95-15997. Airworthiness Directives; McDonnell Douglas Model DC-10 Series Airplanes and Model KC-10A (Military) Airplanes  

  • [Federal Register Volume 60, Number 138 (Wednesday, July 19, 1995)]
    [Rules and Regulations]
    [Pages 36986-36990]
    From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
    [FR Doc No: 95-15997]
    
    
    
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    DEPARTMENT OF TRANSPORTATION
    14 CFR Part 39
    
    [Docket No. 94-NM-114-AD; Amendment 39-9298; AD 95-14-06]
    
    
    Airworthiness Directives; McDonnell Douglas Model DC-10 Series 
    Airplanes and Model KC-10A (Military) Airplanes
    
    AGENCY: Federal Aviation Administration, DOT.
    
    ACTION: Final rule.
    
    -----------------------------------------------------------------------
    
    SUMMARY: This amendment adopts a new airworthiness directive (AD), 
    applicable to certain McDonnell Douglas Model DC-10 series airplanes 
    and Model KC-10A (military) airplanes, that requires various 
    modifications of the flight controls, hydraulic power systems, and 
    landing gear. This amendment is prompted by a recommendation by the 
    Systems Review Task Force (SRTF) for accomplishment of certain 
    modifications that will enhance the controllability of these airplanes 
    in the unlikely event of catastrophic damage to all hydraulics systems. 
    The actions specified by this AD are intended to ensure airplane 
    survivability in the event of damage to fully powered flight control 
    systems.
    
    DATES: Effective August 18, 1995.
        The incorporation by reference of certain publications listed in 
    the 
    
    [[Page 36987]]
    regulations is approved by the Director of the Federal Register as of 
    August 18, 1995.
    
    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, Los Angeles Aircraft Certification Office, 
    Transport Airplane Directorate, 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: Mauricio J. Kuttler, Aerospace 
    Engineer, Systems and Equipment Branch, ANM-130L, FAA, Transport 
    Airplane Directorate, Los Angeles Aircraft Certification Office, 3960 
    Paramount Boulevard, Lakewood, California 90712; telephone (310) 627-
    5355; 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 certain McDonnell Douglas Model 
    DC-10 series airplanes and Model KC-10A (military) airplanes was 
    published in the Federal Register on January 4, 1995 (60 FR 389). That 
    action proposed to require various modifications of the flight 
    controls, hydraulic power systems, and landing gear.
    
    Discussion of 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.
        One commenter supports the proposed rule.
        McDonnell Douglas and the Air Transport Association (ATA) of 
    America, on behalf of its members, request an extension of the comment 
    period from March 1, 1995, to March 31, 1995, for the purpose of 
    convening to assess the impact of the recommendation of the Systems 
    Review Task Force (SRTF) for this AD action. The ATA states that some 
    carriers have already incorporated the recommendations of the SRTF to 
    varying degrees. Based on that experience, the carriers question the 
    implementation of those recommendations in the exact manner 
    contemplated originally by the SRTF. Specifically, one commenter states 
    that it does not believe current history requires the accomplishment of 
    all the service bulletins cited in the proposed rule.
        The FAA does not concur with the commenters' request to extend the 
    comment period. The FAA has accepted and considered all comments 
    received to date concerning this AD action, including those received 
    after the comment period closed on March 1, 1995. The FAA does not 
    consider that delaying this AD action further is warranted, since the 
    actions required by this AD must be accomplished in a timely manner to 
    ensure airplane survivability in the event of damage to fully powered 
    flight control systems. Furthermore, ATA members were represented at 
    meetings of the SRTF to discuss the 12 systems enhancements contained 
    in the specific service bulletins addressed in this AD. At that time, 
    ATA members present at the meeting agreed with the recommendation for 
    issuance of an AD to require the accomplishment of those systems 
    enhancements.
        Two commenters express a concern that sufficient parts may not be 
    available to accomplish the requirements of the proposed AD; therefore, 
    operators may not be able to meet the proposed 24-month compliance 
    time. The FAA infers that the commenters request an extention of the 
    proposed compliance time. The FAA does not concur. In developing an 
    appropriate compliance time for this action, the FAA considered not 
    only the degree of urgency associated with addressing the subject 
    unsafe condition, but the availability of required parts, and the 
    practical aspect of installing the required system enhancements within 
    an interval of time that parallels the normally scheduled maintenance 
    holds for the majority of affected operators. In consideration of these 
    items, the FAA finds that the proposed compliance time of 24 months is 
    appropriate for this rulemaking action. However, the FAA recognizes 
    that a parts availability problem may exist in certain cases. 
    Therefore, under the provisions of paragraph (b) 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.
        Two commenters express concern that the economic impact information 
    reflected in the proposal is underestimated. One commenter provides a 
    detailed breakdown of costs associated with the accomplishment of five 
    service bulletins cited in the proposed rule. The cost estimates for 
    those service bulletins, as presented by the commenter, are higher than 
    those specified in the proposed rule. Those estimates include costs for 
    planning hours by engineering staff. The second commenter estimates 
    that the cost estimate specified in one particular service bulletin is 
    off (lower) by a factor of 2 or 3. This commenter indicates that the 
    accomplishment of one of the service bulletins referenced will result 
    in loss of revenue due to payload restrictions on a small percentage of 
    flights as a result of a 40-pound weight increase incurred by 
    installation of the subject modification. Both commenters state that 
    costs associated with accomplishing a particular service bulletin that 
    is not cited in the proposal should be included in the economic impact 
    information, since the service bulletin is specified as a prerequisite 
    for accomplishment of a service bulletin that is cited in the proposal.
        From these remarks, the FAA infers that the commenters request that 
    the economic impact information specified in the preamble to this rule 
    be revised. Consequently, the FAA has re-evaluated that information and 
    obtained updated cost data from the manufacturer. Accordingly, the FAA 
    has revised the economic impact information, below, to reflect the best 
    data available to date. The cost analysis in AD rulemaking actions 
    typically does not include planning hours or costs pertaining to 
    particular operating scenarios that could result in higher fuel costs 
    and lower payload capacity or restrictions, as suggested by the 
    commenters. The number of work hours represents the time required to 
    gain access, remove parts, modify, and close up.
        One commenter requests that separate AD's be issued for each of the 
    12 service bulletins cited in the proposed AD to allow for adequate 
    tracking and closure. The FAA does not concur with this request. 
    Issuing 12 separate AD's would not increase the ability of affected 
    operators to track compliance with the AD and maintain accurate records 
    of compliance more adequately than issuing a single AD to address all 
    12 service bulletins. The FAA finds that the consequent workload burden 
    that would be associated with documenting maintenance record entries 
    (i.e., recording 12 new AD numbers) among all of the affected operators 
    would not be appropriate. Therefore, in light of the consequent 
    workload associated with maintenance record entries, the FAA has 
    determined that a less burdensome approach is to issue only one AD that 
    
    
    [[Page 36988]]
    requires the accomplishment of 12 service bulletins.
    
    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 
    significantly increase the economic burden on any operator nor increase 
    the scope of the AD.
        The FAA is continuing to review the recommendations of the SRTF 
    working group for these airplanes and may consider further rulemaking 
    based on those recommendations.
    
    Economic Impact
    
        There are approximately 427 Model DC-10 series airplanes and Model 
    KC-10A (military) airplanes of the affected design in the worldwide 
    fleet. The FAA estimates that 254 airplanes of U.S. registry will be 
    affected by this AD.
        Approximate work hours to accomplish the required actions and costs 
    for required parts are listed in the following table. The average labor 
    rate is $60 per work hour.
    
    ------------------------------------------------------------------------
                                                      Parts cost  Total cost
            Service bulletin No.           Estimated      per         per   
                                          work hours   airplane    airplane 
    ------------------------------------------------------------------------
    27-71...............................           5     $26,998     $27,298
    27-120..............................           3          68         248
    27-152..............................           1         487         547
    27-181..............................           5         611         911
    27-201..............................         10-       9,893      10,493
    27-208..............................           5         492         792
    27-209..............................           9         489       1,029
    29-109..............................         101       1,408       7,468
    29-125..............................           4         269         509
    32-134..............................           3       5,525       5,705
    32-143..............................           3       3,926       4,106
    32-157..............................           6      70,744      71,104
    ------------------------------------------------------------------------
    
        Based on these figures, the total cost impact of the AD on U.S. 
    operators is estimated to be $33,073,340, or $130,210 per airplane.
        The total 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.
        The number of required work hours, as indicated above, is presented 
    as if the accomplishment of the actions required by this AD were to be 
    conducted as ``stand alone'' actions. However, the 24-month compliance 
    time specified in paragraph (a) of this AD should allow ample time for 
    the actions to be accomplished coincidentally with scheduled major 
    airplane inspection and maintenance activities, thereby minimizing the 
    costs associated with special airplane scheduling.
        Further, the FAA recognizes that the obligation to maintain 
    aircraft in an airworthy condition is vital, but sometimes expensive. 
    Because AD's require specific actions to address specific unsafe 
    conditions, they appear to impose costs that would not otherwise be 
    borne by operators. However, because of the general obligation of 
    operators to maintain aircraft in an airworthy condition, this 
    appearance is deceptive. Attributing those costs solely to the issuance 
    of this AD is unrealistic because, in the interest of maintaining safe 
    aircraft, most prudent operators would accomplish the required actions 
    even if they were not required to do so by the AD.
        A full cost-benefit analysis has not been accomplished for this AD. 
    As a matter of law, in order to be airworthy, an aircraft must conform 
    to its type design and be in a condition for safe operation. The type 
    design is approved only after the FAA makes a determination that it 
    complies with all applicable airworthiness requirements. In adopting 
    and maintaining those requirements, the FAA has already made the 
    determination that they establish a level of safety that is cost-
    beneficial. When the FAA, as in this AD, makes a finding of an unsafe 
    condition, this means that the original cost-beneficial level of safety 
    is no longer being achieved and that the required actions are necessary 
    to restore that level of safety. Because this level of safety has 
    already been determined to be cost-beneficial, a full cost-benefit 
    analysis for this AD would be redundant and unnecessary.
    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:
    
     
    [[Page 36989]]
    
        Authority: 49 U.S.C. App. 1354(a), 1421 and 1423; 49 U.S.C. 
    106(g); and 14 CFR 11.89.
    
    
    Sec. 39.13  [Amended]
    
        2. Section 39.13 is amended by adding the following new 
    airworthiness directive:
    
    95-14-06 McDonnell Douglas: Amendment 39-9298. Docket 94-NM-114-AD.
    
        Applicability: Model DC-10-10, -10F, -15, -30, -30F, -40, and -
    40F series airplanes and Model KC-10A (military) airplanes; as 
    listed in the following McDonnell Douglas DC-10 service bulletins; 
    certificated in any category:
    
    ------------------------------------------------------------------------
      Service bulletin No.        Revision level            Date issued     
    ------------------------------------------------------------------------
    27-71..................  1......................  February 14, 1973.    
    27-120.................  Original...............  February 10, 1975.    
    27-152.................  Original...............  August 9, 1976.       
    27-181.................  1......................  May 28, 1981.         
    27-201.................  Original...............  December 30, 1985.    
    27-208.................  Original...............  September 5, 1989.    
    27-209.................  Original...............  October 20, 1989.     
    29-109.................  1......................  September 22, 1978.   
    29-125.................  2......................  October 23, 1987.     
    32-134.................  Original...............  March 22, 1977.       
    32-143.................  Original...............  August 8, 1978.       
    32-157.................  1......................  October 29, 1980.     
    ------------------------------------------------------------------------
    
        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 use the authority 
    provided in paragraph (b) of this AD to request approval from the 
    FAA. This approval may address either no action, if the current 
    configuration eliminates the unsafe condition; or different actions 
    necessary to address the unsafe condition described in this AD. Such 
    a request should include an assessment of the effect of the changed 
    configuration on the unsafe condition addressed by this AD. In no 
    case does the presence of any modification, alteration, or repair 
    remove any airplane from the applicability of this AD. -
        Compliance: Required as indicated, unless accomplished 
    previously. -
        To ensure airplane survivability in the event of damage to fully 
    powered flight control systems, accomplish the following:
        (a) Within 24 months after the effective date of this AD, modify 
    the flight controls, hydraulic power systems, and landing gear in 
    accordance with paragraphs (a)(1) through (a)(12) of this AD, as 
    applicable. -
        (1) For airplanes listed in McDonnell Douglas DC-10 Service 
    Bulletin 27-71, Revision 1, dated February 14, 1973: Install surge 
    damper assemblies and new piping assemblies in hydraulic systems 1 
    and 3 of the horizontal stabilizer in accordance with the service 
    bulletin. As of the effective date of this AD, no person shall 
    install a pipe assembly, part number AJK7004-641, -642, -643, -644, 
    -645, -646, -647, or -648 on any airplane. As of the effective date 
    of this AD, no person shall install a valve assembly, part number 
    AJG7041-5515 or -5517, on any airplane unless that assembly has been 
    modified in accordance with the service bulletin.
        (2) For airplanes listed in McDonnell Douglas DC-10 Service 
    Bulletin 27-120, dated February 10, 1975: Modify and reidentify the 
    trim hydraulic motor assembly of the horizontal stabilizer in 
    accordance with the service bulletin.
    
        Note 2: The McDonnell Douglas service bulletin references Sperry 
    Rand Corporation, Vickers Division, Service Bulletin 390017-27-2, 
    dated December 2, 1974, as an additional source of service 
    information. -
        (3) For airplanes listed in McDonnell Douglas DC-10 Service 
    Bulletin 27-152, dated August 9, 1976: Replace the existing 
    retaining nut locking clip on the torsional coupling of the 
    horizontal stabilizer with a new retaining nut locking clip in 
    accordance with the service bulletin. As of the effective date of 
    this AD, no person shall install a locking clip or nut retainer, 
    part number AJH7259-1, on any airplane.
        (4) For airplanes listed in McDonnell Douglas DC-10 Service 
    Bulletin 27-181, Revision 1, dated May 28, 1981: Install a modified 
    chain drive unit on the horizontal stabilizer in accordance with the 
    service bulletin. As of the effective date of this AD, no person 
    shall install a chain drive unit assembly, part number AJH7337-1 or 
    AJH7337-501; pin, part number AJH7343-1; housing assembly, part 
    number AJH7345-1; shaft, part number AJH7075-1 or -501; or decal, 
    part number AJH7347-1; on any airplane. -
        (5) For airplanes listed in McDonnell Douglas DC-10 Service 
    Bulletin 27-201, dated December 30, 1985: Replace the hydraulic pipe 
    assemblies of the flap lock valve with new pipe assemblies in 
    accordance with the service bulletin. As of the effective date of 
    this AD, no person shall install a pipe assembly, part number 
    AYK7002-876, -877, -878, -879, -880, and -881; AYK7136-1; and 
    AYK7137-1; on any airplane.
        (6) For airplanes listed in McDonnell Douglas DC-10 Service 
    Bulletin 27-208, dated September 5, 1989: Replace eight end caps of 
    the trim control valve of the horizontal stabilizer with new end 
    caps having a larger inside radius, in accordance with the service 
    bulletin. As of the effective date of this AD, no person shall 
    install an end cap, part number AJG7020-503; or valve assembly, part 
    number AJG7041-5535, -5533, -5531, -5529, -5527, -5525, -5523, -
    5521, -5519, -5517, -5515, -5513, -5511, -5509, -5507, -5505, -5503, 
    -5501, or -5001; on any airplane.
        (7) For airplanes listed in McDonnell Douglas DC-10 Service 
    Bulletin 27-209, dated October 20, 1989: Inspect the nuts on the 
    shaft assembly for looseness, proper orientation, excess backlash, 
    and engagement of the washer locking tab, in accordance with the 
    service bulletin. As of the effective date of this AD, no person 
    shall install a drive assembly, part number AJH7337-505, on any 
    airplane unless that assembly has been modified in accordance with 
    the service bulletin.
        (i) If no discrepancy is found, no further action is required by 
    this paragraph.
        (ii) If any discrepancy is found, prior to further flight, 
    replace the fuse pin, adjust backlash, and properly position and 
    tighten the nuts in accordance with the service bulletin.
        (8) For airplanes listed in McDonnell Douglas Service Bulletin 
    29-109, Revision 1, dated September 22, 1978: Install an indication 
    system on the reversible motor pump in accordance with the service 
    bulletin. As of the effective date of this AD, no person shall 
    install a nameplate, part number ABN7191-1124, -1125, -1126, -872, -
    873, -874, -878, or -1084; a support, part number 2394536-509; or a 
    plate, part number 2710497-1-6; on any airplane. -
        (9) For airplanes listed in McDonnell Douglas DC-10 Service 
    Bulletin 29-125, Revision 2, dated October 23, 1987: Modify the main 
    hydraulic power system in accordance with the service bulletin. As 
    of the effective date of this AD, no person shall install an 
    annunciator panel, part number 102200-268, or -274, on any airplane 
    unless that panel has been modified in accordance with the service 
    bulletin.
        (10) For airplanes listed in McDonnell Douglas DC-10 Service 
    Bulletin 32-134, dated March 22, 1977: Modify the aft antiskid 
    manifold on the left and right main landing gear in accordance with 
    the service bulletin. As of the effective date of this AD, no person 
    shall install a bracket, part number ARG7291-1, ARG7291-501, 
    ARG7485-501, or ARG7485-502 on any airplane. As of the effective 
    date of this AD, no person shall install a main landing gear 
    assembly, part number ARG7393-(Any Configuration), on any airplane 
    unless that assembly has been modified in accordance with the 
    service bulletin. -
        (11) For airplanes listed in McDonnell Douglas DC-10 Service 
    Bulletin 32-143, dated August 8, 1978: Install protective shields 
    over the brake and antiskid piping located on the aft side of the 
    left and right main landing gear in accordance with the service 
    bulletin. As of the effective date of this AD, no person shall 
    install a support, part number ARG7551-1 or ARG7552-1, or bracket, 
    part number AEP8009-25, on any airplane. As of the effective date of 
    this AD, no person shall install a main landing gear assembly, part 
    number ARG7393-(Any Configuration), on any airplane unless that 
    assembly has been modified in accordance with the service bulletin.
        (12) For airplanes listed in McDonnell Douglas DC-10 Service 
    Bulletin 32-157, Revision 1, dated October 29, 1980: Install a 
    doubler on the web assembly between the wheel wells of the center 
    landing gear and the right main landing gear; install a fiberglass 
    deflector assembly on the shock 
    
    [[Page 36990]]
    strut of the centerline landing gear; replace the pressure gage 
    manifold of the shock strut; and install an instruction plate and 
    adding precaution instruction markings in the wheel well of the 
    right main landing gear and on the forward door of the center 
    landing gear in accordance with the service bulletin. As of the 
    effective date of this AD, no person shall install a manifold, part 
    number AYK7162-501, on any airplane. -
        (b) 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 Aircraft Certification 
    Office (ACO), FAA, Transport Airplane Directorate. Operators shall 
    submit their requests through an appropriate FAA Principal 
    Maintenance Inspector, who may add comments and then send it to the 
    Manager, Los Angeles ACO.
    
        Note 3: Information concerning the existence of approved 
    alternative methods of compliance with this AD, if any, may be 
    obtained from the Los Angeles ACO. -
        (c) 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.
        (d) The actions shall be done in accordance with the following 
    McDonnell Douglas DC-10 Service Bulletins, which contain the 
    specified effective pages:
    
    ------------------------------------------------------------------------
     Service bulletin                                                       
      referenced and       Page No.        Revision level     Date shown on 
           date                            shown on page          page      
    ------------------------------------------------------------------------
    27-71, Revision    1-10............  1  ..............  February 14,    
     1, February 14,                                         1973.          
     1973.                                                                  
    27-120, February   1  .............  Original.........  February 10,    
     10, 1975.                                               1975.          
    27-152, August 9,  1-6.............  Original.........  August 9, 1976. 
     1976.                                                                  
    27-181, Revision   1-12............  1  ..............  May 28, 1981.   
     1, May 28, 1981.                                                       
    27-201, December   1-15............  Original.........  December 30,    
     30, 1985.                                               1985.          
    27-208, September  1-16............  Original.........  September 5,    
     5, 1989.                                                1989.          
    27-209, October    1-11............  Original.........  October 20,     
     20, 1989.                                               1989.          
    29-109, Revision   1, 2, 4, 5, 7,    1  ..............  September 22,   
     1, September 22,   7A, 10, 19, 31-                      1978.          
     1978.              35.                                                 
                       3, 6, 8, 9, 11-   Original.........  August 25, 1976.
                        18, 20-30, 32,                                      
                        36.                                                 
    29-125, Revision   1-22............  2  ..............  October 23,     
     2, October 23,                                          1987.          
     1987.                                                                  
    32-134, March 22,  1-13............  Original.........  March 22, 1977. 
     1977.                                                                  
    32-143, August 8,  1-11............  Original.........  August 8, 1978. 
     1978.                                                                  
    32-157, Revision   1-23............  1................  October 29,     
     1, October 29,                                          1980.          
     1980.                                                                  
    ------------------------------------------------------------------------
    
        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, Los Angeles Aircraft Certification Office, Transport Airplane 
    Directorate, 3960 Paramount Boulevard, Lakewood, California; or at 
    the Office of the Federal Register, 800 North Capitol Street, NW., 
    suite 700, Washington, DC.
        (e) This amendment becomes effective on August 18, 1995.
    
        Issued in Renton, Washington, on June 23, 1995.
    Darrell M. Pederson,
    Acting Manager, Transport Airplane Directorate, Aircraft Certification 
    Service.
    [FR Doc. 95-15997 Filed 7-18-95; 8:45 am]
    BILLING CODE 4910-13-U
    
    

Document Information

Effective Date:
8/18/1995
Published:
07/19/1995
Department:
Transportation Department
Entry Type:
Rule
Action:
Final rule.
Document Number:
95-15997
Dates:
Effective August 18, 1995.
Pages:
36986-36990 (5 pages)
Docket Numbers:
Docket No. 94-NM-114-AD, Amendment 39-9298, AD 95-14-06
PDF File:
95-15997.pdf
CFR: (1)
14 CFR 39.13