Results
52-04-05: 52-04-05 MARTIN: Applies to All Models 202 and 202A Aircraft. Compliance required not later than November 1, 1952. Install an engine oil quantity indicating system. (Trans World Airlines Engineering Order No. 5789 covers this same subject.)
96-16-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9 and DC-9-80 series airplanes, Model MD-88 airplanes, and C-9 (military) airplanes, that currently requires repetitive inspections to detect fatigue cracking in the area of the attach tees of the ventral aft pressure bulkhead. This amendment requires revised inspection and repair procedures, and provides for terminating action. It also deletes Model MD-88 airplanes from the applicability of the rule. This amendment is prompted by reports of fatigue cracking found in the subject area. The actions specified by this AD are intended to prevent the propagation of fatigue cracking, which could lead to structural failure of the ventral aft pressure bulkhead and subsequent rapid depressurization of the airplane.
2011-10-17: We are superseding three existing airworthiness directives (ADs) that apply to 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: The airworthiness limitations applicable to the Damage Tolerant Airworthiness Limitation Items (DT ALI) are currently listed in Airbus ALI Documents, which are referenced in the A300, A310, and A300-600 Airworthiness Limitations Section (ALS) Part 2. Airbus has recently revised the ALI Documents, which have been approved by the European Aviation Safety Agency (EASA). * * * * * The actions contained in these revised documents, which introduce more restrictive maintenance requirements and/or airworthiness limitations, have been identified as mandatory actions for continued airworthiness. * * * The unsafe condition isfatigue cracking, damage, or corrosion in principal structural elements, which could result in reduced structural integrity of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
83-15-07 R1: 83-15-07 R1 ROBINSON HELICOPTER COMPANY: Amendment 39-4762. Applies to Model R-22 series helicopters, certificated in all categories. Compliance is required as indicated (unless already accomplished). To detect cracks and to prevent possible fatigue failure of main rotor blades, accomplish the following prior to further flight after the effective date of this AD: (a) Conduct an inspection of the main rotor blades to determine the serial number of the installed main rotor blades. (b) Remove from service all Robinson main rotor blades P/N A016-1 Revision "W." Revision "W" main rotor blades have S/Ns 0600 through 0810. NOTE: Section 9.100 of the R-22 Maintenance Manual contains pertinent assembly/disassembly instructions, and Robinson Helicopter Company Bulletin No. 33 dated July 25, 1983, contains the same instructions as this airworthiness directive as well as shipping/warranty information. Main rotor blades removed by (b) should be either cut up in accordance with Robinson Helicopter Company Service Bulletin No. 33 or marked "UNAIRWORTHY" on both surfaces at approximately mid-span with lettering at least 2 inches high and "UNAIRWORTHY" impressed on the data plate using a metal stamp. (c) Equivalent means of compliance with the AD may be used when approved by the Manager, Western Aircraft Certification Field Office, FAA, P.O. Box 92007, Worldway Postal Center, Hawthorne, California 90009-2007. This amendment becomes effective November 21, 1983, as to all persons except those persons to whom it was made immediately effective by priority letter AD 83-15-07, issued July 28, 1983, which contained this amendment.
2010-06-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2010-06-51 that was sent previously to all known U.S. owners and operators of The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER series airplanes by individual notices. This AD requires doing a detailed inspection of the inboard and outboard aft attach lugs of the left and right elevator control tab mechanisms for gaps between the swage ring and the aft attach lug, and between the spacer and the aft attach lug; trying to move or rotate the spacer using hand pressure; and replacing any discrepant elevator tab control mechanism, including performing the detailed inspection on the replacement part before and after installation. This AD is prompted by a report of failure of the aft attach lugs on the left elevator tab control mechanism, which resulted in severe elevator vibration. We are issuing this AD to detect and correct a loose bearing in the aft lug of the elevator tab control mechanism, which could result in unwanted elevator and tab vibration. The consequent structural failure of the elevator or horizontal stabilizer could result in loss of aircraft control and structural integrity.
2011-10-09: We are superseding an existing airworthiness directive (AD) for Cessna Aircraft Company (Cessna) 150, 152, 170, 172, 175, 177, 180, 182, 185, 188, 190, 195, 206, 207, 210, T303, 336, and 337 series airplanes. That AD currently requires repetitive inspections and replacement of parts, if necessary, \n\n((Page 27866)) \n\nof the seat rail and seat rail holes; seat pin engagement; seat rollers, washers, and axle bolts or bushings; wall thickness of roller housing and the tang; and lock pin springs. This new AD requires retaining all of the actions from the previous AD and adding steps to the inspection procedures in the previous AD. This AD was prompted by added steps to the inspection procedures, added revised figures, and clarification of some of the existing steps. We are issuing this AD to prevent seat slippage or the seat roller housing from departing the seat rail, which may consequently cause the pilot/copilot to be unable to reach all the controls. This failure could leadto the pilot/copilot losing control of the airplane.
2011-10-13: 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: Since 2004, more than 30 reports have been received of in-flight loss of a rear passenger door on Diamond aeroplanes, the majority of which were DA 40. In additional, at least 18 doors have been replaced because of damage found on the hinge. Diamond Aircraft Industries conducted analyses and structural tests to determine the root cause of the door opening in flight. The conclusions were that the primary locking mechanism provided adequate strength to react to the loads in flight. It was also determined that the root cause was the crew not properly securing the rear passenger door by the main locking mechanism, prior to flight. Damage to the hinges has been caused primarily by external loads (wind gust conditions) while the aeroplane was parked. All DA 40 and DA 42 aeroplanes have a system installed that provides a warning if the main door latch is not fully closed and a secondary safety latch (with retaining bracket) design feature. The initial intended design function of the latch was to hold the rear passenger door in the ``near closed'' position while on the ground, protecting the door from wind gusts. However, the original retaining bracket Part Number (P/N) DA4-5200-00-69 might not hold the door in this ``near closed'' position while in flight. * * * This condition, if not corrected, could result in the rear passenger door opening and departing the aeroplane in flight. We are issuing this AD to require actions to correct the unsafe condition on these products.
96-15-04: This amendment adopts a new airworthiness directive (AD) that is applicable to certain propeller blades, identified by serial number, installed on Hartzell Propeller Inc. HC-B3TN, HC- B5MP, HC-E4A, and HC-D4N series propellers. This action requires, within specified hours time in service after the effective date of this AD, a one-time fluorescent dye penetrant inspection of a twelve-inch long area on both the face and camber sides of propeller blade shanks for forging flaws or cracks, and replacement of defective propeller blades with serviceable parts. In addition, this action requires this inspection prior to further flight for propellers that experience sudden or unusual vibration. This amendment is prompted by a report of an inflight propeller blade separation. The actions specified in this AD are intended to prevent propeller blade separation caused by propeller blade shank cracks emanating from forging flaws, which could result in loss of control of the aircraft.
96-15-03: This amendment supersedes an existing Airworthiness Directive (AD), applicable to Sikorsky Aircraft Model S-76B helicopters, that requires an inspection of the drive shaft for cracks or loose balance weights. This amendment also supersedes a Priority Letter AD that currently requires repetitive inspections for cracks in the driveshaft in helicopters with certain engine drive shaft assemblies (drive shafts) installed. This amendment is prompted by a report of a fatigue crack found in a drive shaft that was caused by fretting of a balance weight rivet washer. The actions specified by this AD are intended to prevent failure of the drive shaft, loss of power to the rotor system, and a subsequent forced landing of the helicopter.
83-14-03: 83-14-03 PARTENAVIA COSTRUZIONI AERONAUTICHE S.p.A.: Amendment 39- 4683. Applies to Models P68 and P68B (all serial numbers (SN) up to 128, excluding SNs 40, 112, 125, 126 and 127) airplanes certificated in any category. Compliance: Required within the next 100 hours after the effective date of this Airworthiness Directive (AD), unless already accomplished. To prevent failure of the fin rear spar, accomplish the following: a) Install fin spar reinforcement in accordance with Partenavia Costruzioni Aeronautiche S.p.A. Service Bulletin (SB) No. 34, Rev. 1, dated February 15, 1978, and Drawing No. R.0007, dated December 23, 1977. b) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. c) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on August 19, 1983.
2010-07-06: 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: There has been an incident during a production flight test where the proximity-sensor electronic unit (PSEU) failed. This resulted in unannunciated loss of: Wheel brakes below 10 knots; Thrust reverser; Nose wheel steering; and Auto-deployment of the multi-function spoilers. A similar condition, if not corrected, may result in reduced controllability of the aircraft upon landing and possible overrun of the runway. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
93-02-04: 93-02-04 DE HAVILLAND: Amendment 39-8486. Docket No. 91-CE-48-AD. Supersedes AD 77-03-07, Amendment 39-3100. Applicability: Model DHC-6-1/100/200/300 airplanes (serial numbers 2 through 494, 497 through 503, 505, and 507), certificated in any category, that have not incorporated Modification 6/1594 in accordance with Part C of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland Service Bulletin (SB) 6/348, which incorporates the following pages: Pages Revision Level Date 5-8, 13-16, and 23-25 Original July 16, 1976 9-12, and 17-22 Revision A August 30, 1976 1-4 Revision C July 15, 1977 Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent failure of the elevator support assembly, which could result in loss of control of the airplane, accomplish the following: (a) Within the next 25 hours time-in-service (TIS), unless already accomplished within the last 175 hours TIS, and thereafter at intervals not to exceed 200 hours TIS until Modification No. 6/1594 is incorporated as specified in paragraph (b) of this AD, accomplish the following: (1) Visually inspect the floor structure channel members, part numbers C6FS1229-37 and C6FS1229-31, for cracks in the area around the lower pivot bearing housing in accordance with the instructions in Part A of de Havilland SB No. 6/348. If cracks are found, prior to further flight, repair or replace any cracked components in accordance with Part B or C of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB No. 6/348. (2) Visually inspect the top and bottom flanges of the hydraulic hand pump fitting, part number C6FSM1293-27, for cracks immediately behind the front bolt boss in accordance with Part A of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB No. 6/348. If cracks are found, prior to further flight, repair or replace in accordance with Part B or C of the instructions in de Havilland SB No. 6/348. (3) If the replacement requirements of paragraphs (a)(1) and (a)(2) of this AD are accomplished in accordance with Part C of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB No. 6/348, then the inspection requirements of this AD are no longer required. (b) Within the next 2,400 hours TIS, unless already accomplished as specified in paragraph (a)(3) of this AD, incorporate Modification 6/1594 in accordance with Part C of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 6/348. This modification is considered terminating action for the inspection requirements of this AD. (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) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, New York Aircraft Certification Office, FAA, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York Aircraft Certification Office. (e) The inspections and modification required by this AD shall be done in accordance with de Havilland Service Bulletin 6/348, which consists of the following effective pages: Pages Revision Level Date 5-8, 13-16, and 23-25 Original July 16, 1976 9-12, and 17-22 Revision A August 30, 1976 1-4 Revision C July 15, 1977 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 de Havilland, Inc., 123 Garratt Boulevard, Downsview, Ontario M3K 1Y5 Canada. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment (39-8486) supersedes AD 77-03-07, Amendment 39-3100. (g) This amendment becomes effective on March 19, 1993.
68-03-03: 68-03-03 LOCKHEED: Amendment 39-550. Applies to Model 382 and 382B series airplanes, Serial Numbers 3946 and 4101 through 4146. Compliance required as indicated. To detect and repair chordwise cracks in the wing lower surface and in the adjacent stringers at Wing Stations 181 Left and 181 Right accomplish the following: 1. For airplanes with 2,000 or more hours' time in service on the effective date of this AD, inspect in accordance with Paragraph 3., below, within the next 150 hours' time in service unless accomplished within 450 hours' time in service prior to the effective date of this AD, and thereafter at intervals not to exceed 600 hours. 2. For those airplanes with less than 2,000 hours' time in service on the effective date of this AD, inspect in accordance with Paragraph 3. prior to the accumulation of 2,150 hours' time in service and thereafter at intervals not to exceed 600 hours' time in service from the last inspection. 3. Inspect P/N 370554-3 (lowersurface panel number 1), P/N 370555-3 (lower surface panel number 2), and P/N 370556-3 (lower surface panel number 3) at Wing Stations 181 Left and 181 Right at the end fastener holes which are common to the outboard ends of the reinforcing beams running spanwise beneath P/N 370557-5 (stringer number 15), P/N 370560-7 (stringer number 16), P/N 370560-7 (stringer number 20) and P/N 370557-5 (stringer number 21). Inspect an area four inches spanwise by seven inches chordwise surrounding each fastener hole. Inspect the surface of each stringer which is adjacent to a wing lower surface panel crack over a spanwise length of two inches to each side of the wing surface crack. Inspection shall be by dye penetrant method in accordance with Lockheed Alert Service Bulletin A382-026 or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. 4. Except as provided in subparagraphs a. and b., below, prior to further flight repair cracked skin and cracked stringers in accordance with Lockheed Service Bulletin 382-028 or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. a. The airplane may be flown in accordance with FAR 21.197 to a base at which the repair can be made. b. Chordwise cracks in the inspection areas designated in Paragraph 3. are not cause for restriction on standard category operations for the conditions described in either (1) or (2), below. (1) At Wing Stations 181 Left and 181 Right, only one lower surface panel contains a single crack which does not exceed two inches in length, and there is no crack in any stringer. (2) At Wing Stations 181 Left and 181 Right, two or more lower surface panels contain cracks, each of which does not exceed 0.70 inch in length including fastener hole, and the sum of individual crack lengths in all panels does not exceed 3.60 inches, andthere are no cracks in any stringer. For airplanes which are operated with such surface panel cracks, inspect in accordance with Paragraph 3, at intervals not to exceed 60 hours' time in service from the last inspection. 5. The inspections required by this AD may be discontinued for those airplanes repaired or reinforced in accordance with Paragraph 4. or in accordance with an equivalent repair or reinforcement approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. 6. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. Lockheed-Georgia Alert Service Bulletin A382-026A, dated November 17, 1967, and Service Bulletin 382-028, dated October 26, 1967, cover this same subject. This amendment becomes effective February 10, 1968.
90-10-09: 90-10-09 BOEING: Amendment 39-6593. Docket No. 89-NM-187-AD. \n\n\tApplicability: Model 767 series airplanes, listed in Boeing Alert Service Bulletin 767- 35A0015, dated July 13, 1989, certificated in any category. \n\n\tCompliance: Required within 360 days after the effective date of this AD, unless previously accomplished. \n\n\tTo ensure proper operation of the oxygen generator, accomplish the following: \n\n\tA.\tRemove and replace the oxygen generator release cable assemblies in accordance with Boeing Alert Service Bulletin 767-35A0015, dated July 13, 1989. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6593, AD 90-10-09) becomes effective on June 12, 1990.
90-11-03: 90-11-03 AEROSPATIALE (FORMERLY SUD AVIATION/SUD-SERVICE): Amendment 39-6604. Docket No. 90-NM-08-AD. Applicability: Caravelle SE 210 Model III and VIR series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure of the main landing gear diagonal brace struts and subsequent collapse of the main landing gear, accomplish the following: A. Prior to the accumulation of 25,000 landings, or within 50 landings after the effective date of this AD, whichever occurs later, perform a visual and high frequency eddy current or rototest inspection of the main landing gear framework brace struts in the area of the 5 mm drain hole located 120 mm from the tapered end of Rib 38, in accordance with Aerospatiale Service Bulletin 32-122, dated November 10, 1988. B. If no cracks are found, repeat the inspections required by paragraph A., above, at intervals not to exceed 4,500 landings. C. If cracks found are more than 12 mm in length, prior to further flight, replace brace strut, in accordance with Aerospatiale Service Bulletin 32-122, dated November 10, 1988. Repeat the inspection required by paragraph A., above, at intervals not to exceed 4,500 landings. D. If cracks found are 12 mm or less in length, accomplish the following in accordance with Aerospatiale Service Bulletin 32-122, dated November 10, 1988: 1. Cracks measuring 1 mm or less: a. Ream the drain hole to 8 mm diameter in accordance with paragraph 5.C.(1) of the service bulletin. b. Repeat the inspection required by paragraph A., above, at intervals not to exceed 3,400 flights. 2. Cracks measuring more than 1 mm but less than or equal to 7 mm: a. Drill and ream a 5 mm diameter hole at the end of the cracks in accordance with paragraph 5.C.(2) of the service bulletin. b. Repeat inspection required by paragraph A., above, at intervals not to exceed 550 landings. 3. Cracks measuring more than 7 mm but less than or equal to 12 mm: a. Drill and ream a 5 mm diameter hole at the end of the cracks in accordance with paragraph 5.C.(2) of the service bulletin. b. Repeat the inspection required by paragraph A., above, at intervals not to exceed 25 landings until replacement of brace strut. Upon replacement of brace strut, repeat inspections at intervals not to exceed 4,500 landings. E. If recurring cracks are found during the repetitive inspections required by paragraph D., above, prior to further flight, replace the brace strut, in accordance with Aerospatiale Service Bulletin 32- 122, dated November 10, 1988. Upon the installation of a new brace strut, repeat inspections in accordance with paragraph A., above, at intervals not to exceed 4,500 landings. F. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. G. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of 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 Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region,Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6604, AD 90-11-03) becomes effective on June 19, 1990.
2011-09-19: 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: The in-flight loss of a propeller and pulley wheel from the engine of a Grob G 103 C Twin III SL powered sailplane has been reported. Grob Aircraft AG suspects that the possible reasons for this loss can be due to an incorrect propeller track (the play at the propeller tip) and/or to a damaged propeller nut securing plate. Those conditions, if not corrected, could also result in loosening of parts and, consequently could result in damage to the sailplane and possible injury to persons on the ground. We are issuing this AD to require actions to correct the unsafe condition on these products.
47-10-11: 47-10-11 LOCKHEED: (Was Mandatory Note 13 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2088. Compliance required not later than 200 hours of operation after March 1, 1947. Replace all Fenwall Type S-2223 fire detector units on fire seals and firewalls and in nacelles and cabin heater compartments with Type 17343-3-450 fire detector units (100 units for each Model 49-51 aircraft, 116 units for each Model 49-46 aircraft.) (LAC Service Bulletin 49/SB-65 covers this same subject.)
96-09-22: 96-09-22 CONSTRUCCIONES AERONAUTICAS, S.A. CASA: Amendment 39-9598. Docket 96-NM-17-AD. Applicability: All Model C-212 and CN-235 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 protection system, 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 obtained from 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.
96-09-08 R1: This amendment revises Airworthiness Directive (AD) 96-09-08, which currently requires inspecting the longerons aft of the rear cabane struts for cracks, and if cracked, prior to further flight, repairing the cracks. The current AD is applicable to Aviat Aircraft Inc. (Aviat), Models S-2A, S-2B, and S-2S airplanes (formerly Pitts Models S-2A, S-2B, and S-2S airplanes. This action requires the same action as AD 96-09-08; however, after AD 96-09-08 was issued, the FAA was notified by the manufacturer that the compliance time in the service bulletin was changed, and as a result, the issue date for the service bulletin was changed. This revision will ensure that the owner and operators are using the most up-to-date service bulletin applicable to the required actions in this AD. The actions specified by this AD are intended to prevent cracking and subsequent failure of the longerons resulting in possible loss of control of the airplane. The original Aviat Service BulletinNo. 24, dated February 8, 1996 was incorporated by reference and approved by the Director of the Federal Register to become effective May 20, 1996 (61 FR 19540, May 2, 1996). The incorporation by reference of Aviat Service Bulletin No. 24, dated March 20, 1996 that is applicable to this revised AD and listed in the regulations is approved by the Director of the Federal Register as of July 26, 1996. Comments for inclusion in the Rules Docket must be received on or before August 30, 1996.
72-14-08 R1: 72-14-08 R1 CESSNA: Amendment 39-1484 as amended by Amendment 39-4215. Applies to Models 310, 320, 401, 402, 411 and 421 series airplanes. On airplanes having 200 hours or more time-in-service and thereafter at intervals not to exceed 60 hours time-in-service, to determine condition of flammable fluid-carrying flexible hose assemblies in the engine compartment, accomplish the following: A. Visually, or by any other method approved by FAA, inspect flexible fuel lines as follows: (1) Pressurize the fuel lines with boost pump momentarily operating in prime position. When accomplishing this test, the mixture control should be in the idle cutoff position. While under pressure, examine all hose exteriors in the engine compartment for evidence of leakage such as wetness and fuel stains. NOTE: After pressure testing fuel hoses, allow sufficient time for excess fuel to drain overboard from the engine manifold before attempting an engine start. (2) Examine externally all hoses in the engine compartment for evidence of deterioration or damage such as cracks, cuts, bulges, discoloration, hardness, chafing and excessive wear. B. Visually, or by any other method approved by FAA, inspect flexible oil lines as follows: (1) Examine all hose exteriors in the engine compartment for evidence of leakage. (2) Examine externally all hoses in the engine compartment for evidence of deterioration or damage such as cracks, cuts, bulges, discoloration, hardness, chafing and excessive wear. C. If, as a result of the inspections required by Paragraphs A or B, leakage or other evidence of deteriorated or damaged hose assembly is found, replace with serviceable hose assembly prior to further flight. NOTE: Cessna Service Letter ME68-23, dated November 1, 1968, and applicable Cessna Service Manuals pertain to paragraphs A, B, and C. D. This AD does not apply to the following airplanes which were manufactured with improved fuel and oil system flexible hose assemblies in the engine compartment: Model Serial Number 310R 310R0001 and on 402C 402C0001 and on 421C 421C0001 and on E. This AD does not apply to those airplanes which have improved fuel and oil system flexible hose assemblies installed in the engine compartment in accordance with Cessna Service Information Letter ME81-17 dated July 10, 1981. F. Any equivalent method of compliance with this Airworthiness Directive must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209, telephone (316) 942-4285. Amendment 39-1484 became effective July 14, 1972. This amendment 39-4215 becomes effective September 4, 1981.
92-02-16: 92-02-16 SHORT BROTHERS: Amendment 39-8153. Docket 91-NM-200-AD. Applicability: Model SD3-60 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the rudder torque tube fitting and reduced controllability of the airplane, accomplish the following: (a) Within 90 days after the effective date of this AD, perform a visual inspection of the rudder torque tube fitting to detect signs of exfoliation corrosion, in accordance with Short Brothers Service Bulletin SD360-55-17, dated May 7, 1991. (b) If exfoliation corrosion is found as a result of the inspection required by paragraph (a) of this AD, accomplish the following: (1) Report findings of exfoliation corrosion to Short Brothers, PLC, in accordance with the service bulletin. The information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (P.L. 96-511) and have been assigned OMB Control Number 2120-0056. (2) If the corrosion is within the limits specified in Part B of the service bulletin, prior to further flight, remove the corrosion and apply pre-treatment penetrant and corrosion preventative in accordance with the service bulletin. (3) If the corrosion exceeds the limits specified in Part B of the service bulletin, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (c) If no signs of exfoliation corrosion are found as a result of the inspection required by paragraph (a) of this AD, prior to further flight, apply pre-treatment penetrant and corrosion preventative in accordance with the service bulletin. (d) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. (f) The inspection and application requirements of this AD shall be done in accordance with Short Brothers Service Bulletin SD360-55-17, dated May 7, 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 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 S.W., Renton, Washington; or at the Office of the Federal Register, 1100L Street N.W., Room 8401, Washington, D.C. (g) This amendment (39-8153, AD 92-02-16) becomes effective on March 9, 1992.
2011-10-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires modifying certain thrust reverser control system wiring to the flap control unit (FCU). This AD was prompted by a report of automatic retraction of the leading edge flaps due to indications transmitted to the FCU from the thrust reverser control system during takeoff. We are issuing this AD to prevent automatic retraction of the leading edge flaps during takeoff, which could result in reduced climb performance and consequent collision with terrain and obstacles or forced landing of the airplane.
2006-25-03: 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 airworthiness authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as failure of pitch trim system 2 to deflect the trimmable horizontal stabilizer at maximum rate, which could result in loss of high-speed trim and consequent reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
47-06-05: 47-06-05 GLOBE: (Was Mandatory Note 8 of AD-766-5.) Applies to Models GC-1A and GC-1B Aircraft Serial Numbers 2 to 408 Inclusive; 1001 to 1216 Inclusive; and 2001 to 2137 Inclusive. Compliance required prior to April 1, 1947. Replace the present battery vent plugs of the tubular (deeply inserted) type of the Reading Model R-24L battery with the high nonspill ball seat type vent plugs. Clean and treat that part of the firewall and fuselage which has been subjected to the spill battery acid with a solution of sodium bicarbonate. This is necessary to prevent corrosion due to acid spillage. (Globe Customer Service Maintenance Bulletin No. 14 covers this same subject.)
98-24-19: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Empresa Brasileira de Aeronautica S.A. (EMBRAER) Model EMB-145 series airplanes. This action requires revising the Performance Section of the Airplane Flight Manual (AFM) to provide the flightcrew with procedures to adjust landing distances for landings performed with the anti-icing system active. This action also requires revising the Limitations Sections of the AFM to prohibit certain types of approaches with the anti-icing system active. This amendment is prompted by a report that increased (i.e., higher than normal) flight idle thrust may occur when the anti-icing system is active. The actions specified in this AD are intended to ensure that the flightcrew is advised of appropriate landing field lengths when operating with the anti-icing system active, and that instrument approaches at certain flap settings are prohibited with the anti-icing system active. Increased flight idle thrust when the anti-icing system is active, if not corrected, could result in landing overrun.