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96-22-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model BAe ATP airplanes, that requires repetitive inspections of the ram air inlet ducts for structural integrity and security of fasteners, and repairs, if necessary. This amendment also provides an optional terminating modification for the repetitive inspections. This amendment is prompted by a report of the separation of a ram air inlet duct from the airplane during flight. The actions specified by this AD are intended to prevent such separation, which could pose a hazard to persons or property on the ground.
2012-02-14: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. This AD was prompted by a report that the top 3 inches of the aero/fire seals of the blocker doors on the thrust reverser torque boxes are not fireproof. This AD requires a one-time inspection to determine the part numbers of the aero/fire seals of the blocker doors on the thrust reverser torque boxes on the engines, and replacing affected aero/fire seals with new, improved aero/fire seals. We are issuing this AD to prevent a fire in the fan compartment (a fire zone) from migrating through the seal to a flammable fluid in the thrust reverser actuator compartment (a flammable fluid leakage zone), which could result in an uncontrolled fire.
98-15-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires repetitive inspections for fatigue cracking of the bottom flanges of the longitudinal floor beams at frame 43; and repair, if necessary. This amendment also requires a one-time inspection for fatigue cracking of the fastener holes in the longitudinal floor beams, and modification of the floor beams, which constitutes terminating action for the repetitive inspections. 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 fatigue cracking on the bottom flanges of the longitudinal floor beams, which could result in reduced structural integrity of the airplane.
2003-07-09: This amendment adopts a new airworthiness directive (AD) that applies to certain Raytheon Aircraft Company (Raytheon) Model 390 airplanes. This AD requires you to incorporate information into the FAA-approved Airplane Flight Manual (AFM) that would add requirements for "Landing Performance for Operation of the Airplane with Lift Dump Inoperative." This AD is the result of two accidents on the affected airplanes where a contributing factor was the lift dump spoilers failing to deploy when commanded after the initial landing. The actions specified by this AD are intended to require the use of necessary flight information to prevent runway overruns based on insufficient aerodynamic and wheel braking if the lift dump spoilers do not operate after landing touchdown. This could result in reduced or loss of control of the airplane.
2003-07-04: This amendment adopts a new airworthiness directive (AD) that applies to certain Air Tractor, Inc. (Air Tractor) Models AT-300, AT-400, AT-400A, AT-401, AT-401B, AT-402, AT-402A, AT-402B, AT-501, AT-502, and AT-502B airplanes. This AD requires you to repetitively inspect the vertical fin front spar fitting for cracks and replace any cracked fitting found. This AD also requires you to install a steel doubler as a terminating action for the repetitive inspections. This AD is the result of a report of failure of a 1/4-inch thick vertical fin front spar fitting. The actions specified by this AD are intended to prevent failure of the vertical fin front spar fitting, which could result in failure of the rear spar fitting. Such failures could lead to loss of directional control of the airplane.
68-17-04: 68-17-04 CESSNA: Part 39, Amendment 39-650. Applies to Models 150 (Serial Numbers 15061533 through 15069308), 172 (Serial Numbers 17254893 through 17257161), 177 (Serial Numbers 17700001 through 17701164), 180 (Serial Numbers 18051824 through 18051977), 185 (Serial Numbers 185-1198 through 185-1429), F150 (Serial Numbers F150-0001 and up), F172H (Serial Numbers F172-0320 and up), and Reims Rocket (Serial Numbers FR172-0001 and up), airplanes equipped with pneumatic stall warning system, Cessna Part Number 0413029-200, and those Model 150, 172, 177, and 185 airplanes other than the serial numbers listed above in which the pneumatic stall warning system has been installed as a replacement for the originally installed system. \n\n\tCompliance required as indicated. \n\n\tTo assure proper operation of the stall warning system in flight accomplish the following: \n\n\t(a)\tPrior to flight, test the pneumatic stall warning system and determine if it is functioning properly, as provided in Paragraph 16-53A of Cessna 100 Series Service Manual, 1963 through 1967, which tells operators to test the horn operation by covering the opening in the left wing with a clean cloth, such as a handkerchief, and applying a slight suction by mouth to draw air through the horn. A properly functioning horn will provide a sound that is clearly audible. The check required by this part of the Airworthiness Directive maybe performed by the pilot. \n\n\t(b)\tWithin 10 hours time in service after the effective date of this Airworthiness Directive, install a placard on the instrument panel in full view of the pilot with the following wording: "Preflight test the pneumatic stall warning system as directed by AD 68-17-04." \n\n\t(c)\tIf, as a result of the preflight test required in paragraph (a) of this Airworthiness Directive, it is determined that the pneumatic stall warning system is not functioning properly, repair it by removal of Cessna reed assembly Part Number 04130281 and the installation of Cessna reed assembly Part Number 0413483-2 and by the affixing of 18 x 14 or 18 x 16 mesh screen over the exposed horn bell inside the cabin and over the left wing opening or by any other modification approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Central Region. Thereafter, flight test the aircraft to assure that the stall warning horn sounds at 5 to 10 mph above the stall warning speed and if not, recalibrate in accordance with the provisions of the afore cited paragraph of the Cessna 100 Series Service Manual or paragraph 15-41 of the Model 177 Service Manual. \n\n\tNOTE: The mesh screen need not be installed in the cabin of Cessna Model 177 aircraft. \n\n\t(d)\tIf, as a result of the preflight test required in paragraph (a) of this Airworthiness Directive, it is determined that the pneumatic stall warning system is not functioning properly, and parts for the repair of the pneumatic stall warning system as call for in paragraph (c) ofthis Airworthiness Directive are not available, repair the system by installing a properly functioning pneumatic stall warning system, Cessna Part number 0413029-200 and continue the required preflight test until the repair called for in paragraph (c) \nof this Airworthiness Directive has been accomplished. \n\n\t(e)\tAfter completion of the repair referred to in paragraph (c) above, the preflight test specified in paragraph (a) of this Airworthiness Directive may be discontinued and the placard required in paragraph (b) of this Airworthiness Directive removed from the aircraft. \n\n\tThis amendment becomes effective September 7, 1968.
87-24-07 R1: 87-24-07 R1 GULFSTREAM AEROSPACE CORPORATION: Amendment 39-5774 as amended by amendment 39-5840. Applies to Models 690, 690A, 690B, 690C, 690D, 695, 695A, and 695B (all serial numbers) airplanes certificated in any category. Compliance: Required within the next 50 hours' time-in-service after the effective date of this AD, unless already accomplished. (a) To prevent engine flameout when in or departing an icing environment, accomplish the following: (1) Revise the airplane POH/AFM by inserting or assuring that the appropriate Gulfstream published revision has been inserted as defined by the following listing: Model 690, Revision No. 23, dated May 20, 1987 Model 690A, Revision No. 30, dated May 20, 1987 Model 690B, Revision No. 23, dated May 20, 1987 Model 690C, Revision No. 21, dated April 9, 1987 Model 690D, Revision No. 12, dated April 9, 1987 Model 695, Revision no. 12, dated April 9, 1987 Model 695A, Revision No. 20, dated April 9, 1987 Model 695B,Revision No. 9, dated April 9, 1987 If the listed revision is not available, revise the POH/AFM by inserting Appendix 1 of this AD in the "LIMITATIONS" section of the POH/AFM. Appendix 1 procedures supersede any other POH/AFM procedures which may be contradictory. NOTE 1: If the above actions have been accomplished in compliance with AD 86-24-12, no further action is required in order to comply with paragraph (a)(1) of this AD. (2) For those airplanes with ignition systems having a continuous duty cycle of less than 1 hour: (i) Fabricate and install a placard on the instrument panel in clear view of the pilot stating, "This airplane is prohibited from flight into known icing," and operate the airplane in accordance with this limitation. This placard must consist of a minimum of 0.1 inch high letters with white and red contrasting letter and background colors and may be of a plastic adhesive type. (ii) The requirements of section (a)(2)(i) are no longer applicable when the aircraft ignition system having a continuous duty cycle of less than 1 hour is modified to increase the duty cycle to 1 hour or more in accordance with Gulfstream Service Information Nos. SI-211 and/or SI-212 both dated June 30, 1986. (b) The requirements of paragraph (a) of this AD are no longer applicable when the airplane is modified in accordance with Gulfstream Custom Kit Nos. 138 dated April 15, 1987, or 139 dated May 28, 1987, or by the addition of other FAA approved automatic relight ignition systems for both engines. NOTE 2: Automatic-relight ignition is a system which automatically energizes engine ignition without pilot action when engine RPM or torque decays below a specified level and de-energizes engine ignition when RPM or torque exceeds the specified level. It is not synonymous with CONTINUOS IGNITION. (c) The requirements of paragraph (a)(1) and (a)(2)(i) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the FAR on any airplane owned or operated by the pilot, and which is not used under Part 121 or 135. The person accomplishing these actions must make the appropriate airplane maintenance record entry as prescribed by FAR 91.173. (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) An equivalent means of compliance with this AD may be used if approved by the Manager, Airplane Certification Branch, ASW-150, FAA, Fort Worth, Texas 76193-0150; telephone (817) 624-5150. All persons affected by this directive may obtain copies of the documents(s) referred to herein upon request to the Gulfstream Aerospace Corporation, Wiley Post Airport, P.O. Box 22500, Oklahoma City, Oklahoma 73123; Telephone (405) 789-5000; or may be examined at the FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This AD revises AD 87-24-07, Amendment 39-5774, which superseded AD 86-24-12, Amendment 39- 5483(52 FR 43849; November 17, 1987.). This amendment, 39-5840, becomes effective on February 9, 1988. APPENDIX I Supplement to the POH/AFM Gulfstream Aerospace Corporation Models 690, 690A, 690B, 690C, 690D, 695, 695A, and 695B Airplanes Continuous ignition switch shall be assured by selecting Manual IGN or IGN Override or IGN OVRD on the ignition switch as appropriate during all operations in actual or potential icing conditions described herein: (1) During takeoff and climb out in actual or potential icing conditions. (2) When ice is visible on, or shedding from propeller(s), spinner(s), or leading edge(s). (3) Before selecting ENG INLET, when ice has accumulated. (4) Immediately, any time engine flameout occurs as a possible result of ice ingestion. (5) During approach and landing while in or shortly following flight in actual or potential icing conditions. Note: If icing conditions are entered in flight without the engine anti-icing system having beenselected, switch one ENGINE system to ENG INLET ON position. If the engine runs satisfactorily, switch the second ENGINE system to the ENG INLET ON position and check that the second engine continues to run satisfactorily. CAUTION Flight in actual or potential icing conditions will be limited by duty cycle of the ignition system. Ignition system time limits must be observed to prevent exceeding duty cycle times. Operator should verify these limits for his particular installation. For the purpose of this supplement, the following definition applies: "Potential icing conditions in precipitation or visible moisture meteorological conditions: (1) Begin when the OAT is +5 degrees C (+41 degrees F) or colder, and (2) End when the OAT is +10 degrees C (+50 degrees F) or warmer." The procedures and conditions described in this appendix supersede any other POH/AFM procedures and conditions which may be contradictory.
2003-07-02: This amendment adopts a new airworthiness directive (AD), that is applicable to Rolls-Royce Corporation (formerly Allison Engine Company) 501-D series turboprop engines. This amendment requires removal from service of certain turbine rotor components at reduced life limits. This amendment is prompted by the result of recalculated material properties by the manufacturer. The actions specified by this AD are intended to prevent uncontained turbine rotor failure resulting in in-flight engine shutdown and possible damage to the airplane.
58-08-03: 58-08-03 DOUGLAS AND LOCKHEED: Applies to All Douglas DC3, Lockheed 18, and PV-1 Aircraft Having Bromochloromethane (CB) Fire Extinguisher Systems. (NOTE: Not Applicable to Systems Which Provide Leakproof Enclosures for the Fire Extinguishing Agent Containers.)\n\n\tCompliance required by October 1, 1958.\n\n\tDue to the toxicity hazard for crew and passengers existing in these airplanes having Bromochloromethane (CB) fire extinguishing system installed, particularly when the fire extinguishing agent containers are installed in the fuselage, one of the following must be accomplished.\n\n\t1.\tThe Bromochloromethane (CB) fire extinguisher agent must be replaced with a quantity of Freon 13B1 (Bromo-tri or CF3Br, equal to 0.8 times the installed weight of Bromochloromethane (CB) and a suitable breathing oxygen supply must be provided for the crew as specified in CAR 4b.651.\n\n\t2.\tThe Bromochloromethane (CB) fire extinguisher agent must be replaced with a quantity of carbon dioxide (CO2)equal to 1.25 times the installed quantity of Bromochloromethane (CB) and a suitable breathing oxygen supply must be provided for the crew as specified in CAR 4b.651.\n\n\t3.\tThe installed Bromochloromethane (CB) system must be shown to comply with the requirements of CAR 4b.371(b) and 4b.484(b)(2).\n\n\tNOTE: This may be accomplished by enclosing the containers with a similar or equivalent system to that shown on AiResearch Drawings C-4900-77B sheets 1 to 3 inclusive.
2003-06-04: This amendment supersedes an existing airworthiness directive (AD), applicable to all Airbus Model A300 B4-600, B4-600R, and F4-600R (collectively called A300-600) series airplanes, that currently requires repetitive inspections to detect cracking of the upper radius of the forward fitting of frame 47, and repair if necessary. This amendment retains those requirements but shortens the initial compliance time and the repetitive inspection intervals. This amendment also expands the applicability to include additional airplanes. This amendment is prompted by issuance of mandatory continuing airworthiness information by a civil airworthiness authority. The actions specified by this AD are intended to detect and correct such fatigue cracking, which could result in propagation of the cracking to the rear fitting and reduced structural integrity of fuselage frame 47.