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90-15-05: 90-15-05 BOEING: Amendment 39-6654. Docket No. 90-NM-24-AD. \n\n\tApplicability: Model 767 series airplanes, identified in paragraphs A. and B., below, certificated in any category. \n\n\tCompliance: Required within the next 20 months after the effective date of this AD, unless previously accomplished. \n\n\tTo provide satisfactory reliability of the evacuation system, accomplish the following: \n\n\tA.\tFor airplanes identified in Boeing Service Bulletin 767-25-0120, dated December 14, 1989: Modify the off-wing evacuation system (compartment door closed proximity sensor installation) in accordance with that service bulletin. \n\n\tB.\tFor airplanes identified in Boeing Alert Service Bulletin 767-25A0131, Revision 1, dated November 9, 1989: Modify the off-wing evacuation system by replacing the escape system actuator in accordance with Boeing Alert Service Bulletin 767-25A0131, Revision 1, dated November 9, 1989, or Boeing Service Bulletin 767-25-0011, Revision 2, dated October 12, 1989 or Revision 3, dated December 14, 1989.\n \n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle ACO, and a copy sent to the cognizant Principal Inspector (PMI). The PI will then forward comments or concurrence to the Seattle ACO. \n\n\tE.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport AirplaneDirectorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThe amendment (39-6654, AD 90-15-05) becomes effective on August 20, 1990.
76-16-08: 76-16-08 PITTS AVIATION ENTERPRISES, INC.: Amendment 39-2692. Applies to Model S-1S, Serial Numbers 1-0001 through 1-0043, and Model S-2A, Serial Numbers 2001 through 2122, airplanes certificated in all categories. Compliance required as indicated, unless already accomplished: To prevent partial loss of rudder control due to control cable slippage resulting from improper swaging of the Nicopress sleeves, accomplish the following: A. Within 10 hours' time in service after the effective date of this airworthiness directive or by September 13, 1976, whichever occurs first, inspect the 3 swaged grooves of the Nicopress part number 18-3-M sleeves in the rudder control system to assure that the major axis diameter is between .348 and .353 inches. The Nicopress "go" gage for this sleeve is part number 64-CGMP and has an opening of .353 inches. The correct opening for checking these sleeves is marked "M." The Model S-2A airplane has a total of 8 sleeves to be checked and the Model S-1S has 4. If improperly swaged sleeves are found, before further flight, reswage to the proper limits or replace as required. B. Until compliance with paragraph A is accomplished, acrobatic flight (including but not limited to, maneuvers delineated in the respective FAA Approved Airplane Flight Manuals) is prohibited and prior to further flight a placard must be installed on the instrument panel in full view of the pilot which reads: "ACROBATIC FLIGHT PROHIBITED." C. Upon compliance with paragraph A, the placard required by paragraph B may be removed. This amendment becomes effective August 20, 1976.
90-10-07: 90-10-07 BOEING: Amendment 39-6592. Docket No. 89-NM-102-AD. \n\n\tApplicability: Model 767 series airplanes, line numbers 1 through 243, 257, 262, 263, 269, 273 through 275, 282, 285, 289, and 291, certificated in any category. \n\n\tCompliance: Required within the next 24 months after the effective date of this AD, unless previously accomplished. \n\n\tTo prevent uncommanded extension of three flight spoilers on one wing, due to a failure of a spoiler wheel command unit, accomplish the following: \n\n\tA.\tFor Group 1 airplanes (as listed in the Boeing service bulletin): Replace both spoiler wheel command units in accordance with Boeing Service Bulletin 767-27-0085, Revision 1, dated November 30, 1989. \n\n\tB.\tFor Group 2 airplanes (as listed in the Boeing service bulletin): Replace the left side spoiler wheel command unit in accordance with Boeing Service Bulletin 767-27-0085, Revision 1, dated November 30, 1989. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal WaySouth, Seattle, Washington. \n\n\tThis amendment (39-6592, AD 90-10-07) becomes effective on June 12, 1990.
77-14-13: 77-14-13 HAWKER SIDDELEY AVIATION, LTD: Amendment 39-2958. Applies to Model BH-125 Series 600A airplanes, S/N's 25/6001-6004, 6007, 6009-6011, 6013, 6014, 6016, 6018, 6020, 6022-6026, 6032, 6034, 6038, 6040, 6044, 6046, certificated in all categories. Compliance is required within the next 300 hours time in service after the effective date of this AD, unless already accomplished. To prevent possible unwanted rolling of the airplane when operating at buffet onset, add vortex generators to the leading edge of each wing by incorporating Hawker Siddeley Aviation, Ltd., Modification No. 252442 in accordance with Section 2 entitled "Accomplishment Instructions" of Hawker Siddeley Aviation, Ltd., Service Bulletin 57-48-(2442), dated June 25, 1975, including Revision 1, dated July 23, 1975, or an FAA-approved equivalent. This amendment becomes effective August 8, 1977.
92-07-06: 92-07-06 BRITISH AEROSPACE, REGIONAL AIRCRAFT LIMITED: Amendment 39-8202. Docket No. 91-CE-72-AD. Supersedes AD 83-07-01, Amendment 39-4598. Applicability: Beagle B121 Pup series 1, 2, and 3 (all serial numbers) airplanes without Modification No. BE.214 incorporated on both mainplanes, certificated in any category. NOTE 1: Modification No. BE.214 is a replacement of the wing/fuselage joint plate that is equivalent to the requirements of this AD action. Compliance: Required upon the accumulation of 1,300 hours time-in-service (TIS) or within the next 100 hours TIS after the effective date of this AD, whichever occurs later, unless already accomplished. NOTE 2: The requirements of this AD may have been accomplished in accordance with superseded AD 83-07-01, Amendment 39-4598. To prevent failure of each wing spar, which could result in loss of control of the airplane, accomplish the following: (a) Inspect each wing spar web in the area immediately outboard of the root rib by accomplishing paragraphs 3.2.2 through 3.2.4 of paragraph 3. ACTION in BAe Pup Mandatory Service Bulletin (SB) B121/79, Revision 1, dated February 15, 1991. (1) If found cracked, prior to further flight, obtain an FAA-approved repair scheme from the manufacturer through the Brussels Aircraft Certification Office at the address specified in paragraph (d) of this AD, and incorporate this repair scheme. (2) If cracks are not found, prior to further flight, modify each wing spar web by incorporating Repair Scheme BE.03.10169 in accordance with Drawing No. BE.03.10169, and accomplish paragraphs 3.2.6 and 3.2.7 of paragraph 3. ACTION in BAe Pup Mandatory SB B121/79, Revision 1, dated February 15, 1991. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) An alternative method of compliance or adjustment of the compliancetime that provides an equivalent level of safety may be approved by the Manager, Brussels Aircraft Certification Office, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, B-1000 Brussels, Belgium. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, Brussels Aircraft Certification Office. (e) The inspection and modification required by this AD shall be done in accordance with British Aerospace Pup Mandatory Service Bulletin (SB) B121/79, Revision 1, dated February 15, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from British Aerospace, Regional Aircraft, Ltd., Manager Product Support, Prestwick Airport, Ayrshire, KA9 2RW Scotland. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, KansasCity, Missouri, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, DC. (f) This amendment (39-8202) supersedes AD 83-07-01, Amendment 39-4598. (g) This amendment (39-8202, AD 92-07-06) becomes effective on April 30, 1992.
90-17-02: 90-17-02 ENSTROM HELICOPTER CORPORATION: Amendment 39-6688. Docket No. 90-ASW-28. \n\tApplicability: Enstrom Model F-28, F-28A, F-28C, F-28C-2, F-28F, 280, 280C, 280F, and 280FX series helicopters certificated in any category. \n\n\tCompliance: Required as indicated, unless already accomplished. \n\n\tTo prevent the loss of tail rotor thrust and directional control that could result in substantial damage or loss of the helicopter, accomplish the following: \n\n\t(a)\tWithin the next 5 hours' time in service after the effective date of this AD, inspect the tail rotor drive shaft couplings. Enter the part number of the two drive shaft couplings installed, the number of hours' time in service on each coupling, and the date in the log book. \n\n\tNOTE: Enstrom helicopters use one of the following three coupling designs: \n\n\t\t(1)\tsplined coupling P/N 28-13609-1, (2) five-plate flex pack coupling (Dana Corp. Element No. A005-1991); or (3) seven-plate flex pack coupling, (Dana Corp. Element No. A005-1992). \n\n\t(b)\tBefore further flight, remove any five-plate flex-pack couplings, Dana Corp. P/N A005-1991, found during the inspection. After removal: \n\n\t\t(1)\tInspect the condition of the coupling hub flanges, Enstrom P/N 28-13613-1 and 28-13614-1, to which the couplings mount. The flanges must be flat within 0.010-inch, and the bolt holes must not have any evidence of elongation. Replace any flange deformed beyond these limits with an airworthy part before further flight; and \n\n\t\t(2)\tInstall the seven-plate flex-pack coupling, Enstrom Kit No. 28-01041-1. \n\n\tNOTE: Enstrom Kit No. 28-01041-1 includes all of the necessary parts to replace a five-plate coupling with a seven-plate coupling. Two kits per rotorcraft are required. The replacement beveled washers for the seven-plate flex-pack coupling are 0.010-inch thinner than beveled washers for the five-plate flex-pack coupling. Consequently, a direct exchange should not require any additional shimming. \n\n\t(c)\tWithin the next 100 hours' time in service and at 100-hour intervals thereafter, inspect each seven-plate flex-pack coupling, Dana Corp. P/N A005-1992 or Enstrom Kit No. 28- 01041-1, for compliance with deformation and airworthiness limits as follows: \n\n\t\t(1)\tLocate the tension and compression sides by comparing the couplings to Figure 1. \n\n\t\t(2)\tInspect the couplings for flex pack distortion in the shape of a bow. Compare any distortion to the acceptable limits shown in Figure 2. \n\n\t\t(3)\tInspect the couplings for flex pack distortion in the shape of an offset bend. The acceptable limits shown in Figure 3 are as follows: \n\n\t\t\t(i)\tThe offset on one set of plates must not exceed 0.015 inches. \n\n\t\t\t(ii)\tThe maximum difference in offset from side to side (one pair of bolts to the other pair) must be less than 0.007 inches. \n\n\t\t\t(iii)\tThe maximum allowable shim thickness is 0.072 inches (not including bevel washers). \n\n\tNOTE: The replacement of the five plate coupling with the seven-plate coupling requires a thinner set of beveled washers which are included in Enstrom Kit Number 28-01041-1. \n\n\t\t(4)\tReplace any seven-plate coupling, that either-- \n\n\t\t\t(i)\tExceeds the airworthiness limits specified by paragraph (c); or, \n\n\t\t\t(ii)\tHas accumulated 1,200 hours' time in service. \n\n\n\n\n\t\t\t AD 90-17-02 FIGURE 1 \n\n\t\t\tTension Sides Versus Compression Sides \n\t\t\tTail Rotor Drive Shaft Coupling Installation. \n\t\t\tRear coupling shown, forward coupling similar. \n\t\t\tNOTE: Tie-wraps eliminated for clarity. \n\n\t(d)\tAfter removal of either seven-plate flex-pack coupling, inspect and replace, as necessary, the coupling hub flanges in accordance with paragraph (b)(1) of this AD. \n\n\t(e)\tIn accordance with FAR Sections 21.197 and 21.199, flight is permitted to a base where the requirements of this AD may be accomplished. \n\n\t(f)\tAn alternate method of compliance or adjustment of the compliance time, which provides an equivalent levelof safety, may be used if approved by the Manager, Chicago Aircraft Certification Office, ACE-115C, FAA, 2300 East Devon Avenue, Des Plaines, Illinois 60018. \n\n\tThis amendment (39-6688, AD 90-17-02) becomes effective on September 7, 1990. \n\n\n\nFigure 2 - Acceptable Limits of Bowed Flex Packs. \nNOTE: Tie-wraps eliminated for clarity. \nAD 90-17-02 \n\n\n\t\n\t\t\tFigure 3 - Acceptable Limits of Flex Packs with Offset Bends. \n NOTE: Tie-wraps eliminated for clarity.\n AD-90-17-02
92-11-10: 92-11-10 MCDONNELL DOUGLAS: Amendment 39-8260. Docket No. 91-NM-232-AD. Supersedes AD 91-13-09, Amendment 39-7040. \n\n\tApplicability: Model DC-9-20, -30, -40, -50, and C-9 (Military) series airplanes; which correspond to factory serial numbers listed in McDonnell Douglas Service Bulletin 27-196, Revision 1, dated September 28, 1984, or Revision 2, dated December 17, 1990; McDonnell Douglas Service Bulletin 27-250, dated August 29, 1984, or Revision 1, dated October 18, 1984, or Revision 2, dated January 3, 1990; and McDonnell Douglas Alert Service Bulletin A27-250, Revision 3, dated May 15, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\tTo detect cracks and prevent failure of the slat drive mechanism and its interrelated structure, accomplish the following: \n\n\t(a)\tWithin 20 days or 135 landings, whichever occurs first after January 10, 1985 (the effective date of AD 84-24-03, Amendment 39-4956), inspect the left and right actuator slat drive mechanism in accordance with McDonnell Douglas Service Bulletin 27-196, Revision 1, dated September 28, 1984, or Revision 2, dated December 17, 1990. \n\n\t\t(1)\tIf no cracks are found, no further inspection is required. \n\n\t\t(2)\tIf a crack is found, and the crack is less than one inch in length, continue to inspect the actuator slat drive shaft at intervals not to exceed 1,600 landings in accordance with the service bulletin. \n\n\t\t(3)\tIf a crack is found, and the crack is one inch or greater in length, prior to further flight, replace the actuator slat drive shaft in accordance with Condition II specified in the service bulletin. Such replacement constitutes terminating action for the inspections required by paragraph (a)(2) of this AD. \n\n\t(b)\tWithin 20 days or 135 landings, whichever occurs first after January 10, 1985, inspect the forward slat drive drums' bellcrank shafts that have accumulated 4,000 or more landings since new or last overhaul.(1)\tIf no cracks are detected, continue to inspect the slat drive drum bellcrank shaft for cracks at intervals not to exceed 1,500 landings as shown in Figure 1 of McDonnell Douglas Service Bulletin 27-250, dated August 29, 1984; Revision 1, dated October 18, 1984; or Revision 2, dated January 3, 1990. \n\n\t\t(2)\tIf cracks are found, prior to further flight, replace the slat drive drum bellcrank shaft in accordance with Condition II of the service bulletin. Such replacement constitutes terminating action for the repetitive inspection requirements of paragraph (b)(1) of this AD. \n\n\t(c)\tWithin 500 landings after July 8, 1991 (the effective date of AD 91-13-09, Amendment 39-7040), or at the next scheduled inspection in accordance with paragraph (b) of this AD, whichever occurs earlier, inspect the slat drive drums' bellcrank shafts for cracks, in accordance with McDonnell Douglas Alert Service Bulletin A27-250, Revision 3, dated May 15, 1991. This inspection constitutes terminating action for the repetitive inspection requirements of paragraph (b)(1) of this AD. \n\n\t\t(1)\tIf no cracks are found, repeat the inspection of the slat drive drum bellcrank shaft for cracks at intervals not to exceed 750 landings, in accordance with the alert service bulletin. \n\n\t\t(2)\tIf cracks are found, prior to further flight, replace the slat drive drum bellcrank shaft with a new drum shaft, P/N 5920212-505, in accordance with Condition II specified in the alert service bulletin. Such replacement constitutes terminating action for the repetitive inspection requirements of paragraph (c)(1) of this AD. \n\n\t(d)\tIf cracks are found in locations in the slat drive shaft(s) other than those specified in McDonnell Douglas Service Bulletin 27-196, Revision 1 or 2; and McDonnell Douglas Alert Service Bulletin A27-250, Revision 3; prior to further flight, replace or rework the cracked component(s) in a manner approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate. \n\n\t(e)\tReplacement of both the actuator slat drive mechanism and the slat drive drum bellcrank shaft in accordance with Condition II of the following service bulletins, as applicable, constitutes terminating action for the requirements of this AD: \n\t\n\nMcDonnell Douglas \nService Bulletin Number\nRevision Level\n\tDate \n27-196\t\t\nRevision 1\nSeptember 28, 1984 \n\nRevision 2\t\nDecember 17, 1990 \n\n\n\n27-250\t\nOriginal\t\nAugust 29, 1984 \n\nRevision 1\t\nOctober 18, 1984 \n\nRevision 2\t\nJanuary 3, 1990 \n\n\n\nA27-250\t\t\nRevision 3\nMay 15, 1991 \n\t\n\t(f)\tWithin 18 months or 2,250 flight cycles after the effective date of this AD, whichever occurs later, replace the slat drive drum bellcrank shaft with a new drum shaft, P/N 5920212-505, in accordance with Condition II specified in McDonnell Douglas Alert Service Bulletin 27-250, Revision 3, dated May 15, 1991. Such replacement constitutes terminating action for the repetitive inspection requirements of paragraphs (b)(1) and (c)(1) of this AD. \n\n\t(g)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\t(h)\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. The request shall be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this airworthiness directive, if any, may be obtained from the Los Angeles ACO. \n\n\t(i)\tUpon the request of an operator, an FAA Maintenance Inspector, subject to prior approval by the Manager, Los Angeles Aircraft Certification Office, FAA, Transport Airplane Directorate, may adjust the inspection times specified in this AD to permit compliance at an established inspection period of that operator if the request contains substantiating data to justify the change for that operator. \n\n\t(j)\tThe inspection and replacement requirements shall be done in accordance with McDonnell Douglas Service Bulletin 27-196, Revision 1, dated September 28, 1984, or Revision 2, dated December 17, 1990; McDonnell Douglas Service Bulletin 27-250, dated August 29, 1984, or Revision 1, dated October 18, 1984, or Revision 2, dated January 3, 1990; and McDonnell Douglas Alert Service Bulletin A27-250, Revision 3, dated May 15, 1991. This incorporation by reference was previously approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51, as of July 8, 1991 (56 FR 28479, June 21, 1991). Copies may be obtained from McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Business Unit Manager of TechnicalPublications - Technical Administrative Support, C1-L5B (54-60). Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California 90806-2425; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(k)\tThis amendment becomes effective on July 23, 1992.
77-20-02: 77-20-02 ENSTROM: Amendment 39-3046. Applies to Enstrom Models F28, F28A, F28C, 280 and 280C helicopters certificated in all categories with a 3.3 inch tail rotor blade with spindle P/N 28-15202. Within the next 50 hours time in service or six (6) months calendar time, whichever occurs first, accomplish the following unless already complied with: 1. Replace tail rotor spindle P/N 28-15202 with a new spindle P/N 28-15202-13 or a manufacturer-reworked spindle which may be identified by an eight (8) character serial number acid-etched on the outside of the spindle center section. Reference should be made to Enstrom Maintenance Manual Section 15 for disassembly and reassembly instructions. Special care should be taken to have the three bearing stack positioned with the closed side toward the hub and the retaining nut properly torqued to 35-40 foot-pounds and safetied. 2. Install strike tabs P/N 28-17308 extending forward on the blade leading edge under the outer balancingscrew. This supersedes Amendment 39-2839 (42 FR 10841) AD 77-04-04. This amendment is effective October 6, 1977, and was effective for all recipients of the airmail letter dated August 8, 1977, as amended by airmail letter dated August 22, 1977, upon receipt thereof.
96-22-05: This amendment adopts a new airworthiness directive (AD), applicable to certain British Aerospace Model BAe 146 series airplanes and Model Avro 146-RJ series airplanes, that requires a one-time inspection of terminal block "D" to ensure that a two-way link is installed, and installation of a new link, if necessary. This amendment is prompted by a report indicating that a two-way link that should be installed on direct current (DC) panel No. 1 may be missing from certain airplanes. The actions specified by this AD are intended to ensure that a two-way link is installed. If the link is not installed, it could result in loss of the emergency electrical system and, consequently, increased pilot workload and possible reduced controllability of the airplane.
78-11-10: 78-11-10 SHORT BROTHERS LIMITED: Amendment 39-3218. Applies to Model SD3-30 airplanes, certificated in all categories. Compliance required as indicated. To detect cracking and prevent possible failure of the main landing gear downlock stop, P/N 17780-1 or -3, which could result in collapse of the gear, accomplish the following: (a) Prior to accumulating a total of 2000 landings or within the next 50 landings after the effective date of this AD, whichever occurs later, unless already accomplished within the last 450 landings, and thereafter at intervals not to exceed 500 landings, inspect the downlock stop for cracks using a dye penetrant method of inspection in accordance with paragraph 7, "Accomplishment Instructions", and figure 1 of the Menasco Manufacturing Service Bulletin 32- 18, Revision 1, dated October 13, 1977, or an FAA approved equivalent. (b) If a crack is found during an inspection required by paragraph (a) of this AD, before further flight, exceptthat the airplane may be flown in accordance with FAR 21.197 and 21.199 to a base where the repair can be performed - (1) Replace the downlock stop with a new part of the same part number and continue to inspect in accordance with paragraph (a) of this AD; or (2) Replace the stop as specified in paragraph (c) of this AD. (c) The inspections required by this AD may be terminated upon replacement of the downlock stop, P/N 17780-1 or -3, with a stop, P/N 17780-5, in accordance with paragraph 10, "Accomplishment Instructions", of Menasco Manufacturing Service Bulletin 32-7, Revision 1, dated October 12, 1977, or an FAA approved equivalent. NOTE: Short Brothers Limited Service Bulletins SD3-32-25 and SD3-32-18 cover this same subject. This amendment becomes effective June 6, 1978.