99-3033. Airworthiness Directives; Saab Model SAAB SF340A and SAAB 340B Series Airplanes  

  • [Federal Register Volume 64, Number 27 (Wednesday, February 10, 1999)]
    [Rules and Regulations]
    [Pages 6522-6526]
    From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
    [FR Doc No: 99-3033]
    
    
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    DEPARTMENT OF TRANSPORTATION
    
    Federal Aviation Administration
    
    14 CFR Part 39
    
    [Docket No. 98-NM-373-AD; Amendment 39-11031; AD 99-04-07]
    RIN 2120-AA64
    
    
    Airworthiness Directives; Saab Model SAAB SF340A and SAAB 340B 
    Series Airplanes
    
    AGENCY: Federal Aviation Administration, DOT.
    
    ACTION: Final rule; request for comments.
    
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    SUMMARY: This amendment adopts a new airworthiness directive (AD) that 
    is applicable to certain Saab Model SAAB SF340A and SAAB 340B series 
    airplanes. This action requires a review of the airplane maintenance 
    records to identify the bottom engine vibration isolator, an inspection 
    of the aft engine vibration isolator to determine whether the 
    deflection is within limits, and various follow-on actions. This 
    amendment is prompted by issuance of mandatory continuing airworthiness 
    information by a foreign civil airworthiness authority. The actions 
    specified in this AD are intended to prevent excessive engine 
    vibration, which could lead to damage of the nacelle structure and 
    result in reduced structural integrity and fire shielding capability of 
    the nacelle structure, or which could lead to chafing of the fire 
    sensor loop and a consequent nuisance fire warning and result in a 
    precautionary engine shutdown.
    
    DATES: Effective February 25, 1999.
        The incorporation by reference of certain publications listed in 
    the regulations is approved by the Director
    
    [[Page 6523]]
    
    of the Federal Register as of February 25, 1999.
        Comments for inclusion in the Rules Docket must be received on or 
    before March 12, 1999.
    
    ADDRESSES: Submit comments in triplicate to the Federal Aviation 
    Administration (FAA), Transport Airplane Directorate, ANM-114, 
    Attention: Rules Docket No. 98-NM-373-AD, 1601 Lind Avenue, SW., 
    Renton, Washington 98055-4056.
        The service information referenced in this AD may be obtained from 
    Saab Aircraft AB, SAAB Aircraft Product Support, S-581.88, Linkoping, 
    Sweden. This information may be examined 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.
    
    FOR FURTHER INFORMATION CONTACT: Norman B. Martenson, Manager, 
    International Branch, ANM-116, FAA, Transport Airplane Directorate, 
    1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425) 
    227-2110; fax (425) 227-1149.
    
    SUPPLEMENTARY INFORMATION: The Luftfartsverket (LFV), which is the 
    airworthiness authority for Sweden, notified the FAA that an unsafe 
    condition may exist on certain Saab Model SAAB SF340A and SAAB 340B 
    series airplanes. The LFV advises that degraded bottom engine mounts 
    have been found on several airplanes. Investigation has revealed that 
    the isolator material used in the manufacture of certain bottom engine 
    mounts degrades after a short time in service. Such degradation of the 
    isolator material changes the damping characteristics of the engine 
    support system and results in excessive engine vibration. Such 
    excessive engine vibration could lead to damage of the nacelle 
    structure, and consequent reduced structural integrity and fire 
    shielding capability of the nacelle.
        The LFV also advises that it has received a report of chafing of 
    the fire sensor loop on several airplanes. Such chafing also has been 
    attributed to excessive engine vibration and could result in a nuisance 
    fire warning and a precautionary engine shutdown. Precautionary engine 
    shutdown could compromise the safe takeoff of the airplane.
        In addition, the LFV advises that it has received a report 
    indicating that the air pressure tube of the engine nacelle was found 
    damaged on several airplanes. That damage also has been attributed to 
    excessive engine vibration. Damage to the air pressure tube could cause 
    loss of cooling to the power turbine discs of the engine, which could 
    result in failure of the blades of the power turbine disc, and 
    consequent uncontained failure of the engine.
    
    Explanation of Relevant Service Information
    
        Saab has issued Service Bulletin SAAB 340-71-057, Revision 02, 
    dated January 26, 1999, including Attachment 1, dated January 20, 1999. 
    The service bulletin describes procedures for a review of the airplane 
    maintenance records to identify the bottom engine vibration isolator, a 
    visual inspection of the aft engine vibration isolator to determine 
    whether the deflection is within limits, and various follow-on actions. 
    The follow-on actions, as applicable, include one repetition of the 
    visual inspection of the aft engine vibration isolator to determine 
    whether the deflection is within limits; a one-time visual inspection 
    to detect chafing of the area around the engine; replacement of the 
    existing bottom engine vibration isolator with a new part; repair or 
    replacement of discrepant parts; visual inspections to detect damage of 
    the side and aft engine vibration isolators, and replacement, if 
    necessary; and detailed visual inspections to detect cracked or broken 
    parts of the engine mount support fitting, adjacent structure, and 
    attaching hardware of the bottom, side, and aft engine mount support 
    fittings.
        The Saab service bulletin references Barry Controls Service Letter 
    939-71-02, dated January 20, 1999, as the appropriate source of 
    criteria for the inspection of the bottom vibration isolator. The Saab 
    service bulletin includes that service letter as Attachment 1.
        The Saab service bulletin references Barry Controls Component 
    Maintenance Manual Section 71-20-20, dated October 15, 1993, as an 
    additional source of service information to accomplish the visual 
    inspection of the side and aft engine vibration isolators.
        Accomplishment of the actions specified in the Saab service 
    bulletin is intended to adequately address the identified unsafe 
    condition. The LFV classified Saab Service Bulletin SAAB 340-71-057, 
    Revision 1, dated December 18, 1998 (including Attachment 1, dated 
    December 11, 1998), as mandatory and issued Swedish airworthiness 
    directive SAD 1-135R1, dated December 18, 1998, in order to assure the 
    continued airworthiness of these airplanes in Sweden.
    
    FAA's Conclusions
    
        These airplane models are manufactured in Sweden and are type 
    certificated for operation in the United States under the provisions of 
    section 21.29 of the Federal Aviation Regulations (14 CFR 21.29) and 
    the applicable bilateral airworthiness agreement. Pursuant to this 
    bilateral airworthiness agreement, the LFV has kept the FAA informed of 
    the situation described above. The FAA has examined the findings of the 
    LFV, reviewed all available information, and determined that AD action 
    is necessary for products of this type design that are certificated for 
    operation in the United States.
    
    Explanation of Requirements of Rule
    
        Since an unsafe condition has been identified that is likely to 
    exist or develop on other airplanes of the same type design registered 
    in the United States, this AD is being issued to prevent excessive 
    engine vibration, which could lead to damage of the nacelle structure 
    and result in reduced structural integrity and fire shielding 
    capability of the nacelle structure, or which could lead to chafing of 
    the fire sensor loop and a consequent nuisance fire warning and result 
    in a precautionary engine shutdown. This AD requires accomplishment of 
    the actions specified in the Saab service bulletin described 
    previously, except as discussed below.
    
    Differences Between This Rule and the Service Bulletin
    
        Operators should note that, although the service bulletin describes 
    procedures for a detailed visual inspection of the bottom engine 
    vibration isolator if any chafing of the area around the engine is 
    detected, this AD requires replacement of the bottom engine vibration 
    isolator with a new part if any such chafing is found. The FAA has 
    determined that a detailed visual inspection may not provide the degree 
    of safety assurance necessary for the transport airplane fleet. The FAA 
    finds that continued safety of the transport airplane fleet will be 
    better assured by elimination of the source of the problem (i.e., by 
    replacing the bottom engine vibration isolator), rather than by an 
    inspection. The replacement requirement is in consonance with these 
    conditions.
        Operators also should note that, although the service bulletin 
    specifies detailed visual inspections of the affected engine mount 
    support fitting, adjacent structure, and attaching hardware if any 
    engine vibration
    
    [[Page 6524]]
    
    isolator is replaced; the service bulletin does not specify any source 
    of service information for corrective actions if any discrepancies are 
    found during such inspections. This AD requires any cracked or broken 
    part of the engine mount support fitting, adjacent structure, and 
    attaching hardware of the bottom, side, and aft engine mount support 
    fittings to be repaired prior to further flight in accordance with the 
    SAAB 340 Structural Repair Manual.
        Operators also should note that the service bulletin specifies, for 
    airplanes on which no chafing is detected during the inspection of the 
    area around the engine, a visual inspection of the aft engine vibration 
    isolator to determine whether the deflection is within allowable limits 
    following replacement of the bottom vibration isolator. However, the 
    service bulletin does not specify what actions should be accomplished 
    if, during such inspection, the deflection is determined to be outside 
    the limits specified in the service bulletin. This AD requires repair 
    prior to further flight in accordance with a method approved by the FAA 
    or the LFV (or its delegated agent), for airplanes on which no chafing 
    is detected, but on which the deflection of the aft engine vibration 
    isolator is determined to be outside the limits specified in the 
    service bulletin.
    
    Determination of Rule's Effective Date
    
        Since a situation exists that requires the immediate adoption of 
    this regulation, it is found that notice and opportunity for prior 
    public comment hereon are impracticable, and that good cause exists for 
    making this amendment effective in less than 30 days.
    
    Comments Invited
    
        Although this action is in the form of a final rule that involves 
    requirements affecting flight safety and, thus, was not preceded by 
    notice and an opportunity for public comment, comments are invited on 
    this rule. Interested persons are invited to comment on this rule by 
    submitting such written data, views, or arguments as they may desire. 
    Communications shall identify the Rules Docket number and be submitted 
    in triplicate to the address specified under the caption ADDRESSES. All 
    communications received on or before the closing date for comments will 
    be considered, and this rule may be amended in light of the comments 
    received. Factual information that supports the commenter's ideas and 
    suggestions is extremely helpful in evaluating the effectiveness of the 
    AD action and determining whether additional rulemaking action would be 
    needed.
        Comments are specifically invited on the overall regulatory, 
    economic, environmental, and energy aspects of the rule that might 
    suggest a need to modify the rule. All comments submitted will be 
    available, both before and after the closing date for comments, in the 
    Rules Docket for examination by interested persons. A report that 
    summarizes each FAA-public contact concerned with the substance of this 
    AD will be filed in the Rules Docket.
        Commenters wishing the FAA to acknowledge receipt of their comments 
    submitted in response to this rule must submit a self-addressed, 
    stamped postcard on which the following statement is made: ``Comments 
    to Docket Number 98-NM-373-AD.'' The postcard will be date stamped and 
    returned to the commenter.
    
    Regulatory Impact
    
        The regulations adopted herein will not have substantial direct 
    effects on the States, on the relationship between the national 
    government and the States, or on the distribution of power and 
    responsibilities among the various levels of government. Therefore, in 
    accordance with Executive Order 12612, it is determined that this final 
    rule does not have sufficient federalism implications to warrant the 
    preparation of a Federalism Assessment.
        The FAA has determined that this regulation is an emergency 
    regulation that must be issued immediately to correct an unsafe 
    condition in aircraft, and that it is not a ``significant regulatory 
    action'' under Executive Order 12866. It has been determined further 
    that this action involves an emergency regulation under DOT Regulatory 
    Policies and Procedures (44 FR 11034, February 26, 1979). If it is 
    determined that this emergency regulation otherwise would be 
    significant under DOT Regulatory Policies and Procedures, a final 
    regulatory evaluation will be prepared and placed in the Rules Docket. 
    A copy of it, if filed, may be obtained from the Rules Docket at the 
    location provided under the caption ADDRESSES.
    
    List of Subjects in 14 CFR Part 39
    
        Air transportation, Aircraft, Aviation safety, Incorporation by 
    reference, Safety.
    
    Adoption of the Amendment
    
        Accordingly, pursuant to the authority delegated to me by the 
    Administrator, the Federal Aviation Administration amends part 39 of 
    the Federal Aviation Regulations (14 CFR part 39) as follows:
    
    PART 39--AIRWORTHINESS DIRECTIVES
    
        1. The authority citation for part 39 continues to read as follows:
    
        Authority: 49 U.S.C. 106(g), 40113, 44701.
    
    
    Sec. 39.13  [Amended]
    
        2. Section 39.13 is amended by adding the following new 
    airworthiness directive:
    
    99-04-07  Saab Aircraft AB: Amendment 39-11031. Docket 98-NM-373-AD.
    
        Applicability: Model SAAB SF340A series airplanes, serial 
    numbers 004 through 159 inclusive; and Model SAAB 340B series 
    airplanes, serial numbers 160 through 453 inclusive; as specified in 
    Saab Service Bulletin SAAB 340-71-057, Revision 02, January 26, 
    1999, including Attachment 1, dated January 20, 1999; certificated 
    in any category.
    
        Note 1: This AD applies to each airplane identified in the 
    preceding applicability provision, regardless of whether it has been 
    modified, altered, or repaired in the area subject to the 
    requirements of this AD. For airplanes that have been modified, 
    altered, or repaired so that the performance of the requirements of 
    this AD is affected, the owner/operator must request approval for an 
    alternative method of compliance in accordance with paragraph (h) of 
    this AD. The request should include an assessment of the effect of 
    the modification, alteration, or repair on the unsafe condition 
    addressed by this AD; and, if the unsafe condition has not been 
    eliminated, the request should include specific proposed actions to 
    address it.
    
        Compliance: Required as indicated, unless accomplished 
    previously.
        To prevent excessive engine vibration, which could result in 
    damage of the nacelle structure and reduced structural integrity and 
    fire shielding capability of the nacelle structure, or which could 
    result in chafing of the fire sensor loop and a consequent nuisance 
    fire warning and precautionary engine shutdown; accomplish the 
    following:
        (a) Within 400 flight hours after the effective date of this AD, 
    review the airplane maintenance records to determine the serial 
    number of the bottom engine vibration isolator assembly; in 
    accordance with Saab Service Bulletin SAAB 340-71-057, Revision 02, 
    dated January 26, 1999, including Attachment 1, dated January 20, 
    1999.
        (1) If the serial number of the bottom engine vibration isolator 
    assembly is listed in Attachment 1 of the service bulletin: Prior to 
    further flight, accomplish the requirements of paragraph (b) of this 
    AD.
        (2) If the serial number of the bottom engine vibration isolator 
    assembly is not listed in Attachment 1 of the service bulletin, and 
    the assembly was received new from or overhauled by Barry Controls: 
    No further action is required by this AD.
        (3) If the serial number of the bottom engine vibration isolator 
    assembly is not listed in Attachment 1 of the service bulletin,
    
    [[Page 6525]]
    
    and was not received new from or overhauled by Barry Controls; or if 
    the serial number cannot be identified: Prior to further flight, 
    accomplish the requirements of paragraph (c) of this AD.
        (b) For airplanes on which the serial number of the bottom 
    engine vibration isolator is determined, during the review of the 
    maintenance records required by paragraph (a) of this AD, to be 
    listed in Attachment 1, dated January 20, 1999, of Saab Service 
    Bulletin SAAB 340-71-057, Revision 02, dated January 26, 1999: Prior 
    to further flight, remove the bottom engine vibration isolator and 
    perform a one-time visual inspection of the area around the engine 
    to detect chafing, in accordance with the service bulletin.
        (1) If no chafing is detected, prior to further flight, install 
    a new bottom engine vibration isolator having a molded assembly with 
    a cure date other than 9801 through 9825 inclusive, and perform a 
    visual inspection of the aft engine vibration isolator to determine 
    whether the deflection is within allowable limits, in accordance 
    with the service bulletin.
        (i) If the deflection of the aft engine vibration isolator is 
    within the limits specified in the service bulletin, no further 
    action is required by this AD.
        (ii) If the deflection of the aft engine vibration isolator is 
    outside the limits specified in the service bulletin, prior to 
    further flight, repair in accordance with a method approved by the 
    Manager, International Branch, ANM-116, FAA, Transport Airplane 
    Directorate; or the Luftfartsverket (LFV) (or its delegated agent).
        (2) If any chafing is detected, prior to further flight, 
    accomplish the requirements of paragraph (e) of this AD.
    
        Note 2: Inspections and corrective actions accomplished prior to 
    the effective date of this AD in accordance with Saab Service 
    Bulletin SAAB 340-71-057, dated November 20, 1998; or Revision 01, 
    dated December 18, 1998, including Attachment 1, dated December 11, 
    1998; are considered acceptable for compliance with the applicable 
    actions specified in this amendment.
    
        (c) For airplanes on which, during the review of the maintenance 
    records required by paragraph (a) of this AD, the serial number of 
    the bottom engine vibration isolator assembly is determined not to 
    be listed in Attachment 1, dated January 20, 1999, of Saab Service 
    Bulletin SAAB 340-71-057, Revision 02, dated January 26, 1999; and 
    was not received new from or overhauled by Barry Controls; or cannot 
    be identified: Prior to further flight, perform a visual inspection 
    of the aft engine vibration isolator to determine whether the 
    deflection is within allowable limits, and of the area around the 
    engine to detect chafing; in accordance with Saab Service Bulletin 
    SAAB 340-71-057, Revision 02, dated January 26, 1999, including 
    Attachment 1, dated January 20, 1999; and accomplish the 
    requirements of paragraph (c)(1), (c)(2), (c)(3), or (c)(4); as 
    applicable.
        (1) If the deflection of the aft engine vibration isolator is 
    within the limits specified in the service bulletin, if no chafing 
    of the area around the engine is detected, and if the bottom engine 
    vibration isolator has accumulated 250 flight hours or more: No 
    further action is required by this AD.
        (2) If the deflection of the aft engine vibration isolator is 
    within the limits specified in the service bulletin, if no chafing 
    of the area around the engine is detected, and if the bottom engine 
    vibration isolator has accumulated fewer than 250 flight hours: 
    Repeat the inspection required by paragraph (b) of this AD one time 
    within 250 flight hours after accomplishment of the first inspection 
    required by paragraph (b) of this AD.
        (3) If the deflection of the aft engine vibration isolator is 
    outside the limits specified in the service bulletin, and if no 
    chafing of the area around the engine is detected: Prior to further 
    flight, accomplish the requirements of paragraph (d) of this AD.
        (4) If any chafing of the area around the engine is detected: 
    Prior to further flight, accomplish the requirements of paragraph 
    (e) of this AD.
        (d) For airplanes on which, during the inspection required by 
    paragraph (c) of this AD, the deflection of the aft engine vibration 
    isolator is determined to be outside the limits specified in Saab 
    Service Bulletin SAAB 340-71-057, Revision 02, dated January 26, 
    1999, including Attachment 1, dated January 20, 1999; and no chafing 
    of the area around the engine is detected: Prior to further flight, 
    remove the aft engine vibration isolator, rotate the isolator 180 
    degrees, and perform a visual inspection of the snubbers to detect 
    damage, in accordance with the service bulletin. Prior to further 
    flight, repair any discrepant snubber or replace with a new or 
    serviceable snubber, as applicable; reinstall the aft engine 
    vibration isolator; and perform a visual inspection of the isolator 
    to determine whether the deflection is within allowable limits; in 
    accordance with the service bulletin.
        (1) If the deflection of the aft engine vibration isolator is 
    within the limits specified in the service bulletin and no chafing 
    is detected, no further action is required by this AD.
        (2) If the deflection of the aft engine vibration isolator is 
    outside the limits specified in the service bulletin, prior to 
    further flight, accomplish the requirements of paragraph (e) of this 
    AD.
        (e) For airplanes on which, during the inspection required by 
    paragraph (b) or (c) of this AD, any chafing of the area around the 
    engine was detected; or for airplanes on which, during the 
    inspection required by paragraph (d)(2) of this AD, the deflection 
    of the aft engine vibration isolator is determined to be outside the 
    limits specified in Saab Service Bulletin SAAB 340-71-057, Revision 
    02, dated January 26, 1999, including Attachment 1, dated January 
    20, 1999: Prior to further flight, repair any chafing of the area 
    around the engine, and replace any discrepant parts with new parts, 
    and remove the bottom vibration isolator; in accordance with the 
    service bulletin; and, prior to further flight, accomplish the 
    requirements of paragraphs (e)(1), (e)(2), (e)(3), and (e)(4) of 
    this AD.
        (1) Perform a detailed visual inspection to detect cracked or 
    broken parts of the bottom engine mount support fitting, and its 
    adjacent structure and attaching hardware, in accordance with the 
    service bulletin. Except as provided by paragraph (f) of this AD, 
    prior to further flight, repair any cracked or broken part in 
    accordance with the SAAB 340 Structural Repair Manual (SRM).
        (2) Install a new bottom vibration isolator having a molded 
    assembly with a cure date other than 9801 through 9825 inclusive, in 
    accordance with the service bulletin.
        (3) Perform a detailed visual inspection of the side and the aft 
    engine vibration isolators for damage, in accordance with the 
    service bulletin. If any damage is detected, prior to further 
    flight, replace any damaged isolator with a new part, and perform a 
    detailed visual inspection to detect cracked or broken parts of the 
    affected engine mount support fitting and its adjacent structure and 
    attaching hardware, in accordance with the service bulletin. Except 
    as provided by paragraph (f) of this AD, if any damage of the 
    fittings and adjacent structure is found, prior to further flight, 
    repair in accordance with the SRM.
    
        Note 3: Saab Service Bulletin SAAB 340-71-057, Revision 02, 
    references Barry Controls Component Maintenance Manual Section 71-
    20-20, dated October 15, 1993, as an additional source of service 
    information for accomplishment of the visual inspection of the side 
    and aft engine vibration isolators.
    
        (4) Perform a visual inspection of the aft engine vibration 
    isolator to determine whether the deflection is within allowable 
    limits, in accordance with the service bulletin.
        (i) If the deflection of the aft engine vibration isolator is 
    within the limits specified in the service bulletin, no further 
    action is required by this AD.
        (ii) If the deflection of the aft engine vibration isolator is 
    outside the limits specified in the service bulletin, accomplish the 
    requirements of paragraph (f) of this AD.
        (f) If, during the inspections required by paragraph (e)(1) or 
    (e)(3) of this AD, any damage is found that is outside the limits 
    specified by the SRM; or if, during the inspection of the aft engine 
    vibration isolator required by paragraph (e)(4) of this AD, the 
    deflection is outside the limits specified in the service bulletin: 
    Prior to further flight, repair in accordance with a method approved 
    by the Manager, International Branch, ANM-116, FAA, or the LFV (or 
    its delegated agent).
        (g) As of the effective date of this AD, no person shall install 
    on any airplane a bottom vibration isolator molded assembly having 
    P/N 00-13226-03 and a cure date 9801 through 9825 inclusive.
        (h) An alternative method of compliance or adjustment of the 
    compliance time that provides an acceptable level of safety may be 
    used if approved by the Manager, International Branch, ANM-116. 
    Operators shall submit their requests through an appropriate FAA 
    Principal Maintenance Inspector, who may add comments and then send 
    it to the Manager, International Branch, ANM-116.
    
        Note 4: Information concerning the existence of approved 
    alternative methods of compliance with this AD, if any, may be
    
    [[Page 6526]]
    
    obtained from the International Branch, ANM-116.
    
        (i) Special flight permits may be issued in accordance with 
    sections 21.197 and 21.199 of the Federal Aviation Regulations (14 
    CFR 21.197 and 21.199) to operate the airplane to a location where 
    the requirements of this AD can be accomplished.
        (j) Except for the repair actions as provided by paragraphs 
    (b)(1)(ii), (e)(1), (e)(3), and (f) of this AD, the actions shall be 
    done in accordance with Saab Service Bulletin SAAB 340-71-057, 
    Revision 02, dated January 26, 1999, including Attachment 1, dated 
    January 20, 1999, which contains the following list of effective 
    pages:
    
    ------------------------------------------------------------------------
                                        Revision
                                          level
                 Page No.               shown on      Date shown on page
                                          page
    ------------------------------------------------------------------------
    1-5...............................        02  Jan. 26, 1999.
               Attachment 1
    1-10..............................      None  Jan. 20, 1999.
    ------------------------------------------------------------------------
    
    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 Saab Aircraft AB, SAAB Aircraft 
    Product Support, S-581.88, Linkoping, Sweden. 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.
    
        Note 5: The subject of this AD is addressed in Swedish 
    airworthiness directive SAD 1-135R1, dated December 18, 1998.
    
        (k) This amendment becomes effective on February 25, 1999.
    
        Issued in Renton, Washington, on February 2, 1999.
    John J. Hickey,
    Acting Manager, Transport Airplane Directorate, Aircraft Certification 
    Service.
    [FR Doc. 99-3033 Filed 2-9-99; 8:45 am]
    BILLING CODE 4910-13-U
    
    
    

Document Information

Effective Date:
2/25/1999
Published:
02/10/1999
Department:
Federal Aviation Administration
Entry Type:
Rule
Action:
Final rule; request for comments.
Document Number:
99-3033
Dates:
Effective February 25, 1999.
Pages:
6522-6526 (5 pages)
Docket Numbers:
Docket No. 98-NM-373-AD, Amendment 39-11031, AD 99-04-07
RINs:
2120-AA64: Airworthiness Directives
RIN Links:
https://www.federalregister.gov/regulations/2120-AA64/airworthiness-directives
PDF File:
99-3033.pdf
CFR: (1)
14 CFR 39.13