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2020-02-22: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes); and Model A310 series airplanes. This AD was prompted by a determination that new tests are necessary to address potential air leaks in the reservoir air pressurization lines. This AD requires repetitive pressurization tests of the reservoir air pressurization lines for pipe rupture and leaks, and repair or replacement 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.
82-10-04: 82-10-04 MCDONNELL DOUGLAS: Amendment 39-4378. Applies to McDonnell Douglas DC-9, series 30, 50, 80 and C-9B airplanes certificated in all categories, with factory serial numbers listed in Service Bulletin A27-234. Compliance required within 90 days unless already accomplished. \n\n\tTo prevent loss of ability to trim the aircraft by use of the primary longitudinal trim system, accomplish the following: \n\n\tA.\tDetermine serial number of horizontal stabilizer alternate longitudinal trim motor P/N D1775 by visual examination of motor or from aircraft maintenance records. \n\n\tB.\tReplace trim motor if serial number is listed in table of item #2 in Service Bulletin A27-234. \n\n\tNOTE: Service Bulletin A27-234 contains recommended procedures for gaining access to the horizontal stabilizer alternate longitudinal trim motor, and for checkout of the trim system subsequent to replacement of the motor. \n\n\tC.\tAlternative means of compliance which provide an equivalent level of safety maybe used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Mountain Region. \n\n\tThe 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). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). \n\n\tThese documents also may be examined at FAA Northwest Mountain Region, 17900 Pacific Highway South, C-68966, Seattle, Washington 98168; or Los Angeles Area Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tThis Amendment becomes effective May 18, 1982.
77-03-03: 77-03-03 PIPER: Amendment 39-2824. Applies to Models PA-31 and PA-31-310 Serial Nos. 31-7401201 through 31-7401268, 31-7512001 through 31-7512037, 31-7512039, 31- 7512041, 31-7512042, 31-7512047, 31-7512048, 31-7512050, 31-7512051, 31-7512054 through 31-7512056, 31-7512058, 31-7512063, 31-7512067, 31-7512068, 31-7512070, 31-7512072, 31- 7612001, 31-7612003, 31-7612006, 32-7612009, 31-7612011, 31-7612013, 31-7612019, 31- 7612021, 31-7612022, 31-7612025 through 31-7612028, 31-7612030, 31-7612033 through 31-7612035, 31-7612040, 31-7612045, 31-7612047, 31-7612049, 31-7612051, 31-7612052, 31-7612055, 31-7612060, 31-7612061, 31-7612071, 31-7612075, 31-7612077, 31-7612078, 31-7612080, 31-7612084, 31-7612085, and 31-7612088 certificated in all categories. To preclude the possibility of Airworthiness Directives applicable to Piper Model PA-31 aircraft not being incorporated in aircraft which have affixed to them, in error, a model PA-31- 310 Aircraft Data Plate, accomplish the following within the next 30 days from the effective date of this AD unless previously accomplished. (a) Ascertain whether the Aircraft Data Plate located on the lower fuselage just below the forward hinge on the main cabin door is marked with a model designation of PA-31 or PA-31-310. If it is PA-31-310, remove and replace with a correct PA-31 Aircraft Data Plate and verify that Airworthiness Directives, Piper 74-26-04, 75-09-10, 75-26-18, and 76-04-11, applicable to model PA-31 aircraft, have been accomplished. If not, comply in accordance with the requirements of those Airworthiness Directives. (b) Upon request with substantiating data, submitted through an FAA Maintenance Inspector, the compliance time for this AD, including 74-26-04, 75-09-10, 75-26-18 and 76-04- 11 may be adjusted by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (Piper Service Bulletin No. 529 pertains to this subject.) This amendment is effective February 9, 1977.
85-14-03: 85-14-03 BRITISH AEROSPACE: Amendment 39-5092. Applies to Model BAC 1-11 series 400 airplanes certificated in any category. Compliance is required as indicated. To prevent asymmetrical deployment of ground spoilers (lift dumpers) accomplish the following, unless previously accomplished within the last 1000 landings or one year, whichever occurred earlier: A. Within the next 100 landings or 30 days after the effective date of this AD, whichever occurs first, and thereafter at intervals not to exceed 5,000 landings from the last inspection, inspect the ground spoiler mechanical locks for misalignment, and adjust if necessary, in accordance with the accomplishment instructions of British Aerospace BAC 1-11 Alert Service Bulletin 27-A-PM5890, dated December 21, 1983. From the results of the inspection above: 1. If two or more mechanical locks out of the four per ground spoiler are found unserviceable, perform an operational check of the ground spoilers prior to further flight and thereafter at intervals not to exceed 600 landings or 150 days, whichever occurs earlier, until defective components are replaced in accordance with the accomplishment instructions of the service bulletin. 2. If one mechanical lock out of the four per ground spoiler is found unserviceable, perform an operational check of the ground spoilers prior to further flight and thereafter at intervals not to exceed 2,500 landings in accordance with the accomplishment instructions of the service bulletin until defective components are replaced. 3. If the mechanical lock system fails the operational check conducted in accordance with paragraphs A.1. or A.2., above, the locks must be repaired or the ground spoilers rendered inoperative in accordance with the accomplishment instructions of the service bulletin prior to further flight. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. C. 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 modifications required by this AD. This amendment becomes effective August 15, 1985.
2020-02-23: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model AS350B, AS350BA, AS350B1, AS350B2, AS350B3, AS350C, AS350D, A350D1, AS355E, AS355F, AS355F1, AS355F2, AS355N, and AS355NP helicopters. This AD requires repetitive inspections of the installation of the pull cables on the emergency float kits. This AD was prompted by the results of an accident investigation and subsequent reports of difficulty pulling the emergency float kit float activation handle installed on the pilot cyclic. The FAA is issuing this AD to address the unsafe condition on these products.
86-08-01: 86-08-01 SHORT BROTHERS, LTD.: Amendment 39-5286. Applies to Model SD3-30 and SD3-60 series airplanes; serial numbers SH3002 through SH3099, SH3102, and SH3105 (SD3-30 airplanes); SH3601 through SH3661 and SH3663 through SH3665 (SD3-60 airplanes); certificated in any category. Compliance is required as indicated below, unless previously accomplished: 1. Within seven days after the effective date of this AD, inspect the collector tank housing in accordance with Short Brothers Service Bulletin SD330-28-29, dated August 1985 (for SD3-30 series airplanes), and SD360-28-12, Revision 1, dated August 1985 (for SD3-60 series airplanes). If leaks are found, prior to further flight, replace the shrouds and seals in accordance with the applicable service bulletin instructions. If no leaks are found, repeat the inspection at intervals not to exceed 120 hours time in service. 2. Replacement of the existing shrouds and seals in accordance with the applicable service bulletin, referredto in paragraph 1. of this AD, constitutes terminating action for the requirement for the repetitive inspections set forth in paragraph 1., above. 3. 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. 4. 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 modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Short Brothers, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East MarginalWay South, Seattle, Washington. This amendment becomes effective April 28, 1986.
77-01-06: 77-01-06 PIPER: Amendment 39-2806. Applies to Models PA-31 and PA-31-325, Serial Nos. 31-7612060 through 31-7612080, 31-7612082 through 31-7612089, 31-7612091, 31- 7612096 and 31-7612099; Model PA-31-350, Serial Nos. 31-7652105 through 31-7652115, 31- 7652117, 31-7652118, 31-7652120 through 31-7652146, 31-7652148 through 31-7652162, 31- 7652164, 31-7652165 and 31-7652168 and above model aircraft which have had a replacement horizontal stabilizer installed in the field subsequent to April 1976, certificated in all categories. To prevent possible hazards in flight associated with missing horizontal stabilizer skin- stiffener rivet attachments, accomplish the following within the next fifty hours in service from the effective date of this AD unless previously accomplished: (a) Inspect and, if required, repair the horizontal stabilizer skin-stiffener rivet attachment in accordance with the "Instructions" section of Piper Service Bulletin No. 521 or equivalent procedures approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective January 19, 1977.
81-20-02: 81-20-02 VARGA AIRCRAFT CORPORATION (MORRISEY): Amendment 39- 4341. Applies to Model 2150A, certified in any category. COMPLIANCE: Required as indicated, unless already accomplished. To prevent engine fuel starvation due to obstruction of the fuel vent system, prior to further flight, accomplish the following: a. Inspect vent tube assemblies, P/N 26016-42 and -66, for free airflow between all branches of the vent tubes. b. Replace obstructed vent tube assemblies with a serviceable part of the same part number prior to return to service. c. Special flight permits may be issued in accordance with FAR 21.197 to operate aircraft to a base for the accomplishment of inspections required by this AD. d. Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Western Aircraft Certification Field Office, Northwest Mountain Region, Federal Aviation Administration, 15000 Aviation Boulevard, Hawthorne, California 90261; telephone (213) 536-6352. Varga Service Bulletin SB-13, entitled Fuel Vent Drain Inspection, refers to the subject matter of this AD. This amendment becomes effective March 15, 1982, to all persons except those to whom it was made immediately effective by priority mail as Emergency AD 81-20-02, dated September 28, 1981.
2020-02-18: The FAA is adopting a new airworthiness directive (AD) for all Gulfstream Aerospace Corporation (Gulfstream) Models GVI, GVII-G500, and GVII-G600 airplanes. This AD requires revising the airplane flight manual (AFM) by attaching an airplane flight manual supplement (AFMS), which contains new or revised operating limitations, abnormal procedures, and emergency procedures. This AD was prompted by reports of continued flight after a flight control surface shutdown. If flight is continued after a flight control surface shutdown, the airplane is left without protection against flight control surface hard-over and force fight events on the remaining, operable flight control surfaces. The FAA is issuing this AD to address the unsafe condition on these products.
77-01-03: 77-01-03 PIPER AIRCRAFT CORPORATION: Amendment 39-2801. Applies to Model PA-28-151 airplanes, serial numbers 28-7415001 through 28-7715278 and 28-7715289 certificated in all categories. \n\n\tCompliance required within the next 10 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo detect and correct those carburetor air filter boxes that do not contain a drain hole, accomplish the following: \n\n\t(a)\tOpen the top right side engine cowl door to gain access to the carburetor air filter box, Piper Part Number 35462-00, at the right hand bottom section of the engine compartment. \n\n\t(b)\tCheck visually and by feel to determine whether the carburetor air filter box contains a drain hole in the lower rear corner of the outside half of the carburetor air filter box. (See figure) This check may be performed by the pilot. \n\n\n\nAD 77-01-03 \n\n\t(c)\tIf the box contains a drain hole, accomplish (f). \n\n\t(d)\tIf the box does not contain a drain hole, accomplish (e) and (f). \n\n\t(e)\tModify the carburetor air filter box as follows: \n\n\t\t(1)\tRemove and disassemble the carburetor air filter box. \n\n\t\t(2)\tDrill a .19 inch diameter hole in the lower rear corner of the outside half of the carburetor air filter box. (See figure) \n\n\t\t(3)\tReassemble and reinstall the carburetor air filter box. \n\n\t(f)\tClose the engine cowl and return the airplane to service. \n\n\tPiper Service Bulletin 536 also pertains to this subject. \n\n\tThis amendment becomes effective January 14, 1977.
76-06-09: 76-06-09 PIPER: Amendment 39-2559 as amended by amendment 39-3325. Applies to Piper Model PA-31P airplanes. Compliance required as indicated unless already accomplished. To preclude failure of the engine exhaust system installed on Model PA-31P airplanes, accomplish the following: (a) On airplanes serial numbers 31P-1 through 31P-7730003 within 50 hours after the effective date of this amendment, and every 50 hours thereafter, visually inspect turbocharger exhaust V-band couplings, vibration isolators and support brackets (if installed) for cracks, looseness, and distortion. Any part found cracked or distorted shall be replaced prior to further flight. (b) On airplane serial numbers 31P-1 through 31P-7630001 and on 31P-7630003 within 50 hours time in service after the effective date of this AD perform exhaust pipe slip joint modification in accordance with Lycoming Service Bulletin 393A or an equivalent approved alteration. (c) On airplanes serial numbers31P-1 through 31P-7630009 within 50 hours time in service after the effective date of this AD install bracket and clamp assembly, Piper Kit No. 760 974, in accordance with Piper Service Bulletin 462A or an equivalent approved alteration. (d) On airplanes serial numbers 31P-1 through 31P-7730003 the repetitive inspections of paragraph (a) shall be accomplished until the replacement one-piece turbine tailpipe clamp coupling P/N 556053 is installed in accordance with the "Instructions" sheet in Piper Service Bulletin No. 534 and vibration isolators installed in accordance with Piper Service Bulletin No. 492. NOTE: When replacing the turbine tailpipe clamp coupling, preload the tailpipe against the turbine flange as specified in Piper Service Bulletin Nos. 534 and 462A. (e) 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. (f) The Chief, Engineering and Manufacturing Branch, FAA Eastern Region may adjust the inspection interval specified in this airworthiness directive upon request of an owner or operator submitted with substantiating data through an FAA maintenance inspector. All equivalent alterations or parts must be approved by the said Branch Chief. (Piper Service Bulletin No. 430 also pertains to this subject.) Amendment 39-2559 was effective March 31, 1976. This amendment 39-3325 is effective October 31, 1978.
91-14-22: 91-14-22 TEXTRON LYCOMING: Amendment 39-6916. Docket No. 89-ANE-10. Applicability: Textron Lycoming (formerly Avco Lycoming) direct drive piston aircraft engines (except: O-320-H, O-360-E, LO-360-E, TO-360-E, LTO-360-E and TIO-541 series engines). Compliance: Required at each engine overhaul, after a propeller strike, sudden stoppage, or whenever gear train repair is required. A propeller strike for the purpose of this AD, is defined as a sudden engine stoppage, or loss of a propeller blade or tip. NOTE: Avco Lycoming Service Letter No. L163B dated December 23, 1977, "Recommendations Regarding Accidental Engine Stoppage, Loss of Propeller Blade or Tip," contains additional information on the subject. To prevent loosening or failure of the crankshaft gear retaining bolt, which may cause sudden engine failure, accomplish the following: (a) Inspect the crankshaft counterbored recess, the alignment dowel, the retaining bolt and lock plate, the bolt hole threads, and the crankshaft gear for wear, galling, corrosion, and fretting in accordance with Sections 1 through 7, including all tables and figures in Textron Lycoming Service Bulletin (SB) No. 475, Revision A, dated July 16, 1990. (b) Prior to further flight, repair, rework, or replace damaged or worn parts as identified in paragraph (a) of this AD. (1) Repair and rework crankshaft pilot diameter in accordance with Textron Lycoming SB 475, Revision A, dated July 16, 1990, and replace dowel pin with appropriate size dowel as shown in Table 1 of the service bulletin. (2) Insure that the tapped threads in the gear retaining bolt hole of the crankshaft are clean and undamaged. If threads are damaged, replace crankshaft with a serviceable unit, or have threads repaired by an FAA approved facility specifically approved to do that repair. (3) Inspect the counterbored gear mounting face of the crankshaft to ensure there is no damage due to fretting or galling, as damageof this nature is unrepairable. (4) Repair crankshaft counterbore pilot diameter, if necessary, in accordance with Section 3 of Textron Lycoming SB No. 475, Revision A, dated July 16, 1990. (5) Verify that the crankshaft gear incorporates three .75 inch radius scallops on the flange as shown in Figure 5 of Textron Lycoming SB No. 475, Revision A, dated July 16, 1990. Assemble gear onto crankshaft using a new retaining bolt and lockplate and insure fit of mating parts as described in Section 6 and Figure 6 of the Textron Lycoming Service Bulletin No. 475, Revision A, dated July 16, 1990. (c) Aircraft maybe ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (d) Upon submission of substantiating data by an owner or operator through an FAA Inspector (maintenance, avionics, or operations, as appropriate), an alternate method of compliance with the requirements of this AD or adjustments to the compliance schedule specified in this AD may be approved by the Manager, New York Aircraft Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. The inspection procedures shall be done in accordance with the following Textron Lycoming document: DOCUMENT NO. PAGE NO. ISSUE/REV. DATE SB 475 1-4 A 07/16/90 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 Textron Lycoming, Oliver Street, Williamsport, Pennsylvania 17701. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. This amendment (39-6916, AD 91-14-22) becomes effective on August 19, 1991.
98-12-34: This amendment adopts a new airworthiness directive (AD), applicable to certain CASA Model CN-235 series airplanes, that requires modification of the forward beam of the vertical stabilizer by the installation of a structural reinforcement plate. 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 in-flight structural deformation or failure of the vertical stabilizer, resulting in reduced controllability of the airplane.
89-16-11: 89-16-11 BOEING: Amendment 39-6289. \n\n\tApplicability: All Model 767 series airplanes, identified in Boeing Alert Service Bulletin 767-25A0109, Revision 1, dated April 27, 1989, listed in Group 1 on which Boeing Service Bulletin 767-25-0036 has been accomplished, and airplanes listed in Group 2, certificated in any category. \n\n\tCompliance: Required within 18 months after the effective date of this AD, unless previously accomplished. \n\n\tTo ensure that the escape slide will deploy properly, accomplish the following: \n\n\tA.\tReplace the upper door liner pivot bolts, in accordance with Boeing Alert Service Bulletin 767-25A0109, Revision 1, dated April 27, 1989. \n\n\tB.\tAn 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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region.\n \n\tNOTE: 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, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial 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. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6289, AD 89-16-11) becomes effective on September 7, 1989.
82-07-04: 82-07-04 SCHWEIZER: Amendment 39-4355. Applies to Model G-164A (S/Ns 1726A through 1730A); Model G-164B (S/N 335B through 659B); Model G-164C (S/N 1C through 44C); and Model G-164D (S/N 1D through 22D) airplanes certificated in any category. COMPLIANCE: Required as indicated, unless already accomplished. To assure a positive stop of the fuel shut-off valve at the "ON" position, within the next 100 hours time-in-service after the effective date of this AD, accomplish the following: (a) Modify the fuel shut-off valve control by installation of a new stop-plate, P/N A1552-71, in accordance with instructions in Schweizer Ag-Cat Service Bulletin No. 78 dated January 26, 1982. (b) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (c) Any equivalent method of compliance with this AD, when used, must be approved by the Chief, New York Aircraft Certification Office, FAA, Eastern Region, Federal Building, JFK International Airport, Jamaica, New York 11430; telephone (212) 995-2842. This amendment becomes effective on April 6, 1982.
2007-25-10: 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: A rotating rod in the trailing edge flap control linkage broke in flight. Investigations revealed that the rotating rod had been installed in the wrong side during a maintenance operation. This incorrect installation caused a contact between the rotating rod and its retaining bracket leading, after some time in operation, to the rod breakage and flap asymmetry situation. The consequence on the airplane of the flap asymmetry combined with a latent failure of the asymmetry detection system is classified as a catastrophic failure condition. The unsafe condition is failure of the rotating rod in the control linkage of the trailing edge flap and consequent flap asymmetry during the approach to landing, which could result in reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-03-12: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by two reports of abnormal operation of the components of the ENG START panel or ECP due to liquid spillage in the system, and the subsequent uncommanded engine inflight shutdown (IFSD) of one engine in each case. This AD requires revising the existing airplane flight manual (AFM) to define a liquid-prohibited zone in the flight deck and provide procedures following liquid spillage on the center pedestal, 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.
2020-01-15: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes), and certain Model A310 series airplanes. This AD was prompted by the FAA's analysis of the fuel system reviews on these models conducted by the manufacturer. This AD requires modifying the fuel quantity indicating system (FQIS) to prevent development of an ignition source inside the center fuel tank due to electrical fault conditions. This AD also provides alternative actions for cargo airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
77-01-05: 77-01-05 PIPER: Amendment 39-2803. Applies to model PA-23-250 (6 place) Aztec "F", S/Ns 27-7654001 to 27-7654049 inclusive, 27-7654051 to 27-7654099 inclusive, 27- 7654101 to 27-7654116 inclusive, 27-7654118 to 27-7654131 inclusive, 27-7654133 to 27- 7654146 inclusive, 27-7654148 to 27-7654160 inclusive, 27-7654162 to 27-7654164 inclusive, and 27-7654166 to 27-7654171 inclusive. Compliance required within the next 50 hours' time in service after the effective date of this AD unless already accomplished. To prevent the hazards associated with the chaffing of the wing tip mounted strobe NAV light wire and the possible electrical arcing to the adjacent wing tip rib, accomplish the following: (a) Apply additional insulating material to the applicable electric wiring in accordance with the instructions given in Service Bulletin No. 486, dated October 11, 1976, or with an approved alternate method. (b) 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. 486, dated October 11, 1976, covers this subject.) This amendment is effective January 13, 1977.
97-22-13: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A320 series airplanes, that currently requires revising the Limitations Section of the FAA-approved Airplane Flight Manual (AFM) to instruct the flight crew to maintain a flap setting of "Configuration Full" (CONF FULL) during landing. That AD was prompted by a report of severe control difficulties which occurred on approach with the flaps locked in CONF FULL and the landing gear down. This amendment adds a requirement for installation of a new, improved flight warning computer (FWC), which, when accomplished, constitutes terminating action for the AFM limitation. This action also revises the applicability of the existing AD to include additional airplanes that are subject to the addressed unsafe condition. The actions specified by this AD are intended to prevent reduced controllability of the airplane during approach when the flaps are locked in CONF FULL.
85-17-01: 85-17-01 BOEING: Amendment 39-5118. Applies to all Model 767-200 series airplanes equipped with General Electric (GE) CF6 engines, certificated in any category. Compliance is required as indicated, unless already accomplished. To minimize the potential for engine shutdown or damage due to engine systems ground wiring or terminal failure, accomplish the following within the next 30 days after the effective date of this AD or upon accumulation of 1000 flight hours on any engine, whichever is later: \n\n\tA.\tInspect and repair wiring and terminals as specified in Boeing Alert Service Bulletin 767-71A0019, Revision 3, dated August 23, 1984, or later FAA approved revision, and repeat thereafter at intervals not to exceed 1000 hours; or \n\n\tB.\tAccomplish the terminating modification as specified in Boeing Alert Service Bulletin 767-71A0019, Revision 4, dated March 15, 1985, or later FAA approved revision, as terminating action for this AD. \n\n\tC.\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tSpecial 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 modifications required by this AD. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective September 16, 1985.
87-05-04: 87-05-04 HOFFMANN AIRCRAFT GES.M.B.H.: Amendment 39-5645. Applies to Model H-36 "DIMONA" powered gliders. Compliance is required as indicated, unless already accomplished. To prevent the possible in-flight separation of the wing, accomplish the following: Prior to further flight after the effective date of this AD, install an additional wing/fuselage attachment (latching hooks) Part Number 820.1.58 in accordance with Work Instruction No. 6 referenced in Hoffmann Aircraft Ges.m.b.H. Service Bulletin No. 19, dated November 10, 1986. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, or the Manager, New York Aircraft Certification Office. Hoffmann Aircraft Ges.m.b.H. Service Bulletin No. 19, dated November 10, 1986, identified and described in this document, is 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 this document from the manufacturer may obtain copies upon request to Hoffmann Aircraft Ges.m.b.H., Richard Neutra Gasse 5, A-1210 Wien, Austria. This document also may be examined at the Office of the Regional Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Docket 87-ANE-17, between the hours of 8:00 a.m. and 4:30 p.m., Monday through Friday, except federal holidays. This amendment, 39-5645, becomes effective July 16, 1987, as to all persons except to those to whom it was made immediately effective by individual priority letters issued March 5, 1987, which contained this amendment.
2020-01-10: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-941 airplanes. This AD was prompted by a determination that ram air turbine (RAT) performance may be below the expected (certificated) level when the landing gear is extended. This AD requires installing flight control and guidance system (FCGS) software (SW) X11 Standard (STD), 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.
76-15-08: 76-15-08 PIPER: Amendment 39-2679 as amended by Amendment 39-2724. Applies to: PA-28R-200 serial numbers 28R-7635001 to 28R-7635432 inclusive, PA-32R-300 serial numbers 32R-7680001 to 32R-7680437 inclusive. NOTE: All PA-28R-180, PA-28R-200 and PA-32R-300 airplanes that have had the Nose Gear Trunnion Assembly (Piper part number 67054-00V) replaced with one supplied by the manufacturer between August 1, 1975, and August 1, 1976, must also comply with this airworthiness directive. Compliance required prior to the next flight unless already accomplished. Aircraft located in a non-servicing area may be flown (gear extended) to a service facility for compliance with this airworthiness directive after nose gear trunnion has been visually inspected and a determination made that no obvious cracks exist on the trunnion ear to which the nose landing gear arm spring is attached. NOTE: This initial inspection may be performed by the pilot or by other persons authorized to perform preventive maintenance under FAR 43. If cracks are found, the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed. To prevent possible nose gear collapse accomplish the following: 1. Remove top and bottom engine cowl. 2. Place aircraft on jacks. 3. PA-28R Only - Remove assist springs (part numbers 67168-00V and 67169-00V) from nose gear trunnion (67054-00V) attach lug. 4. PA-32R Only - Remove assist spring (part number 67168-00V), bolt (part number 400 011), and bushings (part numbers 82732-95V & 63900-138V) from nose gear trunnion (67054-00V) attach lug. 5. Install Piper Nose Gear Trunnion Modification Kit 761 074V. 6. Reassemble in reverse order, Steps 3 or 4 (whichever applicable) as outlined above. 7. Install engine cowl. 8. Perform gear retraction and free fall extension to assure proper landing gear operation (refer to PA-28 or PA-32 Service Manual, whichever is applicable. 9. Removeaircraft jacks. Piper Service Bulletin No. 510, Revision B dated August 31, 1976, covers this same subject. An equivalent repair may be approved by the Chief, Engineering and Manufacturing Branch, ASO-210, FAA, P.O. Box 20636, Atlanta, Georgia 30320, telephone 404-526-7407. Amendment 39-2679 became effective August 6, 1976. This amendment 39-2724 becomes effective September 24, 1976.
2007-25-16: We are adopting a new airworthiness directive (AD) for certain McDonnell Douglas Model DC-9-81 (MD-81) and DC-9-82 (MD-82) airplanes. This AD requires, for certain airplanes, inspecting for cracking of the fuselage skin at the upper corners of the forward passenger doorjamb, installing or replacing doublers as applicable, and doing applicable repairs. This AD results from reports of fatigue cracking in the fuselage skin at the upper corners of the forward passenger doorjamb. We are issuing this AD to prevent cracking of the fuselage skin at the upper corners of the forward passenger doorjamb, which could lead to loss of overall structural integrity of the airplane.