Results
2014-26-04: We are adopting a new airworthiness directive (AD) for certain GROB-WERKE Models G115EG and G120A 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 a defective starter solenoid. We are issuing this AD to require actions to address the unsafe condition on these products.
80-03-10: 80-03-10 MCDONNELL DOUGLAS: Amendment 39-3673. Applies to Model DC-10, -10F, -30, -30F, -40 series airplanes certificated in all categories. \n\n\tCompliance is required as indicated. \n\n\tTo reduce the probability of complete failure of the stall warning function, accomplish the following: \n\n\t(a)\tOn or before 210 days after the effective date of this AD, unless already accomplished: \n\n\t\t1.\tInstall two (2) auto throttle/speed control computers, each of which receives information from the positions of both outboard wing slat groups, in addition to other previously required inputs, in accordance with design data approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t\t2.\tInstall a stick shaker at the First Officer's position, in addition to that previously required at the Captain's position, with both stick shakers actuated by either auto throttle/speed control computer in accordance with design data approved by the Chief, Aircraft Engineering Division, FAAWestern Region. \n\n\t(b)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of modifications required by this AD. \n\n\t(c)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective February 21, 1980.
2014-26-01: We are adopting a new airworthiness directive (AD) for Alpha Aviation Concept Limited Model R2160 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 paint adherence defects inside the engine air intake box and cohesion defects inside the laminated ducting from the filter to the air intake box. We are issuing this AD to require actions to address the unsafe condition on these products.
79-11-03: 79-11-03 PRATT & WHITNEY AIRCRAFT OF CANADA: Amendment 39-3477. Applies to Pratt & Whitney Aircraft of Canada, Limited PT6T-3 power sections prior to serial number CP-PS 61324 and PT6T-6 power sections prior to serial number CP-PS 72321. Compliance required within the next 3000 hours in service after the effective date of this AD, unless already accomplished. To preclude automatic fuel control contamination install the P3 air filter and associated parts in accordance with Paragraph 2, Accomplishment Instructions in Pratt & Whitney Aircraft of Canada, Ltd. Engine Service Bulletin No. 5124 thru Revision 3 or approved equivalent procedures and parts. Equivalent procedures and parts must be approved by the Chief, Engineering and Manufacturing Branch of the Eastern Region of the Federal Aviation Administration (FAA). This amendment is effective May 31, 1979.
62-11-01: 62-11-01 GENERAL ELECTRIC: Amdt. 434 Part 507 Federal Register May 3, 1962. Applies to All CJ805-3, -3A, and -3B Engines Equipped With GE P/N 105R684P5 or 105R684P6 Thrust Reverser Actuating Pumps. Compliance required at next engine overhaul. Instances of thrust reverser pump failure have occurred causing the reverser to be inoperative and resulting in asymmetric power conditions upon application of reverse thrust during the aircraft landing roll. To correct this unsafe condition replace reverser pumps GE P/N's 105R684P5 and 105R684P6 with GE P/N 105R684P10 reverser pump, or modify the reverser pumps to conform to the P/N 105R684P10 by reducing the width of the pump drive gears and enlarging the size of the pump shaft oil seal vent in accordance with GE Service Bulletins Nos. (3B)78-1 and (3)78-16. Pumps so modified shall be reidentified as P/N 105R684P10. This directive effective June 4, 1962.
79-10-10: 79-10-10 AYRES CORPORATION (FORMERLY ROCKWELL INTERNATIONAL AND SNOW AERONAUTICAL COMPANY): Amendment 39-3469. Applies to all Ayres S-2D and S-2R airplanes certificated in all categories having installed the rudder assembly with the single upper hinge (P/N 54030-87). This AD does not apply to S-2D and S-2R airplanes which have installed a rudder assembly with three upper hinges. \n\n\tCompliance is required as indicated unless already accomplished. \n\n\tTo prevent the possible separation of the single upper hinge from the rudder assembly and consequent possible loss of airplane directional control, accomplish the following: \n\n\tWithin 10 hours' time in service after the effective date of this AD, and at intervals not to exceed 100 hours' time in service and thereafter on all S-2D and S-2R airplanes having an installed rudder assembly with a single upper hinge (P/N 54030-87), perform the visual repetitive inspection in accordance with procedures listed in paragraph 1. \n\n\t1.\tInspection Procedures \n\n\t\t(a)\tRemove rudder assembly from airplane. Remove rudder as outlined in the Ayres (Thrush) Maintenance Manual, Section VII. \n\n\t\t(b)\tStrip fabric and dope from area around upper hinge to facilitate the inspection as shown in Figure 1. \n\n\t\t(c)\tInspect with 10 power magnification in and around weld bead on upper hinge for cracks as shown in Figure 1. \n\n\t\t(d)\tIf no cracks are discovered, comply with paragraph 2. If no cracks are discovered, comply with paragraph 3\n\n\n\n\n\n\n\n\t2.\tAction required if cracks are discovered \n\n\t\tIf a crack or cracks are detected in the area of the upper hinge, accomplish any one of the available options listed below: \n\n\t\t(a)\tReplace the rudder assembly having the single upper hinge (P/N 54030-87) with the rudder assembly having triple upper hinges (P/N 54030-987) prior to further flight. \n\n\t\t(b)\tModify the single upper hinge rudder assembly in accordance with Ayres Custom Kit No. CK-AG-18 prior to further flight. \n\n\t(c)Replace the cracked single upper hinge rudder assembly with an airworthy single upper hinge rudder assembly prior to further flight and continue the paragraph 1. inspection at intervals not to exceed 100 hours' time in service. \n\n\t\t(d)\tRepair the single upper hinge rudder assembly in accordance with the procedures of Advisory Circular (AC) 43.13-1A, Chapter 2, prior to further flight and continue the paragraph 1. inspection at intervals not to exceed 100 hours' time in service. \n\n\t3.\tAction required if cracks are not discovered \n\n\t\tContinue the paragraph 1. inspection at intervals not to exceed 100 hours' time in service unless options (a) or (b) of paragraph 2. are accomplished. If accomplished, the repetitive inspections may then be discontinued. \n\n\tAyres Service Bulletin SB-AG-15 also pertains to this subject. \n\n\tCompliance with the provisions of this AD may be accomplished in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, SouthernRegion. \n\n\tThis amendment is effective May 23, 1979.
2014-25-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports from multiple operators that have found fatigue cracking in the corners of the forward galley service doorway. This AD requires repetitive inspections for any cracking of the skin and bear strap doublers in the corners of the forward galley service doorway, and corrective action if necessary. This AD also provides optional terminating actions for certain repetitive inspections. We are issuing this AD to detect and correct fatigue cracking, which could result in rapid loss of cabin pressure.
79-08-03: 79-08-03 CESSNA: Amendment 39-3428. Applies to the following models and serial numbered airplanes certified in all categories: MODELS SERIAL NUMBERS 120, 140 8000 through 15075 and 15200 through 15724 150 15065062 through 15075564 A150 A15000001 through A15000480 170 18000 through 20999 and 25000 through 27169 172 28000 through 29999, 46001 through 47746, 17247747 through 17250572, and 17259224 through 17267584 R172 R1722000 through R1722724 P172 P17257120 through P17257189 175 55001 through 56777 and 17556778 through 17557119 177 17700001 through 17702314 177RG 177RG0001 through 177RG0788 180 30000 through 32999, 50000 through 50355, and 18051608 through 18052770 182 33000 through 34999, 51001 through 51556, and 18254680 through 18265965 185 18500968 through 18503458 188 188-0001 through 188-0572 and 18800573 through 18803046 190, 195 7001 through 7999 and 16000 through 16183 210-5 (205) and 210-5A (205A) 205-0320 through 205-0577206, U206, TU206, P206, TP206 206-0001 through 206-0275, U206-0276 through U206-1444, U20601445 through U20604074, P206-001 through P206-0603, and P20600604 through P20600647 207 20700001 through 20700414 (except those aircraft with factory installed 24-volt electrical system) 210, T210 21058162 through 21061039 and T210-0001 through T210-0454 COMPLIANCE: At the next appropriate inspection prescribed by Federal Aviation Regulation 91.169 following the effective date of this AD, unless previously accomplished. To prevent an inflight electrical system failure, smoke in the cockpit, and/or fire in the wire bundle behind the instrument panel, accomplish the following: A) Disconnect the wire, at the ammeter or at the electrical system bus as applicable, that connects the bus to the cigar lighter receptacle. (The wire is connected to either the bus side or equipment side of a circuit breaker or to the ammeter.) Following the disconnection of this wire either:1) Reconnect the wire to the electrical bus by using an existing or newly installed circuit protection device that is properly rated to protect the wire gauge used for this circuit, or 2) Disconnect the wire from the lighter receptacle at the opposite end and remove it from the airplane, or 3) Protect the wire by insulating its disconnected end, fold this wire end back against the wire bundle in which it is routed and secure it to that bundle. NOTE: For those installations reconnected in accordance with paragraph A 1 the proper rated circuit protection device to be used may be determined by consulting FAA Advisory Circular 43.13-1A. B) Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Amendment 39-3428 became effective May 21, 1979. This correction becomes effective June 6, 1979.
61-26-03: 61-26-03 PIAGGIO: Amdt. 378 Part 507 Federal Register December 15, 1961. Applies to Models P.136- L1 and P.136-L2 Aircraft, Serial Numbers 196 Through 242. Compliance required within the next 25 hours' time in service after the effective date of this AD. The existing fuel vent line is provided with vent holes that are located inside the hull to provide venting in the event of blockage of the external vent outlet by ice or other foreign matter. As a result, fuel and fuel vapor have been detected within the hull constituting a fire and explosion hazard. These vent holes must, therefore, be sealed and other vent antiicing means provided as follows: (a) Install one Mil H-5511 hose or equivalent, 3/4-inch I.D. by 5/8-inch long, and one clamp, AN 737-TW38 or equivalent, over holes in the outboard end of the fuel tank vent line. Sleeve may be slit if necessary but slit must not be over any hole. (b) Install one Piaggio fuel vent anti-icing "bump" or equivalent. (c) Apply anonfuel or water soluble, noncorrosive to aluminum sealing compound to the flange of the anti-icing "bump" and rivet "bump" to the skin forward of the fuel vent outlet using eight AN 470AD4-2, or equivalent, rivets. "Bump" flange should be about 1/8-inch forward of vent outlet flange. "Bump" longitudinal centerline must coincide with fuel vent outlet centerline and be level when aircraft is level. "Bump" must be oriented so that the thick end is forward. This directive effective January 16, 1962.
2014-24-08: We are superseding airworthiness directive (AD) 98-07-07 for all Rolls-Royce plc (RR) RB211-535E4 and RB211-535E4-B turbofan engines. AD 98-07-07 required removing certain part number (P/N) low- pressure (LP) fuel filter-to-high-pressure (HP) fuel pump tube assemblies and installing flexible LP fuel filter-to-HP fuel pump tube assemblies. This AD expands the applicability of AD 98-07-07 to include the RB211-535E4-C-37 turbofan engine and requires removal from service of additional P/N LP fuel filter-to-high-pressure HP fuel pump tube assemblies. This AD was prompted by reports of fuel leaks that have resulted in a number of engine in-flight shutdowns. We are issuing this AD to prevent loss of fuel supply to the engine, which could lead to an in-flight shutdown of one or more engines, loss of thrust control, and damage to the airplane.
60-03-05: 60-03-05 LOCKHEED: Amdt. 95 Part 507 Federal Register February 2, 1960. Applies to All Model L-188 Aircraft. Compliance required by April 1, 1960. Loss of the top cowl panel over the engine tail pipe has occurred in flight due to insecurity of the cowl latches. To prevent recurrence of this difficulty, the following modifications must be accomplished: (a) Modify latch assemblies by replacement of snap ring retention with clevis or shoulder pin design and safety in place. (b) Install position pins and locators to provide more positive alinement of the cowling with the latches when in the closed position. (Lockheed Service Bulletins Nos. 188/295 and 188/365 cover this same subject.)
82-04-01: 82-04-01 BOEING: Amendment 39-4315. Applies to Model 747 series airplanes, line numbers 147, 149, 154 through 535 and those airplanes modified in accordance with Boeing Service Bulletin No's. 747-57-2073 or 747-57-2086 or equivalent certificated in all categories which are equipped with fairing mounted (offwing) escape slides. Compliance is required within the next 1200 hours time-in-service after the effective date of this AD unless already accomplished. \n\n\tTo ensure the proper deployment and inflation of the fairing mounted (offwing) slides, accomplish the following: \n\n\tA.\tRig the fairing mounted (offwing) escape slide inflation firing mechanism in accordance with Boeing Alert Service Bulletin No. 747-25A2581, dated September 25, 1981, or later FAA approved revisions. \n\n\tB.\tAircraft may be ferried to a maintenance base for repair in accordance with FAR 21.197 and 21.199. \n\n\tC.\tAlternate means of compliance or other actions which provide an equivalent level of safety maybe used when approved by the Chief, Seattle Area Aircraft Certification Office, FAA Northwest Mountain Region.\n \n\tNOTE: Operators unable to determine the configuration of their airplanes (i.e., modification in accordance with Boeing Service Bulletin No. 747-57-2073 or 747-57-2086 or its equivalent) should determine the angle of rotation of the offwing slide fairing door from the closed position to the open position with the flaps in the zero or five unit position. If this angle is not approximately 180 degrees compliance with paragraph A of this AD is required. \n\n\tThe manufacturer's specification 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). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer, may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at FAA Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tThis amendment becomes effective March 21, 1982.
59-26-01: 59-26-01 HARTZELL: Applies to All HC-12X20 Propellers With Serial Numbers As Indicated Below. These Propellers May Be Installed On Such Aircraft Models As Downer (Republic) RC-3, Grumman G-44, and Navion Series. Compliance required not later than March 1, 1960. To preclude possible failures, remove from service Hartzell hub spiders with Serial Numbers 1 through 4303, 4307 through 4316, 4318, 4319, 4321, 4323, 4324, 4325, 4328, 4329, 4332 through 4336, 4341. After removal, these hub spiders will not be eligible for use in certificated aircraft. Hub spiders with serial numbers other than those listed may be used as replacements. This supersedes AD 53-06-02.
2014-23-11: We are superseding Airworthiness Directive (AD) 2005-13-05, which applied to certain Boeing Model 747-400F series airplanes. AD 2005-13-05 required inspections for cracking of the web, upper chord, and upper chord strap of the upper deck floor beams, and repair of any cracking. AD 2005-13-05 also required a preventive modification of the upper deck floor beams, and repetitive inspections for cracking after accomplishing the modification. This new AD retains these actions and requires a second modification, repetitive inspections for cracking, and \n\n((Page 70442)) \n\nrepair if necessary. This AD was prompted by a determination that the upper chords of the upper deck floor beams at certain stations are structures that are susceptible to widespread fatigue damage, and that certain airplanes with an initial modification require a second modification for the airplane to meet its limit of validity (LOV). We are issuing this AD to detect and correct fatigue cracking in certain upper chords of the upper deck floor beam, which could result in reduced structural integrity of the airplane and rapid decompression or reduced controllability of the airplane.
96-09-27: This amendment adopts a new airworthiness directive (AD), applicable to all Short Brothers Model SD3-30, SD3-60, and SD3-SHERPA series airplanes, that requires revising the Airplane Flight Manual (AFM) to provide the flight crew with recognition cues for, and procedures for exiting from, severe icing conditions, and to limit or prohibit the use of various flight control devices. This amendment is prompted by results of a review of the requirements for certification of the airplane in icing conditions, new information on the icing environment, and icing data provided currently to the flight crews. The actions specified by this AD are intended to minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions.
2014-22-03: We are superseding Airworthiness Directive (AD) 2012-14-11 for Arrow Falcon Exporters, Inc. (AFE), Rotorcraft Development [[Page 68109]] Corporation (RDC), and San Joaquin Helicopters (SJH) Model OH-58A, OH- 58A+, and OH-58C helicopters. AD 2012-14-11 required inspecting the main rotor mast (mast) for a crack. This new AD expands the mast inspection area, changes the inspection to a repetitive inspection, and removes the reporting requirement. The actions in this AD are intended to prevent failure of the mast and subsequent loss of control of the helicopter.
2014-22-01: We are superseding Airworthiness Directive (AD) 2012-26-16 for all PILATUS AIRCRAFT LTD. Models PC-12, PC-12/45, PC-12/47, and PC-12/ 47E 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 a need to incorporate new revisions into the Limitations section, Chapter 4, of the FAA-approved maintenance program (e.g., maintenance manual). We are issuing this AD to require actions to address the unsafe condition on these products.
76-06-08: 76-06-08 HAWKER SIDDELEY AVIATION LTD: Amendment 39-2558. Applies to Model DH/BH 125 airplanes, all series, certificated in all categories. Compliance is required as indicated. To prevent possible failure of the original bolts attaching the outboard hinge bracket to the upper airbrake assembly (R/H and L/H) and loss of an airbrake in flight accomplish the following: (a) For upper airbrake assemblies, within the next 10 hours time in service after the effective date of this AD or upon the accumulation of 500 hours total time in service on the airbrake assembly, whichever occurs later, unless already accomplished, remove installed bolts P/N S21A102-4E or A102-4EDHS614D (3 per bracket) and install new bolts - (1) P/N S21A102-5E, or an FAA-approved equivalent, in accordance with paragraph A of the section entitled "Accomplishment Instructions" of Hawker Siddeley Aviation Limited Alert Service Bulletin 57 A49, dated July 1, 1975 or an FAA-approved equivalent; or(2) P/N S21DHS1432-5E or an FAA-approved equivalent in accordance with the section entitled "Accomplishment Instructions" (Part A) of Hawker Siddeley Aviation Ltd. Modification Service Bulletin 57 49 (2454) dated September 18, 1975, or an FAA-approved equivalent. (b) Replace P/N S21A102-5E or FAA-approved equivalent bolts, installed as replacements in accordance with paragraph (a)(1) of this AD, at intervals not to exceed 500 hours time in service from installation until the bolts have been replaced with P/N S21DHS1432-5E bolts (3 per bracket) in accordance with paragraph (a)(2) of this AD or an FAA-approved equivalent. (c) For upper airbrake assemblies held as spares, before installation on an airplane, replace the original bolts, P/N S21A102-4E or A102-4EDHS614D, (3 per bracket) with new bolts in accordance with paragraphs (a)(1) or (a)(2) of this AD. This amendment is effective upon publication in the FEDERAL REGISTER as to all persons except those persons to whom it was made immediately effective by the airmail letter, dated February 9, 1976, which contained this amendment.
2014-21-09: We are superseding Airworthiness Directive (AD) 2005-14-07 for certain The Boeing Company Model 727, 727C, 727-100, 727-100C, 727-200, and 727-200F series airplanes. AD 2005-14-07 required repetitive inspections of the carriage attach fittings on the inboard and outboard foreflaps of each wing for cracking and other discrepancies, and corrective actions if necessary. This new AD requires reducing certain repetitive inspection intervals for the inboard and outboard \n\n((Page 64307)) \n\ncarriage attach fittings for the outboard foreflaps, requires previously optional terminating actions which install improved outboard foreflap carriage attach fittings, and adds new initial and repetitive inspections of those fittings and corrective actions if necessary. This AD was prompted by a report of broken inboard and outboard carriage attach fittings of the outboard foreflaps found during an inspection. We are issuing this AD to detect and correct fatigue cracking of the attach fittingsof the foreflap carriage of the wings, which could result in partial or complete loss of the foreflap and consequent loss of controllability of the airplane.
2014-17-51: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2B16 airplanes. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD requires inspecting the inboard flap fasteners of the hinge-box forward fitting at Wing Station (WS) 76.50 and WS 127.25 to determine the orientation and condition of the fasteners, as applicable, and replacement or repetitive inspections of the fasteners if necessary. This AD also provides for optional terminating action for the requirements of the AD. This AD was prompted by reports of fractured fastener heads on the inboard flap hinge-box forward fitting at WS 76.50 due to incorrect installation. We are issuing this AD to detect and correct [[Page 64089]] incorrectly oriented or fractured fasteners, which could result in premature failure of the fasteners attaching the inboard flap hinge-box forward fitting. Failure of the fasteners could lead to the detachment of the flap hinge box and the flap surface, and consequent loss of control of the airplane.
53-23-03: 53-23-03 REPUBLIC: Applies to All Model RC-3 Aircraft. Compliance required within the next 25 hours of operation but not later than December 1, 1953, and thereafter at each 25-hour period of operation or every 6 months, whichever occurs first. Cases of severe corrosion of the right and left upper and lower lift strut fittings, fuselage wing lift strut fittings and wing lift strut fittings have been reported. Since the strength of these fittings are of primary importance to the safe operation of the airplane, the following inspections should be made and corrective action taken. Fitting 17W22002 is located on the upper end of the lift strut and fitting 17W22003 is located on the lower end of the lift strut. Fitting 17F11013 is located in the fuselage and is attached to fitting 17W22003. Fitting 17W22004 is located in the wing and is attached to fitting 17W22002. Inspect thoroughly and test the fitting with a pointed instrument to determine whether corrosion is present. One 1 1/4-inch diameter inspection hole should be cut in the upper and one in the lower surface of the wing in accordance with Republic Aviation Service Bulletin No. 25, Supplement No. 2, in order to accomplish the inspection of the portion of the fitting 17W22004 which lies inside the wing skin. This inspection will require the aid of a light as well as a sharp-pointed instrument. The holes should be covered with United Carr Fastener Corp. Plug Button No. 51021, Seabee spare parts item No. 1379, or equivalent. A fitting may appear satisfactory but actually may be corroded under the surface. Such corrosion which may be intergranular in nature may actually result in a much greater loss of strength than would be indicated by the loss of metal from the surface. If the fitting has only slight surface corrosion, the corrosion should be carefully removed and the fitting should be suitably treated against further corrosion. Fittings which have deteriorated beyond slight surface corrosion should be replaced. (Republic Aviation Service Bulletin No. 25, including Supplements Nos. 1 and 2, covers this same subject in detail.) This supersedes AD 50-30-01. NOTE: This AD also applies to Model UC-1 aircraft (see note 3 on TCDS A6EA.)
2014-20-12: We are superseding Airworthiness Directive (AD) 75-20-06 for certain Alexandria Aircraft LLC (type certificate previously held by Bellanca Aircraft Corp., Viking Aviation, Inc., and Bellanca, Inc.) Models 14-19-3A, 17-30, 17-30A, 17-31, 17-31A, 17-31ATC, and 17-31TC airplanes. AD 75-20-06 required repetitively inspecting the aft fuselage structure near the top of the vertical side tubing, which connects the horizontal stabilizer carry-through to the upper fuselage longeron, for cracks and installing the manufacturer's service repair kit as a terminating action for the repetitive inspections to repair any cracks found. Since we issued AD 75-20-06, we have determined that installing the service kit has not prevented cracks from occurring. We have also determined that all affected airplane serial numbers should be included in the Applicability section. This AD requires continued repetitive inspections of the aft fuselage structure near the top of the vertical side tubing for cracks and making all necessary replacements of cracked parts. This AD also adds additional serial number airplanes to the Applicability section. We are issuing this AD to correct the unsafe condition on these products.
55-26-01: 55-26-01 DOUGLAS: Applies to A-26 Aircraft Having Rear Fuselage Fuel Tank Installation. To be accomplished prior to actuation of fuselage fuel tank. Because of an explosion in the air and loss of aircraft, instructions were issued October 12, 1955, to deactivate the rear fuselage fuel tank on the above aircraft until further notice. If the following modification, or its equivalent, is accomplished this fuel tank may be reactivated: 1. Provide fume tight closure and sealing of bulkheads at Stations 332 and 369. This should include tight fitting grommets or fairleads around control cables, or other members passing through bulkhead. 2. Remove all electrical equipment and oxygen tanks, if installed, from the tank compartment. Relocate elsewhere in the airplane as required. 3. Provide insulation around any electrical terminals in tank bay. 4. Provide adequate ventilation airscoop on top or side of tank compartment and exit vent on bottom. Provide drain holes in bottom of compartment to assure complete fuel drainage. 5. Ascertain that fuel tank, filler, cap, scupper, drain, and attaching lines and fittings are airworthy.
97-05-02: This amendment adopts a new airworthiness directive (AD), applicable to certain EMBRAER Model EMB-120 series airplanes, that requires removal of the upper channel fairings and their shims; and rework of the riveting holes, the aileron sealing canvas (aerodynamic seals), and the protective covers of the trim tab hinge fittings of the aileron and elevator. This amendment is prompted by reports of binding of the aileron due to water freezing between the upper channel fairings and the surface of the leading edge of the aileron. The actions specified by this AD are intended to prevent water from freezing these areas, which could result in binding of the aileron and subsequent reduced controllability of the airplane.
59-22-02: 59-22-02 VICKERS: Applies to All Viscount 810 Series Aircraft Which Do Not Embody Modification FG.1447. Compliance required as indicated. Service experience has shown that a gap of less than 0.25 inch between the end of No. 3 flap and the aileron may, under certain flight conditions, produce a condition where the flap could foul or contact the inboard end of the aileron (port and starboard wings). Within the next 500 flight-hours but not later than December 15, 1959, inspect for adequate clearance between the outboard end of the No. 3 flap at the No. 4 flap beam unit and the inboard end of the aileron on both the right and left sides. This inspection must also be carried out whenever a flap or an aileron is installed. Where the gap is found to be less than 0.25 inch the outboard end of the No. 3 flap must be modified to provide proper clearance. (Vickers-Armstrongs PTL No. 80 (800/810 Series) and Modification FG.1447 cover the same subject.)