[Federal Register Volume 61, Number 216 (Wednesday, November 6, 1996)]
[Rules and Regulations]
[Pages 57304-57311]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-27395]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 95-NM-214-AD; Amendment 39-9798; AD 96-22-10]
RIN 2120-AA64
Airworthiness Directives; McDonnell Douglas Model DC-9 and DC-9-
80 Series Airplanes, and Model MD-88 Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment adopts a new airworthiness directive (AD),
applicable to all McDonnell Douglas DC-9 and DC-9-80 series airplanes,
and Model MD-88 airplanes, that requires repetitive leak checks of the
lavatory drain system and repair, if necessary; provides for the option
of revising the FAA-approved maintenance program to include a schedule
of leak checks; requires the installation of a cap on the flush/fill
line; and requires replacement or modification of the vent system
piping. This amendment is prompted by continuing reports of damage to
engines and airframes, separation of engines from airplanes, and damage
to property on the ground, caused by ``blue ice'' that forms from
leaking lavatory drain systems on transport category airplanes and
subsequently dislodges from the airplane fuselage. The actions
specified by this AD are intended to prevent such damage associated
with the problems of ``blue ice.''
DATES: Effective December 11, 1996. The incorporation by reference of
certain publications listed in the regulations is approved by the
Director of the Federal Register as of December 11, 1996.
ADDRESSES: The service information referenced in this AD may be
obtained from McDonnell Douglas Corporation, 3855 Lakewood Boulevard,
Long Beach, California 90846, Attention: Technical Publications
Business Administration, Department C1-L51 (2-60). This information may
be examined at the Federal Aviation Administration (FAA), Transport
Airplane Directorate, Rules Docket, 1601 Lind Avenue, SW., Renton,
Washington; or at the FAA, Transport Airplane Directorate, Los Angeles
Aircraft Certification Office, 3960 Paramount Boulevard, Lakewood,
California; or at the Office of the Federal Register, 800 North Capitol
Street, NW., suite 700, Washington, DC.
FOR FURTHER INFORMATION CONTACT: Walter Eierman, Aerospace Engineer,
Systems and Equipment Branch, ANM-130L, FAA, Los Angeles Aircraft
Certification Office, 3960 Paramount Boulevard, Lakewood, California
90712; telephone (310) 627-5336; fax (310) 627-5210.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to include an airworthiness
directive (AD) that is applicable to all McDonnell Douglas DC-9 and DC-
9-80 series airplanes, and Model MD-88 airplanes was published in the
Federal Register on December 26, 1995 (60 FR 66764). That action
proposed to:
1. require repetitive leak checks of the lavatory drain system and
repair, if necessary;
2. provide for the option of revising the FAA-approved maintenance
program to include a schedule of leak checks;
3. require the installation of a cap on the flush/fill line; and
4. require replacement or modification of the vent system piping.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received.
Support for the Proposal
Two commenter support the proposed rule.
Request to Exclude All-Cargo Configured Airplanes from
Applicability
One commenter requests that the applicability of the proposal be
revised to exclude airplanes operating in an all-cargo configuration,
where lavatories and lavatory fill/drain systems have been removed.
The FAA concurs. This final rule requires leak checks of the
lavatory/fill drain system. However, if no such system is installed on
the airplane then, obviously, the requirements of the AD cannot be
performed and, likewise, should not be required. As long as there is
one lavatory drainage system installed on the airplane, the
requirements of this AD would still apply. To make this eminently clear
to affected operators, the FAA has revised the applicability of the
final rule to clarify that the AD applies to airplanes that are
equipped with a lavatory drainage system.
Request for Permission to Use Alternative Check Valves on Flush/
Fill Line
Two commenters request that the proposed rule be revised to allow
the use of Monogram 4803-86 series check valves on flush/fill lines as
an alternative to the specified lever/lock cap. These commenters point
out that Monogram check valves with similar design characteristics were
approved previously by the FAA as an acceptable alternative item for
compliance with a similar proposed AD that is applicable to Boeing
Model 737 series airplanes [reference Docket No. 95-NM-111-AD (60 FR
55673, November 2, 1995)].
The FAA concurs with these commenters' request. Paragraphs (a)(5),
(b)(3), and (d) of the final rule have been revised to specify this.
Additionally, paragraphs (a)(5) and (b)(3) of the final rule have been
revised to provide the necessary instructions for replacing the O-rings
associated with the Monogram 4803-86 series check valve, and for
testing the check valve for proper operation.
Request to Increase Leak Check Interval for Certain Shaw Aero
Valves
One commenter requests that proposed paragraphs (a)(2) and
(b)(2)(ii) be revised to allow the following Shaw Aero valves to be
leak checked at 1,000-hour intervals:
331 series, all serial numbers
332 series, all serial numbers
The commenter states that these valves have been accepted previously by
the FAA for a 1,000-hour leak check interval either in accordance with
AD 94-23-10, which is applicable to Boeing
[[Page 57305]]
Model 727 series airplanes; or a similar proposed rule applicable to
Boeing Model 737 series airplanes (reference Docket No. 95-NM-111-AD).
The FAA concurs. Paragraphs (a)(2) and (b)(2)(ii) of this final
rule have been revised to include these part-numbered valves in the
requirements for leak checks at 1,000-hour intervals.
Request to Increase Leak Check Interval for Certain Kaiser Valves
One commenter requests that the proposed repetitive leak check
interval of 1,000 hours for Kaiser valves having part numbers 0218-0026
and 0218-0032, be increased to 1,500 hours. As justification for this
request, the commenter submits qualification and test data.
The FAA cannot concur, since insufficient data were submitted to
support a longer inspection interval. Paragraph (g) of the final rule
provides guidance as to the specific type of data needed to justify
extensions to the leak check intervals set forth in this AD.
Two other commenters request that the proposed repetitive leak
check interval of 1,500 hours for Kaiser valves having part number
2651-329 series, be increased to 4,500 hours. These commenters state
that the longer interval has been proposed for this same valve in
another proposed AD that is applicable to Boeing Model 737 series
airplanes (reference Docket No. 95-NM-111-AD).
The FAA concurs with these commenters' request, since this valve
previously was found to be acceptable for a 4,500-hour leak check
interval. Paragraph (a)(1) of this final rule has been revised
accordingly.
Request to Increase Leak Check Interval for Certain Pneudraulics
Valves
One commenter requests that the proposed leak check interval of
1,000 hours for Pneudraulics valves having part number 9527, be
increased to 2,000 hours. The commenter states that, to date, it has
accumulated over 580,000 flight hours using this Pneudraulics valve on
its fleet of airplanes, and there have been only two cases of leaking
reported. In both cases, the valves were inspected and found to be
serviceable without repair. This in-service experience should justify a
longer repetitive check interval.
The FAA does not concur, since insufficient data were submitted to
support a longer inspection interval. Paragraph (g) of the final rule
provides guidance as to the specific type of data needed to justify
extensions to the leak check intervals set forth in this AD.
Request to Revise Procedure for Dump Valve Leak Check
One commenter requests that the proposed rule be revised to change
the procedure for conducting a dump valve leak check so that less fluid
can be used. This commenter points out that NOTE 2 of the proposal
states that this leak check is to be accomplished with water/rinsing
fluid to a level at least 4 inches above the flapper in the bowl.
However, the commenter notes that this is 2 inches more fluid than is
needed for similar leak checks of Boeing Model 727 series airplanes
required by AD 94-23-10 [amendment 39-9073 (59 FR 59124, November 16,
1994)]. The commenter maintains that the same level of fluid should be
used so that all leak checks are standardized for all airplanes.
The FAA does not concur with the commenter's request. The procedure
to fill the toilet bowl to 4 inches above the flapper (approximately
\1/2\ full) is also meant to check the tank and the rinse line check
valves. The FAA finds that performing the test using less fluid does
not do as complete and adequate a job as is necessary to meet the
intent of this AD.
Request for Clarification of Leak Check Procedures
One commenter considers that proposed paragraphs (a)(2)(i) and
(a)(2)(ii) contradict each other. The former paragraph would require
that both the inner door/closure device and the outer cap/door must be
leak checked; while the latter paragraph states that, in lieu of
pressure testing, the outer seal and seal surface may be visually
inspected for damage on service panel valves that have an inner seal.
The commenter states that, to leak check the outer cap, maintenance
personnel will have to remove the inner seal, thus ruining the seal in
the process, and there is no guarantee that the tests would be
performed in a particular sequence to avoid this. The commenter
contends that a leak check on the outer seal would negate the test on
the inner seal, and that only a visual inspection of the outer seal is
necessary.
The FAA does not concur with the commenters statement that the two
paragraphs contradict each other. Paragraph (a)(2)(i) calls for a leak
check of each closure device. For certain types of service panel
valves, paragraph (a)(2)(ii) merely provides an alternative to that
leak check, since it states that an inspection of the seal may be
performed in lieu of the leak check; that paragraph does not require
that both actions be performed.
Request for Procedures for Performing Leak Check of Lavatory Vent
System
One commenter requests that proposed paragraph (e), which would
require a leak check of the lavatory vent system, be revised to include
procedures for how these leak checks are to be performed.
The FAA concurs that inclusion of such procedures is necessary.
NOTE 2 has been revised to add this information, and a new NOTE 7 has
been included, which also contains these procedures.
Request to Delete Alternative Visual Inspections
One commenter requests that the proposal be revised to delete the
alternative that would allow operators only to visually inspect the
cover (outer) seal of lavatory drain valves for wear or damage, rather
than to leak check them. This commenter considers it important that
leak testing of the drain valves should be performed both on the
internal portions of the valve and on the cap portions of the valve as
well. This commenter states that one of the primary emphases of
addressing the problems of blue ice has been the need for a dual
sealing valve; by using a dual sealing valve, the reliability of a
drain valve is doubled, and the potential for blue ice incidents is
significantly reduced. However, if the FAA would permit only a visual
inspection of the outer seal, rather than an actual leak test, the
benefit of the dual sealing valve is lost and safety is compromised
because ``the potential for a failure through the outer seal that has
not been tested rises exponentially as it is not being tested.'' The
commenter considers that the only reason for allowing the visual
inspection (rather than a leak test) is to provide a cost savings to
the airlines.
The FAA does not concur with the commenter's request to delete the
provision for the alternative procedure. The maintenance procedures
required by this final rule, as well as the intervals at which
maintenance is required, were developed in consideration of the design
and known service experience of the many designs used in lavatory
systems. The alternative procedure for the visual inspection is allowed
based on the fact that some valves have an inner seal that is closed
when the outer cap is closed; for this type of valve, leakage from the
outer cap could only be checked if the inner seal were removed since,
when the inner seal is correctly in place, it will prevent any fluid
from reaching the outer cap seal. It is for this type of valve that the
AD provides the
[[Page 57306]]
alternative to allow operators to inspect the seal and seal surface of
the outer cap seal in lieu of performing a leak check of the outer
seal. The FAA's ultimate determination with regard to this provision
was not made to provide a cost savings to airlines (as suggested by the
commenter), but to allow procedures to be accomplished that will
provide an acceptable level of safety.
Request to Increase Leak Checks at Flush/Fill Port
One commenter considers that an upstream device with positive shut-
off and anti-siphon features would eliminate the ``blue ice'' that
occurs at the flush/fill port. The commenter considers that, until such
time as a new device can be tested and approved, the leak checks and
inspections of that port should be increased. As further indication of
a need for more inspections, the commenter states that the currently
installed flush/fill caps and lever lock cap can be damaged or removed
by maintenance personnel; additional inspections would ensure that
these discrepancies are identified and corrected in a timely manner.
The FAA does not concur with the commenter's request. The FAA
considers that action is necessary at this time to improve leakage
conditions at the flush/fill port. The lever lock cap required by this
AD action will contribute to this goal by being less likely to be left
unclosed, more difficult to remove, and less prone to falling off, than
the conventional turn cap. While other suitable devices currently may
be under development, the FAA finds no justification for delaying this
AD action while waiting for their availability. However, as those
devices become available, the FAA may consider requests for the use of
them as alternative methods of compliance, under the provisions of
paragraph (g) of this final rule. As for the inspections intervals, the
FAA developed them based on the best data obtainable to date; however,
if blue ice originating from this leak path becomes increasingly
problematic, the FAA may consider further rulemaking to adjust the
inspection interval as appropriate.
Request to Require Same Maintenance Program for All Operators
One commenter requests that any future extensions of leak check
intervals should be based on performance of the hardware involved, not
on the performance of an individual operator's maintenance program.
This commenter requests that the FAA consider requiring the same
maintenance program (relative to the leak checks) for all operators; an
individual maintenance program should not influence the leak check
extensions that the FAA gives to any particular valve. While it is
important to have a proper maintenance program to ensure reliability of
the aircraft and the lavatory system, the commenter considers it more
important to realize that a quality valve (regardless of the
maintenance program) is what increases reliability--not the
``maintenance program'' itself. A quality valve is not affected by the
service personnel. The best of maintenance programs can be compromised
for any number of reasons due to necessary human involvement; however,
hardware, if properly designed has a built-in safe integrity.
The FAA does not concur with the commenter's request. The FAA
considers that hardware design and maintenance are both factors in the
effective prevention of leakage at the lavatory service panel. This AD
has been structured to give ``credit'' for both of these factors in
determining appropriate leak check intervals. Although the FAA could
require the same maintenance program of all airlines, it recognizes
that varying aspects of each airlines' operational environment and the
human factors associated with maintenance procedures means that equal
results for all airlines would not necessarily result. This AD allows
airlines who have proven, effective maintenance programs to obtain
``credit'' (i.e., in the form of increased leak check intervals) for
their programs.
Request to Require Leak Checks of All Outer Cap/Door Seals
One commenter requests that the proposal be revised to require that
all seals that could potentially come into contact with the effluent
that causes blue ice be leak tested. The commenter points specifically
to proposed paragraph (b)(2)(iii), which states that, if an operator
uses ``donut'' -type valves, both the donut and the outer cap/door seal
must be leak checked. Other provisions of the proposed rule, however,
would require only a visual inspection of the outer cap/door seal on
other types of valves. This commenter states that it is not in the best
interest of eliminating blue ice not to leak check every seal.
The FAA acknowledges this commenter's concern, and does not
disagree with the suggestion that testing every seal could lower the
possibility of the formation of blue ice. It is obvious that more
testing, either by testing of every seal or by increasing the frequency
of tests, theoretically could reduce the potential for blue ice to
occur. However, in this AD, the FAA has attempted to establish a
reasonable test program for each configuration of valve, in
consideration of the unique design of the individual valve assemblies
and the service history data relative to each valve. The FAA has
determined that the program set forth in this AD will achieve an
acceptable level of safety with regard to the problems associated with
blue ice.
Request to Require that ``Donut'' Assemblies Be Removed from
Service
One commenter requests that the proposal be revised to require that
all ``donut''-type valve assemblies be removed from service. This
commenter contends that this type of valve has a long history of poor
performance, and it is commonplace for the ``donut'' component of the
valve not to be installed (missing), thereby rendering the valve
inoperative. The commenter states that during ground service, the donut
component sometimes washes into the lavatory service cart and is not
replaced into the lavatory drain panel valve until the next inspection.
The commenter maintains that blue ice will continue to fall if ``this
archaic approach to valve technology continues to be used.''
The FAA does not concur with the commenter's request. The FAA
acknowledges that the ``donut'' design is neither the latest in
technology standards nor the most effective valve assembly. However,
based on the best data obtainable to date, the FAA has determined that
a leak check of ``donut''-type valve assemblies at intervals of 200
flight hours will ensure that the valve is monitored adequately to
provide an acceptable level of safety. [This leak check requirement is
stated in paragraph (a)(4) of the final rule.] The FAA is continuing to
review the on-going service history of these valves, and may consider
further rulemaking to require their removal from service if future data
justify such an action.
Request to Require Standard Nomenclature for Primary vs. Secondary
Seals
One commenter requests that the FAA require all valve manufacturers
to use standard nomenclature for primary and secondary seals. This
commenter asserts that the first seal that the effluent comes in
contact with should be referred to as the ``primary'' seal; the cover
seal should be referred to as the ``secondary'' seal. This commenter
states that certain valve manufacturers have begun to call the cover
seal on their valves ``primary'' seals. This can create problems, since
[[Page 57307]]
paragraph (b)(2)(i)(B) of the proposal would require that the outer
cap/door seal is only visually inspected and, thus, the ``primary''
seal on this manufacturer's assemblies is never pressure tested. The
commenter maintains that the FAA should not allow the primary seal to
go untested.
The FAA acknowledges this commenter's concerns, but finds that no
change to the AD is necessary. The FAA does not control the
nomenclature that manufacturers choose to identify seals in their valve
assemblies; further, the FAA does not consider it appropriate that what
a manufacturer chooses to call a seal should be used to determine the
actions required by this AD. The FAA finds that the wording used in the
requirement for the visual inspection is very specific as to which
component of the valve assembly is to be inspected (the service panel
drain valve outer cap/door seal and the inner seal if the valve has an
inner door/closure device with a second positive seal). The requirement
deliberately does not contain the words ``primary'' or ``secondary'' in
referring to seals, since those terms are not specific and, as the
commenter points out, are used differently by different manufacturers.
Request to Revise Data Collection Guidance
One commenter requests that the data collection guidance iterated
in proposed paragraph (c) be revised. Specifically, the commenter asks
that language contained in proposed paragraph (c)(8) that refers to
removal of debris done as part of maintenance be modified to reflect
more specifically what occurs during normal ground servicing. The
commenter states that normally the only debris that is removed during
ground servicing is what could be called ``major'' blockage items;
simple things, such as toilet paper or other minor debris, are left in
place as part of normal ground maintenance. In light of this, the
tested condition from which data is gathered should represent the
condition that the system would be in during normal operations. The
commenter requests that paragraph (c)(8) be changed to specify this.
The FAA concurs. The commenter's suggested revision will provide
useful clarification of the intent of the requirement. Paragraph (c)(8)
of the final rule has been revised to specify that only major blockages
should be removed prior to a leak check test, and that minor debris
removal that is not commonly removed during normal ground maintenance
check should not be removed prior to the leak check.
Request Not to Consider Test Data with Drain Valves Below Ball
Valves
One commenter requests that proposed paragraph (c) be revised to
specify that test data on a panel valve that is below a ball valve is
not valid data, and that such data should not be included in any test
data submitted to the FAA for purposes of requesting an increase in a
leak check interval for any valve. This commenter states that a panel
valve below a ball valve would not be subject to the same operational
requirements as a panel valve without a ball valve ahead of it in the
drain line, as the highly reliable ball valve would always be stopping
any leaks.
The FAA concurs. A panel valve installation with a ball valve is
not subject to the same operating environment as an panel valve
installation without a ball valve. Therefore, any data collected on the
former type of valve installation would not be valid as justification
for an extended leak check interval for the latter type of valve
installation. To clarify this, the FAA has revised NOTE 9 of the final
rule (which addressed collecting data for leak check intervals) to
include information indicating that the configuration of the entire
drain system on the airplanes used in evaluating a drain valve leak
check interval should be defined. This way, it can be assured that the
data submitted is representative of the applications where the drain
valve will be used.
Conclusion
After careful review of the available data, including the comments
noted above, the FAA has determined that air safety and the public
interest require the adoption of the rule with the changes previously
described. The FAA has determined that these changes will neither
increase the economic burden on any operator nor increase the scope of
the AD.
Cost Impact
There are approximately 2,097 Model DC-9 and DC-9-80 series
airplanes and Model MD-88 airplanes of the affected design in the
worldwide fleet. The FAA estimates that 1,191 airplanes of U.S.
registry and 47 U.S. operators, will be affected by this AD.
1. Leak checks. It will take approximately 4 work hours per
airplane lavatory drain to accomplish each leak check, at an average
labor cost of $60 per work hour. There normally are 2 drains per
airplane. Depending upon the type of valves installed and the flight
utilization rate of the airplane, an airplane subject to this AD could
be required to be inspected as few as 2 times per year or as many as 15
times per year. Based on these figures, the cost impact of the leak
check requirement on U.S. operators will be between $960 and $7,200 per
airplane per year.
2. Inspections. Should an operator elect to perform the inspection
of the service panel drain valve cap/door seal and seal mating surface,
the inspection will take approximately 1 work hour to accomplish, at an
average labor cost of $60 per work hour. Depending upon the type of
valves installed and the flight utilization rate of the airplane, an
airplane subject to this AD could be required to be inspected as few as
2 times per year or as many as 15 times per year. Based on these
figures, the cost impact of the inspection requirement on U.S.
operators will be between $120 and $1,800 per airplane per year.
3. Installation of cap on flush/fill line. The proposed
installation will take approximately 2 work hours to accomplish, at an
average labor cost of $60 per work hour. The cost of required parts is
estimated to be $275 per flush/fill line. There are normally 3 flush/
fill lines per airplane. Based on these figures, the cost impact of the
proposed installation requirement on U.S. operators will be $1,411,335,
or $1,185 per airplane.
4. Installation of lavatory vent system replacement/modification.
The portion of this installation that entails modification of the
toilet assembly will require between 2 and 4 work hours per airplane to
accomplish, depending on the brand of toilet involved. The average
labor cost is estimated to be $60 per work hour. The cost of required
parts is estimated to be between $83 and $2,121 per airplane. Based on
these figures, the cost impact of this portion of the required
installation on U.S. operators will be between $203 and $2,361 per
airplane.
The portion of this installation that entails modification of
lavatory vent lines will require between 15 and 52 work hours per
airplane to accomplish, depending upon the configuration of the
airplane, if certain other modifications have already been
accomplished, and the modification option selected. The average labor
cost is estimated to be $60 per work hour. The cost of required parts
is estimated to be between $600 and $13,000 per airplane. Based on
these figures, the cost impact of this portion of the required
installation on U.S. operators will be between $1,500 and $16,120 per
airplane.
The number of required work hours, as indicated above, is presented
in this discussion as if the actions required by this AD were to be
conducted as ``stand
[[Page 57308]]
alone'' actions. However, in actual practice, these actions could be
accomplished coincidentally or in combination with normally scheduled
airplane inspections and other maintenance program tasks. Therefore,
the actual number of necessary ``additional'' work hours will be
minimal in many instances. Additionally, any costs associated with
special airplane scheduling should be minimal.
In addition to the costs discussed above, for those operators who
elect to comply with proposed paragraph (b) of this AD action, the FAA
estimates that it will take approximately 40 work hours per operator to
incorporate the lavatory drain system leak check procedures into the
maintenance programs, at an average labor cost of $60 per work hour.
Based on these figures, the cost impact of the maintenance revision
requirement of this AD on U.S. operators is estimated to be $2,400 per
operator.
The ``cost impact'' figure discussed above is based on assumptions
that no operator has yet accomplished any of the requirements of this
AD action, and that no operator would accomplish those actions in the
future if this AD were not adopted.
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.
For the reasons discussed above, I certify that this action (1) is
not a ``significant regulatory action'' under Executive Order 12866;
(2) is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); and (3) will not have a
significant economic impact, positive or negative, on a substantial
number of small entities under the criteria of the Regulatory
Flexibility Act. A final evaluation has been prepared for this action
and it is contained in the Rules Docket. A copy of it 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:
96-22-10 McDonnell Douglas: Amendment 39-9798. Docket 95-NM-214-AD.
Applicability: All Model DC-9-10, -20, -30, -40, and -50 series
airplanes; Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83),
and DC-9-87 (MD-87) series airplanes; and Model MD-88 airplanes;
equipped with a lavatory drainage system; 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 (g) 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 engine damage, airframe damage, and/or hazard to
persons or property on the ground as a result of ``blue ice'' that
has formed from leakage of the lavatory drain system and dislodged
from the airplane, accomplish the following:
Note 2: The leak checks of the toilet dump valve, flush/fill
line, and lavatory vent system that are required by this AD may be
performed by filling the toilet tank with water/rinsing fluid to a
level at least 4 inches above the flapper in the bowl, and checking
for leakage after a period of 5 minutes.
(a) Except as provided in paragraph (b) of this AD, accomplish
the applicable procedures specified in paragraphs (a)(1), (a)(2),
(a)(3), (a)(4), (a)(5), and (a)(6) of this AD. If the individual
waste drain system panel incorporates more than one type of valve,
the inspection interval that applies to that panel is determined by
the component with the longest inspection interval allowed. Each of
the components must be inspected or tested at that time at each
service panel location.
(1) For each lavatory drain system that has an in-line drain
valve installed, Kaiser Electroprecision part number series 2651-
329: Within 4,500 flight hours after the effective date of this AD,
and thereafter at intervals not to exceed 4,500 flight hours,
accomplish the procedures specified in paragraphs (a)(1)(i) and
(a)(1)(ii) of this AD:
(i) Conduct a leak check of the dump valve (in-tank valve that
is spring loaded closed and operable by a T-handle at the service
panel), and the in-line drain valve. The in-line drain valve leak
check must be performed with a minimum of 3 pounds per square inch
differential pressure (PSID) applied across the valve.
(ii) Visually inspect the service panel drain valve outer cap
seal and the inner seal (if the valve has an inner door/closure
device with a second positive seal), and the seal mating surfaces,
for wear or damage that may allow leakage.
(2) Within 1,000 flight hours after the effective date of this
AD, and thereafter at intervals not to exceed 1,000 flight hours,
accomplish the applicable procedures specified in paragraphs
(a)(2)(i) and (a)(2)(ii) of this AD for each lavatory drain system
with a service panel drain valve installed that is listed in Table
1, below:
Table 1.--Valves Requiring Leak Checks at 1,000--Flight Hour Intervals
----------------------------------------------------------------------------------------------------------------
Manufacturer Part No. Serial No.
----------------------------------------------------------------------------------------------------------------
Shaw Aero Devices........................ 10101000C-A (or higher dash All serial numbers.
number).
Shaw Aero Devices........................ 10101000B-A (or higher dash All serial numbers.
number).
Shaw Aero Devices........................ 10101B-577-1............... All serial numbers.
Shaw Aero Devices........................ 10101B-577-2............... All serial numbers.
Shaw Aero Devices........................ 331 series................. All serial numbers.
Shaw Aero Devices........................ 332 series................. All serial numbers.
Pneudraulics............................. 9527 series................ All serial numbers.
----------------------------------------------------------------------------------------------------------------
[[Page 57309]]
(i) Conduct a leak check of the dump valve and the service panel
drain valve. The service panel drain valve leak check must be
performed with a minimum of 3 PSID applied across the valve. Both
the inner door/closure device and the outer cap/door must be leak
checked.
(ii) For service panel valves that have an inner seal: In lieu
of pressure testing, the outer cap seal and seal surface may be
visually inspected for damage or wear.
(3) For each lavatory drain system that has a service panel
drain valve installed, Shaw Aero Devices part number series
10101000C [except as specified in paragraph (a)(2) of this AD], or
Shaw Aero Devices part number 10101000B [except as specified in
paragraph (a)(2) of this AD]: Within 600 flight hours after the
effective date of this AD, and thereafter at intervals not to exceed
600 flight hours, accomplish the procedures specified in paragraphs
(a)(3)(i) and (a)(3)(ii) of this AD, on each:
(i) Conduct a leak check of the dump valve and the service panel
drain valve. The service panel drain valve leak check must be
performed with a minimum of 3 PSID applied across the valve. Both
the inner door/closure device and the outer cap/door must be leak
checked.
(ii) For service panel valves that have an inner seal: In lieu
of pressure testing, the outer cap seal and seal surface may be
visually inspected for damage or wear.
(4) For other lavatory drain systems not addressed in paragraph
(a)(1), (a)(2), or (a)(3) of this AD: Within 200 flight hours after
the effective date of this AD, and thereafter at intervals not to
exceed 200 flight hours, accomplish the procedures specified in
paragraphs (a)(4)(i) and (a)(4)(ii) of this AD:
(i) Conduct a leak check of the dump valve and the service panel
drain valve. The service panel drain valve leak check must be
performed with a minimum of 3 PSID applied across the valve. Both
the inner door/closure device and the outer cap/door must be leak
checked.
(ii) For service panel valves that have an inner seal: In lieu
of pressure testing, the outer cap seal and seal surface may be
visually inspected for damage or wear.
(5) For flush/fill lines: Within 5,000 flight hours after the
effective date of this AD, and thereafter at intervals not to exceed
5,000 flight hours, accomplish the procedures specified in either
paragraph (a)(5)(i) or (a)(5)(ii) of this AD, as appropriate for the
airplane's flush/fill line installation:
(i) For airplanes equipped with a flush/fill line cap,
accomplish either paragraph (a)(5)(i)(A) or (a)(5)(i)(B):
(A) Conduct a leak check of the flush/fill line cap. This leak
check must be made with a minimum of 3 PSID applied across the cap.
Or
(B) Replace the seals on the toilet tank anti-siphon (check)
valve and in the flush/fill line cap. Additionally, perform a leak
check of the toilet tank anti-siphon (check) valve with a minimum of
3 PSID across the valve after changing the seals.
(ii) For airplanes equipped with a check valve vacuum breaker,
Monogram part number 4803-86 series: Replace the O-rings/seals in
the valve and test the check valve and vacuum breaker sections of
the valve for proper operation, in accordance with the
manufacturer's component maintenance/overhaul manual.
(6) As a result of the leak checks and inspections required by
this paragraph, or if evidence of leakage is found at any other
time, accomplish the requirements of either paragraph (a)(6)(i),
(a)(6)(ii) or (a)(6)(iii) as applicable:
(i) If a leak is discovered, prior to further flight, repair the
leak. Prior to further flight after repair, perform the leak test.
Additionally, prior to returning the airplane to service, clean the
surfaces adjacent to where the leakage occurred to clear them of any
horizontal fluid residue streaks; such cleaning must be to the
extent that any future appearance of a horizontal fluid residue
streak will be taken to mean that the system is leaking again.
Note 3: For purposes of this AD, ``leakage'' is defined as any
visible leakage observed during a leak test; the presence of ice in
the service panel; or horizontal fluid residue streaks or ice trails
originating at the service panel. The fluid residue is usually, but
not necessarily, blue in color.
(ii) If any worn or damaged seal is found, or if any damaged
seal mating surface is found, prior to further flight, repair or
replace it in accordance with the valve manufacturer's maintenance
manual.
(iii) In lieu of performing the requirements of paragraph
(a)(6)(i) or (a)(6)(ii): Prior to further flight, drain the affected
lavatory system and placard the lavatory inoperative until repairs
can be accomplished.
(b) As an alternative to the requirements of paragraph (a) of
this AD: Within 180 days after the effective date of this AD, revise
the FAA-approved maintenance program to include the requirements
specified in paragraphs (b)(1), (b)(2), (b)(3), (b)(4), (b)(5),
(b)(6), and (b)(7) of this AD:
(1) Replace the valve seals in accordance with the applicable
schedule specified in paragraphs (b)(1)(i) and (b)(1)(ii) of this
AD. Any revision to this replacement schedule must be approved by
the Manager, Los Angeles Aircraft Certification Office (ACO), FAA,
Transport Airplane Directorate.
(i) For each lavatory drain system that has an in-line drain
valve installed, Kaiser Electroprecision part number series 2651-
329: Replace the seals within 5,000 flight hours after revision of
the maintenance program in accordance with paragraph (b) of this AD,
and thereafter at intervals not to exceed 52 months.
(ii) For each lavatory drain system that has any other type of
drain valve: Replace the seals within 5,000 flight hours after
revision of the maintenance program in accordance with paragraph (b)
of this AD, and thereafter at intervals not to exceed 18 months.
(2) Conduct periodic leak checks of the lavatory drain systems
in accordance with the applicable schedule specified in paragraphs
(b)(2)(i), (b)(2)(ii), (b)(2)(iii), and (b)(2)(iv) of this AD. If
the individual waste drain system incorporates more than one type of
valve, the interval that applies to that system is determined by the
component with the longest inspection interval allowed. Each of the
components in that system must be inspected/tested at that time. Any
revision to this leak check schedule must be approved by the
Manager, Los Angeles ACO, FAA, Transport Airplane Directorate.
(i) For each lavatory drain system that has an in-line drain
valve, Kaiser Electroprecision part number series 2651-329: Within
5,000 flight hours after revision of the maintenance program in
accordance with paragraph (b) of this AD, and thereafter at
intervals not to exceed 24 months or 5,000 flight hours, whichever
occurs later, accomplish the procedures specified in paragraphs
(b)(2)(i)(A) and (b)(2)(i)(B) of this AD:
(A) Conduct a leak check of the dump valve (in-tank valve that
is spring loaded closed and operable by a T-handle at the service
panel) and the in-line drain valve. The in-line drain valve leak
check must be performed with a minimum of 3 PSID applied across the
valve.
(B) Visually inspect the service panel drain valve outer cap/
door seal and the inner seal (if the valve has an inner door/closure
device with a second positive seal) and seal mating surface for wear
or damage that may cause leakage. Any worn or damaged seal must be
replaced and any damaged seal mating surface must be repaired or
replaced, prior to further flight, in accordance with the valve
manufacturer's maintenance manual.
(ii) Within 1,000 flight hours after revising the maintenance
program in accordance with paragraph (b) of this AD, and thereafter
at intervals not to exceed 1,000 flight hours, accomplish the
procedures specified in paragraphs (b)(2)(ii)(A) and (b)(2)(ii)(B)
of this AD for each lavatory drain system that has a service panel
drain valve installed that is listed in Table 2 of this AD:
Table 2.--Valves Requiring Leak Checks at 1,000-Flight Hour Intervals
----------------------------------------------------------------------------------------------------------------
Manufacturer Part No. Serial No.
----------------------------------------------------------------------------------------------------------------
Shaw Aero Devices........................ 10101000C.................. All serial numbers.
Shaw Aero Devices........................ 10101000B.................. All serial numbers.
Shaw Aero Devices........................ 331 series................. All serial numbers.
Shaw Aero Devices........................ 332 series................. All serial numbers.
Pneudraulics............................. 9527 series................ All serial numbers.
----------------------------------------------------------------------------------------------------------------
[[Page 57310]]
(A) Conduct leak checks of the dump valve and the service panel
drain valve. The service panel drain valve leak check must be
performed with a minimum of 3 PSID applied across the valve. Only
the inner door/closure device of the service panel drain valve must
be leak checked.
(B) Visually inspect the service panel drain valve outer cap/
door seal and seal mating surface for wear or damage that may cause
leakage.
(iii) For each lavatory drain system that has a lavatory drain
system valve that incorporates only an outer cap seal (i.e., uses no
inner flapper), or that incorporates an inner seal that is not an
attached part of the valve (i.e., a ``donut''): Within 200 flight
hours after revising the maintenance program in accordance with
paragraph (b) of this AD, and thereafter at intervals not to exceed
200 flight hours, conduct leak checks of the dump valve and the
service panel drain valve. The service panel drain valve leak check
must be performed with a minimum 3 PSID applied across the valve.
Both the donut and the outer cap/door must be leak checked.
(iv) For each lavatory drain system that incorporates any other
type of approved valve(s): Within 400 flight hours after revising
the maintenance program in accordance with paragraph (b) of this AD,
and thereafter at intervals not to exceed 400 flight hours,
accomplish the procedures specified in paragraphs (b)(2)(iv)(A) and
(b)(2)(iv)(B) of this AD:
(A) Conduct leak checks of the dump valve and the service panel
drain valve. The service panel drain valve leak check must be
performed with a minimum 3 PSID applied across the valve. If the
service panel drain valve has an inner door/closure device with a
second positive seal, only the inner door must be leak checked.
(B) If the valve has an inner door/closure device with a second
positive seal: Visually inspect the service panel drain valve outer
door/cap seal and seal mating surface for wear or damage that may
cause leakage.
(3) For flush/fill lines: Within 5,000 flight hours after the
effective date of this AD, and thereafter at intervals not to exceed
5,000 flight hours, accomplish the procedures specified in either
paragraph (b)(3)(i) or (b)(3)(ii) of this AD, as applicable:
(i) For airplanes equipped with a flush/fill line cap,
accomplish either paragraph (b)(3)(i)(A) or (b)(3)(i)(B):
(A) Conduct a leak check of the flush/fill line cap. This leak
check must be made with a minimum of 3 PSID applied across the cap.
Or
(B) Replace the seals on the toilet tank anti-siphon (check)
valve and the flush/fill line cap. Additionally, perform a leak
check of the toilet tank anti-siphon (check) valve with a minimum of
3 PSID across the valve after changing the seals.
(ii) For airplanes equipped with a check valve vacuum breaker,
Monogram part number 4803-86 series: Replace the O-rings/seals in
the valve and test the check valve and vacuum breaker sections of
the valve for proper operation, in accordance with the
manufacturer's component maintenance/overhaul manual.
(4) Provide procedures for accomplishing visual inspections to
detect leakage of the lavatory waste drain line and lavatory flush/
fill line, at each waste service panel, to be conducted by
maintenance personnel at intervals not to exceed 4 calendar days or
45 flight hours, whichever occurs later.
(5) Provide procedures for reporting leakage. These procedures
shall provide that any ``horizontal blue streak'' findings must be
reported to maintenance and that, prior to further flight, the
leaking system shall either be repaired, or be drained and placarded
inoperative.
(i) For systems incorporating an in-line drain valve, Kaiser
Electroprecision part number series 2651-329: The reporting
procedures must include provisions for reporting to maintenance any
instances of abnormal operation of the valve handle for the in-line
drain valve, as observed by service personnel during normal
servicing.
(A) Additionally, for these systems, these provisions must
include procedures for either: Prior to further flight, following
the in-line drain valve manufacturer's recommended troubleshooting
procedures and correction of the discrepancy; or prior to further
flight, draining the lavatory system and placarding it inoperative
until the correction of the discrepancy can be accomplished.
(B) If the drain system also includes an additional service
panel drain valve, Shaw Aero Devices part number 10101000C-A (or
higher dash number); or Shaw Aero Devices part number 10101000B-A
(or higher dash number); or Shaw Aero Devices part number 10101B-
577-1 or 10101B-577-2; or Pneudraulics part number series 9527:
Indications of abnormal operation of the valve handle for the in-
line drain valve need not be addressed immediately if a leak check
of the service panel drain valve indicates no leakage or other
discrepancy. In these cases, repair of the in-line drain valve must
be accomplished within 1,000 flight hours after the leak check of
the additional service panel drain valve.
(6) Provide training programs for maintenance and servicing
personnel that include information on ``Blue Ice Awareness'' and the
hazards of ``blue ice.''
(7) As a result of the leak checks and inspections required by
this paragraph, or if evidence of leakage is found at any other
time, accomplish the requirements of either paragraph (b)(7)(i),
(b)(7)(ii) or (b)(7)(iii), as applicable:
(i) If a leak is discovered, prior to further flight, repair the
leak. Prior to further flight after repair, perform the leak test.
Additionally, prior to returning the airplane to service, clean the
surfaces adjacent to where the leakage occurred to clear them or any
horizontal fluid residue streaks; such cleaning must be to the
extent that any future appearance of a horizontal fluid residue
streak will be taken to mean that the system is leaking again.
Note 4: For purposes of this AD, ``leakage'' is defined as any
visible leakage observed during a leak test; the presence of ice in
the service panel; or horizontal fluid residue streaks/ice trails
originating at the service panel. The fluid residue is usually, but
not necessarily, blue in color.
(ii) If any worn or damaged seal is found, or if any damaged
seal mating surface is found, prior to further flight, repair or
replace it in accordance with the valve manufacturer's maintenance
manual.
(iii) In lieu of performing the requirements of paragraph
(b)(7)(i) or (b)(7)(ii): Prior to further flight, drain the affected
lavatory system and placard the lavatory inoperative until repairs
can be accomplished.
(c) For operators who elect to comply with paragraph (b) of this
AD: Any revision to (i.e., extension of) the leak check intervals
required by paragraph (b) of this AD must be approved by the
Manager, Los Angeles ACO, FAA, Transport Airplane Directorate.
Requests for such revisions must be submitted to the Manager of the
Los Angeles ACO through the FAA Principal Maintenance Inspector
(PMI), and must include the following information:
(1) The operator's name;
(2) A statement verifying that all known cases/indications of
leakage or failed leak tests are included in the submitted material;
(3) The type of valve (make, model, manufacturer, vendor part
number, and serial number);
(4) The period of time covered by the data;
(5) The current FAA leak check interval;
(6) Whether or not seals have been replaced between the seal
replacement intervals required by this AD;
(7) Whether or not leakage has been detected between leak check
intervals required by this AD, and the reason for leakage (i.e.,
worn seals, foreign materials on sealing surface, scratched or
damaged sealing surface or valve, etc.); and
(8) Whether or not any leak check was conducted without first
inspecting or cleaning the sealing surfaces, changing the seals, or
repairing the valve. [If such activities have been accomplished
prior to conducting the periodic leak check, that leak check shall
be recorded as a ``failure'' for purposes of the data required for
this request submission. The exception to this is the normally
scheduled seal change in accordance with paragraph (b)(1) of this
AD. Performing this scheduled seal change immediately prior to a
leak check will not cause that leak check to be recorded as a
failure.] The leak check is meant to be performed with the valve in
the condition it would be in when in normal service. Only major
blockages need be removed prior to a leak check. Minor debris that
is not commonly removed during normal ground maintenance should not
be removed prior to the leak check.
Note 5: Requests for approval of revised leak check intervals
may be submitted in any format, provided that the data give the same
level of detail specified in paragraph (c) of this AD.
Note 6: For the purposes of expediting resolution of requests
for revisions to the leak check intervals, the FAA suggests that the
requester summarize the raw data; group the data gathered from
different airplanes (of the same model) and drain systems with the
same kind of valve; and provide a recommendation from pertinent
industry group(s) and/or the manufacturer specifying an appropriate
revised leak check interval.
[[Page 57311]]
(d) For all airplanes: Within 5,000 flight hours after the
effective date of this AD, accomplish the requirements of either
paragraph (d)(1) or (d)(2) of this AD:
(1) Install a lever/lock cap on the flush/fill lines at each
lavatory service panel. The cap must be either an FAA-approved
lever/lock cap, or a cap installed in accordance with McDonnell
Douglas DC-9 Service Bulletin 38-47, dated April 17, 1992. Or
(2) Install a Monogram 4803-86 series check valve on the flush/
fill lines for all lavatory service panels.
(e) For only those airplanes listed in McDonnell Douglas DC-9
Service Bulletin 38-41, Revision 3, dated July 5, 1994: Accomplish
the procedures specified in paragraphs (e)(1) and (e)(2) of this AD:
(1) Conduct leak checks of the lavatory vent system at the same
time as conducting the leak checks of the dump valve and flush/fill
line required by this AD. If a leak is discovered, prior to further
flight, accomplish the procedures specified in either paragraph
(e)(1)(i), (e)(1)(ii), (e)(1)(iii), or (e)(1)(iv) of this AD:
Note 7: The leak check of the lavatory vent system should be
performed with a minimum of 3 pounds per square inch differential
pressure (PSID) across the vent system. This leak check may be
performed by filling the toilet tank with water/rinsing fluid to a
level at least 4 inches above the flapper in the bowl, and checking
for leakage after a period of 5 minutes. (These are the same
procedures to be used for performing the leak checks of the dump
valve and flush/fill line.)
(i) Repair the leak and retest. Or
(ii) Drain the affected lavatory system and placard the lavatory
inoperative until repairs can be accomplished. Or
(iii) Install an FAA-approved modification that deactivates the
vent system. After accomplishment of this deactivation, the leak
checks of the lavatory vent system may be discontinued. Or
(iv) Replace/modify the vent system in accordance with McDonnell
Douglas DC-9 Service Bulletin 38-41, Revision 3, dated July 5, 1994.
After accomplishment of this replacement/modification, the leak
checks of the lavatory vent system may be discontinued.
(2) Within 3 years after the effective date of this AD: Either
replace/modify the vent system in accordance with McDonnell Douglas
DC-9 Service Bulletin 38-41, Revision 3, dated July 5, 1994; or
install an FAA-approved modification that deactivates the vent
system. Accomplishment of either of these actions constitutes
terminating action for the leak checks of the lavatory vent system
that are required by this AD.
(f) For any affected airplane acquired after the effective date
of this AD: Before any operator places into service any airplane
subject to the requirements of this AD, a schedule for the
accomplishment of the leak checks required by this AD shall be
established in accordance with either paragraph (f)(1) or (f)(2) of
this AD, as applicable. After each leak check has been performed
once, each subsequent leak check must be performed in accordance
with the new operator's schedule, in accordance with either
paragraph (a) or (b) of this AD, as applicable.
(1) For airplanes previously maintained in accordance with this
AD: The first leak check to be performed by the new operator must be
accomplished in accordance with either the previous operator's
schedule or the new operator's schedule, whichever would result in
the earlier accomplishment date for that leak check.
(2) For airplanes that have not been previously maintained in
accordance with this AD: The first leak check to be performed by the
new operator must be accomplished prior to further flight; or in
accordance with a schedule approved by the FAA PMI, but within a
period not to exceed 200 flight hours.
(g) 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, Los Angeles ACO, FAA, Transport
Airplane Directorate. Operators shall submit their requests through
an appropriate FAA PMI, who may add comments and then send it to the
Manager, Los Angeles ACO.
Note 8: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Los Angeles ACO.
Note 9: For any valve that is not eligible for the extended leak
check intervals of this AD: To be eligible for the leak check
interval specified in paragraph (a)(1), (a)(2), (b)(2)(i), or
(b)(2)(ii), the service history data of the valve must be submitted
to the Manager, Los Angeles ACO, FAA, Transport Airplane
Directorate, with a request for approval of an alternative method of
compliance with this AD. The request should include an analysis of
known failure modes for the valve, if it is an existing design, and
known failure modes of similar valves. Additionally, the request
should include an explanation of how design features will preclude
these failure modes, results of qualification tests, and
approximately 25,000 flight hours or 25,000 flight cycles of service
history data, including a winter season, collected in accordance
with the requirements of paragraph (c) of this AD or a similar
program. The configuration of the entire drain system on the
airplanes used in evaluating a drain valve leak check interval
should be defined in the request so as to ensure that the drain
system is representative of the applications where the valve will be
used. As an example, data collected on a panel valve installed below
a ball valve would not be acceptable for substantiating a leak check
interval for the panel valve, since an installation below a ball
valve would not be representative of the normal applications where
it could be used.
(h) 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.
(i) The actions shall be done in accordance with McDonnell
Douglas DC-9 Service Bulletin 38-47, dated April 17, 1992; and
McDonnell Douglas DC-9 Service Bulletin 38-41, Revision 3, dated
July 5, 1994. 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, 3855 Lakewood Boulevard, Long Beach, California 90846,
Attention: Technical Publications Business Administration,
Department C1-L51 (2-60). 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, 3960 Paramount Boulevard,
Lakewood, California; or at the Office of the Federal Register, 800
North Capitol Street, NW., suite 700, Washington, DC.
(j) This amendment becomes effective on December 11, 1996.
Issued in Renton, Washington, on October 18, 1996.
James V. Devany,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 96-27395 Filed 11-5-96; 8:45 am]
BILLING CODE 4910-13-U
