GE90 series engines. This action requires repetitive inspections of the diagonal brace and forward seals of the aft fairing of the strut to find discrepancies, and corrective actions, if necessary. This action is necessary to prevent primary engine exhaust from entering the aft fairing of the strut and elevating the temperature, which could lead to heat damage of the seals and diagonal brace. Such damage could result in cracking and fracture of the forward attachment point of the diagonal brace, loss of the diagonal brace load path, and consequent separation of the strut and engine from the airplane. This action is intended to address the identified unsafe condition.
2017-25-13: We are adopting a new airworthiness directive (AD) for all Airbus Model A330-200 Freighter, -200, and -300 series airplanes; and Airbus Model A340-200, -300, -500, and -600 series airplanes. This AD was prompted by a report that the trimmable horizontal stabilizer actuator (THSA) might not function as intended after failure of the primary load path. This AD requires repetitive detailed visual inspections for discrepancies of the THSA upper attachments and no-back housing. We are issuing this AD to address the unsafe condition on these products.
2002-07-04: This amendment adopts a new airworthiness directive (AD), that is applicable to Pratt & Whitney (PW) JT9D-7R4 series turbofan engines. This amendment requires a one-time inspection of low pressure turbine (LPT) 5th stage disks for evidence of blend repairs and mechanical damage, and replacement of the affected disks based on the extent of those repairs and damage. This amendment is prompted by a report of a PW JT9D-7R4G2 turbofan engine that experienced an uncontained failure of the LPT 5th stage disk. The actions specified by this AD are intended to prevent uncontained failure of the LPT 5th stage disk, due to incomplete blend repairs, resulting in in-flight shutdown and damage to the airplane.
2002-07-03: This amendment adopts a new airworthiness directive (AD) that is applicable to all Fokker Model F.28 series airplanes. This action requires revising the Airplane Flight Manual to prohibit operation of the auxiliary power unit (APU) during deicing. This action is necessary to prevent ingestion of deicing fluid into the APU, which could cause uncontained failure of the turbine wheel of the APU, and result in failed and uncontained parts penetrating the aft cabin pressure bulkhead, and consequent possible injury to the cabin crew or passengers. This action is intended to address the identified unsafe condition.
98-12-24: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A310 series airplanes. This action requires a one-time inspection to detect cracked or broken links of the aft engine mounts, and replacement of any cracked or broken link with a serviceable link. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to detect and correct cracking of the links of the aft engine mounts, which could result in failure of the aft engine attachment and consequent separation of the engine from the airplane.
2023-06-07: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-202, -203, -223, and -243 airplanes; Model A330- 200 Freighter series airplanes; Model A330-300 series airplanes; Model A340-200 series airplanes; and Model A340-300 series airplanes. This AD was prompted by a report that damage was found to the firewall and fuselage skin in the auxiliary power unit (APU) compartment area on Model A330 airplanes. This AD requires replacing affected tee ducts with serviceable parts, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
2025-09-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318 series airplanes, Model A319-111, -112, - 113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes; and Model A321-111, -112, - 131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by cracks being found during full-scale fatigue testing of the keel beam bottom panel between the edge profile and stringer run-out at a certain frame and stringer. This AD requires repetitive special detailed inspections (SDI) of the affected area, and corrective actions, if necessary, 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.