Results
78-08-10: 78-08-10 PIPER: Amendment 39-3192. Applies to Piper Aircraft Models PA-31 and PA-31-325 NAVAJO, Serial Numbers: 31-7612040 thru 31-7812023 31-7812025 thru 31-7812035 31-7812038 thru 31-7812041 and 31-7812043 thru 31-7812047 To prevent hazards associated with the fuel selector lever becoming disconnected due to missing parts, accomplish the following within the next 10 hours in service: 1. Remove fuel control panel royalite cover and two belly access plates immediately forward of the main spar, exposing the left and right selector lever pivot attachment points. 2. Inspect each lever for the following attachment hardware (per lever): a) One (1) MS24694-S63 screw (Piper Part Number 410 050); b) One (1) MS20365-1032C nut (Piper Part Number 407 807); c) One (1) AN960-10 washer (Piper Part Number 407 564); d) Two (2) ESNA Part Number 59-022-094-0625 roll pin (Piper Part Number 480 696). NOTE: The nut, washer, and roll pins areon the aft side of the fuel control panel and are more easily viewed from the belly access holes. 3. Install any missing hardware. 4. Inspect lever operation and reinstall panel cover and access plates. 5. The aircraft may be flown in accordance with FAR 21.197 to a location where the AD can be accomplished. (Piper Service Bulletin No. 592, February 16, 1978, pertains to this subject.) This amendment is effective April 25, 1978.
63-15-01: 63-15-01 CONTINENTAL: Amdt. 592, as amended by Amendment 39-903. Applies to all E165, E185, E225, and O-470 Series Engines. (These engines may be installed in such aircraft as Beech 35 Series, Cessna 180, 182, 310 and Navion.) Compliance required at next engine top overhaul, or overhaul, which occurs first. Unless already accomplished in accordance with Continental Motors Corporation Service Bulletin No. M60-1 or AD 61-03-02, remove all exhaust valves CMC P/N 40651, 537844, 538997, or 539449, with or without revision letter suffix, and replace with exhaust valve P/N 626540. Part Number 626540 may be identified by the following: (a) The basic part number with or without revision letter suffix on the combustion surface of the head, or (b) The letter "H" or a triangle stamped or etched 0.06 high on the valve stem between the keeper groove and the end of valve on valves manufactured prior to July 1967. This supersedes AD 61-03-02. Effective July 25, 1963.Revised December 31, 1969.
99-17-07: AD 99-17-07 EUROCOPTER DEUTSCHLAND GMBH: Emergency priority letter issued August 6, 1999. Docket No. 99-SW-49-AD Applicability: Model MBB-BK 117 A-1, A-3, A-4, B-1, B-2, and C-1 helicopters, certificated in any category. NOTE 1: This AD applies to each helicopter identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For helicopters that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (e) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless previously accomplished. To prevent main rotor blade (blade) separation due to failure of a tension-torsion (TT) strap, accomplish the following: (a) Before further flight, (1) Create a component log card or equivalent record for each TT strap. (2) Review helicopter and each TT strap history. Determine the calendar age since initial installation on any helicopter and number of flights on each TT strap. Enter both the age and number of flights for each TT strap on the component log card or equivalent record. For time-in-service (TIS) where the number of flights is unknown, multiply the number of hours TIS by 5 to determine the number of flights. (3) If the total TIS or number of flights and calendar age cannot be determined, the TT strap must be removed from service. (4) Remove any TT strap from service that has either accumulated 25,000 or more flights or is 15 or more years of age. (b) When a TT strap age exceeds 10 calendar years, reduce the allowable number of flights from the maximum of 25,000 flights by 3,000 for each year exceeding 10. Before further flight, remove the TT strap from service before exceeding the allowable number of flights or 15 calendar years, whichever occurs first. (c) If a TT strap age exceeds 10 calendar years but does not exceed the allowable number of flights, inspect the TT strap in accordance with paragraph 2.B.2 of the "Accomplishment Instructions," Eurocopter Deutschland GMBH Alert Service Bulletin MBB-BK 117 No. ASB-MBB-BK 117-10-120 (ASB), according to the following: TT strap calendar age greater than 10 years, inspect within the next 6 weeks. TT strap calendar age greater than 11 years, inspect within the next 5 weeks. TT strap calendar age greater than 12 years, inspect within the next 4 weeks. TT strap calendar age greater than 13 years, inspect within the next 3 weeks. TT strap calendar age greater than 14 years, inspect within the next 2 weeks. (1) If a defect is found as a result of the inspection, remove the TT strap from service prior to further flight. (2) If no defect is found as a result of the inspection, a maximum of 500 flights is permitted on a one-time basis provided the limits of paragraphs (a)(4) and (b) are not exceeded. (d) TT straps, part number (P/N) 2604067 or J17322-1, are not eligible for installation. Prior to installation, P/N 2604067 or J17322-1 must be re-identified according to paragraph 2.B.1 of the "Accomplishment Instructions" of the ASB. (e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Rotorcraft Standards Staff, FAA. Operators shall submit their requests through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Rotorcraft Standards Staff. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Rotorcraft Standards Staff. (f) Special flight permits may be issued for up to five flights in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the helicopter to a location where the requirements of this AD can be accomplished. (g) Copies of the applicable service information may be obtained from American Eurocopter Corporation, 2701 Forum Drive, Grand Prairie, Texas 75053-4005, telephone (972) 641-3460, fax (972) 641-3527. This information may be examined at the FAA, Office of the Regional Counsel, Southwest Region, 2601 Meacham Blvd., Room 663, Fort Worth, Texas. NOTE 3: The subject of this AD is addressed in Luftfahrt-Bundesamt (LBA), Federal Republic of Germany, AD 1999-284, dated August 6, 1999. (h) Emergency Priority Letter AD 99-17-07, issued August 6, 1999, becomes effective upon receipt.
2020-03-17: The FAA superseding Airworthiness Directive (AD) 2015-24-04, which applied to certain Bombardier, Inc., Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes, Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL-600-2E25 (Regional Jet Series 1000) airplanes. AD 2015-24-04 required repetitive inspections of the cage assembly for damaged or detached window louver panel assemblies (WLPAs) and blowout panels (BOPs), and corrective actions if necessary. This AD requires one-time inspections of the WLPAs and BOPs, corrective actions if necessary, and a revision of the existing maintenance or inspection program, as applicable, to incorporate new airworthiness limitations, which would terminate the inspection requirement. This AD was prompted by a determination that new airworthiness limitations, as well as additional actions, are necessary toaddress the unsafe condition. The FAA is issuing this AD to address the unsafe condition on these products.
78-05-05: 78-05-05 PIPER AIRCRAFT CORPORATION: Amendment 39-3148. Applies to PA-31 and PA-31-325 and PA-31-300 aircraft, S/N 31-2 through 31-7512029, and PA-31-350 aircraft, S/N 31-5001 through 31-7552052 certificated in all categories, except airplanes modified to incorporate all three kits denoted in Piper Aircraft Corporation Service Letter 739, dated June 2, 1975. Compliance required within the next 50 hours in service after the effective date of this AD, unless already accomplished. To assure proper latching and thereby prevent inadvertent opening of the cabin door in flight, accomplish the modification excepting the compliance time paragraph described in Piper Aircraft Corporation Service Letter No. 803A, dated November 3, 1977, or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. 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. This amendment is effective March 8, 1978.
2006-11-05R2: The FAA is revising an existing airworthiness directive (AD) for Rolls-Royce plc (RR) RB211-22B series, RB211-524B, -524C2, -524D4, -524G2, -524G3, and -524H series, and RB211-535C and -535E series turbofan engines with high pressure compressor (HPC) stage 3 disc assemblies, part numbers (P/Ns) LK46210, LK58278, LK67634, LK76036, UL11706, UL15358, UL22577, UL22578, and UL24738 installed. That AD currently requires removing from service certain disc assemblies before they reach their full published life if not modified with anticorrosion protection. This AD requires the same actions but relaxes the removal compliance time for certain disc assemblies that have a record of detailed inspection. This AD results from the FAA allowing certain affected disc assemblies that have a record of a detailed inspection, to remain in service for a longer period than the previous AD allowed. We are issuing this AD to relax the compliance time for disc assemblies manufactured both ``before and after 1990'' by providing an option to track the disc life based on a record of a detailed inspection rather than by its entry into service date, while continuing to prevent corrosion-induced uncontained disc assembly failure, resulting in damage to the airplane. DATES: Effective February 21, 2008. The Director of the Federal Register previously approved the incorporation by reference of certain publications listed in the regulations as of February 24, 2004 (69 FR 2661, January 20, 2004). We must receive any comments on this AD by April 7, 2008.
93-14-04: 93-14-04 AIRBUS INDUSTRIE: Amendment 39-8628. Docket 92-NM-216-AD. Applicability: Model A320 series airplanes; manufacturer's serial numbers 002 through 008, inclusive, 010 through 078, inclusive, and 080 through 107, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural integrity of the fuselage, accomplish the following: (a) Prior to the accumulation of 12,000 total landings, or 6 months after the effective date of this AD, whichever occurs later, accomplish the requirements of paragraphs (a)(1) and (a)(2) of this AD, in accordance with Airbus Industrie Service Bulletin A320-53-1024, dated September 23, 1992: (1) Conduct an eddy current inspection to detect cracking around the fastener bolt holes at the inboard flange of the floor beam, in the side box-beams, at the two sides of the pressure floor, and at the vertical integral stiffener between frame 42 and frame 43; and (2) Conduct a detailed visual inspection to detect cracking of the fillet radius of the top outboard flange and the flange corner-radius of the slanted inboard flange of the side box-beam between frame 42 and frame 43. (b) If no crack is detected during either inspection required by paragraph (a) of this AD, repeat the inspections at intervals not to exceed 6,000 landings. (c) If a crack is detected during the inspections required by paragraph (a) or (b) of this AD, prior to further flight, repair the crack in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (d) Prior to the accumulation of 18,000 total landings, accomplish Modification 21202, in accordance with Airbus Industrie Service Bulletin A320-53-1023, dated September 23, 1992, as amended by Service Bulletin Change Notice 0A, dated January 20, 1993; or Revision 1, dated March 23, 1993. Accomplishment of this modification constitutes terminating action for the inspection requirements of this AD. (e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (f) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (g) The inspections shall be done in accordance with Airbus Industrie Service Bulletin A320-53-1024, dated September 23, 1992. The modification shall be done in accordance with Airbus Industrie Service Bulletin A320-53-1023, dated September 23, 1992, which includes Appendix 1, dated September 23, 1992; Service Bulletin Change Notice 0A, dated January 20, 1993, for Airbus Industrie Service Bulletin A320-53-1023, dated September 23, 1992; or Airbus Industrie Service Bulletin A320-53-1023, Revision 1, dated March 23, 1993, which includes Appendix 1, dated September 23, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on August 23, 1993.
99-04-18: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300-600 series airplanes, that requires removal of the fuel level sensing amplifier (FLSA) of the trim tank system, modification of the polarization pin code in the electronics bay, and installation of a new, improved FLSA. 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 continuous aft transfer of fuel due to the FLSA not supplying electrical power to the trim tank overflow sensor, which could result in potential loss of fuel during flight.
98-03-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes. This action requires revising the Airplane Flight Manual (AFM) to prohibit use of the autobrake during landing on contaminated runways. This action also requires replacement of the brake and steering control unit (BSCU) with a new BSCU, which eliminates the need for the AFM revision. For certain airplanes, this action also requires installation of new brakes. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent insufficient braking capability, which could increase the potential for landing overrun.
2020-03-14: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A350-941 and -1041 airplanes. This AD was prompted by reports of loss of retention of the regulator inlet filter retainer on certain crew oxygen cylinder assemblies. This AD requires an inspection of the crew oxygen cylinder assembly for any discrepancy and replacement of an affected crew oxygen cylinder assembly with a serviceable part, 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.
83-07-08: 83-07-08 SHORT BROTHERS AND HARLAND, LTD.: Amendment 39-4606. Applies to Model SC-7, Series 3 (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To preclude malfunction of the ground/air lever mechanism which may prevent the power lever from entering the Beta mode, within the next 100 hours time-in-service after the effective date of this AD, accomplish the following: (a) Modify the ground/air lever P/N SC-7-47-5254 in the engine control system in accordance with Shorts Service Bulletin No. 76-58, Revision 1, dated December 4, 1980. (b) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (c) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment supersedes AD 80-09-01, Amendment 39-3754. This amendment becomes effective on April 11, 1983.
2008-17-11: 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: It has been found that some "caution'' messages issued by the Flight Guidance Control System (FGCS) are not displayed on aircraft equipped with [certain] EPIC software load[s] * * *. Therefore, following a possible failure on one FGCS channel during a given flight, such a failure condition will remain undetected * * *. If another failure occurs on the second FGCS channel, the result may be a hardover command by the autopilot. An unexpected hardover command may cause a sudden roll, pitch, or yaw movement, 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.
2008-03-08: 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: Subsequent to accidents involving Fuel Tank System explosions in flight * * * and on ground, the FAA has published Special Federal Aviation Regulation 88 (SFAR88) * * * [which] required * * * [conducting] a design review against explosion risks. The unsafe condition is the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-02-19: The FAA is superseding Airworthiness Directive (AD) 2003-09-04 R1, which applied to certain Bombardier, Inc., Model CL-600-2B19 (Regional Jet series 100 & 440) airplanes. AD 2003-09-04 R1 required revising the airworthiness limitations for certain structural inspections; repair if necessary; and submission of inspection findings to the airplane manufacturer. This AD revises the applicability to include additional airplanes; revises certain compliance times; and requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a report of fatigue cracks occurring on the pressure floor skin at fuselage stations (FS) 460 and 513. The FAA is issuing this AD to address the unsafe condition on these products.
77-13-21: 77-13-21 PIPER AIRCRAFT CORPORATION: Amendment 39-2946 as amended by Amendment 39-3093. Applies to airplane models PA-24, PA-24-250, and PA-24-260; model PA- 24-400, except S/N 1; and models PA-30 and PA-39, certificated in all categories. For aircraft having 1000 hours or more in service on the effective date of this AD, compliance is required within the next 100 hours in service, and for aircraft having less than 1000 hours in service, compliance is required prior to 1100 hours in service, unless already accomplished in either case. To prevent collapse of the landing gear after manual extension; (a) Accomplish the inspection described on page 3 of Piper Aircraft Corporation Service Letter No. 782A, dated March 21, 1977, and replace components exceeding the specified wear limits, or an equivalent inspection and replacement procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Inspect the main landing gear bungee cords for frayed protective covering, breaks, soft areas, and replace cords exhibiting these conditions. In addition, replace cords every 500 hours in service, or every three years, whichever occurs first. (c) Repeat paragraph (a) at each 1000 hours in service after the prior inspection, and repeat paragraph (b) at each 500 hours in service after the prior inspection, or within one year after the prior inspection, whichever occurs first. (d) Airplanes may be flown in accordance with FAR 21.197 to a base where repairs can be performed. The Chief, Engineering and Manufacturing Branch may adjust the inspection interval upon submission of substantiating data submitted through an FAA maintenance inspector. Amendment 39-2946 became effective July 6, 1977. This amendment 39-3093 is effective December 16, 1977.
2008-03-11: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as distortion of the rudder bars due to rudder control forces during aerobatic operation and nose wheel steering reaction forces. Rudder bar distortion could result in reduced control or loss of control. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
61-19-03: 61-19-03 LOCKHEED: Amdt. 338 Part 507 Federal Register September 20, 1961. Applies to All 049, 149, 649, 749, and 1049 Series Aircraft. Compliance required as indicated. As a result of findings during investigation of a recent Lockheed Model 049 aircraft fatal accident, it is necessary to require the following corrective action. Unless already accomplished within the last 50 hours' time in service, the following special inspection is required at the first layover or stop where qualified maintenance personnel and facilities are available and the inspection can be conducted without undue delay but not to exceed the next 25 hours' time in service after the effective date of this AD. Inspect to ensure that the 5 bolts, nuts, and cotter pins in the parallelogram linkage between the elevator boost valve and boost mechanism are properly secured and safetied. This directive effective September 20, 1961, for all persons except those to whom it was made effective immediately by telegram dated September 8, 1961.
2020-03-13: The FAA is adopting a new airworthiness directive (AD) for Leonardo S.p.A. Model AW189 helicopters. This AD requires inspecting the hydraulic fluid level on each tail rotor (T/R) damper and depending on the inspection results, removing the T/R damper from service and reporting information or repetitively inspecting the T/R damper. This AD is prompted by reports of major leakage of hydraulic fluid in T/R dampers. This condition could result in degradation of T/R damper performance; multiple leaking T/R dampers could result in T/R damage and subsequent loss control of the helicopter. The actions of this AD are intended to address an unsafe condition on these products.
77-19-06: 77-19-06 PIPER: Amendment 39-3041. Applies to Models PA-31, PA-31-300 and PA- 31-325 Serial Numbers 31-2 to 31-7712051 inclusive, and PA-31-350 Serial Numbers 31-5001 to 31-7752092 inclusive, certificated in all categories. To prevent possible hazards in flight associated with a damaged aileron cable, accomplish the following: (a) Within 50 hours in service from the effective date of this AD, unless previously accomplished, inspect the aileron balance and interconnect cables and the flap solenoid for evidence of damage due to electrical arcing between the flap solenoid and the cables. If damage is found, repairs must be effected prior to further flight except that the aircraft may be flown in accordance with FAR 21.197 to a base where a repair can be made. (b) Within 100 hours in service from the effective date of this AD, unless previously accomplished, inspect and repair if necessary the aileron balance and interconnect cables and alter the flap solenoid installation in accordance with the "Instructions" section of Piper Service Bulletin No. 567 dated June 7, 1977, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (c) If the wing flap motor circuit breaker activates after the effective date of this AD, then within the next 10 hours in service, comply with the inspection and repair requirements of paragraph (a). (d) Upon compliance with paragraph b., the inspections requirements of this AD may be dispensed with. (e) Upon request, with substantiating data submitted through an FAA Maintenance Inspector, the compliance time specified in this AD may be adjusted by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective September 27, 1977.
2008-02-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: It has been found that some of the above mentioned MLG special bolts can be defective. The problem is only applicable to specific bolts with serial numbers that start with the letters AT or have the supplier code AT. Investigations revealed that there is a possibility for hydrogen embrittlement which occurs during the manufacture process. Components in this condition can decrease the specific fatigue life and could lead to MLG collapse during operation with consequent loss of airplane control. We are issuing this AD to require actions to correct the unsafe condition on these products.
77-10-09: 77-10-09 PIPER: Amendment 39-2899. Applies to PA-31-325. To prevent possible adverse airplane vibration effects at higher altitudes, accomplish the following within the next 25 hours in service after the effective date of this Airworthiness Directive unless already accomplished: Attach the following operating limitation placard on the pilot's instrument panel between the clock and airspeed indicator in full view of the pilot: "Above 21,000 feet reduce Vno speed 3 m.p.h. per 1000 feet" (Piper Service Bulletin No. 544 refers to this subject.) This amendment becomes effective May 17, 1977.
79-06-02: 79-06-02 BOEING: Amendment 39-3439. Applies to Boeing Model 747 series airplanes certificated in all categories. Compliance required as indicated on Group I and Group II airplanes as identified in Boeing Alert Service Bulletin 747-28-A2092. To prevent abrasion of fuel tank boost pump electrical wires, accomplish the following: \n\n\tA.\tWithin 750 hours time in service or two (2) months after the effective date of this Airworthiness Directive, whichever comes first, unless already accomplished on Group I airplanes with 30,000 hours or more time in service and Group II airplanes with 6000 hours or more time in service, inspect, repair and modify the Number 1 and Number 4 main fuel tank boost pump wiring in the conduits in main fuel tanks Numbers 2 and 3 in accordance with Boeing Alert Service Bulletin 747-28-A2092 dated February 12, 1979, or later FAA approved revision. Equivalent inspections, repairs and modifications may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \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\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, Post Office Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective April 19, 1979.
2020-04-01: The FAA is adopting a new airworthiness directive (AD) for all Pratt & Whitney (PW) PW1519G, PW1521G, PW1521GA, PW1524G, PW1525G, PW1521G-3, PW1524G-3, PW1525G-3, PW1919G, PW1921G, PW1922G, PW1923G, and PW1923G-A model turbofan engines. This AD was prompted by reports of in-flight shutdowns due to oil leaking from the connection between the LP10 oil supply tube and the fuel oil cooler (FOC). This AD requires initial and repetitive gap inspections of the LP10 oil supply tube and the FOC and, if a gap is found, replacement of these parts. The FAA is issuing this AD to address the unsafe condition on these products.
83-07-16: 83-07-16 SHORT BROTHERS AND HARLAND, LTD.: Amendment 39-4618. Applies to Model SC-7 Series 3 (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD. To preclude looseness of either vertical fin accomplish the following: (a) Remove Access Panel Nos. T15, T16, and T17 from the vertical fins in accordance with Shorts Skyvan Maintenance Manual, Chapter 7-00, Page 6, Figure 4, and paragraph (A) (1) of Shorts Service Bulletin No. 55-53, Original Issue, dated June 25, 1979. (b) Apply 12-15 in-lbs torque to the 10-32 UNF bolts (one at a time) that attach the fins to the stabilizer (24 bolts in the front spar and 16 bolts in the rear spar). 1. If torque of 12-15 in-lbs can be applied to each bolt without rotating the bolt, replace Access Panel Nos. T15, T16, and T17 in accordance with Shorts Skyvan Maintenance Manual, Chapter 7-00, Page 6, Figure 4, and return the airplane to service. 2. If a bolt rotates with the application of 12-15 in-lbs of torque, remove each rotating bolt (one at a time) and inspect bolt hole for elongation. (i) If no elongation of the bolt hole is found, add additional washer under the bolt head or nut (maximum of 2 washers under the nut and 1 under the bolt head), apply 12-15 in-lbs torque to bolt and return airplane to service. NOTE: If less than 2 full threads protrude past nut after torquing, replace bolt with a bolt of the same type with a grip length increased by one over the original bolt grip length. (ii) If elongation of the bolt hole is found, reinstall bolts in accordance with paragraphs (b) 1 and 2 of this AD and within 200 hours time-in-service repair in accordance with instructions provided by Short Brothers Ltd., P.O. Box 241, Airport Road, Belfast BT3 9DZ and approved as an equivalent method of compliance in accordance with paragraph (e) of this AD. Replace Access Panel Nos. TI5, T16, and T17 in accordance with Shorts Skyvan Maintenance Manual, Chapter 7-00, Page 6, Figure 4, and return airplane to service. (c) The compliance times required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections and repairs concurrent with other scheduled maintenance of the airplane. (d) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (e) An equivalent method of compliance with this AD if used must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on April 14, 1983.
77-09-10: 77-09-10 PIPER AIRCRAFT CORP: Amendment 39-2892. Applies to models: PA-23-250 (6 place) S/Nos. 27-3837, 27-3944 to 27-4796 inclusive PA-24-260 S/Nos. 24-4783, 24-4804 to 24-5047 inclusive PA-30 S/Nos. 30-1717, 30-1745 to 30-2000 inclusive PA-31 and 31-300 S/Nos. 31-2 to 31-797 inclusive PA-31-350 S/Nos. 31-5001 to 31-5004 inclusive PA-31P S/Nos. 31P-1 to 31P-109 inclusive PA-39 S/Nos. 39-1 to 39-155 inclusive Compliance required within the next 100 hours in service after the effective date of this AD, unless already accomplished. (a) Modify the electric trim switch in accordance with instruction paragraph of Piper Service Bulletin No. 527, dated November 5, 1976, or equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Upon request with substantiating data submitted through an FAA Maintenance Inspector, the compliance time specified in this AD may be adjusted by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment becomes effective May 12, 1977.