Results
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.
97-17-04: This amendment supersedes an existing airworthiness directive (AD), applicable to Pratt & Whitney JT8D-200 series turbofan engines, that currently requires cleaning of front compressor front hubs (fan hubs); initial and repetitive eddy current (ECI) and fluorescent penetrant inspections (FPI) of tierod and counterweight holes for cracks; removal of bushings; the cleaning and ECI and FPI of bushed holes for cracks; and, if necessary, replacement with serviceable parts. In addition, the current AD requires reporting the findings of cracked fan hubs. This amendment does not change the current AD's inspection procedures, or the effectivity date that starts the cycle count for the initial inspection schedules. This AD does, however, add an additional inspection schedule that requires the initial inspection of certain fan hubs with standard drilled holes and coolant channel drilled (CCD) holes to occur earlier than the existing AD requires. Also, this AD requires reporting the results of the initial fan hub inspections. This amendment is prompted by additional investigation since publication of the current AD that reveals that certain fan hubs with standard drilled holes and CCD holes may be more susceptible to cracking. The actions specified by this AD are intended to prevent fan hub failure due to tierod, counterweight, or bushed hole cracking, which could result in an uncontained engine failure and damage to the aircraft.
2011-17-04: 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: One in-service incident has been reported on [a] DHC-8 Series 400 aeroplane in which the right hand main landing gear (MLG) failed to extend using the alternate gear extension system. * * * Failure of [the] MLG to extend and lock could adversely affect the safe landing of the aeroplane. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
67-18-05: 67-18-05 TECO: Amdt. 39-429, Part 39, Federal Register May 30, 1967. Applies to TECO Model 603 aircraft seats. Compliance required as indicated. To preclude failure of TECO Model 603 aircraft seats installed in civil aircraft, within 100 hours' time in service after the effective date of this AD, remove these seats from service, and replace with FAA-approved seats. This amendment effective June 30, 1967.
95-01-08: This amendment supersedes AD 81-09-03 R1, which currently requires repetitively inspecting the rudder pedal adjusting mounting bracket for cracks on Jetstream Aircraft Limited (JAL) HP137 Mk1 and Jetstream series 200 airplanes, and replacing any cracked bracket. The Federal Aviation Administration's policy on aging commuter-class aircraft is to eliminate, or in certain instances, reduce the number of repetitions of certain short-interval inspections when improved parts or modifications are available. This action requires replacing the mounting bracket with a new mounting bracket of improved design as terminating action for the repetitive inspections that are currently required by AD 81-09-03 R1. The actions specified by this AD are intended to prevent inadvertent rudder movement caused by a cracked rudder pedal adjusting bracket, which, if not detected and corrected, could result in loss of rudder control.
2011-17-06: We are adopting a new airworthiness directive (AD) for SOCATA Model TBM 700 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: A TBM 700 operator reported a case of elevator trim tab actuator jamming once the trim tab arrived to stop. The investigations conducted by the trim tab actuator manufacturer have shown that there was a discrepancy with PRECILEC manufacturing process of elevator trim tab actuator which caused this event. It has been determined as well that this discrepancy is limited to a batch of Serial Numbers (S/N). If not detected and corrected, a jammed trim tab could lead to unusual control forces, resulting in lower controllability, particularly if combined with adverse flight conditions at landing. We are issuing this AD to require actions to correctthe unsafe condition on these products.
2011-16-01: We are adopting a new airworthiness directive (AD) for the products listed above that would supersede an existing AD. 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: Recently, a Dassault Aviation Falcon 7X aeroplane experienced an uncontrolled pitch trim runaway during descent. The crew succeeded in recovering a stable situation and performed an uneventful landing. This condition, if occurring again, could lead to a loss of control of the aeroplane. * * * * * This AD requires actions that are intended to address the unsafe condition described in the MCAI.
67-06-03: 67-06-03 ERCOUPE: Amdt. 39-349 Part 39 Federal Register February 11, 1967. Applies to Models 415C, 415CD, 415D, E, G, and F1 Series Airplanes, Serial Numbers 1 through 5714 inclusive, Except Those Airplanes Modified in Accordance with Either Ercoupe Service Memorandum No. 63 or Air Products Document No. 110. Compliance required as indicated. To prevent loss of rudder control, accomplish the following: (a) Before further flight, after the effective date of this AD, with the nosegear raised off the ground, inspect the rudder control system by checking the rudder controls from the cockpit for freedom of movement through the entire range of rudder control travel. If any restriction or impediment on the normal freedom of movement of the rudder controls is apparent, the cause thereof must be determined prior to further flight. If it is determined that the restriction or impediment is caused by binding in the rudder bellcrank at the stabilizer, before further flight, modifythe rudder bellcrank assembly in a manner prescribed in (c) of this AD. (b) If the rudder bellcrank assembly is not modified as a result of findings made during the inspection provided in (a), then it must be modified in a manner prescribed in (c) of this AD within fifty (50) hours time in service after the effective date of this AD. (c) Modify the rudder bellcrank assembly in accordance with any one of the following - (1) One of the two methods contained in Alon Service Bulletin No. 14, dated February 3, 1967; or (2) The method contained in Ercoupe Service Memorandum No. 63 (available upon request from Alon, Inc., Municipal Airport, McPherson, Kansas); or, (3) Any other method approved as equivalent by the Chief, Engineering and Manufacturing Branch, Federal Aviation Agency, Central Region. This directive effective February 11, 1967.
93-15-11: 93-15-11 ALLIED-SIGNAL INC., GARRETT ENGINE DIVISION: Amendment 39-8656. Docket No. 93-ANE-02. Applicability: Allied-Signal Inc., Garrett Engine Division, Model TPE331-47A, -55B, and -61A turboprop engines; and TPE331-1, -2, -3, -5, -6, -8, -10, -11, -12, -14A, -14B, -15AW, -25, and -43 series turboprop engines installed on but not limited to Mitsubishi MU-2B Series (MU-2 series) Solitaire/Marquise; Construcciones Aeronauticas, S.A. (CASA) C-212 series; British Aerospace (BAe) Jetstream 3101 and 3201 (31 and 32) series; Fairchild SA226 and SA227 series (Swearingen Merlin and Metro series); Prop-Jets, Inc. Model 400; Cessna Model 441 (Conquest); Twin Commander 680, 690, 695 (Jetprop Commander); Rockwell Commander S-2R; Shorts Brothers and Harland, Ltd. SC7 (Skyvan); Dornier 228 series; Beech 18 and 45 series and Models JRB-6, 3N, 3NM, 3TM, and B100; Pilatus PC-6 series (Fairchild Porter, Peacemaker); Piper Model PA-42-1000 (Cheyenne 400 LS); De Havilland Model DH 104 Dove series; Grumman Model TS-2A; Grumman American Model G-164C; and Schweitzer Model G-164 series aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent a sudden loss of propeller control during application of thrust reverse that may cause asymmetric thrust and loss of aircraft control, accomplish the following: (a) Within the next 10 hours time in service (TIS) after the effective date of this AD, for Allied-Signal Inc., Garrett Engine Division, Model TPE331-47A, -55B, and -61A turboprop engines; and Model TPE331-1, -2, -3, -5, -6, -8, -10, -11, -12, -25, and -43 series turboprop engines that have had a new propeller pitch control (PPC) gasket, Part Number (P/N) 865664-4, installed after May 10, 1992, accomplish the following: (1) Inspect PPC gaskets in accordance with the applicable Allied-Signal Aerospace Company, Garrett Engine Division, Alert Service Bulletin (ASB): No. TPE331-A72-0857, dated October 29, 1992; or ASB No. TPE331-A72-0858, dated October 29, 1992, to determine if the gaskets incorporate internal metal reinforcement. (2) Prior to further flight, replace unreinforced gaskets with serviceable metal reinforced gaskets in accordance with the applicable Allied-Signal Aerospace Company, Garrett Engine Division, Light Maintenance Manual. (b) Within the next 10 hours TIS after the effective date of this AD, for Allied-Signal Inc., Garrett Engine Division, TPE331-14A, -14B, and -15AW turboprop engines that have had a new PPC gasket, P/N 3105685-1, installed after June 26, 1992, accomplish the following: (1) Inspect PPC gaskets in accordance with the applicable Allied-Signal Aerospace Company, Garrett Engine Division, ASB: No. TPE331-A72-7092, dated October 29, 1992; ASB No. TPE331-A72-7093, dated October 29, 1992; or ASB No. TPE331-A72-7519, dated October 30, 1992, to determine if the gaskets incorporate internal metal reinforcement. (2) Prior to further flight, replace unreinforced gaskets with serviceable metal reinforced gaskets in accordance with the applicable Allied-Signal Aerospace Company, Garrett Engine Division, Light Maintenance Manual. (c) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Los Angeles Aircraft Certification Office. (d) 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. (e) The inspection, and replacement, if necessary, shall be done in accordance with the following Allied-Signal Aerospace Company, Garrett Engine Division, alert service bulletins: DOCUMENT NO. PAGE REVISION DATE TPE331-A72-7092 Total Pages: 6. 1-6 Original October 29, 1992 TPE331-A72-0857 Total Pages: 12. 1-12 Original October 29, 1992 TPE331-A72-0858 Total Pages: 6. 1-6 Original October 29, 1992 TPE331-A72-7093 Total Pages: 6. 1-6 Original October 29, 1992 TPE331-A72-7519 Total Pages: 6. 1-6 Original October 30, 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 Allied Signal Propulsion Engines, Aviation Services Division, Data Distribution, Dept. 64-3/2102-1M, P.O. Box 29003, Phoenix, AZ 85038-9003; telephone (602) 365-2548. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment supersedes priority letter AD 92-26-07, issued December 16, 1992. (g) This amendment becomes effective on September 7, 1993.