Results
47-20-03: 47-20-03 ERCO: (Was Mandatory Note 11 of AD-718-6.) Applies to All 415 Series Aircraft Ercoupes Up to and Including Serial Number 3642 Which Incorporate Fuel Pumps With a Metal Filter Bowl, and Bearing AC P/N 1539076 on the Pump Mounting Flange. Inspection to be accomplished immediately, alteration to be made not later than the next periodic inspection. Inspect immediately and at each 25 hours thereafter until the following alteration is completed, the fuel pump lines near the pump for failure and leakage due to chafing. Alter fuel pump lines not later than next periodic inspection as follows: Remove the fuel pump top and rotate it 120 degrees clockwise (two screwholes from the original position). Replace the pump inlet port fittings with AN 842-4D elbow and the outlet port fittings with (415-48101-40) elbow having 1/16-inch restriction. Drill two 3/4-inch diameter holes in right front engine cooling baffle and install grommets (AN 931-9-13). Route fuel pump hoses through respective holes; shorten outlet hose (415-48101-2) and install fuel pump hose (415-48101-2 and 415-48101-3) onto respective elbows securing them with two hose clamps (AN 746-4). Safety-wire clamps. Close extra unused hole in baffle with button plug (415-40589-1) or equivalent. (Erco Service Department Memorandum No. 42 dated January 9, 1947, covers this same subject.)
2005-13-35: The FAA is superseding an existing airworthiness directive (AD), which applies to all Bombardier Model DHC-8-100, DHC-8-200, and DHC-8-300 series airplanes. That AD currently requires installation of a placard on the instrument panel of the cockpit to advise the flightcrew that positioning of the power levers below the flight idle stop during flight is prohibited. Additionally, the existing AD requires eventual installation of an FAA-approved system that would prevent such positioning of the power levers during flight. Installation of that system terminates the requirement for installation of a placard. This new AD requires operators who have incorporated a certain Bombardier service bulletin to perform repetitive operational checks of the beta lockout system and to revise the Airworthiness Limitations document. This AD is prompted by in-service issues reported by operators who incorporated Bombardier Service Bulletin 8-76-24 as an alternative method of compliance to the existing AD. We are issuing this AD to prevent the inadvertent activation of ground beta mode during flight, which could lead to engine overspeed, engine damage or failure, and consequent reduced controllability of the airplane.
48-39-01: 48-39-01 AERONCA: Applies to All Model 7 Series Aircraft. To be accomplished as soon as possible but not later than November 1, 1948. 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. To prevent future failures the bolt, nut and washer now installed are to be replaced 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.
47-49-07: 47-49-07 LOCKHEED: (Was Mandatory Note 40 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2088, Unless Equipped With MLG Drag Strut Dampers. Compliance required prior to February 1, 1948. (a) Replace the NAS 58A65 bolt used to connect the two halves of each MLG upper drag link assembly, LAC P/N 283418 and 288983, with a 5/8-inch diameter high strength bolt, LAC P/N 297902. (LAC Service Bulletin 49/SB-368 covers installation of MLG shock strut dampers.) (b) Reduce MLG shock strut inflation pressures to provide a static extension of 2 inches at maximum landing weight.
48-05-01: 48-05-01 DOUGLAS: Applies to All DC3 Aircraft Equipped With Pacific Aviation Oil Shutoff Valves. \n\n\tCompliance required at first engine change after March 1, 1948, but not later than May 1, 1948. \n\n\tReplace the present "O" rings in the oil shutoff valves with rings of H222-90 high temperature material or AMS-3228B material. There has been reported leakage attributed to the fact that the material in the "O" rings is not capable of withstanding the operating temperature of the oil. \n\n\t(Douglas Service Bulletin DC3 No. 256 covers this same subject.)
2005-16-12: The FAA is adopting a new airworthiness directive (AD) for Rolls-Royce Deutschland Ltd & Co KG (RRD) (formerly Rolls-Royce Deutschland GmbH, formerly BMW Rolls-Royce GmbH) model BR700-715A1-30, BR700-715B1-30, and BR700-715C1-30 turbofan engines. This AD requires a onetime inspection of the Independent Overspeed Protection (IOP) unit, part number (P/N) 112E9321G2, for 19 specific serial numbers (SNs), and removal from service of those units. This AD results from a report that incorrect capacitors were installed in 19 IOP units. The incorrect capacitor in the IOP unit can lead to an inadvertent IOP command resulting in an in-flight engine shutdown. We are issuing this AD to prevent inadvertent dual-engine in-flight shutdown.
46-23-05: 46-23-05 NOORDUYN: (Was Mandatory Note 1 of AD-2-578-1.) Applies to Army UC- 64, -64A, and -64B Aircraft. Required at next periodic inspection. Inspect the trailing edge of the horizontal stabilizer to determine whether or not drain holes are present in the metal trailing edge cover. If the holes are not present, it will be necessary to remove enough fabric to permit inspection of the ribs. Defective or deteriorated wood must be replaced and drain holes, approximately 1/16-inch diameter, spaced to drain all pockets must be drilled.
95-05-01: This amendment adopts a new airworthiness directive (AD), applicable to all British Aerospace Model BAe 146-100A, -200A, and -300A series airplanes, that requires conducting closed loop tests to determine the setting of the underfrequency trip level on suspect generator control units (GCU), and either the correction of discrepancies or replacement of the GCU. This amendment is prompted by several malfunctions of in-service GCU's due to the effects of setting the underfrequency trip level too high. The actions specified by this AD are intended to correct GCU's that may have the underfrequency level set too high, which could result in the unwanted shut down of an electrical generator; this condition may lead to loss of all generated electrical power on the airplane when other generator faults or failures occur.
2005-16-04: This amendment adopts a new airworthiness directive (AD) for Bell Helicopter Textron (Bell) Model 206A and 206B helicopters modified by Aeronautical Accessories, Inc. Supplemental Type Certificate (STC) SH1392SO with certain part-numbered high crosstubes. This amendment requires inspecting at specified time intervals and replacing any cracked crosstubes. This amendment is prompted by the discovery of a cracked high forward crosstube. The actions specified by this AD are intended to detect a crack in the crosstube which could lead to failure of the crosstube, collapse of the landing gear, and subsequent loss of control of the helicopter.
48-01-01: 48-01-01 DOUGLAS: Applies to C-54 and DC-4 Aircraft. \n\nBecause of cracking and failure in the locking groove of Goodyear Model 20DHBM wheels, Assembly No. 530402-M, resulting from the use of the old one-place flange and lock ring, the following must be accomplished: \n\nI.\tNot later than the next scheduled inspection at which necessary facilities are available, and at each succeeding No. 3 inspection until II is accomplished: \n\n\t(1)\tRemove the wheel-retaining flange from all wheels which are used with , or ever have been used with, the one-piece retaining flange P/N 511033 or 530405-M and lock ring P/N 511051-1. \n\n\t(2)\tClean and etch the wheel lock ring groove and carefully inspect to determine if any cracking has started. Remove from service all wheels found to be cracked. \n\n\t(3)\tMeasure the diameter of the lock ring groove at the locking surface. The nominal diameter is 0.440 inch + 0.002 inch. When the groove has worn to more than 0.500-inch diameter and less than 0.563-inch, remove wheel from service until it has been reworked to provide a true radius in the outer side of the groove and the thrust surface is made parallel to the end of the wheel. This radius should be 0.220 inch + 0.001 inch. Wheels reworked in this manner must be inspected at each 500 hours or the closest major inspection period thereto. Remove from service any wheels in which the groove has worn to a diameter equal to or exceeding 0.563-inch. \n\nII.\tTo be accomplished not later than August 1, 1948. \n\nRemove from service all one-piece flanges and lock rings and replace by two-piece flange P/N 530735-M and studs P/N 511284-6. \n\n(Goodyear Service Bulletin No. 1 covers this same subject.)
2005-15-14: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas airplane models. This AD requires a one-time test to determine the material of the upper inboard spar cap of the wing, and corrective actions if necessary. This action is necessary to prevent stress corrosion cracking in the forward tang of the upper inboard spar cap of the wing, which could result in structural damage to adjacent components of the wing and consequent reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
46-11-03: 46-11-03 DOUGLAS: (Was Mandatory Note 2 of AD-762-7.) Applies Only to All C54-DC (R5D) Airplanes Built at Santa Monica and to All C54A (R5D-1), C54B (R5D-2) and C54D-DC (R5D-3) Airplanes Built at Chicago Up to and Including C54D-DC AAF Serial Number 42-72698, and R5D-3 Navy Serial No. 56519. All Subsequent Airplanes Have Been Reworked Prior to Delivery by the Douglas Co. \n\n\tTo be accomplished not later than next engine change. \n\n\tDue to the possibility of the landing gear door stud shearing and preventing the landing gear from extending, the old thin stud, Douglas Drawing No. 1167048 should be replaced with the new thick stud, Douglas Drawing No. 1329227. In order to accomplish this change the thin stud should be removed from each landing gear door sleeve assembly, P/N 4167071. The existing stud hold should be drilled to +.4459,- .4531 diameter and tapped 1/2-20 NF-3 to a depth of 1/2 inch. The new thick stud, Douglas P/N 1329227 should be installed and locked in place with an 0.063-inch drill rod pin 3/8-inch long pressed through the side of the sleeve assembly end, Drawing No. 2167063. \n\n\t(Douglas Service Bulletin No. C-54-275 dated January 21, 1946, covers this same subject.)
2005-15-01: This amendment adopts a new airworthiness directive (AD), applicable to all Lockheed Model L-1011-385 series airplanes, that requires repetitive inspections to detect corrosion or fatigue cracking of certain structural elements of the airplane; corrective actions if necessary; and incorporation of certain structural modifications. This action is necessary to prevent corrosion or fatigue cracking of certain structural elements, which could result in reduced structural integrity of the airplane. This action is intended to address the identified unsafe condition.
48-27-03: 48-27-03 LOCKHEED: Applies to 649 and 749 Series Airplanes Equipped With Curtiss C632S-A/850-4C2-0 Propellers. Compliance required by August 1, 1948, and February 1, 1949. To increase the ability of the propeller hubs to withstand excessive stresses under certain operating conditions the hubs must be returned to Curtiss-Wright Corp., Propeller Division for shotpeening of the threaded portion of the hub barrels. Effective August 1, 1948, hubs not peened before accumulating 2,500 hours of operating time are to be permanently removed from Constellation operation. Hubs not peened before accumulating 2,000 hours of operating time are to be temporarily withdrawn from operation until shotpeened. Peening must be accomplished on all hubs by February 1, 1949, regardless of accumulated operating time.
47-33-06: 47-33-06 BEECH: (Was Mandatory Note 1 of AD-770-1 and Mandatory Note 1 of AD- 765-1.) Applies to D18C, D18S and D18C-T Aircraft Serial Numbers AA-1 to AA-21, Inclusive, and AA-23 to AA-26, Inclusive. Compliance required prior to November 1, 1947. To eliminate the possibility of cracks developing in the stabilizer main spar and subspar, the center section of the main spar must be replaced with one having the lower flange-web radius cutout approximately 2 inches from either end. Two 0.064-inch dural channels (404-186053) should be installed between the new attachment fittings (437-186095 and 6) and the main spar web. At the main spar attachment fittings, an 0.032-inch dural doubler (404-186052) should be riveted to the lower skin, the main spar, and the center nose rib flanges. The forward part of the upper flanges of each stabilizer-fuselage attaching angle should be cut off as far back as the sixth screw hole. The corresponding 12 holes in the stabilizer should beplugged. A three-screw outboard section of the gang nut on each side of the stabilizer subspar should be removed and the corresponding holes in the No. 13 bulkhead angle plugged. The revision of the stabilizer attachment eliminates the necessity for further inspection for cracks except as made during the normal periodic inspection. (Beech Service Bulletin No. D18C-3 covers this same subject.)
47-21-18: 47-21-18 REPUBLIC: (Was Mandatory Note 8 of AD-769-2.) Applies to Model RC-3 Aircraft Serial Numbers 5 Through 303, 305 Through 367, 369 Through 398, 400 Through 445, 448 and 449, 451 Through 454, 456 Through 459, 461 Through 466, 469 and 470, 472, 474, 479 and 482. Compliance required prior to next flight. Prior to each flight until reinforced support bracket is installed, inspect mixture control support at carburetor air filter housing for evidence of cracking. Support bracket must be installed not later than the next 25 hours of operation after July 1, 1947, and in no case later than August 1, 1947. (Republic Seabee Service Bulletin No. 11 dated March 10, 1947, covers this same subject.)
2005-14-11: The FAA is adopting a new airworthiness directive (AD) for Hartzell Propeller, Inc., McCauley Propeller Systems, and Sensenich Propeller Manufacturing Company, Inc. propellers. This AD requires maintenance actions amounting to an overhaul of the affected propellers. This AD results from the investigation of a failed propeller blade and subsequent inspections of various propeller models returned to service by Southern California Propeller Service, of Inglewood, CA. We are issuing this AD to prevent blade failure that could result in separation of a propeller blade and loss of control of the airplane.
47-35-01: 47-35-01\tSIKORSKY: (Was Mandatory Note 1 of AD-7L-1.) Applies to Model R4-B Helicopter Serial Numbers 43-46500 to 43-46502 and 43-46504 to 43-46539 Inclusive. \n\nCompliance required before November 15, 1947. \n\nTo reduce the possibility of loss of flight control due to failure of the main rotor links from lack of lubrication, the links should be reworked in accordance with the following instructions. This change involves the removal and inspection of main rotor link, P/N VS 36181 and machining of oil grooves. \n\n1.\tStrip paint from the subject links with a paint remover or lacquer thinner, Specification No. AN-TT-T-256 or equivalent. Do not use scraper or wire brush on links, because small cracks may be filled in and covered. \n\n2.\tVisually inspect main rotor links, P/N VS 36181 by one of the following methods for cracks around link pin hole and longitudinally along what was the flash line in original forging. (See Figure 1.) If cracks are present, links should be scrapped.AD 47-35-01 \n\n(a)\tVisual inspection after re-anodizing; or \n\n(b)\tBy caustic etching; or \n\n(c)\tBy an approved fluorescent-black light method. \n\n3.\tMachine oil grooves. (See Figure 1.) \n\n4.\tRemove burrs and clean after machining. \n\n5.\tInspect the two bearings removed from each of the three subject links. \n\n(a)\tIf bearings removed are P/N AT-16, replace with P/N AT-16-OH bearings on assembly. (Bearing AT-16-OH is an AT-16 bearing with an oil hole added to its outer race.) \n\n(b)\tIf bearings removed are P/N AT-16-OH and retainer washers are damaged or show evidence of foreign matter, they are to be replaced. \n\n(Sikorsky Service Bulletin R-4B No. 10 and Army T. O. 01-230HA-15 also cover this same subject.)
2005-14-05: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 and -300 series airplanes. This AD requires applying an anti-static conductive coating to the fuel access and thermal anti-icing blowout doors at the location of the bonding fasteners on the leading edge of the wings, and performing a resistance test on the new coating to ensure correct ground path resistance. This AD is prompted by a report that an anti-static coating was not applied correctly on doors located within a flammable fluid leakage zone. We are issuing this AD to prevent an uncontrollable fire in the leading edge of the wing, which could damage critical wing structures and cause a fuel tank explosion.
47-43-04: 47-43-04 CESSNA: (Was Service Note 2 of AD-768-5.) Applies to 120 and 140 Aircraft Serial Numbers 8001 to 12349, Inclusive. Inspection required upon each 100 hours of operation until horns are reinforced. Remove the forward part of the tunnel fairing on the cockpit floor and inspect the control cable horns on the rudder bar for signs of bending which probably is caused by excessive foot pressure during application or release of the parking brakes and results in a reduction of the rudder travel. Bent parts which can be straightened without cracking should be reinforced by the installation of Cessna P/N 0411303 or its equivalent. Cracked parts should be replaced with Cessna P/N 0310168 made of 0.080-inch steel. (Cessna Service Letter No. 43 dated July 7, 1947, covers this same subject.)
94-18-09: This amendment adopts a new airworthiness directive (AD), applicable to Bell Helicopter Textron, Inc. Model 205A, 205A-1, 205B, 212, and 412 series helicopters, that requires removal and replacement of a certain design main transmission lower planetary spider (spider), and establishes a 2,500 hours time-in-service retirement life for the spider. This amendment is prompted by five failures of the spider that occurred during the manufacturer's fatigue tests. The actions specified by this AD are intended to prevent fatigue failure of the spider, failure of the main transmission, and subsequent loss of control of the helicopter.
2005-12-05: The FAA is superseding an existing airworthiness directive (AD), which applies to certain transport category airplanes. That AD currently requires modification of the reinforced flight deck door. This new AD expands the applicability of the existing AD and requires other actions related to the reinforced flight deck door. These other actions include modifying the door, inspecting and modifying wiring in the area, and revising the maintenance program to require more frequent testing of the decompression panels of the flight deck door. This AD is prompted by reports of discrepancies with the reinforced flight deck door. We are issuing this AD to prevent inadvertent release of the decompression latch and consequent opening of the decompression panel in the flight deck door, or penetration of the flight deck door by smoke or shrapnel, any of which could result in injury to the airplane flightcrew. This AD also requires finding and fixing wire chafing, which could result in arcing,fire, and/or reduced controllability of the airplane.
47-51-04: 47-51-04 CURTISS-WRIGHT Applies to All C-46 Series Airplanes Incorporating Hamilton Standard Propellers. \n\n\tCompliance required by March 1, 1948. \n\n\tTo eliminate failure of the propeller flexible feathering line, an antiheat shield shall be installed in accordance with the following instructions: \n\n\t(a)\tRemove the engine cowling adjacent to the propeller feathering line and inspect the flexible propeller feathering hose and lagging material (if installed) for disintegration and deterioration. Replace hose if deterioration is evident. \n\n\t(b)\tFabricate the antiheat shield and attaching clamps as shown in Figure 1. \n\n\t(c)\tPlace antiheat shield over the flexible hose and mount the shield on the engine mount by use of the clamps shown in Figure 1. The shield should be centered over the flexible hose. It may be necessary to rebend the metal feathering line slightly to achieve proper centering. \n\n\t(d)\tUpon completion of installation, check operation of propeller feathering system. \n\n\t(The above information is also contained in Army Air Forces Technical Order 01-25L- 105 dated April 2, 1947. Copies of this Technical Order are not available for distribution by the FAA.)
2005-13-30: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 737-100, -200, and -200C series airplanes, that requires repetitive inspections to detect discrepancies of certain fuselage skin panels located just aft of the wheel well, and repair if necessary. The actions specified by this AD are intended to detect and correct fatigue cracking of the skin panels, which could cause rapid decompression of the airplane. This action is intended to address the identified unsafe condition.
2005-13-18: The FAA is superseding an existing airworthiness directive (AD), which applies to certain SAFT America Inc. part number (P/N) 021929-000 (McDonnell Douglas P/N 43B034LB02) and P/N 021904-000 (McDonnell Douglas P/N 43B034LB03) nickel cadmium batteries. That AD currently requires replacing all battery terminal screws, verifying that the battery contains design specification cells, and replacing the cells if the battery contains non-design specification cells. This new AD requires an inspection for certain nickel cadmium batteries and, if necessary, replacing battery terminal screws with new hex head bolts and adding shims. This AD is prompted by a report of battery screws shearing off while under normal torque loads. We are issuing this AD to prevent internal shorting, arcing, and loss of emergency battery power due to failed battery screws, which could result in loss of emergency power to electrical flight components or other emergency power systems required in the event of loss of the aircraft primary power source.