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2006-17-07: The FAA is superseding an existing airworthiness directive (AD) for Pratt & Whitney (PW) JT8D-209, -217, -217A, -217C, and -219 turbofan engines. That AD currently requires initial and repetitive visual inspections for fretting and fluorescent magnetic particle inspections (FMPI) for cracking in the area of the tierod holes on 8th stage high pressure compressor (HPC) front hubs (from here on, referred to as HPC front hubs) that have operated at any time with PWA 110-21 coating. This AD requires either replacing HPC front hubs and HPC disks that have operated at any time with PWA 110-21 coating and that operated in certain engine models, or, visually inspecting and FMPI for cracking of those parts and re-plating them if they pass inspection. This AD also requires adding JT8D-1, -1A, -1B, -7, -7A, -7B, -9, -9A, - 11, -15, -15A, -17, -17A, -17R, and -17AR engines to the applicability. This AD results from an investigation by PW, which concluded that any HPC front hub or HPC diskcoated with PWA 110-21 that ever operated on JT8D-15, -15A, -17, -17A, -17R, -17AR, -209, -217, -217A, -217C, and - 219 turbofan engines, could crack before reaching their published life limit. We are issuing this AD to prevent a rupture of an HPC front hub or an HPC disk that could result in an uncontained engine failure and damage to the airplane.
2009-23-03: We are adopting a new airworthiness directive (AD) to supersede AD 2006-24-11, which applies to certain Hawker Beechcraft Corporation (HBC) (Type Certificate previously held by Raytheon Aircraft Company) Models 1900, 1900C, and 1900D airplanes. AD 2006-24- 11 currently requires you to repetitively inspect the forward, vertical, and aft flanges of both the left and right wing rear spar lower caps for cracks, repair any cracks found, and report the inspection results to the manufacturer. Since we issued AD 2006-24-11, the manufacturer has developed a modification kit to install on the wing rear spar lower caps that will terminate the 200-hour repetitive inspection required in AD 2006-24-11. Consequently, this AD requires installing the new modification kits on the wing rear spar lower caps and terminates the repetitive inspections required in AD 2006-24-11 when the kits are installed. We are issuing this AD to prevent fatigue cracks in the wing rear spar lower caps, which couldresult in fatigue failure of the wing rear spar lower caps. A rear spar failure could result in complete wing failure and the wing separating from the airplane.
84-03-02: 84-03-02 McDONNELL DOUGLAS: Amendment 39-4813. Applies to McDonnell Douglas Model DC-10-30, -30F, -40, and KC-10A (Military) series airplanes, certificated in all categories, equipped with Goodyear P/N 6002870 antiskid control unit. Compliance required as indicated, unless previously accomplished. \n\n\tTo prevent undetected severe loss of braking ability, accomplish the following: \n\n\tA.\tCompliance required within 30 days after the effective date of this AD. Revise the Limitations Section of the FAA approved Airplane Flight Manual by adding a paragraph which reads as follows: \n\n\t"Prior to each takeoff, turn the ANTISKID ARM switch in the cockpit from the ARM position to the OFF position, then back to the ARM position. Within sixty (60) seconds thereafter, initiate the ANTISKID TEST function using the cockpit test switch. Verify that no antiskid fail lights remain illuminated on the annunciator panel." \n\n\tNOTE: A copy of this AD may be inserted in the AFM as an acceptable means of compliance with the required AFM revision. \n\n\tB.\tCompliance required within 3000 flight hours after the effective date of this AD. Modify Goodyear P/N 6002870 antiskid control unit in accordance with the Accomplishment Instructions of Douglas DC-10 Alert Service Bulletin A32-202, dated November 30, 1983, and Goodyear Service Bulletin DC-10-30/40-32-36, dated July 29, 1983, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. Modification of the antiskid control unit as specified above constitutes terminating action for this AD and the interim AFM revision required by paragraph A., above, may be removed. \n\n\tC.\tAlternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \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 the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tThis amendment becomes effective February 27, 1984.
88-24-11 R1: 88-24-11 R1 MCDONNELL DOUGLAS: Amendment 39-6065 as revised by Amendment 39-6261. \n\n\tApplicability: McDonnell Douglas Model DC-10-10, -30, -40, and KC-10A (Military) series airplanes equipped with Jepson-Burns Corporation seat Model FBC-2000UHDE-(), certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo assure proper operation of the passenger emergency oxygen system, accomplish the following: \n\n\tA.\tFor model DC-10-10 and -30 series airplanes, within 90 days after December 22, 1988 (the effective date of Amendment 39-6065), accomplish the following: \n\n\t\t1.\tRemove and inspect all 3-man oxygen generators, Scott Aviation Part Number 801386-06, within the Passenger Service Unit (PSU) of the seat. Replace, prior to further flight, any generator showing evidence of food tray latch and cotter pin contact and wear on the canister. \n\n\t\t2.\tRemove existing brackets and install new bracket assemblies, Jepson-Burns Part Number 42703001, in accordance with the Implementation Instructions of Jepson-Burns Service Bulletin Number 25-20-618, dated June 10, 1987. \n\n\tB.\tFor Model DC-10-40 and KC-10A (Military) series airplanes, within 90 days after the effective date of this amendment, accomplish the following: \n\n\t\t1.\tRemove and inspect all 3-man oxygen generators, Scott Aviation Part Number 801386-06, within the Passenger Service Unit (PSU) of the seat. Replace, prior to further flight, any generator showing evidence of food tray latch and cotter pin contact and wear on the canister. \n\n\t\t2.\tRemove existing brackets and install new bracket assemblies, Jepson-Burns Part Number 42703001, in accordance with the Implementation Instructions of Jepson-Burns Service Bulletin Number 25-20-618, dated June 10, 1987. \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 will either concur or comment 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 the requirements of this AD. \n\n\tAll persons effected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to the Jepson-Burns Corporation, 1455 Fairchild Road, Winston-Salem, North Carolina 27105-4588. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. \n\n\tThis AD revised Amendment 39-6065, AD 88-24-11, which became effectiveon December 22, 1988. \n\n\tThis amendment (39-6261, AD 88-24-11 R1) becomes effective on August 14, 1989.
76-04-04: 76-04-04 MCDONNELL DOUGLAS: Amendment 39-2522 as amended by Amendment 39-2600. Applies to all Model DC-8 Series airplanes except -62, -62F, -63, and -63F, certificated in all categories. \n\n\tCompliance required as indicated. \n\n\tTo prevent possible fatigue failure of the wing front spar lower cap, P/N 5597838-1 or -2, accomplish the following: \n\n\t(a)\tFor those airplanes which have had the original 17 interference fit fasteners replaced that attach the #1 and #4 pylon cant bulkhead shear clips to the wing lower spar cap forward flange, comply with Paragraph (c) within the next 1600 hours time in service after the effective date of this AD or before the accumulation of 30,000 hours total time in service, whichever occurs later, unless accomplished within the last 2600 hours time in service, and thereafter at intervals not to exceed 4200 hours time in service. \n\n\t(b)\tFor those airplanes which have not had the original 17 interference fit fasteners replaced that attach the #1 and#4 pylon cant bulkhead shear clips to the wing lower spar cap forward flange, comply with Paragraph (c) within the next 3200 hours time in service after the effective date of this AD or before the accumulation of 30,000 hours total time in service, whichever occurs later, unless accomplished within the last 1000 hours time in service, and thereafter at intervals not to exceed 4200 hours time in service. \n\n\t(c)\tInspect the wing front spar lower cap, P/N 5597838-1 or -2, for cracks in accordance with the instructions in McDonnell Douglas DC-8 Alert Service Bulletin A57-82, Revision 1 dated February 6, 1976, or later FAA-approved revisions, or in accordance with an inspection method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tIf cracks are found which are limited to the lower forward horizontal tang and have not progressed aft into the lower aft tang or vertical leg of the cap, repair before further flight in accordance with DC-8 Service Bulletin57-82 dated March 17, 1976, or later FAA-approved revisions, or DC-8 Service Rework Drawing 5802723, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. If cracks are found which exceed the above limits, repair before further flight in accordance with DC-8 Service Rework Drawing 5802712, Revision "B" or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(e)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western 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 the operator. \n\n\t(f)\tThe repetitive inspections required by Paragraphs (a) or (b) may be discontinued for those airplanes which have incorporated the preventative rework, involving stress coining of the fasteners holes and installation of interference fit fasteners in accordance with either Service Rework Drawing 5802712, Revision "B", or Service Rework Drawing 5802723, or McDonnell Douglas DC-8 Service Bulletin 57-82, dated March 17, 1976, or later FAA-approved revisions, or in accordance with an equivalent rework method approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tAmendment 39-2522 became effective February 25, 1976. \n\n\tThis amendment 39-2600 becomes effective May 13, 1976.
93-07-14: 93-07-14 MCDONNELL DOUGLAS: Amendment 39-8546. Docket 92-NM-171-AD. \n\n\tApplicability: Model DC-9-33F, -34, -34F, -41, and -51 series airplanes, and C-9 (military) airplanes; as listed in McDonnell Douglas DC-9 Service Bulletin 32-228, Revision 1, dated October 6, 1989; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent main landing gear wheel assembly separation during wheel rotation, accomplish the following: \n\n\t(a)\tWithin 2,000 landings or 18 months after the effective date of this AD, whichever occurs first: Conduct a one-time inspection of the main landing gear (MLG) wheel spacer retainer assemblies for correct hardness of the wheel spacer retainer assemblies and proper installation of the anti-rotation pin, in accordance with McDonnell Douglas DC-9 Service Bulletin 32-228, Revision 1, dated October 6, 1989. \n\n\t\t(1)\tIf hardness of the wheel spacer retainer assembly is within limits specified in the service bulletin, and the anti-rotation pin is properly installed, as described in the service bulletin, prior to further flight, permanently mark the wheel spacer retainer assembly with the marking "S/B 32-228." \n\n\tNOTE: Operators may use any marking procedure that does not create significant stress concentration effects. Acceptable methods include stamping or electro-chemical etch. An appropriate area to mark is the outside diameter of the wheel spacer retainer assembly, at least 2 inches away from the anti-rotation pin. \n\n\t\t(2)\tIf hardness of the wheel spacer retainer assembly is not within limits specified in the service bulletin or the anti-rotation pin is not properly installed, as described in the service bulletin, prior to further flight, replace the wheel spacer retainer assembly, in accordance with McDonnell Douglas DC-9 Service Bulletin 32-228, Revision 1, dated October 6, 1989. After accomplishing this replacement, permanently mark the wheel spacer retainer assembly withthe marking "S/B 32-228." \n\n\t(b)\tAs of the effective date of this AD, only wheel spacer retainer assemblies marked "SB 32-228" may be installed on any airplane. \n\n\t(c)\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, Los Angeles 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, Los Angeles ACO. \n\n\tNOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO. \n\n\t(d)\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(e)\tThe inspection and replacement shall be done in accordance with McDonnell Douglas DC-9 Service Bulletin 32-228, Revision 1, dated October 6, 1989. 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-1771, Attention: Business Unit Manager, Technical Publications, C1-HDR (54-60). Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office (ACO), 3229 East Spring Street, Long Beach, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. \n\n\t(f)\tThis amendment becomes effective on June 1, 1993.
2009-23-07: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated 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: During 2008, two cases of main hydraulic accumulator failure were reported, one of which was caused by corrosion. Investigation has shown that a severe failure can occur to any of the four hydraulic accumulators which are installed in the hydraulic compartment. Either one of the two end parts on the accumulator may depart from the pressure vessel due to corrosion. This condition, if not corrected, is likely to degrade the functionality of the hydraulic system, possibly resulting in degradation or total loss of control of the landing gear, flap actuation and brakes. A severe failure during flight may even result in debris penetrating and exiting the fuselage outer skin. When such a failure occurs while the aeroplane is on the ground, as in the two reported cases, this may cause severe damage to the fuselage and result in injuries to persons nearby. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
90-10-03: 90-10-03 BOEING: Amendment 39-6587. Docket No. 89-NM-264-AD. \n\n\tApplicability: Model 747 series airplanes, identified in Boeing Alert Service Bulletin 747-52A2217, dated October 19, 1989, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished.\n \n\tTo ensure proper operation of the Number 3 left and right entry door emergency evacuation slide, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD, inspect the Number 3 left and right entry door girt bar mechanism, to determine if the rod-end bearings are defective. If any rod-end bearing is defective or has failed, prior to further flight, replace the rod-end bearing with a serviceable part, in accordance with Boeing Alert Service Bulletin 747-52A2217, dated October 19, 1989. \n\n\tB.\tWithin 7 days after completion of the inspection required by paragraph A., above, report all failed and/or defective rod-end bearings detected during the inspection to the Manager, Seattle Manufacturing Inspection District Office, FAA, Transport Airplane Directorate, 7300 Perimeter Road South, Seattle, Washington 98108. \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, 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\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 the requirements of this 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 Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6587, AD 90-10-03) becomes effective on June 4, 1990.
85-03-08 R1: 85-03-08 R1 MCDONNELL DOUGLAS: Amendment 39-4994 as amended by Amendment 39-5025. Applies to McDonnell Douglas Model DC-9 and C-9 (Military) series airplanes, certificated in all categories. Compliance required as indicated unless previously accomplished. \n\n\tTo detect cracks in the fuselage skin adjacent to or under the lower forward VHF antenna, accomplish the following: \n\n\tA.\tFor airplanes with 2,000 or more landings, inspect for cracks in accordance with McDonnell Douglas Telex Alert Service Bulletin A53-188, dated January 9, 1985, or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region, within the next 150 landings after the effective date of this airworthiness directive (AD). \n\n\tNOTE: McDonnell Douglas Alert Service Bulletin A53-188, dated January 9, 1985 (or later revisions approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region), is hereinafter referred to as ASBA53-188. \n\n\t\t1.\tIf cracks are found in the fuselage skin, inspect the antenna support intercostal for cracks before further flight, and repair in accordance with ASB A53-188. Reinspect the area around the repair in accordance with ASB A53-188, at intervals not to exceed 1500 landings after accomplishment of the repair. \n\n\t\t2.\tIf no cracks are found and the VHF antenna was not removed, reinspect in accordance with ASB A53-188, at intervals not to exceed 250 landings after the accomplishment of the last inspection. \n\n\t\t3.\tIf no cracks are found and the VHF antenna was removed, reinspect in accordance with ASB A53-188, at intervals not to exceed 1,000 landings after the accomplishment of the last inspection. \n\n\t\tNOTE: McDonnell Douglas is developing a preventive repair or crack preventive modification, which, when approved, will provide terminating action for this AD. The AD will be amended accordingly. \n\n\tB.\tSpecial flight permits may be issued in accordance with FAR 21.197and 21.199 to operate airplanes to a base for accomplishment of the inspections and repairs required by this AD. The aircraft must be operated without cabin pressurization and a placard installed in the cockpit, in full view of the pilots, stating: \n\n\t"OPERATION WITH CABIN PRESSURIZATION IS PROHIBITED." \n\n\tC.\tAlternative inspections, modifications, or other actions which provide an acceptable level of safety may be used when approved by the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tD.\tUpon request of an operator, an FAA Maintenance Inspector, subject to prior approval of the Manager, Los Angeles Aircraft Certification Office, FAA, Northwest Mountain 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 that operator. \n\n\tAll persons affected by this directive who havenot already received these documents from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Director, Publications and Training, C1-750 (54-60). These documents also may be examined at the FAA, Northwest Mountain Region, 17900 Pacific Highway South, Seattle, Washington, or the Los Angeles Aircraft Certification Office, 4344 Donald Douglas Drive, Long Beach, California. \n\n\tAmendment 39-4994 became effective February 1, 1985. \n\n\tThis Amendment 39-5025 becomes effective April 15, 1985.
68-15-01: 68-15-01\tBOEING: Amendment 39-624. Applies to Model 727 Series airplanes listed in Parts I, II, and III of paragraph I, Planning Information . . . , 1. Airplanes Affected, of Boeing Service Bulletin No. 55-18(R-6) dated June 15, 1967, as set forth on pages 1 and 2 thereof, and hereafter referred to as Part I of 1. Airplanes Affected or Part II and Part III of 1. Airplanes Affected. \n\n\tCompliance required as indicated. \n\n\tTo detect cracks or to prevent further cracks in the lower chord of the horizontal stabilizer rear spar, accomplish the following: \n\n\t(a)\tUnless already accomplished within the last 750 hours' time in service, within the next 50 hours' time in service after the effective date of this AD or prior to 650 hours' time in service after April 10, 1966, whichever is later, and thereafter at intervals not to exceed 800 hours' time in service, inspect Model 727 Series airplanes with 350 or more hours' time in service on April 10, 1966, listed in Part I of 1. Airplanes Affected in accordance with paragraph (e) hereof. \n\n\t(b)\tUnless already accomplished within the last 750 hours' time in service, within the next 50 hours' time in service after the effective date of this AD or prior to the accumulation of 1,000 hours' time in service, whichever is later, and thereafter at intervals not to exceed 800 hours' time in service, inspect Model 727 Series airplanes with less than 350 hours' time in service on April 10, 1966, listed in Part I of 1. Airplanes Affected, in accordance with paragraph (e) hereof. \n\n\t(c)\tUnless already accomplished within the last 100 hours' time in service, within the next 700 hours' time in service after the effective date of this AD, and thereafter at intervals not to exceed 800 hours' time in service, inspect Model 727 Series airplanes with 2,300 or more hours' time in service on the effective date of this AD listed in Part II and Part III of 1. Airplanes Affected in accordance with paragraph (e) hereof. \n\n\t(d)\tUnlessalready accomplished within the last 100 hours' time in service, before the accumulation of 3,000 hours' time in service, and thereafter at intervals not to exceed 800 hours' time in service, inspect Model 727 Series airplanes with less than 2,300 hours' time in service on the effective date of this AD listed in Part II and Part III of 1. Airplanes Affected in accordance with paragraph (e) hereof. \n\n\t(e)\tVisually inspect for cracks in the lower chord of the horizontal stabilizer rear spar, Stabilizer Stations 110.00 through 225.54, in accordance with Paragraph II, Accomplishment Instructions, Part I - Inspection Data, of Boeing Service Bulletin No. 55-18(R-2); dated January 3, 1966, or later FAA approved revision. \n\n\t(f)\tIf cracks are found, repair before further flight (except that the airplane may be flown in accordance with FAR 21.197 to a base where the repair can be performed) in accordance with Paragraph II, Accomplishment Instructions, Part III - Repair Data, of Boeing Service Bulletin No. 55-18(R-2), dated January 3, 1966, or later FAA approved revision, or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. After the repair is accomplished, the repetitive inspections required by this AD may be discontinued for areas repaired. \n\n\t(g)\tIf cracks are not found, the aircraft may be modified in accordance with Paragraph II, Accomplishment Instructions, Part II - Preventive Modification Data, of Boeing Service Bulletin No. 55-18(R-2) or later FAA approved revision. After the modification is accomplished, the repetitive inspections required by this AD may be discontinued for areas modified. \n\n\tNOTE: A repair in accordance with Service Bulletin 55-18 or 55-18(R-1) is considered a preventive modification. \n\n\t(h)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Regional Director, FAA Western 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 that operator. \n\n\tThis supersedes Amendment 39-208 (31 F. R. 4283), AD 66-07-02. \n\n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5. U.S.C. 522(a)(1). All persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to the Boeing Company, Commercial Airplane Division, Post Office Box 707, Renton, Washington 98055. These documents may also be examined at Room 406, Building A, FAA Western Region Office, 5651 West Manchester Avenue, Los Angeles, California 90045 and FAA Headquarters, 800 Independence Avenue, S.W., Washington, D.C. An historical file on this AD which includes the incorporated material in full is maintained by the FAA at its Headquarters in Washington, D.C. and at FAA Western Region. \n\n\tThis amendment becomes effective July 20, 1968.