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80-11-10: 80-11-10 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-3781. Applies to Models N22B and N24A airplanes, certificated in all categories. Unless already accomplished, compliance is required within 25 hours time in service after the effective date of this AD. However, airplanes may be flown in accordance with FAR 21.197 and 21.199 to a base where the work can be performed. (1) Applies to all Model N22B airplanes S/N 5 and up and all Model N24A airplanes S/N 42 and up, delivered or in operation prior to, or on, June 22, 1978. To prevent leakage of hot air check valve, P/N I/N-74-334, which could damage surrounding components, inspect, and repair as necessary, hot air check valve P/N I/N-74-334, in accordance with Accomplishment Instructions of GAF Alert Service Bulletin AN 22-74-1, Revision 1, dated June 30, 1978, or an FAA-approved equivalent. (2) Applies to all Model N22B airplanes S/N 5 and up, and all Model N24A airplanes, S/N 42 and up, which have not incorporated Nomad modification N301. To prevent possible disconnection or jamming of pilots' or copilots' control wheel assembly, which could result in loss of control of the airplane, remove control wheel retaining pin and replace with a new bolt in accordance with the Accomplishment Instructions of GAF Alert Service Bulletin AN 22-27-8, Revision 1, dated June 30, 1978, or an FAA-approved equivalent. (3) Applies to all Model N22B airplanes S/N 5 and up, and Model N24A airplanes S/N 42 and up, delivered from the factory prior to July 4, 1978. To prevent possible dislodging of structural bolts securing the wing center section spar support brackets to the fuselage, which could result in loss of structural integrity of the airplane, inspect wing center section spar support bracket for loose attachments, and replace loose nuts, in accordance with the Accomplishment Instructions of GAF Alert Service Bulletin ANMD-53-2, Revision 1, dated July 5, 1978, or an FAA-approved equivalent. (4)Applies to all Model N22B airplanes S/N 5 and up, and all Model N24A airplanes S/N 42 and up, which have not incorporated Nomad modification N290. To prevent possible interference and jamming of the rudder pedals with the pedal guards, which could impair control of the airplane, remove and repair rudder pedal guards in accordance with the Accomplishment Instructions of GAF Alert Service Bulletin ANMD-53-3, dated July 10, 1978, or an FAA- approved equivalent. (5) Applies to Model N22B airplanes S/N 6, 7, 11, 12, 13, 15, and 16. To prevent reduction of the flutter speed reserves as a result of excessive wear and backlash in the rudder tab operating system, which could result in loss of control of the airplane, remove rudder assembly, install steel mass balance arm and rework rudder and trim tab in accordance with the Accomplishment Instructions of GAF Alert Service Bulletin NMD-27-3, Revision 1, dated June 8, 1979, or an FAA-approved equivalent. (6) Applies to all Model N22B airplanes S/N 5 and up, and all Model N24A airplanes S/N 42 and up. To prevent excessive vibration of the horizontal stabilizer trim tab and prevent subsequent structural damage to the empennage, which could result in loss of control of the airplane, inspect the horizontal stabilizer trim tab, and empennage, and modify stub fin in accordance with the Accomplishment Instructions of GAF Alert Service Bulletin ANMD-55-5, Revision 2, dated September 3, 1979, or an FAA-approved equivalent. (7) Applies to all Model N22B airplanes S/N 5 and up, and all Model N24A airplanes, S/N 42 and up. To detect possible damage to the horizontal stabilizer control rod, visually inspect components in the horizontal stabilizer control system for wind gust damage, and replace as necessary, in accordance with the Accomplishment Instructions of GAF Alert Service Bulletin ANMD-27-12, Revision 1, dated October 30, 1979, or an FAA-approved equivalent. For the purposes of this amendment, the FAA-approvedequivalent specified in paragraphs (1) through (7) of this AD must be approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, Honolulu, Hawaii. All persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to the Government Aircraft Factories, 226 Lorimer Street, Port Melbourne 3207 vic., Australia. These documents may also be examined at the FAA, Pacific-Asia Region, 300 Ala Moana Blvd., Room 7321, Honolulu, Hawaii 96850, and at FAA Headquarters, 800 Independence Ave., S.W.., Washington, D.C. 20591. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Headquarters in Washington, D.C., and at the Pacific-Asia Region in Honolulu, Hawaii. This amendment becomes effective June 5, 1980.
2020-17-08: The FAA is adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Model 750XL airplanes with wing lightning protection panels installed. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as insufficient electrical bonding of the wing lightning protection panels. The FAA is issuing this AD to address the unsafe condition on these products.
74-18-13: 74-18-13 PIPER: Amendment 39-1939. Applies to Model PA-32-260 Serial Numbers 32-7400001 through 32-7400050 and Model PA-32-300 Serial Numbers 32-7440001 through 32- 7440086 and 32-7440088 through 32-7440160, certificated in all categories. Compliance required within the next 50 hours time in service from the effective date of this AD unless already accomplished. To prevent excessive nose gear vibration install Piper Kit No. 760885V in accordance with Piper Service Bulletin No. 428 or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, Federal Aviation, Southern Region, may adjust the compliance time specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiation to justify theincrease for that operator. This amendment becomes effective September 3, 1974.
2009-01-04: 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: Some operators have reported occurrences of loss of the AC BUS 1 with subsequent loss of the AC ESS BUS and DC ESS BUS, resulting in the loss of 5 upper Display Units and the loss of integral lighting. In this situation, flight crew[s] have reported concerns in reading the standby instruments when the DOME lights were selected to OFF. This situation, if not corrected, could increase the workload of the flight crew * * *. * * * * * The unsafe condition is reduced ability of the flightcrew to maintain the safe flight and landing of the airplane in adverse operating conditions. We are issuing this AD to require actions to correct the unsafe condition on those products.
2020-16-20: The FAA is superseding Airworthiness Directive (AD) AD 2018- 04-09 for Pacific Aerospace Limited Model 750XL airplanes. 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 incorrectly marked and annunciated low oil- pressure indication warnings. The FAA is issuing this AD to address the unsafe condition on these products.
83-10-05: 83-10-05 CANADAIR: Amendment 39-4654. Applies to all Canadair Model CL-44D4 and CL-44J airplanes. Compliance required as indicated unless previously accomplished. To detect cracks in the horizontal stabilizer rear attachment fittings, accomplish the following: 1. Within the next 200 hours time in service and thereafter at intervals not to exceed 2000 hours time in service, inspect the horizontal stabilizer rear spar attachment fittings, Part Numbers 44-A45022A and 44-A45022B, for cracks in accordance with Paragraph 3.5 and 3.6 of Canadair Service Information Circular No. 379-CL44, Issue 3, dated February 23, 1982. Ensure that the lugs are properly shimmed in accordance with paragraph 4.1 of the circular. If a crack is found the length of which is less than half the width of the lug, repeat the inspection every 100 hours time in service and replace the fitting within the next 500 hours time in service. When a crack is found the length of which extends to or beyond half thewidth of the lug, replace the fitting prior to further flight in accordance with the circular. 2. Within the next 200 hours time in service and thereafter at intervals not to exceed 2000 hours time in service, inspect the reinforcing channels, Part Numbers 28-A24559A and 22- A24559B, for cracks in accordance with paragraph 3-11 of Canadair Service Information Circular No. 379-CL44, Issue 3, dated February 23, 1982. If a crack is found in the reinforcing channel, replace the part prior to further flight in accordance with the circular. Terminating action for this inspection consists of replacement of the reinforcing channels with steel reinforcements, Parts Numbers 28-21312-2, -3, -4, and -5 in accordance with paragraphs 3.13 and 3.14 of the Service Information Circular. 3. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. 4. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective June 6, 1983.
2020-17-11: The FAA is superseding Airworthiness Directive (AD) 2017-14-05 for Airbus Helicopters Model SA330J helicopters. AD 2017-14-05 required replacing certain right-hand (RH) hydraulic pumps and was prompted by reports of broken screws that attach the cover of the hydraulic pump. This new AD requires replacing certain left-hand (LH) and RH hydraulic pumps. This AD was prompted by reports of broken bolts that attach the cover of the hydraulic pump. The actions of this AD are intended to address an unsafe condition on these products.
2003-19-02: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 777 series airplanes. This action requires inspections of the outboard leading edge slats on the wings for installation of seal assemblies with undersized seal inserts and missing or gapped inserts, and follow-on and corrective actions if necessary. This action also provides for an optional replacement of the seal assembly in lieu of the inspections. This action is necessary to find and fix such discrepancies, which could result in cracking of the slats, subsequent separation of the cove skin, structural damage or loss of the trailing edge wedge, and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
74-13-07: 74-13-07 PIPER: Amendment 39-1880. Applies to PA-36-285 airplanes, Serial Numbers 36-7360001 to 36-7360049 inclusive; 36-7360051, 36-7360053 to 36-7360065 inclusive, certificated in all categories. Compliance required within the next 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent fuel mismanagement due to reduced usable fuel, accomplish the following: (a) Remove the existing placard and install a Piper Part Number 98000-51 placard, at the fuel shutoff lever on the control console. (b) Remove the two existing placards and install a Piper Part Number 98000-52 placard inboard and near the fuel filler caps on both right and left wings. (c) Remove the existing placard and install a Piper Part Number 98000-53 placard on the right hand side of the instrument panel crashroll cover. (d) Incorporate Revision 6 dated August 20, 1973 into the Airplane Flight Manual (Piper Report VB-347) for Normal Categorycertification; or incorporate Revision 7 dated August 20, 1973 into the Airplane Flight Manual (Piper Report VB-464) for Restricted Category certifications. NOTE: Equivalent placards approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region, may be installed in lieu of the Piper placards noted above. Piper Service Bulletin 397 pertains to this same subject. This amendment becomes effective June 25, 1974.
2020-17-10: The FAA is superseding Airworthiness Directive (AD) 2016-02-06 for Bell Helicopter Textron Canada Limited (Bell) Model 429 helicopters. AD 2016-02-06 required inspecting certain tail rotor (T/R) pitch link bearing bores for corrosion and pitting. AD 2016-02-06 also required a repetitive inspection of the sealant and repeating the inspections for corrosion and pitting if any sealant is missing. This new AD retains the requirements of AD 2016-02-06, expands the applicability, and adds a repetitive inspection. This AD was prompted by an FAA determination that additional part-numbered T/R pitch link assemblies (links) are affected by the same unsafe condition and that an additional repetitive inspection is necessary to address the unsafe condition. The actions of this AD are intended to address an unsafe condition on these products.
2008-26-04: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Cessna Model 560 airplanes. That AD currently requires installing new minimum airspeed placards to notify the flightcrew of the proper airspeeds for operating in both normal and icing conditions. That AD also requires revising the airplane flight manual to provide limitations and procedures for operating in icing conditions, for operating with anti-ice systems selected ``on'' independent of icing conditions, and for recognizing and recovering from inadvertent stall. That AD also provides an optional terminating action for the placard installation. This new AD requires the previously optional terminating action. This AD results from an evaluation of in-service airplanes following an accident. The evaluation indicated that some airplanes might have an improperly adjusted stall warning system. We are issuing this AD to prevent an inadvertent stall due to the inadequate stall warning margin provided by an improperly adjusted stall warning system, which could result in loss of controllability of the airplane.
94-13-07: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-11 series airplanes. This action requires inspections and replacement or reidentification and reinstallation of certain aft engine mount link assemblies. This amendment is prompted by reports of cracking in the aft engine mount link assemblies of airplanes having link assemblies identical to those installed on Model MD-11 series airplanes. The actions specified in this AD are intended to prevent loss of the aft engine mount capability to support engine loads, and possible separation of the engine from the airplane.
83-16-02: 83-16-02 SCHEMPP-HIRTH GMBH AND COMPANY KG: Amendment 39-4664. Applies to Model "Standard Cirrus" sailplanes, certificated in any category. Compliance is required within the next 100 hours time in service or within 120 days, whichever occurs first, after the effective date of this AD, unless already accomplished within the last 400 hours time in service, and thereafter at intervals not to exceed 500 hours time in service from the last replacement. To prevent fatigue fracture of the air brake drive lever ball joints, remove the two ball joints in the air brake drive lever in the fuselage and install new ball joints, P/N MS 961-150-150, in accordance with Schempp-Hirth Technical Note No. 278-23 (LBA-approved), dated January 11, 1979, or an FAA-approved equivalent. An equivalent means of compliance may be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, Brussels, Belgium, or the Manager,Boston Aircraft Certification Branch, ANE-150, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. The Schempp-Hirth GmbH and Company KG Technical Note number 278-23 dated January 11, 1979, identified and described in this directive is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Schempp-Hirth GmbH and Company KG, Krenbenstrasse 25, 7312 Kirchheim-Teck, Federal Republic of Germany. These documents also may be examined at the Office of Regional Counsel, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective August 24, 1983.
2020-16-15: The FAA is adopting a new airworthiness directive (AD) for certain Viking Air Limited Models DHC-2 Mk. I and DHC-2 Mk. III airplanes. 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 cracks reported on the forward and aft float strut wire pull fittings. The FAA is issuing this AD to address the unsafe condition on these products.
81-23-04: 81-23-04 SIKORSKY AIRCRAFT: Amendment 39-4251. Applies to all model S-76A series helicopters certified in all categories equipped with 76351-09000-058 or prior dash number main gearbox assemblies. For main gearboxes with 650 hours or more time in service since new or last overhaul on the effective date of this AD, compliance is required within the next 100 hours time in service unless already accomplished. For main gearboxes with less than 650 hours time in service since new or last overhaul on the effective date of this AD, compliance is required within the next 100 hours time in service or before the accumulation of 650 hours time in service, whichever occurs later, unless already accomplished. To prevent possible failure of the splines between the main gearbox input pinion bevel, P/N 76351-09019 series, and the helical gear, P/N 76351-09020 series, accomplish the following: 1. In accordance with paragraph F of Sikorsky Service Bulletin No. 76-66-14, dated October 23, 1981, remove and conduct a one-time inspection of the input pinion bevel housing assemblies on the number 1 and number 2 sides. 2. Remove from service and replace with a serviceable assembly all assemblies in which-the torque in the nut retaining the input pinion bevel stack-up is found to be less than 100 foot pounds. 3. If the nut torque is found to be 100 foot pounds or greater, accomplish the following in accordance with Sikorsky Service Bulletin No. 76-66-14: a. Retorque nut to 500 foot pounds. b. Conduct a .001 inch feeler gage clearance inspection. c. Conduct a rotational drag inspection of the main Timken bearing. d. If clearance and drag inspections are satisfactory, return assembly to service. e. If clearance and/or drag inspection is unsatisfactory, remove assembly from service, and replace with a serviceable assembly. This amendment becomes effective November 9, 1981.
2003-19-10: This amendment adopts a new airworthiness directive (AD) that applies to all Fairchild Aircraft, Inc. (Fairchild Aircraft) SA226 and SA227 series airplanes. This AD requires you to inspect the fuel boost pump wiring for any chafing, cracked insulation material, or evidence of bare wire(s) (referred to herein as damage), and replace any damaged wiring. This AD also requires you to install protective tubing around the fuel boost pump wiring harness. This AD is the result of reports of chafed fuel boost pump wiring to either the inboard or outboard boost pump wiring. The actions specified by this AD are intended to prevent the fuel boost pump wiring from chafing, which could result in electrical arcing. This could serve as an ignition source inside the fuel tank and result in fire or explosion.
72-17-01: 72-17-01 PIPER: Amendment 39-1500 as amended by Amendment 39-1625. Applies to PA-34-200 airplanes, Serial Nos. 34-E4 and 34-7250001 through 34-7350074. Compliance required as indicated. To prevent the possibility of a power loss due to the failure of the induction air box valve, accomplish the following: (a) For those airplanes with 100 or more hours time in service on the effective date of this airworthiness directive unless already accomplished within the last 100 hours time in service comply with paragraph (c) within the next 10 hours time in service and thereafter at intervals not to exceed 100 hours time in service from the last inspection. (b) For those airplanes with less than 100 hours time in service on the effective date of this airworthiness directive, unless already accomplished, comply with paragraph (c) upon the accumulation of 100 hours time in service or within the next 10 hours, whichever is later, and thereafter at intervals not to exceed 100 hours time in service from the last inspection. (c) Remove the induction air box assembly from each engine and remove the valve assembly from the box assembly to permit a thorough visual inspection of the valve assembly. Inspect the valve assembly for any evidence of excessive wear or cracks in the areas where the shaft mates to the valve assembly. (d) If valve assemblies are found to contain worn, loose, or cracked parts, replace the affected parts with serviceable parts of the same part numbers or incorporate Piper Kit Number 760 722V before further flight. (e) Reassemble induction air boxes, install and rig in accordance with PA-34 service manual. Piper Service Bulletin Number 358 dated August 2, 1972, pertains to this subject. (f) The requirements of this AD do not apply when Piper Kit Number 760 722V is incorporated. Piper Service Bulletin No. 374 dated February 16, 1973, pertains to this subject. Amendment 39-1500 was effective August 17, 1972, andwas effective upon receipt for all recipients of the air mail letter dated August 4, 1972, which contained this amendment. This amendment 39-1625 becomes effective April 26, 1973.
2020-16-11: The FAA is adopting a new airworthiness directive (AD) for all Continental Aerospace Technologies, Inc. model GTSIO-520-C, GTSIO-520- D, GTSIO-520-H, GTSIO-520-K, GTSIO-520-L, GTSIO-520-M, GTSIO-520-N, IO- 550-G, IO-550-N, IO-550-P, IO-550-R, IOF-550-N, IOF-550-P, IOF-550-R, TSIO-520-BE, TSIO-550-A, TSIO-550-B, TSIO-550-C, TSIO-550-E, TSIO-550- G, TSIO-550-K, TSIO-550-N, TSIOF-550-D, TSIOF-550-J, TSIOF-550-K, and TSIOF-550-P reciprocating aviation gasoline (AvGas) engines with a certain cross-flow cylinder assembly installed. This AD was prompted by reports of in-flight engine failures due to fractured cross-flow cylinder assemblies. This AD requires visual inspection and, depending on the results of the inspection, modification or replacement of the cross-flow cylinder assembly. The FAA is issuing this AD to address the unsafe condition on these products.
65-12-01: 65-12-01 GENERAL DYNAMICS: Amdt. 39-75 Part 39 Federal Register May 28, 1965. Applies to Models 340 and 440 Series Aircraft. Compliance required within the next 500 hours' time in service after the effective date of this AD unless already accomplished, and thereafter each time the main landing gear gland nut is reinstalled. To prevent the loss of a main landing gear piston and axle assembly due to an improperly installed gland nut, inspect the main landing gear nut installation to assure that the gland nut is installed as follows: (a) Screw the gland nut, P/N 528062, onto the main landing gear outer cylinder, P/N 528402, until it is tight. (b) Unscrew the gland nut until the first tapped hole is opposite one of the milled slots in the cylinder. (c) Screw lock screw, P/N AN 501A-416-8, into the tapped hole so that the screw protrudes into the milled slot in the cylinder. (d) Screw set screw, P/N 500305-4, into an adjacent tapped hole in the gland nut andsafety the lock screw and set screw with a lockwire. (General Dynamics/Convair Models 340 and 440 Maintenance Manuals cover this same subject.) This directive effective June 27, 1965.
2008-24-02: The FAA adopts a new airworthiness directive (AD) for certain Maule Aerospace Technology, Inc. M-4, M-5, M-6, and M-7 series and Model M-8-235 airplanes. This AD requires you to paint the top of the rear elevator control horn, the elevator control cable end attached to the top of the rear control horn, the bottom of the forward elevator control horn, and the elevator control cable end attached to the bottom of the forward control horn. This AD also requires you to insert a supplement into your maintenance program (maintenance manual). This AD results from two reports of accidents where reversed elevator control rigging was a factor. We are issuing this AD to reduce the likelihood of a mechanic rigging the elevator controls backwards, which could result in elevator movement in the opposite direction from control input. This condition could lead to loss of control.
2020-16-07: The FAA is adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Model 750XL airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI identifies the unsafe condition as nose landing gear (NLG) and main landing gear (MLG) attachment bolts without dual retaining devices. The FAA is issuing this AD to require actions to address the unsafe condition on these products.
60-22-02: 60-22-02 PRATT & WHITNEY: Amdt. 211 Part 507 Federal Register October 22, 1960. Applies to All JT3C-6 Turbojet Engines. Compliance required as indicated. (a) Inspect the entire circumference on the rear face of the rear flange of the combustion chamber outer case assembly P/N 255639, (case detail P/N 255640) outboard of the attaching nuts which secure the combustion chamber outer case to the turbine case as indicated below. Inspection should be performed using approximately 6-power glass. Any crack requires replacement of the case. (1) Engines with combustion chamber outer cases which have not been hardness checked per paragraph (b) and Magnaglo inspected must be inspected per above visual inspection every 65 hours' time in service. (2) Engines with combustion chamber outer cases which have been hardness checked per paragraph (b) but not Magnaglo inspected must be inspected per above visual inspection every 130 hours' time in service. (3) Engines withcombustion chamber outer cases which have been hardness checked per paragraph (b) and Magnaglo inspected do not require visual inspection. (b) At overhaul in addition to the visual inspections above: (1) Inspect fillet between snap diameter and front face of rear flange using approximately 6-power glass. Any crack requires replacement of the case. (2) Check hardness of combustion chamber outer case rear flange at three locations approximately 120 degrees apart between the bolt holes of the flange. If hardness is more than Rockwell C40, the case must be replaced. After one hardness check is accomplished this hardness check is no longer required. This supersedes AD 60-11-07. This directive effective October 22, 1960. Revised November 26, 1960, to all persons not receiving individual notice by telegram dated November 2, 1960.
2003-19-07: This amendment adopts a new airworthiness directive (AD) that applies to certain Eagle Aircraft (Malaysia) Sdn. Bhd. (Eagle) Model 150B airplanes. This AD requires you to modify the canard rear spar and the rear spar attachment bracket. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Australia. The type design responsibility has been transferred from Australia to Malaysia since the release of the MCAI. The actions specified by this AD are intended to prevent detachment of the rear spar bracket from the canard rear spar, which could result in failure of the canard rear spar. Such failure could lead to loss of control of the airplane.
2020-16-04: The FAA is adopting a new airworthiness directive (AD) for certain Pacific Aerospace Limited Model 750XL airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as an incorrect illustration of the screw jack assembly in the airplane maintenance manual, which may cause potential errors with installation. The FAA is issuing this AD to address the unsafe condition on these products.
94-12-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires an inspection of the elevator and aileron coves, and further inspections and repair, if necessary. This amendment is prompted by a report of delamination between the composite structure and the aluminum foil on the elevator cove on a Model SAAB SF340B series airplane. The actions specified by this AD are intended to prevent jamming of the aileron or elevator.