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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.
92-13-03: 92-13-03 MCDONNELL DOUGLAS: Amendment 39-8273. Docket No. 92-NM-104-AD. \n\n\tApplicability: Model MD-11 series airplanes, as listed in McDonnell Douglas MD-11 Service Bulletin 27-18, Revision 1, dated October 16, 1991; certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent inadvertent slat deployment during flight at cruise altitude, which could create significant vibrations and cause damage to the elevators, accomplish the following: \n\n\t(a)\tWithin 15 days after the effective date of this AD, accomplish the requirements of either sub-paragraph (a)(1) or (a)(2) of this AD: \n\n\t\t(1)\tReplace the quadrant, gate, and spacer on the flap control module, and re-identify the module, in accordance with paragraph C. of McDonnell Douglas MD-11 Service Bulletin 27-18, dated August 30, 1991 or "Option I" of paragraph C. of McDonnell Douglas MD-11 Service Bulletin 27-18, Revision 1, dated October 16, 1991. \n\n\t\t(2)\tModify the quadrant and gate on the flap control module, and replace a spacer on the flap control module, and re-identify the module, in accordance with "Option II" of paragraph C. of McDonnell Douglas MD-11 Service Bulletin 27-18, Revision 1, dated October 16, 1991. \n\n\t(b)\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 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(c)\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(d)\tThe replacement and modification shall be done in accordance with McDonnell Douglas MD-11 Service Bulletin 27-18, dated August 30, 1991; or McDonnell Douglas MD-11 Service Bulletin 27-18, Revision 1, dated October 16, 1991; as applicable. 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 - Technical Administrative Support, C1-L5B. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington; or at FAA, Transport Airplane Directorate, 3229 East Spring Street, Long Beach, California 90806-2425; or at the Office of the Federal Register, 1100 L Street NW., Room 8401, Washington, DC. \n\n\t(e)\tThis amendment becomes effective on July 6, 1992.
94-06-10: This amendment supersedes an existing airworthiness directive (AD), applicable to all McDonnell Douglas Model DC-8 series airplanes, that currently requires the incorporation of specific maximum brake wear limits into the maintenance inspection program. That action was prompted by an accident in which a transport category airplane executed a rejected takeoff (RTO) and was unable to stop on the runway due to worn brakes. The actions specified by that AD are intended to prevent loss of braking effectiveness during a high energy RTO. This amendment requires that a new part number be permanently marked on certain brakes when modified to meet the new brake wear limits.
82-08-02: 82-08-02 MITSUBISHI HEAVY INDUSTRIES, LTD. (MHI): Amendment 39-4360. Applies to MHI Models MU-2B, -10, -15, -20, -25, -26 (S/N 005 thru 347, except 313 and 321) and MU-2B-30, -35, -36 (S/N 501 thru 696, except S/N 652 and 661) airplanes certificated in any category. \n\nCOMPLIANCE: Required as indicated unless previously accomplished. \nA)\tWithin the next 25 hours time-in-service from the effective date of this AD: \n1)\tVisually inspect the engine's electrical wiring to determine if nonshielded and noncolor-coded wiring is white or brown (tan). Inspection may be made at connectors P4001 and P4020. Remove spiral wrap as required for inspection. \n2)\tIf wires are brown (tan), inspect in accordance with Figure 1 to determine if wires are "tight weave" or "loose weave." \na.\tIf brown (tan) wires are "loose weave," inspect in accordance with paragraph A)4). \nb.\tIf brown (tan) wires are "tight weave," no further inspection is necessary and the airplane may be returned to service. \n3)\tIf wires are white, open the harness as necessary and inspect wires for identification: \na.\tIf white wires are marked MS 25471-XX (XX indicates wire gauge), inspect in accordance with paragraph A)4). \nb.\tIf white wires are marked M 22759/7-XX and/or M-22759/8- XX, no further inspection is necessary and the airplane may be returned to service. \n4)\tAfter each 25 hours time-in-service, remove wiring harness which incorporates wires affected by paragraph 2)a or 3)a from the engines and visually inspect all brown (tan) "loose weave" or white insulated MS 25471-XX wires for tight loop, kinks, or bulged deformation. If these conditions are found, replace the wiring harness using one of the procedures in paragraph A)5) before further flight. Inspections may be discontinued when wires are replaced using one of the procedures in paragraph A)5). \n5)\tOn or before 300 hours time-in-service after the effective date of this AD, replace all brown (tan) "loose weave" or white insulated MS 25471-XXwires with M 22759/7-XX or M 22759/8-XX wire using one of the procedures specified in Part 3 of MHI Service Bulletin 191, dated December 21, 1981. \n\nB)\tA special flight permit may be issued in accordance with FAR 21.197 to allow flight of the airplane to a location where this AD can be accomplished. \n\nC)\tAn alternative means of compliance with this AD may be used when approved by the Manager, Western Aircraft Certification Office, FAA, Northwest Mountain Region, P.O. Box 92007, Worldway Postal Center, Los Angeles, California 90009-2007. \n\nThis amendment became effective on April 15, 1982. \n\n\n\nFigure 1 AD 82-08-02
92-03-07: 92-03-07 BOEING: Amendment 39-8162. Docket No. 91-NM-160-AD. Supersedes AD 89-08-11, Amendment 39-6190 and AD 90-05-02, Amendment 39-6518. \n\n\tApplicability: Model 737 series airplanes, line number 0001 through 2060 equipped with Garrett GTCP 85-129 series auxiliary power units (APU), certificated in any category. \n\n\tCompliance: Required as indicated, unless accomplished previously. \n\n\tTo prevent an uncontained APU tailpipe fire due to clogged shroud and fuel drains, accomplish the following: \n\n\t(a)\tPrior to the accumulation of 150 flight hours after April 25, 1989 (the effective date of Amendment 39-6190, AD 89-08-11), perform a one-time inspection of the exhaust flange and the exhaust muffler heat shield skin joint and remove any excess or loose sealant, and perform an inspection and cleaning of the APU shroud, plenum and combustor drain lines, in accordance with Boeing Service Letter 737-SL-49-14, Revision A, dated March 29, 1989, or Boeing Service Letter 737-SL-49-14, Revision B, dated April 20, 1989. Thereafter, at intervals not to exceed 500 hours, or immediately following maintenance involving the drain system (e.g., APU change, etc.), perform an inspection and cleaning of the APU shroud drains and plenum fuel drain in accordance with the service letters. \n\n\t(b)\tWithin 10 days after March 12, 1990 (the effective date of Amendment 39-6518, AD 90-05- 02), revise the Limitations section of the FAA-approved Airplane Flight Manual (AFM) by adding the following instructions. This may be accomplished by inserting a copy of this AD into the AFM. \n\n"AUXILIARY POWER UNIT LIMITATION: \n\tAfter any unsuccessful APU ground start, either placard the APU "NO GROUND STARTING" or accomplish the following during the subsequent ground start attempt(s): \n\n\t\t(1)\tFollowing an unsuccessful APU ground start attempt, the subsequent APU ground start attempt(s) must be monitored by a qualified ground observer to assure proper APU starting. The FAA Principal Maintenance Inspector (PMI) must approve the qualified ground observer, the monitoring procedures, and the method of documentation for compliance with these procedures. If APU tail pipe torching is observed, prior to flight, inspect the affected airplane surface(s) for fire damage and/or paint blistering. Repair or replace fire-damaged area(s) in a manner approved by the Manager, Seattle Aircraft Certification Office, prior to further flight. \n\n\t\t(2)\tFollowing successful APU operation, if subsequent unsuccessful APU ground starts are again experienced, the ground start monitoring requirements required by paragraph (b)(1) of this AD must be repeated. \n\n\t\t(3)\tThe placard may be removed and normal APU ground starting procedures resumed following appropriate maintenance action to determine and resolve the cause of the unsuccessful ground start, or successful ground start has been accomplished in accordance with paragraph (b)(1) of this AD, or in-flight starting and operation is accomplished. \n\n\tNOTE: In-flight starting and operating of the APU is not impacted by this action." \n\n\t(c)\tWithin 36 months after the effective date of this AD, modify the APU drain assembly in accordance with Boeing Service Bulletin 737-49-1073, dated July 25, 1991. This modification constitutes terminating action for the repetitive inspections and cleaning requirement required by paragraph (a) of this AD. The AFM limitation required by paragraph (b) of this AD may be removed following completion of the modification. \n\n\t(d)\tAn alternative method 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 (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\t(e)\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\t(f)\tThe inspection required by this AD shall be done in accordance with Boeing Service Letter 737-SL-49-14, Revision A, dated March 29, 1989; or Boeing Service Letter 737-SL-49-14, Revision B, dated April 20, 1989. The modifications required by this AD shall be done in accordance with Boeing Service Bulletin 737-49-1073, dated July 25, 1991. 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. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100 L Street N.W., Room 8401, Washington, D.C. \n\n\t(g)\tThis amendment (39-8162, AD 92-03-07) becomes effective on March 16, 1992.
91-08-12: 91-08-12 BOEING: Amendment 39-6967; Docket No. 90-NM-179-AD. \n\n\tApplicability: Model 737 series airplanes, line numbers 520 through 610, certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo prevent inability of the airplane to carry fail-safe loads due to disbonded doublers, and to reduce the possibility of rapid decompression, accomplish the following: \n\n\tA.\tWithin 60 calendar days after the effective date of this AD, perform a one-time external ultrasonic inspection of the bonded doublers not mechanically fastened above stringer (S-) 26 between body station (BS) 259 and BS 1016 in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. \n\n\tNOTE: The area inspected in accordance with AD 89-16-05, Amendment 39-6281, does not require reinspection for disbonding. \n\n\tB.\tIf disbonding is detected, prior to further flight, accomplish the following: \n\n\t\t1.\tPerform a high frequency eddy current (HFEC)inspection for cracks and a visual inspection for corrosion along the upper rivet row of the lower lap splices and both rivet rows of S-17 (if affected), for the entire length of affected panel, in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. If, during the inspections required by this paragraph, paint inhibits identification of the fastener heads or cracks, the paint must be stripped using an FAA-approved chemical stripper. \n\n\t\t\ta.\tIf no cracking or corrosion is found, repeat the HFEC and visual inspections at intervals not to exceed 4,500 flight cycles until the preventive modification required by paragraph C. of this AD is accomplished. \n\n\t\t\tb.\tIf cracks are found, repair prior to further flight, in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. Within 3,000 flight cycles following the repair, accomplish the lap splice preventive modification on the affected panel, which includes installation of oversize protruding head solid fasteners in the lap splice upper row and S-17, in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. \n\n\t\t\t\t(1)\tBlind fasteners may be used as a temporary repair only. Repairs using blind fasteners must be repetitively inspected for loose or missing fasteners at intervals not to exceed 3,000 flight cycles following installation, and replaced with protruding head solid fasteners within 10,000 flight cycles following installation. \n\n\t\t\t\t(2)\tRepairs previously installed with blind fasteners prior to the effective date of this AD must be inspected for loose or missing fasteners within 1,000 flight cycles after the effective date of this AD and thereafter at intervals not to exceed 3,000 flight cycles. Blind fasteners must be replaced with protruding head solid fasteners within 10,000 flight cycles following installation. \n\n\t\t2.\tPerform a detailed external visual inspection for cracks and corrosion at circumferential splices along the most forward and most aft rivet row of each panel found to contain delamination, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990. Remove paint with an FAA-approved chemical stripper prior to inspection, or ensure that the fastener head is clearly visible. In addition to the detailed external visual inspection, perform a HFEC inspection for cracks at each circumferential splice from S-10R to S- 10L in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990, along the most forward and most aft rivet row of each circumferential splice. \n\n\t\t\ta.\tIf no cracks, corrosion, or delamination are found as a result of the detailed external visual inspection, repeat the detailed external visual and HFEC inspections required by this paragraph at intervals not to exceed 4,500 landings or 15 months, whichever occurs first. \n\n\t\t\tb.\tIf any cracking is detected, repair prior to further flight, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990. \n\n\t\t\tc.\tReplacement of the most forward and most aft fastener rows with standard protruding head solid fasteners at all circumferential fuselage splices, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990, constitutes terminating action for the inspections required by this subparagraph, B.2. \n\n\t\t3.\tIn areas where corrosion or delamination are found as a result of the inspections required by paragraphs B.1 and B.2. of this AD, prior to further flight, perform a low frequency eddy current (LFEC) inspection using an FAA-approved method: \n\n\t\t\ta.\tIf corrosion depth, does not exceed 10% of the skin's thickness, conduct the repetitive external detailed visual inspections required by paragraphs B.1. and B.2. of this AD, of each panel found to contain corrosion at intervals not to exceed 2,250 flight cycles or 6 months, whichever occurs first. \n\n\t\t\tb.\tIf corrosion depth, exceeds 10% of the skin's thickness, or if cracks or delamination is found as a result of the detailed external visual inspections, repair prior to further flight, in accordance with Boeing Service Bulletin 737-53-1076, Revision 2, dated February 8, 1990. Following such a repair, continue to inspect in accordance with paragraphs B.1. and B.2. of this AD, at intervals not to exceed 4,500 flight cycles or 15 months, whichever occurs first. \n\n\t\t\tc.\tAny crack found must be repaired, prior to further flight, in accordance with an FAA-approved method. Blind fasteners may be used as a temporary repair only. They must be repetitively inspected for loose or missing fasteners at intervals not to exceed 3,000 flight cycles following installation and then replaced with protruding head solid fasteners within 10,000 flight cycles following installation. \n\n\t\t4.\tRepair all disbonded tearstraps prior to further flight, in accordance with Boeing Alert Service Bulletin 737-53A1039, Revision 4, dated April 14, 1988, or Revision 5, dated May 25, 1989; or Boeing Service Bulletin 737-53-1089, Revision 1, dated October 13, 1989; or Revision 3, dated November 2, 1989; as appropriate. \n\n\tC.\tWithin 24 months after detection of disbonding as a result of the inspection required by paragraph A. of this AD, accomplish the lap splice and S-17 preventative modification of the affected panel, which includes installation of oversize protruding head solid fasteners in the upper rivet row, in accordance with Boeing Service Bulletin 737-53-1124, dated August 24, 1989. Accomplishment of this modification constitutes terminating action for the inspection requirements of paragraph B.1. and B.2 of this AD for the affected panel. \n\n\tD.\tAn alternative method 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 (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tE.\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 information from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington. \n\n\tThis amendment (39-6967, AD 91-08-12) supersedes Amendment 39-6281, AD 89-16- 05, which became effective on September 5, 1989. \n\n\tThis amendment (39-6967, AD 91-08-12) becomes effective on May 17, 1991.