Results
50-18-03: 50-18-03 AIR ASSOCIATES: Applies to Model M-264 Safety Belts Incorporating Warren McArthur End Fittings, P/N 275-AS26 (Air Associates P/N M-1842). \n\n\tCompliance required as indicated. \n\n\tWarren McArthur end fittings, P/N 275-AS26 (Air Associates P/N M-1842) have been found to be of insufficient strength for use in two-person belts. These fittings are not marked, have a fitting plate thickness of 1/8 inch, and may be identified by comparison with Figure 1. One-person belts using these fittings must be modified not later than the next annual inspection (or the next seat overhaul for aircraft on a continued maintenance basis) so that the label will read "APPROVED FOR ONE PERSON". This may be done by blanking out the words "OR TWO" and the letter "S" in the word "PERSONS" on the label with India ink or an equally effective method. All such belts presently used in two-person applications shall be removed and replaced by other belts approved for two persons not later than May 1,1950. \n\n\tCare should be taken not to confuse these fittings with another Warren McArthur fitting P/N 13971 (also known as P/N 314-AS12) which is identical in appearance except that the fitting plate thickness is 5/32 inch. \n\n\tThis supersedes AD 50-02-01.
2005-22-08: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER airplane models as identified above. This AD requires modifying the total air temperature (TAT) sensor heating system. This AD also allows replacing the fully automated digital electronic control (FADEC) assemblies with new or modified assemblies as an additional means of compliance. This AD results from a report indicating that the FADEC unit failed to compensate for ice accretion on the engine fan blades due to a false temperature signal from the TAT sensor to the FADEC. We are issuing this AD to prevent failure of the TAT sensor, which could result in insufficient thrust to take off or (if coupled with the loss of an engine during takeoff) to abort the takeoff in a safe manner, and consequent reduced controllability of the airplane.
50-16-01: 50-16-01 DOUGLAS: Applies to All Model DC-6 Airplanes Below Serial Number 43149. \n\n\tCompliance required as soon as possible but in any event not later than January 1, 1951. \n\n\t1.\tConduct electrical and mechanical functional check of propeller reverse mechanism, throttle system. \n\n\t2.\t(a)\tRework fish mouth in the 2345735 throttle latch assembly to assure a more positive lock. \n\n\t\t(b)\tRotate the 2333338 arm-throttle reverse 20 degrees clockwise on the shaft of the 4333339 lock assembly or replace with new 2333338 "F" change parts. \n\n\t(Douglas General Service Letters DC-6 No. 19, dated November 18, 1949, and DC-6 No. 23, dated January 20, 1950, cover the above two items.)
95-04-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100) series airplanes, that requires various modifications of the passenger doors. This amendment is prompted by reports that some passenger doors froze shut during flight and could not be opened after landing the airplane. The actions specified by this AD are intended to prevent the passenger doors from freezing shut, and consequently, prohibiting the passengers from exiting the airplane in the event of an emergency.
91-14-10: 91-14-10 BRITISH AEROSPACE: Amendment 39-7051. Docket No. 91-NM-36-AD. Applicability: Model BAe 146-300A series airplanes; Serial numbers E3118 through E3161, E3163, E3165, and E3169; certificated in any category. Compliance: Required within 180 days after the effective date of this AD, unless previously accomplished. To prevent the stall identification (stick push) from occurring at a higher angle of attack than the angle called for in the design specification which could adversely affect the controllability of the airplane, accomplish the following: A. Install two signal summing units, Part Number C81606-6, in accordance with British Aerospace Service Bulletin 27-114-01028B, dated September 26, 1990. B. An alternative method 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, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. C. 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 requirements of this AD. D. The installation requirements shall be done in accordance with British Aerospace Service Bulletin 27-114-01028B, dated September 26, 1990. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, PLC, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. Copies may be inspected at the FAA, Transport Airplane Directorate, Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. This amendment (39-7051, AD 91-14-10)becomes effective on August 6, 1991.
2005-21-03: This amendment adopts a new airworthiness directive (AD) for the specified Bell Helicopter Textron Canada (BHTC) model helicopters that requires, before the first flight of each day, checking the tail rotor blade (blade) root doublers (doublers) for an edge void or de- bond on both sides of each blade, and if an edge void or de-bond is found, replacing the unairworthy blade with an airworthy blade. This AD also requires replacing any affected serial-numbered blade with an airworthy blade. This amendment is prompted by reports of de-bond of the doublers due to inadequate surface preparation resulting in poor adherence of the doublers. The actions specified by this AD are intended to prevent loss of a blade, loss of tail rotor control, and subsequent loss of control of the helicopter.
48-01-03: 48-01-03 REPUBLIC: Applies to Model RC-3 Aircraft. Compliance required by February 1, 1948, and at each 25-hour inspection until bushing is installed. Inspect elevator trim tab for excessive play by holding control rod and measuring vertical movement of trailing edge. If play exceeds 1/8 inch, ream clevis pin hole in horn and press in a 1/4 inch O.D. cadmium plated steel bushing. If wear has reduced edge distance below 5/32 inch, a new horn with steel bushing should be installed. (Republic Seabee Service Bulletin No. 20 dated October 10, 1947, and Supplement No. 1 thereto dated November 10, 1947, contain detailed information on this subject.)
46-05-01: 46-05-01\tBOEING: (Was Mandatory Note 4 of AD-558-1 and Mandatory Note 4 of AD 524- 1.) Applies to Model 247 Aircraft. \n\tCompliance required not later than next major overhaul. \n\tReplace the elbow located between the engine fuel pump discharge port and the fuel discharge line with a steel elbow of the type AN 822-10 or an equivalent steel elbow to suit the particular pump and discharge line installation. Also, ascertain that there is adequate clearance between the elbow and adjacent engine parts. \n\t(Boeing Service Bulletin No. 3 of D-6134 dated December 17, 1945, covers this same subject.)
2005-20-30: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Boeing Model 747 series airplanes. That AD currently requires repetitive inspections to detect cracks in various areas of the fuselage internal structure, and repair if necessary. This new AD requires repetitive inspections of additional areas of the fuselage internal structure, and related investigative/ corrective actions if necessary. This new AD also removes certain requirements from the existing AD. This AD results from fatigue testing of the fuselage structure of a Boeing Model 747SR series airplane. We are issuing this AD to prevent the loss of the structural integrity of the fuselage, which could result in rapid depressurization of the airplane. \n\n\nDATES: Effective November 16, 2005. \n\n\tThe Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 747-53A2349, Revision 2, dated April 3, 2003, as of November 16, 2005. \n\n\tOn June 27,2002 (67 FR 36081, May 23, 2002), the Director of the Federal Register approved the incorporation by reference of Boeing Alert Service Bulletin 747-53A2349, Revision 1, dated October 12, 2000. \n\n\tOn June 11, 1993 (58 FR 27927, May 12, 1993), the Director of the Federal Register approved the incorporation by reference of Boeing Service Bulletin 747-53-2349, dated June 27, 1991.
47-12-02: 47-12-02 DOUGLAS: (Was Mandatory Note 15 of AD-762-7.) Applies Only to DC-4 and C-54 Series Airplanes Equipped With Pratt & Whitney R-2000-11 Engines. \n\n\tTo be accomplished not later than July 15, 1947. \n\n\tA considerable number of center main bearing failures have occurred in the R-2000-11 engine. These failures include roller bearing P/N 24966 and plain bearing P/N 97387 and 97387B. \n\n\tTo remedy this unsatisfactory condition as soon as possible, the following shall be accomplished: \n\n\tRemove from service at the first opportunity, but in no case later than July 15, 1947, all plain type center main bearings of the above part numbers. Install either the superinspected roller bearing (same part number as above) or incorporate the 2SD13-G or equivalent type main components of the power section crankcase, details of which can be obtained from Pratt & Whitney instructions dated January 15, 1947 and entitled "Power Section Service Fix for R-2000-7 and R-2000-11 Engines". Superinspected roller bearings may be procured through Pratt & Whitney or bearings in stock may become eligible if they are disassembled, inspected, and the inner race magnafluxed. \n\n\tIn cases where operating specifications do not so provide, main oil screen (on right side of rear accessory housing) checks will be accomplished at each routine inspection or at least at every 75 hours of operation to detect failure of bearing. This precautionary inspection must be conducted immediately and also after change to the superinspected roller bearing. However, this precautionary inspection is waived after complete modification has been accomplished to the 2SD13-G or equivalent type components in view of the greatly improved reliability and durability which these components have demonstrated in comparable service.