Results
2007-17-12: The FAA is adopting a new airworthiness directive (AD) for all Boeing Model 777 series airplanes. This AD requires, for the drive mechanism of the horizontal stabilizer, repetitive detailed inspections for discrepancies; repetitive lubrication of the ballnut and ballscrew; repetitive measurements of the freeplay between the ballnut and the ballscrew; and corrective action if necessary. This AD results from a report of extensive corrosion of a ballscrew in the drive mechanism of the horizontal stabilizer on a Boeing Model 757 airplane, which is similar in design to the ballscrew on Model 777 airplanes. We are issuing this AD to prevent an undetected failure of the primary load path for the ballscrew in the drive mechanism of the horizontal stabilizer and subsequent wear and failure of the secondary load path, which could lead to loss of control of the horizontal stabilizer and consequent loss of control of the airplane.
81-23-06: 81-23-06 PIPER: Amendment 39-4254. Applies to Model PA-31P, Serial Nos. 31P-1 thru 31P-7730012, Model PA-31T, Serial Nos. 31T-7400002 thru 31T-8020086 and Model PA-31T1 Serial Nos. 31T-7804001 thru 31T-8104001 certificated in all categories except aircraft incorporating Piper Kit No. 763 986. To prevent possible hazards in flight associated with cracks in the outboard flap track, attachment angles, wing rib flange and the rear spar web accomplish the following: a. Within the next 50 hours in service from the effective date of this AD or upon the attainment of 1000 hours in service, whichever is later, inspect, repair and alter the flap track structure in accordance with Piper Kit No. 763 986 or equivalent. b. Alternate inspections, repairs or alterations which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region. c. Upon submission of substantiating data by an owner or operatorthrough an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the inspection intervals specified in this AD. (Piper Service Bulletin No. 647A dated November 24, 1980, refers to this subject.) This amendment is effective November 16, 1981.
81-11-02 R1: 81-11-02 R1 PIPER AIRCRAFT CORPORATION: Amendment 39-4111 as amended by amendment 39-4222. Applies to Model PA-28R-200, Serial Numbers 28R35001 through 28R-7635545; Model PA-28R-201, Serial numbers 28R-7737001 through 28R-7837317; and Model PA-28RT-201, Serial Numbers 28R-7918001 through 28R-8118047, airplanes certificated in all categories. \n\n\tCompliance is required within the next 50 hours time in service or at the next oil change, whichever comes first, after the effective date of this AD unless already accomplished. To prevent possible loss of oil due to installation of an incorrect engine oil quick drain valve, accomplish the following: \n\n\t(a)\tInstall two warning placards, one on each side, on the lower engine mount beneath the intake and exhaust tubes, in accordance with Figure 1. Use Piper Part No. 87369-26V which reads:\n\n\t\t\t\t\t"CAUTION \n\n\tUnapproved Oil Drain Valves Can Cause Inadvertent Draining When the Gear is Retracted - Use Only Piper Approved Part" \n\n\t(b)For those airplanes equipped with an engine oil quick drain valve, perform the following: \n\n\t\t(1)\tInspect the oil quick drain valve and insure that Piper Part No. 492-172V is installed and correctly safety wired. The correct valve can be identified by comparison with Figure 2. Also, the Number 1H50-1 may be visible on the hex. \n\n\t\t(2)\tIf an incorrect valve is installed, replace with Piper Part No. 492-172V, and safety wire, using .032 safety wire. \n\n\t(c)\tMake an appropriate maintenance record entry. \n\t\n\tNOTE: Piper Service Letter No. 910, dated December 29, 1980, pertains to this subject. \n\n\tAn equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. \n\n\tAmendment 39-4111 became effective May 18, 1981. \n\t\n\tThis amendment 39-4222 becomes effective October 2, 1981. \n\n\n\n\n\nFIGURE 1 \nAD 81-11-02 \n\n\n\n\nFIGURE 2 \nAD 81-11-02
2007-18-01: 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: During a BCM (back-up control module) retrofit campaign, one resistor manufactured by SRT (Siegert) was found with an abnormal resistance drift. * * * * * * * * When the aircraft is in control back-up configuration (considered to be an extremely remote case), an incorrect value on these resistors may cause degradation of the BCM piloting laws, potentially leading to erratic motion of the rudder and to possible impact on the Dutch Roll [uncommanded coupling of airplane roll and yaw motions]. * * * * * The unsafe condition is erratic motion of the rudder, which could result in reduced controllability of the airplane due to dutch roll characteristics. We are issuing this AD to require actions to correct the unsafe condition on these products.
2007-17-19: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model MD-90-30 airplanes, that requires repetitive inspections and functional tests of the static port heater assemblies, and corrective actions if necessary. The actions specified by this AD are intended to prevent an electrical short of the static port heater from sparking and igniting the insulation blanket adjacent to the static port heater, which could result in smoke and/or fire in the cabin area. This action is intended to address the identified unsafe condition.
2018-09-03: We are superseding Airworthiness Directive (AD) 2009-11-08, which applied to certain Airbus Model A330-202, -223, -243, -301, -322, and -342 airplanes. AD 2009-11-08 required repetitive special detailed (high frequency eddy current) inspections to detect cracking of the keel beam fitting horizontal flange edge at a certain frame (FR) on the left- and right-hand sides of the fuselage, and repair if necessary. This AD was prompted by a new fatigue and damage tolerance evaluation that concluded the current inspection thresholds and intervals had to be modified. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. We are issuing this AD to address the unsafe condition on these products.
80-26-04 R1: 80-26-04 R1 PIPER: Amendment 39-3992 as amended by Amendment 39-4198. Applies to models: PA-23, PA-23-160, Serial Nos. 23-1 thru 23-2046; PA-23-235, Serial Nos. 27-505 thru 27-622; PA-23-250, Serial Nos. 27-1 thru 27-504; PA-23-250 (6 Place), Serial Nos. 27-2000 thru 27-8054049 certificated in all categories. To detect cracks and prevent possible misalignment of the rudder cable-pulley at the fuselage crossmember which supports the cabin entrance step, accomplish the following: a. For airplanes with 500 or more hours in service on the effective date of this AD, within the next 100 hours in service, inspect the cabin entrance step supporting frame structure for cracks, repair as necessary in accordance with paragraph (c), and unless already accomplished incorporate additional bracketry for the footstep attachment at the rudder pulley in accordance with paragraph (c). b. For airplanes with less than 500 hours in service on the effective date of this AD, before the accumulation of 600 hours in service, inspect the cabin entrance step supporting frame structure for cracks, repair as necessary in accordance with paragraph (c), and unless already accomplished, incorporate additional bracketry for the footstep attachment at the rudder pulley in accordance with paragraph (c). c. Accomplish steps 1 through 5 under the "Inspection and Repair Instructions" Section and steps 1 through 9 under "Footstep Reinforcement Brackets Installation Instructions" in Piper Service Bulletin No. 672 dated June 20, 1980, or equivalent. d. Equivalent inspections and alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA Eastern Region. e. Upon submittal of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, may adjust the compliance times specified in this AD. NOTE: Since the cabin step is part of the approved type design, it must be in place. This includes those cases where temporary permission was granted for its removal. Amendment 39-3992 was effective December 19, 1980. This amendment 39-4198 is effective August 28, 1981.
2007-17-20: We are adopting a new airworthiness directive (AD) for the products listed above. 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: To prevent cracks developing in the aileron spar adjacent to the inboard hinge attachment * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
2001-06-15: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 737-600, -700, -700C, and -800 series airplanes, that requires inspections of the fasteners in the elevator balance panel assemblies to detect various discrepancies; and corrective actions, if necessary. This amendment is prompted by a report that an elevator balance panel was found disconnected from the horizontal stabilizer due to the improper installation of fasteners during production. The actions specified by this AD are intended to prevent jamming, restricting, or binding of the elevator control surfaces due to loose or missing fasteners, which could make the movement of the elevator difficult and decrease aerodynamic control of the airplane.
2018-09-02: We are superseding Airworthiness Directive (AD) 99-23-16, which applied to certain Airbus Model A330 and A340 series airplanes. AD 99-23-16 required repetitive detailed visual inspections to detect cracking of the vertical flange of the inboard Z-stiffeners of the centerline panel of the fuselage belly fairing; and corrective actions, if necessary. This AD was prompted by a new fatigue and damage tolerance evaluation that concluded that the current inspection thresholds and intervals had to be more restrictive. This AD requires contacting the FAA to obtain instructions for addressing the unsafe condition on these products, and doing the actions specified in those instructions. We are issuing this AD to address the unsafe condition on these products.
81-10-04: 81-10-04 PIPER AIRCRAFT CORPORATION: Amendment 39-4094. Applies to Model PA-44-180 (Seminole), serial numbers 44-7995001 through 44-8095006, airplanes certificated in all categories. Compliance is required within the next 50 hours time in service after the effective date of the AD, unless already accomplished. To reduce aileron spar deflection and cracking which could result in loss of aileron control, accomplish the following: a. Modify the ailerons in accordance with Piper Aircraft Corporation Service Bulletin No. 702, dated December 4, 1980, and Piper Rework Kit P/N 764 088V. b. Make appropriate maintenance record entry. An equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. This amendment becomes effective April 30, 1981.
80-25-05: 80-25-05 PIPER: Amendment 39-4041. Applies to Piper PA-31T S/N 8120001 thru 8120010 and Piper PA-31T1 airplanes S/N 8104001 thru 8104012. Compliance required as indicated: To prevent failure of the voltage regulator which can result in complete electrical failure, prior to further flight either at night or into instrument weather conditions, alter the voltage regulator, Piper P/N 584152 in accordance with Piper telegraphic letter #31-26, dated November 26, 1980, or an approved equivalent. Equivalent alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region, Jamaica, New York. This amendment is effective February 12, 1981, and was effective upon receipt for all recipients of the letter of November 26, 1980, covering this same subject.
2007-17-17: The FAA is adopting a new airworthiness directive (AD) for certain Learjet Model 31, 31A, 35, 35A (C-21A), 36, 36A, 55, 55B, and 55C airplanes, and Model 45 airplanes. This AD requires inspecting for unsealed gaps on the pylon side of the engine firewall and cleaning/ sealing any unsealed gap; and, for certain airplanes, inspecting for unsealed gaps of the pylon trailing edge and cleaning/sealing any gap. This AD results from a report that unsealed gaps (penetration points) of the engine firewall were discovered during production. We are issuing this AD to prevent penetration of flammable liquids or fire through the engine firewall into the engine pylon, which could lead to fire inside the airplane.
2001-06-14: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires installation of a new circuit breaker and related wiring, and relocation of circuit breaker 12FG, if applicable. The actions specified by this AD are intended to prevent loss of the nose wheel steering and reduced controllability of the airplane on the ground. This action is intended to address the identified unsafe condition.
80-21-11: 80-21-11 PIPER AIRCRAFT CORPORATION: Amendment 39-3938. Applies to Model PA-44-180 (Seminole), serial numbers 44-7995001 through 44-8095027, airplanes certificated in all categories. Compliance is required within the next 25 hours time in service after the effective date of this AD, unless already accomplished. To prevent binding of the aileron push rod which could result in fatigue failure of the rod and possible loss of aileron control, accomplish the following: NOTE: All instructions apply to both right and left ailerons. (a) Remove bellcrank access cover on bottom of aft wing near push rod penetration point. Grasp aileron push rod between thumb and forefinger and rotate while moving aileron throughout entire travel. If free rotation of the push rod is evident in all aileron positions, no further action is required. Reinstall access cover. (b) If push rod appears to be partially free but does not readily rotate and stop, inspect ball end at aileron actuator fitting and bearing ball sandwiched between rod clevis and at bellcrank for paint or other foreign material. Clean and lubricate ball end and bearing ball per the Piper PA-44 Service Manual and repeat Step (a). If requirements of Step (a) are met, no further action is required. Reinstall access cover. (c) If push rod will not rotate freely throughout the aileron travel, replace the aileron push rod and aileron bellcrank assembly with new or serviceable parts. Rerig the aileron control system in accordance with the Piper PA-44 Service Manual and reinstall access plate. (d) Make appropriate maintenance record entry. (e) Compliance may be shown in an equivalent manner if approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. NOTE: Piper Aircraft Corporation Service Bulletin No. 689 covers this same subject. This amendment becomes effective October 17, 1980.
2004-18-12: The FAA adopts a new airworthiness directive (AD) for certain DG Flugzeugbau GmbH Model DG-500MB sailplanes. This AD requires you to replace the engine pylon extension/retraction Warner LA10 spindle drive with an improved designed Stross BSA 10 spindle drive and to modify the electrical system following applicable service information. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Germany. We are issuing this AD to prevent failure of the Warner LA10 spindle drive, which could result in failure of the engine pylon extension/retraction mechanism. This condition could cause an unstable engine pylon assembly during flight with loss of control of the sailplane.
2001-06-01: This amendment supersedes three existing airworthiness directives (AD's) that apply to certain The New Piper Aircraft, Inc. (Piper) Models PA-31, PA-31-300, PA-31P, PA-31T, and PA-31T1 airplanes. These AD's currently require you to repetitively inspect and/or modify the elevator structure. This AD initially retains the inspection and modification requirements that are currently required; adds certain other airplane models to the AD applicability; and requires a modification at a certain time period, as terminating action for the currently required repetitive inspections. This action coincides with the Federal Aviation Administration's (FAA) policy of incorporating modifications, when available, that will terminate the need for repetitive inspections. The actions specified by this AD are intended to continue to detect and correct damage to the elevator structure. A damaged elevator structure could lead to reduced or loss of control of the airplane.
2001-06-13: This amendment adopts a new airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-100, -200, and -300 series airplanes, that requires inspecting the endcaps of the main landing gear selector valve for leaks of hydraulic oil and, if leaks are detected, replacing the leaking endcaps or the entire selector valve. This amendment also requires eventual replacement or rework of certain selector valves, which will terminate the repetitive inspections. This amendment is prompted by a report of the collapse of the main landing gear due to an external leak of hydraulic oil in the landing gear selector valve, resulting from a fracture of the endcap. The actions specified by this AD are intended to prevent leaks of hydraulic oil from the main landing gear selector valve, which could result in the collapse of the main landing gear.
80-19-01: 80-19-01 PIPER AIRCRAFT CORPORATION: Amendment 39-3908. Applies to Model PA-28R-180 serial numbers 28R-30002 through 28R-7130013; Model PA-28R-200 serial numbers 28R-35001 through 28R-7635545; PA-28R-201 serial numbers 28R-7737001 through 28R-7837317; and PA-28RT-201 serial numbers 28R-7918001 through 28R-8018088 airplanes certificated in all categories. \n\n\tCompliance required within the next 50 hours time in service after the effective date of this AD unless already accomplished. \n\n\tTo prevent possible leakage of carbon monoxide into the cabin, accomplish the following: \n\n\t(a)\tRemove upper and lower engine cowling. \n\n\t(b)\tRemove and discard clips on muffler shroud end plates shown on Figure 1. \n\n\t(c)\tInspect for movement between the muffler shroud end plates and the muffler pipes. \n\n\t(d)\tIf there is no relative movement, the muffler assembly is acceptable and no modification is necessary. \n\n\t(e)\tIf relative movement is observed, accomplish the following: \n\n\t\t(1)\tRemove and disassemble the muffler and shroud assembly from the engine and inspect all parts for wear and cracking. Repair or replace as necessary. \n\n\tNOTE: During the inspection required inn (1), direct particular attention to the muffler shroud end plates and the mating area of contact on the muffler tubes. \n\n\t\t(2)\tRework the end plates to provide a 0.030 inch minimum gap between the plates after assembly as shown in Figures 1 and 2. \n\n\t\t(3)\tSlot the two 0.141 inch holes in the top of the shroud assembly to allow the screws to be installed without causing deformation of the shroud skin. \n\n\t\t(4)\tInstall the two screws holding the shroud assembly on the bottom side of the muffler prior to installing the strap clamps but do not tighten until the top screws are in place. \n\n\t\t(5)\tInstall the strap clamps, tightening to a torque of 25 to 30-inch pounds. \n\n\t\t(6)\tInstall and tighten the two top screws then tighten the bottom screws. \n\n\t\t(7)\tInspect the muffler and shroud assembly for tightness. If relative motion still exists between the muffler pipes and the muffler shroud end plates, repeat steps (1) through (6) until any relative motion is eliminated. \n\n\t\t(8)\tReinstall the muffler assembly in the aircraft using new exhaust gaskets, Lycoming part number 65321, and torque exhaust stack nuts to 120 to 170-inch pounds. \n\n\t(f)\tMake an appropriate maintenance record entry. \n\n\tAn equivalent method of compliance may be approved by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Southern Region. \n\n\tNOTE: Piper Service Bulletin No. 691, dated August 6, 1980, pertains to this subject. \n\n\tThis amendment becomes effective September 12, 1980. \n\n\n\n\nFIGURE 1 AD \n80-19-01 \n\n\n\n\nFIGURE 2 \nAD 80-19-01
77-03-04: 77-03-04 Bell: Amendment 39-2822; AD Applies to Bell Model 214B and 214B-1 helicopters, S/N 28001 through 28006, 28008, 28009, and 280011, certificated in all categories. Compliance required within 25 hours' time in service after the effective date of this AD unless already accomplished. To prevent a possible interference between a control tube and a fuselage fitting, trim the fuselage splice fitting of fuselage Station 129 in accordance with Bell Helicopter Textron Service Bulletin No. 214-76-6 dated November 1, 1976, or later approved revision. 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). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Service Manager, Bell Helicopter Textron, P.O. Box 482, Fort Worth, Texas 76101. These documents may also be examined at the Office of 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 Office of Regional Counsel, Southwest Region, FAA, 4400 Blue Mound Road, Fort Worth, Texas. This amendment becomes effective February 14, 1977.
2007-18-03: The FAA is adopting a new airworthiness directive (AD) for certain Boeing Model 737-300, -400, and -500 series airplanes. This AD requires an inspection of the seat locks and seat tracks of the flightcrew seats to ensure that the seats lock in position and to verify that lock nuts and bolts of adequate length are installed on the rear tracklock bracket, and corrective actions if necessary. This AD results from a report indicating that the captain's seat slid aft and jammed during taxi. We are issuing this AD to prevent uncommanded movement of the flightcrew seats during acceleration and take-off of the airplane, which could result in reduced controllability of the airplane.
2019-19-09: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A330-200 Freighter, A330-200, and A330-300 series airplanes. This AD was prompted by an analysis conducted on Airbus SAS Model A330-200 Freighter, A330-200, and A330-300 series airplanes that identified structural areas that are susceptible to widespread fatigue damage (WFD). This AD requires reinforcement modifications of various structural parts of the fuselage, and applicable related investigative and corrective actions if necessary, as specified in a European Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2018-07-19: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787-8 and 787-9 airplanes. This AD was prompted by a report that the parking brake and alternate pitch trim module (PBM) may unintentionally disengage. This AD requires replacing the PBM and doing a PBM installation test. We are issuing this AD to address the unsafe condition on these products.
2004-18-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 777 series airplanes, that requires replacing four socket contacts on the four boost pumps of the main fuel tanks with new, high-quality gold-plated contacts, and sealing the backshell of the connector with potting compound. This action is necessary to prevent a possible source of ignition in a flammable leakage zone, which could result in an undetected and uncontrollable fire in the wheel well or wing trailing edge, and a possible fuel tank explosion. This action is intended to address the identified unsafe condition.
78-09-03: 78-09-03 DOWTY ROTOL, LTD.: Amendment 39-3196. Applies to Dowty Rotol Type R193/4-30-4/50 and R193/4-30-4/61 propellers of the following serial numbers which may be installed on, but not necessarily limited to, Fairchild Model F27A, F27F, F27J, FH-227, and FH- 227-1; and Fokker F-27 Mks. 200, 400, 500 and 600 airplanes: 193/60/167 DRG/34/61 DRG/66/62 DRG/284/63 DRG/120/64 DRG/4/61 DRG/35/61 DRG/19/63 DRG/285/63 DRG/121/64 DRG/5/61 DRG/2/62 DRG/22/63 DRG/286/63 DRG/122/64 DRG/6/61 DRG/3/62 DRG/24/63 DRG/287/63 DRG/123/64 DRG/7/61 DRG/33/62 DRG/25/63 DRG/320/63 DRG/138/64 DRG/9/61 DRG/35/62 DRG/26/63 DRG/321/63 DRG/141/64 DRG/13/61 DRG/36/62 DRG/72/63 DRG/337/63 DRG/142/64 DRG/14/61 DRG/37/62 DRG/134/63 DRG/14/64 DRG/158/64 DRG/25/61 DRG/41/62 DRG/136/63 DRG/17/64 DRG/207/64 DRG/26/61 DRG/42/62 DRG/222/63 DRG/36/64 DRG/208/64 DRG/27/61 DRG/49/62 DRG/224/63 DRG/78/64 DRG/292/66 DRG/33/61 DRG/50/62 DRG/226/63 DRG/79/64 DRG/296/66 Compliance is required as indicated, unless already accomplished. To reduce the possibility of propeller hub and driving center assembly failure due to corrosion, and subsequent possible propeller failure, accomplish the following: (a) Within the next 1000 hours time in service after the effective date of this AD, or at the next scheduled propeller overhaul, whichever occurs first, inspect the propeller hub and driving center assembly in accordance with Dowty Rotol Service Bulletin 61-882, dated March 11, 1977 (hereinafter SB 61-882), and the therein referenced Dowty Rotol Propeller Overhaul Manual Pub. No. 61-2-2, Repair Scheme Manual Pub. No. 923; and Process Specification Manual Pub. No. 872, or FAA-approved equivalents. (b) If, as a result of the inspection required by paragraph (a) of this AD, propeller hub or driving center assembly corrosion is found to exceed the limits specified in Dowty Rotol Overhaul Manual 61-2-2 and Repair Scheme Manual Publication No. 923 Repair Schemes 650013110 and 650013120 or an FAA-approved equivalent, before further operation, replace the propeller hub and driving center assembly with a serviceable propeller hub and driving center assembly or an FAA-approved equivalent. (c) The equivalent means of compliance specified in paragraphs (a) and (b) of this AD must be approved by the Chief, Aircraft Certification Staff, AEU-100, Europe, Africa, and Middle East Region, Federal Aviation Administration, c/o American Embassy, Brussels Belgium. This amendment becomes effective May 22, 1978.