Federal Register / Vol. 69, No. 188 / Wednesday, September 29, 2004 / Proposed Rules 58109

Unsafe Condition 

(d) This AD was prompted by a report of 

damage caused by an electrical arc in a 

connector on the cable assembly for the 

lower anti-collision light. We are issuing this 

AD to prevent an electrical arc in the cable 

assembly for the lower anti-collision light, 

which could result in a fire in a flammable 

leakage zone 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. 

Identification of Cable Assembly Part 

Number (P/N) 

(f) Within 60 months after the effective 

date of this AD: Do an inspection or a review 

of airplane maintenance records to identify 

the P/N of the cable assembly for the lower 

anti-collision light. If Boeing P/N S283T012–

15 or Grimes P/N 60–3414–9 is identified, or 

if the part number of the cable assembly 

cannot be positively identified, do the related 

investigative and corrective actions required 

by paragraph (g) of this AD. 

Related Investigative and Corrective Actions 

(g) Within 60 months after the effective 

date of this AD: Replace the cable assembly 

for the lower anti-collision light with a new, 

improved cable assembly, or modify the 

existing cable assembly; and do the related 

investigative actions; in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 757–33A0048 (for Model 

757–200, 200CB, and 200PF series airplanes); 

or 757–33A0049 (for Model 757–300 series 

airplanes); both dated March 28, 2002; as 

applicable. 

Parts Installation 

(h) As of the effective date of this AD, no 

person can install a cable assembly, Boeing 

P/N S283T012–15 or Grimes P/N 60–3414–9, 

in a flammable leakage zone on any airplane. 

Alternative Methods of Compliance 

(AMOCs) 

(i) The Manager, Seattle Aircraft 

Certification Office, FAA, has the authority to 

approve AMOCs for this AD, if requested in 

accordance with the procedures found in 14 

CFR 39.19.

Issued in Renton, Washington, on 

September 21, 2004. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 04–21819 Filed 9–28–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2004–19203; Directorate 

Identifier 2004–NM–109–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 757–200 Series Airplanes

AGENCY: Federal Aviation 

Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to adopt a 

new airworthiness directive (AD) for 

certain Boeing Model 757–200 series 

airplanes. This proposed AD would 

require modifying the frequency 

converters located in the closet 

assembly in the passenger compartment, 

and making various wiring changes in 

and between the closet assembly and 

forward purser work station. This 

proposed AD also would require 

modifying the in-flight entertainment 

system prior to or concurrently with the 

modification of the frequency 

converters. This proposed AD is 

prompted by a certification review that 

revealed a frequency converter failure 

mode not identified in the original 

system design. We are proposing this 

AD to prevent a short circuit between 

the frequency converter output and the 

distribution circuit breakers, which 

could result in overheating and failure 

of adjacent wiring and consequent 

degraded operation of airplane systems.

DATES: We must receive comments on 

this proposed AD by November 15, 

2004.

ADDRESSES: Use one of the following 

addresses to submit comments on this 

proposed AD. 

• DOT Docket web site: Go to

http://dms.dot.gov and follow the 

instructions for sending your comments 

electronically. 

• Government-wide rulemaking web 

site: Go to 

http://www.regulations.gov and follow 

the instructions for sending your 

comments electronically. 

• Mail: Docket Management Facility, 

U.S. Department of Transportation, 400 

Seventh Street SW., Nassif Building, 

room PL–401, Washington, DC 20590. 

• By fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street SW., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, P.O. Box 3707, 

Seattle, Washington 98124–2207. 

You can examine the contents of this 

AD docket on the Internet at http://

dms.dot.gov, or at the Docket 

Management Facility, U.S. Department 

of Transportation, 400 Seventh Street 

SW., room PL–401, on the plaza level of 

the Nassif Building, Washington, DC. 

This docket number is FAA–2004–

19203; the directorate identifier for this 

docket is 2004–NM–109–AD.

FOR FURTHER INFORMATION CONTACT:

Technical information: Binh Tran, 

Aerospace Engineer, Systems and 

Equipment Branch, ANM–130S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6485; fax (425) 917–6590. 

Plain language information: Marcia 

Walters, marcia.walters@faa.gov.

SUPPLEMENTARY INFORMATION: 

Docket Management System (DMS) 

The FAA has implemented new 

procedures for maintaining AD dockets 

electronically. As of May 17, 2004, new 

AD actions are posted on DMS and 

assigned a docket number. We track 

each action and assign a corresponding 

directorate identifier. The DMS AD 

docket number is in the form ‘‘Docket 

No. FAA–2004–99999.’’ The Transport 

Airplane Directorate identifier is in the 

form ‘‘Directorate Identifier 2004–NM–

999–AD.’’ Each DMS AD docket also 

lists the directorate identifier (‘‘Old 

Docket Number’’) as a cross-reference 

for searching purposes. 

Comments Invited 

We invite you to submit any written 

relevant data, views, or arguments 

regarding this proposed AD. Send your 

comments to an address listed under 

ADDRESSES. Include ‘‘Docket No. FAA–

2004–19203; Directorate Identifier 

2004–NM–109–AD’’ in the subject line 

of your comments. We specifically 

invite comments on the overall 

regulatory, economic, environmental, 

and energy aspects of the proposed AD. 

We will consider all comments 

submitted by the closing date and may 

amend the proposed AD in light of those 

comments. 

We will post all comments we 

receive, without change, to http://

dms.dot.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact with FAA 

personnel concerning this proposed AD. 

Using the search function of that Web 

site, anyone can find and read the 

comments in any of our dockets, 

including the name of the individual 

58110 Federal Register / Vol. 69, No. 188 / Wednesday, September 29, 2004 / Proposed Rules 

who sent the comment (or signed the 

comment on behalf of an association, 

business, labor union, etc.). You can 

review DOT’s complete Privacy Act 

Statement in the Federal Register

published on April 11, 2000 (65 FR 

19477–78), or you can visit http://

dms.dot.gov.

We are reviewing the writing style we 

currently use in regulatory documents. 

We are interested in your comments on 

whether the style of this document is 

clear, and your suggestions to improve 

the clarity of our communications that 

affect you. You can get more 

information about plain language at 

http://www.faa.gov/language and http://

www.plainlanguage.gov.

Examining the Docket 

You can examine the 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 DOT 

street address stated in the ADDRESSES

section. Comments will be available in 

the AD docket shortly after the DMS 

receives them. 

Discussion 

During a certification review of a 

Boeing Model 737–700C series airplane, 

a frequency converter failure mode that 

was not identified in the original system 

design was found. This failure mode 

could cause a wiring short circuit 

between the frequency converter output 

and the distribution circuit breakers. 

The current is only limited by the 

maximum current capacity of the 

frequency converter. The frequency 

converter reacts to a short circuit 

condition by increasing the output 

current to approximately 54 amps, and 

significantly reducing the voltage. 

Investigation revealed that the wiring 

between the converter and the wiring 

fault was inadequate in size to handle 

the frequency converters increased 

output current. These conditions, if not 

corrected, could result in a short circuit 

between the frequency converter output 

and the distribution circuit breakers, 

which could result in overheating and 

failure of adjacent wiring and 

consequent degraded operation of 

airplane systems. 

The frequency converters on certain 

Model 757–200 series airplanes are 

identical to those on the affected Model 

737–700C series airplane (the unsafe 

condition has been corrected on Model 

737–700C series airplanes). Therefore, 

all of these models may be subject to the 

same unsafe condition. 

Relevant Service Information 

We have reviewed Boeing Service 

Bulletin 757–25–0255, dated December 

11, 2003. The service bulletin describes 

procedures for modifying the frequency 

converters located in the closet 

assembly in the passenger compartment. 

The modification involves installing 

new, improved frequency converters, 

relay assemblies, thermal switches, and 

related components, and making various 

wiring changes in and between the 

closet assembly and forward purser 

work station. 

Affected airplanes are separated into 

Groups 1 and 2, and the 

Accomplishment Instructions of the 

service bulletin provide modification 

procedures for each group, as follows: 

The procedures for Groups 1 and 2 

include replacing three frequency 

converters in closet assembly S3 in the 

passenger compartment; installing three 

relay assemblies; and changing wire 

bundles in the P37 panel and forward 

purser work station, including at and 

above closet assembly S3. Additional 

procedures for Group 2 include 

changing wire bundle W3910 in the 

ceiling between closet assembly S3 and 

the forward purser work station. The 

procedures for Groups 1 and 2 also 

specify doing an operational test of the 

new/changed frequency converters and 

related circuit changes. 

Service Bulletin 757–25–0255 

recommends prior or concurrent 

accomplishment of Boeing Service 

Bulletin 757–24–0093, dated August 14, 

2003. Service Bulletin 757–24–0093 

describes procedures for modifying the 

in-flight entertainment system (circuit 

breaker, relays, and wiring). The 

modification procedures include 

installing a relay and changing the 

wiring in the main electronics 

compartment at the P37 panel assembly; 

and installing a relay and changing the 

wiring in the P36 panel assembly. The 

procedures also specify doing a 

continuity test. The modification 

procedures are for airplanes listed in 

Group 1 of Service Bulletin 757–24–

0093. 

Accomplishing the actions specified 

in the service information is intended to 

adequately address the unsafe 

condition.

FAA’s Determination and Requirements 

of the Proposed AD 

We have evaluated all pertinent 

information and identified an unsafe 

condition that is likely to exist or 

develop on other airplanes of this same 

type design. Therefore, we are 

proposing this AD, which would require 

modifying the frequency converters 

located in the closet assembly in the 

passenger compartment, and making 

various wiring changes in and between 

the closet assembly and forward purser 

work station. This proposed AD also 

would require accomplishment of 

various other actions prior to or 

concurrently with the modification of 

the frequency converters. The proposed 

AD would require you to use the service 

information described previously to 

perform these actions. 

Costs of Compliance 

This proposed AD would affect about 

4 airplanes of U.S. registry and 4 

airplanes worldwide. 

For airplanes listed in Group 1 of 

Service Bulletin 757–25–0255: The 

proposed modification would take about 

97 work hours (including access, closeup, and test), at an average labor rate of 

$65 per work hour. Required parts 

would cost about $10,710 per airplane. 

Based on these figures, the estimated 

cost of the proposed modification for 

U.S. operators is $17,015 per airplane. 

For airplanes listed in Group 2 of 

Service Bulletin 757–25–0255: The 

proposed modification would take about 

105 work hours (including access, closeup, and test), at an average labor rate of 

$65 per work hour. Required parts 

would cost about $10,956 per airplane. 

Based on these figures, the estimated 

cost of the proposed modification for 

U.S. operators is $17,781 per airplane. 

For airplanes listed in Group 1 of 

Service Bulletin 757–24–0093: The 

proposed concurrent modification, if 

not previously done, would take about 

49 work hours, at an average labor rate 

of $65 per work hour. Required parts 

would cost about $5,315 per airplane. 

Based on these figures, the estimated 

cost of the proposed modification for 

U.S. operators is $8,500 per airplane. 

Regulatory Findings 

We have determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would not 

have a substantial direct effect on the 

States, on the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that the proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); and 

Federal Register / Vol. 69, No. 188 / Wednesday, September 29, 2004 / Proposed Rules 58111

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 proposed AD. 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, Safety.

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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.

§ 39.13 [Amended]

2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD):

Boeing: Docket No. FAA–2004–19203; 

Directorate Identifier 2004–NM–109–AD. 

Comments Due Date 

(a) The Federal Aviation Administration 

(FAA) must receive comments on this AD 

action by November 15, 2004. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Model 757–200 

series airplanes, certificated in any category, 

as listed in Boeing Service Bulletin 757–25–

0255, dated December 11, 2003. 

Unsafe Condition 

(d) This AD was prompted by a 

certification review that revealed a frequency 

converter failure mode not identified in the 

original system design. We are issuing this 

AD to prevent a short circuit between the 

frequency converter output and the 

distribution circuit breakers, which could 

result in overheating and failure of adjacent 

wiring and consequent degraded operation of 

airplane systems. 

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. 

Modification 

(f) For all airplanes: Within 18 months after 

the effective date of this AD: Modify the 

frequency converters located in the closet 

assembly in the passenger compartment by 

doing all the applicable actions in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 757–

25–0255, dated December 11, 2003. 

Prior or Concurrent Modification 

(g) For Group 1 airplanes listed in Boeing 

Service Bulletin 757–24–0093, dated August 

14, 2003: Before or concurrent with 

accomplishment of paragraph (f) of this AD, 

Modify the in-flight entertainment system by 

doing all the applicable actions in 

accordance with Boeing Service Bulletin 

757–24–0093, dated August 14, 2003. 

Part Installation 

(h) As of the effective date of this AD, no 

person may install a frequency converter 

having part number 1–002–0102–0730 on 

any airplane unless it has been modified as 

required by paragraph (f) of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(i) The Manager, Seattle Aircraft 

Certification Office, FAA, has the authority to 

approve AMOCs for this AD, if requested in 

accordance with the procedures found in 14 

CFR 39.19.

Issued in Renton, Washington, on 

September 21, 2004. 

Kalene C. Yanamura, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 04–21818 Filed 9–28–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. 2002–NM–257–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A319, A320, and A321 Series Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Proposed rule; withdrawal.

SUMMARY: This action withdraws a 

notice of proposed rulemaking (NPRM) 

that proposed a new airworthiness 

directive (AD), applicable to certain 

Airbus Model A319, A320, and A321 

series airplanes. That action would have 

required replacement of the lightweight 

tailpipes of the auxiliary power units 

(APU). Since the issuance of the NPRM, 

the Federal Aviation Administration 

(FAA) has received additional 

information, based on which we have 

determined that the tailpipes are very 

light, and that the chances of any injury 

to persons or damage to equipment from 

the part being ejected from the APU 

exhaust duct are minimal. Also, we 

have determined that 100 percent of the 

U.S. operators have done the proposed 

replacement. Accordingly, the proposed 

rule is withdrawn.

FOR FURTHER INFORMATION CONTACT: Gary 

Lium, Aerospace Engineer; International 

Branch, ANM–116, FAA, Transport 

Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington 

98055–4056; telephone (425) 227–1112; 

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: A 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) to 

add a new airworthiness directive (AD), 

applicable to certain Airbus Model 

A319, A320, and A321 series airplanes, 

was published in the Federal Register

as a Notice of Proposed Rulemaking 

(NPRM) on June 18, 2004 (69 FR 34096). 

The proposed rule would have required 

replacement of the lightweight tailpipes 

of the APU. That action was prompted 

by reports that stress cracking stemming 

from design issues had been discovered 

in the inner liners of the lightweight 

tailpipes of certain APUs. The proposed 

actions were intended to prevent stress 

cracking of the tailpipe inner liner from 

possibly causing the tailpipe to become 

separated from the APU during 

operation, which could have posed a 

hazard to persons on the ground. 

Actions that Occurred Since the NPRM 

Was Issued 

Since the issuance of that NPRM, we 

have received additional information. 

The failed part, a sheet metal ring that 

forms a portion of the tailpipe, weighs 

less than one pound. If the part does fail 

and come off, it will blow out the back 

and not interfere with continued APU or 

airplane operation. We have determined 

that the probability of any injury to 

persons or damage to equipment from 

the part being ejected from the APU 

exhaust duct is minimal. Also, we have 

determined that 100 percent of the U.S. 

operators have done the proposed 

replacement. 

FAA’s Conclusions 

Upon further consideration, the FAA 

has determined that the identified 

unsafe condition does not exist on the 

affected airplanes. Accordingly, the 

proposed rule is hereby withdrawn. 

Withdrawal of this NPRM constitutes 

only such action, and does not preclude 

the agency from issuing another action 

in the future, nor does it commit the 

agency to any course of action in the 

future. 

Regulatory Impact 

Since this action only withdraws a 

notice of proposed rulemaking, it is 

neither a proposed nor a final rule and 

therefore is not covered under Executive 

Order 12866, the Regulatory Flexibility