Results
2003-01-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) series airplanes, that requires replacement of the existing smoke detectors in the cargo compartment with new, improved smoke detectors. This amendment is prompted by mandatory continuing airworthiness information from a civil airworthiness authority. The actions specified by this AD are intended to prevent false smoke warnings from the smoke detectors in the cargo compartment. A false smoke warning prompts the flightcrew to discharge fire extinguisher bottles, leaving those bottles depleted in the event of an actual fire. Repeated false smoke warnings create uncertainty as to whether an emergency landing and emergency evacuation of passengers and flightcrew is warranted.
64-12-03: 64-12-03 DOUGLAS: Amdt. 741 Part 507 Federal Register June 3, 1964 as amended by Amendment 39-1291 and 39-1360 is further amended by Amendment 39-2258. Applies to All Models A-26B (Later USAF Designation B-26B) and A-26C (Later USAF Designation B-26C) Aircraft, Including Those Certificated Under Part 8 of the Civil Air Regulations. Compliance required as indicated. (a) To protect against failure of the wing rear spar caps in the vicinity of the flap inboard hinges, conduct the following inspection within 250 hours' time in service after the effective date of this AD, unless already accomplished within the last 250 hours' time in service and thereafter within 500 hours' time in service from the last inspection: (1) Inspect the rear upper and lower spar caps, left and right wings, by means of visual and dye penetrant methods for cracks in the inboard flap hinge point bolts holes, the 1 3/4 inch diameter spotfaces, and the area surrounding the holes, 8 3/4 inches outboard of the wing-to-fuselage attach points. Pay particular attention to the bolt holes and edges of the holes. Remove any nonflexible type wing fuel cells installed at this location to permit accomplishment of this inspection. (2) To protect against failure of the wing rear spar lower caps in the vicinity of the inboard end of the fore and aft flanges and the forward flange 3/8 inch bolt hole, conduct the following inspection within 50 hours' time in service after the effective date of this amendment, unless already accomplished within the last 450 hours' time in service and thereafter at the same 500 hour interval specified in Paragraph (a), above. Remove the wing-to-fuselage fillets, left and right bottom, to gain access to the spar cap assemblies. Remove paint and thoroughly clean the cap fore and aft flanges from the inboard flap hinge points inboard to the flange end radius. Conduct a penetrant inspection of the flanges in that area for cracks, paying particularattention to the 3/8 inch bolt hole in the forward flange where the lower skin attaches, and the flange end radii. If no cracks are found, apply one coat of primer to the area from which the paint was removed. (3) Any rear spar upper or lower cap showing evidence of a crack shall be replaced with a new part or be repaired or reworked in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region, before further flight. (b) To protect against failure of the front spar lower caps in the vicinity of Wing Station 140, conduct inspections in accordance with paragraph (b)(4) at the following intervals: (1) For aircraft with less than 500 hours military flight time regardless of the amount of civil hours' time in service unless accomplished within the last 250 hours' time in service inspect within 250 hours' time in service after the effective date of this AD and thereafter within 500 hours' time in service from the last inspection. (2) For aircraft with from 500 to 2,000 hours military flight time unless accomplished within the last 375 hours' time in service, inspect within the next 125 hours' time in service after the effective date of this AD, and thereafter within 500 hours' time in service from the last inspection. (3) For aircraft with more than 2,000 hours military flight time and for all aircraft on which the military flight time cannot be clearly established, unless already accomplished within the past 235 hours' time in service, inspect within the next 15 hours' time in service after the effective date of this AD, and thereafter within 250 hours' time in service from the last inspection. (4) At the time specified in (b)(1), (2) or (3), inspect the front spar lower cap in accordance with one of the following: (i) Remove the front spar fitting, P/N 4190305, and the nacelle fitting, P/N 4123165 at approximately Wing Station 140 left and right. Support the wings so as to remove all airplane weight from the landing gear, remove or properly support the engines and remove the oil tanks and adjacent fuel tanks to permit the removal of these fittings. By means of visual and dye penetrant methods, inspect for the evidence of any crack at the edges of the three large holes (nominal 1/2-inch diameter) in each front spar lower cap or adjacent to the edges of those holes. (ii) Remove the three tension bolts (nominal 7/16-inch diameter) which pass through each front spar lower cap at approximately Wing Station 140 and front spar fitting, P/N 4190305, and nacelle attach fitting, P/N 4123165. Support the wings so as to remove all weight from the landing gear, remove or support the engines and remove the oil tanks. Thoroughly inspect the inner surface of each bolt hole by eddy current technique using the equipment and following the procedures described by Magnaflux Corporation Bulletin No. LA-002-RBW, "Operating Instructions for Magnatest ED-600" dated April 23, 1964, or Magnaflux Corporation Specification LA-RAE-7170, "Operating Instructions for Magnatest ED-520 for Bolt Hole Inspection," dated August 6, 1971. The changes in meter readings as described in Bulletin No. LA-002-RBW or in Specification LA-RAE-7170 shall be used to detect any evidence of cracking in any of the bolt holes, with particular attention being directed to both edges of each hole. NOTE: Information regarding this bulletin and eddy current equipment is available from any local office of the Magnaflux Corporation. (iii) Use radiographic inspection methods accomplished in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region. Such approval requires submittal of performance standards and technical qualifications which have been based upon positive proof of the ability to detect any crack in or immediately adjacent to the three large holes through the front spar lower cap. (5) Any spar cap showing evidence of a crack shall be replaced with anew part or be repaired or reworked in a manner approved by the Chief, Aircraft Engineering Division, FAA Western Region, before further flight unless supplemental and more extensive inspections show that a crack does not exist. (c) The repetitive inspections of the rear spar caps required by (a) may be discontinued when they have been modified in accordance with the technical data approved by the Chief, Aircraft Engineering Division, FAA Western Region. (d) The repetitive inspections of the lower front spar caps required by (b) may be discontinued when they have been modified in accordance with the technical data approved by the Chief, Aircraft Engineering Division, FAA Western Region. (e) The inspections required in (a) and (b) need not be conducted on any aircraft certificated in the restricted category if the operating limitations for such aircraft are revised to add limitations prohibiting operation: (1) At a takeoff weight in excess of 30,000 pounds.(2) At speeds in excess of 250 m.p.h. IAS. (3) Over any congested area of a city, town or settlement, or over any open air assembly of persons. (f) The operating limitations specified in (e) may be discontinued when both the rear spar caps and the lower front spar caps have been modified in accordance with the technical data approved by the Chief, Aircraft Engineering Division, FAA Western Region. NOTE: Approved modifications are described by: (1) Technical data listed in STC No. SA692WE, revised July 1, 1964, issued to the On Mark Engineering Company, Van Nuys, California. (2) Technical data listed in STC No. SA1107WE, dated November 24, 1965, issued to the Rock Island Oil Refining Company, Hutchinson, Kansas. Amendment 741 Part 507 Federal Register June 3, 1964 supersedes AD 64-9-4. Amendment 741 Part 507 Federal Register June 3, 1964 become effective June 3, 1964. Revised July 8, 1964. Revised August 5, 1964. Revised February 12, 1965. Amendment 39-1291 became effective September 21, 1971. Amendment 39-1360 became effective December 21, 1971. This amendment 39-2258 becomes effective July 15, 1975.
97-06-01: This amendment adopts a new airworthiness directive (AD), applicable to CFM International CFM56-5, -5B, and -5C series turbofan engines, that requires initial and repetitive borescope inspections of the stage 1 disk bore of certain high pressure compressor rotor (HPCR) stage 1-2 spools for rubs and scratches, and replacement, if found rubbed or scratched, with a serviceable part. This AD also requires removal and replacement of certain stationary number 3 bearing aft air/oil seals as terminating action to the inspection program. This amendment is prompted by a report of an engine found with a rub on the forward corner of the HPCR stage 1 disk bore due to contact with the stationary number 3 bearing aft air/oil seal. The actions specified by this AD are intended to prevent a failure of the stage 1 disk of the HPCR stage 1-2 spool, which could result in an uncontained engine failure and damage to the aircraft.
64-14-03: 64-14-03 DORNIER: Amdt. 746 Part 507 Federal Register June 13, 1964. Applies to All Model DO-28 Aircraft Up to and Including Serial Number 3060. Compliance required as indicated. It has been found that the generator and battery relays remain inoperative with low battery voltage so that the electrical system remains without power supply. To correct this condition, accomplish the following: Within the next 50 hours' time in service, change the electrical wiring as specified by Dornier Technical Bulletin 28-6 dated December 7, 1962. (Dornier Technical Bulletin No. 28-6 dated December 7, 1962 covers this same subject.) This directive effective July 13, 1964.
2002-26-22: This amendment adopts a new airworthiness directive (AD), applicable to certain Raytheon Model Hawker 800XP airplanes, that requires installing jumper wires on the computer control switches to power the digital electronic engine control when overspeed protection is selected, and tying and stowing the jumper wires on the switches. The actions specified by this AD are intended to prevent loss of the overspeed protection function without the flightcrew's awareness, due to missing jumper wires, which could result in engine overspeed and possible uncommanded engine shutdown. This action is intended to address the identified unsafe condition.
97-06-16: This amendment adopts a new airworthiness directive (AD) that is applicable to McCauley Propeller Systems 1A103/TCM series propellers. This action supersedes priority letter AD 95-21-01 that currently requires visual inspections for cracks in the propeller hub of certain propellers using a 10X power magnifying-glass. This action requires an initial inspection for cracks in the propeller hub in accordance with a dye penetrant inspection procedure, replacement of propellers with cracks that do not meet acceptable limits, rework of propellers with cracks that meet acceptable limits, and repetitive inspections of all affected propellers. This amendment is prompted by development of a dye penetrant inspection and rework procedures. The actions specified by this AD are intended to prevent propeller separation due to hub fatigue cracking, which can result in loss of control of the aircraft.
99-26-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A300 B2 and B4 series airplanes, that requires repetitive inspections to detect cracking of the inner skin panel of the longitudinal lap joint; and repair, or modification and new repetitive inspections, if necessary. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to detect and correct stress corrosion cracking of the inner skin panel of the longitudinal lap joint, which could result in rapid depressurization of the airplane.
2011-14-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive inspections for cracking of the left and right upper center skin panels of the horizontal stabilizer, and corrective action if necessary. This AD was prompted by a report of a crack found in the upper center skin panel at the aft inboard corner of a right horizontal stabilizer. We are issuing this AD to detect and correct cracks in the horizontal stabilizer upper center skin panel. Uncorrected cracks might ultimately lead to the loss of overall structural integrity of the horizontal stabilizer.
97-06-15: 97-06-15 General Electric Company: Amendment 39-9972. Docket 95-ANE-41. Applicability: General Electric Company (GE) Models CF34-1A, -3A, and -3A2 turbofan engines, with high pressure compressor (HPC) stage 1 rotor disks, part number 6040T79G01, installed. These engines are installed on but not limited to Canadair Limited Model CL-600-2A12 and CL-600-2B16 aircraft. Note 1: This airworthiness directive (AD) applies to each engine identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For engines that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously. To prevent HPC stage 1 rotor disk rupture, engine failure, and damage to the aircraft, accomplish the following: (a) Remove from service HPC stage 1 rotor disks prior to accumulating 6,000 cycles in service since new, and replace with a serviceable part. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Engine Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Engine Certification Office. Note 2: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Engine Certification Office. (c) This amendment becomes effective on May 27, 1997.
2002-26-14: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 767-300 series airplanes modified by supplemental type certificate ST01869AT-D. This action requires modifying the passenger entertainment system (PES) and revising the airplane flight manual. This action is necessary to ensure that the airplane crew is able to remove electrical power from the PES when necessary and is advised of appropriate procedures for such action. Inability to remove power from the PES during a non-normal or emergency situation could result in inability to control smoke or fumes in the airplane flight deck or cabin. This action is intended to address the identified unsafe condition.
2018-03-02: We are adopting a new airworthiness directive (AD) for certain 328 Support Services GmbH Model 328-300 airplanes. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. This AD was prompted by a determination that incomplete inspection instructions exist for the skin under outer and inner doublers left installed after the removal of a certain data link system. We are issuing this AD to address the unsafe condition on these products.
47-07-05: 47-07-05 FAIRCHILD: (Was Mandatory Note 7 of AD-724-2.) Applies to M-62 Series Aircraft. Compliance required at next periodic inspection. In order to eliminate the possibility of foreign objects entering the torque tube, install a boot at the point where the elevator control enters the torque tube in the front cockpit, and where the control stick enters the torque tube bracket in the rear cockpit. Also install cover plates on the sides of the torque tube bracket in the rear cockpit. (Fairchild Service Bulletin 44-62-5 dated October 10, 1944, covers this same subject.)
2002-26-20: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-9-81 (MD-81), DC-9-82 (MD-82), and DC-9-83 (MD-83) airplanes, and Model MD-88 airplanes, that requires an inspection of the disconnect panel area above the aft left lavatory for chafed or damaged wires or unacceptable clearance between the wires and adjacent structure, and corrective actions, if necessary. The actions specified by this AD are intended to prevent chafing of wires at the disconnect panel above the aft left lavatory, which could result in electrical arcing, and consequent fire in the cabin. This action is intended to address the identified unsafe condition.
2002-26-21: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 and -300 series airplanes, that requires inspecting the electrical wire harness next to the fuel line at the left electric fuel pump for signs of chafing; securing the electrical wire harness to the fuel line using ty-rap; and taking corrective actions, if necessary. This action is necessary to prevent damage to the electrical wire harness, which could result in electrical arcing and an increased potential for fire or explosion. This action is intended to address the identified unsafe condition.
2011-13-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires inspecting certain Lycoming and TCM reciprocating engines with certain Hartzell Engine Technologies, LLC (HET) turbochargers installed, and disassembly and cleaning of the turbocharger center housing and rotating assembly (CHRA) cavities of affected turbochargers. This AD was prompted by a turbocharger failure due to machining debris left in the cavities of the CHRA during manufacture. We are issuing this AD to prevent seizure of the turbocharger turbine, which could result in damage to the engine, and smoke in the airplane cabin.
99-25-15: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300, A310, A300-600 series airplanes, that currently requires a one-time operational test and repetitive functional tests of the free fall control mechanism of the landing gear to ensure proper release of the main landing gear (MLG), and corrective action, if necessary. It also requires eventual modification of the free fall control mechanism of the landing gear, which constitutes terminating action for the repetitive functional tests. This amendment requires, for certain airplanes, that the modification of the free fall control mechanism of the landing gear be accomplished in accordance with a corrected version of the manufacturer s service bulletin. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent malfunction of the free fall control mechanism of the landing gear, which could result in the inability to extend the MLG in the event of failure of the hydraulic extension system.
93-07-07: 93-07-07 FOKKER: Amendment 39-8539. Docket 92-NM-178-AD. Applicability: Model F28 Mark 0100 series airplanes; serial numbers 11244 through 11339, inclusive, and 11341 through 11351, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent fuel leakage in the rear fuselage, accomplish the following: (a) Within 6 months after the effective date of this AD, conduct an inspection of the auxiliary power unit (APU) fuel supply tube assembly to determine minimum clearance between the tube assembly and the aircraft structure, in accordance with Fokker Service Bulletin SBF100-28-022, dated December 13, 1991. (1) If the APU fuel supply tube assembly is chafed or if it touches the aircraft structure, prior to further flight, replace the APU fuel supply tube assembly with a new assembly, in accordance with the service bulletin. (2) If the clearance is less than 3 mm at any point, but the APU fuel supply tube assembly is not chafed and does not touch the aircraft structure: Within 3 months after accomplishing the inspection, replace the APU fuel supply tube assembly with a new assembly, in accordance with the service bulletin. (3) If the clearance is 3 mm or more at all points, no further action is necessary. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspection and replacement shall be done in accordance with Fokker Service Bulletin SBF100-28-022, dated December 13, 1991. 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on June 1, 1993.
2011-13-08: 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: Several reports have been received on the elevator power control units (PCUs) where the shaft (tailstock) swaged bearing liners had shown a higher than normal rate of wear. Investigation revealed that the excessive wear was due to the paint contamination between the bearing roller and bearing liner. The bearing paint contamination is known to be abrasive and could seize the bearing. This condition, if not corrected, could lead to excessive airframe vibrations and difficulties in aircraft pitch control. * * * * * The unsafe condition is loss of controllability. We are issuing this AD to require actions to correct the unsafe condition on theseproducts.
2000-15-51: This document publishes in the Federal Register an amendment adopting airworthiness directive (AD) 2000-15-51 that was sent previously to all known U.S. owners and operators of Cessna Model 560XL airplanes by individual notices. This AD requires, for certain airplanes, repetitive inspections to measure the amount the aileron fairlead tube protrudes beyond the clamp at the aft aileron sector, and modification of the aileron fairlead tubes, which terminates the repetitive inspections to measure the tube protrusion; and, for all airplanes, repetitive general visual inspections, and corrective actions, if necessary, to ensure that the fairlead tube remains flush with the clamp. This action is prompted by reports of two occurrences of improper aileron function discovered during preflight checks. The actions specified by this AD are intended to prevent interference between the aileron cable fairlead tube and the aileron cable sector, which could result in loss of control of the airplane.
2011-13-09: We are superseding an existing airworthiness directive (AD) that applies to 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: * * * * * The airworthiness limitations applicable to the Certification Maintenance Requirements (CMR) are given in Airbus A330 ALS Part 3, which is approved by the European Aviation Safety Agency (EASA). The revision 03 of Airbus A330 ALS Part 3 introduces more restrictive maintenance requirements and/or airworthiness limitations. Failure to comply with this revision constitutes an unsafe condition. * * * * * The unsafe condition is safety-significant latent failures that would, in combination with one or more other specific failures or events, result in a hazardous or catastrophic failure condition. We are issuing this AD torequire actions to correct the unsafe condition on these products.
2011-13-10: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires, for certain airplanes, repetitive inspections for chafing and other damage of the case drain tube from the hydraulic pump case installed on the left-hand engine, and corrective action if necessary. That AD also requires, for all airplanes, repetitive inspections for discrepancies of the left engine's nacelle tubing, repetitive inspections for evidence of fluid leakage within the left engine accessory compartment, and corrective actions if necessary. This new AD also requires replacing the left engine fuel and hydraulic tubing and installing a tubing support channel, which terminates the repetitive inspections required in the existing AD. This new AD also removes airplanes from the applicability. This AD was prompted by reports of chafed hydraulic tubes in the left- hand engine. We are issuing this AD to prevent chafed hydraulic tubes in the left-hand engine and consequent hydraulic tube failure and uncontrolled loss of flammable fluid within the engine cowling, which could result in a fire in the engine nacelle and loss of control of the airplane.
98-14-07: This amendment adopts a new airworthiness directive (AD) that applies to certain Cessna Aircraft Company Model 172R airplanes. This AD requires modifying the lower forward doorpost bulkhead by installing rivets. This AD is the result of a report from the manufacturer that these rivets were erroneously omitted during manufacture of some of the new production airplanes. The actions specified by this AD are intended to prevent reduced structural rigidity at the forward doorpost bulkhead, which could result in structural cracking and possible loss of control of the airplane.
97-04-10: This amendment supersedes an existing airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-9-80 series airplanes, Model MD-88 airplanes, and Model MD-90 airplanes, that currently requires revising the Airplane Flight Manual (AFM) to include limitations and procedures to address situations in which the autopilot or autothrottle fails to disengage. That AD was prompted by incidents in which the flightcrew was unable to disconnect the autopilot or autothrottle function from the engaged position, due to a discrepancy in a microswitch that is associated with the operation of those functions. This amendment requires an inspection of the autopilot and autothrottle engage switches located in the flight guidance control panel, and installation of improved switches. Accomplishment of these actions will terminate the previous requirement for the AFM revision. The actions specified by this AD are intended to ensure that the autopilot and autothrottle disengage when commanded to do so by the flightcrew.
2011-12-08: This amendment adopts a new airworthiness directive (AD) for the specified Bell Helicopter Textron, Inc. (BHT) model helicopters with tail rotor (T/R) blades with certain serial numbers installed. This action requires a one-time inspection of the T/R blade for corrosion or pitting, and repairing or replacing the T/R blade, if that condition is found during the inspection. This amendment is prompted by a report from the manufacturer that T/R blades with certain serial numbers may have manufacturing anomalies in the spar area. These actions are intended to detect corrosion or pitting in the forward spar area of a T/R blade to prevent a crack in the T/R blade, loss of the T/R blade, and subsequent loss of control of the helicopter.
63-09-01: 63-09-01 BENDIX: Amendment 560 Part 507 Federal Register April 27, 1963. Applies to All Aircraft Equipped With Bendix (Eclipse-Pioneer) Type 9054 Fuel Flow Transmitters or With Beech P/N 414-180824 Fuel Flow Transmitters or Garwin P/N 8007 Fuel Flow Transmitter Which Incorporate the Bendix Type 9054 Fuel Flow Transmitter. Compliance required for Bendix (Eclipse-Pioneer) Type 9054 transmitters within 150 hours' time in service after the effective date of this AD unless already accomplished and for Beech P/N 414-180824 and Garwin P/N 8007 transmitters within 150 hours' time in service after the effective date of this amendment. Cracks have occurred in the magnet bore of the transmitter motor mounting frame releasing hazardous quantities of fuel into the power-plant compartment. Failure is attributed to improper chamfer and corner radius of the magnet bore and, also, the thickness of the magnet bore back wall. To prevent bore failures, accomplish one of the following:(a) Replace the transmitter with a transmitter complying with Bendix (Pioneer-Central) Service Bulletin No. FF-19 or Bendix (Eclipse-Pioneer) Service Bulletin No. 245; or (b) Verify that the transmitter has been inspected and found to comply with Bendix (Eclipse-Pioneer) Service Bulletin No. 245; or (c) Disassemble the transmitters, accomplish inspections and install if necessary, replacement motor mounting frame Bendix P/N PD-50297-1 as outlined in Bendix Service Bulletin No. FF-19. Transmitters complying with (a), (b) or (c) shall be marked with a 1/4 inch external white band on the Autosyn end of the frame as described in Service Bulletin No. FF-19. Installed transmitters reworked prior to the effective date of this AD are to be marked at the next transmitter overhaul or removal whichever occurs first. NOTE: Bendix 9054 and 9100 transmitters with the Bendix identification removed are used to make up Beech P/N 414-180824 and Garwin P/N 8007 transmitters. The affected Beech and Garwin transmitters with the 9054 units have a 2.205 inch diameter autosyn housing, while the unaffected units with the 9100 part have a 1.75 inch diameter housing. This directive effective May 28, 1963. Revised September 13, 1963. Revised December 11, 1963.