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2013-05-01: We are superseding an existing airworthiness directive (AD) for all Turbomeca S.A. Makila 1A2 turboshaft engines. That AD currently requires replacement of certain serial number (S/N) N2 sensor harnesses. This AD requires replacement of the same S/N harnesses, and requires replacement of additional S/N N2 sensor harnesses. This AD was prompted by corrosion detected in affected N2 sensor harnesses. We are issuing this AD to prevent inadvertent activation of the 65% N1 back up mode, resulting in N2 speed fluctuation, significant power loss, and emergency landing of the helicopter.
77-23-10: 77-23-10 SCHWEIZER: Amendment 39-3078, as amended by Amendment 39-3241. Applies to all Schweizer SGS 2-33, 2-33A and 2-33AK Gliders. Compliance required as indicated. (a) Within the next 25 hours in service, after the effective date of this AD, unless previously accomplished within the last 75 hours in service, visually inspect the vertical stabilizer spar-to-fuselage attachment bolts and spar web in accordance with Schweizer Service Bulletin No. 102-33-2, dated September 2, 1977, or an approved equivalent inspection. (b) Repeat the inspection specified in (a) at intervals not to exceed 100 hours in service or six months, whichever occurs first, from the last such inspection. (c) Before further flight, repair cracked parts or elongated holes in accordance with the above Schweizer service bulletin, or with an approved equivalent repair, or replace defective parts with new parts of the same part number or with approved equivalent parts. (d) Report all defects found during compliance with this AD to the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region (Reporting Approved by the Office of Management and Budget under OMB No. CAR0174). (e) Recommended repairs noted in paragraph 1.g. and 1.h. of the service bulletin and equivalent inspections, repairs, alterations or parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (f) The repetitive inspection required by (b) may be discontinued when an undamaged vertical stabilizer spar is altered in accordance with paragraph (3) of Schweizer Service Bulletin No. 102-33-2, dated March 17, 1978, or an equivalent. (g) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the inspection interval specified in this AD. Amendment 39-3078 was effective November 18, 1977. This amendment 39-3241 is effective June 21, 1978.
77-02-09: 77-02-09 CESSNA: Amendment 39-2820. Applies to the following Models and Serial Numbers of aircraft: Model 150 Serial Numbers 15078687 thru 78733, 78735 thru 78782, 78784 thru 78789, 78791 thru 78839, 78841 thru 78848, 78850 thru 78856, 78858 thru 78865, 78867 thru 78906, 78908 thru 78921, 78923, 78926 thru 78928, 78931, 78932, 78934 thru 78938, 78940 thru 78947, 78950 thru 78955, 78958, 78960 thru 78968, 78971 thru 78973, 78976, 78977, 78978, 78980, 78981, 78984 thru 78987, 78994, 78995, 78998 Model A150 Serial Numbers A1500697 thru 0706, 0709, 0711 Model 172 Serial Numbers 17267789 thru 67814, 67816 thru 67877, 67879 thru 67884, 67886 thru 67957, 67959 thru 67988, 67990 thru 68021, 68023 thru 68029, 68031 thru 68053, 68055 thru 68060, 68062 thru 68077, 68079, 68081 thru 68089, 68091 thru 68097, 68099 thru 68105, 68107, 68108, 68111 thru 68116, 68119, 68121 thru 68123, 68125 thru 68129, 68131 thru 68133, 68135 thru 68138, 68140, 68142, 68145 thru 68153, 68155thru 68158, 68160, 68161, 68163, 68167, 68168, 68170 thru 68176, 68178 thru 68180, 68183, 68185, 68188, 68190, 68191, 68193, 68195, 68196, 68198, 68200 thru 68202, 68207, 68208, 68210, 68211, 68214 thru 68217, 68219, 68226, 68239 Model R172 Serial Numbers R1722028 thru 2091, 2093 thru 2096, 2098 thru 2102, 2105 thru 2108, 2111, 2112, 2115 thru 2117, 2119, 2120, 2123 thru 2125, 2134, 2140 Model 182 Serial Numbers 18265065 thru 65107, 65109 thru 65147, 65149 thru 65158, 65160 thru 65174, 65176 thru 65199, 65201 thru 65209, 65211, 65212, 65215 thru 65219, 65222 thru 65227, 65229, 65230, 65233 thru 65239, 65241, 65243, 65245, 65247, 65249 thru 65252, 65254 Model 206 Serial Numbers U20603454 thru 03469, 03471 thru 03473, 03475 thru 03491, 03493 thru 03497, 03501 thru 03505, 03507 thru 03513, 03515 thru 03519, 03521, 03523 thru 03527, 03529 thru 03534, 03536, 03538 thru 03540, 03542 thru 03547, 03549 thru 03553, 03557, 03561, 03562 Model 207 Serial Numbers 20700357 thru 00362, 00364 thru 00367 Compliance: Required as indicated, unless already accomplished. A. Before the next flight of the affected airplanes, visually inspect the P/N C301002-0101 (12 volt) or C301002-0102 (24 volt) wing flap actuator for the date code stamp. 1. If the date code stamp on the actuator is OH, HH, WH, or ZH install a placard near the flap control which reads: "FLAP EXTENSION PROHIBITED" and operate the aircraft in accordance with this limitation. 2. Within 50 hours' time in service after the effective date of this AD, replace the wing flap actuator ball nut assembly with an airworthy assembly in accordance with Cessna Service Letter SE76-25, dated December 13, 1976, or later approved revision. The placard required by Paragraph A.1. may be removed when the replacement ball nut assembly is installed. 3. If the date stamp code on the actuator is not one of those identified in Paragraph A.1., make an entry in the aircraft maintenance records indicating that this AD has been accomplished and the airplane may be returned to service. B. Airplanes located where the inspection cannot be accomplished may be flown in accordance with FAR 21.197 to a place where the inspection may be accomplished, providing the flaps are not used for the flight. C. Any equivalent method of compliance with this AD must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. NOTE 1. The date code stamp is steel stamped into the lower side of the actuator gear housing, adjacent to the flap motor and switch bar, is visible on the lower side of the actuator as it is installed in the aircraft. Inked stamped numbers on the motor housing are to be disregarded. NOTE 2. The manufacturer has advised the FAA that sufficient replacement parts are available to accomplish Paragraph A.2. of this AD. This amendment becomes effective February 3, 1977, to all persons except those to whom it was made effectiveearlier by air mail letters dated January 13, 1977.
76-13-08: 76-13-08 FAIRCHILD: Amendment 39-2658. Applies to F-27 and FH-227 Type Airplanes, certificated in all categories. Compliance required as indicated for all airplanes with 7500 hours in service on the upper engine mount attachment bolts AN4, AN5, AN6 and their nuts: (a) For F-27J, F-27M and FH-227 Type Airplanes, perform the inspections (1) through (4) specified in (c) below within the next 25 hours in service or four days, whichever occurs first, unless accomplished within the last 125 hours in service and at intervals thereafter not to exceed 150 hours in service from the last inspection. (b) For F-27, F-27A, F-27B and F-27F Type Airplanes, perform the inspections (1) through (4) specified in (c) below within the next 300 hours in service or 90 days, whichever occurs first, unless accomplished within the last 300 hours in service or 90 days and at intervals thereafter not to exceed 600 hours in service or 180 days, whichever occurs first, from the last inspection.(c) Inspect all engine mount attachment bolts on all upper inboard and outboard engine mount fittings, P/N 27-110105 or P/N 01-1101-5 as follows: (1) Visually check all bolts for gaps under bolt heads and looseness. (2) Torque bolts to check for tightness without exceeding standard torque values for bolt heads. (3) Check for gap between fitting and spar web using a .0015 feeler gage, by placing feeler gage between AN6 and AN4 bolt locations on both sides of the fitting. (4) Where gaps in excess of .0014, looseness, broken bolts, or any bolt rotation is found, AN4, AN5, or AN6 bolts and their respective AN or NAS Nuts, must be replaced before further flight with unused AN Bolts and AN or NAS Nuts with the same part number or with the respective NAS 1304, NAS 1305 or NAS 1306 bolts, using MS21042 nuts or with equivalent parts approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (d) For F-27J, F-27M and FH-227 Type Airplanes, within the next 900 hours in service or one year, whichever comes first, after the effective date of this AD, unless already accomplished, replace all AN Bolts with those bolts and nuts specified in (c)(4). (e) For F-27, F-27A, F-27B and F-27F Type Airplanes, within the next 1800 hours in service or two years, whichever comes first, after the effective date of this AD, unless already accomplished, replace all AN Bolts with those bolts and nuts specified in (c)(4). (f) If unused AN Bolts and AN or NAS Nuts are used for replacement, upon the accumulation of 7500 hours in service, the inspections specified in (a) or (b) and (c), and replacement in accordance with (d) or (e) must be accomplished. (g) The repetitive inspection required by (a) or (b) and (c) may be discontinued when all AN4, AN5 and AN6 Bolts are replaced by the NAS Bolts and MS Nuts specified in (c)(4). (h) The repetitive inspection compliance time may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA Maintenance Inspector. (i) Report the results of the initial inspection findings, required by this AD, to the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region (Reporting Approved by the Office of Management and Budget under OMB No. CA-R0174). (Fairchild Service Bulletins F27-54-22 and FH227-54-16 pertain to this subject.) This amendment is effective July 7, 1976.
2013-04-07: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-102, -103, -106, -201, -202, -301, -311, and -315 airplanes. This AD was prompted by reports of the loss of the fixed frequency system, leading to the loss of power to the left and right buses and all systems serviced by these buses. This AD requires modification of the wiring and changes to existing airworthiness limitations. We are issuing this AD to prevent loss of the fixed frequency system, which could lead to loss of a number of the pilot's and co-pilot's flight instruments, in addition to other avionics systems.
93-02-01: 93-02-01 GARRETT ENGINE DIVISION, ALLIED-SIGNAL INCORPORATED: Amendment 39-8483. Docket No. 92-ANE-63. Applicability: Garrett Engine Division, Allied-Signal Incorporated Model TPE331-8, -10, -11, and -12 series turboprop engines installed on but not limited to Cessna Model 441 series (Conquest or Conquest II), Construcciones Aeronauticas, S.A. (CASA) 212 series, Twin Commander 695 series, Mitsubishi MU-2B series (Marquise/ Solitaire), Fairchild SA226 and SA227 series (Merlin and Metro), and British Aerospace (BAe) Jetstream 3101 and 3201 series (31 and 32) aircraft. Compliance: Required as indicated, unless accomplished previously. To prevent fuel spraying on hot turbine components, which can result in an engine fire, accomplish the following: (a) Within the next 50 hours time in service after the effective date of this AD, remove from service in accordance with the Accomplishment Instructions of Garrett Engine Division, Allied-Signal Aerospace Company Alert Service Bulletin (SB) No. TPE331-A73-0198, Revision 1, dated January 10, 1992, Stratoflex fuel manifold assemblies, Part Number 3102469-2, manufactured on the dates listed in the service bulletin, and replace with a serviceable part. (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, Los Angeles Aircraft Certification Office. The request should be forwarded through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Los Angeles Aircraft Certification Office. (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 removal and replacement of the fuel manifold shall be done in accordance with the following service bulletin: DOCUMENT NO. PAGE REVISION DATE Garrett Engine Division, Allied-Signal Aerospace Company SB No. TPE331-A73-0198 Total Pages: 8 1, 5-8 2-4 Revision 1 Original Jan. 10, 1992 Dec. 20, 1991 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 Garrett General Aviation Services Division, Distribution Center, 2340 E. University, Phoenix, Arizona 85034. Copies may be inspected at the FAA, New England Region, Office of the Assistant Chief Counsel, Room 311, 12 New England Executive Park, Burlington, Massachusetts; or at the Office of the Federal Register, 800 North Capitol Street, NW., Suite 700, Washington, DC. (e) This amendment supersedes priority letter AD 92-02-19, issued January 14, 1992. (f) This amendmentbecomes effective on March 18, 1993.
92-18-12: 92-18-12 BOEING: Amendment 39-8357. Docket No. 91-NM-234-AD. Supersedes AD 91-18-08, Amendment 39-8011. \n\n\tApplicability: Model 747 series airplanes, equipped with brake part numbers (P/N) identified in paragraphs (a) and (b) of this AD, certificated in any category. \n\n\tCompliance required as indicated, unless previously accomplished. \n\n\tTo prevent loss of main landing gear braking effectiveness, accomplish the following: \n\n\t(a)\tWithin 180 days after November 12, 1991 (the effective date of Amendment 39-8011, AD 91-18-08), incorporate the maximum brake wear limits, shown below, into the FAA-approved maintenance inspection program: \n\n\nBrake Mfr.\t\t\t\nBrake P/N\nBoeing P/N\nMaximum Wear Limit \nBendix\n2603703-13\n60B10014-9\n1.55 inches \nBendix\n2603703-14\n60B10014-11\n1.55 inches \nBendix\n2605662-1\n60B10014-15\n2.50 inches\nBendix\n2605662-3\n60B10014-23\n2.70 inches \nBFGoodrich\n2-1515-1\n60B10062-11\n2.00 inches \nBFGoodrich\n2-1515-2\n60B10062-12\n2.00 inches(b)\tWithin 180 days after the effective date of this AD, accomplish the requirements specified in paragraph (b)(1), (b)(2), (b)(3), (b)(4), (b)(5), or (b)(6) of this AD, as applicable: \n\n\t\t(1)\tFor airplanes equipped with Bendix Part Numbers (P/N) 2602012-2, -3, -4, and -5, (Boeing P/N 60B00150-5, -6, -8, and -12): \n\n\t\t\t(i)\tInspect each brake to ensure it is not worn more than 1.75 inches. Any brake worn more than this limit must be replaced, prior to further flight, with a brake within this limit; or with a Bendix Brake P/N 2602012-30, -40, or -50, (Boeing P/N 60B00150-21, -22, and -23), as applicable, built in accordance with Bendix Service Bulletin 2602012-32-001, Revision 2, dated October 10, 1991. \n\n\t\t\t(ii)\tAdd Bendix Brake P/N's 2602012-30, -40, and -50 to the FAA-approved Airplane Flight Manual (AFM), Section 4, "Maximum Brake Energy Limit Speed," Category "B", and remove Bendix brake P/N's 2602012-2, -3, -4, and -5 from the AFM. \n\n\t\t\t(iii)\tIntermix of the P/N 2602012-2, -3, -4, and -5 brakes with the P/N 2602012-30, -40 and -50 brakes is allowed for 360 days after the effective date of this AD. Delay removal of the P/N 2602012-2, -3, -4, and -5 brakes from the AFM, as required by paragraph (b)(1)(ii) of this AD, until intermix is ended. \n\n\t\t\t(iv)\tChange all references of Bendix Brake P/N's 2602012-2, -3, -4, and -5 to Category "B" on the Maximum Brake Energy Chart in Section 4 of the AFM. \n\n\t\t\t(v)\tIncorporate a 1.75-inch maximum allowable brake wear limit for Bendix Brake P/N's 2602012-30, -40, and -50 into the FAA-approved maintenance inspection program. \n\n\t\t(2)\tFor airplanes equipped with Bendix Brake P/N's 2601902-1, -2, and -5, (Boeing P/N's 60B00150-4, -9, and -13): Incorporate a 2.38-inch maximum allowable brake wear limit into the FAA-approved maintenance inspection program. \n\n\t\t(3)\tFor airplanes equipped with Bendix Brake P/N's 2601902-3, -4, and -6, (Boeing P/N's 60B00150-10, -11, and -14): \n\n\t\t\t(i)\tInspect each brake to ensure it is not worn more than 1.73 inches. Any brake worn more than this limit must be replaced, prior to further flight, with a brake within this limit; or with a Bendix Brake P/N 2601902-30, -40, or -60, (Boeing P/N's 60B00150-24, -25, and -26), as applicable, built in accordance with Bendix Service Bulletin 2601902-32-001, Revision 2, dated October 10, 1991. \n\n\t\t\t(ii)\tAdd Bendix Brake P/N's 2601902-30, -40, and -60 to the AFM, Section 4, "Maximum Brake Energy Limit Speed," Category "C". \n\n\t\t\t(iii)\tIntermix of the P/N 2601902-3, -4, and -6 brakes with the P/N 2601902-30, -40, and -60 brakes is allowed for 360 days after the effective date of this AD when a 1.73-inch maximum allowable brake wear limit removal criteria is used for these brakes. \n\n\t\t\t(iv)\tMove Bendix Brake P/N's 2601902-3, -4, and -6 from Category "C" to Category "B" in the AFM, Section 4, "Maximum Brake Energy Limit Speed." If intermixing is used, delay movement of these brakes to Category "B" until intermixing isended. \n\n\t\t\t(v)\tChange all references of Bendix P/N's 2601902-3, -4, and -6 to Category "C" on the Maximum Brake Energy Chart in Section 4 of the AFM. \n\n\t\t\t(vi)\tIncorporate a 2.38-inch maximum allowable brake wear limit for Bendix Brake P/N's 2601902-3, -4, and -6, and a 1.73-inch maximum allowable brake wear limit for P/N's 2601902-30, -40, and -60, into the FAA-approved maintenance inspection program. \n\n\t\t(4)\tFor airplanes equipped with Bendix Brake P/N 2605662-2, (Boeing P/N 60B10014-14): \n\n\t\t\t(i)\tInspect each brake to ensure that it is not worn more than 1.73 inches. Any brake worn more than this limit must be replaced, prior to further flight, with a brake within this limit; or with Bendix Brake P/N 2605662-20, (Boeing P/N 60B10014-30), built in accordance with Bendix Service Bulletin 2605662-32-028, Revision 2, dated October 10, 1991. \n\n\t\t\t(ii)\tAdd Bendix Brake P/N 2605662-20 to the AFM, Section 4, "Maximum Brake Energy Limit Speed," Category "C". \n\n\t\t\t(iii)\tIntermixof the P/N 2605662-2 brakes with the P/N 2605662-20 brakes is allowed for 360 days after the effective date of this AD when a 1.73-inch maximum allowable wear limit removal criteria is used for these brakes. \n\n\t\t\t(iv)\tMove Bendix Brake P/N 2605662-2 from Category "C" to Category "B" in the AFM, Section 4, "Maximum Brake Energy Limit Speed." If intermixing is used, delay movement of these brakes to Category "B" until intermix is ended. \n\n\t\t\t(v)\tChange all references of Bendix P/N 2605662-2 to Category "C" on the Maximum Brake Energy Chart in Section 4 of the AFM. \n\n\t\t\t(vi)\tIncorporate a 2.38-inch maximum allowable brake wear limit for Bendix Brake P/N 2605662-2, and a 1.73-inch maximum allowable brake wear limit for P/N 2605662-20, into the FAA-approved maintenance inspection program. \n\n\t\t(5)\tFor airplanes equipped with Bendix Brake P/N 2605155-1, (Boeing P/N 60B10014-10): \n\n\t\t\t(i)\tInspect each brake to ensure that it is not worn more than 2.50 inches. Any brake worn more than this limit must be replaced, prior to further flight, with a brake within this limit; or with Bendix Brake P/N 2605155-2, (Boeing P/N 60B10014-31), built in accordance with Bendix Service Bulletin 2605155-32-001, Revision 2, dated October 10, 1991. \n\n\t\t\t(ii)\tAdd Bendix Brake P/N 2605155-2 to the Airplane Flight Manual (AFM), Section 4, "Maximum Brake Energy Limit Speed," Category "C". \n\n\t\t\t(iii)\tIntermix of the P/N 2605155-1 brakes with the P/N 2605155-2 brakes is allowed for 360 days after the effective date of this AD when a 2.50-inch maximum allowable wear limit removal criteria is used for these brakes. \n\n\t\t\t(iv)\tMove Bendix Brake P/N 2605155-1 from Category "C" to Category "B" in the AFM, Section 4, "Maximum Brake Energy Limit Speed." If intermixing is used, delay movement of this brake to Category "B" until intermixing is ended. \n\n\t\t\t(v)\tChange all references of Bendix P/N 2605155-1 to Category "C" on the Maximum Brake Energy Chart in Section 4 of the AFM. \n\n\t\t\t(vi)Incorporate a 3.20-inch maximum allowable brake wear limit for Bendix Brake P/N 2605155-1, and a 2.50-inch maximum allowable brake wear limit for P/N 2605155-2, into the FAA-approved maintenance inspection program. \n\n\t\t(6)\tFor airplanes equipped with Bendix Brake P/N 2605392-1, (Boeing P/N 60B10035-2): Incorporate a 1.90-inch maximum allowable brake wear limit into the FAA-approved maintenance inspection program. \n\n\t(c)\tAn alternative method 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 (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO.(d)\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\t(e)\tBrakes shall be built in accordance with Bendix Service Bulletin 2601902-32-001, Revision 2, dated October 10, 1991; Bendix Service Bulletin 2602012-32-001, Revision 2, dated October 10, 1991; Bendix Service Bulletin 2605155-32-001, Revision 2, dated October 10, 1991; or Bendix Service Bulletin 2605662-32-028, Revision 2, dated October 10, 1991; as applicable. 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 Allied-Signal Aerospace Company, Bendix Wheels and Brakes Division, South Bend, Indiana 46628. 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. \n\n\t(f)\tThis amendment becomes effective on November 17, 1992.
2013-02-51: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8 airplanes. This emergency AD was sent previously to all known U.S. owners and operators of these airplanes. This AD requires modification of the battery system, or other actions. This AD was prompted by recent incidents involving lithium ion battery failures that resulted in release of flammable electrolytes, heat damage, and smoke. We are issuing this AD to correct damage to critical systems and structures, and the potential for fire in the electrical compartment.
2012-26-16: We are superseding an existing airworthiness directive (AD) for all Pilatus Aircraft Ltd. Models PC-12, PC-12/45, PC-12/47, and PC- 12/47E airplanes. 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 a need to incorporate new revisions into the Limitations section, Chapter 4, of the FAA-approved maintenance program (e.g., maintenance manual). We are issuing this AD to require actions to address the unsafe condition on these products.
77-14-15: 77-14-15 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2957. Applies to DH-104 airplanes, certificated in all categories, that are not equipped with engine mount stay struts marked as Issue 7 or subsequent or marked "DOI No. 68639". Compliance is required within the next 50 hours time in service after the effective date of this AD, unless already accomplished. To detect internal corrosion of the engine mount stay strut, P/N 4 EM.357A and P/N 4 EM.359A, accomplish the following: (a) Remove the stay struts from the aircraft and inspect in accordance with the X-ray procedure of Appendix 1 of Hawker Siddeley Technical News Sheet No. 229, dated March 19, 1973, or an FAA-approved equivalent. (b) Replace any stay strut for which internal corrosion is detected by the inspection required by paragraph (a) of this AD with a new part or otherwise serviceable spare part of the same part number determined to be free of internal corrosion by the inspection required by paragraph (a) of this AD or an FAA-approved equivalent. (c) It is requested that copies of the X-rays, or results of an FAA-approved equivalent inspection, be forwarded to the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. (Reporting approved by the Office of Management and Budget under OMB No. 04-RO-174.) This amendment becomes effective August 8, 1977.