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74-05-04: 74-05-04 MCDONNELL DOUGLAS: Amdt. 39-1793. Applies to all Douglas Aircraft Company DC-10-10 series airplanes. \n\n\tCompliance required within 300 hours additional time in service after the effective date of this airworthiness directive, unless previously accomplished. \n\n\t(1)\tInspect all DC-10-10 airplanes to determine if a yaw computer Part No. 1954094-6 is installed. Remove the inoperative placard from the yaw damper test function on the overhead test panel, if installed. \n\n\t(2)\tIf yaw computer Part No. 1954094-6 is installed in either or both positions, install, prior to further flight, the following placards for the yaw damper test function: \n\n\t\t(a)\t"INOP" on each "YAW DAMP TEST FAIL" light. \n\n\t\t(b)\t"SEE AFM FOR TEST PROCEDURE" to the left on the word "TEST" on the overhead yaw damper panel. \n\n\t(3)\tIncorporate the following limitation and procedure in the DC-10-10 FAA Approved Airplane Flight Manual for the use of the flight crew. An alternate test procedure may be substituted upon submission of adequate substantiating data to the Chief, Aircraft Engineering Division, FAA Western Region, and the receipt of an approval of the alternate procedure from the Chief. \n\n\tIncorporate revisions in the FAA Approved Airplane Flight Manual Documents No. MDC J1010 or MDC J1010, Appendix X, as follows: \n\n\t\t(a)\tRevise existing paragraph heading in Section I, Limitations, to read: YAW DAMPER \n\n\tAny two channels must be operating prior to the start of takeoff. (See yaw damper computer Part No. 1954094-6 test procedure in Section III of FAA Approved Airplane Flight Manual.) \n\n\t\t(b)\tIncorporate the following heading in Section III of FAA Approved Airplane Flight Manual Document No. MDC J1010 or MDC J1010, Appendix X, to read: \n\n\tTEST PROCEDURE FOR YAW DAMPER COMPUTER PART NO. 1954094-6 INSTALLED IN EITHER OR BOTH POSITIONS \n\n\tDuring taxi: \n\n\t(1)\tPlace all four (upper and lower) yaw damper switches ON. \n\n\t(2)\tCenter rudder indices in the surface position indicator with the rudder pedals. \n\n\t(3)\tWhen entering a turn, using primary nose wheel steering, observe the surface position indicator and note that the rudder position indices deflect to the first vertical mark opposite to the direction of turn. \n\n\t-Any rudder surface (position indicator) with only one yaw one yaw damper operative will deflect only one half the rudder deflection noted with two yaw dampers operative. \n\n\t(4)\tIf this test indicates inoperative yaw damper(s), the yaw damper(s) associated with the failed system (upper or lower) must be switched OFF. \n\n\tThis amendment becomes effective March 6, 1974.
93-11-02: 93-11-02 BOEING: Amendment 39-8594. Docket 92-NM-230-AD. Supersedes AD 92-19-15, Amendment 39-8373 which superseded AD 88-24-10, Amendment 39-6063. \n\n\tApplicability: Model 707 and 720 series airplanes; line numbers 1 through 906, inclusive; including Model 707 and 720 series airplanes that have been modified in accordance with Supplemental Type Certificates (STC's) SA2699NM, SA3595NM, or SA4015NM; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent separation of an inboard engine from an airplane, accomplish the following: \n\n\t(a)\tPerform a close visual inspection of the midspar fittings to detect cracks in accordance with Boeing Service Bulletin 3183, Revision 4, dated July 8, 1992, unless accomplished previously in accordance with Boeing Service Bulletin 3183, Revision 2, dated January 28, 1988, at the time specified in paragraph (a)(1), (a)(2), (a)(3), or (a)(4), of this AD, as applicable. \n\n\t\t(1)\tFor Model 707-300B/C series airplanes modified by installation of a "hush kit" in accordance with Supplemental Type Certificate (STC) SA2699NM, at the later of the times specified in paragraph (a)(1)(i) or (a)(1)(ii) of this AD: \n\n\t\t\t(i)\tPrior to the accumulation of 12,000 flight hours; or \n\n\t\t\t(ii)\tWithin 650 flight hours or 250 flight cycles after October 8, 1992 (the effective date of AD 92-19-15, Amendment 39-8373), whichever occurs first. \n\n\t\t(2)\tFor Model 707-100B and 720B series airplanes modified by installation of a "hush kit" in accordance with STC SA3595NM or SA4015NM, at the later of the times specified in paragraph (a)(2)(i) or (a)(2)(ii) of this AD: \n\n\t\t\t(i)\tPrior to the accumulation of 12,000 flight hours; or \n\n\t\t\t(ii)\tWithin 650 flight hours or 325 flight cycles after October 8, 1992 (the effective date of AD 92-19-15, Amendment 39-8373), whichever occurs first. \n\n\t\t(3)\tFor Model 707-300, 707-400, and 707-300B/C series airplanes, at the later of the times specifiedin paragraph (a)(3)(i) or (a)(3)(ii) of this AD: \n\n\t\t\t(i)\tPrior to the accumulation of 12,000 flight hours; or \n\n\t\t\t(ii)\tWithin 1,100 flight hours or 400 flight cycles after October 8, 1992 (the effective date of AD 92-19-15, Amendment 39-8373), whichever occurs first. \n\n\t\t(4)\tFor Model 707-100, 707-100B, 707-200, 720 and 720B series airplanes, at the later of the times specified in paragraph (a)(4)(i) or (a)(4)(ii) of this AD: \n\n\t\t\t(i)\tPrior to the accumulation of 12,000 flight hours; or \n\n\t\t\t(ii)\tWithin 1,100 flight hours or 550 flight cycles after October 8, 1992 (the effective date of AD 92-19-15, Amendment 39-8373), whichever occurs first. \n\n\t(b)\tRepeat the inspection required by paragraph (a) of this AD thereafter at the intervals specified in paragraph (b)(1), (b)(2), (b)(3), or (b)(4) of this AD, as applicable, in accordance with Boeing Service Bulletin 3183, Revision 4, dated July 8, 1992. \n\n\t\t(1)\tFor Model 707-300B/C series airplanes modified by installation ofa "hush kit" in accordance with STC SA2699NM: At intervals not to exceed 750 flight hours or 300 flight cycles, whichever occurs first. \n\n\t\t(2)\tFor Model 707-100B and 720B series airplanes modified by installation of a "hush kit" in accordance with STC SA3595NM or SA4015NM: At intervals not to exceed 750 flight hours or 375 flight cycles, whichever occurs first. \n\n\t\t(3)\tFor Model 707-300, -400, and -300B/C series airplanes: At intervals not to exceed 1,200 flight hours or 450 flight cycles, whichever occurs first. \n\n\t\t(4)\tFor Model 707-100, 707-100B, 707-200, 720, and 720B series airplanes: At intervals not to exceed 1,200 flight hours or 600 flight cycles, whichever occurs first. \n\n\t(c)\tIf any cracks are found in the midspar support fittings as a result of the inspections required by paragraph (a) or (b) of this AD, prior to further flight: Conduct an eddy current inspection, replace both midspar support fittings, and modify or repair all other structure specified in theservice bulletin, in accordance with Boeing Service Bulletin 3183, Revision 1, dated May 13, 1977, or Revision 2, dated January 28, 1988. If a currently-installed fitting is replaced by a new fitting of the same part number, that new fitting must be inspected in accordance with the compliance times and procedures required by paragraphs (a) and (b) of this AD. \n\n\t(d)\tReplace the midspar fittings with new, improved fittings, in accordance with Boeing Service Bulletin 3183, Revision 2, dated January 28, 1988, at the later of the times specified in paragraph (d)(1) or (d)(2) of this AD. \n\n\t\t(1)\tPrior to the accumulation of 12,000 flight hours; or \n\n\t\t(2)\tWithin 4 years or 4,800 flight cycles after the effective date of this AD, whichever occurs first. \n\n\t(e)\tReplacement of the midspar fittings with new, improved fittings, in accordance with Boeing Service Bulletin 3183, Revision 2, dated January 28, 1988, constitutes terminating action for the inspections required by this AD.(f)\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: 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(g)\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(h)\tThe inspection, replacement, modification, and repair shall be done in accordance with Boeing Service Bulletin 3183, Revision 1, dated May 13, 1977, or Boeing Service Bulletin 3183, Revision 2, dated January 28, 1988, or Boeing Service Bulletin 3183, Revision 4, dated July 8, 1992. This incorporation by reference was approved previously by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51 as of October 8, 1992 (57 FR 43890, September 23, 1992). 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 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. \n\n\t(i)\tThis amendment becomes effective on July 6, 1993.
2021-21-11: The FAA is adopting a new airworthiness directive (AD) for certain Pacific Aerospace Limited Model 750XL airplanes. This AD was prompted by 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 identifies the unsafe condition as insufficient clearance between the engine mount, the Beta control rod, and the inter-turbine temperature (ITT) sensing probe that could lead to chafing damage. This AD requires inspecting the engine mount, the temperature probe, and the reversing cable for damage, and taking any necessary corrective actions. The FAA is issuing this AD to address the unsafe condition on these products.
77-13-15: 77-13-15 BOEING: Amendment 39-2944 as amended by Amendment 39-2989. Applies to all Model 727 series airplanes listed in Boeing Service Bulletin No. 727-53-134, Revision 3, or later FAA approved revisions, and certificated in all categories. Compliance required as indicated. \n\tTo detect cracking in the Body Station 910 floor beam, accomplish the following: \n\tA.\tWithin the next 1000 pressurization cycles for airplanes with more than 20,000 pressurization cycles on the effective date of this AD, or prior to the accumulation of 21,000 pressurization cycles for airplanes with less than 20,000 pressurization cycles on the effective date of this AD, inspect the lower flanges of the B.S. 910 floor beam for cracks per paragraph B below. If inspected within the last 1000 pressurization cycles prior to the effective date of this AD per paragraph B.2, reinspect in accordance with paragraph E. Beams found cracked are to be repaired per paragraph C. \n\tB.\tInspect the B.S. 910 floor beam inaccordance with one of the following: \n\t\t1.\tLow frequency eddy current inspection procedures of Figure 3 of Boeing Service Bulletin No. 727-53-134, Revision 3 or later FAA approved revisions. \n\t\t2.\tEddy current or dye penetrant inspection procedures of Figure 2 of Boeing Service Bulletin No. 727-53-134, Revision 3, or later FAA approved revisions. \n\t\t3.\tA manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tC.\tIf cracks are detected in the beam, repair in accordance with Boeing Service Bulletin No. 727-53-134, Revision 3, or later FAA approved revisions, or in a manner approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, prior to further flight except that the airplane may be flown unpressurized in accordance with FAR 21.197 to a base where the repair can be accomplished. \n\tD.\tAirplanes which have had the straps or repair doubler installed in accordance with Boeing Alert Service Bulletin No. 727-53-124, or FAA approved equivalent, must be inspected once in accordance with paragraphs B.2 or B.3 of this AD within 3000 pressurization cycles from the effective date of this AD, in lieu of compliance with the compliance times specified in paragraphs A and E, unless already accomplished. Beams found cracked are to be repaired in accordance with paragraph C. \n\tE.\tRepeat the inspections per paragraph B.1 at intervals not to exceed 1000 pressurization cycles or per paragraph B.2 at intervals not to exceed 2000 pressurization cycles. \n\tF.\tTerminating action of this AD consists of inspection per paragraphs B.2 or B.3 and installation of the preventive modification straps or repair doubler in accordance with Boeing Alert Service Bulletin No. 727-53-124, Revision 1, or equivalent approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. \n\tG.\tFor the purpose of complying with this AD, the number of pressurization cycles may be considered to be identical to the number of landings.H.\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest 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\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to U.S.C. 552(a)(1). \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 FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington 98108. \n\n\tAmendment 39-2944 became effective August 5, 1977. \n\tThis amendment 39-2989 becomes effective August 1, 1977.
90-24-04: 90-24-04 BOEING: Amendment 39-6809. Docket No. 90-NM-95-AD. \n\n\tApplicability: Model 737-200 series airplanes, listed in Boeing Alert Service Bulletin 737-57A1206, dated April 12, 1990; and Model 737-300 and 737-400 series airplanes, listed in Boeing Alert Service Bulletin 737-57A1208, dated March 29, 1990; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent fastener fracture in the fitting attachment which could result in a loss of the outboard flap, accomplish the following: \n\n\tA.\tPrior to the accumulation of 5,000 flight hours or within 12 months after the effective date of this AD, whichever occurs later, perform a visual inspection of the outboard flap support fitting attach bolts in accordance with Boeing Alert Service Bulletin 737-57A1206, dated April 12, 1990, or Boeing Alert Service Bulletin 737-57A1208, dated March 29, 1990, as applicable. \n\n\t\t1.\tIf the bolts are confirmed as BACB30LE6 or BACB30US6,no further action is required at that location. \n\n\tNOTE: A bolt head marking of BACB30LE6, BACB30US6, B30LE6, or B30US6 confirms the correct bolt installation. Oversize bolts BACB30LE7 or BACB30US7 may be installed and are acceptable. \n\n\t\t2.\tIf a bolt BACB30MT is found, prior to further flight, and thereafter at intervals not to exceed 1,000 flight hours, perform torque inspections in accordance with Boeing Alert Service Bulletin 737-57A1208, dated March 29, 1990, or Boeing Alert Service Bulletin 737-57A1206, dated April 12, 1990, as applicable. If the bolt turns at or below the specified torque range, prior to further flight, replace it with BACB30LE or BACB30US in accordance with the previously mentioned service bulletins. Replacement of any bolt with bolt BACB30LE or BACB30US constitutes terminating action for the repetitive torque inspections for that bolt. \n\n\t\t3.\tIf a bolt other than the one listed in paragraph A.1. or A.2. of this AD is found, prior to further flight,replace the bolt with bolt BACB30LE or BAC30US in accordance with Boeing Alert Service Bulletin 737-57A1208, dated March 29, 1990, or Boeing Alert Service Bulletin 737-57A1206, dated April 12, 1990, as applicable. \n\n\tB.\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, Transport Airplane Directorate. \n\n\tNOTE: The request should be submitted directly to the Manager, Seattle Aircraft Certification Office (ACO), and a copy sent to the cognizant FAA Principal Inspector (PI). The PI will then forward comments or concurrence to the ACO. \n\n\tC.\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 mayobtain 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, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-6809, AD 90-24-04) becomes effective on December 24, 1990.
94-09-09: This amendment adopts a new airworthiness directive (AD) that is applicable to certain SAAB Model SAAB SF340A and SAAB 340B airplanes. This action requires installation of a placard in the cockpit that informs the flight crew of the prohibition against moving the power levers below "flight idle" (beta mode) when the airplane is airborne. This amendment is prompted by an incident during which a Model SAAB 340B airplane, that was in "beta mode" for a short duration during descent, lost all engine power. The action specified in this AD is intended to prevent engine overspeed and the resultant loss of engine power.
88-21-03 R1: 88-21-03 R1 AIRBUS INDUSTRIE AND BOEING: Amendment 39-6045 as amended by Amendment 39-6077. Applies to all Airbus Model A300 and A310-200 series airplanes, and Boeing Models 737-200, 737-300, 757-200, 767-200, and 767-300 series airplanes, certificated in any category, which are approved for operations over a route that contains a point farther than one hour flying time at the normal one-engine inoperative cruise speed (in still air) from an adequate airport in deviation from Section 121.161 of the Federal Aviation Regulations, referred to as "extended range," "EROP," or "ETOP" operations. Compliance required within 30 days after the effective date of the AD, unless previously accomplished. \n\n\tTo prevent failure of the fuel crossfeed valve during a single engine diversion on an extended range flight, which could result in the inability of the airplane to stay within the airplane lateral imbalance limit or in fuel starvation in the operating engine before the airplane is ableto reach the diversion airport, accomplish the following: \n\n\tA.\tRevise the LIMITATIONS SECTION of the FAA-approved Airplane Flight Manual (AFM) or Flight Manual Appendix, as appropriate, by adding the following instructions. This may be accomplished by inserting a copy of this AD in the AFM. \n\n\t\tFuel Crossfeed Valve. \n\n\t\tPerform an operational check of the fuel crossfeed valve during the last hour of \n\t\tcruise flight during each extended range operation. Enter valve failure conditions\n\t\tresulting from the operational check in the airplane log. \n\n\tB.\tRepair or replace, prior to next flight, any fuel crossfeed valve system component not exhibiting proper operation. \n\n\tC.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety and which has the concurrence of an FAA Principal Operations Inspector, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\t\tNOTE: The request should be forwarded through an FAA Principal Operations Inspector (POI), who may add any comments and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tThis amendment revises AD 88-21-03, Amendment 39-6045, effective October 24, 1988. \n\tThis amendment, 39-6077, becomes effective November 18, 1988.
2006-17-10: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier Model DHC-8-100, DHC-8-200, and DHC-8-300 series airplanes. This AD requires repetitive inspections of the fluorescent light tube assemblies of the cabin, lavatory, and sidewall, and corrective actions if necessary. This AD also provides for optional terminating action for the repetitive inspections. This AD results from reports of overheating due to arcing between the fluorescent tube pins and the lamp holder contacts. The tubes had not been properly seated during installation. We are issuing this AD to prevent fumes, traces of visible smoke, and fire at the fluorescent light tube assembly.
64-03-01: 64-03-01\tBOEING: Amdt. 679 Part 507 Federal Register February 4, 1964. Applies to All Models 707, 720 and 727 Series Aircraft. \n\n\tCompliance required as soon as the modification can be scheduled but not later than 1,000 hours' time in service after the effective date of this AD unless already accomplished. \n\n\tModify the fuel tank access panels and clamp rings in accordance with the following or Boeing Service Bulletin No. 1955 for 707 and 720 Series aircraft and Bulletin No. 28-7 for 727 Series aircraft or later FAA-approved revisions or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region: \n\n\t(a)\tRemove all fuel tank clamp rings and access doors from the aircraft. \n\n\t(b)\tRemove the phenolic insulation from the clamp ring by application of heat for 1 hour at 300 degrees F. \n\n\t(c)\tClean all mating surfaces of the access door, clamp ring, and wing skin flange of all material coating such as primer, zinc chromate and anodizing by scraping andhand sanding to base metal with 600 grit aluminum oxide paper or equivalent. \n\n\t(d)\tPrepare a mixture of conductive anticorrosive Aeroshell No. 14 grease MIL-G-25537 and Alcoa 408 aluminum powder in a ratio by weight of 35 percent of Alcoa 408 and apply to mating surfaces of clamp ring in sufficient quantity so as to obtain good surface coverage when reinstalled. \n\n\tThis directive effective February 4, 1964. \n\n\tRevised June 30, 1965.
92-19-06: 92-19-06 MCDONNELL DOUGLAS: Amendment 39-8364. Docket No. 92-NM-43-AD. \n\n\tApplicability: Model DC-9-81, -82, -83, and -87 (MD-81, -82, -83, and -87) series airplanes, and Model MD-88 airplanes; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent chafing damage to the wire assemblies that could lead to arcing and smoke in the passenger cabin, accomplish the following: \n\n\t(a)\tPrior to or upon the accumulation of 9,000 total flight hours or within 6 months after the effective date of this AD, whichever occurs later: Inspect the galley power feeder wire assemblies, in accordance with McDonnell Douglas Alert Service Bulletin A24-132, Revision 1, dated March 2, 1992. \n\n\t(b)\tIf no damage is detected as a result of the inspection required by paragraph (a) of this AD, within 6,000 flight hours of the initial inspection or within 15,000 total flight hours, whichever occurs later, modify the galley power feeder wire assemblies, in accordance with McDonnell Douglas Alert Service Bulletin A24-132, Revision 1, dated March 2, 1992. \n\n\t(c)\tIf damage is detected as a result of the inspection required by paragraph (a) of this AD, accomplish subparagraph (c)(1) and (c)(2) of this AD: \n\n\t\t(1)\tPrior to further flight, repair the damaged wire insulator (install protective sleeving), in accordance with McDonnell Douglas Alert Service Bulletin A24-132, Revision 1, dated March 2, 1992; \n\n\t\t(2)\tWithin 6,000 flight hours after accomplishing the inspection required by paragraph (a) of this AD, modify the galley power feeder wire assemblies, in accordance with McDonnell Douglas Alert Service Bulletin A24-132, Revision 1, dated March 2, 1992. \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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submittheir 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(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 inspection and modification shall be done in accordance with McDonnell Douglas Alert Service Bulletin A24-132, Revision 1, dated March 2, 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 McDonnell Douglas Corporation, P.O. Box 1771, Long Beach, California 90846-0001, 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 FAA, Transport Airplane Directorate, Los Angeles 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(g)\tThis amendment becomes effective on November 17, 1992.