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

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