Results
2011-02-09: 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: When there are significant differences between all airspeed sources, the flight controls of an Airbus A330 or A340 aeroplane will revert to alternate law, the autopilot (AP) and the auto-thrust (A/THR) automatically disconnect, and the Flight Directors (FD) bars are automatically removed. It has been identified that, after such an event, if two airspeed sources become similar while still erroneous, the flight guidance computers will: --Display FD bars again, and --Enable autopilot and auto-thrust re-engagement However, in some cases, the autopilot orders may be inappropriate, such as possible abrupt pitch command. * * * * * The unsafecondition is the potential for abrupt pitch command which may lead to unexpected maneuvers of the airplane and cause injuries of the crew and passengers, as well as reduced controllability of the airplane, and increased pilot workload. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2002-10-05: This amendment supersedes an existing airworthiness directive (AD), applicable to MD Helicopters Inc. Model MD-900 helicopters, that currently requires inspecting the main rotor upper hub (hub) assembly drive plate attachment flange (flange), determining the torque of each flange nut (nut), and if a crack is found, before further flight, replacing the hub assembly. In addition to the current requirements, this action requires visually inspecting the outer surface of the flange at specified intervals, removing the drive plate and visually inspecting the flange for a crack at specified intervals, and replacing any unairworthy hub assembly. This amendment is prompted by reports that cracks starting at the drive plate attachment holes were found in the hub. The actions specified by this AD are intended to detect a crack in the flange and to prevent failure of the hub assembly, loss of drive to the main rotor, and subsequent loss of control of the helicopter. \n\n\tThe incorporationby reference of certain publications listed in the regulations was approved previously by the Director of the Federal Register as of May 1, 2001 (66 FR 19383, April 16, 2001).
83-14-05: 83-14-05 PIPER: Amendment 39-4685. Applies to Model PA-34-200 (S/N 34-7350343 through 34-7450220) airplanes and (S/N 34-7250001 through 34-7350342) airplanes that have exhaust systems installed in accordance with Piper Service Letter No. 673 and Piper Kit 760-764V, certificated in any category. Compliance: Required as indicated unless already accomplished: To prevent possible power loss or engine stoppage due to blockage of the muffler exit by a failed heat exchanger cone shaped baffle, accomplish the following: a) Within the next 50 hours time-in-service after the effective date of this AD or prior to the accumulation of 1050 hours time-in-service on the heat exchanger/tailpipe assemblies, whichever occurs later and thereafter at intervals not exceeding 100 hours time-in- service: 1) Remove the right and left engine cowling. 2) Remove the coupling at the inlet end of the tailpipe and disconnect the supports at the opposite ends and remove the tailpipeassembly. 3) Drill a 0.50 inch diameter hole in the center tip of the cone shaped deflector. To simplify this procedure, fabricate a drill guide of phenolic or wood about 2.z0 inches in diameter. A suitable size pilot hole can be drilled in the center of the guide and subsequently in the cone shaped deflector. Enlarge the holes until the final size of 0.50 inch diameter has been achieved in the cone shaped deflector. 4) Boroscope each heat exchanger through the 0.50 inch diameter hole. If there are cracks or buckles in the baffle tube assembly, prior to further flight replace the heat exchanger/tailpipe assembly. b) Airplane time-in-service shall be used for heat exchanger/tail pipe time-in-service unless the airplane maintenance records establish a different time-in-service for this component. When the heat exchanger/tailpipe assembly is replaced with a new part, the replacement assembly may accumulate 1,000 hours time-in-service before complying with the initialand 100 hour repetitive inspections required by this AD. c) The time intervals between the repetitive inspections required by this AD may be adjusted up to 10 hours time-in-service to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. d) Airplanes may be flown in accordance with FAR 21.197, to a location where this AD may be accomplished. e) An equivalent method of compliance with this AD may be used, if approved, by the Manager, Atlanta Aircraft Certification Office, FAA, 1075 Inner Loop Road, College Park, Georgia 30337. Piper Aircraft Corporation Service Bulletin 762 dated May 26, 1983, pertains to the subject matter of this AD. This amendment becomes effective on July 20, 1983.
83-10-01: 83-10-01 PIPER: Amendment 39-4649. Applies to Models PA-24-400 (S/Ns 26-2 through 26-148); PA-30 (S/Ns 30-2 through 30-2000); and PA-39 (S/Ns 39-1 through 39-155) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent retention of water contamination and deterioration of the fuel system, accomplish the following: (A) Within the next 50 hours time-in-service after the effective date of this AD and at intervals not exceeding 50 hours time-in-service thereafter, clean and inspect the fuel selector valve strainer filter on all airplanes listed in the applicability statement for water accumulation, contamination, and corrosion of the fuel strainer filter components in accordance with the following procedures: (1) Gain access to the fuel strainer installation by removing the floor panel in the center section of the fuselage (PA-30, PA-39) or between the two front seats (PA-24-400). (2) Remove, drain,and clean fuel strainer housing and filter discs in accordance with the following procedures: a. Separate filter housing from selector valve assembly by removing attaching screws. b. Remove the filter disc assembly from stem by compressing filter retainer spring and removing retainer washer. c. In the event that contamination is found, flush fuel tanks and selector valves and clean filter assemblies using the following procedures: (i) Plug open ends of filter disc to prevent disc dirt from entering. (ii) Wash the disc with suitable cleaner or solvent. Heavy dirt, lint, or dust deposits may be removed from disc with a soft bristle paint brush. (iii) Drain or blow off cleaning fluid and remove plugs. (iv) Inspect bowl gasket and disc filter for damage and replace if necessary. (B) Within the next 100 hours time-in-service after the effective date of this AD, replace the existing fuel selector strainer filter housing on the ModelPA-30 (S/Ns 30-2 through 30-1744) airplanes with Piper P/N 757187 conical-shaped stainless steel strainer housing in accordance with Piper Service Letter No. 589, dated August 18, 1971. NOTE: This may have been previously accomplished per Piper Service Spares Letter No. SP-289 or Service Letter No. 589. (C) Within the next 50 hours time-in-service after the effective date of this AD, fabricate and install a permanent placard as described below having letters with 1/8 inch minimum height on the inside of the hinged access door or adjacent location clearly visible to the pilot during his preflight check. (1) On Model PA-24-400 airplanes the placard must read as follows: "THE FUEL SYSTEM SHALL BE DRAINED DAILY PRIOR TO FIRST FLIGHT AND AFTER REFUELING TO AVOID THE ACCUMULATION OF WATER OR SEDIMENT USING THE FOLLOWING PROCEDURES: a. Move the quick drain valve handle to full aft position to open the strainer quick drain for a few seconds with the fuel cell selector on each cell, including the auxiliary tanks. Allow enough fuel to flow to clear lines as well as the strainer. Positive fuel flow shut-off can be observed through the clear plastic tube. b. Ensure that the drain valve positively closes. c. If it is not possible to observe fuel draining through the clear plastic tube because of a loss in its transparency, replace with a new tube. CAUTION: When draining any amount of fuel, care should be taken to ensure that no fire hazard exists before starting engine." (2) On Model PA-30 and PA-39 airplanes, the placard must read as follows: "THE FUEL SYSTEM SHALL BE DRAINED DAILY PRIOR TO FIRST FLIGHT AND AFTER REFUELING TO AVOID THE ACCUMULATION OF WATER OR SEDIMENT USING THE FOLLOWING PROCEDURES: a. Pull up on the knob located in the center of the selector valves to open the strainer quick drain for a few seconds with the fuel tank selector on the main tank, then change the tank selector to each auxiliary tank and repeat the process. Allow enough fuel to flow to clear the lines as well as the strainer. Positive fuel flow shut-off can be observed through the clear plastic tube which carries the fuel overboard. b. Ensure that the drain valve positively closes. c. If it is not possible to observe fuel draining through the clear plastic tube because of a loss in its transparency, replace with a new tube. CAUTION: When draining any amount of fuel, care should be taken to ensure that no fire hazard exists before starting engine." (D) If insufficient space is available to contain placards with the above information, the following placard may be substituted. "BEFORE THE FIRST FLIGHT OF EACH DAY AND AFTER REFUELING DRAIN THE FUEL SYSTEM IN ACCORDANCE WITH PIPER SERVICE LETTER 851 PART B, ITEM 2.a. and 2.b. (E) The fabrication and installation of the placards required by paragraph (C) or (D) of this AD may be accomplished bythe owner/operator of the airplane who must make an entry in the Airplane Maintenance Record indicating compliance with paragraph (C) or (D) of the AD. (F) The intervals between repetitive inspections required by this AD may be adjusted up to 10 hours time-in-service to allow them to be accomplished concurrent with other scheduled maintenance on the airplane. (G) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (H) An equivalent method of compliance with this AD may be used when approved by the Manager, New York Aircraft Certification Office, Federal Aviation Administration, ANE-170, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. This amendment becomes effective on June 15, 1983.
82-23-01 R1: 82-23-01 R1 PIPER: Amendment 39-4483 as amended by Amendment 39-4603. Applies to Piper Models PA-24, PA-24-250, and PA-24-260 airplanes, modified per Robertson Supplemental Type Certificate (STC) SA2495WE, and PA-30 and PA-39 airplanes, modified per Robertson STC SA2312WE, certificated in any category. COMPLIANCE: Required within 25 hours time-in-service after the effective date of this AD unless already accomplished. To prevent possible loss of airplane control due to an asymmetrical flap extension or retraction, accomplish the following: (a) Install a temporary placard on the panel near the flap actuator which reads: "DO NOT EXTEND FLAPS BEYOND 15 DEGREES (TAKEOFF POSITION)" and operate the airplane in accordance with this limitation. (b) Insert a copy of Figure 1 of this AD dated March 3, 1983, or FAA approved equivalent, in the Airplane Flight Manual. (c) The installation of the placard and insertion of Figure 1 of this AD in the AFM may beaccomplished by the owner/operator of the airplane. This person shall make an appropriate entry in the airplane's maintenance record indicating compliance with this AD. (d) The temporary placard required by paragraph (a) and Figure 1 dated March 3, 1983, inserted in the Airplane Flight Manual as required by paragraph (b) may be removed when a positive flap retraction system is installed in accordance with Robertson Aircraft Corporation Service Bulletin 19 dated October 22, 1982. (e) An equivalent method of compliance with this AD may be used if approved by the Manager, Seattle Area Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. Amendment 39-4483 became effective on November 8, 1982. This Amendment 39-4603 becomes effective April 7, 1983. Figure 1, AD 82-23-01 (March 3, 1983) FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT TO THE PIPER PA-24, PA-24-250, PA-24-260 AND PIPER PA-30, PA-39 AIRPLANE FLIGHT MANUALS This supplement applies to the above aircraft when modified with the Robertson STOL modification under STC SA2495WE or SA2312WE but have not been modified with the Robertson positive flap retraction system described in Robertson Service Bulletin 19 dated October 22, 1982. This document must be carried in the basic manual of the modified aircraft. The information in this document supersedes the basic manual only where covered in the items contained herein. For Limitations, Procedures and Performance not contained in this Supplement, consult the basic manual. I. LIMITATIONS Maximum flap extension is limited to 15 degrees under all flight conditions for electrically-operated flaps or second notch (approximately 18 degrees) for manually-operated flaps. II. PROCEDURES. EMERGENCY Flap operation: If the airplane begins a pronounced roll in either direction upon flap extension or retraction, immediately cease flap operation and reversethe action. That is, if flaps are being retracted and pronounced roll begins, cease retracting the flaps and initiate extension to previous setting or until the roll stops. If flaps are being extended and a pronounced roll begins, cease extending flaps and return flaps to the retracted position. Leave the flaps in the last position found to permit aileron neutral flight and return to a suitable landing field. If flaps are retracted, consider the need for additional landing field length. If flaps are extended, limit airspeed to maximum flaps extended speed (125 m.p.h. - 180K). NOTE The restriction against continuous flap retraction is necessary because of the possibility of asymmetric flaps occurring under certain conditions. With one flap extended to 15 degrees, or second notch (approximately 18 degrees) for manually-operated flaps, the airplane is controllable by coordinated use of ailerons and rudder. The EMERGENCY procedures listed above should be followedif pronounced roll is encountered when flaps are moved. This will restore balanced lift to each wing, permitting normal aileron authority for maneuvering the airplane. III. PERFORMANCE No change.
82-27-08: 82-27-08 PIPER: Amendment 39-4529. Applies to Model PA-38-112 (S/Ns 38-78A0001 thru 38-82A0122) airplanes certificated in any category. COMPLIANCE: Required as indicated after the effective date of this AD, unless already accomplished. To prevent possible inflight failure of the fin and associated fuselage structure because of fatigue damage: (a) On Model PA-38-112 (S/Ns 38-78A0001 through 38-80A0198) airplanes, accomplish the following as indicated: (1) On airplanes which do not incorporate a Piper Kit (P/N 764427) on an undamaged forward fin spar, within 25 hours time-in-service on airplanes that have 300 or more hours time-in-service on the effective date of this AD or upon the accumulation of 325 hours time-in-service on airplanes that have less than 300 hours time-in-service on the effective date of this AD and at intervals not exceeding 100 hours time-in-service thereafter. (i) Inspect the forward surface of the forward fin spar web (P/N 77601-03) in the area of the forward fin spar attachment fitting (P/N 77553-05) for cracks using a dye penetrant method. Remove two forward fin attachment bolts and displace fin spar 1/8" laterally in each direction to increase visibility of spar area adjacent to edge of attachment fitting. Remove any scuff marks on spar by burnishing prior to applying dye penetrant. (ii) Prior to further flight, replace or repair forward fin spars having cracks exceeding one-half inch in length with forward fin spar (P/N 77601-13) and Piper Forward Fin Spar Modification Kit 764427 or an equivalent part. Replace or repair parts which have cracks less than one-half inch within 25 hours time-in-service. (2) On airplanes which do not incorporate fuselage bulkhead assembly (P/N 77553-06), within 25 hours time-in-service on airplanes that have 300 or more hours time-in- service on the effective date of this AD or upon the accumulation of 325 hours time-in-service on airplanes that have less than 300hours time-in-service on the effective date of this AD and intervals not exceeding 300 hours time-in-service thereafter: (i) Inspect the fuselage bulkhead assembly (P/N 77553-02) at fuselage station 221.42, in the area of the forward fin spar attachment plate (P/N 77553-05), for cracks using a dye penetrant method or equivalent. Access to the aft side of the bulkhead may be obtained by removing rudder and adjacent access door and to front side by removing the luggage compartment rear partition. When using luggage compartment, provide a stand to support the aft fuselage and, in order to assure that no associated damage will occur during the inspection, provide a support board for the mechanic. (ii) Prior to further flight, repair or replace bulkheads having cracks exceeding three-quarter inch in length with bulkhead assembly (P/N 77553-06), or equivalent part. Replace or repair parts which have cracks less than three-quarter inch in length within 25 hours time-in-service. (3) On airplanes that do not incorporate a Piper (P/N 77601-16) aft vertical fin spar assembly, (P/N 85606-02) upper rudder hinge shim, and (P/N 85615-02) fuselage bulkhead assembly, prior to the accumulation of 2500 hours time-in-service or within 25 hours time-in-service on airplanes that have 2475 or more hours time-in-service, whichever is later on the effective date of this AD and at intervals not to exceed 200 hours time-in-service thereafter: (i) Inspect the aft vertical fin spar (P/N 77601-02) for cracks in accordance with Piper Service Bulletin No. 745, Part IV, Instruction Section, using a dye penetrant method or equivalent. (ii) Prior to further flight, if cracks are found, repair or replace aft fin spar (P/N 77601-02) and Aft Fuselage Bulkhead Assembly (P/N 77554-02), with Aft Vertical Fin Spar Assembly (P/N 77601-16), Upper Rudder Hinge Shim (P/N 85606-02), and Fuselage Bulkhead Assembly (P/N 85615-02). (4) Within the next 25 hours time-in-service after the effective date of this AD or upon the accumulation of 3000 hours time-in-service, whichever is later, and thereafter at intervals not exceeding 3000 hours time-in-service, replace the forward fin spar attachment plate (P/N 77553-05) with a new part. (b) On Model PA-38-112 (S/N 38-81A0001 through 38-82A0101) airplanes: (1) On airplanes which do not have Piper Kit No. 764421 installed, within the next 25 hours time-in-service from the effective date of this AD or upon the attainment of 3000 hours time-in-service, whichever is later, and at intervals not to exceed 3000 hours time-in- service, replace the forward fin spar attachment plate (P/N 77553-05) with a new part. (2) On aircraft with Piper Kit No. 764421 installed, within the next 25 hours time-in-service from the effective date of this AD or upon the attainment of 5000 hours time-in- service, whichever is later, and at intervals not to exceed 5000 hours time-in-service, replace the forward fin spar attachment plate (P/N 77553-05) with a new part. (c) On Model PA-38-112 (Serial Nos. 38-82A0102 thru 38-82A0122) airplanes, within the next 25 hours time-in-service from the effective date of this AD, or upon the attainment of 5000 hours time-in-service, whichever is later, and at intervals not to exceed 5000 hours time-in-service, replace the forward fin spar attachment plate (P/N 77553-05) with a new part. NOTE: Retirement time for the forward fin spar attachment plate (P/N 77553-05) on S/N 38-82A0123 and higher airplanes is contained in the Airplane Flight Manuals delivered with these airplanes. (d) Airplanes may be flown to a location where the inspection, modification or repairs required by this AD may be accomplished in accordance with FAR 21.197 with prior approval of the Manager, New York Aircraft Certification Office, FAA, New England Region (see address below). (e) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Manager, New York Aircraft Certification Office, FAA, New England Region may adjust the compliance times specified in this AD. Piper Service Bulletins Nos. 710 and 745, both dated October 10, 1982, refer to this subject. (f) Repairs, equivalent parts or equivalent methods of compliance with this AD if used must be approved by the Manager, New York Aircraft Certification Office, FAA, New England Region, 181 South Franklin Avenue, Valley Stream, New York 11581; telephone 516- 791-6221. This amendment supersedes AD 81-04-07 RI, Amendment 39-4272 (46 FR 59530). This amendment becomes effective on January 10, 1983.
2023-11-07: The FAA is superseding Airworthiness Directive (AD) 2021-23- 13, which applied to all helicopters equipped with a radio (also known as radar) altimeter. AD 2021-23-13 required revising the limitations section of the existing rotorcraft flight manual (RFM) for your helicopter to incorporate limitations prohibiting certain operations requiring radio altimeter data when in the presence of 5G C-Band interference in areas as identified by Notices to Air Missions (NOTAMs). Since the FAA issued AD 2021-23-13, the FAA determined that additional limitations are needed due to the continued deployment of new 5G C-Band base stations whose signals are expected to cover most of the contiguous United States at transmission frequencies between 3.7- 3.98 GHz (5G C-Band). This AD requires revising the limitations section of the existing RFM to incorporate limitations prohibiting certain operations requiring radio altimeter data, due to the presence of 5G C- Band interference. The FAA is issuing this AD to address the unsafe condition on these products. In addition, the FAA is requesting comment on the change to the spurious emission level requirement.
83-14-08: 83-14-08 PIPER: Amendment 39-4691. Applies to Model PA-38-112 (S/Ns 38-78A0001 through 38-79A0582) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To standardize and improve the stall characteristics, accomplish the following: a) Install Piper Flow Strip Installation Kit, Part No. 763-930. b) Replace the airspeed indicator with Piper Part No. 61906-02 or 61905-02, or alter the original airspeed indicator markings to read as follows: 1) Red radial 138 knots. 2) Yellow arc from 110 to 138 knots. 3) Green arc from 52 to 110 knots. 4) White arc from 49 to 89 knots. If the instrument is remarked, it must be accomplished by a certificated and appropriately rated instrument repair station. c) Insert Piper Part No. 761-658, Revision 3, dated December 18, 1978, containing performance information applicable to airplanes with Kit P/N 763-930 installed in the Pilot's Operating Handbook. d) Airplanes may be flown in accordance with FAR 91.197 to a location where this AD may be accomplished. e) An equivalent method of compliance with this AD may be used if approved by the Manager, New York Aircraft Certification Office, FAA, Room 202, 181 South Franklin Avenue, Valley Stream, New York 11581. Piper Service Letter No. 876 dated April 12, 1979, covers the subject matter of this AD. This amendment becomes effective on September 27, 1983.
82-27-13 R2: 82-27-13 R2 PIPER AIRCRAFT CORPORATION: Amendment 39-4534 as amended by Amendment 39-4707. Applies to Models PA-31 (S/Ns 31-2 thru 31-7812129), PA-31-300 (S/Ns 31-2 thru 31-511), PA-31-325 (S/Ns 31-7300932 thru 31-7812129), PA-31-350 (S/Ns 31-5001 thru 31-7852171), PA-31T (S/Ns 7400002 thru 31T-7820092, except 31T-7820067), PA-31T1 (S/Ns 31T-7804001 thru 31T-7804011) and PA-31P (S/Ns 31P-1 thru 31P-7730012) airplanes certificated in any category. COMPLIANCE: Required as indicated unless already accomplished. To prevent loss of control due to flap asymmetric conditions caused by failure of the flap extension system, accomplish the following: a) On Models PA-31 (S/Ns 31-2 thru 31-7812129), PA-31-300 (S/Ns 31-2 thru 31- 511), PA-31-325 (S/Ns 31-7300932 thru 31-7812129), PA-31-350 (S/Ns 31-5001 thru 31- 7852171) and PA-31P (S/Ns 31P-1 thru 31P-7730012) airplanes: 1. Within 25 hours time-in-service after April 22, 1982, restrict maximum flap extension to 25 degrees by installation of temporary instrument markings and placards and incorporation of pen and ink changes in the applicable "Airplane Flight Manuals" or "Pilot's Operating Handbook and FAA Approved Flight Manual" in accordance with Part I of Piper Service Bulletin No. 739, dated March I, 1982. The installation of permanent kits prescribed in paragraph a)4 below meets these requirements. 2. Within 100 hours time-in-service after April 22, 1982, and thereafter at intervals not exceeding 500 hours time-in-service, visually inspect the flap flexible drive shaft assemblies for alignment, wear and security of attachment of end fittings to the flexible shaft. Prior to further flight, replace unsatisfactory parts in accordance with Part II of Piper Service Bulletin No. 739, dated March 1, 1982. 3. Within the next 100 hours time-in-service after April 22, 1982, or when last accomplished under AD 76-10-06 or AD 81-11-03 and thereafter at intervals not exceeding 100 hours time-in-service, visually inspect the wing flap transmission for excessive wear. Prior to further flight, rework or replace this assembly, as necessary, in accordance with "Instructions No. 1" of Piper Service Bulletin 494B dated July 17, 1979. 4. Permanent Piper Flap Travel Restrictions and Placard Kit, P/N 764 396, applicable to Model PA-31, PA-31-300, PA-31-325 and PA-31-350 airplanes, and P/N 764 397, applicable to Model PA-31P airplanes, may be incorporated when available. On or before March 31, 1983, install Flap Travel Restriction Supplementary Kit, P/N 764 920L, in accordance with Piper Service Letter 958 dated October 25, 1982, which includes additional stops and modification instructions to preclude the possibility of flap damage. NOTE: Service Letter 958 applies only to those aircraft listed in paragraph a) of this AD which have installed Piper Kit 764 396 or 764 397 with an issue date of March 5, 1982 (820305), in compliance with Piper Service Bulletin 739, Part III, dated March I, 1982. All Piper Kits 764 396 and 764 397 shipped from the factory on or after September 9, 1982, will be identified with a revision date of September 21, 1982 (R82092I), and will incorporate the supplementary material and instructions referenced in this Service Letter. The installation of these later kits can be determined by examination of the center flap tracks for presence of a P/N 71887-02 upper flap stop as shown on page 3 of Piper Service Letter 958 dated October 25, 1982. b) On Model PA-31T (S/Ns 31T-7400002 thru 31T-7520013) airplanes: 1. Within 25 hours time-in-service after April 22, 1982, restrict maximum flap extension to 15 degrees by installation of temporary instrument markings and placards and incorporation of pen and ink changes in the "Pilot's Operating Handbook and FAA Approved Airplane Flight Manual" in accordance with Part I of Piper Service Bulletin No. 741, dated March I, 1982. The installation of permanent placards and manual revisions prescribed by paragraph b)4 below meets this requirement. 2. Within the next 100 hours time-in-service after April 22, 1982, and thereafter at intervals not exceeding 500 hours time-in-service, visually inspect the flap flexible drive shaft assemblies for alignment, wear and security of attachment of end fittings to the flexible shaft. Prior to further flight, replace unsatisfactory parts in accordance with Part I B, Piper Service Bulletin No. 741, dated March 1, 1982. 3. Within the next 100 hours time-in-service after April 22, 1982, or since last accomplished under AD 76-10-06 or AD 81-11-03 and thereafter at intervals not to exceed 100 hours time-in-service, visually inspect the wing flap transmission for excessive wear. Prior to further flight, rework or replace this assembly as necessary in accordance with "Instructions No. 1" of Piper Service Bulletin No. 494B, dated July 17, 1982. 4. Permanent Autopilot/Flap Operation Placard, Piper P/N 81009-02 and permanent "Pilot's Operating Handbook and FAA Approved Airplane Flight Manual" revisions incorporating the same information specified in paragraph b)I may be incorporated when available. 5. Upon installation of Piper Kit 764-398, Wing Flap Transmission Modification Kit, the restrictions and inspections required by paragraphs b)I and 2 are no longer required and temporary markings and manual revisions may be removed and the requirements of paragraph c) below become applicable. c) On Model PA-31T (S/Ns 31T-7520014 thru 31T-7820066, 31T-7820068 thru 31T-7820092) and those airplanes having S/N 31T-7400002 thru 31T-7520013 if Piper Kit 764 398 is installed and Model PA-31T1 (S/Ns 31T-7804001 thru 31T-7804011) airplanes: 1. Within the next 25 hours time-in-service after April 22, 1982, install a Temporary Autopilot/Flap Operating Placard and make temporary changes in the "Airplane Flight Manual" or "Pilot's Operating Handbook and FAA Approved Airplane Flight Manual" in accordance with Part II of Piper Service Bulletin No. 741, dated March 1, 1982. The installation of a permanent placard and manual revisions prescribed by paragraph c)3 below meets these requirements. 2. Within the next 100 hours time-in-service after April 22, 1982, or when last accomplished under AD 76-10-06 or AD 81-11-03 and thereafter at intervals not exceeding 100 hours time-in-service, visually inspect the wing flap transmission for excessive wear. Prior to further flight, rework or replace this assembly as necessary in accordance with "Instructions No. 1" of Piper Service Bulletin 494B, dated July 17, 1979. 3. Permanent Autopilot/Flap Operation Placard, Piper P/N 81009-02 and permanent "Pilot's Operating Handbook and FAA Approved Airplane Flight Manual" revisions incorporating the same information specified in paragraph c)1 may be incorporated when available. d) Upon submission of substantiating data by an owner or operator, through an FAA Maintenance Inspector, theManager, Atlanta Aircraft Certification Office, FAA, may adjust the inspection intervals and compliance times specified in this AD. e) An equivalent method of compliance with this AD when used must be approved by the Manager, Atlanta Aircraft Certification Office, FAA, P.O. Box 20636, Atlanta, Georgia 30320. The following has been approved as an equivalent method of compliance with paragraph a)I, a)2, a)4. 1. Remove wing flap transmissions (20:1 gear ratio): Piper P/N 489-425(L.H.), Dukes P/N 1209-00-1 Piper P/N 489-426(R.H.), Dukes P/N 1210-00-1 2. Install transmissions (40:1 gear ratio): Piper P/N 489-427(L.H.), Dukes P/N 1215-00-1 Piper P/N 489-428(R.H.), Dukes P/N 1216-00-1 or alternatively: 3. Convert the transmissions to 40:1 gear ratio by use of Piper Kit No. 755 050 or No. 764 398 (Dukes Kit No. 1215-1000). The converted units are then identified as: Piper P/N 489-427(L.H.), Dukes P/N 1215-00-1 Piper P/N 489-428(R.H.), Dukes P/N 1216-00-1 4. Remove flexible drive shaft, Piper P/N 486-590 or 486-597, as applicable, and install flexible drive shaft Piper P/N 486-631. 5. Change the Autopilot/Flap Operation Placard located on the pilot's side window molding to read: "OPERATE FLAP CONTROL IN SMALL INCREMENTS TO ASSURE FLAP SYMMETRY. NO FLAP SELECTION WITH AUTOPILOT ENGAGED." 6. Remove red full flap radial position mark on flap position indicator at 25 degrees as required by Part 1 of Piper Service Bulletin No. 739 dated March 1, 1982. 7. Install a Supplement to the POH which reflects appropriate revisions to the pages and paragraphs listed in Piper Service Bulletin No. 739, dated March 1, 1982. Delete the limitations imposed by the 25 degree flap setting and insert those applicable to the 40 degree flap setting. However, retain the instructions for incremental flap extension and retraction. This Supplement must be approved by the Manager, Atlanta Aircraft Certification Office located at the address specified in paragraph e) of this AD. 8. Compliance with Part II of Piper Service Letter No. 959, dated June 10, 1983, is approved as an equivalent means of compliance with paragraphs a)1, a)3 and a)4 of this AD. 9. Compliance with Part I of Piper Service Letter No. 959, dated June 10, 1983, is approved as an equivalent method of compliance with paragraphs a)1 through a)4 of this AD. NOTE: In the event replacement flexible drive shafts are not available for the PA-31, PA-31-300, PA-31-325 and PA-31-350 airplanes, the airplane may be operated with flaps secured in the full-up position provided appropriate performance data is used. This amendment supersedes AD 82-08-06 (Amendment 39-4368 as revised by Amendment 39-4456). Amendment 39-4534 became effective January 11, 1983. This Amendment 39-4707 becomes effective August 18, 1983.
2002-09-13: This amendment adopts a new airworthiness directive (AD) that applies to certain Cessna Aircraft Company (Cessna) Model CESSNA 441 airplanes. This AD requires you to do a one-time inspection of the fuel boost pump wiring inside and outside the boost pump reservoir, and repair or replace the wiring as necessary. This AD is the result of several reports of chafing and/or arcing of the fuel boost pump wiring inside and outside the fuel pump reservoir. The actions specified by this AD are intended to detect and correct chafing and/or arcing boost pump wiring, which could result in arcing within the wing fuel storage system. Such failure could lead to ignition of explosive vapor within the fuel storage system.
2023-12-10: The FAA is superseding Airworthiness Directive (AD) 2022-02- 16, which applied to all The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. AD 2022-02-16 required revising the limitations and operating procedures sections of the existing airplane flight manual (AFM) to incorporate limitations prohibiting certain landings and the use of certain minimum equipment list (MEL) items, and to incorporate operating procedures for calculating landing distances, when in the presence of interference from wireless broadband operations in the 3.7- 3.98 GHz frequency band (5G C-Band) as identified by Notices to Air Missions (NOTAMs). Since the FAA issued AD 2022-02-16, the FAA determined that additional limitations are needed due to the continued deployment of new 5G C-Band stations whose signals are expected to cover most of the contiguous United States at transmission frequencies between 3.7-3.98 GHz. This AD requires revising the limitations section of the existing AFM to incorporate limitations prohibiting certain landings and the use of certain MEL items, and retains the operating procedures from AD 2022-02-16 for calculating landing distances, due to the presence of 5G C-Band interference. The FAA is issuing this AD to address the unsafe condition on these products.
2002-09-08: This amendment supersedes an existing airworthiness directive (AD), that is applicable to Hartzell models ( )HC-( )( )Y( )-( )( )( ) compact series, constant speed or feathering propellers with Hartzell manufactured "Y" shank blades. That AD currently requires initial and repetitive blade inspections; rework of all "Y" shank blades including cold rolling of the blade shank retention radius; blade replacement and modification of pitch change mechanisms for certain propeller models; and changing the airplane operating limitations with specific models of propellers installed. This amendment requires initial blade inspections, with no repetitive inspections; rework of all "Y" shank blades including cold rolling of the blade shank retention radius, blade replacement and modification of pitch change mechanisms for certain propeller models; and changing the airplane operating limitations with specific models of propellers installed. This amendment is prompted by FAA reviews of propeller service histories since the issuance of AD 77-12-06R2. The actions specified by this AD are intended to prevent failure of the propeller blade from fatigue cracks in the blade shank radius, which can result in damage to the airplane and loss of airplane control.
81-23-05: 81-23-05 PIPER AIRCRAFT CORPORATION: Amendment 39-4333. Applies to Piper Aircraft Models PA-28-151 (S/N 28-7415001 through 28-7715314), and PA-28-161 (S/N 28-7716001 through 28-8216066) airplanes certificated in any category. COMPLIANCE: Required prior to further flight and as indicated in the body of this AD. To prevent possible inflight fire, accomplish the following: A) On Piper Models PA-28-151 (S/N 28-7415001 through 28-7715314) and PA-28-161 (S/H 28-7716001 through 28-7916210) airplanes: (1) Remove the rear seat base and check for any broken springs or evidence of electrical contact between the seat springs and the battery. Check the battery box and cover for any evidence of damage, especially wear of the battery box cover caused by contact with the seat springs. If the seat spring or the battery box cover is damaged, repair or replace with serviceable items. If not, reinstall the battery box cover and ensure that all fasteners lock and that the cover is secure. (2) Install the seat base, ensuring that the saddle clamps at the rear of the seat, left and right, are engaged. When the seat base is lowered into position, the forward edge of the seat legs must be at least 0.80 inch aft of the forward vertical face of the wing spar box. (3) Install a placard in clear view of the pilot stating "DO NOT USE REAR SEAT FOR PASSENGERS OR CARGO" and operate the airplane in accordance with this limitation. The placard may be made from any convenient durable material with contrasting color letters at least 1/4 inch high. (4) The requirements of paragraphs A)(1), (2) and (3) may be complied with by a person authorized to perform preventive maintenance in accordance with Federal Aviation Regulation 43.3(h), except that repair or replacement must be accomplished by appropriately rated persons. (5) The placard required by paragraph A) (3) may be removed after the rear seat has been modified in accordance with the instructions contained in Piper Aircraft Corporation Service Kit No. 764, 303V, SEAT AFT BOTTOM MODIFICATION, dated October 29, 1981, and Piper Service Bulletin 631B, dated October 29, 1981. B) On Piper Models PA-28-161 (S/N 28-7916211 through 28-8216066) airplanes: (1) Remove the rear seat base and check for any broken springs or evidence of electrical contact between the seat springs and the battery. Check the battery box and cover for any evidence of damage, especially wear of the battery box cover caused by contact with the seat springs. If the seat spring or the battery box cover is damaged, repair or replace with serviceable items. If not, reinstall the battery box cover and ensure that all fasteners lock and that the cover is secure. (2) Install the seat base, ensuring that the saddle clamps at the rear of the seat, left and right, are engaged. Ensure that the forward legs on the rear seat base are aft of the reference line established by the placard (Piper P/N 35669-194) on top of the spar box, reference Piper Service Bulletin 631B dated October 29, 1981. (3) Before each flight, check that the rear seat base is properly positioned as indicated by the placard. (4) The requirements of paragraphs B)(1), (2) and (3) may be complied with by a person authorized to perform preventive maintenance in accordance with Federal Aviation Regulation 43.3(h), except that repair or replacement must be accomplished by appropriately rated persons. (5) Within the next 50 hours time-in-service after the effective date of this AD, modify the rear seat base in accordance with the instructions contained in Piper Aircraft Corporation Service Kit No. 764 3O3V, SEAT AFT BOTTOM MODIFICATION, dated October 29, 1981, and Piper Service Bulletin 631B, dated October 29, 1981. The repeat preflight checks of paragraph B)(3) may be discontinued after this modification. C) An equivalent method of compliance may be approved by Chief, Engineering and Manufacturing Branch, FAA, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. This amendment becomes effective on March 8, 1982, to all persons except those to whom it has already been made effective by priority letter from the FAA dated November 3, 1981, and is identified as AD 81-23-05.
81-04-05 R1: 81-04-05 R1 PIPER: Amendment 39-4040 as amended by amendment 39-4312. Applies to the following Piper PA-23 Series airplanes certificated in all categories: PA-23 S/N 23-1 thru 23-2046 PA-23-235 S/N 27-505 thru 27-622 PA-23-250 S/N 27-1 thru 27-504 PA-23-250 (6 place) S/N 27-2000 thru 27-8054059 (a) To prevent malfunctioning of the flaps comply with the following: (1) For all referenced airplanes except PA-23-250s (6 place) above S/N 27- 7405300, inspect the flap-spar hinge attachment areas for cracks and repair if necessary in accordance with the instructions paragraph of Piper Service Letter No. 853 dated June 8, 1979, or equivalent as follows: (i) Airplanes with more than 2000 hours in service but not exceeding 3000 hours, inspect and repair if necessary within the next 100 hours in service and thereafter at intervals not to exceed 100 hours in service since the last inspection. (ii) Airplanes with more than 3000 hours in service, inspect and repair if necessary, within the next 50 hours in service, unless already inspected within the last 50 hours in service, and thereafter at intervals not to exceed 100 hours in service since the last inspection. (2) When the flaps are replaced by the appropriate flaps in accordance with the part numbers in the Materials Required section in Piper Service Letter No. 853 dated June 8, 1979, or equivalent, further compliance with (a) is not required. (b) To prevent malfunctioning of the flap control system, comply with the following: (1) For all referenced airplanes, inspect the flap control system for cracks and repair if necessary in accordance with steps 1 through 13 under "instructions" in Piper Service Bulletin No. 671 dated October 20, 1980 or equivalent, and alter in accordance with step 9, as follows: (i) Airplanes with more than 1000 hours in service but not exceeding 2000 hours, comply with (b)(1) within the next 100 hours in service, unless already accomplished. (ii) Airplanes with more than 2000 hours in service, comply with (b)(1) within the next 50 hours in service, unless already accomplished. (2) After the bellcrank, Piper Number 16423-00, is reassembled in accordance with 4e in Service Bulletin 671, conduct a visual inspection of the bellcrank for cracks at intervals not to exceed 100 hours in service after the initial inspection of step 4. If cracks are found replace with new bellcrank Piper P/N 16423-06, or equivalent, before further flight. Upon installation of bellcrank Piper P/N 16423-06, or equivalent, the repetitive inspections are no longer required. Equivalent inspections, parts and alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Upon submittal 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. Amendment 39-4040 was effective February 12, 1981. This amendment 39-4312 is effective February 11, 1982.
2023-12-05: The FAA is superseding Airworthiness Directive (AD) 2022-03- 05, which applied to all The Boeing Company Model 747-8F and 747-8 series airplanes and Model 777 airplanes. AD 2022-03-05 required revising the limitations section of the existing airplane flight manual (AFM) to incorporate limitations prohibiting dispatching or releasing to airports, and approaches or landings on runways, when in the presence of interference from wireless broadband operations in the 3.7- 3.98 GHz frequency band (5G C-Band) as identified by Notices to Air Missions (NOTAMs). Since the FAA issued AD 2022-03-05, the FAA determined that additional limitations are needed due to the continued deployment of new 5G C-Band stations whose signals are expected to cover most of the contiguous United States at transmission frequencies between 3.7-3.98 GHz. This AD requires revising the limitations section of the existing AFM to incorporate limitations prohibiting dispatching or releasing to airports, and approaches or landings on runways, due to the presence of 5G C-Band interference. The FAA is issuing this AD to address the unsafe condition on these products.
81-23-07: 81-23-07 PIPER: Amendment 39-4252. Applies to Model PA-38-112 Serial Nos. 38-78A0001 thru 38-78A0678 certificated in all categories except aircraft incorporating engine mount assembly Piper Part Number 77651-02. To prevent possible nose-gear failure associated with weakening of the engine-mount, accomplish the following unless previously accomplished: a. On aircraft modified in accordance with Piper S/B 617 dated October 12, 1978, or equivalent, with less than 950 hours in service since incorporation of the modification, inspect and replace, if required, the engine mount within the next 50 hours in service after the effective date of this AD, in accordance with Piper S/B 617B dated January 13, 1981, Instructions Paragraph 3 or equivalent. Repeat inspection at intervals not to exceed 50 hours until 1000 hours in service from modification or until replacement of the engine mount with engine mount assembly Piper Part Number 77651-02. Replacement engine mount P/N 77651-02must be installed prior to the accumulation of 1000 hours in service on modified engine mount. b. On aircraft modified in accordance with Piper S/B 617 dated October 12, 1978, or equivalent, with 950 or more hours in service since the modification, within the next 50 hours in service after the effective date of this AD, replace the engine mount with engine mount assembly Piper Part No. 77651-02. c. On aircraft which have not been modified in accordance with Piper S/B 617, dated October 12, 1978, within the next 50 hours in service after the effective date of this AD, replace the engine mount with engine mount assembly Piper Part No. 77651-02. d. Alternative inspections and alterations which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. e. Upon submission of substantiating data through an FAA Maintenance Inspector, the compliance times specified in this AD may be adjusted by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment supersedes AD 79-01-07. This amendment is effective November 16, 1981.
2002-09-12: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Beech Model C90 airplanes. This AD requires you to inspect the left-hand (LH) and right-hand (RH) nacelle and spar assembly for the existence of rivets, and requires you to install rivets if they do not exist or are the wrong size or type. This AD is the result of Raytheon identifying several instances where rivets were either missing or were the wrong size or type on these airplanes. The actions specified by this AD are intended to correct the installation of rivets in the LH and RH nacelle and spar assembly. These rivets must be present and have the correct dimension in order to prevent reduced structural integrity, which could result in structural failure and possible loss of control of the airplane.
2023-12-12: The FAA is superseding Airworthiness Directive (AD) 2022-04- 05, which applied to all The Boeing Company Model 757 and 767 airplanes. AD 2022-04-05 required revising the limitations and operating procedures sections of the existing airplane flight manual (AFM) to incorporate specific operating procedures for landing distance calculations, instrument landing system (ILS) approaches, non-precision approaches, speedbrake deployment, and go-around and missed approaches, when in the presence of interference from wireless broadband operations in the 3.7-3.98 GHz frequency band (5G C-Band) as identified by Notices to Air Missions (NOTAMs). Since the FAA issued AD 2022-04-05, the FAA determined that additional limitations are needed due to the continued deployment of new 5G C-Band base stations whose signals are expected to cover most of the contiguous United States at transmission frequencies between 3.7-3.98 GHz. This AD requires revising the limitations and operating procedures sections of the existing AFM to incorporate specific operating procedures for landing distance calculations, ILS approaches, non-precision approaches, speedbrake deployment, and go- around and missed approaches, due to the presence of 5G C-Band interference. The FAA is issuing this AD to address the unsafe condition on these products.
80-25-07 R1: 80-25-07 R1 STEWART-WARNER CORPORATION: Amendment 39-4028 as amended by Amendment 39-4220. Applies to the following Stewart-Warner oil cooler models: \n\n\nSTEWART WARNER\nMODEL NOS.\nBEGINNING\nSERIAL NOS.\nENDING \nSERIAL NOS. \n8406J\n12558\n16212 \n8406L\n1496\n1763 \n8432K\n514\n541 \n8432L\n631\n964 \n10568C\n1105\n1141 \n10578B\n2212\n2316 \n10599A\n7369\n9013 \n10610A\n1815\n1956 \n10614A\n732\n947 \n10622A\n333\n394 \n10634D\n105\n907 \n8446C\n372\n629 \n8437C\n422\n472 \n10641B\n101\n162 \n8493B\n1269\n1603\n\n\tNOTE: The affected oil coolers were manufactured between July 1, 1979, and November 1, 1980. Oil coolers of the above model and serial numbers that have a date ink stamped next to the nameplate have been inspected by Stewart-Warner and found satisfactory for continued use. \n\n\tThese oil coolers may be installed on, but not limited to, the following aircraft: \n\n\tBellanca Models: 7ECA, 7GCAA, 7GCBC, 7KCAB, 8GCBC, and 8KCAB. \n\n\tCessna Models (including Reims Aviation): 152, A152, F152, FA152, 172I, 172K, 172L, 172M, 172N, 172P, 172RG, F172L, F172M, F172P, 177, 177A, 177B, 177RG, F177RG, R182, FR182, TR182, T182, A188B, T188C, 210N, T210N, and P210N. \n\n\tPiper Model: PA-38-112. \n\n\tMooney Models: M20C, M20E, M20F, M20G, and M20J. \n\n\tGreat Lakes Models: 2T-1A-1 and 2T-1A-2. \n\n\tBeech Models: 269 Series. \n\n\tCompliance is required prior to further flight after the effective date of this AD, unless already accomplished. To prevent the loss of engine oil, accomplish the following: \n\n\t1.\tIf the oil cooler has accumulated 10 hours or less total time in service since new, prior to further flight, replace with an airworthy oil cooler not of the above serial numbers or with an airworthy oil cooler of the above serial numbers that have a date ink stamped next to the oil cooler name plate. \n\n\t\tNOTE: Removed oil coolers may be returned to: Stewart-Warner Corp., Attn: Mr. Ben Gillen, 1514 Drover Street, Indianapolis, Indiana 46221. \n\n\t2.\tIf the oil cooler has accumulated more than 10 hours time in service since new, visually inspect the cooler for oil leakage prior to further flight. \n\n\t\tNOTE: Removal of the engine cowling is not required if it can be positively determined from inspection of areas adjacent to the oil cooler that the oil cooler is not leaking. \n\n\t\tA.\tIf oil leakage is evident, prior to further flight, replace with an airworthy oil cooler not of the above serial numbers or with an airworthy oil cooler of the above serial numbers that have a date ink stamped next to the oil cooler name plate. \n\n\t\tB.\tIf oil leakage is not detected: \n\n\t\t\ti.\tFabricate and install the following placard on the aircraft instrument panel in plain view of the crew, using letters 1/8-inch high minimum: \n\n\t\t\t"Visually check oil cooler for leakage prior to each flight. If leakage is detected, refer to AD Number 80-25-07." \n\n\t\tNOTE: The owner or operator may make and install this placard and conduct the preflight check.This check does not require a logbook entry. The inspection procedures identified in the note following paragraph 2 also apply to this preflight check. \n\n\t\t\tii.\tIf the oil cooler is replaced with an airworthy oil cooler not of the above serial numbers or with an airworthy oil cooler of the above serial numbers that have a date ink stamped next to the oil cooler name plate, the placard can be removed. \n\n\t3.\tAny equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018, telephone (312) 694-7357. \n\n\tAmendment 39-4028 became effective January 29, 1981, as to all persons except those to whom it was made immediately effective by the priority mail letter dated December 5, 1980, which contained this amendment. \n\n\tThis amendment 39-4220 becomes effective September 24, 1981.
2002-09-10: This amendment adopts a new airworthiness directive (AD), that is applicable to CFE Company Model CFE738-1-1B turbofan engines. This amendment requires replacing the high pressure turbine (HPT) stage 1 aft cooling plate and HPT stage 2 disk at or before they reach new reduced life cycle limits. This amendment is prompted by analysis of the existing life cycle limits by the engine manufacturer. The actions specified by this AD are intended to prevent failure of the HPT stage 1 aft cooling plate and HPT stage 2 disk, which could result in an uncontained engine failure and damage to the airplane.
81-16-10: 81-16-10 PIPER AIRCRAFT CORPORATION: Amendment 39-4210. Applies to the following Piper models of aircraft certificated in all categories: PA-44-180 Seminole, S/N 44- 7995001 through 44-8195016; PA-44-180T Turbo Seminole, S/N 44-8107001 through 44- 8107044. Compliance is required as indicated upon receipt of this directive, unless already accomplished. NOTE: An airmail letter was mailed to owners and operators on August 3. To prevent possible damage to the outboard leading edge skin, as well as an aileron out- of-balance condition which could lead to aeroelastic instability, accomplish the following: (a) Before further flight, visually check for cracks at the aileron outboard leading edge balance weight attachment screws. (1) If cracks are found, comply with paragraph (d). (2) If no cracks are found, make log book entry that visual check was made. NOTE: The visual check only may be accomplished by the pilot. (b) At intervals not to exceed25 hours until 100 hours time in service from the effective date of this AD accomplish the following: (1) Inspect, using a 10-power magnifying glass, the left and right aileron outboard leading edge skin for cracks near the balance weight attachment screws. (2) If the skin is cracked near any balance weight attachment screw, comply with paragraph (d) of this AD before further flight. (3) If there are no cracks, make appropriate log book entry of each inspection. (c) Within 100 hours time in service from the effective date of this AD comply with paragraph (d). (d) Reinforce the ailerons outboard leading edge skins by installing Piper's aileron rework kit, Piper Part No. 764 148V in accordance with instructions included with the kit, and make appropriate log book entry. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. Airplanes on which cracks arefound may be flown in accordance with FAR 21.197 and 21.199 to a base where the aileron rework kit can be installed, provided the airplane is not flown in excess of 130 MPH indicated speed. Piper Service Bulletin No. 725A pertains to this subject. This amendment becomes effective September 17, 1981, and was effective upon receipt of the airmail letter mailed August 3 to owners and operators.
2023-11-04: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by a report that a design deficiency was discovered which could allow a no-back pawl to be incorrectly installed in a horizontal stabilizer trim actuator (HSTA). This AD requires a check for part number and serial numbers of the HSTA, and if necessary, inspection of the no-back pawl installation, and corrective action. The FAA is issuing this AD to address the unsafe condition on these products.
2002-09-07: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), and MD-88 airplanes. This AD requires an inspection of the electrical power feeder cables in the aft cargo compartment sidewall for chafing and/or preloading, and corrective actions, if necessary. This action is necessary to prevent possible arcing of the electrical power cables in the aft cargo compartment sidewall and consequent damage to equipment and the adjacent structure, which could result in smoke and/or fire in the cargo compartment. This action is intended to address the identified unsafe condition.
2002-08-17: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-10-10, DC-10-10F, DC-10-15, DC-10-30, DC-10-30F, and DC-10-30F (KC10A and KDC-10) airplanes. This action requires revising the airplane flight manual to advise the flightcrew of necessary procedures if certain thrust reverser indicator lights illuminate or are inoperative, and locking out any affected thrust reverser under certain conditions. This action also provides for returning a thrust reverser to service after it has been locked out. This action is necessary to prevent an uncommanded in-flight deployment of a thrust reverser, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2002-09-01: This amendment adopts a new airworthiness directive (AD), that is applicable to Pratt & Whitney (PW) PW4090, PW4090-3, PW4074D, PW4077D, PW4090D, and PW4098 turbofan engines with 15th stage high pressure compressor (HPC) disks having certain part numbers (P/N's). This amendment requires initial and repetitive borescope inspections of 15th stage HPC disks for cracks in the knife edges, eddy current inspections (ECI's) of blade loading slots if required, and removal of cracked disks. In addition, this amendment requires the removal from service of these P/N disks, at a new lower cyclic life limit. This amendment is prompted by two reports of 15th stage HPC disks with cracks in the outer rim front rail of the blade loading slots, and in the front forward and middle knife edges. The actions specified by this AD are intended to prevent 15th stage HPC disk failures from cracks, which could result in an uncontained engine failure.