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99-18-08: This amendment adopts a new airworthiness directive (AD), applicable to all IAI Model 1124 and 1124A series airplanes, that requires installation of an independent circuit breaker and associated wiring changes for the hydraulic low pressure warning lights. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent loss of the hydraulic low pressure warning lights. Low pressure in the hydraulic system can result in reduced controllability of the airplane.
87-04-23: 87-04-23 DeHAVILLAND: Amendment 39-5548. Applies to Model DHC-6-1, DHC-6- 100, DHC-6-200, and DHC-6-300 (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated, after the effective date of this AD, unless already accomplished. To prevent failure of the wing support struts due to corrosion, accomplish the following: (a) Visually inspect each wing support strut for corrosion in accordance with the "ACCOMPLISHMENT INSTRUCTIONS" in DeHavilland Service Bulletin (S/B) No. 6/474, dated June 14, 1985, Revision A, dated March 28, 1986, as follows: (1) For aircraft that have accumulated 5,000 or more hours time-in-service (TIS) or are four and one half or more years old on the effective date of this AD, accomplish the inspection within the next 1,000 hours TIS or six months, whichever occurs first, after the effective date of this AD. (2) For aircraft that have accumulated less than 5,000 hours TIS and are less than four andone half years old on the effective date of this AD, accomplish the inspection before the accumulation of 6,000 hours TIS or five years, whichever occurs first. (3) For all airplanes, reinspect at intervals not to exceed 6,000 hours TIS or five years, whichever occurs first, following the previous inspection accomplished in accordance with this AD. (b) If the inspections specified in paragraph (a) of this AD show moderate or severe corrosion anywhere on the wing support struts, or any corrosion within 20 inches from either end of the wing support struts, replace the affected support strut prior to further flight. (c) If the inspections specified in paragraph (a) of this AD show light corrosion in areas other than 20 inches from either end of the struts, remove the corrosion within 30 days. NOTE: Advisory Circular (AC) 43-4, discusses corrosion evaluation, degree of damage, and rework procedures. (d) An alternate method of compliance, which provides an equivalent level of safety, may be used if approved by the Manager, New York Aircraft Certification Office, FAA, New England Region, 181 South Franklin Avenue, Valley Stream, New York 11581. (e) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (f) Upon submission of substantiating data by an owner or operator, through an FAA Maintenance Inspector, the Manager, New York Aircraft Certification Office, FAA, New England Region, may adjust the compliance times in this AD. All persons affected by this directive may obtain copies of the document referred to herein upon request to The DeHavilland Aircraft Company of Canada, A Division of Boeing of Canada, Ltd., Garratt Boulevard, Downsview, Ontario, Canada M3K 1Y5; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective on March 16, 1987.
99-18-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Aerospatiale Model ATR42-300 and ATR42-320 series airplanes, that requires a one-time inspection for cracking of a fastener hole located on the lower surface of the outer wing, and repair, if necessary; and cold working of the hole and installation of a new fastener in the hole. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent fatigue damage on the outer wing and consequent reduced structural integrity of the wing.
96-09-23: 96-09-23 DORNIER: Amendment 39-9599. Docket 96-NM-18-AD. Applicability: All Model Dornier 328-100 series 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 (b) 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 minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions, accomplish the following: (a) Within 30 days after the effective date of this AD, accomplish the requirements of paragraphs (a)(1) and (a)(2) of this AD. NOTE 2: Operators must initiate action to notify and ensure that flight crewmembers are apprised of this change. (1) Revise the FAA-approved Airplane Flight Manual (AFM) by incorporating the following into the Limitations Section of the AFM. This may be accomplished by inserting a copy of this AD in the AFM. "WARNING Severe icing may result from environmental conditions outside of those for which the airplane is certificated. Flight in freezing rain, freezing drizzle, or mixed icing conditions (supercooled liquid water and ice crystals) may result in ice build-up on protected surfaces exceeding the capability of the ice protectionsystem, or may result in ice forming aft of the protected surfaces. This ice may not be shed using the ice protection systems, and may seriously degrade the performance and controllability of the airplane. o During flight, severe icing conditions that exceed those for which the airplane is certificated shall be determined by the following visual cues. If one or more of these visual cues exists, immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the icing conditions. - Unusually extensive ice accreted on the airframe in areas not normally observed to collect ice. - Accumulation of ice on the lower surface of the wing aft of the protected area. - Accumulation of ice on the propeller spinner farther aft than normally observed. o Since the autopilot may mask tactile cues that indicate adverse changes in handling characteristics, use of the autopilot is prohibited when any of the visual cues specified above exist, or when unusual lateral trim requirements or autopilot trim warnings are encountered while the airplane is in icing conditions. o All icing detection lights must be operative prior to flight into icing conditions at night. [NOTE: This supersedes any relief provided by the Master Minimum Equipment List (MMEL).]" (2) Revise the FAA-approved AFM by incorporating the following into the Procedures Section of the AFM. This may be accomplished by inserting a copy of this AD in the AFM. "THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE IN-FLIGHT ICING: o Visible rain at temperatures below 0 degrees Celsius ambient air temperature. o Droplets that splash or splatter on impact at temperatures below 0 degrees Celsius ambient air temperature. PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT: These procedures are applicable to all flight phases from takeoff to landing. Monitor the ambient air temperature. While severe icing may form at temperatures as cold as -18 degrees Celsius, increased vigilance is warranted at temperatures around freezing with visible moisture present. If the visual cues specified in the Limitations Section of the AFM for identifying severe icing conditions are observed, accomplish the following: o Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the severe icing conditions in order to avoid extended exposure to flight conditions more severe than those for which the airplane has been certificated. o Avoid abrupt and excessive maneuvering that may exacerbate control difficulties. o Do not engage the autopilot. o If the autopilot is engaged, hold the control wheel firmly and disengage the autopilot. o If an unusual roll response or uncommanded roll control movement is observed, reduce the angle-of-attack.o Do not extend flaps during extended operation in icing conditions. Operation with flaps extended can result in a reduced wing angle-of-attack, with the possibility of ice forming on the upper surface further aft on the wing than normal, possibly aft of the protected area. o If the flaps are extended, do not retract them until the airframe is clear of ice. o Report these weather conditions to Air Traffic Control." (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 Operations Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtainedfrom the Standardization Branch, ANM-113. (c) 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. (d) This amendment becomes effective on June 11, 1996.
99-18-10: This amendment adopts a new airworthiness directive (AD), applicable to all Short Brothers Model SD3-SHERPA, SD3-60 SHERPA, SD3-30, and SD3-60 series airplanes, that requires a one-time detailed visual inspection of the emergency brake accumulator mounting structure for evidence of cracking; and corrective action, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the mounting angle that supports the emergency brake system due to cracking, which could result in loss of the emergency brake system.
76-11-02: 76-11-02 MORANE SAULNIER (SOCATA): Amendment 39-2619. Applies to Model MS880B, MS892A-150 and E-150, MS893A and E, and MS894A and E airplanes, serial numbers 831 and above, certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent the possible loss of an engine cowling due to improper latching of locks and cowl lock wear, accomplish the following: (a) For airplanes incorporating Socata-type engine cowl locks, within the next 10 hours time in service after the effective date of this AD, either incorporate the following cowl locking procedures in the Airplane Flight Manual immediately following Section 4.3.1, Step 3; or if an Airplane Flight Manual is not available, install a placard adjacent to one of the engine cowl locks which contains the following cowl locking procedures: Cowl Locking Procedures. (1) Raise latch locking lever to maximum travel to allow cowl upper catch to engage lower cowl catch. (2) Press latch locking lever to full down position until distinct snap is heard indicating completed locking. (3) Check the locking mechanism by pulling the lock latching lever with a force sufficient to overcome the weight of the lever and low friction forces. (b) For airplanes incorporating Socata-type engine cowl locks, within the next 25 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 100 hours time in service from the last inspection - (1) Visually inspect the engine lower cowling metal centering tabs and the upper cowling centering pins, for wear of the metal tab receiving holes and wear of the centering pins to assure proper mating of the upper and lower cowling. Replace the metal centering tabs and cowling centering pins, found to be worn; and (2) Inspect the engine cowling locking mechanism and if deterioration in locking push force is evident as demonstrated by a lack of snap action on the latch locking lever, adjustthe Socata type engine cowl lock by removing the cotter pin in the upper catch, threading the latch trunnion into the upper catch a distance of one or more turns, and reinserting the cotter pin in accordance with the procedure described in paragraphs 1.2 and 3.1 of Socata Service Bulletin No. 107 Gr. 71-06, dated November 1972, or an FAA-approved equivalent. (c) For MS880B airplanes, serial numbers 831 through 1604, equipped with Dialatch engine cowl locks - (1) Within the next 50 hours time in service after the effective date of this AD, accomplish the following in accordance with Socata Service Bulletin No. 77/2, Gr. 71-03, dated May 1973, or an FAA-approved equivalent: (i) Replace the Dialatch cowl locks with Socata-type engine cowl locks. (ii) Install reinforcing angle plates on the engine cowl centering pin brackets. (iii) Install engine cowl stops; (2) Within the next 50 hours time in service after the effective date of this AD, revise the Airplane FlightManual, or install a placard, as specified in paragraph (a) of this AD; and (3) Within the next 100 hours time in service after installation of the Socata type engine cowl lock in accordance with paragraph (c)(1)(i) of this AD and thereafter at intervals not to exceed 100 hours time in service from the last inspection, visually inspect the engine lower cowling metal centering tabs and the upper cowling centering pins, for wear of the metal tab receiving holes and wear of the centering pins to assure proper mating of the upper and lower cowling. Replace the metal centering tabs and cowling centering pins found to be worn. This amendment becomes effective on June 7, 1976.
99-01-05 R1: We are revising Airworthiness Directive (AD) 99-01-05 for certain aircraft equipped with wing lift struts. AD 99-01-05 required repetitively inspecting the wing lift struts for corrosion; repetitively inspecting the wing lift strut forks for cracks; replacing any corroded wing lift strut; replacing any cracked wing lift strut fork; and repetitively replacing the wing lift strut forks at a specified time for certain airplanes. AD 99-01-05 also required incorporating a "NO STEP" placard on the wing lift strut. Since we issued AD 99-01-05, we were informed that paragraph (c) had been misinterpreted and caused confusion. This AD clarifies the intent of the language in paragraph (c) of AD 99-01-05 and retains all other requirements of AD 99-01-05. We are issuing this AD to correct the unsafe condition on these products.
99-18-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Short Brothers Model SD3-30 series airplanes, that requires modification of electrical wiring associated with heater components. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the autofeather system, which could result in reduced controllability of the airplane in the event of engine failure during takeoff.
99-18-05: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 727 series airplanes, that requires repetitive inspections to detect cracks in the forward flange of the vertical beam of the aft pressure bulkhead at certain buttock lines, and installation of a splice repair, if necessary. The amendment also requires installation of a preventative modification on the vertical beam of the door frame in certain cases. This amendment is prompted by reports of fatigue cracks found in the vertical beam web and forward flange of the aft pressure bulkhead. The actions specified by this AD are intended to detect and correct such fatigue cracking, which could result in the inability of the subject vertical beam to withstand the fail-safe loads, and consequent loss of cabin pressurization.
2022-15-08: The FAA is superseding Airworthiness Directive (AD) 2019-20- 03, which applied to various transport airplanes. AD 2019-20-03 required modification of certain universal serial bus (USB) receptacles located in the flight deck. Since the FAA issued AD 2019-20-03, it has been determined that additional airplanes are affected by the unsafe condition. This AD continues to require the modification and expands the applicability, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
2022-13-02: The FAA is adopting a new airworthiness directive (AD) for certain MHI RJ Aviation ULC Model CL-600-2C10 (Regional Jet Series 700, 701 & 702), CL-600-2C11 (Regional Jet Series 550), CL-600-2D15 (Regional Jet Series 705), CL-600-2D24 (Regional Jet Series 900), and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by reports of the failure of certain primary ejector fuel feed flexible hoses, which may have a thinner liner than specified by design requirements, and are therefore more susceptible to cracking. This AD requires replacing the hoses. The FAA is issuing this AD to address the unsafe condition on these products.
2013-25-12: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model DC-9-10, DC-9-30, and DC-9-40 series airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the aft pressure bulkhead web area is subject to widespread fatigue damage (WFD). This AD requires modifying the aft pressure bulkhead. The modification includes inspecting for cracks around the rivet holes, and repair of any cracking. We are issuing this AD to prevent fatigue cracking of the aft pressure bulkhead, which could result in reduced structural integrity of the airplane.
99-18-01: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 737-700 and -800 series airplanes, that currently requires revising the Airplane Flight Manual (AFM) to prohibit operation of the airplane under certain conditions; repetitive inspections of the tab mast fitting of the elevator tab assemblies to detect cracking; an elevator tab freeplay check; and corrective actions, if necessary. That AD also provides for optional terminating action for certain repetitive inspections, and requires installing an additional fastener on the elevator tab mast fitting, which terminates the AFM revision and extends certain repetitive inspection intervals. This amendment continues to require certain actions, and revises and adds certain other requirements. This amendment is prompted by a report of a severe vibration incident on a Boeing Model 737-800 series airplane; inspection revealed fracturing of the elevator tab mast fitting and excessive freeplay in the elevator tab. The actions specified in this AD are intended to prevent loss of controllability of the airplane due to excessive freeplay in the elevator tab or a free tab.
80-25-06 R1: 80-25-06 R1 TELEDYNE CONTINENTAL MOTORS: Amendment 39-3984 as amended by Amendment 39-4061. Applies to Models GTSIO-520-L, serial numbers 608324 through 608627; GTSIO-520-M, serial numbers 606619 through 606890; and GTSIO-520-N, serial numbers 610001 through 610107, engines with 100 hours or less total time in service on the effective date of this AD, installed on but not limited to certain Cessna Models 404 and 421C airplanes certificated in all categories. Compliance required as indicated, unless already accomplished. To prevent engine failure due to loss of engine oil pressure, damage due to contaminated oil, and propeller shaft damage resulting from a malfunctioning thrust washer accomplish the following: (a) Before each flight and immediately after each flight until the accumulation of 100 hours total time in service, perform a special oil pressure check to determine the oil pressure with engine power at the same level as the magneto check. If oil pressure fluctuatesor is less than 30 psi, accomplish paragraphs (b)(1) and (b)(2) before further flight. This oil pressure check may be accomplished by the pilot as provided in FAR 43.3(h). (b) Prior to the next flight and at each oil change until the accumulation of 100 hours total time in service: (1) Remove the oil filter, disassemble the canister, and inspect the paper element between the pleats to determine the quantity of metallic material visually and by using a clean magnet. If total metallic contaminants are in excess of the quantity necessary to cover a 1/4 inch diameter surface, before further flight take the necessary maintenance action to replace those parts that are malfunctioning. NOTE: Exercise caution to prevent contamination of the filter element during disassembly. (2) Inspect to determine the end clearance (shaft end play) of the propeller drive shaft with engine at ambient temperature. If axial movement is in excess of .020 inch, before further flight take necessarymaintenance action to replace those parts that are malfunctioning. (c) Prior to the next flight, inspect the engine and airplane records and change oil if necessary to ensure that SAE No. 50 oil is installed for ambient temperatures above 40 degrees F or SAE No. 30 oil is installed for ambient temperatures below 40 degrees F. (d) Upon or before the accumulation of 25 hours, 50 hours and 100 hours total time in service, change oil and oil filter. Do not use multiviscosity oils within the first 100 hours time in service. (e) Make appropriate maintenance record entry when accomplishing each requirement of this AD. The airplanes equipped with affected engines may be flown in accordance with FAR 21.197 to a location where the AD compliance procedures can be accomplished. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. NOTE: Continental Motors Service Bulletin NO. M80-30, dated December 10, 1980, pertains to this subject. Amendment 39-3984 became effective December 5, 1980. This amendment 39-4061 becomes effective March 23, 1981.
2013-25-09: We are adopting a new airworthiness directive (AD) for certain AgustaWestland S.p.A. (Agusta) Model AB139 and AW139 helicopters. This AD requires inspecting the nose landing gear (NLG) pin installations for incorrect assembly. This AD is prompted by reports of incorrectly installed pins discovered on in-service aircraft. These actions are intended to detect incorrectly installed pins, which could result in collapse of the NLG during taxi or landing.
2010-15-10: We are adopting a new airworthiness directive (AD) for certain Piper Aircraft, Inc. (Piper) PA-28, PA-32, PA-34, and PA-44 series airplanes. This AD requires you to inspect the control wheel shaft on both the pilot and copilot sides and, if necessary, replace the control wheel shaft. This AD results from two field reports of incorrectly assembled control wheel shafts. We are issuing this AD to detect and correct any incorrectly assembled control wheel shafts. This condition, if left uncorrected, could lead to separation of the control wheel shaft, resulting in loss of pitch and roll control.
99-17-11: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A319, A320, and A321 series airplanes, that requires repetitive inspections to detect wear of the inboard flap trunnions, and to detect wear or debonding of the protective half-shells; and corrective actions, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct chafing and resultant wear damage on the inboard flap drive trunnions or on the protective half-shells, which could result in failure of the trunnion primary load path; this would adversely affect the fatigue life of the secondary load path and could lead to loss of the flap.
2022-15-05: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318 series airplanes; Model A319-111, -112, - 113, -114, -115, -131, -132, and -133 airplanes; Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes; and Model A321-111, -112, - 131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by a report that cracks were found on the web horizontal flange and inner cap on a certain frame (FR), left-hand (LH) and right-hand (RH) sides, at a certain stringer (STGR). This AD requires repetitive high frequency eddy current (HFEC) inspections for cracks on the web horizontal flange and inner cap, and applicable corrective actions, 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.
53-09-04: 53-09-04 CONTINENTAL: Applies to All Aircraft Equipped With Continental W-670-9A (Ordnance-Tank) Engines and Ground Adjustable Propellers Having Blades 11C1 (Hamilton Standard Model Designation) or 4350, 4350F, or 4350F1 (Navy Model Designation.) Compliance required not later than May 15, 1953. In the absence of suitable propeller vibration stress data, the following precautionary measures should be taken to minimize the possibility of propeller blade fatigue failures: (1) Disassemble propeller and inspect for cracks by etching the shank areas of the blades under the hub clamp rings. (2) Cut propellers to between 102 inches maximum and 100 inches minimum diameter. (3) Set blade angle so that static r.p.m. is between 1,500 and 1,975. (4) Install propeller on engine in the zero degree position (blades in line with crankthrow). (5) Placard airplane, "Do not exceed 1,900 r.p.m. for all operations except takeoff." (6) Remove all nicks and gouges from tip region andmaintain propeller blades as outlined in Civil Aeronautics Manual 18.
99-17-20: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 757-200 and -300 series airplanes, that requires modification of the off-wing emergency evacuation slide system. This amendment is prompted by reports that a certain type of off-wing escape slide aboard several airplanes separated from the airplane during flight. The actions specified by this AD are intended to prevent separation of the emergency evacuation slide from the airplane, which could result in damage to the fuselage and unavailability of an escape slide during an emergency evacuation.
92-27-08: 92-27-08 CESSNA: Amendment 39-8442. Docket No. 92-NM-228-AD. Applicability: Citation Model 650 series airplanes, having serial numbers -0001 thru -0219, inclusive, and -7001 thru -7013, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent the potential loss of elevator control, accomplish the following: (a) Within 25 hours time-in-service after the effective date of this AD: Perform an inspection of the inboard attach fittings of the left-hand and right-hand elevator torque tubes to determine minimum material wall thickness in accordance with Cessna Citation Alert Service Letter A650-27-30, dated November 12, 1992; and perform a visual inspection of the fittings to detect cracking. (1) If the material thickness of the inboard attach fitting, at all locations, is 0.045 inch or thicker, and if no cracked fitting is found, no further action is required by this AD. (2) If the materialthickness of the inboard attach fitting, at any location, is equal to or greater than 0.040 inch but less than 0.045 inch, and if no cracked fitting is found, within 150 flight hours, replace the inboard attach fitting in accordance with the service letter. (3) If the material thickness of the inboard attach fitting, at any location, is thinner than 0.040 inch, or if a cracked fitting is found, prior to further flight, replace the fitting with a fitting having part number 6234132-8, in accordance with the service letter. (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, Wichita Aircraft Certification Office (ACO), FAA, Small 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, Wichita ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO. (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 inspection and replacement shall be done in accordance with Cessna Citation Alert Service Letter A650-27-30, dated November 12, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Cessna Aircraft Company, Citation Marketing Division, P.O. Box 7706, Wichita, Kansas 67277. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at FAA, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on January 4, 1993.
86-21-09: 86-21-09 BRITISH AEROSPACE (BAe): Amendment 39-5447. Applies to BAe Jetstream Model 3101 (all serial numbers) airplanes certificated in any category which have incorporated Arkansas Modification Center (AMC) Supplemental Type Certificate (STC) No. SA5900SW baggage pod serial numbers 002 through 044 inclusive. Compliance: Required within the next fifty (50) landings after the effective date of this AD, unless already accomplished. NOTE: If landings are not recorded, one hour time-in-service (TIS) equals two landings. To prevent possible chafing of the flap jack lock valve pressure pipe and loss of hydraulic fluid, accomplish the following: (a) Visually inspect flap jack lock valve hydraulic pressure pipe BAe Part Number (P/N) 616302 for evidence of chafing in accordance with Section 2. "ACCOMPLISHMENT INSTRUCTIONS," Paragraph B "ACCOMPLISHMENTS," of BAe Alert Service Bulletin (ASB) No. 27-A-JA860226, dated August 11, 1986. (1) If chafing has occurred, before further flight, (i) Replace hydraulic pressure pipe P/N 616302 with a serviceable airworthy part, in accordance with BAe S/B No. 27-A-JA860226, and (ii) Modify pod by incorporating an aperture in accordance with Section 2., "ACCOMPLISHMENT INSTRUCTIONS," paragraphs 1 through 8 of revised AMC Service Bulletin (S/B) No. 25-0002(-2), dated September 11, 1986. (iii) Accomplish paragraph (b) of this AD. (2) If no chafing has occurred, before further flight, (i) modify pod by incorporating an aperture in accordance with Section 2., "ACCOMPLISHMENT INSTRUCTIONS," paragraphs 1 through 8 of AMC S/B No. 25-0002(-2), and (ii) accomplish paragraph (b) of this AD. (b) Measure the clearance distance between the flap jack lock valve hydraulic pressure pipe, P/N 616302 and the pod membrane smoke detector mounting screws, over the whole flap position operating range, in accordance with Section 2., "ACCOMPLISHMENT INSTRUCTIONS". If the clearance at all flap positions is: (1) 0.50 inches or more, install the aperture cover plate provided in AMC Kit P/N 31-5179-37 and accomplish paragraphs 14 through 17 of Section 2., "ACCOMPLISHMENT INSTRUCTIONS," of AMC S/B No. 25-0002(-2), and return the airplane to service. (2) Less than 0.50 inches, (i) Modify the pod in accordance with paragraphs 18 through 29 of Section 2., "ACCOMPLISHMENT INSTRUCTIONS," of AMC S/B No. 25-0002(-2), and (ii) Install baggage pod and repeat the actions specified in paragraph (b) of this AD. (c) Aircraft may be flown in accordance with FAR 21.197 to a location where this Airworthiness Directive (AD) can be accomplished. (d) An equivalent means of compliance with this AD may be used if approved by the Manager, FAA, Southwest Region, Special Programs Branch, ASW-190, 4400 Blue Mound Road, Post Office Box 1689, Fort Worth, Texas 76101. All persons affected by this AD may obtain copies of Arkansas Modification Center, Inc., (AMC) Service Bulletin (S/B) No. 25-0002(-2) dated July 22, 1986, Revised September 11, 1986, referred to herein upon request to the Arkansas Modification Center, Inc., Post Office Box 3356, Adams Field, Little Rock, Arkansas 72203, and Alert Service Bulletin No. 27-A- JA860226, dated August 11, 1986, referred to herein upon request to the British Aerospace, Engineering Department, Post Office Box 17414, Dulles International Airport, Washington, D.C. 20041; or FAA, Office of the Regional Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment becomes effective October 29, 1986.
2022-15-02: The FAA is adopting a new airworthiness directive (AD) for certain Cameron Balloons Ltd. (Cameron) Stratus double burner assemblies installed on hot air balloons. This AD was prompted by reports 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 identifies the unsafe condition as fatigue cracking of the weld on Stratus double burner hangers. This AD requires repetitively inspecting certain Stratus double burner hangers and replacing certain Stratus double burners, and prohibits installing certain parts. The FAA is issuing this AD to address the unsafe condition on these products.
2013-24-16: We are adopting a new airworthiness directive (AD) for Schempp-Hirth Flugzeugbau GmbH Model Duo Discus T gliders. 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 the instructions provided to inspect the propeller hub and blades are insufficient for detecting cracks and/or other damage, and other operating instructions provided by the flight and maintenance manual are incorrect and insufficient. We are issuing this AD to require actions to address the unsafe condition on these products.
99-17-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8 series airplanes, that requires a one-time inspection of the spring assemblies located in the rudder control feel unit to verify that dual rate configuration springs are installed; and revising the Airplane Flight Manual to prohibit airplane operation from runways less than 75 feet wide, if necessary. This amendment also requires eventual replacement of any single rate configuration springs with dual rate configuration springs, which terminates the requirement for the AFM revision. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent an asymmetric rudder force condition, which could result in reduced controllability of the airplane and consequent potential for center line deviation.