Results
44-52-01: 44-52-01\tBOEING: (Was Service Note 1 of AD-558-1 and Service Note 1 of AD-524-1.) Applies to 247-D Aircraft. \n\tInspect immediately and every 250 hours thereafter the outer wing panel 17SRT aluminum alloy spar chord members for cracks. Unless special openings are installed, the outer panels may have to be removed to permit thorough inspection. If cracks are found, the members should be repaired or replaced in a manner satisfactory to the FAA. If replacement 24ST tubing is installed no further inspection will be necessary. Boeing Service Bulletin No. 1 of D-6134 describes a satisfactory method of installation of inspection openings in the lower surface of the outer wing. Boeing Service Bulletin No. 2 of D-6134 covers replacement of 17SRT spar chords with 24ST spar chords.
2006-03-13: The FAA is adopting a new airworthiness directive (AD) for certain McDonnell Douglas transport category airplanes. This AD requires an initial ultrasonic inspection for cracks of the studbolts of the inboard and outboard hinge fittings of the left and right outboard flaps of the wings. Based on the inspection results, this AD also requires doing repetitive ultrasonic inspections, replacing upper and/or lower studbolts with new or serviceable studbolts, doing a detailed inspection for corrosion of the upper studbolts, doing a magnetic particle inspection for \ncracks of studbolts, and changing the protection treatment; as applicable. This AD results from reports of corrosion and failures of the upper and lower studbolts of the outboard flaps inboard and outboard hinge fittings. We are issuing this AD to prevent corrosion and subsequent cracking of studbolts, which could result in failure of the flap hinge fittings and their possible separation from the wing rear spar, and consequent reduced controllability of the airplane.
46-11-01: 46-11-01\tNORTH AMERICAN: (Was Service Note 2 of AD-2-575-3.) Applies Only to Army BC-1A, AT-6, -6A, -6B, -6C; Serial Numbers Below 41-34249 and Navy SNJ-2, -3, -4; Serial Numbers Below 0-43692.\n \n\tInspection required at each periodic inspection unless doubler angles are installed. \n\n\tInspect the inboard end of the landing gear retracting strut attachment support channel, P/N 55-14102 or 66-14102-1, at the wing outer panel joint, for cracks. If cracks are found in any channel, it shall be reinforced as follows: \n\n\tA.\tFor cracks less than 2 inches long, install 0.062 inch-29/32 inch x 1 inch x 6 3/4 inches long, SAE No. 4130 steel, cadmium-plated ( or 0.091 inch-24ST alclad) doubler angles in the upper corners of the inboard ends of each cracked channel. Drill a 1/8-inch stop hole at the end of each crack. Attach the 29/32-inch leg by picking up the existing rivet pattern through the wing skin and the channel upper flange. The rivets through the wing attach angle should be replaced with AN 3 bolts, or equivalent. Attach the 1-inch leg to the side of the channel using a row of seven AN 442-AD4 rivets or equivalent, at approximately 1 1/8-inch spacing. \n\n\tB.\tFor cracks over 2 inches long, install 0.062 inch-29/32 inch x 1 3/8 inches x 6 3/4 inches long SAE No. 4130 steel, cadmium-plated, doubler angles in the upper corners of the inboard ends of each channel containing a crack over 2 inches long. Drill a 1/8-inch stop hole at the end of each crack. Attach 29/32-inch leg as described in paragraph A. Attach 1 3/8-inch leg to the side of the channel using two rows of seven AN 442-AD4 rivets, or equivalent, at approximately 1 3/8-inch spacing. \n\n\tC.\tFor cases where no cracks are found, install the same doubler angles as required in paragraph A, except that they need not exceed 4 inches in length, or inspect at each periodic inspection. \n\n\tIn order to permit installation of rivets with the wing outer panel installed on the airplane, approved type blind 5/32-inch rivets may be used in the 1-inch or the 1 3/8-inch leg of the doubler angle. \n\n\t(Supplement No. 1 to North American Service Bulletin dated March 6, 1946, covers this subject also.)
95-13-11 R1: This amendment clarifies information in an existing airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10-10 airplanes, that currently requires repetitive inspections to detect cracking of the upper caps in the front spar of the left and right wing, and repair, if necessary. The actions specified in that AD are intended to prevent progression of fatigue cracking, which could cause reduced structural integrity of the wing front spar and damage to adjacent structures. This amendment clarifies the requirements of the current AD by revising the area of inspection. This amendment is prompted by communications received from affected operators that the current requirements of the AD are unclear.
2006-02-10: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD requires replacing the Gask-O-Seal in the coupling of the refuel/defuel shut-off valves. This AD results from a report that Gask-O-Seals that did not incorporate an integral restrictor to limit fuel flow rate and fuel pressure during refueling were installed on certain airplanes. We are issuing this AD to prevent a buildup of excessive static charge, which could create an ignition source inside the fuel tank.
2006-02-08: The FAA is adopting a new airworthiness directive (AD) for certain Turbomeca Arriel 1B, 1D, 1D1, and 1S1 turboshaft engines. This AD requires initial and repetitive position checks of the gas generator 2nd stage turbine blades on all Turbomeca Arriel 1B, 1D, 1D1, and 1S1 turboshaft engines, and initial and repetitive replacements of 2nd stage turbines on 1B, 1D, and 1D1 engines only. This AD results from reports of the release of gas generator 2nd stage turbine blades while in service, with full containment of debris. We are issuing this AD to prevent inflight engine shutdown and subsequent forced autorotation landing or accident.
2006-02-04: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-1A11 (CL-600), CL-600-2A12 (CL-601), and CL-600-2B16 (CL-601-3A, CL-601-3R, & CL-604) airplanes. This AD requires modifying the rudder balance spring assembly by installing a new adjustable balance spring, and rigging the assembly to suit the rudder of each airplane. This AD results from production inspections that showed that the spring assembly that controls rudder balance may not have the correct pre-load on some airplanes. We are issuing this AD to prevent uncommanded yaw movements and consequent reduced controllability of the airplane.
44-04-03:
2006-01-03: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A300 B2 and B4 series airplanes. This AD requires repetitive replacement of the angle of attack (AOA) sensors with new or overhauled AOA sensors. This AD also provides an optional terminating action for the repetitive replacements. This AD results from reports of several false stall warnings associated with stick-shaker activation, occurring during take-off. We are issuing this AD to prevent false stall warnings associated with stick-shaker activation, which could result in increased pilot workload as the pilot tries to determine the cause of the stall warning and possible reduction in the pilot's ability to control the airplane.
47-07-06: 47-07-06 FAIRCHILD: (Was Mandatory Note 8 of AD-724-2.) Applies to M-62 Series Aircraft. Compliance required at next periodic inspection. In order to reinforce the forward attachment of the vertical fin, trim the leading edge as required and install bracket, Fairchild P/N 66317 and either maple filler block, Fairchild P/N SK- 2089-1, or blocks, Fairchild P/N 66300-22 and 66300-23. (Fairchild Service Bulletin 44-62-1 dated October 31, 1944, covers this same subject.)
46-06-02: 46-06-02 KINNER: (Was Mandatory Note 8 of AD-749-1 and Special Note 11 of AM-231.) Applies Only to Jobmaster DGA-18K and Ryan ST-3KR Airplanes With R-5 Series 2 Engines With the Following Serial Numbers: 371, 378, 379, 380, 383, 386, 398, 399, 400, 401, 404, 405, 406, 407, 409, 410, 411, 413, 414, 415. Install master rod (P/N 835) before exceeding 200 hours total operation with the early type rod. This replacement should preclude further master rod failures and involves the rebalancing of the crankshaft and rod assembly. (Kinner Service Bulletin No. E-1-8 dated July 24, 1942, covers this same subject.)
48-02-02: 48-02-02 DOUGLAS: Applies to C-54 and DC-4 Aircraft With Wilcolator Fire Detectors Installed in the Engine Power Section of the Nacelle. \n\nCompliance required by next engine change. \n\nRevise the method of attachment of the A-4981 Wilcolator fire detectors located on the cowl flap support wing in zone 1 by clamping the detector to its mounting plate with a retainer strip of 0.062-thickness low carbon steel sheet, cadmium plated, secured with the same screws which attach the detector to the support box. Failure of the supports is caused by vibration during engine operation. \n\n(Douglas Service Bulletin DC-4 No. 75 covers this same subject.)
48-11-02: 48-11-02 DOUGLAS: Applies to DC-6 Aircraft. \n\n\tTo be accomplished prior to return to service in class C operation-with cabin supercharging, cabin heating, and thermal deicing including thermal windshield deicing, in operation. \n\n\tRework must be accomplished in accordance with the following Douglas Co. data: \n\n\t1.\tAccomplish all rework covered by data listed in Notes 48-10-01 and 48-11-01 for classes A and B operation, including paragraphs 1 and 2 but excluding paragraph 3 of Note 48-10-01, and excluding paragraph (a) of Note 48-11-01. \n\n\t2.\tRework in accordance with the following must also be accomplished: \n\n\tService Bulletin DC-6 No. 258, Cabin Supercharger Revisions and Bearing Oil Control, dated February 13, 1948. (Also, all superchargers must incorporate low sped drive shaft per Douglas Installation Drawing No. 5350684-C.) \n\n\tService Bulletin DC-6 No. 257, Relocation of Cabin Supercharger Oil Cooler, as revised February 18, 1948. \n\n\tThe rework outlined in the data listed above is based upon an airplane which incorporates certain production changes. Therefore, in order to satisfactorily complete the rework required, some aircraft* must be revised in accordance with the following: \n\n\tService Bulletin DC-6 No. 13, Installation of an Oil Pressure Warning Switch for each Cabin Supercharger Gear Box, dated August 28, 1947. \n\n\t*Serial numbers of airplanes affected by this rework are listed on the pertinent Service Bulletin(s). Also, additional information may be obtained from the "Supplement" to "Cross Reference List-Service Changes and Modification Items" which has been prepared and revised by the Douglas Co. as of February 11, 1948.
47-11-01: 47-11-01 NAVION: (Was Mandatory Note 1 of AD-782-3.) Applies Only to Serial Numbers NAV-4-2 to NAV-4-550, Inclusive. To be accomplished immediately. Remove present rudder-nose gear steering bellcrank, P/N 145-34175 and replace with new part of the same number furnished by North American. The replacement part is to be identified by a yellow dot and the stamp (SPL). (North American Service Bulletin No. 21, dated January 23, 1947, covers this same subject.)
2005-22-10: This amendment adopts a new airworthiness directive (AD), applicable to certain Airbus Model A320-111 airplanes, and Model A320- 200 series airplanes, that requires a detailed inspection of the tail cone triangle to determine its position, and corrective actions if necessary. This action is necessary to prevent excessive vibrations of the elevators, which could result in reduced structural integrity and reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
47-25-02: 47-25-02 CULVER: (Was Mandatory Note 4 of AD-778-2.) Applies to All Model V Aircraft. Compliance required prior to August 15, 1947. Install wing fillets, Culver P/N 10477, at junction of fuselage and wing trailing edge. Attach with 6 x 1/4 PK screws (12) or equivalent. (Culver Service Bulletin No. 13 covers this same subject.)
00-00-00:
46-06-01: 46-06-01 RYAN: (Was Service Note 5 of AD-749-1.) Applies Only to Model ST-3KR Aircraft Serial Numbers 1001 to 2249, Inclusive. At each periodic inspection examine the front fin spar at its attachment to the fuselage for cracks. If no cracks are found and if spar has been reinforced at the critical section by means of a wood plug pressed into the end of the spar, no further action is mandatory. If cracks are found, the spar should be repaired by cutting the spar member approximately 3 1/4 inches above the lower bend and splicing on, by means of 3/16-inch bolts, a 1 1/8 by 0.058 inch X-4130 spar replacement section. (Ryan Service Bulletin No. 1044 covers the installation of the wood plug and Ryan drawing SK-1879 covers the splice repair.)
2005-26-04: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model CL-600-1A11 (CL-600), CL-600-2A12 (CL-601), and CL-600-2B16 (CL-601-3A and CL-601-3R) airplanes. This AD requires measuring to detect migration of the lower gimbal pin and inspecting for other discrepancies of the horizontal stabilizer trim actuator (HSTA). This AD also requires replacing or modifying the HSTA, as applicable. This AD results from reports of failure of the lower gimbal pin of the HSTA. We are issuing this AD to prevent migration of the lower gimbal pin of the HSTA, which could result in loss of the horizontal stabilizer and consequent loss of control of the airplane.
70-15-05: 70-15-05 SHORT BROTHERS AND HARLAND, LIMITED: Amdt. 39-1032. Applies to Model SC-7, series 3 airplanes. To alert the pilot to hazardous errors in the indicated altitude and airspeed when the stand-by static system is used, within the next 25 hours' time in service from the effective date of this AD, unless already accomplished, accomplish the following: (a) Install the altimeter stand-by correction label P/N SC7-18-5365 on the instrument panel above the pilot's altimeter in accordance with Shorts Service Bulletin No. 31-53, dated January 9, 1970, or later ARB-approved issue or an FAA-approved equivalent. (b) Replace the existing airspeed indicator placard P/N SC7-18-5093 on the 1 D panel with a new placard, P/N SC7-18-5409, in accordance with Shorts Service Bulletin No. 31- 51, dated January 9, 1970, or later ARB-approved issue or an FAA-approved equivalent. This amendment becomes effective July 20, 1970.
93-21-02: 93-21-02 GENERAL DYNAMICS (CONVAIR): Amendment 39-8717. Docket 93-NM-45-AD. Applicability: All Model 240, T-29A through D, and C-131A (military) series airplanes, certificated in any category, including those airplanes modified for turbo-propeller power. Compliance: Required as indicated, unless accomplished previously. To prevent the loss of an elevator or rudder, resulting from the installation of a suspected unapproved part (SUP), accomplish the following: (a) Within 400 hours time-in-service or 180 days after the effective date of this AD, whichever occurs first, accomplish paragraphs (a)(1), (a)(2), and (a)(3) of this AD. (1) Remove the elevators and rudder in accordance with Parts 2.A.1. and 2.B.1., respectively, of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 600 (240D) S. B. No. A55-5, dated March 22, 1993; perform a detailed visual inspection of the elevator and rudder hinge pins and bushings to detect wear in accordance with the procedures described in Part 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Service Bulletin 600 (240D) 55-4, dated September 21, 1990; and perform a detailed visual inspection of the elevator and rudder bearing plate assemblies to detect cracks and of the elevator and rudder bearings to detect chattering, looseness, dryness, or binding in accordance with Parts 2.A. and 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 600 (240D) S. B. No. A55-5, dated March 22, 1993. (i) If any pin or bushing is worn, prior to further flight, replace the worn pin or bushing with a serviceable pin or bushing in accordance with the procedures described in Part 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Service Bulletin 600 (240D) 55- 4, dated September 21, 1990. (ii) If any cracked bearing plate assembly is found, prior to further flight, replace the cracked bearing plate assembly with a serviceable bearing plate assembly in accordance with Part 2.A. or 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 600 (240D) S. B. No. A55-5, dated March 22, 1993. (iii) If any chattering, loose, dry, or seized bearing is found, prior to further flight, replace the discrepant bearing with a serviceable bearing in accordance with Part 2.A. or 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 600 (240D) S. B. No. A55-5, dated March 22, 1993. (2) Perform a hardness test to determine the equivalent strength of the elevator and rudder hinge pins and bushings in accordance with normal maintenance procedures. If the equivalent strength of any pin or bushing (pin assembly 240-2010908-1) does not meet the type design strength specified in the following table, prior to further flight, replace the discrepant pin or bushing with aserviceable pin or bushing in accordance with Part 2.A. or 2.B. of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 600 (240D) S. B. No. A55-5, dated March 22, 1993. Part Part No. Type Design Strength Pin GD/Convair 240-2010904 170-195 ksi Bushing GD/Convair 240-2010903-7 120-145 ksi Elevator and rudder hinge pins and bushings received directly from Convair that bear the Convair mark are excluded from the requirements of this paragraph. The Convair mark is an etched mark, which appears as follows: CV SD The Convair mark is located on the top of the hinge pin and on the top of the bushing. (3) Reinstall the elevator and rudder, and ensure that proper mating of the pin and bushing tapered surfaces exists in accordance with Parts 2.A.5. and 2.B.5. of the Accomplishment Instructions of General Dynamics, Convair Division, Alert Service Bulletin 600 (240D) S. B. No. A55-5, dated March 22, 1993. (b) Repeat the requirements of paragraphs (a)(1) and (a)(3) of this AD at intervals not to exceed 2,000 hours time-in-service or 2 years, whichever occurs first. (c) Within 48 hours after accomplishing the requirements of this AD, report inspection results, positive or negative, to the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate, 3229 East Spring Street, Long Beach, California 90806-2425; fax (310) 988-5210. Information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (d) As of the effective date of this AD, no person shall install an elevator or rudder hinge pin or bushing on any airplane unless, prior to installation, the pin or bushing has been tested for hardness and meets the specified type design strength in accordance with paragraph (a)(2) of this AD, or unless the pin or bushing bears the Convair mark described in that paragraph. (e) 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, Los Angeles Aircraft Certification Office (ACO), 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, Los Angeles ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. (f) 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. (g) The actions shall be done in accordance with General Dynamics, Convair Division, Alert Service Bulletin 600 (240D) S. B. No.A55-5, dated March 22, 1993, and General Dynamics, Convair Division, Service Bulletin 600 (240D) 55-4, dated September 21, 1990. The incorporation by reference of General Dynamics, Convair Division, Alert Service Bulletin 600 (240D) S. B. No. A55-5, dated March 22, 1993, is approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. The incorporation by reference of General Dynamics, Convair Division, Service Bulletin 600 (240D) 55-4, dated September 21, 1990, was approved previously by the Director of the Federal Register, in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51, as of July 25, 1991 (56 FR 26608, June 10, 1991). Copies may be obtained from General Dynamics, Convair Division, P.O. Box 85377, San Diego, California 92186-5377. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach,California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment becomes effective on November 26, 1993
47-06-08: 47-06-08 BEECH: (Was Service Note 1 of AD-757-2 and Service Note 1 of AD-2-582- 2.) Applies to AT-11 and C18S Aircraft. Compliance required immediately and after each 100 hours of operation thereafter. Remove the battery covers from the right and left-hand wing stubs. Inspect the starter solenoid and main buss lead wires. In the right wing these wires are numbered 4 and 5. In the left wing they are numbered 2 and 3. If these wires show signs of chafing on the cold air duct junction box or any other part of the structure they should be supported by an insulated clip to give ample clearance. (Beech Service Bulletin No. C18-5 covers this same subject.)
47-49-02: 47-49-02 LOCKHEED: (Was Mandatory Note 35 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2088. Compliance required prior to February 15, 1948. Inspect nose landing gear emergency extension line in nose wheel well (LAC P/N 272239- 164) to ascertain whether adequate clearance exists with respect to the nose gear actuating cylinder. If adequate clearance does not exist, replace this line with a new part, LAC 285106-311 or equivalent. (LAC Service Bulletin No. 49/SB-164 covers this same subject.)
46-44-01: 46-44-01 CESSNA: (Was Mandatory Note 1 of AD-768-4.) Applies Only to 120 and 140 Aircraft Serial Numbers 8001 to 9619, Inclusive. Compliance required prior to January 1, 1947. Remove the auxiliary rudder stops (two bolts) to eliminate the possibility of the flange of the bellcrank on the rudder bars catching on the bolt heads and locking the system. These bolts are at the center of the cockpit just forward of the rudder pedals. Removal of the fairing which forms a tunnel along the floor from the seat to the pedals is necessary for access to the bolts. (Cessna Service Letter No. 2-140 covers this.)
97-13-04: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Airbus Model A300-B2 and -B4 series airplanes, that currently requires an inspection to detect discrepancies of a certain thrust reverser control lever spring; an operational test to verify the integrity of the flight inhibition circuit of the thrust reverser system; and either the correction of discrepancies or deactivation of the associated thrust reverser. That AD also provides for an optional terminating action. That AD was prompted by a report that, due to broken and deformed thrust reverser control lever springs, an uncommanded movement of the thrust reverser lever to the unlock position and a reverser unlock amber warning occurred on one airplane. The actions specified by that AD are intended to detect such broken or deformed control lever springs before they lead to uncommanded deployment of a thrust reverser and consequent reduced controllability of the airplane. This amendment requires installation of the previously optional terminating action in accordance with the latest service information.