Results
69-21-03: 69-21-03 ALLISON GAS TURBINE DIVISION Amendment 39-862. Applies to Models 501-D13 and 501-D22 Series Engines. Compliance: Required as indicated. To insure adequate life limit margin for Allison P/Ns 6738651, 6788581, 6789681, 6805651, 6805701, 6844081, and 6829661 first stage compressor wheels with balance weight pin holes in the front lip of the outer rim, accomplish the following: (A) Wheels which have 16,000 cycles or less on September 30, 1969, shall be removed from service prior to reaching 19,000 cycles or, unless already accomplished, must be inspected in accordance with Allison Commercial Service Letter CSL-120 Supplement dated October 2, 1969, or Allison Commercial Service Letter 501-D22 CSL-1001 Supplement dated October 2, 1969, or any other method approved by the Chief, Engineering and Manufacturing Branch, Central Region. (B) Wheels which exceeded 16,000 cycles on September 30, 1969, must be removed from service in accordance with Inspection/Removal Chart contained on page 3 of Allison Commercial Service Letter CSL-120 Supplement dated October 2, 1969, or contained on page 3 of Allison Commercial Service Letter 501-D22 CSL- 1001 Supplement dated October 2, 1969, unless inspected in accordance with said Allison Commercial Letters. (C) No first stage compressor wheels shall remain in service beyond 25,100 cycles. (D) For the purposes of this airworthiness directive, a cycle is defined as one takeoff. This amendment becomes effective October 21, 1969.
2006-08-12: This amendment supersedes an existing airworthiness directive (AD) for the MD Helicopters, Inc. (MDHI) Model 600N helicopters, that currently requires inspecting both upper tailboom attachment fittings, nut plates and both angles for a crack or thread damage, and repairing or replacing any cracked or damaged part. That AD also requires replacing the upper right tailboom attachment bolt with a new attachment bolt, and if the upper right attachment bolt is broken, replacing the three remaining attachment bolts with airworthy bolts. Adding a washer to each bolt and modifying both access covers is also required. Thereafter, inspecting the upper tailboom attachments and repairing or replacing any cracked part is required by that AD. That AD was prompted by the discovery of a cracked attachment bolt on a helicopter. This AD requires those same actions, plus installing additional inspection holes in the aft fuselage skin panels and inspecting the upper and lower tailboom attachmentfittings, the upper longerons, and the angles and nut plates for cracks. It also requires, within a specified time, replacing the upper right tailboom attachment fitting, painting the inspection area, and replacing existing nut plates. Additionally, it requires inspecting the attachment bolts for any damage or wear. This amendment is prompted by an accident involving a Model 600N helicopter. The actions specified by this AD are intended to prevent failure of the tailboom attachment fittings, separation of the tailboom from the helicopter, and subsequent loss of control of the helicopter.
65-13-05: 65-13-05 LOCKHEED: Amdt. 39-87 Part 39 Federal Register June 22, 1965. Applies to Model 1329 Aircraft Serial Numbers 5001 through 5058. Compliance required before further flight except that one flight may be made in accordance with the provisions of FAR 21.197 for the purpose of obtaining inspection and rework. To prevent loss of elevator inboard counterweights accomplish the following: (a) Remove empennage trailing edge fairing installation P/N JE114 to gain access to inboard elevator counterweights and their attach bolts P/N AN 174H10A. (b) Remove aft outboard and two inboard attach bolts one at a time and measure shank length. Replace bolts with AN 174H10A bolt if shank length is less than 1.016 inch. Torque to 70-100 inch-pounds. (c) Back off forward outboard attach bolt eight turns. If bolt is still engaged, retorque to 70-100 inch-pounds. If bolt is not engaged at eight turns, but is engaged at least four turns, retorque to 70-100 inch-pounds. Replace any bolt having less than a four turn engagement with a AN 174H10A bolt. This can be accomplished by disconnecting the vertical push-pull rod from elevator horn on side being worked. Then remove torque tube flange bolt connecting the elevator. This will free elevator assembly so that counterweight can be rotated sufficiently for bolt access. Upon completion reassemble, torque and safety wire bolts. (d) Inspect two aft adjustment weight attach bolts, if installed, for proper length. Correct length is at least one thread extending through barrel nut. Replace as required with AN 174H()A bolt to obtain proper length. Torque to 70-100 inch-pounds. (e) Safety wire in pairs with MS20995C40 or equivalent, the attach bolt head of the two outboard, the two inboard and the two aft adjustment weight attach bolts, if installed. (f) Replace empennage trailing edge fairing. (g) At the next 100-hour inspection, remove and replace any forward outboard attach bolt found by inspection of (c) to have less than eight turn engagement, with AN 174H10A bolt torqued to 70-100 inch-pounds and safety wired in accordance with (e). (Lockheed Service Bulletin 329-206 covers this same subject.) NOTE: It is requested that the results of this inspection be reported to the FAA, Engineering and Manufacturing Branch, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. This directive effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated June 13, 1965.
70-02-10: 70-02-10 SCHEMPP-HIRTH K.G.: Amdt. 39-926. Applies to Schempp-Hirth Cirrus sailplanes having serial numbers 19, 46, 47, 50, 53, 55, 57 through 69, 71 through 75, 77, and 79 through 82. Compliance is required as indicated. To prevent failure of elevator, aileron or airbrake flight control systems, before further flight after the effective date of this AD, unless already accomplished, accomplish the following: Inspect askubal rod ends located in wings (4), fuselage (2), and fin (1) in accordance with Schempp-Hirth K.G. Technical Note No. 1/69 dated 20 October 1969, or an FAA-approved equivalent, to ensure that correct rod ends are installed in the elevator, aileron, and airbrake flight control systems. Incorrect rod ends may be recognized by thread of shanks going up to neck of bearing housing. If incorrect rod ends are installed, before further flight, replace them with correct rod ends in accordance with Schempp-Hirth K.G. Technical Note No. 1/69 dated 20 October 1969, or an FAA-approved equivalent. 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 12 December 1969, which contained this amendment.
71-03-01: 71-03-01 RATIER-FIGEAC: Amdt. 39-1150. Applies to Ratier-Figeac FH.146 propellers installed on, but not necessarily limited to, Nord Aviation NORD 262A-12 airplanes. To prevent fatigue cracks and possible failures in service, the propeller components listed in Bulletin Ratier-Figeac Service No. 61-107, dated August 19, 1970, must be removed from service in accordance with the hours' time in service life limits specified in that Bulletin, or later SGAC-approved revision, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region. This amendment becomes effective February 22, 1971.
2006-07-15: The FAA is adopting a new airworthiness directive (AD) to supersede AD 2003-07-01, which applies to certain Thrush Aircraft, Inc. Model 600 S2D and S2R (S-2R) series airplanes (type certificate previously held by Quality Aerospace, Inc. and Ayres Corporation). AD 2003-07-01 currently requires you to repetitively inspect the 1/4- inch and 5/16-inch bolt hole areas on the lower wing spar caps for fatigue cracking; replace or repair any lower wing spar cap where fatigue cracking is found; and report any fatigue cracking found. This AD is the result of the analysis of data from 112 cracks found in the last 8 years on similar design Model 600 S2D and S2R (S-2R) series airplanes, and FAA's determination that an immediate initial inspection and more frequent repetitive inspections are necessary to address the unsafe condition for certain airplanes. Consequently, this AD would require you to increase the frequency of the repetitive inspections on Groups 1, 2, 3, and 6 airplanes; and decrease the hours time-in-service (TIS) for the initial inspection on Group 2 airplanes. We are issuing this AD to prevent lower wing spar cap failure caused by undetected fatigue cracks. Such failure could result in loss of a wing with consequent loss of airplane control.
48-42-02: 48-42-02 LOCKHEED: Applies to All Model 18 Aircraft Operated in Scheduled and Non-scheduled Air Carrier Passenger Service. To be accomplished not later than the date established in accordance with the provisions of special Civil Regulation Serial Number SR-329, or any subsequent regulation affecting this compliance date. All Lockheed Model 18 aircraft mentioned above must be modified to comply with the fire prevention requirements as outlined in CAR Amendments 41-3, 42-2, and 61-2. Compliance with these requirements may be accomplished by completing the modifications outlined in the following listed Lockheed Service Bulletins. Other rework shown to be equivalent to that covered by the Service Bulletins will also be acceptable. Item CAR 4 No. Lockheed Service Bulletin Title 1. .3824 18/SB-122 Revision to Waste Paper Container. 18/SB-123 Installation of No Smoking Placard. 2. .38250 18/SB-124 Installation of Fire Detection andExtinguishing System. .38251 18/SB-125 Installation of Hydraulic Reservoir Oil Tank Guard. 18/SB-126 Installation of Windshield Alcohol Tank Guard. 18/SB-127 Sealing of Baggage Compartment. 3. .43 18/SB-135 Material Substitution-Propeller Feathering Reserve Oil Tank Support. 4. .4700 18/SB-130 Firewall Revision. 5. .49 .4900 18/SB-128 Replacement of Power Plant Lines and Fittings. .4901 18/SB-129 Installation of Emergency Oil Shut-Off Valves. .4902 18/SB-131 Revision to Cabin Heater Ducts. .4902 18/SB-133 Replacement of Firewall and Power Plant Lines & Fittings. 18/SB-136 Installation of Dual Fuel System Fire Resistant Plumbing Provisions for Selective Shut-Off -Propeller. 18/SB-141 Anti-Icing System (Airplanes having Standard Systems) Provisions for Selective Shut-Off - Propeller. 18/SB-141A Anti-Icing System (Airplanes with Tank & Pump in L.H. Nacelle). In addition to the above, inspect cabin interior fabrics and finishes to determine that these materials or any substitutes or replacements for the materials originally installed comply with the applicable sections of CAR 4b. Safety Regulation Release 259 outlines acceptable procedures for complying with these particular requirements.
2006-07-24: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 757-200 and -300 series airplanes. This AD requires replacing certain electrical panels with certain new panels. This AD results from a report of some loose wire terminations in the P50 panel that caused intermittent indications in the flight deck. We are issuing this AD to prevent intermittent indications in the flight deck, incorrect circuitry operation in the panels, and airplane system malfunctions that may adversely affect the alternate flaps, alternate gear extension, and fire extinguishing.
2006-08-01: The FAA adopts a new airworthiness directive (AD) that supersedes AD 97-24-09, which applies to certain BURKHART GROB LUFT- UND-RAUMFAHRT GmbH & Co. KG (Grob) Model G 103 C Twin III SL sailplanes. AD 97-24-09 currently requires repetitively inspecting the propeller bearing and upper pulley wheel for increased play and, if increased play is found, modifying the propeller bearing and pulley wheel. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. Consequently, this AD requires you to modify the propeller bearing and upper pulley wheel by installing a new securing plate and tightening the grooved nut to the new torque values. We are issuing this AD to prevent loss of the sailplane propeller caused by increased play in the current design propeller bearing and upper pulley wheel. This could result in loss of control of the sailplane. DATES: This AD becomes effective on May 9, 2006. On January 5, 1998 (62 FR 62945, November 26, 1997), the Director of the Federal Register previously approved the incorporation by reference of GROB Luft-und Raumfahrt Service Bulletin No. 869-18, dated March 7, 1996, and GROB Luft-und Raumfahrt Service Bulletin No. 869-18/ 2, dated July 8, 1996. As of May 9, 2006, the Director of the Federal Register approved the incorporation by reference of GROB Luft-und Raumfahrt Service Bulletin MSB869-18/3, dated May 24, 2002, in accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
57-07-01: 57-07-01 BELL: Applies to All Model 47H1 Helicopters Serial Numbers 1347 Through 1349, 1351 Through 1360, and 1362 Through 1371. Compliance required as indicated. Due to reported looseness of synchronized elevator assemblies and cracking of elevator shafts, the following daily inspection and rework are required: 1. Daily Inspection: In order to determine that looseness of the elevator assembly is not excessive, the following inspection must be conducted daily until rework, item 2 is accomplished: (a) Hold end of elevator and move gently in vertical and horizontal directions (both sides) to check for looseness. Looseness may be in the four rivets that secure the shoulder fittings to the elevator shaft, between the shoulder fittings and the elevator shaft, or in the bolts and tapered bushing securing the two sections of the elevator at the elevator splice coupling. (b) If looseness is found, the elevator assembly should be removed so that the rework and additional inspections of item 2 be accomplished. 2. Rework or replacement of loose or cracked elevator assemblies must be completed prior to the next flight. (a) Inspect elevator shafts at tapered bushing holes for cracks or hole elongation. Remove rivets which attach shoulder fittings, P/N 47-267-404-3, to elevator shaft and to inboard elevator rib. Slide shoulder fittings away from ribs and inspect elevator shafts and shoulder fittings with a 10-power glass for cracks or rivet hole elongation. (b) If shafts are cracked, replace the elevator assembly. (c) If shoulder fittings are cracked, replace the shoulder fittings. (d) If no cracks are found, remove burrs from holes and rework elevator shafts in accordance with Bell Service Bulletin No. 117. This bulletin describes in detail the procedure for removing existing filler plugs from elevator shafts, inserting new plugs, P/N 47-267-420-5, attaching shoulder fittings to the elevator ribs and shafts, installing and securing a spring pin, P/N MS171600, reassembling splice coupling, P/N 47-267-433-1, reassembling elevator assemblies with two additional AN 173-20A bolts and the four 79B1-3-4 tapered bushings previously removed. If the tapered bushing holes are elongated, four 79B1-3-5 tapered bushings must be used in place of the -4 tapered bushings removed. (Bell Service Bulletin No. 117 covers this same subject.)
2006-07-02: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-301, -311, and -315 airplanes. This AD requires replacing the pressure control valve of the Type 1 emergency door. This AD results from reports that the pressure control valve of the Type 1 emergency door is susceptible to freezing. We are issuing this AD to ensure that the pressure control valve does not freeze and prevent the door seal from deflating, which could result in the inability to open the door in an emergency.
73-11-05: 73-11-05 ISRAELI AIRCRAFT INDUSTRIES: Amdt. 39-1645. Applies to Model 1121 Series airplanes, S/N's 3 through 150, excluding S/N 107. Compliance required prior to next takeoff. To prevent the possible failure of a main landing gear (a) Visually inspect the trunnion bosses of the main landing gear upper body, P/N ES12845, for cracks using a mirror and flashlight. (b) If a crack is found in a main landing gear, 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, replace that main landing gear with a serviceable part of the same part number or an FAA-approved equivalent, and report the finding of the crack on FAA Form 8330-2 to the Chief, Aircraft Certification Staff, Federal Aviation Administration (AEU-100), c/o U. S. Embassy, APO New York, New York 09667. (Reporting approved by the Bureau of the Budget under BOB No. 04-R0174). NOTE: During the inspection required by paragraph(a) particular attention should be directed to the top of the trunnion boss along the forging flash or seam extending from the bushing face. This amendment is effective upon publication in the Federal Register as to all persons except those persons to whom it was made immediately effective upon receipt of the airmail letter dated April 27, 1973, which contained this amendment.
58-03-02: 58-03-02 HAMILTON STANDARD: Applies to All Hamilton Standard 4U18 and 5U18 Governors Shipped From the Factory Prior to September 26, 1957. Compliance required: A. Prior to April 15, 1958, for governors with the solenoid valve installed with the solenoid-electrical connection combination parallel to the governor drive shaft axis (Position 1 as shown in Hamilton Standard Service Bulletins Nos. 528, 536, and 536A). B. At next governor overhaul for governors with the solenoid valve installed with the solenoid-electrical connection combination at right angles to the governor drive shaft axis (Positions 2 and 4 as shown in Hamilton Standard Service Bulletins Nos. 528, 536 and 536A). Three unwanted propeller reversals have been reported. Investigation revealed that, in two cases, the oil hole sealing plugs in the governor body solenoid valve boss were missing. In the third case, oil leaked past one of the oil hole sealing plugs. To preclude additional unwanted reversals from this cause, remove the solenoid valve assembly from the governor. Inspect for the presence of two oil hole plugs, PN 68753, in two- flyweight-type governor bodies and one oil hole plug, P/N 321736, in four-flyweight-type governor bodies. Install plugs as required. Install solenoid valve mounting gasket, P/N 60912, reworked to solenoid mounting gasket P/N 322778, such that the triangular cutout is position over the two plugged holes (two-flyweight-type) or over the single-plugged hole (four-flyweight- type). As an alternative, particularly on earlier models not incorporating the second drain passage as described in Service Bulletins Nos. 345, and 345A, install solenoid valve mounting gasket, P/N 60912, reworked to solenoid mounting gasket, P/N 322779, by making two cuts at each corner and removing each cutout portion. Identify inspected and/or reworked governors by any convenient means. In lieu of replacing the P/N 60912 gaskets, the control body solenoid may be permanentlyvented by milling grooved channels in the boss face in accordance with Hamilton Standard Service Bulletin No. 536B. Governors which were shipped from the factory September 26, 1957, and later, are identified by Serial Number WH87433 and above. Likewise, those governors with Serial Numbers below WH87433, but having an inspector's stamp in white ink located to the left of Hamilton Standard nameplate, were also shipped from the factory September 26, 1957, or later. The stamping consists of an oval enclosing a two-letter initial. Controls so identified need not be inspected for inclusion of the sealing plugs, but must have the gasket reworked. (Hamilton Standard Service Bulletins Nos. 528, 536, 536A, and 536B cover this same subject.)
2006-06-17: The FAA is adopting a new airworthiness directive (AD) for Turbomeca Arriel 1B, 1D, and 1D1 turboshaft engines. This AD requires inspecting the 2nd stage nozzle guide vanes (NGV2) for wall thickness. This AD results from one instance of a fractured 2nd stage turbine blade followed by an uncommanded engine shutdown. We are issuing this AD to detect and prevent perforation of the NGV2 that could cause fracture of a turbine blade that could result in an uncommanded engine in-flight shutdown on a single-engine helicopter.
47-42-12: 47-42-12 DOUGLAS: (Was Mandatory Note 9 of AD-781-1.) Applies to DC-6 Serial Numbers 42866, and 42868 to 42875, Inclusive. \n\nTo be accomplished not later than February 1, 1948. \n\nIn order to provide adequate fastening of the rubber cushions on the reinforcing strap assembly of the astrodome, the following must be accomplished: \n\n1.\tRemove the existing rubber strap cushions, P/N 5249604-36, all traces of cement and adhering rubber from reinforcing strap assembly, P/N 5249604-38. \n\n2.\tButt cushion assembly P/N 2356419 against pad P/N 5249604-42, locate and drill four No. 40 (0.098) holes through strap P/N 5249604-38 and attach with AN 426-AD-3-5 rivets. \n\n3.\tReinstall reinforcing strap assembly P/N 5249604-38, using eight AN 960-D-10L washers and eight AN 365-1032 nuts. \n\n\t(Douglas Service Bulletin DC-6 No. 45 covers this same subject.)
95-03-09: This amendment adopts a new airworthiness directive (AD), applicable to all Fokker F28 Mark 0100 series airplanes, that requires inspecting the teleflex cable of the landing gear to detect corrosion, moisture, or improper greasing, and replacing discrepant teleflex cables with serviceable parts. This amendment is prompted by reports of difficulties with the operation of the selector handle of the landing gear when "gear down" is selected, due to improper greasing of the teleflex cable of the landing gear during production. The actions specified by this AD are intended to prevent moisture from accumulating on the teleflex cable, which could result in corrosion of the teleflex cable that could inhibit operation of the selector handle of the landing gear.
2006-06-05: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 720 and 720B series airplanes. This AD requires repetitive inspections for any crack, corrosion, or sign of damage (e.g., finish scratches, blistering, or signs of fuel leaking) of the front spar upper chords under the fairing web, and repair if necessary. This AD results from a report that inspections required by a previous AD action are inadequate for Boeing Model 720 and 720B series airplanes. We are issuing this AD to detect and correct any crack, corrosion, or sign of damage of the front spar upper chords under the fairing web, which could result in structural failure of the wing.
2006-03-04: The FAA is adopting a new airworthiness directive (AD) for certain transport category airplanes, identified above. \n\n\tThis AD requires repetitive inspections for cracks of the doorjamb corners of the main cabin cargo door, and repair if necessary. This AD also provides an optional preventive modification that extends certain repetitive intervals. This AD results from reports of cracks in the fuselage skin at the corners of the doorjamb for the main cabin cargo door. We are issuing this AD to detect and correct fatigue cracks in the fuselage skin, which could result in rapid decompression of the airplane.
48-15-02: 48-15-02 MARTIN: Applies to Model 202 Aircraft. Compliance required by July 1, 1948. As a fire protection measure, replace the oil tank vent line (Martin P/N 2021A83751) running forward from the firewall, with fire resistant hose (Martin P/N 2021A84127 or equivalent). (Martin Maintenance Note No. 28 dated January 22, 1948, covers this same subject.)
94-14-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Canadair Model CL-600-2B16 series airplanes, that requires inspection to detect chafing of the wiring harness of the air driven generator (ADG), modification of the wiring harness, and repair of any chafed harness. This amendment is prompted by a report that the wiring harness on certain airplanes was produced in a configuration that is subject to chafing and electrical shorting. The actions specified by this AD are intended to prevent chafing or shorting of the wiring harness, which could result in loss of ADG power to the essential bus when the ADG is deployed during an emergency situation.
2006-05-07: The FAA is adopting a new airworthiness directive (AD) for certain Aerospatiale Model ATR42-200, -300, and -320 airplanes. This AD requires doing repetitive inspections of the upper arms of the main landing gear (MLG) side braces for missing or inadequately bonded identification plates; doing an ultrasonic inspection of the upper arm of the MLG side brace for any defects and related investigative/ corrective actions if necessary; and replacing the side brace assembly with a modified part. This AD results from an operator who reported experiencing an unlock warning for the MLG on the right side of the airplane. We are issuing this AD to prevent cracking of the upper arms of the side braces of the MLG, which could result in failure of the MLG during landing and possible damage to the airplane and injury to the flightcrew and passengers.
2006-03-15: This amendment adopts a new airworthiness directive (AD), applicable to all Boeing Model 747SP, 747SR, 747-100, -100B, -100B SUD, -200B, -200C, -200F, and -300 series airplanes, that requires modification of the escape slide/raft pack assembly and cable release sliders, as applicable. The actions specified by this AD are intended to prevent improper deployment of the escape slide/raft or blockage of the passenger/crew doors in the event of an emergency evacuation, which could result in injury to passengers or crewmembers. This action is intended to address the identified unsafe condition.
2005-20-32: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A330-200 and -300 and A340-200 and -300 series airplanes. This AD requires inspecting to determine the part number and serial number of the left- and right-hand elevator assemblies, performing related investigative and corrective actions if necessary, and re- protecting the elevator assembly. This AD results from reports that areas on the top skin panel of the right-hand elevator have disbonded due to moisture penetration. We are issuing this AD to prevent disbonding of the elevator assembly, which could reduce the structural integrity of the elevator and result in reduced controllability of the airplane.
49-16-02: 49-16-02 STINSON: Applies to All Models 108-2 and 108-3 Series Aircraft, Serial Numbers 2250 and Up. Compliance required at next periodic inspection but not later than July 1, 1949. To prevent wing fabric loosening along the upper surface of the front and rear spars in the area of the fuel tank causing a spoiler action, remove the fuel tank and inspect the upper surface wing fabric for proper installation, looseness and deterioration. The fabric should be wrapped securely around spar flange ending at spar web. If fabric is not installed in this manner or it is loose, the following shall be accomplished. 1. Resecure fabric to wing structure using at least a 4-inch width of surface tape as reinforcement. Dope to upper wing fabric along spar and wrap securely around spar flange stopping at spar web. 2. Reinstall fuel tanks. 3. Seal 1/8-inch crevice on upped wing surface (between fuel tank and spare) flush with wing contour using perma-plastic sealing compound compatible withdoped fabric surface. (3-M Weatherstrip cement manufactured by the Minnesota Mining and Manufacturing Co., or equivalent, is acceptable). 4. All rework should be in accordance with Civil Aeronautics Manual 18. This supersedes AD 49-06-05.
2006-04-10: The FAA is adopting a new airworthiness directive (AD) for certain Cessna Model 500, 550, S550, 560, 560XL, and 750 airplanes. This AD requires installing identification sleeves on the wires for the positive and negative terminal studs of the engine and/or auxiliary power unit (APU) fire extinguishing bottles, as applicable, and re- connecting the wires to the correct terminal studs. This AD results from a report of mis-wired fire extinguishing bottles. We are issuing this AD to ensure that the fire extinguishing bottles are activated in the event of an engine or APU fire, and that flammable fluids are not supplied during a fire, which could result in an unextinguished fire in the nacelle or APU.