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2015-07-03: We are adopting a new airworthiness directive (AD) for certain Cessna Aircraft Company (Cessna) Model 402C and 414A airplanes. This AD requires repetitively inspecting the engine mount beams for cracks and contacting Cessna for FAA-approved corrective action if cracks are found. This AD also requires sending an inspection report to the FAA and to Cessna. This AD was prompted by reports of cracks found across the engine mount beams. We are issuing this AD to correct the unsafe condition on these products.
97-26-13: This amendment adopts a new airworthiness directive (AD) that applies to all Empresa Brasileira de Aeronautica S.A. (EMBRAER) Models EMB-110P1 and EMB-110P2 airplanes. This AD requires amending the Limitations Section of the airplane flight manual (AFM) to prohibit the positioning of the power levers below the flight idle stop while the airplane is in flight. This AFM amendment will include a statement of consequences if the limitation is not followed. This AD results from numerous incidents and five documented accidents involving airplanes equipped with turboprop engines where the propeller beta was improperly utilized during flight. The actions specified by this AD are intended to prevent increased propeller drag beyond the certificated limits caused by the power levers being positioned below the flight idle stop while the airplane is in flight, which could result in loss of airplane control or engine overspeed with consequent loss of engine power.
86-07-08: 86-07-08 DEHAVILLAND: Amendment 39-5279. Applies to all Model DHC-7 series airplanes, certificated in any category. Compliance is required as indicated, unless already accomplished. To ensure observation of wet starts, detection of heat-damaged wing upper surface structure behind the engine, and protection against wet starts of the engine resulting in external combustion of fuel, accomplish the following: A. Except as provided in paragraph C., below, within the next 25 hours time-in- service after the effective date of this AD, insert a copy of this AD following Page 2-2-4B of the DHC-7 Airplane Flight Manual (AFM). After every aborted engine start in conjunction with either flight or other operations, follow AFM limitations and applicable procedures for starter cranking cycles, proper fuel draining, and dry motoring/clearing of the engine. An appropriately stationed observer must witness the subsequent starting attempt to determine whether external flames from the exhaust stacks and any burning of residual fuel on wing surfaces occurs. 1. If no external flame or external flame lasting for less than 5 seconds is observed, the airplane may be dispatched. 2. If external flame lasting 5 seconds or more is observed, a visual inspection of the affected wing area must be performed before further flight, in accordance with the Accomplishment Instructions, Paragraph 1, of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. a. If distortion or buckling of the skin is evident during the visual inspection, perform an internal conductivity survey of the affected area, and repair, as necessary, before further flight, in accordance with the Accomplishment Instructions of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. Details of any damage discovered and data obtained from conductivity surveys must be transmitted to DeHavilland Aircraft of Canada, Ltd., immediately for processing.b. If blistering or charring of the paint due to engine exhaust heat is evident during the visual inspection, before further flight, perform an external conductivity survey and, as necessary, an internal conductivity survey, and make repairs, as necessary, in accordance with the Accomplishment Instructions of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. Details of any damage discovered and data obtained from conductivity surveys must be transmitted to DeHavilland Aircraft of Canada, Ltd., immediately for processing. c. If no visible damage (i.e., no blistering or charring of paint or buckling of the wing skin) is apparent, within 100 flight hours perform an external conductivity survey and, as necessary, an internal conductivity survey, and make repairs, as necessary, of the affected area in accordance with the Accomplishment Instructions of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. Details of any damage discovered and data obtained from conductivity surveys must be transmitted to DeHavilland Aircraft of Canada, Ltd., immediately for processing. B. Except as provided in paragraph C., below, within the next 25 hours time-in- service after the effective date of this AD, visually inspect the upper wing skin behind each engine nacelle in accordance with the Accomplishment Instructions, Paragraph 1, of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. 1. If distortion or buckling of the skin is evident during the visual inspection, repairs must be effected before further flight. In order to determine the extent of repairs, perform an internal conductivity survey of the affected area in accordance with the Accomplishment Instructions of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. Details of any damage discovered and data obtained from conductivity surveys must be transmitted to DeHavilland Aircraft of Canada, Ltd., immediately for processing. 2. If blistering or charring of the paint due to engine exhaust heat is evident during the visual inspection, before further flight, perform an external conductivity survey and, as necessary, an internal conductivity survey, and make repair, as necessary, of the affected area in accordance with the Accomplishment Instructions of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. Details of any damage discovered and data obtained from conductivity surveys must be transmitted to DeHavilland Aircraft of Canada, Ltd., immediately for processing. C. Accomplishment of DeHavilland Modification No. 7/2414 - "Wing - Upper Skin Structure - Special Inspection and Installation of Heat Shields," described in DeHavilland Service Bulletin No. 7-57-25 constitutes terminating action for the visual inspection and conductivity surveys required by paragraphs A. and B., above. When that modification has been accomplished, this AD may then be removed from the Airplane Flight Manual. 1. Prior to installation of Modification No. 7/2414, the following must be accomplished: a. Perform an external conductivity survey and, as necessary, an internal conductivity survey, and make repairs, as necessary before further flight, of the upper wing skin behind each engine nacelle, in accordance with the Accomplishment Instructions of DeHavilland Service Bulletin No. 7-57-25, Revision B, dated November 22, 1985. Details of any damage discovered and data obtained from conductivity surveys must be transmitted to DeHavilland Aircraft of Canada, Ltd., immediately for processing. b. For airplanes, serial numbers 1 through 27, Modification Nos. 7/2377 and 7/2378 - "Fuel Tank Access Panel Replacement," described in DeHavilland Service Bulletin No. 7-57-17 (originally issued October 12, 1983), must be accomplished. D. Alternate means of compliance which provide an acceptable level of safety may be used when approved bythe Manager, New York Aircraft Certification Office, FAA, New England Region. E. 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 inspections and/or modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to DeHavilland Aircraft of Canada, Ltd., Downsview, Ontario M3K 1Y5, Canada. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment becomes effective April 22, 1986.
2015-07-01: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-524 turbofan engines with certain part number (P/N) low-pressure turbine (LPT) stage 3 turbine blades installed. This AD requires implementation of a life limit for certain P/N LPT stage 3 turbine blades and replacement of affected blades that reach or exceed the life limit. This AD was prompted by reports of LPT stage 3 turbine blade failures, release of blades, and subsequent in- flight shutdowns. We are issuing this AD to prevent failure of LPT stage 3 turbine blades and subsequent release of blade debris, which could lead to failure of one or more engines, loss of thrust control, and damage to the airplane.
2000-09-06: This amendment adopts a new airworthiness directive (AD) that applies to certain Maule Aerospace Technology, Inc. (Maule) M-4, M-5, M-6, M-7, MX-7, and MXT-7 series airplanes and Models MT-7-235 and M-8-235 airplanes. This AD requires you to inspect all NicopressTM sleeve terminal ends for correct size compression, with adjustment or replacement, as necessary. This AD results from a report of the rudder cable slipping out of the NicopressTM sleeve while one of the affected airplanes was landing. The actions specified by this AD are intended to detect and correct improper crimping of the NicopressTM sleeve, which could cause a control cable to slip from the sleeve. This could result in loss of rudder, elevator, aileron, or flap control.
90-15-08: 90-15-08 HOFFMANN AIRCRAFT GmbH: Amendment 39-6655. Docket No. 90-CE-08. Applicability: Model H-36 DIMONA (all serial numbers) gliders, 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 insure the continued structural integrity of the wing attachments, accomplish the following: (a) Visually inspect and measure the distance between the main bolt heads, the bulkhead bushings, and the back face of the main bulkhead in the wing spar tunnel in accordance with the instructions and criteria specified in Hoffmann Aircraft GmbH Service Bulletin Number 24, dated May 4, 1988. If any discrepancies are noted, prior to further flight repair the discrepancies in accordance with the instructions contained in the above Service Bulletin. (b) An alternate method of compliance or adjustment of the compliance time which provides an equivalent level of safety, maybe approved by the Manager, Brussels Aircraft Certification Office, FAA, c/o American Embassy, B-1000, Brussels, Belgium. NOTE: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Hoffmann Aircraft GmbH, Richard-Neutra-Gasse 5, 1210 Wein, Austria; or may examine these documents at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri 64106. This amendment (39-6655, AD 90-15-08) becomes effective on August 20, 1990.
83-07-04 R1: 83-07-04 R1 SHORT BROTHERS LTD.: Amendment 39-4604 as amended by Amendment 39-4665. Applies to Model SC-7 Series 3 (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To preclude failure of the primary flight control systems, accomplish the following: a) Within the next 100 hours time-in-service after the effective date of this AD and at intervals not to exceed 500 hours time-in-service thereafter: 1) Visually inspect the control system linkage connections listed in paragraph a)3) of this AD in accordance with Short Brothers Service Bulletin (SB) No. 27-66, dated November 18, 1977. Each connection typically consists of a clevis (control rod) and rod- end bearing joined by a pin as shown on Figure 1 of SB No. 27-66. Each end of the pin must be secured by a retaining plate bonded to the clevis and one end must have a locking rivet through the pin and clevis. 2) If a retaining plate or locking rivet are found to be loose or detached from the clevis, prior to further flight, repair the connection in accordance with instructions in SB No. 27-66.z. 3) The locations of the control system linkage connections to be inspected are as follows (refer to page 3 of SB No. 27-66): i) One location in each wing on the aileron control rod. ii) Twenty-four locations in control rods along the upper fuselage between Stations 96 and 410. b) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplanes. c) The repetitive inspections required by this AD may be discontinued upon incorporation of Modification 1674 as described in Revision 1 to Short Brothers SB No. 27-66, dated March 31, 1978, and SB No. 27-68, dated January 19, 1979. d) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. e) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa or Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. Amendment 39-4604 became effective on April 11, 1983. This Amendment 39-4665 becomes effective June 23, 1983.
93-08-18: 93-08-18 PRATT & WHITNEY: Amendment 39-8566. Docket 92-ANE-16. Supersedes AD 91-05-20, Amendment 39-6919. Applicability: Pratt & Whitney Model PW4152, PW4156, and PW4158 model turbofan engines equipped with electronic engine control (EEC) Part Numbers 50D436, 50D791, 50D824, 51D037, and 51D053, installed on but not limited to Airbus A310 and Airbus A300 series aircraft. Compliance: Required within 30 days after the effective date of this airworthiness directive (AD), unless accomplished previously. To prevent a high pressure compressor failure that can be caused by excessive blade tip to airseal interference, which can result in total loss of engine thrust, accomplish the following: (a) The ENGINE ANTI ICE must be switched to "ON" prior to takeoff and must be in the "ON" position for any flight operation below 15,000 feet. (b) Install placards in the cockpit of Airbus A310-300 and A300-600 aircraft, just above the Captain and the First Officer Primary Flight Displays, indicating the following: "BEFORE TAKE OFF, SET ENG. ANTI ICE ON. KEEP ENG. ANTI ICE ON FOR ANY OPERATION BELOW 15,000 FT." NOTE: Further information on the placards may be obtained from Airbus Industrie Service Information Letter 72-001, Revision 1, dated September 18, 1990. (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, Engine 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, Engine Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine 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) This amendment becomes effective on July 6, 1993.
2015-06-09: We are adopting a new airworthiness directive (AD) for Pacific Aerospace Limited (PAL) Model 750XL 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 PAL Model 750XL airplanes manufactured with only one attitude indicator. A second attitude indicator is required for flights under instrument flight rules. We are issuing this AD to require actions to address the unsafe condition on these products.
2000-08-18: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9 series airplanes, and Model MD-88 and MD-90-30 airplanes, that requires replacement of the lanyard assembly pins of the evacuation slides with solid corrosion-resistant pins. This amendment is prompted by a report that, due to stress corrosion on the lanyard pins, the arms of the lanyard assembly of the evacuation slide were found to be frozen. The actions specified by this AD are intended to prevent the improper deployment of the evacuation slide due to stress corrosion, which could delay or impede evacuation of passengers during an emergency.