Results
95-26-09: This amendment adopts a new airworthiness directive (AD) that is applicable to Sikorsky Aircraft-manufactured Model CH-34A, CH-34C, H-34A, HH-34J, HSS-1, HSS-1N, HUS-1, SH-34J, UH-34D, UH-34E, and UH-34J helicopters. This action requires initial and repetitive magnetic particle inspections of the main rotor shaft (shaft) for cracks, and defines power limitations for certain helicopter operations. This amendment is prompted by a recent accident in which a shaft failed, resulting in loss of power. Subsequent inspections on other aircraft of the same type revealed cracks in four additional shafts. The actions specified in this AD are intended to prevent failure of the shaft, loss of power to the rotor system, and subsequent loss of control of the helicopter.
2010-09-08: The FAA is adopting a new airworthiness directive (AD) for GE CJ610 series turbojet engines and CF700 turbofan engines with AFT Technologies combustion liners, part number (P/N) AFT-5016T30G02. This AD requires removing from service, AFT Technologies combustion liners, P/N AFT-5016T30G02. This AD results from a report of an AFT Technologies combustion liner that released a large section of the inner combustion liner and reports of six combustion liners with premature cracks. We are issuing this AD to prevent premature cracks in the combustion liner, which could release pieces of the inner combustion liner. A release of pieces of the inner combustion liner could cause an uncontained failure of the engine turbine and damage to the airplane.
2008-08-09: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 400) airplanes. That AD currently requires revising the airworthiness limitations section of the Instructions for Continued Airworthiness of the maintenance requirements manual (MRM) by incorporating procedures for repetitive functional tests of the pilot input lever of the pitch feel simulator (PFS) units. That AD also requires new repetitive functional tests of the pilot input lever of the PFS unit, and corrective actions if necessary; and after initiating the new tests, requires removal of the existing procedures for the repetitive functional tests from the MRM. This new AD requires revised procedures for the functional tests. This AD results from a report that the shear pin located in the input lever of two PFS units failed due to fatigue. We are issuing this AD to prevent undetected failure of the shear pins of both PFS units simultaneously, which could result in loss of pitch feel forces and consequent reduced control of the airplane. DATES: This AD becomes effective May 19, 2008. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in the AD as of May 19, 2008. On March 27, 2006 (71 FR 12277, March 10, 2006), the Director of the Federal Register approved the incorporation by reference of Bombardier Alert Service Bulletin A601R-27-144, Revision A, dated February 14, 2006, including Appendix A, dated September 15, 2005. On February 13, 2004 (69 FR 4234, January 29, 2004), the Director of the Federal Register approved the incorporation by reference of Bombardier Temporary Revision 2B-1784, dated October 24, 2003, to the CL-600-2B19 Canadair Regional Jet Maintenance Requirements Manual, Part 2, Appendix B, "Airworthiness Limitations.''
93-25-11: 93-25-11 SHORT BROTHERS, PLC: Amendment 39-8776. Docket 93-NM-75-AD. Supersedes AD 93-01-06, Amendment 39-8460 which superseded AD 89-07-14, Amendment 39-6176. Applicability: Model SD3-60 series airplanes; serial numbers SH3601 through SH3691 inclusive, and SH3694; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent loss of the structural integrity of the horizontal stabilizer attachment to the fuselage, accomplish the following: (a) Perform a visual inspection at the aft face of the rear spar web-to-boom riveting, top and bottom, between the fuselage attach fittings at 12.5 inches left and right of the airplane center line to detect loose, missing, or failed rivets in accordance with Shorts Service Bulletin SD360-55-16, dated April 1988, prior to the times specified in paragraphs (a)(1) and (a)(2) of this AD, as applicable. Repeat the inspection thereafter at intervals not to exceed 1,000 landings.(1) For airplanes on which the inspections (at the forward face of the rear spar web- to-boom riveting) required by AD 93-01-06, amendment 39-8460, have been accomplished previously and on which Modification 7948 has not been accomplished: Within 1,000 landings after the last inspection accomplished in accordance with AD 93-01-06, or within 100 landings after the effective date of this AD, whichever occurs later. (2) For airplanes on which the inspections required by AD 93-01-06 have not been accomplished previously and on which Modification 7948 has not been accomplished: Inspect prior to the times specified in paragraphs (a)(2)(i) and (a)(2)(ii) of this AD, as applicable. (i) For airplane serial numbers SH3680 through SH3691 inclusive, and SH3694; and for airplanes affected by this AD that have only used a 15-degree takeoff flap setting since before or upon reaching 5,000 landings: Prior to the accumulation of 12,000 total landings, or within 100 landings after theeffective date of this AD, whichever occurs later. (ii) For airplanes other than those affected by paragraph (a)(2)(i) of this AD: Prior to the accumulation of 8,000 total landings, or within 100 landings after the effective date of this AD, whichever occurs later. (b) If any defective rivet is found as a result of any inspection required by this AD, prior to further flight, repair in accordance with Part II of Shorts Service Bulletin SD360-55-16, dated April 1988. Following that repair, continue to perform the repetitive inspections required by paragraph (a) of this AD. (c) Modification of the horizontal stabilizer spar webs (Modification 7948) in accordance with Shorts Service Bulletin SD360-55-12, Revision 2, dated November 1986, constitutes terminating action for the repetitive inspections required by paragraph (a) of this AD. (d) 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: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (e) 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. (f) The inspections, repair, and modification shall be done in accordance with the following Shorts service bulletins, which contain the specified effective pages: Service Bulletin and Date Page Number Revision Level Shown on Page Date Shown on Page SD360-55-16 April 1988 1-7 Original April 1988 SD360-55-12 Revision 2 November 1986 1,4-5, 7-44 2-3, 6 2 Original November 1986 April 1986 The incorporation by reference of these documents was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of March 2, 1993 (58 FR 6085). Copies may be obtained from Short Brothers PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3719. 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. (g) This amendment becomes effective on January 26, 1994.
96-20-04: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F28 Mark 1000, 2000, 3000, and 4000 series airplanes, that requires modification of the passenger door lock warning system. This amendment is prompted by reports that the passenger door opened during flight due to an improperly locked door; additionally, the door warning signal was not sufficiently visible to alert the flight crew of this condition. The actions specified by this AD are intended to ensure that the flight crew is aware of an unlocked passenger door prior to takeoff of the airplane. This condition, if not corrected, could result in inadvertent opening of the passenger door while the airplane is in flight.
2010-07-08: The FAA is adopting a new airworthiness directive (AD) for certain Kelly Aerospace Energy Systems, LLC (KAES) rebuilt turbochargers. This AD requires removal from service of certain part number (P/N) and serial number (S/N) rebuilt turbochargers. This AD results from three reports of infant mortality turbine wheel failure in rebuilt turbochargers, since June of 2007. We are issuing this AD to prevent separation or seizure of the turbocharger turbine, which could result in full or partial engine power loss, loss of engine oil, and smoke in the airplane cabin.
2010-07-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: It has been discovered that the foam inside the towing bar box is not conformed to the certification specification, and especially the flame resistance properties. In case of fire in the front baggage compartment, the non conformed foam could rapidly propagate the flames and/or emit toxic fumes in the cabin. We are issuing this AD to require actions to correct the unsafe condition on these products.
97-02-08 R1: This document corrects information in an existing airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model DC-9, DC-9-80 and C-9 (military) series airplanes, and Model MD-88 airplanes. The AD currently requires either the installation of external protective doublers between the outboard flight spoiler actuators and the aft spar webs of the wings, or replacement of the pistons of the outboard flight spoiler actuators with improved pistons. This action corrects a part number specified for flight spoiler actuator assembly that is acceptable for installation on these airplanes. This action is necessary to ensure that operators who previously have installed assemblies with this part number will be given proper credit for that installation, and will not be required to perform additional, unnecessary work to comply with the requirements of the AD.
97-17-04 R1: The FAA is revising an existing airworthiness directive (AD) for Pratt & Whitney JT8D-209, -217, -217C, and -219 turbofan engines with front compressor front hub (fan hub), part number (P/N) 5000501-01 installed. That AD currently requires cleaning the front compressor front hubs (fan hubs), initial and repetitive eddy current (ECI) and fluorescent penetrant inspections (FPI) of tierod and counterweight holes for cracks, removal of bushings, cleaning and ECI and FPI of bushed holes for cracks and, if necessary, replacement with serviceable parts. In addition, that AD currently requires reporting the findings of cracked fan hubs and monthly reports of the number of inspections completed. This AD requires the same actions, except for the monthly reporting of the number of completed inspections. This AD results from the FAA determining that it has collected a sufficient amount of data since issuing AD 97-17-04 and that therefore, it no longer needs the monthly reporting of the number of completed inspections. We are issuing this AD to prevent fan hub failure due to tierod, counterweight, or bushed hole cracking, which could result in an uncontained engine failure and damage to the airplane. DATES: This AD becomes effective April 22, 2010. The Director of the Federal Register previously approved the incorporation by reference of the publications listed in the regulations as of March 5, 1997 (62 FR 4902).
96-04-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320-231 series airplanes, that requires modification of the fire wall of each engine. This amendment is prompted by a report of a fire in the engine of an in-service airplane due to the fire wall being improperly sealed during production. The actions specified by this AD are intended to prevent propagation of a fire through a gap (opening) in the fire wall in the event of an engine fire, as a result of improperly sealed fire wall.
2010-06-01: 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: Two incidents [of near mid-air collision] have occurred on Airbus A320 Family aircraft during [a] Resolution Advisory with Traffic Alert and Collision Avoidance System (TCAS). One of the Human-Machine Interface (HMI) factors was the lack of visibility of relevant information on the Primary Flight Display (PFD). This condition, if not corrected, could result in erroneous interpretation of TCAS Resolution Advisories, leading to an increased risk of mid-air collision. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
96-19-16: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes, that requires inspections to detect cracking of the Hi-lok bolt holes in the main hinge fittings of the horizontal stabilizer, and repair, if necessary. The amendment also requires modification of the main hinge fitting, modification or replacement of rib connecting angles, and modification of ribs. This amendment is prompted by a report indicating that cracking was found in the main hinge fittings of the horizontal stabilizer during fatigue testing. The cracking was a result of higher-than-anticipated loads induced during operation of the thrust reverser. The actions specified by this AD are intended to prevent deterioration of the fatigue life of the main hinge fittings of the horizontal stabilizer and reduced structural integrity of the horizontal stabilizer due to higher induced loads.
2010-05-04: We are adopting a new airworthiness directive (AD) for all Model MD-90-30 airplanes. This AD requires repetitive inspections for cracking of the overwing frames at stations 883, 902, 924, 943, and 962, left and right sides, and corrective actions if necessary. This AD results from reports of cracked overwing frames. We are issuing this AD to detect and correct such cracking, which could sever the frame, increase the loading of adjacent frames, and result in damage to adjacent structure and loss of overall structural integrity of the airplane.
93-01-19: 93-01-19 BOEING: Amendment 39-8473. Docket 92-NM-130-AD. Supersedes AD 89-08-07, Amendment 39-6186. \n\n\tApplicability: Model 767 series airplanes with entry or service doors equipped with slide rafts; line positions 002 through 409, inclusive; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo ensure opening of entry/service doors when required for emergency evacuation, accomplish the following: \n\n\t(a)\tFor airplanes having line positions 132, 136, and 140 through 409, inclusive: Within 350 flight hours after May 9, 1989 (the effective date of AD 89-08-07, Amendment 39- 6186), perform an operational check on each entry/service door to detect a broken counterbalance inner torsion spring, in accordance with Boeing Alert Service Bulletin 767-52A0053, dated August 25, 1988; or Revision 1, dated December 22, 1988. \n\n\t\t(1)\tRepeat this operational check thereafter at intervals not to exceed 350 flight hours, until the requirements of paragraph (b) of this AD are accomplished. \n\n\t\t(2)\tIf any broken counterbalance inner torsion spring is detected during an operational check, prior to further flight, replace it with an airworthy part in accordance with the service bulletin. After replacement of any counterbalance inner torsion spring, continue to perform the operational checks at intervals not to exceed 350 flight hours until the requirements of paragraph (b) of this AD are accomplished. \n\n\t(b)\tFor airplanes having line positions 002 through 409, inclusive: Within 425 flight hours after the effective date of this AD, or within 425 flight hours after the last operational check accomplished in accordance with paragraph (a) of this AD, whichever occurs first, determine if the entry/service doors are equipped with a counterbalance assembly using a titanium inner torsion spring, a counterbalance assembly rated for escape slides, an improved counterbalance assembly, or an improved graphite-composite innertorsion spring; and if further action is necessary; in accordance with Section III, paragraphs A. through F., of Boeing Service Bulletin 767-52A0053, Revision 2, dated April 30, 1992. The airplane records may be reviewed in order to make this determination. \n\n\tNOTE: The part numbers of the "improved" parts referred to in this AD are specified in Section III, paragraphs A. through F., of Boeing Service Bulletin 767-52A0053, Revision 2, dated April 30, 1992. \n\n\t\t(1)\tFor those doors equipped with a counterbalance assembly using titanium inner torsion springs, a counterbalance assembly rated for escape slides, an improved counterbalance assembly, or an improved graphite-composite inner torsion spring, no further action is required. \n\n\t\t(2)\tFor those doors not equipped with a counterbalance assembly using a titanium inner torsion spring, a counterbalance assembly rated for escape slides, an improved counterbalance assembly, or an improved graphite-composite inner torsion spring: Prior to further flight, perform an operational check to detect the existence of a broken inner torsion spring, in accordance with Section III, paragraph G., of the Boeing service bulletin. \n\n\t\t\t(i)\tIf any broken inner torsion spring is found, prior to further flight, accomplish the procedures specified in either paragraph (b)(2)(i)(A) or (b)(2)(i)(B) of this AD: \n\n\t\t\t\t(A)\tReplace the spring with an airworthy part in accordance with Section III., paragraph G., of the Boeing service bulletin, and repeat the operational check at intervals not to exceed 425 flight hours; or \n\n\t\t\t\t(B)\tInstall an improved counterbalance assembly or an improved graphite-composite inner torsion spring, in accordance with Section III, paragraph H., of the Boeing service bulletin. Such installation constitutes terminating action for the requirements of this AD. \n\n\t\t\t(ii)\tIf no broken inner torsion spring is found, accomplish the procedures specified in either paragraph (b)(2)(ii)(A) or (b)(2)(ii)(B) of this AD: \n\n\t\t\t\t(A)\tRepeat the operational check at intervals not to exceed 425 flight hours; or \n\n\t\t\t\t(B)\tInstall an improved counterbalance assembly or an improved graphite-composite inner torsion spring, in accordance with Section III, paragraph H., of the Boeing service bulletin. Such installation constitutes terminating action for the requirements of this AD. \n\n\t(c)\tInstallation of a counterbalance assembly using a titanium inner torsion spring, a counterbalance assembly rated for escape slides, an improved counterbalance assembly, or an improved graphite-composite inner torsion spring, in accordance with Section III, paragraph H., of Boeing Service Bulletin 767-52A0053, Revision 2, dated April 30, 1992, constitutes terminating action for the requirements of this AD. \n\n\t(d)\tAn 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, Seattle Aircraft Certification Office (ACO), 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, Seattle ACO.\n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(e)\tSpecial 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. \n\n\t(f)\tThe operational checks and replacement procedures shall be done in accordance with Boeing Service Bulletin 767-52A0053, Revision 2, dated April 30, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. 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. \n\n\t(g)\tThis amendment becomes effective on March 10, 1993.
96-02-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A330 and A340 series airplanes. This action requires installation of locking plates at the guide bushings in the area of the spigot bolt for certain aft flap track attachments. This amendment is prompted by reports of these guide bushings migrating out of position and resulting in a partial transfer of loads from the main attachment spigot bolt to two fail-safe bolts. Since the fail-safe bolts can withstand such loads for only a limited time, they can eventually fail and allow the wing flap to separate from the airplane. The actions specified in this AD are intended to prevent separation of the wing flap, which can lead to reduced controllability of the airplane and injury to persons or damage to property on the ground.
2010-04-14: We are adopting a new airworthiness directive (AD) for all Augustair, Inc. Models 2150, 2150A, and 2180 airplanes. This AD requires you to inspect the vertical stabilizer front spar for cracks and loose fasteners, repair any cracks and loose fasteners found, and reinforce the vertical stabilizer spar regardless if cracks are found. This AD results from six reports of airplanes with a cracked vertical stabilizer front spar. We are issuing this AD to detect and correct cracks in the vertical stabilizer front spar, which could result in separation of the vertical stabilizer from the airplane. This failure could lead to loss of control.
95-15-12: This amendment adopts a new airworthiness directive (AD) that applies to Jetstream Aircraft Limited (JAL) HP137 Mk1 and Jetstream series 200 airplanes. This action requires incorporating operating limitations that revise the maximum flap operating speed for DOWN flaps to 120 knots indicated airspeed (KIAS), and prohibit extending the flaps beyond the take-off position if ice is visible on the airplane. An incident where an airplane of similar type design to the affected airplanes experienced sudden pitch down because of the accumulation of over one inch of ice prompted the proposed action. The actions specified by this AD are intended to prevent sudden pitch down of the airplane during icing conditions, which could lead to loss of control of the airplane.
96-15-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 and 0070 series airplanes, that requires modification of the wheel brake assembly on the main landing gear. This amendment is prompted by reports of aluminum brake pistons that have ballooned and failed. The actions specified by this AD are intended to prevent such failure of the pistons, which could result in leakage of the hydraulic fluid, resultant loss of braking capability, and a possible brake fire.
2010-03-04: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: An operator reported a short circuit between a generator power cable and an anti-ice shutoff valve, which was caused by chafing between the cable and the valve; the insulation of the cable and surrounding sleeve were worn off. An investigation revealed that a scarce clearance between the cables and adjacent parts, together with vibrations of generator power cables favoured by insufficient clamping, was the root cause of the damage. If left uncorrected, this situation could lead to short circuits with possible fire and/or loss of important aircraft systems. We are issuing this AD to require actions to correct the unsafe condition on these products.
2010-03-07: 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: It has been found occurrences of main landing gear (MLG) trailing arm pins broken due to a fatigue mechanism induced by an excessive torque applied during the assemblage of auxiliary door support attachment and consequent deformation of the MLG trailing arm axle. A broken pin can lead to loss of the MLG trailing arm axle, disconnecting the trailing arm from the main strut, which affects the airplane controllability on ground. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
95-03-06: This amendment adopts a new airworthiness directive (AD), applicable to certain Canadair Model CL-600-1A11, -2A12, and -2B16 series airplanes, that requires a functional check and a test of the idle stop function of the engine throttle quadrant; repair or replacement, if necessary; and eventual replacement of the engine throttle quadrant with a new model. This amendment is prompted by reports of unintentional engine shutdown on certain of these airplanes due to problems associated with operation of the engine throttle quadrant. The actions specified by this AD are intended to ensure the proper operation of the throttle quadrant so as to prevent inadvertent shutdown of an engine while the airplane is taxiing or in flight.
94-11-10: This document adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 series airplanes, that requires modification of certain evacuation door slides. This amendment is prompted by a report that, during flight crew training, the toe end of the slide lane tore. The actions specified by this AD are intended to prevent damage to the slide, which could render the slide unusable, contribute to injury of passengers on the slide, and delay or impede the evacuation of passengers during an emergency.
2010-02-06: 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: Cracks have been found in central spreaders P/N [part number] 92-000100-200-1 or P/N 92-000101-200-1. This may heavily affect the structural integrity of the seat. Failure of the central spreaders could result in injury to an occupant during emergency conditions. We are issuing this AD to require actions to correct the unsafe condition on these products.
94-09-14: This amendment adopts a new airworthiness directive (AD), applicable to certain SAAB Model SAAB 340B series airplanes, that requires replacement of the existing actuator assembly on the motor operated fuel valve assembly with a new, improved actuator assembly. This amendment is prompted by electromagnetic interference (EMI) tests, which indicate that the actuator assemblies of certain fuel shut-off valves may fail to function after exposure to EMI, such as lightning or high intensity radiated fields. The actions specified by this AD are intended to prevent loss of function of the fuel shut-off valves, which could result in unchecked fuel leakage or fuel imbalance after fuel system failure.
97-03-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model 4101 airplanes, that requires repetitive inspections to detect cracking of the offset lightening hole on the drag brace of the left and right main landing gear (MLG); and replacement of these braces with braces having a centralized lightening hole. This replacement terminates the repetitive inspections. This amendment is prompted by a report indicating that fatigue cracking was detected on the upper link of a drag brace. The actions specified by this AD are intended to prevent fatigue cracking of the drag braces of the MLG, which, if not corrected, could cause the MLG to fail and, consequently, result in reduced controllability of the airplane during takeoff, landing, and taxiing.