[Federal Register Volume 67, Number 35 (Thursday, February 21, 2002)]
[Rules and Regulations]
[Pages 7949-7952]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 02-3848]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97-NM-298-AD; Amendment 39-12658; AD 2002-04-01]
RIN 2120-AA64


Airworthiness Directives; McDonnell Douglas Model DC-9, DC-9-80, 
and C-9 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 supersedes an existing airworthiness directive 
(AD), applicable to certain McDonnell Douglas Model DC-9, DC-9-80, and 
C-9 series airplanes; Model MD-88 airplanes; and Model MD-90 airplanes, 
that currently requires a visual check to determine the part and serial 
numbers of the upper lock link assembly of the nose landing gear (NLG); 
repetitive inspections of certain upper lock link assemblies to detect 
fatigue cracking; and modification of the NLG. The existing AD also 
provides for terminating action for the repetitive inspections. This 
amendment requires, among other actions, expanding the applicability of 
the existing AD, revising compliance times; and adding new inspection 
requirements. This amendment is prompted by a report indicating that an 
NLG upper lock link fractured prior to landing and jammed against the 
NLG shock strut, restricting the NLG from fully extending. The actions 
specified by this AD are intended to prevent the upper lock link 
assembly from fracturing due to fatigue cracking, and the NLG 
consequently failing to extend fully; this condition could result in 
injury to passengers and flight crew, and damage to the airplane.

DATES: Effective March 28, 2002.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of March 28, 2002.

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: Data 
and Service Management, Dept. C1-L5A (D800-0024). This information may 
be examined at the Federal Aviation Administration (FAA), Transport 
Airplane Directorate, Rules Docket, 1601 Lind Avenue, SW., Renton, 
Washington; or at the FAA, Los Angeles Aircraft Certification Office, 
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, 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) by superseding AD 97-02-10, 
amendment 39-9895 (62 FR 3781, January 27, 1997), applicable to certain 
McDonnell Douglas Model DC-9, DC-9-80, and C-9 series airplanes; Model 
MD-88 airplanes; and Model MD-90 airplanes, was published as a 
supplemental notice of proposed rulemaking (NPRM) in the Federal 
Register on February 14, 2001 (66 FR 10243). That supplemental NPRM 
would have, among other actions, revised a list of suspect parts; 
delayed accomplishment of a certain replacement; and revised the 
initial compliance time proposed by the original NPRM.

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 for Credit for Previously Accomplished Actions

    One commenter requests that the FAA revise the proposed AD to 
specify that operators will be given ``credit'' for having previously 
accomplished the actions required by AD 97-02-10 per McDonnell Douglas 
Service Bulletin DC9-32-315 and Boeing Service Bulletin MD90-32-033, 
Revision 01, both dated October 24, 2000. The commenter states that 
both of those service bulletins contain statements that they have been 
approved as an alternative methods of compliance (AMOC) with the 
requirements of AD 97-02-10. The commenter notes that paragraph (f)(2) 
of the proposed AD states, ``Alternative methods of compliance, 
approved previously in accordance with AD 97-02-10, amendment 39-9895, 
are approved as alternative methods of compliance with paragraph (f)(1) 
of this AD.''
    The FAA partially agrees. Operators are given credit for work 
previously performed by means of the phrase in the ``Compliance'' 
section of the AD that states, ``Required as indicated, unless 
accomplished previously.'' Therefore, in the case of this AD, if the 
required actions have been accomplished before the effective date of 
this AD, this AD does not require those actions to be repeated. 
However, we find that clarification with regard to paragraph (f)(2) of 
this AD is necessary. AMOCs approved previously in accordance with AD 
97-02-10 are approved as AMOCs with this AD, not just paragraph (f)(1) 
of this AD as referenced in the proposed AD. Therefore, we have revised 
paragraph (f)(2) of this AD accordingly.

Request To Revise Applicability Statement

    One commenter requests that the applicability of the proposed AD be 
revised to apply to affected airplanes on which upper lock link, part 
number (P/N) 3914464, has been installed.
    The FAA agrees that revising the applicability would clarify that 
the AD affects those applicable airplanes equipped with upper lock 
links, P/N 3914464-1, -501, or -503. We have revised the applicability 
of the final rule to ``Model DC-9, DC-9-80, and C-9 series airplanes; 
Model MD-88 airplanes; and Model MD-90 airplanes; as listed in Boeing 
Service Bulletins DC9-32-315, and MD90-32-033, both Revision 01, dated 
October 24, 2000; certificated in any category; equipped with upper 
lock links, P/N 3914464-1, -501, or -503.'' In addition, we have 
revised the P/N of those links in paragraphs (a) and (c)(2)(iii) of the 
final

[[Page 7950]]

rule to include the specific dash numbers.

Request To Revise the Applicability of Certain Paragraphs

    One commenter requests that the applicability of paragraphs (a)(1) 
and (a)(2) of the proposed AD be revised to include a reference to 
paragraph (c) of AD 97-02-10, in addition to the reference to paragraph 
(c)(1) of AD 97-02-10. The commenter is concerned that there is a time 
gap between inspections required by paragraph (c) of AD 97-02-10 and 
those required by paragraphs (a)(1) and (a)(2) of the proposed AD.
    The FAA does not agree. We did not reference paragraph (c) of AD 
97-02-10 in the applicability of paragraph (a)(1) or (a)(2) of the 
proposed AD because that paragraph only requires an initial inspection. 
The follow-on (i.e., repetitive inspections) and corrective (i.e., 
replacement) actions occur in paragraph (c)(1) of AD 97-02-10.
    The FAA's intent in paragraph (a)(1) of this AD is to ensure that 
operators that have accomplished the inspection per paragraph (c)(1) of 
AD 97-02-10 will accomplish the required removal and inspections 
``before 5,000 landings since the last inspection done per paragraph 
(c)(1) of AD 97-02-10, or within 90 days after the effective date of 
this AD, whichever occurs later.'' If an airplane accumulates 5,000 
landings just after the effective date of this AD, then the operator 
would have 90 days to accomplish the AD.
    The FAA's intent in paragraph (a)(2) of this AD is to ensure that 
operators that have NOT accomplished the inspection per paragraph 
(c)(1) of AD 97-02-10 will accomplish the required removal and 
inspections ``within 2,500 landings on the NLG after the effective date 
of this AD.'' Those affected by paragraph (a)(2) of this AD include but 
are not limited to: the upper lock links found to be exempt in AD 97-
02-10 and airplanes that have been added to the applicability of this 
AD, which were NOT subject to the requirements of AD 97-02-10.
    In light of these findings, the FAA finds that no change to the 
final rule is necessary in this regard.

Request for an Alternative Method of Compliance

    One commenter requests that all areas of the proposed AD that 
specify reidentifying the lock link with an ``F'' after the part number 
include a ``compressive vibro-peening etch'' method in addition to the 
electro chemical deep etch method identified in the proposed AD. The 
commenter states that the results of a Boeing stress analysis revealed 
that, ``although an electro chemical deep etch process is the preferred 
method, the use of a vibro-peening, compressing tool to scribe an ``F'' 
after the part number will not reduce the overall strength or fatigue 
life of the unit.'' The commenter also notes that McDonnell Douglas 
Service Bulletin DC9-32-315, dated March 11, 1999, describes procedures 
for a non-descript procedure ``electro etch'' to apply an ``F'' after 
the part number, and that it used a ``vibro-peening'' tool to etch the 
``F'' in the material on all of its airplanes.
    The FAA does not agree. As discussed in the preamble of the 
supplemental NPRM, Revision 01 of Boeing Service Bulletin DC9-32-315, 
dated October 24, 2000, redefines the type of etching method to be used 
when marking certain parts as ``electro chemical deep etch method.'' We 
find only the electro chemical deep etch method to be acceptable for 
compliance with the reidentification requirements of this AD based on 
the testing that Boeing has done to support this method. At this time, 
Boeing has not conducted sufficient testing of the compressive vibro-
peening process.

Request To Revise Certain Compliance Times

    For clarification purposes, one commenter requests that the 
compliance time specified in paragraphs (a)(2) and (d) of the proposed 
AD be revised to within 2,500 landings on the NLG ``upper lock link.'' 
The FAA concurs and has revised those paragraphs of the final rule 
accordingly.

Request To Remove Requirement for Black Stripe

    One commenter requests that paragraph (c)(2)(ii) of the proposed AD 
be revised to include the following statement: ``If an operator can 
track the location and limits of each individual link, then painting of 
the black stripe is not necessary.'' The commenter states that adding a 
black paint strip to the non-die forged link will add no value to the 
inspection and replacement tracking of the part for ABX.
    The FAA does not agree. The black stripe is used to distinguish the 
upper lock links made from plate or bar material that are being 
repetitively inspected until they are replaced. We have confidence that 
operators have the capability to track these parts. However, we have 
determined that the black stripe should be painted adjacent to the part 
number to distinguish the upper lock link from other parts.

Request for Clarification

    One commenter would like confirmation that if no manufacturer's 
serial number is found stamped on the upper lock link, the link is not 
from the affected lot of hand forged links.
    The FAA agrees with the commenter that if no manufacturer's serial 
number is found stamped on the upper lock link, the link is not from 
the affected lot of hand forged links. Therefore, operators must 
accomplish the etch inspection required by paragraph (c) of this AD, as 
specified in paragraph (b)(1) 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 2,100 Model DC-9, DC-9-80, and C-9 series 
airplanes; Model MD-88 airplanes; and Model MD-90 airplanes of the 
affected design in the worldwide fleet. The FAA estimates that 1,400 
airplanes of U.S. registry will be affected by this AD.
    It will take approximately 1 work hour per airplane to accomplish 
the required inspections of the NLG upper lock link, 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 $84,000, or $60 per airplane.
    It will take approximately 4 work hours per airplane to accomplish 
each required replacement of the NLG upper lock link, at an average 
labor rate of $60 per work hour. Required parts will cost approximately 
$5,803 per airplane. Based on these figures, the cost impact of each 
replacement required by this AD on U.S. operators is estimated to be 
$8,460,200, or $6,043 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. 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

[[Page 7951]]

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 removing amendment 39-9895 (62 FR 
3781, January 27, 1997), and by adding a new airworthiness directive 
(AD), amendment 39-12658, to read as follows:

2002-04-01  McDonnell Douglas: Amendment 39-12658. Docket 97-NM-298-
AD. Supersedes AD 97-02-10, Amendment 39-9895.

    Applicability: Model DC-9, DC-9-80, and C-9 series airplanes; 
Model MD-88 airplanes; and Model MD-90 airplanes; as listed in 
Boeing Service Bulletins DC9-32-315, and MD90-32-033, both Revision 
01, dated October 24, 2000; certificated in any category; equipped 
with upper lock links, part number (P/N) 3914464-1, -501, or -503.

    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)(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 the upper lock link assembly of the nose landing gear 
(NLG) from fracturing due to fatigue cracking, and the NLG 
consequently failing to extend fully, which could result in injury 
to passengers and flight crew, and damage to the airplane, 
accomplish the following:

Removing and Retaining Upper Lock Link

    (a) Remove and retain the upper lock link, P/N 3914464-1, -501, 
or -503, and attaching parts; and do the inspections required by 
paragraphs (b) and (c) of this AD, per either applicable Boeing and 
McDonnell Douglas service bulletins listed in Table 1 of this AD. 
The actions required by this paragraph shall be done at the 
applicable time specified in paragraph (a)(1) or (a)(2) of this AD. 
Table 1 is as follows:

                                                     Table 1
----------------------------------------------------------------------------------------------------------------
              Model                 Service bulletin         Revision level                    Date
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DC-9, DC-9-80, and C-9 series     McDonnell Douglas    Original.................  March 11, 1999.
 airplanes; and MD-88 airplanes.   Service Bulletin
                                   DC9-32-315.
                                 -------------------------------------------------------------------------------
                                  Boeing Service       Revision 01..............  October 24, 2000.
                                   Bulletin DC9-32-
                                   315.
----------------------------------------------------------------------------------------------------------------
MD-90 airplanes.................  McDonnell Douglas    Original.................  March 11, 1999.
                                   Service Bulletin
                                   MD90-32-033.
                                 -------------------------------------------------------------------------------
                                  Boeing Service       Revision 01..............  October 24, 2000.
                                   Bulletin MD90-32-
                                   033.
----------------------------------------------------------------------------------------------------------------

    (1) For airplanes on which the inspection required by paragraph 
(c)(1) of AD 97-02-10 has been done: Do the actions before 5,000 
landings since the last inspection done per paragraph (c)(1) of AD 
97-02-10, or within 90 days after the effective date of this AD, 
whichever occurs later.
    (2) For airplanes on which the inspection required by paragraph 
(c)(1) of AD 97-02-10 has NOT been done: Do the actions within 2,500 
landings on the NLG upper lock link after the effective date of this 
AD.

Inspection

    (b) Do a one-time inspection of the NLG upper lock link assembly 
per Revision 01 of the applicable service bulletin listed in Table 1 
of this AD to determine whether the serial number of the lock link 
is identified in the affected lot specified in Condition 1 of the 
Accomplishment Instructions of Revision 01 of the applicable Boeing 
and McDonnell Douglas service bulletins listed in Table 1 of this 
AD.

Condition 1 (Hand Forging Serial Number)

    (1) If the serial number of the upper lock link is not from the 
affected lot specified in Revision 01 of the applicable service 
bulletin (Condition 1), before further flight, do the etch 
inspection required by paragraph (c) of this AD.
    (2) If the serial number of the upper lock link is from the 
affected lot specified in the Revision 01 of the applicable service 
bulletin (Condition 1), before further flight, replace the lock link 
with a new upper lock link, P/N 3914464-507; a reidentified upper 
lock link by adding an ``F'' to the part number, using an electro 
chemical deep etch method; or a new upper lock link assembly, P/N 
5965065-507; all made from die forged aluminum material; per the 
applicable service bulletin. Accomplishment of the replacement 
constitutes terminating action for the requirements of this AD.

Etch Inspection

    (c) Perform a one-time etch inspection of the NLG upper lock 
link to determine whether the lock link is made from die forged 
aluminum material (Condition 2), or from plate or bar material 
(Condition 3); per the applicable Boeing and McDonnell Douglas 
service bulletins listed in Table 1 of this AD.

[[Page 7952]]

Condition 2 (Die Forged Aluminum Material)

    (1) If the upper lock link is made from die forged aluminum 
material, before further flight, restore the finish and reidentify 
the lock link by adding an ``F'' to the part number, using an 
electro chemical deep etch method, per the applicable service 
bulletin. Identification of the lock link as being made from die 
forged aluminum material constitutes terminating action for the 
requirements of this AD.

Condition 3 (Plate or Bar Material)

    (2) If the NLG upper lock link is made from plate or bar 
material, before further flight, do either Condition 3, Option 1, as 
specified by paragraph (c)(2)(i) of this AD, or Condition 3, Option 
2, as specified by paragraphs (c)(2)(ii) and (c)(2)(iii) of this AD.

Condition 3, Option 1

    (i) Permanently remove any discrepant upper lock link and 
replace with a new upper lock link, P/N 3914464-507; a reidentified 
upper lock link by adding an ``F'' to the part number, using an 
electro chemical deep etch method; or a new upper lock link 
assembly, P/N 5965065-507; all made from die forged aluminum 
material; per the applicable service bulletin. Accomplishment of the 
replacement constitutes terminating action for the requirements of 
this AD.

Condition 3, Option 2

    (ii) Restore the link finish and reidentify the upper lock link 
by adding a black paint stripe adjacent to the part number, 
indicating that the part is not made from die forged aluminum 
material, per the applicable service bulletin.
    (iii) Do a high frequency eddy current (HFEC) or Type I 
fluorescent penetrant inspection of the upper lock link assembly, P/
N 3914464-1, -501, or -503, to detect cracking of the assembly; per 
McDonnell Douglas Alert Service Bulletin DC9-32A298 R02, Revision 02 
(for Model DC-9, DC-9-80, and C-9 series airplanes; and Model MD-88 
airplanes), or Alert Service Bulletin MD90-32A019 R02, Revision 02 
(for Model MD-90 airplanes), both dated October 29, 1997; as 
applicable.

Actions Following the Inspection Required by Paragraph (c)(2)(iii) of 
This AD

    (d) If no crack is detected during the HFEC or Type I 
fluorescent penetrant inspection required by paragraph (c)(2)(iii) 
of this AD, within 2,500 landings on the NLG upper lock link since 
accomplishment of the inspection performed per paragraph (c)(2)(iii) 
of this AD, as applicable, do that inspection a second time. If no 
crack is detected during this second inspection, within 2,500 
landings after accomplishment of the second inspection, replace the 
upper lock link with a new upper lock link, P/N 3914464-507; a 
reidentified upper lock link by adding an ``F'' to the part number, 
using an electro chemical deep etch method; or a new upper lock link 
assembly, P/N 5965065-507; all made from die forged aluminum 
material; per the applicable Boeing and McDonnell Douglas service 
bulletins listed in Table 1 of this AD. Accomplishment of the 
replacement action constitutes terminating action for the 
requirements of this AD.
    (e) If any crack is detected during the HFEC or Type I 
fluorescent penetrant inspection required by paragraph (c)(2)(iii) 
or (d) of this AD, before further flight, replace the discrepant NLG 
upper lock link with a new upper lock link, P/N 3914464-507; a 
reidentified upper lock link by adding an ``F'' to the part number, 
using an electro chemical deep etch method; or a new upper lock link 
assembly, P/N 5965065-507; all made from die forged aluminum 
material; per the applicable Boeing and McDonnell Douglas service 
bulletins listed in Table 1 of this AD. Accomplishment of the 
replacement constitutes terminating action for the requirements of 
this AD.

Alternative Methods of Compliance

    (f)(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, Los Angeles Aircraft Certification 
Office (ACO), FAA. 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.

    (2) Alternative methods of compliance, approved previously in 
accordance with AD 97-02-10, amendment 39-9895, are approved as 
alternative methods of compliance with this AD.

Special Flight Permits

    (g) Special flight permits may be issued in accordance with 
Secs. 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

    (h)(1) The actions shall be done per the applicable Boeing 
service bulletin listed in Table 2 of this AD. Table 2 is as 
follows:

                                                     Table 2
----------------------------------------------------------------------------------------------------------------
            Service bulletin                      Revision level                            Date
----------------------------------------------------------------------------------------------------------------
(i) McDonnell Douglas Service Bulletin   Original........................  March 11, 1999.
 DC9-32-315.
----------------------------------------------------------------------------------------------------------------
(ii) Boeing Service Bulletin DC9-32-315  01..............................  October 24, 2000.
----------------------------------------------------------------------------------------------------------------
(iii) McDonnell Douglas Service          Original........................  March 11, 1999.
 Bulletin MD90-32-033.
----------------------------------------------------------------------------------------------------------------
(iv) Boeing Service Bulletin MD90-32-    01..............................  October 24, 2000.
 033.
----------------------------------------------------------------------------------------------------------------
(v) McDonnell Douglas Alert Service      02..............................  October 29, 1997.
 Bulletin DC9-32A298 R02.
----------------------------------------------------------------------------------------------------------------
(vi) McDonnell Douglas Alert Service     02..............................  October 29, 1997.
 Bulletin MD90-32A019 R02.
----------------------------------------------------------------------------------------------------------------

    (2) 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: Data and Service Management, Dept. C1-
L5A (D800-0024). Copies may be inspected at the FAA, Transport 
Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or 
at the FAA, Los Angeles Aircraft Certification Office, 3960 
Paramount Boulevard, Lakewood, California; or at the Office of the 
Federal Register, 800 North Capitol Street, NW., suite 700, 
Washington, DC.

Effective Date

    (i) This amendment becomes effective on March 28, 2002.

    Issued in Renton, Washington, on February 11, 2002.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.

[FR Doc. 02-3848 Filed 2-20-02; 8:45 am]
BILLING CODE 4910-13-P