Results
2014-16-24: We are superseding Airworthiness Directive (AD) 2012-10-53 for Eurocopter Deutschland GmbH (ECD) (now Airbus Helicopters) Model EC135P1, EC135P2, EC135P2+, EC135T1, EC135T2, and EC135T2+ helicopters. AD 2012-10-53 required, before further flight and at specified intervals, checking and inspecting the upper and lower main rotor hub (MRH) shaft flanges for a crack, and inspecting the lower hub-shaft flange bolt attachment areas for a crack. Since we issued AD 2012-10- 53, it has been determined that it is safe to increase the visual inspection intervals of the MRH shaft flanges from 10 hours time-in- service (TIS) to 50 hours TIS and remove the inspection of the lower MRH shaft flange bolt attachment areas. This new AD continues to require checking and inspecting the upper and lower MRH shaft flanges for a crack. These actions are intended to detect a crack on the MRH shaft flange, which if not corrected, could result in failure of the MRH and subsequent loss of control of the helicopter.
56-23-03: 56-23-03 SIKORSKY: Applies to All Model S-55 Helicopters. Compliance required as indicated. Due to additional failures, it has been found necessary to lower the retirement time specified in AD 56-10-02. Accordingly, the horizontal hinge pin assembly, P/N S10-10-3331 and S10-10-3331-1 with 750 hours service must be replaced by December 1, 1956, or prior to the accumulation of 850 hours, whichever occurs first. Parts with 850 hours or more must be replaced prior to further service. Thereafter, P/N S10-10-3331 and S10-10-3331-1 are to be retired at not more than 750 hours. This supersedes AD 56-10-02.
2014-16-07: We are superseding Airworthiness Directive (AD) 2011-15-09 for certain Bombardier, Inc. Model DHC-8-400, -401, and -402 airplanes. AD 2011-15-09 required repetitive inspections for proper operation of the main landing gear (MLG) alternate extension system (AES), and corrective actions if necessary. This new AD requires, for certain airplanes, new repetitive inspections for proper operation of the MLG AES, and corrective actions if necessary. This new AD also requires eventually replacing the MLG AES cam mechanism assembly with a new assembly, which terminates the repetitive inspections for those airplanes. This AD was prompted by a determination that, for certain airplanes not affected by AD 2011-15-09, a different MLG AES cam mechanism assembly was installed, resulting in input lever fractures and inability to open the MLG door; those assemblies could be subject to the same unsafe condition in AD 2011-15-09. We are issuing this AD to prevent improper operation of the cam mechanism or rupture of the door release cable, which [[Page 48969]] could result in loss of control of the airplane during landing.
52-28-03: 52-28-03 BELL: Applies to All 47 Series Helicopters With the 47-645-002 Gearbox Installed. Compliance required as directed. Replace the tail rotor gearbox shaft, P/N 47-645-077-1, when it has accumulated 900 hours of operation. (Bell's Mandatory Service Bulletin No. 83, Revision A, dated October 2, 1952, covers this same subject.)
59-10-05: 59-10-05 HAMILTON STANDARD: Applies to All Hamilton Standard Propellers Controlled by 5U21 Governors and Installed on TC18EA Series Engines. Compliance required at first governor overhaul after September 1, 1959, but not later than February 1, 1960. Adverse environmental conditions in the propeller governor resulting from certain types of engine failure have caused improper operation of the governor in such a manner as to result in propeller overspeeding and failure to feather. In order to minimize the possibility of such occurrences, provide a means for feathering that will be independent of the pilot valve incorporated in the 5U21 governor. Replacement of the 5U21 governor by the Hamilton Standard 5AB23 governor is considered an acceptable means to accomplish the desired objective. Any other approved means of accomplishing the desired objective will also be acceptable. (Hamilton Standard Service Bulletin No. 591 covers this same subject.)
2014-16-02: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model CL-600-1A11 (CL-600) airplanes. This AD requires revising the airplane flight manual to prohibit thrust reverser operation, and repetitive detailed inspections of both engine thrust reversers for cracks and modification if necessary. The modification of the thrust reversers is also an optional terminating action for the repetitive inspections. This AD was prompted by reports of partial deployment of an engine thrust reverser in-flight caused by a failure of the translating sleeve at the thrust reverser attachment points. We are issuing this AD to detect and correct cracks of the translating sleeve at the thrust reverser actuator attachment points, which could result in deployment or dislodgement of an engine thrust reverser in- flight and subsequent reduced control of the airplane.
55-04-01: 55-04-01 FEDERAL SKIS: Applies to All Cessna Model 180 Aircraft Equipped With Federal Model AWB-2500A Wheel Skis. Compliance required as soon as possible but no later than next 100 hour inspection. Instances have been reported of the main skis pitching downward against the forward limiting cables during normal flight causing the airplane to assume a dive attitude with a resulting loss of altitude before recovery. To preclude the possibility of the serious consequences that might result should this condition occur at low altitudes, the following corrective action must be accomplished: 1. Replace the existing mechanical rigger with Federal No. 11G1064-2 mechanical rigger. 2. Install Federal No. 11D1059-5 preloaded bungee assembly in each of forward limiting cables and adjust the cables so that the skis when in the "up" position on the wheel, will be allowed to pitch nose down minus 12 degrees to 14 degrees in flight without extending the bungee units. This angleis measured between the top of the ski channel and the horizontal reference line of the airplane. (Federal Service bulletin No. 102 covers the same subject.)
2014-14-04: We are superseding Airworthiness Directive (AD) 2003-18-10 for certain The Boeing Company Model 767 airplanes. AD 2003-18-10 required revising the Airworthiness Limitations Section of the maintenance planning data (MPD) document. This new AD also requires revising the maintenance program to incorporate an additional limitation, which terminates the existing requirements; and adds airplanes to the applicability. This AD was prompted by a re-evaluation of certain doors and flaps based on their fatigue-critical nature. We are issuing this AD to detect and correct fatigue cracking of the principal structural elements (PSEs), which could adversely affect the structural integrity of the airplane.
71-17-06: 71-17-06 PRATT & WHITNEY AIRCRAFT: Amendment 39-1262. Applies to all Pratt & Whitney Aircraft JT12A-6, JT12A-6A, JT12A-8, and J60P-5B Turbojet engines. Compliance required as indicated. To prevent cracking and possible failure of stage 2, 3, 7 and 8 compressor rotor discs of life limits on these parts have been reduced below the figures currently approved. Unless already accomplished, remove from service stage 2, 3, 7 and 8 compressor rotor discs prior to reaching the revised life limit below or, within the next 30 cycles in service after the effective date of this airworthiness directive, whichever comes later. Part Number Previous Life Limit Cycles Revised Life Limit Cycles 406302 8000 6000 541902 8000 6000 406203 7500 4000 541903 7500 4000 426107 4000 2500 541907 4000 2500 406208 8000 5000 541908 8000 5000 NOTE: (The disc hour life limit as specified in Pratt & Whitney Aircraft Overhaul Manual Part No. 435108 Table of Limits Section XI has not been revised.) (Upon submission 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 time.) NOTE: P&WA Telegram PSE/AMG/1-7-13-1 covers this same subject. This amendment is effective August 17, 1971.
2014-15-07: We are adopting a new airworthiness directive (AD) for certain Bombardier, Inc. Model DHC-8-102, -103, -106, -201, -202, -301, -311, and -315 airplanes. This AD was prompted by reports of a fractured wing-to-fuselage strut attachment joint bolt. This AD requires a torque check of all wing-to-fuselage strut attachment joint bolts, and repair or replacement if necessary. For certain airplanes, this AD also requires a detailed inspection for corrosion, damage, and wear of each wing-to-fuselage strut attachment joint bolt and associated hardware, and replacement if necessary; and a borescope inspection for corrosion and damage of the bore hole and barrel nut threads, and repair or replacement if necessary. We are issuing this AD to detect and correct fractured strut attachment joint bolts, which could result in reduced structural integrity of the wing-to-fuselage strut attachment joint and subsequent loss of the wing.
96-09-03: This amendment adopts a new airworthiness directive (AD), applicable to Societe Nationale Industrielle Aerospatiale and Eurocopter France Model SA-365N, N1, and N2 helicopters, that requires an inspection of the door jettison systems to determine if the handle shafts are locked to the jettison systems. If the inspection indicates the handle shafts are locked to the jettison systems, this AD requires installation of a snapwire on the jettison systems and a visual inspection of the door jettison handles to determine whether two spring pins are installed, and installation of a second spring pin, if necessary. If the initial inspection indicates that the handle shafts are not locked to the jettison systems, this AD requires replacement of the sheared spring pin with two spring pins. This amendment is prompted by a factory inspection performed by the manufacturer that revealed that the forward passenger door jettison handles may have been fitted with one spring pin instead of two spring pins at the door jettison handle attachment points. The actions specified by this AD are intended to prevent a loss of the doors in flight and subsequent damage to the horizontal stabilizer, main fin, or lateral fins.
2014-13-08: We are superseding Airworthiness Directive (AD) 2013-24-14 for Diamond Aircraft Industries GmbH Models DA40 and DA40F airplanes. 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 the fatigue strength found in the aft main spar not ensuring unlimited lifetime structural integrity. We are issuing this AD to require actions to address the unsafe condition on these products.
69-12-04: 69-12-04 BELLANCA: Amdt. 39-779. Applies to Models 14-19-3A (Serial Numbers 4229 thru 4342) and 17-30 (Serial Numbers 30001 thru 30164) Airplanes. Compliance: Required as indicated. To prevent failures of the stabilizer rear strut clevises, unless already accomplished, perform either A or B below: A) Within 25 hours' time-in-service after the effective date of this airworthiness directive, and thereafter at intervals of not to exceed 25 hours' time-in-service from the date of the last inspection, conduct a magnetic particle inspection of both P/N 193101-9 rear strut attach clevises in the area of the threaded shank. The clevises must be removed from the airplane to perform the inspection. If a crack is found during any inspection, before further flight, perform the replacement required by Paragraph B of this airworthiness directive. B) Within 25 hours' time-in-service after the effective date of this airworthiness directive, replace both P/N 193101-9 rear strutattach clevises with redesigned P/N 193130 rear strut attach clevises, in accordance with instructions contained in Bellanca Service Letter No. 50, dated May 28, 1969, or any other method approved as an equivalent by the Chief, Engineering & Manufacturing Branch, Federal Aviation Administration, Central Region. C) When the replacement described in Paragraph B of this airworthiness directive has been accomplished on both rear strut attach clevises, the inspections required by Paragraph A of this airworthiness directive are no longer required. This amendment becomes effective June 13, 1969.
2014-14-01: We are adopting a new airworthiness directive (AD) for certain Rolls-Royce plc (RR) RB211 Trent 768-60, 772-60, and 772B-60 turbofan engines. This AD requires modification of the engine by removing an electronic engine control (EEC) incorporating EEC software standard A14 or earlier and installing an EEC eligible for installation. This AD was prompted by an uncontained multiple turbine blade failure on an RR RB211 Trent 772B turbofan engine. We are issuing this AD to prevent failure of the intermediate-pressure (IP) turbine disk drive arm or burst of the high-pressure turbine disk, which could lead to uncontained engine failure and damage to the airplane.
57-26-02: 57-26-02 VICKERS: Applies to All Viscount 700 Series Aircraft. Compliance required not later than July 1, 1958. To preclude the possibility of the flap idler sprocket retaining nut, P/N 60903-39 and 60903-1151 from becoming unscrewed, the improved locking means for the sprocket shaft nuts at Nos. 1, 2, and 3 flap units should be incorporated. This consists of the installation of a screwed collar P/N 70103-4227 and a split pin, P/N SP9E10. Vickers PTL No. 174 and Modification Bulletin No. 2439 cover the same subject. Modification No. 2439 has been classified as essential by the British Air Registration Board. The FAA concurs and considers compliance mandatory.
70-15-12: 70-15-12 SHORT BROTHERS AND HARLAND, LIMITED: Amdt. 39-1043. Applies to Model SC-7, Series III airplanes. To prevent cracking around the drain boss of the engine plenum chamber, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, incorporate Modification No. 1034 by installing flexible drain lines between the engine plenum chamber and bottom heat shield on both engines in accordance with Shorts Bulletin No. 71-56, Revision 1, dated May 20, 1970, or a later ARB-approved issue or an FAA approved equivalent. This amendment becomes effective July 23, 1970.
56-18-03: 56-18-03 DOUGLAS: Applies to All Models A-26B and A-26C Aircraft. Compliance required prior to September 5, 1956, and each periodic inspection thereafter. Numerous cases have been discovered of cracks in the nose gear cross beam assembly of certificated A-26 aircraft, developing at the inboard end of the trunnion journal. Accordingly, to reduce the possibility of failure of the wheel cross beam assemblies, the following inspection is required. (a) Remove the nose wheel cross beam assembly, P/N 5280335, or 5280336, or 5123942 or 5123943. (b) Using magnetic particle, dye penetrant or x-ray inspection equipment, inspect the 5-inch outboard portion of the beam and trunnion assembly for cracks, measuring from the trunnion journal inboard and paying particular attention to the area around the trunnion's shoulder and inboard of the welded area of the strap. (c) Cross beam assemblies found cracked during this inspection must be replaced. (USAF Technical Order 1B-26-519, dated April 9, 1956, covers this same subject.)
2014-12-12: We are adopting a new airworthiness directive (AD) for certain Airbus Helicopters Model EC120B and EC130B4 helicopters. This AD requires replacing parts of the sliding door star support attachment assembly, depending on the outcome of required inspections. This AD is prompted by a report that passengers in a helicopter were forced to exit through the pilot door after landing because they could not open the sliding door from the inside. The actions of this AD are intended to prevent failure of the sliding door star support attachment, which could inhibit operation of a sliding door from inside, delaying the evacuation of passengers during an emergency.
84-10-04: 84-10-04 BOEING: Amendment 39-4872. Applies to Model 737 series airplanes certificated in all categories listed in Boeing Service Bulletin 737-24-1038 dated May 13, 1983, or later FAA approved revisions. To insure continued structural integrity of the elevator control system and to minimize a potential fire hazard, accomplish the following within the next 300 landings or 30 days, whichever occurs first, after the effective date of this AD, unless accomplished since the last removal of the APU generator circuit breaker:\n \n\tA.\tInspect the APU feeder cable on the aft side of Body Station 259.5 for interference with control cables as specified in Boeing Service Bulletin 737-24-1038 dated May 13, 1983, or later FAA approved revisions. \n\n\tB.\tRepair or replace any severed or damaged cables before further flight and insure that APU feeder cable attachments are intact. Relieve any cable interference in accordance with accepted methods prescribed by FAA Advisory Circular AC 43.13-1A,Chapter 11, Section 7, or in accordance with the modification specified by paragraph D., below.\n \n\tC.\tRepeat the inspection of paragraph A., above, following each removal of the APU generator circuit breaker, until the modification specified in paragraph D., below, is accomplished. \n\n\tD.\tThe inspections required by paragraph A. may be terminated by installation of the modification specified in Boeing Service Bulletin 737-24-1038 dated May 13, 1983, or later FAA approved revisions. \n\n\tE.\tFor purposes of complying with this AD, subject to acceptance by the assigned FAA Principal Maintenance Inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average from takeoff to landing for the airplane type. \n\n\tF.\tAirplanes may be flown to a maintenance base for repairs or replacement in accordance with FAR 21.197 and 21.199 with prior approval of the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tG.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region.\n \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. These documents may also be examined at the FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment becomes effective June 4, 1984.
80-25-04: 80-25-04 LOCKHEED-CALIFORNIA COMPANY: Amendment 39-3983. Applies to Model L-1011 series airplanes certificated in all categories. Compliance is required as indicated, unless already accomplished. To prevent fuel leakage of specified fuel shut-off valves which could result in fire hazard accomplish the following: (a) Within 600 hours' time in service from the effective date of this AD, modify Whittaker fuel shut-off valves (12 per airplane) identified in paragraph 2.A of Lockheed Service Bulletin 093-28-062 Revision 1 dated August 20, 1980 by the dated May 20, 1980. Valve assemblies with a gold anodized valve cover have been previously reworked and do not require further modification per this AD. (b) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections required by this AD. (c) Alternative inspections, modifications or other actions which provide an equivalent level of safety may be used when approved by the Chief, Los Angeles Area Aircraft Certification Office, FAA Northwest Region. The manufacturers 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 Lockheed-California Company, P.O. Box 551, Burbank, California 91520, Attention: Commercial Support Contracts. These documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108 or 15000 Aviation Boulevard, Hawthorne, California 90261, Room 6W14. This amendment becomes effective January 2, 1981.
80-21-53: 80-21-53 ROBINSON HELICOPTER: Amendment 39-3989. Applies to Model R-22 Helicopters, certified in all categories, fuselage numbers 0006 through 0060, with spiral bevel gear sets numbered 39 through 210 installed in the main rotor transmission. Compliance is required prior to further flight unless already accomplished. To prevent tooth failure of the spiral bevel gear in the main rotor transmission and possible loss of power to the main rotor system, accomplish the following: (a) Prior to further flight and at intervals not to exceed 10 hours' time in service thereafter, inspect the main transmission gear teeth in accordance with paragraph "Inspection Procedure" of Robinson Helicopter Company Mandatory Service Bulletin SB-5, dated October 6, 1980. (b) If gear tooth spalling, or cracks are detected, or if chips are found on the sump magnetic chip detector plug, remove the main transmission from service. (c) In the event that the MR (main rotor) chip light comes on during flight, make a precautionary landing as soon as possible and remove the transmission from service. (d) Flight is prohibited without an operable MR chip detector system. Prior to each flight the pilot must perform a MR chip light check by grounding the electrical terminal of the chip detector at the bottom of the main transmission and checking to be sure the MR light on the instrument panel illuminates. The pilot must be trained by a certified mechanic to perform this check. This check constitutes preventative maintenance and may be performed by persons authorized to perform preventative maintenance under FAR 43. The check required by this paragraph may be performed by the pilot. (e) All gear sets numbered 39 through 210 must be removed from service no later than January 31, 1981. Replacement of these gear sets constitutes terminating action for this AD. (f) Special flight permits may be issued, in accordance with FAR 21.197 and 21.199, to operate helicopters to a base for the accomplishment of inspections required by this AD. (g) Alternative inspections, modifications, or other actions which provide an equivalent level of safety may be used when approved by the Chief, Engineering and Manufacturing Branch, FAA Western Region. This amendment becomes effective December 18, 1980 to all persons, except those to whom it was made immediately effective by telegraphic AD T80-21-53, dated October 11, 1980.
2014-12-06: We are adopting a new airworthiness directive (AD) for certain Airbus Model A300 B4-600, B4-600R, and F4-600R series airplanes, and Model A300 C4-605R Variant F airplanes (collectively called Model A300- 600 series airplanes); and Airbus Model A310 series airplanes. This AD requires inspections of the external area of the aft cargo door sill beam for cracking, and repair if necessary. This AD was prompted by reports of fatigue cracks on the cargo door sill beam, lock fitting, and torsion box plate. We are issuing this AD to detect and correct fatigue cracking of the cargo door sill beam, lock fitting, and torsion box plate, which could result in the loss of the door locking function and, subsequently, complete loss of the cargo door in flight with the risk of rapid decompression.
80-22-02: 80-22-02 MCDONNELL DOUGLAS: Amendment 39-3947. Applies to DC-10, series 10, 30, and 40 airplanes, fuselage numbers 2, and 183 through 292, certified in all categories, equipped with Airborne Integrated Data System (AIDS) spoiler handle position sensor. \n\n\tCompliance is required, unless already accomplished. \n\n\tTo prevent blocking of initiation of spoiler/speedbrake deployment due to AIDS potentiometer link traveling overcenter, accomplish the following: \n\n\t(a)\tWithin 300 hours time in service from the effective date of this AD remove speedbrake potentiometer linkage P/N ABH 7486-1 Rod and ABH 7485-1 Crank in accordance with Douglas Aircraft Company Alert Service Bulletin A27-178, issued March 19, 1980 and Revision 1, dated May 2, 1980. \n\n\t(b)\tPrior to reactivation of AIDS, modify the AIDS potentiometer linkage bracket by adding a stop consisting of a lock bolt, spacer, washer, and collar in accordance with the "Accomplishment Instructions", Part 2 of Douglas Aircraft Company Service Bulletin A27-178, dated May 6, 1980. \n\n\t(c)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of modification required by this AD. \n\n\t(d)\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\tThis amendment becomes effective October 23, 1980.
64-11-04: 64-11-04 PRATT & WHITNEY: Amdt. 734 Part 507 Federal Register May 23, 1964. Applies to All Models JT4A-3, -9 and -11 Turbojet Engines. Compliance required as indicated. To preclude front compressor failure as the result of front compressor rotor blade shift in front compressor rotor assemblies incorporating blade locks P/N's 429601, 310293, 429602, 310294, 429603, 310295, 429604, and 310296, accomplish the following: (a) Front compressor rotor assemblies with 3,000 or more hours' time in service since last overhaul, which have not previously been inspected by the procedure described in (d) shall be inspected in accordance with (d) within the next 100 hours' time in service after the effective date of this AD and within every 500 hours' time in service thereafter. (b) Front compressor rotor assemblies with less than 3,000 hours' time in service since last overhaul, which have not previously been inspected by the procedure described in (d) shall be inspected in accordance with (d) prior to the accumulation of 3,100 hours' time in service since last overhaul and within every 500 hours' time in service thereafter. (c) Front compressor rotor assemblies previously inspected by the procedure described in (d) shall be reinspected in accordance with (d) within every 500 hours' time in service from the last inspection. (d) By means of a boroscope or FAA-approved equivalent viewing instrument inserted through the existing inspection ports in the front compressor cases, inspect all front compressor blades in the fifth through eighth stages for blade axial displacement. (1) If forward displacement is between 0.045 and 0.080 inch, or if aft displacement is between 0.040 and 0.080 inch, reinspect within every 125 hours' time in service thereafter all blades in the stage or stages exhibiting blade displacement. If the forward or aft displacement has progressed beyond the limits established by this subparagraph comply with either subparagraph(2) or (3) whichever is applicable. (2) If forward or aft displacement is between 0.080 and 0.120 inch, within 25 hours' time in service remove the engine from service until the displaced blade condition is corrected. (3) If forward or aft displacement is in excess of 0.120 inch, before further flight remove the engine from service until the displaced blade condition is corrected. (e) Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Eastern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. (Pratt & Whitney Aircraft telegraphic message dated March 4, 1964, to all operators of JT4A-3, -9 and -11 turbojet engines covers the same subject.) This directive effective May 26, 1964.
63-17-07: 63-17-07 SUD AVIATION: Amdt. 603 Part 507 Federal Register August 14, 1963. Applies to SE 210 Caravelle VIR Aircraft. Compliance required before 4,000 hours' time in service. To prevent fatigue failure of the horizontal stabilizer attach fittings, accomplish the following: (a) On all aircraft except aircraft with Serial Numbers 62, 129, and subsequent, install a reinforced fitting on the forward and aft faces of each horizontal stabilizer forward attachment fitting at frame 65, and replace the existing skin doublers with larger and heavier doublers. Make these modifications in accordance with Sud Service Bulletin No. 53-22 (Modification 1039) or FAA approved equivalent. (b) On all aircraft except aircraft with Serial Numbers 62, 134, 138, 140, 156, and subsequent, machine a cutout in the horizontal mounting flange of the horizontal stabilizer attachment fitting and replace the bolts attaching these fittings to frame 65 by new forged bolts installed with sphericalbearing face washers. Make these modifications in accordance with Sud Service Bulletin No. 53-24 (Modification 1124) or an FAA approved equivalent. (c) When the modifications required by paragraphs (a) and (b) have been incorporated, the engine reverse thrust r.p.m. limitations specified in Airplane Flight Manual SE 210-651, Section 1.2.1B, revised October 16, 1962, and Airplane Flight Manual SE 210-650, Section 1.2.1A, revised October 16, 1962, may be removed from the respective Airplane Flight Manuals. If the aforementioned limitations are removed, the original limitations are removed, the original limitations appearing in the Airplane Flight Manual apply. This directive effective September 13, 1963.