[Federal Register Volume 64, Number 123 (Monday, June 28, 1999)]
[Unknown Section]
[Pages 34519-34523]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-15926]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 98-NM-147-AD; Amendment 39-11208; AD 99-13-13]
RIN 2120-AA64
Airworthiness Directives; McDonnell Douglas Model DC-9, DC-9-80,
and C-9 (Military) Series Airplanes; Model MD-88 Airplanes; and Model
MD-90 Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment adopts a new airworthiness directive (AD),
applicable to certain McDonnell Douglas Model DC-9, DC-9-80, and C-9
(military) series airplanes; Model MD-88 airplanes; and Model MD-90
airplanes, that requires a one-time inspection of the forward attach
pins of the outboard flight spoiler actuators to determine whether the
pins are of correct length, and follow-on corrective actions. This
amendment is prompted by a report that forward attach pins of
[[Page 34520]]
incorrect length were found to be installed in the flight spoiler
actuators on several in-service and in-production airplanes. The
actions specified by this AD are intended to prevent failure of the
piston of the flight spoiler actuator and consequent puncturing of the
aft spar web, which could result in fuel leakage and reduced structural
integrity of the wings.
DATES: Effective August 2, 1999.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of August 2, 1999.
ADDRESSES: The service information referenced in this AD may be
obtained from Boeing Commercial Aircraft Group, Long Beach Division,
3855 Lakewood Boulevard, Long Beach, California 90846, Attention:
Technical Publications Business Administration, Dept. 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: Brent Bandley, Aerospace Engineer,
Airframe Branch, ANM-120L, FAA, Transport Airplane Directorate, Los
Angeles Aircraft Certification Office, 3960 Paramount Boulevard,
Lakewood, California 90712-4137; telephone (562) 627-5237; fax (562)
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 certain McDonnell Douglas Model
DC-9, DC-9-80, and C-9 (military) series airplanes; Model MD-88
airplanes; and Model MD-90 airplanes was published in the Federal
Register on July 13, 1998 (63 FR 37508). That action proposed to
require a one-time inspection of the forward attach pins of the
outboard flight spoiler actuators to determine whether the pins are of
correct length, and follow-on corrective actions.
Comments Received
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 Proposed Rule
One commenter supports the proposed rule.
Requests To Revise or Delete Paragraph (c) of the Proposed AD
One commenter requests that the FAA revise paragraph (c) of the
proposed AD to read, ``As of the effective date of this AD, no person
shall install a forward attach pin of the flight spoiler actuator, P/N
4935329-1 or 4935329-501 to be used on piston P/N 4913415-505 or P/N
4913415-507, on any airplane.'' The commenter states, as paragraph (c)
of the proposed AD is currently worded, it may create confusion that a
forward attach pin, P/N 4935329-1, must be installed on actuators with
a piston, P/N 4913415-501. Actuators with a piston, P/N 4913415-501,
are eligible for installation as long as the aircraft has been modified
in accordance with ``S/B 27-300 Option #1.'' The commenter also states
that, due to the stack up of tolerances, the use of a forward attach
pin, P/N 4935329-503, on a piston,
P/N 4913415-501, could eliminate the anti-rotation attribute of the
pin, and consequently, could cause the pin to bind in the bushings.
Such binding would translate to the rotation of the bushings in the
lugs and cause scoring and wear of the piston lugs, which would create
stress risers that could greatly reduce the strength of the piston
lugs.
One commenter requests that the FAA revise paragraph (c) of the
proposed AD to take into account that the -1 pin may still be required
on the aircraft. The commenter notes that P/N 5913900-5523 actuators
are still acceptable for use in the inboard positions, and that all
outboard positions may not have been reworked in accordance with AD 97-
02-08, amendment 39-9893 (62 FR 3985, January 28, 1997), by the time
this new AD is released. The proper pin for use with the P/N 5913900-
5523 actuators is the P/N 4935329-1 pin.
One commenter requests that paragraph (c) of the proposed AD be
revised to include a note that reads, ``NOTE: The -1 pin is still used
on other than 4913415-505 and 4913415-507 piston assemblies.'' The
commenter provides no justification for its request.
One commenter requests that the FAA delete paragraph (c) of the
proposed AD. The commenter states that the P/N 4913415-501 piston is a
legal assembly in accordance with AD 97-02-08 R1, amendment 39-9928 (62
FR 6708, February 13, 1997), provided that aft spar web protective
doublers are installed in accordance with McDonnell Douglas Service
Bulletin DC9-27-355, dated February 24, 1998 (which is referenced in
this AD as an appropriate source of service information for
accomplishment of the requirements of this AD).
One commenter states that the forward attach pins identified in
paragraph (c) of the proposed AD may be used in flight spoilers other
than those installed in the outboard position. The commenter points out
that, if only the outboard positions are inspected in accordance with
the proposed AD, those pins that are on the actuators in the inboard
positions having other part number pistons would go uninspected. This
would appear to conflict with the requirements of paragraph (c) of the
proposed AD.
The FAA acknowledges that clarification of the requirements of
paragraph (c) of the proposed AD is necessary. The FAA's intent was
that no person shall install a forward attach pin (P/N 4935329-1 or P/N
4935329-501) in piston assembly (P/N 4913415-505 or P/N 4913415-507)
of the outboard flight spoiler actuator on any airplane. However,
because paragraph (c) of the proposed AD is confusing and because
operators will be remarking correct length pins and reidentifying them
with P/N 4935329-503, the FAA has determined not to retain paragraph
(c) of the proposed AD in the final rule.
In addition, the FAA finds that further clarification is necessary.
The FAA's concern is about the outboard flight spoiler actuator because
only at the outboard location can a failed piston lug puncture the aft
spar web and result in fuel leakage. (The inboard location of the aft
spar web is thick enough to prevent such puncturing.) The requirements
of both AD 97-02-08 R1 and this final rule are intended to prevent
puncturing of the aft spar web and resultant fuel leakage.
Requests To Revise the Applicability Statement
One commenter requests that the applicability statement of the
proposed AD be revised to exclude airplanes that have incorporated
Option 1 of McDonnell Douglas Service Bulletin DC9-27-300, dated June
16, 1997 (referenced in AD 97-02-08 R1 as the appropriate source of
service information for accomplishment of the requirements of that AD),
or that a note be included in the final rule that acknowledges Option 1
as an alternative method of compliance. The commenter states that
airplanes on which Option 1 of the subject service bulletin has been
accomplished, or on which the old piston, P/N 4913415-501 (or prior),
has been installed, are safe to fly with the
[[Page 34521]]
existing spoiler attach pins installed and do not require incorporation
of McDonnell Douglas Service Bulletin DC9-27-355.
From this comment, the FAA infers that this commenter is requesting
that the applicability statement be revised due to confusion over the
requirements of paragraph (c) of the proposed AD. The FAA does not
concur. As discussed previously, the FAA has determined not to retain
paragraph (c) of the proposed AD in the final rule. The FAA notes that
airplanes on which only a piston assembly having P/N 4913415-505 or
P/N 4913415-507 of the outboard flight spoiler actuator has been
installed are subject to the addressed unsafe condition of this AD.
Therefore, the FAA finds that no change to applicability statement of
the final rule is necessary.
One commenter states that under the heading ``Concurrent
Requirements'' of McDonnell Douglas Service Bulletin DC9-27-355, the
text reads ``Aircraft with Service Bulletin DC9-27-300 Option 1
accomplished * * * are not affected.'' The commenter contends that an
operator may accomplish Option 1 of Service Bulletin DC9-27-300, which
involves installing doublers. However, the FAA notes that at anytime,
piston P/N 4913415-505 or P/N 4913415-507 may have been installed.
This creates a situation where Option 1 of Service Bulletin DC9-27-300
has been accomplished but the installed piston and pin are still
suspect. The commenter also states that Option II of Service Bulletin
DC9-27-300 gives no definitive actuator identification instructions.
This creates a situation where any dash number actuator assembly may
have a suspect piston and pin installed. The commenter suggests that a
possible solution would be to require measurement of the piston lugs to
determine which piston has been installed.
From this comment, the FAA infers that the commenter is requesting
that the applicability statement of the proposed AD be revised to
exclude airplanes equipped with external protective doublers between
the outboard flight spoiler actuator and the aft spar webs. The FAA
does not concur. Airplanes on which only Option 1 of Service Bulletin
DC9-27-300 (which is required by AD 97-02-08 R1) has been accomplished
are not subject to the requirements of this AD. As indicated in the
applicability statement, this AD applies to certain airplanes on which
a piston assembly having P/N 4913415-505 or 4913415-507 is installed.
In addition, the FAA finds that a measurement to determine which piston
is installed is unnecessary because this AD specifically identifies the
dash number of the affected pin assembly.
Requests To Extend Compliance Time
Several commenters request that the compliance time for
accomplishing the removal and one-time visual inspection required by
paragraph (a) of the proposed AD be extended from the proposed 18
months. One commenter states that the removal of actuators will require
extensive maintenance requirements. One commenter states that, as
paragraph (c) of the proposed AD is currently worded, it would have to
inspect twice as many units as initially proposed. Another commenter
states that an 18-month extension would minimize the impact on its
operation and aid in scheduling of the inspection/modification.
The FAA does not concur with the commenters' request. As discussed
previously under the heading ``Requests to Revise or Delete Paragraph
(c) of the Proposed AD,'' operators are required to inspect the forward
attach pins of only the outboard flight spoiler actuators, not both the
outboard and inboard as suggested by some of the commenters. Because
stress corrosion is time dependent rather than landing dependent, the
FAA finds that a 5,000-landing compliance time, as suggested by one of
the commenters, would be inappropriate. In developing an appropriate
compliance time for these actions, the FAA considered the safety
implications, parts availability, and normal maintenance schedules for
timely accomplishment of the removal and inspection. In consideration
of these factors, the FAA has determined that the 18-month initial
compliance time, as proposed, is appropriate. However, under the
provisions of paragraph (c) of the final rule, the FAA may approve
requests for adjustments to the compliance time if data are submitted
to substantiate that such an adjustment would provide an acceptable
level of safety.
Request To Allow Replacement of Pins With Serviceable or
Reidentified Pins
One commenter requests that paragraph (a)(2)(i) of the proposed AD
be revised to allow the use of serviceable and reidentified forward
attach pins as well as new pins. The commenter notes that some
operators may elect to send pins to the shop for length inspection and
reidentification, which could result in the pins being reinstalled on
another aircraft. The FAA concurs. The FAA finds that installing
serviceable and reidentified, as well as new, forward attach pins is
acceptable for compliance with the requirements of paragraphs
(a)(2)(i), (a)(2)(ii)(A), and (a)(2)(ii)(B) of the final rule.
Therefore, the final rule has been revised accordingly.
Request To Use a New Tool
One commenter states that it recently has developed a tool which
will allow gauging the pins to differentiate between the short pins and
the proper length pins. The commenter also states that the use of this
tool would eliminate the requirement for removing the pin for
measurement. An alternative method of identification also could be used
such as the application of paint to the end of the pin, which is
accessible. The commenter notes that the use of this tool would greatly
minimize the economic impact of the proposed AD.
The FAA does not concur. The commenter did not provide sufficient
information to the FAA to justify the use of such a tool. However,
paragraph (c) of the final rule does provide affected operators the
opportunity to apply for an alternative method of compliance, such as
the use of a new tool or application of paint.
Request to Delete Reporting Requirement
One commenter requests that paragraph (b) of the proposed AD be
deleted. The commenter states that a reporting requirement places an
additional burden on the operator and has no useful purpose since all
discrepant parts are being removed from service. The FAA does not
concur. When the unsafe condition addressed by an AD action appears to
be attributed to a manufacturer's quality control (QC) problem (such as
this AD), such a reporting requirement is instrumental in ensuring that
the FAA is able to gather as much information as possible as to the
extent and nature of the QC problem or QC breakdown, especially in
cases where such data may not be available through other established
means. This information is necessary to ensure that proper corrective
action is implemented.
Request to Revise Reporting Requirement
One commenter requests that the compliance time for the reporting
requirement in paragraph (b) of the proposed AD be revised from 10 days
to 30 days. The commenter states that such an extension will allow time
to receive paperwork from the inspection stations, review and analyze
the results, and compile the data. The FAA does not concur. In
developing an appropriate compliance time, the FAA considered
[[Page 34522]]
the time necessary for submitting a report of the inspection results to
the FAA in a timely manner. The FAA has determined that a 10-day
compliance time is appropriate. However, paragraph (c) of the final
rule does provide affected operators the opportunity to apply for an
adjustment of the compliance time if data are presented to justify such
an adjustment.
Requests to Revise Cost Impact
Two commenters note that the economic impact of the proposed rule
has been underestimated. In order to gain access to the flight spoiler
forward attach pin to conduct the required inspection, these commenters
state that it is necessary to remove the actuator. One commenter
estimates that it will take approximately six work hours per aircraft
to accomplish the pin inspection (including removal and reinstallation
of the forward attach pin), as compared to the five work hours
estimated in the proposed rule. The other commenter estimates that it
will take 16 work hours.
From these comments, the FAA infers that the commenters are
requesting that the Cost Impact section of the proposed AD be revised.
The FAA does not concur. The cost impact information, below, describes
only the ``direct'' costs of the specific actions required by this AD.
The number of work hours necessary to accomplish the required actions,
specified as 5 in the cost impact information, below, was provided to
the FAA by the manufacturer based on the best data available to date.
This number represents the time necessary to perform only the actions
actually required by this AD. The FAA recognizes that, in accomplishing
the requirements of any AD, operators may incur ``incidental'' costs in
addition to the ``direct'' costs. The cost analysis in AD rulemaking
actions, however, typically does not include incidental costs, such as
the time required to gain access and close up; planning time; or time
necessitated by other administrative actions. Because incidental costs
may vary significantly from operator to operator, they are almost
impossible to calculate.
Request to Revise Descriptive Language in Discussion Section of
Proposed AD
One commenter points out that, in addition to McDonnell Douglas
Model DC-9-80 and Model MD-90 airplanes, the incorrect length pins were
found on Model DC-9 and MD-88 series airplanes. From this comment, the
FAA infers that the commenter is requesting that the FAA revise the
wording of the reported incident that appeared in the Discussion
Section of the AD.
The same commenter requests that the word ``nut'' be replaced with
``washer'' in the sentence in the Discussion Section of the proposed AD
that reads ``If a forward attach pin is too short, the pin and nut * *
*''
The FAA finds that no revision to this final rule in the manner
suggested by the commenter is necessary, since the Discussion section
of the proposed AD does not reappear in the final rule.
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 1,700 airplanes of the affected design in
the worldwide fleet. The FAA estimates that 1,134 airplanes of U.S.
registry will be affected by this AD.
It will take approximately 5 work hours per airplane (including
removal and reinstallation of the forward attach pin) to accomplish the
required one-time visual inspection, at an average labor rate of $60
per work hour. Based on these figures, the cost impact of this
inspection required by this AD on U.S. operators is estimated to be
$340,200, or $300 per airplane.
If the forward attach pin is determined to be of correct length, it
will take approximately 1 work hour per airplane to accomplish the
necessary modification, at an average labor rate of $60 per work hour.
Based on these figures, the cost impact of this modification required
by this AD on U.S. operators is estimated to be $60 per airplane.
If the forward attach pin is determined to be of incorrect length,
it will take approximately 1 work hour per airplane to accomplish the
follow-on visual inspection and replacement of the pin, at an average
labor rate of $60 per work hour. New pins will be provided by the
manufacturer at no cost to the operators. Based on these figures, the
cost impact of the follow-on visual inspection and replacement is
estimated to be $60 per airplane.
Should an operator be required to accomplish the HFEC inspection,
it will take approximately 11 work hours per airplane to accomplish
(including removal and reinstallation of the flight spoiler actuator),
at an average labor rate of $60 per work hour. Based on these figures,
the cost impact of the HFEC inspection is estimated to be $660 per
airplane.
Should an operator be required to accomplish the replacement of the
piston assembly of the flight spoiler actuator, it will take
approximately 5 work hours per airplane to accomplish, at an average
labor rate of $60 per work hour. Required parts will cost approximately
$2,590 per airplane. Based on these figures, the cost impact of the
replacement on U.S. operators is estimated to be $2,890 per airplane.
The cost impact figures discussed above are 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:
[[Page 34523]]
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:
99-13-13 McDonnell Douglas: Amendment 39-11208. Docket 98-NM-147-
AD.
Applicability: 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, Model MD-88 airplanes, and C-9
(military) series airplanes, as listed in McDonnell Douglas Service
Bulletin DC9-27-355, dated February 24, 1998; and Model MD-90
airplanes, as listed in McDonnell Douglas Service Bulletin MD90-27-
024, dated February 24, 1998; on which a piston assembly of the
flight spoiler actuator having part number (P/N) 4913415-505 or
4913415-507 is installed; 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 (c) 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 failure of the piston of the flight spoiler actuator
and consequent puncturing of the aft spar web, which could result in
fuel leakage and reduced structural integrity of the wings,
accomplish the following:
(a) Within 18 months after the effective date of this AD, remove
the forward attach pin of the outboard flight spoiler actuator of
the left and right wings of the airplane, and perform a one-time
visual inspection of the pin to determine whether it is of correct
length, in accordance with the Accomplishment Instructions of
McDonnell Douglas Service Bulletin DC9-27-355 [for Model DC-9-10, -
20, -30, -40, -50 series airplanes; Model C-9 (military) series
airplanes; Model DC-9-81 (MD-81), -82 (MD-82), -83 (MD-83), and -87
(MD-87) series airplanes; and Model MD-88 airplanes], or MD90-27-024
(for Model MD-90 airplanes), both dated February 24, 1998, as
applicable.
(1) Condition 1 (Correct Length). If the forward attach pin is
of correct length, prior to further flight, modify the pin by
reidentifying it with P/N 4935329-503, in accordance with the
applicable service bulletin.
(2) Condition 2 (Incorrect Length). If the forward attach pin is
of incorrect length, prior to further flight, perform a follow-on
visual inspection of the piston lugs of the flight spoiler actuator
for corrosion at the outer transition radii, or discrepancies of the
cadmium plating of the lugs, in accordance with the applicable
service bulletin.
(i) If no corrosion or discrepancy of the cadmium plating of the
lugs is detected, prior to further flight, install a forward attach
pin, P/N 4935329-503, that is new, serviceable, or reidentified in
accordance with paragraph (a)(1) of this AD, and install a new
washer and nut; in accordance with the applicable service bulletin.
(ii) If any corrosion or discrepancy of the cadmium plating of
the lugs is detected, prior to further flight, remove the actuator
and attaching parts, and perform a high frequency eddy current
inspection for cracking of the lugs of the actuator, in accordance
with the applicable service bulletin.
(A) If no cracking of the lugs is detected, prior to further
flight, reinstall the flight spoiler actuator and attaching parts,
and install a forward attach pin, P/N 4935329-503, that is new,
serviceable, or reidentified in accordance with paragraph (a)(1) of
this AD, and install a new washer and nut; in accordance with the
applicable service bulletin.
(B) If any cracking of the lugs is detected, prior to further
flight, replace the existing piston assembly of the flight spoiler
actuator with a new piston assembly having the same P/N; reinstall
the flight spoiler actuator and attaching parts; and install a
forward attach pin, P/N 4935329-503, that is new, serviceable, or
reidentified in accordance with paragraph (a)(1) of this AD, and
install a new washer and nut; in accordance with the applicable
service bulletin.
(b) Within 10 days after accomplishing the inspection required
by paragraph (a) of this AD, submit a report of the inspection
results (both positive and negative findings) to the Manager, Los
Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane
Directorate, 3960 Paramount Boulevard, Lakewood, California 90712-
4137; fax (562) 627-5210. Information collection requirements
contained in this regulation have been approved by the Office of
Management and Budget (OMB) under the provisions of the Paperwork
Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and have been
assigned OMB Control Number 2120-0056.
Alternative Methods of Compliance
(c) 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. 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.
Note 2: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Los Angeles ACO.
Special Flight Permits
(d) 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.
Incorporation by Reference
(e) The actions shall be done in accordance with McDonnell
Douglas Service Bulletin DC9-27-355, dated February 24, 1998; or
McDonnell Douglas Service Bulletin MD90-27-024, dated February 24,
1998; 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 Boeing
Commercial Aircraft Group, Long Beach Division, 3855 Lakewood
Boulevard, Long Beach, California 90846, Attention: Technical
Publications Business Administration, Dept. 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.
(f) This amendment becomes effective on August 2, 1999.
Issued in Renton, Washington, on June 17, 1999.
Dorenda D. Baker,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 99-15926 Filed 6-25-99; 8:45 am]
BILLING CODE 4910-13-P
