Results
52-04-07: 52-04-07 MARTIN: Applies to All Models 202 and 202A Aircraft Except as Noted. Compliance required not later than July 1, 1952. The following controls and their wiring are common to two wing anti-icing heaters. The controls listed are identical in each nacelle. Modify the system so each of the controls serves only one heater: 1. Emergency high heat 400 degrees cutout switch. 2. Firewall shutoff switch. 3. Fuel pump circuit breaker (supplies power to ignition controls and master fuel controls). 4. Fuel shutoff relay. 5. Wiring to the master and auxiliary solenoid valves. 6. Fuel booster pump relay (has dual power input but single ground on the control circuit). 7. Ignition relay (202 only). 8. Ignition transformer (202 only). 9. Ignition circuit breaker (202 only). 10. AC safety relay (202 only). (Trans World Airlines Engineering Order 5838 covers this same subject for the 202A).
63-19-01: 63-19-01 de HAVILLAND: Amdt. 611, Part 507, Federal Register September 7, 1963. Applies to All Model DH 104 Dove Aircraft. Compliance required as indicated. As a result of cracks in the aileron, rudder, elevator and flap hinge links and hinge brackets, accomplish the following: (a) Hinge links and brackets not incorporating Modifications 841, 842 or 843 shall be inspected for cracks at intervals not exceeding 600 hours' time in service, or each 12 months, whichever occurs first. Remove the point from the components before inspection, and reapply protective coating after inspection. (b) Hinge links and brackets incorporating Modifications 841, 842 or 843 shall be inspected for cracks at intervals not exceeding 1,800 hours' time in service. (c) Replace cracked parts before further flight. (de Havilland Service Technical News Sheet CT (104) No. 123, Issue 5 dated March 19, 1962, covers this subject.) This supersedes AD 56-15-05. This directiveeffective September 7, 1963.
53-10-01: 53-10-01 CURTISS-WRIGHT: Applies to all C-46 Series aircraft. To be accomplished not later than November 1, 1953. To guard against the possibility of excessive air temperatures and associated fire hazards in the vacuum system discharge line, one of the following modifications must be accomplished: 1. Install a fusible plug in the side of the vacuum pump discharge port at right angles to the axis of the discharge port boss. Some pumps incorporate a plugged hole in the discharge port which may be enlarged to a 3/8-inch pipe tapped hole to accommodate the fusible plug. This plug should employ an AN 840-8D fitting with a binary eutectic mixture of 67.8 percent tin and 32.2 percent cadmium, which has a melting point of 351 degrees F. A drawing describing the design of such a plug is shown in Figure Douglas 2. The 3/8-inch fusible plug fitting is intended for pumps such as the Model 3P-211. Brass fittings of the same design as the above dural fittings are also acceptable. Incorporation of an overboard drain line clamped to the fusible plug is recommended, but is not mandatory. On installations which do not use an overboard discharge line the possibility exists that the plug may damage other nacelle components if it can hit them upon being blown out of the adapter at high velocity. Therefore, if no overboard discharge line is provided, the installation must be made in such a manner that the plug will not be directed toward any vulnerable components when it is blown from the adapter. Also, incorporation of steel lines with fire resistant hoses and utilizing hose liners and clamps in the vacuum discharge line is recommended if cracking and drying out of the flexible hose assemblies is experienced. In lieu of this fusible plug installation: 2. An oil separator equivalent in principle to the Genisco No. 40081 incorporating a pressure relief valve which can be disassembled for cleaning must be provided. (Genisco Co. is located at 2233 Federal Ave., Los Angeles 64, Calif.)
2018-10-02: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8 airplanes. This AD requires inspecting the part number of the occupant restraint system on the standard attendant seats, and doing additional inspections and corrective actions if necessary. This AD was prompted by a report of loose attachment bolts on the occupant restraint system on a standard attendant seat due to the bolts being over-torqued during production. We are issuing this AD to address the unsafe condition on these products.
85-20-02: 85-20-02 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-5144. Applies to Lockheed Model L-1011 series airplanes, certificated in any category, incorporating Kevlar/Nomex honeycomb elevator trailing edge panels. Compliance required as indicated, unless previously accomplished. To prevent the potential of major structural damage to the airplane due to flutter divergence as a result of water retention in the elevator trailing edge panels, accomplish the following: a. Within 300 hours time-in-service after the effective date of this AD, inspect by X- ray, moisture meter, or in-situ balance check, the elevator trailing edges for water entrapment in accordance with Lockheed Service Bulletin 093-55-026 dated November 20, 1984, or later FAA approved revision: 1. If no water is detected and the trailing edge has less than 20,000 hours time-in-service, reinspect in accordance with paragraph (a) at intervals not to exceed 3,500 hours time-in-service. 2. If no water is detected and the trailing edge has 20,000 or more hours time-in-service, reinspect in accordance with paragraph (a) at intervals not to exceed 7,000 hours time-in-service. 3. If water is present and the calculated or measured unbalance is within allowable limits, reinspect in accordance with paragraph (a) at intervals not to exceed 1,100 hours time-in-service. 4. If water is present and the total elevator unbalance cannot be brought within allowable limits, replace the trailing edge panel or panels before further flight. b. If the trailing edge is replaced by a trailing edge part number 1580585-103 or - 105, within 3,500 hours time-in-service after the replacement inspect in accordance with paragraph (a) and reinspect in accordance with paragraphs (a)(1), (a)(2), or (a)(3). c. The repetitive inspections required by paragraphs (a)(1), (a)(2), and (a)(3) may be discontinued after the trailing edge is modified in accordance with Lockheed Service Bulletin 093- 55-027, dated November 20, 1984, or later FAA-approved revision. d. Alternate means of compliance with this AD which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. e. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a base for accomplishment of inspections or modifications required by this AD. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts, Dept. 63-11, U-33, B-1. These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. This amendment becomes effective November 12, 1985.
2018-09-07: We are adopting a new airworthiness directive (AD) for Rolls- Royce plc (RR) Viper Mk. 601-22 turbojet engines. This AD requires removing the oil pump assembly, part number (P/N) V112027, and oil pressure filter, P/N V21264, from service and replacing them with parts eligible for installation. This AD was prompted by a report of an engine failure caused by installation of an incorrect oil filter. We are issuing this AD to correct the unsafe condition on these products.
87-06-07: 87-06-07 WEBER AIRCRAFT: Amendment 39-5574. Applies to Ancra part number 45238-10 (Weber SCD 833437-401) and Ancra part numbers 45232-10, -11, -12 (Weber SCD 833509-401, 403, 405) aft seat track fittings used on Weber Aircraft TSO C39a passenger and flight attendant seats. NOTE: Part numbers are not marked on the individual seat track fittings. Weber Service Bulletins Nos. 833437-25-505, dated March 14, 1986, and 833509-25-508, dated June 15, 1986, describe how these fittings can be identified and list the seat assembly part numbers, seat assembly serial numbers, aircraft, and aircraft customer on which these seat track fittings were installed by Weber. Compliance required within 90 days after the effective date of this AD, unless previously accomplished. To eliminate aft seat track fittings from service which do not meet minimum airworthiness requirements and would not provide required seat restraint in the event of an emergency landing, accomplish the following:A. Replace the seat track fittings in accordance with Weber Aircraft Service Bulletins Nos. 833437-25-505, dated March 14, 1986, and 833509-25-508, dated June 15, 1986, or later FAA-approved revisions. B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to ferry aircraft to a maintenance base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Weber Aircraft, 2820 Ontario Street, Burbank, California 91504. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Western Aircraft Certification Office at 15000 Aviation Boulevard, Hawthorne, California. This amendment becomes effective April 6, 1987.
63-17-05: 63-17-05 PIPER: Amdt. 607 Part 507 Federal Register August 22, 1963. Applies to Model PA-25-235 Aircraft Serial Numbers 25-2000 through 25-2519 (Restricted and Normal Category). Compliance required as indicated. To preclude weld separations on the end of the landing gear shock strut assembly, Piper P/N 486604, which attaches to the landing gear vee assembly, accomplish the following: (a) Perform a daily inspection of the specified weld joints for cracks using dye penetrant or FAA approved equivalent methods until (b) is accomplished. Replace cracked landing gear shock struts before further flight. (b) Within 25 hours' time in service after the effective date of this AD, unless already accomplished, replace each landing gear shock strut assembly, Piper P/N 486604, with a new shock strut assembly having the same part number but identifiable by the coating of red oxide primer paint. (Piper Service Bulletin No. 217, dated July 11, 1963, covers this same subject.) This directive effective September 3, 1963.
89-05-01: 89-05-01 CASA: Amendment 39-6147. Applicability: All CASA Model C-212 series airplanes, certificated in any category. Compliance: Required as indicated below, unless previously accomplished. To prevent failure of the wing flap control system, accomplish the following: A. Within 180 days after the effective date of this AD, modify the bellcrank-to- control rod joints in the wing flap control system in accordance with CASA Service Bulletin 212- 27-22, Revision 3, dated May 20, 1988. B. An alternate means 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, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments 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 for the accomplishment of the modifications required by this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Construcciones Aeronauticas S.A., Getafe, Madrid, Spain. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6147, AD 89-05-01) becomes effective April 3, 1989.
54-24-01: 54-24-01 BELL: Applies to All Models 47B, 47B3, 47D, 47D1, 47E, 47G Except 47G Serial Numbers 1286, 1287, 1294, 1295, and 1299 and Subsequent. Compliance required no later than next 25-hour inspection. In order to preclude improper installation of antitorque pedal assembly for dual controls, install two stop assemblies, P/N 47-722-165-1. (Bell Mandatory Service Bulletin No. 98 dated October 29, 1954, covers this same subject and outlines the details for the installation.)
85-03-51: 85-03-51 CESSNA: Amendment 39-5022. Applies to Cessna Model 552 series airplanes, serial numbers 552-0001, 552-0003 through 552-0006 and 552-0008; and Model 650 series airplanes, serial numbers 650-0001 through 650-0072; certificated in all categories. Compliance required as indicated unless previously accomplished. To prevent short-to-ground of the nickel cadmium battery which could result in an electrical fire, accomplish the following: A. Prior to further flight, inspect the aircraft battery to determine if a SAFT type 40976, P/N 18585, is installed: 1. If SAFT type 40976 battery, P/N 18585, is not installed, no other action is necessary. 2. If SAFT type 40976 battery, P/N 18585, is installed: for Model 650 airplanes, modify the battery in accordance with Cessna Service Letter SL650-24-03, dated January 21, 1985, and SAFT Service Bulletin 0005, dated January 17, 1985, referenced therein; for Model 552 airplanes, modify in accordance with SAFT Service Bulletin 0005, dated January 17, 1985. a. Thereafter, reinspect the insulators installed on the SAFT type 40976 batteries every 100 flight hours. b. These inspections may be terminated upon installation of an approved Marathon battery, Cessna P/N 9914058-2, or SAFT battery, Cessna P/N 9914058-5, on the Model 650 airplanes; or SAFT battery, Cessna P/N 9914058-5, on the Model 552 airplanes. B. Alternate means of compliance with this AD which provide an acceptable level of safety may be used if approved by the Manager, Wichita Aircraft Certification Office, FAA, Central Region. All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Cessna Marketing Division, Cessna Aircraft Company, P.O. Box 7706, Wichita, Kansas 67277, or may be examined either at the FAA, Central Region, Wichita Aircraft Certification Office, 1801 Airport Road, Room 100, Wichita, Kansas, or at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington. This Amendment becomes effective April 11, 1985. It was effective earlier to all recipients of Telegraphic AD T85-03-51, dated February 6, 1985.
2018-03-03 R1: We are revising Airworthiness Directive (AD) 2018-03-03 for certain Textron Aviation Inc. Models 401, 401A, 401B, 402, 402A, 402B, 402C, 411, 411A, 414, 414A, 421, 421A, 421B, 421C, and 425 airplanes. AD 2018-03-03 required repetitively inspecting the left and the right forward lower carry through spar cap for cracks and replacing the carry through spar cap if cracks were found. This AD addresses the same unsafe condition and requires the same actions as AD 2018-03-03, but clarifies the compliance times for the initial inspection of the carry through spar cap. This AD was prompted by several reports of confusion in interpreting the compliance times for the initial inspection of the carry through spar cap. We are issuing this AD to eliminate confusion in interpreting the compliance times for this inspection.
63-13-02: 63-13-02 DOUGLAS: Amdt. 576 Part 507 Federal Register June 13, 1963. Applies to Model DC-8 Aircraft, Serial Numbers 45253-45289, 45291-45306, 45376, 45382, 45384-45393, 45408-45413, 45416-45419, 45421-45431, 45433, 45442-45445, 45526, 45565-45570, 45588-45606, 45609-45614, 45617, 45618, 45620-45622, and 45624-45627. \n\n\tCompliance required within 420 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\tIn order to eliminate interference with the exit door caused by the lower door jamb on aircraft modified in accordance with AD 62-17-03, accomplish the following: \n\n\tRework the exit door lower jamb in accordance with the rework procedures outlined in step (13) of paragraph 2, Accomplishment Instruction of DC-8 Service Bulletin No. 52-21 Revision No. 2 dated October 30, 1962, or FAA approved equivalent. \n\n\t(Douglas DC-8 Service Bulletin No. 52-21 Revision No. 2 dated October 30, 1962, pertains to this same subject.) \n\n\tThis directive effective July 15, 1963.
63-12-02: 63-12-02 PIPER: Amdt. 572 Part 507 Federal Register June 7, 1963. Applies to Model PA-23 Aircraft Serial Numbers 23-1 Through 23-1284, and 23-1286. Compliance required as indicated. Due to cracks being found in the P/N 17058-3 elevator butt rib and the P/N 17058-20 elevator butt rib doubler plate, which parts are incorporated in the P/N 17058-00 elevator assembly originally installed on the above serial numbered aircraft, the following shall be accomplished: (a) Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished within the last 50 hours' time in service, and within every 100 hours' time in service thereafter visually inspect for cracks, elevator butt rib, P/N 17058-3 and elevator butt rib plate, P/N 17058-20 on the P/N 17058-00 elevator assembly. Replace cracked parts before further flight. (b) After P/N 19446 elevator assembly is installed, the inspection specified in (a) is no longer required. (c) Parts shall be assembled and installed to obtain proper alinement and to prevent distortion and over-torquing of the attachment bolts. (Piper Service Bulletin No. 146B, dated October 25, 1962, pertains to this same subject.) This directive effective June 7, 1963.
60-01-07: 60-01-07 PIPER: Amdt. 77 Part 507 Federal Register January 15, 1960. Applies to All Models PA-12, PA-14, PA-20, PA-22, PA-22 "135", PA-22 "150" and PA-22 "160" Series Aircraft. Compliance required not later than January 30, 1960, and at each 100 hours' time in service thereafter, except Model PA-22 compliance required within the next 100 hours' time in service after the effective date of this amendment, and at each 100 hours' time in service thereafter. A number of failures of a tail brace wire, P/N 10074-2 or P/N 10074-3 have occurred. In order to prevent the possibility of a catastrophic accident in the event one of these wires should fail, the following inspection shall be accomplished: (a) Clean the tail brace wires and inspect for cracks, nicks, manufacturing flaws, and tool marks with a 10-power magnifying glass, paying particular attention to the leading and trailing edges. The wires may remain on the airplane for this inspection. (b) Should cracks or nicks be found, it shall be acceptable to sand the affected area with No. 500 sandpaper or equivalent, to remove the cracks or nicks. Sanding shall not reduce the width of the wire by more than the 0.015 inch (1/64th). After the sanding operation the wires shall be painted to preclude corrosion of the sanded area. Any wire containing a crack or nick which cannot be removed by sanding within the specified limits shall be replaced. (The defective wires should be destroyed or permanently marked to prevent inadvertent reuse.) (c) If the streamline tail brace wires, P/N 10074-2 and P/N 10074-3 are replaced by round tail brace wires, P/N 10555-2 and P/N 10556-2, respectively, the 100 hours' time in service repetitive inspections specified herein are no longer required. Attach the round tail brace wires using the following parts: (1) Fuselage tie rod attachment: AN 3-5A bolt, MS 20365-1032C nut. (2) Stabilizer toe rod attachment: AN 3-15A bolt, Piper P/N 82732-72bushings, AN 960-10 washer, MS 20363-1032C nut. (3) Fin tie rod attachments: AN 4-15A bolt, Piper P/N 40131 radius washers, MS 20365-428C nut. (Piper Service Bulletin No. 183 dated November 9, 1959 and Piper Service Letter No. 400 dated March 20, 1963, covers this subject.) Revised September 30, 1960. Revised May 29, 1963.
2018-09-01: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. This AD was prompted by reports of cracks found in the main landing gear (MLG) beam forward support fitting. This AD requires repetitive inspections for cracking of the MLG beam forward support fitting, and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
63-07-02: 63-07-02 MACCHI: Amdt. 548 Part 507 Federal Register April 2, 1963. Applies to All Models AL-60 (formerly LASA 60) and AL-60B Aircraft. Compliance required as indicated. As a result of several cases of engine exhaust manifold failures, accomplish the following within the next 25 hours' time in service after the effective date of this AD, and thereafter within every 25 hours time in service from the last inspection. (a) Inspect the turbo inlet assembly manifold P/N 629-250 for cracks in the weld area between the two exhaust pipes. (b) If cracks are found, replace or repair the part before further flight. Repair by arc welding a stainless steel plate reinforcement over the area in accordance with Aeronautical Macchi Service Bulletin No. 1, or FAA approved equivalent repair. This directive effective May 2, 1963.
63-06-02: 63-06-02 BELLANCA: Amdt. 543 Part 507 Federal Register March 19, 1963. Applies to Bellanca 14-13 Series and Downer 14-19 and 14-19-2 Aircraft. Compliance required as indicated. As a result of instances of elongation of the control cable attachment bolt hole in the rudder bellcrank, P/N 9817, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless accomplished within the last 75 hours' time in service, and thereafter within 100 hours' time in service from the last inspection, remove the left and right rudder bellcranks, P/N 9817, located at the left and right ends of the rudder torque tube. (This may be accomplished by working from inside the cabin and through the inspection hole in the bottom cabin cowl.) Inspect the control cable attachment bolt hole in the rudder bellcrank. (b) If the bolt hole is elongated beyond maximum diameter of 0.210 inch, replace the rudder bellcrank with a new rudder bellcrank of the same part number (P/N 9817), or P/N 9817 modified in accordance with Downer EAI No. 93021, or FAA approved equivalent prior to further flight. NOTE: Modified replacement parts for the Models 14-13, 14-19 and 14-19-2, Serial Numbers 4001 through 4088, are stamped "9817-DEAI-93021". Modified replacement parts for the Model 14-19-2, Serial Numbers 4089 through 4105, are stamped "9817-E EAI 93021". Parts numbered 9817-E are made of steel and may be modified in accordance with Downer EAI-93021 or an FAA approved equivalent. (c) The 100 hour repetitive inspections of the bellcrank hole which are required by (a) may be discontinued when rudder bellcrank P/N 9817 modified in accordance with Downer EAI No. 93021 or FAA approved equivalent is installed. This supersedes AD 62-19-01. This directive effective March 19, 1963.
65-21-02: 65-21-02\tBOEING: Amdt. 39-130 Part 39 Federal Register September 2, 1965. Applies to Models 707B, 707C, and 720B Series Airplanes.\n \n\tCompliance required within the next 1,200 hours' time in service after the effective date of this AD unless already accomplished. \n\n\tThe forward thrust reverser indicating light switch striker bracket may be distorted by reverser actuation impact loads resulting in false indications of reverser operation. To correct this condition, accomplish the following:\n\n\t(a)\tReplace existing sheet metal striker brackets, P/N 66-14396-1, with cast striker bracket, P/N 69-31381-1 or equivalent in accordance with Boeing Service Bulletin 2039 dated December 21, 1964 or later FAA-approved revision. \n\n\t(b)\tApproval of any equivalent means shall be processed through the Aircraft Engineering Division, FAA Western Region, Los Angeles, California. \n\n\tNOTE. - Western Airlines EA 720-20165, dated September 6, 1964, is an equivalent that has been approved by the Aircraft Engineering Division, FAA Western Region. \n\n\tThis directive effective October 2, 1965.
2018-08-02: We are adopting a new airworthiness directive (AD) for all Rolls-Royce plc (RR) Trent 1000-A2, Trent 1000-AE2, Trent 1000-C2, Trent 1000-CE2, Trent 1000-D2, Trent 1000-E2, Trent 1000-G2, Trent 1000-H2, Trent 1000-J2, Trent 1000-K2, and Trent 1000-L2 turbofan engines. This AD requires initial and repetitive inspections of the intermediate-pressure compressor (IPC) stage 1 rotor blades, IPC stage 2 rotor blades, and IPC shaft stage 2 dovetail posts, and removing any cracked parts from service. This AD was prompted by IPC blade separations resulting in engine failures. We are issuing this AD to address the unsafe condition on these products.
63-05-03: 63-05-03 SNOW: Amdt. 541 Part 507 Federal Register March 2, 1963. Applies to Model S-2 Aircraft Serial Numbers 1003 Through 1162. Compliance required as indicated. (a) Within 10 hours' time in service after the effective date of this AD, inspect the wing main spar upper and lower spar web flange for cracks in the vicinity of the wing-fuselage attach points (approximately wing Station 19), using at least a 10-power glass. (b) If cracks are found, repair prior to further flight in accordance with Snow Service Letter No. 23 or FAA Engineering and Manufacturing Branch approved equivalent. (c) If no cracks are found, repeat the inspection specified in (a) at intervals not to exceed 25 hours' time in service from the previous inspection. (d) The repetitive inspection required by (c) may be discontinued when the modification set forth in Snow Service Letter No. 23 or an FAA Engineering and Manufacturing Branch approved equivalent is incorporated. This directive effective March 8, 1963.
47-21-23: 47-21-23 REPUBLIC: (Was Service Note 3 of AD-769-2.) Applies to Model RC-3 Aircraft with Engine Serial Numbers 23001 to 24083, Inclusive. Compliance required before the next flight and after 5 hours of operation following each installation of fan. Inspect the engine cooling fan capscrews for tightness. If tab locks are installed ascertain whether the locks are still in place. If the capscrews or the locks have loosened remove the capscrews, fan and pulley sheave. Clean and inspect parts for wear. Reassemble carefully using P/N 17778 drilled head capscrews with plain washers. Torque to 20 foot-pounds, operate engine up to 1,500 r.p.m. for 5 minutes, retorque and safety with 0.041-inch stainless steel wire. Visually inspect locking wire and capscrews after 5 hours of operation. Reassemble in this manner every time the fan is removed. Obtain the new capscrews, washers, and wire from your Seabee distributor or the engine manufacturer. (Franklin Service Bulletin No. 57 dated June 9, 1947, which supersedes Bulletin No. 50 covers this same subject.)
2005-13-26: The FAA is adopting a new airworthiness directive (AD) for certain Airbus models, as specified above. This AD requires installing safety signs on all passenger/crew doors, emergency exit doors, and cargo compartment doors. This AD is prompted by a report of injuries occurring on in-service airplanes when crewmembers forcibly initiated opening of passenger/crew doors against residual pressure causing the doors to rapidly open. We are issuing this AD to ensure that crewmembers are informed of the risks associated with forcibly opening passenger/crew, emergency exit, and cargo doors before an airplane is fully depressurized, which will prevent injury to crewmembers, and subsequent damage to the airplane caused by the rapid opening of the door.
2018-08-01: We are adopting a new airworthiness directive (AD) for Airbus Helicopters Model EC225LP helicopters. This AD requires inspecting each main rotor rotating swashplate (swashplate) control rod attachment yoke (yoke). This AD is prompted by a finding that the yoke is susceptible to cracking. The actions of this AD are intended to address an unsafe condition on these products.
2018-07-18: We are superseding Airworthiness Directive (AD) 2015-19-12, which applied to certain The Boeing Company Model 767 airplanes. AD 2015-19-12 required a general visual inspection of certain lap splices for missing fasteners, and all applicable related investigative and corrective actions. This AD retains the actions required by AD 2015-19- 12 and revises the applicability by adding airplanes. This AD was prompted by reports indicating that certain fasteners were not installed in a certain stringer lap splice on certain airplanes. We are issuing this AD to address the unsafe condition on these products.