Results
2017-03-03: Engine Oil Cooler
2024-15-06: The FAA is adopting a new airworthiness directive (AD) for certain Airbus Canada Limited Partnership Model BD-500-1A10 and BD-500- 1A11 airplanes. This AD was prompted by a report indicating that at various lavatory and galley locations within the airplane, incorrect terminal lugs were installed which are not compatible with the associated wire gauge. This AD requires removing and replacing existing lug terminals at various lavatory and galley locations, as specified in a Transport Canada AD, which is incorporated by reference. The FAA is issuing this AD to address the unsafe condition on these products.
2017-04-10: We are adopting a new airworthiness directive (AD) for all Airbus Model A318-111, and -112 airplanes; Model A319-111, -112, -113, -114, and -115 airplanes; Model A320-211, -212 and -214 airplanes; and Model A321-111, -112, -211, -212, and -213 airplanes. This AD was prompted by a report of a production quality deficiency on the inner retainer installed on link assemblies of the aft engine mount, which could result in failure of the retainer. This AD requires an inspection for, and replacement of, all non-conforming aft engine mount retainers. We are issuing this AD to address the unsafe condition on these products.
2024-15-05: The FAA is adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-300 series airplanes. This AD was prompted by report that some Model 767-300 series airplanes that had been converted into a freighter configuration are missing an electrical bracket for a wire bundle in the main equipment center. This AD requires installing an electrical support bracket and re-installing wire bundles. The FAA is issuing this AD to address the unsafe condition on these products.
2017-04-08: We are superseding Airworthiness Directive (AD) 2008-13-12 R1 for certain The Boeing Company Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. AD 2008-13-12 R1 required various repetitive inspections for cracking of a certain splice of the fuselage, and other specified and corrective actions if necessary; and provided for an optional preventive modification, which terminated the repetitive inspections. This new AD adds an inspection to determine if the existing frame repair meets all specified requirements; a modification of a certain splice, which terminates the repetitive inspections; reduces certain inspection thresholds and repetitive intervals; and adds post-repair/post-modification inspections. This AD was prompted by reports of additional fatigue cracking of a certain splice of the fuselage and one report of a severed frame, due to susceptibility to widespread fatigue damage (WFD). We are issuing this AD to address the unsafe condition on these products.
2017-04-13: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 747-8 and 747-8F series airplanes. This AD was prompted by reports of damaged vapor seals, block seals, and heat shield seals on the outboard pylons between the engine strut and aft fairing. This AD requires repetitive inspections for heat damage of the vapor seals between the engine strut and aft fairing, and replacement of the seals with new seals if necessary. We are issuing this AD to address the unsafe condition on these products.
2017-04-12: We are adopting a new airworthiness directive (AD) for certain Empresa Brasileira de Aeronautica S.A. (Embraer) Model EMB-135BJ, EMB- 135ER, EMB-135KE, EMB-135KL, EMB-135LR, EMB-145, EMB-145EP, EMB-145ER, EMB-145LR, EMB-145MP, EMB-145MR, and EMB-145XR airplanes. This AD was prompted by reports of main airspeed indication discrepancies during flight; these discrepancies resulted from ice blockages in certain pitot total pressure lines. This AD requires an inspection for tube misalignment of the pitot number 1 and pitot number 2 tube assembly lines, and corrective actions if necessary; installation or replacement (as applicable) of a tube ribbon heater on the pitot number 1 and pitot number 2 tube assembly lines; and revision of the airplane flight manual (AFM) to provide certain procedures and airspeed tables for the flightcrew. We are issuing this AD to address the unsafe condition on these products.
2024-15-08: The FAA is adopting a new airworthiness directive (AD) for all Airbus Helicopters Model AS350B, AS350BA, AS350B1, AS350B2, AS350D, AS355E, AS355F, AS355F1, AS355F2, and AS355N helicopters. This AD was prompted by reports of debonding on the leading edge protection of certain part-numbered main rotor blades (MRBs). This AD requires repetitively tap inspecting the MRB and, depending on the results, taking corrective action. This AD also prohibits installing an affected MRB on any helicopter unless its requirements are met. These actions are 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.
2017-04-11: We are adopting a new airworthiness directive (AD) all The Boeing Company Model 737-600, -700, -700C, -800, and -900 series airplanes. This AD was prompted by reports of paint deterioration on the surface of the main landing gear (MLG) and the early onset of corrosion in the trunnion bore of the MLG outer cylinder. This AD requires identifying affected parts, repetitive external surface detailed inspections for damage of affected parts, and related investigative and corrective actions if necessary. For certain airplanes, this AD also requires a detailed inspection and bushing replacement of the trunnion bore, and related investigative and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
75-15-05: 75-15-05 MCDONNELL DOUGLAS, LOCKHEED, BOEING, AND AIRBUS INDUSTRIE: Amendment 39-2262 as amended by Amendment 39-2739. Applies to McDonnell Douglas Model DC-10 Series, Lockheed Model L-1011 Series, Boeing Model B-747 Series, and Airbus Industrie Model A-300 Series airplanes certificated in all categories. \n\n\tUnless already accomplished, compliance is required on or before December 31, 1977, or in accordance with a schedule of accomplishment approved by the Chief, Aircraft Engineering Division, FAA Western Region, for McDonnell Douglas Model DC-10 Series and Lockheed Model L-1011 Series airplanes; the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, for Boeing Model B-747 Series airplanes, or the Chief, Aircraft Certification Staff, FAA Europe, Africa, and Middle East Region, for Airbus Industrie Model A-300 Series airplanes, but not later than December 31, 1978. \n\n\tTo improve the capability of the passenger and crew compartment floors to withstand, without collapse, an in-flight depressurization caused by the sudden opening of a large hole in the lower deck cargo compartment, comply with paragraphs (a) or (b) as appropriate: \n\n\t(a)\tIncorporate the modification specified in paragraph (a)(1), taking into consideration the factors specified in paragraphs (a)(2) and (a)(3): \n\n\t\t(1)\tProvide additional venting capability or an increase in floor strength, or both, as necessary, to prevent floor collapse caused by the decompression effects resulting from a sudden large in-flight opening in any portion of any lower deck cargo compartment. \n\n\t\t(2)\tThe size of openings to be considered must include the maximum size opening expected in service, but the maximum size opening considered may not have an area of less than 20 square feet. \n\n\t\t(3)\tEach compartment and ambient condition pressure differential expected in service must be considered. \n\n\t\t(4)\tIn showing compliance with paragraphs (a)(1), (a)(2), and (a)(3), damage to the floor is permitted if the degree of damage will not preclude continued safe flight and landing, or result in injury to occupants. \n\n\t(b)\tFor the all-cargo version of each of the above airplanes, it is satisfactory to comply with paragraph (a)(2) by showing that continued safe flight and landing is assured and that no injury to any occupant results in lieu of showing no floor collapse. Appropriate limitations must be added to the flight manual for the particular airplane approved under the all-cargo provisions. \n\n\t(c)\tThe modification and determinations required under paragraphs (a) and (b) of this AD must be approved by the Chief, Aircraft Engineering Division, FAA Western Region, for McDonnell Douglas Model DC-10 Series and Lockheed Model L-1011 Series airplanes; the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, for Boeing Model B-747 Series airplanes; or the Chief, Aircraft Certification Staff, FAA Europe, Africa, and Middle East Region, for Airbus Industrie Model A-300 Series airplanes. \n\n\tAmendment 39-2262 became effective August 11, 1975. \n\n\tThis amendment 39-2739 becomes effective November 3, 1976.
2017-04-07: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 757 airplanes. This AD was prompted by reports of single and multiple uncommanded spoiler panel extensions during flight when there was a hydraulic system failure. This AD requires replacing certain spoiler power control units (PCUs) with new or changed PCUs. We are issuing this AD to address the unsafe condition on these products.
2024-14-10: The FAA is adopting a new airworthiness directive (AD) for certain Airbus SAS Model A350-1041 airplanes. This AD was prompted by a report of a production quality escape that could lead to deficiencies in surface protection on several left-hand and right-hand flap support structures. This AD requires a one-time detailed inspection of the affected parts at certain locations for evidence of corrosion or damage to the surface protection, repetitive detailed inspections of the affected parts at certain other locations for evidence of corrosion, and the accomplishment of applicable corrective actions, 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.
2017-02-12: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-300, -400, and -500 series airplanes. This AD was prompted by reports of intergranular cracks on the front spar chord lugs of the outboard horizontal stabilizer. This AD requires repetitive inspections of the front spar chord lugs and lug bores of the horizontal stabilizer, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.
75-16-18: 75-16-18 DOWTY ROTOL: Amendment 39-2292. Applies to Dowty Rotol Propellers R245/4-40-4.5/13, R259/4-40-4.5/17 and R209/4-40-4.5/2 used on Convair 600 series and YS-11 series airplanes. Compliance required as indicated within the next 300 hours propeller time in service after the effective date of this AD or before the accumulation of 5300 hours propeller time in service, whichever occurs later, unless already accomplished. To prevent propeller blade failures from occurring in flight: (a) Inspect and test the following serial number blades for cracks or forging defects in accordance with Appendix B of Dowty Rotol Alert Service Bulletin 61-A862, Revision 1, dated May 22, 1975, (hereafter Dowty Rotol Bulletin 61-A862) or later FAA-approved revision, or an equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. YS11 & 11A propeller blades with blade serial numbers:A124879 A125027 A125113 A125242 A125292 A12556 A125720 A124882 A125028 A125115 A125243 A125293 A125570 A125762 A124884 A125035 A125116 A125244 A125294 A125583 A125780 A124890 A125036 A125121 A125245 A125296 A125585 A125822 A124892 A125037 A125122 A125246 A125298 A125587 A125824 A124893 A125038 A125123 A125299 A125247 A125589 A125833 A124894 A125039 A125141 A125248 A125302 A125590 A125834 A124906 A125040 A125142 A125249 A125304 A125611 A125835 A124907 A125047 A125143 A125251 A125316 A125612 A125842 A124908 A125048 A125149 A125252 A125317 A125613 A125843 A124909 A125049 A125151 A125262 A125318 A125614 A125900 A124910 A125050 A125152 A125263 A125527 A125628 A125908 A124928 A125051 A125159 A125264 A125528 A125629 A125911 A124929 A125057 A125160 A125272 A125538 A125642 A125930 A125008 A125058 A125275 A125540 A125654 A125654 A125956 A125009 A125059 A125165 A125276 A125547 A12565 A125982 A125010 A125061 A125166 A125283 A125549 A125674 A125984 A125016 A125062 A125167 A125285 A125556 A125676 A125985 A125017 A125090 A125169 A125287 A125557 A125677 A125989 A125018 A125091 A125171 A125288 A125565 A125708 A126089 A125019 A125093 A125290 A125290 A125566 A125709 A126090 A125025 A125112 A125239 A125291 A125567 A125718 A126122 Convair propeller blades with blade serial numbers: A125447 A125661 A125448 A125662 A125458 A125699 A125462 A125844 (b) If cracks or forging defects are found, comply with (1) or (2) as appropriate: (1) Repair the blade in accordance with Appendix B of Dowty Rotol Bulletin 61-A862 or later FAA-approved revision or an FAA equivalent approved by the Chief, Aircraft Certification Staff, FAA, Europe, Africa and Middle East Region, c/o American Embassy, APO New York, N.Y. 09667. (2) Remove the blade from service if repair cannot be made in accordance with paragraph (b)(1). (c) Blades may be returned to service following inspection and test if found free of cracks or forging defects or have been repaired in accordance with paragraph (b)(1) of this AD. This amendment becomes effective July 29, 1975.
67-29-01: 67-29-01 BEECHCRAFT: Amendment 39-574. Applies to Model 95-55 (Serial Numbers TC-1 through TC-190), 95-A55 (Serial Numbers TC-191 through TC-501 except TC- 350 and TC-371), 95-B55 (Serial Numbers TC-371, TC-502 through TC-1042), 95-C55 (Serial Numbers TC-350, TE-1 through TE-451), and 56TC (Serial Numbers TG-1 through TG-51) airplanes with 250 hours' or more time in service. Compliance required as indicated. To detect cracks in the rudder spar web, within the next 25 hours' time in service after the effective date of this AD, unless already accomplished, and thereafter at intervals of not to exceed 250 hours' time in service from the date of the last inspection, accomplish the following: (a) Inspect visually the rudder spar web, in the area under and adjacent to the upper and the center hinge attach points. (b) If a crack is found during an inspection required by Paragraph (a), before further flight, accomplish one of the following - (1) Modify the rudderspar web in accordance with the method contained in Beechcraft Service Bulletin 67-34, Rev. 1, or any other method approved as an equivalent by the Chief, Engineering and Manufacturing Branch, Federal Aviation Administration, Central Region; or (2) Replace the rudder spar web with one that has been modified in accordance with Paragraph (b)(1) of this airworthiness directive. (c) When either the modification or replacement prescribed in Paragraph (b) of this AD have been accomplished, the inspections required by this airworthiness directive are no longer required. Effective October 27, 1967. Revised April 5, 1968.
2017-02-02: We are superseding Airworthiness Directive (AD) 2005-13-30, for all The Boeing Company Model 737-100, -200, and -200C series airplanes. AD 2005-13-30 required repetitive inspections to detect discrepancies of certain fuselage skin panels located just aft of the wheel well, and repair if necessary. This new AD adds new fuselage skin inspections for cracking, inspections to detect missing or loose fasteners and any disbonding or cracking of bonded doublers, permanent repairs of time-limited repairs, related investigative and corrective actions if necessary, and skin panel replacement. This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the fuselage skin is subject to widespread fatigue damage (WFD), and reports of cracks at the chem-milled steps in the fuselage skin. We are issuing this AD to address the unsafe condition on these products.
2024-15-03: The FAA is superseding Airworthiness Directive (AD) 2019-16- 05, which applied to all The Boeing Company Model 777 airplanes. AD 2019-16-05 required identifying the part number, and the serial number if applicable, of the Captain's and First Officer's seats, and applicable on-condition actions for affected seats. This AD was prompted by reports of uncommanded fore/aft movement of the Captain's and First Officer's seats. This AD retains the requirements of AD 2019- 16-05 and adds an inspection of previously omitted part numbers. The FAA is issuing this AD to address the unsafe condition on these products.
2024-15-01: The FAA is superseding Airworthiness Directive (AD) 2023-18- 09, which applied to certain Dassault Aviation Model FALCON 900EX airplanes. AD 2023-18-09 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. Since the FAA issued AD 2023-18- 09, the FAA has determined that new or more restrictive airworthiness limitations are necessary. This AD continues to require certain actions in AD 2023-18-09 and 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. The FAA is issuing this AD to address the unsafe condition on these products.
57-16-01: 57-16-01 DOUGLAS: Applies to All DC-4 and C-54 Series Aircraft. \n\n\tCompliance required as indicated. \n\n\tAccidents have occurred due to the collapse of the nose gear shock strut, P/N 8066 and 8066A. Investigation reveals that some failures have occurred in the steel piston tube, P/N 8066-4, as a result of corrosion and repeated loading over an extended period of time, while others have failed from fatigue only. Initial fractures may occur on the outside of the tube adjacent to the top edges of the nose gear fork, P/N 8066A-60, or on the inside of the tube in the vicinity of the top of the internal reinforcing sleeve. Because of this, the following must be accomplished: \n\n\t1.\tInspect as soon as practical but not later than October 1, 1956, unless equivalent inspection conducted within the last landing gear overhaul, all nose gear piston tubes, P/N 8066-4, both on the inside and on the outside diameters, for evidence of fatigue and/or excessive corrosion in the vicinity of theedges of the internal reinforcing ring and spacer tube or liner and in the vicinity of the top edge of the external sleeve, for evidence of cracks. \n\n\t2.\tIf cracks are found the part must be replaced. (Certain parts can be reworked in accordance with Douglas Service Bulletins. Such parts may be continued in service after rework provided the repetitive inspections limitations contained in the Service Bulletin are adhered to.) \n\n\t3.\tAny corrosion found to exist must be removed and the part provided with adequate corrosion protection. \n\n\t4.\tParts found to be satisfactory and not reworked per Douglas Service Bulletins may be continued in service until January 1, 1958, and then must be reworked per Douglas Service Bulletin No. 111. \n\n\t(Douglas Service Bulletin DC-4 No. 111 dated April 19, 1956, and revised November 6, 1956, covers this same subject, and outlines methods of inspections with the limitations on each as well as permanent rework instructions. Service Bulletin DC-4 No. 111, Addendum No. 1 dated November 6, 1956, covers Operations Limitations on unreworked nose gear struts as well as struts reworked per Service Bulletin DC-4 No. 111, reissued October 3, 1956.) \n\n\tThis supersedes AD 56-12-01.
88-25-06: 88-25-06 McDONNELL DOUGLAS: Amendment 39-6083. Applies to McDonnell Douglas Model DC-9-81, -82, -83, and -87 series airplanes not equipped with autobrakes, as listed in McDonnell Douglas Alert Service Bulletin A27-298, dated October 5, 1988, certificated in any category. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent the loss of inboard ground spoilers and the resulting decreased braking performance during landing or rejected takeoff, accomplish the following: \n\n\tA.\tWithin 30 days after the effective date of this AD, inspect the spoiler control circuit breaker located on the lower electrical power center circuit breaker panel, Row P30 or P33, in accordance with the Accomplishment Instructions of McDonnell Douglas Alert Service Bulletin A27-298, dated October 5, 1988. \n\n\t\t1.\tIf a 2-amp circuit breaker is installed, prior to further flight, replace it with a 5-amp circuit breaker in accordance with the above McDonnell Douglas Alert Service Bulletin. \n\n\t\t2.\tIf a 5-amp circuit breaker is installed, no further action is required. \n\n\tB.\tWithin 15 days after the inspection required by paragraph A., above, submit a report of findings, positive or negative, to the Los Angeles Aircraft Certification Office, Attention: ANM-181L, FAA, Northwest Mountain Region. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who may add any comments and then send it to the Manager, Los Angeles Aircraft Certification Office. \n\n\tD.\tSpecial 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 inspection requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director of Publications, C1-L00 (54-60). This information may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis amendment, (39-6083, AD 88-25-06), becomes effective December 16, 1988.
2017-01-09: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-300 and 767-300F series airplanes. This AD was prompted by reports of malfunctions in the flight deck display units, which resulted in blanking, blurring, or loss of color on the display. This AD requires modification and installation of components in the main equipment center. For certain other airplanes this AD requires modification, replacement, and installation of flight deck air relief system (FDARS) components. We are issuing this AD to address the unsafe condition on these products.
2024-14-09: The FAA is superseding Airworthiness Directive (AD) 2022-02- 10, which applied to certain Dassault Aviation Model FALCON 7X, FALCON 900EX, and FALCON 2000EX airplanes. AD 2022-02-10 required replacement of certain titanium screws. Since the FAA issued AD 2022-02-10, affected parts have been found in other areas of certain Falcon 7X airplanes as well as in additional Falcon 7X airplanes. This AD continues to require the actions in AD 2022-02-10, adds other locations for screw replacement, and revises the applicability, 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.
2017-02-08: We are adopting a new airworthiness directive (AD) for certain Airbus Model A300 series airplanes; and 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). This AD was prompted by a determination that certain inspection thresholds and intervals must be reduced. This AD requires repetitive detailed inspections for corrosion of the lower wing root joint, and related investigative and corrective actions if necessary. We are issuing this AD to address the unsafe condition on these products.
2024-15-02: The FAA is superseding Airworthiness Directive (AD) 2023-25- 07, which applied to all Dassault Aviation Model MYSTERE-FALCON 900 airplanes. AD 2023-25-07 required revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. This AD was prompted by a determination that new or more restrictive airworthiness limitations are necessary. This AD continues to require certain actions in AD 2023- 25-07 and 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. The FAA is issuing this AD to address the unsafe condition on these products.
89-16-03: 89-16-03 BOEING: Amendment 39-6277. \n\tApplicability: Models 727-100C and 727C (cargo) series airplanes, as listed in Boeing Alert Service Bulletin 727-53A0177, Revision 1, dated August 27, 1987, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent in-flight loss of the main cargo door, accomplish the following: \n\n\tA.\tPrior to the accumulation of 25,000 flight cycles or within the next 3,000 flight cycles after the effective date of this AD, whichever occurs later, conduct a close visual or an eddy current inspection of the eight main cargo door latch support fittings, in accordance with Figure 1 of the Boeing Alert Service Bulletin 727-53A0177, Revision 1, dated August 27, 1987. \n\n\tB.\tIf a cracked latch support fitting is found, prior to further flight, replace the fitting with a fitting made of 7075-T73 material, in accordance with Figure 2 or 3 of Boeing Alert Service Bulletin 727-53A0177, Revision 1, dated August 27, 1987. \n\n\tC.\tRepeat the inspection required in paragraph A., above, at intervals not to exceed 3,000 flight cycles. \n\n\tD.\tReplacement of a latch support fitting with the 7075-T73 fitting specified in Figure 2 or 3 of Boeing Alert Service Bulletin 727-53A0177, Revision 1, dated August 27, 1987, constitutes terminating action for the repetitive inspections required for that fitting. \n\n\tE. \tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tF.\tSpecial 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 ofthis AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Transport Airplane Directorate, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, FAA, Northwest Mountain Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6277, AD 89-16-03) becomes effective on August 31, 1989.