AD 2001-06-12

[Federal Register Volume 66, Number 63 (Monday, April 2, 2001)]
[Rules and Regulations]
[Pages 17492-17495]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 01-7701]



[[Page 17492]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99-NM-127-AD; Amendment 39-12159; AD 2001-06-12]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 767 Series Airplanes 
Powered by General Electric Engines

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment adopts a new airworthiness directive (AD), 
applicable to certain Boeing Model 767 series airplanes powered by 
General Electric engines, that requires modification of the nacelle 
strut and wing structure. This amendment is prompted by reports 
indicating that the actual operational loads applied to the nacelle are 
higher than the analytical loads that were used during the initial 
design. Such an increase in loading can lead to fatigue cracking in the 
primary strut structure prior to an airplane reaching its design 
service objective. The actions specified by this AD are intended to 
prevent fatigue cracking in the primary strut structure and consequent 
reduced structural integrity of the strut.

DATES: Effective May 7, 2001.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of May 7, 2001.
    The incorporation by reference of a certain other publication, as 
listed in the regulations, was approved previously by the Director of 
the Federal Register as of July 24, 2000 (65 FR 37843, June 19, 2000).
    The incorporation by reference of certain other publications, as 
listed in the regulations, was approved previously by the Director of 
the Federal Register as of October 17, 2000 (65 FR 58641, October 2, 
2000).
    The incorporation by reference of certain other publications, as 
listed in the regulations, was approved previously by the Director of 
the Federal Register as of March 5, 2001 (66 FR 8085, January 29, 
2001).

ADDRESSES: The service information referenced in this AD may be 
obtained from Boeing Commercial Airplane Group, 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 Office of 
the Federal Register, 800 North Capitol Street, NW., suite 700, 
Washington, DC.

FOR FURTHER INFORMATION CONTACT: John Craycraft, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425) 
227-2782; fax (425) 227-1181.

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 767 series 
airplanes powered by General Electric engines was published in the 
Federal Register on October 10, 2000 (65 FR 60126). That action 
proposed to require modification of the nacelle strut and wing 
structure.

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.

Request To Reference Revised Service Information

    One commenter requests that the FAA revise paragraph (b) to 
reference Boeing Service Bulletin 767-54-0069, Revision 2, dated August 
31, 2000, in addition to Boeing Service Bulletin 767-54-0069, Revision 
1, dated January 29, 1998, as an acceptable source of service 
information for the applicable requirement of that paragraph.
    The FAA concurs with the commenter's request. Since the issuance of 
the proposal, the FAA has reviewed and approved Boeing Service Bulletin 
767-54-0069, Revision 2, in connection with AD 2001-02-07, amendment 
39-12091 (66 FR 8085, January 29, 2001). That AD, among other things, 
requires accomplishment of the actions in Boeing Service Bulletin 767-
54-0069, Revision 1 or Revision 2. Accordingly, paragraph (b) of this 
AD has been revised to reference both Revisions 1 and 2 of that service 
bulletin as appropriate sources of service information. Also, a new 
Note 4 has been added to this final rule, and subsequent notes have 
been reordered accordingly, to reference AD 2001-02-07.

Request To Delay Issuance of Final Rule

    One commenter requests that the FAA delay issuance of the final 
rule until the airplane manufacturer has revised Boeing Service 
Bulletin 767-54-0081, dated July 29, 1999. The commenter states that, 
while accomplishing the proposed requirements, the commenter found 
numerous deviations from Boeing Service Bulletin 767-54-0081 and its 
associated service bulletins. The commenter states that issuing the 
final rule before the service bulletin is revised would force operators 
to request alternative methods of compliance (AMOC's) to address these 
deviations.
    The FAA finds that a change to the final rule is necessary in this 
regard, but we do not concur with the commenter's request to delay 
issuance of this final rule. Boeing Service Bulletin 767-54-0081 is not 
scheduled to be revised until June 2001, and the FAA finds that, in 
view of the urgency of the unsafe condition addressed by this AD, it 
would be inappropriate to delay issuance of the final rule to wait for 
such a revision of the service bulletin to become available.
    However, to relieve any burden on operations due to necessary 
deviations from the service bulletin, the FAA finds that it is 
appropriate to allow a Boeing Company Designated Engineering 
Representative (DER) to approve AMOC's. Accordingly, paragraph (d) as 
it appeared in the proposed rule has been revised in this final rule to 
include subparagraphs (d)(1) and (d)(2), with paragraph (d)(1) 
containing all information included in paragraph (d) of the proposed 
rule, and paragraph (d)(2) containing the information about approval of 
AMOC's by a Boeing Company DER.

Request To Give Credit for AMOC's

    One commenter requests that AMOC's approved for AD 2000-12-17, 
amendment 39-11795 (65 FR 37843, June 19, 2000), and AD 2000-07-05, 
amendment 39-11659 (65 FR 18883, April 10, 2000), also be approved for 
this AD. The commenter is referring to certain requirements of 
paragraph (b), as clarified by Notes 2 and 3, of the proposed rule, 
which state that service bulletins required by those AD's are 
acceptable for compliance with the applicable actions required by 
paragraph (b) of this AD.
    The FAA concurs with the commenter's request. AMOC's approved for 
AD 2000-12-17 and AD 2000-07-05, as well as those approved for AD 94-
11-02, amendment 39-8918 (59 FR 27229, May 26, 1994), and AD 2001-02-07 
(which was mentioned above), are considered approved for compliance 
with the applicable actions required by paragraph (b) of this AD. 
Accordingly, a new paragraph (d)(3) has been added to this final rule 
to state that AMOC's approved for those AD's are considered

[[Page 17493]]

acceptable for compliance with paragraph (b) of this AD.

Request To Clarify Flight Cycle Threshold Formula

    One commenter requests clarification of certain conditions for the 
use of the flight cycle threshold formula listed in Figure 1 of Boeing 
Service Bulletin 767-54-0081, dated July 29, 1999. Condition 2 of the 
formula lists nine service bulletins that must be accomplished if the 
formula is to be used. The commenter specifically requests 
clarification of the compliance thresholds to accomplish the actions 
described in those service bulletins. The commenter points out that 
many of the listed service bulletins specify initial inspection 
thresholds that will have already passed for some airplanes. The 
commenter requests that the FAA revise the requirement to state that 
``the inspections should be accomplished prior to reaching the service 
bulletin threshold or 20 years, whichever occurs later.''
    The FAA concurs that it is necessary to clarify the threshold for 
doing the service bulletins listed in Condition 2 of the flight cycle 
threshold formula, though we do not concur with the commenter's 
suggested change. The FAA concurs that the actions in the listed 
service bulletins must be done no later than 20 years since the date of 
delivery of the airplane for the formula to apply. However, the FAA 
does not concur that the threshold should be 20 years since date of 
delivery or prior to the threshold listed in the service bulletin, 
whichever occurs later. The FAA finds that deferring accomplishment of 
the service bulletins beyond 20 years would not provide an acceptable 
level of safety. Therefore, paragraph (a)(1) of this AD has been 
revised to clarify that, for the formula to be used, the actions in the 
service bulletins referenced in Figure 1 must be accomplished no later 
than 20 years since date of manufacture of the airplane.

Request To Revise Compliance Time in Paragraph (a)(1)

    One commenter requests that the FAA revise the compliance time in 
paragraph (a)(1) to remove the reference to 37,500 total flight cycles. 
The commenter states that the compliance time should be, ``Prior to the 
airplane * * * accumulating 20 calendar years from the airplane initial 
delivery date, or having reached the flight cycle threshold as defined 
by the flight cycle threshold formula described in Figure 1 of the 
service bulletin, whichever occurs first.'' The commenter states that 
this revision would make the AD more consistent with the service 
bulletin, because the flight cycle threshold formula takes into account 
the greater fatigue damage resulting from longer-duration flights. The 
commenter states that the flight cycle count resulting from this 
formula is never greater than 37,500 flight cycles, and may be 
significantly less.
    The FAA does not concur with the commenter's request to revise 
paragraph (a)(1) of the AD. We acknowledge that the wording and logic 
of the compliance times in the AD differ from those in the service 
bulletin, but we have determined that the compliance times in this AD 
and in the service bulletin are roughly equivalent for airplanes flying 
longer-duration flights. For example, an airplane that flies routes 
that average 8 hours would reach the 20-year threshold before it 
reached the 37,500 flight cycle threshold. Once the airplane has 
reached the 20-year threshold, if the operator does not choose to do 
the requirements of this AD at that time, the operator would then have 
the option to use the flight cycle threshold formula to determine the 
alternative threshold (provided that the criteria in Figure 1 are met). 
No change to the final rule is necessary in this regard.

Request To Identify This AD as a Supersedure of AD 94-11-02

    One commenter requests that the FAA revise the proposed rule to 
state that this AD is a supersedure of AD 94-11-02. The commenter 
states that Boeing Service Bulletin 767-54-0069 was approved as an 
alternative method of compliance (AMOC) for the requirements of that 
AD.
    The FAA does not concur with the commenter's request. This AD does 
not supersede AD 94-11-02. However, the FAA acknowledges that 
accomplishment of Boeing Service Bulletin 767-54-0069 does terminate 
the inspections required by AD 94-11-02. No change to the final rule is 
necessary in this regard.

Request To Revise Cost Impact Information

    One commenter requests that the FAA revise the proposed rule to 
more accurately represent the cost impact of this AD. The commenter 
states that the costs estimated in the proposed rule do not accurately 
reflect the actual costs that will be incurred by operators. The 
commenter states that the actual time required to do Boeing Service 
Bulletin 767-54-0081 is between 2,000 and 3,000 work hours, and the 
time for the associated service bulletins is between 340 and 550 work 
hours.
    The FAA does not concur with the commenter's request to revise the 
estimate of cost impact. The number of work hours necessary to 
accomplish the required actions, restated below, is based on the 
information provided by the airplane manufacturer in its service 
bulletins. This number represents the time necessary to perform only 
the actions actually required by this AD--the ``direct'' costs. 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 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. No change to the final rule is necessary in this regard.

Request To Address Warranty and Reimbursement Issues

    One commenter addresses its comment to both Boeing and the FAA. The 
commenter makes several requests pertaining to warranty and cost 
reimbursement issues.
    The FAA finds that an airworthiness directive is not an appropriate 
vehicle to resolve these specific comments. The FAA does not involve 
itself in contractual issues between the airplane (or parts) 
manufacturer and its customers. No change to the AD can be made in this 
regard.

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 381 Model 767 series airplanes of the 
affected design in the worldwide fleet. The FAA estimates that 159 
airplanes of U.S. registry will be affected by this AD, that it will 
take approximately 1,006 work hours per airplane, including time for 
gaining access and closing up, to accomplish the required modifications 
per Boeing Service Bulletin 767-54-0081, and that the average labor 
rate is $60 per work hour. Based on these figures, the cost impact of 
this requirement on U.S. operators is

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estimated to be $9,597,240, or $60,360 per airplane.
    It will take approximately 16 work hours per airplane to accomplish 
the required actions described in Boeing Service Bulletin 767-29-0057, 
at an average labor rate of $60 per work hour. Required parts will be 
provided at no cost by the airplane manufacturer. Based on these 
figures, the cost impact of these actions on U.S. operators is 
estimated to be $152,640, or $960 per airplane.
    It will take approximately 106 work hours per airplane to 
accomplish the actions described in Boeing Service Bulletin 767-53-
0069, at an average labor rate of $60 per work hour. Required parts 
will be provided at no cost by the airplane manufacturer. Based on 
these figures, the cost impact of these actions on U.S. operators is 
estimated to be $1,011,240, or $6,360 per airplane. Because the actions 
described in this service bulletin are already required by another AD 
action, this requirement adds no new costs for affected operators.
    It will take approximately 1 work hour per airplane to accomplish 
the actions described in Boeing Service Bulletin 767-54-0083, at an 
average labor rate of $60 per work hour. Required parts will be 
provided at no cost by the airplane manufacturer. Based on these 
figures, the cost impact of these actions on U.S. operators is 
estimated to be $9,540, or $60 per airplane.
    It will take approximately 4 work hours per airplane to accomplish 
the actions described in Boeing Service Bulletin 767-54-0088, Revision 
1, at an average labor rate of $60 per work hour. Required parts will 
be provided at no cost by the airplane manufacturer. Based on these 
figures, the cost impact of these actions on U.S. operators is 
estimated to be $38,160, or $240 per airplane.
    It will take approximately 20 work hours per airplane to accomplish 
the actions described in Boeing Service Bulletin 767-54A0094, Revision 
1, at an average labor rate of $60 per work hour. Required parts will 
be provided at no cost by the airplane manufacturer. Based on these 
figures, the cost impact of these actions on U.S. operators is 
estimated to be $190,800, or $1,200 per airplane. Because the actions 
described in this service bulletin are already required by another AD 
action, this requirement adds no new costs for affected operators.
    It will take approximately 5 work hours per airplane to accomplish 
the actions described in Boeing Service Bulletin 767-57-0053, Revision 
2, at an average labor rate of $60 per work hour. Based on these 
figures, the cost impact of these actions on U.S. operators is 
estimated to be $47,700, or $300 per airplane. Because the actions 
described in this service bulletin are already required by another AD 
action, this requirement adds no new costs for affected operators.
    Some operators may have accomplished certain modifications on some 
or all of the airplanes in their fleets, while other operators may not 
have accomplished any of the modifications on any of the airplanes in 
their fleets. The future cost impact of this AD may be reduced below 
the estimates provided above if some airplanes have already been 
modified.
    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

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends part 39 of 
the Federal Aviation Regulations (14 CFR part 39) as follows:

PART 39--AIRWORTHINESS DIRECTIVES

    1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

2001-06-12  Boeing: Amendment 39-12159. Docket 99-NM-127-AD.

    Applicability: Model 767 series airplanes powered by General 
Electric engines, line numbers 1 through 663 inclusive, 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 (d)(1) 
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 fatigue cracking in the primary strut structure and 
consequent reduced structural integrity of the strut, accomplish the 
following:

Modification

    (a) Modify the nacelle strut and wing structure on both the left 
and right sides of the airplane, in accordance with Boeing Service 
Bulletin 767-54-0081, dated July 29, 1999, at the later of the times 
specified in paragraphs (a)(1) and (a)(2) of this AD.
    (1) Prior to the accumulation of 37,500 total flight cycles, or 
within 20 years since date of manufacture, whichever occurs first. 
Use of the optional threshold formula described in Figure 1 on page 
54 of the service bulletin is an acceptable alternative to the 20-
year threshold provided that the conditions specified in Figure 1 of 
the service bulletin are met. For the optional threshold formula in 
Figure 1 to be used, actions in the service bulletins listed in Item 
2 of Figure 1 must be accomplished no later than 20 years since the 
airplane's date of manufacture.
    (2) Within 3,000 flight cycles after the effective date of this 
AD.
    (b) Prior to or concurrently with the accomplishment of the 
modification of the

[[Page 17495]]

nacelle strut and wing structure required by paragraph (a) of this 
AD; as specified in paragraph 1.D., Table 2, ``Prior or Concurrent 
Service Bulletins,'' on page 8 of Boeing Service Bulletin 767-54-
0081, dated July 29, 1999; accomplish the actions specified in 
Boeing Service Bulletin 767-29-0057, dated December 16, 1993; Boeing 
Service Bulletin 767-54-0069, Revision 1, dated January 29, 1998, or 
Revision 2, dated August 31, 2000; Boeing Service Bulletin 767-54-
0083, dated September 17, 1998; Boeing Service Bulletin 767-54-0088, 
Revision 1, dated July 29, 1999; Boeing Service Bulletin 767-
54A0094, Revision 1, dated September 16, 1999; and Boeing Service 
Bulletin 767-57-0053, Revision 2, dated September 23, 1999; as 
applicable, in accordance with those service bulletins.

    Note 2: AD 2000-12-17, amendment 39-11795, requires 
accomplishment of Boeing Service Bulletin 767-57-0053, Revision 2, 
dated September 23, 1999. However, inspections and rework 
accomplished in accordance with Boeing Service Bulletin 767-57-0053, 
Revision 1, dated October 31, 1996, are acceptable for compliance 
with the applicable actions required by paragraph (b) of this AD.


    Note 3: AD 2000-07-05, amendment 39-11659, requires 
accomplishment of Boeing Service Bulletin 767-54A0094, dated May 22, 
1998. Inspections and rework accomplished in accordance with Boeing 
Service Bulletin 767-54A0094, dated May 22, 1998, are acceptable for 
compliance with the applicable actions required by paragraph (b) of 
this AD.


    Note 4: AD 2001-02-07, amendment 39-12091, requires 
accomplishment of Boeing Service Bulletin 767-54-0069, Revision 1, 
dated January 29, 1998, or Revision 2, dated August 31, 2000. 
Inspections and rework accomplished in accordance with those service 
bulletins are acceptable for compliance with the applicable actions 
required by paragraph (b) of this AD.

Repairs

    (c) If any damage to the airplane structure is found during the 
accomplishment of the modification required by paragraph (a) of this 
AD, and the service bulletin specifies to contact Boeing for 
appropriate action: Prior to further flight, repair in accordance 
with a method approved by the Manager, Seattle Aircraft 
Certification Office (ACO), FAA, or a Boeing Company Designated 
Engineering Representative (DER) who has been authorized by the FAA 
to make such findings. For a repair method to be approved by the 
Manager, Seattle ACO, as required by this paragraph, the Manager's 
approval letter must specifically reference this AD.

Alternative Methods of Compliance

    (d)(1) 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, Seattle ACO. Operators shall submit 
their requests through an appropriate FAA Principal Maintenance 
Inspector, who may add comments and then send it to the Manager, 
Seattle ACO.
    (2) An alternative method of compliance that provides an 
acceptable level of safety may be used for paragraph (a) of this AD, 
if it is approved by a Boeing Company DER who has been authorized by 
the FAA to make such findings.
    (3) Alternative methods of compliance, approved previously in 
accordance with AD 2000-12-17, amendment 39-11795; AD 2000-07-05, 
amendment 39-11659; AD 2001-02-07, amendment 39-12091; and AD 94-11-
02, amendment 39-8918; are approved as alternative methods of 
compliance with the applicable actions in paragraph (b) of this AD.

    Note 5: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Seattle ACO.

Special Flight Permits

    (e) 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

    (f) Except as required by paragraph (c) of this AD, the actions 
shall be done in accordance with Boeing Service Bulletin 767-54-
0081, dated July 29, 1999; Boeing Service Bulletin 767-29-0057, 
dated December 16, 1993; Boeing Service Bulletin 767-54-0069, 
Revision 1, dated January 29, 1998, or Revision 2, dated August 31, 
2000; Boeing Service Bulletin 767-54-0083, dated September 17, 1998; 
Boeing Service Bulletin 767-54-0088, Revision 1, dated July 29, 
1999; Boeing Service Bulletin 767-54A0094, Revision 1, dated 
September 16, 1999; and Boeing Service Bulletin 767-57-0053, 
Revision 2, dated September 23, 1999; as applicable.
    (1) The incorporation by reference of Boeing Service Bulletin 
767-54-0081, dated July 29, 1999, is approved by the Director of the 
Federal Register, in accordance with 5 U.S.C. 552(a) and 1 CFR part 
51.
    (2) The incorporation by reference of Boeing Service Bulletin 
767-57-0053, Revision 2, dated September 23, 1999, was approved 
previously by the Director of the Federal Register as of July 24, 
2000 (65 FR 37843, June 19, 2000).
    (3) The incorporation by reference of Boeing Service Bulletin 
767-29-0057, dated December 16, 1993; Boeing Service Bulletin 767-
54-0069, Revision 1, dated January 29, 1998; Boeing Service Bulletin 
767-54-0083, dated September 17, 1998; and Boeing Service Bulletin 
767-54-0088, Revision 1, dated July 29, 1999; was approved 
previously by the Director of the Federal Register as of October 17, 
2000 (65 FR 58641, October 2, 2000).
    (4) The incorporation by reference of Boeing Service Bulletin 
767-54-0069, Revision 2, dated August 31, 2000; and Boeing Service 
Bulletin 767-54A0094, Revision 1, dated September 16, 1999, was 
approved previously by the Director of the Federal Register as of 
March 5, 2001 (66 FR 8085, January 29, 2001).
    (5) Copies may be obtained from Boeing Commercial Airplane 
Group, 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 Office of the Federal 
Register, 800 North Capitol Street, NW., suite 700, Washington, DC.

Effective Date

    (g) This amendment becomes effective on May 7, 2001.

    Issued in Renton, Washington, on March 22, 2001.
Donald L. Riggin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-7701 Filed 3-30-01; 8:45 am]
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