Results
2010-20-02: This amendment adopts a new airworthiness directive (AD) for the specified Eurocopter model helicopters. This action requires replacing each affected hydraulic pump with an airworthy hydraulic pump. This amendment is prompted by the loss of the proper functioning of a hydraulic pump because of the deterioration of the pump seals and the loss of hydraulic fluid caused by incorrect positioning of the piston liner. The actions specified in this AD are intended to prevent loss of hydraulic power and subsequent loss of control of the helicopter.
68-26-03: 68-26-03 CANADAIR: Amendment 39-693. Applies to CL-44D4 Type airplanes. To detect cracks in stabilizer interspar ribs at Stations 123, 141 and 159, accomplish the following: (a) Within the next 100 hours time in service after the effective date of this A.D. unless accomplished within the last 400 hours time in service, and at intervals thereafter not to exceed 500 hours time in service from the last inspection, inspect the rib caps of P/N 44-A67035- A-B, P/N 44-A67038-A-B, and P/N 44-A24301-A-B for cracks using a 5-power or greater boroscope or an FAA-approved equivalent inspection. (b) Replace cracked parts before further flight with a part of the same part number or an FAA-approved equivalent part, or repair cracked parts in accordance with the Canadair CL-44 Structural Repair Manual or an FAA-approved equivalent repair. (c) The repetitive inspection required by (a) need not be performed, if the stabilizer has been altered in accordance with Canadair Service Bulletin No. 286, or an FAA-approved equivalent alteration. (d) Equivalent parts, alterations, inspections or repairs must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. (e) The compliance times may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, upon receipt of substantiating data submitted through an FAA maintenance inspector. This amendment is effective December 19, 1968.
2021-26-17: The FAA is superseding Airworthiness Directive (AD) 2019-03- 26, which applied to certain The Boeing Company Model 737-600, -700, - 700C, -800, -900, and -900ER series airplanes. AD 2019-03-26 required modifying the passenger service units (PSUs) and life vest panels by replacing the existing inboard lanyard and installing two new lanyards on the outboard edge of the PSUs and life vest panels; measuring the distance between the hooks of the torsion spring of the lanyard assembly; replacing discrepant lanyard assemblies; and re-identifying serviceable lanyard assemblies. This AD was prompted by a determination that certain airplanes are listed in the wrong configuration and certain PSUs have not been correctly re-identified. This AD retains the requirements of AD 2019-03-26, and, for certain airplanes, requires an inspection to determine if the re-identified PSU part number is correct, and further re-identification if necessary. The FAA is issuing this AD to address the unsafe condition on these products.
2021-26-14: The FAA is superseding Airworthiness Directive (AD) 2018-11- 01, which applied to certain Airbus Helicopters Model AS332L2 and EC225LP helicopters. AD 2018-11-01 required installing a cut-out for the left-hand (LH) and right-hand (RH) rail support junction profiles and repetitively inspecting splices, frame 5295, and related equipment for a crack. Since the FAA issued AD 2018-11-01, the manufacturer has developed a modification for in-service helicopters for replacing aluminum splices with steel splices on frame 5295. This AD retains the requirements of AD 2018-11-01 and requires a modification for replacing aluminum splices with steel splices on frame 5295 if cracking is found. This AD also provides terminating action for the repetitive inspections. The FAA is issuing this AD to address the unsafe condition on these products.
2022-01-06: The FAA is adopting a new airworthiness directive (AD) for certain Cameron Balloons Ltd. (Cameron) fuel cylinders installed on hot air balloons. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI identifies the unsafe condition as quick shut-off (QSO) flanged adaptors manufactured with non-conforming (undersized) threads. This AD immediately requires either replacing the QSO flange adapter or inspecting the fuel cylinder for leakage and taking corrective action, and replacing the QSO flange adapter within 4 months. The FAA is issuing this AD to address the unsafe condition on these products.
71-09-03: 71-09-03 CONTINENTAL: Amdt. 39-1198. In determining the applicable engine serial numbers hereinafter listed, the first block of letters in the serial number line located on the engine nameplate constitutes the basic serial number. The serial number will be followed by the year of manufacture and the model letter designation, for example "S/N 184491-70-A". Applies to the following Continental model engines: TSIO-360-A New - 184001 thru 184379; 184381 thru 184393; 184397 thru 184409; 184411, 184415, 184416, 184418 thru 184421; 184423 thru 184425; 184427, 184429 thru 184431; 184433 thru 184443; 184445, 184447 thru 184453; 184455 thru 184466; 184468, 184469, 184472, 184474, 184475, 184477 thru 184480; 184482, 184483, 184485, 184490, 184491. Remanufactured - 197001 thru 197010. TSIO-520-B New - 145001 thru 145779; 145781 thru 145785; 145787 thru 145790; 145793, 145796, 145798 thru 145800; 145802, 145806, 145808 thru 145810; 145812, 145815 thru 145820; 145823 thru 145825; 145827 thru 145829; 145831 thru 145837; 145840 thru 145846; 145848 thru 145875; 145880 and 145881. Remanufactured - 176001 thru 176105. TSIO-520-D New - 156001 thru 156146. Remanufactured - 180001 thru 180012. TSIO-520-E New - 165001 thru 166099, 206001 thru 206256; 206258 thru 206270; 206272, 206273, 206275, 206277 thru 206291; 206293 thru 206306; 206309, 206310, 206311, 206313 thru 206315; 206317 thru 206343; 206345 thru 206347; 206349 thru 206359; 206361, 206364 thru 206369; 206371, 206373 thru 206376; 206380, 206385, 206388 thru 206392; 206396 thru 206399; 206404 thru 206408; 206413, 206415, 206420, 206426, 206429. Remanufactured - 182001 thru 182148. TSIO-520-J New - 208001 thru 208114; 208116, 208118 thru 208124; 208126 thru 208140; 208142 thru 208157; 208159 thru 208163; 208165 thru 208197; 208199 thru 208203; 208205 thru 208207; 208209, 208214, 208217, 208230, 208234, 208235, 208238 thru 208240. NOTE: The manufacturer has installed the P/N 638223 gasket on some serial numbers of the remanufactured engines listed herein. These engines are identified by a white paint band around the aneroid housing. Notation of compliance with Paragraph B may be made in the maintenance records of these engines without further action. Compliance: Required as indicated, unless already accomplished. To prevent extrusion of P/N 632647 gasket and/or fuel leakage at the top edge of the variable orifice body, accomplish the following or any equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region, Kansas City, Missouri: A) Within 25 hours' time-in-service after the effective date of this AD, and thereafter at intervals of 100 hours' time-in-service, visually inspect the fuel injection pump in the area of the top edge of the variable orifice body for evidence of fuel leakage and/or extrusion of P/N 632647 gasket. In making this inspection, snip the cooling shroud inboard of the elbow fitting 3/8 inch vertically and bend up the bottom edge of the shroud to permit access to the area to be inspected. B) If the inspection required by Paragraph A discloses leakage and/or gasket extrusion, prior to further flight, replace P/N 632647 gasket with P/N 638223 gasket in accordance with Teledyne Continental Motors Service Bulletin M70-17 dated April 1, 1971 or later FAA approved revision. C) Upon accomplishment of the replacement provided in Paragraph B, compliance with the provisions of Paragraph A is no longer required. Teledyne Continental Motors Service Bulletin M70-17 dated April 1, 1971, or later FAA approved revision, refers to this subject. This amendment becomes effective April 29, 1971.
77-04-01: 77-04-01 ROCKWELL INTERNATIONAL CORPORATION, GENERAL AVIATION DIVISION: Amendment 39-2831. Applies to Model 690A airplanes, Serial Numbers 11143 through 11344, equipped with a Rockwell International installed Collins Radio Company AP106 autopilot. This AD does not apply to installations made in accordance with STC SA1876SW. Compliance required within the next 25 hours' time in service after the effective date of this AD, unless already accomplished. To assure excessive "g" forces are not generated as a result of a malfunction of the manual-electric trim system, accomplish the following: (a) Check the airplane records to determine if the manual-electric elevator trim system has been modified in accordance with Part II of Rockwell International, General Aviation Division Service Bulletin No. 162, dated October 21, 1976, or later FAA approved revision, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. If the Part II modification, or its equivalent, has been accomplished, no further action is necessary. (b) If the above modification has not been accomplished, deactivate the manual- electric elevator trim system in accordance with Part I of Rockwell International, General Aviation Division Service Bulletin No. 162 dated October 21, 1976, or later FAA approved revision, or an equivalent procedure approved by the Chief, Engineering and Manufacturing Branch, Southwest Region, Federal Aviation Administration, Fort Worth, Texas. Accomplishment of Part II, or its equivalent, is optional; however, it must be accomplished prior to reactivation of the manual-electric elevator trim system. The manufacturer's Service Bulletin identified and described in this directive is incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All persons affected by this directive who have not already received this Service Bulletin from the manufacturer may obtain a copy upon request to Rockwell International, General Aviation Division, 5001 North Rockwell Avenue, Bethany, Oklahoma 73008. This Service Bulletin may also be examined at the office of the Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas, and at FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. A historical file on this AD, which includes the incorporated material in full, is maintained by the FAA at its headquarters in Washington, D.C., and at the Southwest Regional Office in Fort Worth, Texas. This amendment becomes effective on February 14, 1977.
82-25-03: 82-25-03 FOKKER - VFW B.V.: Amendment 39-4501. Applies to Model F27 airplanes series 100, 200, 300, 400, 500, 600, and 700, certificated in all categories, serial numbers 10102 to 10596. Compliance required as indicated to detect and prevent electrical wiring chafing or damage to fuel lines and oxygen lines in the cockpit and nacelles. Accomplish the following within the next 100 hours time in service or 30 days, whichever occurs first, after the effective date of this AD, unless already accomplished: 1. Inspect, replace, or modify, as necessary, the electrical cable looms (bundles), fuel lines, and oxygen lines in the cockpit and nacelles in accordance with the Accomplishment Instructions of paragraph 2 of Fokker Service Bulletin F27/24-68, Revision 1, dated March 19, 1981. 2. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region.3. Special 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. The 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). This amendment becomes effective December 6, 1982.
2010-20-18: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Investigation of a recent accident has indicated it is possible to exceed the aircraft aft C of G limits during parachute operations. It is the responsibility of the pilot in command to ensure that the aircraft is loaded within the approved weight and balance limitations and these limitations are not exceeded throughout the flight. This AD requires actions that are intended to address the unsafe condition described in the MCAI.
66-13-05: 66-13-05 VERTOL: Amdt. 39-240 Part 39 Federal Register May 19, 1966. Applies to Model 107-II Helicopters. Compliance required within the next 130 hours' time in service after the effective date of this AD, unless already accomplished. To prevent further simultaneous engine false fire warnings caused by electrical wiring system malfunction: (a) Accomplish the following or an equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region (1) Isolate each fire detector system test circuit by replacing wafer test switch, P/N 1-1917- 1N5, with switch, P/N 1-1919-2N5; and (2) Revise the wiring arrangement in accordance with Vertol Service Bulletins Nos. 107-219 and 107-219A dated September 20, and October 22, 1965, respectively, or later FAA-approved revisions. (b) After modification in accordance with (a), functionally test the engine fire detection system as described in Vertol 107-2 Maintenance Manual, Chapter 16. Thisdirective effective June 18, 1966.
2010-20-05: The FAA is superseding an existing airworthiness directive (AD) for Turbom ca S.A. ARRIEL 2B turboshaft engines. That AD currently requires initial and repetitive inspections, cleaning, lubrication, and checks for proper operation of the hydro-mechanical unit (HMU) acceleration controller axle except on engines that incorporate modification TU 132. That AD also provides an optional terminating action for the repetitive inspections. This AD requires the same actions, but expands the applicability to include all engines that do not incorporate modification TU 149. This AD results from reports of engines with modification TU 132 incorporated experiencing stuck controller axles in the metering valve body. We are issuing this AD to prevent loss of control of engine fuel flow in manual control mode or mixed control mode, which can lead to engine overspeed, and in-flight engine shutdown resulting in a forced autorotation landing or accident.
2010-20-09: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: Following five reported cases of balance washer screw failure on similar ADGs [air-driven generators]/ram air turbines installed on other aircraft types, investigation by Hamilton Sundstrand determined that a specific batch of the screws had a metallographic non-conformity that increased their susceptibility to brittle fracture. * * * Failure of a balance washer screw can result in loss of the related balance washer, with consequent turbine imbalance. Such imbalance could potentially result in ADG structural failure (including blade failure), loss of ADG electrical power and structural damage to the aircraft and, if deployment was activated by a dual engine shutdown, could also result in loss of hydraulic power for the flight controls. * * * * * The unsafe condition is the reduced ability of the flightcrew to maintain the safe flight and landing of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
88-20-03: 88-20-03 BRITISH AEROSPACE: Amendment 39-6029. Applies to certain British Aerospace (BAe) Model 146 series airplanes, as listed in BAe 146 Service Bulletin 53-70, Revision 1, dated July 15, 1988 (hereinafter referred to as SB 53-70), certificated in any category. Compliance required as indicated, unless previously accomplished. To detect cracking of the rear fuselage skin, accomplish the following: A. For Model BAe 146 200 and 200A series airplanes listed in paragraph 1.A.(1)(c) of SB 53-70: Prior to the accumulation of 18,000 landings, or within 30 days after the effective date of this AD, whichever occurs later and thereafter at intervals not to exceed 12,000 landings, inspect the lap joint at stringer 2 left, between fuselage stations 635.36 and 766.40, for cracks, in accordance with SB 53-70. If cracks are found which exceed the limits specified in SB 53-70, repair before further flight, in accordance with that service bulletin. B. For Model BAe 146 100, 100A, 200, and 200A series airplanes listed in paragraphs 1.A(1)(a), 1.A(1)(b), and 1.A(1)(c) of SB 53-70: Prior to the accumulation of 12,000 landings, or within 30 days after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 9,000 landings, inspect lap joints at stringer 10 left and right between fuselage stations 541.0 and 672.04 for the Model BAe 146 100 series, and 635.36 and 766.40 for the Model BAe 146 200 series, for cracks, in accordance with SB 53-70. If cracks are found which exceed the specified limits specified in SB 53-70, repair before further flight, in accordance with that service bulletin. NOTE: BAE 146 100 and 100A series airplanes that have previously complied with paragraph B. of AD 88-14-08, Amendment 39-5972, are considered to have complied with the initial inspection requirements of paragraph B. of this AD. The inspection is to be repeated in accordance with this AD at intervals not to exceed 9,000 landings, as indicated. C. For Model BAe 146 200 and 200A series airplanes listed in paragraph 1.A.(1)(c) of SB 53-70: Prior to the accumulation of 12,000 landings, or within 30 days after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 9,000 landings, inspect the lap joint at stringer 19 left, between fuselage stations 635.36 and 766.40, for cracks in accordance with SB 53-70. If cracks are found which exceed the limits specified in SB 53-70, repair before further flight, in accordance with that service bulletin. D. An 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, Standardization Branch, ANM-113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Standardization Branch, ANM-113.E. Special 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 requirements of this AD. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to British Aerospace, Librarian for Service Bulletins, P.O. Box 17414, Dulles International Airport, Washington, D.C. 20041. This information may be examined at FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. This amendment supersedes AD 88-14-08, Amendment 39-5972. This amendment, 39-6029, becomes effective October 13, 1988.
93-14-01: 93-14-01 JETSTREAM AIRCRAFT, LIMITED: Amendment 39-8625. Docket 93-NM-94-AD. Applicability: Model 4101 airplanes on which Modification JM41204 or Repair Scheme J41R0370 has not been installed, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent rapid loss of cabin pressure during flight, accomplish the following: (a) Within 30 days after the effective date of this AD, accomplish the requirements of paragraphs (a)(1) and (a)(2) of this AD at the lower section of the main baggage bay door in accordance with Jetstream Series 4100 Alert Service Bulletin J41-A52-016, dated May 18, 1993. (1) Measure gap "A", forward and aft of the center line, and record the maximum measurement; measure gap "B", forward and aft of the center line, to determine the location of the maximum gap, and record the maximum measurement and its location; and measure the thickness of the back-up seal at the location of the maximum measurement for gap "B", and record the thickness in accordance with the service bulletin. (2) Perform a detailed visual inspection and an inspection by feel to detect damage and/or adhesion failure of the pressure seal and the back-up seal, and prior to further flight, repair any damaged and/or disbonded seal in accordance with the service bulletin. Repeat this inspection thereafter after the last flight of the airplane each day. (b) Within 10 days after measuring the gaps or finding damage and/or disbonding to the seals, submit a report of any inspection findings, to Jetstream Aircraft, Limited, in accordance with Jetstream Series 4100 Alert Service Bulletin J41-A52-016, dated May 18, 1993. Report gap measurements, and damage and/or disbonding to the seals, to: Customer Support Manager, Jetstream Aircraft Ltd., Prestwick, England; fax 011-44-292-671620. 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. (c) Within 60 days after the effective date of this AD, install Jetstream Aircraft, Limited, Repair Scheme J41R0370 in accordance with Jetstream Aircraft Limited Drawing 141R0370, Issue 3, dated May 27, 1993. Installation of Jetstream Aircraft, Limited, Repair Scheme J41R0370, constitutes terminating action for the repetitive inspection requirements of this AD. (d) 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. (e) 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. (f) The measurements, inspections, repairs of damaged and/or disbonded seals, recording and reporting requirements shall be done in accordance with Jetstream Series 4100 Alert Service Bulletin J41-A52-016, dated May 18, 1993. The repair scheme shall be done in accordance with Jetstream Aircraft Limited Drawing 141R0370, Issue 3, dated May 27, 1993, which contains the following list of effective pages: Sheet Number Revision Level Shown on Page Date Shown on Page 1, 5-6 3 May 27, 1993 2-4 1 May 14, 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 Jetstream Aircraft, Inc., P.O. Box 16029, Dulles International Airport, Washington, DC 20041-6029. 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. (g) This amendment becomes effective on August 2, 1993.
47-32-04: 47-32-04 BELL: (Was Mandatory Note 4 of AD-1H-1.) Applies Only to Model 47B Serial Numbers 2 Through 6, 10 Through 17, and 20 Through 22. Compliance required not later than next 25-hour inspection after September 15, 1947. Placard the antitorque rotor blades, "Do Not Use for Handling Helicopter," to warn ground personnel against using the antitorque rotor blades as handholds when hand-maneuvering the rotorcraft on the ground. Mishandling of these blades may cause unseen damage to them, which, in turn, may result in failure of the blades in flight. The stainless steel leading edge should be inspected carefully, particularly near the root, for cracking. (Bell Service Bulletin 47C16 dated March 25, 1947, covers this same subject.)
2010-18-12: We are adopting a new airworthiness directive (AD) for all Robert E. Rust, Jr. Models DeHavilland DH.C1 Chipmunk 21, DH.C1 Chipmunk 22, and DH.C1 Chipmunk 22A airplanes. This AD requires you to do a one-time inspection of the flap operating system for an unapproved latch plate design installation, with replacement as necessary. This AD results from a report of a latch plate failing in service that was not made in accordance with the applicable de Havilland drawing. We are issuing this AD to detect and correct an unauthorized latch plate design installation which could result in an un-commanded retraction of the flaps. This failure could lead to a stall during a landing approach.
91-06-07: 91-06-07 FOKKER: Amendment 39-6924. Docket No. 90-NM-260-AD. Applicability: Certain Model F-28 Mark 0100 series airplanes; Serial Numbers 11244 through 11256, 11259, 11260, 11263, 11268 through 11278, 11280 through 11283, and 11286; certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent temperature increase in the contactor studs, smoke in the cockpit, and a potential electrical fire, accomplish the following: A. Within 45 days after the effective date of this AD, perform an inspection of the Electrical Power Center (EPC), the Battery Relay Panel (BRP), contactors, and terminal blocks for insulation sleeve length and washer installation, in accordance with Part 1 and Part 2, as applicable, of the Accomplishment Instructions of Fokker Service Bulletin F100-24-012, dated September 3, 1990. 1. If defects are found, prior to further flight, correct the sleeve length and the washer installation in accordancewith Part 3 of the Accomplishment Instructions of the service bulletin. 2. If no defects are found, or if the corrections required by paragraph A.1 of this AD have been accomplished, accomplish the work completion procedures and perform the operational checks in accordance with Part 4 of the Accomplishment Instructions of the service bulletin before returning the airplane to service. B. An 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, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be submitted directly to the Manager, Standardization Branch, ANM- 113, and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the Manager, Standardization Branch, ANM-113. C. Special 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. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. This amendment (39-6924, AD 91-06-07) becomes effective on April 8, 1991.
80-22-09: 80-22-09 COSTRUZIONI AERONAUTICHE GIOVANNI AGUSTA: Amendment 39- 3957. Applies to Model A109A series helicopters, certificated in all categories, except for the following serial numbered helicopters: 7107 7119 7142 7150 7109 7128 7143 7152 7110 7132 7144 7158 7113 7138 7145 7160 7114 7140 7148 7166 and subsequent. 7117 Compliance required as indicated, unless already accomplished. To prevent failure of the engine mount structure, accomplish the following: (a) Within the next 25 hours time in service after the effective date of this AD, and thereafter at intervals not to exceed 25 hours time in service since the last inspection, visually inspect the forward mounting tab of the aluminum engine outer lateral fitting, P/N 109-0320-97- 4, for cracks in accordance with "ACCOMPLISHMENT INSTRUCTIONS" of Costruzioni Aeronautiche Giovanni Agusta Service Bulletin No. 109-18, dated April 27, 1979 (hereinafter referren to as the Service Bulletin), or an FAA-approved equivalent. (b) If, as a result of the inspections required in paragraph (a) of this AD, no cracking is found, return the helicopter to service and continue to inspect in accordance with paragraph (a) or comply with paragraph (d) of this AD. (c) If, as a result of any inspection required in paragraph (a) of this AD, cracking is found, before further flight, except as provided in paragraph (e) of this AD, - - (1) Replace the cracked fitting with a serviceable fitting of the same part number and continue to inspect in accordance with paragraph (a) of this AD; or (2) Replace the cracked fitting with a new steel fitting, P/N 109-0320-97-6, or an FAA-approved equivalent. (d) Compliance with the repetitive inspections required by paragraphs (a), (b) and (c)(1) of this AD may be discontinued when a steel fitting, P/N 109-0320-97-6, or an FAA approved equivalent, is installed. (e) In accordance with FAR Sections 21.197 and 21.199, the helicopter may be flown to a base where the maintenance required by this AD may be accomplished. Ferrying of the helicopter with a failed fitting or an engine inoperative is not permitted. (f) If an equivalent means of compliance is used in complying with paragraphs (a), (c)(2) and (d) of this AD, that equivalent means must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, Brussels, Belguim. (g) Upon request of an operator, the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Office, may approve an equivalent modification or replacement fitting provided the request is made through an FAA Maintenance Inspector and the request contains substantiating data to justify the request for that operator. This amendment becomes effective November 6, 1980.
95-12-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Jetstream Model ATP airplanes, that requires installation of modified engine de-ice timers, modification of the electrical wiring for the duct heat of the engine air intake, and installation of a time delay for the de-ice system in the air intake duct of the right engine. This amendment also requires associated revisions to the Airplane Flight Manual. This amendment is prompted by reports of ice that accreted in the engine air intake ducts and was ingested into the engine; this resulted in engine power rollback (loss of engine power). The actions specified by this AD are intended to prevent loss of multiple engine power during flight in icing conditions.
67-11-04: 67-11-04 LOCKHEED: Amdt. 39-383 Part 39 Federal Register April 5, 1967, as Amended by Amdt. 39-395 Part 39 Federal Register April 13, 1967. Applies to Models 188A and 188C Series Airplanes. Compliance required as indicated. As a result of cracking of the fuselage main frame forging, P/Ns 801030-3 and -4 and P/Ns 801031-1 and -2, accomplish the following: (a) For airplanes having fuselage main frame forgings, P/Ns 801030-1, 801030-2, 801030-3, 801030-4, 801031-1, or 801031-2, with 10,000 or more hours' time in service on the effective date of this AD, unless the rework specified in (d) has been performed, perform the inspection specified in (c) within the next 60 hours' time in service after the effective date of this AD unless already accomplished within the previous 940 hours' time in service, and thereafter within 1,000 hours' time in service from the last inspection. (b) For airplanes having fuselage main frame forgings, P/Ns 801030-1, 801030-2, 801030-3, 801030-4, 801031-1, or 801031-2, with less than 10,000 hours' time in service on the effective date of this AD, unless the rework specified in (d) has been performed, perform the inspection specified in (c) prior to completing 10,060 hours' time in service and thereafter within periods of 1,000 hours' time in service from the last inspection. (c) Inspect each forging for cracks at the areas above the floor line by the visual procedure in accordance with "2. Accomplishment Instruction," Part I, Paragraph A, Lockheed Service Bulletin 88/SB-644, or later FAA-approved revision, or by an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region. If a crack is found, comply with (i). (d) Rework the intercostals described in Lockheed Drawing 811126 in accordance with Lockheed Wire FS/296808-W (reprinted in Lockheed Service Bulletin 88/SB-644), Lockheed Drawing 841474, or later FAA-approved revision (for forward intercostals attached to the forgings at F.S. 571) and Lockheed Drawing 841475 or later FAA-approved revision (for aft intercostals attached to the forgings at F.S. 695), or in either case by an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region, within 2,000 hours' time in service after the effective date of this AD unless already accomplished for those airplanes having fuselage main frame forgings with 10,000 or more hours time in service on that date, or prior to the completion of 12,000 hours' time in service unless already accomplished for airplanes having fuselage main frame forgings with less than 10,000 hours' time in service on that date. Thereafter, inspect in accordance with (c) within periods not to exceed 4,000 hours' time in service from the completion of the rework specified in this paragraph. (e) For airplanes having fuselage main frame forgings, P/Ns 801030-1, 801030-2, 801030-3, 801030-4, 801031-1, or 801031-2, with 15,000 or more hours' time in service on the effective date of this AD, unless the rework specified in (h) has been performed, perform the inspection specified in (g) within the next 350 hours' time in service after the effective date of this AD unless already accomplished within the previous 650 hours' time in service and thereafter within periods not to exceed 1,000 hours' time in service from the last inspection. (f) For airplanes having fuselage main frame forgings, P/Ns 801030-1, 801030-2, 801030-3, 801030-4, 801031-1, or 801031-2, with less than 15,000 hours' time in service on the effective date of this AD, unless the rework specified in (h) has been performed, perform the inspection specified in (g) prior to completing 15,350 hours' time in service and thereafter within periods not to exceed 1,000 hours' time in service from the last inspection. (g) Visually inspect each forging for cracks at the areas below the floor line in accordance with "2. Accomplishment Instructions," Part I, Paragraph B, Lockheed Service Bulletin 88/SB-644, or later FAA-approved revision. If a crack is found, comply with (i). (h) Rework the floor support structure at the location of the fuselage main frame forgings in accordance with "2. Accomplishment Instructions", Parts III and IV, Lockheed Service Bulletin 88/SB-644, or later FAA-approved revision, or by an equivalent method approved by the Chief, Aircraft Engineering Division, FAA Western Region, within 4,000 hours' time in service after the effective date of this AD unless already accomplished for those airplanes having fuselage main frame forgings with 15,000 or more hours' time in service on that date, or prior to the completion of 19,000 hours' time in service unless already accomplished for those airplanes having fuselage main frame forgings with less than 15,000 hours on that date. Thereafter, inspect in accordance with (g) within periods not to exceed 4,000 hours' time in service from the completion of the rework specified in this paragraph. (i) If a crack is detected during the inspections conducted in accordance with (c) or (g), repair or replace each forging found cracked before further flight (except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be accomplished) as follows: (1) Accomplish a "special repair" or a "complete repair" in accordance with a method previously approved by the Chief, Aircraft Engineering Division, FAA Western Region; or (2) Replace with a new forging of the same part number or with a "new design" forging, P/N 801030-101 (in place of P/N 801030-3), P/N 801030-102 (in place of P/N 801030-4), P/N 801031-101 (in place of P/N 801031-1), P/N 801031-102 (in place of P/N 801031-2), P/N 801030-101 (in place of P/N 801030-1), P/N 801030-102 (in place of P/N 801030-2), in accordance with "2. Accomplishment Instructions", Part V, Lockheed Service Bulletin 88/SB-644, or later FAA-approved revision, or in accordance with an equivalent method approved by the Chief, AircraftEngineering Division, FAA Western Region. (i) If a "special repair" is accomplished, visually inspect the repaired area for evidence of crack growth within 60 hours' time in service after the completion of the "special repair" and thereafter at intervals not to exceed 60 hours' time in service from the last inspection. If crack growth is detected during the repetitive inspections conducted under this paragraph, accomplish a "complete repair" of the affected forging or replace the affected forging with a new forging of the same part number or with a "new design" forging before further flight in accordance with paragraph (i). If crack growth is not detected during inspections under this paragraph, accomplish the "complete repair" of the affected forging or replace the affected forging with a new forging of the same part number or with a "new design" forging in accordance with paragraph (i) within 1250 hours' time in service after the completion of a "special repair." (ii) Ifa "complete repair" is accomplished, the inspections specified in (c) and (g) and the rework specified in (d) and (h), unless previously accomplished, must be accomplished for that forging at the compliance times indicated in this AD. (j) If a forging is replaced with a new forging of the same part number, the inspections specified in (c) and (g), and the rework specified in (d) and (h), unless previously accomplished, must be accomplished for that forging at the compliance times indicated in this AD. (k) If a forging is replaced with a "new design" forging listed in (i) in accordance with "2. Accomplishment Instructions," Part V, Lockheed Service Bulletin 88/SB-644, or later FAA- approved revision, the inspections specified in (c) and (g) may be discontinued for that forging. (l) For the purpose of complying with this AD, operators who have not kept records of hours' time in service of individual fuselage main frame forgings shall in lieu thereof substitute hours' time inservice of the airplane in which the forgings are installed. (m) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Regional director, FAA Western Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. This directive effective April 5, 1967, as amended by Amdt. 39-395, Federal Register April 13, 1967. Revised May 6, 1967. Revised June 9, 1967.
74-14-02: 74-14-02 BEECH: Amendment 39-1884 as amended by Amendment 39-1931. Applies to Models B19 and C23 airplanes as set forth below. Compliance: Required within 100 hours' time in service after the effective date of this AD, unless already accomplished. To assure proper operation of the carburetor mixture and/or alternate air controls, accomplish the following: A) On Models B19 Sport 150 (Serial Numbers MB-558 through MB-575) airplanes, visually inspect the carburetor heat control and install Beech Kit No. 23-9013-1S as required in accordance with Beechcraft Service Instructions 0608-159 or subsequent revisions. B) On Models C23 Sundowner 180 (Serial Numbers M-1413, M-1417, M-1421, M- 1430 through M-1432) airplanes, visually inspect the fuel mixture and/or carburetor heat controls, and install Beech Kit 23-9013-3S as required in accordance with Beechcraft Service Instruction 0608-159 and install a spacer in the fuel mixture control cable installation in accordance with Beechcraft Service Instruction 0635-159 or subsequent revisions. C) On Models C23 Sundowner 180 (Serial Numbers M-1414, M-1416, M-1418, M- 1420, M-1422, M-1424 through M-1429, M-1433 through M-1436, M-1438, M-1440 through M-1446, M-1448 through M-1451, M-1455, M-1459, M-1460, M-1462, M-1463, M-1465 through M-1491, M-1523 through M-1537) airplanes, reroute the fuel mixture control cable and install Beech Kit No. 23-9013-5S in accordance with Beechcraft Service Instruction No. 0608- 159 or subsequent revisions, and install a spacer in the fuel mixture control cable installation in accordance with Beechcraft Service Instruction No. 0635-159, or subsequent revisions. D) On those models and serial numbers listed herein, where a control cable is rerouted, plug the existing control hole in the firewall with a suitable fireproof compound, rivet or bolt. E) Any equivalent method of compliance with this AD must be submitted to and approved by the Chief, Engineering and Manufacturing Branch, FAA, Central Region. Amendment 39-1884 became effective July 8, 1974. This Amendment 39-1931 becomes effective August 28, 1974.
91-06-11: 91-06-11 MESSERSCHMITT-BOLKOW-BLOHM (MBB): Amendment 39-6901. Docket No. 90-ASW-45. Applicability: All MBB Model BK-117 series helicopters, certificated in any category with the following serial numbers (S/N): S/N's 7001 up to and including 7261 (Ref. ASB-MBB-BK 117-90-104 dtd. August 11, 1989) S/N's 7001 up to and including 7241 (Ref. ASB-MBB-BK 117-90-105 dtd. May 23, 1990) S/N's 7001 up to and including 7215 (Ref. ASB-MBB-BK 117-60-107 dtd. December 12, 1989) S/N's 7001 up to and including 7215 (Ref. ASB-MBB-BK 117-60-108 dtd. December 22, 1989) Compliance: Required within the next 50 hours' time in service or within 28 days after the effective date of this AD, whichever comes first. To prevent uncontrolled fuel vapor ignition which could result in an explosion, fire, and the subsequent loss of the helicopter, accomplish the following: (a) Modify and retrofit the bonding jumpers on the landing gear in accordance with MBB Alert Service Bulletin, ASB-MBB-BK 117-90-104, dated August 11, 1989. (b) Install electrostatic dischargers and modify the fuel vent outlet parts in accordance with MBB Alert Service Bulletin, ASB-MBB-BK 117-90-105, dated May 23, 1990, with the following changes to Figure 2, page 10 of 12: (1) The Note 4 dimension is changed from 145-155 mm to 125 mm. (2) The P/N 117-181001.03 bracket shown in View A must be rotated 180 degrees. (3) The added washer, P/N LN 9016-08L (Item 15), must be relocated to the top of the bolt, between the cable terminal and the bolt head, instead of as shown. (4) In addition, conduct a control freedom check; i.e. collective down, cyclic full forward, aft, left, and right and repeat with collective full-up to assure there is no tension in the cables at any control position. NOTE: These four changes are intended to allow enough slack for blade folding and to keep the grip bolt from contacting the sleeve, thus allowing full pitch angle change without straining the jumper. (c) Remove, without replacing, the fuel return lines in accordance with MBB Alert Service Bulletin, ASB-MBB-BK 117-60-107, dated December 12, 1989. (d) Inspect fuel supply tank vent outlet ports in accordance with MBB Service Bulletin SB-MBB-BK 117-60-108 dated, December 22, 1989, to assure that they are not closed by paint. (e) An alternate method of compliance with this AD or adjustment of the compliance times, which provides an equivalent level of safety, may be used if approved by the Manager, Rotorcraft Standards Staff, ASW-110, Federal Aviation Administration, Fort Worth, Texas 76193-0110, telephone (817) 624-5110. (f) In accordance with FAR Sections 21.197 and 21.199, the helicopter may be flown to a base where the inspections required by the AD may be accomplished. The procedures shall be done in accordance with the following service bulletins: ASB- MBB-BK 117-90-104, dated August 11, 1989; ASB-MBB-BK 117-90-105, dated May 23, 1990; ASB-MBB-BK 117-60-107, dated December 12, 1989; and ASB-MBB-BK 117-60-108, dated December 22, 1989, 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 MBB, P.O. Box 80 11 40, 8000 Munich 80, West Germany. Copies may be inspected at the Office of the Assistant Chief Counsel, FAA, 4400 Blue Mound Road, Fort Worth, Texas, or at the Office of the Federal Register, 1100 L Street, N.W., Room 8301, Washington, DC. This amendment (39-6901, AD 91-06-11) becomes effective on April 9, 1991.
91-25-08 R1: 91-25-08 R1 CESSNA AIRCRAFT COMPANY: Amendment 39-9024; Docket No. 91-CE-83-AD; Revises AD 91-25-08, Amendment 39-8109. Applicability: The following model and serial number airplanes, certificated in any category: Model Serial Numbers 421C 421C0801 through 421C1807 425 425-0002 through 425-0236 Compliance: Required initially upon the accumulation of 3,000 hours time-in-service (TIS) or within the next 50 hours TIS after the effective date of this AD, whichever occurs later, unless already accomplished within the last 300 hours TIS, and thereafter as indicated in the body of this AD. NOTE 1: The compliance times specified in this AD take precedence over those referenced in the applicable service information. To prevent wing failure caused by excessive wing spar cracking, accomplish the following: (a) Fluorescent penetrant inspect both the left and right wing front spar upper caps for cracks between the main landing gear actuating cylinderattachment and the front spar wing attach fittings in accordance with the ACCOMPLISHMENT INSTRUCTIONS section of ATTACHMENT TO SERVICE BULLETIN (SB) to Cessna SB CQB91-8R1, or the ACCOMPLISHMENT INSTRUCTIONS attachment to Cessna SB MEB91-7R1, as applicable. (b) If any crack is found that is parallel (inboard - outboard) to the top of the spar cap, install the applicable SK421-142 or SK425-44 service kit (-1 for left spar cap and -2 for right spar cap) in accordance with instructions to the applicable service kit (included with the service bulletins referenced in paragraph (a) of this AD) at the times that correspond with the following crack lengths, and reinspect (as applicable) as specified in paragraph (d) of this AD: (1) If equal to or less than 2.0 inches in length, within the next 200 hours TIS; (2) If more than 2.0 inches and less than 2.5 inches in length, within the next 50 hours TIS; or (3) If 2.5 or more inches in length, prior to further flight.(c) If any crack (regardless of length) is found that is not parallel (inboard - outboard) to the top of the spar cap, prior to further flight, obtain a repair scheme from the manufacturer through the Wichita Aircraft Certification Office (ACO), incorporate this repair scheme, and reinspect as specified in paragraph (d) of this AD. (d) Reinspect (fluorescent penetrant) the left and right wing front spar upper caps for cracks in accordance with those procedures specified in paragraph (a) of this AD at intervals presented within the applicable criteria below: (1) With cracks less than or equal to 2.0 inches in length that are parallel (inboard - outboard) to the top of the spar cap, at 50-hour TIS intervals until the applicable service kit is installed in accordance with paragraph (b) of this AD, and then reinspect thereafter at intervals not to exceed 600 hours TIS. (2) With cracks found and the applicable SK421-142 or SK425-44 service kit (-1 for left spar cap and -2for right spar cap) incorporated, at 600-hour TIS intervals. (3) With no cracks found and the applicable SK421-142 or SK425-44 service kit (-1 for left spar cap and -2 for right spar cap) not incorporated, at 300-hour TIS intervals; or (4) With no cracks found and the applicable SK421-142 or SK425-44 service kit (-1 for left spar cap and -2 for right spar cap) incorporated, no repetitive inspections required. (e) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (f) An alternative method of compliance or adjustment of the compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita ACO, 1801 Airport Road, Room 100, Mid-Continent Airport, Wichita, Kansas 67209. The request shall be forwarded through an appropriate FAA Maintenance Inspector,who may add comments and then send it to the Manager, Wichita ACO. NOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO. (g) The inspections and modifications required by this AD shall be done in accordance with ATTACHMENT TO SERVICE BULLETIN to Cessna Service Bulletin CQB91-8R1, or the ACCOMPLISHMENT INSTRUCTIONS attachment to Cessna Service Bulletin MEB91-7R1, as applicable. The modification required by this AD shall be accomplished in accordance with Cessna SERVICE KIT SK421-142, dated July 3, 1993, or Cessna SERVICE KIT SK425-44, dated November 6, 1992, 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 Cessna Aircraft Company, P.O. Box 7704, Wichita, Kansas 67277. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (h) This amendment (39-9024) revises AD 91-25-08, Amendment 39-8109. (i) This amendment becomes effective on November 4, 1994.
78-17-05: 78-17-05 PRATT & WHITNEY AIRCRAFT OF CANADA, LIMITED: Amendment 39-3285. Applies to all Pratt & Whitney Aircraft of Canada, Limited PT6T-3 and PT6T-6 turboshaft engines with automatic fuel control with Aviation Electric Ltd. Parts List 2524381-5, 3244712-1 and -2, 3244717-1 through -5, 3244721-1 through -5, 3244735-1 through -7 and 3244737-1 through -7. Compliance required within the next 50 hours in service, after the effective date of this AD, unless already accomplished. To preclude rupture of the bypass valve diaphragm in the automatic fuel control unit, replace the part number 2526477 diaphragm with part number 323451 diaphragm in accordance with Paragraph 2, Accomplishment Instructions in Pratt & Whitney Aircraft of Canada, Limited, Alert Service Bulletin No. 5153, or approved equivalent parts and procedure. Aircraft may be flown to a base for performance of maintenance required by this AD per FAR 21.197. Any equivalent parts and procedure must be approvedby the Chief, Engineering and Manufacturing Branch, of the Eastern Region of the Federal Aviation Administration (FAA). This amendment is effective August 31, 1978.
79-21-04: 79-21-04 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE (SNIAS): Amendment 39-3584. Applies to Model SA 330F Puma helicopters, certificated in all categories. Compliance is required as indicated, unless already accomplished. (a) To detect tail boom cracks and prevent excessive tail deflection, accomplish the following on helicopters that do not incorporate SNIAS Modification AMS 07.11.464 or SA 330 Service Bulletin No. 53.09: (1) Within the next 50 hours time in service after the effective date of this AD and, thereafter, at intervals not to exceed 50 hours time in service since the previous inspection, inspect the tail boom structure at frame 12349 beneath the intermediate gear box forward attachment and at location of anchor nuts for cracks in accordance with Puma SA 330 Service Bulletin No. 05.30, dated March 8, 1973, or an FAA-approved equivalent. (2) If during an inspection required by paragraph (a)(1) of this AD, only one crack that does not break through the doubler is found, continue to inspect in accordance with paragraph (a)(1) of this AD at intervals not to exceed 25 hours time in service since the previous inspection until incorporation of SA 330 Service Bulletin No. 53.09, dated March 8, 1973, or an FAA-approved equivalent. (3) If during an inspection required by paragraph (a)(1) or (a)(2) of this AD, any crack is found extending to the end of the doubler, P/N 330F.24.2019.21, or into its flange, or more than one crack is found, immediately replace the doubler, P/N 330A.24.2019.21 in accordance with Puma SA 330 Service Bulletin No. 53.09, dated March 8, 1973, or an FAA-approved equivalent. (b) To detect tail pylon cracks and prevent excessive tail deflection, accomplish the following on helicopters that incorporate SNIAS Modification 07.11.141/S256 or that are fitted with a tail skid without a reinforcement plate under the tail skid attachment fitting: (1) Within the next 50 hours time in service after the effective date of this AD and, thereafter, at intervals not to exceed 50 hours time in service since the previous inspection, inspect the tail pylon structure for cracks and loose rivets in accordance with Puma SA 330 Service Bulletin 05.33, dated August 1, 1973, or an FAA-approved equivalent. (2) If during any inspection required by paragraph (b)(1) of this AD, a defect described in subparagraphs (1) or (2) of paragraph 1.D. of Puma SA 330 Service Bulletin 05.33, dated August 1, 1973, or an FAA-approved equivalent, is found, and that defect does not exceed the limits noted in the subparagraphs (1) or (2), repeat the inspections required in paragraph (b)(1) of this AD at intervals not to exceed 25 hours time in service since the last inspection. (3) If during any inspection required by paragraph (b)(1) or (b)(2) of this AD, a defect is found to equal or exceed the limits noted in subparagraphs (1) or (2) of paragraph 1.D. of Puma SA 330 Service Bulletin No. 05.33, dated August 1,1973, or an FAA-approved equivalent, within the next 25 hours time in service, reinforce the tail structure in accordance with Puma SA 330 Service Bulletin No. 53.12, dated October 24, 1973, or an FAA-approved equivalent. (4) If during an inspection required by paragraph (b)(1) or (b)(2), a defect is found that is not specified in subparagraphs (1) and (2) of paragraph 1.D of Puma SA 330 Service Bulletin No. 05.33, dated August 1, 1973, or an FAA-approved equivalent, within the next 25 hours time in service after finding the defect, repair the defect in accordance with the Puma Structural Repair Manual, or an FAA-approved equivalent. (c) For purposes of this AD, an FAA-approved equivalent must be approved by Chief, Aircraft Certification Staff, AEU-100, FAA, Europe, Africa, and Middle East Region, c/o American Embassy, Brussels, Belgium, Telephone: 513.38.30. This amendment becomes effective November 1, 1979.