Results
49-12-02: 49-12-02 NAVION: Applies to All Airplanes Equipped With Romec Engine-Driven Fuel Pumps. To be accomplished as soon as possible, but not later than May 1, 1949. On some of the Romec fuel pumps, a 1/16-inch hole has been drilled through the 1/8-inch pipe plug which closes the vent opening at the top of the pump. This is a fire hazard since, in the event of pump seal failure, fuel could squirt from this hole into the generator which is directly above the fuel pump, and into the engine compartment. It is therefore required that all drilled vent plugs be replaced by undrilled plugs. The Ryan factory has accomplished this change in production, starting with airplane Serial Number 1823. Undrilled vent plugs are being painted with zinc chromate primer at the Ryan factory.
2022-01-09: The FAA is adopting a new airworthiness directive (AD) for certain Stemme AG Model Stemme S 10-VT and Stemme S 12 gliders. 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 identifies the unsafe condition as unintended slipping of the freewheel clutch with overheating (burnishing) of the friction pads inside of the clutch. This AD requires removing the affected freewheel clutch from service. The FAA is issuing this AD to address the unsafe condition on these products.
46-23-04: 46-23-04 GLOBE: (Was Mandatory Note 1 of AD-766-5.) Applies to Models GC-1A, GC-1B Aircraft Serial Numbers 33 to 54 Inclusive, Plus 54, 56, 57, 58, 60, 61, and 64. Due to an inadvertent error in the manufacture of these airplanes, the following reinforcement of the rivet seam attaching the upper skin of the outer wing panels to the main spar is to be accomplished as follows. In lieu of immediate accomplishment, the maximum weight may be reduced from 1,570 pounds to 1,490 pounds. This may require elimination of the baggage allowance. In any case, the reinforcement outlined below must be accomplished not later than September 1, 1946. After completion of the reinforcement, the placard may be removed and the weight increased to the maximum specified in the Aircraft Specification. In the length of the seam from 1 1/2-inches to 4 3/4-inches outboard of the outer panel attachment bolt, the number of rivets should be increased to not less than five. Since the heads of the bolt through the end fitting of the spar cause interference at the originally intended spacing, the rivets may be spaced unequally, but the minimum spacing may not be less than 3/8-inch. In the length of the seam from 4 3/4-inches to 11 1/2-inches outboard of the outer panel attachment bolt, sufficient rivets should be added to make the spacing approximately 3/8-inch. The added rivets may be either Cherry CR163-4-10 or AN 456-AD4. (Globe Customer Service Maintenance Bulletin No. 1 covers this same subject.)
46-49-01: 46-49-01 ERCO: (Was Mandatory Note 10 of AD-718-6.) Applies to All 415 Series Airplanes Equipped With Magnesium Die Cast Nose Wheel, Casting No. 34206. Compliance required prior to February 1, 1947. Due to an increasing number of failures of the Magnesium Die Cast Nose Wheel (which bears the number 34206 in raised letters), it appears essential that this wheel be replaced by a Permanent Mold Aluminum Alloy Nose Wheel (casting No. 34204) which the manufacturer is making available to all distributors and dealers. The replacement wheel, tire, and tube should be statically and dynamically balanced before use. Care should be exercised in removing the old nose wheel to avoid damaging the axle, oleo, and supporting structure. (Ercoupe Service Department Bulletin No. 16 dated October 28, 1946, covers this same subject in greater detail.)
2021-26-15: The FAA is adopting a new airworthiness directive (AD) for certain km, Vulcanair S.p.A. Model P.68C, P.68C-TC, P.68 ''OBSERVER,'' P.68 OBSERVER 2, P.68R, and P.68TC OBSERVER airplanes. This AD was prompted by 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 identifies the unsafe condition as a damaged stabilator trim control cable. This AD requires inspecting the stabilator trim control cables and replacing if necessary. This AD also requires reporting the results of each inspection to Vulcanair S.p.A. The FAA is issuing this AD to address the unsafe condition on these products.
2012-14-14: We are adopting a new airworthiness directive (AD) for all Eurocopter Deutschland GmbH (ECD) MBB-BK 117 A-3, MBB-BK 117 A-4, MBB- BK B-1, MBB-BK 117 B-2, and MBB-BK C-1 helicopters equipped with a certain external-hoist system (hoist system). This AD requires deactivating the entire hoist system or deactivating the hoist system cable cutter function on the hoist system operator control handle (operator handle). This AD was prompted by an uncommanded activation of the hoist cable cutter function on an MBB-BK117 C-1 helicopter. The actions of this AD are intended to prevent uncommanded cutting of the hoist cable and subsequent injury to persons being lifted by the hoist.
48-25-01: 48-25-01 DOUGLAS: Applies to All C54-DC Series and DC-4 Airplanes Prior to Serial Numbers 43095, Operated in Scheduled and Nonscheduled Air Carrier Passenger Service. \n\n\tCompliance required by May 1, 1949. \n\n\tBecause of previous fires and the fire hazard which exists in zone 3, it is necessary that the following be accomplished: \n\n\t1.\tTo increase the effectiveness of the fire warning system in the nacelles, seven fire detector units must be installed in the nacelle (zone 3) aft of the firewall at the following approximate locations: \n\n\t\t(a)\t1 unit at the top of nacelle approximately 15 inches forward of the front spar. \n\n\t\t(b)\t1 unit at each wing section fireseal. \n\n\t\t(c)\t1 unit at the aft end of the nacelle area under the fuel tank and near the fuel supply lines. \n\n\t\t(d)\t3 units on the aft face of the firewall (one near the top and one at each side.) \n\n\tThese fire detectors should be connected into the existing engine accessory compartment fire detector circuit, and the entire system wired into the circuit of the audible warning system. \n\n\t(Douglas Service Bulletin DC-4 No. 60 covers this same subject.) \n\n\t2.\tRevise the present fire extinguisher system in nose wheel well in order to install two additional 15-pound CO2 bottles. Provide additional plumbing aft of the firewall in each nacelle by running a perforated line across the top of the nacelle directly aft of the oil tanks and then diagonally aft and down to a point under the bottom wing skin aft of the front spar, at which point it will cross the nacelle and run diagonally forward and up to the original starting point. The discharge pipes tee into the present 3/4 ring O.D. supply pipes for the accessory section. All aluminum CO2 supply pipes between firewall and front spar and between the inboard and outboard fireseal ribs of each nacelle are to be replaced with steel pipe. \n\n\t(Douglas Service bulletin DC-4 No. 67 covers this same subject.)
47-50-11: 47-50-11 STINSON: Applies to 108 Series Aircraft. Compliance required prior to March 1, 1948. The front ash trays shall be modified to the self-contained type or a "No Smoking" placard installed. (Stinson Service Bulletin No. 246 covers a satisfactory method of modifying these ash trays.)
2004-13-07: This amendment adopts a new airworthiness directive (AD), applicable to all BAE Systems (Operations) Limited (Jetstream) Model 4101 airplanes. This AD requires operators to determine the flight cycles accumulated on each component of the main landing gear (MLG) and the nose landing gear (NLG), and to replace each component that reaches its life limit with a serviceable component. This AD also requires operators to revise the Airworthiness Limitations section of the Instructions for Continued Airworthiness in the aircraft maintenance manual to reflect the new life limits. This action is necessary to prevent failure of certain components of the MLG and the NLG, which could result in failure of either or both landing gears, and consequent damage to the airplane and injury to passengers or crewmembers. This action is intended to address the identified unsafe condition.
2012-14-03: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 and -300 series airplanes. This AD was prompted by reports of fatigue cracks in the lap joints, which initiated at scribe lines that were made during production when maskant was removed from the affected skin panels during the chemical milling process. This AD requires repetitive external phased-array ultrasonic inspections to detect cracks of the affected fuselage skin lap splices in Sections 41, 43, and 44, as applicable, and repair if necessary. We are issuing \n\n((Page 42963)) \n\nthis AD to detect and correct such fatigue cracking, which could grow large and cause sudden decompression and the inability to sustain limit flight and pressure loads.