Piper Tomahawk AD List

This is Page 3. - 95-93-02 to 98-03-16



 
	95-93-02 Bracket Air Filters  See 96-09-06

	96-09-06 Brackett Air Filters June 6,1996.  Supersedes AD 95-03-02.
	Applicability: Air filter assemblies presented in the 
	following chart that utilize a neoprene gasket installed
	on Piper PA-38, certificated in any category:

	These air filters could be installed as original equipment or in accordance with
	Supplemental Type Certificate (STC) SA71GL or STC SA693CE.
	Air Filter Assembly Airplanes Installed On Piper Models PA-38-112.

	NOTE 1: For airplanes 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 (f) 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 within the next 100 hours Time-In-Service after the effective
		date of this AD, or within the next 100 hours TIS after the last inspection
		accomplished in accordance with AD 95-03-02, whichever occurs first, and
		thereafter as indicated in the body of this AD, unless already accomplished
		in accordance with paragraph (c) of this AD.

	To prevent gasket particles from entering the carburetor because of air filter gasket
	failure, which could result in partial or complete loss of engine power,accomplish the following:
	     (a) Inspect (visually) the inside and outside of the air filter frame for gasket
		 looseness, movement, or deterioration in accordance with Brackett Document
		 I-194, dated March 16, 1994. Continue this repetitive inspection at intervals
		 not to exceed 100 hours TIS, until accomplishment of the terminating action
		 required in paragraph (c) of this AD.
	     (b) If the gasket is found to be damaged, prior to further flight, replace the air
		 filter assembly with one having a retaining lip in accordance with the Brackett
		 INSTALLATION INSTRUCTION SHEET corresponding to the new air filter assembly part
		 number that is applicable to the owner/operator's particular model of airplane:

		Air Filter     Replace with              Instruction Sheet
		BA-2010        BA-2010 Revision A        BA-2004, dated 6/6/95
		BA-4106        BA-4106 Revision D        BA-4105, dated 6/15/95
		BA-4106-1      BA-4106-1 Revision A      RM-1, dated 7/6/95
		BA-4210        BA-4210 Revision B        BA-4205, dated 6/14/95
		BA-5110        BA-5110 Revision H        BA-5105, dated 5/8/95
		BA-5110A       BA-5110A Revision D       BA-5111, dated 5/8/95
		BA-6110        BA-6110 Revision C        BA-6105, dated 6/5/95
		BA-8910        BA-8910 Revision B        BA-8910-3, dated 6/6/95
		AAF-117        BA-4106 Revision D        BA-4105, dated 6/15/95
		AAF-118        BA-5110 Revision H        BA-5105, dated 5/8/95

	    (c) Within the next 500 hours TIS, replace the air filter assembly as a terminating
		action to this AD in accordance with the Brackett INSTALLATION INSTRUCTION SHEET
		corresponding to the new air filter assembly part number that is applicable to
		this model of airplane as specified in paragraph (b) of this AD.
	    (d) The replacement in paragraphs (b) and (c) is considered terminating action for
		the repetitive inspection required by this AD.
	    (e) Special flight permits may be issued in accordance with sections 21.197 and
		21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate
		the airplane to a location where the requirements of this AD can be accomplished.
	    (f) An alternative method of compliance or adjustment of the initial or repetitive
		compliance times that provides an equivalent level of safety may be approved by
		the Manager, Los Angeles Aircraft Certification Office, FAA, 3960 Paramount
		Boulevard, Lakewood, California 90712. The request shall be forwarded through an
		appropriate FAA Maintenance Inspector, who may add comments and then send it to
		the Manager, Los Angeles Aircraft Certification Office.

	NOTE 2: Information concerning the existence of approved alternative methods of compliance
		with this AD, if any, may be obtained from the Los Angeles Aircraft Certification Office.
	    (g) Alternative methods of compliance approved in accordance with AD 95-03-02
		(superseded by this action) are considered approved as alternative methods of
		compliance with this AD.
	    (h) The inspections and replacements required by this AD shall be done in accordance
		with Brackett Air Filter Document I-194, dated March 16, 1994 and with the
		Brackett INSTALLATION INSTRUCTION SHEET corresponding to the new air filter
		assembly part number that is applicable to this model of airplane referenced as
		specified in paragraph (b) of this AD.

	96-09-10 Lycoming Oil Pump Impeller Final rule effective July 15,1996.
	 Requires replacement of sintered iron and aluminum impellers. This AD is intended to prevent an oil pump failure
	 due to impeller failure. Superceedes AD 81-18-04, to require replacement of sintered iron oil pump impellers and
	 oil pump shafts with impellers and shafts made of aluminum or hardened steel.
	 
	 See Lycoming SB 381C of Nov 7,1975; SB 385C of Oct 3,1975; SB 454 B of Jan 2,1987; SB 455D of Jan 2,1987;
	 and SB 456 F of Feb 8,1993.
       
	 The FAA's analysis of 7 years of Service Difficulty Reports indicate that the aluminum impeller does not have the
	 reliability of the hardened steel impeller and is only slightly more reliable that the sintered iron impeller.
	 Based on that analysis the FAA has issued Safety Recommendation 92.052 that recommends replacement of the
	 aluminum impeller within 100 hours time in service (TIS).

	 Several commenters state that the aluminum impeller should be replaced at overhaul rather than at 750 hours TIS
	 because of the difficulty of accomplishing the modification without engine disassembly and thereby possibly
	 introducing maintenance errors with resultant engine failure. The FAA concurs. The FAA has revised the compliance
	 time for replacement of the aluminum impeller to the next overhaul. However, the FAA has included a calendar
	 end-date of July 15,2001. Considering the low time accumulation rate for the types of aircraft involved, a large
	 percentage will reach 500-750 hours TIS within five years.

	 One commenter states that the AD should address only Lycoming impellers, P/N LW 13775, because impellers
	 manufactured by other companies under a FAA PMA have excellent reliability. The FAA does not concur. The
	 FAA's analysis of the SDR's and Accident/Incident reports does not support distinguishing between impellers
	 made by Textron and impellers made by other companies. The SDR's do not always list the P/N, or manufacturer
	 of the failed impellers. Some are simply referred to as "aluminum impeller." Also, the format of the
	 Accident/Incident Reports does not include P/N.

	 This AD reduces compliance time from 2,000 hours TIS to 100 hours TIS for engines affected by SB 456. The
	 FAA has determined that a further reduction to 25 hours TIS is not justified.

	 The FAA has reviewed and approved the technical contents of SB 524 of Sep 1,1995, that combines the
	 requirements of, and supersedes SB's 381, 385, 454, 455, and 456; and SI 1009AJ of July 1,1992, that describes
	 established time between overhaul (TBO) for Lycoming engines. In addition, this final rule reduces the original
	 time of compliance of certain engines from 2,000 hours, required by paragraph (c) of AD 81-18-04 to 100 hours TIS.

	 It will take approximately 4.5 work hours per oil pump to accomplish the required actions, and that the average
	 labor rate is $60 per work hour. Required parts will cost approximately $270.

	 Note 2: This AD applies to each engine identified in the preceding applicability provision, regardless of whether
	 it has been modified, altered, or repaired in the area subject to the requirements of this AD. For engines that have
	 been modified, altered, or repaired so that the performance of the requirements of this AD is affected,
	 the owner/operator must use the authority provided in paragraph (f) to request approval from the FAA. This approval
	 may address either no action, if the current configuration eliminates the unsafe condition, or different actions
	 necessary to address the unsafe condition described in this AD. Such a request should include an assessment of
	 the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence
	 of any modification, alteration, or repair remove any engine from the applicability of this AD.

	 To prevent oil pump failure due to impeller failure, do the following:
	  (a) For engines listed by S/N in Lycoming SB 455D of Jan 2,1987;
	    (1) Replace the sintered iron oil pump impeller and shaft with a hardened steel impeller and shaft as per
	        SB 454B, SB 455D, or SB 524 within 25 hours after JUly 15,1996.
	    (2) No action is required if engines have complied with AD 81-18-04, 81-18-04 R1, or 81-18-04 R2, and have
	        incorporated oil pumps with a hardened steel impeller and shaft. Engines that have oil pumps fitted with an
	        aluminum impeller and shaft must comply with paragraph (c) of this AD.
	  (b) For engines listed by S/N in SB 456F or SB 524 that have a sintered iron impeller, do the following:
	    (1) Replace any sintered iron oil pump impeller and shaft with a hardened steel impeller and shaft in as per SB 456F
	        or SB 524 within 100 hours or 1 year after July 15, 1996D, whichever occurs first. Total time on the sintered iron
	        impeller must not exceed 2,000 hours since new or overhaul.
	    (2) No action is required if engines have complied with AD 81-18-04, 81-18-04 R1, or 81-18-04 R2,
	        and have incorporated oil pumps with a hardened steel impeller and shaft. Engines that incorporate
	        oil pumps fitted with an aluminum impeller and shaft must comply with paragraph (c) of this AD.
	  (c) For all other affected engines, replace any aluminum oil pump impeller and shaft assembly with a
	       hardened steel impeller and shaft assembly in accordance with SB 455D of Jan 2,1987,
	       or SB 456F of Feb 8,1993, or SB 524 of Sept 1,1995, as applicable, as follows:
	    (1) Replace at next engine overhaul (not to exceed the hours specified, for the particular engine model,
	        in SI 1009AJ, dated July 1, 1992), at next oil pump removal, or by July 15,2001, whichever occurs first.
	    (2) No action is required if engines are complied with AD 81-18-04, 81-18-04 R1, or 81-18-04 R2, and have
	        incorporated oil pumps with a hardened steel impeller and shafts. SB 455A of Aug,1981, and SB 455B of Jan 2,1987,
	        and SB 456of Aug 21,1981,introduced steel driving impeller, P/N 60746, and aluminum driven impeller,
	        P/N LW13775. SB 524 includes information regarding engines which may incorporate aluminum impellers.
	  (d) Engines subject to AD 75-08-09 must have incorporated AD 75-08-09 before this AD can be accomplished.
	  (e) Sintered iron and aluminum impellers approved as PMA replacements must be installed as per paragraphs
	       (a), (b), or (c), as applicable of this AD.
	   (h) The actions required by this AD shall be done in accordance with the following service bulletins:
	----------------------------------------------------------------------
	         Document No.       Pages      Date
	----------------------------------------------------------------------
	Avco Lycoming SB 381C       1-4    Nov  7,1975

	Avco Lycoming SB 385C       1-4    Oct  3,1975
	   Supplement No. 1                1     Mar 18,1977

	Avco Lycoming SB 454B       1-3    Jan  2,1987

	Avco Lycoming SB 455D       1-3    Jan  2,1987

	Textron Lycoming SB 456F    1-3    Feb  8,1993

	Textron Lycoming SB 524      1-3    Sept 1,1995
	   Attachment               1-4

	Textron Lycoming SI 1009AJ  1-3    July 1,1992

	  Comments from AOPA
	 This is a revision/update on old AD 81-18-04R2 which required owners to replace either iron or aluminum impeller
	 gears with steel gears at next overhaul, or at manufacturers recommended TBO whichever comes first. This new AD
	 goes further, and requires replacement of iron gears after next 100 hours TIS (time in service), not to exceed
	 recommended TBO. Aluminum gears must now be replaced within 5 years or at manufacturers recommended TBO,
	 whichever comes first. Here’s the scoop: Only about 4000 airplanes might have the iron gears that require
	 replacement in 100 hours. The other 40,000 have aluminum gears, which have the 5 years or TBO ‘til replacement.
	 Most early complaints are coming from AOPA members who had expected to run beyond recommended TBO
	 (they must now replace the pump gears first). FAA is allowing, by waiver, 45 to 120 days if already over TBO.
	 So how can I tell whether my airplane is affected? Here’s the trick: logbooks and/or overhaul parts lists should have
	 the part numbers of the gears installed at overhaul. You can then call either Lycoming at 717-323-6181 or
	 Superior Air Parts at 214-233-4433 to determine by part number which metal was used in their gears. Note: you may
	 not find the part numbers in the parts listing or logbook. Only an A&P is licensed to determine for sure, just as
	 any AD! More tricks: the AD references a Lycoming service bulletin, SB524 among others, but all of these SB's only
	 apply to engines never overhauled. Obviously, most engines in the field have been overhauled at least once so
	 parts numbers have to be checked. Further notes: engines newly built or remanufactured by Lycoming, or parts
	 sold by Lycoming after April 1,1985 are OK. Also, engines built before 1970 did not have iron gears in impellers,
	 but may have had aluminum gears. Again, this would only be helpful if the engine has not already been overhauled
	 in the field. Not too likely, but 3 of the first 8 calls AOPA received on this issue had never been overhauled.
	 Best advice for engines with affected parts: Replacement cost for  impeller gears run about $300 for parts plus labor
	 of 4 to 10 hours. Again, this AD may convince you to overhaul your engine early, because removal of the engine is
	 probably going to be necessary in perhaps 75% of the situations. Although this engine removal is indeed a large
	 block of labor, it is not a good reason (from a cash flow basis) to force an overhaul. Understandably, it may be more
	 of a psychological judgment: "I should just overhaul my engine while it’s out"

	98-01-06 Marvel-Schebler Carburetor Venturi
	 Applicable to Precision Airmotive carburetors, that currently requires the inspection of those carburetors equipped
	 with a two-piece venturi at each annual inspection to determine if the primary venturi is loose or missing, and requires
	 the replacement of a two-piece venturi with a one-piece venturi within 48 months after the effective date of the existing
	 AD. This amendment eliminates the requirement to install a one-piece venturi, and allows the installation of a one-piece
	 venturi on affected carburetors as an optional terminating action; or, requires repetitive inspections of a two-piece
	 venturi. This AD also requires the installation of a new fuel nozzle on certain carburetors when a one-piece venturi
	 is installed.
 
	 Since the options of installing a two-piece venturi and maintaining continuing inspections, or installing a new fuel
	 nozzle on carburetors with one-piece venturis when engines run rough or do not obtain rated power both result in
	 equivalent levels of safety, the FAA has determined that both options should be presented in the AD.   

	 Precision Airmotive (Facet Aerospace and Marvel-Schebler) Model MA-3, MA-3A, MA-3PA, MA-3SPA, carburetors
	 installed on Lycoming O-235 engines.

	 Note 1: This AD applies to each carburetor identified in the preceding applicability provision, regardless of whether
	 it has been modified, altered, or repaired in the area subject to the requirements of this AD. For carburetors 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 (f) 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.

	 To prevent disruption of fuel flow to the engine do the following:
	 (a) For Precision Airmotive Model MA-3A, A-3PA, MA-3SPA carburetors:
	  (1) Prior to further flight, inspect the carburetor to determine if a two-piece venturi is installed. Carburetors that have
	      the letter ``V'' stamped or etched on the lower portion of the data plate, or that have a black,yellow, or blue data
	      plate showing the Precision Airmotive logo, or that have a black Facet Aerospace data plate with a S/N with 750,
	      are already equipped with a one-piece venturi and no further action is necessary provided the engine does not
	      subsequently run rough or experience power loss.
	  (2) If a two-piece venturi is installed, inspect the carburetor at each annual, 100-hour, or progressive inspection,
	      to determine if the primary venturi is loose or missing. If either of these conditions is found, prior to further
	      flight, repair the carburetor by installing a serviceable two-piece venturi or by installing a one-piece venturi
	      in accordance with Precision Airmotive SB MSA-2, Rev 1, of Nov.11,1991, Rev.2 of Dec.28,1993, or Rev.3 of
	      Oct.10,1995. Installing a one-piece venturi constitutes terminating action for the repetitive inspection
	      requirements of this paragraph.
	  (3) If a one-piece venturi is already installed and the engine subsequently runs rough or experiences power loss,
	      do either of the following:
	   (i) Modify the carburetor in accordance with paragraphs (c),(d) or (e) of this AD, as applicable; or
	   (ii) Install a carburetor containing a two-piece venturi and resume the repetitive inspections required by paragraph
	       (a)(2) of this AD.
	 (b) For Model MA-3 series carburetors: at the next annual, 100-hour, or progressive inspection, whichever occurs first,
	     inspect the carburetor to determine if the primary venturi is loose or missing. If either of these conditions are found,
	     prior to further flight, repair the carburetor by installing a serviceable two-piece venturi, or replace the entire
	     carburetor with a serviceable carburetor. Repeat this inspection at each annual, 100-hour, or progressive inspection.
	 (c) N/A
	 (d) N/A
 	 (e) N/A
	 (h) The actions required by this AD shall be done in accordance with the following Precision Airmotive Corporation SBs:
		----------------------------------------------------------------------------------------------------------------
          	 Document No.                Pages              Revision                           Date
		----------------------------------------------------------------------------------------------------------------	
		MSA-2.............................          1-3  1                           November 11, 1991.    Total Pages: 3.
		MSA-2.............................          1-3  2                           December 28, 1993.    Total Pages: 3.
		MSA-2.............................          1-4  3                           October 10, 1995.     Total Pages: 4.
		MSA-7.............................          1-3  Original                    September 30, 1994.    Total Pages: 3.
		MSA-8.............................          1-3  Original                    July 10, 1995.    Total Pages: 3.
		MSA-9.............................          1-3  Original                    October 10, 1995.    Total Pages: 3.
		----------------------------------------------------------------------------------------------------------------
                This amendment becomes effective on February 13, 1998.

	98-03-16 Rudder Upper Hinge Bracket
	 Requires repetitively replacing the Rudder Upper Hinge Bracket. Reports of fatigue cracks and the manufacture of a
	 new Bracket with a life limited improved design prompted this action. The actions specified by this AD are intended
	 to prevent cracks which could result in separation of the rudder from the airplane. Effective March 16,1998.
   
	 Applies to S/N 38-80A0166 thru 38-82A0122. 153 airplanes. The action proposed to require repetitively replacing
	 the upper rudder hinge bracket, P/N 77610-02 with a new upper rudder hinge bracket, P/N 77610-03. The upper
	 rudder hinge bracket must be replaced regularly because it is life-limited. As per SB 686 of May 23,1980.
    
	 It will take approximately 2 workhours per airplane to accomplish this action, and that the average labor rate is
	 approximately $60 an hour. Parts cost approximately $60 per airplane. 

	 The serial numbers listed above do not match the serial numbers in Piper SB 686 of May 23,1980. This AD takes
	 precedence over the applicability section in SB 686. This AD applies to each airplane
	 identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired
	 in the area subject to the requirements of this AD. For airplanes 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 (c) of this AD. The request should include an assessment of the
	 effec 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 in the body of this AD, unless already accomplished.

	 To prevent cracks in the upper rudder hinge bracket, which could result in separation of the rudder from the airplane
	 and loss of control of the airplane, dp the following:
	 (a) Upon the accumulation of 5,000 hours TIS or within the next 100 hours after March 16,1998, whichever occurs later,
	     remove and replace the upper rudder hinge bracket, P/N 77610-02 with a new upper rudder hinge bracket,
	     P/N 77610-03. Then, at intervals not over 5,000 hours, replace the upper rudder hinge bracket, P/N 77610-03, with
	     a new upper rudder hinge bracket, P/N 77610-03 as per SB 686, dated May 23,1980.
	 (d) The removal and replacements required by this AD shall be done as per SB 686. Copies may be had from
	     The New Piper Aircraft Corp, Attn: Customer Service, 2926 Piper Dr., Vero Beach, Florida 32960. 

02-07-95 Textron MSB 518A Thermo By-Pass Valve Loose Nut 01-26-95 Textron MSB 522 O-235 Push Rod P/N 73806V & X. N/G Service Life Limits PIPER Information Manual Section 2.18 (a) Lower Longitudinal Trim Springs, drawing 37523 or 61916-2, 1500 hours. (b) Wing, drawing 77352 and associated structure, 11,000 hours maximum. (c) Steel Upper Rudder Hinge, drawing 77610-03, 5000 hours. (d) Fin Spar Attachment Plate, drawing 77553-05. S/N 78A0001 thru 80A0198. 3000 hours. S/N 81A0001 thru 82A0101 without Kit 764421 installed, 3000 hours. S/N 81A0001 thru 82A0101 with Kit 764421 installed, 5000 hours. S/N 82A0102 and up, 5000 hours. AUSTRALIA AD/PA-38/27 Wing Fatigue 3/98 Piper PA-38 Tomahawk Aeroplanes Applies to: All PA-38-112 aircraft. Requirement: Retire wing and associated structure. This includes the wing attachment fittings both in the wing and the fuselage. Compliance: Within 200 hrs time in service (TIS) after 26 February 1998 or at 11000 hrs TIS, whichever occurs last. Background: This AD mandates the Service Life Limit listed in the Maintenance Manual and the USA FAA Type Certificate Data Sheet. This AD is effective as of February 26,1998. Web site

AOPA and other reports on the Tomahawk Stall/spin controversy
----- AOPA Air Safety Report Feb. 1997---- Follow-up article----- NTSB wants new Spin Tests

Search Tail Numbers------ FAA Regs - AD's etc.------ NTSB Accident Reports
Sport Flyer.com ------ Engine/Prop Info------ Aviation Weather------ AirSpace Class

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