Results
2017-06-09: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8 airplanes. This AD was prompted by a report indicating that the fire block in the closets and video control stations, and fire blocking tape in the floor panel opening in the forward and aft main passenger cabin, might be missing on some airplanes. This AD requires installing a fire block in the closets and video control stations, as applicable, and installing fire blocking tape in the floor panel openings in the forward and aft main passenger cabin. We are issuing this AD to address the unsafe condition on these products.
2017-06-10: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of interior emergency lights remaining ``ON'' following routine operational checks of the emergency light system. This AD requires changing the wiring gauge for the affected emergency lights power supplies wiring to prevent overheating in the wires. We are issuing this AD to address the unsafe condition on these products.
2017-06-05: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model DC-6, DC-6A, C-118A, R6D-1, DC-6B, and R6D-1Z airplanes. This AD was prompted by a report of a fuel leak in a Model C-118A airplane that resulted from a crack in the wing lower skin. This AD requires repetitive radiographic, electromagnetic testing high frequency (ETHF), and electromagnetic testing low frequency (ETLF) inspections for cracking of the wing lower skin, and repairs if necessary. We are issuing this AD to address the unsafe condition on these products.
67-23-06: 67-23-06 MOONEY: Amdt. 39-455, Part 39, Federal Register August 5, 1967. Applies to Model M20C (Mark 21) Airplanes, Serial Numbers 2623 through 2737 and 2739 through 3198; Model M20D (Master) Airplanes Serial Numbers 201 through 260; and Model M20E (Super 21) Airplanes, Serial Numbers 101 through 850. Compliance required as indicated unless already accomplished. Service experience indicates that it is necessary to replace Dukes fuel pumps now in service with a redesigned Dukes fuel pump as follows: (a) For Model M20E (Super 21) airplanes equipped with Dukes fuel pump: (1) Within the next 25 hours' time in service after April 12, 1965, replace Dukes fuel pump, Part Number 4140-00-19, Serial Numbers 101, 102, 103, 150 through 312, with Dukes fuel pump, Part Number 4140-00-19A, with pump Serial Numbers above 1550, in accordance with Mooney Service Bulletin M20-121B (Revision B, 11-4-66). (2) Within the next 100 hours' time in service after April 12, 1965, replace Dukesfuel pump, Part Number 4140-00-19, Serial Numbers 313 through 613, with Dukes fuel pump, Part Number 4140-0019A, with pump Serial Numbers above 1550, in accordance with Mooney Service Bulletin M20 - 121B (Revision B, 11-4-66). (3) Within the next 100 hours' time in service after the effective date of this AD, replace Dukes fuel pump, Part Number 4140-00-19A. Serial Numbers 614 through 1550 with Dukes fuel pump, Part Number 4140-00-19A with pump serial number above 1550 in accordance with Mooney Service Bulletin M20-121B (Revision B, 11-4-66). (b) For Models M20C (Mark 21) and M20D (Master) airplanes equipped with Dukes fuel pump: (1) Within the next 25 hours' time in service after April 12, 1965, replace Dukes fuel pump, Part Number 4140-00-21, Serial Numbers 100, 102, 103, 150 through 244, with Dukes fuel pump, Part Number 4140-0021A with pump Serial Numbers above 1158, in accordance with Mooney Service Bulletin M20-121B, (Revision B, 11-4-66). (2) Within the next 100hours' time in service after April 12, 1965, replace Dukes fuel pump, Part Number 4140-00-21, Serial Numbers 245 through 409, with Dukes fuel pump, Part Number 4140-00-21A with pump serial numbers above 1158, in accordance with Mooney Service Bulletin Number M20-121B (Revision B, 11-4-66). (3) Within the next 100 hours' time in service after the effective date of the AD, replace Dukes fuel pump, Part Number 4140-00-21A, Serial Numbers 410 through 1158, with Dukes fuel pump, Part Number 4140-00-21A with pump serial numbers above 1158, in accordance with Mooney Service Bulletin M20-121B (Revision B, 11-4-66). (c) For Model M20E, Serial Numbers 101 through 263, Model M20C, Serial Numbers 2623 through 2690, and Model M20D, Serial Numbers 201 through 226, concurrent with the fuel pump replacement in (a) and (b) above, remove Mooney electric fuel pump mounting bracket, Part Number 610032, and install re-designed pump bracket, Part Number 610048, in accordance with Mooney Service letter 20-120, dated March 18, 1964. This AD supersedes AD 65-06-05. This amendment effective September 5, 1967.
2005-19-18: The FAA is superseding an existing airworthiness directive (AD), which applies to all Short Brothers Model SD3-30 and SD3-60 airplanes equipped with certain fire extinguishers. That AD currently requires replacement of the covers for fire extinguisher adapter assemblies that are installed on certain bulkheads with new covers that swivel to lock the extinguishers in place; and replacement of nozzles and triggers on these fire extinguishers with better fitting nozzles and stronger triggers. The existing AD also currently requires the installation of new fire extinguisher point placards and a revision of the airplane flight manual (AFM) to instruct the flightcrew in the use of the new covers for these adapter assemblies. This new AD also requires modification of the fire extinguishing point adapter assembly of the forward and aft baggage bays as applicable. This new AD also adds airplanes to the applicability. For these new airplanes, this new AD requires a revision to the AFM for instructions on using the new fire extinguisher adapter. This AD results from reports of individuals experiencing fire extinguishant blowback when the extinguishant discharges through the fire extinguishing point adapters. We are issuing this AD to prevent fire extinguishant blowback, which could result in injury to a person using the fire extinguisher in the event of a fire. DATES: Effective October 26, 2005. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of October 26, 2005. The Director of the Federal Register previously approved the incorporation by reference of certain other publications, as listed in the regulations, as of June 8, 1998 (63 FR 24387, May 4, 1998).
67-24-03: 67-24-03 BRITISH AIRCRAFT: Amdt. No. 39-442, Federal Register July 8, 1967. Applies to Model BAC 1-11-200 and 400 Series Airplanes. Compliance required as indicated. To prevent failure of the rudder pedal reach adjuster lock unit housing P/N AB 32-509, 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 200 hours' time in service, and thereafter at intervals not to exceed 250 hours time in service from the last inspection, visually inspect the rudder pedal reach adjuster lock unit housing P/N AB32-509 for cracks in accordance with British Aircraft Corporation BAC 1-11 Alert Service Bulletin No. 27-A-PM 2946, Issue I, or later ARB-approved issue. Cracked housings must be replaced before further flight with an unused or serviceable housing having the same part number or with a new housing P/N AB32-9011 and locking plunger P/N AB32-9013 in accordance with BAC 1-11 ServiceBulletin No. 27-PM 2946, or later ARB- approved issue, or FAA-approved equivalent. (b) If no cracks are detected during the inspection required by paragraph (a), lubricate the housing and conduct a functional check of the lock unit assembly in accordance with BAC 1-11 Alert Service Bulletin No. 27-A-PM 2946 or later ARB-approved issue. Correct defects found before further flight. (c) Within the next 1200 hours' time in service after the effective date of this AD, replace rudder pedal reach adjuster lock unit housing P/N AB32-509 with new housing P/N AB32-9011 and locking plunger P/N AB32-9013 in accordance with BAC 1-11 Service Bulletin No. 27-PM 2946, or later ARB-approved issue, or FAA-approved equivalent. (d) The repetitive inspections required by paragraph (a) and the functional checks required by paragraph (b) may be discontinued after the new housing P/N AB32-9011 and locking plunger P/N AB32-9013 are installed in accordance with paragraph (a) or (c) of this AD.This amendment effective July 13, 1967.
98-04-50: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker Model F.28 Mark 0070 and F.28 Mark 0100 series airplanes, that requires modification of the wing leading edge torsion box. This amendment is prompted by the issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent a possible ignition hazard due to accumulation of water and fuel between the front spar and auxiliary spar, which could result in increased risk of an in-flight fire.
51-01-01: 51-01-01 DOUGLAS: Applies to All DC-6 Aircraft. \n\n\tTo be accomplished as indicated below. \n\n\t(a)\tAll airplanes at each 300 hours of flight time-Inspect for broken studs at the front spar lower and upper fittings at wing joint Station 421. Also inspect lower forward front spar fittings, P/N 4332884 and -1, and upper forward fittings, P/N 4332885 and -1, for cracks in area approximately 2 inches outboard of fitting face. \n\n\t(b)\tIf broken stud is found, replace both studs at spar fittings with parts having threads rolled after heat treat, install bolt with threads rolled after heat treat at center spar, and replace lower fitting P/N 4332884 and -1 and upper fitting P/N 4332885 and -1 with newly designed heavier fittings P/N 4397872 and -1 and P/N 4397873 and -1, respectively. Return of an airplane to service prior to the availability of the newly designed fittings is permissible by installation of new fittings of the old design (P/N 4332884 and 4332885), providing replacementis made at or before 8,000 hours of service on those parts. Spotface new fittings after installation to align with adjacent fittings. \n\n\tIf records show previous case of broken parts at front spar fitting, and only corrective action taken was the replacement of studs with threads rolled after heat treat, inspect fittings at each 300 hours of operation until same replacement action outlined above is taken at next engine change period. \n\n\t(c)\tContinue inspections outlined in (a), until following replacement action is accomplished: \n\n\t\t1.\tIf not previously incorporated, install studs at the front spar and bolts at the center spar which have threads rolled after heat treat. (See AD 49-06-02.) \n\n\t\t2.\tReplace the lower forward front spar fittings P/N 4332884 and -1 with new heavier P/N 4397872 and -1 and replace the upper forward front spar fitting P/N 4332885 and -1 with new heavier P/N 4397873 and -1 spotfacing fittings after installation. \n\n\t(d)\tReplacement action outlined initem (c) 1 and 2, to be accomplished not later than January 1, 1952. \n\n\t(Douglas General Service Letter DC-6 No. 61 covers this same subject. Refer to Douglas Service Letter No. 66, Supplement No. 2 dated July 18, 1951, for wing alignment at Station 421.)
2005-19-17: The FAA adopts a new airworthiness directive (AD) for certain PZL-Swidnik S.A. (PZL-Swidnik) Models PW-5 ``Smyk" and PW-6U gliders. This AD requires you to inspect for the minimum dimension of the left side aileron, right side aileron, and airbrake push-rod ends for certain Model PW-5 ``Smyk" gliders; inspect for the minimum dimension of the aileron, airbrake, and elevator control push-rod ends for certain Model PW-6U gliders; and replace any push-rod end that does not meet the minimum dimension. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Poland. We are issuing this AD to detect and replace any push-rod end that does not meet the minimum dimension, which could result in failure of the control system. This failure could lead to loss of control of the glider.
2011-01-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: There have been two in-service reports of main landing gear (MLG) tire failure on landing, during which a flailing tire tread caused damage to No. 2 and No. 3 hydraulic system lines in the wing auxiliary spar area on the left side of the aircraft. This damage resulted in the loss of supply pressure to the inboard and outboard brakes, as the only remaining braking source available was the No. 3 hydraulic system accumulator. The degradation of the brake system performance could adversely affect the aircraft during landing. * * * * * The unsafe condition is loss of braking capability, which could reduce the ability of the flightcrew to safely land the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.