Results
2010-07-02: The FAA is superseding an existing airworthiness directive (AD) that applies to certain Honeywell Primus II RNZ-850( )/-851( ) integrated navigation units (INUs). As one alternative for compliance, the existing AD provides for a one-time inspection to determine whether a certain modification has been installed on the Honeywell Primus II NV-850 navigation receiver module (NRM), which is part of the INU. In lieu of accomplishing this inspection, and for aircraft found to have an affected NRM, that AD provides for revising the aircraft flight manual to include new limitations for instrument landing system approaches. That AD also requires an inspection to determine whether certain other modifications have been done on the NRM; and doing related investigative, corrective, and other specified actions, as applicable; as well as further modifications to address additional anomalies. This AD extends the compliance time for a certain inspection and associated actions. This AD also revises the applicability to include additional affected INUs. This AD results from reports indicating that erroneous localizer and glideslope indications have occurred on certain aircraft equipped with the subject INUs. We are issuing this AD to ensure that the flightcrew has accurate localizer and glideslope deviation indications. An erroneous localizer or glideslope deviation indication could lead to the aircraft making an approach off the localizer, which could result in impact with an obstacle or terrain.
96-12-04: This amendment adopts a new airworthiness directive (AD), applicable to certain Superior Air Parts, Inc. Parts Manufacturer Approval (PMA) pistons installed on Teledyne Continental Motors O-470 series reciprocating engines, that requires removal from service of certain pistons. This amendment is prompted by piston failures. The actions specified by this AD are intended to prevent piston failure, which can result in engine power loss, engine failure and loss of the aircraft.
96-12-17: This amendment adopts a new airworthiness directive (AD), applicable to certain Beech (Raytheon) Model BAe 125 series 800A and 1000A, and Model Hawker 800 and 1000 airplanes, that requires an inspection to determine if the diode soldered connections are clean and functionally sound. This amendment also requires remake of the soldered connection and replacement of the diode with a new diode, if necessary. This amendment is prompted by reports of imperfect soldered connections in the engine starting and battery emergency control circuit. The actions specified by this AD are intended to prevent incorrect fault displays in the cockpit and intermittent fault symptoms in the engine starting and battery emergency control circuits, as a result of imperfect soldered connections.
2011-07-12: 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: * * * [T]he Federal Aviation Administration (FAA) has published Special Federal Aviation Regulation (SFAR) 88, and the Joint Aviation Authorities (JAA) has published Interim Policy INT/POL/25/ 12. The review conducted by Fokker Services on the Fokker 50 and Fokker 60 type design, in response to these regulations, revealed that the clearance between parts of the main landing gear (MLG) and the fuel pipes may be insufficient. This condition, if not detected and corrected, could lead to chafing, possibly resulting in fuel leakage and, in combination with other factors, a fuel fire. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2011-08-06: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires removing certain power turbine rotors from service using a specific drawdown schedule. This AD was prompted by reports of fatigue cracks in the airfoil of the power turbine blades. We are issuing this AD to prevent fracture of the power turbine blade airfoil, which could result in sudden loss of engine power and prevent continued safe flight or safe landing.
96-12-08: This amendment adopts a new airworthiness directive (AD) that applies to Twin Commander Aircraft Corporation (Twin Commander) 500, 680, and 690 series airplanes that do not have a nose landing gear drag link bolt with the manufacturer s serial number, manufacture date, and the last three digits of the drawing number, 055, on the bolt head. This action requires replacing the nose landing gear (NLG) drag link bolt with one that has been manufactured with the proper heat treatment. This action was prompted by the failure of an improperly heat treated NLG drag link bolt causing collapse of the nose landing gear on a certain Twin Commander Model 690B airplane while taxiing. The actions specified by this AD are intended to prevent the NLG from collapsing, which if not corrected, could result in loss of the airplane.
96-12-11: This amendment adopts a new airworthiness directive (AD), applicable to all Canadair Model CL-215-1A10 series airplanes. This action requires repetitive inspections to detect discrepancies of the microswitches fitted at the water door actuator, and replacement of any discrepant microswitch. This action also requires a terminating action for the repetitive inspections. This amendment is prompted by a report indicating that the water doors on one airplane opened inadvertently during flight, due to corrosion of the microswitches fitted to the water door actuator. The actions specified in this AD are intended to prevent such uncommanded opening of the water doors, especially at high speed during a takeoff run, a water pick-up run, or a landing run, which could cause damage to the airplane.
2011-07-13: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires an inspection of the elevator spar for cracks and, if any crack is found, either replacement with a serviceable elevator spar that is found free of cracks or repair/ modification with an FAA-approved method. This AD also requires reporting to the FAA the results of the inspection. This AD was prompted by reports of a total of nine elevator spar cracks across seven of the affected airplanes, including a crack of 2.35 inches just below the outboard hinge of the right-hand elevator. We are issuing this AD to prevent structural failure of the elevator spar due to such cracking, which could result in separation of the elevator from the airplane with consequent loss of control.
76-20-04: 76-20-04 SWEARINGEN : Amendment 39-2735 as amended by Amendment 39-3348. Applies to all Model SA226-T, SA226-AT, and SA226-TC airplanes with Serial Numbers as follows: Model SA226-T: T201 through T274. Model SA226-AT: AT001 through AT054. Model SA226-TC: TC201 through TC228E. Within the next 25 hours time in service after the effective date of this airworthiness directive and within each subsequent 50 hours of time in service, inspect the left hand and right hand wheel wells for evidence of fuel or hydraulic leaks as follows: A. Hydraulic System 1. Inspect the hydraulic power pack area in the left hand wheel well and all hydraulic lines in both landing gear wheel wells for condition or hydraulic leakage. Special attention should be given to the hydraulic gage line, P/N 27-81006-37, 731, 749, and 775, particularly in the area of bends. 2. Use either engine to pressurize the system to 2000 +psi and inspect the hydraulic lines, fittings and other components in both left and right wheel wells for any signs of leakage, including fluid misting from a spraying-type leakage. 3. If damaged lines or hydraulic leaks are found, repair or replace in accordance with FAA-approved maintenance procedures before further flight. B. Fuel System 1. By using airframe boost pump, pressurize and inspect fuel supply line aft of firewall and inside wheel wells for leakage. 2. If fuel leaks are found, repair in accordance with FAA-approved maintenance procedures before further flight. C. Voluntary written reports on the results of the inspection conducted in accordance with Paragraphs A and B, either positive or negative, should be forwarded to the Chief, Aircraft Engineering and Manufacturing Branch, Federal Aviation Administration, Southwest Region, P.O. Box 1689, Fort Worth, Texas 76101. (Reporting approved by the Office of Management and Budget under OMB No. 04-R0174.) D. Special flight permits may be issued pursuant to Sections 21.197 and 21.199 of the Federal Aviation Regulations to authorize flights to a base for accomplishment of the inspections required by this airworthiness directive. E. After the effective date of this AD and as an alternate means of compliance: 1. If Swearingen Aviation Corporation Models SA226TC (applies to serial numbers TC-201 through TC-212), SA226T (applies to serial numbers T-201 through T-251, except T-249), and SA226AT (applies to serial numbers AT-001 through AT-033, except AT-025) airplanes are modified in accordance with Swearingen Aviation Corporation service bulletin SB 21-009 dated May 11, 1977, "Addition of Bleed Air Heat Exchangers"; and if Swearingen Aviation Corporation Models SA226TC (applies to serial numbers TC-201 through TC-228, except TC-227E and TC-228E), SA226T (applies to serial numbers T-201 through T-271), and SA226AT (applies to serial numbers AT-001 through AT-056) airplanes are modified in accordance with Swearingen Aviation Corporation service bulletin SB 54-003 dated April 28, 1977, "Improved Fire Resistance of the Fuel and Hydraulic Systems;" then the repetitive inspections specified in paragraphs A and B of this AD are no longer necessary. 2. Or, if modifications are made to the above airplane models in a manner approved by the Chief, Engineering and Manufacturing Branch, ASW-210, Southwest Region, then the repetitive inspections called for in paragraphs A and B of this AD are no longer necessary. Amendment 39-2735 became effective October 11, 1976. This amendment 39-3348 becomes effective on November 17, 1978.
2011-06-10: We are superseding an existing airworthiness directive (AD) that applies to certain Piper Aircraft, Inc. Models PA-46-310P and PA- 46-350P airplanes that are equipped with a Lewis or Transicoil turbine inlet temperature (T.I.T.) gauge and associated probe. That AD currently requires cleaning, inspecting, and calibrating the T.I.T. system; replacing any T.I.T. system that fails the calibration test; repetitively replacing the T.I.T. probe on certain airplanes; and inserting a copy of the AD into the pilot's operating handbook (POH) for certain airplanes. This new AD retains [[Page 18034]] the actions required by the previous AD (AD 99-15-04 R1), adds certain Model PA-46R-350T airplanes to the Applicability section, expands the applicability to include other T.I.T. systems, and incorporates new service information. This AD was prompted by the manufacturer revising related service information and adding an airplane model to the list of affected airplanes. We are issuing this AD to prevent improper engine operation caused by improperly calibrated T.I.T. indicators or defective T.I.T. probes, which could result in engine damage/failure with consequent loss of control of the airplane.
96-11-18: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-80 series airplanes, and Model MD-88 and MD-90 airplanes, that requires a one-time measurement of the length of the oxygen mask lanyards of the passenger service unit (PSU), and modification of lanyards that are longer than the proper length. This amendment is prompted by a report that the length of the oxygen mask lanyards of the PSU were found to be too long, apparently due to improper installation during production. The actions specified by this AD are intended to ensure that the length of these oxygen mask lanyards is correct, so that the oxygen canister will be properly activated when needed during an emergency.
77-21-02: 77-21-02 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (Formerly Nord Aviation): Amendment 39-3053 as amended by Amendment 39-3142. Applies to all Nord 262 Series airplanes certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent interruption of fuel flow to the operating engine as a consequence of failure of one engine, accomplish the following: (a) Except as provided in paragraph (b) of this AD, within the next 300 hours time in service after October 31, 1977, accomplish the following: (1) For airplanes not equipped with auxiliary tanks in center wing, install a rigid metal partition inside fuel tank No. 1 (LH and RH) in accordance with paragraph II "Embodiment Instructions" of Nord 262 Fregate Service Bulletin No. 28-18 (Mod. 825), dated June 23, 1977, or an FAA-approved equivalent. (2) For airplanes equipped with auxiliary tanks in center wing, install a rigid metal partition inside fuel tank No. 1 (LH and RH) in accordance with paragraph II "Embodiment Instructions" of Nord 262 Fregate Service Bulletin No. 28-19 (Mod. 826), dated June 23, 1977, or an FAA-approved equivalent. (3) After accomplishing paragraph (a)(1) or (a)(2) of this AD, adjust the zero point on the fuel quantity indicator in accordance with paragraph II "Accomplishment Instructions" of Nord - 262 Fregate Service Bulletin No. 28-20 (Mod. 828), dated June 23, 1977, or an FAA-approved equivalent. (b) An airplane may be operated for a period of time not to extend past April 1, 1978, without the airplane being modified in accordance with paragraph (a) of this AD if - (1) Modification kits required under paragraph (a) of this AD have been ordered but have not been delivered; (2) An operating limitation placard is installed in clear view of the pilot that reads, "Warning-in the event of one engine failing, immediate action to correct asymmetrical flight must be taken to prevent loss of the operating engine"; and (3) The period of time for continued operation without being in compliance with paragraph (a) of this AD must be approved by the FAA District Office having jurisdiction over the operator. Requests for approval must substantiate that the modification kits required under paragraph (a) of this AD have been ordered but have not been delivered. (c) The placard required by paragraph (b) of this AD may be removed upon compliance with paragraph (a) of this AD. Amendment 39-3053 became effective October 31, 1977. This amendment 39-3142 is effective March 2, 1978, as to all persons except those persons to whom it was made immediately effective by the telegram dated December 8, 1977, which contained this amendment.
96-09-13: This amendment adopts a new airworthiness directive (AD) that applies to all Beech Aircraft Corporation (Beech) Models 99, 99A, A99A, B99, C99, B200, B200C, 1900, 1900C, and 1900D airplanes. This action requires revising the Airplane Flight Manual (AFM) to provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions, and to limit or prohibit the use of various flight control devices. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in freezing rain or freezing drizzle conditions by providing more clearly defined procedures and limitations associated with such conditions.
2011-07-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Two A340-300 aeroplanes experienced one single door opening of engine number (n[deg]) 3 Thrust Reverser (TR) pivoting door during climb. These events were the result of a primary lock malfunction and incorrect engagement of the secondary lock. * * * * * Deployment of one TR door in flight, particularly during the take-off or go around, could result in heavy buffet at low speed, or could significantly reduce take off performance [and increase pilot workload during takeoff or go around], which would constitute an unsafe condition. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2006-24-10: We are adopting a new airworthiness directive (AD) for certain Air Tractor, Inc. Models AT-501, AT-502, AT-502A, AT-502B, and AT-503A airplanes, which supersedes AD 2002-26-05 and AD 2002-11-05 R1. Since we issued AD 2002-26-05 and AD 2002- 11-05 R1, we determined that additional airplanes should be added to the applicability section and determined the safe life for new production airplanes and replacement spar caps should be extended. We also developed an alternative method of compliance (AMOC) to the requirements of this AD. This AD retains the actions required in AD 2002-26-05 and AD 2002-11-05 R1, adds additional airplanes to the Applicability section, extends the safe life for new production airplanes and replacement spar caps, and incorporates an AMOC. We are issuing this AD to prevent fatigue cracks from occurring in the wing lower spar cap before the established safe life is reached. Fatigue cracks in the wing lower spar cap could result in failure of the spar cap andlead to wing separation.
70-02-08: 70-02-08 BRITISH AIRCRAFT CORP.: Amdt. 39-918. Applies to Viscount Models 744, 745D, and 810 series airplanes which have fuselage leading edge frame structure reinforcing plates, P/N 70152-2787/8 or P/N 70152-3311/12 installed. Compliance is required as indicated unless already accomplished. To prevent failure of the fuselage leading edge frame structure, accomplish the following: (a) For airplanes which have reinforcing plates P/N 70152-2787/8 installed, visually inspect the reinforcing plates for cracks within the next 500 landings after the effective date of this AD, unless already accomplished within the last 500 landings, or within 1,000 landings after the reinforcing plates were installed, whichever occurs later, and thereafter at intervals not to exceed 1,000 landings since the last inspection. If cracks are found, comply with paragraph (c) of this AD within the next 500 landings. (b) For airplanes which have reinforcing plates, P/N 70152-3311/12 installed,visually inspect the reinforcing plates within the next 1,500 landings after the effective date of this AD unless already accomplished within the last 1,500 landings or within 3,000 landings after the reinforcing plates were installed, whichever occurs later, and thereafter at intervals not to exceed 3,000 landings since the last inspection. If cracks are found, comply with paragraph (c) of this AD within the next 500 landings. (c) If cracks are found during the inspection required by paragraphs (a) and (b) of this AD, replace the cracked reinforcing plates with new plates P/N 70152-3311/12 by the incorporation of Modification D.3072 Part (d) (for Models 744 and 745D series airplanes) or Modification FG.1928 Part (d) (for Model 810 series airplanes), or FAA-approved equivalents. (d) Upon request by the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Staff, FAA Europe, Africa, and Middle East Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for the operator. (e) For the purpose of complying with this AD, subject to the acceptance by the assigned FAA maintenance inspector, the number of landing may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the type aircraft. (British Aircraft Corp., Ltd., Preliminary Technical Leaflets No. 242, Issue 4 (Model 744 and 745D airplanes) and No. 106, Issue 4 (Model 810 series airplanes) cover this subject and present an approved accessibility scheme to facilitate the inspections required by paragraphs (a) an (b)). This amendment becomes effective February 8, 1970.
73-21-02: 73-21-02 BEECH: Amdt. 39-1733. Applies to Models 95-C55, 95-C55A, D55, D55A, E55 and E55A (Serial Numbers TE-1 through TE-874, TE-877 through TE-879, TE-881 and TE- 883 through TE-885); Models 58 and 58A (Serial Numbers TH-1 through TH-269 and TH-272) airplanes, irregardless of time in service. Compliance: Required as indicated unless already accomplished. To preclude failure or leakage of the flexible hose assemblies between the firewall and engine fuel injection system pump which could release fuel within the engine compartment or adversely affect engine operation, accomplish the following: A) Within 50 hours' time in service after the effective date of this AD, on those airplanes which have the Stratoflex P/N 156001-8D0100 hose assemblies installed between the firewall and engine fuel injection pump, replace the hose with a Beech P/N 58-920035-(-1), (-5), or (-7) or (-9) or (-11) or field fabricated equivalent of the proper length as determined by the measurementprocedure contained in Paragraph C of this AD. B) Within 25 hours' time in service after the effective date of this AD, on those airplanes which have Stratoflex P/N 130001-8D0090 or Beech P/N 58-920035-1 hose assemblies installed either in compliance with AD 73-13-03 or by the manufacturer, visually inspect these hoses per instructions contained in Beech Service Instruction No. 0409-282, Rev. II, Part III, to determine whether they are of the proper length for the location in which they are installed. If the above mentioned Service Instruction is unavailable or the inspection outlined is inconclusive, the acceptability of the installed hose may be determined using the measurement procedure contained in Paragraph C of this AD. 1) Prior to further flight, replace any hose having excessive or insufficient length with a Beech P/N 58-920035-(-1), (-5), or (-7) or (-9) or (-11) or field fabricated equivalent hose of the correct length as determined by the procedure contained inthis AD. C) Establish the required hose length as follows: 1) Using a P/N 58-920035-1 hose assembly or equivalent, attach one end of the fuel hose to the fuel pump fitting and align the free end of the hose assembly beside the forward left side of the 45-degree firewall fitting. 2) Compare the flare mating surfaces in the hose fitting and the fitting on the firewall to determine the length required. Hose length is critical. Excess length of 1/8 inch -0 plus 1/8 inch will provide the bow necessary for flexing during engine operation. Beech P/N 58- 920035 hose assemblies are available in 1/8-inch length increments. NOTE: Equivalent hose assemblies may be fabricated to the desired dimensions using Stratoflex Bulk Hose 130-8 and P/N 712-8D fittings following instructions contained in Stratoflex Catalog 103 or equivalent FAA-approved procedures. Stratoflex hose, fittings, and catalogs are obtainable from Stratoflex, Inc., 220 Roberts Cutoff, P.O. Box 10398, Fort Worth, Texas 76114. Aeroquip Type 303 hose is not an acceptable substitute. Beechcraft Service Instruction No. 0409-282, Rev. II or later approved revisions cover this subject. This AD supersedes AD 73-13-03 (Amendment 39-166). This AD becomes effective October 12, 1973.
2011-07-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: On two occurrences on Myst[egrave]re-Falcon 50 aeroplanes in service, it was detected that two pipes had been swapped in maintenance at the frame 42 firewall. The swapped lines are the extinguishing system line to engine 2, and engine 2 Low Pressure (LP) bleed line. If the swapping of these two lines is not detected and corrected, in case of engine 2 fire, the fire extinguishing capability would not be operational. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
2011-07-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires installing new in-line fuses for the fuel level float switch and new in-line fuses for the pressure switch, as applicable, and changing the wiring. The proposed actions would affect the left and right wing forward spars, center wing forward spar, forward auxiliary fuel tank, and aft auxiliary fuel tank, as applicable. This AD was prompted by fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
96-11-11: This amendment adopts a new airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-9 series airplanes, that requires inspection(s) to detect cracking in the nose skin of the fuselage, and various follow-on actions. This amendment also provides for an optional modification, which would defer certain repetitive inspections, if no cracking is detected. This amendment is prompted by reports of cracking in the upper nose skin of the fuselage due to fatigue. The actions specified by this AD are intended to prevent fatigue-related cracking, which could compromise the structural integrity of the airplane.
86-17-08: 86-17-08 GROB WERKE GmbH (Burkhart Grob): Amendment 39-5399. Applies to Models G103 TWIN II and G103A TWIN II ACRO gliders serial numbers 33879- (K-117) through 34012-(K-245) certificated in any category. Compliance is required as indicated unless already accomplished. To prevent jamming of the outer airbrake pivot lever which could result in the loss of airbrake control, accomplish the following: (a) Within the next 10 hours time-in-service after the effective date of this AD, measure the airbrake pivot lever stop pad length in accordance with Part 1 of the "Instructions" section of Grob Technical Information No. TM 315-31, dated October 7, 1985. (b) If a stop pad of a length of less than 36 mm is found during the inspection required by Paragraph (a) of this AD, or if a stop pad is found that can be wedged under the wingskin, before further flight, install a stop pad extension in accordance with part 2 of the "Instructions" section of Grob Technical Information No. TM 315-31, dated October 7, 1985, and Grob Repair Instructions No. 315-31, dated October 7, 1985. Upon request, an equivalent means of compliance with the requirements of this AD may be approved by the Manager, Brussels Aircraft Certification Office, AEU-100, Europe, Africa, and Middle East Office, FAA, c/o American Embassy, 15 Rue de la Loi B-0040 Brussels, Belgium, Telephone No. 513.38.30 ext. 2710 or the Manager, New York Aircraft Certification Office, Aircraft Certification Division, FAA, New England Region, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581, Telephone No. (516) 791-6680. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office or the Manager, New York Aircraft Certification Office, may adjust the compliance time specified in this AD. Grob Technical Information No. TM 315-31, dated October 7, 1985, and Grob Repair Instructions No. 315-31, dated October 7, 1985, identified and described in this document, are 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 Grob Systems, Inc., Aircraft Division, I-75 and Airport Drive, Bluffton, Ohio 45817. These documents also may be examined at the Office of Regional Counsel, ANE-7, FAA New England Region, 12 New England Executive Park, Burlington, Massachusetts 01803, Room 311, Rules Docket 86-ANE-32, between the hours of 8:00 am and 4:30 pm; Monday thru Friday, except Federal holidays. This amendment becomes effective on September 10, 1986.
92-23-04: 92-23-04 BEECH: Amendment 39-8404. Docket No. 92-CE-32-AD. Applicability: The following model and serial number airplanes, certificated in any category: Models Serial Numbers 58 and 58A TH-1389 and TH-1396 through TH-1662 58TC and 58TCA TK-147 and TK-151 58P and 58PA TJ-436 and TJ-444 through TJ-497 Compliance: Required within the next 100 hours time-in-service after the effective date of this AD, unless already accomplished. To prevent loss of engine throttle control caused by failure of the engine controls support angle attachment clips, accomplish the following: (a) Modify the engine controls support structure in accordance with the instructions to Beech Kit No. 58-5016-1 S as referenced in Beech Service Bulletin No. 2439, dated May 1992. NOTE 1: Beech Kit No. 58-5016-1 S consists of all the materials and instructions for replacing the engine controls support angle attachment clips with brackets, and may be obtained from the manufacturer at the address specified in paragraph (d) of this AD. (b) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (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, Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and send it to the Manager, Wichita 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 Wichita Aircraft Certification Office. (d) The modification required by this AD shall be done in accordance with the instructions to Beech Kit No. 58-5016-1 S as referenced in Beech Service Bulletin No. 2439, dated May 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from the Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. 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 December 8, 1992.
2011-07-03: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: In early 2005, several reports had been received regarding discovery of cracks in rudder pulley brackets installed on Reims F406 aeroplanes. This pulley bracket, Part Number (P/N) 6015511-1, is installed on aeroplanes with the optional "Camera Hole'' modification. This condition, if not detected and corrected, could result in the loss of rudder control on the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
2011-06-05: The FAA is superseding an existing airworthiness directive (AD), which applies to all Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes. That AD currently requires repetitive detailed inspections of the slat track downstop assemblies to verify that proper hardware is installed, one-time torquing of the nut and bolt, and corrective actions if necessary. This new AD also requires replacing the hardware of the downstop assembly with new hardware of the downstop assembly, doing a detailed inspection or a borescope inspection of the slat cans on each wing and the lower rail of the slat main tracks for debris, replacing the bolts of the aft side guide with new bolts, and removing any debris found in the slat can. This AD also removes airplanes from the applicability. This AD results from reports of parts coming off the main slat track downstop assemblies. We are issuing this AD to prevent loose or missing parts from the main slat track downstop assemblies from falling into the slat can and causing a puncture, which could result in a fuel leak and consequent fire.
96-11-08: This amendment supersedes an existing airworthiness directive (AD), applicable to Robinson Helicopter Company (Robinson) Model R22 helicopters, that currently requires installing a low-rotor RPM caution light and resetting the low-RPM warning unit to activate the warning horn and caution light at 94% to 96% revolutions-per-minute (RPM). This amendment requires installation of an improved throttle governor; an adjustment to the low RPM warning unit threshold to increase the RPM at which the warning horn and caution light activate; and, revisions to the R22 Rotorcraft Flight Manual that prohibit flight with the improved throttle governor selected off, except in certain situations. This amendment is prompted by an FAA Technical Panel review of Model R22 accident history data which revealed that main rotor (M/R) blade stall at abnormally low M/R RPM resulted in accidents. The actions specified by this AD are intended to minimize the possibility of pilot mismanagement of the M/R RPM, which could result in unrecoverable M/R blade stall and subsequent loss of control of the helicopter.