[Federal Register Volume 67, Number 123 (Wednesday, June 26, 2002)]
[Rules and Regulations]
[Pages 42985-42989]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 02-15366]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001-NM-233-AD; Amendment 39-12785; AD 2002-12-13]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 727 Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment adopts a new airworthiness directive (AD), 
applicable to all Boeing Model 727 series airplanes, that requires a 
review of maintenance records or a one-time test to determine if 
elevator hinge support ribs on the trailing edge of the horizontal 
stabilizer are made from a certain material, and follow-on repetitive 
inspections for corrosion or cracking of the elevator hinge support 
ribs, if necessary. For airplanes with the affected ribs installed, 
this AD eventually requires replacement of all affected ribs with new, 
improved ribs.

[[Page 42986]]

This action is necessary to prevent cracking of the elevator hinge 
support ribs, which could lead to vibration of the airframe during 
flight and consequent damage to the elevator and horizontal stabilizer, 
potentially resulting in loss of controllability of the airplane. This 
action is intended to address the identified unsafe condition.

DATES: Effective July 31, 2002.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of July 31, 2002.

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: Technical Information: Duong Tran, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft 
Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98055-
4056; telephone (425) 227-2773; fax (425) 227-1181.
    Other Information: Judy Golder, Airworthiness Directive Technical 
Editor/Writer; telephone (425) 687-4241, fax (425) 227-1232. Questions 
or comments may also be sent via the Internet using the following 
address: [email protected]. Questions or comments sent via the 
Internet as attached electronic files must be formatted in Microsoft 
Word 97 for Windows or ASCII text.

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 all Boeing Model 727 series 
airplanes was published in the Federal Register on November 28, 2001 
(66 FR 59382). That action proposed to require a review of maintenance 
records or a one-time test to determine if elevator hinge support ribs 
on the trailing edge of the horizontal stabilizer are made from a 
certain material, and follow-on repetitive inspections for corrosion or 
cracking of the elevator hinge support ribs, if necessary. For 
airplanes with the affected ribs installed, the action also proposed to 
eventually require replacement of all affected ribs with new, improved 
ribs.

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.
    One commenter, an operator, notes how the proposed AD will affect 
its fleet but makes no request for any change to the proposed AD.

Require Only Inspections or Extend Compliance Time for Replacement of 
Ribs

    One commenter believes that the adoption of the proposed AD at this 
stage would be premature. The commenter states that it is not aware of 
any instance of in-service or operational problems related to stress 
corrosion cracking in the elevator hinge support ribs. The commenter 
acknowledges the inherent potential for stress corrosion cracking of 
7079-T6 material, as well as the potential for airframe vibration if 
the hinge support ribs no longer provide the required stiffness for the 
elevator support. However, the commenter points to the fact that, in 
more than 30 years of service of Model 727 series airplanes, ``no major 
irregularities'' have been found on airplanes with the subject ribs 
installed. The commenter states that, if the FAA determines that 
rulemaking is indeed necessary at this time, the proposed AD should be 
revised to require only repetitive inspections, with no requirement for 
replacement of the subject ribs with improved ribs. The commenter goes 
on to suggest that, if the FAA decides to require replacement of the 
subject ribs, the compliance time for such replacement should be 
extended from 48 months to 60 months after the effective date of this 
AD. The commenter explains that a compliance time of 60 months would be 
more consistent with the manufacturer's ability to deliver the 
necessary replacement part, and would allow the majority of operators 
to accomplish the rib replacement during a regularly scheduled ``D'' 
check, which would reduce the cost impact of the proposed AD on 
affected operators.
    The FAA partially concurs. We do not concur that repetitive 
inspections alone will provide an acceptable level of safety for the 
affected airplane fleet. Mandating the replacement of subject elevator 
hinge support ribs is based on our determination that, in this case, 
long-term continued operational safety will be better assured by design 
changes to remove the source of the problem, rather than repetitive 
inspections. Repetitive inspections alone may not provide the degree of 
safety assurance necessary for the transport airplane fleet. This, 
coupled with a better understanding of the human factors associated 
with numerous continual inspections, has led us to consider placing 
less emphasis on inspections and more emphasis on design improvements. 
The replacement of elevator hinge support ribs required by this AD is 
consistent with these conditions.
    However, we do concur with the commenter's request to extend the 
compliance time for the rib replacement from 48 months to 60 months. We 
find that the justification provided by the commenter is reasonable. 
Further, we find that repetitive inspections at the intervals required 
by this AD, along with adequate maintenance, will provide an acceptable 
level of safety over the 60-month compliance period. We have revised 
paragraph (d) of this final rule accordingly.

Extend Compliance Time for Inspection

    Two commenters request that we extend the 180-day compliance time 
for the proposed inspection for corrosion or cracking of elevator hinge 
support ribs made from 7079-T6 material. Both commenters request 
extension of the compliance time to coincide with a regularly scheduled 
``C'' check. One commenter states that a 180-day compliance time would 
be appropriate for airplanes on which the subject ribs have never been 
inspected, but requests a compliance time of 18 months or 4,000 flight 
hours (which would correspond to the industry standard for ``C'' 
checks) for airplanes on which the subject ribs have been inspected 
previously. This commenter concludes that previous zonal inspections, 
which many operators have been performing at three to six year 
intervals, have been adequate to ensure some degree of safety. The 
commenter bases its conclusion on the low incidence of cracked ribs 
with no flight control anomalies attributed to cracked ribs. The 
commenter also notes that the proposed AD would mandate inspections of 
the subject ribs significantly more frequently than specified by 
current maintenance programs. The second commenter also considers the 
proposed 180-day compliance time unduly restrictive considering the 
service history of the affected airplanes. The second commenter asserts 
that the proposed compliance time would add a significant cost burden 
for operators in the form of out-of-service costs and costs associated 
with gaining access and

[[Page 42987]]

closing up outside of a regularly scheduled maintenance visit.
    We partially concur with the commenters' request. We do not concur 
that it is appropriate to extend the initial compliance time for the 
inspection for cracking or corrosion on all airplanes. In developing an 
appropriate compliance time for this AD, we considered not only the 
manufacturer's recommendation, as presented in the referenced service 
bulletin, but the degree of urgency associated with addressing the 
subject unsafe condition, as well as the nature of the unsafe 
condition. Given the potential hazards associated with stress corrosion 
cracking of multiple elevator hinge support ribs, we find that it is 
important for the subject ribs to be inspected in a timely manner, so 
that any cracks may be found and fixed. Therefore, for airplanes with 
multiple ribs made from 7079-T6 material, we find that the 180-day 
compliance time for the initial inspection is warranted, in that it 
represents an appropriate interval of time allowable for affected 
airplanes to continue to operate without compromising safety.
    However, we find that the compliance time may be extended somewhat 
for the initial inspection for cracking or corrosion on airplanes with 
no more than one rib made of 7079-T6 material per side of the 
horizontal stabilizer. For these airplanes, the potential for cracking 
of multiple ribs is low. Thus, we have determined that the initial 
inspection for cracking or stress corrosion may be deferred until 18 
months after the effective date of this AD without jeopardizing the 
continued safety of the airplane fleet. Accordingly, paragraph (b) has 
been revised and paragraphs (b)(1) and (b)(2) have been added in this 
final rule.

Extend Repetitive Inspection Interval

    Two commenters request that we extend the interval for the 
repetitive inspections for corrosion or cracking of all elevator hinge 
support ribs made from 7079-T6 material from every 180 days to every 
``C'' check (i.e., approximately every 18 months). One commenter states 
that a previous AD, AD 77-18-06 R1, amendment 39-3048, requires 
repetitive inspections every 3,200 flight hours or 18 months for parts 
made from 7079-T6 material on the center section of the front spar 
fitting of the horizontal stabilizer. The commenter also refers to AD 
75-09-04 R1, amendment 39-2142, stating that it requires repetitive 
inspections every 3,000 flight hours of the center section of the rear 
spar fitting of the horizontal stabilizer (which is made from 7079-T6 
material). The other commenter refers to the satisfactory service 
history of Model 767 series airplanes with hinge support ribs made from 
7079-T6 material as justification for extending the proposed inspection 
interval to correspond to the ``C'' check interval of the majority of 
operators. That commenter states that the proposed 180-day repetitive 
interval would necessitate special maintenance visits and increase the 
cost impact on affected operators.
    We partially concur. With regard to the ADs that the commenter 
refers to as justification for extending the repetitive interval of 
this AD, we note that the repetitive intervals to which the commenter 
refers are only applicable under certain conditions. In this AD, we 
find that the proposed repetitive interval of 180 days is important to 
ensure that any crack on an affected rib will be found and fixed in a 
timely manner. If not found and fixed in a timely manner, propagation 
of cracks on multiple ribs could decrease the stiffness of the elevator 
support, resulting in vibration of the airframe during flight and 
consequent damage to the elevator and horizontal stabilizer, which 
could result in loss of controllability of the airplane.
    However, we find that the repetitive interval may be extended 
somewhat for airplanes with no more than one rib made of 7079-T6 per 
side of the horizontal stabilizer. As discussed previously, for these 
airplanes, the potential for cracking of multiple ribs is low. Thus, we 
have determined that the repetitive inspections for cracking or stress 
corrosion may be performed on these airplanes at 18-month intervals 
without jeopardizing the continued safety of the airplane fleet. 
Paragraphs (b), (b)(1), and (b)(2) of this final rule have been revised 
accordingly.

Allow Repair Per Structural Repair Manual

    One commenter requests that we revise paragraph (c) of the proposed 
AD, which specifies that any discrepancy must be repaired before 
further flight according to a method approved by the Manager of the 
FAA's Seattle Aircraft Certification Office (ACO) or an authorized 
Boeing Designated Engineering Representative (DER). The commenter 
states that the current Boeing 727 Structural Repair Manual (SRM) 
contains appropriate repair data for certain cracks of the hinge 
support ribs, and requests that we clarify that applicable repairs per 
the SRM are acceptable for compliance with paragraph (c) of the 
proposed AD. The commenter also states that Boeing should provide 
additional repairs for small flange or web cracks that will be 
acceptable in the interim until subject ribs are replaced.
    We partially concur with the commenter's request. The 
Accomplishment Instructions of Boeing Alert Service Bulletin 727-
55A0091, including Appendix A, dated August 16, 2001, refer to Boeing 
727 SRM Chapter 55, Subject 55-10-4, as an acceptable source of service 
information for repair of ``some'' cracks. We find that repairs 
included in that chapter of the SRM are acceptable for compliance with 
this AD. However, for necessary repairs not included in that section, 
the repair must be accomplished according to a method approved by the 
Manager, Seattle ACO, or an authorized DER. Paragraph (c) of this AD 
has been revised accordingly, and a new Note 3 has been added to this 
final rule (and subsequent notes reidentified accordingly) to specify 
that the service bulletin refers to Boeing 727 SRM Chapter 55, Subject 
55-10-4, as an acceptable source of service information for certain 
repairs.
    With regard to the commenter's concern about flange and web cracks, 
the manufacturer has not provided us with any procedures for repair of 
such cracks, so we cannot evaluate such repairs. If procedures for such 
repairs are submitted to us as provided by paragraph (f) of this AD, we 
will consider approving them as an alternative method of compliance for 
paragraph (c) of this AD. No further change to the final rule is 
necessary in this regard.

Require Repetitive Inspections and Replacement Only for Group 1

    One commenter requests that we revise the proposed AD to make the 
repetitive inspection and replacement requirements applicable only to 
airplanes listed in Group 1 in the referenced service bulletin. The 
commenter notes that airplanes in Group 1, which were delivered with 
elevator hinge support ribs made from 7079-T6 material installed at all 
14 elevator station locations, are at a significantly higher risk to 
have multiple cracked ribs and consequent damage than are airplanes in 
Groups 2 and 3, which have only one or two subject ribs. The commenter 
concludes that there is no airworthiness concern for airplanes in 
Groups 2 and 3; thus, there is no justification for including them in 
the proposed AD.
    We do not concur. As explained in the preamble of the proposed AD, 
airplanes in Groups 2 and 3 may have had ribs replaced after delivery 
with ribs made from 7079-T6 material, so

[[Page 42988]]

these airplanes may have more than ``one or two'' subject ribs. 
Further, even if only one subject rib is installed on each side of the 
horizontal stabilizer, failure of one of these ribs could lead to 
failure of adjacent ribs and result in the unsafe condition addressed 
by this AD. However, we acknowledged previously in this final rule that 
failure of multiple ribs is somewhat less likely on airplanes with no 
more than one subject rib on each side of the horizontal stabilizer. 
Thus, as explained above, we have extended the repetitive inspection 
interval to 18 months for airplanes with no more than one rib made of 
7079-T6 material on each side of the horizontal stabilizer. No further 
change to the final rule is necessary in this regard.

Explanation of Additional Change to Final Rule

    For clarification, we have made minor revisions to the service 
information citations in paragraph (a) of this final rule. These 
revisions are strictly editorial; no substantive change has been made.

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. We have 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 1,383 Model 727 series airplanes of the 
affected design in the worldwide fleet. The FAA estimates that 915 
airplanes of U.S. registry will be affected by this AD.
    This AD offers two alternatives for compliance with the requirement 
for an initial inspection to determine whether elevator hinge support 
ribs made from 7079-T6 material are installed. Estimates of the cost of 
these actions are provided below.
    The review of maintenance records, which is one alternative for 
compliance, will take approximately 1 work hour per airplane, at an 
average labor rate of $60 per work hour. Based on these figures, the 
cost impact of this review is estimated to be $60 per airplane.
    In lieu of the review of maintenance records (i.e., if the review 
of maintenance records is not sufficient to make a determination), the 
inspection of the ribs to determine if they are made from 7079-T6 
material will take approximately 1 work hour per airplane, at an 
average labor rate of $60 per work hour. Based on these figures, the 
cost impact of this inspection is estimated to be $60 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 required to 
gain access and close up, planning time, or time necessitated by other 
administrative actions.
    Should an operator be required to accomplish the repetitive 
detailed inspections, these inspections will take approximately 13 work 
hours per airplane, at an average labor rate of $60 per work hour. 
Based on these figures, the cost impact of this inspection, if 
required, will be $780 per airplane, per inspection cycle.
    Should an operator be required to accomplish the replacement of the 
elevator hinge support ribs, it will take approximately 722 work hours 
per airplane for replacement of all ribs (on both the left- and right-
hand sides of the airplane, excluding the time for gaining access and 
closing up), at an average labor rate of $60 per work hour. Required 
parts will cost approximately $70,000 per airplane. Based on these 
figures, the cost impact of the replacement, if required, will be 
$113,320 per airplane.

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:

2002-12-13  Boeing: Amendment 39-12785. Docket 2001-NM-233-AD.

    Applicability: All Model 727 series airplanes, 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 (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 cracking of the elevator hinge support ribs, which 
could lead to vibration of the airframe during flight and consequent 
damage to the elevators and horizontal stabilizer, potentially 
resulting in loss of controllability of the airplane, accomplish the 
following:

One-Time Inspection

    (a) Within 180 days after the effective date of this AD, review 
the airplane's maintenance records to determine whether any elevator 
hinge support rib on the trailing edge of the horizontal stabilizer 
is made from 7079-T6 material; OR, if the material cannot be 
conclusively determined from the maintenance records, do a one-time 
electrical conductivity test of the elevator hinge support ribs to 
determine whether any are made from 7079-T6 material; according to 
Part 6, Section 51-00-00, Figure 20, of Boeing Document D6-48875, 
Boeing 727 Non Destructive Test Manual, dated December 5,

[[Page 42989]]

1999; and Table I, page 12 of Boeing Process Specification BAC 5946, 
Revision (AA), dated July 9, 2001.
    (1) If no ribs are made from 7079-T6 material, no further action 
is required by this AD.
    (2) If any ribs are made from 7079-T6 material, do paragraph (b) 
of this AD.

Follow-on Repetitive Inspections

    (b) At the applicable times specified in paragraph (b)(1) or 
(b)(2) of this AD: Perform a detailed inspection for corrosion or 
cracking of all elevator hinge support ribs made from 7079-T6 
material, according to Boeing Alert Service Bulletin 727-55A0091, 
including Appendix A, dated August 16, 2001.

    Note 2: For the purposes of this AD, a detailed 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.''

    (1) For airplanes with no more than one elevator hinge support 
rib made of 7079-T6 material on each side of the horizontal 
stabilizer: Do the initial inspection for cracking or stress 
corrosion within 18 months after the effective date of this AD, and 
repeat this inspection every 18 months, until paragraph (d) of this 
AD has been done.
    (2) For airplanes with more than one elevator hinge support rib 
made of 7079-T6 material on either side of the horizontal 
stabilizer: Do the initial inspection for corrosion or cracking 
within 180 days after the effective date of this AD, and repeat this 
inspection every 180 days, until paragraph (d) of this AD has been 
done.

Repair

    (c) If any corrosion or cracking is found during any inspection 
required by paragraph (b) of this AD: Before further flight, repair 
according to Boeing Alert Service Bulletin 727-55A0091, including 
Appendix A, dated August 16, 2001, as applicable; or according to a 
method approved by the Manager, Seattle Aircraft Certification 
Office (ACO), FAA; or according to data meeting the type 
certification basis of the airplane approved by a Boeing Company 
Designated Engineering Representative (DER) who has been authorized 
by the Manager, Seattle ACO, to make such findings. Where applicable 
repair procedures are not included in the section of the Boeing 
Structural Repair Manual referred to in the service bulletin, and 
the service bulletin specifies to write to Boeing for repair 
instructions, repair according to a method approved by the Manager, 
Seattle ACO, or according to data meeting the type certification 
basis of the airplane approved by a Boeing Company DER who has been 
authorized by the Manager, Seattle ACO, to make such findings. For a 
repair method to be approved as required by this paragraph, the 
approval letter must specifically reference this AD.

    Note 3: Boeing Alert Service Bulletin 727-55A0091, including 
Appendix A, dated August 16, 2001, refers to Boeing 727 Structural 
Repair Manual Chapter 55, Subject 55-10-4, as a source of service 
information for repair of certain cracks.

Replacement

    (d) For airplanes on which any ribs made from 7079-T6 material 
are found: Within 60 months after the effective date of this AD, 
replace all elevator hinge support ribs made from 7079-T6 material 
with new, improved ribs, according to a method approved by the 
Manager, Seattle ACO, or according to data meeting the type 
certification basis of the airplane approved by a Boeing Company DER 
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 Manager's approval letter 
must specifically reference this AD. Such replacement terminates the 
repetitive inspections required by paragraph (b) of this AD.

Spares

    (e) After the effective date of this AD, no one may install an 
elevator hinge support rib made from 7079-T6 material on any 
airplane.

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 4: 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.

Incorporation by Reference

    (h) Except as provided by paragraphs (c) and (d) of this AD, the 
actions shall be done in accordance with Part 6, Section 51-00-00, 
Figure 20, of Boeing Document D6-48875, Boeing 727 Non Destructive 
Test Manual, dated December 5, 1999; Table I, page 12 of Boeing 
Process Specification BAC 5946, Revision (AA), dated July 9, 2001; 
and Boeing Alert Service Bulletin 727-55A0091, including Appendix A, 
dated August 16, 2001; as applicable. Boeing Document D6-48875, 
Boeing 727 Non Destructive Test Manual, contains the following list 
of effective pages:

------------------------------------------------------------------------
                                                          Date shown on
                 Page title and number                         page
------------------------------------------------------------------------
List of Effective Pages................................    April 5, 2002
    Pages 1, 2, 2A
------------------------------------------------------------------------

Boeing Process Specification BAC 5946 contains the following list of 
effective pages:

------------------------------------------------------------------------
                                    Revision level
           Page number               shown on page    Date shown on page
------------------------------------------------------------------------
Contents........................  (AA)..............  July 9, 2001
    Pages 2, 3
------------------------------------------------------------------------

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 Airbus Industrie, 1 Rond Point 
Maurice Bellonte, 31707 Blagnac Cedex, France. 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

    (i) This amendment becomes effective on July 31, 2002.

    Issued in Renton, Washington, on June 12, 2002.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 02-15366 Filed 6-25-02; 8:45 am]
BILLING CODE 4910-13-P