Results
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.
48-52-01: 48-52-01 DOUGLAS: Applies to All DC-6 Aircraft. \n\n\tTo be accomplished not later than June 1, 1949. \n\n\t1.\tRevise method of connecting power leads to main bus through Burndy limiters. \n\n\t2.\tReroute generator and starter cables in No. 4 nacelle to eliminate possibility of abrasion of power cables. \n\n\t3.\tInstall stainless steel combustion air intake ducting on all heaters. \n\n\t4.\tRevise wing heater exhaust outlets to preclude nacelle fluids contacting exhaust piping. \n\n\t5.\tInstall expansion turbine oil drain and filling drain. \n\n\t6.\tInstall ducting from the wing and tail heater combustion air blowers to the outside skin of the nacelles and tail section. Ducting within the nacelles to be of stainless steel. \n\n\t7.\tDelete present wing heater 1.4 pounds CO2 bottles and eject the fuselage nose CO2 banks to either wing heater. CO2 to go into the heater deicing and combustion air and into the area surrounding the heaters. Controls for the new system to be grouped with and worked in the same sequence as the tail and cabin heater fire extinguisher system. \n\n\t(Douglas DC-6 Service Bulletins No. 220, revised February 18, 1948; 270, dated March 8, 1948; 231, revised January 19, 1948; 259, revised March 12, 1948; 255, revised February 26, 1948; 256, revised February 12, 1948; and 272, revised April 8, 1948; cover the above items consecutively.)
2005-25-14: The FAA is adopting a new airworthiness directive (AD) for all BAE Systems (Operations) Limited (Jetstream) Model 4101 airplanes. This AD requires modifying the wiring of the starter-generator terminal block. This AD results from a report of total electrical failure just as the airplane landed. We are issuing this AD to prevent total electrical failure and consequent reduced controllability of the airplane.
2005-25-05: The FAA is superseding an existing airworthiness directive (AD) for Pratt & Whitney (PW) JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A, -11, -15, -15A, -17, -17A, -17R, and -17AR series turbofan engines. That AD currently requires revisions to the engine manufacturer's time limits section (TLS) to include enhanced inspection of selected critical life- limited parts at each piece-part opportunity. This AD modifies the airworthiness limitations section of the manufacturer's manual and an air carrier's approved continuous airworthiness maintenance program to add an eddy current inspection. An FAA study of in-service events involving uncontained failures of critical rotating engine parts has indicated the need for mandatory inspections. The mandatory inspections are needed to identify those critical rotating parts with conditions, which if allowed to continue in service, could result in uncontained failures. We are issuing this AD to prevent critical life-limited rotating engine part failure, which could result in an uncontained engine failure and damage to the airplane.
47-47-11: 47-47-11 REPUBLIC: (Was Mandatory Note 14 of AD-769-2.) Applies to Model RC-3 Aircraft. Compliance required as soon as possible but in any event not later than January 15, 1948. To prevent inadvertent reversal of propeller if propeller reverse control wire fails at control valve attachment, install spring between the reverse control link and the bracket supporting the reverse control. (Seabee Service Bulletin No. 21 dated October 14, 1947, covers this subject.)
66-05-03: 66-05-03 LOCKHEED: Amdt. 39-182 Part 39 Federal Register January 19, 1966. Applies to Models 188A and 188C Series Airplanes. Compliance required as indicated, unless already accomplished. To detect fatigue cracks emanating from the barrel-nut access holes of the outer wing front cap fittings at the Wing Station 65 joint, accomplish the following: (a) Inspect lower cap fittings, P/N's 807352-1 and -2, by visual means, for cracks emanating from the barrel-nut access holes within the next 1,100 hours' time in service after the effective date of this AD. (b) Inspect lower and upper cap fittings, P/N's 807352-1 and -2 and P/N's 807354-1 and -2, by dye penetrant method or an FAA-approved equivalent, for cracks emanating from the barrel-nut access holes and by visual means for burrs at the forward edge of the access holes within the next 3,000 hours' time in service after compliance with (a). (c) Replace any cracked fittings found during the inspections required by (a)or (b) before further flight, with new deburred fittings of the same part number, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be made. (d) Deburr uncracked fittings on which burrs have been found during the inspection required by (b), before further flight, in accordance with Lockheed Service Bulletin 88/SB-633B, Section 2.D.(4) or later FAA-approved revision, except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be made. This directive effective February 19, 1966.
2005-24-06: The FAA is adopting a new airworthiness directive (AD) for all Airbus Model A318-100, A319-100, A320-200, A321-100, and A321-200 series airplanes, and Model A320-111 airplanes. This AD requires an inspection to determine whether certain braking and steering control units (BSCUs) are installed or have ever been installed. For airplanes on which certain BSCUs are installed or have ever been installed, this AD requires an inspection of the nose landing gear (NLG) upper support and corrective action if necessary, and a check of the NLG strut inflation pressure and an adjustment if necessary. For some of these airplanes, this AD also requires a revision to the aircraft flight manual to incorporate an operating procedure to recover normal steering in the event of a steering failure. This AD results from a report of an incident where an airplane landed with the NLG turned 90 degrees from centerline. We are issuing this AD to prevent landings with the NLG turned 90 degrees from centerline, which could result in reduced controllability of the airplane.
46-13-05: 46-13-05 DOUGLAS: (Was Mandatory Note 10 of AD-618-3 and Mandatory Note 12 of AD-669-3.) Applies to All DC3 Aircraft. \n\n\tTo be accomplished not later than April 1, 1947. \n\n\tReplace all canvas control boot assemblies either with the new rubber control column boot assemblies of the same part number (No. 5035184-16 and -17), as called for on Douglas Service Bulletin No. 231, or with the following boot assemblies: \n\n\t(a)\tThompson Co. (H.I. Thompson Co., 1733 Cordova St., Los Angeles 7, Calif.), No. 11-21001, change B, for Models DC3-C/C-47 and DC-3-D/C117A. \n\n\t(b)\tThompson Co. No. 11-21002, change A, for Model DC3. \n\n\t(c)\tAmerican Airlines Drawing No. CDS-6132. \n\n\tPending replacement, the canvas boots should be inspected prior to each flight to determine that the top of the boot is tight around the control assembly and the pocket around the base is eliminated.
2005-23-17: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737 airplanes. This AD requires, for certain airplanes, a one-time detailed inspection for interference between a clamp assembly and the wires behind the P15 refuel panel, and corrective actions if necessary. For certain other airplanes, this AD requires a one-time detailed inspection for discrepancies of the wires behind the P15 refuel panel; and corrective and related investigative actions if necessary. This AD is prompted by evidence of chafed wiring behind the P15 refuel panel and arcing to the back of the P15 refuel panel and adjacent wing structure. We are issuing this AD to detect and correct chafing of the wiring behind the P15 refuel panel, which could lead to arcing and fire with consequent airplane damage and injury to refueling personnel.
48-03-02: 48-03-02 DOUGLAS: Applies to All Models C-54-DC and DC-4 Aircraft. \n\nIn order to prevent the emergency air brake valve front seizing due to infrequent operation, the following should be conducted: \n\nAt intervals not to exceed 1,000 hours, except at the discretion of the CAA Agent, the interval may be increased to coincide with a regular overhaul period, but should in no case exceed 1,700 hours. \n\nConnect a gage to one brake port on each side of the airplane and discharge the air brake cylinder from one of the flight compartment controls. The initial air pressure indications on the gages at the brakes should not be less than 400 p.s.i. Allow 5 minutes for change in pressure due to temperature and again note the air pressure indications on the gages at the brakes. These second observed pressure indications should hold steadily for a period of at least 5 minutes. This will check the functioning of one of the pull mechanisms, the air brake control valve, shuttle valve, linesand fittings. Push in the control to release air pressure on brakes and operate other air brake control to insure that both pull mechanisms are operating properly.
90-05-08: 90-05-08 MCDONNELL DOUGLAS: Amendment 39-6503. Docket No. 88-NM-84-AD. \n\n\tApplicability: McDonnell Douglas Model DC-3, DC-3A, DC-3B, DC-3C, DC-3D, Super DC-3S, DST, and (Military) C-41, C-47, C-48, C-49, C-50, C-51, C-52, C-53, C-68, C-84, C-117, R4D series airplanes, including those modified for turbo-propeller power, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo ensure the continuing structural integrity of these airplanes, accomplish the following: \n\n\tA.\tWithin one year after the effective date of this AD, incorporate a revision into the FAA-approved maintenance inspection program which provides for inspection of the Principal Structural Elements (PSE) defined in Chapter I, Section 6, and Chapter III of McDonnell Douglas Corporation, Report No. L26-013, "DC-3 Supplemental Inspection Document (SID)," Revision 1, dated January 1990. The non-destructive inspection techniques set forth in the SID provide acceptable methods of accomplishing the inspections required by this AD. All inspection results (negative or positive) must be reported to McDonnell Douglas Corporation, in accordance with the instructions of the SID. \n\n\tB.\tCracked structure detected during the inspection required by paragraph A., above, must be repaired or replaced, prior to further flight, in accordance with instructions in the SID. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tD.\tAn 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, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Los Angeles AircraftCertification Office. \n\n\tThe requirements of this rule shall be done in accordance with McDonnell Douglas Corporation Report No. L26-013, "DC-3 Supplemental Inspection Document (SID)," Revision 1, dated January 1990. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552 (a) and 1 CFR Part 51. Copies may be obtained from McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846. Copies may be inspected at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington; at the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, D.C. \n\n\tThis amendment (39-6503, AD 90-05-08) becomes effective on April 19, 1990.
49-30-02: 49-30-02 CONVAIR: Applies to All Model 240 Aircraft. Compliance required at next scheduled engine change. Instances have been reported in which the augmenter vanes showed a tendency to bind under high temperature. To preclude the possibility of such instances in the future, the following must be accomplished on each of the four augmenter tubes: 1. Increase the I.D. of the augmenter vane shaft bushing to 0.509 plus 0.003, minus 0.0000 inch. 2. Reduce the O.D. of the augmenter vane shaft to 0.499 plus 0.000, minus 0.003 inch. (This subject is also covered by Convair-Liner Service Information Letter No. 407.) In the event that it is desired to secure the specified clearance between the shaft and bushing by increasing the bushing I.D. only, this is an acceptable alternative. However, the 0.514 inch upper limit for the bushing I.D. should not be exceeded.
47-25-01: 47-25-01 CULVER: (Was Mandatory Note 3 of AD-778-2.) Applies to Models V and V2 Aircraft Serial Number V-1 and Up. Compliance required prior to August 15, 1947. In order to correct the possibility of unequal fuel feed from the two tanks, with the attendant possibility of air lock, rework the fuel system to incorporate a sump tank (P/N 11202-1) in former location of feed "T" fitting and revised fuel feed and vent lines. (Culver Service Bulletin No. 17 covers this same subject.)
93-24-01: 93-24-01 CORPORATE JETS LIMITED (FORMERLY BRITISH AEROSPACE): Amendment 39-8750. Docket 93-NM-70-AD. Applicability: Model BAe 125-1000A series airplanes, having serial numbers 258151, 258159, and 259003 through 259027 inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent chafing or other damage of the passenger oxygen pipe and a potential fire and/or loss of emergency oxygen for the passengers, accomplish the following: (a) Within 30 days after the effective date of this AD, perform a visual inspection to detect chafing or other damage of the oxygen pipe located next to the nose wheel steering control chain within the left-hand cockpit console and to ensure that a minimum of 0.25 inch clearance exists between the oxygen pipe and the nose wheel steering control chain, in accordance with Corporate Jets Limited Service Bulletin S.B. 35-36, dated January 7, 1993. (1) If clearance of 0.25 inchor greater exists, accomplish the requirements of paragraph (a)(1)(i) or (a)(1)(ii) of this AD. (i) If no chafing or other damage is detected: No further action is required by this AD. (ii) If any chafing or other damage is detected: Prior to further flight, replace the currently-installed oxygen pipe with a new oxygen pipe, ensure that a minimum clearance of 0.25 inch or greater exists, and repeat the visual inspection in accordance with the service bulletin. (2) If clearance of less than 0.25 inch exists, accomplish the requirements of paragraph (a)(2)(i) or (a)(2)(ii) of this AD. (i) If no chafing or other damage is detected: Within 30 days after accomplishing the visual inspection, reposition the oxygen pipe to obtain minimum clearance of at least 0.25 inch and maximum ovality not to exceed 0.03 inch, in accordance with the service bulletin; and if a minimum clearance of 0.25 inch cannot be achieved utilizing the methods described in the service bulletin, reposition in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (ii) If any chafing or other damage is detected: Prior to further flight, replace the currently-installed oxygen pipe with a new oxygen pipe, ensure that minimum clearance of 0.25 inch or greater exists, and repeat the visual inspection in accordance with the service bulletin. (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) The inspections, repositioning, and replacement shall be done in accordance with Corporate Jets Limited Service Bulletin S.B. 35-36, dated January 7, 1993. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Corporate Jets, Inc., 22070 Broderick Drive, Sterling, Virginia 20166. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on January 20, 1994.
47-42-06: 47-42-06 DOUGLAS: (Was Mandatory Note 3 of AD-781-1.) Applies to the Following DC-6 Airplanes: AAL Serial Numbers 42854 to 42865, Inclusive; Serial Numbers 42879, 42880 and 42882 to 42891, Inclusive; UAL Serial Numbers 42866 to 42875, Inclusive; and 43000 to 43009, Inclusive; Panagra Numbers 42876 to 42878, Inclusive; NAL Serial Numbers 43055 and 43056; and AAF Number 42881. \n\nTo be accomplished not later than August 1, 1948. \n\nIn the main cabin, Station 890, stencil "Fire Extinguisher" on forward side of bulkhead 12 inches from the floor at the right-hand edge of the lounge door. \n\n(Douglas Service Bulletin DC-6 No. 18 covers this same subject.)
2005-22-14: The FAA adopts a new airworthiness directive (AD) for all GROB-WERKE Model G120A airplanes. This AD requires you to inspect for signs of any chafing damage to the attachment cables of the switch panels below the left-hand instrument panel, any damaged switch below the switch panels of the left-hand instrument panel, any damaged (that is, sharp) edge of the support tray for the attachment cables of the switch panels below the left-hand instrument panel; correct any damage found during the inspection; and apply a layer of anti-rub (protective padding) strips to the edge of the support tray. This AD results from mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to detect, correct, and prevent chafing of the cables against the rear lip of the tray that holds the switch panels. Chafing of the electrical cables could result in smoke or fire in the cockpit.