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2011-25-12: We are adopting a new airworthiness directive (AD) for Pratt & Whitney Canada PT6A-15AG, -27, -28, -34, -34AG, -34B, and -36 series turboprop engines. This AD requires the removal of certain affected part manufacturer approval (PMA) replacement Timken Alcor Aerospace Technologies, Inc. (TAATI) first stage reduction sun gears and/or the interacting planetary gear sets from the propeller reduction gearbox assembly. This AD was prompted by a failure report of a certain TAATI PMA sun gear, installed since December 22, 2008. We are issuing this AD to prevent failure of the sun gear, which will result in an engine in- flight shut down, possible uncontained engine failure, aircraft damage, and serious injuries.
76-15-09: 76-15-09 ROLLS-ROYCE (1971) LIMITED: Amendment 39-2682. Applies to Rolls-Royce RB211-22 series engines that do not incorporate Rolls-Royce Modifications 3310, and 3738. Compliance is required as indicated. To prevent inflight engine shutdown that could result from cracks in the engine intermediate casing, accomplish the following: (a) Within the next 50 hours engine time in service after the effective date of this AD, or before the accumulation of the lesser of 400 hours total engine time in service or 280 cycles, whichever occurs later, unless already accomplished in accordance with Revision 5 of Rolls-Royce Service Bulletin RB211-72-A3077, dated July 5, 1976, comply with paragraph (b) of this AD. (b) Inspect the outside of the intermediate compressor casing for axial cracks in the outer main casing wall, using the dye penetrant method - (1) In the vicinity of the internal wheel case oil scavenge boss and the borescope access port at the 5 o'clock location when viewed from the rear; and (2) In the vicinity of the internal gearbox oil vent and pressure tube connections (ground handling point) at the 9 o'clock location when viewed from the rear. (c) If a crack is found during any inspection required by this AD, and that crack, either (1) Has reached either the oil scavenge boss which is located at the 5 o'clock location or the ground handling point which is located at the 9 o'clock location; (2) Has progressed through either the oil scavenge boss which is located at the 5 o'clock location or the ground handling point which is located at the 9 o'clock location; or (3) Is in close proximity to and appears to be approaching either the oil scavenge boss which is located at the 5 o'clock location or the ground handling point which is located at the 9 o'clock location; before further flight, except that the engine may be operated on an aircraft which is flown in accordance with FARs 21.197 and 21.199 to a base wherereplacement can be accomplished, replace the cracked casing with a serviceable casing of either steel, Silcosetcoated aluminum or aluminum. If replacement is accomplished with other than a Silcoset-coated aluminum casing or steel casing continue to inspect the replacement casing for cracks in accordance with paragraph (b) of this AD at intervals established in paragraph (e) of this AD. (d) If a crack is found during any inspection required by this AD which does not conform to any of the criteria of paragraph (c) of this AD and which has progressed from a point forward to a point aft of the oil scavenge boss which is located at the 5 o'clock location, or from a point forward to a point aft of the ground handling point which is located at the 9 o'clock location, replace the cracked casing with a serviceable casing of either steel, Silcoset-coated aluminum or aluminum, before further flight, except that the engine may be operated on an aircraft which is flown, either - (1) Inaccordance with FARs 21.197 and 21.199 to a base where replacement can be accomplished; or (2) For 7 or less additional cycles, provided that - (i) There is no visible loss of oil; (ii) Engine oil consumption remains within the limits established for the engine; and (iii) All other engines on the aircraft are inspected in accordance with the provisions of this AD at the same time as the affected engine and are found free of any of the cracks specified in paragraphs (c) and (d) of this AD. If a cracked casing is replaced with a serviceable aluminum casing other than a Silcoset-coated aluminum casing, continue to inspect the replacement casing for cracks in accordance with paragraph (b) of this AD at intervals established in paragraph (e) of this AD. (e) Repeat the inspection specified in paragraph (b) of this AD at intervals not to exceed - (1) 300 cycles from the last inspection for engines incorporating either Rolls-Royce Service Bulletin 72-3650, dated January 20, 1975, or Rolls-Royce Service Bulletin 72-3720, Revision 2, dated March 21, 1975, or an FAA-approved equivalent of either; (2) 300 cycles from the last inspection for engines incorporating Rolls-Royce Service Bulletin 72- 3681, dated October 7, 1974, or an FAA-approved equivalent, until modified in accordance with paragraph (f) of this AD; or (3) 150 cycles from the last inspection for engines which have not incorporated any of the modifications specified in paragraph (e)(1) or (e)(2) of this AD, until modified in accordance with paragraph (f) of this AD. (f) For engines with aluminum compressor casings other than Silcoset-coated aluminum casings on which no oil passageway sleeves have been incorporated or which have been modified in accordance with Rolls- Royce Service Bulletin 72-3681, dated October 7, 1974, within the next 500 hours engine time in service after the effective date of this AD, install a sleeve at the 5 o'clock location, viewed from the rear, into the intermediate case internal wheel case oil return passageway in accordance with either Rolls-Royce Service Bulletin 72-3650, dated January 20, 1975, or Rolls-Royce Service Bulletin 72-3720, Revision 2, dated March 21, 1975, or an equivalent of either, approved by the Chief, Aircraft Certification Staff, Europe, Africa and Middle East Region, Federal Aviation Administration, c/o American Embassy, APO New York, N.Y. 09667 and thereafter inspect the casing for axial cracks in accordance with paragraph (b) of this AD at intervals not to exceed 300 cycles from the last inspection. (g) For the purpose of this AD, the number of cycles equals the number of flights that involve an engine operating sequence consisting of engine starting, takeoff, operation, landing, and engine shutdown. This supersedes Amendment 39-2170 (40 FR 16190), AD 75-08-18. This amendment becomes effective July 22, 1976.
2011-25-06: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model MD-11 and MD-11F airplanes. This AD was prompted by a report that the rub strips attached to the horizontal stabilizer front spar access door location were manufactured improperly using anodized aluminum. This AD requires replacing the anodized rub strips with new alodined rub strips to prevent inadequate electrical bonding between the rub strips and the fuel access door, which can contribute to possible ignition of flammable fuel vapor in the tail fuel tank as a result of a lightning strike. We are issuing this AD to correct the unsafe condition on these products.
97-10-13: This amendment supersedes Airworthiness Directive (AD) 96-21-05, which currently requires the following on certain Fairchild Aircraft, Inc. (Fairchild) SA226 and SA227 series airplanes that do not have a certain elevator torque tube installed: drilling inspection access holes in the elevator torque tube arm, inspecting the elevator torque tube for corrosion, replacing any corroded elevator torque tube, and applying a corrosion preventive compound. AD 96-21-05 resulted from several reports of corrosion found in the elevator torque tube area on the affected airplanes. This AD retains the actions required by AD 96-21-05, and adds certain Fairchild Model SA227-BC airplanes to the Applicability section of that AD. The actions specified by this AD are intended to prevent failure of the flight control system caused by a corroded elevator torque tube, which could result in loss of control of the airplane.
93-17-03: 93-17-03 BOEING: Amendment 39-8673. Docket 93-NM-27-AD. \n\n\tApplicability: Model 737-200, -300, -400, and -500 series airplanes equipped with BFGoodrich evacuation slides, as listed in BFGoodrich Service Bulletin 101658/659/660-25-257, dated November 20, 1992; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent passengers from being unable to exit the airplane in the event of an emergency evacuation, accomplish the following: \n\n\t(a)\tWithin 3 years after the effective date of this AD, modify the evacuation slide valise in accordance with BFGoodrich Service Bulletin 101658/659/660-25-257, dated November 20, 1992. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), 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, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(c)\tSpecial 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. \n\n\t(d)\tThe modification shall be done in accordance with BFGoodrich Service Bulletin 101658/659/660-25-257, dated November 20, 1992. 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 BFGoodrich Aircraft Evacuation Systems, 3414 South 5th Street, Phoenix, Arizona 85040. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on October 7, 1993.
2011-25-04: We are adopting a new airworthiness directive (AD) for certain Quest Aircraft Design, LLC (Quest) Model Kodiak 100 airplanes. This AD requires you to inspect the torque of the inertial particle separator (IPS) bolts; correct the torque, if necessary; replace the IPS bolts with new IPS bolts within a certain time; and install safety wire around the new IPS bolts. This AD was prompted by five instances where a loose IPS bolt was found on the right-hand side of the engine bypass door attachment. This condition, if not corrected, could lead to an inoperable bypass door, which could result in engine inlet icing with consequent loss of engine power and forced landing. We are issuing this AD to correct the unsafe condition on these products.
97-10-11: This amendment adopts a new airworthiness directive (AD) that is applicable to all Boeing Model 777 series airplanes. This action requires repetitive testing of the engine fire shutoff switch (EFSS) to determine that the override mechanism and the switch handle are operational, and replacement of the EFSS, if necessary. This action also requires, for certain airplanes, installation of a collar on a specific circuit breaker of the standby power management panel, and installation of placards to advise the flightcrew that the override mechanism must be pushed in order to pull the fire switch. This amendment is prompted by a report indicating that a solenoid and an override mechanism of the EFSS were not operational due to overheating of the solenoid. The actions specified in this AD are intended to prevent damage to the EFSS solenoid and to the override mechanism, and consequent failure of the EFSS due to overheating of the solenoid; such failure of the EFSS could result in the inability of the flightcrew to discharge the fire extinguishing agent in the event of an engine fire.
93-05-20: 93-05-20 MCDONNELL DOUGLAS: Amendment 39-8524. Docket 92-NM-169-AD. \n\n\tApplicability: Model MD-11 series airplanes equipped with Pratt & Whitney Model PW4460 engines; having airplane serial numbers 48407 through 48410 inclusive, 48443 through 48448 inclusive, 48452 through 48457 inclusive, 48461, 48472 through 48475 inclusive, 48484, 48485, 48495, and 48496; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent loss of a hydraulic system, accomplish the following: \n\n\t(a)\tWithin 60 days after the effective date of this AD, modify the wiring to the engine-driven hydraulic pump overtemperature switches, in accordance with McDonnell Douglas MD-11 Service Bulletin 29-16, dated August 6, 1992. \n\n\t(b)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, TransportAirplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments 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 AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(c)\tSpecial 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. \n\n\t(d)\tThe modification shall be done in accordance with McDonnell Douglas MD-11 Service Bulletin 29-16, dated August 6, 1992. 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office (ACO), 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on April 30, 1993.
92-14-02: 92-14-02 BOEING: Amendment 39-8284. Docket No. 91-NM-226-AD.\n\n\tApplicability: Model 747 series airplanes operated as freighters, certificated in any category.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent damaged or unusable life rafts due to improper mooring line and inflation length on life rafts, accomplish the following:\n\n\t(a)\tWithin 12 months after the effective date of this AD, inspect the life raft mooring line and inflation length. The mooring line length is measured from attachment fitting on the end of the mooring line to the connecting point on the raft. The mooring line must be no less than 39 feet long and no more than 44 feet long. The inflation length is the distance the life raft must be from its mooring line attachment point for inflation of the life raft to be initiated. Inflation should begin at not less than 33 feet and not more than 38 feet, as defined by the mooring line length.\n\n\t\t(1)\tFor life rafts with mooring line length and inflation length that meet the measurements specified in paragraph (a) of this AD, no additional action is required.\n\n\t\t(2)\tFor life rafts with mooring line length and inflation length that do not meet the measurements specified in paragraph (a) of this AD, accomplish the following prior to further flight:\n\n\t\t\t(i)\tFor life rafts listed in Air Cruisers Service Bulletin 35-25-3, dated October 22, 1990: Modify the life raft in accordance with that service bulletin.\n\n\t\t\t(ii)\tFor life rafts listed in Air Cruisers Service Bulletin 35-25-2, dated October 30, 1990: Modify the life raft in accordance with that service bulletin.\n\n\t\t\t(iii)\tFor all other life rafts: Modify the life raft in accordance with BFGoodrich Alert Service Bulletin No. 100102-25A-244, dated December 13, 1991, or Eastern Aero Marine Service Bulletin T9-25-1, dated January 31, 1992, as applicable; or in accordance with a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate.\n\n\t(b)\tAn 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, Seattle ACO. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO.\n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO.\n\n\t(c)\tSpecial 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.\n\n\t(d)\tThe modifications shall be done in accordance with Air Cruisers Service Bulletin 35-25-3, dated October 22, 1990; Air Cruisers Service Bulletin 35-25-2, dated October 30, 1990; BFGoodrich Alert Service Bulletin No. 100102-25A-244, dated December 13, 1991; or Eastern Aero Marine Service Bulletin T9-25-1, dated January 31, 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124; Air Cruisers Company P.O. Box 180, Belmar, New Jersey 07719-0180; or BFGoodrich Aerospace, Aircraft Evaluations Systems, 3414 South 5th Street, Phoenix, Arizona 85040; or Eastern Aero Marine, P.O. Box 593513, Miami, Florida 33159. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC.\n\n\t(e)\tThis amendment becomes effective on August 18, 1992.
79-24-01 R3: 79-24-01 R3 MCDONNELL DOUGLAS: Amendment 39-3618 as amended by Amendment 39-3741 and 39-3841 is further amended by Amendment 39-4191. Applies to McDonnell Douglas Model DC-9 series airplanes, certificated in all categories, equipped with the non-ventral door aft pressure bulkhead P/N 5910163, and with more than 10,000 landings. \n\n\tCompliance required as indicated. \n\n\tTo detect fatigue cracks and prevent failure of the aft pressure bulkhead, accomplish the following: \n\n\t(a)\tFor aircraft not previously modified or repaired in accordance with McDonnell Douglas DC-9 Service Bulletin 53-127 dated May 25, 1976, accomplish the following: \n\n\t\t(1)\tWithin 10 landings after the effective date of this AD, unless already accomplished in accordance with telegraphic AD T79WE13 dated September 18, 1979 or telegraphic AD T79WE15 dated September 28, 1979, conduct an initial visual inspection per Step 1, Figure 1, of McDonnell Douglas DC-9 Alert Service Bulletin A53-127, Revision 1, dated September 26, 1979. The visual inspection shall encompass the entire periphery of the emergency exit doorjamb structure. \n\n\t\t(2)\tWithin 100 landings after the effective date of this AD, unless already accomplished in accordance with telegraphic AD T79WE15 dated September 28, 1979, conduct both visual and X-ray inspections per Steps 3 through 10, Figure 1, of McDonnell Douglas DC-9 Alert Service Bulletin A53-127, Revision 1, dated September 26, 1979. The visual portion of the inspection shall encompass the entire periphery of the doorjamb structure. \n\n\t\t(3)\tWithin 250 landings of the inspection required by paragraph (a)(2) of this AD and thereafter at intervals not to exceed 250 landings, conduct a visual inspection per Step 1, Figure 1, of McDonnell Douglas DC-9 Alert Service Bulletin A53-127, Revision 1, dated September 26, 1979. The visual inspection shall encompass the entire periphery of the emergency exit doorjamb structure. \n\n\t\t(4)\tWithin 1,000 landings from the inspection required by paragraph (a)(2) and thereafter at intervals not to exceed 1,000 landings, conduct X-ray inspections per Steps 8 through 10 and a visual inspection per Step 1, Figure 1, of McDonnell Douglas DC-9 Alert Service Bulletin A53-127, Revision 1, dated September 26, 1979. The visual inspection shall encompass the entire periphery of the emergency exit doorjamb structure. \n\n\t(b)\tFor aircraft previously modified or repaired per McDonnell Douglas DC-9 Service Bulletin 53-127 dated May 25, 1976, accomplish the following: \n\n\t\t(1)\tWithin 100 landings after the effective date of this AD, unless already accomplished subsequent to September 25, 1979, conduct X-ray inspections per Steps 8 through 10, Figure 1, of McDonnell Douglas DC-9 Alert Service Bulletin A53-127, Revision 1, dated September 26, 1979, and a visual inspection of the entire periphery of the emergency exit doorjamb structure. \n\n\t\t(2)\tWithin 2,000 landings after inspection per paragraph (b)(1) of this AD and thereafter at intervals not to exceed 2,000 landings, conduct X-ray inspections of the jamb structure per Steps 8 through 10, Figure 1, of McDonnell Douglas DC-9 Alert Service Bulletin A53-127, Revision 1, dated September 26, 1979, and a visual inspection of the entire periphery of the emergency exit doorjamb structure. \n\n\t(c)\tIf cracks are found during any of the inspections required by this AD, repair before further flight in accordance with the following: \n\n\t\t(1)\tFor cracks which are limited to the emergency exit doorjamb, repair as shown for Condition 2, Figure 2, of McDonnell Douglas DC-9 Alert Service Bulletin A53-127, Revision 1, dated September 26, 1979. \n\n\t\t(2)\tFor cracks which extend through the emergency exit doorjamb and into the pressure bulkhead web, repair as shown for Condition 3, Figure 3, of McDonnell Douglas DC-9 Alert Service Bulletin A53-127, Revision 1, dated September 26, 1979. \n\n\t\t(3)\tFor cracks for which no repair is prescribed in McDonnell Douglas DC-9 Alert Service Bulletin A53-127, Revision 1, dated September 26, 1979, repair in accordance with data approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tWithin 24 hours after the initial inspections per paragraph (a)(2) and paragraph (b)(1), report the results of the initial inspections by Telex to the Chief, Aircraft Engineering Division, FAA Western Region. Include in the reporting information the date and condition of modification or repair per DC-9 Service Bulletin 53-127 or A53-127, McDonnell Douglas fuselage number, factory serial number, and registration number. \n\n\t(e)\tWithin the next 500 landings after April 14, 1980 or at the next inspection required by paragraph (a)(4) or (b)(2), whichever occurs first, visually inspect the auxiliary emergency exit door jamb for repairs in accordance with paragraph (2)(C) of McDonnell Douglas DC-9 Alert Service Bulletin A53-146, dated March 14, 1980 (hereinafter referred to as SB A53-146). Repairs not in accordance withSB A53-146 are to be modified as follows: \n\n\t\t(1)\tFor repairs to cracks which extend radially outboard, prior to further flight the repair must conform to the configuration defined by paragraph (2)(C) Condition III Type 3 of SB A53-146. \n\n\t\t(2)\tFor repairs to cracks which extend radially inboard, within the next 500 landings the repair must conform to the configuration defined by paragraph (2)(C) Condition III Type 2 of SB A53-146. \n\n\t\t(3)\tFor repairs to circumferentially oriented cracks, within the next 1,000 landings, the repair must conform to the configuration defined by paragraph (2)(C) Condition III Type 1 of SB A53-146. \n\n\t(f)\tIf a new replacement door jamb, P/N 5910163-9 or -255 is installed, within 10,000 landings after installation of the new door jamb, and thereafter at intervals not to exceed 2,000 landings, inspect the door jamb in accordance with paragraph (b)(2). \n\n\t(g)\tAlternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(h)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplanes unpressurized to a base where the inspections or crack repair can be performed. \n\n\t(i)\tFor the purposes of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours' time in service by the operator's fleet average time from takeoff to landing for the DC-9 airplane. \n\n\t(j)\tThe inspections and modifications required by this AD need not be accomplished if, after the effective date of this AD, the aircraft is operated without cabin pressurization and a placard is installed in the cockpit, in full view of the pilots, stating: \n\n\t\t"Operation with Cabin Pressurization is Prohibited." \n\n\t(k)\tThe installation of a J060116-11 Jamb Assembly in accordance with McDonnell DouglasDC-9 Service Bulletin 53-145, Revision No. 1, dated January 29, 1981, or later revisions approved by the Chief, Los Angeles Area Aircraft Certification Office, Northwest Region, constitutes terminating action for the repetitive inspections required by paragraphs (a)(3), (a)(4) and (b)(2) of this AD. \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). \n\n\tThese documents also may be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108 or Los Angeles Area Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California 90808. \n\n\tAmendment 39-3618 became effective December 24, 1979 and was effective upon receipt for all recipients of telegraphic AD T79WE13 dated September 18, 1979 and telegraphic AD T79WE15 dated September 28, 1979. \n\n\tAmendment 39-3741 became effective April 14, 1980. \n\n\tAmendment 39-3841 became effective July 17, 1980. \n\n\tThis Amendment 39-4191 becomes effective August 27, 1981.