Results
2008-16-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: There was one reported failure of the elevator centering torsion spring. Investigation revealed that the tangs on the torsion spring had been bent due to difficulty encountered during installation of the elevator centering torsion spring on the horizontal stabilizer torque tube. The bending of the tangs on the torsion spring would degrade its durability and could lead to premature failure of the elevator centering torsion spring. A control rod disconnect between the elevator aft quadrant and the elevator Power Control Unit input torque tube, in combination with the loss or reduction in elevator centering capability, could result in a significant reduction in aircraft pitch control. We are issuing this AD to require actions to correct the unsafe condition on these products.
2020-13-04: The FAA is superseding Airworthiness Directive (AD) 2017-09-06 for all General Electric Company (GE) GEnx-1B and GEnx-2B model turbofan engines. AD 2017-09-06 required updating electronic engine control (EEC) full authority digital electronic control (FADEC) software on GEnx-1B and GEnx-2B turbofan engines and replacing a certain fan hub frame assembly part installed on GEnx-2B turbofan engines. This AD requires updating EEC software on GEnx-1B and GEnx-2B engines and replacing a certain fan hub frame assembly part installed on GEnx-2B engines. This AD was prompted by the development of a design change by GE to remove the unsafe condition. The FAA is issuing this AD to address the unsafe condition on these products.
94-04-07: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Beech Model 400A airplanes. This action requires rework or replacement of certain hubcaps on the main landing gear. This AD also requires incorporation of procedures into the FAA-approved maintenance program for inspections of the transducer drive clip to ensure that the drive clip gap does not exceed a specified limit. This amendment is prompted by a report that a Beech Model 400A airplane lost its anti-skid braking system during landing roll out. The actions specified in this AD are intended to prevent degradation or loss of braking performance. Comments for inclusion in the Rules Docket must be received on or before April 19, 1994.
96-14-09: 96-14-09 BRITISH AEROSPACE REGIONAL AIRCRAFT LIMITED, AVRO INTERNATIONAL AEROSPACE DIVISION (Formerly British Aerospace, plc; British Aerospace Commercial Aircraft Limited): Amendment 39-9694. Docket No. 96-NM-162-AD. Supersedes AD 94-07-09, Amendment 39-8867. Applicability: All Model BAe 146-100A, -200A, and -300A airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (e) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent engine power rollback during flight in icing conditions above an altitude of 26,000 feet, accomplish the following: (a) For airplanes listed in British Aerospace Service Bulletin SB.11-97-01285A, Revision 1, dated April 3, 1992: Within 30 days after December 17, 1992 (the effective date of AD 92-24-09, amendment 39-8415), install a placard below the ice protection switches on the flight deck overhead panel to include additional procedures to be followed when operating at certain flight levels with the engine and airframe anti-ice switch ON, in accordance with British Aerospace Service Bulletin SB.11-97-01285A, Revision 1, dated April 3, 1992. (b) For airplanes listed in British Aerospace Service Bulletin SB.11-97-01285A, Revision 1, dated April 3, 1992: Within 30 days after December 17, 1992 (the effective date of AD 92-24-09, amendment 39-8415), modify the air brake auto-retract function, in accordance with British Aerospace Service Bulletin SB.11-97-01285A, Revision 1, dated April 3, 1992. (c) Within 6 days after the effective date of this AD, amend the FAA-approved Airplane Flight Manual (AFM) as required by paragraphs (c)(1) and (c)(2) of this AD. (1) Remove the following Temporary Revisions (TR) from the Limitations Section and Normal/Abnormal Procedures Section, as applicable: (i) For Model BAe 146-100A airplanes: TR 30, Issue No. 2 (Document No. BAe 3.3), dated February 1994. (ii) For Model BAe 146-200A airplanes: TR 41, Issue No. 2 (Document No. BAe 3.3), dated February 1994, or TR 42, Issue No. 2 (Document No. BAe 3.3), dated February 1994, as applicable. (iii) For Model BAe 146-300A airplanes: TR 23, Issue No. 2 (Document No. BAe 3.3), dated February 1994. (2) Insert the following TR s into the Limitations Section and theNormal/Abnormal Procedures/Handling Section, as applicable. (i) For Model BAe 146-100A airplanes: TR 32, Issue No. 2 (Document BAe 3.3), dated July 1996. (ii) For Model BAe 146-200A airplanes: TR 44, Issue No. 2 (Document BAe 3.6), dated July 1996. (iii) For Model BAe 146-300A airplanes: TR 25, Issue No. 2 (Document BAe 3.11), dated July 1996. (d) When the TR s specified in paragraph (c)(2) have been incorporated into an AFM General Revision, the applicable AFM General Revision may be inserted into the corresponding FAA-approved AFM, provided the information contained in the AFM General Revision corresponds identically to that specified in TR 32, TR 44, or TR 25. (e) 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Operations Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (f) Special flight permits may be issued in accordance with Sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (g) The AFM revisions shall be done in accordance with Temporary Revision (TR) 32, Issue No. 2 (Document BAe 3.3), dated July 1996 (for Model BAe 146-100A airplanes); TR 44, Issue No. 2 (Document BAe 3.6), dated July 1996 (for Model BAe 146-200A airplanes); and TR 25, Issue No. 2 (Document BAe 3.11), dated July 1996 (for Model BAe 146-300A airplanes); as applicable. 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 British Aerospace Holding, Inc., Avro International Aerospace Division, P.O. Box 16039, Dulles International Airport, Washington DC 20041-6039. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on July 22, 1996, to all persons except those persons to whom it was made immediately effective by emergency AD 96-14-09, issued July 2, 1996, which contained the requirements of this amendment.
99-12-02: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 99-12-02, which was sent previously to all known U.S. owners and operators of Raytheon Aircraft Corporation (Raytheon) Beech Models 45 (YT-34), A45 (T-34A, B-45), and D45 (T-34B) airplanes. This AD requires incorporating operating limitations that restrict operation of the airplanes to normal category operation and prohibit them from acrobatic and utility category operations; limit the flight load factor to 0 to 2.5 G; and limit the maximum airspeed to 175 miles per hour (mph) (152 knots). This AD resulted from a report of an in-flight separation of the right wing on a Raytheon Beech Model A45 (T-34A) airplane. The actions specified by this AD are intended to assure the operational safety of the above-referenced airplanes. Comments for inclusion in the Rules Docket must be received on or before July 30, 1999.
85-26-01: 85-26-01 SECUR AIGLON: Amendment 39-5198. Applies to Secur Aiglon (formerly l'Aiglon) Model 343 safety belts equipped with type 343, 343A, 343B, 343C buckles installed in, but not limited to, Aerospatiale SA360C helicopters. Compliance is required as indicated unless already accomplished. To prevent any possible jamming and failure to unlock the belt, accomplish the following: Within the next 90 days after the effective date of this AD, modify the belt buckle in accordance with the repair instructions specified in Secur Aiglon SB No. TRW 1 dated April 27, 1984, or later FAA approved revision. Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. 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, 15 Rue de la Loi, B-1040, Brussels, Belgium, telephone 531.38.30. Upon submission of substantiating data by an owner or operator through an FAA maintenance inspector, the Manager, Brussels Aircraft Certification Office, AEU-100, 15 Rue de la Loi, B-1040, Brussels, Belgium, may adjust the compliance time specified in this AD. Secur Aiglon SB No. TRW 1, dated April 27, 1984, 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 this document from the manufacturer may obtain copies upon request to Anjore Aeronautique, Avenue de l'Osier, 49125 Tierce, France. This document also may be examined at the Office of the Regional Counsel, FAA, New England Region, Room 311, 12 New England Executive Park, Burlington, Massachusetts 01803. This amendment becomes effective on February 6, 1986.
90-26-01: 90-26-01 GENERAL ELECTRIC COMPANY: Amendment 39-6810. Docket No. 89-ANE- 03. Applicability: General Electric Company (GE) CF6-80C2 series turbofan engines installed on, but not limited to, Airbus A300 and A310 and Boeing 747 and 767 series aircraft. Compliance: Required within 30 calendar days after the effective date of this AD, unless already accomplished. To prevent engine fire and potentially significant aircraft damage, accomplish the following: (a) Replace fuel manifold systems, Part Numbers (P/N) 1303M31G04 and 1303M32G04, with fuel manifold systems, P/N 1303M31G06 and 1303M32G06, or with P/N 1303M31G07 and P/N 1303M32G07 in accordance with the Accomplishment Instructions of GE CF6-80C2 Series Service Bulletin 73-053, Revision 3, dated April 3, 1990. (b) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (c) Upon submission of substantiating data by an owner or operatorthrough an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Engine Certification Office, ANE-140, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803. The installation of the improved fuel manifold systems shall be accomplished in accordance with the following GE document: Document Number Page Numbers Issue/Rev. Date SB 73-053 4-14, 18-25, 27, 29-42 Revision 2 08/23/89 1-3, 15-17, 26,28, 43-45 Revision 3 04/03/90 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 General Electric Aircraft Engines, CF6 Distribution Clerk, Room 132, 111 Merchant Street, Cincinnati, Ohio 45246. Copies may be inspected at the Regional Rules Docket, Office of the Assistant Chief Counsel, FAA, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street, NW, Room 8301, Washington, DC 20591. Airworthiness Directive 90-26-01 supersedes AD 89-03-52, Amendment 39-6199. This amendment (39-6810, AD 90-26-01) becomes effective on December 20, 1990.
87-14-01 R1: 87-14-01 R1 PRATT & WHITNEY: Amendment 39-5641 as revised by Amendment 39-6359. Docket No. 79- ANE-18. Applicability: Pratt & Whitney (PW) JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A, -11, -15, and -17 turbofan engines. Compliance: Required as indicated, unless already accomplished. To prevent uncontained second stage fan blade failure, ultrasonically inspect and fluorescent penetrant inspect (FPI) for cracks, and remove as required, second stage fan blades, Part Numbers (P/N) 433802, 645902, 759902, 695932, 678102, and 746402, in accordance with PW Alert Service Bulletin (ASB) 5729, Revision 2, dated July 8, 1988, as follows: (a) Inspect at the first engine shop visit after July 27, 1987. (b) Reinspect at each second stage fan rotor disassembly from the low pressure compressor (LPC) after accumulation of 3,000 cycles in service (CIS) since last inspection (SLI), but not to exceed 10,000 CIS SLI. (c) Remove from service, prior to further flight, second stage fan blades that exhibit crack indications as defined in the requirements of PW ASB 5729, Revision 2, dated July 8, 1988, and replace with serviceable blades. (d) Report the following information in writing, if a blade is found to be cracked, within 30 days of the inspection to the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803; Telex Number 949301 FAANE BURL: (1) Engine serial number (S/N) (2) Inspection date (3) Blade P/N and S/N (4) Blade total time and cycles (if estimate, so note) (5) Blade time and cycles SLI (6) Crack location and size Information collection requirements contained in this regulation (Section 39.13) have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (Pub. L. 96-511) and have been assigned OMBControl Number 2120-0056. NOTES: (1) Shop visit is defined as the input of an engine to a repair shop with LPC rotor overhaul capability where the subsequent engine maintenance entails the following: (a) Separation of a major engine flange (lettered or numbered) other than flanges mating with major sections of the nacelle or reverser. Separation of flanges purely for purposes of shipment, without subsequent internal maintenance, is not a "shop visit." (b) Removal of a disk, hub, or spool. (2) The ultrasonic inspections accomplished in accordance with AD 87-14-01 and PW ASB 5729, dated January 29, 1987, at the last inspection prior to the effective date of this AD, are considered to be in compliance with the dual inspection requirements of this AD. However, after the effective date of this AD, an FPI must be performed in addition to the ultrasonic inspection, unless otherwise approved by the FAA as stated below. (e) Aircraft may be ferried in accordancewith the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (f) Upon submission of substantiating data by an owner or operator through an FAA Airworthiness Inspector, an alternate method of compliance with the requirements of this AD or adjustments to the compliance times specified in this AD may be approved by the Manager, Engine Certification Office, ANE-140, Engine and Propeller Directorate, Aircraft Certification Service, Federal Aviation Administration, 12 New England Executive Park, Burlington, Massachusetts 01803. The inspection procedures shall be done in accordance with PW ASB 5729, Revision 2, dated July 8, 1988. 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 Pratt & Whitney, Publication Department, P.O. Box 611, Middletown, Connecticut 06457. Copies may be inspected at the Regional Rules Docket, Office of the Assistant Chief Counsel, Federal Aviation Administration, New England Region, 12 New England Executive Park, Room 311, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1100 L Street, NW, Room 8301, Washington, DC 20591. Airworthiness Directive 87-14-01 superseded AD 80-11-03 R1, Amendment 39-4148, which became effective on June 30, 1981. This amendment revises AD 87-14-01, Amendment 39-5641 (52 FR 24138; June 29, 1987), which became effective on July 27, 1987. This amendment (39-6359, AD 87-14-01 R1) becomes effective on December 11, 1989.
92-07-05: 92-07-05 BEECH: Amendment 39-8201. Docket No. 91-CE-90-AD. Supersedes AD 91-12-12, Amendment 39-7023. Applicability: Models 65-90, 65-A90, 65-A90-1, 65-A90-2, 65-A90-3, 65-A90-4, B90, and C90 airplanes (all serial numbers (S/N)); Model C90A airplanes (S/N LJ-1063 through LJ-1280); Models E90, H90, 99, 99A, A99A, B99, C99, 100, A100, and B100 airplanes (all S/N), certificated in any category. Compliance: Required within the next 150 hours time-in-service after the effective date of this AD, unless already accomplished (superseded AD 91-12-12, Amendment 39-7023). To prevent structural damage or imbalance to the rudder caused by improper drainage of water from the rudder trim tab, accomplish the following: (a) Inspect the rudder trim tab for proper moisture drainage provisions in accordance with the instructions in Beech Service Bulletin No. 2365, Revision 1, dated December 1991. If the correct drainage provisions do not exist, prior to further flight, modifythe rudder trim tab in accordance with the instructions in the referenced service bulletin. NOTE: The requirements of this AD may have already been accomplished in accordance with superseded AD 91-12-12, Amendment 39-7023. A change in the Applicability paragraph is the only difference between this action and superseded AD 91-12-12. (b) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes 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, Mid-Continent Airport, Wichita, Kansas 67209. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Wichita Aircraft Certification Office. (d) The inspection and possible modification required by this AD shall be done in accordance with Beech Service Bulletin No. 2365, Revision 1, dated December 1991. 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, 1100 L Street, NW, Room 8401, Washington, DC. (e) This amendment (39-8201) supersedes AD 91-12-12, Amendment 39-7023. (f) This amendment (39-8201, AD 92-07-05) becomes effective on April 30, 1992.
2020-11-14: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model BD-100-1A10 airplanes. This AD was prompted by reports of the loss of all air data system information provided to the flightcrew, which was caused by icing at high altitudes. This AD requires revising the existing airplane flight manual (AFM) to provide the flightcrew with procedures to stabilize the airplane's airspeed and attitude. The FAA is issuing this AD to address the unsafe condition on these products.
98-25-03: This amendment adopts a new airworthiness directive (AD) that applies to certain Cessna Aircraft Company (Cessna) Model 172R airplanes that are not equipped with an autopilot. This AD requires inspecting the right wing for an incorrectly routed, frayed, or damaged aileron control cable, and re-routing any incorrectly routed cable or replacing any frayed or damaged cable. The AD also requires reporting any incorrectly routed, frayed, or damaged cable to the Federal Aviation Administration (FAA). This AD is the result of a report of an incorrectly routed aileron control cable in the right wing of an airplane of the same type design to those affected by this AD. The cable was routed over the aileron auto pilot actuator pulley and the cable was rubbing on the cable guard. The actions specified by this AD are intended to prevent loss of aileron control caused by a damaged or frayed aileron control cable, which could result in loss of directional control of the airplane.
86-24-11: 86-24-11 FAIRCHILD AIRCRAFT CORPORATION: Amendment 39-5481. Applies to Fairchild Aircraft Corporation Models SA 226-T, SA 226-T(B), SA 226-AT, and SA 226-TC (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. To prevent engine flameout when in or departing an icing environment, accomplish the following: (a) Revise the airplane Pilot's Operating Handbook and Airplane Flight Manual (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: Automatic-relite 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 RM or torque exceeds the specified level. It is not synonymouswith CONTINUOUS IGNITION. (b) The requirements of paragraph (a) of this AD may be accomplished by the holder of a pilot certificate issued under Part 61 of the Federal Aviation Regulations on any airplane owned or operated by him. The person accomplishing these actions must make the appropriate aircraft maintenance record entry as prescribed by FAR 91.173. (c) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (d) An equivalent method of compliance with this AD, if used, must be approved by contacting the Manager, Airplane Certification Branch, ASW-150, Rotorcraft Certification Directorate, P.O. Box 1689, Fort Worth, Texas 76101; Telephone (817) 877-5150. All persons affected by this directive may obtain copies of the document referred to herein upon request to GTEC, P.O. Box 5217, Phoenix, Arizona 85010; Telephone (602) 231-1000; or Fairchild Aircraft Corporation, P.O. Box 32486, San Antonio, Texas 78284; Telephone (512) 824-9421; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on December 15, 1986. APPENDIX 1 Supplement to the POH/AFM Fairchild Models SA 226-T, SA 226-T(B) SA 226-AT, and SA 226-TC Airplanes "The IGNITION MODE switches shall be selected to AUTO/CONT 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 ANTI-ICE, 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 been selected, switch one ENGINE system to an ENGINE HEAT position. If the engine runs satisfactorily, switch the second ENGINE system to an ENGINE HEAT position and check that the second engine continues to run satisfactorily. 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 plus 5 degrees C (plus 41 degrees F) or colder, and (2) End when the OAT is plus 10 degrees C (plus 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.
87-16-04: 87-16-04 CASA: Amendment 39-5686. Applies to all Model C-212 series airplanes, including Indonesian manufactured C-212's Serial Numbers 64N and 73N, certificated in any category. Compliance required as indicated, unless previously accomplished. To prevent inadvertent stalls, accomplish the following: A. Prior to January 31, 1988, install an artificial stall warning system in accordance with CASA Service Bulletin S/B 212-31-12, dated May 12, 1987, or other manner approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. 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 the modifications required by this AD. Allpersons affected by this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Construcciones Aeronauticas S.A., Getafe, Madrid, Spain. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective August 31, 1987.
2021-09-18: The FAA is adopting a new airworthiness directive (AD) for certain ATR-GIE Avions de Transport Regional Model ATR72-212A airplanes. This AD was prompted by a report of an engine electrical control #1 fault during flight caused by chafing damage on an electrical harness bundle. This AD requires modifying the electrical harness routes and de-icing pipe coupling installations, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2003-15-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2003-15-51, which was sent previously to all known U.S. owners and operators of the specified model Eurocopter France (Eurocopter) helicopters by individual letters. This AD requires inspecting each main rotor blade (blade) root end bolt (bolt) and bolt hole for a crack or corrosion or a crack on the blade root end fitting (fitting) and for certain serial-numbered blades, a one-time pull test on each fitting and blade root end doubler (doubler) to detect disbonding. This amendment is prompted by a report from the blade manufacturer of the discovery of a cracked blade; the cause of the crack remains under investigation. The actions specified by this AD are intended to prevent failure of a blade and subsequent loss of control of the helicopter.
2000-02-04: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Airbus Model A300 and all Model A300-600 and A310 series airplanes. This action requires performing a pitch trim system test to detect any continuity defect in the autotrim function, and follow-on corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified in this AD are intended to prevent a sudden change in pitch due to an out-of-trim condition combined with an autopilot disconnect, which could result in reduced controllability of the airplane.
2020-12-08: The FAA is superseding airworthiness directive (AD) 2011-20-01 for certain Empresa Brasileira de Aeron(aacute)utica S.A. (now Embraer S.A.) Model EMB-505 airplanes. AD 2011-20-01 required replacing the bolts that attach the balance mass weights to the elevator structure. This AD requires inspections of the mass-balance weights of the elevators, ailerons, and rudder (flight control surfaces) and their attachment parts and corrective actions if necessary, and revising the airworthiness limitation section of the existing maintenance manual or instructions for continued airworthiness to incorporate new airworthiness limitations. This AD also adds airplanes to the applicability. This AD was prompted by reports of corrosion in the mass-balance weights of the flight control surfaces, and a determination that new airworthiness limitations are necessary. The FAA is issuing this AD to address the unsafe condition on these products.
94-01-11: This amendment adopts a new airworthiness directive (AD), applicable to Airbus Model A320 series airplanes, that requires visual inspections and end-float checks of the ram air turbine (RAT), and replacement of the RAT, if necessary. This amendment is prompted by a report that, during an on-ground functional test of the RAT, the RAT broke away from its support leg. The actions specified by this AD are intended to prevent the RAT from breaking away from its support leg, which could damage the airplane structure and systems, and could injure ground personnel.
96-01-52: 96-01-52 AIRBUS: Amendment 39-9491. Docket 96-NM-03-AD. Applicability: Model A310 and A300-600 series airplanes; equipped with a trimmable horizontal stabilizer (THS) actuator having part number (P/N) 47142-201 or P/N 47142-203; certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been otherwise modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (c) of this AD to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD. Compliance: Required as indicated, unless accomplished previously. To prevent runaway of the horizontal stabilizer to its full up or down position, subsequent reduced maneuvering capability, and a potential pitch upset, accomplish the following: (a) Within 12 days after the effective date of this AD, perform an inspection to ensure correct synchronization of the hydraulic control valves of the trimmable horizontal stabilizer (THS) actuator, in accordance with paragraph 4.2.2.1 of Airbus All Operators Telex (AOT) 27-21, Revision 1, dated January 5, 1996. (1) If the actuator is synchronized correctly, prior to further flight, perform a functional test of the THS in accordance with paragraph 4.2.2.1 of the AOT. Thereafter, repeat the inspection required by paragraph (a) of thisAD at intervals not to exceed 500 hours time-in- service. (2) If the actuator is desynchronized slightly, as specified in the AOT, prior to further flight, adjust the synchronization, and perform a functional test of the THS, in accordance with paragraph 4.2.2.2 of the AOT. Thereafter, repeat the inspection required by paragraph (a) of this AD at intervals not to exceed 500 hours time-in-service. (3) If the actuator is desynchronized significantly, as specified in the AOT, prior to further flight, accomplish either paragraph (a)(3)(i) or (a)(3)(ii) of this AD. Prior to further flight following the accomplishment of either of those paragraphs, adjust the synchronization, and perform a functional test of the THS, in accordance with paragraph 4.2.2.3 of the AOT. Thereafter, repeat the inspection required by paragraph (a) of this AD at intervals not to exceed 500 hours time-in-service. (i) Remove and replace the hydraulic motors of the horizontal stabilizer actuator (HSA) with new or serviceable motors in accordance with procedures specified in the Airplane Maintenance Manual. Or (ii) Remove the hydraulic motors of the HSA and perform the various follow-on actions specified in paragraph 4.2.2.4 of the AOT, in accordance with that paragraph. (The follow-on actions include checking the motors and the cam seats, assembling the motors, and metal stamping the modification plate of the motors.) If any discrepancy is found during the check, prior to further flight, repair in accordance with paragraph 4.2.2.4 of the AOT. (b) For airplanes on which any maintenance action relating to a hydraulic motor or a hydraulic valve block of the HSA has occurred since the airplane was new: Within 12 days after the effective date of this AD, accomplish either paragraph (b)(1) or (b)(2) of this AD. (1) Replace both hydraulic motors of the HSA with new or serviceable motors in accordance with the procedures specified in the Airplane Maintenance Manual. Adjust the synchronization, and perform a functional test of the THS in accordance with paragraph 4.2.2.3 of Airbus AOT 27-21, Revision 1, dated January 5, 1996. Thereafter, perform the repetitive inspections required by paragraph (a) of this AD at intervals not to exceed 500 hours time-in-service. Or (2) Remove the hydraulic motors of the HSA and perform the various follow-on actions specified in paragraph 4.2.2.4 of the AOT, in accordance with that paragraph of the AOT. Adjust the synchronization, and perform a functional test of the THS in accordance with paragraph 4.2.2.3 of the AOT. (The follow-on actions include checking the motors and the cam seats, assembling the motors, and metal stamping the modification plate of the motors.) If any discrepancy is found during the check, prior to further flight, repair in accordance with paragraph 4.2.2.4 of the AOT. Thereafter, perform the repetitive inspections required by paragraph (a) of this AD at intervals not to exceed500 hours time-in-service. (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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (d) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (e) The actions shall be done in accordance with Airbus All Operators Telex (AOT) 27-21, Revision 1, dated January 5, 1996. 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 Airbus Industrie, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment becomes effective on February 5, 1996, to all persons except those persons to whom it was made immediately effective by telegraphic AD T96-01-52, issued January 9, 1996, which contained the requirements of this amendment.
79-02-07: 79-02-07 HAWKER SIDDELEY AVIATION, LIMITED (BRITISH AEROSPACE): Amendment 39-3399. Applies to DH-104 "Dove" airplanes, all series, certificated in all categories, except those airplanes modified in accordance with STC SA1747WE. Compliance required as indicated. To prevent possible failure of the wing to fuselage attachment and loss of wing in flight, accomplish the following: (a) Within the next 100 hours time in service after the effective date of this AD, unless already accomplished, remove the port and starboard wing root fairings and inspect the upper three lugs at each end of the center section main spar top boom, P/N 4FS.135 A/1, for cracks using an ultrasonic method of inspection in accordance with Appendix 1 of Hawker Siddeley Aviation, Ltd., Technical News Sheet TNS 237, dated September 9, 1976, (hereinafter referred to as the Technical News Sheet) or an FAA-approved equivalent. NOTE: This inspection can be conducted with the wing installed. (b) If no cracks are found during the inspection required by paragraph (a) of this AD, repeat the inspection at intervals not to exceed 1200 flight hours or 2 calendar years, whichever occurs sooner, until the wings are removed for compliance with AD 72-16-07 at which time the area must be further inspected using the ultrasonic and dye penetrant methods in accordance with Appendix 2 of the Technical News Sheet or an FAA-approved equivalent. Thereafter, if no cracking is found, continue to inspect the area as follows: (1) In accordance with the method specified in paragraph (a) of this AD at an interval not to exceed 3 calendar years from each time the area is inspected in conjunction with the wing removal required by AD 72-16-07; and (2) In accordance with the ultrasonic and dye penetrant methods specified in Appendix 2 of the Technical News Sheet or an FAA-approved equivalent at each time the wings are removed for compliance with AD 72-16-07. (c) If any cracks are found during any inspection required by this AD to be performed in accordance with the method specified in paragraph (a) of this AD, further inspect by ultrasonic and dye penetrant methods in accordance with Appendix 2 of the Technical News Sheet or an FAA-approved equivalent with the wing removed. (d) If, during any inspection required by this AD, cracking of the lugs is found which is confined to only one of the lugs per side of the aircraft and exists only from the bolt hole towards the outboard end of the lug, the center section carry through boom may remain on the aircraft and continued flight is permitted provided the wing is removed at intervals not to exceed 300 flight hours or 3 months, whichever is sooner, and the cracked lug is inspected for crack propagation and the remaining two lugs are inspected for cracking, all in accordance with Appendix 2 of the Technical News Sheet or an FAA-approved equivalent, until the boom is replaced with a new boom of the same part number or a used boom of the same part number determined after inspection in accordance with Appendix 2 of the Technical News Sheet to be crack-free. (e) If, during any inspection required by this AD, cracking is found in more one lug per side of the aircraft or the cracking of any one lug extends to both sides (inboard and outboard) of the bolt hole or runs from the bolt hole in an inboard direction only, before further flight, replace the carry through boom with a new boom of the same part number or a used boom of the same part number determined after inspection in accordance with Appendix 2 of the Technical News Sheet to be crack-free. Replacement booms must continue to be inspected in accordance with the following schedule: (1) For used replacement booms, within 3 years from replacement, inspect the lug area in accordance with Appendix 1 of the Technical News Sheet or an FAA-approved equivalent except if any wing removal is required by AD 72-16-07 during that period, inspect in accordance with Appendix 2 of the Technical News Sheet or an FAA-approved equivalent concurrently with that wing removal. Thereafter inspect in accordance with the schedule and inspection methods specified in paragraphs (b)(1) and (b)(2) of this AD. (2) For new replacement booms, inspect the lug area in accordance with Appendix 2 of the Technical News Sheet or an FAA-approved equivalent with the wing removed prior to accumulating 6 years in service and thereafter in accordance with the schedule and inspection methods specified in paragraphs (b)(1) and (b)(2) of this AD. However, if the first inspection required after replacement is not performed in conjunction with a wing removal required by AD 72-16-07, within the next 3 years after that inspection, inspect in accordance with Appendix 1 of the Technical News Sheet or an FAA-approved equivalent except if any wing removal is required by AD 72-16-07 during that period inspect in accordance with Appendix 2 of the Technical News Sheet or an FAA-approved equivalent concurrently with that wing removal and thereafter inspect in accordance with the schedule and inspection methods specified in paragraphs (b)(1) and (b)(2) of this AD. This amendment becomes effective February 19, 1979.
89-03-10: 89-03-10 BOEING: Amendment 39-6137.\n\tApplicability: Model 757 series airplanes, as listed in Boeing Service Bulletin 757-27-0076, dated May 19, 1988, certificated in any category.\n\n\tCompliance: Required within the next 24 months after the effective date of this AD, unless previously accomplished.\n\n\tTo prevent uncommanded extension of three flight spoilers on one wing, due to failure of a spoiler wheel command unit, accomplish the following:\n\n\tA.\tReplace both spoiler wheel command units, in accordance with Boeing Service Bulletin 757-27-0076, dated May 19, 1988.\n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region.\n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office.\n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspections required by this AD.\n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington.\n\n\tThis amendment (39-6137, AD 89-03-10) becomes effective March 15, 1989.
82-20-01: 82-20-01 BENDIX: Amendment 39-4658. Applies to Bendix Engine Products Division magnetos with type designations listed below: \n\n\tCompliance required within the next 10 hours of engine operation unless already accomplished for all affected impulse couplings having less than 300 operating hours. (Compliance with this AD is not required for magneto impulse couplings having more than 300 operating hours.) \n\n\n\nS4LN-21/S4RN-21\nExcept Bendix Red Label magnetos above \nS6LN-21/S6RN-21\nSerial Nos. B-001171 or A297043\nS6LN-23/S6RN-23\n\n\n\nS4LN-1225/S4RN-1225\t\nExcept Bendix Red Label magnetos above\nS4LN-1225/S4RN-1227\nSerial Nos. B-001162 or A297043\nS6LN-1225/S6RN-1225\n\nS6LN-1227/S6RN\n\n1227 \n\n\n\nS4LN-200 P/N 10-163005-7\nExcept Bendix Red Label magnetos above \nSerial Nos. B-001732 or A297043. \n\n\nD4LN-2021/D4RN-2021\nExcept Bendix Red Label magnetos above\nD4LN-2031/D4RN-2031\nSerial Nos. 35550\nD4LN-2031/D4RN-2021 \n\nD6LN-2021/D6RN-2021\n\nD4LN-2031/D4RN-2031 \n\nD6LN-2031/D6RN-2031\n\n\n\nD4LN-3000/D6RN-3000\nExcept Bendix Red Label magnetos above \nSerial Nos. B-000249 or 5806. \n\n\nAll Blue Label impulse \t\ncoupled magnetos of the \nabove types. \nExcept Serial Nos. 8236001 and above. \n\n\tTo prevent failure of impulse coupling due to improperly heat treated (soft) flyweights resulting in engine damage or failure, accomplish the following: (Ref. Bendix Service Bulletin No. 623 dated September 1982.) \n\n\tNOTE: The magneto should be removed from the engine only to the extent necessary to perform the inspection described herein. Depending on the engine application, it may not be necessary to remove the harness from the magneto for the inspection procedure. \n\n\tNOTE: All magnetos with the impulse coupling recessed into the magneto flange must have the impulse coupling removed from the magneto to perform the inspection. This is a bench operation and will required the magneto to be completely removed from the engine and the harness removed from the magneto. \n\n\tNOTE: Whenever an impulse coupling is removed from a magneto, it must be removed following the manufacturer's published procedures, paying strict attention to notes and conditions. Upon reassembly, the castellated nut securing the impulse coupling to the drive shaft must be torqued to 15-25 ft. lb. (Emergency AD 82-20-01 issued September 7, 1982, specified 18-28 ft. lb. torque. If compliance has already been accomplished based on AD 82-20-01, it is not necessary to retorque to 15-25 ft. lb.) The cotter pin, Bendix P/N 10-90751-18 removed during disassembly, must be discarded and replaced. \n\n\t1.\tRemove the magneto from the engine in accordance with the engine/aircraft manufacturer's published instructions. \n\n\t2.\tPlace the magneto in a suitable work stand with the impulse coupling facing up. \n\n\t3.\tUse finger pressure to push inward on the toe (see Figure 1) of each flyweight so that the flyweight heel protrudes outward. \n\n\t4.\tUsing a fine #1, double cut,1/2-inch wide file at least 3/32-inch thick, pass the file across the heel of the flyweight attempting to remove material (see Figure 1). If the flyweight has been properly heat treated, the file will "glide" smoothly over the heel of the flyweight, removing no material. If the flyweight is not properly heat treated (soft), the file will not "glide" easily across the surface of the flyweight heel, and material will be removed. \n\n\t5.\tIf an improperly heat treated (soft) flyweight is found, immediately remove and replace the cam assembly and/or the impulse coupling assembly with an assembly meeting the requirements of this AD, following procedures in the magneto overhaul instructions, and paying strict attention to notes and cautions. \n\n\t6.\tInspect the impulse coupling stop pins for wear and replace as necessary. \n\n\t7.\tAfter flyweights have been identified, stop pins inspected, and the impulse coupling reinstalled on the magneto (if removed), identify the magneto by stamping a 1/16-inch letter "F" in the upper right corner of the identification plate to indicate that this AD and Bendix Service Bulletin No. 623 have been complied with. \n\n\t8.\tReinstall the magneto on the engine following the manufacturer's published procedures. \n\n\t9.\tMake an appropriate engine logbook entry, recording magneto serial number to indicate that this AD and Bendix Service Bulletin No. 623 have been complied with. \n\n\t10.\tInspect all spare impulse coupling assemblies, cam assemblies, and magnetos following the same procedures described in Steps 3 and 4 of this AD. If both flyweights are found acceptable, identify the cam assembly by applying yellow dyken or yellow lacquer to the heel of each flyweight. Stamp "F" on data plate as described in Step 7. \n\n\t11.\tAn equivalent method of compliance with this AD may be used if approved by the Manager, New York Aircraft Certification Office, Federal Aviation Administration, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. \n\n\tThis amendment becomes effective June 14, 1983, as to all persons except those to whom it was made immediately effective by priority mail, issued September 19, 1982.
2020-12-06: The FAA is adopting a new airworthiness directive (AD) for all Gulfstream Aerospace Corporation (Gulfstream) Model G-IV airplanes. This AD was prompted by reports of un-commanded nose wheel steering turns. This AD requires replacing the nose wheel steering servo valve manifold, incorporating revised operating procedures into the airplane flight manual (AFM), doing a records inspection for any incidents of un-commanded nose wheel steering turns, and reporting the results to the FAA. The FAA is issuing this AD to address the unsafe condition on these products.
94-02-03: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes that requires replacement of the existing attachment bolts on the horizontal stabilizer with new, improved bolts having a longer fatigue life. This amendment is prompted by a report that certain attachment bolts on the horizontal stabilizer were not properly treated on the surface during production, resulting in reduced fatigue life. The actions specified by this AD are intended to prevent corrosion and subsequent fatigue-related cracking of the attachment bolts on the horizontal stabilizer, which could lead to loss of stabilizer control.
99-09-17: 99-09-17 TELEDYNE CONTINENTAL MOTORS: Priority Letter issued on April 22, 1999. Docket No. 99-NE-28-AD. Applicability: Teledyne Continental Motors (TCM) O-470, IO-470, TSIO-470, IO-520, TSIO-520, LTSIO-520, IO-550, TSIO-550 and TSIOL-550 series new and rebuilt reciprocating engines, manufactured between January 1, 1998, and December 31, 1998, inclusive, listed by serial number (S/N) in TCM Critical Service Bulletin (CSB) 99-3, dated April 19, 1999, and any other engine from the above series that has had a new crankshaft installed that was manufactured between January 1, 1998, and December 31, 1998, inclusive. Note 1: Engine S/Ns can be found in log books or other maintenance records. For those engines that were overhauled in the field with factory new crankshafts, crankshaft S/Ns should be shown in work orders, log books, or other maintenance records. Note 2: This Priority Letter Airworthiness Directive (AD) applies to each engine identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For engines that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (e) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent crankshaft failure due to No. 2 and No. 5 cheek cracks, which could result in total engine power loss, in-flight engine failure, and possible forced landing, accomplish the following: (a) For those engines listed by S/N on pages 3 through 12 of TCM CSB99-3 dated April 19, 1999, with 300 hours or less time-in-service (TIS) upon receipt of this priority letter AD, perform the crankshaft visual and ultrasonic (UT) inspections within 10 hours TIS after receipt of this priority letter AD, in accordance with sections A and B of TCM CSB 99-3, dated April 19, 1999. These inspections must be performed by TCM representatives. (1) If a crack is found, replace the crankshaft with a serviceable crankshaft of the same part number (P/N) prior to further flight. (2) If no crack is found, reassemble the engine and return it to service. (b) For those engines listed by S/N on pages 3 through 12 of TCM CSB 99-3, dated April 19, 1999, with more than 300 hours TIS upon receipt of this priority letter AD, perform the crankshaft visual and UT inspections at the next maintenance event, or within 50 hours TIS after receipt of this priority letter AD, whichever occurs first, in accordance with sections A and B of TCM CSB 99-3, dated April 19, 1999. These inspections must be performed by TCM representatives. (1) If a crack is found, replace the crankshaft with a serviceable crankshaft of the same P/N prior to further flight. (2) If no crack is found, reassemble the engine and return it to service. (c) For any other engine with a crankshaft installed that was manufactured between January 1, 1998, and December 31, 1998, with 300 hours or less TIS upon receipt of this priority letter AD, perform the crankshaft visual and UT inspections within 10 hours TIS after receipt of this priority letter AD, in accordance with sections A and B of TCM CSB 99-3, dated April 19, 1999. These inspections must be performed by TCM representatives. (1) If a crack is found, replace the crankshaft with a serviceable crankshaft of the same P/N prior to further flight. (2) If no crack is found, reassemble the engine and return it to service. (d) For any other engine with a crankshaft installed that was manufactured between January 1, 1998, and December 31, 1998, with more than 300 hours TIS upon receipt of this priority letter AD, perform the crankshaft visual and UT inspections at the next maintenance event, or within 50 hours TIS after receipt of this priority letter AD, whichever occurs first, in accordance with sections A and B of TCM CSB 99-3, dated April 19, 1999. These inspections must be performed by TCM representatives. (1) If a crack is found, replace the crankshaft with a serviceable crankshaft of the same P/N prior to further flight. (2) If no crack is found, reassemble the engine and return it to service. Note 3: Engines and crankshafts that are the subject of this priority letter AD were manufactured between January 1, 1998, and December 31, 1998, inclusive. Purchase and delivery dates of engines/crankshafts produced in December 1998 could have been in the January/February 1999 time frame and are therefore affected by this AD. Likewise, engines/crankshafts purchased/delivered in January/February 1998 could have been December 1997 production and are not affected by this AD. Use the S/N of the engine or crankshaft to determine applicability: engine S/Ns are listed in TCM CSB 99-3, dated April 19, 1999, while the crankshafts, not listed by S/N, were manufactured during 1998. See Note 4 for information on identifying crankshafts. Note 4: The following information is provided to avoid confusion in crankshaft S/N interpretation. A typical crankshaft S/N could be C229805N. The first letter is the month of manufacture beginning with A - January and ending with L - December; therefore, C is March. The next two digits are the day of the month; in this example, the 22nd. The next two digits are the year; in this example 1998. The final two digits are the sequential number of the crankshaft for a given day; in the example, this was the 5th crankshaft produced that day. The final letter, "N", identifies this as a crankshaft S/N. Therefore, for this example: we have the 5th crankshaft produced on March 22, 1998. For all practical purposes, you only need look for the year, i.e. 98 (fourth and fifth positions in the S/N sequence) because that will determine AD effectivity. The crankshaft S/N is stamped on the edge of the propeller flange. Note 5: The engine S/Ns listed in TCM CSB 99-3 contain only the numerical portion of the S/N. Rebuilt engines will have the letter "R" at the end of the six digit numerical portion while new engines use only the six digit numerical sequence. (e) 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, Atlanta Aircraft Certification Office. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Atlanta Aircraft Certification Office. Note 6: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Atlanta Aircraft Certification Office. (f) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the aircraft to a location where the requirements of this AD can be accomplished. (g) Copies of the applicable service information may be obtained from Teledyne Continental Motors, PO Box 90, Mobile, AL 36601; telephone toll free (888) 826-5874. This information may be examined at the FAA, New England Region, Office of the Regional Counsel, 12 New England Executive Park, Burlington, MA. (h) Priority Letter AD 99-09-17, issued April 22, 1999, becomes effective upon receipt.