65352 Federal Register / Vol. 62, No. 239 / Friday, December 12, 1997 / Rules and Regulations

(c) In the event of loss or damage covered

by this policy, we will settle your claim on

any unit by:

(1) Multiplying the insured acreage by its

respective amount of insurance per acre, by

type and variety if applicable;

(2) Totaling the results of section 12(c)(1)

if there are more than one type or variety;

(3) Multiplying the total seed production to

count (see section 12(d)) for each type and

variety of commercial hybrid seed corn by

the applicable dollar value per bushel for that

type or variety;

(4) Multiplying the total non-seed

production to count (see section 12(e)) for

each type and variety by the applicable local

market price determined on the earlier of the

date the non-seed production is sold or the

date of final inspection;

(5) Totaling the results of sections 12(c)(3)

and 12(c)(4) by type and variety;

(6) Subtracting the result of section 12(c)(5)

from the result of section 12(c)(1) if there is

only one type or variety, or subtracting the

result of 1or variety; and

(7) Multiplying the result of section

12(c)(6) by your share. For example:

You have a 100 percent share in 50 acres

insured for the development of variety ‘‘A’’

hybrid seed corn in the unit, with an amount

of insurance per acre guarantee of $340

(county yield of 160 bushels times a coverage

level factor of .867 for the 65 percent

coverage level, times a price election of $2.45

per bushel, minus the minimum guaranteed

payment of zero). Your seed production was

1,400 bushels and the dollar value per bushel

was $9.80. Your non-seed production was

100 bushels with a local market value of

$2.00 per bushel. Your indemnity would be

calculated as follows:

(1) 50 acres×$340=$17,000 amount of

insurance guarantee;

(3) 1,400 bushels×$9.80=$13,720 value of

seed production;

(4) 100 bushel of non-seed×$2.00=$200 of

non-seed production;

(5) $13,720+$200=$13,920;

(6) $17,000¥$13,920=$3,080; and

(7) $3,080×100 percent share=$3,080

indemnity payment.

You also have a 100 percent share in 50

acres insured for the development of variety

‘‘B’’ hybrid seed corn in the unit, with an

amount of insurance per acre guarantee of

$297 (county yield of 140 bushels times a

coverage level factor of .867 for the 65

percent coverage level, times a price election

of $2.45 per bushel, minus the minimum

guaranteed payment of zero). You harvested

1,200 bushels and the dollar value per bushel

for the harvested amount was $8.56. You also

harvested 200 bushels of non-seed with a

market value of $2.00 per bushel. Your

indemnity would be calculated as follows:

(1) 50 acres×$340=$17,000 amount of

insurance guarantee for type ‘‘A’’ and 50

acres×$297=$14,850 amount of insurance

guarantee for type ‘‘B’’;

(2) $17,000+$14,850=$31,850 amount of

insurance guarantee;

(3) 1,400 bushels×$9.80=$13,720 value of

seed production for type ‘‘A’’ and 1,200

bushels×$8.56=$10,272 value of seed

production for type ‘‘B’’;

(4) 100 bushels of non-seed×$2.00=$200 of

non-seed production for type ‘‘A’’ and 200

bushels of non-seed×$2.00=$400 of non-seed

production for type ‘‘B’’;

(5) $13,720+$200+$10,272+$400=$24,592

value of production to count;

(6) $31,850¥$24,592=$7,258; and

(7) $7,258×100 percent share=$7,258

indemnity payment.

(d) Production to be counted as seed

production will include:

(1) All appraised production as follows:

(i) Not less than the amount of insurance

per acre for acreage:

(A) That is abandoned;

(B) Put to another use without our consent;

(C) That is damaged solely by uninsured

causes; or

(D) For which you fail to provide

acceptable production records;

(ii) Production lost due to uninsured

causes;

(iii) Mature unharvested production with a

germination rate of at least 80 percent of the

commercial hybrid seed corn as determined

by a certified seed test. Any such production

may be adjusted in accordance with section

12(f);

(iv) Immature appraised production;

(v) Potential production on insured acreage

that you intend to put to another use or

abandon, if you and we agree on the

appraised amount of production. Upon such

agreement, the insurance period for that

acreage will end when you put the acreage

to another use or abandon the crop. If

agreement on the appraised amount of

production is not reached:

(A) If you do not elect to continue to care

for the crop, we may give you consent to put

the acreage to another use if you agree to

leave intact, and provide sufficient care for,

representative samples of the crop in

locations acceptable to us (The amount of

production to count for such acreage will be

based on the harvested production or

appraisals from the samples at the time

harvest should have occurred. If you do not

leave the required samples intact, or fail to

provide sufficient care for the samples, our

appraisal made prior to giving you consent to

put the acreage to another use will be used

to determine the amount of production to

count); or

(B) If you elect to continue to care for the

crop, the amount of production to count for

the acreage will be the harvested production,

or our reappraisal if additional damage

occurs and the crop is not harvested; and

(2) Harvested production that you deliver

as commercial hybrid seed corn to the seed

company stated in your hybrid seed corn

processor contract, regardless of quality,

unless the production has inadequate

germination.

(e) Production to be counted as non-seed

production will include all harvested or

mature appraised production that does not

qualify as seed production to count as

specified in section 12(d). Any such

production may be adjusted in accordance

with section 12(f).

(f) For the purpose of determining the

quantity of mature production:

(1) Shelled commercial hybrid seed corn

will be:

(i) Increased 0.12 percent for each 0.1

percentage point of moisture below 15

percent; or

(ii) Decreased 0.12 percent for each 0.1

percentage point of moisture in excess of 15

percent.

(2) The weight of ear corn required to equal

one bushel of shelled seed corn will be

increased 1.5 pounds for each full percentage

point of moisture in excess of 14 percent, and

any portion of a percentage point will be

disregarded. The moisture content of ear corn

will be determined from a shelled sample of

the ear corn.

(3) When records of commercial hybrid

seed corn production provided by the seed

company have been adjusted to a shelled

corn basis of 15.0 percent moisture and 56

pound avoirdupois bushels, sections 12(f)(1)

and (2) above will not apply to harvested

production. In such cases, records of the seed

company will be used to determine the

amount of production to count, provided that

the moisture and weight of such production

are calculated on the same basis as that used

to determine the approved yield.

13. Prevented Planting.

Your prevented planting coverage will be

50 percent of your amount of insurance for

timely planted acreage. If you have limited or

additional levels of coverage as specified in

7 CFR part 400, subpart T, and pay an

additional premium, you may increase your

prevented planting coverage to a level

specified in the actuarial documents.

Signed in Washington, D.C., on December

5, 1997.

Kenneth D. Ackerman,

Manager, Federal Crop Insurance

Corporation.

[FR Doc. 97–32498 Filed 12–11–97; 8:45 am]

BILLING CODE 3410–08–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–NM–295–AD; Amendment

39–10250; AD 97–26–07]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Boeing Model 747

series airplanes, that currently requires

a one-time inspection to detect damage

of the sleeving and wire bundles of the

boost pumps of the numbers 1 and 4

main fuel tanks, and of the auxiliary

tank jettison pumps (if installed);

replacement of any damaged sleeving

with new sleeving; and repair or

replacement of any damaged wires with

new wires. For airplanes on which any
Federal Register / Vol. 62, No. 239 / Friday, December 12, 1997 / Rules and Regulations 65353

burned wires are found, that AD also

requires an inspection to detect damage

of the conduit, and replacement of any

damaged conduit with a serviceable

conduit. This amendment requires

repetitive inspections in lieu of the onetime inspection. This amendment also

expands the applicability of the existing

AD. This amendment is prompted by

reports of chafing of the sleeving. The

actions specified in this AD are

intended to detect and correct abrasion

of the Teflon sleeving and wires in the

bundles of the fuel boost pumps for the

numbers 1 and 4 main fuel tanks and of

the auxiliary tank jettison pumps (if

installed), which could result in

electrical arcing between the wires and

the aluminum conduit and consequent

fire or explosion of the fuel tank.

DATES: Effective December 29, 1997.

The incorporation by reference of

Boeing Service Bulletin 747–28A2204,

Revision 1, dated October 30, 1997, as

listed in the regulations, is approved by

the Director of the Federal Register as of

December 29, 1997.

The incorporation by reference of

Boeing Alert Service Bulletin 747–

28A2204, dated December 19, 1996, as

listed in the regulations, was approved

previously by the Director of the Federal

Register as of January 21, 1997 (62 FR

304, January 3, 1997).

Comments for inclusion in the Rules

Docket must be received on or before

February 10, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 97-NM–

295–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

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 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.

FOR FURTHER INFORMATION CONTACT: Ed

Hormel, Aerospace Engineer,

Propulsion Branch, ANM–140S, FAA,

Transport Airplane Directorate, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2681;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: On

December 23, 1996, the FAA issued AD

96–26–06, amendment 39–9870 (62 FR

304, January 3, 1997), applicable to

certain Boeing Model 747 series

airplanes, to require a one-time

inspection to detect damage of the

sleeving and wire bundles of the boost

pumps of the numbers 1 and 4 main fuel

tanks, and of the auxiliary tank jettison

pumps (if installed); replacement of any

damaged sleeving with new sleeving;

and repair or replacement of any

damaged wires with new wires. For

airplanes on which any burned wires

are found, that AD also requires an

inspection to detect damage of the

conduit, and replacement of any

damaged conduit with a serviceable

conduit. That action was prompted by

an FAA determination that an

environment conducive to vibration

exists in the conduit and wire bundles

of the boost pumps and of the auxiliary

tank jettison pumps, which can cause

abrasion of the Teflon sleeving and

consequent abrasion of the wires in the

bundles. The actions required by that

AD are intended to detect and correct

such abrasion, which could result in

electrical arcing between the wires and

the aluminum conduit and consequent

fire or explosion of the fuel tank.

Actions Since Issuance of Previous Rule

Since the issuance of AD 96–26–06,

the FAA has received numerous reports

of chafing through the outer Teflon

sleeve of the wire bundles of the boost

pumps of the numbers 1 and 4 main fuel

tanks. Several of the sleeves had large

holes. No cases of wire chafing through

the insulation to the conductor were

reported. Investigation revealed that two

of the affected operators had varying

levels of chafing with damage on 48

percent of their airplanes. Both of these

operators had replaced the aluminum

conduits with stainless steel conduits.

Other affected operators’ airplanes (with

flight hour totals similar to those of the

airplanes discussed previously) that

were equipped with aluminum conduits

had a much lower incidence of reported

damage.

At the time of issuance of AD 96–26–

06, the FAA considered the aluminum

conduit to be more susceptible to

chafing and burning as a result of

electrical arcing between the wires and

the aluminum conduit than the stainless

steel conduit. Therefore, the FAA

limited the inspection required by AD

96–26–06 to Boeing Model 747 series

airplanes equipped with aluminum

conduits (line numbers 001 through 432

inclusive).

In light of these new findings, the

FAA has determined that Boeing Model

747 series airplanes equipped with

stainless steel conduits are subject to the

same unsafe condition addressed in AD

96–26–06. In addition, the FAA finds

that, regardless of the conduit material,

repetitive inspections are necessary to

determine if the sleeving of the wire

bundles continues to provide a

protective barrier after extended time in

service.

Explanation of Relevant Service

Information

Additionally, since the issuance of

AD 96–26–06, the FAA has reviewed

and approved Revision 1 of Boeing

Service Bulletin 747–28A2204, dated

October 30, 1997. Revision 1 of the

service bulletin revises the effectivity

listing of the original version of the

service bulletin (which was referenced

in AD 96–26–06 as the appropriate

source of service information) by adding

Boeing Model 747 series airplanes

having line numbers 433 through 1120

inclusive. The inspection and corrective

procedures described in Revision 1 are

essentially identical to those described

in the original version of the alert

service bulletin.

Explanation of Requirements of Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of this same

type design, this AD supersedes AD 96–

26–06 to require repetitive inspections,

in lieu of the previously required onetime inspection, to detect damage of the

sleeving and wire bundles of the boost

pumps of the numbers 1 and 4 main fuel

tanks, and of the auxiliary tank jettison

pumps (if installed); replacement of any

damaged sleeving with new sleeving;

and repair or replacement of any

damaged wires with new wires. For

airplanes on which any burned wires

are found, this AD also continues to

require an inspection to detect damage

of the conduit, and replacement of any

damaged conduit with a serviceable

conduit. This AD also expands the

applicability of the existing AD to

include additional airplanes. This AD

requires that operators submit a report

to the FAA of any damage found as a

result of the initial inspection.

Differences Between the AD and the

Relevant Service Information

Operators should note that the

applicability of the AD differs from the

effectivity listing of Revision 1 of the

referenced service bulletin. The FAA

has determined that all Boeing Model

747 series airplanes are subject to the

addressed unsafe condition.

Interim Action

This is considered to be interim

action until final action is identified, at

which time the FAA may consider

further rulemaking.
65354 Federal Register / Vol. 62, No. 239 / Friday, December 12, 1997 / Rules and Regulations

Determination of Rule’s Effective Date

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this rule by

submitting such written data, views, or

arguments as they may desire.

Communications shall identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 97–NM–295–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Regulatory Impact

The regulations adopted herein will

not have substantial direct effects 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, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this emergency

regulation otherwise would be

significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, 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.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing amendment 39–9870 (62 FR

304, January 3, 1997), and by adding a

new airworthiness directive (AD),

amendment 39–10250, to read as

follows:

97–26–07 Boeing: Amendment 39–10250.

Docket 97–NM–295–AD. Supersedes AD

96–26–06, Amendment 39–9870.

Applicability: All Model 747 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 (h) 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 detect and correct abrasion of the

Teflon sleeving and wires in the bundles of

the fuel boost pumps for the numbers 1 and

4 main fuel tanks and of the auxiliary tank

jettison pumps (if installed), which could

result in electrical arcing between the wires

and the aluminum conduit and consequent

fire or explosion of the fuel tank, accomplish

the following:

(a) Perform an initial inspection to detect

damage of the sleeving and wire bundles of

the forward and aft boost pumps of the

numbers 1 and 4 main fuel tanks, and of the

wire bundles of the auxiliary tank jettison

pumps (if installed), in accordance with

Boeing Alert Service Bulletin 747–28A2204,

dated December 19, 1996, or Boeing Service

Bulletin 747–28A2204, Revision 1, dated

October 30, 1997, at the time specified in

paragraph (a)(1) or (a)(2) of this AD, as

applicable.

(1) For airplanes having line numbers 001

through 432 inclusive: Inspect within 120

days after January 21, 1997 (the effective date

of AD 96–26–06, amendment 39–9870).

(2) For airplanes having line numbers 433

and subsequent: Inspect at the later of the

times specified in paragraphs (a)(2)(i) and

(a)(2)(ii) of this AD.

(i) Prior to the accumulation of 20,000

flight cycles or 60,000 flight hours,

whichever occurs first; or

(ii) Within 120 days after the effective date

of this AD.

(b) Repeat the inspection required by

paragraph (a) of this AD at intervals not to

exceed 20,000 flight cycles or 60,000 flight

hours since the last inspection, whichever

occurs first.

(c) If any damaged sleeving is found, prior

to further flight, replace the sleeving with

new sleeving in accordance with Boeing

Alert Service Bulletin 747–28A2204, dated

December 19, 1996, or Boeing Service

Bulletin 747–28A2204, Revision 1, dated

October 30, 1997.

(d) If any damaged wire is found, prior to

further flight, repair or replace the wire with

a new wire in accordance with Boeing Alert

Service Bulletin 747–28A2204, dated

December 19, 1996, or Boeing Service

Bulletin 747–28A2204, Revision 1, dated

October 30, 1997.

(e) If any burned wire is found, prior to

further flight, perform an inspection to detect

damage of the conduit, in accordance with

Boeing Alert Service Bulletin 747–28A2204,

dated December 19, 1996, or Boeing Service

Bulletin 747–28A2204, Revision 1, dated

October 30, 1997. If any damage is found,

prior to further flight, replace the conduit

with a serviceable conduit in accordance

with either of the service bulletins. After the

effective date of this AD, only Revision 1 of

this service bulletin shall be used.

(f) For airplanes having line numbers 433

and subsequent: Within 14 days after

accomplishing the initial inspection required

by paragraph (a) of this AD, submit a report

of any damaged sleeving (i.e., holes, breaks,

cuts, splits), damaged wire (i.e., worn or

cracked insulation, exposed conductor,

indication of arcing/burning), or damaged

conduit to the Manager, Seattle Aircraft
Federal Register / Vol. 62, No. 239 / Friday, December 12, 1997 / Rules and Regulations 65355

Certification Office (ACO), FAA, Transport

Airplane Directorate, 1601 Lind Avenue,

SW., Renton, WA 98055–4056; fax (425) 227–

1181. The report shall include the

information specified in paragraphs (f)(1),

(f)(2), (f)(3), (f)(4), and (f)(5) of this AD.

Information collection requirements

contained in this regulation have been

approved by the Office of Management and

Budget (OMB) under the provisions of the

Paperwork Reduction Act of 1980 (44 U.S.C.

3501 et seq.) and have been assigned OMB

Control Number 2120–0056.

(1) The airplane serial number.

(2) The total hours time-in-service

accumulated on the airplane.

(3) The total number of flight cycles

accumulated on the airplane.

(4) A description of any damage found.

(5) The location of where the damaged part

was installed.

(g) For airplanes having line numbers 433

and subsequent: Within 14 days after

accomplishing the initial inspection required

by paragraph (a) of this AD, submit any

damaged part to the Manager, Seattle ACO.

The damaged part shall be tagged to include

the information specified in paragraphs (f)(1),

(f)(2), (f)(3), (f)(4), and (f)(5) of this AD.

Additionally, operators shall align the inner

sleeving, outer sleeving, and wire as installed

in the airplane, and secure the sleeving and

wiring in place by taping or other means

when submitting the damaged part to the

Manager, Seattle ACO. Information collection

requirements contained in this regulation

have been approved by the OMB under the

provisions of the Paperwork Reduction Act of

1980 (44 U.S.C. 3501 et seq.) and have been

assigned OMB Control Number 2120–0056.

(h) 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 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

(i) 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.

(j) The actions shall be done in accordance

with Boeing Alert Service Bulletin 747–

28A2204, dated December 19, 1996, or

Boeing Service Bulletin 747–28A2204,

Revision 1, dated October 30, 1997.

(1) The incorporation by reference of

Boeing Service Bulletin 747–28A2204,

Revision 1, dated October 30, 1997, is

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51.

(2) The incorporation by reference of

Boeing Alert Service Bulletin 747–28A2204,

dated December 19, 1996, was approved

previously by the Director of the Federal

Register as of January 21, 1997 (62 FR 304,

January 3, 1997).

(3) Copies may be obtained from Boeing

Commercial Airplane Group, P.O. Box 3707,

Seattle, Washington 98124–2207. 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.

(k) This amendment becomes effective on

December 29, 1997.

Issued in Renton, Washington, on

December 9, 1997.

John J. Hickey,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–32611 Filed 12–11–97; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–NM–282–AD; Amendment

39–10239; AD 97–25–15]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 727 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain Boeing Model 727

series airplanes. This action requires

repetitive inspections to detect cracking

of the rear spar web or fuel leakage of

the wing center section, and repair, if

necessary. This amendment also

provides for an optional modification of

the rear spar web that constitutes

terminating action for the repetitive

inspections. This amendment is

prompted by several reports of fuel

leakage due to cracking of the rear spar

web of the wing center section. The

actions specified in this AD are

intended to detect and correct such

cracking of the rear spar web, which

could permit fuel leakage into the

airflow multiplier, and could result in

an electrical short that could cause a

fire.

DATES: Effective December 29, 1997.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of December

29, 1997.

Comments for inclusion in the Rules

Docket must be received on or before

February 10, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 97–NM–

282–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

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 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.

FOR FURTHER INFORMATION CONTACT:

Walter Sippel, Aerospace Engineer,

Airframe Branch, ANM–120S, Seattle

Aircraft Certification Office, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2774;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: The FAA

has received reports indicating that fuel

leakage of the wing center section has

occurred on several Boeing Model 727

series airplanes due to cracking of the

rear spar web of the wing center section.

The cracking initiates on the forward

side of the spar and propagates through

the web at the upper machined land

radius between Left Body Buttock Line

(BBL) 40 and Right BBL 40. In two

instances, cracking was reported on

airplanes that had accumulated less

than 25,000 total flight cycles. In

another case, fuel leakage resulted in

fuel odors being emitted into the cabin

area. Investigation revealed that fuel

was leaking into the airflow multiplier.

Fuel leakage into the airflow multiplier

due to cracking of the rear spar web of

the wing center section, if not detected

and corrected, could result in an

electrical short that could cause a fire.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

Boeing Alert Service Bulletin 727–

57A0182, dated September 18, 1997.

This alert service bulletin describes

procedures for removing the access

panels of the wing center section to

perform repetitive visual inspections

using a borescope, or ultrasonic with

high frequency eddy current

inspections, to detect cracking of the

rear spar web or fuel leakage of the wing

center section, and repair, if necessary.

In addition, the alert service bulletin

describes procedures for modification of

the rear spar web of the wing center

section to prevent cracking of the rear

spar web, which eliminates the need for

the repetitive inspections the

modification involves stop drilling any