Results
2022-01-07: The FAA is superseding Airworthiness Directive (AD) 2021-11- 23, which applied to certain Airbus SAS Model A350-941 and -1041 airplanes. AD 2021-11-23 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations, and, for certain airplanes, updating the hydraulic monitoring system to include additional redundancy. Since the FAA issued AD 2021-11-23, the FAA has determined that new or more restrictive airworthiness limitations are necessary. This AD requires revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations; as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. This AD also revises the applicability to include different airplanes. The FAA is issuing this AD to address the unsafe condition on these products.
2004-14-15: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Bombardier Model DHC-8-400 airplanes. That AD currently requires revising the Normal and Abnormal sections of the airplane flight manual (AFM) to include procedures that enable the flightcrew to determine if the main landing gear (MLG) is extended before landing, and to take appropriate actions if necessary. This amendment adds an airplane to the applicability, and requires replacing the existing MLG downlock proximity sensors with new, improved sensors. After the replacement, this action also requires removing from the AFM the revision to the Normal and Abnormal sections required by the existing AD. The actions specified by this AD are intended to prevent failure of the MLG downlock proximity sensors on the same MLG at the same time, which could result in the MLG's failure to extend during landing, and cause injury to flightcrew and passengers. This action is intended to address the identified unsafe condition.
96-14-51: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) T96-14-51 that was sent previously to all known U.S. owners and operators of Boeing Model 767 series airplanes by individual telegrams. This AD requires an inspection of the aileron control cables and the generator feeder cables to detect chafing damage of the cables and to ensure that a minimum clearance exists between them. It also requires the correction of any discrepancies detected and submission of a report of inspection results to the FAA. This amendment is prompted by reports of failure of the aileron control cables due to inadequate clearance between the aileron control cable and the generator power feeder cable, which occurred during manufacture of the airplane. The actions specified by this AD are intended to prevent reduced controllability of the airplane due to failure of the aileron control cable.
46-21-01: 46-21-01 FAIRCHILD: (Was Mandatory Note 6 of AD-702-2: 2 of AD-706-1; 4 of AD- 517-2; 5 of AD-535-2; 4 of AD-564-2; 5 of AD-633-2; 5 of AD-600-2; 4 of AD-667-2.) Applies to Model 24 Series Aircraft. Compliance required at next periodic inspection. To correct the freezing of the upper and lower universal joints on the landing gear oleo shock struts, install new universal joints, Fairchild P/N 3330 and 3328. (Fairchild Service Bulletin 46-24-1-A, revised December 23, 1946, covers this same subject.)
2004-13-24: This amendment adopts a new airworthiness directive (AD), applicable to all Airbus Model A310 series airplanes, that requires inspecting the pressure-off brakes (POBs) installed on the power control units of the slats and flaps to determine their serial numbers; and replacing any POBs having affected serial numbers with new, serviceable, or modified POBs. This action is necessary to prevent failure of the retaining ring on the POBs, which could result in slat or flap blowback or runaway, with consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
96-14-04: This amendment adopts a new airworthiness directive (AD), applicable to certain McDonnell Douglas Model DC-10 and MD-11 series airplanes, and KC-10A (military) airplanes, that requires identifying and replacing certain lock link bolts in the nose landing gear (NLG). This amendment is prompted by a report indicating that certain bolts were improperly heat-treated during manufacturing, which makes them prone to failure. The actions specified by this AD are intended to prevent failure of the lock link bolts in the NLG, which could result in the collapse of the NLG.
46-36-03: 46-36-03 PIPER: (Was Mandatory Note 2 of AD-780-3.) Applies Only to PA-12 Aircraft Serial Numbers 12-1 to 12-285, Inclusive. Compliance required not later than next periodic inspection. To prevent possible failure of the tailpipe and cracking of the muffler, install the additional brace tube, Piper P/N 10860 and new clamp, P/N 80002-28. The new brace will form, together with the original brace, a "V" instead of a single leg. A careful inspection of the muffler should be made and if any cracks are present, a new muffler should be installed. (Piper Service Bulletin No. 92 dated August 7, 1946, covers this same subject.)
99-04-04: This amendment adopts a new airworthiness directive (AD) that is applicable to Textron Lycoming IO-540 and O-540 engines equipped with Slick Aircraft Products magnetos. This action requires removal of the Slick magneto from the engine and inspection of the impulse coupling pawl for wear. This amendment is prompted by several service difficulty reports, two incidents, and an accident involving severely worn and failed impulse couplings. The actions specified in this AD are intended to prevent failure of the magneto impulse coupling, resulting in seizure of the engine.
2004-14-11: This amendment supersedes an existing airworthiness directive (AD), applicable to certain Saab Model SAAB 2000 series airplanes, that currently requires repetitive inspections for discrepancies of the upper and lower areas of the backup struts in the left and right nacelles; and corrective actions, if necessary. This amendment requires repetitive inspections for cracks in the lower areas of the backup struts, and corrective actions if necessary. This action also requires the eventual replacement of the backup struts with new, improved struts, which terminates the repetitive inspections. The actions specified by this AD are intended to prevent failure of the backup struts in the left and right nacelles due to fatigue cracking, which could result in loss of fail-safe redundancy in the design of the nacelle in terms of load capability, and consequent separation of the engine from the airplane and subsequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition.
82-18-04: 82-18-04 SOCIETE NATIONALE INDUSTRIELLE AEROSPATIALE: Amendment 39- 4441. Applies to Model SA 330F, SA 330G, and AS 330J helicopters certificated in all categories and equipped with any dash number of main gearbox (MGB), Part Number (P/N) 330A32.2000, 330A32.3000, 330A32.4000, or 330A32.6000, which has not incorporated Aerospatiale modification No. AMS 330A07.52.171, or for which the Spectrometric Oil Analysis Procedure (SOAP) is not included in the routine maintenance of the MGB. Compliance is required as indicated unless already accomplished. To prevent possible bearing failure within the MGB due to fretting in the main bevel gear wheel-to-shaft junction, accomplish the following: (a) In accordance with the instructions in paragraphs 1.C(1) and 1.C(2) of Aerospatiale SA 330 PUMA Service Bulletin No. 05.64, dated April 28, 1982, or an FAA approved equivalent, gain access and inspect the bolted junction of the main bevel gear wheel and its shaft inside the MGB for evidence of fretting. Compliance with this inspection is required within the following time periods: (1) For an overhauled MGB: (i) Within the next 50 hours' time in service after the effective date of this AD, if the MGB has accumulated 200 hours' or more since overhaul on the effective date of this AD, or (ii) Before reaching 250 hours' time in service since the last overhaul, if the MGB has accumulated less than 200 hours' time in service since the overhaul on the effective date of this AD. (2) For an MGB which has not been overhauled: (i) Within the next 100 hours' time in service after the effective date of this AD, if the MGB has accumulated 1,100 hours' or more time in service on the effective date of this AD, or (ii) Before reaching 1,200 hours' time in service, if the MGB has accumulated less than 1,100 hours' time in service on the effective date of this AD. (b) When no evidence of fretting is found during the inspection required byparagraph (a) of this AD, the MGB may be returned to service in accordance with paragraph 1.C(4) of Aerospatiale SA 330 PUMA Service Bulletin No. 05.64 or FAA approved equivalent. (c) When evidence of fretting is found during the inspection required by paragraph (a) of this AD, before further flight and in accordance with the instructions given in paragraph 1.C(3)(b) of Aerospatiale SA 330 PUMA Service Bulletin No. 05.64 or an FAA approved equivalent, inspect each of the 18 nuts on the bolts joining the main bevel gear wheel to its shaft for rotation/slippage. Dispose of findings as follows: (1) When nut rotation/slippage is found, remove the MGB from service before further flight. (2) When no nut rotation/slippage is found, the MGB may be returned to service with repetitive nut inspections not to exceed 400 hours' time in service since the last inspection. (d) A special flight permit may be issued, in accordance with FAR 21.197 and 21.199, to operate the helicopter to a base where the requirements of paragraph (c) of this AD may be accomplished. (e) Equivalent means of compliance must be approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa, and Middle East Office, c/o American Embassy, Brussels, Belgium. This amendment becomes effective September 7, 1982.
2022-01-08: The FAA is adopting a new airworthiness directive (AD) for all Airbus SAS Model A300 series airplanes; Airbus SAS 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 SAS Model A310 series airplanes. This AD was prompted by reports of incorrect installation of the fire shut-off valves (FSOV) actuator, which was found to rotate around its pivot axis. This AD requires a one-time detailed inspection of the FSOV actuator for rotation around its pivot axis, and replacement if necessary, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2004-13-26: This amendment adopts a new airworthiness directive (AD) for Kaman Aerospace Corporation (Kaman) Model K-1200 helicopters. This action requires certain initial and repetitive visual inspections of the main rotor blade (blade) grips for a crack. If a crack is found, this AD requires replacing the blade grip before further flight. This amendment is prompted by an accident involving the loss of all blades because of a crack in a blade grip on the upper surface around the bolthole. The actions specified in this AD are intended to prevent failure of a blade grip, loss of a blade, and subsequent loss of control of the helicopter.
2022-03-03: The FAA is superseding Airworthiness Directive (AD) 2021-22-20 which applied to certain Austro Engine GmbH E4 and E4P model diesel piston engines. AD 2021-22-20 required, for engines with an affected cylinder head, inspection of the high pressure pump (HPP) driving gear and, depending on the results of the inspection, replacement of the HPP driving gear with a part eligible for installation. AD 2021-22-20 also required, for engines with an affected HPP driving gear, replacement of the HPP driving gear before further flight or within a certain number of flight hours, depending on the engine configuration and number of affected engines installed. This AD requires, for engines equipped with a certain cylinder head and HPP driving gear combination, removal, inspection, and replacement of the HPP driving gear before further flight and, depending on the inspection findings, replacement of the HPP shaft, cylinder head, camshaft gear, or inlet/outlet camshaft bushing. This AD also requires, for engines with an affected HPP driving gear, replacement of the HPP driving gear before further flight or within a certain number of flight hours, depending on the engine configuration and number of affected engines installed. This AD was prompted by reports of failure of the HPP driving gear and a subsequent determination that a batch of HPP driving gears may have been damaged during assembly. This AD was also prompted by an investigation which found that certain cylinder heads installed in combination with certain HPP driving gear on the same engine may cause damage to the HPP driving gear. The FAA is issuing this AD to address the unsafe condition on these products.
96-14-06: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Boeing Model 777-200 series airplanes. This action requires repetitive inspections for broken lockwires on the bearing retainer nut of the pivot fittings of the horizontal stabilizer. This AD also requires eventual modification of the bearing nut retention means, which, when accomplished, terminates the repetitive inspections. This amendment is prompted by reports of broken lockwires on the bearing retainer nut of the pivot fittings of the horizontal stabilizer due to inadequate torquing of the nut. The actions specified in this AD are intended to prevent failure of the lockwires, which could result in loosening of the retainer nut for the pivot bearing of the horizontal stabilizer, and subsequent migration of the pivot bearing. This condition, if not corrected, could result in reduced controllability of the airplane.
99-03-05: This amendment adopts a new airworthiness directive (AD) that is applicable to Textron Lycoming Model O-540-F1B5 reciprocating engines. This action requires the removal and replacement of the crankshaft gear retaining bolts. This amendment is prompted by 2 reported failures of the crankshaft gear retaining bolts. The actions specified in this AD are intended to prevent failure of the crankshaft gear retaining bolts, which can result in engine failure and subsequent autorotation and forced landing.
2003-13-15 R1: This amendment revises an existing airworthiness directive (AD), for the specified Schweizer Aircraft Corporation (Schweizer) model helicopters, that currently requires inspecting the lugs on certain aft cluster fittings and each aluminum end fitting on certain tailboom struts. Modifying or replacing each strut assembly within a specified time period and serializing certain strut assemblies are also required. Additionally, a one-time inspection and repair, if necessary, of certain additional cluster fittings, and replacement and modification of certain cluster fittings within 150 hours time-in- service (TIS) or 6 months, whichever occurs first, is required. This amendment requires the same actions as the existing AD, but revises the Applicability section of the AD. This amendment is prompted by the discovery of an error in the Applicability section of the existing AD. The actions specified by this AD are intended to prevent failure of a tailboom support strut or a cluster fitting, which could cause rotation of a tailboom into the main rotor blades, and subsequent loss of control of the helicopter. \n\nDATES: Effective August 10, 2004.\n\n\tThe incorporation by reference of certain publications listed in the regulations was approved previously by the Director of the Federal Register as of August 12, 2003 (68 FR 40478, July 8, 2003).
2012-18-14: We are adopting a new airworthiness directive (AD) for certain serial numbers of Pratt & Whitney Canada (P&WC) PW901A auxiliary power units (APUs) approved under Technical Standard Order TSO-C77A and installed on, but not limited to, Boeing 747-400 series airplanes. This AD requires modifications of the rear gas generator case, exhaust duct support, and turbine exhaust duct flanges. This AD was prompted by several events of high-pressure turbine blade fracture leading to separation of the rear gas generator case and release of high energy debris. We are issuing this AD to prevent separation of the rear gas generator case and release of high energy debris, which could result in injury and damage to the airplane.
2011-18-10: We are superseding an existing airworthiness directive (AD) for the products listed above. The existing AD currently requires reviewing the airplane maintenance records to determine whether an engine has been removed from the airplane since the airplane was manufactured. For airplanes on which an engine has been removed, the existing AD also requires an inspection of the aft engine mount to determine if the center link assembly is correctly installed, and follow-on actions if necessary. This new AD expands the applicability to include airplanes on which the engine has not been previously removed, and Model 737-900ER airplanes. This AD was prompted by reports indicating that operators found that the center link assembly for the aft engine mount was reversed on several airplanes that had not had an engine removed since delivery. We are issuing this AD to prevent increased structural loads on the aft engine mount, which could result in failure of the aft engine mount and consequent separation of the engine from the airplane.
48-07-03: 48-07-03\tDOUGLAS: Applies to DC-6 Serial Numbers 42854 Through 42896; 43000 Through 43024; 43035 through 43053; 43055 Through 43064; 43103 Through 43119; 43129 and 43132 (Note: Some of the Above Airplanes May Have Had Part of the Changes Installed Before Delivery From the Factory.) \n\n\tCompliance required by September 15, 1948. \n\n\tTo provide safer and more satisfactory operation of all the doors, the following reworks must be accomplished: \n\n\t(1)\tInstall new latch bolts on all emergency exit doors, main passenger door, crew door, heater compartment door, and belly cargo compartment doors, to incorporate a notch which allows slow depressurization before the door can be fully opened in the event the handles are inadvertently turned toward the "OPEN" position while the cabin is pressurized. \n\n\t(2)\tRework the operating and locking mechanisms of the passenger, crew, and emergency exit doors, to increase their strength and prevent malfunctioning. \n\n\t(3)\tInstall visual inspectionplugs in the passenger, crew, and emergency exit doors to allow individual inspection of each lock bolt to determine if it is properly locked. \n\n\t(4)\tInstall an assist handle above the main cabin door handle to prevent accidental grabbing of the inside door handle. (NOTE: Even in cases where the door handles have been changed so that the handle points downward when the door is closed and locked, it will still be necessary to install the assist handles.)
2022-02-17: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Deutschland GmbH (AHD) Model MBB-BK 117 C-2, MBB-BK 117 D-2, and MBB-BK 117 D-3 helicopters. This AD was prompted by reports of engine flame out following prolonged operations in falling snow on helicopters with an inlet barrier filter (IBF) system installed. This AD requires revising the existing Rotorcraft Flight Manual (RFM) for your helicopter, as specified in a European Union Aviation Safety Agency (EASA) AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
49-04-01: 49-04-01 BEECH: Applies to Model 35 Serial Numbers D-1 to D-1300, Except D-69, D- 315, D-356, D-754, D-827, D-1117, D-1120, D-1201, D-1251, D-1274, D-1278, D-1285, D-1289, D-1290, D-1291, D-1293, D-1295, D-1296, D-1298 and D-1299. To be accomplished at next 100-hour inspection but not later than May 1, 1949. Remove aileron control wheel drive chain assembly from the control arm of the specified aircraft, which have not had the chain replaced by Beech facilities, and visually inspect the pin through each link for proper up-set heads on each end of the pin. Chains having end ferrules dyed green have been replaced by Beech facilities and need not be inspected. (Beech Service Bulletin No. 35-8, revised January 3, 1949, covers this same subject.)
93-17-02: 93-17-02 BOEING: Amendment 39-8672. Docket 93-NM-05-AD. Supersedes AD 91-20-11, Amendment 39-8045. \n\n\tApplicability: Model 737-300, -400, and -500 series airplanes, line positions through 2428, inclusive; and Model 737-200 series airplanes, equipped with DC powered fuel tank float switches; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously.\n \n\tTo prevent failure of the wing main tank float switch electrical conduits and subsequent fuel leakage resulting in an engine tail pipe fire, accomplish the following: \n\n\t(a)\tFor airplanes listed in Boeing Service Letter 737-SL-28-36, dated November 30, 1990: Within 90 days after November 7, 1991 (the effective date of AD 91-20-11, Amendment 39-8045), and thereafter at intervals not to exceed 1,500 flight hours, perform an inspection of the wing main tank float switch electrical conduits for fuel leakage and condensation build-up, in accordance with Boeing Service Letter 737-SL-28-36, dated November 30, 1990. If evidence of fuel leakage and/or water condensation is found while performing the initial or repetitive inspections, prior to further flight, purge and install a new vapor seal assembly in accordance with the Boeing service letter. \n\n\tNOTE 1: The installation of a new vapor seal assembly does not terminate the requirement for the 1,500 flight hour repetitive inspection. \n\n\t(b)\tFor airplanes listed in Boeing Service Letter 737-SL-28-42, dated December 15, 1992, that are not subject to paragraph (a) of this AD: Within 90 days after the effective date of this AD, and thereafter at intervals not to exceed 1,500 flight hours, perform an inspection of the wing main tank float switch electrical conduits for fuel leakage and condensation build-up, in accordance with Boeing Service Letter 737-SL-28-36, dated November 30, 1990. If evidence of fuel leakage and/or water condensation is found while performing the initial or repetitive inspections, prior to further flight, purge and install a new vapor seal assembly in accordance with the Boeing service letter. \n\n\tNOTE 2: The installation of a new vapor seal assembly does not terminate the requirement for the 1,500 flight hour repetitive inspection. \n\n\t(c)\tWithin 3 years after the effective date of this AD, install grease in the interior of the wing main tank float switch electrical conduits in accordance with Boeing Service Letter 737-SL-28-42, dated December 15, 1992, or 737-SL-28-42-A, dated July 15, 1993. Installation of grease in the conduits constitutes terminating action for the inspections required by paragraphs (a) and (b) of this AD. \n\n\t(d)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Seattle ACO. \n\n\tNOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Seattle ACO. \n\n\t(e)\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. \n\n\t(f)\tThe inspections shall be done in accordance with Boeing Service Letter 737-SL-28-36, dated November 30, 1990. The installation shall be done in accordance with Boeing Service Letter 737-SL-28-42, dated December 15, 1992, or Boeing Service Letter 737-SL-28-42-A, dated July 15, 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 Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at the FAA, Transport AirplaneDirectorate, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(g)\tThis amendment becomes effective on November 24, 1993.
2012-18-02: We are adopting a new airworthiness directive (AD) for Agusta S.p.A. (Agusta) Model AB412 and AB412 EP helicopters with certain hoist hook assemblies (hook) installed. This AD requires inspecting the hook for correct assembly of the nut and body. This AD is prompted by a report that a hook separated from the cable of a helicopter. These actions are intended to prevent detachment of the hook from the helicopter and subsequent loss of an external load, possibly resulting in personal injury.
2011-20-07: We are superseding an existing airworthiness directive (AD) for the products listed above. That AD currently requires replacement of the power control relays in the P91 and P92 power distribution panels for the fuel boost and override pumps with new, improved relays having a ground fault interrupter (GFI) feature, or installation and maintenance of universal fault interrupters (UFIs) using a certain supplemental type certificate. This new AD continues to require the actions of the existing AD and also specifies which relays may be replaced by GFIs or UFIs. This AD was prompted by a need to clarify which relays may be replaced by installation of UFIs. We are issuing this AD to prevent pump housing burn-through due to electrical arcing, which could create a potential ignition source inside a fuel tank. This condition, in combination with flammable fuel vapors, could result in a fuel tank explosion and consequent loss of the airplane.
93-08-01: 93-08-01 FOKKER: Amendment 39-8548. Docket 92-NM-191-AD. Applicability: Model F27 series airplanes in post-Fokker Service Bulletin F27/57-9 configuration; serial numbers 10115, 10126 through 10684, inclusive; 10686, 10687, and 10689 through 10692, inclusive; certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent reduced structural capability of the wings, accomplish the following: (a) Inspect the lower skin at the runout of stringers 2 and 10 near wing stations 6490, 5330, and 6100 to detect cracks, in accordance with Fokker Service Bulletin F27/57-69, dated April 6, 1992, at the time specified in paragraph (a)(1), (a)(2), or (a)(3) of this AD, as applicable: (1) For airplanes that have accumulated less than 20,000 total landings as of the effective date of this AD: Prior to the accumulation of 20,000 total landings, or within 1 year after the effective date of this AD, whichever occurs later. (2) For airplanes that have accumulated 20,000 or more total landings, but less than 30,000 total landings, as of the effective date of this AD: Prior to the accumulation of 30,000 total landings, or within 5 months after the effective date of this AD, whichever occurs later. (3) For airplanes that have accumulated 30,000 or more total landings as of the effective date of this AD: Within 2 months after the effective date of this AD. (b) If any crack is found as a result of the inspection required by paragraph (a) of this AD, prior to further flight, repair in accordance with a method approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (c) Within 10 days after accomplishing the inspection required by paragraph (a) of this AD, report positive findings of cracks to Fokker, in accordance with Fokker Service Bulletin F27/57-69, dated April 6, 1992. Information collection requirements contained in this regulation have been approvedby 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. (d) 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 and then 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. (e) 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. (f) The inspection and report shall be donein accordance with Fokker Service Bulletin F27/57-69, dated April 6, 1992. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from 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. (g) This amendment becomes effective on May 27, 1993.