[Federal Register Volume 65, Number 155 (Thursday, August 10, 2000)]
[Proposed Rules]
[Pages 48937-48941]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-20248]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98-NM-11-AD]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 737 Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Supplemental notice of proposed rulemaking; reopening of 
comment period.

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SUMMARY: This document revises an earlier proposed airworthiness 
directive (AD), applicable to certain Boeing Model 737 series 
airplanes, that would have required inspections of certain bonded skin 
panels to detect delamination of the skin doublers (tear straps) from 
the skin panels; and follow-on corrective actions, if necessary. That 
proposal was prompted by reports that certain skin doublers were 
delaminated from their skin panels due to improper processing of 
certain skin panels. This new action would revise the proposed rule by 
referencing new service information that incorporates new inspection 
procedures and corrective actions, and recommends new compliance times. 
This new action also would remove airplanes from the applicability. The 
actions specified by this new proposed AD are intended to prevent skin 
doublers from delaminating from their skin panels, which could result 
in fatigue cracks in the skin doublers and skin panels, and consequent 
rapid decompression of the airplane.

DATES: Comments must be received by September 5, 2000.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 98-NM-11-AD, 1601 Lind Avenue, SW., Renton, 
Washington 98055-4056. Comments may be inspected at this location 
between 9:00 a.m. and 3:00 p.m., Monday through Friday, except Federal 
holidays. Comments may be submitted via fax to (425) 227-1232. Comments 
may also be sent via the Internet using the following address: [email protected]. Comments sent via fax or the Internet must contain 
``Docket No. 98-NM-11-AD'' in the subject line and need not be 
submitted in triplicate. Comments sent via the Internet as attached 
electronic files must be formatted in Microsoft Word 97 for Windows or 
ASCII text.
    The service information referenced in the proposed rule may be 
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, 
Washington 98124-2207. This information may be examined at the FAA, 
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, 
Washington.

FOR FURTHER INFORMATION CONTACT: Nenita Odesa, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Transport Airplane Directorate, Seattle 
Aircraft Certification Office, 1601 Lind Avenue, SW., Renton, 
Washington 98055-4056; telephone (425) 227-2557; fax (425) 227-1181.

SUPPLEMENTARY INFORMATION:

Comments Invited

    Interested persons are invited to participate in the making of the 
proposed rule by submitting such

[[Page 48938]]

written data, views, or arguments as they may desire. Communications 
shall identify the Rules Docket number and be submitted in triplicate 
to the address specified above. All communications received on or 
before the closing date for comments, specified above, will be 
considered before taking action on the proposed rule. The proposals 
contained in this notice may be changed in light of the comments 
received.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the proposed rule. All 
comments submitted will be available, both before and after the closing 
date for comments, in the Rules Docket for examination by interested 
persons. A report summarizing each FAA-public contact concerned with 
the substance of this proposal will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this notice must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 98-NM-11-AD.'' The postcard will be date stamped and 
returned to the commenter.

Availability of NPRMs

    Any person may obtain a copy of this NPRM by submitting a request 
to the FAA, Transport Airplane Directorate, ANM-114, Attention: Rules 
Docket No. 98-NM-11-AD, 1601 Lind Avenue, SW., Renton, Washington 
98055-4056.

Discussion

    A proposal to amend part 39 of the Federal Aviation Regulations (14 
CFR part 39) to add an airworthiness directive (AD), applicable to 
certain Boeing Model 737 series airplanes, was published as a notice of 
proposed rulemaking (NPRM) in the Federal Register on January 11, 1999 
(64 FR 1549). That NPRM would have required inspections of certain 
bonded skin panel assemblies to detect delamination of the skin 
doublers (tear straps) from the skin panels; and follow-on corrective 
actions, if necessary. That NPRM was prompted by reports indicating 
that certain skin doublers were delaminated from their skin panels due 
to improper processing of certain skin panels. That condition, if not 
corrected, could result in fatigue cracks in the skin doublers and skin 
panels, and consequent rapid decompression of the airplane.

Explanation of New Relevant Service Information

    Since the issuance of the NPRM, the FAA has reviewed and approved 
Boeing Service Bulletin 737-53-1179, Revision 1, dated September 30, 
1999. (Boeing Service Bulletin 737-53-1179, dated June 22, 1995, was 
referenced as the appropriate source of service information in the 
NPRM.) Revision 1 of the service bulletin adds airplanes having line 
numbers (L/N) 2726 through 2869 inclusive to the effectivity listing. 
Among other things, Revision 1 of the service bulletin also introduces 
new inspection procedures and corrective actions, and recommends 
extension of certain compliance times and repetitive inspection 
intervals.
    The service bulletin describes the area to be inspected as skin 
panel assemblies from 259 to 1016, on both sides of the airplane, 
except between stringers 10 and 14 between body stations 540 and 727. 
The procedures described in Revision 1 include repetitive external 
visual inspections to detect cracks or corrosion. Also, Revision 1 
describes procedures for repetitive detailed visual inspections to 
detect cracks or corrosion at stringer 17, the window belts, and the 
lap and butt joints.
    Revision 1 of the service bulletin classifies affected skin panels 
as either ``Zone A'' or ``Zone B,'' and describes procedures for a one-
time internal inspection of ``Zone A'' skin panels, and a one-time 
internal or external ultrasonic inspection of ``Zone B'' skin panels, 
to detect cracks, corrosion, and delamination. The internal inspection 
includes a close visual inspection to detect delamination or corrosion 
and a visual inspection using a separation tool to detect weak or 
delaminated bonds. Accomplishment of the internal inspection eliminates 
the need for the repetitive external inspections.
    The service bulletin describes procedures for corrective actions if 
cracking, corrosion, or delamination is found. Corrective actions 
include replacement of the affected skin panel with a new or 
serviceable skin panel manufactured by Boeing after a certain date. In 
lieu of replacement of the skin panel, the service bulletin also 
describes procedures for various follow-on inspections of the affected 
skin panel (including internal visual, low and high frequency eddy 
current, and ultrasonic inspections), and repair of cracks, corrosion, 
or delamination, as applicable.
    Accomplishment of the actions specified in Revision 1 of the 
service bulletin is intended to adequately address the unsafe 
condition.

Comments

    Due consideration has been given to the comments received in 
response to the NPRM. Certain comments have resulted in changes to the 
proposal that are reflected in this supplemental NPRM. The FAA finds 
that certain other comments received in response to the NPRM are no 
longer relevant to this proposal because of the introduction of 
Revision 1 of the service bulletin. Certain other comments that are 
still relevant but have not resulted in any change to the proposal will 
be addressed in the final rule, along with any additional comments 
received in response to this supplemental NPRM.

Request To Revise Compliance Time and Repetitive Interval for 
External Inspections

    One commenter, the manufacturer, requests that the FAA revise 
paragraph (a)(2) of the NPRM to eliminate the statement of the grace 
period in calendar time (18 months after the effective date of this 
AD). The commenter states that disbonding is a function of flight 
cycles rather than calendar time, and therefore, a compliance time 
based on calendar time is not appropriate.
    The FAA concurs with the commenter's request that the compliance 
threshold based on calendar time should be eliminated, though not for 
the reason stated by the commenter. The external visual inspections to 
which the commenter refers are intended to detect fatigue cracks, not 
disbonding, and growth of fatigue cracks is a function of flight 
cycles, not calendar time. Therefore, grace periods in calendar time 
have not been included for the actions specified in this supplemental 
NPRM.

Request To Clarify Affected Replacement Skin Panels

    One commenter requests that the FAA revise the proposal to make the 
actions specified in the proposed AD applicable only to replacement 
skin panels fabricated by Boeing. The commenter states that many 
operators have fabricated their own replacement skin panels that are 
not affected by the proposed AD.
    The FAA concurs with the commenter's request. Skin panels 
fabricated by operators are not affected by the proposed AD. Therefore, 
paragraph (b) of this supplemental NPRM specifies that the actions 
required by that paragraph apply only to affected airplanes ``on which 
any bonded skin panel was replaced with a new or serviceable, Boeing-
built, bonded skin panel prior to October 1, 1997.'' In addition, the 
applicability statement of this supplemental NPRM has been revised 
accordingly.

[[Page 48939]]

Request To Correct Typographical Error

    Two commenters request that the FAA revise paragraph (e) of the 
NPRM to correct a typographical error. Paragraph (e) of the NPRM states 
that corrective action for any detected crack was specified in 
paragraphs (b)(1) and (b)(2) of the proposed AD. The commenters state 
that the reference for corrective actions should have been to 
paragraphs (e)(1) and (e)(2) of the proposed AD. The FAA concurs with 
the intent of the commenter's request. Paragraphs (e), (e)(1), and 
(e)(2) of the NPRM are restated as paragraphs (c), (c)(1), and (c)(2) 
of the supplemental NPRM, and these paragraphs have been revised with 
correct references.

Explanation of Applicability

    The applicability statement of the original NPRM includes Model 
737-100, -200, -200C, -300, -400, and -500 series airplanes; having 
line numbers 1 through 3072 inclusive. The FAA set this applicability 
in consideration of the possibility that any airplane delivered prior 
to October 1, 1997, might have an improperly processed skin panel 
installed. The FAA considered line number 3072 to correspond to a 
delivery date of October 1, 1997. Since the issuance of the NPRM, the 
FAA has determined that line number 2947 corresponds to a delivery date 
of October 1, 1997. Therefore, the applicability statement of this 
supplemental NPRM includes certain Model 737 series airplanes having 
line numbers 1 through 2947 inclusive.

Explanation of New Requirements of Supplemental NPRM

    Since an unsafe condition has been identified that is likely to 
exist or develop on other products of this same type design, this 
supplemental NPRM would require accomplishment of the actions specified 
in Boeing Service Bulletin 737-53-1179, Revision 1, described 
previously, except as discussed below.

Differences Between Supplemental NPRM and Service Bulletin

    Operators should note that Table 3 of Figure 2 of the service 
bulletin specifies actions for ``airplanes up to [line number] 2869 
with skins replaced with Boeing panels fabricated prior to April 1, 
1997.'' However, paragraph (b) of this supplemental NPRM applies to 
``airplanes having [line numbers] 1 through 2947 inclusive, on which 
any bonded skin panel was replaced with a new or serviceable, Boeing-
built, bonded skin panel prior to October 1, 1997.'' An operator may 
not be able to accurately determine the date of manufacture of a 
replacement skin panel, but the operator would be able to determine the 
date of installation of a replacement panel. The FAA finds that making 
this proposed rule applicable to replacement panels installed prior to 
October 1, 1997, would meet the intent of the service bulletin by 
ensuring that this supplemental NPRM would apply to replacement skin 
panels manufactured by Boeing prior to April 1, 1997.
    Operators also should note that, although the service bulletin 
specifies that the manufacturer may be contacted for disposition of 
certain repair conditions, this supplemental NPRM would require the 
repair of those conditions to be accomplished in accordance with a 
method approved by the FAA; or in accordance with data meeting the type 
certification basis of the airplane approved by a Boeing Company 
Designated Engineering Representative who has been authorized by the 
Manager, Seattle Aircraft Certification Office, to make such findings.
    Additionally, the service bulletin specifies that certain actions 
may be accomplished in accordance with ``an equivalent'' procedure. 
However, this supplemental NPRM would require that those actions be 
accomplished in accordance with the procedures specified in Part 6, 
Subject 51-00-00, Figure 4, of the 737 Nondestructive Test Manual. An 
``equivalent'' procedure may be used only if approved as an alternative 
method of compliance in accordance with the provisions of paragraph (f) 
of the proposed AD.

Conclusion

    Since these changes expand the scope of the originally proposed 
rule, it is necessary to reopen the comment period to provide 
additional opportunity for public comment.

Cost Impact

    There are approximately 2,083 airplanes of the affected design in 
the worldwide fleet. The FAA estimates that 863 airplanes of U.S. 
registry would be affected by this proposed AD.
    It would take approximately 10 work hours per airplane to 
accomplish the proposed external general visual and detailed visual 
inspection, at an average labor rate of $60 per work hour. Based on 
these figures, the cost impact of this inspection proposed by this AD 
on U.S. operators is estimated to be $517,800, or $600 per airplane, 
per inspection cycle.
    It would take approximately 360 work hours per airplane to 
accomplish the proposed internal visual and ultrasonic inspection, at 
an average labor rate of $60 per work hour. Based on these figures, the 
cost impact of this inspection proposed by this AD on U.S. operators is 
estimated to be $18,640,800, or $21,600 per airplane.
    The cost impact figures discussed above are based on assumptions 
that no operator has yet accomplished any of the proposed 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 proposed herein would 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 proposal would not have federalism implications 
under Executive Order 13132.
    For the reasons discussed above, I certify that this proposed 
regulation (1) is not a ``significant regulatory action'' under 
Executive Order 12866; (2) is not a ``significant rule'' under the DOT 
Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); 
and (3) if promulgated, 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 copy of the draft 
regulatory evaluation prepared for this action is contained in the 
Rules Docket. A copy of it may be obtained by contacting the Rules 
Docket at the location provided under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Safety.

The Proposed Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration proposes to amend 
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 48940]]


    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:

Boeing: Docket 98-NM-11-AD.

    Applicability: Model 737-100, -200, -200C, -300, -400, and -500 
series airplanes; line numbers (L/N) 1 through 2947 inclusive; 
certified 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 (f) 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 delamination of the skin doublers (tear straps) from 
the skin panels, which could result in fatigue cracks in the skin 
doublers and the skin panels, and consequent rapid decompression of 
the airplane, accomplish the following:

Initial and Repetitive Inspections (L/N 611 through 2725 inclusive)

    (a) For airplanes having L/N 611 through 2725 inclusive: 
Accomplish the actions required by paragraphs (a)(1) and (a)(2) of 
this AD on any bonded skin panel assembly that has NOT been replaced 
with any new or serviceable bonded skin panel assembly, in 
accordance with Boeing Service Bulletin 737-53-1179, Revision 1, 
dated September 30, 1999.

    Note 2: For the purposes of this AD, bonded skin panels consist 
of skin doublers (tear straps) that are bonded to skin panels 
located above stringer S-26 from body station (BS) 259 to BS 1016 on 
both sides of the airplane.


    Note 3: If the skin panel is solid with no doublers (tear 
straps) bonded to it, the inspections required by this AD are not 
necessary for that skin panel.

    (1) Prior to the accumulation of 20,000 total flight cycles, or 
within 5,000 flight cycles after the effective date of this AD, 
whichever occurs later, accomplish paragraphs (a)(1)(i) and 
(a)(1)(ii) of this AD, in accordance with the Accomplishment 
Instructions of the service bulletin. Repeat the inspections 
thereafter at intervals not to exceed 5,000 flight cycles, until 
accomplishment of paragraph (a)(2) of this AD.
    (i) Perform an external general visual inspection of all 
affected areas NOT specified in paragraph (a)(1)(ii) to detect 
cracks or corrosion of bonded skin panels.
    (ii) Perform a detailed visual inspection to detect cracks or 
corrosion of bonded skin panels at stringer 17, window belts, lap 
joints, and butt splice joints.

    Note 4: For the purposes of this AD, a general visual inspection 
is defined as: ``A visual examination of an interior or exterior 
area, installation, or assembly to detect obvious damage, failure, 
or irregularity. This level of inspection is made under normally 
available lighting conditions such as daylight, hangar lighting, 
flashlight, or drop-light, and may require removal or opening of 
access panels or doors. Stands, ladders, or platforms may be 
required to gain proximity to the area being checked.''


    Note 5: For the purposes of this AD, a detailed visual 
inspection is defined as: ``An intensive visual 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.''

    (2) Prior to the accumulation of 40,000 total flight cycles, but 
after the accumulation of 4,500 total flight cycles; or within 
10,000 flight cycles after the effective date of this AD; whichever 
occurs later; accomplish paragraphs (a)(2)(i) and (a)(2)(ii) of this 
AD. Accomplishment of the requirements of paragraphs (a)(2)(i) and 
(a)(2)(ii) of this AD constitutes terminating action for the 
repetitive inspection requirement of paragraph (a)(1) of this AD.
    (i) For ``Zone A'' areas (as defined in the ``Inspection'' 
section and Figure 2 of the service bulletin): Perform a one-time 
internal general visual inspection to detect cracks or corrosion of 
bonded skin panels, or delamination of the skin doublers from the 
bonded skin panels.
    (ii) For ``Zone B'' areas (as defined in the ``Inspection'' 
section and Figure 2 of the service bulletin): Perform an internal 
or external ultrasonic inspection to detect cracks or corrosion of 
bonded skin panels, or delamination of the skin doublers from the 
bonded skin panels.

    Note 6: Internal inspections accomplished prior to the effective 
date of this AD in accordance with the original issue of Boeing 
Service Bulletin 737-53-1179, dated June 22, 1995, are acceptable 
for compliance with paragraph (a)(2) of this AD, provided that they 
were accomplished after the accumulation of 4,500 total flight 
cycles.


    Note 7: For the purposes of this AD, the one-time internal 
inspection includes an internal detailed visual inspection, a second 
internal detailed visual inspection while trying to separate the 
skin doublers from the skin panels, and an ultrasonic inspection.

Initial and Repetitive Inspections (L/N 1 through 2947 inclusive)

    (b) For airplanes having L/N 1 through 2947 inclusive, on which 
any bonded skin panel was replaced with a new or serviceable, 
Boeing-built, bonded skin panel prior to October 1, 1997: Accomplish 
the actions required by paragraphs (b)(1) and (b)(2) of this AD, in 
accordance with Boeing Service Bulletin 737-53-1179, Revision 1, 
dated September 30, 1999.
    (1) Within 20,000 flight cycles after replacement of the bonded 
skin panel, or within 5,000 flight cycles after the effective date 
of this AD, whichever occurs later, accomplish paragraphs (b)(1)(i) 
and (b)(1)(ii) of this AD, in accordance with the Accomplishment 
Instructions of the service bulletin. Repeat the inspections 
thereafter at intervals not to exceed 5,000 flight cycles, until 
accomplishment of paragraph (b)(2) of this AD.
    (i) Perform an external general visual inspection of all 
affected areas NOT specified in paragraph (b)(1)(ii) to detect 
cracks or corrosion of bonded skin panels.
    (ii) Perform a detailed visual inspection to detect cracks or 
corrosion of bonded skin panels at stringer 17, window belts, lap 
joints, and butt splice joints.
    (2) Within 40,000 total flight cycles after skin panel 
replacement, but after the accumulation of 4,500 flight cycles after 
such replacement; or within 10,000 flight cycles after the effective 
date of this AD; whichever occurs later; accomplish paragraphs 
(b)(2)(i) and (b)(2)(ii) of this AD. Accomplishment of the 
requirements of paragraphs (b)(2)(i) and (b)(2)(ii) of this AD 
constitutes terminating action for the repetitive inspection 
requirement of paragraph (b)(1) of this AD.
    (i) For ``Zone A'' areas (as defined in the ``Inspection'' 
section and Figure 2 of the service bulletin): Perform a one-time 
internal general visual inspection to detect cracks or corrosion of 
bonded skin panels or delamination of the skin doublers from the 
bonded skin panels.
    (ii) For ``Zone B'' areas (as defined in the ``Inspection'' 
section and Figure 2 of the service bulletin): Perform an internal 
or external ultrasonic inspection to detect cracks or corrosion of 
bonded skin panels, or delamination of the skin doublers from the 
bonded skin panels.

Corrective Actions

    (c) If any crack, corrosion, or delamination is detected during 
any inspection required by paragraph (a) or (b) of this AD, prior to 
further flight, accomplish the actions required by either paragraph 
(c)(1) or (c)(2) of this AD.
    (1) Replace the cracked, corroded, or delaminated skin panel 
with a new or serviceable skin panel manufactured by Boeing on or 
after April 1, 1997, in accordance with Figure 2 of Boeing Service 
Bulletin 737-53-1179, Revision 1, dated September 30, 1999.
    (2) Accomplish corrective actions (including additional 
inspections and repairs) in accordance with Figure 2 and the 
``Delamination and Crack Repair'' section of Boeing Service Bulletin 
737-53-1179, Revision 1, dated September 30, 1999, except as 
provided by paragraph (d) of this AD.
    (d) Where Boeing Service Bulletin 737-53-1179, Revision 1, dated 
September 30, 1999, specifies that repair of a cracked or 
delaminated skin panel is to be accomplished in accordance with 
instructions received from Boeing, this AD requires that the repair 
be accomplished in accordance with a method approved by the Manager, 
Seattle

[[Page 48941]]

Aircraft Certification Office (ACO), FAA; or in accordance with data 
meeting the type certification basis of the airplane approved by a 
Boeing Company Designated Engineering Representative who has been 
authorized by the Manager, Seattle ACO, to make such findings. For a 
repair method to be approved by the Manager, Seattle ACO, as 
required by this paragraph, the approval letter must specifically 
reference this AD.

Operator's Equivalent Procedures

    (e) Where Boeing Service Bulletin 737-53-1179, Revision 1, dated 
September 30, 1999, specifies that the actions required by this AD 
may be accomplished in accordance with an ``equivalent'' procedure, 
the actions must be accomplished in accordance with the chapter of 
the Boeing 737 Nondestructive Test Manual specified in the service 
bulletin.

Alternative Methods of Compliance

    (f) 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.

    Note 8: 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

    (g) 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.

    Issued in Renton, Washington, on August 3, 2000.
Donald L. Riggin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 00-20248 Filed 8-9-00; 8:45 am]
BILLING CODE 4910-13-U