Results
2006-26-06: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 777-200 and -300 series airplanes equipped with Rolls-Royce engines. This AD requires repetitive inspections to detect cracks of the outer V-blades of the thrust reverser, and corrective action if necessary. This AD also provides for optional terminating action for the repetitive inspections. This AD results from reports of cracked outer V-blades in the thrust reversers. We are issuing this AD to prevent separation of a thrust reverser from the airplane during normal reverse thrust or during a refused takeoff, which could result in impact damage to other airplane areas. If a thrust reverser separates from the airplane during a refused takeoff, the engine could produce forward thrust, resulting in unexpected thrust asymmetry and a possible runway excursion.
2006-26-04: The FAA is adopting a new airworthiness directive (AD) for certain EMBRAER Model EMB-145XR airplanes. This AD requires replacement of certain segments of the passenger seat tracks with new, improved seat tracks. This AD results from instances where the shear plungers of the passenger seat legs were not adequately fastened. We are issuing this AD to prevent inadequate fastening of the seat leg shear plungers, which could result in failure of the passenger seat tracks during emergency landing conditions and consequent injury to passengers.
70-23-01: 70-23-01\tBOEING: Amdt. 39-1103. Applies to Boeing Model 747-100 Series airplanes certificated in all categories. \n\tCompliance required within the next 200 hours' time in service after the effective date of this ad, unless already accomplished. \n\tTo prevent failures of the spindle nut, accomplish the following: \n\tReplace the wing gear upper side strut spindle nut in accordance with Boeing Service Bulletin 32-2055 dated October 2, 1970, or later FAA approved revision, or an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\tThe amendment becomes effective November 6, 1970.
2004-26-05: The FAA is superseding an existing airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211-524 series turbofan engines. That AD currently requires initial and repetitive borescope insepctions of the head section and meterpanel assembly of the combustion liner, and replacement, if necessary, with serviceable parts. In addition, that AD allows an optional installation of a front combustion liner with a strengthened head section as a terminating action to the inspection requirements. This AD requires initial and repetitive borescope inspections of the head section and meterpanel assembly of the combustion liner, and replacement if necessary with serviceable parts. This AD also requires reduction of the inspection intervals of certain RB211-524 engine models that have not been repaired to RR Field Repair Scheme FRS5367/B, and a mandatory terminating action to be completed by a certain date. This AD results from five events that are directly attributed to combustor headbreakup and meterpanel failure which were found at overhaul inspection. At least one of these events resulted in a combustion case burn-through. We are issuing this AD to prevent engine combustion liner deterioration, which can result in combustion liner breakup, case burn-through, and engine fire.
71-21-03: 71-21-03 SIKORSKY: Amdt. 39-1303. Applies to all S-61 Type Helicopters certified in all categories. Compliance required as indicated. To prevent a hardover in the auxiliary servo system, as the result of fracture of the servo valve input linkage, accomplish the following: a. Within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, install a secondary link in the servo valve input linkage in accordance with Section 2, paragraphs A., B., C., and G., of Sikorsky Service Bulletin No. 61B65-6A, dated 1 July 1971, or later approved revisions or an equivalent installation, both approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. b. Install secondary links per paragraph (a) on all spare units, prior to installation on the aircraft. This amendment is effective October 7, 1971.
46-13-03: 46-13-03 LOCKHEED: (Was Mandatory Note 6 of AD-723-2.) Applies to Model 18 Aircraft. Compliance required before next 10 hours of operation. The oil tanks should be examined to determine whether or not they are of the hopper type, and appropriate action in one of the following manners must be taken: 1. If a hopper type oil tank is installed and is to be retained in accordance with Note 14(b) of Aircraft Specification A-723-4 (for use with oil dilution), the following action must be taken (applies only to Serial Numbers 2294 and up): (a) Install a propeller feathering reserve oil tank (P/N 174399) forward of the firewall. (Lockheed Service Bulletin No. 18/SB-115 dated April 18, 1945, covers this same subject.) (b) Rework the hopper assembly to provide better support at the sump by installing a new support assembly (P/N 174321). At each engine change, remove plate and elbow on bottom of sump housing (P/N 114690) and inspect hopper with a light and mirror. (Lockheed Service Bulletin No. 18-99 dated September 29, 1943, covers this same subject.) 2. If the hopper type oil tank is to be removed, the following action must be taken (applies only to Serial Numbers 2294 and up, except Serial Numbers 2359, 2403, 2464, and 2465): Remove the hopper type oil tank and propeller feathering lines and replace with a conventional type tank (P/N 73662), fitted with a standpipe to provide a reservoir of oil for propeller feathering, and install a separate feathering line from the oil tank to the feathering pump. (Lockheed Service Bulletin No. 18-100 dated March 3, 1944, covers this same subject.) 3. On airplanes which have conventional oil tanks other than P/N 73662, the standpipe at the outlet in each tank must be revised in one of the following manners, whichever is applicable. (Applies to all Series 18 airplanes, except Models 18-07 and 18-40, with Serial Numbers 2293 and below, 2359, 2403, 2464, and 2465.) (a) If the tanks are equipped with the standard 3 31/32-inch long standpipes (P/N 164101), the standpipe in each tank should be removed and a new 4 15/16-inch standpipe (P/N 16401, change D) installed. b) If the tanks are equipped with oil stick gage foam guards, the existing standpipe in each tank should be cut off near the bottom of the tank, the foam guard cut off approximately 5.38 inches from the bottom surface of the oil tank outlet connection boss, and a new standpipe assembly (P/N 173806) installed. (Lockheed Service Bulletin No. 18-105 dated October 19, 1943, covers this same subject.)
2006-24-11: The FAA is adopting a new airworthiness directive (AD) for certain Raytheon Aircraft Company (RAC) Models 1900, 1900C, and 1900D airplanes. This AD requires you to repetitively inspect the forward, vertical, and aft flanges of both the left and right wing rear spar lower caps for cracks, repair any cracks found, and report the inspection results to RAC. This AD results from additional fatigue cracks found in this area since inspections were performed to comply with Emergency AD 2006-18-51, which required immediate visual inspections of this area. We are issuing this AD for the purpose of performing a more rigorous inspection requiring cleaning and paint stripping of this section of the wing rear spar to detect and correct cracking in the wing spar lower caps of the affected airplanes before the cracks lead to failure. These wing rear spar cracks may result in wing failure which could result in the wing separating from the airplane with consequent loss of control.
69-01-04: 69-01-04 PRATT & WHITNEY: Amdt. 39-843. Applies to Pratt & Whitney Aircraft JT3D-1, JT3D-1- MC6, JT3D-1-MC7, JT3D-3, JT3D-3B and JT3D-7 Turbofan engines installed in Boeing Type 707 and 720 aircraft. (a) To detect cracked No. 6 bearing oil tube assemblies, P/N 415907, 415908, 432000 or 432004, visually inspect daily the No. 6 bearing area, and visible portions of the 4th stage turbine rotor disc, and the bottom strut of the turbine exhaust strut assembly. Any oil wetness noted in these areas will require immediate inspection of the No. 6 bearing oil tube assemblies for possible cracks. If any cracks are found, the cracked tube assembly must be replaced prior to further flight except that the airplane may be flown in accordance with FAR 21.197 to a base where replacement parts are available. (b) Replacement tubes of like part numbers as noted in paragraph (a) above shall continue to be inspected in accordance with this AD. (c) Within 8000 hours' time in service after the effective date of this airworthiness directive, unless otherwise accomplished, replace all No. 6 bearing oil tube assemblies, P/N 415907, 415908, 432000, or 432004 with increased durability No. 6 bearing oil tube assemblies and support brackets as identified in Pratt & Whitney Aircraft Turbojet Engine Service Bulletin No. 2081 Revision No. 2 or later revision, approved by the Chief, Engineering and Manufacturing Branch, Eastern Region. (d) This AD does not apply to engines incorporating increased durability No. 6 bearing oil tube assemblies and support brackets as identified in Pratt & Whitney Aircraft turbojet engine Service Bulletin No. 2081. (e) Upon submission of substantiating data through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA Eastern Region may adjust the repetitive inspection specified in this AD. Effective January 17, 1969. Revised October 15, 1969.
70-16-08: 70-16-08 DOWTY ROTOL, LIMITED: Amendment 39-1060. Applies to propeller types (c) R.175/4-30-4/13E, incorporating operating pins with part numbers RA.44996, RA.44996/1, or RA.44996/2, installed in but not necessarily limited to Fairchild Hiller F-27 and F-27B airplanes; (c) R.193/4-30-4/50, incorporating operating pins with part number RA.57505, installed in but not necessarily limited to Fokker F.27 Mark 400 and 600, and Fairchild Hiller F- 27A, F-27F, F-27G, F-27J, and FH-227 airplanes; , incorporating operating pins with part numbers RA.66033 or 601023087 installed on Nihon YS.11 and YS.11A airplanes. Compliance is required as indicated. To detect cracks in the fillet radius of the propeller operating pins at the junction between the pin diameter and flange, accomplish the following: (a) For propeller types (c) R.175/4-30-4/13E and (c) R.193/4-30-4/50, at the next propeller overhaul or upon the accumulation of a total time in service of 5,000 hours since new or lastoverhaul, whichever occurs first, inspect the propeller operating pins for cracks in accordance with paragraph (c). If no cracks are found, this inspection must be repeated at each propeller overhaul or at intervals not to exceed 5,000 hours' time in service since the last inspection, whichever occurs first. (b) For propeller type (c) R.209/4-40-4.5/2, at the next propeller overhaul or upon the accumulation of a total time in service of 4,000 hours since new or last overhaul, whichever occurs first, inspect the propeller operating pins for cracks in accordance with paragraph (c). If no cracks are found, this inspection must be repeated at each propeller overhaul or at intervals not to exceed 4,000 hours' time in service since the last inspection, whichever occurs first. (c) Inspect the propeller operating pins for cracks in accordance with Dowty Rotol, Limited Service Bulletin No. 61-711, Revision 2, dated February 11, 1970, or later ARB- approved issue or an FAA-approved equivalent. (d) If a crack is found in any operating pin during the inspections required by paragraph (a) or (b), the following must be accomplished: (1) Remove all four operating pins and replace each of them with new serviceable operating pins, or with serviceable operating pins which have been inspected in accordance with paragraph (c) and which have not previously formed part of a set containing a cracked operating pin, prior to returning the propeller to service. In either case, the replacement pins must be pins that are approved for the particular type propeller. (2) Re-inspect all other propellers of the same type in the operator's fleet in accordance with paragraph (c) as follows: (i) For propeller types (c) R.175/4-30-4/13E and (c) R.193/4-30- 4/50, within the next 600 hours' time in service from the date of the inspection during which the cracks were found (for propellers with 1,400 or more hours' time in service since new or the last overhaul), or beforethe accumulation of 2,000 hours' time in service since new or the last overhaul (for propellers with less than 1,400 hours' time in service since new or the last overhaul), and thereafter at intervals not to exceed 2,000 hours' time in service since the last inspection. (ii) For propeller type (c) R.209/4-40-4.5/2, within the next 400 hours' time in service from the date of the inspection during which the cracks were found (for propellers with 600 or more hours' time in service since new or the last overhaul), or before the accumulation of 1,000 hours' time in service since new or the last overhaul (for propellers with less than 600 hours' time in service since new or the last overhaul), and thereafter at intervals not to exceed 1,000 hours' time in service since the last inspection. This amendment becomes effective September 5, 1970.
47-32-10: 47-32-10 BELL: (Was Mandatory Note 10 of AD-1H-1.) Applies to Models 47B and 47B3 Helicopters. Compliance required at the next 50-hour transmission teardown inspection. Replace the main rotor mast assembly with mast assembly, 47-130-100-2. (Bell Service Bulletin 47C24, dated June 26, 1947, also covers this same subject.)
2006-23-15: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757 airplanes. This AD requires installing a control wheel damper assembly at the first officer's drum bracket assembly and aileron quadrant beneath the flight deck floor in section 41; doing a functional test and adjustment of the new installation; and doing related investigative/corrective actions if necessary. For certain airplanes, this AD also requires doing an additional adjustment test of the re-located control wheel position sensor, and an operational test of the flight data recorder and the digital flight data acquisition unit. This AD also requires installing vortex generators (vortilons) on the leading edge of the outboard main flap on certain airplanes. This AD results from several reports that flightcrews experienced unintended roll oscillations during final approach, just before landing. We are issuing this AD to prevent unintended roll oscillations near touchdown, which could resultin loss of directional control of the airplane, and consequent airplane damage and/or injury to flightcrew and passengers.
70-13-01: 70-13-01 BRITISH AIRCRAFT CORPORATION: Amdt. 39-1012. Applies to Models BAC 1-11 200 and 400 series airplanes having razor socket supply transformer P/N RD.10590 installed. To prevent overheating of the razor socket supply transformer when a non-compatible electrical appliance is connected into a razor socket, within the next 1500 hours' time in service after the effective date of this AD, unless already accomplished, accomplish either of the following: (a) De-activate the razor sockets by disconnecting, insulating, and tying back the socket supply cable from the appropriate circuit breaker and fitting a locking clamp to the circuit breaker knob; or (b) Modify the razor socket circuit to provide a 1/4 ampere fuse in the positive line of the rectified output of the transformer in accordance with British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 25-PM4458 dated February 9, 1970, or a later ARB-approved issue, or an FAA-approved equivalent. (British Aircraft Corporation Model BAC 1-11 Service Bulletin No. 25-A-PM4458 refers to this subject.) This amendment becomes effective July 13, 1970.
48-08-03: 48-08-03 NAVION: Applies to Serial Numbers NAV-4-2 Through NAV-4-1110. To be accomplished as soon as possible but not later than April 1, 1948. To insure full opening of the fuel shutoff valve when the control knob is pushed to the full "ON" position, conduct the following inspection: Determine that the fuel shutoff valve flexible control is adequately supported along its length from the instrument panel to the shutoff valve to prevent buckling of the flexible control when it is moved to the "ON" position while valve motion is restrained by the fingers to simulate moderate valve friction. One additional support clip must be added adjacent to the present support clip at the valve end of the flexible control to prevent rotation of the present clip and resultant misalinement of the flexible control if the clip attaching screw should become loose. Other additional support clips along the flexible control may be necessary. Also determine that the control is properly rigged with respect to valve detents and that excess wire has been cut from the valve end of the control wire to prevent snagging of the end of the wire in the upholstery.
2006-23-08: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued 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: "Over a period of time, the alteration of one electronic control unit (ECU) electronic component can cause a rapid uncontrolled power increase. Several occurrences have already been reported during engine start or during engine warm-up." The event can also occur in flight which can result in loss of control of the airplane. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
70-17-04: 70-17-04 MORANE SAULNIER: Amdt. 39-1066. Applies to Models MS. 880B, MS. 885, and MS. 894A airplanes. To prevent possible fires resulting from leaks in the fuel system, within the next 50 hours' time in service after the effective date of this AD, unless already accomplished, modify the fuel system by installing flexible fuel lines between the engine pump and the carburetor and in the fuel pressure system in accordance with Parts 2 and 3 of SOCATA Service Bulletin No. 56, dated December 1968, or later SGAC-approved issue or an FAA-approved equivalent. This amendment becomes effective September 12, 1970.
75-17-14: 75-17-14 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 2316. Applies to "PUMA" Helicopter Models SA-330F and SA-330G, certificated in all categories, incorporating main rotor blades which have leading edge erosion protective strips. Compliance is required within the next 100 hours time in service after the effective date of this AD, unless already accomplished in accordance with Puma SA-330 Service Bulletin No. 05.39. To prevent failure of the main rotor blade due to cracks in the region of the leading-edge erosion protection, inspect for cracks, repair as necessary, and return to service, in accordance with paragraph 1C of Puma SA-330 Service Bulletin No. 05.39, dated December 8, 1974, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA Europe, Africa and Middle East Region. This amendment becomes effective August 18, 1975.
70-03-03: 70-03-03 BRITISH AIRCRAFT CORPORATION: Amdt. 39-930. Applies to Viscount Models 744, 745D, and 810 series airplanes. Compliance is required as indicated. To prevent possible failure of the fuselage pressure shell in the areas under the cockpit hood, accomplish the following: (a) For airplanes manufactured before February 28, 1959 - (1) Within the next 90 days after the effective date of this airworthiness directive, comply with the inspection requirements of paragraph (c). (2) Within the next 12 months after the effective date of this airworthiness directive, unless already accomplished, accomplish the rework required in paragraph (f). (b) For airplanes manufactured on or after February 28, 1959 - (1) Within the next 90 days after the effective date of this airworthiness directive, or within eight years after the date of manufacture, whichever occurs later, and thereafter at intervals not to exceed 12 months since the last inspection, comply withthe inspection requirements of paragraph (c). (2) Within 11 years after the date of manufacture, accomplish the rework required in paragraph (f). (c) Remove the cockpit hood fairing side panels. Visually inspect the exposed skin panels for corrosion, and visually inspect the wood packing strips around the window frames for water saturation. Guidance on identification of the degree of corrosion is given in the Airplane Corrosion Section of the Viscount Overhaul Manual for Model 744 airplanes; in the Instruction Manual for Model 745D airplanes; and in the Aircraft Manual for Model 810 airplanes. (d) If, during the inspections required by paragraph (c), skin corrosion is found which does not extend beyond the skin area exposed by removal of the cockpit hood fairing side panels, before further flight repair the corroded skin in accordance with the Viscount Repair Manual or comply with the requirements of paragraph (f). (e) If, during the inspections required by paragraph (c), skin corrosion is found which extends beyond the skin area exposed by removal of the cockpit hood fairing side panels, or the wood packing strips around the windows are found to be saturated with water, before further flight comply with the requirements of paragraph (f). (f) Remove the complete cockpit hood assembly, including the eyebrow fairing panels located above the windshield panels. Rework and reprotect the fuselage skin under these panels, and replace the wood window packing strips in accordance with paragraph 5.2.3 of British Aircraft Corporation Preliminary Technical Leaflet No. 278, Issue 1, for Models 744 and 745D airplanes; Preliminary Technical Leaflet No. 143, Issue 1, for Model 810 airplanes; or a later ARB- approved issue or FAA-approved equivalent. (g) The repetitive inspections required by paragraph (b)(1) may be discontinued after compliance with the requirements of paragraph (f) has been accomplished. This amendment becomes effective February 22, 1970.
2006-22-09: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 747 airplanes. This AD requires repetitive mid- and low-frequency eddy current inspections for cracks in the overlapped skin panels in the fuselage skin lap joints in sections 41, 42, 44, and 46, and corrective actions if necessary. This AD results from a report indicating that an operator found multiple small cracks in the overlapped skin panels in the fuselage skin lap joints. We are issuing this AD to detect and correct cracks in the overlapped skin panels, which could join together and result in reduced structural capability in the skin and consequent rapid decompression of the airplane.
70-11-04: 70-11-04 BELL: Amdt. 39-995. Applies to Bell Model 47B, 47B-3, 47D, 47D-1, 47G, 47G-2, 47H-1 helicopters, and to any other helicopters, equipped with wood main rotor blades and drag link equalizer horn, P/N 47-120-167-1. Compliance required within 50 hours' time in service after the effective date of this AD, unless already accomplished. To prevent possible failure of the drag link equalizer horn due to improper casting material, accomplish the one-time inspection for hardness as specified in Part I and Part II of Bell Helicopter Company Service Bulletin No. 144 SB dated October 9, 1969. Before further flight remove and replace horns having hardness values below those specified in Part II of Bell Helicopter Company Service Bulletin No. 144 SB. The manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Service Manager, Bell Helicopter Company, P. O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD which includes the incorporated material in full is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Region Office in Fort Worth, Texas. This amendment becomes effective June 26, 1970.
70-21-03: 70-21-03 ENTWICKLUNGSGEMEINSCHAFT: Amendment 39-1088. Applies to Model "PHOEBUS" A1, B1, and C Sailplanes up to and including S.N 934 which have a brake chute installed. To prevent the rudder from becoming blocked by the back-slipping chute coupling, within the next 100 hours' time in service after the effective date of this AD, unless already accomplished, replace the chute coupling with a modified coupling in accordance with Messerschmitt - Bolkow - Blohm Service Bulletin No. Phoebus-1/70 dated April 1970, or later LBA-approved issue or an FAA-approved equivalent. This amendment becomes effective November 5, 1970.
2006-21-11: The FAA is adopting a new airworthiness directive (AD) for Turbomeca Turmo IV A and IV C series turboshaft engines. This AD requires identifying, inspecting and replacing flexible lubrication pipes manufactured after April 1, 2003. If both engines on the same helicopter each have an affected pipe, then this AD requires replacing one of the affected pipes before further flight. This AD also requires initial and repetitive borescope inspections of affected pipes, visual inspections for oil leakage, and visual inspections of the oil filter, on engines that are not required to have an affected pipe replaced before further flight by this AD. This AD results from 7 reports of oil leakage due to the deterioration of flexible lubrication pipes manufactured after April 1, 2003. We are issuing this AD to prevent dual-engine failure on a twin-engine helicopter.
72-20-07: 72-20-07 ROLLS ROYCE (1971) LTD: Amdt. 39-1529. Applies to Rolls Royce Spey Model 555-15 Series engines on which Spey Modification 5046 has not been incorporated. These engines are installed on, but not necessarily limited to, Fokker Model F-28 airplanes. Compliance is required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 975 hours' time in service prior to the effective date of this AD, and thereafter at intervals not to exceed 1,000 hours' time in service from the last inspection until Spey Modification 5046 is incorporated. To prevent fretting of fuel tubes which could cause leakage of fuel under pressure into the engine compartment, accomplish the following: (a) Inspect tubes, P/N's EU.20154A and EU.67548A, which run between the airflow control regulator and the R.P.M. signal transmitter and between the fuel flow regulator and the shut-off valve, respectively, for fretting and consequent loss of sectional thickness where the tubes meet immediately behind the P3 connection on the fuel flow regulator. (b) If evidence of fretting is found during an inspection required by paragraph (a), before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed, remove the tubes P/N's EU.20154A and EU.67548A, and either: (1) Rework and reinstall the affected tubes in accordance with Rolls Royce Spey Service Bulletin No. Sp 73-A161 dated February 2, 1972 or an FAA-approved equivalent; or (2) Replace the affected tubes with serviceable tubes of the same part number in accordance with Rolls Royce Spey Service Bulletin No. Sp 73-A161 dated February 2, 1972 or an FAA-approved equivalent. This amendment becomes effective October 2, 1972.
2006-20-11: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200, -200PF, and -200CB series airplanes. This AD requires doing initial and repetitive detailed or high frequency eddy current inspections for cracks around the rivets at the upper fastener row of the skin lap splice of the fuselage, and repairing any crack found. This AD results from a report indicating that certain rivets were incorrectly installed in some areas of the skin lap splices during production because they were drilled with a countersink that was too deep. We are issuing this AD to detect and correct premature fatigue cracking at certain skin lap splice locations of the fuselage, and consequent rapid decompression of the airplane.
47-10-18: 47-10-18 LOCKHEED: (Was Mandatory Note 20 of AD-763-3.) Applies to All Model 49-46 Aircraft. Compliance required not later than 100 hours of operation after March 1, 1947, or during conversion of Model 49-51 aircraft to Model 49-46 aircraft, whichever occurs first. The hose connections in the fuel line between air metering chamber and fuel injection pump shall be changed to incorporate fire resistant hose and double hose clamps, using Wright Aeronautical Corporation P/N 856864 and 855403.
47-43-06: 47-43-06 CESSNA: (Was Service Note 4 of AD-768-5.) Applies to 120 and 140 Aircraft Serial Numbers 8001 to 10209, Inclusive. Inspection required whenever airplane is tied down in high winds without controls locked and upon each 100 hours of operation until Cessna parts 0422200-2 and 0422200-3 are installed. Inspect the aileron support ribs for indications of buckling or cracking, particularly in the narrow part of the web at the aft edge of the lightening hole and in the top flange just forward of the doubler plate. Any damaged support rib should be replaced with Cessna parts 0422200-2 (left) and 0422200-3 (right) which are made of 0.051-inch material and have a shorter lightening hole. (Cessna Service Letter No. 46 dated July 31, 1947, covers this same subject.)