Results
2012-06-10: We are adopting a new airworthiness directive (AD) for certain Airbus Model A330-200, A330-300, A340-500, and A340-600 series airplanes. This AD requires a detailed inspection for cracked and missing nuts, and replacement of cracked or missing nuts with new nuts having the same part number. This AD was prompted by reports of cracked nuts detected during production. We are issuing this AD to detect and correct cracked or missing nuts, and replace all affected nuts in multiple locations (including fuel tank areas) that could result in reduced structural integrity of the airplane.
2012-06-23: We are superseding an existing airworthiness directive (AD) for all Rolls-Royce plc (RR) RB211-Trent 875-17, RB211-Trent 877-17, RB211-Trent 884-17, RB211-Trent 884B-17, RB211-Trent 892-17, RB211- Trent 892B-17, and RB211-Trent 895-17 turbofan engines. That AD currently requires initial and repetitive ultrasonic inspections (UIs) of certain low-pressure (LP) compressor blades identified by serial number (S/N). This AD requires the same actions but expands the population of blades. This AD was prompted by RR concluding that additional blades affected must be inspected. We are issuing this AD to prevent LP compressor blades from failing due to blade root cracks, which could lead to uncontained engine failure and damage to the airplane.
59-12-03: 59-12-03 VICKERS: Applies to All Viscount 745D and 810 Series Aircraft. Compliance required by October 31, 1959. Two cases have occurred of the Graviner fire extinguisher cartridge types A216 and A217 failing to operate at altitudes exceeding 20,000 feet. The failures were due to a combination of altitude and temperature affecting the gunpowder charge. To preclude such failures the Graviner Manufacturing Company has issued Modification AU 393 introducing improved firing units type A716 (replacing type A216) and type A717 (replacing A217). The new units have a modified bridge wire arrangement and may be identified by a blue plastic band around the neck of the cartridge. The British Air Registration Board considers the embodiment of this modification mandatory. (Graviner Manufacturing Company Modification No. AU 393 and Vickers-Armstrongs PTL205 and Modification D.2926 (700 Series) and PTL 73 and Modification FG.1695 (800/810 Series) covers this subject.)
2012-07-01: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model AB412 helicopters with certain tail rotor blades (blades) installed. This AD requires, before further flight, removing and replacing each affected blade with an airworthy blade. This AD is prompted by incidents where a blade tip weight separated from a blade in flight on other model helicopters with common part-numbered blades. It has been determined that this unsafe condition may also exist on the specified Agusta model helicopters. The actions specified in this AD are intended to prevent loss of the blade tip weight, loss of a blade, and subsequent loss of control of the helicopter.
74-10-04: 74-10-04 PRATT & WHITNEY: Amendment 39-1831. Applies to all Pratt & Whitney Model JT9D-3A and JT9D-7 turbofan engines. Compliance required not later than February 1, 1975. 1. To prevent the possibility of internal main gearbox fires in the event of an internal gearbox failure, rework the main gearbox in accordance with Pratt & Whitney Service Bulletin No. 4043, dated February 5, 1973, or later Federal Aviation Administration approved revisions. 2. To prevent leakage of oil around carbon face seals, replace present seal assemblies with the redesigned carbon face seal assemblies per Pratt & Whitney Service Bulletin No. 3902, dated August 8, 1972, or later Federal Aviation Administration approved revisions or Federal Aviation Administration approved equivalent. 3. Equivalent methods of compliance to the requirements of paragraph 2 above must be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, New England Region. Themanufacturer'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). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Chief Engineer, Pratt and Whitney Aircraft, Division of United Aircraft Corporation, 400 Main Street, East Hartford, Connecticut 06108. These documents may also be examined at the Office of the Regional Counsel, New England Region, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803 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 New England Regional Office in Burlington, Massachusetts. This amendment becomes effective May 14, 1974.
98-20-35: This amendment supersedes an existing airworthiness directive (AD), applicable to all IAI, Ltd., Model 1121, 1121A, 1121B, 1123, 1124, and 1124A series airplanes, that currently requires repetitive inspections of the trim actuator of the horizontal stabilizer to verify jackscrew integrity and to detect excessive wear of the tie rod, and replacement of the actuator or tie rod, if necessary. That AD also provides for optional terminating action for the repetitive inspections. This amendment requires accomplishment of the previously optional terminating action. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent failure of the trim actuator of the horizontal stabilizer due to failure of the jackscrews, which could result in reduced controllability of the airplane. The incorporation by reference of certain publications was approved previously by the Director of the Federal Register as of April 10, 1998 (63 FR 11106, March 6, 1998).
76-02-06: 76-02-06 BELL: Amendment 39-2502. Applies to Bell Models 212, 204B, and 205A-1 helicopters certificated in all categories. Compliance required as indicated after receipt of this AD. Prior to next flight, remove the main rotor blades having the following Serial Numbers: A2-28211, A2-29920, A2-29325, A2-28198, A2-27872, A2-28195, A2-29315, A2-29919, A2- 29334, A2-29915, A2-28016, A2-27961, A2-27982, A2-27963, A2-28023, A2-28015, A2-28019, A2-27968, A2-27967, A2-28020, A2-03642, A2-03646, and A2-03643. This supersedes airmail letter dated December 24, 1975, and Amendment 39-2488 (41 F.R. 1738), AD 76-01-05. This amendment is effective February 1, 1976, and was effective upon receipt for all recipients of the letter dated January 8, 1976, which contained this amendment.
2012-05-06: We are superseding an existing airworthiness directive (AD) for all Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model L-1011-385-1, L-1011-385-1-14, and L-1011-385-1-15 airplanes. That AD currently requires implementation of a Supplemental Inspection Document (SID) program of structural inspections to detect fatigue cracking, and repair if necessary, to ensure continued airworthiness of these airplanes as they approach the manufacturer's original fatigue design life goal. This new AD adds Model L-1011-385-3 airplanes to the applicability, changes certain inspection thresholds, adds three new structurally significant details (SSDs), and removes an SSD that has been addressed by a different AD. This AD was prompted by an evaluation by the manufacturer of usage and flight data that provided additional information about certain SSDs where fatigue damage is likely to occur. We are issuing this AD to prevent fatigue cracking that could compromise the structural integrity of these airplanes.
75-01-07: 75-01-07 BEECH: Amendment 39-2065. Applies to Beech Models S35, V35, V35A and V35B airplanes certificated in all categories with Continental TS1O-520-D engines installed in accordance with STC SA1035WE or Beech Drawing No. 35-910028. Compliance required as indicated, unless previously accomplished. To minimize exhaust system failures, accomplish the following: (a) Within the next 10 hours time in service after the effective date of this airworthiness directive, conduct a visual inspection of the bellows portion of the exhaust wastegate elbow assembly, AiResearch Part Number 286-S35-074-137. If a crack is found, the elbow assembly must be modified per paragraph (b) below prior to further flight. (b) Within the next 100 hours time in service after the effective date of this airworthiness directive, but not later than July 1, 1975, remove the exhaust wastegate elbow assembly, AiResearch Part Number 286-S35-074-137 and cut off the bellows portion in accordance withAiResearch Aviation Company Service Bulletin No. 14.1.12 dated December 24, 1974 or later FAA approved revision thereto. Reinstall the elbow using adapter sleeve, AiResearch Part Number 286-S35-074-141. Equivalent modification may be approved by the Chief, Aircraft Engineering Division, FAA Western Region. NOTE: For the requirements regarding the listing of compliance of and method of compliance with this airworthiness directive in the permanent record of the airplane, see FAR 91- 173. This amendment becomes effective January 13, 1975.
2003-08-01: The FAA is adopting a new airworthiness directive (AD) for certain serial numbers (SNs) of Rolls-Royce Deutschland Ltd. & Co KG (RRD) Model Tay 650-15 turbofan engines. This action requires initial and repetitive visual inspections of low pressure (LP) turbine stage 2 rotor discs and LP turbine stage 3 rotor discs on certain SNs of engines, for corrosion. This AD is prompted by reports of excessive corrosion found during disc inspection. The actions specified in this AD are intended to prevent uncontained LP turbine stage 2 rotor disc or LP turbine stage 3 rotor disc failure due to excessive corrosion, and damage to the airplane.
59-24-01: 59-24-01 VICKERS: Applies to all Viscount Model 810 Series Aircraft. Compliance required by December 31, 1959. In order to preclude the possibility of excessive glare affecting the pilots, the following modifications are required. (a) The propeller below low stop warning lamps which are located on the fire control panels should be covered by filtered lamp cowls Vickers P/N 81536.287. (b) Replace the existing lamp cowl Vickers P/N 74536-745, which is installed at the propeller low stop removed warning lights, with an improved lamp cowl Vickers P/N 75436-265. The British Air Registration Board considers this mandatory. (Vickers-Armstrongs Modification Bulletins Nos. FG-1559 and G-1668 cover this subject.)
98-20-12: This amendment adopts a new airworthiness directive (AD), applicable to certain Dornier Model 328-100 series airplanes, that requires replacement of certain landing gear proximity sensor electrical units (PSEU) with improved units. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent the failure of normal extension and retraction of the landing gear, which could result in collapse of the main landing gear upon landing.
98-20-09: This amendment supersedes an existing airworthiness directive (AD), applicable to all British Aerospace (Jetstream) Model 4101 airplanes, that currently requires repetitive functional testing of the main entrance door, cleaning and lubricating of the "speed" lock and "G" lock systems, and repair, if necessary. This amendment adds a requirement for replacement of the "G" lock rollers with new, improved "G" lock rollers. This amendment is prompted by issuance of mandatory continuing airworthiness information by a foreign civil airworthiness authority. The actions specified by this AD are intended to prevent inability of the main entrance door to open, which could delay or impede passengers from exiting the airplane, or rescue personnel from entering the airplane during an emergency.
58-25-01: 58-25-01 CONVAIR: Applies to All Model 240 Series Aircraft. Compliance required as indicated. During a recent inspection of a Convair 240 aircraft, six rivets out of the total of eight attaching P/N 3540311 to the left-hand elevator torque tube were found sheared. In order to assure airworthiness of the aircraft, the following action is to be taken. (NOTE: A previous Convair service bulletin, issued as a result of a number of reports of rivet failures in this area, recommends replacement of the original rivets with steel rivets. This replacement had not been accomplished in the case mentioned above.) 1. Compliance required as soon as possible but not later than the next 25 hours of operation and every 300 hours thereafter until modified in accordance with item 2. Inspect the 240-3540311 flange fitting attachment to the elevator torque tube, left and right side, for looseness and sheared rivets. If looseness or any sheared rivets are found, compliance with item 2 required prior to further flight. 2. Compliance required not later than the next major overhaul. Replace the eight AN 470-D8 rivets attaching the flange fitting P/N 240-3540311 to the torque tube, left and right side, with eight Q4311-C9-12 steel, drilled shank, rivets or equivalent. Eight close tolerance corrosion resistant steel bolts or four close tolerance corrosion resistant steel bolts and four oversized rivets are acceptable equivalents. (Convair Service Bulletin 240-384 dated October 25, 1950, covers this same subject.)
2012-05-02: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, and -900 series airplanes. This AD was prompted by reports of heat damage to the inner wall of the thrust reversers, which could result in separation of adjacent components and consequent structural damage to the airplane, damage to other airplanes, and injury to people on the ground. This AD requires modifying the thrust reverser inner walls, inspecting for damage of the upper and lower inner wall insulation blankets, measuring the electrical conductivity on the aluminum upper compression pads 2 and 3 as applicable, inspecting for discrepancies of the inner wall of the thrust reverser, and corrective actions if necessary. This AD also requires, for certain airplanes, doing various concurrent actions (including replacing the inner wall blanket insulation, installing updated full-authority digital electronic control software, and modifying the thrust reverser inner wall and insulation blankets). We are issuing this AD to correct the unsafe condition on these products.
2012-06-13: We are adopting a new airworthiness directive (AD) for DG Flugzeugbau GmbH Models DG-500 Elan Orion, DG-500 Elan Trainer, DG-500/ 20 Elan, DG-500/22 Elan, DG-500M, and DG-500MB gliders. 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 damage to the bulkhead of the glider's center of gravity (CG) tow hook that, if not detected and corrected, may lead to failure of the fiberglass structure during a winch launch. We are issuing this AD to require actions to address the unsafe condition on these products.
2012-06-16: We are adopting a new airworthiness directive (AD) for Pilatus Aircraft Ltd. Models PC-6, PC-6-H1, PC-6-H2, PC-6/350, PC-6/350-H1, PC- 6/350-H2, PC-6/A, PC-6/A-H1, PC-6/A-H2, PC-6/B-H2, PC-6/B1-H2, PC-6/B2- H2, PC-6/B2-H4, PC-6/C-H2, and PC-6/C1-H2 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 loose elevator and rudder hinge bolts caused by incorrect torquing and locking of the bolts, which could lead to in-flight failure of the elevator or rudder attachment. We are issuing this AD to require actions to address the unsafe condition on these products.
2012-06-11: We are adopting a new airworthiness directive (AD) for certain Airbus Model A321-131, -211, -212, and -231 airplanes. This AD requires a rotating probe inspection for cracking of the lower panel bore holes of the center wing box (CWB), and corrective actions if necessary. This AD was prompted by reports of incorrect installation of rib pads of the lower aft panel of the CWB due to poor clamping during drilling, and reports that metal chips trapped between panels and stiffeners could impact the fatigue life of CWB panels. We are issuing this AD to detect and correct cracking and damage in the bore holes of the rib pads of the lower forward and aft panels of the CWB which could result in reduced structural integrity of the wings.
75-24-08: 75-24-08 CANADAIR: Amendment 39-2431. Applies to all CL-44D4 and CL-44J airplanes, certificated in all categories, but not altered in accordance with Canadair Service Bulletin 44-478. Compliance required within the next 25 landings, unless already accomplished within the last 275 landings, and thereafter at subsequent intervals not to exceed 300 landings, after the effective date of this AD. To detect fretted, pitted or cracked main landing gear actuator attachment bolts, P/N SD300-55880, SD300-65779 or SD300-65779-12S, inspect and, if necessary, replace bolts in accordance with Canadair Service Information Circular 328-CL44D4, Issue 2 or an approved equivalent inspection and part replacement. Bolts found to be in good condition may be reinstalled provided: (a) they are of a type specified for replacement in the Canadair SIC 328-CL44D4 or are approved equivalent bolts; (b) they have not exceeded the life limits specified in Canadair SIC 328-CL44D4; and (c)they have not been reworked. Equivalent inspection or parts must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. Upon request, with substantiating data submitted through an FAA maintenance inspector, the compliance time of this AD may be increased by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. This amendment is effective November 25, 1975.
2012-06-22: We are adopting a new airworthiness directive (AD) for all Airbus Model A340-500 and Model -600 series airplanes. This AD requires performing repetitive high frequency eddy current inspections of the external radius on upper horizontal cruciform fitting at frame (FR) 47 on the left- and right-hand sides for cracks, and repairing the cracks if necessary. This AD was prompted by reports that during fatigue testing, damages occurred in the external radius on the upper horizontal cruciform fitting at FR47 on the left- and right-hand sides. We are issuing this AD to detect and correct fatigue cracking, which could adversely affect the structural integrity of the airplane.
2012-06-18: We are adopting a new airworthiness directive (AD) for all Pratt & Whitney PW4050, PW4052, PW4056, PW4060, PW4060A, PW4060C, PW4062, PW4062A, PW4152, PW4156, PW4156A, PW4158, PW4160, PW4460, PW4462, and PW4650 turbofan engines, including models with any dash number suffix. This AD was prompted by reports of five engine in-flight shutdowns and seven unplanned engine removals. This AD requires inspections, cleaning, and engine modifications to address coking in the No. 4 bearing compartment and in the oil pressure and scavenge tubes. We are issuing this AD to prevent an engine fire, a fractured fan drive shaft, and damage to the airplane.
75-17-04: 75-17-04 LOCKHEED: Amendment 39-2300 as amended by Amendment 39-3185. Applies to all Model 382 series airplanes, serial numbers 3946 and 4101 through 4751, certificated in all categories. Compliance required within the next 325 hours' time in service on airplanes which have accumulated 10,000 or more flight hours and thereafter at each "C" check inspection. (a) To detect cracks in the main frames, inspect the frames in accordance with Lockheed Service Bulletin A382-189, or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. (b) In the event a crack or cracks are found, before further flight, contact the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, P.O. Box 20636, Atlanta, Georgia 30320. (c) The inspection required by the A.D. may be discontinued on those airplanes which have been repaired in accordance with Lockheed Service Bulletin A382-189, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. Amendment 39-2300 became effective August 8, 1975. This Amendment 39-3185 becomes effective April 21, 1978.
2012-06-08: We are adopting a new airworthiness directive (AD) for certain Airbus Model A340-211, -212, -311, and -312 airplanes. This AD requires repetitive inspections for cracking at the fastener hole area just above stringer 28, of both left- and right-hand fuselage frame 39.1, and repair if necessary. This AD was prompted by a determination that certain airplanes were not included in a certain airworthiness limitation item (ALI) task (inspections for cracking of the fuselage frame 39.1) and that the inspections must be done to address the identified unsafe condition. We are issuing this AD to detect and correct cracking in the fuselage that could result in reduced structural integrity of the airplane.
68-17-06: 68-17-06 BEECH: Amendment 39-641. Applies to Models 23, A23 and A23A, Serial Numbers M-1 through M-1034; Model A23-19, Serial Numbers MB-1 through MB-264; Model A23-24, Serial Numbers MA-1 through MA-233. Compliance: Required as indicated. To prevent inadvertent engagement of parking brake, in flight, accomplish the following: (A) For Models 23, A23 and A23A, Serial Numbers M-555 through M-1034; Model A23-19, Serial Numbers MB-1 through MB-264; and Model A23-24, Serial Numbers MA-1 through MA-233 modify the master brake cylinders as set forth in (C) or (D). (B) For Models 23, A23 and A23A, Serial Numbers M-1 through M-554, inspect the left master brake cylinder. If brake cylinder Part No. 169-380006 is installed no further action is required. If brake cylinders Part No. VHR-625NL are installed modify as set forth in (C) or (D). (C) Remove the steel ball Part No. A134-9 from the parking brake check valve on both left and right master brake cylinders soas to disengage the parking brake and thereafter operationally check the brakes to assure proper operation; or, (D) Modify the left master brake cylinder in accordance with either Beech Class 1, Service Instruction 0092-220 and drill out the floor board beneath the left brake pedal in accordance with procedures set forth in the aforesaid Beech Service Instruction, or install the improved braking system provided by Beech Service Letter No. 67-12, Revision 1. (E) The foregoing modification must be accomplished prior to further flight except the airplane may be flown in accordance with Federal Aviation Regulation 21.197 to a base where the repair can be performed. This amendment becomes effective August 27, 1968.
75-06-07: 75-06-07 MCDONNELL DOUGLAS: Amendment 39-2126 as amended by Amendment 39-2605 is further amended by Amendment 39-3227. Applies to Douglas Model DC-10-10, -30, -30F, and -40 series airplanes, certificated in all categories, with factory serial numbers as indicated in Douglas Service Bulletin No. 52-132, Revision 1, dated February 21, 1975, or later FAA-approved revisions. \n\n\tTo insure proper functioning of forward passenger doors during emergency operation, accomplish the following: \n\n\t(a)\tCompliance required within the next 300 hours' time in service after the effective date of this AD, unless already accomplished. \n\n\t\t(1)\tInspect the forward passenger door (L & R) operating mechanisms for proper rigging, broken, damaged, or corroded cables, and adjust rigging or replace cables as required, in accordance with Douglas Service Bulletin No. 52-132, Revision 1, dated February 21, 1975, or later FAA-approved revisions. \n\n\t\t(2)\tAfter accomplishment of the inspection per paragraph (a)(1) above, check pneumatic operation of doors (L & R) from both the inside and outside of the aircraft. \n\n\t(b)\tCompliance required on airplanes with 5,000 hours' or more total time in service after the effective date of this AD, unless already accomplished per paragraph (a) above within the last 1500 hours' time in service, and thereafter at intervals not to exceed 2250 hours' time in service from the last inspection. \n\n\t\t(1)\tReinspect the forward passenger door (L & R) mechanism cables, and replace if required, in accordance with Douglas Service Bulletin No. 52-132, Revision 1, dated February 21, 1975, or later FAA-approved revisions. \n\n\t\t(2)\tIf cable(s) has been replaced, recheck pneumatic operation of applicable door(s) from both the inside and outside of the aircraft. \n\n\t\t(3)\tThe repetitive 2250-hour inspections required by paragraph (b) may be discontinued provided stainless steel cables and swivel clevises are installed in accordance with McDonnell Douglas Service Bulletin No. 52-152, dated February 3, 1976, or later FAA-approved revisions. \n\n\t(c)\tCompliance required within the next 5000 hours' time in service after accomplishment of the inspection per paragraph (a) above, and thereafter at intervals not to exceed 5000 hours' time in service from the last inspection. \n\n\t\t(1)\tReinspect the forward passenger door (L & R) mechanism rigging, and adjust if required, in accordance with Douglas Service Bulletin No. 52-132, Revision 1, dated February 21, 1975, or later FAA-approved revisions. \n\n\t\t(2)\tIf rigging has been adjusted, recheck pneumatic operation of applicable door(s) from both the inside and outside of the aircraft. \n\n\t\t(3)\tThe repetitive 5000-hour inspections required by paragraph (c) may be discontinued provided any one of the following combination of McDonnell Douglas Service Bulletins, or later FAA-approved revisions, has been accomplished: \n\n\t\t\t(i)\tS./B 52-118, Revision 1, dated February 14, 1975, (Installation of new cams on control mechanism), S/B 52-140, Revision 4, dated August 29, 1975, (Installation of return springs on reservoir actuator), S/B 52-146, Revision 1, dated November 21, 1975, (Installation of direct drive visible downlock), S/B 52-152, dated February 3, 1976, (Installation of stainless steel cables and swivel clevises); \n\n\t\t\t(ii)\tS/B 52-118, Revision 1, dated February 14, 1975, S/B 52-146, Revision 1, dated November 21, 1975, S/B 52-152, dated February 3, 1976, and S/B 52-154, Revision 1, dated March 1, 1976, (Installation of new reservoir control assembly) \n\n\t\t\t(iii)\tS/B 52-140, Revision 4, dated August 29, 1975, S/B 52-150, dated September 9, 1975, (Installation of combination up/downlock assembly). S/B 52-152, dated February 3, 1976; or \n\n\t\t\t(iv)\tS/B 52-150, dated September 9, 1975, S/B 52-152, dated February 3, 1976, and S/B 52-154, Revision 1, dated March 1, 1976. \n\n\t\t(4)\tThe repetitive 5000-hour inspection required by paragraph (c) may be replaced by satisfactory accomplishment, at 6000-hour intervals of both electrical and pneumatic door operational checks at applicable doors per Douglas Service Bulletin No. 52-132, Revision 1, dated February 21, 1975, or later FAA approved revisions, provided that all service bulletins except SB 52-152, required by any one of the combination of service bulletins in paragraph (c)(3) have been accomplished. \n\n\t(d)\tThe Chief, Aircraft Engineering Division, FAA Western Region, may approve equivalent inspections and modifications upon submittal of substantiating data. \n\n\t(e)\tAircraft may be flown to a base for accomplishment of the maintenance required by this AD per FAR's 21.197 and 21.199. \n\n\tAmendment 39-2126 became effective April 14, 1975. \n\n\tAmendment 39-2605 became effective May 17, 1976. \n\n\tThis amendment 39-3227 becomes effective July 6, 1978.