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92-14-01: 92-14-01 SAAB-SCANIA: Amendment 39-8283. Docket No. 92-NM-07-AD. Applicability: Model SAAB SF340A series airplanes, serial numbers 004 through 159, inclusive; and Model SAAB 340B series airplanes, serial numbers 160 through 166, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent loss of structural integrity of the powerplant installation and subsequent damage to the engine forward frame, accomplish the following: (a) If, when accomplishing the inspections required by AD 90-05-10, Amendment 39-6530 (reference SAAB Service Bulletin 340-54-026), it was determined that MS21042 nuts had already been installed, and no change from collars to nuts had taken place, then accomplishment of this AD is not required. (b) Except as provided in paragraph (a) of this AD, within 1,500 hours time-in-service after the effective date of this AD; and thereafter at intervals not to exceed 1,500 hours time-in-service; accomplish a visual inspection of the upper and lower drag strut attachment fittings and the adjacent skin area, the upper longeron and attaching frame, and the angle attaching the frame to the side wall to detect loose fasteners, loose fittings, and cracks; and accomplish a torque inspection of the MS21042 nuts, in accordance with section 1.B.(i) of SAAB Service Bulletin 340-54-027, Revision 2, dated March 10, 1992. (1) If loose fasteners or fittings are found, prior to further flight, perform the detailed inspection required by paragraph (c) of this AD. (2) If the installed MS21042 nuts are not loose, check the torque; and retorque, prior to further flight, if nuts are out of torque tolerance. (3) If cracks are found, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (c) Except as provided in paragraph (a) of this AD, within 3,000 hours time-in-service after the effective date of this AD; and thereafter at intervals not to exceed 3,000 hours time-in-service; inspect the drag strut attaching holes at each end of the drag strut (one upper and one lower attach fitting) to detect elongation, damage, and abnormal wear, in accordance with section 2.B.(ii) of SAAB Service Bulletin 340-54-027, Revision 2, dated March 10, 1992. (1) If any holes are elongated or outside the specified tolerance, prior to further flight, repair in accordance with sections E. and F. of the service bulletin, as appropriate. (2) If any damage found exceeds the limits of the modifications described in the service bulletin, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (d) Except as provided in paragraph (a) of this AD, prior to the total accumulation of 22,000 landings, or within 500 landings after the effective date of this AD, whichever occurs later, accomplish a detailed inspection of the lower drag strut attachment holes (Eddy Bolt/Hi-Lok) of the lower drag strut fitting, the inner side beam skin and the upper longerons, and the drag strut attachment holes in the upper and lower fittings, in accordance with section 2.D. of SAAB Service Bulletin 340-54-027, Revision 2, dated March 10, 1992. (1) If the attaching holes are elongated or out of the specified tolerance, prior to further flight, repair in accordance with sections E. and F. of the service bulletin, as appropriate. (2) If defects such as gouges, nicks, cracks, and creases are found, or if the damage found exceeds the limits of the modifications described in the service bulletin, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (e) Accomplishment of paragraph (d) of this AD constitutes terminating action for the requirements of paragraphs (b) and (c) of this AD. (f) 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. (g) 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. (h) The inspections and repair shall be done in accordance with SAAB Service Bulletin 340-54-027, Revision 2, dated March 10, 1992, which incorporates the following list of effective pages: Page Number Revision Level Date 1-3, 5-12, 14 1 July 4, 1991 4, 13 2 March 10, 1992 15-20 Original Undated 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 SAAB-SCANIA AB, Product Support, S-581.88, Linkoping, Sweden. 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. (i) This amendment becomes effective on August 18, 1992.
2025-12-02: The FAA is adopting a new airworthiness directive (AD) for certain Ipeco Holdings Limited (Ipeco) pilot and co-pilot seats. This AD was prompted by reports of unexpected rearward movement of pilot and co-pilot seats during take-off and landing. This AD requires a one-time visual inspection of each affected seat, accomplishment of applicable corrective actions, and operational tests. The FAA is issuing this AD to address the unsafe condition on these products.
2017-06-08: We are superseding Airworthiness Directive (AD) 2006-06-09, AD 2012-05-08, and AD 2012-07-08, for certain Embraer S.A. Model ERJ 170 airplanes. This AD requires revising the maintenance or inspection program, as applicable, to incorporate new airworthiness limitations. This AD was prompted by a determination that more restrictive airworthiness limitations are necessary. We are issuing this AD to address the unsafe condition on these products.
2017-06-03: We are superseding Airworthiness Directive (AD) 81-09-09 for certain Meggitt (Troy), Inc. (previously known as Stewart Warner South Wind Corporation and as Stewart Warner South Wind Division) Model Series (to include all the variants) 921, 930, 937, 940, 944, 945, 977, 978, 979, 8240, 8253, 8259, and 8472 combustion heaters. AD 81-09-09 required repetitive inspections of the combustion heater; repetitive installation inspections of the combustion heater; and, for combustion heaters having 1,000 hours or more time-in-service (TIS), overhaul of the combustion heater. This new AD requires detailed repetitive inspections, repetitive pressure decay tests, and disable/removal of the combustion heater if necessary. This AD was prompted by an airplane accident and reports that the heater was malfunctioning. We are issuing this AD to correct the unsafe condition on these products.
2001-21-03: This amendment supersedes an existing airworthiness directive (AD), applicable to certain General Electric Company (GE) GE90 series turbofan engines. That AD currently requires inspecting and purging the P3B and Ps3 lines and associated fittings and ports of moisture. This amendment will allow the installation of improved hardware as terminating action to requirements of the AD, and remove the GE90-92B engine model from the AD applicability. This amendment is prompted by the recent FAA approval of redesigned P3B and Ps3 sense lines, and the removal of the GE90-92B engine from the applicability. The actions specified in this AD are intended to prevent corruption of Ps3 signals, which could result in simultaneous loss of thrust control of both engines.
2017-06-14: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by reports of cracks in the horizontal stabilizer lower skins. This AD requires inspections for cracking of the horizontal stabilizer lower skin, and corrective actions if necessary; and also provides actions that would terminate certain repetitive inspections. We are issuing this AD to address the unsafe condition on these products.
95-08-12: This amendment adopts a new airworthiness directive (AD), applicable to Eurocopter Deutschland GmbH (ECD) Model MBB-BK 117 A-1, A-3, A-4, B-1, B-2, and C-1 helicopters, that requires a modification of the latches on the transmission and engine cowling access doors. This amendment is prompted by five occurrences of an engine or transmission cowling access door becoming loose in flight. The actions specified by this AD are intended to prevent the transmission and engine cowling access doors from opening in flight, being struck by the main rotor blade, and subsequently, separating from the helicopter and being ingested by the main rotor or tail rotor system resulting in a loss of control of the helicopter.
2025-12-01: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Inc. Model BD-700-1A10 and BD-700-1A11 airplanes. This AD was prompted by a report that incorrect information was found in certain calculation tables in a section of the airplane flight manual (AFM) that addresses certain slat-flap conditions. This AD requires revising the Non-Normal Procedures section of the existing AFM to provide the flightcrew with corrected procedures to use in certain slat-flap conditions. The FAA is issuing this AD to address the unsafe condition on these products.
2001-20-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737 series airplanes, that requires inspection of wire bundles in certain junction boxes in the main wheel well to detect chafing or damage, and follow-on actions. The actions specified by this AD are intended to prevent wire damage, which could \nresult in arcing and consequent fire in the main wheel well or passenger cabin, or inability to stop the flow of fuel to an engine or to the auxiliary power unit in the event of a fire. This action is intended to address the identified unsafe condition.
2001-20-19: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-90-30 series airplanes. This action requires a visual inspection for heat damage, arcing, and loose terminal screws of the ground service electrical circuit breaker panel, and corrective actions, if necessary. This \naction is necessary to prevent overheating or arcing of circuit breakers in the ground service electrical circuit breaker panel, which could result in damage to the circuit breaker, wiring, or surrounding insulation blankets, and consequent smoke or fire in the flightdeck. This action is intended to address the identified unsafe condition.
2023-02-03: The FAA is superseding Airworthiness Directive (AD) 2022-01-09 for certain Stemme AG Model Stemme S 10-VT and Model Stemme S 12 gliders. AD 2022-01-09 required removing the affected freewheel clutch from service and prohibited the installation of affected parts. Since the FAA issued AD 2022-01-09, the European Union Aviation Safety Agency (EASA) superseded its mandatory continuing airworthiness information (MCAI) to amend the definition of an affected part. This AD retains the requirements of AD 2022-01-09 for removing the affected freewheel clutch from service and continues to prohibit the installation of an affected part, and amends the definition of an affected part and clarifies the part installation prohibition. The FAA is issuing this AD to address the unsafe condition on these products.
83-05-05: 83-05-05 BRITISH AEROSPACE: Amendment 39-4578. Applies to BAC 1-11 200 and 400 series airplanes, certificated in all categories. Compliance is required as indicated, unless already accomplished. To detect cracking of the windshield glazing frame and prevent possible failure of the adjacent fuselage frame, accomplish the following: A. For airplanes that have accumulated less than 25,000 total landings on the effective date of this AD, comply with the following: 1. Prior to the accumulation of 15,000 landings or within the next 500 landings after the effective date of this AD, whichever occurs later, unless accomplished within the previous 2,000 landings, visually inspect the windshield glazing frame for cracks internally and externally in accordance with the instructions contained in paragraph 4 entitled "Guidance to Operators" of British Aerospace Alert Service Bulletin 53-A-PM5425, Issue 3, dated February 20, 1978 (hereinafter referred to as the service bulletin).2. Repeat the inspection specified in paragraph A.1. of this AD at intervals not to exceed 2,500 landings from the last inspection until 25,000 landings are accumulated and thereafter comply with the inspection interval specified in paragraph B. of this AD. B. For airplanes that have accumulated 25,000 landings or more on the effective date of this AD, inspect the area in accordance with paragraph 4 entitled "Guidance to Operators" of the service bulletin within the next 400 landings after the effective date of this AD, unless accomplished within the last 800 landings, and thereafter continue to inspect the area at intervals not to exceed 1,200 landings from the last inspection. C. If cracks are found during any inspection required by this AD that do not extend forward of the cutouts for the windshield wiper shafts, accomplish the repair modification specified in BAC Modification PM2857, Part (a). 1. Within the next 750 landings after discovery of the cracks onairplanes with less than 25,000 landings at the time of the inspection. 2. Within the next 250 landings after discovery of the cracks on airplanes with 25,000 or more landings at the time of the inspection. D. If cracks are found during any inspection required by this AD that extend forward of the cutouts for the windshield wiper shafts (refer to Figure 1 of the service bulletin), accomplish the repair modification specified in BAC Modification PM2857, part (a), prior to further flight. E. Incorporation of BAC Modification PM2857, Part (a), or PM3346 or PM5525 eliminates the repetitive inspection requirement of this AD and constitutes terminating action. F. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. G. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. H. 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 time in service by the operator's fleet average from takeoff to landing for the airplane type. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). This amendment becomes effective April 4, 1983.
2001-18-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 2001-18-51, which was sent previously to all known U.S. owners and operators of Eurocopter France (ECF) Model SA.315B, SA.316C, SA 3180, SA 318B, SA 318C, SA.319B, SE.3160, and SA.316B helicopters by individual letters. This AD requires, within 10 hours time-in-service (TIS), inspecting the magnetic drain plug and the main gear box (MGB) filter for a rust-colored deposit, inspecting the MGB to determine the angular displacement on the MGB output flange, and periodically examining oil samples. If a rust-colored deposit is found on the drain plug or filter, if the oil is rust-colored, or if the angular displacement is 1 millimeter (0.039 inch) or more, this AD requires replacing the MGB with an airworthy MGB before further flight. Repairing or overhauling the gearbox, or re-identifying certain gearboxes that have already been appropriately overhauled, is terminating action forthe requirements of this AD. This AD is prompted by an accident of an ECF Model SA.315B helicopter that lost power to the tail rotor. The loss of power to the tail rotor was due to wear of the splines of the output bevel drive pinion in the MGB. The actions specified by this AD are intended to prevent a loose splined coupling, spline wear, loss of power to the tail rotor, and subsequent loss of control of the helicopter.
2025-11-12: The FAA is superseding Airworthiness Directive (AD) 2020-03- 14, which applied to all Airbus SAS Model A350-941 and -1041 airplanes. AD 2020-03-14 required an inspection of affected crew oxygen cylinder assemblies for any discrepancy and replacement of discrepant crew oxygen cylinder assemblies with serviceable parts, and allowed installation of affected parts under certain conditions. Since the FAA issued AD 2020-03-14, the supplier introduced an improved crew oxygen cylinder assembly, that will ensure the correct function of the system. This AD continues to require the actions in AD 2020-03-14, requires replacement of all affected parts with redesigned parts, and also prohibits the installation of affected parts. The FAA is issuing this AD to address the unsafe condition on these products.
2005-14-10: The FAA is superseding an existing airworthiness directive (AD), which applies to certain McDonnell Douglas transport category airplanes. That AD currently requires implementation of a program of structural inspections to detect and correct fatigue cracking in order to ensure the continued airworthiness of these airplanes as they approach the manufacturer's original fatigue design life goal. This new AD requires implementation of a program of structural inspections of baseline structure to detect and correct fatigue cracking in order to ensure the continued airworthiness of these airplanes as they approach the manufacturer's original fatigue design life goal. This AD is prompted by a significant number of these airplanes approaching or exceeding the design service goal on which the initial type certification approval was predicated. We are issuing this AD to detect and correct fatigue cracking that could compromise the structural integrity of these airplanes.
2017-06-01: We are superseding Airworthiness Directive (AD) 2017-03-04, which applied to all The Boeing Company Model 737-500 series airplanes. AD 2017-03-04 required inspections to detect cracks in the fuselage skin panels, permanent repairs of time-limited repairs, skin panel replacement, and related investigative and corrective actions if necessary. This AD reduces the applicability of AD 2017-03-04. This AD was prompted by a determination that airplanes were inadvertently included in the applicability of AD 2017-03-04. We are \n\n((Page 14430)) \n\nissuing this AD to address the unsafe condition on these products.
2025-11-11: The FAA is adopting a new airworthiness directive (AD) for all MHI RJ Aviation ULC Model CL-600-2C10 (Regional Jet Series 700, 701, and 702), CL-600-2C11 (Regional Jet Series 550), CL-600-2D15 (Regional Jet Series 705), CL-600-2D24 (Regional Jet Series 900), and CL-600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a determination that new or more restrictive aircraft maintenance manual (AMM) tasks are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive AMM tasks, as specified in a Transport Canada, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2001-20-14: This amendment adopts a new airworthiness directive (AD) that applies to certain Fairchild Aircraft SA226 and SA227 series airplanes. This AD requires you to replace the brake shuttle valves with parts of improved design and install a shield over the hydraulic lines. This AD also requires replacing the rubber fuel hose with a metal device for certain SA226 series airplanes. This AD is the result of a report of a wheel brake system malfunction caused by a faulty brake shuttle valve. The actions specified by this AD are intended to correct potential brake shuttle valve problems, which could cause the brake assembly to drag and overheat. Hydraulic or fuel line damage could then occur if the overheated brake assembly is retracted into the main wheel well, with a consequent fire if the hydraulic or fuel lines ruptured.
51-04-01: 51-04-01 MARTIN: Applies to All Model 202 Aircraft. Compliance required not later than April 1, 1951. In order to eliminate a fire hazard due to the possibility of flow from the tank to the engine compartment in case of the failure of the carburetor vapor vent return line, install a swing type check valve at each fuel tank where the vapor vent line attaches to the tank so that flow can take place only toward the fuel tank. (Martin Service Bulletin No. 138, dated November 30, 1950, covers this same subject.)
80-12-02 R1: 80-12-02 R1 MCDONNELL DOUGLAS: Amendment 39-3785 as amended by Amendment 39-5499. Applies to McDonnell Douglas Model DC-6, -6A, -6B, R6D, and C-118 (Military) series airplanes, certificated in any category, with 30,000 hours or more total time-in-service. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent loss in strength capability of the wing due to lower wing fitting, stringer and skin cracks, accomplish the following: \n\n\t(a)\tWithin the next ten hours' time in service after the effective date of this AD, or within 25 hours' time in service from the last inspection conducted in accordance with this paragraph and thereafter at intervals not to exceed 25 hours' time in service, until inspected in accordance with paragraph (c), inspect by dye penetrant or equivalent the left and right hand wing lower surface six inches inboard and outboard of wing stations 96, 127, 138 and 179 from the front spar to the center spar. \n\n\t(b)\tIf cracks are found, before further flight, \n\n\t\t(1)\tAccomplish the inspection required by paragraph (c), and \n\n\t\t(2)\tRepair cracks in accordance with Douglas Structural Repair Manual or other repair data approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\t(3)\tAt intervals not to exceed 500 hours' time in service from the last inspection in accordance with paragraph (c) repeat the inspections required by paragraph (c). \n\n\t(c)\tWithin 100 hours' time in service after the effective date of this AD, unless previously accomplished within the last 400 hours' time in service and thereafter at intervals not to exceed 500 hours' time in service from the last inspection required by this paragraph, using procedures approved by FAA Principal Maintenance Inspector, \n\n\t\t(1)\tInspect by X-ray the left and right wing lower skin, stringers, and fittings between wing station 60 to 130 and 167 to 185, from the front spar to the center spar; and inspect by X-ray the wing skin that lies beneath the skate angle at wing station 130 at the inboard edge of the inboard nacelle, both left and right wing, in accordance with Douglas Aircraft Company Report MDC-J1946, "NDI Inspection Techniques for DC-6 Lower Wing Skin at Station 130," Revision "A", dated July 26, 1985, or later revision approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\t(2)\tClean and visually inspect with a 4X magnification in the nacelle area internally between wing stations 130 and 167, from the front spar to the center spar, and \n\n\t\t(3)\tClean and inspect by dye penetrant or equivalent external skin surface six inches inboard and outboard of wing station 96, from the front spar to the center spar. \n\n\t\t(4)\tThe interval for conducting the X-ray inspection in paragraph (c)(1), above, may be extended from 500 to 1000 hours time-in-service from the last X-ray inspection, provided that the visual inspection specified in paragraph (c)(2),above, is extended to cover wing stations 60 to 185 from the front spar to the center spar, when the X-ray inspection is not accomplished. \n\n\t\t(5)\tRepair cracks prior to further flight in accordance with Douglas Structural Repair Manual or other repair data approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t(d)\tAlternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, Cl-750 (54-60). These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, orthe Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tAmendment 39-3785 superseded emergency telegraphic AD T80WE-18. \n\n\tAmendment 39-3785 became effective June 9, 1980. \n\n\tAmendment 39-5499 became effective January 28, 1987. \n\n\tThis action corrects Amendment 39-5499 (51 FR 46602; December 24, 1986). \n\n\tThis correction becomes effective April 21, 1987.
2023-01-12: The FAA is adopting a new airworthiness directive (AD) for all Safran Helicopter Engines, S.A. (Safran) Arriel 1C, Arriel 1C1, and Arriel 1C2 model turboshaft engines. This AD was prompted by reports of false engine fire warnings. This AD requires replacing the affected fire detectors, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also prohibits the installation of affected fire detectors. The FAA is issuing this AD to address the unsafe condition on these products.
2017-05-11: We are superseding Airworthiness Directive (AD) 2012-08-11 for certain Bombardier, Inc. Model DHC-8-400 series airplanes. AD 2012-08- 11 required repetitive inspections for defects and damage of the retract port flexible hoses on the main landing gear (MLG) retraction actuators, and replacement if necessary. This AD continues to require the actions in AD 2012-08-11, requires reorientation of the retraction actuator of the MLG, and removes airplanes from the applicability. This AD was prompted by test results that showed that failure of a retract port flexible hose of a MLG retraction actuator could cause excessive hydraulic fluid leakage. We are issuing this AD to address the unsafe condition on these products.
78-12-03: 78-12-03 BRITISH AIRCRAFT CORPORATION: Amendment 39-3231. Applies to Model BAC 1-11 400 Series Airplanes, certificated in all categories. Compliance required as indicated. To detect cracks in the nose landing gear sustaining ram P/N AK44 A103 or P/N AK 44 A853, as applicable, accomplish the following: (a) For airplanes on which nose landing gear sustaining ram P/N AK 44 A103 is installed, prior to accumlating 4500 landings on the ram or within 500 landings after the effective date of this AD, whichever occurs later, unless accomplished within the last 500 landings, and thereafter at intervals not to exceed 1000 landings from the last inspection, inspect in accordance with paragraph (c) of this AD. (b) For airplanes on which nose landing gear sustaining ram P/N AK44 A853 is installed, prior to accumulating 4500 landings or within 500 landings after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 1000 landings fromthe last inspection, inspect in accordance with paragraph (c) of this AD. (c) Inspect nose landing gear sustaining ram, P/N AK44 A103 or AK44 A853, as applicable, for cracks using a permanent magnet and detection ink in accordance with the procedure outlined in sections 2.1.1 and 4.1 of British Aircraft Corporation Alert Service Bulletin No. 32-A-PM3509, issue 5, dated March 23, 1977, (service bulletin) or an FAA-approved equivalent. (d) If during the inspection required by paragraph (c) of this AD, cracks are found which exceed 2-1/2 inches in length around the circumference of the ram, before further flight, replace the ram P/N AK44 A103 or AK44 A853 with a serviceable part of the same part number, or with P/N AK44 A987 in accordance with Modification PM5227 referred to in the service bulletin. If P/N AK44 A103 or AK44 A853 rams are used as replacements, inspect the replacement rams in accordance with paragraph (c) prior to accumulating 4500 landings on the part and thereafter at intervals not to exceed 1000 landings from the last inspection. (e) If, during the inspection required by paragraph (c) of this AD, cracks are found which do not exceed 2-1/2 inches in length around the circumference of the ram, such cracks may be blended out in accordance with and within the limitations of section 2.1.4 of the service bulletin or an FAA-approved equivalent. Sustaining rams reworked in this manner must be shot peened and reprotected in accordance with section 2.1.5 of the service bulletin or an FAA-approved equivalent, and the ram must continue to be inspected in accordance with paragraph (c) of this AD at intervals not to exceed 1000 landings. If the cracks cannot be blended out within the specified material limitations, the ram must be replaced before further flight in accordance with paragraph (d) of this AD. (f) The repetitive inspections of the nose landing gear sustaining ram as specified in this AD may be terminated upon embodiment of BAC Modification PM5227 which introduces ram P/N AK44 A987 or an FAA-approved equivalent. (g) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, where the number of landings has not been recorded for the parts affected by this AD, the number of landings may be determined by dividing the number of flight hours time in service since installation of the part by the operator's fleet average time from takeoff to landing for the airplane type. This supersedes Amendment 39-697 (33 FR 18695), AD-68-26-04. This amendment becomes effective July 10, 1978.
2001-20-17: This amendment supersedes an existing airworthiness directive (AD), applicable to all EMBRAER Model EMB-120 series airplanes, that currently requires revising the Airplane Flight Manual, installing a placard on the main instrument panel, and removing the "LIGHT-HEAVY" inflation switch of the leading edge deicing boots. This amendment continues to require those actions and adds requirements to install a low speed alarm for icing conditions, to revise the AFM, and to replace an existing placard with a placard that directs the flightcrew to activate the deicing boots whenever ice is detected by visual cues or ice detector illumination. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. This action is intended to ensure that the flightcrew is provided with accurate indications of the severity of ice accretion, clear indication of unintentional airplane speed reductions in icing conditions, and appropriate procedures to prevent reduced controllability of the aircraft due to accretion of ice on the airplane. The incorporation of certain other publications listed in the regulations was approved previously by the Director of the Federal Register as of July 12, 2001 (66 FR 34083, June 27, 2001). Comments for inclusion in the Rules Docket must be received on or before November 13, 2001.
77-13-16: 77-13-16 MARVEL-SCHEBLER/TILLOTSON DIVISION: Amendment 39-2942. Applies to Model HA-6, Part Number A10-5200 carburetors, serial numbers CS-()-100 through CS-()-345, inclusive, installed on, but not limited to, Rockwell International Commander 112TC and 112TCA aircraft certificated in all categories. Compliance required within the next 25 hours time in service after the effective date of this AD, unless already accomplished, except that the airplane may be flown in accordance with FAR 21.197 to a base where the modification can be performed. To provide positive retention of the idle needle assembly, incorporate Marvel-Schebler/Tillotson Kit No. 666-817 in accordance with Marvel-Schebler/Tillotson Form No. MST-683. Equivalent modifications may be approved by the Chief, Engineering and Manufacturing Branch, FAA Great Lakes Region. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Marvel-Schebler/Tillotson Division, Borg Warner Corp., 2195 South Elwin Road, Decatur, Illinois 62525. These documents may also be examined at FAA Great Lakes Region, 2300 E. Devon Avenue, Des Plaines, Illinois 60018 and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. 20591. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Great Lakes Region. This amendment becomes effective July 6, 1977.