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95-13-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Costruzioni Aeronautiche Giovanni Agusta S.p.A. (Agusta) Model A109A, A109AII, and A109C helicopters, that requires a modification of the tail boom vertical fin to create inspection openings that permit initial and repetitive visual inspections for cracks in the vertical fin rear spar attachment area. This amendment is prompted by four reports of cracks in the tail boom vertical fin rear spar attachment area. The actions specified by this AD are intended to prevent failure of the vertical fin attachment caused by cracks in the tail boom vertical fin rear spar attachment area, and subsequent loss of control of the helicopter.
95-05-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 and A300-600 series airplanes, that requires modification of the fuel tank jettison system. This amendment is prompted by a quality survey which revealed that the electrical bonding of the fuel jettison system has insufficient protection from a lightning strike. The actions specified by this AD are intended to prevent electrical arcing and resultant fire in the event of a lightning strike.
73-01-03: 73-01-03 AIR CRUISERS CO: Amendment 39-1580. Applies to all Model AD-8 life jackets manufactured on or before 15 October 1971. Compliance required within 120 days after the effective date of this AD, unless already accomplished. To preclude air chamber deflation from defective inflator manifold stem assemblies, accomplish alteration of the aforementioned life jackets in accordance with either: a. Air Cruisers Co. Service Bulletin No. 112-72-1, dated 6 March 1972; or b. Any other method approved as equivalent by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Upon request submitted through a maintenance inspector, accompanied by substantiating data, the compliance time specified in the AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective January 17, 1973.
66-29-04: 66-29-04 VICKERS: Amdt. 39-304 Part 39 Federal Register November 9, 1966. Applies to Viscount Models 744, 745D, and 810 Series Airplanes. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To prevent fouling between the trailing edge of the elevator hinge beam shroud and the elevator skin lap joint, accomplish the following: (a) Visually inspect top and bottom shrouds on elevator hinge beam assemblies to unsure that clearance between trailing edge of shroud and forward edge of elevator skin lap joints or rivet heads is not less than 0.20 inch throughout full range of elevator movement. (b) If clearance is less than 0.20 inch, cut back trailing edge of hinge beam shroud to provide clearance of at least 0.20 inch but less than 0.25 inch throughout full range of elevator movement. (British Aircraft Corporation (B.A.C.) Ltd. Preliminary Technical Leaflet (PTL) No. 263, Issue 1, (700 Series) and No. 126, Issue 1) (800/810 Series) pertain to this subject.) This directive effective November 19, 1966.
67-27-04: 67-27-04 BRITISH AIRCRAFT: Amdt. 39-483 as amended by Amdt. 39-847 is further amended by Amdt. 39-919. Applies to Model BAC 1-11 200 Series airplanes that have not been modified to incorporate BAC Modification PM 2742(d). Compliance required as indicated. To prevent possible failure of the fin rib assembly, accomplish the following: (a) For Model BAC 1-11 200 Series airplanes, within the next 200 hours' time in service after the effective date of this ad, or before the accumulation of 2,300 hours' time in service, whichever occurs later, and thereafter at intervals not to exceed 1,000 hours' time in from the last inspection for fin assemblies numbers 3, 4, and 5, and 1,500 hours' time in service for fin rib assemblies numbers 2 and 6, conduct a visual or radiographic inspection of the fin rib assemblies numbers 2, 3, 4, 5, and 6 for cracks in accordance with British Aircraft Corporation BAC 1-11 Alert Service Bulletin No. 55-A-PM 2730, Issue 2, or later ARB-approved issue, or an FAA-approved equivalent. (b) Revoked. (c) If damage to the fin ribs is found that is within the permissible limits specified in BAC 1-11 Alert Service Bulletin No. 55-A-PM 2730, Issue 2, or later ARB-approved issue, or an FAA-approved equivalent, reinspect local areas of known damage, using the inspection procedures specified in paragraph (a), at intervals not to exceed 200 hours' time in service from the last inspect (d) If damage to the fin ribs is found that exceeds the permissible limits specified in the BAC 1-11 Alert Service Bulletin No. 55-A-PM 2730, Issue 2, or later ARB-approved issue, or an FAA-approved equivalent, repair the damaged parts in accordance with BAC 1-11 Structural Repair Manual or BAC 1-11 Service Bulletin No. 55-PM-2742, or later ARB-approved issue, or an FAA-approved equivalent, before further flight. (e) The repetitive inspections required by paragraphs (a) and (c) of this AD may be discontinued for any one of the fin rib assemblies numbers 2, 3, 4, 5, or 6 for a period of 4,000 hours' time in service after that fin rib assembly has been modified in accordance with Part (c) of BAC 1-11 Service Bulletin No. 55-PM-2742, or an FAA-approved equivalent. (f) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Certification Staff, FAA Europe, Africa, and Middle East Region may adjust the repetitive inspection intervals specified in the AD to permit compliance at an established inspection period of the operator if the request contains supporting data to justify the increase for the operator. "NOTE: The inspections required by paragraph (c) are in addition to the general inspections required by paragraph (a)." Amendment 39-483 effective October 19, 1967. Amendment 39-847 effective September 30, 1969. This amendment 39-919 effective upon publication in the Federal register.
49-31-02: 49-31-02 REPUBLIC: Applies to All Model RC-3 Airplanes. Compliance required not later than October 1, 1949. In order to eliminate the possibility of engine failures resulting from fuel starvation due to incorrect procedures of checking the fuel tank capacity, the following placard must be installed in the vicinity of the fuel tank filler neck: "WARNING - Do not check fuel with engine running, or within 5 minutes after shutdown. Always insert stick with calibrated side facing ground." (Republic Service Bulletin No. 23, dated June 3, 1949, covers the same subject.)
69-13-07: 69-13-07 FAIRCHILD HILLER: Amdt. 39-789 as amended by Amendment 39-970. Applies to UH-12D, UH-12E, UH-12E-L, UH-12L and UH-12L4 type helicopters certified in all categories. Compliance required as indicated. To prevent failure of the attachment of collective yoke support brackets, P/N 31351 or 31483, to upper transmission housings, P/N 23541 or 23541-5, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished, inspect the collective yoke support bracket attachment bolts for torque and visually inspect the Rosan inserts in the transmission housing for cracks or any other damage. Replace damaged inserts, and inserts where a bolt torque of less than 50 inch pounds is encountered, prior to further flight in accordance with Fairchild Hiller Service Bulletins SB UH12L-23-1 and SB UH12D thru G-23-1 dated May 20, 1969 or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, remove the Rosan R206SB-8 inserts and install Rosan RD206SB-8 inserts in their place, and install MS20073-04-7 bolts in accordance with Fairchild Hiller Service Bulletins SB UH12L-23-1 and SB UH12D thru G-23-1 dated May 20, 1969 or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Where oversize Rosan R231SB-8 inserts have been installed, replace with Rosan RD231SB-8 inserts and RL-31-SB-9 locking rings in accordance with Fairchild Hiller Service Bulletins UH12L-23-1 and UH12D through G-23-1 dated 19 January 1970 or an alternate method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Amendment 39-789 effective July 9, 1969. This Amendment (39-970) is effective April 30, 1970.
70-06-03: 70-06-03\tBOEING 737 SERIES AIRPLANES: Amdt. 39-952. Applies to Boeing 737 series listed in Boeing Service Bulletin 27-1031 dated 22 August 1969 and Revision 2 dated 27 January 1970, or later FAA-approved revisions. \n\n\tCompliance required as indicated. \n\n\tTo provide for proper operation of the takeoff warning system and automatic speed brake retraction system at temperatures down to minus 65 degrees F, accomplish the following: \n\n\t(a)\tWithin 50 hours time in service after the effective date of this AD, unless already accomplished, install a placard in the cockpit in full view of the pilot to read: "DO NOT USE AUTOMATIC SPOILER DEPLOYMENT AT AMBIENT TEMPERATURES BELOW ZERO DEGREES FAHRENHEIT." This placard may be removed when Item (b) is accomplished. \n\n\t(b)\tWithin 1000 hours time in service after the effective date of this AD, unless previously accomplished, replace the takeoff warning switch actuating cam with a modified cam and accomplish the rigging procedures for proper alignment of the power lever knobs in the throttle control system with the warning switch in accordance with Boeing Service Bulletin 27- 1031 dated 2 August 1969, and Revision 2 dated 27 January 1970, or later FAA approved revisions, or an equivalent modification approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tNOTE: The manufacturer is currently providing AFM revisions to operators relating to the characteristics of the warning system. Operators should incorporate this information in their manuals immediately upon receipt. \n\n\tThis amendment becomes effective on March 13, 1970.
97-04-14: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Aerospatiale Model ATR42-200, -300, and -320 series airplanes. This action requires modification of the electrical wiring of the stick pusher/shaker test function to reinforce system protection. This amendment is prompted by a report of at least one occurrence when the stick pusher self-activated during flight. The actions specified in this AD are intended to prevent inadvertent activation of the stick pusher, which could cause reduced controllability of the airplane, especially during takeoff or landing.
49-15-02: 49-15-02 MARTIN: Applies to All Model 202 Aircraft. I. To be accomplished prior to return to service. The wing splice attachment fitting, Station 187, must be inspected and reworked in accordance with the procedures outlined in Martin Service Bulletin No. 73, revised May 10, 1949, including the following amendments; Amendment 1, revised October 14, 1948; Amendment 2, revised May 10, 1949; Amendment 3, dated October 5, 1948; Amendment 4, dated October 15, 1948; Amendment 5, dated December 27, 1948; Amendment 6, dated May 10, 1949. II. Compliance required as indicated. The inspections outlined in the above Service Bulletin No. 73 must be conducted on all aircraft as follows: 1. Conduct the inspections outlined above in Service Bulletin 73 at maximum intervals of 900 hours and beginning with the last inspection conducted at approximately 1,500 hours total flight time, the succeeding intervals shall not exceed 600 hours. 2. Conduct the inspections of amendments 2and 6 of Service Bulletin 73 between 1,500 and 1,700 total flight hours and at maximum intervals of 200 hours thereafter. As an added precautionary measure do not operate the aircraft in excess of 90 percent of the Placard Vne and Vno speeds as shown in Aircraft Specification A-795. In the event any turbulence is encountered in flight, immediately reduce the speed to a maximum of 170 m.p.h. and further reduce the speed to a maximum of 150 m.p.h. dependent upon the severity of the turbulence. (Suitable revisions to the operating manual will be provided.) III. Compliance required as indicated. 1. Compliance with the Glenn L. Martin Schedule No. 202-87-1, calling for the return of 202 aircraft to the Glenn L. Martin Co. factory during 1949 for incorporation of modifications described in Martin Service Bulletin No. 87 is hereby directed. 2. After this has been accomplished on each airplane, items I and II are no longer applicable to that airplane. This supersedes AD49-09-01.
46-27-01: 46-27-01 DOUGLAS: (Was Mandatory Note 5 of AD-762-7.) Applies to C-54 Series Aircraft. \n\n\tTo be accomplished not later than November 1, 1946. \n\n\tInspect immediately the spar webs in the wing integral tank area to ascertain if reinforcements have been installed in accordance with Douglas Service Bulletin C-54-205 dated October 1, 1945. If not already installed, reinforcements must be added by November 1, 1946. Pending rework, airplanes which do not have reinforcements may be operated if daily inspection shows there is no leakage. Fuel should be carried in outer wing tanks as cracks may develop that might not be detected.
68-07-02: 68-07-02 GLASFLUGEL: Amendment 39-569. Applies to Glasflugel H-301 "Libelle" gliders, serial numbers 2 through 55, equipped with Tost Type Universal 53 glider tow couplings. Compliance required within the next 100 hours' time in service after the effective date of this AD, unless already accomplished. To reduce the release load on the Tost Type Universal 53 glider tow coupling when the tow cable imposes asymmetrical loads, install tow cable deflectors on each side of the CG hook in accordance with Glasflugel Modification No. 23, Drawing No. 301-15-16, or later LBA- approved issue or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region. This amendment becomes effective April 26, 1968.
68-04-03: 68-04-03 BRITISH AIRCRAFT: Amendment 39-556. Applies to BAC 1-11 200 Series airplanes. Compliance required as indicated. To prevent fatigue damage to the Nose Undercarriage Retraction Jack Piston Head, P/N AB44-321, accomplish the following: (a) Within the next 1,000 landings or before the accumulation of 10,000 landings, whichever occurs later, replace pre Modification PM 3069 piston heads, P/N AB44-321, with serviceable piston heads of the same part number or with BAC Modification PM 3069 piston heads. If pre Modification PM 3069 piston heads, P/N AB44-321 are used as replacements, replace the piston heads at intervals not to exceed 10,000 landings. (b) The repetitive replacements required by paragraph (a) may be discontinued after the incorporation of BAC Modification PM 3069 piston heads. (c) For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing eachairplane's hours' time in service by the operator's fleet average time from takeoff to landing for the airplane type. (BAC 1-11 Alert Service Bulletin 32-A-PM 3069 and BAC 1-11 Service Bulletin 32-PM 3069 cover this subject.) This amendment becomes effective March 21, 1968.
71-05-05: 71-05-05 BRITTEN NORMAN: Amdt. 39-1163. Applies to Britten Norman Models BN-2 and BN-2A series airplanes. Compliance is required as indicated. To prevent failure of the elevator trim control system, accomplish the following: (a) Within the next 10 hours' time in service after the effective date of this AD unless already accomplished within the last 10 hours' time in service and thereafter at intervals not to exceed 20 hours' time in service since the last inspection remove the elevator trim jack assembly from the airplane and inspect the eye end, P/N AGS-590, for cracks using the dye penetrant method or an FAA approved equivalent. (b) If the eye end is found to be cracked during the inspection required by paragraph (a), before further flight replace the cracked eye end with a serviceable eye end of same part number and continue the repetitive inspections required by paragraph (a), or replace the cracked eye end with a new eye end P/N NB45B2385 in accordance with paragraph(c). (c) On or before February 15, 1971, replace the elevator trim jack eye end P/N AGS- 590 with a new eye end P/N NB45B2385 in accordance with Britten Norman Modification Leaflet BN-2NBM 468 dated January 21, 1971, or an FAA approved equivalent. (d) The repetitive inspections required by paragraph (a) may be discontinued after the elevator trim jack eye end has been replaced in accordance with paragraph (c). 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 telegram dated January 26, 1971, which contained this amendment.
69-16-04: 69-16-04 FAIRCHILD: Amdt. 39-814. Applies to F-27 airplanes Serial Nos. 1 through 128 and FH-227 airplanes Serial Nos. 501 through 518 and 520 through 578, certificated in all categories. To prevent hazards associated with the spring loading of the main landing gear door trolley mechanism, and to prevent overtravel of the main landing gear doors during retraction, accomplish the following: (a) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, modify the door trolley locking lever as described in Fairchild Hiller F-27 Service Bulletin 32-73 dated February 25, 1969, for F-27 aircraft and Fairchild Hiller FH-227 Service Bulletin 32-15 dated February 25, 1969, for FH-227 aircraft or equivalent modifications approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (b) Within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, modify the main landing gear doors as described in Fairchild Hiller F-27 Service Bulletin 32-74 dated April 10, 1969, for F-27 aircraft and Fairchild Hiller FH-227 Service Bulletin 32-17 dated April 10, 1969, for FH-227 aircraft or equivalent modifications approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (c) The compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA maintenance inspector. This amendment is effective September 1, 1969.
49-43-01: 49-43-01 CONVAIR: Applies to All Model 240 Aircraft With Muff Type Augmenter Installation. Compliance required as noted below. 1. To be accomplished immediately and each day thereafter: To avoid a possible fire hazard inspect corrugated augmenter tube for cracks or burned areas. This inspection is to be conducted from the rear end of the augmenter by means of an extension mirror and light, or equivalent means. 2. To be accomplished at each No. 1 inspection. Inspect the augmenter tube from both the front and rear ends for cracks or burned areas as described above. 3. Cracked or burned augmenters are to be replaced immediately unless the defects fall within the following limits: (a) Augmenter tubes which are found to have a crack, or cracks, in the outer shell may be flown in scheduled operation to a base station for replacement if the cracks are less than 3/4-inch long, no more than three cracks exist in the outer shell, and no two cracks are within 6 inches of each other. (b) Augmenter tubes found to have small cracks at the ends of seam welds on the wear band (doubler) at the forward end of the outer shell, are considered airworthy. Such cracks, when confined to the wear band, do not affect the safety of the tube and have shown no tendency to progress to a dangerous condition. 4. The inspections specified in 1 and 2 are not necessary on the following augmenter types: CVAC P/N 240-6220195 with any of the following forward augmenter sections: 240- 6221107, 240-622107-250, -252, -260, -262, -264, -268, -280, -290, -300, -314, -360. This supersedes AD 48-40-03.
71-14-01: 71-14-01 MITSUBISHI: Amendment 39-1238 as amended by Amendment 39-1438. Applies to Models MU-2B-10 (Serial Numbers 101, 103 through 111, 113, 116, 117, 119, 120); MU-2B-15 (Serial Numbers 114, 115, 118); MU-2B-20 (Series Numbers 005, 102, 121 through 127, 129 through 146, 149 through 151, 154 through 170, 172 through 175, 177 through 180, 182, 184, 185, 187 through 199, 205 through 215); and MU-2B-30 (Serial Numbers 502 through 551). Compliance required as indicated. To prevent possible fuel line clogging due to peeling of the DV1180 fungus resistant coating on the inner surface of the main integral tanks, accomplish the following: (a) For airplanes which have not had the inspection specified in paragraph (c) accomplished within the last 100 hours' time in service, within the next 10 hours' time in service after the effective date of this AD, comply with paragraph (c). (b) For airplanes which have had the inspection specified in paragraph (c) accomplished withinthe last 100 hours' time in service, within 100 hours' time in service from the last inspection, comply with paragraph (c). (c) Visually inspect the inner bottom surface of the main integral fuel tanks in the area below the fuel filler opening for peeling or blistering of the top coating. (d) If evidence of peeling or blistering is found during the inspection required by paragraph (c), before further flight, comply with paragraph (f) and thereafter repeat the inspection specified in paragraph (c) at intervals not to exceed 200 hours' time in service from the last inspection. (e) If no evidence of peeling or blistering is found during the inspection required by paragraph (c), repeat the inspection specified in paragraph (c) once within 100 hours' time in service from the last inspection, and thereafter at intervals not to exceed 200 hours' time in service from the last inspection. (f) Drain the tanks and visually inspect the entire inner surface of the tanks for anyadditional evidence of peeling or blistering of the top coating. Remove all defective coating and rework the affected areas in accordance with repair instructions provided in Mitsubishi Service Bulletin No. 143A or 143B, Method I, dated April 23, 1971 and January 5, 1972, respectively, or an FAA approved-equivalent, or comply with paragraph (g), of this Airworthiness Directive. (g) Drain the fuel tanks, remove all the top coating material, and rework the fuel tanks in accordance with Mitsubishi Service Bulletin No. 143B, Method II, dated January 5, 1972, or an FAA approved-equivalent. (h) The repetitive inspections specified in paragraphs (d) and (e) may be discontinued when the fuel tanks are reworked in accordance with paragraph (g), of this Airworthiness Directive. Amendment 39-1238 became effective June 30, 1971. This amendment 39-1438 becomes effective May 1, 1972.
50-05-02: 50-05-02 SHAKESPEARE CONTROLS: Applies to Shakespeare Vernier Type Flexible Push-Pull Controls, Models 3A-42 and 3A-81, Installed in Beech Models 35 and A-35, Navion, and Any Other Certified Aircraft. To be accomplished not later than April 1, 1950. A serious accident recently occurred on an aircraft employing a Vernier throttle control of the above type due to unscrewing of the male thread adapter which secures the outer casing of the flexible control to the body tube, at the instrument panel end. This resulted in the pilot's being unable to control the throttle. The means employed in these controls to secure this connection is the machining of some imperfect threads on the brass adapter. This method of locking is not considered satisfactory, as assembly and disassembly of these components can result in rendering this locking means ineffective. The control manufacturer has advised that a staking operation to positively secure this connection is now being incorporatedon all their Vernier type flexible controls during manufacturer. To prevent the possibility of the adapter becoming separated from the body tube on aircraft in service equipped with the subject Vernier control, all such controls must be inspected to ascertain whether these components are positively secured by staking, drilling and lock-wiring, or equivalent means. If the adapter is not found to be so secured in the body tube, it should be locked by one of the foregoing locking means. (Beech Engineering Service Bulletins Nos. 35-16 and A35-7, dated November 23, 1949, cover this subject as it applies to their Models 35 and A-35 airplanes.)
95-08-13: This amendment adopts a new airworthiness directive (AD) that applies to B. Grob Flugzeugbau (Grob) Model G109B gliders. This action requires replacing the elevator inner hinges with hinges of improved design. Two occurrences where the elevator inner hinges separated from the elevator prompted the required action. The actions specified by this AD are intended to prevent failure of these hinges because of delamination or corrosion, which, if not detected and corrected, could lead to loss of control of the glider.
94-02-07: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-11 series airplanes, that requires replacing the anti-skid control unit. This amendment is prompted by three reports of failure of the center landing gear drag link, after which the center landing gear swung aft and struck the fuselage. The actions specified by this AD are intended to prevent failure of the center landing gear drag link, which could result in extensive damage to the fuselage structure.
94-13-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Fokker Model F28 Mark 0100 series airplanes. This action requires modification of the electrical connections in a certain relay panel. This amendment is prompted by a report that, as a result of a previous modification, certain electrical wires with a positive voltage were connected to an electrical connector that is also wired to the liftdumper system, which could negatively affect the liftdumper system. The actions specified in this AD are intended to ensure protection against uncommanded deployment of the liftdumper.
95-13-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320 series airplanes, that requires inspections to determine the gap of the seat track joints at frame 64, and correction of discrepancies. This amendment also requires eventual modification of the seat tracks on all affected airplanes, which terminates the requirement of repetitively removing or repositioning the seats. This amendment is prompted by in-service inspection reports, which have revealed that a gap between the forward and aft seat track at frame 64 could exceed the tolerance limit due to a method used on the assembly line to control the position of the seat track. The actions specified by this AD are intended to ensure that the gap of the seat track joints do not exceed the tolerance limit and subsequently lead to separation of the passenger seats from the seat track under emergency landing conditions.
50-06-02: 50-06-02 BOEING: Applies to All Model 75 Series Aircraft. Compliance required at each annual inspection. For military aircraft, compliance also required prior to original certification. Remove the center section gas tank and inspect both front and rear spars for cracks, checks and warping. Defective spars should be replaced or repaired in accordance with CAM 18. Ascertain that all drain holes are open. Repeated removal of the tank at each annual inspection is not necessary, if after accomplishment of the items mentioned above, the gap between the gas tank and the upper surface of the center section is sealed by doping on grade A fabric tape, or equivalent sealing means, to prevent moisture entering the tank compartment. This supersedes AD 45-51-01.
46-44-05: 46-44-05 CESSNA: (Was Mandatory Note 5 of AD-768-4.) Applies Only to 120 and 140 Aircraft Serial Numbers 8001 to 8517, Inclusive. Compliance required prior to January 1, 1947. Replace each of the four internal wrenching bolts which attach the engine to the engine mount with an AN 6 bolt and a special offset washer. AN 6-47 bolts should be used at the upper fittings and AN 6-35 bolts at the lower fittings. The special washer is made of 4130 steel 7/8 inch in diameter and 1/4 inch in thickness with a through hole 0.377 inch in diameter and the O.D. machined to a 0.600-inch diameter a depth of 1/8 inch. The 0.600 inch-diameter offset fits into the aft end of the attachment fitting and the head of the replacement bolt bears directly on the special washer. Also, an AN 960-616 washer should be added between the nut and the AN 970-6 washer at the front face of the rubber bushing. This change is made to prevent the bolts from pulling through the 1 1/2-inch diameter x 0.049-inch plate welded to the front of each fitting. (Cessna Service Letter No. 18 covers this same subject.)
47-07-03: 47-07-03 FAIRCHILD: (Was Service Note 4 of AD-724-2.) Applies to M-62 Series Aircraft. Prior to original certification and at each periodic inspection thereafter, and as otherwise noted, make the following inspections: (1) Inspect the wing center section bottom surface for cracks. This inspection should be made after each severe landing. Cracks extending into the spar flange area indicate cracked spar flanges and should be investigated very thoroughly. (2) Inspect the butt ends of the spars to assure that the butt plates are in place and properly attached. (3) Inspect the strap hinge fittings for looseness. Clearance between the spar webs and hinge plates is not critical as long as the plates are bolted tight to the bushings if the bushings protrude. If bushings are loose, replace. (4) Inspect the plywood spar webs for checks or cracks. This inspection should always be made after any damage to the landing gear. Cracks other than those parallel to the face grain generally indicate serious damage to the spar web. (5) Inspect the trailing edge of the wing center section and outer panel over flap area for deterioration due to accumulated moisture. (6) Inspect the forward face of front spar and belly skin at engine cutout in wing center section for oil soaking and skin separation. (These inspections and methods of repair are covered in greater detail in Fairchild Service Bulletin 47-62-1 dated January 24, 1947. Owners may obtain copies from Fairchild Personal Planes Division of Fairchild Engine and Airplane Corp., Hagerstown, Md.)