Results
57-05-04: 57-05-04 PRATT & WHITNEY: Applies to All Wasp Jr. and Military R-985 Series Engines, Except Those Used in Helicopters. Compliance required at next overhaul. It has been found that an earlier AD was not effective in preventing crankshaft cracking at the thrust nut threads and possible loss of the propeller in flight as failures of these crankshafts are still occurring. Increased strength afforded the old design crankshaft by the rework on (1) has been determined to be necessary to raise the level of safety of these engines. This rework included the smoothly blended thread roots and a closely controlled undercut depth and the special inspections and shotpeening as required by AD 56-26-03. At the next overhaul, accomplish either (1) or (2): 1. Except for the new design crankshafts noted in (2), or those marked "14F-56" at the front end between the locking holes for the propeller retaining nut, the crankshaft is to be subjected to a special magnetic inspection procedure, shadowgraph inspection, necessary radius in the thread root, and shotpeening of the thrust bearing nut threaded area. Because of the special equipment and techniques involved, only those activities approved by P&W will be able to accomplish this rework, inspection, and shotpeening. Interested parties should contact Technical Supervisor, Service Department, Pratt & Whitney Aircraft, East Hartford 8, Conn., for approval and detail instructions. Crankshafts reworked in accordance with these special instructions can be identified by the marking 14F-56 on the front end near the propeller retaining nut locking holes. 2. New design crankshafts which can be identified by P/N 261278, 261279, or 264164 on the front end near the propeller retaining nut locking holes may be installed. These crankshafts incorporate roll hardened threads and these threads should not be reworked. NOTE: - In the event of oil leakage in the front section of the engine during any operation, immediately conduct thefollowing inspection: (1) Remove the propeller, thrust nut cover, nut, slinger and spacer. (2) Carefully clean the area to be inspected. (3) Using a dye penetrant and a 6- to 10-power optical glass, check for the presence of cracks. If any crack is found, the crankshaft must be replaced. (P&W Service Bulletin No. 1488, dated October 10, 1956, covers this subject.) This supersedes AD 56-26-03.
64-06-06: 64-06-06 PIPER: Amdt. 696 Part 507 Federal Register March 5, 1964. Applies to All Model PA-28 Aircraft, Serial Numbers 28-1 to 28-868 Inclusive, with Control Wheel Assembly, P/N 62818, Installed. Compliance required as indicated. To preclude failure of the control wheel, accomplish the following: (a) Within 50 hours' time in service after the effective date of this AD: (1) Remove the Piper medallion from the face of the control wheel. (2) Inspect the control wheel for cracks in the hub front and back, and in the area of the retaining pin, using dye penetrant in conjunction with at least a 5-power magnifying glass, or FAA approved equivalent inspection method. (3) Sand any suspected area with crocus cloth or equivalent to remove any mold marks and reinspect as in (2). (b) If no cracks are found, or if the total cumulative length of all cracks found does not exceed 3/16 inch, repeat the inspection in (a) at intervals not exceeding 100 hours'time in service. (c) If the total cumulative length of all cracks found exceeds 3/16 inch, but does not exceed 3/8 inch, replace the assembly with a new control wheel assembly, P/N 62824 or P/N 62818, within the next 50 hours' time in service. (d) If the total cumulative length of all cracks found exceeds 3/8 inch, replace the assembly, as in (c), within 10 hours' time in service. (e) When a new control wheel assembly, P/N 62824, is installed, this AD is no longer applicable. (f) When a new control wheel assembly, P/N 62818, is installed, accomplish the inspections per paragraph (a) at intervals of 100 hours' time in service. (Piper Service Letter No. 396 on the Model PA-28 pertains to this same subject.) This directive effective April 6, 1964.
2018-10-08: We are superseding Airworthiness Directive (AD) 2016-09-05, which applied to certain The Boeing Company Model 717-200 airplanes. AD 2016-09-05 required a detailed inspection for distress of the vertical \n\n((Page 22590)) \n\nstabilizer leading edge skin, and related investigative and corrective actions if necessary. It also required, for certain airplanes, repetitive inspections of the front spar cap for any loose or missing fasteners, or any cracking, and related investigative and corrective actions if necessary. This AD requires repetitive inspections for distress, cracking, and loose or missing fasteners in the vertical stabilizer leading edge skin and front spar cap, with new compliance times for certain airplanes. This AD was prompted by reports of cracking in the leading edge of the vertical stabilizer and front spar web. We are issuing this AD to address the unsafe condition on these products.
68-16-01: 68-16-01 HAWKER SIDDELEY: Amendment 39-626. Applies to all Series of Model DH- 125 airplanes. Compliance required as indicated, unless already accomplished. To prevent engine flameouts during icing conditions, within the next 15 hours' time in service after the effective date of this AD, or before further flight into known or predicted icing conditions, whichever occurs first, install a placard on the flight instrument panel in clear view of the pilot reading as follows: "TURN ENGINE RELIGHT SWITCH ON WHEN OPERATING ENGINE ANTI- ICING SYSTEM." This supersedes Amendment 39-549 (33 F.R. 2504), AD 68-03-02. This amendment becomes effective August 5, 1968.
2005-16-03: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-7-100, DHC-7-101, DHC-7-102, and DHC-7-103 airplanes. This AD requires revising the Airworthiness Limitations section of the Instructions of Continued Airworthiness to include a new, lower life limit for lower wing skins. This AD results from the discovery that, during the manufacture of the lower wing skins, score marks may have been accidentally inscribed around the edge of the lower wing skin doublers. We are issuing this AD to prevent fatigue cracks from developing at the score marks in the lower wing skins, which could result in the structural failure of the wing.
68-06-04: 68-06-04 BRITISH AIRCRAFT: Amendment 39-567. Applies to Model BAC 1-11 200 and 400 Series airplanes. Within the next 300 hours' time in service after the effective date of this AD, unless already accomplished, install "P" clips, P/N VGS 6750-2, to the static inverter panel, in accordance with British Aircraft Corporation BAC 1-11 Service Bulletin No. 34-PM 2709, Revision 1, or later ARB-approved issue, or an FAA-approved equivalent. This amendment becomes effective March 26, 1968.
69-19-05: 69-19-05 DORNIER INTERNATIONAL GmbH: Amdt. 39-840. Applies to Dornier Model DO-28D-1 airplanes, Serial Numbers 4002 through 4019. To prevent possible jamming of the elevator control, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished, visually inspect the elevator control bellcrank for lateral displacement of the rubber grommet eye on the bushing, in accordance with Dornier Service Bulletin No. 001-1403 dated 12 May 1969 or an FAA-approved equivalent. (b) If the displacement of rubber grommet eye on the bushing is found to be 0.10 inches or more, before further flight, rework the bushing P/N 28.01.403-040.10 in accordance with Dornier Service Bulletin No. 001-1403, dated 12 May 1969 or an FAA-approved equivalent. (c) If the displacement of rubber grommet eye on the bushing is found to be less than 0.10 inches, within the next 100 hours time in service after the effective dateof this AD, unless already accomplished, rework the bushing P/N 28.01.403-040.10 in accordance with Dornier Service Bulletin No. 001-1403, dated 12 May 1969 or an FAA-approved equivalent. This amendment becomes effective September 15, 1969.
64-05-04: 64-05-04 PIPER: Amdt. 693 Part 507 Federal Register February 29, 1964. Applies to Models PA-22, PA-22-108, PA-22-135, PA-22-150, and PA-22-160 Aircraft, Serial Numbers 22-1 through 22-9848. Compliance required within 25 hours' time in service after the effective date of this AD, unless already accomplished within the preceding 475 hours' time in service, and every 500 hours' time in service thereafter. (a) Remove the oleo strut, clean the upper bearing, Piper P/N 452333, and inspect the bearing to determine that its loading groove is on the top side. Remove bearings installed with the loading grooves on the under side. (b) Inspect removed bearing, P/N 452333, to insure that 59 balls are installed, no binding or sticking exists, and that the bearing is not worn to the point where the balls are easily dislodged through the loading groove. If any of these defects are found, replace the bearing before further flight. (c) Whenever a bearing is removed, clean andinspect the bearing mounting area to insure that it is free of burrs, protrusions, wear or other conditions which could cause bearing misalignment with the strut. Correct deficiencies prior to reinstallation of bearings. (d) Repack bearings, P/N 452333, with MIL-G-3278 type lubricant. (e) Reinstall bearings, P/N 452333, with the ball loading groove on the upper side. (f) When both a new type sealed bearing Piper P/N 452419, and a boot Piper P/N 14087-00, or FAA approved equivalents are incorporated on the aircraft, compliance with (a), (b), (d) and (e) is no longer required. (Piper Service Letter No. 405, dated October 1, 1963, and Piper Service Memo. No. 73 pertain to this same subject.) This directive effective March 30, 1964.
2018-09-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-200, -300, -400, and -500 series airplanes. This AD was prompted by reports of cracks in the frame web common to the stringer ties adjacent to the air-conditioning support brackets. This AD requires an inspection of the frame for any air- conditioning bracket assembly or intercostal, and, depending on the results, repetitive inspections of the frame web for cracking of certain locations, and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
2005-15-16: The FAA is adopting a new airworthiness directive (AD) for certain AvCraft Dornier Model 328-300 airplanes. This AD requires modifying the electrical wiring of the fuel pumps; installing insulation at the flow control and shut-off valves, and other components of the environmental control system; installing markings at fuel wiring harnesses; replacing the wiring harness of the auxiliary fuel system with a new wiring harness; and installing insulated couplings in the fuel system; as applicable. This AD also requires revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness to incorporate new inspections of the fuel tank system. This AD is prompted by the results of fuel system reviews conducted by the airplane manufacturer. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.
2018-09-13: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports indicating additional cracking in the inspar upper skin at wing buttock line (WBL) 157 and in the skin at two holes common to the rear spar in the same area, and rear spar web cracks were also noted on both wings. Subsequent inspections revealed that the right rear spar upper chord was almost completely severed and the left rear spar upper chord was completely severed. Additional reports identified cracking in the main landing gear (MLG) beam forward support fitting. This AD requires the installation of standard-size fasteners for a certain configuration and inspections for any crack in certain locations of the rear spar. We are issuing this AD to address the unsafe condition on these products.
87-02-03: 87-02-03 THE DE HAVILLAND AIRCRAFT COMPANY OF CANADA, A DIVISION OF BOEING OF CANADA, LTD.: Amendment 39-5514. Applies to all Model DHC-7 series airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To preclude a fuel fire in the wing landing light bay, accomplish the following: A. Within the next 50 hours time-in-service after the effective date of this AD, remove the canoe fairings of the left and right No. 4 flap track from the wing lower surface and conduct a visual inspection of the external wing skin exposed, in accordance with Paragraph 1 of the Accomplishment Instructions of de Havilland Aircraft Company of Canada Service Bulletin 7- 28-18, dated May 16, 1986. If evidence of a fuel leakage is found, prior to further flight perform an internal inspection, repair, and pressure test of the fuel tank in accordance with Paragraph 2 of the Accomplishment Instructions of that service bulletin. B. Within 200 hourstime-in-service after the effective date of this AD, install Modification 7/2518 in accordance with Paragraph 3 of the Accomplishment Instructions of de Havilland Aircraft Company of Canada Service Bulletin 7-28-18, dated May 16, 1986. C. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. D. 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 the inspections and modifications required by this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to The de Havilland Aircraft Company of Canada, a Division of Boeing of Canada, Ltd., Garrett Boulevard, Downsview, Ontario M3K 1Y5, Canada. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or FAA, New England Region, New York Aircraft Certification Office, 181 South Franklin Avenue, Room 202, Valley Stream, New York. This amendment becomes effective January 30, 1987.
58-06-01: 58-06-01 CONVAIR: Applies to All Model 240 Series Aircraft. Compliance required not later than May 15, 1958, and at each 300 hours of operation or next regular inspection nearest thereto, on all aircraft equipped with Bendix Main Landing Gear Assemblies Nos. 155150-1, 155370-1, 159695-6 and 159589-90, with 15,000 hours or more of service time. A considerable number of reports have been received pertaining to cracking and of failures of the main landing gear axle at the 2.9998-2.9990-inch diameter adjacent to the brake flange. A number of cases resulted in complete failure of the axle and subsequent loss of main landing gear wheel. As a result of these reported failures, the subject parts must be inspected for cracks in the area described above by means of a dye penetrant or equivalent inspection procedure. Parts in which cracks are found must be considered unairworthy and be replaced or satisfactorily reworked. The repetitive inspections specified herein maybe discontinued when parts on the aircraft have been reworked in accordance with Bendix Projects Division, Aircraft Service Department Service Bulletin No. L. G. 595, Convair Newsletter No. 58-1, dated January 1958, or an FAA Western Region Aircraft Engineering Division approved equivalent. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western 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. (Bendix Projects Division, Aircraft Service Department Service Bulletin No. L. G. 595 and Convair Newsletter No. 58-1, dated January 1958, cover this same subject.) Revised September 16, 1964.
64-04-03: 64-04-03 CHAMPION: Amdt. 683 Part 507 Federal Register February 8, 1964. Applies to All Models 7GCB, 7GCBA, 7KC and All Models 7GC, 7GCA and 7HC Series Aircraft Using the 4-1099 Airscoop Box with Elliptical Fram Air Filter. Compliance required within 50 hours' time in service after the effective date of this AD unless already accomplished. As a result of several cases of engine power loss due to the carburetor alternate air door being sucked into the engine, make the spring loaded alternate air door inoperative by one of the following: (a) Locking the door in the closed position by installing a 0.040 x 1/2 x 4 1/2 5052- H34 aluminum strap or equivalent across the door and attach with two AN 515-8-6 screws and AN 365-832 nuts; or (b) Removing the entire door assembly and covering the opening with a 0.040 x 4 x 4 5052-H34 aluminum patch or equivalent. Attach the patch with eight AN 470AD3-4 rivets evenly spaced. (Champion Service Letter No. 59 covers the same subject.) This directive effective March 9, 1964.
64-04-04: 64-04-04 MACCHI: Amdt. 682 Part 507 Federal Register February 8, 1964. Applies to Aircraft Model AL.60 Serial Numbers 6/6148, 7/6149, 8/6150, 9/6154, 10/6155, 11/6156, 13/6158, 14/6159, and Model AL.60B Aircraft Serial Numbers 5/6147, 16/6161, 17/6162, 18/6163, 19/6164, 20/6165, 21/6166, 24/6169, 25/6170, 31/6211, 32/6212, 33/6213, 34/6214, 39/6219, 40/6220, 41/6221, 50/6230. Compliance required as indicated. Fuel selector valves in service have been found with defective internal "O" rings and a spring of insufficient strength. This has resulted in internal leaks through the fuel selector valve when in the closed position. (a) In order to determine whether an internal leak exists in the fuel selector valve make the following inspection within the next 10 hours' time in service after the effective date of this AD. (1) Operate the engine at maximum r.p.m. on ground. (2) Set the fuel selector valve to the off position. (3) If the engine does not stopwithin 15 seconds the fuel selector valve is defective and must be replaced, before further flight, with a modified fuel selector valve designated as 67106-1. (Macchi Service Bulletin No. 7 dated October 1, 1963, covers the same subject.) This directive effective March 9, 1964.
2018-10-05: We are superseding Airworthiness Directive (AD) 2016-23-01, which applied to all Airbus Model A310 series airplanes. AD 2016-23-01 required repetitive detailed inspections for cracking around the fastener holes in certain areas of the wing top skin panels, supplemental repetitive ultrasonic inspections for cracking around the fastener holes in certain other areas of the wing top skin panels, and repair if necessary. This AD adds an inspection and modification of the fastener holes of the wing top skin panels at a certain area. This AD also includes terminating action for certain inspections. This AD was prompted by an evaluation by the design approval holder (DAH) which indicates that the wing top skin panel fastener holes at a certain area are also subject to widespread fatigue damage (WFD). We are issuing this AD to address the unsafe condition on these products.
2018-09-09: We are adopting a new airworthiness directive (AD) for certain Airbus Model A318 series airplanes and Model A319 series airplanes; all Model A320-211, -212, -214, -216, -231, -232, and -233 airplanes; and all Model A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the holes of the upper cleat to upper stringer attachments at certain areas of the left- and right-hand wings are subject to widespread fatigue damage (WFD). This AD requires modifying the holes of the upper cleat to upper stringer attachments at certain areas of the left- and right-hand wings. We are issuing this AD to address the unsafe condition on these products.
64-02-03: 64-02-03 CALLAIR: Amdt. 672 Part 507 Federal Register January 17, 1964. Applies to All Models A-5 and A-6 Aircraft. Compliance required as indicated. As a result of several failures of the front attaching tube of the horizontal stabilizer, accomplish the following: (a) Within 25 hours' time in service after the effective date of this AD check for cracks as follows: (1) Remove the horizontal stabilizers from the airplane and thoroughly clean the leading edge tube of the horizontal stabilizer by removing all paint, rust, and foreign materials. Check for cracks in the area where the tube attaches to the fuselage carry through member and also around the horizontal tail fixed handle area where the tube has been bent back to provide sweepback. (2) Inspect for cracks using the magnetic particle inspection process. (b) If cracks are found, either install a new stabilizer or make an FAA approved repair. Thereafter reinspect the stabilizer at intervals not to exceed 100 hours' time in service. (c) If no cracks are found, reinstall stabilizers and reinspect at intervals not to exceed 100 hours' time in service. (d) CallAir Service Kit No. 10 provides a suitable reinforcement of the empennage by the installation of additional brace wires to the forward portion of the tail surfaces. No further periodic inspections are required if CallAir Service Kit No. 10 is installed with a new or repaired horizontal stabilizer. (CallAir Service Bulletin No. 10 covers this same subject.) This directive effective January 17, 1964.
2005-13-28: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777-200 and -300 series airplanes. This AD requires a one-time inspection of the clevis end of the vertical tie rods that support the center stowage bins to measure the exposed thread, installation of placards that advise of weight limits for certain electrical racks, a one-time inspection and records check to determine the amount of weight currently installed in those electrical racks, corrective actions, and replacement of the vertical tie rods for the center stowage bins or electrical racks with new improved tie rods, as applicable. The actions specified by this AD are intended to prevent failure of the vertical tie rods supporting certain electrical racks and the center stowage bins, which could cause the center stowage bins or electrical racks to fall onto passenger seats below during an emergency landing, impeding an emergency evacuation or injuring passengers. This action is intended to address the identified unsafe condition.
2018-10-04: We are superseding Airworthiness Directive (AD) 2018-03-15 for Pacific Aerospace Limited Model 750XL 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 reports of finding abrasion damage behind the instrument panel caused by ventilation hose chafing. We are issuing this AD to require actions to address the unsafe condition on these products.
85-05-51 R2: 85-05-51 R2 BRITISH AEROSPACE: Amendment 39-5077. Applies to Model BAe 146 airplanes certificated in all categories on which Modification HCM00650A has not been accomplished. Compliance is required before further flight after the effective date of this airworthiness directive (AD). To prevent fuel leaks into the passenger cabin and prevent potential fire, accomplish the following unless previously accomplished: A. Before further flight: 1. Drain center fuel tank, and 2. Incorporate the following information into the airplane flight manual and provide to flight crews: DO NOT DISPATCH WITH FUEL IN THE CENTER TANK. B. Within 48 hours after the effective date of this AD, modify the airplane in accordance with BAe 146 Alert Service Bulletin 28-A3 Revision 2, dated March 25, 1985, paragraph 2A. C. Incorporation of British Aerospace Modification HCM00650A terminates the requirement to comply with paragraphs A. and B., above, of this directive. D. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. NOTE: Compliance with paragraph A.2. of this directive may be effected by including a copy of the AD in the airplane flight manual and operating manual. All persons affected by this proposal who have not already received these documents from the manufacturer may obtain copies upon request to British Aerospace, Librarian for Service Bulletins, Box 17414, Dulles International Airport, Washington, D.C. 20041. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or 9010 East Marginal Way South, Seattle, Washington. This Amendment 39-5077 becomes effective June 24, 1985. It was effective earlier to all recipients of telegraphic AD T85-05-51 issued March 15, 1985, and T85-05-51 R1, issued March 22, 1985, which containedthis amendment.
63-22-03: 63-22-03 MARVEL-SCHEBLER: Amdt. 636 Part 507 Federal Register October 30, 1963. Applies to All MA4-5 Carburetors Not Having the One-Piece Combination Primary and Main Venturi and Used on the Following: Continental O-470 Series Engines Installed in Cessna 180 and 182 Series Aircraft; Continental GO-300 Series Engines Installed in Cessna 175 and P172 Series Aircraft; Lycoming O-540 Series Engines Installed in Aero Commander 500 Series Aircraft, Piper PA-23-250 Series Aircraft and Piper PA-24 Series Aircraft; Lycoming O-360 Series Engines Installed in Piper PA-24 Series Aircraft, Beech 95 Series Aircraft, and Mooney Mark 20 or 21 Series Aircraft; and Franklin 6A4-165 Series Engines Installed in Stinson 108 Series Aircraft. Compliance required at next carburetor removal or overhaul of either the carburetor or engine whichever occurs first after the effective date of this AD, on all carburetors not having the one-piece combination primary and main venturi installed. Carburetorshaving the one-piece combination primary and main venturi installed are identified by the letter "V" stamped on the nameplate. The primary venturi may become loose resulting in wear of the primary venturi support legs on the ends contacting the carburetor body and at the retaining clip area. As a result, the retaining clips may become dislodged or dislocated and wear may progress to the point the venturi becomes dislodged or dislocated. This can cause erratic engine operation or complete engine stoppage. To preclude this, accomplish the following: Replace the existing primary and main venturi with a one-piece combination primary and main venturi of the correct part number for the carburetor involved. When accomplished stamp the letter "V" on the carburetor nameplate below the serial number. (Marvel-Schebler Service Bulletin No. A4-63, Lycoming Service Bulletin No. 297, and Continental Motor Service Bulletin No. M63-18 cover this same subject.) This directive effective December 2, 1963.
63-20-01: 63-20-01 BELLANCA: Amdt. 620 Part 507 Federal Register September 19, 1963. Applies to All Model 14-13 Series Aircraft. Compliance required as indicated. Within 50 hours' time in service after the effective date of this AD, and at intervals thereafter not to exceed 50 hours' time in service from the last inspection, accomplish the following: (a) Inspect for cracks in the welds and the structure immediately adjacent to the area where the left and right brake-cylinder support brackets, P/N's 9811-17 and -21, are attached to the fuselage cross tube P/N 9802-47 (located directly aft of the firewall, below the cabin floor), using a dye penetrant and a 10-power glass or an FAA approved equivalent. Prior to inspection, all grease and dirt shall be removed from the surfaces involved. (b) If cracks are found, that part must be repaired in accordance with an FAA approved repair, or replaced by a part of the same part number, or an FAA approved equivalent part before further flight. This directive effective October 21, 1963.
2018-09-12: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-200B, 747-300, and 747-400 series airplanes. This AD requires replacing certain low-pressure oxygen flex- hoses with new non-conductive low-pressure oxygen flex-hoses in the gaseous passenger oxygen system in airplanes equipped with therapeutic oxygen. This AD also requires a general visual inspection of the low- pressure passenger oxygen system to ensure there is minimum clearance of the oxygen system components from adjacent structure and systems. This AD was prompted by reports of low-pressure flex-hoses of the flightcrew oxygen system that burned through due to inadvertent electrical current from a short circuit. We are issuing this AD to address the unsafe condition on these products.
2005-15-03: The FAA is adopting a new airworthiness directive (AD) for certain McDonnell Douglas airplanes identified above. This AD requires repetitive functional tests for noisy or improper operation of the exterior emergency control handle assemblies of the mid, overwing, and aft passenger doors, and corrective actions if necessary. This AD also provides for optional terminating action for the repetitive tests. This AD is prompted by a report that the exterior emergency control mechanism handles were inoperative on a McDonnell Douglas Model MD-11 airplane. We are issuing this AD to prevent failure of the passenger doors to operate properly in an emergency condition, which could delay an emergency evacuation and possibly result in injury to passengers and flightcrew.