[Federal Register: September 27, 2004 (Volume 69, Number 186)]
[Rules and Regulations]
[Page 57632-57636]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr27se04-3]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2003-NM-90-AD; Amendment 39-13804; AD 2004-19-10]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 737-100, -200, -200C, -
300, -400, and -500 Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: This amendment adopts a new airworthiness directive (AD),
applicable to certain Boeing Model 737-100, -200, -200C, -300, -400,
and -500 series airplanes, that requires repetitive inspections for
corrosion and cracking of the pivot hinge pins of the horizontal
stabilizer, certain follow-on inspections, and replacement of the hinge
pins with new or serviceable pins if necessary. This action is
necessary to prevent failure of the outer and inner hinge pins due to
corrosion or cracking, which could allow the pins to migrate out of the
joint and result in intermittent movement of the horizontal stabilizer
structure and consequent loss of controllability of the airplane. This
action is intended to address the identified unsafe condition.
DATES: Effective November 1, 2004.
The incorporation by reference of a certain publication listed in
the regulations is approved by the Director of the Federal Register as
of November 1, 2004.
ADDRESSES: The service information referenced in this AD may be
obtained from Boeing Commercial Airplanes, P.O. Box 3707, Seattle,
Washington 98124-2207. 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 National
Archives and Records Administration (NARA). For information on the
availability of this material at NARA, call (202) 741-6030, or go to:
http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html
.
FOR FURTHER INFORMATION CONTACT: Nancy Marsh, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
917-6440; fax (425) 917-6590.
[[Page 57633]]
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 Boeing Model 737-100, -
200, -200C, -300, -400, and -500 series airplanes was published in the
Federal Register on December 8, 2003 (68 FR 68301). That action
proposed to require repetitive inspections for corrosion and cracking
of the pivot hinge pins of the horizontal stabilizer, certain follow-on
inspections, and replacement of the hinge pins with new or serviceable
pins if necessary.
Clarification of Changes to the Proposed AD
Although paragraph (a) of the proposed AD specifies repetitive
inspections, paragraph (a)(1) specifies that if the hinge pins are
serviceable, ``no further action is required.'' We have removed the
phrase ``no further action is required by this paragraph'' from
paragraph (a)(1) of the proposed AD to clarify that the repetitive
inspections are still required.
Comments
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received.
Comments That Resulted in a Change to the Proposed AD
Requests To Add Certain Repair Approvals
Two commenters request that paragraphs (b)(6), (d)(6), (f)(6), and
(h)(6) of the proposed AD be revised to add an additional method of
repair. The proposed AD specifies that, for a pin found corroded in an
area that is not threaded or in a thread relief radius, operators must
repair, before further flight, per a method approved by the Manager,
Seattle Aircraft Certification Office (ACO). Both commenters request
that a method of repair, such as pin replacement, be provided as an
additional repair approval prior to releasing the AD. The commenters
request such an additional method of repair approval in order to
preclude the possibility of long delays in obtaining approval of a
repair from the Manager, Seattle ACO.
Another commenter requests that the same paragraphs discussed in
the previous paragraph be revised to allow operators to obtain repair
approval from a Boeing Company Designated Engineering Representative
(DER), who has been authorized by the Manager, Seattle ACO, to make
such findings.
The FAA agrees with the commenters that those additional methods of
repair approval may be provided for in this AD. Therefore, we have
revised paragraphs (b)(6), (d)(6), (f)(6), and (h)(6) of the final rule
accordingly.
Requests To Clarify Certain Inspections
One commenter requests that we revise paragraphs (b) and (f) of the
proposed rule to specify that the inspections required by those
paragraphs can be accomplished per either Part 2 or Part 3 of the
service bulletin. The commenter states that the hinge pin (outer) and
pin insert (inner) can be removed at the same time from the airplane as
an assembly. The commenter concludes that, in the case of the Model
737-200 series airplanes, the only difference is whether to perform the
magnetic particle inspection of the outer pin when the outer pin is
already out. Additionally, the commenter states that, although the Part
3 inspection is more comprehensive than the Part 2 inspection, it
implicitly satisfies the requirement. Another commenter requests that
the FAA clarify if operators are given the choice of using either Part
2 or Part 3, and if so, are both inspections still required at the same
compliance times specified in the proposed AD.
We agree with the commenters that clarification for paragraphs (b)
and (f) is necessary. We have revised those paragraphs to specify that
the required inspections may be accomplished per the procedures
specified in either Part 2 or Part 3 of the Accomplishment Instruction
of the specified service bulletin. We point out, however, that the
repetitive inspection intervals specified for paragraphs (c) and (g) of
the AD remain the same as specified in the proposed rule, regardless of
whether the inspections are performed per Part 2 or Part 3 of the
Accomplishment Instructions of the service bulletin.
Comments That Resulted in No Change to the Proposed AD
Requests To Extend the Compliance Time
One commenter requests that the initial compliance time of ``within
90 days after the effective date of this AD'' for the detailed
inspection specified by paragraph (a) of the proposed AD be extended to
180 days. The commenter states that the additional time is necessary to
obtain spare parts. The commenter notes that revising the initial
inspection compliance time to 180 days would be consistent with the
180-day interval for the repetitive inspections. Another commenter
requests that the compliance times for the inspections per Part 3 be
extended to 15,000 flight hours or 96 months for Model 737-200 series
airplanes and 18,000 flight hours or 96 months for the Model 737-400
series airplanes. The commenter states that those compliance times
would coincide with its ``D'' check and ``SI'' check intervals.
Two commenters request that the compliance times specified in the
proposed AD be adjusted to allow for anticipated part shortages. The
commenters both note that replacement hinge pins that may have to be
replaced are ``under management control by Boeing.'' One commenter
explains that ``under management control'' means there is a very
limited supply of spare hinge pins to support industry inspections.
Another commenter requests that the flight-hour intervals specified
in paragraphs (d) and (h) of the proposed AD be increased from 12,000
flight hours and 16,000 flight hours, respectively, to 15,000 flight
hours and 18,000 flight hours, respectively. The commenter specifies
that such an extension would coincide with its normal schedule for
heavy maintenance. The commenter provided no further justification for
such extension of the repetitive inspection intervals.
We do not agree with the commenters' requests. We have determined
that the identified unsafe condition warrants a compliance time of
``within 90 days after the effective date of the AD.'' We note that the
manufacturer recommends a compliance time of ``within 90 days of the
release of the service bulletin release date,'' which was December 6,
2001. We have been informed by Boeing that parts should be available.
If a shortage of the supply of hinge pins does occur, paragraph (j) of
this AD provides affected operators the opportunity to apply for an
alternative method of compliance (AMOC) and to present data to justify
the adjustment of compliance times.
We also do not agree with the commenters' request to extend the
threshold compliance times for accomplishment of the requirements of
Part 3 of the Boeing alert service bulletin. No technical justification
was provided to substantiate this request.
Request To Delay Issuance of the Final Rule
One commenter notes that Boeing Alert Service Bulletin 737-55A1077
Information Notice (IN) 01, dated September 11, 2003, was not
referenced in the proposed AD. The commenter states that the IN has
revised wording of
[[Page 57634]]
the original service bulletin to correct certain errors. The commenter
points out that having such differences between the proposed AD and the
new service information could create confusion and potential compliance
problems. The commenter requests revision of Boeing Service Bulletin
737-55A1077 by the manufacturer and approval by the FAA prior to the
release of the AD.
We do not agree with the commenter's request. The IN was a minor
clarification that has already been addressed by this AD as noted in
the ``Differences'' section in the preamble of the notice of proposed
rulemaking (NPRM). Delaying this action until after the release and
approval of the manufacturer's planned service bulletin is not
warranted. We have determined that the inspections must be conducted to
ensure continued operational safety. When a new revision of the service
bulletin has been developed, we will review that revision and consider
approving it as an alternative method of compliance with the
requirements of this AD.
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 3,132 airplanes of the affected design in
the worldwide fleet. The FAA estimates that 1,250 airplanes of U.S.
registry will be affected by this AD, that it will take approximately 1
work hour per airplane to accomplish the detailed inspection specified
in paragraph (a) of this AD, and that the average labor rate is $65 per
work hour. Since the requirements of paragraph (a) of this AD apply to
the total affected fleet, the cost impact of the inspections required
by paragraph (a) of this AD on U.S. operators is estimated to be
$81,250, or $65 per airplane, per inspection cycle.
It will take approximately 6 work hours per airplane, per
inspection, to accomplish the detailed and magnetic particle
inspections described in Part 2 of the Accomplishment Instructions of
the specified alert service bulletin. We estimate that if all airplanes
were required to accomplish those inspections, the estimated cost
impact of the affected airplanes will be $487,500 or $390 airplane, per
inspection cycle.
It will take approximately 12 work hours per airplane, per
inspection, to accomplish the detailed and magnetic particle
inspections described in Part 3 of the Accomplishment Instructions of
the specified alert service bulletin. We estimate that if all airplanes
were required to accomplish those inspections, the estimated cost
impact of the affected airplanes will be $975,000, or $780 per
airplane, per inspection cycle.
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. The cost impact figures discussed
in AD rulemaking actions represent only the time necessary to perform
the specific actions actually required by the AD. These figures
typically do not include incidental costs, such as the time required to
gain access and close up, planning time, or time necessitated by other
administrative actions.
Regulatory Impact
The regulations adopted herein will not have a substantial direct
effect 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, it
is determined that this final rule does not have federalism
implications under Executive Order 13132.
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
0
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
0
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]
0
2. Section 39.13 is amended by adding the following new airworthiness
directive:
Boeing: Amendment 39-13804. Docket 2003-NM-90-AD.
Applicability: Model 737-100, -200, -200C, -300, -400, and -500
series airplanes having line numbers 1 through 3132 inclusive;
certificated in any category.
Compliance: Required as indicated, unless accomplished
previously.
To prevent failure of the outer and inner hinge pins due to
corrosion or cracking, which could allow the pins to migrate out of
the joint and result in intermittent movement of the horizontal
stabilizer structure and consequent loss of controllability of the
airplane, accomplish the following:
(a) For all airplanes: Within 90 days after the effective date
of this AD, perform a detailed inspection of the pivot hinge pin
joints for corrosion and, with hand pressure, check for movement of
the hinge pins within the joints of the horizontal stabilizer, per
Part 1 of the Accomplishment Instructions of Boeing Alert Service
Bulletin (ASB) 737-55A1077, dated December 6, 2001. Repeat the
detailed inspections and check at intervals not to exceed 180 days
until the initial inspection specified in paragraph (b), (d), (f),
or (h) of this AD, as applicable, is performed.
Note 1: For the purposes of this AD, a detailed inspection is
defined as: ``An intensive examination of a specific structural
area, system, installation, or assembly to detect damage, failure,
or irregularity. Available lighting is normally supplemented with a
direct source of good lighting at intensity deemed appropriate by
the inspector. Inspection aids such as mirror, magnifying lenses,
etc., may be used. Surface cleaning and elaborate access procedures
may be required.''
(1) If no corrosion is found, and if the hinge pins cannot be
moved with hand pressure, the hinge pins are serviceable.
(2) If any pin can be moved with hand pressure, before further
flight, remove and inspect both pins on the left and right sides and
perform follow-on corrective actions per Part 3 of the
Accomplishment Instructions of the ASB.
(3) If any corrosion is found, before further flight, remove and
perform a detailed inspection of the pin(s) per Figure 2 (inner pin)
or Figure 3 (inner and outer pins), as applicable, of the
Accomplishment Instructions of the ASB; and perform follow-on
corrective actions, per the Accomplishment Instructions of the ASB.
(b) For Models 737-100, -200, and 200C series airplanes: Within
3,000 flight hours or
[[Page 57635]]
24 months after the effective date of this AD, whichever occurs
first, perform a detailed inspection and magnetic particle
inspection for corrosion and cracking of the horizontal stabilizer
hinge pins, per Part 2 or Part 3 of the Accomplishment Instructions
of Boeing ASB 737-55A1077, dated December 6, 2001.
(1) If no corrosion or cracking is found, before further flight,
reinstall the pin unless the condition of the other pin in that
joint requires that both pins be replaced. (See paragraphs (b)(3)
and (b)(4) of this AD.)
(2) If an outer pin is cracked in the area that includes the
tapered shank, the adjacent thread relief radius, or the threaded
end, but the inner pin is damage free, before further flight,
replace the outer pin with a new or serviceable pin, per the
Accomplishment Instructions of the ASB.
(3) If an outer pin is cracked in the area that includes the
straight shank or the head, before further flight, replace both the
inner and outer pins with new or serviceable pins, per the
Accomplishment Instructions of the ASB.
(4) If any cracks are found on an inner pin, before further
flight, replace both the inner and outer pins with new or
serviceable pins, per the Accomplishment Instructions of the ASB.
(5) On any pin, if corrosion is found on a threaded area or in
the thread relief radius adjacent to the threads, before further
flight, replace the pin with a new or serviceable pin, per the
Accomplishment Instructions of the ASB.
(6) If any corrosion is found on an area of the pin that is not
threaded or in a thread relief radius adjacent to threads, before
further flight, accomplish the requirements of paragraph (b)(6)(i)
or (b)(6)(ii) of this AD.
(i) Replace the pin with a new or serviceable pin, per the ASB.
(ii) Repair per a method approved by the Manager, Seattle
Aircraft Certification Office (ACO), FAA, or per data meeting the
type certification basis of the airplane approved by a Boeing
Company Designated Engineering Representative who has been
authorized by the FAA to make such findings. For a repair method to
be approved, the approval must specifically reference this AD.
(c) For Models 737-100, -200, -200C series airplanes:
Thereafter, repeat the inspections required by paragraph (b) of this
AD at the times specified in paragraph (c)(1) or (c)(2) of this AD,
as applicable.
(1) If BMS 3-27 grease (Mastinox 6856K) is used, repeat the
inspection at intervals not to exceed 6,000 flight hours or 48
months, whichever occurs first.
(2) If BMS 3-33 grease is used as a substitute for BMS 3-27
grease (Mastinox 6856K), repeat the inspections at intervals not to
exceed 3,000 flight hours or 24 months, whichever occurs first.
(d) For Models 737-100, -200, and -200C series airplanes: Within
12,000 flight hours or 96 months after the effective date of this
AD, whichever occurs first, perform a detailed inspection and
magnetic particle inspection for corrosion and cracking of the
horizontal stabilizer hinge pins, per Part 3 of the Accomplishment
Instructions of Boeing ASB 737-55A1077, dated December 6, 2001.
(1) If no corrosion or cracking is found, before further flight,
reinstall the pin unless the condition of the other pin in that
joint requires that both pins be replaced. (See paragraphs (d)(3)
and (d)(4) of this AD.)
(2) If an outer pin is cracked in the area that includes the
tapered shank, the adjacent thread relief radius, or the threaded
end, but the inner pin is damage free, before further flight,
replace the outer pin with a new or serviceable pin, per the
Accomplishment Instructions of the ASB.
(3) If an outer pin is cracked in the area that includes the
straight shank and the head, before further flight, replace both the
inner and outer pins with new or serviceable pins, per the
Accomplishment Instructions of the ASB.
(4) If any cracks are found on an inner pin, before further
flight, replace both the inner and outer pins with new or
serviceable pins, per the Accomplishment Instructions of the ASB.
(5) On any pin, if corrosion is found on a threaded area or in
the thread relief radius adjacent to the threads, before further
flight, replace the pin with a new or serviceable pin, per the
Accomplishment Instructions of the ASB.
(6) If any corrosion is found on an area of the pin that is not
threaded or in a thread relief radius adjacent to threads, before
further flight, accomplish the actions specified in paragraph
(d)(6)(i) or (d)(6)(ii) of this AD.
(i) Replace the pin with a new or serviceable pin, per the ASB.
(ii) Repair per a method approved by the Manager, Seattle
Aircraft Certification Office (ACO), FAA, or per data meeting the
type certification basis of the airplane approved by a Boeing
Company Designated Engineering Representative who has been
authorized by the FAA to make such findings. For a repair method to
be approved, the approval must specifically reference this AD.
(e) For Models 737-100, -200, -200C series airplanes:
Thereafter, repeat the inspections required by paragraph (d) of this
AD at the times specified in paragraph (e)(1) or (e)(2) of this AD,
as applicable.
(1) If BMS 3-27 grease (Mastinox 6856K) is used, thereafter,
repeat the inspections at intervals not to exceed 12,000 flight
hours or 96 months, whichever occurs first.
(2) If BMS 3-33 grease is used as a substitute for BMS 3-27
grease (Mastinox 6856K), thereafter, repeat the inspections at
intervals not to exceed 6,000 flight hours or 48 months, whichever
occurs first.
(f) For Model 737-300, -400, and -500 series airplanes: Within
4,000 flight hours or 24 months from the effective date of this AD,
whichever occurs first, perform a detailed inspection and magnetic
particle inspection for corrosion and cracking of the horizontal
stabilizer hinge pins, per Part 2 or Part 3 of the Accomplishment
Instructions of Boeing ASB 737-55A1077, dated December 6, 2001.
(1) If no corrosion or cracking is found, before further flight,
reinstall the pin unless the condition of the other pin in that
joint requires that both pins be replaced. (See paragraphs (f)(3)
and (f)(4) of this AD.)
(2) If an outer pin is cracked in the area that includes the
tapered shank, the adjacent thread relief radius, or the threaded
end, but the inner pin is free of damage, before further flight,
replace the outer pin with a new or serviceable pin, per the
Accomplishment Instructions of the ASB.
(3) If an outer pin is cracked in the area that includes the
straight shank or the head, before further flight, replace both the
inner and outer pins with new or serviceable pins, per the
Accomplishment Instructions of the ASB.
(4) If any cracks are found on an inner pin, before further
flight, replace both the inner and outer pins with new or
serviceable pins, per the Accomplishment Instructions of the ASB.
(5) On any pin, if corrosion is found on a threaded area or in
the thread relief radius adjacent to the threads, before further
flight, replace the pin with a new or serviceable pin, per the
Accomplishment Instructions of the ASB.
(6) If any corrosion is found on an area of the pin that is not
threaded or in a thread relief radius adjacent to threads, before
further flight, accomplish the actions of paragraph (f)(6)(i) or
(f)(6)(ii) of this AD.
(i) Replace the pin with a new or serviceable pin, per the ASB.
(ii) Repair per a method approved by the Manager, Seattle
Aircraft Certification Office (ACO), FAA, or per data meeting the
type certification basis of the airplane approved by a Boeing
Company Designated Engineering Representative who has been
authorized by the FAA to make such findings. For a repair method to
be approved, the approval must specifically reference this AD.
(g) For Model 737-300, -400, and -500 series airplanes:
Thereafter, repeat the inspections required by paragraph (f) of this
AD at the times specified in paragraph (g)(1) or (g)(2) of this AD,
as applicable.
(1) If BMS 3-27 grease (Mastinox 6856K) is used, thereafter,
repeat the inspections at intervals not to exceed 8,000 flight hours
or 48 months, whichever occurs first.
(2) If BMS 3-33 grease is used as a substitute for BMS 3-27
(Mastinox 6856K), repeat the inspections at intervals not to exceed
4,000 flight hours or 24 months, whichever occurs first.
(h) For Model 737-300, -400, and -500 series airplanes: Within
16,000 flight hours or 96 months from the effective date of this AD,
whichever occurs first, perform a detailed inspection and magnetic
particle inspection for corrosion or cracking of the horizontal
stabilizer hinge pins per Part 3 of the Accomplishment Instructions
of Boeing ASB 737-55A1077, dated December 6, 2001.
(1) If no corrosion or cracking is found, before further flight,
reinstall the pin unless the condition of the other pin in that
joint requires that both pins be replaced. (See paragraphs (h)(3)
and (h)(4) of this AD.)
(2) If an outer pin is cracked in the area that includes the
tapered shank, the adjacent thread relief radius, or the threaded
end, but the inner pin is damage free, before further flight,
replace the outer pin with a new or serviceable pin.
(3) If an outer pin is cracked in the area that includes the
straight shank or the head, before further flight, replace both the
inner and outer pin with new or serviceable pins.
[[Page 57636]]
(4) If any cracks are found on an inner pin, before further
flight, replace both the inner and outer pin with new or serviceable
pins.
(5) On any pin, if corrosion is found on a threaded area or in
the thread relief radius adjacent to the threads, before further
flight, replace the pin with a new or serviceable pin.
(6) If any corrosion is found on an area of the pin that is not
threaded or in a thread relief radius adjacent to threads, before
further flight, accomplish the actions specified in paragraph
(h)(6)(i) or (h)(6)(ii) of this AD.
(i) Replace the pin with a new or serviceable pin, per the ASB.
(ii) Repair per a method approved by the Manager, Seattle
Aircraft Certification Office (ACO), FAA, or per data meeting the
type certification basis of the airplane approved by a Boeing
Company Designated Engineering Representative who has been
authorized by the FAA to make such findings. For a repair method to
be approved, the approval must specifically reference this AD.
(i) For Model 737-300, -400, and -500 series airplanes:
Thereafter, repeat the inspections required by paragraph (h) of this
AD at the times specified in paragraph (i)(1) or (i)(2) of this AD,
as applicable.
(1) If BMS 3-27 grease (Mastinox 6856K) is used, thereafter,
repeat the inspections at intervals not to exceed 16,000 flight
hours or 96 months, whichever occurs first.
(2) If BMS 3-33 grease is used as a substitute for BMS 3-27
(Mastinox 6856K), thereafter, repeat the inspections at intervals
not to exceed 8,000 flight hours or 48 months, whichever occurs
first.
Alternative Methods of Compliance
(j)(1) In accordance with 14 CFR 39.19, the Manager, Seattle
Aircraft Certification Office (ACO), FAA, is authorized to approve
alternative methods of compliance (AMOCs) for this AD.
(2) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD, if it is approved by a
Boeing Company Designated Engineering Representative who has been
authorized by the Manager, Seattle ACO, to make those findings. For
a repair method to be approved, the approval must specifically
reference this AD.
Incorporation by Reference
(k) The actions shall be done in accordance with Boeing Alert
Service Bulletin 737-55A1077, dated December 6, 2001. 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 Airplanes, P.O.
Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at
the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW.,
Renton, Washington; or at the National Archives and Records
Administration (NARA). For information on the availability of this
material at NARA, call (202) 741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html
.
Effective Date
(l) This amendment becomes effective on November 1, 2004.
Issued in Renton, Washington, on September 15, 2004.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 04-21271 Filed 9-24-04; 8:45 am]
BILLING CODE 4910-13-P