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2020-02-10: The FAA is adopting a new airworthiness directive (AD) for certain De Havilland Aircraft of Canada Limited Model DHC-8-400 series airplanes. This AD was prompted by a report of a quality escape in the manufacturing of advanced pneumatic detector (APD) switches, which consisted of the presence of contamination on the switch contact pin. This AD requires identification and testing, and reidentification or replacement if necessary, of affected APDs. The FAA is issuing this AD to address the unsafe condition on these products.
76-11-07: 76-11-07 PIPER: Amendment 39-2628. Applies to Model PA-23-250 (6 place) S/Ns 27-3837, 27-3944 to 27-7554092 inclusive; 27-7554094 to 27-7554159 inclusive; 27-7554161 to 27-7654018 inclusive; 27-7654020 to 27-7654024 inclusive; 27-7654026 to 27-7654036 inclusive. Compliance required within the next 100 hours' time in service after the effective date of this AD unless already accomplished. To prevent the hazards associated with the excess magnetic compass deviations when the landing/taxi lights and/or heater are turned on, accomplish the following: (a) Check the magnetic compass function to ascertain operation of the magnetic compass within acceptable limits in accordance with the instructions given in Service Bulletin No. 493, dated March 25, 1976, or with an approved alternate method. (b) If compass deviation exceeds 10 degrees, a wiring modification is required in accordance with the referenced service bulletin or an approved alternate method. (c) Upon request with substantiating data submitted through an FAA Maintenance Inspector, the compliance time specified in this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region who must also approve alternate methods of compliance. (Piper Service Bulletin No. 493, dated March 25, 1976, covers this subject). This amendment is effective June 4, 1976.
2007-23-03: 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: One Fokker 100 (F28 Mark 0100) operator reported that during maintenance in the APU (auxiliary power unit) compartment, a disconnected nut was discovered on one of the shuttle valves in the deployment lines of the engine fire-extinguishing system. An additional check by the operator revealed that on more aircraft in its fleet, the nuts of the shuttle valves were incorrectly tightened. This condition, if not corrected, could result in failure or deteriorated functioning of the engine fire-extinguishing system in case of an engine fire. We are issuing this AD to require actions to correct the unsafe condition on these products.
93-05-22: 93-05-22 TEXTRON LYCOMING: Amendment 39-8525. Docket 93-ANE-13. Applicability: Textron Lycoming Model TIO-540-S1AD engines installed on but not limited to Piper PA-32 Series Aircraft (Turbo Saratoga, Turbo Saratoga SP and Turbo Lance II aircraft). Compliance: Required as indicated, unless accomplished previously. To prevent failure of the fuel injector fuel lines that can result in an engine fire, accomplish the following: (a) Within 10 hours time in service after the effective date of this AD inspect the fuel injector fuel lines between the fuel manifold and the fuel injector nozzles as follows: (1) Visually inspect each fuel injector fuel line for missing support clamps or support clamps with a loose, worn or missing support sleeve or cushion. Each fuel injector fuel line must be supported by at least one clamp. (2) Visually inspect each fuel injector fuel line for evidence of physical damage, including dents and chaffing, and for stains caused by fuel leakage. (b) Prior to further flight, replace any fuel injector fuel line that does not have a supporting clamp, has a clamp with a loose, worn, or missing support sleeve or cushion, or if the line itself is damaged or has evidence of fuel leakage. (c) Thereafter, reinspect the fuel lines in accordance with paragraphs (a)(1) and (2) of this AD and replace as necessary any fuel injector fuel lines in accordance with paragraph (b) of this AD at each annual inspection, at each 100-hour inspection, at each engine overhaul, and after any maintenance has been performed on the engine where the fuel injector fuel lines have been disconnected, loosened, or moved. (d) 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, New York Aircraft Certification Office. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the New York Aircraft Certification Office. (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) This amendment supersedes priority letter AD 92-12-10, issued June 5, 1992. (g) This amendment becomes effective on May 11, 1993.
2019-26-01: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by reports of sealant bead damage caused by rotation of the attachment fitting bearing assembly of a trimmable horizontal stabilizer (THS). This AD requires repetitive detailed inspections, and applicable corrective action(s) if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. In addition, as specified in the EASA AD, this AD provides an optional modification that would terminate the inspections. The FAA is issuing this AD to address the unsafe condition on these products.
98-19-23: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires replacement of the existing mounting rack for the Digital Flight Data Recorder (DFDR) with a new rack having improved damping, and installation of a new bracket for re-routing the wiring harness. 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 the possible loss of data recorded on the DFDR as a result of vibrations and/or accelerations during flight.
2020-01-11: The FAA is superseding Airworthiness Directive (AD) 2017-12- 07, which applied to certain The Boeing Company Model 737-800, -900, and -900ER series airplanes. AD 2017-12-07 required replacing the affected left temperature control valve and control cabin trim air modulating valve. This AD retains the requirements of AD 2017-12-07, expands the applicability to include additional airplanes, and adds a new requirement for certain airplanes to identify and replace the affected parts. This AD was prompted by reports of in-flight failure of the left temperature control valve and control cabin trim air modulating valve. The FAA is issuing this AD to address the unsafe condition on these products.
74-13-03: 74-13-03 PIPER: Amendment 39-1872 as amended by Amendment 39-2588. Applies to Models PA-23-235 and PA-23-250 aircraft Serial Nos. 27-1 through 27-4654, Models PA-24, PA-24-250 and PA-24-260 aircraft Serials Nos. 24-1 through 24-5047, Model PA-24-400 aircraft Serial Nos. 26-2 through 26-148, Model PA-30 aircraft Serial Nos. 30-1 through 30-2000 Model PA-39, Serial Numbers 39-1 through 39-155 certificated in all categories. Compliance required as indicated unless previously accomplished. To prevent possible hazards in flight associated with the corrosion of the stabilator attachment bolts, accomplish the following: 1. Within the next 100 hours in service, unless previously accomplished, and at intervals not to exceed three years or five hundred hours in service from the last inspection, whichever occurs first, remove the four (4) stabilator attachment bolts and inspect for corrosion. 2. If corrosion is found, before further flight, replace the bolt, nut and washer withunused parts of the same part numbers or equivalent. The bolt can be replaced with an equivalent corrosion resistant AN bolt. 3. If a corrosion-resistant AN bolt or equivalent is used, compliance with the requirements of the AD may be discontinued. 4. Equivalent parts must be FAA approved. 5. Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the repetitive inspection interval specified in this AD. (Piper Service Letters No. 667A and 772 refer to this subject). Amendment 39-1872 was effective June 18, 1974. This amendment 39-2588 is effective April 30, 1976.
72-22-01: 72-22-01 BEECH: Amendment 39-1544. Applies to the following: Models Serial Numbers 35-33, 35-A33, 35-B33, 35-C33, E33, F33, and G33 CD-1 thru CD-1256 35-C33A, E33A and F33A CE-1 thru CE-349 E33C and F33C CJ-1 thru CJ-30 35, A35, B35, C35, D35, E35, F35, G35, H35, J35, K35, M35, N35, P35, S35, V35, V35TC, V35A, V35A-TC, V35B and V35B-TC D-1 thru D-9287 36 and A36 E-1 thru E-283 A45(T-34A), B45 and D45(T-34B) All 95-55, 95-A55, 95-B55 and 95-B55A TC-1 thru TC-1402 95-C55, 95-C55A, D55, D55A, E55 and E55A TE-1 thru TE-846 56TC and A56TC TG-1 thru TG-94 58 TH-1 thru TH-174 95, B95, B95A, D95A, and E95 TD-2 thru TD-721 Compliance: Required as indicated, unless already accomplished: To decrease the possibility of gear-up landings caused by seizure of the uplock rollers, accomplish the following: A) Within the next 300 hours' time in service after the effective date of this AD, determine ifeach uplock roller is of the greasible type (one having a drilled and grooved inner race) and replace any nongreasible uplock roller (one having a solid inner race) with the greasible type prior to further flight. NOTE: This determination may be made by lubricating the uplock rollers and verifying that grease passes between the inner and outer races. B) Within the next 300 hours' time in service after the effective date of this AD, install hollow zerk-ended mounting bolts on the uplock rollers in accordance with Beech Service Instructions No. 0448-211 or any FAA-approved equivalent. C) Within the next 300 hours' time in service after the effective date of this AD, and thereafter at 100 hour intervals, lubricate the uplock mechanism in accordance with Beech Service Instruction No. 0448-211. This AD supersedes AD 72-17-02 (Amendment 39-1501). This amendment becomes effective October 25, 1972.
90-12-13: 90-12-13 AIRBUS INDUSTRIE: Amendment 39-6625. Docket No. 90-NM-98-AD. Applicability: Model A310 and A300-600 Series Airplanes which currently have pre- modification 5844 rudders installed, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To detect rudder skin panel disbonding, accomplish the following: A. Within 10 landings after the effective date of this AD, and thereafter at intervals not to exceed 7 days or 50 landings, whichever occurs first, perform a visual inspection of the rudder skin panels, left and right, in accordance with All Operators' Telex (AOT) 55/90/01, Revision 1, dated April 27, 1990. If defects are found, prior to further flight, perform tap test in accordance with paragraph B., below. B. Within 300 landings after the effective date of this AD, perform a tap test to determine extent of the damage in accordance with AOT 55/90/01 Revision 1, dated April 27, 1990. 1. If disbonding is less than 100 square cm, repeat the tap test of the affected area every 28 days or 200 landings, whichever occurs first. For any signs of additional rudder skin panel disbonding, perform drilling procedure in accordance with paragraph 4.2.2.3. of the AOT, and repeat the visual inspection of the rudder skin panels in accordance with paragraph A., above. 2. If disbonding is more than 100 square cm, but less than 5,000 square cm, repair in accordance with paragraph 4.2.2.3. of the AOT. Repeat the visual inspection of the rudder skin panels in accordance with paragraph A.1., above; and perform repetitive tap tests of the repaired areas at the following intervals: a. Every 500 landings for disbonding more than 100 square cm but less than 300 square cm; b. Every 250 landings for disbonding more than 300 square cm but less than 1,000 square cm; c. Every 75 landings for disbonding more than 1,000 square cm, but less than 5,000 square cm. 3. If disbondingis more than 5,000 square cm or if a crack is found, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM- 113, FAA, Northwest Mountain Region. C. An alternate means 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, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. D. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to Airbus Industrie, Airbus Support Division, Avenue Didier Daurat, 31700 Blagnac, France. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6625, AD 90-12-13) becomes effective on June 20, 1990.
98-12-05: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A320-111 series airplanes. This amendment requires repetitive inspections to detect cracking around the attachment holes for the access panels in the lower skin of the wing; and repair, if necessary. 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 such cracking, which could result in reduced structural integrity of the airplane.
93-07-11: 93-07-11 MITSUBISHI HEAVY INDUSTRIES, LTD.: Amendment 39-8543. Docket No. 92-CE-49-AD. Applicability: The following model and serial number airplanes, certificated in any category: Models Serial Numbers MU-2B-25, MU-2B-26, MU-2B-26A, and MU-2B-40 313SA, 321SA, and 348SA through 459SA MU-2B-35, MU-2B-36, MU-2B-36A, and MU-2B-60 652SA, 661SA, and 697SA through 1569SA Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent excessive control wheel force caused by extreme elevator nose-down trim deflection, which could result in loss of control of the airplane, accomplish the following: (a) Reduce the maximum deflection of the elevator nose-down trim to a 1-degree to 3-degree range in accordance with the INSTRUCTIONS section of Mitsubishi Service Bulletin No. 079/27-010, dated August 28, 1992. (b) 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. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita Aircraft Certification Office. (d) The modification required by this AD shall be done in accordance with Mitsubishi Service Bulletin No. 079/27-010, dated August 28, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1CFR Part 51. Copies may be obtained from Mitsubishi Heavy Industries, Ltd., Nagoya Aerospace Systems, 10, Oyecho, Minato-Ku, Nagoya, Japan; or the Beech Aircraft Corporation, 9709 East Central, Wichita, Kansas 67201. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on June 1, 1993.
2019-25-12: The FAA is superseding Airworthiness Directive (AD) 2016-18- 02, which applied to certain The Boeing Company Model 777-200 and - 300ER series airplanes. AD 2016-18-02 required replacing the low- pressure oxygen flex hoses with new non-conductive low-pressure oxygen flex hoses in the gaseous passenger oxygen system in airplanes equipped with therapeutic oxygen. This AD retains those actions and adds actions for certain airplanes. AD 2016-18-02 was prompted by the determination that the low-pressure oxygen flex hoses in the gaseous passenger oxygen system can potentially be conductive. This AD was further prompted by the determination that the associated service information is inadequate for certain airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
80-24-02: 80-24-02 DEHAVILLAND: Amendment 39-3973. Applies to all model DHC-2 aircraft. Compliance is required as indicated. To preclude wing/aileron flutter due to cracks and loose rivets in the aileron differential mount structures (located in the forward cabin roof), when combined with loose control cables or improperly balanced ailerons, accomplish the following: (a) On airplanes in which the aileron differential mount structure incorporates channel P/N C2CF623ND, within the next 100 hours in service, unless already accomplished within the last 500 hours in service, and thereafter at intervals not exceeding 600 hours in service, inspect channel P/N C2CF623ND and angles P/N C2CF627ND/628ND for damage, cracks and loose rivets. Repair, if necessary in accordance with DeHavilland Aircraft of Canada, Limited, Engineering Service Bulletin Series "B". No. 28 supplement dated March 22, 1963, or an FAA approved equivalent. (b) On airplanes in which the aileron differential mount structure incorporates channel P/N C2CF1265ND, within the next 100 hours in service, unless already accomplished, inspect, repair and modify in accordance with the DeHavilland Aircraft of Canada, Limited, Engineering Bulletin Series "B", No. 28 dated March 1, 1963, or an FAA approved equivalent. (c) On all airplanes, within the next 100 hours in service, unless already accomplished, ensure that the aileron cable tension is in accordance with the DeHavilland Aircraft of Canada, Limited, Service Bulletin No. 2/27, Revision A, dated August 15, 1980, and that the aileron is balanced within the limits contained in the DHC-2 repair manual, or an FAA- approved equivalent. (d) Equivalent inspections, alterations and replacement parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (e) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch,FAA, Eastern Region, may adjust the compliance times specified in this AD. This amendment supersedes AD 63-16-02. This amendment is effective November 20, 1980.
76-04-11: 76-04-11 PIPER: Amendment 39-2532. Applies to Models PA-31, PA-31-300, and PA- 31-325, Serial Numbers 31-2 through 31-7612009; Model PA-31-350, Serial Numbers 31-5001 through 31-7612018; Model PA-31P, Serial Numbers 31P-1 through 31P-7630001 and 31P-7630003; Model PA-31T, Serial Numbers 31T-7400002 through 31T-7620002, 31T-7620004, 31T-7620005 and 31T-7620007, certificated in all categories. To prevent possible hazards in flight associated with loose bolts which attach the control shaft collar to the control shaft tube, accomplish the following within the next fifty hours in service from the effective date of this AD unless previously accomplished. (a) Alter the attachment of the control shaft collar to the control shaft tube in accordance with Piper Service Letter No. 643 and the directions contained in paragraphs one through eight of the "Instructions" section of Piper Service Bulletin No. 487 or approved equivalent alteration. Equivalent alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective March 5, 1976.
64-07-03: 64-07-03 FLOTTORP: Amdt. 700 Part 507 Federal Register March 11, 1964. Applies to All F12A-3 and F12A-5 Series Propellers with FS200-1 Propeller Spinner. Compliance required as indicated. Within 15 hours' time in service after the effective date of this AD, accomplish the following rework unless already accomplished: Remove the six AN 4H7A bolts attaching the 248-1 spinner bulkhead to the propeller flange and reinstall six shorter AN 4H6A bolts. The old AN 960-416L washers may be reused. Torque bolts to 70 to 90 inch- pounds. Safety wire all boltheads with MS20995-C32 safety wire. This directive effective April 10, 1964.
2019-25-15: The FAA is adopting a new airworthiness directive (AD) for all Fokker Services B.V. Model F28 Mark 0100 airplanes. This AD was prompted by reports of smoke in the flight deck, in conjunction with the loss of electrical power. This AD requires replacement of affected generator power transfer contactors (GPTCs), essential bus transfer contactors (EBTCs), and auxiliary power transfer contactors (APTCs), as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2019-25-14: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-300ER and 777F series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the fuselage stringers, stringer splices, and skin splice straps are subject to widespread fatigue damage (WFD). This AD requires repetitive detailed inspections of certain stringer splices and skin splice straps for any cracks, repetitive high frequency eddy current (HFEC) inspections of certain stringers and stringer splices for any cracks, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
75-23-03: 75-23-03 ALEXANDER SCHLEICHER SEGELFLUGZEUGBAU: Amendment 39- 2414. Applies to Ka2B, Ka6, Ka6B, Ka6BR, Ka6C, Ka6CR, K7, K8, and AS-K13 gliders all serial numbers, certificated in all categories. Compliance is required as indicated. To prevent structural failure of the elevator and loss of elevator control accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, unless already accomplished, remove the elevator from the glider and visually inspect the glue joint between nose rib No. 1 and the nose plywood skin on both elevator halves by probing with a small penknife. (b) If insufficient glue adhesion is determined in accordance with good aeronautical practices, before further flight, remove elevator rib No. 1 in its entirety, prepare for new glue joint by roughing the surfaces to be glued, reinstall rib No. 1 by regluing, and cover joints between rib No. 1 and nose skin with fabric to protect joint against moisture.This amendment becomes effective November 14, 1975.
75-22-14: 75-22-14 PIPER: Amendment 39-2394. Applies to Model PA-31P aircraft equipped with Hartzell Model HC-C3YN-2L or HC-C3YN-2LF propellers, certificated in all categories. Compliance required as indicated unless already accomplished. In order to prevent propeller overspeeding and loss of feathering capability due to low propeller air dome pressure, accomplish the following: 1. Within 10 hours time in service after the effective date of this AD, incorporate the following temporary instructions into the PA-31P FAA approved Airplane Flight Manual as indicated. Section III A8 Normal Operating Procedures, Engine Run-up f. Check feathering at 1000 plus or minus 20 RPM. Observe positive feathering action as evidenced by a 300 RPM drop within approximately 5 seconds. If propeller air charge is low or zero, feathering check will be sluggish or slow and no further flight shall be attempted. Refer to applicable airplane and propeller service manuals for corrective action.Section III C18 Emergency Procedures - Propeller Overspeed In-Flight a. Symptoms: (1.) RPM control may be sluggish, particularly in the direction of reducing RPM. (2.) Slight overspeed or poor synchronization at the upper end of the cruising speed range. b. Corrective Action: (1.) Control Prop overspeed by immediately reducing airspeed to approximately 135 MPH by nosing-up slightly with a simultaneous slow throttle reduction to 20- 25" manifold pressure. Do not allow airspeed to fall below best single engine rate of climb speed. Reduction of prop speed can be assisted with prop control in the "feather detent" position. Therefore, if overspeed is above the red line (2133 RPM), select feather until prop speed drops below red line, then move control out of feather position. (2.) Set propeller control to desired speed, preferably 2000 RPM or less to provide a margin below red line RPM for further surges with power/airspeed changes. (3.) Slowlyadd throttle to regain power without overspeeding the propeller. Once proper RPM is recovered, hold airspeed well below that at which the overspeed occurred, preferably below 150 MPH. Use landing gear and/or flaps to increase drag for descent and maintain a manifold pressure of at least "20". Once control of propeller speed is regained, flight can be continued at reduced airspeed. With slow throttle changes at reduced airspeed, the engine will provide climb power without overspeeding. CAUTION Do not shut down the engine in flight since the propeller will not feather without air charge; and high drag will result from the windmilling propeller. If inadvertently shut down, the engine should be restarted carefully with low RPM setting and closed throttle; airspeed should be slightly above best single engine rate of climb speed to minimize RPM surge upon starting. 2. Within 30 days after the effective date of this AD, replace the subject propellers with Hartzell Model HC-C3YN-2LU or HC-C3YN-2LUF as applicable. NOTE: Hartzell propeller Models HC-C3YN-2L and HC-3YN-2LF may be converted to Models HC-C3YN-2LU an HC-C3YN-2LUF, which incorporate feathering springs in accordance with Hartzell Service Instruction No. 102. 3. Upon installation of feathering spring propellers per paragraph 2 above, the temporary AFM instructions specified in paragraph 1 above are no longer required. 4. Aircraft may be flown to a base where the maintenance required by this Airworthiness Directive is to be performed per FAR's 21.197 and 21.199. Piper Service Bulletin No. 458 and Hartzell Service Bulletin No. 111 also pertain to this subject. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Piper Aircraft Corporation, Service Department, Lock Haven, Penn. 17745. These documents may also be examined at the Engineering and Manufacturing Branch, Federal Aviation Administration, Eastern Region, Federal Building, John F. Kennedy International Airport, Jamaica, New York 11430. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Eastern Region Headquarters. This amendment is effective October 24, 1975.
83-13-08: 83-13-08 BOEING: Amendment 39-4678. Applies to all model 747 airplanes, except the 747SP, certificated in all categories equipped with either the Landing Control Logic Unit (LCLU) or Landing Rollout Control Unit (LRCU) automatic landing systems and either Collins Low Range Radio Altimeter (LRRA), Model 860F-4, or Bendix Low Range Radio Altimeter, Model ALA 51A. To prevent hard landing due to false altitude information from the LRRA to the autopilot, accomplish the following, unless already accomplished: \n\n\tA.\tWithin 15 days after the effective date of this AD, install a placard on the autopilot P10 mode control panel which reads as follows: "DO NOT USE AUTOPILOT BELOW 50 FT. ON WET RUNWAYS." The placard may be removed when either paragraph B, C, or D below is accomplished. \n\n\tB.\tRemove Collins Model 860F-4 LRRA (P/N 622-3890-0XX), if installed, and perform Collins Service Bulletin 860F-4, Service Bulletin #8. Modified units become P/N 622- 3890-1XX. Install modified, orproduction equivalents, according to the Boeing Service Bulletin 747-34A2225. \n\n\tC.\tRemove Bendix Series ALA 51A LRRA (P/N 2067631-05XX or -51XX), if installed, and perform Bendix Service Bulletin M-1632-(ALA-51A-34-56). Modified units become P/N 2067631-53XX. Install modified, or production equivalents, according to Boeing Service Bulletin 747-34A2226. \n\n\tD.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this proposal who have not already received the Service Bulletins may obtain copies upon request to Boeing, Collins Air Transport Division, or Bendix Corporation as appropriate. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective July 18, 1983.
2007-23-14: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Recently, a double in-flight engine shut down incident occurred on a DA42 aircraft equipped with TAE125-01 engines. The BFU (German Accident Investigation Body) found the root cause to be a violation of the Airplane Flight Manual procedures (taking-off with an insufficiently charged main aircraft battery) and momentary low voltage in the electrical system of the aircraft when retracting the main landing gear. This has been the subject of Diamond Service Information (SI) 42-040 and a subsequent EASA Safety Information Notice, SIN 2007-08, issued on 18 April 2007. The TAE125-01 and TAE125-02-99 engines, approved for installation on the DA42, are FADEC (Full Authority Digital Engine Control) controlled and are not totally independent from the aircraft electrical power supply. A significant drop of the voltage causes simultaneously a reset of the FADEC on both engines with subsequent feathering of the propeller blades. In the case of an empty battery this scenario may be considered as catastrophic at the aircraft level. We are issuing this AD to require actions to correct the unsafe condition on these products.
80-02-12: 80-02-12 MOONEY AIRCRAFT CORPORATION: Amendment 39-3670. Applies to Models M20K airplanes, Serial Numbers 25-0001 through 25-0247, certificated in all categories. Compliance is required as indicated unless already accomplished. To prevent possible failure of the fuselage tubular structure, accomplish the following: 1. Within the next 90 days after the effective date of the AD, reinforce the lower right fuselage tubular structure with a split-sleeve and clamps in accordance with Mooney Service Bulletin No. M20-220 dated November 16, 1979, or equivalent methods approved by the Chief, Engineering and Manufacturing Branch, FAA, Southwest Region. 2. Aircraft may be flown in accordance with FAR 21.197(a)(1) to a location where the modification required by this AD may be accomplished. This amendment becomes effective February 1, 1980.
2007-21-17: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: There has been a report of landing gear radius rods suffering cracks starting in the flashline near the microswitch boss. Such cracks can result in loss of the normal hydraulic system and may lead to a landing gear collapse. Main landing gear collapse is considered as potentially hazardous/ catastrophic. This AD mandates additional inspections considered necessary to address the identified unsafe condition. Note: The cause of this cracking is not related to previous cracking of the radius rod cylinder addressed by BAE Systems SB 32- JA040945 (CAA AD G-2005-0010), however, the consequences of a failure are the same. We are issuing this AD to requireactions to correct the unsafe condition on these products.
75-20-03: 75-20-03 PIPER AIRCRAFT CORPORATION: Amendment 39-2364. Applies to Model PA-34-200 airplanes, serial numbers 34-7250001 through 34-7450220 and Model PA-34-200T airplanes, serial numbers 34-7570001 through 34-7570308, certificated in all categories. Compliance required within the next 50 hours time in service after the effective date of this AD, unless already accomplished. To provide revised usable fuel data, accomplish the following: Replace the existing fuel quantity placards and revise the fuel system data in Airplane Flight Manual in accordance with Piper Service Bulletin Number 438 or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, P.O. Box 20636, Atlanta, Georgia 30320. This amendment becomes effective October 10, 1975.