Results
2005-20-39: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD requires examining the airplane's maintenance records to determine if the main landing gear (MLG) has been overhauled and if Titanine JC5A (also known as Desoto 823E508) corrosion- inhibiting compound ("CIC") was used during the overhaul. For airplanes for which the maintenance records indicate that further action is necessary, or for airplanes on which CIC JC5A may have been used during manufacture, this AD requires a one-time detailed inspection for discrepancies of certain components of the MLG, and corrective action if necessary. This AD results from twelve reports of severe corrosion on one or more of three components of the MLG. We are issuing this AD to prevent collapse of the MLG, or damage to hydraulic tubing or the aileron control cables, which could result in possible departure of the airplane from the runway and loss of control of the airplane.
85-21-04: 85-21-04 FAIRCHILD: Amendment 39-5150. Applies to Models F27 and FH227 series airplanes, certificated in any category. Compliance required as indicated. To detect cracks due to stress corrosion in the riveted rod end assembly, part number (P/N) 27-727404-11, on rudder control push-pull tubes, P/N's 27-727402-11 (or -41) and -31 (or -51), accomplish the following: A. Within the next 50 hours time in service after the effective date of this AD, unless already accomplished within the last 150 hours time in service, and thereafter at intervals not to exceed 200 hours in service from the last inspection, inspect the riveted rod end, P/N 27-727404-3, of the rudder control push-pull tubes, P/N's 27-727402-11 (or -41) and -31 (or -51), for cracks, in accordance with Fairchild Service Bulletin FH227-27-31 for Model FH227 airplanes (serial numbers 501 through 578) and Service Bulletin F27-27-76 for Model F27 airplanes (serial numbers 1 through 128). B. If cracks are found, therod assembly must be replaced before further flight with a rod of the same part number, or FAA-approved equivalent part, that has been inspected and found serviceable in accordance with paragraph A., above; or replaced before further flight with a new rod end assembly, P/N 27-727404-31, or FAA-approved equivalent part. C. Installation of the new assembly, P/N 27-727404-31, may be considered terminating action for the repetitive inspections specified in paragraph A., above. D. Aircraft maintenance record entries must be made and a report in writing of the initial inspection findings, positive or negative, must be submitted to the FAA, New York Aircraft Certification Office, Room 202, Attention: ANE-170, 181 S. Franklin Avenue, Valley Stream, New York 11581. The report must state the location and length of any crack found during the initial inspection, and include the total time in service of the component at the time the crack was discovered. (Reporting requirement approved by the Office of Management and Budget under OMB No. 2120-0056.) E. Upon the request of an operator, an FAA Maintenance Inspector, subject to prior approval by the Manager, New York Aircraft Certification Office, FAA, New England Region, may adjust the inspection times specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. F. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the inspection requirements of this AD. G. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, New York Aircraft Certification Office, FAA, New England Region. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Fairchild Industries, Inc., Fairchild Republic Division, Hagerstown, Maryland 21740. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the FAA, New England Region, New York Aircraft Certification Office, 181 S. Franklin Avenue, Room 202, Valley Stream, New York 11581. This amendment becomes effective November 14, 1985.
2018-17-21: We are adopting a new airworthiness directive (AD) for certain Airbus SAS Model A318, A319, and A320 series airplanes; and Model A321- 111, -112, -131, -211, -212, -213, -231, -232, -251N, -253N, and -271N airplanes. This AD was prompted by a revision of an airworthiness limitations document that specifies more restrictive maintenance requirements and airworthiness limitations. This AD requires revising the maintenance or inspection program, as applicable, to incorporate revised fuel airworthiness limitations. We are issuing this AD to address the unsafe condition on these products.
87-25-12: 87-25-12 FOKKER B.V.: Amendment 39-5797. Applies to Fokker Model F27 series airplanes, serial numbers 10102 through 10684, 10686, 10687, 10689 through 10692, certificated in any category. Compliance required within one year after the effective date of this AD, unless previously accomplished. To prevent flutter of rudder trim tab, accomplish the following: A. Modify the rudder trim tab in accordance with Part 2, Accomplishment Instructions, of Fokker Service Bulletin No. F27/55-62, dated August 18, 1986, or Revision 1, dated April 15, 1987. B. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. 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 modifications required by this AD. All persons affectedby this directive who have not already received the appropriate service document from the manufacturer may obtain copies upon request to Fokker Aircraft USA, Inc., 1199 N. Fairfax Street, Alexandria, Virginia 22314. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment becomes effective January 25, 1988.
66-20-03: 66-20-03 HAWKER SIDDELEY: Amdt. 39-274 Part 39 Federal Register August 13, 1966. Applies to de Havilland Model 114 Heron Series Airplanes Equipped With an Engine Fire Extinguisher System. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. (a) Inspect the engine air intake fire extinguishing system nozzle assembly to determine that 0.25 inch diameter radial holes are present in nozzle jet, P/N P.117. (b) Replace each nozzle jet without 0.25 inch diameter radial holes with jet, P/N P.117, with 0.25 inch diameter radial holes. (Hawker Siddeley Aviation Limited Technical News Sheet Series Heron (114) No. M.6., Issue 1, pertains to this subject.) This directive effective August 13, 1966.
73-01-01: 73-01-01 NORTH AMERICAN ROCKWELL - AERO COMMANDER: Amdt. 39-1578. Applies to Model 100-180 Serial Numbers 068, 5001 through 5213 certificated in all categories. Model 100 Serial Numbers 251 through 360 and those Model 100's retrofitted with Elano Corporation exhaust system (NEE Turbo System Inc.) P/N 099001, certificated in all categories. Compliance required as follows: For exhaust systems which have accumulated 500 or more hours time in service accomplish the following prior to the next 25 hours time in service unless already accomplished. To prevent loss or reduction of engine power due to exhaust outlet blockage accomplish the following: (1) Inspect and repair or replace the exhaust system components in accordance with FAA Advisory Circular AC No. 43.13-1 Chapter 14, Section 3. (2) Install Aero Commander exhaust outlet guard Part Number SK1093, or equivalent approved by Chief, Engineering and Manufacturing Branch, Southern Region, as follows: (a) Remove muffler heater shroud. (b) Drill 5/16 inch diameter hole through one wall of the exhaust tailpipe. Hole to be drilled on side of tail pipe closest to centerline of the airplane. Hole to be located 3 3/8 inches down from muffler outer wall. (c) Install outlet guard Part Number SK1093 in hole and position so that guard does not touch any part of the inner muffler parts. (d) Tighten guard around tailpipe and reassemble exhaust system. Aero Commander Service Bulletin SB 1019 covers this same subject. This amendment becomes effective December 29, 1972.
66-18-01: 66-18-01 AIR CRUISERS: Amdt. 39-267 Part 39 Federal Register July 29, 1966. Applies to Emergency Evacuation Slides, P/N's 15D22129 and 15D22129-1, Manufactured Before April 17, 1966, and Installed on Boeing Model 727 Series Airplanes. \n\n\tCompliance required within the next 300 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tTo prevent hang-up during operation, modify Air Cruisers emergency evacuation slides, P/N's 15D22129 and 15D22129-1, manufactured before April 17, 1966, and installed on Boeing Model 727 Series airplanes, in accordance with Procedures 1 and 2 of Air Cruisers Service Bulletin SB-114-66-2, dated April 18, 1966, or later FAA-approved revision, or an equivalent approved by an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. \n\n\tThis directive effective July 29, 1966.
2018-16-10: We are adopting a new airworthiness directive (AD) for certain GE Aviation Czech H80-200 turboprop engines. This AD requires replacing the beta switch and adjusting the engine push-pull control to prevent the propeller governor control from going to a negative thrust position. This AD was prompted by an accident involving an Aircraft Industries (AI) L 410 UVP-E20 airplane caused by one propeller going to a negative thrust position during the landing approach. We are issuing this AD to address the unsafe condition on these products.
2018-17-16: We are adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 series airplanes; Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300-600 series airplanes); and Model A310 series airplanes. This AD was prompted by a static analysis performed by Airbus SAS that revealed some areas of the wing structure cannot sustain the damage limits previously published in certain structural repair manuals. This AD requires an inspection to determine whether repair or damage to certain wing areas is beyond the allowable limits; and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
89-19-08: 89-19-08 MCDONNELL DOUGLAS: Amendment 39-6318. (Docket No. 88-NM-125-AD) \n\n\tApplicability: McDonnell Douglas Model DC-10-10, -10F, -15, -30, -30F, -40, and KC-10A (Military) series airplanes; equipped with outboard flap vane part numbers ARC 1455 or 1457-1, -2, -501, -502, -503, -504, -505, or -506; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent failure of the outboard flap vane, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD or within 5 calendar years after the installation of the outboard flap vanes, whichever occurs later, inspect the splice joint of the outboard flap vane for skin delamination, in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin A57-110, Revision 1, dated August 10, 1988, or Revision 2, dated December 20, 1988. \n\n\tB.\tWithin 18 months after the effective date of this AD, or within 5 calendar years after theinstallation of the outboard flap vane, whichever occurs later, and thereafter at intervals not to exceed 18 months, inspect the entire outboard flap vane for skin delamination, in accordance with the Accomplishment Instructions of McDonnell Douglas Service Bulletin A57-110, Revision 1, dated August 10, 1988, or Revision 2, dated December 20, 1988. \n\n\tC.\tIf the outboard flap vane skin delamination and the delamination at the splice joint are within the repairable limits specified in Figure 1, Sheet 5 of 5, of McDonnell Douglas Service Bulletin A57-110, Revision 1, dated August 10, 1988, or Revision 2, dated December 20, 1988, accomplish the following: \n\n\t\t1.\tPrior to further flight, make temporary repairs to the outboard flap vane in accordance with McDonnell Douglas Service Bulletin A57-110, Revision 1, dated August 10, 1988, or Revision 2, dated December 20, 1988; and \n\n\t\t2.\tWithin 6 months after accomplishing the temporary repairs and thereafter at intervals not to exceed 2 months, inspect the repairs in accordance with McDonnell Douglas Service Bulletin A57-110, Revision 1, dated August 10, 1988, or Revision 2, dated December 20, 1988; and \n\n\t\t3.\tWithin 24 months after accomplishing the temporary repairs, accomplish one of the following: \n\n\t\t\ta.\tReplace the outboard flap vane in accordance with McDonnell Douglas Service Bulletin A57-110, Revision 1, dated August 10, 1988, or Revision 2, dated December 20, 1988; or \n\n\t\t\tb.\tAccomplish a permanent hot bond repair to the entire outboard flap vane in accordance with McDonnell Douglas Service Bulletin A57-110, Revision 2, dated December 20, 1988; or \n\n\t\t\tc.\tAccomplish a permanent repair using a repair method approved by the Manager, Los Angeles Aircraft Certification Office, Northwest Mountain Region. \n\n\tD.\tIf the outboard flap vane skin delamination is greater than the limits for temporary repairs specified in Figure 1, Sheet 5 of 5, of McDonnell Douglas Service Bulletin A57-110, Revision 1, dated August 10, 1988, or Revision 2, dated December 20, 1988, replace the outboard flap vane before further flight, or accomplish a permanent hot bond repair to the entire outboard flap vane in accordance with McDonnell Douglas Service Bulletin A57-110, Revision 2, dated December 20, 1988. \n\n\tE.\tIf the outboard flap vane skin delamination is within the unrepaired flyable limits specified in Figure 1, Sheet 3 and 4 of 5, of McDonnell Douglas Service Bulletin A57-110, Revision 1, dated August 10, 1988, or Revision 2, dated December 20, 1988, continue the inspections required by paragraph B., above. \n\n\tF.\tIf an outboard flap vane is repaired in a manner which results in a combination of old bonding technology and new bonding technology (hot bonding) continue the inspections required by paragraph B., above. \n\n\tG.\tInstallation of outboard vane assemblies ARC 1455-507, ARC 1455-508, ARC 1455-509, ARC 1455-510, ARC 1457-507, and/or ARC 1457-508 (as applicable), or the accomplishment of permanent hot bond repairs to the entire outboard flap vane in accordance with McDonnell Douglas Service Bulletin A57-110, Revision 2, dated December 20, 1988, constitutes terminating action for the repetitive inspections required by this AD. \n\n\tH.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tI.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies uponrequest to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-LOO (54-60). \n\n\tThese documents may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment (39-6318, AD 89-19-08) becomes effective on October 14, 1989.
47-51-11: 47-51-11 BELL: Applies to Model 47B Series Helicopters. Service experience indicates that the transmission pinion gear bearing life can be extended to 100 hours of operation providing rework in accordance with Bell Service Bulletin No. 47C4 dated December 4, 1947, has been accomplished. New bearings P/N 47-820-358-1 must be installed in the upper spider assembly pinion gears and bearings P/N 47-620-357-1 must be installed in the lower stage spider assembly pinion gear at the 100-hour teardown inspection. (In order to assist in determining the service life of these bearings, it is recommended that removed bearings be tagged with any pertinent information and returned to Bell Aircraft Corp., Attention: Helicopter Division, Fort Worth, Texas.) (Bell Service Bulletin 47C4 revised December 4, 1947, covers this same subject.) This supersedes AD 47-41-09.
66-18-03: 66-18-03 PIPER: Amdt. 39-262 Part 39 Federal Register July 23, 1966. Applies to Model PA-23-250 and PA-E23-250 Airplanes, Serial Numbers 27-2505 through 27-3139 and 27- 3141 through 27-3275, Not Equipped With Turbochargers. Compliance required as indicated, unless already accomplished. To prevent engine power failures due to induction system icing, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD, until modified in accordance with (b), attach the following operating limitation placard to the instrument panel in full view of the pilot: "Do not operate into known or forecast icing conditions. Do not apply manual alternate air." (b) Within the next 100 hours' time in service after the effective date of this AD, modify alternate air systems to provide heated alternate air in accordance with Piper Service Bulletin No. 230A, dated May 6, 1966, incorporating Kit No. 757021. (Piper Service Bulletin No. 230, dated March 4, 1966, also pertains to this subject.) This directive effective August 2, 1966.
2018-17-01: We are superseding Airworthiness Directive (AD) 2017-15-02 for Bell Model 212 and 412 helicopters. AD 2017-15-02 required replacing certain oil and fuel check valves and prohibited installing them on any helicopter. This AD retains the requirements of AD 2017-15-02 and adds certain model helicopters to the applicability. This AD was prompted by the discovery of an error in the affected models. We are issuing this AD to address the unsafe condition on these products.
66-17-02: 66-17-02 de HAVILLAND: Amdt. 39-259, Part 39, Federal Register July 12, 1966. Applies to Model DHC-2 Series (Mk 1, 2, and 3) Airplanes. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already 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 until the incorporation of Modification 2/1497, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. To detect cracks in the wing ribs, accomplish the following: (a) Inspect by radiographic technique or by incorporating a special inspection panel in the wing bottom skin and inspecting visually or with dye penetrant or an equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, the wing ribs at Stations 15.50, 29.00 and 42.50 for cracks in the rib web in the upper and lower rib flanges between the front and rear spars in accordance with de Havilland Engineering Bulletin, Series "B", No. 35, Modification 2/1497, dated March 18, 1966, for Mk 1 and 2 airplanes; de Havilland Engineering Bulletin Series "T.B.", No. 3, Modification 2/1497, dated March 18, 1966, for Mk 3 airplanes; or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Repair cracks before further flight in accordance with the applicable Engineering Bulletin specified in (a) or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This directive effective July 22, 1966.
2018-17-06: We are adopting a new airworthiness directive (AD) for certain Fokker Services B.V. Model F28 Mark 0070 and 0100 airplanes. This AD was prompted by a report that the retraction actuator eye-end of a Goodrich main landing gear (MLG) failed. This AD requires a one-time general visual inspection of the left-hand (LH) and right-hand (RH) MLG retraction actuators and replacement if necessary. We are issuing this AD to address the unsafe condition on these products.
69-12-03: 69-12-03 CESSNA: Amdt. 39-775. Applies to Models 310 (Serial Numbers 35000 thru 35546); 310A (Serial Numbers 38001 thru 38161); 310B (Serial Numbers 607; 35547, 35548, 35549, 35551 thru 35771); 310C (Serial Numbers 35550, 35772 thru 35999, 39001 thru 39031); 310D (Serial Numbers 39032 thru 39299); 310E (Serial Numbers 35912A, 310M0001 thru 310M0036); and 310F (Serial Numbers 310 0001 thru 310 0156) Airplanes. Compliance: Required as indicated. To prevent complete loss of engine power due to air being introduced into the fuel system should a fuel crossfeed line become chafed through by the firewall stiffener on the aft side of the aircraft firewall, unless already accomplished, perform the following: A) Within 25 hours' time-in-service after the effective date of this airworthiness directive, remove the firewall access opening for both engines and visually inspect the fuel crossfeed lines for chafing at the firewall stiffeners. Replace chafed fuel lines with a serviceable part and install P/N 0826031-1 fuel line support bracket in accordance with Cessna Service Letter 310-66, dated June 30, 1961, or any equivalent method approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Central Region. A minimum of .50 inch clearance should be maintained between the fuel lines and the angle stiffener. B) If P/N 0826031-1 fuel line support bracket is not available, the inspection required in Paragraph A must be repeated at intervals not to exceed 100 hours time-in-service from the date of the last inspection, until P/N 0826031-1 fuel line support bracket is installed in accordance with Cessna Service Letter 310-66, dated June 30, 1951, or any equivalent method approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Central Region. When the support bracket has been installed, the inspections required by this airworthiness directive may be discontinued. (See Note) Note:This does not preclude continued inspections of this area as required by FAR 91. C) Before the inspection required by Paragraph A can be accomplished on those model aircraft with Serial Numbers 35000 through 35138, a firewall inspection opening must be installed in accordance with Cessna Service Letter 310-3, dated February 10, 1956. This amendment becomes effective June 10, 1969.
66-08-01: 66-08-01 AIR and SPACE: Amdt. 39-218 Part 39 Federal Register March 23, 1966. Applies to Model 18A Gyroplanes, Serial Numbers 18-6 through 18-49. Compliance required before further flight, unless already accomplished. Modify gyroplanes in accordance with Air & Space Manufacturing Inc. Service Bulletin No. 4, dated November 16, 1965, or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Central Region. This directive effective March 23, 1966.
47-06-11: 47-06-11 CESSNA: (Was Service Note 1 of AD-768-4.) Applies Only to 120 and 140 Aircraft Serial Numbers 8001 to 8799, Inclusive. Compliance required at next periodic inspection and upon each 100 hours of operation thereafter until revised door posts are installed. Inspect the forward doorposts for cracks, particularly the flange section leading from the post to the instrument panel at the base of the windshield and the post itself below the rivet cluster at the top. All inside fairing attached to the post between the top and the floor should be removed to permit a thorough inspection. Cracks in the above-mentioned flange not over 3/4 inch in length may be repaired by stop-drilling. If there are longer cracks in the flange or any cracks in the doorpost structure itself, the doorpost should be replaced with the later type post, Cessna P/N 0411867-2 and 0411867-3, in accordance with installation instructions supplied by Cessna. (Cessna Service Letter No. 20 dated October 8, 1946, covers this same subject.)
2005-20-25: The FAA adopts a new airworthiness directive (AD) for certain The Cessna Aircraft Company (Cessna) Models 401, 401A, 401B, 402, 402A, 402B, 402C, 404, 411, 411A, 414, 414A, 421, 421A, 421B, 421C, 425, and 441 airplanes equipped with certain avionics bus circuit breaker switches. This AD requires you to inspect the avionics bus circuit breaker switch to determine the date code and replace any without a date code. This AD also imposes a 1,000-hour safe life limit on avionics bus circuit breaker switches with a date code earlier than 0434. This AD results from reports of smoke and a burning smell in the cockpit. We are issuing this AD to prevent failure of the avionics bus circuit breaker switch, which could result in smoke and a burning smell in the cockpit. This failure could lead to reduced ability to control the airplane.
2005-20-02: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 707 airplanes, and all Boeing Model 720 and 720B series airplanes. This AD requires revising the Limitations section of the airplane flight manual (AFM). The AFM revisions include instructions for monitoring the low pressure lights for the center tank fuel pumps, and a statement prohibiting the resetting of a tripped circuit breaker for a fuel pump in any tank. This AD results from fuel system reviews conducted by the manufacturer. We are issuing this AD to prevent dry operation of the fuel pumps in the center fuel tank, which could result in high temperatures or sparks inside the fuel tank, ignition of fuel vapors, and consequent fire or explosion. We are also issuing this AD to prohibit the resetting of a tripped circuit breaker for a fuel pump in any tank, which could allow an electrical fault to override the protective features of the circuit breaker, and result in sparks inside the fuel tank, ignition of fuel vapors, and consequent fire or explosion.
2018-16-12: We are adopting a new airworthiness directive (AD) for certain Airbus Model A319 and A320 series airplanes; and A321-111, -112, -131, -211, -212, -213, -231, and -232 airplanes. This AD was prompted by reports of battery retaining rod failures due to quality defects of the material used during parts manufacturing. This AD requires a detailed inspection of the battery support assemblies to identify the battery retaining rod manufacturer, replacement of the battery retaining rods with serviceable battery retaining rods if necessary, and the addition of the applicable service information label on each battery retaining rod if necessary. We are issuing this AD to address the unsafe condition on these products.
2018-16-06: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-100, -100B, -100B SUD, -200B, -200C, - 200F, -300, -400, -400D, 747SP, and 747SR, and 747-8 series airplanes. This AD was prompted by reports indicating that additional areas of Boeing Material Specification (BMS) 8-39 flexible urethane foam were found during an inspection required by a related AD. This AD requires inspecting for BMS 8-39 flexible urethane foam insulation in the floor panel assemblies and the power drive unit (PDU) cover assemblies, doing applicable on-condition actions, modifying certain dripshields, and replacing BMS 8-39 foam strips on certain dripshields with BMS 8-371 foam strips. We are issuing this AD to address the unsafe condition on these products.
87-04-17: 87-04-17 MCDONNELL DOUGLAS: Amendment 39-5545. Applies to McDonnell Douglas Model DC-10-10, -15, -30, -40, and KC-10A (Military) series airplanes, certificated in any category. To prevent loss of fuel shutoff and fire extinguishing capabilities, accomplish the following within the next eighteen (18) months after the effective date of this AD, unless already accomplished: \n\n\tA.\tModify and reidentify engine No. 2 aft fuselage mounted fuel fire shutoff valve in accordance with the Accomplishment Instructions of McDonnell Douglas DC-10/KC-10A Service Bulletin 28-168, dated April 16, 1986, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tB.\tModify, reidentify, and rotate engine No. 1 and engine No. 2 wing spar mounted fuel fire shutoff valves, and modify and reidentify engine No. 3 wing spar mounted fuel fire shutoff valves, in accordance with the Accomplishment Instructions of McDonnell Douglas DC-10 ServiceBulletin 28-55, Revision 3, dated December 19, 1980, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tC.\tAn alternate means of compliance with this AD which provides an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base for accomplishment of the requirements of this AD. \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, C1-750 (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\tThis supersedes AD 86-09-10, Amendment 39-5305, and AD 86-16-08, Amendment 39-5375. \n\n\tThis Amendment, 39-5545, becomes effective March 13, 1987.
46-06-03: 46-06-03 KINNER: (Was Mandatory Note 5 of AD-707-2: 9 of AD-749-1: Special Note 12 of AM-231 and 4 of AD-336.) Applies Only to Fairchild 24J, 24JS, and 24W Series, Jobmaster DGA-18K, Meyers OTW-160, and Ryan ST-3KR Airplanes Having R-5 Series 2 (Military R-540-2) Engines, R-55 (R-540-1) Engines of the Following R-56 (R-540-3) Engines: 12005 to 12319 Inclusive; 12805 to 12846 Inclusive; 12938 to 12948 Inclusive; 12950 to 12952 Inclusive; 12954 to 12961 Inclusive; 12963 to 12973 Inclusive; 12975 to 12976 Inclusive; 13034 to 13037 Inclusive; and 13040 to 13056 Inclusive. Rework required immediately, if total engine time has already exceeded 500 hours, or if not, rework must be accomplished before exceeding 500 hours. Grind the master rod knuckle pinholes to a fit of 0.0003 to 0.0008-inch (tight) with the knuckle pins. This will necessitate reboring the connecting rod bushings, replacement of the knuckle pins and wrist pin bushings. The letter "O" preceding the engine serial number will indicate that this rework has already been accomplished. (Kinner Service Bulletins Nos. KCE-33 and KCE-4 cover this same subject.)
66-02-03: 66-02-03 de HAVILLAND: Amdt. 39-177, Part 39, Federal Register January 6, 1966. Applies to All Model 104 Dove Airplanes with Serial Numbers through 04504. Compliance required as indicated. To prevent further cracking of pistons P/N AHO.19742, installed in Dunlop pneumatic retraction jacks (cylinders) P/N AH.8463 and P/N AC.11130, fitted to the main and nose landing gear assemblies accomplish the following: (a) Unless already accomplished, replace piston P/N AHO.19742 in the pneumatic retraction jacks P/N AH.8463 and P/N AC.11130 on all airplanes that have accumulated 10,000 hours' time in service and thereafter at intervals not to exceed 10,000 hours' time in service. (b) Replacement of the pistons required in (a) may be discontinued after installation of de Havilland Modification No. 1144 which provides jacks with pistons that have an increased service life. (de Havilland Service Technical News Sheet TMS Series C.T. (104 Issue 2 dated July 11, 1960, covers this subject.) This supersedes AD 57-20-02. This directive effective February 5, 1966.