Results
2013-11-17: We are superseding airworthiness directive (AD) 2010-14-14 that applies to certain Embraer S.A. Model ERJ 170 and ERJ 190 airplanes. AD 2010-14-14 currently requires, for certain airplanes, repetitively replacing the low-stage check valve and associated seals of the right hand (RH) engine's engine bleed system with a new check valve and new seals, replacing the low pressure check valves (LPCVs), and revising the maintenance program. For certain other airplanes, AD 2010-14-14 requires replacing a certain low-stage check valve with an improved low-stage check valve. For certain airplanes, this new AD adds replacing certain LPCVs of the left hand (LH) and RH engines, which would be an option for other airplanes. This AD was prompted by reports of uncommanded engine shutdowns on both Model ERJ 170 and ERJ 190 airplanes due to excessive wear and failure of LPCVs having certain part numbers. We are issuing this AD to prevent the possibility of a dual engine in-flight shutdown due toLPCV failure.
74-25-11: 74-25-11 LOCKHEED-CALIFORNIA: Amendment 39-2042. Applies to L-1011-385-1 Series airplanes, certificated in all categories. Compliance required as indicated. To provide protection in the event of unknown incipient failure condition in the housing of the fire pull handle module assembly, P/N 1520324, accomplish the following: Within 72 hours of receipt of this AD, adopt the following changes to the operator's operation manual, or its equivalent. (1) Change the EMERGENCY OPERATING PROCEDURES section to read, in pertinent part: 'Engine Fire or Severe Damage.' Reschedule reference step "Fuel Tank Valve - Check Closed" to be accomplished as the first referenced item prior to, "If warning persists after 30 seconds, discharge second bottle." NOTE: The manufacturer is issuing a revision to the FAA- approved airplane flight manual which covers the same subject. (2) Incorporate and comply with the following operating limitation: "Any APU operation in flight shall be with the APU auto-fire shutdown system armed and operative", until Lockheed Service Bulletin 093-26-010, Part 2E, has been accomplished for the APU fire pull handle, P/N 1520324. This amendment is effective December 16, 1974, and was effective November 20, 1974, for all recipients of the telegram dated November 20, 1974, which contained this amendment.
75-01-06: 75-01-06\tAIRESEARCH MANUFACTURING COMPANY of ARIZONA: Amendment 39-2064 as amended by Amendment 39-2079. Applies to model GTCP660-4 (prior to Serial No. P37808) and GTCP660-4R (Prior to Serial No. P133) Auxiliary Power Units installed in, but not limited to, Boeing B-747 airplanes, certificated in all categories. \n\n\tTo detect fatigue cracks in the fuel pump body, P/N 968502-2 and -3, and provide for replacement of assemblies, accomplish the following. \n\n\tCompliance required as indicated. \n\n\t(a)\tFor APU fuel pump bodies, P/N 968502-2 or -3, with less than 7500 operating cycles time in service on the effective date of this AD, unless already accomplished, accomplish the following: \n\n\t\t(1)\tWithin 15 days time in service after the effective date of this AD, install a placard in view of the flight crew to prohibit all inflight operation of the APU. Thereafter, the APU may not be used during flight but may be used for ground operations. \n\n\t\t(2)\tWithin 500 APU operating cycles after the effective date of this AD, check the fuel pump ultimate relief valve setting in accordance with paragraph 2.B. and C. of AiResearch Service Bulletin GTCP660-49-A3673, dated December 13, 1974, or later FAA approved revisions. \n\n\tNote 1. For the purposes of this AD, a fuel pump body operating cycle is any operation consisting of an APU start and shutdown. The number of cycles may be determined by actual count, or subject to acceptance by the assigned FAA maintenance inspector, may be calculated by dividing the fuel pump assembly time in service by the operator's fleet average APU operating time per APU cycle. If the actual fuel pump total time is unknown, APU operating time on which this pump is installed may be substituted for this figure. \n\n\t\t(3)\tIf the relief valve setting determined in (a)(2) above is in excess of the limits shown on line one, table one, of the above referenced service bulletin, inspect the fuel pump body, P/N 968502-2 or -3, for cracks in accordance with paragraph 2.E. of the above referenced service bulletin. \n\n\t\t(4)\tUnits found to be cracked per (a)(3) above must be rendered unserviceable and must be replaced with a new or serviceable fuel pump body, P/N 968502-2, -3, or -4, which has been inspected per paragraph 2.E. of the above referenced service bulletin prior to further operation. \n\n\tNote 2. Observe fuel pump body interchangability restrictions detailed in paragraph 2.E. of the above referenced service bulletin. \n\n\t\t(5)\tUnits found to be free of cracks per (a)(3) above may be returned to, or placed in, service after having determined that the relief valve has been properly adjusted and recording the total operating cycles on the pump body in accordance with paragraph 2.F. of the above referenced service bulletin. \n\n\t\t(6)\tNew or serviceable units returned to service in accordance with those requirements described in (a)(5), above, must be inspected for cracks before accumulating 7,500 cycles total time in service, andat intervals not to exceed 2,500 cycles thereafter. \n\n\t\t(7)\tOperators whose maintenance records show verification that they have been correctly setting this fuel pump ultimate relief valve using a procedure corresponding with paragraphs 2.B. and C. of the above referenced service bulletin are not required to install the placard or perform the pressure setting check required by (a)(1) and (a)(2) above. \n\n\t\t(8)\tThe operating restriction prescribed in (a)(1) above may be discontinued and the placard may be removed when the ultimate relief valve pressure check is conducted in accordance with (a)(2) through (a)(6) above. \n\n\t(b)\tFor fuel pump bodies, P/N 968502-2 or -3, with 7500 or more cycles in service on the effective date of this AD, unless already accomplished, accomplish the following: \n\n\t\t(1)\tWithin 15 days time in service after the effective date of this AD install a placard in view of the flight crew to prohibit all taxi and inflight operation of the APU. Thereafter, the APU may not be used during taxi or flight but may be used for static ground operation. \n\n\t\t(2)\tWithin 500 APU operating cycles in service after the effective date of this AD, unless already accomplished, inspect the fuel pump body, P/N 968502-2 or -3, for cracks in accordance with paragraph 2.E. of the above referenced service bulletin. \n\n\t\t(3)\tUnits found to contain cracks must be rendered unserviceable and must be replaced with a new or serviceable fuel pump body, P/N 968502-2, -3, or -4 which has been inspected per paragraph 2.E. of the above referenced service bulletin prior to further operation. Prior to the installation of these units, it must be determined that the ultimate relief valve has been properly adjusted and the total operating cycles must be recorded on the pump body in accordance with paragraph 2.F. of the above referenced service bulletin. \n\n\t\t(4)\tUnits found to be free of cracks per (b)(2) above may be returned to, or placed in service after having determined that the ultimate relief valve has been properly set in accordance with paragraphs 2.B. and C. of the above referenced service bulletin. \n\n\t\t(5)\tFor crack free units returned to service in accordance with (b)(4) above, repeat the fuel pump body crack inspections at intervals not to exceed 2,500 cycles thereafter. If cracks are found, remove from service and replace the unit as prescribed in (b)(3) above. \n\n\t\t(6)\tNew or serviceable crack free units installed to replace cracked units in accordance with those requirements described in (b)(3), above, must be inspected for cracks at or before accumulating 7500 total cycles, and at or before 2500 cycle intervals thereafter. \n\n\t\t(7)\tThe operating restriction prescribed in (b)(1), above, may be discontinued and the placard may be removed when the fuel pump body inspection is conducted in accordance with (b)(2) through (b)(6) above. \n\n\t(c)\tFuel pump bodies may be continued in service beyond 7,500 cycles, and the recurring inspections andoperational restrictions required by paragraphs (a) and (b) above may be discontinued, when: \t \n\n\t\t(1)\tA relief bleed down valve, P/N 3603770-1, is incorporated per Service Bulletin GTCP660-49-3662, with either a new fuel pump body or a serviceable fuel pump body which has been inspected and determined to be crack free. \n\n\t\t(2)\tAn APU log book entry describing this modification must be made. \n\n\t(d)\tEquivalent procedures may be approved by the Chief, Aircraft Engineering Division, FAA Western Region, upon submission of adequate substantiation data. \n\n\t(e)\tAircraft may be flown to a base for the accomplishment of maintenance required by this AD, per FAR's 21.197 and 21.199. \n\n\tAmendment 39-2064 became effective January 13, 1975. \n\n\tThis amendment 39-2079 becomes effective January 31, 1975.
2021-05-16: The FAA is adopting a new airworthiness directive (AD) for certain Pratt & Whitney Division (PW) PW4164, PW4164-1D, PW4168, PW4168-1D, PW4168A, PW4168A-1D, and PW4170 model turbofan engines. This AD was prompted by several reports of low-pressure turbine (LPT) 4th- stage vane cluster assemblies leaning back and notching into the rotating LPT 4th-stage blades, causing some blades to fracture and release. This AD requires initial and repetitive replacements of the LPT 4th-stage air sealing ring segment assemblies with parts eligible for installation. This AD also requires initial and repetitive dimensional inspections of the LPT case for bulging and, depending on the results of the dimensional inspections, repair or replacement of the LPT case. The FAA is issuing this AD to address the unsafe condition on these products.
2013-13-11: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 747-400, -400D, and -400F series airplanes. This AD was prompted by reports of two in-service occurrences on Model 737-400 airplanes of total loss of boost pump pressure of the fuel feed system, followed by loss of fuel system suction feed capability on one engine, and in-flight shutdown of the engine. This AD requires repetitive operational tests of the engine fuel suction feed of the fuel system, and other related testing and corrective actions if necessary. We are issuing this AD to detect and correct loss of the engine fuel suction feed capability of the fuel system, which, in the event of total loss of the fuel boost pumps, could result in multi- engine flameout, inability to restart the engines, and consequent forced landing of the airplane.
2003-11-05: This amendment adopts a new airworthiness directive (AD), applicable to certain Dassault Model Mystere-Falcon 900 and Falcon 900EX series airplanes, that requires replacement of certain self- adhering soundproofing mats under the passenger consoles in the cabin, which are not sufficiently fire-retardant, with mats that are not self- adhering and are sufficiently fire-retardant. This action is necessary to prevent an uncontrolled fire in the cabin due to self-adhering soundproofing mats under the passenger consoles in the cabin, which are not sufficiently fire-retardant. This action is intended to address the identified unsafe condition.
2013-09-04: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-400 series airplanes. This AD was prompted by reports of chafing found on the main landing gear (MLG) yoke. The chafing was attributed to contact between the nacelle fire detection wires and the MLG yoke. This AD requires inspections of the nacelle fire detection wires and the MLG yoke for damage; replacing nacelle fire detection wires, if necessary; repairing the MLG yoke, if necessary; and installing brackets and associated hardware to secure the fire detection wires. We are issuing this AD to prevent chafing between the nacelle fire detection wires and the MLG yoke. Chafing could lead to cracking and subsequent failure of the MLG yoke, which could adversely affect the safe landing of the airplane. In addition, chafing of the nacelle fire detection wires could cause them to fail and prevent the detection of a fire in the nacelle assembly. [[Page 38824]]
57-08-07: 57-08-07 WRIGHT: Applies to All TC18DA and TC18EA Series Engines. Compliance required at overhauls accomplished after May 1, 1957. To improve the durability of the impeller drive gear assemblies of the subject engines, impeller drive secondary pinion bushings P/N's 170217, 170148, 145213 and 171190 are not eligible for use in engines overhauled after May 1, 1957. This supersedes AD 57-01-03.
2000-08-22: This amendment adopts a new airworthiness directive (AD) applicable to MD Helicopters Inc. (MDHI) Model 369D, 369E, 500N, and 600N helicopters with certain analog/digital turbine outlet temperature (TOT) indicators installed. This action requires repetitive calibration testing of the TOT indicating system and corrective actions if necessary. This amendment is prompted by seven reports of erroneous TOT readings and two reports of incorrect wiring harness terminal lugs on the thermocouple wiring. The actions specified in this AD are intended to prevent an erroneous TOT indication, damage to critical engine components, loss of engine power, and a subsequent forced landing.
2013-12-04: We are adopting a new airworthiness directive (AD) for Eurocopter France Model EC 155B, EC155B1, SA-366G1, SA-365N, SA-365N1, AS-365N2, and AS 365 N3 helicopters, which requires modifying the fuel tank draining system. This AD is prompted by a closed fuel tank drain that, in the event of a fuel leak, could result in fuel accumulating in an area containing electrical equipment. The actions are intended to prevent accumulation of fuel in an area with electrical equipment or another ignition source, which may lead to a fire.
2013-06-51: We are publishing a new airworthiness directive (AD) for various model helicopters with certain part-numbered and serial- numbered Goodrich externally-mounted hoists installed. This AD requires performing a cable conditioning lift and a load inspection test, deactivating or replacing any hoist that fails the load inspection test, and recording the results of the load inspection test. This AD is prompted by a report of a failure of the overload clutch resulting in an in-flight failure of a hoist containing a dummy load during a maintenance flight. These actions are intended to detect conditions that may result in failure of the hoist and injury to persons being lifted.
65-28-01: 65-28-01 BRANTLY: Amdt. 39-168 Part 39 Federal Register December 14, 1965. Applies to Model B-2 Series Helicopters, Serial Number 454 and Below, Equipped with Tail Rotor Blades Assembly, P/N B2-111-11. Compliance required as indicated, unless already accomplished. To prevent further failures of the tail rotor blade grip at the outboard thrust bearing shoulder, accomplish the following: (a) For helicopters with tail rotor blades assembly, P/N B2-111-11, with less than 100 hours' time in service on the effective date of this AD, comply with (c) through (g) before the accumulation of 125 hours' time in service. (b) For helicopters with tail rotor blades assembly, P/N B2-111-11, with 100 or more hours' time in service on the effective date of this AD, comply with (c) through (g) within the next 25 hours' time in service. (c) Remove and disassemble tail rotor blades assembly, P/N B2-111-11, from hub and thrust bearings in accordance with Brantly Model B2B Maintenance Manual. (d) Using letter sealing wax or any other hard-setting, low-temperature-melting (250 degrees F. or less) material, make an impression of the thrust bearing shoulder relief radius in the grip at Blade Station 3.06, and inspect for a radius less than 0.020 inch. (e) Using at least a two-power magnifying glass, inspect for sharp corner circumferential tool marks deeper than 0.010 inch. (f) Remove from service any tail rotor blade with tool marks deeper than 0.010 inch or relief radius less than 0.020 inch before further flight. (g) Reinstall any tail rotor blade with tool marks not deeper than 0.010 inch or relief radius not less than 0.020 inch in accordance with Brantly Model B2B Maintenance Manual. This directive effective December 14, 1965
2025-06-10: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 787-8, 787-9, and 787-10 airplanes. This AD was prompted by possible horizontal stabilizer pivot pin lockring, outer pivot pin, and outboard spacer misalignment at final assembly. This AD requires inspection of the left-side and right-side horizontal stabilizer pivot pin assemblies for misalignment and incorrect gapping, and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
96-13-09: This amendment adopts a new airworthiness directive (AD) that is applicable to all Jetstream Model 4101 airplanes. This action requires a review of maintenance records to determine the time-in-service (TIS) of the bearings in the starter/generators of both engines. This action also establishes a new TIS limit for the bearings, and requires replacement of the starter/generator unit with a serviceable unit, if necessary. This amendment is prompted by reports of controlled in-flight engine shutdowns resulting from failure of the bearings in the starter/generator unit. The actions specified in this AD are intended to prevent such failure of the bearings of the starter/generator, which could cause severe vibrations and resultant in-flight shutdown of one or both engines.
2013-13-05: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747SP series airplanes, and certain The Boeing Company Model 747-100B SUD and 747-300 series airplanes. This AD was prompted by an evaluation by the design approval holder indicating that the fuselage skin just above certain lap splice locations is subject to widespread fatigue damage. This AD requires repetitive inspections for cracking of the fuselage skin above certain lap splice locations, and repair if necessary. We are issuing this AD to detect and correct fatigue cracking of the fuselage skin, which could result in reduced structural integrity of the airplane and sudden loss of cabin pressure.
2000-08-19: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 727 and 727C series airplanes, that requires one-time inspections of the exterior body skin located at the forward corners of the mid-galley door hinge cutouts to detect cracking, and corrective actions, if necessary. This AD also requires modification of the body skin of the mid-galley door hinge cutouts. This amendment is prompted by a report indicating that, during fatigue testing on a Boeing Model 727 series airplane, a crack was found in the body skin at the lower forward corners of the mid-galley door hinge cutouts due to cabin pressurization cycles. The actions specified by this AD are intended to prevent such fatigue cracking of the body skin, which could result in reduced structural integrity of the fuselage and consequent loss of cabin pressurization.
2000-08-13: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Learjet Model 45 airplanes. This action requires revising the Airplane Flight Manual to provide the flight crew with certain instructions associated with an exterior preflight inspection and ground operations. This amendment is prompted by a report indicating the occurrence of an uncommanded brake application condition that was not annunciated in the cockpit. The actions specified in this AD are intended to provide the flight crew with procedures to detect an uncommanded brake application condition during taxi and takeoff. Such a condition could result in a possible wheel/brake fire and/or a high-speed rejected takeoff.
2018-06-05: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 737-300 and -500 series airplanes. This AD was prompted by a report indicating that fatigue cracks were found in the lower wing skin of an airplane with winglets installed. This AD requires repetitive inspections for cracking of the lower wing skin, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
2013-11-11: We are superseding AD 2000-04-01 that applies to certain Cessna Aircraft Company (Cessna) Models 172R, 172S, 182S, 182T, T182T, 206H, and T206H airplanes. AD 2000-04-01 currently requires an inspection of the engine oil pressure switch and, if applicable, replacement of the engine oil pressure switch. This AD increases the applicability of the AD, places a life-limit of 3,000 hours time-in- service on the engine oil pressure switch, and requires replacement when the engine oil pressure switch reaches its life limit. This AD was prompted by new reports of internal failure of the engine oil pressure switch, which could result in complete loss of engine oil with consequent partial or complete loss of engine power or fire. We are issuing this AD to correct the unsafe condition on these products.
96-09-04: This amendment supersedes Airworthiness Directive (AD) 90-12-08, which currently requires the following on de Havilland Model DHC-3 airplanes: repetitively inspecting (using dye penetrant methods) the tailplane main rib forward flanges and the main rib forward lower flanges at the tailplane front attachment fitting for cracks and repairing any cracked flange. This AD action will retain the repetitive inspections currently required by AD 90-12-08, and will allow a certain modification as terminating action for these repetitive inspections. This action is prompted by the Federal Aviation Administration's determination that installing new angles and plates on the tailplane root ribs on de Havilland Model DHC-3 airplanes provides an equivalent level of safety to the repetitive inspections required by AD 90-12-08. The actions specified by this AD are intended to prevent failure of the tailplane structure caused by cracked tailplane main rib forward flanges or main rib forwardlower flanges at the tailplane front attachment fitting, which, if not detected and corrected, could result in loss of control of the airplane.
2003-10-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-400 and -400F series airplanes, that requires initial and, for certain airplanes, repetitive inspections of the rivets in the forward, top, and side panels of the nose wheel well (NWW) for discrepancies; and follow-on inspections and corrective action, if necessary. This amendment also provides eventual terminating action for the repetitive inspections. The actions specified by this AD are intended to find and fix discrepancies of the rivets in the NWW panels, which could result in failure of the rivets and consequent reduced structural integrity of the panels and rapid depressurization of the airplane. This action is intended to address the identified unsafe condition.
2013-12-07: We are adopting a new airworthiness directive (AD) for Bell Helicopter Textron Canada (BHTC) Model 407 helicopters with certain tailboom assemblies installed. This AD requires, at specified intervals, inspecting the tailboom assembly for a crack, loose rivet, or other damage. This AD was prompted by a stress analysis of the tailboom skin that revealed that high-stress-concentration areas are susceptible to skin cracking. This condition, if not detected, could result in a crack in the tailboom assembly, failure of the tailboom, and subsequent loss of control of the helicopter.
69-18-04: 69-18-04 ALLISON: Amdt. 39-860. Applies to Allison Models 250-C10 and 250-C18 Series Engines having Gearbox Serial Numbers CAG 20183; CAG 20185; CAG 20193 through CAG 20265; CAG 20508; CAG 21001 through CAG 21395; CAG 21600 through CAG 21706; CAG 21800 through CAG 21803 installed, except those engines modified in accordance with Allison Commercial Engine Bulletin 250 CEB-90, dated August 21, 1969, or later FAA approved revision, or having P/N 6852085 nitrided helical torquemeter shaftgears. COMPLIANCE: Amendment 39-833 effective September 10, 1969. To prevent torquemeter shaftgear failure, accomplish the following: A) Adjust the N1 speed at ground idle so that N2 speed does not exceed 71% RPM. Allison Commercial Service Letter No. 250 CSL-34, dated August 4, 1969, or later FAA approved revision relates to this subject. B) Avoid continuous operation at any flight or ground condition, other than during ground idle or practice autorotation, at engine power turbine speeds (N2) below 98% or above 102% RPM. Allison Commercial Service Letter No. 250 CSL-34, dated August 4, 1969, or later FAA approved revision relates to this subject. *See footnotes. This amendment becomes effective October 18, 1969. *As a result of these operating restrictions, the Rotorcraft Flight Manual and certain powerplant instrument markings for the Bell Model 206A and Hughes Model 369 Series Helicopters in which the affected engines are installed may require revision or modification. The necessary information for such changes is available from the manufacturers of these helicopters. Revision No. 1 dated September 24, 1969, to Allison Commercial Service Letter 250 CSL-34 and Allison Commercial Engine Bulletin 250 CEB-90 is a later FAA approved revision which relates to the subject matter of this airworthiness directive.
2000-08-05: This amendment supersedes an existing airworthiness directive (AD), applicable to Agusta Model A109C and A109K2 helicopters, that currently requires removing the main rotor pitch control link assemblies, measuring the radial play of each upper and lower spherical rod-end bearing (bearing), and replacing any unairworthy bearing. This amendment requires replacing the pitch control link assembly with an assembly that has increased durability and wear resistance. This amendment is prompted by reports of increased helicopter vibration caused by wear of bearings on certain pitch control link assemblies. The actions specified by this AD are intended to eliminate the need for recurring bearing inspections and to prevent failure of a bearing, increased helicopter vibration, and subsequent reduced controllability of the helicopter.
75-22-20: 75-22-20 SIAI-MARCHETTI: Amendment 39-2392. Applies to Models S.205-18/R, - 20/R, and -22/R, S/N's 001 thru 003, 101 thru 399, 4-101 thru 4-282, 4-285, 4-292, 5-302, 5-303 and 5-406; and Model S.208, S/N's 001 thru 003, 1-03 thru 1-15, 2-16 thru 2-27, 2-47 thru 2-50, 4-51, 4-60, 4-61, 4-62, 369, 3-100, 4-231, 4-233, 4-256, 4-257, and 4-258 airplanes, certificated in all categories. Compliance is required as indicated. To prevent possible failure of the landing gear, accomplish the following: (a) Within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, inspect the landing gear actuator attaching fork, P/N 205-6-214-15, for cracks, failure, and fork fin distance in accordance with Instructions, paragraph A., of SIAI Marchetti Service Bulletin, S.B. No. 205B40, dated April 7, 1975, or an FAA-approved equivalent. (b) If the inspection required by paragraph (a) of this AD reveals cracks or failure of the attaching fork, orif the fork fin distance is less than the minimum specified in the service bulletin, Instructions, paragraph a.8., before further flight, replace the landing gear actuator attaching fork, P/N 205-6-214-15, with one of new design, P/N 205-6-214-07, in accordance with Instructions, paragraph b. of SIAI Marchetti S.B. No. 205B40, or an FAA-approved equivalent. (c) If the inspection required by paragraph (a) of this AD reveals no cracks or failures and the fork fin distance is within allowable limits, either - (1) Reinstall the landing gear actuator fork, P/N 205-6-214-15, in accordance with Instructions, paragraph c. of SIAI Marchetti S.B. No. 205B40, or an FAA- approved equivalent; or (2) Install a new landing gear actuator attaching fork, P/N 205-6-214-07, in accordance with Instructions, paragraph b. of SIAI Marchetti S.B. No. 205B40, or an FAA- approved equivalent. This amendment becomes effective October 30, 1975.