Results
64-10-04: 64-10-04 PIPER: Amdt. 728 Part 507 Federal Register May 12, 1964. Applies to Model PA-24-250 Aircraft, Compliance required within 50 hours' time in service after the effective date of this AD. In order to prevent portions of the carburetor air box deflector vanes from breaking loose and lodging within the carburetor throat, remove the deflector vanes from the air box, P/N 21943- 03, in accordance with Piper Service Letter No. 420. Upon removal of these vanes, the air box P/N becomes 21943-05. (Piper Service Letter No. 420 dated March 5, 1964, covers this subject.) This directive effective May 12, 1964.
99-26-21: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 737-300, -400, -500, -600, -700, and -800 series airplanes. This action requires a one-time detailed visual inspection of certain wire bundles and hydraulic hoses for the electric motor driven pump (EMDP) for hydraulic system "B" located in the right main wheel well to detect discrepancies; and corrective actions, if necessary. This amendment is prompted by a report that the wire bundle to the EMDP had been chafed by the pressure hose for hydraulic system "B" on a Model 737-700 series airplane, and reports of failed or damaged case drain or pressure hoses on the EMDP for hydraulic system "B" on Model 737-400 series airplanes. The actions specified in this AD are intended to prevent electrical arcing due to chafing between certain hydraulic hoses and adjacent wire bundles, which could result in a consequent increased risk of fire.
71-15-03: 71-15-03 SOCATA MORANE SAULNIER: Amdt. 39-1247. Applies to Morane Saulnier Model MS.880B and MS.894A airplanes. Compliance is required within the next 50 hours' time in service after the effective date of this AD unless already accomplished. To prevent short circuits in the cables of the generator system, rework the cables of the generator system in accordance with paragraph 2 degrees/, SOCATA Service Bulletin No. 79 (Gr. 24-01), dated October 1970, or an FAA-approved equivalent. This amendment becomes effective 26 July 1971.
88-15-04: 88-15-04 BOEING: Amendment 39-5979. Applies to Model 767 series airplanes, as listed in Boeing Alert Service Bulletin 767-32A0071, dated June 2, 1988, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo preclude failure of the main landing gear to fully extend and lock due to faulty actuator piston seals or obsolete configuration rod seals, accomplish the following: \n\n\tA.\tWithin the next 300 hours time-in-service after the effective date of this AD, inspect the main landing gear drag brace actuators in accordance with Boeing Alert Service Bulletin 767-32A0071, dated June 2, 1988. \n\n\tB.\tIf any actuator has accumulated less than 200 hours total time-in-service at the time of inspection, repeat the inspection required by paragraph A., above, at intervals not to exceed 100 hours time-in-service until the actuator has accumulated more than 200 hours time- in-service, at which time the inspections may be terminated. \n\n\tC.\tIf anyactuator is found to have swollen seals or obsolete configuration seals, before further flight, replace or modify the actuator, in accordance with Boeing Service Bulletin 767-32A0071, dated June 2, 1988. \n\n\tD.\tAccomplishing the piston seal replacement, and the rod seal inspection and replacement, if necessary, in accordance with Boeing Service Bulletin 767-32A0071, dated June 2, 1988, constitutes terminating action for the initial and repetitive inspections required by paragraphs A. and B., above. \n\n\tE.\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, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tF.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of the inspections required by this AD. \n\n\tAll persons affected by this directive who have not already received copies of the appropriate service bulletin cited herein may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment, 39-5979, becomes effective August 3, 1988.
2018-10-09: We are superseding Airworthiness Directive (AD) 2017-11-03 for DG Flugzeugbau GmbH Model DG-500MB gliders that are equipped with a Solo 2625 02 engine modified with a fuel injection system following the instructions of Solo Kleinmoteren GmbH Technische Mitteilung 4600-3 and identified as Solo 2625 02i. 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 failure of the connecting rod bearing resulting from too much load on the rod bearings from the engine control unit. This AD adds a model to the applicability. We are issuing this AD to require actions to address the unsafe condition on these products.
2018-10-07: We are adopting a new airworthiness directive (AD) for Sikorsky Aircraft Corporation (Sikorsky) Model S-76C helicopters. This AD requires inspecting the engine collective position transducer (CPT). This AD was prompted by reports of wear of the CPT that has resulted in several One Engine Inoperative (OEI) incidents. The actions of this AD are intended to detect and prevent an unsafe condition on these products.
2018-10-06: We are adopting a new airworthiness directive (AD) for Bell Model 407 helicopters. This AD requires repetitive inspections of the tail rotor (TR) driveshaft segment assemblies and a torque check of the TR adapter retention nuts. This AD was prompted by a report of an in- flight failure of the TR drive system. The actions of this AD are intended to detect and correct an unsafe condition on these products.
84-24-52 R1: 84-24-52 R1 SHORT BROTHERS, LTD.: Amendment 39-4992 as Amended by Amendment 39-5802. Applies to all Model SD3-60 airplanes, certificated in any category. Compliance required as indicated, unless previously accomplished. To reduce the potential for engine flameouts, accomplish the following: A. Before further flight, incorporate the following information into the Airplane Flight Manual and provide this information to flight crews. This may be accomplished by including a copy of this AD in the Airplane Flight Manual and Operating Manual: "Increase the threshold temperatures from 4 degrees C to 10 degrees C on Page 37, Section 4, Systems Operation, Ice and Rain Protection Systems (as fitted)." B. Alternate means of compliance which provide an acceptable level of safety may be used when approved by the Manager, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. C. Within one year after the effective date of this amendment, modify the fuel low pressurebooster pumps in accordance with Parts B and C of Short Brothers Service Bulletin SD360-28-17, dated November 1985. Accomplishment of these modifications constitute terminating action for the increased temperature threshold required by paragraph A., above. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Short Brothers Aircraft, 1725 Jefferson Davis Highway, Arlington, Virginia 22202. These documents may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or at the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. AD 84-24-52 Amendment 39-4992 became effective February 7, 1985 except to those recipients of telegraphic AD T84-24-52, dated December 7, 1984. This amendment 39-5802 becomes effective February 1, 1988.
55-25-03: 55-25-03 de HAVILLAND: Applies to All Model 104 "Dove" Aircraft. Compliance required as soon as practical but not later than February 15, 1956, unless already accomplished. A case has recently occurred where the presence of corrosion at the main earth connection, situated on the fuselage nose decking in the vicinity of nose frame 4, has reduced the efficiency of this earthling point sufficiently to cause overheating of the cockpit lighting cables. The de Havilland Service strongly recommends that the following inspection be carried out at the earliest opportunity in order to ascertain the condition of this connection with which the FAA concurs and considers mandatory. Method. 1. Examine earth post situated in nose floor, and ascertain if it has a protective coating of blue oil base paint D.T.D. 827. (If it is protected, do not disturb unless it appears to be in a bad condition.) 2. If no protection is evident, dismantle terminal, clear floor surface locally at the terminal with a stiff bristle brush, to ensure removal of any corrosion and to provide good electrical contact between mating faces of terminal assembly. Reassemble terminal, using corrosion washers D.H.S. 439 G in place of lead plated brass washer 4F.781. All other mating surfaces must be clean and free from corrosion. If steel washer shows signs of deterioration, it must be replaced by another one, cadmium plated. Completed assembly must be painted liberally with blue oil base paint D.T.D. 827 to prevent ingress of moisture. (de Havilland Technical News Sheet CT (104), No. 121, Issue 2, dated July 14, 1955, also covers this same subject.)
70-01-05: 70-01-05 CANADAIR: Amdt. 39-900 as amended by Amendment 39-1117. Applies to CL-215-1A10 airplanes certificated in all categories utilized in seaplane operation. To prevent hazards associated with the loss of the chine spray strips, accomplish the following: (a) Prior to further flight visually inspect the left and right chine spray strips P/N 215-30058-2, -3 and the bolts attaching the strips to the hull for cracks and/or deformation. These inspections are to be repeated within 25 water scoop and drop sequences or before the first flight of each day of operation, whichever occurs first. Replace cracked or deformed parts before further flight, except that the airplane may be flown in accordance with FAR 21.197 to a base where the installation can be performed. (b) The inspection required by this AD constitute preventive maintenance and may be performed by persons authorized to perform preventive maintenance under FAR 43. (c) The compliance times of the repetitive inspections may be increased by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, upon receipt of substantiating data submitted through an FAA Maintenance Inspector. (d) The repetitive inspection specified in (a) may be discontinued when the modification defined in Canadair Modification Summary Number IC-1510 and contained in Service Bulletin CL-215-51 has been incorporated, or an equivalent modification approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, has been incorporated. Amendment 39-900 effective January 6, 1970. This Amendment 39-1117 is effective December 8, 1970.
2018-10-11: We are superseding Airworthiness Directive (AD) 2018-09-10 for all CFM International S.A. (CFM) Model CFM56-7B engines. AD 2018-09-10 required initial and repetitive inspections of the concave and convex sides of the fan blade dovetail to detect cracking and replacement of any blades found cracked. This AD requires the same initial and repetitive inspections but revises the compliance time for the initial inspections of certain higher-risk fan blades. This AD was prompted by a recent engine failure due to a fractured fan blade that resulted in the engine inlet cowl disintegrating and debris penetrating the fuselage, causing a loss of pressurization, and prompting an emergency descent. We are issuing this AD to address the unsafe condition on these products.
84-16-02: 84-16-02 SIAI-MARCHETTI: Amendment 39-4898. Applies to Model S205, S208 and S208A Series (all serial numbers) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To preclude the collapse of the main landing gear by the failure of the reinforcement plate welds of the long arm cross-member of the main landing gear (MLG) accomplish the following: (a) Visually inspect the MLG cross-member long arm reinforcement plate weld for cracks in accordance with the "INSTRUCTION FOR THE VISUAL INSPECTION" section of SIAI-Marchetti Service Bulletin SB No. 205B48E, dated May 14, 1984, hereinafter referred to as the SB, in accordance with the following applicable inspection schedules: (1) Within 100 hours time-in-service, after the effective date of this AD, and thereafter every 100 hours time-in-service, for MLG reinforcement plates with less than 500 hours time-in-service. (2) Within 50 hours time-in-service, after the effective date of this AD, and thereafter every 50 hours time-in-service for MLG reinforcement plates with more than 500 hours time-in-service and less than 1,000 hours time-in-service. (3) Within 25 hours time-in-service, after the effective date of this AD, and thereafter every 25 hours time-in-service for MLG reinforcement plates with more than 1,000 hours time-in-service. (4) Prior to further flight, after each hard landing, regardless of time-in-service. (b) Inspect, using a dye-penetrant method, the MLG cross-member long arm reinforcement plate weld in accordance with the "INSTRUCTIONS FOR THE DYE CHECK INSPECTION" section of the SB in accordance with the following applicable inspection schedules: (1) Within the next 100 hours time-in-service on those MLG braces having 400 or more hours time-in-service, after the effective date of this AD, or prior to the accumulation of 500 hours time-in-service on those MLG reinforcement plates with less than 400 hourstime-in-service on the effective date of this AD and thereafter at intervals not to exceed 500 hours time-in-service, or (2) Within the next 500 hours time-in-service, since accomplishing the last dye penetrant inspection in accordance with AD 83-07-23. (c) If cracks are found during inspections required by either paragraph (a) or (b) of this AD, prior to further flight; (1) If the cracks are within the limits specified in Figure 2 of the SB, repair in accordance with SIAI-Marchetti Service Instructions (SI) No. 205-1S26, 14 May 1984, is authorized. (2) If the cracks exceed the limits specified in Figure 2 of the SB replace the MLG brace in accordance with the following table: INSTALLED P/N REPLACEMENT P/N 205-9-012 Modified per SB 205B36 205-9-012-07 205-9-013 Modified per SB 205B36 205-9-013-08 205-9-012 205-9-012-07 205-9-013 205-9-013-08 205-9-012-05 205-9-012-07 205-9-013-05 205-9-013-08 205-9-502-01 205-9-502-03 205-9-502-02205-9-502-04 205-9-012-07 205-9-012-07 205-9-013-08 205-9-013-08 205-9-502-03 205-9-502-03 205-9-502-04 205-9-502-04 (d) The intervals between the repetitive inspections required by this AD may be adjusted up to 10 percent of the specified interval to allow accomplishing these inspections concurrent with other scheduled maintenance of the airplane. (e) Operators who have not kept records of hours time-in-service of the MLG long arm cross-member must substitute airplane hours time-in-service in lieu thereof. (f) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. (g) An equivalent method of compliance with this AD may be used, if approved, by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This AD supersedes AD 83-07-23, Amendment 39-4627, dated April 11, 1983. This amendment becomes effective on August 23, 1984. AGUSTA SpA 3
64-06-01: 64-06-01 BEECH: Amdt. 703 Part 507 Federal Register March 11, 1964. Applies to All Model 23 Aircraft Prior to Serial Number M-555 Except Serial Number M-1. Compliance required within 10 hours' time in service after the effective date of this AD, unless already accomplished. Failures of the cabin heater/muffler weld assembly, Beech P/N 169-950010-21, have occurred. Such failures can cause hazardous quantities of carbon monoxide to enter the cabin when cabin heat is used. To preclude carbon monoxide contamination of cabin air, accomplish either of the following: (a) Install a stainless steel dam around the exhaust tube between the muffler assembly and heater shroud assembly in accordance with Beechcraft Service Bulletin No. 64-1 dated January 13, 1964; or (b) Render the cabin heat and windshield defrost system inoperative by positively securing in the closed position the sliding doors of both the cabin heat and the defrost valves in the airplane firewall. This directive effective March 17, 1964.
2005-16-09: The FAA is superseding an existing airworthiness directive (AD), which applies to certain Learjet Model 23, 24, 25, 35, and 36 airplanes. That AD currently requires repetitive inspections to detect deterioration of both flappers of the tip tank in each wing of the airplane, and various follow-on actions. The existing AD also requires replacing the flappers with new flappers, and repetitively performing certain other follow-on actions. This new AD requires an inspection of the flappers and flapper assemblies of the tip tank in each wing or a review of the airplane maintenance records to determine the part numbers, and replacement of certain flappers or flapper assemblies if necessary, which ends the existing repetitive inspections. This AD results from numerous continual inspections and the approval of a new, improved flapper and flapper assembly. We are issuing this AD to prevent significant reduction in the lateral control of the airplane due to imbalance of the fuel loads inthe wings of the airplane. DATES: Effective September 13, 2005. The Director of the Federal Register approved the incorporation by reference of Bombardier Service Bulletin SB 23/24/25-28-7, Revision 2, dated May 9, 2001; and Bombardier Service Bulletin SB 35/36-28-14, Revision 2, dated May 9, 2001; as of September 13, 2005. On December 27, 1995 (60 FR 63617, December 12, 1995), the Director of the Federal Register approved the incorporation by reference of Learjet Service Bulletin SB 23/24/25-28-2, dated October 6, 1995; and Learjet Service Bulletin SB 35/36-28-10, dated October 6, 1995.
86-12-04: 86-12-04 BOEING: Amendment 39-5320. Applies to Model 737 series airplanes, certificated in any category, as listed in Boeing Service Bulletin 737-55-1034, dated April 12, 1985. \n\n\tTo detect cracking in the horizontal stabilizer center section rear spar upper chord, accomplish the following prior to the accumulation of 50,000 landings; or prior to the accumulation of 50,000 landings after chord replacement; or prior to the accumulation of 35,000 landings after modification in accordance with Boeing Service Bulletin 737-55-1034, Part II, dated April 12, 1985; or within 500 landings after the effective date of this AD; whichever occurs latest, unless accomplished within the last 4,000 landings: \n\n\tA.\tEddy current inspect the horizontal stabilizer center section rear spar upper chord for cracks in the areas of each beam gusset plate in accordance with the Flight Safety Inspection Program in Boeing Service Bulletin 737-55-1034, dated April 12, 1985, or later FAA-approved revisions.Repeat the inspections at intervals not to exceed 4,500 landings. \n\n\tB.\tIf cracks are found in the horizontal stabilizer center section rear spar upper chord, repair in accordance with Part II, or replace in accordance with Part III, of the Accomplishment Instructions in Boeing Service Bulletin 737-55-1034, dated April 12, 1985, or later FAA-approved revisions. Resume the inspections required by paragraph A., above, no later than 9,000 landings after repair, or 50,000 landings after replacement, as appropriate. \n\n\tC.\tFor purposes of complying with this AD, subject to acceptance by the assigned FAA Maintenance Inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average time from takeoff to landing for the airplane type. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. \n\n\tE.\tAn alternate means of compliance or adjustment of the compliance time, which provide an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tAll persons affected by this directive who have not already received the appropriate service bulletin from the manufacturer may obtain copies upon request to the Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. This document may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective June 30, 1986.
57-05-04: 57-05-04 PRATT & WHITNEY: Applies to All Wasp Jr. and Military R-985 Series Engines, Except Those Used in Helicopters. Compliance required at next overhaul. It has been found that an earlier AD was not effective in preventing crankshaft cracking at the thrust nut threads and possible loss of the propeller in flight as failures of these crankshafts are still occurring. Increased strength afforded the old design crankshaft by the rework on (1) has been determined to be necessary to raise the level of safety of these engines. This rework included the smoothly blended thread roots and a closely controlled undercut depth and the special inspections and shotpeening as required by AD 56-26-03. At the next overhaul, accomplish either (1) or (2): 1. Except for the new design crankshafts noted in (2), or those marked "14F-56" at the front end between the locking holes for the propeller retaining nut, the crankshaft is to be subjected to a special magnetic inspection procedure, shadowgraph inspection, necessary radius in the thread root, and shotpeening of the thrust bearing nut threaded area. Because of the special equipment and techniques involved, only those activities approved by P&W will be able to accomplish this rework, inspection, and shotpeening. Interested parties should contact Technical Supervisor, Service Department, Pratt & Whitney Aircraft, East Hartford 8, Conn., for approval and detail instructions. Crankshafts reworked in accordance with these special instructions can be identified by the marking 14F-56 on the front end near the propeller retaining nut locking holes. 2. New design crankshafts which can be identified by P/N 261278, 261279, or 264164 on the front end near the propeller retaining nut locking holes may be installed. These crankshafts incorporate roll hardened threads and these threads should not be reworked. NOTE: - In the event of oil leakage in the front section of the engine during any operation, immediately conduct thefollowing inspection: (1) Remove the propeller, thrust nut cover, nut, slinger and spacer. (2) Carefully clean the area to be inspected. (3) Using a dye penetrant and a 6- to 10-power optical glass, check for the presence of cracks. If any crack is found, the crankshaft must be replaced. (P&W Service Bulletin No. 1488, dated October 10, 1956, covers this subject.) This supersedes AD 56-26-03.
64-06-06: 64-06-06 PIPER: Amdt. 696 Part 507 Federal Register March 5, 1964. Applies to All Model PA-28 Aircraft, Serial Numbers 28-1 to 28-868 Inclusive, with Control Wheel Assembly, P/N 62818, Installed. Compliance required as indicated. To preclude failure of the control wheel, accomplish the following: (a) Within 50 hours' time in service after the effective date of this AD: (1) Remove the Piper medallion from the face of the control wheel. (2) Inspect the control wheel for cracks in the hub front and back, and in the area of the retaining pin, using dye penetrant in conjunction with at least a 5-power magnifying glass, or FAA approved equivalent inspection method. (3) Sand any suspected area with crocus cloth or equivalent to remove any mold marks and reinspect as in (2). (b) If no cracks are found, or if the total cumulative length of all cracks found does not exceed 3/16 inch, repeat the inspection in (a) at intervals not exceeding 100 hours'time in service. (c) If the total cumulative length of all cracks found exceeds 3/16 inch, but does not exceed 3/8 inch, replace the assembly with a new control wheel assembly, P/N 62824 or P/N 62818, within the next 50 hours' time in service. (d) If the total cumulative length of all cracks found exceeds 3/8 inch, replace the assembly, as in (c), within 10 hours' time in service. (e) When a new control wheel assembly, P/N 62824, is installed, this AD is no longer applicable. (f) When a new control wheel assembly, P/N 62818, is installed, accomplish the inspections per paragraph (a) at intervals of 100 hours' time in service. (Piper Service Letter No. 396 on the Model PA-28 pertains to this same subject.) This directive effective April 6, 1964.
2018-10-08: We are superseding Airworthiness Directive (AD) 2016-09-05, which applied to certain The Boeing Company Model 717-200 airplanes. AD 2016-09-05 required a detailed inspection for distress of the vertical \n\n((Page 22590)) \n\nstabilizer leading edge skin, and related investigative and corrective actions if necessary. It also required, for certain airplanes, repetitive inspections of the front spar cap for any loose or missing fasteners, or any cracking, and related investigative and corrective actions if necessary. This AD requires repetitive inspections for distress, cracking, and loose or missing fasteners in the vertical stabilizer leading edge skin and front spar cap, with new compliance times for certain airplanes. This AD was prompted by reports of cracking in the leading edge of the vertical stabilizer and front spar web. We are issuing this AD to address the unsafe condition on these products.
68-16-01: 68-16-01 HAWKER SIDDELEY: Amendment 39-626. Applies to all Series of Model DH- 125 airplanes. Compliance required as indicated, unless already accomplished. To prevent engine flameouts during icing conditions, within the next 15 hours' time in service after the effective date of this AD, or before further flight into known or predicted icing conditions, whichever occurs first, install a placard on the flight instrument panel in clear view of the pilot reading as follows: "TURN ENGINE RELIGHT SWITCH ON WHEN OPERATING ENGINE ANTI- ICING SYSTEM." This supersedes Amendment 39-549 (33 F.R. 2504), AD 68-03-02. This amendment becomes effective August 5, 1968.
2005-16-03: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-7-100, DHC-7-101, DHC-7-102, and DHC-7-103 airplanes. This AD requires revising the Airworthiness Limitations section of the Instructions of Continued Airworthiness to include a new, lower life limit for lower wing skins. This AD results from the discovery that, during the manufacture of the lower wing skins, score marks may have been accidentally inscribed around the edge of the lower wing skin doublers. We are issuing this AD to prevent fatigue cracks from developing at the score marks in the lower wing skins, which could result in the structural failure of the wing.
68-06-04: 68-06-04 BRITISH AIRCRAFT: Amendment 39-567. Applies to Model BAC 1-11 200 and 400 Series airplanes. Within the next 300 hours' time in service after the effective date of this AD, unless already accomplished, install "P" clips, P/N VGS 6750-2, to the static inverter panel, in accordance with British Aircraft Corporation BAC 1-11 Service Bulletin No. 34-PM 2709, Revision 1, or later ARB-approved issue, or an FAA-approved equivalent. This amendment becomes effective March 26, 1968.
69-19-05: 69-19-05 DORNIER INTERNATIONAL GmbH: Amdt. 39-840. Applies to Dornier Model DO-28D-1 airplanes, Serial Numbers 4002 through 4019. To prevent possible jamming of the elevator control, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this AD, unless already accomplished, visually inspect the elevator control bellcrank for lateral displacement of the rubber grommet eye on the bushing, in accordance with Dornier Service Bulletin No. 001-1403 dated 12 May 1969 or an FAA-approved equivalent. (b) If the displacement of rubber grommet eye on the bushing is found to be 0.10 inches or more, before further flight, rework the bushing P/N 28.01.403-040.10 in accordance with Dornier Service Bulletin No. 001-1403, dated 12 May 1969 or an FAA-approved equivalent. (c) If the displacement of rubber grommet eye on the bushing is found to be less than 0.10 inches, within the next 100 hours time in service after the effective dateof this AD, unless already accomplished, rework the bushing P/N 28.01.403-040.10 in accordance with Dornier Service Bulletin No. 001-1403, dated 12 May 1969 or an FAA-approved equivalent. This amendment becomes effective September 15, 1969.
64-05-04: 64-05-04 PIPER: Amdt. 693 Part 507 Federal Register February 29, 1964. Applies to Models PA-22, PA-22-108, PA-22-135, PA-22-150, and PA-22-160 Aircraft, Serial Numbers 22-1 through 22-9848. Compliance required within 25 hours' time in service after the effective date of this AD, unless already accomplished within the preceding 475 hours' time in service, and every 500 hours' time in service thereafter. (a) Remove the oleo strut, clean the upper bearing, Piper P/N 452333, and inspect the bearing to determine that its loading groove is on the top side. Remove bearings installed with the loading grooves on the under side. (b) Inspect removed bearing, P/N 452333, to insure that 59 balls are installed, no binding or sticking exists, and that the bearing is not worn to the point where the balls are easily dislodged through the loading groove. If any of these defects are found, replace the bearing before further flight. (c) Whenever a bearing is removed, clean andinspect the bearing mounting area to insure that it is free of burrs, protrusions, wear or other conditions which could cause bearing misalignment with the strut. Correct deficiencies prior to reinstallation of bearings. (d) Repack bearings, P/N 452333, with MIL-G-3278 type lubricant. (e) Reinstall bearings, P/N 452333, with the ball loading groove on the upper side. (f) When both a new type sealed bearing Piper P/N 452419, and a boot Piper P/N 14087-00, or FAA approved equivalents are incorporated on the aircraft, compliance with (a), (b), (d) and (e) is no longer required. (Piper Service Letter No. 405, dated October 1, 1963, and Piper Service Memo. No. 73 pertain to this same subject.) This directive effective March 30, 1964.
2018-09-08: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-200, -300, -400, and -500 series airplanes. This AD was prompted by reports of cracks in the frame web common to the stringer ties adjacent to the air-conditioning support brackets. This AD requires an inspection of the frame for any air- conditioning bracket assembly or intercostal, and, depending on the results, repetitive inspections of the frame web for cracking of certain locations, and applicable on-condition actions. We are issuing this AD to address the unsafe condition on these products.
2005-15-16: The FAA is adopting a new airworthiness directive (AD) for certain AvCraft Dornier Model 328-300 airplanes. This AD requires modifying the electrical wiring of the fuel pumps; installing insulation at the flow control and shut-off valves, and other components of the environmental control system; installing markings at fuel wiring harnesses; replacing the wiring harness of the auxiliary fuel system with a new wiring harness; and installing insulated couplings in the fuel system; as applicable. This AD also requires revising the Airworthiness Limitations section of the Instructions for Continued Airworthiness to incorporate new inspections of the fuel tank system. This AD is prompted by the results of fuel system reviews conducted by the airplane manufacturer. We are issuing this AD to reduce the potential of ignition sources inside fuel tanks, which, in combination with flammable fuel vapors, could result in fuel tank explosions and consequent loss of the airplane.