[Federal Register Volume 77, Number 69 (Tuesday, April 10, 2012)]
[Rules and Regulations]
[Pages 21422-21426]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2012-8452]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2011-0303; Directorate Identifier 2010-NM-214-AD; 
Amendment 39-16939; AD 2012-02-16]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: We are superseding an existing airworthiness directive (AD) 
for all The Boeing Company Model 747-100, 747-100B, 747-100B SUD, 747-
200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D, 747-400F, 747SR, 
and 747SP series airplanes. That AD currently requires an inspection of 
the No. 2 and No. 3 windows on the left and right sides of the airplane 
to determine their part numbers, related investigative and corrective 
actions if necessary, and repetitive inspections of single pane 
windows. This new AD requires installing dual pane No. 2 and No. 3 
windows. This new AD also removes certain airplanes from the 
applicability. This AD was prompted by loss of a No. 3 window in 
flight, which could result in consequent rapid loss of cabin pressure. 
Loss of the window could also result in crew communication difficulties 
or incapacitation of the crew. We are issuing this AD to correct the 
unsafe condition on these products.

DATES: This AD is effective May 15, 2012.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in the AD as of May 15, 2012.
    The Director of the Federal Register approved the incorporation by 
reference of a certain other publication listed in the AD as of 
September 4, 2007 (72 FR 41438, July 30, 2007; as corrected by 72 FR 
53923, September 21, 2007).

ADDRESSES: For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; phone: 206-
544-5000, extension 1; fax: 206-766-5680; email: [email protected]; 
Internet: https://www.myboeingfleet.com. You may review copies of the 
referenced service information at the FAA, Transport Airplane 
Directorate, 1601 Lind Avenue SW., Renton, Washington. For information 
on the availability of

[[Page 21423]]

this material at the FAA, call 425-227-1221.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The AD docket contains this AD, the regulatory evaluation, 
any comments received, and other information. The address for the 
Docket Office (phone: 800-647-5527) is Document Management Facility, 
U.S. Department of Transportation, Docket Operations, M-30, West 
Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE., 
Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Nathan P. Weigand, Aerospace Engineer, 
Airframe Branch, ANM-120S, Seattle Aircraft Certification Office (ACO), 
FAA, 1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: 425-
917-6428; fax: 425-917-6590; email: [email protected].

SUPPLEMENTARY INFORMATION: 

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to supersede AD 2007-15-10, Amendment 39-15139 (72 FR 41438, 
July 30, 2007; as corrected by 72 FR 53923, September 21, 2007). That 
AD applies to the specified products. The NPRM was published in the 
Federal Register on April 7, 2011 (76 FR 19278). That NPRM proposed to 
continue to require certain requirements of AD 2007-15-10, and proposed 
to require installing dual pane No. 2 and No. 3 windows. That NPRM also 
proposed to prohibit installed dual structural glass pane windows from 
being replaced with single structural glass pane windows and to add a 
definition of ``non-clear damage,'' which the Accomplishment 
Instructions of Boeing Service Bulletin 747-56A2012, Revision 1, dated 
August 12, 2010, use as criteria for window replacement. Additionally, 
that NPRM also proposed removing airplanes having line numbers 1418 and 
on from the applicability.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the proposal 
and the FAA's response to each comment.

Support for the NPRM (76 FR 19278, April 7, 2011)

    British Airways Engineering (British Airways) stated that it 
supports the intent of the NPRM (76 FR 19278, April 7, 2011) to replace 
glass number 2 and 3 windows with dual structural ply windows.

Request To Add an Airplane System To Alert the Air Traffic Control 
Tower When the Tower Is Unresponsive

    An anonymous commenter requested that we change the NPRM (76 FR 
19278, April 7, 2011) to add a system in the airplane to sound an alarm 
in the air traffic control tower when the tower fails to respond. The 
change is requested due to a concern of sleeping air traffic 
controllers.
    We disagree with the request. The suggested change would alter the 
actions currently required by this AD, so additional rulemaking would 
be required. We find that delaying this action would be inappropriate 
in light of the identified unsafe condition. We have not changed this 
final rule regarding this issue.

Request To Add a Statement in the NPRM (76 FR 19278, April 7, 2011) 
That Acrylic Windows Are Unaffected

    United Airlines (United) requested we add a statement to the NPRM 
(76 FR 19278, April 7, 2011) indicating that not all acrylic windows 
are affected by this NPRM, or the six-year threshold for replacing the 
windows does not apply if an all-acrylic window is installed. 
Additionally, United requested clarification as to whether an 
alternative method of compliance (AMOC) is required if an installed new 
window specified by the NPRM is replaced by an all-acrylic window, or 
if this is an acceptable procedure. As justification for its request, 
United stated that Boeing Service Bulletin 747-56A2012, Revision 1, 
dated August 12, 2010, which was referenced in the NPRM as the 
appropriate source of service information for window replacement, 
states that if the window is replaced with an all-acrylic window such 
as part number (P/N) 65B07639-( ) or P/N 65B07640-( ), no more work is 
necessary.
    We partially agree. Certain acrylic windows provide an equivalent 
level of safety as compared to the dual pane windows. We have changed 
paragraph (i) of this AD to include Boeing-supplied acrylic windows 
having P/N 65B07639-( ) and P/N 65B07640-( ) as allowable replacements 
for the discrepant windows. The FAA has found these windows provide an 
equivalent level of safety. Any other windows will need to be evaluated 
on a case-by-case basis, and any operator may request approval of an 
AMOC to use these windows as replacements under the provisions of 
paragraph (l) of this AD. Sufficient data must be submitted to 
substantiate that the window would provide an acceptable level of 
safety.
    We disagree with adding a statement to the NPRM (76 FR 19278, April 
7, 2011) regarding the six-year threshold. This is already addressed in 
table 1 of Paragraph 1.E., ``Compliance,'' in Boeing Alert Service 
Bulletin 747-56A2012, dated August 24, 2006, and Boeing Alert Service 
Bulletin 747-56A2012, Revision 1, dated August 12, 2010, which state 
that no further action is required if acrylic window part numbers are 
found. We have not changed the AD in this regard.

Request To Change Window Replacement Compliance Times

    Japan Airlines requested a compliance time exception be added to 
paragraph (i) of the NPRM (76 FR 19278, April 7, 2011) that would allow 
replacement of single pane windows with dual pane windows within 22,000 
flight hours, in addition to the compliance time of within 6 years 
after the effective date of the AD. We infer that Japan Airlines 
requests that the compliance time for single pane window replacement be 
changed to within 22,000 flight hours after new P/N 65B27042-( ) or P/N 
65B27046-( ) windows were installed or within 6 years after the 
effective date of the AD, whichever occurs later. Japan Airlines stated 
its justification for this change with three reasons. First, during the 
repetitive inspections, it is almost impossible to detect and correct 
the moisture ingression into the window, which can contribute to 
interlayer cracks. Therefore, there are no significant issues that 
could result in loss of the window. The second reason is the economic 
impact. The parts price of dual structural glass pane windows is almost 
twice that of single pane windows. The third reason is that the 
operational history of the dual pane windows is unknown, and it will be 
difficult to know how durable the dual pane windows will be compared to 
the existing single pane windows.
    We disagree with changing the compliance time. We concur with the 
manufacturer's compliance time stated in Boeing Service Bulletin 747-
56A2012, Revision 1, dated August 12, 2010, for dual pane window 
replacement. Fleet data do not support the existence of difficulties 
with inspection for moisture ingression. Once

[[Page 21424]]

we issue this AD, any operator may request approval of an AMOC for a 
change of compliance time under the provisions of paragraph (l) of this 
AD. Sufficient data must be submitted to substantiate that the 
compliance time change would provide an acceptable level of safety. We 
have not changed the AD in this regard.
    We acknowledge the costs of the modification. However, to reduce 
the reliance on long-term inspections, the modification is necessary to 
meet an acceptable level of safety. We have not changed the AD in this 
regard.

Support for the NPRM (76 FR 19278, April 7, 2011) and a Request To 
Exempt Certain Windows From the NPRM

    British Airways requested that the NPRM (76 FR 19278, April 7, 
2011) be revised to exempt windows produced by GKN under European 
Aviation Safety Agency (EASA) Supplemental Type Certificate (STC) 
EASA.A.S02838 from the six-year window replacement action specified in 
paragraph (i) of the NPRM. British Airways also recommended that no 
replacement timescale be applied to these EASA-approved parts and to 
allow replacement by attrition. British Airways justified its request 
by stating that these GKN windows were developed to replace the 
discrepant windows that the NPRM proposed to replace. British Airways 
stated that the GKN windows have the problematic PVB or PU/PVB 
interlayers removed, and have had zero removals since 2007 due to 
failing the inspection standards specified in Boeing Service Bulletin 
747-56A2012, Revision 1, dated August 12, 2010. British Airways also 
stated that in over 15 years of experience with GKN windows, the 
interlayer has not exhibited cracking at the hot and cold temperatures 
experienced by the windows under service conditions. British Airways 
identified certain part numbers of the EASA-approved GKN windows and 
the corresponding Boeing part numbers to provide assistance to the FAA.
    We disagree with exempting windows produced by GKN from 
replacement. British Airways has provided useful data in support of its 
request. However, we need additional information to exempt these 
windows from the AD. Once we issue this AD, any operator may request 
approval of an AMOC for GKN window substitution under the provisions of 
paragraph (l) of this AD. Sufficient data must be submitted to 
substantiate that the GKN windows would provide an acceptable level of 
safety. We have not changed the AD in this regard.

Request To Clarify Certain Wording in NPRM (76 FR 19278, April 7, 2011)

    The Boeing Company requested that we clarify certain statements in 
the NPRM (76 FR 19278, April 7, 2011) by changing the wording in 
paragraph (i) of the NPRM from ``Part 3--Window Replacement'' to ``Work 
Instructions, Part 3--Window Replacement;'' and the wording in 
paragraph (j) of the NPRM from ``Part 2 of the Work Instructions of'' 
to ``Work Instructions, Part 2--Window Inspection.''
    We agree to revise the references for consistency. We have changed 
the wording in paragraph (i) and paragraph (j) of this AD.

Explanation of Additional Changes Made to This AD

    We have revised certain paragraph headers throughout this AD.

Conclusion

    We reviewed the relevant data, considered 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 minor changes:
     Are consistent with the intent that was proposed in the 
NPRM (76 FR 19278, April 7, 2011) for correcting the unsafe condition; 
and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM (76 FR 19278, April 7, 2011).
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of the AD.

Costs of Compliance

    We estimate that this AD affects 144 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                       Cost on
                  Action                              Labor cost            Parts cost    Cost per       U.S.
                                                                                          product     operators
----------------------------------------------------------------------------------------------------------------
Inspection to determine window part         4 work-hours x $85 per hour =           $0         $340      $48,960
 numbers; retained from existing AD.         $340.
Detailed inspection, if necessary;          1 work-hour x $85 per hour =             0           85       12,240
 retained from existing AD.                  $85.
Dual pane window replacement; new action..  16 work-hours x $85 per hour        44,014       45,374    6,533,856
                                             = $1,360.
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to do any necessary replacements 
that would be required based on the results of the inspection. We have 
no way of determining the number of aircraft that might need these 
replacements:

                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                      Cost per
                     Action                                   Labor cost               Parts cost      product
----------------------------------------------------------------------------------------------------------------
Window replacement..............................  16 work-hours x $85 per hour =          $44,014       $45,374
                                                   $1,360.
----------------------------------------------------------------------------------------------------------------

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

[[Page 21425]]

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),
    (3) Will not affect intrastate aviation in Alaska, and
    (4) 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.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

    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 FAA amends Sec.  39.13 by removing airworthiness directive (AD) 
2007-15-10, Amendment 39-15139 (72 FR 41438, July 30, 2007; as 
corrected by 72 FR 53923, September 21, 2007), and adding the following 
new AD:

2012-02-16 The Boeing Company: Amendment 39-16939; Docket No. FAA-
2011-0303; Directorate Identifier 2010-NM-214-AD.

(a) Effective Date

    This airworthiness directive (AD) is effective May 15, 2012.

(b) Affected ADs

    This AD supersedes AD 2007-15-10, Amendment 39-15139 (72 FR 
41438, July 30, 2007; as corrected by 72 FR 53923, September 21, 
2007).

(c) Applicability

    This AD applies to The Boeing Company Model 747-100, 747-100B, 
747-100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-
400D, 747-400F, 747SR, and 747SP series airplanes, certificated in 
any category, as identified in Boeing Service Bulletin 747-56A2012, 
Revision 1, dated August 12, 2010.

(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association 
(ATA) of America Code 56, Windows.

(e) Unsafe Condition

    This AD was prompted by loss of a No. 3 window in flight, which 
could result in consequent rapid loss of cabin pressure. We are 
issuing this AD to detect and correct cracking in the fail-safe 
interlayer of certain No. 2 and No. 3 glass windows, which could 
result in loss of the window and consequent rapid loss of cabin 
pressure. Loss of the window could also result in crew communication 
difficulties or incapacitation of the crew.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Retained Requirements With New Service Information

    This paragraph restates the requirements of paragraph (f) of AD 
2007-15-10, Amendment 39-15139 (72 FR 41438, July 30, 2007; as 
corrected by 72 FR 53923, September 21, 2007), with new service 
information. Inspect the No. 2 and No. 3 windows on the left and 
right sides of the airplane to determine their part numbers, and do 
all the applicable related investigative and corrective actions, by 
accomplishing all of the actions specified in the Accomplishment 
Instructions of Boeing Alert Service Bulletin 747-56A2012, dated 
August 24, 2006; or Boeing Service Bulletin 747-56A2012, Revision 1, 
dated August 12, 2010; except as required by paragraph (j) of this 
AD; as applicable. Do all of these actions at the compliance times 
specified in Tables 1, 2, and 3 of paragraph 1.E. of Boeing Alert 
Service Bulletin 747-56A2012, dated August 24, 2006; or Boeing 
Service Bulletin 747-56A2012, Revision 1, dated August 12, 2010; as 
applicable; except as provided by paragraph (h) of this AD. A review 
of airplane maintenance records is acceptable in lieu of the 
inspection if the part numbers of the windows can be conclusively 
determined from that review. Repeat the related investigative and 
corrective actions thereafter at the interval specified in Table 2 
or 3 of paragraph 1.E. of Boeing Alert Service Bulletin 747-56A2012, 
dated August 24, 2006; or Boeing Service Bulletin 747-56A2012, 
Revision 1, dated August 12, 2010; except as required by paragraph 
(h) of this AD, as applicable. As of the effective date of this AD, 
only Boeing Service Bulletin 747-56A2012, Revision 1, dated August 
12, 2010, except as required by (j) of this AD, may be used. 
Replacing a window in accordance with paragraph (i) of this AD 
terminates the requirements of this paragraph for that window.

(h) Retained Exception to Compliance Times

    This paragraph restates the exceptions to the compliance times 
specified in paragraph (g) of AD 2007-15-10, Amendment 39-15139 (72 
FR 41438, July 30, 2007; as corrected by 72 FR 53923, September 21, 
2007). Where Tables 1, 2, and 3 of paragraph 1.E. of Boeing Alert 
Service Bulletin 747-56A2012, dated August 24, 2006, specify 
counting the compliance time from ``* * * after the date on this 
service bulletin,'' this AD requires counting the compliance time 
from September 4, 2007 (the effective date of AD 2007-15-10, 
Amendment 39-15139 (72 FR 41438, July 30, 2007; as corrected by 72 
FR 53923, September 21, 2007)). After replacing a discrepant window 
with a new window having part number (P/N) 65B27042-( ), 65B27043-( 
), 65B27046-( ), or 65B27047-( ), do the initial detailed inspection 
required in paragraph (g) of this AD of the new window at the 
applicable compliance time: (1) Within 5,500 flight hours after 
installing P/N 65B27042-( ) or 65B27043-( ), or (2) Within 22,000 
flight hours after installing P/N 65B27046-( ) or 65B27047-( ).

(i) New Requirements of This AD: Window Replacement

    Within 6 years after the effective date of this AD, replace all 
No. 2 windows having P/N 65B27042-( ) or 65B27046-( ) with windows 
having P/N 141U4821-( ), 141U4822-( ), or 65B07639-( ); and replace 
all No. 3 windows having P/N 65B27043-( ) or 65B27047-( ) with 
windows having P/N 141U4831-( ), 141U4832-( ), or 65B07640-( ), in 
accordance with ``Work Instructions, Part 3--Window Replacement,'' 
of the Accomplishment Instructions of Boeing Service Bulletin 747-
56A2012, Revision 1, dated August 12, 2010. Doing this replacement 
for all windows terminates the actions required by paragraphs (g) 
and (h) of this AD.

(j) New Requirements of This AD: Non-Clear Damage Definition and Action

    Where Step 4.e., ``Work Instructions, Part 2--Window 
Inspection,'' of the Accomplishment Instructions in Boeing Service 
Bulletin 747-56A2012, Revision 1, dated August 12, 2010, specifies 
``non-clear damage'' as a criterion for window replacement, this AD 
defines non-clear damage to be any degradation of the transparency 
of the window, which would hinder the internal or external detailed 
inspections for fail-safe interlayer cracks, glass pane cracks and 
chips, and indications of electrical arcing. Replacement for non-
clear damage is required by this AD only if the non-clear damage 
hinders the inspection for fail-safe interlayer cracks, glass pane 
cracks and chips, or indications of electrical arcing.

[[Page 21426]]

(k) Parts Installation

    As of the effective date of this AD, do not install any No. 2 or 
No. 3 window having P/N 65B27042-( ), 65B27043-( ), 65B27046-( ), or 
65B27047-( ) that is not new or on which the window flight hours are 
not known, on any airplanes, unless the actions specified in 
paragraph (g) of this AD are done.

(l) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Seattle Aircraft Certification Office, FAA, has 
the authority to approve AMOCs for this AD, if requested using the 
procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, 
send your request to your principal inspector or local Flight 
Standards District Office, as appropriate. If sending information 
directly to the manager of the ACO, send it to the attention of the 
person identified in the Related Information section of this AD. 
Information may be emailed to: [email protected].
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the local flight standards district office/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 the 
Boeing Commercial Airplanes Organization Designation Authorization 
(ODA) that 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.
    (4) AMOCs previously approved in accordance with AD 2007-15-10, 
Amendment 39-15139 (72 FR 41438, July 30, 2007; as corrected by 72 
FR 53923, September 21, 2007), are approved as AMOCs for the 
corresponding provisions of this AD except previous AMOCs approving 
window replacement that do not specify installing dual structural 
glass pane windows are not considered approved for corresponding 
inspection methods required by this AD.

(m) Related Information

    For more information about this AD, contact Nathan P. Weigand, 
Aerospace Engineer, Airframe Branch, ANM-120S, Seattle Aircraft 
Certification Office (ACO), FAA, 1601 Lind Avenue SW., Renton, 
Washington 98057-3356; phone: 425-917-6428; fax: 425-917-6590; 
email: [email protected].

(n) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) under 5 U.S.C. 552(a) and 1 CFR 
part 51.
    (2) You must use the following service information to do the 
actions required by this AD, unless the AD specifies otherwise.
    (3) The following service information was approved for IBR on 
May 15, 2012.
    (i) Boeing Service Bulletin 747-56A2012, Revision 1, dated 
August 12, 2010.
    (4) The following service information was approved for IBR on 
September 4, 2007 (72 FR 41438, July 30, 2007; as corrected by 72 FR 
53923, September 21, 2007).
    (i) Boeing Alert Service Bulletin 747-56A2012, dated August 24, 
2006.
    (5) For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; phone: 206-
544-5000, extension 1; fax: 206-766-5680; email: 
[email protected]; Internet: https://www.myboeingfleet.com.
    (6) You may review copies of the referenced service information 
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., 
Renton, Washington. For information on the availability of this 
material at the FAA, call 425-227-1221.
    (7) You may also review copies of the service information that 
is incorporated by reference at the National Archives and Records 
Administration (NARA). For information on the availability of this 
material at an NARA facility, 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 January 23, 2012.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2012-8452 Filed 4-9-12; 8:45 am]
BILLING CODE 4910-13-P