Results
2012-03-08: We are superseding an existing airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702), CL-600-2D15 (Regional Jet Series 705), and CL-600- 2D24 (Regional Jet Series 900) airplanes. That AD currently requires repetitive detailed inspections for cracking or deformation, or pulled or missing fasteners, on the lower panel of the left- and right-hand main landing gear (MLG) doors, as applicable, and corrective actions if necessary. That AD also reduces the repetitive inspection interval for certain airplanes. This new AD adds a new modification of the MLG door configuration, and removes certain airplanes from the applicability. This AD was prompted by further analysis of the MLG door by the manufacturer. We are issuing this AD to prevent failure of the lower panel of the MLG door, departure of the lower panel from the airplane, and consequent damage to airplane structure, which could adversely affect the airplane's continuedsafe flight and landing.
97-18-06: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 737 series airplanes, that requires revising the FAA-approved maintenance program to prohibit the use of pressure washing within the wheel well or on the landing gear and to prohibit the use of pumps and/or nozzles for washing wheel wells or the landing gear; or incorporation of a certain Temporary Revision to the Boeing Airplane Maintenance Manual into the FAA-approved maintenance program. This amendment is prompted by a review of the design of the flight control systems on Model 737 series airplanes. The actions specified by this AD are intended to prevent corrosion of certain equipment due to the use of inappropriate pressure washing techniques. Corrosion of bearings, cables, electrical connectors, or other equipment in the main wheel well, if not detected and corrected in a timely manner, could result in reduced controllability of the airplane.
79-19-06: 79-19-06 CESSNA AIRCRAFT COMPANY: Amendment 39-3558. Applies to Cessna Model 210L, Model T210L, Serial Numbers 21061040 and subsequent, Model 210M, Model T210M and Model P210N series airplanes modified to incorporate Symbolic Displays, Inc. fuel flow indicating system per STC SA3835WE. Compliance required within 25 hours' time-in-service or thirty (30) days from the effective date of this AD, whichever occurs first, unless already accomplished. To prevent a possible fuel leak caused by the installation of Symbolic Displays, Inc. fuel flow indicating system per STC SA3835WE accomplish the following: (a) Inspect the fuel flow transducer installation on the upper left side of the engine near the fuel distributor manifold. (b) If a 4 inch long flexible hose (Aeroquip P/N AE7010001E0040 or Stratoflex P/N 111D417-4S-0040) is installed between the transducer and the fuel distributor, no further action is required per this AD. (c) If an NAS 424-4 coupling is installed between the fuel flow transducer and the fuel distributor, remove and replace the coupling with hose assembly Aeroquip Part Number AE7010001E0040 or hose assembly Part Number 111D417-4S-0040 (Stratoflex). NOTE: Symbolic Displays, Inc. Service Information Bulletin No. 72 dated June 15, 1979 and Installation Diagram Drawing No. 204724, Revision "B," pertain to this matter. (d) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. This amendment becomes effective September 17, 1979.
2012-04-06: We are adopting a new airworthiness directive (AD) for all 328 Support Services GmbH (Type Certificate Previously Held by AvCraft Aerospace GmbH; Fairchild Dornier GmbH; Dornier Luftfahrt GmbH) Model 328-100 airplanes. This proposed AD was prompted by several runway excursion incidents and a single accident where the power lever could not be operated as intended during the landing roll-out on Model Dornier 328-100 airplanes. This proposed AD would require a modification of the engine control box assembly. We are proposing this AD to prevent runway excursion, which could result in damage to the airplane and injury to the occupants.
97-20-14: This amendment adopts a new airworthiness directive (AD) that applies to all Mitsubishi Heavy Industries, Ltd. (Mitsubishi) MU-2B series airplanes. This AD requires incorporating information into the Limitations Section of the Airplane Flight Manual (AFM) that would require pilot training before flight into known or forecast icing conditions after a certain date. This AD results from the Federal Aviation Administration's analysis that the current training level of the pilots-in-command (PIC) of the MU-2B series airplanes makes it difficult for pilots to recognize adverse operating conditions and operate safely while flying in icing conditions. Similar training to that required in this AD for pilots of other high performance airplanes has shown a lower accident rate over time after the training than before. The actions specified by this AD are intended to decrease the chance of icing-related incidents or accidents of the MU-2B series airplanes due to pilot error.
97-20-12: This amendment adopts a new airworthiness directive (AD), applicable to McDonnell Douglas Helicopter Systems (MDHS) Model MD-900 helicopters, that requires removing certain serial-numbered main rotor swashplate bearings (bearings) and replacing them with airworthy bearings. This amendment is prompted by reports that inspections of several helicopters revealed that the outer bearing race had been rotating relative to the swashplate assembly, which was evidenced by wear marks in the rotating swashplate. The actions specified by this AD are intended to prevent possible heat accumulation and resulting damage to the bearing caused by the bearing races rotating relative to the bearing seat, which could result in degraded helicopter response to pilot control input and possible loss of control of the helicopter.
2012-03-03: We are adopting a new airworthiness directive (AD) for certain Fokker Services B.V. Model F.27 Mark 050 and F.28 Mark 0070 and 0100 airplanes. This AD was prompted by reports that the brightness of the tritium exit signs and lighting strips deteriorated below accepted levels. This AD requires a detailed inspection of tritium exit signs and emergency lighting strips, and replacement if necessary. We are issuing this AD to detect and correct insufficient brightness of the tritium exit signs and lighting strips, which could lead to an unsafe evacuation during an emergency, possibly resulting in injury to occupants. [[Page 12177]]
2012-02-15: We are superseding an existing airworthiness directive (AD) for certain Model 757-200, -200PF, -200CB, and -300 series airplanes. That AD currently requires inspecting certain power feeder wire bundles for damage, inspecting the support clamps for these wire bundles to determine whether the clamps are properly installed, and performing corrective actions if necessary. This new AD requires additional inspections for certain airplanes. This AD was prompted by a report that a power feeder wire bundle chafed against the number six auxiliary slat track, causing electrical wires in the bundle to arc, which damaged both the auxiliary slat track and power feeder wires. We are issuing this AD to prevent arcing that could be a possible ignition source for leaked flammable fluids, which could result in a fire. Arcing could also result in a loss of power from the generator connected to the power feeder wire bundle, and consequent loss of systems, which could reduce controllability of theairplane.
83-06-09: 83-06-09 WYTWORNIA SPRZETU KOMUNIKACYJNEGO, PZL-MIELEC: Amendment 39-4596. Applies to Model PZL M18 (Serial Nos. 1Z001-01 through 1Z001-05, 1Z001-08 through 1Z001-10, 1Z002-01 through 1Z002-05, 1Z003-01 through 1Z003-10, 1Z004- 01 through 1Z004-10, and 1Z005-01 through 1Z005-14) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. Within the next 50 hours time-in-service after the effective date of this AD accomplish the following: a) To prevent inflight engine shutdown due to unmonitored fuel transfer between tanks, install non-return (check) valves Part Number (P/N) D61.170.00.G, install a second fuel quantity gauge, P/N 64126 or 6246-8, and install fuel filler placards in accordance with procedures III. A., III. B., and III. H. of Mandatory Bulletin I/009/81 and ERRATA sheet. NOTE: The modifications required by paragraph a) have been accomplished by the manufacturer on aircraft Serial Numbers 1Z001-02, 1Z004-02, 1Z004-05, 1Z004-06, and 1Z004- 10. b) To eliminate mechanical linkage interference in the power controls, inspect the support tube (P/N D65.250.00.2) installation to assure that the propeller governor push rod to carburetor orifice and carburetor (R.P.M.) adjustment levers clearance is as prescribed in procedures III. D. of Mandatory Bulletin I/009/81. If clearance is insufficient, readjust support tube and modify the carburetor orifice as prescribed to meet the clearances specified in procedures III. D. c) To eliminate a possible source of head injury to the pilot during a hard landing, replace the sunlight filter position adjustment butterfly nut, P/N 1414s49-8-ka, with ball knob P/N D74.280.00.0 as prescribed in procedures III. F. of Mandatory Bulletin I/009/81. d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. e) An equivalent means of compliance with this AD may be used if approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Office, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on April 4, 1983.
96-12-03 R1: This document corrects the airworthiness directive (AD) number of an amendment that was published in the Federal Register on August 22, 1997 (62 FR 44535), and concerns Aviat Aircraft, Inc. Models S-1S, S-1T, S-2, S-2A, S-2S, and S-2B airplanes. The referenced amendment revises AD 96-12-03, but was inadvertently assigned the number of AD 97-17-07 instead of AD 96-12-03 R1. The AD currently requires repetitively inspecting the aft lower fuselage wing attach fitting on both wings for cracks and modifying any cracked aft lower fuselage wing attach fitting. Modifying the aft lower fuselage wing attach fitting on both wings eliminates the repetitive inspection requirement of the AD. This action corrects the amendment to reflect the right AD number throughout the entire document.
2012-04-05: We are superseding an existing airworthiness directive (AD) for all GE CF6-80C2B series turbofan engines. That AD currently requires installing software version 8.2.Q1 to the engine electronic control unit (ECU), which increases the engine's margin to flameout. This new AD requires the removal of the affected ECUs from service. This AD was prompted by two reports of engine flameout events during flight in inclement weather conditions, eight reports of engine in- flight shutdown (IFSD) events caused by dual-channel central processing unit (CPU) faults in the ECU, and four reports of engine flameout ground events. We are issuing this AD to prevent engine flameout or un- commanded engine IFSD of one or more engines, leading to an emergency or forced landing of the airplane.
97-20-11: This amendment adopts a new airworthiness directive (AD) that applies to certain SOCATA - Groupe AEROSPATIALE (Socata) Model TBM 700 airplanes. This AD requires removing the main landing gear (MLG) inboard doors and the door locking control mechanism (MOD 70- 065-32). This AD is the result of an incident on one of the affected airplanes where the MLG inboard door locking hooks (hinges) corroded, caused the doors to jam, and prevented the MLG from extending. The Federal Aviation Administration's analysis reveals that removing the MLG inboard doors will not cause any airplane safety or performance problems. The actions specified by this AD are intended to prevent the MLG from failing to extend because of corroded MLG inboard locking hinges, which could result in loss of control of the airplane during landing operations.
60-22-01: 60-22-01 LAKE (COLONIAL): Amdt. 213 Part 507 Federal Register October 29, 1960. Applies to Colonial C-2 Serial Numbers 115, 121, 126 and Subsequent. Lake Serial Numbers 244 and 245. Compliance required within 100 hours' time in service after effective date of this amendment. Due to several failures of the engine mount bolts, the following shall be accomplished: (a) Replace AN 7-35 engine-to-engine mount bolts with MS 20007-48 or NAS 464- 7L-51 strength bolts or equivalent (4 places). (b) Replace Lord Mounts P/N J-7402-1 with Lord Mounts P/N J-7402-5 or -6, or equivalent (4 places). (Lake Service Bulletin Number 2 covers this same subject.) This directive effective November 29, 1960.
2012-03-05: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by a report of deformation at the neck of the pressure regulator body on certain oxygen cylinder and regulator assemblies (CRA). This AD requires an inspection to determine if a certain oxygen CRA is installed and the replacement of oxygen CRAs containing pressure regulators having a certain part number. We are issuing this AD to prevent elongation of the pressure regulator neck, which could result in rupture of the oxygen cylinder, and in the case of cabin depressurization, oxygen not being available when required.
97-20-03: This amendment adopts a new airworthiness directive (AD), applicable to all de Havilland Model DHC-7 series airplanes, that requires revising the Airplane Flight Manual (AFM) to prohibit positioning of the power levers below the flight idle stop during flight, and to add a statement of the consequences of such positioning of the power levers. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines in which the propeller ground beta range was used improperly during flight. The actions specified by this AD are intended to prevent loss of airplane controllability, or engine overspeed and consequent loss of engine power caused by the power levers being positioned below the flight idle stop when the airplane is in flight.
97-20-02: This amendment adopts a new airworthiness directive (AD) that is applicable to all Lockheed Model L-188A and L-188C series airplanes. This amendment requires revising the Airplane Flight Manual (AFM) to prohibit the positioning of the power levers below the flight idle stop during flight, and to provide a statement of the consequences of positioning the power levers below flight idle stop. This amendment is prompted by incidents and accidents involving airplanes equipped with turboprop engines where the propeller ground beta was used improperly during flight. The actions specified by this AD are intended to prevent loss of airplane controllability, or engine overspeed and consequent loss of engine power caused by the power levers being positioned below the flight idle stop while the airplane is in flight.
97-19-14: This amendment supersedes an existing airworthiness directive (AD), applicable to Pratt & Whitney JT8D series turbofan engines, that currently requires inspections of low pressure turbine (LPT) blade sets for blade shroud crossnotch wear, and removal, if necessary. In addition, the current AD requires, as a terminating action to the inspections, installation of improved LPT containment hardware, and installation of an improved No. 6 bearing scavenge pump bracket bushing. This amendment keeps the compliance actions of the current AD intact but changes the compliance time for LPT containment hardware installation from the current calendar end-date to December 31, 1998, for engines that contain suspect 4th stage hubs identified by serial number. This amendment is prompted by a report of a fourth stage hub manufacturing defect that led to the failure of the hub and subsequent release of LPT blades. The actions specified by this AD are intended to prevent damage to the aircraftresulting from engine debris following an LPT blade, shaft, or hub failure. The incorporation by reference of PW Alert Service Bulletin No. A6131, Revision 1, dated May 16, 1995; PW Alert Service Bulletin No. A6131, Revision 2, dated July 28, 1997; PW Alert Service Bulletin No. A6274, Original, dated November 7, 1996; and PW Alert Service Bulletin No. A6274, Revision 1, dated December 9, 1996, is approved by the Director of the Federal Register as of October 24, 1997. The incorporation by reference of all other publications listed in the regulations was previously approved as of November 14, 1994 (59 FR 51842).
97-19-15: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 767 series airplanes. This action requires revising the Airplane Flight Manual (AFM) to include procedures that will ensure that the center tank fuel pumps are not operated with less than 1,000 pounds of fuel in the center tank. This amendment is prompted by a report indicating that a fuel pump failed due to damage to an impeller unit and pumping unit housing caused by a loose diffuser ring in the fuel pump assembly. The actions specified in this AD are intended to ensure the flight crew is advised of procedures that will ensure that the center tank fuel pumps are not operated with less than 1,000 pounds of fuel, which will prevent ignition of fuel vapors due to the generation of sparks and a potential ignition source inside the fuel tank caused by metal-to- metal contact during dry fuel pump operation.
85-17-04: 85-17-04 EMPRESA BRASILEIRA DE AERONAUTICA S.A. (EMBRAER): Amendment 39-5126. Applies to Models EMB-110P1 and EMB-110P2 (all serial numbers) airplanes certificated in any category which have aluminum elevator control rod tubes installed. Compliance: Required as indicated, unless already accomplished. To prevent failure of the elevator control rod tube, accomplish the following: (a) Within the next 50 hours time-in-service after the effective date of this AD, visually inspect the elevator control rod tubes, P/N 4A-500-10-09-01, for evidence of corrosion or cracks. If corrosion or cracks are found, prior to further flight replace the control rod tube in accordance with Embraer Service Bulletin (S/B) No. 110-27-076, Revision 01, dated July 2, 1985. (b) Within 150 hours time-in-service or 30 (thirty) days, whichever occurs first, after the effective date of this AD, replace both left and right elevator aluminum control rod tubes P/N 4A-500-10-09-01 with steel control rod tubes P/N 110-500-10-00-04-01. Reidentify the elevator control rod assembly with the new P/N 110-500-10-00-09. (c) Airplanes may be flown in accordance with Federal Aviation Regulation 21.197 to a location where the AD may be accomplished. (d) An equivalent method of compliance with this AD may be used if approved by the Manager, Atlanta Aircraft Certification Office, FAA, 1075 Inner Loop Road, College Park, Georgia 30337; Telephone (404) 763-7428. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Embraer, Post Office Box 343 - CEP 12.200 Sao Jose Dos Campos, Sao Paulo, Brazil, or FAA, Office of Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on August 30, 1985.
81-11-01: 81-11-01 GOVERNMENT AIRCRAFT FACTORIES (GAF): Amendment 39-4302. Applies to Nomad Models N22 and N24 series airplanes certificated in any category. COMPLIANCE: Required as indicated unless already accomplished. To assure the emergency exit can be opened when the emergency exit door handle is placed in the open position, within the next 10 hours time-in-service after the effective date of this AD, accomplish the following: A) Visually inspect the emergency exit door for proper operation by rotating the emergency exit door handle (interior) to the open position and open the door by physically pushing outward at the bottom of the exit door. It is only necessary to move the door 0.5 inches (12 millimeters) outward to assure proper emergency door operation and that the door latch pins are fully withdrawn. Further movement of the door beyond 0.5 inches could fracture the door trim panel at the lower edge. NOTE: Operation of the door-locking mechanism should not require undue force in complying with this paragraph. B) If the emergency exit door opens properly in accordance with paragraph A) of this AD, secure the door in the closed position and record compliance of this AD with an appropriate entry in the airplane maintenance records. C) If the emergency exit door handle will not rotate or the door will not open in accordance with paragraph A) of this AD, accomplish the following: 1. Remove the inner trim panel from the door in accordance with the manufacturer' s Maintenance Manual No. 25-20-00, page 201, paragraph 1B(3). 2. Visually inspect the door-locking mechanism, including linkage to door locking pins for proper assembly and also assure the door lock pins are free of corrosion and are not seized in the door frame or fuselage by performing the following as applicable: a) Proper assembly of the door lock assembly is assured if the forward door lock pin linkage rod is almost horizontal while the rear rod is angledupwards, thus as viewed from the inside, a clockwise rotation (towards open) of the exit door handle will withdraw the door locking pins. If the linkage is incorrectly assembled, refer to the manufacturer's Illustrated Parts Catalog No. 52-20-01, Figure 1, and: i. Disconnect both operating (linkage) rods (item 8) from the lever assembly (item12), by removing cotter pin, washer and connecting pins (items 9, 10 and 11). ii. Rotate the door lever (handle) assembly (item 12) so that the forward end is sloping upwards at approximately 45 degrees and reconnect the linkage rods using new cotter pins. iii. Rotate the door lever (handle) clockwise (open position) and confirm that the door lock pins can be withdrawn from the door frame and lubricate the locking pins with MIL-G-21164 grease or equivalent. b) If the door locking pins are corroded or seized in the door frame or fuselage, free the pins, remove any corrosion and lubricate the pins with MIL-G-21164 grease or equivalent. c) Reassemble the door and reinstall the trim panels. D) If any part of paragraph C) of this AD was completed, reaccomplish paragraph A) of this AD to assure the emergency exit opens properly and record compliance of this AD with an appropriate entry in the airplane maintenance records. E) Aircraft may be flown in accordance with FAR 21.197 to a location where this AD can be accomplished. F) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing District Office, FAA, Pacific-Asia Region, P.O. Box 50109, Honolulu, Hawaii 96850. GAF-Nomad Telex Alert Service Bulletin ANMD-52-2 covers the subject matter of this AD. This amendment becomes effective on January 28, 1982, to all persons except those to whom it has already been made effective by an airmail letter from the FAA dated May 13, 1981, and identified as AD 81-11-01.
2006-13-03: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757 airplanes. This AD requires, for certain airplanes, reworking the spar bonding path and reapplying sealant; and, for certain other airplanes, testing the electrical bond between the engine fuel feed hose and the wing front spar and, if applicable, reworking the spar bonding path and reapplying sealant. This AD also requires, for all airplanes, an inspection to ensure the electrical bonding jumper is installed between the engine fuel feed tube and the adjacent wing station. This AD also requires operators that may have installed an incorrect O-ring to install the correct part and do a re- test. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent arcing or sparking at the interface between the bulkhead fittings of the engine fuel feed tube and the front spar during a lightning strike, which could provide a possible ignition source for the fuelvapor inside the fuel tank and result in a fuel tank explosion.
97-19-10: This amendment supersedes an existing airworthiness directive (AD), applicable to Sikorsky Aircraft-manufactured Model S-64E and S-64F helicopters, that currently requires initial and repetitive inspections of the main gearbox assembly second stage lower planetary plate (plate) for cracks, and removal and replacement of the plate if cracks are found; and daily inspections of certain main transmission oil filter packs for magnesium chips, and removal and replacement of the main transmission if chips are found. The AD also provides for reworking and re-identifying the plate, as well as establishes a retirement life for the plate, including those that have been reworked and re-identified. This amendment requires, for Model S-64E helicopters, inspections and rework of the plate and establishes a new retirement life for the plate. This amendment is prompted by the type certificate holder's reports that four plates were discovered to have cracks, three of which had been reworkedin accordance with the existing AD. The actions specified by this AD are intended to add another plate to the applicability of the AD, remove the requirements of AD 77-20-01 for the Model S-64F and prevent failure of the plate on the Model S-64E due to fatigue cracking, which could lead to failure of the main gearbox and subsequent loss of control of the helicopter.
84-25-01: 84-25-01 SIKORSKY AIRCRAFT DIVISION: Amendment 39-4961. Applies to all Sikorsky Model S-61 series helicopters, certified in all categories, equipped with Part Number (P/N) S6135-20608-1 main transmission power input spur gears. Compliance is required as indicated (unless already accomplished). To intercept pending failure of either spur gear, P/N S6135-20608-1, in the main gearbox, accomplish the following: (a) On all helicopters equipped with a functioning cockpit main gearbox chip detecting system, visually inspect the main gearbox oil scavenge screen for steel particles within the next 10 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 10 hours time in service from the last inspection. (b) On all helicopters not equipped with a cockpit main gearbox chip detecting system, visually inspect both the main gearbox chip detector and the oil scavenge screen for steel particles within the next 10 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 10 hours time in service from the last inspection. (c) Any magnetic steel particles found by inspecting either the chip detector or the scavenge screen will require replacement of the main gearbox before further flight unless the particles are (1) fine hairline particles, or (2) confirmed as originating from components other than the spur gear. (d) If the inspections of paragraph (c) are inconclusive, the gearbox must be replaced or, at the option of the operator, the following maintenance tests may be conducted to evaluate the condition of the spur gear. (1) Drain and refill the gearbox with an approved lubricant. (2) Operate the helicopter at a safe height (below 5 feet), at a gross weight not less than 16,000 pounds, with a nominal neutral center of gravity, at 100 percent main rotor speed for one-half hour with one engine at 100 percent torque and the remaining engine at a torquelevel required to sustain safe hover. Repeat the procedure for one-half hour with the other engine at 100 percent torque and the remaining engine at a torque level required to sustain safe hover. (3) Inspect the gearbox scavenge screen and the magnetic chip detector and apply the inspection criteria of paragraph (c) and, if appropriate, reconduct the maintenance tests of paragraph (d) one time. Apply the inspection criteria of paragraph (c). NOTE: This procedure is not intended to authorize continued operation of the helicopter if any questionable safety condition is exposed by debris found when conducting these checks. (e) Replace spur gear P/N S6135-20608-1 with spur gear P/N S6135-20608-3 and comply with Sikorsky Overhaul and Repair Instruction 6135-342, Revision A, or later revision, or FAA-approved equivalent before further flight after December 30, 1986. The inspections of paragraphs (a), (b), and (c) may be discontinued for helicopters modified as required bythis paragraph. (f) Upon request, with substantiating data submitted through an FAA maintenance inspector, equivalent methods of compliance, adjustment in the inspection intervals, and adjustment in the replacement date may be approved by the Manager, Boston Aircraft Certification Office, FAA, New England Region. This amendment supersedes AD 83-17-04, Amendment 39-4706. This amendment becomes effective on January 19, 1985.
97-19-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes. This amendment requires replacement of the ignition exciter in the auxiliary power unit (APU) with a part that is designed to operate better in cold weather. This amendment is prompted by two occurrences of the APU failing to start after flight in cold soak conditions. The actions specified by this AD are intended to prevent such APU failure, which could result in the inability of the APU to restart the engines in the event both engines quit operating during flight.
92-16-05: 92-16-05 SAAB-SCANIA: Amendment 39-8314. Docket No. 92-NM-54-AD. Applicability: Model SAAB 340B series airplanes; serial numbers 240 through 299, inclusive; airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent the accumulation of ice and subsequent reduced controllability of the airplane and stall margins, accomplish the following: (a) Within 60 days after the effective date of this AD, modify the stabilizer de-icer boot system in accordance with SAAB-SCANIA Service Bulletin 340-30-039, dated December 16, 1991. (b) 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. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (c) 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. (d) The modification shall be done in accordance with SAAB-SCANIA Service Bulletin 340-30-039, dated December 16, 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 SAAB-SCANIA AB, Product Support, S-581.88, Linkoping, Sweden. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (e) This amendment becomes effective on September 8, 1992.