Results
2012-22-10: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702) airplanes, Model CL-600-2D15 (Regional Jet Series 705) airplanes, Model CL-600-2D24 (Regional Jet Series 900) airplanes, and Model CL- 600-2E25 (Regional Jet Series 1000) airplanes. This AD was prompted by a report that certain wing-to-fuselage attachment nuts do not conform to the certification design requirements for dual locking features. This AD requires repetitive inspections to determine that cotter pins are installed at affected wing-to-fuselage attachment joints and replacement if necessary. We are issuing this AD to prevent loss of wing-to-fuselage attachment joints, which could result in the loss of the wing. [[Page 67268]]
74-08-12: 74-08-12 BELL: Amendment 39-1815. Applies to Model 206A and 206B helicopters, serial numbers 1 through 944, certificated in all categories. Compliance required within 50 hours time in service after the effective date of this A.D., unless already accomplished within the last 50 hours time in service, and thereafter at intervals not to exceed 100 hours time in service from the last inspection. To detect loose rivets in the tail boom skin splice from Station 300 to Station 341 on the left-hand side of the boom and cracked tail boom skin in the same area, accomplish the following: (a) Inspect visually the rivets for looseness or working in the skin splice and inspect the tail boom skin for cracks using a three power or higher magnifying glass. (b) Replace loose rivets with AN470AD5-2 or CR2249-5-2 or equivalent rivets before further flight. (c) Replace cracked tail booms before further flight with a serviceable tail boom in accordance with Section VIII of the Model 206A/B Maintenance and Overhaul Instructions or repair cracked tail booms in accordance with FAA or FAA DER approved repair data. (d) The repetitive inspections are still applicable for the noted helicopters after replacement of loose rivets or repair of cracked booms. (Bell Helicopter Co. Service Bulletin No. 206-01-73-4, Revision B, dated October 16, 1973 pertains to this subject.) This amendment becomes effective May 14, 1974.
2012-22-04: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model MD-90-30 airplanes. This AD was prompted by reports of cracks of the wing rear spar lower cap at the outboard flap, inboard drive hinge at station Xrs=164.000. This AD requires repetitive eddy current high frequency (ETHF) inspections for cracking on the aft side of the left and right wing rear spar lower caps at station Xrs=164.000, further ETHF inspections if cracks are found, and repair if necessary; and repetitive post-repair inspections, and repair if necessary. We are issuing this AD to detect and correct cracking of the left and right rear spar lower caps, which could result in fuel leaks and damage to the wing skin or other structure, and consequent loss of the structural integrity of the wing.
70-12-04: 70-12-04 SIKORSKY ROTORCRAFT: Amdt. 39-997. Applies to S-55, S-55B, S-55C, and S-62A type helicopters certificated in all categories. Compliance required within the next 15 hours in service after the effective date of this AD, unless already accomplished. To prevent failure of the main rotor shaft due to fatigue cracks originating from surface conditions, accomplish the following: (a) Inspect main rotor shaft P/N S14-35-4308-1, -2, -3 or -4, for cracks and surface conditions in accordance with applicable Sikorsky Service Bulletin No. 55B35-3 or 62B35-10 dated 3 April 1970, or later FAA approved revision, or an equivalent inspection procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. (b) Main rotor shafts exhibiting crack indications, or unreworkable surface conditions shall be retired from service prior to further flight and replaced with a shaft which has been inspected in accordance with paragraph (a). (c) Main rotor shafts found with reworkable surface conditions may be reworked in accordance with applicable Sikorsky Service Bulletin No. 55B35-3 or 62B35-10 dated 3 April 1970, or later FAA approved revision, or an equivalent rework procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. Should the extent of rework necessitate removal of the shaft from the main gear box, then the replacement shaft must have been inspected in accordance with paragraph (a). (d) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region may adjust the compliance time specified in this AD if the request contains substantiating data to justify the increase for that operator. This amendment is effective June 17, 1970.
76-02-05: 76-02-05 HAWKER SIDDELEY AVIATION LIMITED: Amendment 39-2497. Applies to DH-104 "Dove" airplanes, certificated in all categories. Compliance is required as indicated. To prevent possible failure of the lefthand engine mounting frame top tube, and consequent tearing away of the engine, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished within the last 50 hours' time in service, inspect the top tube of the lefthand engine mounting frame, P/N 4EM.201A, for cracks in accordance with paragraph No. 3 of Hawker Siddeley Technical News Sheet (T.N.S.) No. 228, Issue 1, dated April 17, 1972, or an FAA-approved equivalent. (b) If any cracks are found as a result of an inspection required by this AD, replace the engine mounting frame with a new frame of the same part number or with a serviceable used frame of the same part number which has been inspected in accordance with paragraph (a) ofthis AD, and continue to inspect the replacement frame for cracks at intervals not to exceed 75 hours' time in service since the last inspection. (c) If no cracks are found as a result of an inspection required by this AD, continue to inspect the engine mounting frame top tube at intervals not to exceed 75 hours' time in service from the last inspection in accordance with paragraph 3 of Hawker Siddeley Technical News Sheet (T.N.S.) No. 228, Issue 1, dated April 17, 1972, or an FAA-approved equivalent. This amendment becomes effective January 30, 1976.
2012-21-08: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, and - 900 series airplanes. That AD currently requires installing and testing an updated version of the operational program software (OPS) of the flight control computers (FCCs). This new AD requires an inspection for part numbers of the operational program software of the flight control computers, and corrective actions if necessary. This AD was prompted by reports of undetected erroneous output from a single radio altimeter channel, which resulted in premature autothrottle retard during approach. We are issuing this AD to detect and correct an unsafe condition associated with erroneous output from a radio altimeter channel, which could result in premature autothrottle landing flare retard and the loss of automatic speed control, and consequent loss of control of the airplane.
76-01-04: 76-01-04 MCDONNELL DOUGLAS: Amendment 39-2489. Applies to Model DC-9-30 and -50 Series Airplanes Fuselage Numbers 757, 763, 780 through 795, 797 and 798, certificated in all categories. \n\n\tCompliance required within the next 50 hours' time in service or 5 days whichever comes first after the effective date of this AD, unless already accomplished. \n\n\tTo prevent manually induced longitudinal proposing aggravated by the elevator boost system accomplish the following: \n\n\tRemove the hydraulic bleed stop assembly, P/N 4934616-1, per Douglas Alert Service Bulletin A27-176, dated December 13, 1975, or later FAA-approved revisions, or an equivalent procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective on January 15, 1976.
2012-20-08: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of alternating current (AC) generator failures in-service due to incomplete fusion in the weld joint of the rotor band assembly. This AD requires inspecting the AC generator to determine the part number, and replacing the AC generator if necessary. We are issuing this AD to prevent rotor windings from coming in contact with the generator housing, which could result in debris contaminating and potentially blocking the engine oil scavenge system, leading to loss of oil pressure and an in-flight shutdown of the engine.
74-15-05: 74-15-05 PRATT & WHITNEY: Amendment 39-1898. Applies to all Pratt & Whitney Aircraft JT3D turbofan engines containing 14th stage compressor disc, P/N 657814. Compliance required as indicated. To ensure adequate life limit margin for 14th stage compressor discs, P/N 657814, the cyclic life limits on these discs have been reduced below the figures currently approved. Unless already accomplished, remove from service 14th stage compressor discs prior to exceeding the revised life limit listed below or within the next 25 cycles in service after the effective date of this airworthiness directive whichever comes later. Engine Model Previous Life Limit (Cycles) Revised Life Limit (Cycles) JT3D-1 19,000 10,000 JT3D-3B 15,000 8,000 JT3D-7 15,000 8,000 If a disc has been used in more than one engine model, the disc is limited to the lowest cycle life permitted for the engine models in which it has been exposed. This amendment becomes effective July25, 1974.
2012-19-07: We are adopting a new airworthiness directive (AD) for certain Airbus Model A340-500 and -600 series airplanes. This AD requires repetitive inspections for corrosion of the drag stay lower arm assembly of the nose landing gear (NLG), and replacement if necessary. This AD also requires eventual replacement of the drag stay lower arm assembly of the NLG with an improved assembly having corrosion protection, which terminates the repetitive inspections required by this AD. This AD was prompted by findings of corrosion traces in the lugs and on the bearing outer surface of the NLG during routine maintenance checks. We are issuing this AD to prevent failure of the drag stay lower arm, which could result in NLG collapse and consequent reduced controllability of the airplane during takeoff.
74-20-02: 74-20-02 BOEING: Amendment 39-1969. Applies to all Model 737 airplanes, certificated in all categories, listed in Boeing Service Bulletin 737-34-1031 dated March 1, 1974, or later FAA approved revisions. \n\tTo prevent erroneous information from being displayed on the pitot-static flight instruments: \n\tWithin the next 3500 hours time in service after the effective date of this AD, modify the pitot static tubing to include a vertical rise just inboard of each pitot-static probe in accordance with Boeing Service Bulletin 737-34-1031, dated March 1, 1974, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Northwest Region. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. The documents may be examined at FAA Northwest Region, 9010 East Marginal Way, Seattle, Washington. \n\n\tThis amendment becomes effective 30 days after September 25, 1974.
2012-18-13: We are superseding an existing airworthiness directive (AD) for all The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. That AD currently requires repetitive inspections to detect cracking in the web of the aft pressure bulkhead at body station 1016 at the aft fastener row attachment to the ''Y'' chord, and corrective actions if necessary. This new AD adds various inspections for discrepancies at the aft pressure bulkhead, and related investigative and corrective actions if necessary. This AD was prompted by several reports of fatigue cracking at that location. We are issuing this AD to detect and correct such fatigue cracking, which could result in rapid decompression of the fuselage.
74-17-02: 74-17-02 VERTOL: Amendment 39-1915. Applies to Vertol Model 107-II type helicopters certificated in all categories. 1. Prior to the next flight after the effective date of this AD, unless already accomplished, an inspection program for the rotor blades which has been approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, subsequent to March 28, 1974 must be initiated. 2. An acceptable program is one afforded by forward and aft rotor blades altered, inspected and maintained in accordance with Boeing Vertol Service Bulletin 107-329 or later FAA approved revisions. The visual checks of the rotor blade pressure indicator required by paragraph 2 of this AD may be performed by the pilot. This amendment is effective August 13, 1974.
2012-18-06: We are adopting a new airworthiness directive (AD) for Piaggio Aero Industries S.p.A. Model P-180 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 jamming of the external bearing of the screwjack drive gear, which resulted in failure of the main wing outboard flap external actuator. We are issuing this AD to require actions to address the unsafe condition on these products.
69-25-07: 69-25-07 HAWKER SIDDELEY AVIATION, LTD.: Amdt. 39-888. Applies to Model DH-114 Heron Airplanes which have aileron lever, P/N 14 WA.199 installed. Compliance is required as indicated unless already accomplished. To prevent fatigue failure of the aileron lever, accomplish the following: (a) Visually inspect the aileron lever, P/N 14 WA.199 for cracks at the lugs for the attachment of the connecting rod and in the counterbored portion which receives the mass balance arm within the next 50 hours' time in service after the effective date of this AD unless already accomplished within the last 50 hours' time in service, and thereafter at intervals not to exceed 50 hours' time in service from the last inspection. If evidence of cracks is found, verify using dye penetrant or other FAA-approved equivalent inspection methods. (b) If cracks are found during the inspection required by paragraph (a), before further flight, install a new forged aileron lever, P/N 14 WA.245 in accordance with Hawker Siddeley Aviation, Ltd. Heron Modification No. 662, or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region. (c) If no cracks are found during the inspections required by paragraph (a), within the next 1,000 hours' time in service after the effective date of this AD, install a new forged aileron lever P/N 14 WA.245 in accordance with Hawker Siddeley Aviation, Ltd. Heron Modification No. 662, or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region. (d) The inspections required in paragraph (a) may be discontinued after the new aileron lever, P/N WA.245 or an equivalent approved by the Chief, Aircraft Certification Staff, Europe, Africa, and Middle East Region is installed. (Hawker Siddeley Aviation, Ltd. Technical News Sheet Heron No. W.3, Issue 3, dated 14 July 1969 covers this subject.) This supersedes Amendment 453, Part 507 (27 F.R. 5793), AD 62-14-01. This amendment becomes effective January 3, 1970.
56-15-04: 56-15-04 de HAVILLAND: Applies to All Model 104 "Dove" Aircraft. Compliance required as indicated. Cases have been reported of cracks appearing in the brackets P/N 4FS.401 and 4FS.402 which form part of the main attachment structure of the nose undercarriage leg. The de Havilland Service strongly recommended that these brackets be inspected for cracks. The FAA concurs and considers compliance with de Havilland Service Technical News Sheet CT (104) No. 124, Issue 2, dated December 20, 1955, mandatory. Unless already accomplished, the recommendations in the TNS should be carried out at the earliest opportunity but not later than August 15, 1956.
75-24-01: 75-24-01 BOEING: Amendment 39-2424. Applies to all Boeing 707-300, and -400 series airplanes with 13,000 or more landings; all 707-300B airplanes with 11,000 or more landings; and all 707-300C series airplanes with 8,000 or more landings, listed in Boeing Service Bulletin No. 3157 Revision 3, certificated in all categories. Compliance required as indicated. \n\tTo detect cracks in the upper wing skin splice plate at W. S. 360, within the next 50 landings: \n\t(1)\tConduct the low frequency eddy current inspection in accordance with Boeing Field Service Message M-7010-1256, dated October 9, 1975, unless already accomplished, or \n\t(2)\tRemove the aerodynamic sealant between the upper wing skins at W. S. 360 from the front spar to the rear spar and visually inspect for a crack in the splice plate, unless accomplished since October 3, 1975. If cracks are found, repair in accordance with Boeing Service Bulletin No. 2510, Revision 3, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Northwest Region. \n\tThis is a one-time inspection. AD 75-03-01 (Amendment 39-2074) will be amended to provide for inspections similar to those provided herein. Telegraphic AD on this subject on October 15, 1975, is hereby superseded. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P. O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective upon publication in the Federal Register for all persons except those to whom it was made effective immediately by telegram dated October 17, 1975.
2012-17-13: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 707-100 long body, -200, -100B long body, and -100B short body series airplanes; Model 707-300, -300B, -300C, and - 400 series airplanes; and Model 720 and 720B series airplanes. This AD was prompted by reports of stress corrosion cracking in the chord segments made from 7079 aluminum in the horizontal stabilizer rear spar, and potential early fatigue cracking in the chord segments made from 7075 aluminum. For certain airplanes, this AD requires using redefined flight cycle counts, determining the type of material of the horizontal stabilizer, rear spar, and upper and lower chords on the inboard and outboard ends of the rear spar; repetitively inspecting for cracking of the horizontal stabilizer components; and repairing or replacing the chord, or modifying chord segments made from 7079 aluminum, if necessary. For all airplanes, this AD requires inspecting certain structurally significant items, and repairing discrepancies if necessary. We are issuing this AD to detect and correct stress corrosion and/or potential early fatigue cracking in the horizontal stabilizer, which could compromise the structural integrity of the stabilizer.
2012-18-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model DC-9-10, DC-9-20, DC-9-30, DC-9-40, and DC-9- 50 series airplanes; and Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9- 83 (MD-83), DC-9-87 (MD-87), MD-88, and MD-90-30 airplanes; equipped with center wing fuel tank and Boeing original equipment manufacturer- installed auxiliary fuel tanks. This AD was prompted by fuel system reviews conducted by the manufacturer. This AD requires adding design features to detect electrical faults and to detect a pump running in an empty fuel tank. 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.
71-15-01: 71-15-01 MCDONNELL DOUGLAS: Amdt. 39-1245. Applies to DC-9 Series airplanes certificated in all categories. \n\n\tCompliance required within the next 1500 hours' time in service after the effective date of the AD, unless already accomplished. \n\n\tTo prevent possible separation of the forward cabin attendant's(s') seat assembly from the wall panel and to lessen the possibility of crew member injuries, modify the forward cabin attendant's(s') seat assembly in accordance with: \n\n\t(1)\tParagraph 2, accomplishment instructions of Douglas Service Bulletin 25-146, dated September 10, 1969, and Revision 2 thereto, dated August 21, 1970, or later FAA approved revisions, or other equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region; or \n\n\t(2)\tDouglas All Operators Letter (AOL) 9-595, dated June 25, 1971, or other equivalent modifications approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tThis amendment becomes effective August 21, 1971.
2012-15-15: We are superseding an existing airworthiness directive (AD) for certain The Boeing Company Model 757-200, -200CB, and -300 series airplanes. That AD currently requires initial and repetitive inspections of the fuselage skin and bear strap at the forward, upper corner of the L1 entry door cutout for cracking, and repair if necessary. That action also provides an optional terminating action for the repetitive inspections. This new AD requires additional inspections for airplanes having repairs or preventative modifications installed and inspections for certain other airplanes. This AD also adds airplanes to the applicability. This AD was prompted by reports of additional cracking in the fuselage skin. We are issuing this AD to detect and correct cracking of the fuselage skin and bear strap at the forward upper corner of the L1 entry door cutout, which could result in reduced structural integrity of the L1 entry door, and consequent rapid decompression of the airplane.
75-17-37: 75-17-37 BEECH: Amendment 39-2339. Applies to A23-19, 19A, M19A and B19 (Serial Numbers MB-1 thru MB-520), B19 Sport 150 (Serial Numbers MB-521 thru MB-776); 23, A23, A23A, B23 and C23 (Serial Numbers M-1 thru M-1361): C23 Sundowner 180 (Serial Numbers M-1362 thru M-1664); A23-24 and A24 (Serial Numbers MA-1 thru MA-368); A24R (Serial Numbers MC-2 thru MC-95); A24R and B24R Sierra 200 (Serial Numbers MC-96 thru MC-360) airplanes. Compliance: Required as indicated, unless already accomplished. To assure proper operation of the carburetor mixture and/or carburetor heat control cables, within the next 50 hours' time in service after the effective date of this AD, accomplish the following: Visually inspect the mixture and/or carburetor heat control cables to assure freedom of motion and adjust where necessary in accordance with Beechcraft Service Instructions No. 0717- 159 or subsequent revisions or by any equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Aircraft equipped with fuel injection engines do not have carburetor heat control cables. This amendment becomes effective August 20, 1975.
69-24-05: 69-24-05 KOLLSMAN: Amdt. 39-880. Applies to Kollsman Type A4086910021, A4186910028 and A4186910029 Altimeters. Unless already accomplished, compliance is required within 900 hours time in service after the effective date of this AD, or the next overhaul of the altimeter, which ever occurs first. In order to remove the source of a false signal, alter the altimeters in accordance with either: (a) Kollsman Service Bulletin 188, Rev. 1, dated December 19, 1968, or Service Bulletin 189, dated October 29, 1968, or (b) An equivalent method approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. This amendment is effective December 4, 1969.
2012-16-02: We are adopting a new airworthiness directive (AD) for Eurocopter France Model EC155B and EC155B1 helicopters with a VIP 4- seat bench to require revising the Limitations section of the Rotorcraft Flight Manual (RFM) and converting the VIP 4-seat bench into a 3-seat configuration. This AD was prompted by the determination that the load strength of the seat attachment hardware of the seat installation does not meet certification specifications. The required actions are intended to prevent overloading of the seat structure at the attachment point during a hard landing or emergency landing, which could result in the VIP 4-seat bench detaching from the floor and subsequent injury to the seat occupants.
73-21-01: 73-21-01\tMOONEY: Amdt. 39-1729. Applies to Mooney Models M20, M20A, M20B, M20C, M20D, M20E, M20F and M20G airplanes. \n\tCompliance required as indicated. \n\tTo prevent corrosion and/or misrigging in the flight control and landing gear systems which may result in binding or seizure of the joints and loss of flight control or collapse of the landing gear, accomplish the following: \n\t(a)\tWithin 25 hours time in service after July 10, 1972, unless already accomplished within the last 25 hours time in service, and thereafter at intervals not to exceed 12 calendar months from the last inspection or 100 hours time in service from the last inspection, whichever comes first, lubricate all flight control systems and landing gear system rod end bearings with a silicone spray lubricant or with an FAA approved equivalent lubricant. \n\t(b)\tWithin the next 50 hours time in service after July 10, 1972, unless already accomplished, install retracting links, P/N 530003-13 (1 ea.) and 510011-13 (2 ea.) on all M20B, C, E, F, and G aircraft and on M20D models converted to a retractable gear, or equivalent parts approved by the Chief, Engineering and Manufacturing Branch, Flight Standards Division, Southwest Region, FAA, Fort Worth, Texas. The new links incorporate grease fittings and improved overcenter travel resulting in lower preload rigging. New links are not required if the existing installations use -13 links which have grease fittings. (Reference Mooney Service Bulletin M20-155 dated 6-15-67, or later FAA approved revision.) \n\n\nAD 73-21-01 \n\n\tNOTE: For M20 and M20A models the present retract links are to be modified by the addition of grease fittings as shown in figures 1 and 2 attached. Follow procedures in Mooney M20/M20A Service and Maintenance Manual or other FAA approved procedure, for removal and replacement of links. Service Bulletins, Service Letters and Service Instructions referenced in this AD may be obtained from Mooney Aircraft, Louis Schreiner Field, Kerrville, Texas. \n\t(c)\tAt the next lubrication as required in (a) and thereafter at the same interval as specified in (a), perform a landing gear retraction test and check the landing gear rigging. Information regarding rigging and torque preload may be found in Mooney Service Bulletin No. M20-35A dated 7-11-60 for Models M20 and M20A, Mooney Service Instruction No. M20-32 dated 11-3-72 for other models or later FAA approved revisions. Special tools supplied by Mooney Aircraft as noted in the reference documents or FAA approved equivalent tools are required for proper preload rigging. \n\tThis supersedes Amendment 39-1455 (37 F.R. 11462), AD 72-12-02 as amended by Amendment 39-1482 (37 F.R. 13336). \n\tThis amendment becomes effective October 10, 1973.