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93-25-07: 93-25-07 BEECH AIRCRAFT CORPORATION: Amendment 39-8773. Docket No. 93-CE-38-AD. Applicability: The model and serial number airplanes presented below, certificated in any category, that do not have all the fuselage stringers Nos. 5 through 11 modified on both the right and left hand sides in accordance with either (1) Beech Service Bulletin (SB) 2472, Revision 1, dated September 1993; (2) Chapter 51-10 or 53-10, as applicable, of the maintenance manual; or (3) the instructions to Priester Aviation Service Supplemental Type Certificate (STC) SA63CH: Models Serial Numbers 200, A200, B200, and A100-1 BB-2 through BB-1462, BC-1 through BC-75, and BD-1 through BD-30 200C, A200C, and B200C BL-1 through BL-138, BJ-1 through BJ-66, BU-1 through BU-12, and BV-1through BV-12 200CT, A200CT, B200CT BN-1 through BN-4, BP-1 through BP-71, FC-1, FC-2, FC-3, FE-1 through FE-31, FG-1, FG-2, and GR-1 through GR-19 200T and B200T BT-1 through BT-38 300 FA-1 through FA-228 300 (FAA) FF-1 through FF-19 B300 FL-1 through FL-103 B300C FM-1 through FM-8 and FN-1 Compliance: Required upon the accumulation of 3,000 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, and thereafter as indicated. To prevent structural damage to the fuselage caused by cracked stringers in the rear pressure bulkhead area, accomplish the following: (a) Inspect fuselage stringers Numbers (Nos.) 5 through 11 on both the left and right hand sides for cracks in accordance with the ACCOMPLISHMENT INSTRUCTIONS section of Beech SB No. 2472, Revision 1, dated September 1993. (1) If no cracks are found, reinspect at intervals that correspond with the following: Stringers Modified in Accordance With One of the Three Modifications Referenced in the Applicability Section of this AD Inspection Interval No Stringers Modified 600 hours TIS on all stringers Nos. 8, 9, and 10 (one side) with Internal Modification 1,200 hours TIS on unmodified stringers Nos. 8, 9, and 10 (one side) with External Modification 600 hours TIS on unmodified stringers Nos. 5 through 11 AD no longer applies (2) If cracks are found, modify all cracked fuselage stringers at any time up to the time specified in the chart presented in paragraph (a)(3) of this AD. Accomplish this modification in accordance with the instructions in one of the three modifications specified in the Applicability section of this AD, and reinspect at intervals presented in the chart in paragraph (a)(1) of this AD. (3) The following chart specifies the required compliance time where cracked stringers must be modified: No. of Stringers Cracked on Any One Side of Fuselage When Modification Must be Accomplished (Hours TIS) 1 to 3 150 4 30 5 or more Prior to further flight (b) The modifications specified in the Applicability section of this AD may be accomplished at any time as terminating action for the inspection requirement of this AD provided that all fuselage stringers Nos. 5 through 11 are modified. (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 compliance time that provides an equivalent level of safety may be approved by the Manager, Wichita Aircraft Certification Office (ACO), FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209. The request should be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and send it to the Manager, Wichita ACO. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Wichita ACO. (e) The inspections and modification required by this AD shall be done in accordance with Beech Service Bulletin 2472, Revision 1, dated September 1993. 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 the Beech Aircraft Corporation, P.O. Box 85, Wichita, Kansas 67201-0085. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment (39-8773) becomes effective on February 15, 1994.
93-20-03: 93-20-03 LOCKHEED: Amendment 39-8710. Docket 92-NM-241-AD. Applicability: All Model L-1011 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. NOTE 1: This AD references Lockheed Document Number LR 31889, "Corrosion Prevention and Control Program, TriStar L-1011," dated March 15, 1991, including "Errata Sheet, LR 31889, Corrosion Prevention and Control Program, TriStar L-1011," issued September 29, 1992 (hereafter, both publications are referred to as "the Document"), for corrosion tasks, definitions of corrosion levels, compliance times, and reporting requirements. In addition, this AD specifies inspection and reporting requirements beyond those included in the Document. Where there are differences between the AD and the Document, the AD prevails. NOTE 2: As used throughout this AD, the term "the FAA" is defined differently for different operators, as follows: For those operators complying with paragraph (a) of this AD, "the FAA" is defined as "the Manager of the Atlanta Aircraft Certification Office (ACO)." For those operators operating under Federal Aviation Regulation (FAR) Part 121 or 129, and complying with paragraph (b) of this AD, "the FAA" is defined as "the cognizant PMI." For those operators operating under FAR Part 91 or 125, and complying with paragraph (b) of this AD, "the FAA" is defined as "the cognizant Maintenance Inspector at the appropriate FAA Flight Standards office." To preclude structural failure due to corrosion, accomplish the following: (a) Except as provided in paragraph (b) of this AD, complete each of the corrosion tasks specified in Section 4 of the Document in accordance with the procedures of the Document, and the schedule specified in paragraphs (a)(1) and (a)(2) of this AD. Corrosion task numbers C-32-710-01 (nose landing gear) and C-32-730-01 (main landing gear, left and right) are not required to be accomplished as part ofthis AD. NOTE 3: A "corrosion task," as defined in Section 4 of the Document, includes inspections; procedures for a corrective action, including repairs, under identified circumstances; application of corrosion inhibitors; and other follow-on actions. NOTE 4: Corrosion tasks completed in accordance with the Document before the effective date of this AD may be credited for compliance with the initial corrosion task requirements of paragraph (a)(1) of this AD. NOTE 5: Where non-destructive inspection (NDI) methods are employed, in accordance with Section 4 of the Document, the standards and procedures used must be acceptable to the Administrator in accordance with FAR Section 43.13. (1) Complete the initial corrosion task of each "airplane area" specified in Section 4 of the Document as follows: (i) For airplane areas that have not yet exceeded the "implementation age" (IA) for a corrosion task as of one year after the effective date of this AD: Initial compliance must occur no later than the IA plus the repeat (R) interval. (ii) For airplane areas that have exceeded the IA for a particular corrosion task, as of one year after the effective date of this AD: Initial compliance must occur within one R interval for that task, measured from a date one year after the effective date of this AD. (iii) For airplanes that are 20 years old or older as of one year after the effective date of this AD: Initial compliance must occur for each corrosion task within one R interval for that task, but not to exceed 6 years, measured from a date one year after the effective date of this AD, whichever occurs first. (iv) Notwithstanding paragraph (a)(1)(i), (a)(1)(ii), and (a)(1)(iii) of this AD, for airplane areas that exceed the IA for that area, the operator must accomplish the initial corrosion task for each such area at a minimum rate equivalent to one such area per year, beginning one year after the effective date of this AD.NOTE 6: This paragraph does not require inspection of any area that has not exceeded the IA for that area. NOTE 7: This minimum rate requirement may cause an undue hardship on some small operators. In those circumstances, requests for adjustments to the implementation rate will be evaluated on a case-by-case basis under the provisions of paragraph (h) of this AD. (2) Repeat each corrosion task at a time interval not to exceed the R interval specified in the Document for that task. (b) As an alternative to the requirements of paragraph (a) of this AD: Prior to one year after the effective date of this AD, revise the FAA-approved maintenance/inspection program to include the corrosion prevention and control program specified in the Document; or to include an equivalent program that is approved by the FAA. In all cases, the initial corrosion task for each airplane area must be completed in accordance with the compliance schedule specified in paragraph (a)(1) of this AD. Corrosion task numbers C-32-710-01 (nose landing gear) and C-32-730-01 (main landing gear, left and right) are not required to be accomplished as part of this AD. (1) Any operator complying with paragraph (b) of this AD may use an alternative recordkeeping method to that otherwise required by FAR Section 91.417 or Section 121.380 for the actions required by this AD, provided it is approved by the FAA and is included in a revision to the FAA-approved maintenance/inspection program. (2) Subsequent to the accomplishment of the initial corrosion task, extensions of R intervals specified in the Document must be approved by the FAA. (c) To accommodate unanticipated scheduling requirements, it is acceptable for an R interval to be increased by up to 10%, but not to exceed 6 months. The FAA must be informed, in writing, of any such extension within 30 days after such adjustment of the schedule. (d) (1) If, as a result of any inspection conducted in accordance with paragraphs (a) or (b) of this AD, Level 3 corrosion is determined to exist in any airplane area, accomplish either paragraph (d)(1)(i) or (d)(1)(ii) within 7 days after such determination: (i) Submit a report of that determination to the FAA and complete the corrosion task in the affected areas on all Model L-1011 series airplanes in the operator's fleet; or (ii) Submit to the FAA for approval one of the following: (A) A proposed schedule for performing the corrosion tasks in the affected areas on the remaining Model L-1011 series airplanes in the operator's fleet, which is adequate to ensure that any other Level 3 corrosion is detected in a timely manner, along with substantiating data for that schedule; or (B) Data substantiating that the Level 3 corrosion found is an isolated occurrence. NOTE 8: Notwithstanding the provisions of Section 1 of the Document, which would permit corrosion that otherwise meets the definition of Level 3 corrosion (i.e., which is determined to be a potentially urgent airworthiness concern requiring expeditious action) to be treated as Level 1 if the operator finds that it "can be attributed to an event not typical of the operator's usage of other airplanes in the same fleet," this paragraph requires that data substantiating any such finding be submitted to the FAA for approval. (2) The FAA may impose schedules other than those proposed, upon finding that such changes are necessary to ensure that any other Level 3 corrosion is detected in a timely manner. (3) Within the time schedule approved under paragraph (d)(1) or (d)(2) of this AD, accomplish the corrosion tasks in the affected areas of the remaining Model L-1011 series airplanes in the operator's fleet. (e) If, as a result of any inspection after the initial inspection conducted in accordance with paragraphs (a) or (b) of this AD, it is determined that corrosion findings exceed Level 1 in any area, within 60 days after such determination, implement a means, approved by the FAA, to reduce future findings of corrosion in that area to Level 1 or better. (f) Before any operator places into service any airplane subject to the requirements of this AD, a schedule for the accomplishment of corrosion tasks required by this AD must be established in accordance with paragraph (f)(1) or (f)(2) of this AD, as applicable: (1) For airplanes previously maintained in accordance with this AD, the first corrosion task in each airplane area to be performed by the new operator must be accomplished in accordance with the previous operator's schedule or with the new operator's schedule, whichever would result in the earlier accomplishment date for that task. After each corrosion task has been performed once, each subsequent task must be performed in accordance with the new operator's schedule. (2) For airplanes that have not been previously maintained in accordance with this AD, the first corrosion task for each airplane area to be performed by the new operator must be accomplished prior to further flight or in accordance with a schedule approved by the FAA. (g) Reports of Level 2 and Level 3 corrosion must be submitted at least quarterly to Lockheed Aeronautical Systems in accordance with Section 5 of the Document. NOTE 9: Reporting of Level 2 and Level 3 corrosion found as a result of any opportunity inspections is highly desirable. (h) An 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, Atlanta Aircraft Certification Office (ACO), FAA, Small Airplane Directorate. Operators shall submit their requests through the cognizant Maintenance Inspector at the appropriate FAA Flight Standards office, who may concur or comment and then send it to the Manager, Atlanta ACO. NOTE 10: Information concerning the existence of approved alternative methods of compliance with thisAD, if any, may be obtained from the Atlanta ACO. (i) Special 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. (j) Reports of corrosion inspection results required by this AD have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120-0056. (k) The completion of the corrosion tasks shall be done in accordance with Lockheed Document Number LR 31889, "Corrosion Prevention and Control Program, TriStar L-1011," dated March 15, 1991; including "Errata Sheet, LR 31889, Corrosion Prevention and Control Program, TriStar L-1011," issued September 29, 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 Lockheed Western Export Company, Attn: Commercial and Customer Support, Dept. 693, Zone 0755, 86 South Cobb Drive, Marietta, Georgia 30063. Copies may be inspected at the Federal Aviation Administration (FAA), Transport Airplane Directorate, Rules Docket, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Atlanta Aircraft Certification Office, 1669 Phoenix Parkway, Suite 210C, Atlanta, Georgia; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (l) This amendment becomes effective on December 17, 1993.
2020-06-19: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 727, 727C, 727-100, 727-100C, 727-200, and 727-200F series airplanes. This AD was prompted by reports of nuisance stick shaker activation while the airplane accelerated to cruise speed at the top of climb. This AD was also prompted by an investigation of those reports that revealed that the angle of attack (AOA) (also known as angle of airflow) sensor vanes could not prevent the build-up of ice, causing the AOA sensor vanes to become immobilized, which resulted in nuisance stick shaker activation. This \n\n((Page 29599)) \n\nAD requires a general visual inspection of the AOA sensors for certain AOA sensors, and replacement of affected AOA sensors. The FAA is issuing this AD to address the unsafe condition on these products.
83-19-03: 83-19-03 PIPER: Amendment 39-4730. Applies to Models PA-24-180/250/260 (S/N 24-1 and up); PA-24-400, (S/N 26-2 and up); PA-30 (S/N 30-2 thru 30-2000); and PA-39 (S/N 39-1 thru 39-155) airplanes certificated in any category. Compliance: Required as indicated, unless already accomplished. To prevent wing lower main spar cap damage and possible cracks in this component where it enters the fuselage at the lower wing root fairing, accomplish the following: a) Within the next 100 hours time-in-service after the effective date of this AD, inspect the lower spar cap for chafing damage and cracks in accordance with the Instructions Section of Piper Service Bulletin 751 dated May 24, 1983. b) Prior to further flight, polish out any chafing damage or replace parts which are cracked or that have chafing damage which cannot be polished out within the depth limits specified in the Instructions Section of Piper Service Bulletin 751 dated May 24, 1983, with a serviceable part.c) Prior to reinstallation, trim the lower portion of the seal plates in accordance with the Instructions Section of Piper Service Bulletin 751 dated May 24, 1983. d) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. e) An equivalent method of compliance with this AD may be used, if approved, by the Manager, New York Aircraft Certification Office, FAA, Room 202, 181 South Franklin Avenue, Valley Stream, New York 11581. This amendment becomes effective on September 30, 1983.
78-01-06: 78-01-06 HAWKER SIDDELEY AVIATION, LIMITED: Amendment 39-3108. Applies to Model DH/BH/HS-125 airplanes, certificated in all categories. Compliance is required as indicated unless already accomplished. To prevent possible detachment of the bolts securing the elevator control pulley bracket to the aircraft structure, accomplish the following: (a) For BH/HS-125-600A aircraft, within 10 hours time in service after the effective date of this AD, replace the four bolts attaching the elevator control pulley bracket to the top of fin rear spar with 25-6CF 519 or NAS 1304-10H bolts and safety wire replacement bolts in pairs all in accordance with the section entitled "Accomplishment Instructions" of Hawker Siddeley Aviation, Ltd., Modification Service Bulletin 27-122(2578), dated March 31, 1977, or an FAA-approved equivalent. (b) For all other DH/BH-125 aircraft, within 100 hours time in service after the effective date of this AD, replace the four bolts attaching the elevator control pulley bracket to the top of the fin rear spar in accordance with Paragraph (a) of this AD. This amendment becomes effective January 12, 1978.
90-21-08: 90-21-08 CESSNA: Amendment 39-6711. Docket No. 89-CE-08-AD. Applicability: Applies to Model 180 airplanes (Serial Numbers 30000 thru 32487) equipped with over the wing (cabin) primary fuel vents certificated in any category. Compliance: Required as indicated unless already accomplished. To preclude undetected fuel loss on airplanes equipped with an over the wing (above cabin top) fuel vent tube, accomplish the following: (a) Within the next 100 hours time-in-service (TIS) after the effective date of this AD, fabricate and install the following placard on the instrument panel in full view of the pilot using letters at least 1/8 in. high; "CAUTION, UNDETECTED FUEL LOSS AND ERRONEOUS FUEL GAUGING MAY OCCUR AFTER AN INADVERTENT ICING ENCOUNTER." (b) When the left fuel bladder is removed for any purpose, modify or install a fuel tank (bladder) equivalent to Cessna Part Number 0726000-13 (fuel vent in the outboard end of the fuel tank container), and relocate the primary fuel vent opening to behind the left lift strut in accordance with Cessna Service Kit SK 180-6. (Under the wing primary fuel vents behind both the left and right wing lift struts are acceptable). (c) The placard specified in paragraph (a) of this AD is not required if the airplane has been modified per the requirements of paragraph (b) of this AD. NOTE 1: Fuel tank bladders and modifications may be obtained from (but not limited to) the following sources: 1. Aero Tire and Tank, Inc. 11219 Shady Trail Dallas, TX 75229 2. Aviation Fuel Cells International 5680 Shelby Drive Memphis, TN 38115 3. Floats and Fuel Cells 4010 Pilot Drive Suite 3 Memphis, TN 38118 4. Aviation Materials 4300 Swinnea Road Memphis, TN 38118 (d) Airplanes may be flown in accordance with FAR 21.197 to a location where this AD may be accomplished. (e) The placard installation required by this AD is preventative maintenance and may be performed by the holder of a pilot certificate issued under FAR Part 61 subject to the limitations of FAR 43.3. The maintenance record entries required by FAR 43.9 and FAR 91.417 must be accomplished. (f) An alternate means of compliance with this AD may be used if approved by the Manager, Wichita Aircraft Certification Office, Federal Aviation Administration, 1801 Airport Road, Room 100, Wichita, Kansas 67209. NOTE 2: The request should be forwarded through an FAA Maintenance Inspector, who may add comments and send it to the Manager, Wichita Aircraft Certification Office. All persons affected by this directive may obtain copies of the documents referred to herein upon request to Cessna Aircraft Services, P.O. Box 1521, Wichita, Kansas 67201; or may examine these documents at the FAA, Office of the Assistant Chief Counsel, Room 1558, 601 East 12th Street, Kansas City, Missouri 64106. This amendment (39-6711, AD 90-21-08) becomes effective on November 13, 1990.
93-07-01: 93-07-01 FOKKER: Amendment 39-8533. Docket 92-NM-42-AD. Applicability: Model F28 Mark 0100 series airplanes; serial numbers 11244 through 11339, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent inaudible communications between the forward and aft passenger compartments, which could potentially hamper emergency evacuation procedures, accomplish the following: (a) Within 12 months after the effective date of this AD, modify the passenger address system in accordance with Fokker Service Bulletin SBF100-23-017, Revision 1, dated April 3, 1992. (b) An 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, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments andthen send it to the Manager, Standardization Branch, ANM-113. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (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) The modification shall be done in accordance with Fokker Service Bulletin SBF100-23- 017, Revision 1, dated April 3, 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 Fokker Aircraft USA, Inc., 1199 North Fairfax Street, Alexandria, Virginia 22314. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (e) This amendment becomes effective on May 10, 1993.
2020-10-02: The FAA is superseding Airworthiness Directive (AD) 2011-12-07 for Eurocopter France (now Airbus Helicopters) Model SA-365C, SA-365C1, SA-365C2, SA-365N, SA-365N1, AS-365N2, AS 365 N3, and SA-366G1 helicopters. AD 2011-12-07 required repetitively inspecting the adhesive bead between the bushings and the Starflex star (Starflex) arms and the Starflex arm ends. This new AD retains the requirements of AD 2011-12-07 while omitting helicopters with an improved Starflex installed from the applicability. This AD was prompted by the development of the improved Starflex by Airbus Helicopters. The actions of this AD are intended to address an unsafe condition on these products.
82-04-08: 82-04-08 PIPER AIRCRAFT CORPORATION: Amendment 39-4323. Applies to Piper Model PA-34-220T (Serial Numbers 34-8133001 through 34-8233020) airplanes certificated in any category. Compliance: Required as indicated unless already accomplished. To prevent a potentially hazardous condition during landing and ground operation due to the inadvertent retraction of the landing gear, accomplish the following: A) Within the next 50 hours time-in-service after the effective date of this AD, inspect and modify the landing gear selector and squat switches in accordance with the Instructions Section contained in Piper Service Bulletin No. 732, dated November 11, 1981. B) Any equivalent method of compliance may be approved by the Chief, Atlanta Aircraft Certification Office, FAA, Southern Region, Room 275, 3400 Norman Berry Drive, East Point, Georgia 30344. This amendment becomes effective February 25, 1982.
2000-14-51: 2000-14-51 AIR TRACTOR INCORPORATED: Amendment 39-11837; Docket No. 2000-CE-40-AD. (a) What airplanes are affected by this AD? This AD applies to the following Air Tractor airplane models and serial numbers: Model Serial Numbers AT-501 501-002 through 501-0060 that have been converted to turboprop power. AT-502 502-003 through 502-0061, except those that have been upgraded to the 8,000-pound gross weight configuration through the incorporation of Snow Engineering Co. Service Letter #80J. AT-502A All serial numbers. (b) Who must comply with this AD? Anyone who wishes to operate any of the above airplanes on the U.S. Register must comply with this AD. (c) What problem does this AD address? This AD is intended to detect and correct fatigue cracks in the wing lower spar cap, which could result in an in-flight separation of the wing from the airplane. (d) What actions must I accomplish to address this problem? To address this problem, you mustaccomplish the following: Action When Procedures (1) Initial Inspection: Visually inspect the wing lower spar cap at the wing center splice connection for cracks. At whichever of the following that is applicable: (i) For the Models AT-501 and AT-502 airplanes: Upon accumulating 4,000 hours time-in-service (TIS) on each wing or within the next 10 hours TIS after the effective date of this AD, whichever occurs later; or (ii) For the Model AT-502A airplanes: Upon accumulating 3,000 hours TIS on each wing or within the next 10 hours TIS after the effective date of this AD, whichever occurs later. Accomplish this inspection in accordance with the INSPECTION REQUIREMENTS section of Snow Engineering Co. Service Letter #197, dated June 13, 2000. Action When Procedures (2) Repetitive Inspections: Inspect using visual or ultrasonic methods the wing lower spar cap at the center splice connection for cracks. For all affected airplanes, accomplish the repetitive inspections as follows: (i) Visually: Within 50 hours TIS after the initial inspection and thereafter at intervals not to exceed 50 hours TIS; or (ii) Using ultrasonic methods: Within 400 hours TIS after the initial inspection and thereafter at intervals not to exceed 400 hours TIS. Accomplish these inspections in accordance with the INSPECTION REQUIREMENTS section of Snow Engineering Co. Service Letter #197, dated June 13, 2000. (3) Replace or modify any cracked wing lower spar cap, as specified in the service information. Prior to further flight after the inspection where the crack is found. Accomplish the replacement and modification as follows: (i) Replacement: Remove the wing with the cracked lower spar cap and return to Air Tractor for spar cap replacement. Immediately notify Air Tractor that you are sending the wing if the cracked spar cap can not be modified. (ii) Modification: In accordance with the TERMINATING ACTION section of Snow Engineering Co. Service Letter #197, dated June 13, 2000. (4) Modifying each lower spar cap is considered terminating action for the repetitive inspection requirement. This modification can only be accomplished if the lower spar caps are inspected before the modification is incorporated and: (i) no cracks are found; or (ii) any crack found can be removed by drilling the hole to the next larger size. This terminating action may be accomplished at any time provided the lower spar caps are not cracked. Accomplish in accordance with the TERMINATING ACTION section of Snow Engineering Co. Service Letter #197, dated June 13, 2000. (e) Can I comply with this AD in any other way? You may use an alternative method of compliance or adjust the compliance time if: (1) Your alternative method of compliance provides an equivalent level of safety; and (2) The Manager, Fort Worth Airplane Certification Office (ACO), approves your alternative. Submit your request through an FAA Principal Maintenance Inspector. The inspector may add comments before sending it to the Manager, Fort Worth ACO. Note: This AD applies to each airplane identified in paragraph (a) of this AD, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (e) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if you have not eliminated the unsafe condition, specific actions you propose to address it. (f) Where can I get information about any already-approved alternative methods of compliance? Contact Rob Romero, Aerospace Engineer, FAA, Fort Worth ACO, 2601 Meacham Boulevard, Fort Worth, Texas 76193-0150; telephone: (817) 222-5102; facsimile: (817) 222-5960. (g) What if I need to fly the airplane to another location to comply with this AD? The FAA can issue a special flight permit under sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate your airplane to a location where you can accomplish the requirements of this AD provided you comply with the following: (1) The hopper is empty; (2) Vne is reduced to 138 miles per hour (mph) (120 knots) indicated airspeed (IAS); and (3) Flight into known turbulence is prohibited. (h) Are any service bulletins incorporated into this AD by reference? Actions required by this AD must be done in accordance with Snow Engineering Co. Service Letter #197, dated June 13, 2000. The Director of the Federal Register approved this incorporation by reference under 5 U.S.C. 552(a) and 1 CFR part 51. You may get copies of this document from Air Tractor, Incorporated, P.O. Box 485, Olney, Texas 76374. You may look at copies at FAA, Central Region, Office of the Regional Counsel, 901 Locust, Room 506, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW, suite 700, Washington, DC. (i) When does this AD become effective? This AD becomes effective August 4, 2000, to all affected persons who did not receive emergency AD 2000-14-51, issued July 3, 2000. Emergency AD 2000-14-51 contained the requirements of this amendment and became effective immediately upon receipt.