Results
2022-09-05: The FAA is adopting a new airworthiness directive (AD) for certain Embraer S.A. Model ERJ 190-300, and -400 airplanes. This AD was prompted by a report of premature failures of the alternating current motor pump (ACMP) 3A at hydraulic system #3 due to excessive wear of the ACMP tail bearing. This AD requires repetitive replacement of the hydraulic system ACMP 3A having a certain part number with a serviceable part, as specified in an Ag[ecirc]ncia Nacional de Avia[ccedil][atilde]o Civil (ANAC) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2013-04-13: We are adopting a new airworthiness directive (AD) for all BAE SYSTEMS (OPERATIONS) LIMITED Model BAe 146 and Avro 146-RJ series airplanes. This AD was prompted by a report that certain ceramic terminal blocks, through which the wiring for the engine fire extinguishers, fire detection circuits, and engine and intake anti-ice system are routed, have been found to have moisture ingress, which can degrade the insulation resistance of the ceramic terminal blocks. This AD requires a one-time insulation resistance test of ceramic terminal blocks, and if necessary, replacement of the blocks. We are issuing this AD to prevent latent failure of the number 2 fire bottle, which, in the event of an engine fire, could result in failure of the fire bottle to discharge when activated and possibly preventing the flightcrew from extinguishing an engine fire.
98-20-20: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that currently requires repetitive inspections for damage or cracking of the aft pressure bulkhead, and repair, if necessary. This amendment continues to require certain repetitive inspections for damage or cracking of the aft pressure bulkhead, and repair, if necessary. This amendment removes certain repetitive inspections for cracking of the bulkhead web to Y-ring lap joint area but retains the initial inspection for cracking in that area. This amendment also adds a one-time inspection from the forward side of the bulkhead to detect fatigue cracking of the upper segment of the bulkhead web, and follow-on corrective actions, if necessary. This amendment is prompted by reports indicating that the inspections required by the existing AD may not detect cracking of the bulkhead web in a timely manner. The actions specified in this AD are intended todetect and correct fatigue cracking of the upper segment of the bulkhead web, which could result in rapid depressurization of the airplane, and consequent reduced controllability of the airplane.
98-20-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 340B series airplanes, that requires a one-time inspection for moisture or other contamination of a certain wiring harness, electrical relay, and relay socket; a one-time inspection for electrical damage of the same electrical relay and socket; corrective actions, if necessary; and replacement of certain nut plates with new, improved parts. 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 a short circuit caused by fluid leakage, which could result in inability to retract the landing gear or require the use of emergency extension.
69-22-03: 69-22-03 AVIONS MARCEL DASSAULT: Amdt. 39-866. Applies to all Fan Jet Falcon and Fan Jet Falcon Series D Airplanes having Serial Numbers 73 and subsequent on which the production microswitch has been replaced with a switch that has not been modified. Compliance is required as indicated, unless already accomplished. To prevent the ingress of moisture in the landing gear microswitch assembly, within the next 50 hours' time in service after the effective date of this AD, replace the unmodified microswitch with a modified switch in accordance with Avions Marcel Dassault Service Bulletin No. 333, Revision 2, dated March 28, 1969, or later SGAC-approved issue, or an FAA-approved equivalent as follows: (a) NOSE LANDING GEAR, TELESCOPIC BAR Replace the switch P/N A1.23802 with modified switch P/N A1.23802 V1 V2. (b) NOSE LANDING GEAR, DOOR ACTUATING CYLINDER Replace the switch P/N A1.23801 with modified switch P/N A1.23801 V1 V2. (c) MAIN LANDING GEAR,DRAG STRUT ACTUATOR CYLINDER Replace the switch P/N A2.23802 with modified switch P/N A2.23802 V1 V2. (d) MAIN LANDING GEAR, DOOR ACTUATING CYLINDER Replace the switch P/N A2.23801 with modified switch P/N A2.23801 V1 V2. This amendment becomes effective November 26, 1969.
2022-08-04: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 series airplanes. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, 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.
94-06-05: 94-06-05 HAMILTON STANDARD: Amendment 39-8853. Docket 94-ANE-09. Applicability: Hamilton Standard Model 14RF-9, 14RF-19, and 14RF-21 propellers, installed on but not limited to Embraer EMB-120 series, Construcciones Aeronauticas, SA (CASA) CN-235 series, and SAAB-SCANIA SF340 series aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent propeller hub cracking and loss of engine oil, and possible loss of a propeller blade or hub, accomplish the following: (a) Within 30 days after the effective date of this airworthiness directive (AD), perform an initial torque check of the propeller hub retaining nuts, as follows: (1) For Hamilton Standard Model 14RF-9 propellers, in accordance with Temporary Revision (TR) No. 61-6, dated March 15, 1993, to Hamilton Standard Maintenance Manual (MM) P5186. (2) For Hamilton Standard Model 14RF-19 propellers, in accordance with TR No. 61-6, dated April 8, 1993, to Hamilton Standard MM P5199. (3) For Hamilton Standard Model 14RF-21 propellers, in accordance with TR No. 61-4, dated March 15, 1993, to Hamilton Standard MM P5189. (b) If propeller hub retaining nuts are found not to meet the acceptance criteria in accordance with the applicable TR to the Hamilton Standard MM's during the initial torque check in accordance with paragraph (a), and during the repetitive torque checks performed in accordance with paragraph (e) of this AD, remove the propeller hub from service and inspect for cracks in accordance with the applicable TR's listed in paragraph (a) of this AD. Remove propeller hubs with crack indications and replace with serviceable propeller hubs prior to further flight. (c) If the initial propeller hub retaining nut torque check is acceptable in accordance with the applicable TR listed in paragraph (a) of this AD, support the propeller with an appropriate lifting fixture and loosen all the propeller hub retaining nuts. Tighten the propeller hub retaining nuts as follows: (1) For Hamilton Standard Model 14RF-9 propellers, in accordance with TR No. 61-7, dated July 27, 1993, to Hamilton Standard MM P5186. (2) For Hamilton Standard Model 14RF-19 propellers, in accordance with TR No. 61-7, dated July 27, 1993, to Hamilton Standard MM P5199. (3) For Hamilton Standard Model 14RF-21 propellers, in accordance with TR No. 61-5, dated July 27, 1993, to Hamilton Standard MM P5189. (d) Make a one-time entry into propeller maintenance records to record: (1) that the initial torque check was performed; (2) the propeller hub retaining nuts were loosened and tightened in accordance with paragraph (c) of this AD; and (3) the torque values. (e) Thereafter, perform repetitive torque checks at intervals not to exceed 500 hours time in service since the last inspection, in accordance with the applicable TR to the Hamilton Standard MM's listed in paragraph (a) of this AD. (f) Install all propellersafter the effective date of this AD using the propeller hub retaining nut tightening procedure defined in the applicable TR to the Hamilton Standard MM's listed in paragraph (c) of this AD. Record the torque values in accordance with paragraph (d) of this AD. (g) Visually inspect and investigate all external propeller oil leakage at the next line check, or within 70 hours TIS after the effective date of this AD, whichever occurs first. If the leakage is found to be caused by other than a leak in the blade seal, the pressure relief valve, or actuator assembly, the propeller must be removed from service and replaced with a serviceable propeller prior to further flight. (h) Thereafter, visually inspect and investigate all external propeller oil leakage at intervals not to exceed 70 hours TIS since the last inspection, or at the next line check, whichever occurs first. If the leakage is found to be caused by other than a leak in the blade seal, the pressure relief valve, or actuator assembly, the propeller must be removed from service and replaced with a serviceable propeller prior to further flight. (i) 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, Boston Aircraft Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Boston Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Boston Aircraft Certification Office. (j) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the aircraft to a location where the requirements of this AD can be accomplished. (k) The torque checks, retightening, and installation procedures shall be done in accordance with the following service documents: Document No. Pages Date TR No. 61-6 to Hamilton Standard MM P5186 1-8 March 15, 1993 Total pages: 8. TR No. 61-7 to Hamilton Standard MM P5186 1-9 July 27, 1993 Total pages: 9. TR No. 61-6 to Hamilton Standard MM P5199 1-6 April 8, 1993 Total pages: 6. TR No. 61-7 to Hamilton Standard MM P5199 1-7 July 27, 1993 Total pages: 7. TR No. 61-4 to Hamilton Standard MM P5189 1-8 March 15, 1993 Total pages: 8. TR No. 61-5 to Hamilton Standard MM P5189 1-7 July 27, 1993 Total pages: 7. 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 Hamilton Standard, One Hamilton Road, Windsor Locks, CT 06096-1010. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (l) This amendment becomes effective on March 29, 1994.
98-20-21: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas DC-9-80 series airplanes, that requires an inspection to detect discrepancies of electrical plugs and receptacles of the sidewall lighting system in the passenger cabin, and to verify that the ends of all pins and sockets are even and that they are seated and locked into place. This amendment also requires replacement of any discrepant part with a new part, and modification of the electrical wiring and connectors of the sidewall lighting system in the passenger cabin. This amendment is prompted by reports of failures of the electrical connectors in the sidewall fluorescent lighting, which resulted in smoke or lighting interruption in the passenger cabin. The actions specified by this AD are intended to prevent failures of the electrical connectors, which could result in poor socket/pin contact, excessive heat, electrical arcing, and consequently, connector burnthrough and smoke in the passenger cabin.
98-20-08: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9 and C-9 (military) series airplanes, that requires visual and eddy current inspections to detect cracking of the frame-to-longeron attachment area, the frame-to-skin shear clips at certain fuselage stations, and the fuselage bulkhead at the front spar of the engine pylon in the aft fuselage; and repair, if necessary. This AD also requires certain modifications which, when accomplished, will terminate the requirement for inspections. This amendment is prompted by reports indicating that fatigue cracking has occurred at those areas. The actions specified by this AD are intended to prevent such fatigue cracking, which could cause damage to adjacent structure and result in reduced structural integrity of the airplane.
2013-04-11: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -800, and -900ER series airplanes. This AD was prompted by incorrect wire support clamps installed within the left environmental control systems (ECS) bay, which could allow wiring to come in contact with the exposed metal of the improper clamp. This AD requires inspections to identify the part number of the wire support clamp, related investigative actions, and corrective actions if necessary. We are issuing this AD to prevent electrical arcing and a potential ignition source within the ECS bay, which in combination with flammable fuel vapors, could result in a center wing fuel tank explosion, and consequent loss of the airplane.
56-04-01: 56-04-01 CHAMPION: Applies to Model 7EC Aircraft, Serial Numbers 300 to 370 Inclusive. To be accomplished as soon as practicable but not later than April 1, 1956. Inspect front and rear control stick socket castings, P/N 2-705, for cracks at the ears to which the push-pull tube attaches. If found cracked, the castings should be replaced. If a standard AN bolt, nut and washer are installed, replace with a clevis bolt, AN 24-16, (11/16 grip), and an AN 320-4 shear nut so that excessive loads cannot be placed on the socket ears.
98-20-23: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-100, -200, and -300 series airplanes, that requires a one-time inspection to detect discrepancies in the electrical wiring and wiring harness behind the lavatory, and corrective actions. 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 chafing of electrical wiring, which could result in severe overheating of the wiring, consequent smoke in the flight deck and cabin, and possible injury to flightcrew or passengers.
92-15-09: 92-15-09 BRITISH AEROSPACE: Amendment 39-8303. Docket No. 91-NM-265-AD. Applicability: Model ATP series airplanes; serial numbers 2001 through 2041, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent poor windshield visibility, which could adversely affect the pilot's and co-pilot's ability to navigate the airplane visually, accomplish the following: (a) For airplanes having serial numbers 2001 through 2041: Within 14 days after the effective date of this AD, and thereafter at intervals not to exceed 50 hours time-in-service, apply Repcon wipe-on rain repellent, or other equivalent rain repellent, onto the windshields and adjacent sliding side windows, in accordance with British Aerospace Service Bulletin ATP-30-3, Revision 3, dated October 19, 1990. (b) For airplanes having serial numbers 2001 through 2019: Within 9 months after the effective date of this AD, relocate the windshield washer nozzles by incorporating Modification 35073A, in accordance with British Aerospace Service Bulletin ATP-30-10, dated September 30, 1991; or Revision 1, dated February 24, 1992. (c) For airplanes having serial numbers 2001 through 2041: Within 9 months after the effective date of this AD, reroute the windshield washer fluid supply lines by incorporating Modification 35198A, in accordance with British Aerospace Service Bulletin ATP-30-10, dated September 30, 1991; or Revision 1, dated February 24, 1992. (d) Accomplishment of the modification required by paragraph (b) of this AD constitutes terminating action for the requirements of paragraph (a) of this AD. (e) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch. (f) 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. (g) The rain repellent fluid applications shall be done in accordance with British Aerospace Service Bulletin ATP-30-3, Revision 3, dated October 19, 1990, which includes the following list of effective pages: Page Number Revision Level Date 1 3 October 19, 1990 2-4 Original November 1988 The modifications shall be done in accordance with British Aerospace Service Bulletin ATP-30-10, dated September 30, 1991; or British Aerospace Service Bulletin ATP-30-10, Revision 1, dated February 24, 1992. These service bulletins contain the following list of effective pages: Service Bulletin Number Page Number Revision Level Date ATP-30-10 1-9, 11, 13, Original September 30, 1991 Original Issue 15, 17, 19 10, 12, 14, (These pages are not used) 16, 18 ATP-30-10 1-9, 9A, 17, 1 February 24, 1992 Revision 1 19 11, 13, 15 Original September 30, 1991 10, 12, 14, (These pages are not used) 16, 18 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 British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, DC 20041-0414. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. (h) This amendment becomes effective on September 8, 1992.
2013-04-08: We are adopting a new airworthiness directive (AD) for Diamond Aircraft Industries GmbH [[Page 14161]] Model H-36, HK 36 R, HK 36 TS, and HK 36 TTS airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as installation of an unsuitable self-locking nut on the bell crank of the elevator push rod that can cause failure of the elevator, resulting in loss of control. We are issuing this AD to require actions to address the unsafe condition on these products.
2010-13-01: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the European Aviation Safety Agency (EASA) to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The turbine wheel, part number (P/N) 095-01-015-03, of the SAPHIR 20 Model 095 APU is a life-limited part. Microturbo had determined through "fleet leader" testing and inspection that the published life limit of this turbine wheel should be reduced to 9,000 cycles. Use of the turbine wheel beyond 9,000 cycles could lead to the release of high energy debris that could jeopardize aircraft safety. For the reasons described above, EASA AD 2008-0084 required the implementation of the new life limit on the affected parts and the replacement parts that had exceeded the new life limit. Microturbo has now determined that the life limit of the turbine wheel should be further reduced to 4,225 cycles. Use of the turbine wheel beyond 4,225 cycles could lead to the release of high energy debris that could jeopardize aircraft safety. We are issuing this AD to prevent an uncontained burst of the APU turbine that could liberate high-energy fragments resulting in injury and damage to the aircraft.
98-20-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that requires repetitive inspections to detect chafing of the hydraulic pipe on the emergency uplock release system of the main landing gear (MLG); testing of the hydraulic pipe for leaks, if necessary; and repair of the hydraulic pipe, if necessary. This amendment also requires modification of the attachment bolt and attachment hole on the structural panel, which terminates the repetitive inspection requirements of this AD. 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 chafing between the hydraulic pipe on the emergency uplock release system of the MLG and an attachment bolt on a structural panel, which could result in rupture of the hydraulic pipe, loss of hydraulic pressure, and consequent inability to activatethe emergency MLG extension.
2022-10-05: The FAA is superseding Airworthiness Directive (AD) 2020-05- 12, which applied to all Gulfstream Aerospace Corporation Model GVII- G500 and GVII-G600 airplanes. AD 2020-05-12 required revising the existing airplane flight manual (AFM) to incorporate revised limitations and procedures. This AD was prompted by reports of two landing incidents in which the alpha limiter engaged in the landing flare in unstable air, resulting in high rate of descent landings and damage to the airplanes. This AD retains certain requirements, and also adds and replaces certain AFM sections with more restrictive limitations and procedures. The FAA is issuing this AD to address the unsafe condition on these products.
2013-04-09: We are adopting a new airworthiness directive (AD) for Costruzioni Aeronautiche Tecnam srl Model P2006T airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as multiple cracks found on the outboard aileron hinge support of a P2006T airplane during an inspection. We are issuing this AD to require actions to address the unsafe condition on these products.
98-20-03: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F.28 Mark 1000, 2000, 3000, and 4000 series airplanes, that requires repetitive inspections of the center joint of the main landing gear (MLG) torque link and the MLG assembly for excessive free-play; and correction, if necessary. This AD also requires installation of new MLG torque link dampers, which constitutes terminating action for the repetitive inspections; and revision of the FAA-approved maintenance program to incorporate inspections and overhaul of the new torque link dampers. 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 the failure of MLG torque links, which could result in reduced controllability of the airplane on the ground during takeoff or landing.
77-13-13: 77-13-13 BRITISH AIRCRAFT CORPORATION: Amendment 39-2938. Applies to BAC 1-11 200 and 400 series airplanes certificated in all categories. Compliance is required as indicated. To prevent possible failure of the whiffletree lever and subsequent loss of rudder feel capability, accomplish the following: (a) Within 80 landings after the effective date of this AD, unless already accomplished, visually inspect the whiffletree lever, P/N CH504-009, in the rudder feel simulator unit, in accordance with the paragraphs designated 1. and 2. of paragraph 2.1.1 of British Aircraft Corporation Alert Service Bulletin 27-A-PM5407, Issue 1, dated April 9, 1976, (hereinafter referred to as BAC ASB) or an FAA-approved equivalent. (b) If a defect appearing as a well-defined transverse groove, notch, or undercut in the radius of the lever is found during the inspection required by paragraph (a) of this AD, within the next 25 landings test and inspect the whiffletree lever for cracks in accordance with the paragraph designated as 3.(A) of paragraph 2.1.1. of the BAC ASB, or an FAA-approved equivalent, and - (i) If a crack is found, before further flight, replace the defective lever with a new lever of the same part number, or an FAA-approved equivalent; or (ii) If no crack is found, within the next 250 landings replace the whiffletree lever with a new lever of the same part number, or an FAA-approved equivalent. If a replacement lever of the same part number is used it must be tested and inspected prior to installation in accordance with paragraph (a) of this AD and this paragraph and must be found free of the defects specified in this AD and cracks. (c) For whiffletree levers used as replacements that were obtained from Lucas Aerospace, England as part of the Lucas repair kit for the whiffletree lever, and were installed in accordance with the kit installation instructions, Lucas Repair Scheme LRS 8114, at or before the next overhaul after installation modify the lever by replacing the bolts used in Lucas Repair Scheme LRS 8114 with rivets in accordance with the Lucas Overhaul Manual, as referred to in paragraphs 2.1.3 and 2.2 of the BAC ASB, or an FAA-approved equivalent. (d) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average time from takeoff to landing for the airplane type. This amendment becomes effective July 7, 1977.
2013-04-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of cracks in the skin and surrounding structure under the number 3 very high frequency (VHF) antenna on the lower external surface of the airplane at buttock line 0.0, aft of the main landing gear wheel well. This AD requires inspecting for cracking and corrosion under the number 3 VHF antenna, and corrective actions if necessary; and, for certain airplanes, replacing bonded skin panels with solid skin panels if not previously accomplished. This AD also provides an optional preventive modification (which would terminate the inspection requirements for certain airplanes). We are issuing this AD to detect and correct cracks and corrosion of the skin and surrounding structure under the number 3 VHF antenna, which could result in separation of the antenna from the airplane, and rapid depressurization of the airplane.
2010-10-12: This amendment supersedes an existing airworthiness directive (AD) for the specified Bell Helicopter Textron Canada (BHTC) helicopters, that currently requires certain checks and inspections of the tail rotor blades. If a crack is found, the existing AD requires replacing the tail rotor blade (blade) with an airworthy blade before further flight. This amendment requires the same checks and inspections of the blades until they are required to be replaced and removes certain serial numbered and specifically coded blades from the applicability of the AD. This amendment is prompted by the approved rework of certain blades and two newly redesigned blades, which, if installed, constitute terminating action for the inspection requirements. The actions specified by this AD are intended to detect a crack in a blade, and to prevent loss of a blade and subsequent loss of control of the helicopter.
98-05-14 R1: This amendment clarifies information contained in Airworthiness Directive (AD) 98-05-14, which currently requires revising the FAA-approved Airplane Flight Manual (AFM) to specify procedures that would prohibit flight in severe icing conditions (as determined by certain visual cues), limit or prohibit the use of various flight control devices while in severe icing conditions, and provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions on certain Cessna Aircraft Company (Cessna) Models T210N, P210N, and P210R airplanes. That publication incorrectly references the possibility of certain ice accumulation on the "lower" surface of the wing, instead of the "upper" surface of the wing while operating with the flaps extended. This incorrect statement may result in pilot misinterpretation of the icing effects with the flaps extended, and lead to an incorrect action. This document replaces the word "lower" with "upper" in this sentence. The actions specified in this AD are intended to continue to minimize the potential hazards associated with operating these airplanes in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
2013-04-01: We are superseding an existing airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-524 series turbofan engines. That AD currently requires removal and repair of certain thrust reverser units (TRUs) prior to reinstallation. This AD requires the same actions for an expanded population of TRUs and extends the compliance time for repairing certain TRUs. This AD was prompted by additional engineering evaluation of TRUs, as a result of a translating cowl gearbox stubshaft failure and subsequent repair. We are issuing this AD to prevent failure of the attachment rivets, which may result in release of the TRU from the engine.
98-02-04: This document makes a correction to Airworthiness Directive (AD) 98-02-04 applicable to CFM International (CFMI) CFM56-5B/2P series turbofan engines that was published in the Federal Register on January 21, 1998 (63 FR 3031). The low pressure turbine (LPT) case part number (P/N) in the compliance section is incorrect. This document corrects that P/N. In all other respects, the original document remains the same.