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2019-23-11: The FAA is adopting a new airworthiness directive (AD) for all Gulfstream Aerospace Corporation (Gulfstream) Model GVI airplanes. This AD requires revising the airplane flight manual (AFM) for your airplane by adding an airplane flight manual supplement (AFMS), which contains operating limitations and abnormal procedures for loss of rudder or yaw damper. This AD was prompted by a report of an inflight rudder surface shutdown that resulted in lateral-directional oscillations of the airplane. The FAA is issuing this AD to address the unsafe condition on these products.
73-14-02: 73-14-02 PIPER: Amdt. 39-1673. Applies to PA-34-200 airplanes, Serial Numbers 34-E4 and 34-7250001 and up equipped with exhaust systems Piper Part Numbers 96465-00 and 96466-00. Compliance required within the next 10 hours time in service after the effective date of this AD or before the accumulation of 60 hours time in service whichever occurs later and thereafter at intervals not to exceed 25 hours time in service from the last inspection. To insure that cracks are not present in the exhaust system, accomplish the following: (a) Remove both right and left nose cowls, Piper Part Numbers 96500-34 and 96500-35, and open both right and left cowl doors on both right and left engines. Inspect the entire exhaust system for any evidence of cracks or failed ducts or flanges. Use an inspection mirror as required, a minimum 100 watt light and a minimum four power magnifying glass. (b) If the exhaust systems are found to contain cracked or broken ducts, flanges or parts, replace with new replacement parts or repair the affected parts in accordance with Advisory Circular 43.13-1 before further flight. Piper Service Bulletin No. 373A pertains to this subject. This supersedes amendment 39-1564 (37 F.R. 25221) AD 72-25-01. This amendment becomes effective June 29, 1973.
82-23-05: 82-23-05 GULFSTREAM AMERICAN: Amendment 39-4492. Applies to Model 685 (S/Ns 12000 through 12043, and 12045 through 12066) airplanes certificated in any category. COMPLIANCE: Required within 25 hours after the effective date of this AD, unless already accomplished. To prevent possible contamination of cabin air by engine exhaust, accomplish the following: (a) Replace the existing induction air elbow with an improved P/N 610597-501 elbow and inspect the exhaust system in accordance with Gulfstream American Corporation Service Bulletin No. 192 dated August 20, 1982. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) An equivalent method of compliance with this AD may be used if approved by the Manager, Aircraft Certification Division, ASW-100, Southwest Regional Office, FAA, Fort Worth, Texas 76101; telephone (817) 624-4911, extension 511. This amendment becomes effective on November 15, 1982.
84-02-07: 84-02-07 AVCO LYCOMING WILLIAMSPORT DIVISION: Amendment 39-4856. Applies to Avco Lycoming Model LTS101-600A-2 gas turbine engines. Compliance is required as indicated (unless already accomplished). To prevent power loss and power turbine overspeed, accomplish the following: 1. Replace, concurrently, the output gear assembly and torquemeter gear assembly with a new output gear assembly, part numbers (P/Ns) 4-081-120-10, -15, -16, or -17, and a new torquemeter gear assembly, P/Ns 4-081-070-12, -15, -19, -25, or -26, for those engines which have had the torquemeter gear assembly replaced without concurrent replacement of the output gear assembly, and which presently have output gear assembly P/Ns 4-081-120-11, -12, -13, or -14 installed, within the next 25 operating hours. 2. Replace, concurrently, the output gear assembly and torquemeter gear assembly with a new output gear assembly, P/Ns 4-081-120-10, -15, -16, or -17, and a new torquemeter gear assembly, P/Ns 4-081-070-12, -15, -19, -25, or -26, for those engines which have had the output gear assembly replaced without concurrent replacement of the torquemeter gear assembly, and which presently have output gear assembly P/Ns 4-081-120- 11, -12, -13, or -14 installed, within the next 25 operating hours. 3. Replace, concurrently, the output gear assembly and torquemeter gear assembly with a new output gear assembly, P/Ns 4-081-120-10, -15, -16, or -17, and a new torquemeter gear assembly, P/Ns 4-081-070-12, -15, -19, -25, or -26, for those engines having output gear assembly P/Ns 4-081-120-11, -12, -13, or -14 installed, within the next 100 operating hours or before reaching 1,000 operating hours, whichever occurs later. Aircraft may be ferried in accordance with the provisions of Federal Aviation Regulation (FAR) 21.197 and 21.199 to a base where the AD can be accomplished. Upon request of an operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Engine Certification Office, FAA, New England Region. This amendment becomes effective May 7, 1984, as to all persons except those persons to whom it was made immediately effective by priority letter AD 84-02-07, issued January 27, 1984, which contained this amendment.
2019-23-15: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
72-24-02: 72-24-02 PIPER: Amendment 39-1557. Applies to Model PA-28-140, PA-28-150, PA- 28-160, PA-28-S-160, PA-25 (150 HP) airplanes, equipped with Lycoming O-320 engines and Marvel Schebler carburetors Model MA-4SPA, Part Number 10-3678-32 certificated in all categories. Compliance required within the next 10 hours' time in service after the effective date of this airworthiness directive, unless already accomplished: To prevent power interruption as a result of abrupt throttle movement, accomplish the following: (a) Attach the following operating limitation placard to the instrument panel near the throttle control in full view of the pilot using 1/8" minimum size type: "DO NOT OPEN THE THROTTLE RAPIDLY. (IDLE TO FULL THROTTLE IN 2 SECONDS MINIMUM.)" The placard may be fabricated by the owner/operator. This amendment becomes effective November 17, 1972.
96-01-01: This amendment adopts a new airworthiness directive (AD) that is applicable to Hamilton Standard Propeller Models 14RF-9, 14RF-19, 14RF-21; and 14SF-5, 14SF-7, 14SF-11, 14SFL11, 14SF-15, 14SF-17, 14SF-19, and 14SF-23; and Hamilton Standard/British Aerospace 6/5500/F. This action supersedes priority letter AD 95-18-06 R1, that was issued on August 30, 1995, that currently requires ultrasonic shear wave inspection on all Hamilton Standard 14RF-9 propeller blades, and ultrasonic shear wave inspection on certain Hamilton Standard Propeller Models 14RF-19, 14RF-21; and 14SF-5, 14SF-7, 14SF-11, 14SFL11, 14SF-15, 14SF-17, 14SF-19, and 14SF-23; and Hamilton Standard/British Aerospace 6/5500/F propeller blades. This action requires that all blades of applicable Hamilton Standard propellers be calibrated for ultrasonic transmissibility before conducting the ultrasonic shear wave inspection. This action improves the crack detection capability of the ultrasonic shear wave inspection.This action also decreases the repetitive inspection interval for the 14RF-9, 14SF-5, -7, -11, -15, -17, -19, and -23 from 1,250 flight cycles to 500 flight cycles. This action also establishes a new ultrasonic shear wave inspection interval of 1,000 flight cycles for the 14RF-19 and 2,500 flight cycles for the 14RF-21 and the 6/5500/F. This AD also removes 14SFL11 propellers from service. This AD is prompted by reports that the existing ultrasonic shear wave inspection may not detect cracks as originally determined with some blades due to geometric differences. The actions specified by this AD are intended to prevent separation of a propeller blade due to cracks initiating in the blade taper bore, that can result in aircraft damage, and possible loss of the aircraft.
97-08-04: 97-08-04 AIRBUS INDUSTRIE: Amendment 39-9992. Docket 96-NM-93-AD. Applicability: Model A320-111, -211, -212, and -231 series airplanes, as listed in Airbus Service Bulletin A320-53-1110, dated August 28, 1995; certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it.Compliance: Required as indicated, unless accomplished previously. To prevent structural damage to the tail section of the airplane when it strikes the runway which, if undetected, could result in depressurization of the fuselage during flight, accomplish the following: (a) Within 6 years after the effective date of this AD, modify the fuselage by reinforcing frames 68 and 69 in accordance with Airbus Service Bulletin A320-53-1110, dated August 28, 1995. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The actions shall be done in accordance with Airbus Service Bulletin A320-53-1110, dated August 28, 1995. 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on May 15, 1997.
82-27-01: 82-27-01 McCAULEY ACCESSORY DIVISION: Amendment 39-4520. Applies to all McCauley Accessory Division Model 1A170/FFA fixed pitch propellers installed on, but not limited to, Gulfstream Aerospace Model AA-5B aircraft certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent propeller failure, accomplish the following: (a) For propellers with 190 or more hours time in service since new or since last dye penetrant type inspection, inspect in accordance with paragraph (c) within the next 10 hours time in service and every 200 hours time in service thereafter. (b) For propellers with less than 190 hours time in service since new or since last dye penetrant type inspection, inspect in accordance with paragraph (c) prior to the accumulation of 200 hours time in service and every 200 hours time in service thereafter. (c) Inspection procedure: (1) Remove propeller from the aircraft and remove spacer from the propeller. (2) Thoroughly remove and clean all paint material down to the anodize surface and inspect the center relief bore (hole), all mounting bolt holes, and all external surfaces in the entire propeller hub area (faces and sides) for cracks using dye penetrant inspection methods. (3) If a crack is found, replace the propeller with a serviceable propeller before further flight. (d) A special flight permit may be issued in accordance with Federal Aviation Regulations (FARs) 21.197 and 21.199 to operate the aircraft to a base where this AD can be accomplished. (e) Upon request of the operator, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Chicago Aircraft Certification Office, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. This AD supersedes Amendment 39-3689 (45 FR 8947), AD 80-04-05. This amendment becomes effective December 30, 1982.
95-04-12: 95-04-12 AIRBUS INDUSTRIE: Amendment 39-9164. Docket 95-NM-14-AD. Applicability: Model A310 and A300-600 series airplanes on which Airbus Modification 10156 has not been accomplished, and Model A320 series airplanes on which Airbus Modification 22561 or Airbus Service Bulletin A320-26-1017 has not been accomplished; certificated in any category. This AD is not applicable to airplanes on which the air extraction system is not configured to detect smoke in the extracted air. (That is, airplanes that do not have standard air extraction systems are not subject to the requirements of this AD.) NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (b) to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the lavatory smoke detection system to detect smoke in the lavatory, accomplish the following: (a) Within 450 flight hours after the effective date of this AD, perform an inspection of each lavatory to verify proper installation of the grille over the air extraction duct of the lavatories, and to detect blockage in the air extraction duct of the lavatories, in accordance with Airbus All Operators Telex (AOT) 26-12, Revision 1, dated July 4, 1994. (1) If the grille is found to be properly installed and if no blockage is found, repeat the inspection thereafter whenever the cover over the air extraction duct of the lavatories or any ceiling louver (grille) of the ceiling light in the lavatory is removed or replaced for any reason. (2) If the grille is found to be improperly installed and/or if blockage is found, prior to further flight, correct any discrepancies found, in accordance with Airbus AOT 26-12, Revision 1, dated July 4, 1994. Repeat the inspection thereafter whenever the cover over the air extraction duct of the lavatories or any ceiling louver (grille) of the ceiling light in the lavatory is removed or replaced for any reason. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspections and correction of discrepancies shall be done in accordance with Airbus AOT 26-12, Revision 1, dated July 4, 1994. 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on March 17, 1995.
2019-23-13: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A320-251N and A321-253N airplanes. This AD was prompted by reports of cracks on the pylon block seals. This AD requires replacement of the pylon block seals, 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.
72-21-03: 72-21-03 PIPER: Amdt. 39-1533. Applies to all PA-20 type aircraft S/N 20-1 and up and PA-22 type aircraft S/N 22-1 to 22-9393 inclusive. Compliance required within 100 hours in service or at next annual inspection, whichever occurs first, after the effective date of this AD unless already accomplished. To prevent potential in-flight fire due to fuel line failure, accomplish the following: Identify the flexible fuel line assembly routed from fuel strainer to the carburetor. A metal identification band permanently affixed to each line may be used for this purpose. Replace any P/N 70322-32 hose assembly with P/N 17766-66 hose assembly or an equivalent part approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. If the fuel line cannot be identified, it shall also be replaced with P/N 17766-66. Installation and routing of replacement hose assemblies shall be accomplished so as to prevent abrasion, interference chafing, and heat damage.Upon request, and 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 this AD. (Piper Service Bulletin No. 351 dated 3 May 1972 pertains to this subject.) This amendment is effective October 13, 1972.
77-14-07: 77-14-07 HARTZELL PROPELLERS: Amendment 39-2955. Applies to Hartzell Model EHC-A3VF- 2B/V7636N propellers used on Continental IO-520-E series engines installed on the DeHavilland (Heron) D.H. 114 series aircraft modified in accordance with STC SA1685WE. (a) External Clamp and Blade Inspection To detect cracks and prevent possible blade clamp and shank failures accomplish this paragraph before further flight or within 32 hours time in service from the time of previous inspection, if accomplished. Reinspect in accordance with this paragraph each 32 hours time in service thereafter: (1) Remove spinner and inspect propeller blade shank external surface for cracks using a 10X (ten power) glass from area where blade emerges from clamp to the station 10 inches outboard of the clamp. (2) Inspect blade clamp for cracks using a 10X (ten power) glass. Also, inspect for loose or broken bolts. Replace any cracked clamp or broken bolt with new parts before further flight.(b) Blade Shank Inspection To detect cracks in the blade shank retention shoulder and groove and prevent possible blade failure, accomplish this paragraph before further flight or within 400 hours time in service from the time of previous inspection, if accomplished. Reinspect in accordance with this paragraph each 400 hours time in service thereafter: (1) Remove propeller from the aircraft, disassemble blades from propeller and inspect the double retention shoulders of the blade shanks for evidence of cracks in the shoulder and groove surfaces using a 3-step dye penetrant method. If no cracks are found, reassemble in accordance with Hartzell (overhaul) Manual No. 114B, or later FAA approved revision. During reassembly insure that a complete seal and proper sealant are used in the retention area interface between blades and clamps. (2) Upon request of the operator, subject to approval of the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Great Lakes Region, an ultrasonic or other alternate method of crack detection which does not require removal from the aircraft or disassembly of the propeller may be substituted for paragraph (b)(1) above. In the event any cracked blade is found during inspections accomplished in accordance with paragraphs (a) or (b) above, the propeller must be replaced with a propeller which has been inspected and modified in accordance with paragraph (c) which follows: Any propeller with a history of synchronization difficulties and/or rough operation must be replaced before further flight with a propeller inspected and modified in accordance with paragraph (c) which follows: (c) Blade Shank Modification To prevent the initiation of fatigue cracks induced by shot peening and the propagation of such cracks by corrosion; rework, or replace if necessary in accordance with this paragraph within the next 1200 hours or one year in service after the effective date of this AD, whichever occurs first. Reinspect and, as necessary, rework or replace in accordance with this paragraph each 1200 hours or two years thereafter, whichever occurs first: (1) Remove propeller from the aircraft, disassemble propeller and inspect blades, clamps, and hub for cracks in accordance with applicable portions of Hartzell Bulletin No. 97A dated March 1, 1973, Bulletin No. 113B dated September 10, 1976 and Hartzell (overhaul) Manual No. 114B, or later FAA approved revisions. (2) Return propeller blades to Hartzell Propeller, Inc., or a maintenance agency designated by it, for rework of shot peened areas and removal of any dimensional inconsistencies in accordance with processes approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Great Lakes Region. (3) Reassemble propeller in accordance with Hartzell (overhaul) Manual No. 114B or later approved revision. During reassembly insure that a complete seal and proper sealant are usedin the retention area interface between blades and clamps. Replace before further flight any cracked or irreparable blade with a new or processed blade which conforms to paragraph (c)(2) above. A service record (log) shall be maintained for affected propellers (blades and hub) which are inspected, repaired or replaced in accordance with this airworthiness directive. Report serial number, total time and description of any cracked blades to the Chief, Engineering and Manufacturing Branch, AGL-210, Great Lakes Region, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. (Reporting approved by the Bureau of the Budget under BOB No. 04-R0174). Upon request of the operator, a Federal Aviation Administration Maintenance Inspector, subject to approval of the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Great Lakes Region, may adjust the repetitive inspection intervals specified in this airworthiness directive, if the request contains satisfactory substantiating data to justify the adjustment for that operator. The manufacturer's specifications and procedures identified in this directive are incorporated herein and made part hereof pursuant to 5 U.S.C. 522(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Hartzell Propeller, Inc., 350 Washington Avenue, Piqua, Ohio 45356 These documents may also be examined at the Great Lakes Regional Office, 2300 East Devon Avenue, Des Plaines, Illinois 60018, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file of this airworthiness directive which includes incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C. and at the Great Lakes Region. This amendment becomes effective: July 14, 1977.
2019-19-10: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-300, -400, -500, -600, -700, -700C, -800, -900, and -900ER series airplanes; Model 757 series airplanes; Model 767 series airplanes; Model 777 series airplanes; and Model 787-8 and 787-9 airplanes. This AD was prompted by reports of fuel crossfeed valves failing to open when activated during flight. This AD requires, for certain airplanes, revising the existing airplane flight manual (AFM); and for certain other airplanes, revising the existing minimum equipment list (MEL) to do an operational check of the fuel crossfeed valve prior to each extended operations (ETOPS) flight if one fuel crossfeed valve (or the fuel balancing system on Model 787 airplanes) is inoperative. The FAA is issuing this AD to address the unsafe condition on these products.
98-11-15: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 98-11-15, which was sent previously to all known U.S. owners and operators of Bell Helicopter Textron, Inc. (BHTI) Model 212 helicopters by individual letters. This AD requires inspecting the trunnion assembly or tail rotor flapping stop (flapping stop), whichever is applicable, installing a trunnion assembly or flapping stop, if necessary; and replacing the tail rotor yoke (yoke). This amendment is prompted by an accident involving a BHTI Model 205A-1 helicopter in which the yoke failed during flight. This condition, if not corrected, could lead to failure of the yoke, loss of the tail rotor, and subsequent loss of control of the helicopter.
72-17-05: 72-17-05 PIPER AIRCRAFT: Amendment 39-1499. Applies to Model PA-28-180 airplanes, Serial Nos. 28-4378 to 28-5859 inclusive, 28-7105001 to 28-7105122 inclusive; Model PA-28R-180 airplanes, Serial Nos. 28R-30005 to 28R-31270 inclusive, 28R-7130001 to 28R-7130005 inclusive; Model PA-28R-200 airplanes, Serial Nos. 28R-35001 to 28R-35820 inclusive, 28R-7135001 to 28R-7135102 inclusive; Model PA-28-235 airplanes, Serial Nos. 28-11040 to 28-11378 inclusive, 28-7110001 to 28-7110011 inclusive; Model PA-32-260 airplanes, Serial Nos. 32-1111 to 32-1297 inclusive, 32-7100001 to 32-7100017 inclusive; Model PA-32-300 airplanes, Serial Nos. 32-40566 to 32-40974 inclusive, 32-7140001 to 32-7140049 inclusive. Compliance required within the next 100 hours time in service after effective date of the Airworthiness Directive unless already accomplished. Modify the Electric Trim Switch P/N 800452-00 to -01 in accordance with Piper Kit No. 760-517V for the PA-28 series airplanes and the PA-32 series airplanes as referenced in Piper Service Bulletin No. 332 dated April 16, 1971 or equivalent method approved by Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. This amendment becomes effective August 15, 1972.
95-09-10: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-9-80 series airplanes and Model MD-88 airplanes. This action requires an inspection to detect chafing of or damage to the wire bundle in the overhead switch panel of the cockpit, application of spiral wrap to the wire bundle, and corrective actions, if necessary. This amendment is prompted by reports of chafed and shorted wires that resulted in smoke emanating from the overhead switch panel of the cockpit. The actions specified in this AD are intended to prevent the potential for fire and uncontrolled smoke throughout the cockpit as a result of chafing and shorting in the electrical wire bundles.
93-01-15: 93-01-15 MCDONNELL DOUGLAS: Amendment 39-8469. Docket 91-NM-220-AD. Supersedes AD 87-14-06, Amendment 39-6330. \n\n\tApplicability: Model DC-8 airplanes, certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo ensure the continuing structural integrity of these airplanes, accomplish the following: \n\n\t(a)\tWithin one year after August 10, 1987 (the effective date of AD 87-14-06, Amendment 39-5631), incorporate a revision into the FAA-approved maintenance inspection program which provides for inspection of the Principal Structural Elements (PSE's) defined in Section 2 of Volume I of McDonnell Douglas Report No. L26-011, "DC-8 Supplemental Inspection Document (SID)," dated December 1985, in accordance with Section 2 of Volume III of that document. The non-destructive inspection techniques set forth in Volume II of the SID provide acceptable methods for accomplishing the inspections required by this AD. All inspection results, negative or positive, must be reported to McDonnell Douglas, in accordance with the instructions of Section 2 of Volume III of the SID. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. \n\n\t(b)\tWithin 6 months after the effective date of this AD replace the revision of the FAA-approved maintenance inspection program required by paragraph (a) of this AD with a revision that provides no less than the required inspection of the Principal Structural Elements (PSE's) defined in Sections 2 and 3 of Volume I of McDonnell Douglas Report No. L26-011, "DC-8 Supplemental Inspection Document (SID)," dated March 1991, in accordance with Section 2 of Volume III-91, dated April 1991, of that document. The non-destructive inspection techniques set forth in Sections 2 and 3 of Volume II,dated March 1991, of that SID provide acceptable methods for accomplishing the inspections required by this AD. All inspection results, negative or positive, must be reported to McDonnell Douglas, in accordance with the instructions of Section 2 of Volume III-91 of the SID. Information collection requirements contained in this regulation have been approved by the OMB under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. \n\n\t(c)\tCracked structure detected during the inspections required by paragraphs (a) and (b) of this AD must be repaired before further flight, in accordance with a method approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(e)\tSpecial 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. \n\n\t(f)\tCertain inspections and reporting shall be done in accordance with McDonnell Douglas Report No. L26-011, "DC-8 Supplemental Inspection Document (SID)," dated December 1985, as indicated. This incorporation by reference was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of August 10, 1987 (54 FR 25591, July 8, 1987). Certain other inspections and reporting shall be done in accordance with McDonnell Douglas Report No. L26-011, "DC-8 Supplemental Inspection Document (SID)," Volume I, Revision 3, dated March 1991; Volume II, Revision 5, dated March 1991; and Volume III-91, dated April 1991. Volume I (Revision 3, dated March 1991) and Volume II (Revision 5, dated March 1991) of McDonnell Douglas Report No. L26-011, "DC-8 SID," contain the following list of effective pages: \n\n\n\nVolume\nShown On\n"List of Effective Pages"\t\n\nRevision Level Shown on Page \n\nDate Shown on Page \nVolume I\nList of Effective Pages A, B, C\n 3\t\nMarch 1991\n\n\n\n\nVolume II\nList of Effective Pages A, B, C, D, E, F, G, H, I, J, K, L \n 5\t\nMarch 1991 \n\t\t\nThis 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications -Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(g)\tThis amendment becomes effective on February 26, 1993.
82-22-04: 82-22-04 SHORT BROTHERS LIMITED: Amendment 39-4482. Applies to Model SD3-30 airplanes serial numbers SH3002-SH3071 inclusive, SH3073, SH3075, SH3077, and SH3078. Compliance required within the next 100 hours time in service after the effective date of this AD unless already accomplished. To prevent window transparency penetration by propeller ice: 1. Replace the right outer window transparency immediately aft of the propeller plane with a transparency of increased thickness in accordance with paragraph 2, "Accomplishment Instructions," of Short Brothers Limited Service Bulletin SD3-56-02 dated November 5, 1981. 2. 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. 3. 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 modificationsrequired by this AD. 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). This amendment becomes effective November 8, 1982.
2019-23-05: The FAA is superseding Airworthiness Directives (ADs) 2016-01- 16, 2017-19-03, and 2018-19-05, which applied to Dassault Aviation Model MYSTERE-FALCON 900 airplanes. Those ADs require revising the maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and/or airworthiness limitations. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. Since AD 2018-19-05 was issued, the FAA has determined that new or more restrictive airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
72-14-07: 72-14-07 PIPER: Amdt. 39-1478. Applies to the following airplanes certificated in all categories: PA-28-140 Serial Nos. 28-20001 thru 28-7225389 PA-28-150/-160/-180 Serial Nos. 28-03 and 28-1 thru 28-7205256 PA-28-235 Serial Nos. 28-10001 thru 28-7210018 PA-28R-180 Serial Nos. 28R-30002 thru 28R-7130013 PA-28R-200 Serial Nos. 28R-35001 thru 28-R-7235217 PA-32-260 Serial Nos. 32-03, 32-04 and 32-1 thru 32-7200031 PA-32-300 Serial Nos. 32-15, 32-21 and 32-40000 thru 32-7240103 PA-34-200 Serial Nos. 34-E4 and 34-7250001 thru 34-7250242 Compliance required within the next 100 hours time in service after the effective date of this AD, unless already accomplished. To insure properly tightened bolts on the stabilator hinge attachment fittings, which are secured to the aft fuselage bulkhead, accomplish the following: (a) Remove tail cone fairing and closeout panel from aft fuselage bulkhead to gain access to the twelve (12) fitting attachment nuts.There are six bolts and nuts per fitting. (b) Inspect around bolt holes in bulkhead and fitting for cracks, deformation, or other damage. (c) Torque nuts to a value of 35-40 inch pounds and reinstall closeout panel and tail cone fairing. Piper Service Letter No. 614 pertains to this same subject. This amendment becomes effective 7 July 1972.
93-14-19: 93-14-19 BOEING: Amendment 39-8644. Docket 92-NM-65-AD. \n\n\tApplicability: Model 767 series airplanes, line numbers 1 through 488, inclusive; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent separation of the trailing edge wedges of the leading edge slats from the airplane, accomplish the following: \n\n\t(a)\tPerform either a visual and a "Coin-Tap" inspection, or a visual and an ultrasonic inspection, of the trailing edge wedges of the leading edge slats in accordance with Boeing Service Bulletin 767-57A0039, Revision 1, dated October 15, 1992, and in accordance with the schedule specified in paragraph (a)(1) or (a)(2) of this AD, as applicable: \n\n\t\t(1)\tFor airplanes that have accumulated less than 12,000 total flight hours as of the effective date of this AD, accomplish the initial inspections at the earlier of the times specified in paragraphs (a)(1)(i) and (a)(1)(ii) of this AD. \n\n\t\t\t(i)\tPrior to the accumulation of 13,000 flight hours; or \n\n\t\t\t(ii)\tWithin 5,000 flight hours or 15 months after the effective date of this AD, whichever occurs first. \n\n\t\t(2)\tFor airplanes that have accumulated 12,000 or more total flight hours as of the effective date of this AD, accomplish the initial inspections within 1,000 flight hours after the effective date of this AD. \n\n\t(b)\tIf no disbonding is detected during the inspections required by paragraph (a) of this AD, repeat the inspections at intervals not to exceed 5,000 flight hours. After 2 consecutive repetitive inspections of the slat wedge are accomplished during an elapsed period of time not less than 6,000 flight hours since the performance of the inspections required by paragraph (a) of this AD, and during which no damage is found, the inspections required by this paragraph may be discontinued for that slat wedge. \n\n\tNOTE: Inspections finding no slat wedge damage but accomplished sooner than the specified period of 6,000 flight hours will not be accepted as terminating action. \n\n\t(c)\tIf disbonding is detected during any inspection required by paragraph (a) or (b) of this AD, prior to further flight, repair the disbonded area in accordance with paragraph (c)(1) or (c)(2) of this AD, as applicable: \n\n\t\t(1)\tRepair the disbonded area using the "permanent" repair method in accordance with paragraph (c)(1)(i) or (c)(1)(ii) of this AD, as applicable. \n\n\t\t\t(i)\tRepair using the "permanent" repair method specified in the 767 Structural Repair Manual (SRM), Section 57-43-02. \n\n\t\t\t(ii)\tIf damage goes into the dense core area, or if there is no applicable SRM repair, repair the disbonded area in accordance with a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\t\t(2)\tIf the disbonded area is within the limits specified in paragraph J., Section III, "Accomplishment Instructions," of Boeing Service Bulletin 767-57A0039, Revision 1, dated October 15,1992, operators may repair the disbonded area using the time-limited repair method in accordance with that paragraph of the Service Bulletin. \n\n\t\t\t(i)\tWithin 500 flight hours after accomplishing the time-limited repair, and thereafter at intervals not to exceed 500 flight hours until the permanent repair specified in paragraph (c)(1) of this AD is accomplished, inspect the repaired area in accordance with Boeing Service Bulletin 767-57A0039, Revision 1, dated October 15, 1992. \n\n\t\t\t(ii)\tThe permanent repair must be installed within 5,000 flight hours after installation of the time-limited repair, or prior to further flight if the disbond grows beyond the doubler edges of the slat wedge, whichever occurs first. \n\n\t(d)\tAfter accomplishment of any permanent repair in accordance with paragraph (c) of this AD, continue the inspections required by paragraph (a) of this AD at intervals not to exceed 5,000 flight hours. After 2 consecutive repetitive inspections of the slat wedge are accomplished during an elapsed period of time not less than 6,000 flight hours since accomplishment of the permanent repair, and during which no damage is found, the inspections required by this paragraph may be discontinued for that slat wedge. \n\n\tNOTE: Inspections finding no slat wedge damage but accomplished sooner than the specified period of 6,000 flight hours will not be accepted as terminating action. \n\n\t(e)\tReplacement of the slat wedge with a new more corrosion-resistant slat wedge, in accordance with Boeing Service Bulletin 767-57A0039, Revision 1, dated October 15, 1992, constitutes terminating action for the inspection requirements of this AD for that slat wedge. \n\n\t(f)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(g)\tSpecial 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. \n\n\t(h)\tThe inspections, repair, and replacement shall be done in accordance with Boeing Service Bulletin 767-57A0039, Revision 1, dated October 15, 1992. 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(i)\tThis amendment becomes effective on September 2, 1993.
2019-23-03: The FAA is superseding Airworthiness Directives (AD) 2017-19- 14 and AD 2014-16-27, which apply to certain Dassault Aviation Model FALCON 900EX airplanes. Those ADs require revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive maintenance requirements and/or airworthiness limitations. Since the FAA issued AD 2017-19-14 and AD 2014-16-27, the FAA determined that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
98-19-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires modification of certain fastener holes on the outer frames of the fuselage, and installation of new, improved fasteners. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fatigue cracking of certain fastener holes on the outer frames of the fuselage, which could result in reduced structural integrity of the airplane.
2019-22-11: The FAA is superseding Airworthiness Directive (AD) 2009-09- 02, which applied to certain Bombardier, Inc., Model DHC-8-400 series airplanes. AD 2009-09-02 required repetitive inspections for damage of certain main landing gear (MLG) forward stabilizer brace assemblies, repetitive inspections for cracking of both MLG forward stabilizer braces, liquid penetrant inspections for cracking, and corrective actions if necessary. This AD retains the existing actions and also requires installation of an elbow restrictor. This AD was prompted by reports of failures of the aft hinge of the MLG forward stabilizer brace due to fatigue cracks. The FAA is issuing this AD to address the unsafe condition on these products.