Boeing 777 Software. The FAA wants new software installed on Boeing 777s to prevent crew from inadvertently engaging the autopilot before takeoff. The problem can result in a high-speed rejected takeoff and increase the chance of a runway overrun. Boeing says the problem is rare -- just nine reported instances of a rejected takeoff because of inadvertent engagement of the autopilot during the 777's 15-year service history. There have been no runway overruns associated with the issue. The airworthiness directive is to be published in the Federal Register. It applies to certain model 777-200, 777-200LR, 777-300, 777-300ER and 777F series airplanes. As many as 800 aircraft could be affected by the AD. The order comes in the wake of two Boeing 777 incidents in January in which pilots inadvertently engaged the autopilot before starting to take off.

Boeing 737 Tail Flap. FAA has issued emergency airworthiness directive requiring airlines to check a mechanism that controls tail flaps on about 600 Boeing 737-600s, - 700s, -800s, -900s and -900ERs. The directive concerns flaps on the horizontal tails of the aircraft On March 2, a Ryanair 737-800 en route from the Netherlands to Madrid, Spain, experienced severe vibrations in flight and had to make an unscheduled landing in Belgium. Inspection afterward found "extensive damage" to the left elevator, which is a movable flap on the horizontal tail that controls the pitch of the airplane, up or down. FAA said some of the aircraft must be inspected within 12 days, and the rest within 30 days. The agency attributed the vibration to "failure of the aft attach lugs on the left elevator tab control mechanism" and said carriers need "to detect and correct" any loose bearings in the mechanisms. "Severe vibration in this attach point is suspected of allowing rapid wear of the joint and resulted in failure of the attach lugs" on the Ryanair -800, it said. "This condition, if not corrected, could result in a loss of aircraft control and structural integrity.

Airworthiness Directives; PILATUS PC-12/47E. Final rule. SUMMARY: We are superseding an existing airworthiness directive (AD). 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: Field reports have indicated that the possibility exists that both Primary Flight Displays (PFDs) could indicate a roll attitude offset of up to 10 degrees in the same direction if an accelerated turn onto the active runway is performed immediately followed by take-off. In addition, annunciated heading splits have been reported. This condition has been reported to correct itself after several minutes. Additionally, if the aeroplane is operating in geographical latitudes with low horizontal magnetic field strength, incorrect heading may be displayed if the ADAHRS switches from GPS track to magnetometer heading while the aeroplane is on the ground. This situation, if not corrected, could result in an undesired bank angle, heading splits and/or incorrect heading, which would constitute an unsafe condition. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective April 1, 2210.

Airworthiness Directives; BAE ATP. Final rule; request for comments. SUMMARY: 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: A review of the results of the final fuselage fatigue test identified the need for additional and revised safety-related fatigue- and environmental inspections for the fuselage. These additional tasks were introduced by Service Bulletin (SB) ATP-51-002 As it was determined that these inspections were necessary to maintain the structural integrity of the aeroplane, EASA AD 2006-0090 [which corresponds to FAA AD 2007-15-08] was issued. Since the original Issue of the SB, three revisions have been published. Revision 1 of the SB included only editorial changes. Revision 2 of the SB corrected the fuselage frame designations in Parts 50 and 50A and extended the allowable time before initial inspection. In addition, the repeat inspection interval in Part 43 of the SB was reduced. In the latest Revision 3 of the SB, the grace period for the initial inspection in Part 50 has been clarified. The unsafe condition is fatigue cracking of certain structural elements, which could result in reduced structural integrity of the airplane and consequent rapid decompression of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI. DATES: This AD becomes effective March 12, 2010.

Airworthiness Directives; Bombardier CL-600-1A11 (CL-600), CL-600-2A12 (CL-601), and CL-600-2B16 (CL-601-3A, CL-601-3R, and CL-604). Final rule. SUMMARY: 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: Several cases of wing anti-ice piccolo duct failure reported on CL-600-2B19 (CRJ) aircraft. Although there have been no failures reported on Challenger aircraft, similar ducts are installed on the [other] Challenger models. Cracking of the wing anti-ice piccolo ducts could result in air leakage, with an adverse effect on the anti-ice air distribution pattern and a possible unannunciated insufficient heat condition. The unsafe condition is anti-ice system air leakage with a possible adverse effect on the anti-ice air distribution pattern and anti-ice capability without annunciation to the flight crew, and consequent reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products. DATES: This AD becomes effective April 1, 2010.

Airworthiness Directives; Airbus A340-200 and A340-300. Final rule; request for comments. SUMMARY: 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: A review of A340 missions has demonstrated that CFM56-5C forward engine mount thrust links fitted with oversized bearing[s] will not reach the updated link fatigue life limit of 15,500 Flight Cycles (FC) due to an increase in bore diameter. The consequent potential failure of the affected thrust link would reduce the forward engine mounts' structural integrity and could eventually lead to engine separation, constituting an unsafe condition. This AD requires actions that are intended to address the unsafe condition described in the MCAI. DATES: This AD becomes effective March 12, 2010.

Airworthiness Directives; Airbus A340-541 and -642. Final rule; request for comments. SUMMARY: 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: During the A340-600 full scale fatigue test, cracks were found on left and right sides of the rear spar vertical cruciform at Frame 47. This situation, if not corrected, can affect the aircraft structural integrity. This AD requires actions that are intended to address the unsafe condition described in the MCAI. DATES: This AD becomes effective March 12, 2010.