Results
94-14-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires either the removal of the girt bar visual indicator brackets on passenger exit doors, or modification of the lanyard connecting the survival kit to the slide/raft. This amendment is prompted by a report that, during an emergency evacuation demonstration, the lanyard became entangled on the girt bar indicator mechanism, and subsequently prevented an exit door from opening fully to a locked position. The actions specified by this AD are intended to prevent the lanyard from becoming entangled and interfering with proper opening of the exit door, a situation which could impede the successful evacuation of passengers through the door during an over water operation where ditching is required.
2005-25-10R1: We are revising an existing airworthiness directive (AD) for the products listed above. That AD currently requires initial and repetitive ultrasonic inspections of propeller hubs, part number (P/N) 660709201. This new AD requires introducing a new hub assembly P/N as an optional terminating action to the repetitive hub inspections. This AD was prompted by the need to [[Page 54927]] introduce an optional terminating action for the repetitive inspections. We are issuing this AD to prevent propeller hub failure due to cracks in the hub, which could result in loss of control of the airplane.
2003-03-12: This amendment adopts a new airworthiness directive (AD), that is applicable to Turbomeca S.A. Arriel 1 A2, 1 C, 1 C1, 1 C2, 1 D, 1 D1, 1 E2, 1 K, 1 K1, 1 S, 1 S1 and Arriel 2 B, 2 B1, 2 C, 2 C1, 2 S1 series turboshaft engines. This amendment requires the insertion of a sleeve in the attachment boss of the compressor bleed valve, and bonding the sleeve in the bleed-valve mounting pad. This amendment is prompted by several cases of contained centrifugal compressor impeller blade ruptures that occurred in service. The actions specified by this AD are intended to prevent acoustic excitation of the centrifugal compressor impeller blades resulting in contained compressor impeller blade ruptures and power loss that could lead to an uncommanded in-flight shutdown.
69-11-05: 69-11-05 PIPER: Amdt. 39-772. Applies to type PA-31 and PA-31-300 airplanes, Serial Numbers 31-2, 31-4; 31-6 thru 31-345; 31-347 thru 31-357; 31-359 thru 31-366; 31-368 thru 31- 373; 31-375 thru 31-378; 31-380 thru 31-384; 31-386 thru 31-406; 31-408 thru 31-422; 31-426 thru 31-428; 31-430; 31-431; 31-433; 31-434; 31-436; 31-437; 31-439; 31-444 and 31-445; certificated in all categories. Compliance required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. (a) To improve the stall characteristics by the installation of stall strips on the leading edge of the wing, comply with Piper Service Bulletin No. 294, dated May 16, 1969, 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 increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective June 5, 1969.
78-13-05: 78-13-05 CESSNA: Amendment 39-3250. Applies to the following models and serial number airplanes certificated in all categories: MODEL SERIAL NUMBERS 340 340-0001 and up 340A 340A0001 through 340A0472 402B 402B0301 through 402B1332 404 404-0001 through 404-0223 414 414-0251 and up 414A 414A0001 through 414A0042 421 421-0001 and up 421A 421A0001 and up 421B 421B0001 and up 421C 421C0001 through 421C0478 COMPLIANCE: Required as indicated unless already accomplished. To detect seats with seat-to-seat track fittings improperly installed and seats installed facing the wrong direction, which if allowed to go uncorrected, could result in seat failure in those situations where the seats and seat belts are relied on to restrain the passengers, within 25 hours time-in-service after the effective date of this AD accomplish the following: A) Visually inspect all affected passenger seats for correct installation in the airplane and for proper assembly and correct any discrepancies prior to the next flight, all in accordance with Cessna Multi-Engine Service Letter ME78-17, dated May 15, 1978, or later revisions. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. This amendment becomes effective on July 5, 1978.
2003-03-09: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 airplanes. This AD requires a one-time inspection of the single-phase remote control circuit breaker(s) (RCCBs) in a certain area of the electrical/ electronic (E/E) compartment to determine the part number and serial number of the RCCB(s), and replacement of certain RCCBs with new or serviceable RCCBs, if necessary. This action is necessary to prevent failure of an RCCB to trip during an overload condition due to a defective braze joint in the RCCB latch assembly, which could result in overheating of the RCCB load wire, and consequent smoke and possible fire in the E/E compartment of the airplane. This action is intended to address the identified unsafe condition.
69-06-04: 69-06-04 PIPER: Amdt. 39-736. Applies to Type PA-31 and PA-31-300 airplanes, Serial Numbers 31-2 to 31-326, 31-328 to 31-332, and 31-334, certificated in all categories. Compliance required within the next 100 hours' time in service, after the effective date of this AD, unless already accomplished. (a) Inspect and adjust, if necessary, the total friction in the elevator control system, comply with Piper Service Bulletin No. 289, February 17, 1969, or later changes thereto 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 increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective March 27, 1969.
97-21-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model BAe 125-800A series airplanes and Hawker 800 series airplanes, that requires a detailed visual inspection of the fuel feed hose assemblies of the auxiliary power unit (APU) to detect overheating, degradation, proper routing, and adequate clearance; and the correction of any discrepancies found. This amendment also requires modification of the fuel feed hose of the APU. This amendment is prompted by reports of heat damage to the fuel feed hose assembly of the APU due to contact between the hose assembly and hot surfaces. The actions specified by this AD are intended to prevent heat damage of the fuel feed hose, which could lead to a possible fire/smoke hazard when failure of the hose assembly occurs and consequent fuel mist or spray is emitted into the rear equipment bay.
2011-18-15: 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: There have been three in-service reports of cracked barrel nuts found at the front spar locations of the wing-to-fuselage attachment joints. Additionally, three operators have reported finding a loose washer in the barrel nut assembly. Failure of the barrel nuts could compromise the structural integrity of the wing-to-fuselage attachments. * * * * * The unsafe condition could result in separation of the wing from the airplane during flight. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
67-26-03: 67-26-03 PIPER: Amdt. 39-582. Applies to Model PA-28-140 Airplanes, Serial Numbers 28-20913 through 28-22917; Model PA-28-150, PA-28-160, PA-28S-160, PA-28-180, PA-28S-180 Airplanes, Serial Numbers 28-2533 through 28-3979; Model PA-28-235 Airplanes, Serial Numbers 28-10676 through 28-10891, Model PA-32-260 Airplanes, Serial Numbers 32- 04, 32-17 through 32-861; Model PA-32-300, PA-32S-300 Airplanes, Serial Numbers 32-15, 32- 40000, through 32-40239. Compliance required as indicated. To prevent the possibility of restricting fuel flow through the fuel system screens and filters caused by sealing material film (sloshing compound) which has peeled from the inner surfaces of the main fuel tanks, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished within the last 100 hours' time in service, inspect the entire interior of both main fuel tanks for sealing material film which has separated from or is loosely attached to the tank interior surfaces. Inspection may be accomplished through the filler neck without removing the tank from the aircraft, but the tank should be completely drained and dried. Exert precautions usually followed around explosive vapors. (b) Remove all separated and loosely attached material from the tank interior. (c) If no loose or separated material is found in aircraft having less than 1000 hours' time in service repeat the inspection prescribed in (a) above at intervals not to exceed 100 hours' time in service from the last inspection. The inspections may be discontinued after the third inspection (including the initial inspection prescribed in (a) above or at 1000 hours' total time in service if no peeling has been found. Small scrapes in the film adjacent to the filler neck may be disregarded provided there is no indication of peeling. (d) If no loose or separated material is found in aircraft having 1000 hours' or more timein service it will not be necessary to inspect after the initial inspection prescribed in (a) above. (e) If loose or separated material was found at any time, prior to but not later than the next 100 hours' time in service after effective date of this airworthiness directive remove the tank from the airplane and reseal in accordance with Piper Service Bulletin No. 251B dated March 13, 1968, and with instructions contained in Piper Kit No. 921-388V, or Piper Kit No. 757-572V, or an equivalent method approved by Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. Following resealing conduct the inspection prescribed in (a) above at intervals not to exceed 100 hours' time in service. These inspections may be discontinued after the second inspection if not further peeling is found. Small scrapes in the film adjacent to the filler neck may be disregarded provided there is no indication of peeling. Aircraft log record entry must be made to reflect AD compliance in accordance with FAR 43.9. The inspection time intervals (other than for the initial inspection) may be adjusted up to a maximum of 10 hours to coincide with aircraft annual or 100-hour scheduled inspections. This supersedes 67-16-02. This amendment becomes effective April 12, 1968.
94-08-09: This amendment adopts a new airworthiness directive (AD), applicable to Jetstream Model ATP airplanes, that requires a one-time inspection and appropriate torque loading check of certain wing top surface stringer joint fasteners, and correction of discrepancies. This amendment is prompted by a report of loose fasteners on the wing top surface stringer joint bolts at Rib 0. The actions specified by this AD are intended to prevent reduced structural integrity of the wing top surface stringer joints at Rib 0, which subsequently could lead to reduced structural integrity of the wing.
2011-18-11: We are superseding an existing airworthiness directive (AD) for all Viking Air Limited (type certificate No. A-815 formerly held by Bombardier Inc. and de Havilland, Inc.) Model DHC-3 airplanes. That AD currently requires repetitively inspecting the elevator control tabs for discrepancies, taking necessary corrective actions to bring all discrepancies within acceptable tolerances, and reporting certain inspection results to the FAA. This new AD retains the actions currently required in AD 2011-05-02 and removes the Supplemental Type Certificate (STC) SA01059SE condition in the Applicability section. This AD was prompted by our determination that we inadvertently omitted certain airplanes from the Applicability section. We are issuing this AD to correct the unsafe condition on these products.
2011-17-09: 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: * * * * * The airworthiness limitations applicable to the Safe Life Airworthiness Limitation Items (SL ALI) are given in Airbus A330 ALS Part 1 and A340 ALS Part 1, which are approved by the European Aviation Safety Agency (EASA). The revision 05 of Airbus A340 ALS Part 1 introduces more restrictive maintenance requirements and/or airworthiness limitations. Failure to comply with this revision constitutes an unsafe condition. For A330 aeroplanes, this EASA AD retains the requirements of EASA AD 2010-0131, which it supersedes. For A340 aeroplanes, this EASA AD supersedes EASA AD 2009-0192, and requires the implementation of the new or more restrictive maintenance requirements and/or airworthiness limitations as specified in Airbus A340 ALS Part 1, revision 05. The unsafe condition is fatigue cracking, damage, and corrosion in certain structure, which could result in reduced structural integrity of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
95-11-16: 95-11-16 SOCATA GROUPE AEROSPATIALE: Amendment 39-9249; Docket No. 94-CE- 26-AD. Applicability: TBM 700 airplanes, serial numbers 1 to 49, certificated in any category. NOTE 1: 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 use the authority provided in paragraph (c) of this AD 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 airplane from the applicability of this AD. Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent ice accumulation on the elevator horn, which could lead to loss of control of the airplane, accomplish the following: (a) Install pneumatic deicers on the elevator horn leading edges in accordance with Socata Technical Instruction of Modification No. OPT70 K020-30, dated February 1993. This installation is referenced in Socata TBM Service Bulletin SB 70-020-30, dated February 1993. (b) 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. (c) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office (ACO), FAA, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000 Brussels, Belgium. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Brussels ACO. (d) The installation required by this AD shall be done in accordance with Socata Technical Instruction of Modification No. OPT70 K020-30, dated February 1993. 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 SOCATA Groupe AEROSPATIALE, Socata Product Support, Aeroport Tarbes-Ossun-Lourdes, B P 930, 65009 Tarbes Cedex, France; or the Product Support Manager, U.S. AEROSPATIALE, 2701 ForumDrive, Grand Prairie, Texas 75053. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on July 19, 1995.
67-30-05: 67-30-05 MCDONNELL DOUGLAS: Amdt. 39-505 Part 39 Federal Register November 9, 1967. Applies to Model DC-9 Series Airplanes. \n\n\tCompliance required as indicated. \n\n\tDue to at least three reports of malfunctions in the battery charger installed in DC-9 airplanes that have resulted in smoke and fire in the electrical compartment, accomplish the following: \n\n\t1.\tWithin 10 hours' time in service after the effective date of this AD: \n\n\t\tA.\tInspect the battery charger, P/N 263-40061-01 and inspect and service each battery in the electrical compartment in accordance with Paragraphs 1, 2 and 3 of the "Inspection Procedures for Aircraft" section of a wire dated 10-19-67, constituting McDonnell Douglas DC-9 Alert Service Bulletin A-24-26, or by a method approved by the Chief, Aircraft Engineering Division, FAA, Western Region: \n\n\t\tB.\tDeactivate circuit breakers normally coded K7, K8, and K9, titled battery charger and transfer relay (20 AMP, left bus) and secure in the open position, or remove and stow wires P32A14C, P33A14B, and P34A-14A at the circuit breaker: \n\n\t\tC.\tPlacard circuit breakers K7, K8, and K9 to indicate that they are deactivated: \n\n\t\tD.\tUnless already accomplished in accordance with Paragraph 5 of the "Inspection Procedures for Aircraft" section of the Service Bulletin referenced in this Paragraph, place an operating limitation in the form of a placard in the vicinity of the APU start switch stating: "Operating Limitation, Do not start APU electrically inflight": and \n\n\t\tE.\tUnless already accomplished in accordance with Paragraph 5 of the "Inspection Procedures for Aircraft" section of the Service Bulletin referenced in this Paragraph, place an operating limitation in the form of a placard in the cockpit in clear view of the pilot and copilot, stating: "Operating Limitation, Do not ground start APU after battery charger circuit breakers are opened (pulled) prior to takeoff." \n\n\t2.\tIf an inspection specified in Paragraph 1 of this AD reveals evidence of overheating, cracking, or other abnormal appearance of the battery charger (including the flag lugs and positive ceramic stud build-up and solder-joint on the inside and outside of the charger on the filter, and the solder-joints to chassis), replace before further flight. \n\n\t3.\tThe following operating limitations are prescribed for all affected airplanes: \n\n\t\tA.\tImmediately prior to start of each taxi: \n\n\t\t\ti.\tDetermine that the battery charger is operating in the pulsing mode. \n\n\t\t\tii.\tPull circuit breakers U21, W21, and X24 in immediate succession to deactivate the batter charger. \n\n\t\t\tiii.\tEnter the electrical compartment and inspect the battery charger and adjacent vicinity to determine that the charger has been operating satisfactorily as evidence by a lack of smoke. (May be accomplished by ground personnel.) \n\n\t\tB.\tAfter parking close (push in) circuit breakers U21, W21, and X21 in immediate succession. \n\n\tNOTE No. 1: The APU may be started after landing and during taxi to the ramp. \n\n\tNOTE No. 2: The APU may be windmill started in flight in the event of a complete in-flight loss of electrical power. \n\n\tThe operating limitations specified in Subparagraphs A and B of this Paragraph must be placed in the aircraft in the form of a placard in clear view of the pilot. For the purpose of this AD, any document (including a pilot check list) including these limitations constitutes a "placard" within the meaning of this Paragraph. \n\n\t4.\tCompliance with Paragraphs 1 and 3 of this AD is no longer required, and the operating limitations prescribed in those Paragraphs may be removed upon: \n\n\t\tA.\tAccomplishing the modifications specified in the "Accomplishment Instructions" sections of McDonnell Douglas DC-9 Service Bulletin Nos. 24-25 dated December 1, 1967 (or later FAA-approved revision), 24-27 dated December 1, 1967 (or later FAA-approved revision), 25-97 dated November 10, 1967 (or later FAA-approved revision); and \n\n\t\tB.Removing FAA-approved revisions dated May 3, 1967, and incorporating FAA-approved revisions dated December 1, 1967, to the Emergency Procedures Section of the FAA-approved DC-9 Series 10 Airplane Flight Manual (Douglas Report DAC-32999) or the FAA-approved DC-9 Series 30 Airplane Flight Manual (Douglas Report DAC-33530), as appropriate, under the heading of "Electrical Smoke of Unknown Origin" Phase III. \n\n\tThis amendment effective December 19, 1967.
94-08-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR72 series airplanes, that requires inspections to detect cracking in the brake side half hub in the bearing housing area of certain main landing gear (MLG) wheels, and replacement of the MLG wheel, if necessary. This amendment also requires the eventual replacement of certain MLG wheels with other wheels, as terminating action for the repetitive inspections. This amendment is prompted by in-service experience that indicates the possibility of fatigue cracking occurring in the subject area. The actions specified by this AD are intended to prevent failure of the brake side half hub due to fatigue cracking, which could lead to separation of the MLG wheel and tire from the axle.
2003-03-02: This amendment supersedes an existing airworthiness directive (AD), applicable to all Boeing Model 767 series airplanes, that currently requires repetitive detailed and eddy current inspections to detect cracks of certain midspar fuse pins, and replacement of any cracked midspar fuse pin with a new fuse pin. This amendment reduces certain compliance times for certain inspections, expands the detailed and eddy current inspections, and limits the applicability in the existing AD. This amendment also provides for optional terminating action, which ends the repetitive inspections. The actions specified in this AD are intended to prevent loss of the strut and engine due to corrosion damage and cracking of both fuse pins on the same strut. This action is intended to address the identified unsafe condition.
2003-03-01: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 737-600, -700, -700C, -800, and -900 series airplanes. This action requires reviewing the airplane maintenance records to determine whether an engine has been removed from the airplane since the airplane was manufactured. For airplanes on which an engine has been removed, this action requires an inspection of the aft engine mount to determine if the center link assembly is correctly installed, and follow-on actions if necessary. This action also prohibits installation of an engine unless the aft engine mount is inspected and the center link assembly is found to be installed correctly. This action is necessary to prevent increased structural loads on the aft engine mount, which could result in failure of the aft engine mount and consequent separation of the engine from the airplane. This action is intended to address the identified unsafe condition.
2011-18-05: 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: Corrosion damage has been found on the aft pressure bulkhead of SAAB 2000 aeroplanes, located on the rear side of the bulkhead at the bottom outboard flange. Corrosion damage in this area can become the starting point for future crack initiation and propagation. This condition, if not detected and corrected, could affect the structural integrity of the aft pressure bulkhead, possibly resulting in in-flight decompression of the fuselage and injury to occupants. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2003-03-06: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes, that currently requires a one-time inspection of the rail release pins and parachute pins of the escape slide/raft pack assembly for correct installation, and corrective actions, if necessary. This amendment adds a requirement to modify the escape slides/slide rafts on the passenger, crew, and emergency exit doors. The actions specified by this AD are intended to prevent improper deployment of the escape slide/raft and blockage of the door in the event of an emergency evacuation. This action is intended to address the identified unsafe condition.
2011-17-01: This amendment supersedes an existing emergency airworthiness directive (EAD) for the specified Agusta S.p.A. (Agusta) model helicopters. That EAD currently requires inspecting the main rotor scissor fitting assembly to determine if there are 2 washers installed under the head of each main rotor scissor fitting assembly fixing bolt (fixing bolt). If there are not 2 washers installed under the head of each fixing bolt, that EAD requires replacing each fixing bolt and installing 2 washers under the head of each fixing bolt. This superseding airworthiness directive (AD) is prompted by the determination that a wrong part number (P/N) for the main rotor scissor fitting assembly was listed in the EAD. This AD retains the requirements of the EAD and corrects a P/N for the main rotor scissor fitting assembly. The actions specified by this AD are intended to prevent a crack in a fixing bolt, failure of a fixing bolt, and subsequent loss of control of the helicopter.
94-21-05 R1: This amendment clarifies an existing airworthiness directive (AD), applicable to certain Boeing Model 737-300, -400, and -500 series airplanes, that currently requires modification, adjustments, and tests of the thrust reverser system; and repair, if necessary. This amendment clarifies a requirement specified in the AD concerning the performance of the operational test of the system. This amendment is prompted by an inquiry from an operator of the affected airplanes concerning that aspect of the existing AD. \n\n\tThe incorporation by reference of certain publications listed in the regulations was approved by the Director of the Federal Register as of November 25, 1994 (59 FR 53573, October 25, 1994).
2011-16-05: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter France (Eurocopter) model helicopters. This action requires you to disconnect the high level fuel switches in the fuel tanks on the affected helicopters. In addition, for helicopters without a crossfeed between the fuel filler necks, you must install a placard on or near the center console fuel panel that specifies fuel transfer limitations. This amendment is prompted by a report that a high level fuel switch probe unit installed on a Model SA-365N helicopter in the rear (right-hand) auxiliary fuel tank group separated, causing damage to the insulation of the electrical wires which supply electrical power to the high level indicator light on the fuel control panel during a fuel transfer. This condition, if not corrected, could lead to exposure of the electrical wires, which could lead to a short circuit and activation of the indicator light without the high fuel level actually being reached.Additionally, a short circuit could become an ignition source inside the fuel tank, and result in a fuel tank explosion and subsequent loss of control of the helicopter.
2011-17-12: 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: Several cases have been reported of cracks in the joint extrusions securing the outer bondment to the acoustic panel of the nacelle transcowl assemblies. Although there is no effect on flight safety (thrust reverser stowed), thrust reverser deployment under rejected take-off or emergency landing load conditions could potentially result in acoustic panel failure and possible runway debris. * * * * * The loss of an acoustic panel during rejected take-off or emergency landing load conditions could leave debris on the runway. This debris, if not removed, creates an unsafe condition for other airplanes during take-off or landing, as those airplanes couldimpact debris on the runway and sustain damage. We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-17-15: 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 moisture may accumulate and freeze, under certain conditions, in the gap between the AOA vane base assembly and the stationary ring of the sensor's body. If freezing occurs both AOA sensors may get stuck and the Stall Warning Protection System (SWPS) will be no longer effective without alerting. This may result in inadvertent aerodynamic stall and loss of controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.