Results
2023-05-05: The FAA is superseding Airworthiness Directive (AD) 2021-10-09 for certain CFM International, S.A. (CFM) CFM56-5B and CFM56-7B model turbofan engines with a certain high-pressure turbine (HPT) inner stationary seal installed. AD 2021-10-09 required removal, inspection, and replacement of the affected HPT inner stationary seal and, depending on the findings, replacement of the rotating air HPT front seal, HPT rotor blades, and No. 3 ball bearing. This AD was prompted by cracks found in the rotating air HPT front seal. After the FAA issued AD 2021-10-09, the manufacturer notified the FAA that the service information incorrectly lists the year of certain honeycomb repairs and that affected HPT inner stationary seals could potentially be installed on CFM CFM56-5C model turbofan engines. This AD requires removal, inspection, and replacement of the affected HPT inner stationary seal and, depending on the findings, replacement of the rotating air HPT front seal, HPT rotor blades, and No. 3 ball bearing. This AD also revises the applicability to add CFM CFM56-5C model turbofan engines. The FAA is issuing this AD to address the unsafe condition on these products.
2002-06-08: This amendment adopts a new airworthiness directive (AD), that is applicable to certain Rolls-Royce Corporation (formerly Allison Engine Company) 250-C28 series engines. This amendment requires removal of third stage turbine wheels, part number (P/N) 6899383, with certain serial numbers (SN's), from service before exceeding new, reduced life limits. This amendment also establishes a drawdown program to require the removal of those turbine wheels that exceed the new lower limits. This amendment is prompted by the potential to experience uncommanded shutdown caused by fractures of third stage turbine blade tips and shrouds. The actions specified by this AD are intended to prevent uncommanded shutdown of the engine due to fractures of third stage turbine blade tips and shrouds.
2023-05-06: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-8, 737-9, and 737-8200 airplanes. This AD was prompted by a determination that new airworthiness limitations are necessary to require periodic replacement; or testing, and replacement if necessary; of the oxygen sensor of the nitrogen generation system (NGS). This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate the new airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.
2002-06-09: This amendment adopts a new airworthiness directive (AD) that is applicable to all Airbus Model A300; A300-600; and A310 series airplanes. This action requires certain inspections of the airplane (including the vertical stabilizer, horizontal stabilizer, pylons, wing, and fuselage areas) following an in-flight incident resulting in extreme lateral loading. This action is necessary to detect and correct reduced structural integrity of the airplane following any future event. This action is intended to address the identified unsafe condition.
2025-07-11: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by reports of engine-driven pump hydraulic pressure hoses for hydraulic systems number 1 and 2 chafing against the pylon in the aft equipment bay. This AD requires an inspection of the engine-driven pump pressure hoses for any damage and minimum clearance between the engine-driven pump hydraulic pressure hose and case drain, suction pressure hose, and surrounding pylon structure; and corrective actions if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2002-03-09 R1: This amendment revises an existing airworthiness directive (AD), that is applicable to Honeywell International Inc. (formerly AlliedSignal Inc. and Textron Lycoming) LTS101 series turboshaft and LTP101 series turboprop engines. The existing AD will become effective on March 27, 2002, and requires a one-time visual inspection for surface finish and a one-time fluorescent penetrant inspection for cracks of certain impellers installed on LTS101 series turboshaft and LTP101 series turboprop engines. This amendment requires the same inspections, and in addition, allows installation of impellers that pass those inspections. This revision to the existing AD is prompted by an inadvertent omission in the existing AD to include allowance of installation of impellers that pass inspections required by the AD. The actions specified by this AD are intended to prevent impeller failure from cracks in the impeller back face area, which could result in an uncontained engine failure.
2002-03-52: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2002-03-52, sent previously to all known U.S. owners and operators of Eurocopter France (ECF) helicopters by individual letters. This AD requires checking for a gap between the adhesive bead and the metal bushing bonded on each STARFLEX star arm end (arm end) and, if a gap is found, replacing the STARFLEX with an airworthy part. This AD is prompted by reports of bonding failure between the metal bushing and the arm end that led to severe vibrations resulting in several emergency landings. The actions specified in this AD are intended to detect bonding failure between the metal bushing and each arm end, severe lateral vibrations, and subsequent loss of control of the helicopter.
2002-06-04: This amendment adopts a new airworthiness directive (AD) for specified Eurocopter France (ECF) helicopters that requires replacing the tail rotor hub pitch change plate "SNR" bearing (bearing). This amendment is prompted by fatigue cracks found in the bearings. The actions specified by this AD are intended to prevent seizure of the bearing, loss of tail rotor effectiveness, and subsequent loss of control of the helicopter.
74-06-02: 74-06-02 CESSNA AND PIPER: Amendment 39-1798. Applies to Cessna Models 150, 170, 172 and 175 and Piper Model PA-28-140 airplanes modified in accordance with STCs SA750CE, SA806CE, SA807CE, SA777CE or SA 793CE respectively utilizing Avcon Industries, Inc., kits incorporating defective mufflers. Compliance: Required as indicated, unless already accomplished. To prevent possible leakage of carbon monoxide into the cabin heater system, accomplish the following: A) Prior to further flight, except that the aircraft may be flown in accordance with FAR 21.197 to a base where the inspection may be performed provided that the cabin heater system is in the "Off" position and the cabin fresh air vents are open, and at repetitive intervals not to exceed 5 hours' time in service thereafter, inspect the muffler inner shroud as follows: 1) Remove muffler outer shroud assembly. 2) Visually inspect the inner shroud flare and tail pipe weld area for evidence of cracks orleakage. If cracks or leaks are found, replace the muffler prior to further flight with a serviceable unit. 3) If no cracks or leakage are found during the inspection, safety wire the cabin heat control in the "Off" position. B) Within the next 25 hours' time in service after the effective date of this AD, replace the existing muffler with a serviceable unit, at which time compliance with Paragraph A is no longer required. C) Any alternate method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Avcon Industries Service Letter No. 1, dated February 19, 1974, pertains to this subject matter. NOTE: The defective mufflers are contained in Avcon Kits of the following serial numbers: 556, 557, 562, 565, 580, 583, 584, 585, 588, 589, 591, 596, 597, 598, 599, 603, 604, 605, 608, 612, 618, 621, 623, 624, 627, 628, 632, 640, 642, 643, 644, 649, 650, 656, 659, 668, 669, 674 and 690. Confirmation ofaffected aircraft can be obtained by comparing the Avcon serial number stamped on the STC Kit I.D. tag with the Avcon serial number noted above. STC Kit I.D. tags are mounted near the aircraft manufacturer's I.D. tag. This amendment becomes effective March 18, 1974, to all persons except those to whom it was made effective by letter dated February 22, 1974.
2025-10-08: The FAA is adopting a new airworthiness directive (AD) for certain ATR--GIE Avions de Transport R[eacute]gional Model ATR42-500 and ATR72-212A airplanes. This AD was prompted by a report of potential use of improper material during the production of vertical tail plane (VTP) fittings. This AD requires, for certain airplanes, an inspection for the material of affected fuselage-to-VTP fittings, an inspection report, and corrective actions, and, for certain other airplanes, part replacement, 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.
73-11-02: 73-11-02 PIPER: Amdt. 39-1639 as amended by Amendment 39-1649 is further amended by Amendment 39-1747. Applies to Model PA-34-200 airplanes Serial Numbers 34-E4 and 34-7250001 through 34-7450039 certificated in all categories. Compliance required within the next 10 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 10 hours time in service from the last inspection. To detect weakening of the main landing gear support structure, accomplish the following: (a) Visually check both left and right wing lower surface skins for wrinkling immediately outboard of the wheel well openings. (b) If wrinkles are present, visually check the wing ribs located at the outer end of the wheel wells (wing station 69.24) for cracks and/or wrinkles in the web. These cracks or wrinkles emanate from the forward lower corner where the rib attaches to the main spar and may propagate toward the aft upper corner of the web. (c) If wrinkles are present and Aft Wing Modification Kit, Piper Part No. 760 696V, has not been installed, check the area where the main landing gear aft trunnion fitting attaches to the aft false spar for cracks. (d) If cracks or wrinkles are present in the areas described in (b) or (c), replace affected parts with serviceable parts of the same part number or make an FAA approved repair before further flight. The checks required by paragraphs (a), (b) and (c) should also be accomplished after unusually fast and/or hard landings. Piper Service Bulletin No. 369 pertains to this subject. The initial inspection and repetitive inspections at 10 hours intervals are still required after compliance with Piper Service Bulletin No. 369, and/or after repair/replacement of the rib has been accomplished. The checks required by paragraph (a) may be performed by the pilot. When aft wing modification kit Piper Part No. 760 696V has been installed and the inspection and reservicing of the main landing gear oleo struts has been accomplished in accordance with the "Instructions" section of Piper Service Bulletin No. 406, the repetitive inspections in (a), (b), and (c) above are no longer necessary. NOTE: Serial Numbers 34-7250023; 34-7250090; 34-7250203; 34-7250262; 34- 7250275; 34-7250282; 34-7250290; 34-7250296; 34-7250316; 34-7250317; 34-7250319; 34- 7250322; 34-7250325; 34-7250326; 34-7250328; 34-7250330; 34-7250331; 34-7250333; 34- 7250334; and 34-7250336 and up have had Piper Kit No. 760696V installed at the factory. Amendment 39-1639 became effective May 21, 1973. Amendment 39-1649 became effective May 31, 1973. This Amendment 39-1747 becomes effective December 3, 1973.
2023-06-11: The FAA is adopting a new airworthiness directive (AD) for Viking Air Limited (type certificate previously held by Bombardier Inc. and de Havilland Inc.) Model DHC-2 Mk. I airplanes with Supplemental Type Certificate (STC) No. SA01324CH installed. This AD was prompted by a report of damage in the main wing spar. This AD requires inspecting the wing structure for damage (drill starts, corrosion, cracks, and improperly installed fasteners), repairing damage, and reporting the inspection results if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2023-04-11: The FAA is superseding Airworthiness Directive (AD) 2012-02-07 for certain General Electric Company (GE) CF6-45 and CF6-50 series model turbofan engines with a specified low-pressure turbine (LPT) rotor stage 3 disk installed. AD 2012-02-07 required inspections of high-pressure turbine (HPT) and LPT rotors, engine checks, vibration surveys, an optional LPT rotor stage 3 disk removal after a failed HPT blade borescope inspection (BSI) or a failed engine core vibration survey, established a lower life limit for the affected LPT rotor stage 3 disks, and required removing these disks from service at times determined by a drawdown plan. This AD was prompted by the occurrence of four events of separation of the LPT rotor assembly, which resulted in the LPT rotor assembly departing the rear of the engine. This AD requires inspections of HPT and LPT rotor stage 1 and stage 2 blades, vibration surveys, and use of a lower life limit for the affected LPT rotor stage 3 disks and, as terminating action to the inspections, engine checks, and vibration surveys, this AD requires removal and replacement of the LPT rotor stage 3 disk with a redesigned LPT rotor stage 3 disk. This AD also requires revising the compliance time of the drawdown plan for the removal and replacement of the LPT rotor stage 3 disk and prohibits the installation or reinstallation of certain LPT rotor stage 3 disks. The FAA is issuing this AD to address the unsafe condition on these products.
2002-06-03: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-600, -700, -700C, and -800 series airplanes. This action requires measurement of clearance between a certain retention bracket for the elevator power control unit (PCU) and a quadrant on the inboard side of the right elevator PCU, inspection for loose fasteners in certain retention bracket assemblies for the left and right elevator PCUs, and corrective action, if necessary. This action is necessary to prevent jamming of the elevator flight controls, which could result in reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
2002-05-07: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. For certain airplanes, this action requires repetitive inspections for discrepancies of the rear spar attachments and cracks in the upper flange of the inboard track at the rear spar attachment of each outboard flap, and eventual rework of the flap track assembly and rear spar attachments, including replacement of the flap track with a new track, if necessary. For all airplanes, this action requires repetitive inspections for cracks in the upper flange of the inboard flap tracks at the rear spar attachments, and corrective action, if necessary. The actions specified by this AD are intended to find and fix discrepancies of the inboard tracks of the outboard flaps, which could result in loss of the outboard trailing edge flaps and consequent reduced controllability of the airplane. These actions are intended to address the identified unsafe condition.
72-18-06: 72-18-06 PIPER: Amendment 39-1515. Applies to Piper PA-34-200 airplanes, Serial Numbers 34-E4, and 34-7250001 through 34-7250335, certificated in all categories. Compliance required within the next ten hours time in service after the effective date of this AD, unless already accomplished. To provide a positive means of attachment for stabilator tip balance weights accomplish the following: (a) Remove stabilator tips. (b) Check the balance weight assembly attached to each exposed stabilator rib for looseness. If outer lead weight can be moved rotationally against the rib by hand, it is considered loose. (c) If a balance weight is loose, accomplish paragraph (e) before further flight. (d) If balance weights are satisfactorily secured, accomplish paragraph (e) within the next 50 hours time in service after this inspection. (e) When required by paragraph (c) or (d), remove each balance weight assembly from its attach rib, by removing the three bolts attaching the balance weight assembly plate to the stabilator rib. Replace the AN3H-26A bolts and the lock nuts which attach the balance weights to the assembly plate with AN3-27A bolts and new lock nuts with an AN970-3 washer under each bolt head and under each lock nut. MS21044N3 (AN365-1032) lock nuts or equivalent are required. A drilled head bolt and safety wire is not necessary. Torque the nuts to 35-40 inch- pounds. If balance weights show any signs of damage they must be replaced also. NOTE: Attention must be given to insure that the bolt grip length is correct and the nut has proper engagement since the thickness of the lead weights may vary slightly. If necessary, AN3-30A bolts may be substituted for the AN3-27A bolts or AN960-10 washers may be used between the AN970-3 washers and the bolt head and/or between the AN970-3 washer and the lock nut to obtain proper thread engagement. (f) Reinstall each balance weight assembly to the attach rib as originally installed and safety wire as required. Reinstall stabilator tips. This procedure will not require rebalancing of the stabilator. Piper Service Bulletin Number 367 pertains to this same subject. This amendment becomes effective September 9, 1972 and was effective upon receipt for all recipients of the air mail letter dated August 30, 1972 which contained this amendment.
2023-05-09: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Deutschland GmbH (AHD) Model EC135P3 and EC135T3 helicopters with Helionix installed, and Model MBB-BK 117 D-2 and MBB- BK 117 D-3 helicopters. This AD was prompted by multiple reports of multi-function display (MFD) failures. This AD requires revising the existing Rotorcraft Flight Manual (RFM) for your helicopter. This AD also requires repetitively inspecting the MFD, and depending on the results, installing placards and limiting the operation of the helicopter, and taking other corrective action, 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.
2002-05-05: This amendment adopts a new airworthiness directive (AD) that applies to certain Cirrus Design Corporation (Cirrus) Models SR20 and SR22 airplanes. This AD requires you to incorporate temporary operating limitations into the Limitation Section of the airplane flight manual (AFM) for certain affected airplanes and install a cable clamp external to the cone adapter on the Cirrus Aircraft Parachute System (CAPS) activation cable for all affected airplanes. The operating limitations will reduce the need to use the CAPS system in a loss of aircraft control emergency situation. The installation will prevent the cable housing from going into the rocket cone and will allow the rocket to fire correctly. This AD is the result of a report from the manufacturer that certain CAPS may not activate in an emergency situation. The actions specified by this AD are intended to initially limit the chance of failure of the CAPS activation system in an emergency situation and eventually eliminate this potential failure. Failure of this system would result in occupant injury and/or loss of life and loss of aircraft.
70-16-05: 70-16-05 PIPER: Amdt. 39-1057 as amended by Amendment 39-1446. Applies to the following Model PA-28 airplanes equipped with Piper muffler Part Number 63627-00 or 63688- 00: (a) PA-28-140 airplanes having Serial Numbers 28-20001 through 28-26400 (b) PA-28-150, PA-28-160, PA-28S-160, PA-28-180, PA-28S-180 airplanes having Serial Numbers 28-03, 28-1 through 28-1760A. Compliance required as indicated. To prevent failure of the engine exhaust muffler, accomplish the following: (a) For those airplanes which have mufflers with 950 or more hours time in service on the effective date of this airworthiness directive, unless already accomplished comply with paragraph (c) within the next 50 hours time in service and thereafter at intervals not to exceed 50 hours time in service from the last inspection. (b) For those airplanes which have mufflers with less than 950 hours time in service on the effective date of this airworthiness directive, unless already accomplished, comply with paragraph (c) within the next 50 hours time in service, and thereafter at intervals not to exceed 100 hours time in service from the last inspection. After the muffler has accumulated 950 hours time in service, comply with paragraph (c) at intervals not to exceed 50 hours time in service from the last inspection. (c) Inspect the muffler for signs of cracks, burn-throughs, weld separations, failed internal baffles, and general condition. Remove the muffler assembly by disconnecting air ducts, stacks, shrouds, as necessary to permit a thorough visual inspection of the exterior and interior surfaces with a probe light and mirror. The cabin air heat shroud must also be removed from the muffler. Except during the initial inspection the muffler need not be removed from the airplane, provided visual inspection with probe light and mirror is made through the tailpipe and through one end at the stack connection. Additional information will be found in Advisory Circular 43.13-1, Chapter 14, Section 3. (d) Mufflers found damaged or deteriorated as described above must be replaced or repaired before further flight. Thereafter comply with the inspection requirements of paragraph (a) or (b), whichever is applicable. Repairs may be made by welding in accordance with Advisory Circular AC 43.13-1, Chapter 2, Section 2, or an FAA-approved equivalent. After welding, accomplish a submerged pressure check at 10 psi air pressure. Leaks are not permissible. Do not re-install mufflers having loose, broken, or missing internal baffle tubes. Care should be exercised when re-installing the exhaust system components to prevent distortion or preloading of parts. (e) The inspection time intervals may be adjusted up to a maximum of 10 hours to coincide with airplane annual or 100 hour scheduled inspections. (f) The recurrent inspections required in paragraphs (a) and (b) may be discontinued upon installation of the new improved muffler as follows: (1) Piper Part No. 99482-00 on Model PA-28-140, PA-28-150, PA-28-160, and PA-28S-160. (2) Piper Part No. 99482-02 on Model PA-28-180 and PA-28S-180. (3) Or other equivalent muffler installations approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. Amendment 39-1057 became effective August 10, 1970. This amendment 39-1446 becomes effective May 19, 1972.
72-08-06: 72-08-06 PIPER: Amendment 39-1433. Applies to Model PA 28-140 airplanes, Serial Numbers 28-20000 and up; Model PA 28-150/-160/-180 airplanes, Serial Numbers 28-01 and up; Model PA 28-235 airplanes, Serial Numbers 28-10000 and up; Model PA 32-260 airplanes, Serial Numbers 32-01 and up; and Model PA 32-300 airplanes, Serial Numbers 32-40000 and up. Serial Numbers prefixed by model year, such as 28-7120000 are included in effectivity. For airplanes having main landing gear torque links, P/N 65691-00 or P/N 65691-00V, compliance required within the next 50 hours of torque link time in service from the effective date of this AD, or before the accumulation of 750 hours of torque link time in service, whichever occurs later, unless already accomplished in the last 450 hours of torque link time in service. Repetitive inspections are required at intervals not to exceed 500 hours of torque link time in service from last inspection. To detect cracks adjacent to the 2 1/2" diametermachined boss in any of the four main landing gear torque links (Piper Part No. 65691-00 or 65691-00V) accomplish the following: (a) Remove paint at least one inch away from the large boss by any suitable means which does not leave a wax residue. (b) Clean this area for inspection and allow to dry if necessary. (c) Inspect for cracks by any of the following methods: (1) Visually with the aid of at least a 10 power magnifying glass. (2) Fluorescent or dye penetrant inspection. (3) FAA approved equivalent inspection. (d) If cracks are present, replace the torque links with serviceable torque links of the same part number before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where installation can be performed. Piper Service Letter No. 600 pertains to this same subject; however, compliance times must be in accordance with the provisions of this AD. Operators who have not kept records of hours time in service on individual torque links shall substitute airplane hours time in service in lieu thereof. Previous AD's 67-20-04 and 70-18-05, concerning main landing gear torque links are still applicable. Piper Kit No. 757-123 as mentioned in these AD's contains appropriate hardware for torque link installation and may be reused. This amendment becomes effective April 14, 1972.
2023-05-01: The FAA is adopting a new airworthiness directive (AD) for certain De Havilland Aircraft of Canada Limited Model DHC-8-400 series airplanes. This AD was prompted by reports of flap power unit (FPU) pressure switch failures resulting in flap inoperative events. This AD requires replacing the FPU or replacing the FPU pressure switch and reidentifying the FPU. This AD also prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
2002-05-02: CORRECTION SUMMARY: This document makes a correction to Airworthiness Directive (AD) 2002-05-02, applicable to General Electric Company (GE) CF34-3A1 and -3B1 series turbofan engines. AD 2002-05-02 was published in the Federal Register on March 8, 2002 (67 FR 10606). Information in the Mandatory Inspections Requirements Table is incorrect in two places. In all other respects, the original document remains the same. SUMMARY: This amendment supersedes an existing airworthiness directive (AD), that is applicable to General Electric Company (GE) CF34-3A1 and -3B1 series turbofan engines, that currently requires revisions to the Engine Maintenance Program specified in the manufacturer's Instructions for Continued Airworthiness (ICA) for GE CF34-3A1 and -3B1 series turbofan engines. Those revisions require enhanced inspection of selected critical life-limited parts at each piece-part exposure. The existing AD also requires that an air carrier's approved continuous airworthiness maintenance program incorporate these inspection procedures. This amendment modifies the airworthiness limitations section of the manufacturer's manual and an air carrier's approved continuous airworthiness maintenance program to incorporate additional inspection requirements. An FAA study of in-service events involving uncontained failures of critical rotating engine parts has indicated the need for mandatory inspections. The mandatory inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
2002-04-11: This amendment supersedes an existing airworthiness directive (AD), applicable to certain General Electric Company (GE) GE90 series turbofan engines, that currently requires revisions to the Life Limits Section of the manufacturer's Instructions for Continued Airworthiness (ICA) to include required enhanced inspection of selected critical life-limited parts at each piece-part exposure. This action modifies the airworthiness limitations section of the manufacturer's manual and an air carrier's approved continuous airworthiness maintenance program to incorporate additional inspection requirements. This amendment is prompted by additional focused inspection procedures that have been developed by the manufacturer. The actions specified by this AD are intended to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
70-09-02: 70-09-02 PIPER: Amdt. 39-977 as amended by Amendment 39-1376. Applies to PA-28R-180 airplanes serial numbers 28R-31071 and 28R-31073 through 28R-31266, and PA-28R-200 airplanes serial numbers 28R-35001 through 28R-35698, 28R-35700, 28R-35702, 28R- 35704, 28R-35705, 28R-35709, and 28R-35711 through 28R-35713. Compliance required as indicated. To insure that cracks are not present in the propeller spinners used on the referenced aircraft, comply with paragraph (a) or (b). (a) Within the next 25 hours' time in service after the effective date of this airworthiness directive, unless already accomplished remove spinner body Piper Part No. 66786- 00, 68713-00, or 760290 as applicable; spinner cap Piper Part No. 66785-00 if applicable; and spinner bulkhead Piper Part No. 68734-00 if desirable. Spinner bulkhead removal requires removal of the propeller, which must be accomplished by authorized individuals or repair facilities. NOTE: These airplanes are approved forflight with the spinner removed and the bulkhead installed; or with the spinner and bulkhead both removed. (b) Within the next 25 hours' time in service after the effective date of this airworthiness directive, unless already accomplished, and thereafter at intervals not to exceed 25 hours' time in service, remove the spinner cap and/or body and visually check them and the bulkhead for cracks starting from blade cut-outs, attachment holes, pilot holes, plate nuts, etc. The bulkhead need not be removed for this inspection. Remove from further service all parts on which cracks are found. If no cracks are found, the spinner may be reinstalled. New parts may be installed to replace those found cracked. (c) The checks required by this airworthiness directive may be performed by pilots, including pilots of aircraft engaged in air carrier operations, except removal and replacement of the bulkhead. Removal and replacement of the bulkhead requires removal and replacement of the propeller, which must be accomplished by authorized individuals or repair facilities. NOTE: For the requirements regarding the listing of compliance and method of compliance with this airworthiness directive in the airplane's permanent maintenance record, see FAR 91.173. (d) Time intervals for the visual checks may be adjusted up to a maximum of 10 hours to coincide with aircraft annual or 100 hour scheduled inspections. (e) The recurrent inspections required in paragraphs (a), (b), and (d) may be discontinued upon installation of Piper spinner kit No. 760410V. Piper Service Bulletin No. 309 or later approved revision covers this same subject. Amendment 39-977 became effective April 24, 1970. This Amendment 39-1376 becomes effective January 20, 1972.
2023-04-14: The FAA is superseding Airworthiness Directive (AD) 2020-12- 01, which applied to certain Rolls-Royce Deutschland Ltd. & Co KG (RRD) Trent XWB-75, Trent XWB-79, Trent XWB-79B, and Trent XWB-84 model turbofan engines. AD 2020-12-01 required initial and repetitive inspections of the low pressure compressor (LPC) outlet guide vane (OGV) outer mount ring assembly and, depending on the results of the inspections, possible replacement of the LPC OGV outer mount ring assembly. Since the FAA issued AD 2020-12-01, the FAA determined that these inspections are also necessary for RRD Trent XWB-97 model turbofan engines. This AD was prompted by analysis by the manufacturer of the LPC OGV assembly and LPC OGV outer mount ring assembly which predicted that when the front engine mount is in the fail-safe condition, the most highly stressed LPC OGV assembly has a life that could be substantially less than one shop visit interval. This AD requires initial and repetitive inspections of the LPC OGV outer mount ring assembly and, depending on the results of the inspections, replacement of the LPC OGV outer mount ring assembly, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference (IBR). The FAA is issuing this AD to address the unsafe condition on these products.