[Federal Register Volume 71, Number 55 (Wednesday, March 22, 2006)]
[Rules and Regulations]
[Pages 14370-14374]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 06-2676]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2005-22426; Directorate Identifier 2005-NM-105-AD; 
Amendment 39-14519; AD 2006-06-10]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 747-100, 747-100B, 747-
100B SUD, 747-200B, 747-200C, 747-300, 747-400, 747-400D, and 747SR 
Series Airplanes

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule.

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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all 
Boeing Model 747-100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-
300, 747-400, 747-400D, and 747SR series airplanes. This AD requires a 
one-time inspection to determine whether any steel doubler (small or 
large) is installed at the lower forward and upper aft corners of the 
fuselage cutout at main entry doors (MEDs) number 3. Depending on the 
results of this inspection, this AD also requires repetitive 
inspections for cracks of the skin, bearstrap, and small steel doubler 
(if installed) at the applicable corner or corners of the fuselage 
cutouts, and related investigative/corrective actions if necessary. 
This AD also provides the optional terminating action for the 
repetitive inspections of installing a large steel doubler at the 
affected corners. This AD results from reports of cracks in the skin 
and bearstrap at the upper aft corner and at the lower forward corner 
of the fuselage cutout at MEDs number 3. We are issuing this AD to 
detect and correct cracks in the skin, bearstrap, and small steel 
doubler (if installed), which could propagate and result in rapid 
decompression of the airplane.

DATES: This AD becomes effective April 26, 2006.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in the AD as of April 26, 
2006.

ADDRESSES: You may examine the AD docket on the Internet at http://dms.dot.gov or in person at the Docket Management Facility, U.S. 
Department of Transportation, 400 Seventh Street SW., Nassif Building, 
Room PL-401, Washington, DC.
    Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, 
Washington 98124-2207, for service information identified in this AD.

FOR FURTHER INFORMATION CONTACT: Ivan Li, Aerospace Engineer, Airframe 
Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 1601 Lind 
Avenue, SW., Renton, Washington 98055-4056; telephone (425) 917-6437; 
fax (425) 917-6590.

SUPPLEMENTARY INFORMATION: 

Examining the Docket

    You may examine the airworthiness directive (AD) docket on the 
Internet at http://dms.dot.gov or in person at the Docket Management 
Facility office between 9 a.m. and 5 p.m., Monday through Friday, 
except Federal holidays. The Docket Management Facility office 
(telephone (800) 647-5227) is located on the plaza level of the Nassif 
Building at the street address stated in the ADDRESSES section.

Discussion

    The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 
CFR part 39 to include an AD that would apply to all Boeing Model 747-
100, 747-100B, 747-100B SUD, 747-200B, 747-200C, 747-300, 747-400, 747-
400D, and 747SR series airplanes. That NPRM was published in the 
Federal Register on September 16, 2005 (70 FR 54677). That NPRM 
proposed to require a one-time inspection to determine whether any 
steel doubler (small or large) is installed at the lower forward and 
upper aft corners of the fuselage cutout at main entry doors (MEDs) 
number 3. Depending on the results of this inspection, that AD also 
proposed to require repetitive inspections for cracks of the skin, 
bearstrap, and small steel doubler (if installed) at the applicable 
corner or corners of the fuselage cutouts, and related investigative/
corrective actions if necessary. That AD also proposed the optional 
terminating action for the repetitive inspections of installing a large 
steel doubler at the affected corners.

Comments

    We provided the public the opportunity to participate in the 
development of this AD. We have considered the comments received.

Request To Revise Paragraph (h) to Include Reference to Small Steel 
Doubler

    Boeing requests that we revise paragraph (h) ``Inspection for Steel 
Doublers'' of the NPRM to include instructions to inspect the small 
steel doubler (if installed) for cracks. Boeing points out that this 
inspection is

[[Page 14371]]

included in the Accomplishment Instructions of Boeing Alert Service 
Bulletin 747-53A2512, Revision 1, dated August 11, 2005, which was 
referenced as the appropriate source of service information for 
accomplishing the required actions. Boeing suggests that we revise the 
second sentence of paragraph (h) to read: * * * ``Do the applicable 
inspections for cracks in the skin, bearstrap, and small steel doubler 
(if installed) at the upper aft and lower forward corner.''
    We agree. The sentence, as it appeared in the NPRM, omitted the 
reference to the small steel doubler. Adding the words that Boeing 
suggests will ensure that the inspections are accomplished in 
accordance with the procedures in the service bulletin. We have changed 
paragraph (h) of the AD to include the reference to inspecting the 
small steel doubler for cracks.

Request To Clarify Paragraph (m) Regarding Installing Small Steel 
Doublers in Production

    Boeing asks that we clarify paragraph (m) ``Parts Installation'' of 
the NPRM regarding the installation of small steel doublers in 
production. Boeing states that the wording of paragraph (m) in the 
NPRM, ``* * * no person shall install on any airplane a small steel 
doubler at the lower forward corner * * *'' should read ``no person 
shall install on any airplane a small steel doubler at the lower 
forward corner as a repair for cracks. * * *'' Boeing points out that 
airplanes currently in production have the small steel doubler 
installed.
    We agree. The paragraph as it is written in the NPRM implies that 
the small steel doubler may not be installed at any time after the 
effective date of the AD, including in production. Our intent was to 
ensure that the small steel doubler is not installed as a repair for 
cracks or as a modification. We have changed paragraph (m) of the AD to 
include the words ``as a repair for cracks or as a modification at the 
lower forward corner of the fuselage cutout at MEDs number 3, in 
accordance with Boeing Service Bulletin 747-53-2218.''

Request To Clarify Note 2 Regarding Installing Small Steel Doublers in 
Production

    Boeing requests that we clarify Note 2, which follows paragraph (m) 
of the NPRM, regarding the installation of small steel doublers at the 
lower forward corner. Boeing states that Note 2 should add the words 
``as a repair for cracks'' in reference to installing the small steel 
doublers. Boeing explains that airplanes currently in production have a 
small steel doubler installed.
    We partially agree. We agree that the AD should not prohibit 
installing a small steel doubler in production. We disagree with 
revising Note 2, because the note refers only to installation of the 
small steel doubler done in accordance with Boeing Service Bulletin 
747-53-2218, Revision 4, dated November 9, 1989. Therefore, Note 2 does 
not affect the installation of the small steel doubler in production. 
We have not changed the AD in this regard.

Request To Clarify Paragraph (g)(2)

    Boeing requests that we clarify paragraph (g)(2), under the heading 
``Inspection for Steel Doublers,'' to ensure that the upper aft corners 
of all airplanes are inspected, regardless of which steel doubler (if 
any) is installed at the lower forward corner. Boeing explains that the 
paragraph currently reads, ``For all doubler configurations except 
those specified in paragraph (g)(1) of this AD. * * *'' Boeing notes 
that paragraph (g)(1) includes airplanes with either a large steel 
doubler or no steel doubler installed at the lower forward corner. 
Therefore, Boeing states that it can be interpreted that an airplane 
that does not have a steel doubler, or that has a large steel doubler 
installed at the lower forward corner, does not require inspection at 
the upper aft corner. Boeing points out that Boeing Alert Service 
Bulletin 747-53A2512, Revision 1, requires an inspection at the upper 
aft corner, regardless of which steel doubler (if any) is installed at 
the lower forward corner.
    We partially agree. We agree that the upper aft corner requires 
inspection, regardless of which steel doubler (if any) is installed at 
the lower forward corner. We disagree with revising paragraph (g)(2) 
because paragraph (g) of the NPRM already requires the inspection of 
both the lower forward and upper aft corners for all airplanes that are 
subject to the requirements of the AD. Paragraphs (g)(1) and (g)(2) do 
not describe inspections; they describe what to do according to the 
results of inspection required by paragraph (g). These two paragraphs 
apply to the configuration of specific cutout corners that will be 
revealed by the inspection required by paragraph (g), as noted by the 
phrase ``no further action is required by this AD for that cutout 
corner'' in paragraph (g)(1). Paragraph (g)(1) applies to the corner if 
the inspection in paragraph (g) reveals a cutout corner where a large 
steel doubler is installed or a lower forward cutout corner where no 
steel doubler is installed. Paragraph (g)(2) applies to cutout corners 
with doubler configurations other than those described in paragraph 
(g)(1). We have not changed the AD in this regard.

Request To Refer to Additional Service Bulletin in ``Other Relevant 
Rulemaking'' Section

    Boeing requests that we list Boeing Service Bulletin 747-53A2500 
(which the commenter indicates is part of AD 2004-07-22, amendment 39-
13566 (69 FR 18250, April 17, 2004) in the ``Other Relevant 
Rulemaking'' section. Boeing states that this section already refers to 
Boeing Service Bulletin 747-53-2349, dated June 27, 1991, which applies 
to Boeing Model 747-100, -200, and -300 airplanes that don't have a 
nose cargo door. Boeing points out that Boeing Service Bulletin 747-
53A2500, dated December 21, 2004, is similar to Boeing Service Bulletin 
747-53-2349, except that it applies to Boeing Model 747-400 airplanes, 
and airplanes with a nose cargo door.
    We partially agree. We agree that this AD is related to Boeing 
Service Bulletin 747-53A2500 as well as to Boeing Service Bulletin 747-
53-2349. We note that Boeing Service Bulletin 747-53A2500 is not the 
subject of AD 2004-07-22, but is the subject of another NPRM, Docket 
No. FAA-2005-22526, Directorate Identifier 2005-NM-008-AD (70 FR 56860, 
September 29, 2005). That NPRM proposes the inspection of the MEDs 
number 3 cutout surround structure for certain airplanes affected by 
this AD. However, since the ``Other Relevant Rulemaking'' section of 
the preamble does not reappear in the final rule, we have not changed 
the AD in this regard.

Request To Revise the ``Relevant Service Information'' Section To Refer 
to a Detailed Visual Inspection

    Boeing requests that we revise the fifth sentence in the second 
paragraph of the ``Relevant Service Information'' section of the NPRM 
to read: ``do a general visual inspection to determine which steel 
doubler (if any) is installed and to determine if there are any 
previous repair trimouts in the skin and/or bearstrap. If a small steel 
doubler is installed, do a detailed visual inspection of the steel 
doubler for cracks. If previous repair trimouts are present, do an X-
ray inspection for cracks in the skin or bearstrap at the edges of the 
trimouts, or alternatively remove the small steel doubler and do a 
high-frequency eddy current (HFEC) inspection of the edges of the 
trimouts for cracks.'' Boeing states that in Boeing Alert Service 
Bulletin 747-53A2512, Revision 1, a general visual inspection is used 
to determine which steel doubler, if any, is installed. If a small

[[Page 14372]]

doubler is installed, a detailed visual inspection is used to detect 
cracks. Boeing further states that a general visual inspection is also 
used to determine if previous repair trimouts are present in the skin 
and/or bearstrap, and if there are, an X-ray inspection is used to 
inspect the edges of the trimouts.
    We partially agree. We note that the description of inspection 
requirements provided by the commenter is mostly accurate, except that 
the service bulletin also specifies a general visual inspection for 
cracks in the small steel doubler in addition to a detailed visual 
inspection. Step (3) of Figures 1, 9, 13, and 21 in Boeing Service 
Bulletin 747-53A2512, Revision 1, which is the appropriate source of 
information for the referenced inspection, specifies a general visual 
inspection of the small steel doubler for cracks. Therefore, the 
``Relevant Service Information'' section of the NPRM accurately 
reflects the service bulletin. In addition, that section of the 
preamble does not reappear in the final rule. We have not changed the 
AD in this regard.

Request To Change Reference to Inspection in Summary

    Boeing requests that we change the phrase ``one-time inspection to 
determine whether any steel doubler (large or small) is installed * * 
*'' to read ``general visual inspection to determine.'' Boeing explains 
that a general visual inspection is done each time the inspection is 
accomplished. The follow-on actions depend on what type of steel 
doubler (if any) is installed at the time. Boeing further explains that 
neither Boeing Alert Service Bulletin 747-53A2512, Revision 1, nor the 
instructions in the body of the NPRM specify a one-time inspection.
    We disagree with changing the Summary section to include a 
reference to a ``general visual inspection.'' The summary is intended 
to give an overview of the proposed requirements, and is not intended 
to define the inspection methods. The remainder of the preamble to the 
NPRM and the body of the AD define the inspection methods. In addition, 
users of ADs have requested in the past that we include in the Summary 
section whether their obligation in fulfilling the inspection 
requirements of the AD will include repetitive or one-time inspections; 
we intended to propose a one-time inspection in the NPRM and stated so 
in the summary. The NPRM proposed to prohibit any future installation 
of a small steel doubler at the lower forward corner as a repair for 
cracks or as a modification; we have determined that further inspection 
for doubler configuration is not necessary. We have not changed the AD 
in this regard.

Request To Postpone Issuing AD

    Boeing forwarded a comment from an airplane operator. The airplane 
operator requests that we postpone issuing the AD until the 
manufacturer improves the availability of repair kits, and after the 
manufacturer clarifies the modification procedures referenced in Boeing 
Alert Service Bulletin 747-53A2512, Revision 1. Boeing states that the 
clarification to the procedures is due to be released in a new 
structural repair manual section.
    We disagree with postponing the AD based on parts availability. We 
have identified an unsafe condition on the affected airplanes, and this 
unsafe condition must be corrected within the compliance times 
specified in the AD. In addition to these kits being available from 
Boeing, these kits may also be fabricated by the operator, as the 
repair doublers are machined from steel sheets. We will consider 
alternative methods of compliance in accordance with the procedures in 
paragraph (n) of this AD. We have not changed the AD in this regard.

Request To Revise Cost Estimate

    The Air Transport Association and Northwest Airlines point out that 
the cost estimate in the NPRM includes only the time it would take for 
operators to verify whether large, small, or no doubler(s) exist at the 
lower forward and upper aft corners. The commenters state that most 
airplanes currently in operation that are affected by the NPRM are 
likely to have small doublers installed at both lower forward and upper 
aft corners. The commenters state that the 1-work-hour figure per 
airplane that is cited in the NPRM gives a misleading view of the scope 
of the work associated with performing the additional inspection tasks 
for airplanes that have doublers installed. Therefore, the commenters 
recommend that the labor estimate be adjusted to 12 work-hours, as 
specified in Boeing Alert Service Bulletin 747-53A2512, Revision 1.
    We do not agree. The costs of compliance discussed in NPRMs 
represent only the time necessary to perform the specific actions 
actually proposed by the NPRM. These figures typically do not include 
on-condition costs, such as related investigative and corrective 
actions following an initial inspection finding; nor do they include 
incidental costs, such as the time required to gain access and close 
up, planning time, or time necessitated by other administrative 
actions. Although we agree that the work-hours required for an operator 
to comply with the requirements of the AD may be more than the hours 
reflected in the cost estimate, we cannot predict on-condition costs 
for the entire fleet. We have not changed the AD in this regard.

Clarification of Alternative Method of Compliance (AMOC) Paragraph

    We have revised this action to clarify the appropriate procedure 
for notifying the principal inspector before using any approved AMOC on 
any airplane to which the AMOC applies.

Conclusion

    We have carefully reviewed the available data, including the 
comments received, and determined that air safety and the public 
interest require adopting the AD with the changes described previously. 
We have determined that these changes will neither increase the 
economic burden on any operator nor increase the scope of the AD.

Costs of Compliance

    There are about 710 airplanes of the affected design in the 
worldwide fleet. The following table provides the estimated costs for 
U.S. operators to comply with this AD.

                                                                     Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                                                        Number of U.S.-
                 Action                     Work hours     Average labor              Parts                Cost per        registered       Fleet cost
                                                           rate per hour                                   airplane        airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
One-time general visual inspection.....               1              $65   None......................             $65              170          $11,050
--------------------------------------------------------------------------------------------------------------------------------------------------------


[[Page 14373]]

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, Section 106, describes the 
authority of the FAA Administrator. Subtitle VII, Aviation Programs, 
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701, ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We have determined that this AD will not have federalism 
implications under Executive Order 13132. This AD 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.
    For the reasons discussed above, I certify that this AD:
    (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.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this AD and placed it in the AD docket. See the ADDRESSES 
section for a location to examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator, 
the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
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]

0
2. The Federal Aviation Administration (FAA) amends Sec.  39.13 by 
adding the following new airworthiness directive (AD):

2006-06-10 Boeing: Amendment 39-14519. Docket No. FAA-2005-22426; 
Directorate Identifier 2005-NM-105-AD.

Effective Date

    (a) This AD becomes effective April 26, 2006.

Affected ADs

    (b) Installing a large steel doubler at the lower forward corner 
of the fuselage cutout at main entry doors (MEDs) number 3 in 
accordance with AD 92-27-04, amendment 39-8437, terminates the 
inspection requirements of this AD for that area only.

Applicability

    (c) This AD applies to all Model 747-100, 747-100B, 747-100B 
SUD, 747-200B, 747-200C, 747-300, 747-400, 747-400D, and 747SR 
series airplanes, certificated in any category.

Unsafe Condition

    (d) This AD was prompted by reports of cracks in the skin and 
bearstrap at the upper aft corner and at the lower forward corner of 
the fuselage cutout at MEDs number 3. We are issuing this AD to 
detect and correct cracks in the skin, bearstrap, and small steel 
doubler (if installed), which could propagate and result in rapid 
decompression of the airplane.

Compliance

    (e) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

Service Bulletin Reference

    (f) The term ``service bulletin,'' as used in this AD, means the 
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
53A2512, Revision 1, dated August 11, 2005.

Inspection for Steel Doublers

    (g) Prior to the accumulation of 10,000 total flight cycles or 
within 1,000 flight cycles after the effective date of this AD, 
whichever occurs later: Do a general visual inspection of the lower 
forward and upper aft corners of the fuselage cutout at MEDs number 
3 to determine whether a small, a large, or no steel doubler is 
installed, and do the applicable action in paragraphs (g)(1) and 
(g)(2) of this AD. Do all actions in accordance with the service 
bulletin.
    (1) If a large steel doubler is installed, or if no steel 
doubler is installed at the lower forward corner, no further action 
is required by this AD for that cutout corner, except the 
requirements of paragraph (m) of this AD continue to apply.


    Note 1: Boeing Alert Service Bulletin 747-53A2512 refers to 
Boeing Service Bulletin 747-53-2218, Revision 5, dated March 26, 
1992, as an additional source of service information for inspecting 
airplanes that are determined by the inspection required by 
paragraph (g) of this AD to have no steel doubler (large or small) 
installed at the lower forward corner of the fuselage cutout at MEDs 
number 3.


    (2) For all doubler configurations except those specified in 
paragraph (g)(1) of this AD, do the actions in paragraph (h) of this 
AD at the applicable time in that paragraph.

Inspections for Cracks, and Related Investigative and Corrective 
Actions

    (h) For the doubler configurations specified in paragraph (g)(2) 
of this AD, at the times specified in paragraph 1.E. ``Compliance'' 
of the service bulletin (except as required by paragraph (i) of this 
AD): Do the applicable inspections for cracks in the skin, 
bearstrap, and small steel doubler (if installed), at the upper aft 
corner and at the lower forward corner of the fuselage cutout at 
MEDs number 3, and do all applicable related investigative actions 
and corrective actions before further flight by doing all the 
actions in accordance with the service bulletin. Repeat the 
inspections thereafter at the intervals specified in paragraph 1.E, 
``Compliance'' of the service bulletin. Where the service bulletin 
specifies to contact the manufacturer for instructions on how to 
repair certain conditions, do the repair using a method approved in 
accordance with the procedures specified in paragraph (n) of this 
AD.
    (i) Where the service bulletin specifies compliance times 
relative to the date of issuance of the service bulletin, this AD 
requires compliance relative to the effective date of this AD.

Terminating Action

    (j) Installing a large steel doubler in accordance with the 
service bulletin terminates the repetitive inspection requirements 
of this AD for the corner of the fuselage cutout at MEDs number 3 at 
which the large steel doubler is installed.

No Reporting Required

    (k) Although the service bulletin referenced in this AD 
specifies to submit certain information to the manufacturer, this AD 
does not include that requirement.

Actions Done in Accordance With Original Issue of Service Bulletin

    (l) Actions done before the effective date of this AD in 
accordance with Boeing Alert Service Bulletin 747-53A2512, dated May 
5, 2005, are acceptable for compliance with the corresponding 
actions of this AD.

Parts Installation

    (m) After the effective date of this AD, no person may install 
on any airplane a small steel doubler as a repair for cracks or as a 
modification at the lower forward corner of the fuselage cutout of 
MEDs number 3, in accordance with Boeing Service Bulletin 747-53-
2218.


    Note 2: Although AD 92-27-04, amendment 39-8437, has a 
terminating action of installing a small steel doubler in accordance 
with Boeing Service Bulletin 747-53-2218, that action is not allowed 
after the effective date of this AD.



[[Page 14374]]



Alternative Methods of Compliance (AMOCs)

    (n)(1) The Manager, Seattle Aircraft Certification Office (ACO), 
FAA, has the authority to approve AMOCs for this AD, if requested in 
accordance with the procedures found in 14 CFR 39.19.
    (2) Before using any AMOC approved in accordance with Sec.  
39.19 on any airplane to which the AMOC applies, notify the 
appropriate principal inspector in the FAA Flight Standards 
Certificate Holding District Office.
    (3) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD, if it is approved by an 
Authorized Representative for the Boeing Commercial Airplanes 
Delegation Option Authorization Organization who has been authorized 
by the Manager, Seattle ACO, to make those findings. For a repair 
method to be approved, the repair must meet the certification basis 
of the airplane, and the approval must specifically refer to this 
AD.

Material Incorporated by Reference

    (o) You must use Boeing Alert Service Bulletin 747-53A2512, 
Revision 1, dated August 11, 2005, to perform the actions that are 
required by this AD, unless the AD specifies otherwise. The Director 
of the Federal Register approved the incorporation by reference of 
this documents in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. 
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, 
Washington 98124-2207, for a copy of this service information. You 
may review copies at the Docket Management Facility, U.S. Department 
of Transportation, 400 Seventh Street, SW., Room PL-401, Nassif 
Building, Washington, DC; on the Internet at http://dms.dot.gov; or 
at the National Archives and Records Administration (NARA). For 
information on the availability of this material at the NARA, call 
(202) 741-6030, or go to http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.

    Issued in Renton, Washington, on March 9, 2006.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 06-2676 Filed 3-21-06; 8:45 am]
BILLING CODE 4910-13-P