5222 Federal Register / Vol. 65, No. 23 / Thursday, February 3, 2000 / Rules and Regulations

Done in Washington, DC, this 28th day of

January 2000.

Bobby R. Acord,

Acting Administrator, Animal and Plant

Health Inspector Service.

[FR Doc. 00–2380 Filed 2–2–00; 8:45 am]

BILLING CODE 3410–34–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NM–76–AD; Amendment

39–11540; AD 2000–02–22]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747–400 Series Airplanes

Equipped with Rolls-Royce RB211–

524G/H and RB211–524G–T/H–T

Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Boeing Model 747–

400 series airplanes. This action

requires installation of a modification of

the thrust reverser control and

indication system and wiring on each

engine; and repetitive operational

checks of that installation to detect

discrepancies, and repair, if necessary.

This amendment is prompted by the

results of a safety review, which

revealed that in-flight deployment of a

thrust reverser could result in a

significant reduction in airplane

controllability. The actions specified in

this AD are intended to ensure the

integrity of the fail-safe features of the

thrust reverser system by preventing

possible failure modes, which could

result in inadvertent deployment of a

thrust reverser during flight, and

consequent reduced controllability of

the airplane.

DATES: Effective February 18, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of February

18, 2000.

Comments for inclusion in the Rules

Docket must be received on or before

April 3, 2000.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 99–NM–

76–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 (206) 227–2681;

fax (206) 227–1181.

SUPPLEMENTARY INFORMATION: On May

26, 1991, a Boeing Model 767–300ER

series airplane was involved in an

accident as a result of an uncommanded

in-flight deployment of a thrust reverser.

Following that accident, a study was

conducted to evaluate the potential

effects of an uncommanded thrust

reverser deployment throughout the

flight regime of the Boeing Model 747

series airplane. The study included a reevaluation of the thrust reverser control

system fault analysis and airplane

controllability. The results of the

evaluation indicated that, in the event of

thrust reverser deployment during highspeed climb using high engine power,

these airplanes also could experience

control problems. This condition, if not

corrected, could result in possible

failure modes in the thrust reverser

control system, inadvertent deployment

of a thrust reverser during flight, and

consequent reduced controllability of

the airplane.

The FAA has prioritized the issuance

of AD’s for corrective actions for the

thrust reverser system on Boeing

airplane models following the 1991

accident. Based on service experience,

analyses, and flight simulator studies, it

was determined that an in-flight

deployment of a thrust reverser has

more effect on controllability of twinengine airplane models than of Model

747 series airplanes, which have four

engines. For this reason, the highest

priority was given to rulemaking that

required corrective actions for the twinengine airplane models. AD’s correcting

the same type of unsafe condition

addressed by this AD have been

previously issued for specific airplanes

within the Boeing Model 737, 757 and

767 series.

Service experience has shown that inflight thrust reverser deployments have

occurred on Model 747 airplanes during

certain flight conditions with no

significant airplane controllability

problems being reported. However, the

manufacturer has been unable to

establish that acceptable airplane

controllability would be achieved

following these deployments throughout

the operating envelope of the airplane.

Additionally, safety analyses performed

by the manufacturer and reviewed by

the FAA have been unable to establish

that the risks for uncommanded thrust

reverser deployment during critical

flight conditions are acceptably low.

Other Relevant Rulemaking

This AD is related to AD 94–15–05,

amendment 39–8976 (59 FR 37655, July

25, 1994), which is applicable to all

Boeing Model 747–400 series airplanes,

and requires various inspections and

tests of the thrust reverser control and

indication system, and correction of any

discrepancy found. Accomplishment of

the actions required by this AD would

terminate certain inspections and tests

required by AD 94–15–05.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

the following Boeing Service Bulletins:

• 747–45–2016, Revision 1, dated

May 2, 1996, and 747–45–2007, dated

March 29, 1990, which describe

procedures for modifications to the

central maintenance computer system

hardware and software.

• 747–73–2052, Revision 1, dated

April 23, 1992, which describes

procedures for modification of the fuel

temperature indicating system. This

service bulletin references Rolls-Royce

Service Bulletin RB.211–71–9043, dated

May 4, 1990, which describes additional

procedures for modification of the fuel

temperature indicating system.

Accomplishment of Boeing Service

Bulletin 747–73–2052, Revision 1,

requires prior or concurrent

accomplishment of Boeing Service

Bulletin 747–45–2007; and Rolls-Royce

Service Bulletin RB.211–71–9043.

• 747–31–2246, dated May 2, 1996,

which describes procedures for

modifications of the integrated display

system software.

• 747–78–2157, Revision 2, dated

November 26, 1997, and 747–78–2121,

dated October 29, 1992, which describe

procedures for the installation of

provisional wiring for an additional

thrust reverser locking device. These

service bulletins reference the Boeing

Standard Wiring Practices Manual,

which describes wire installation and

separation procedures.

• 747–78–2158, Revision 2, dated

July 29, 1999, which describes

Federal Register / Vol. 65, No. 23 / Thursday, February 3, 2000 / Rules and Regulations 5223

procedures for installation of an

additional locking system on the thrust

reversers. This service bulletin

references the following Rolls-Royce

Service Bulletins:

—RB.211–71–9600, Revision 8, dated

May 24, 1996; and RB.211–71–9608,

Revision 3, dated April 18, 1997, which

describe procedures for the installation

of provisions on the engines to

accommodate the installation of an

additional thrust reverser locking

gearbox; and

—RB.211–78–9601, Revision 5, dated

February 20, 1998, which describes

additional procedures for installation of

an additional locking system on the

thrust reversers; and

—RB.211–78–B207, dated November

19, 1994, which describes procedures

for installation of a thrust reverser

translating cowl assembly seal support.

—Accomplishment of Boeing Service

Bulletin 747–78–2158 requires prior or

concurrent accomplishment of the

following service bulletins:

1. Boeing Service Bulletin 747–45–

2052, Revision 1;

2. Boeing Service Bulletin 747–78–

2121;

3. Boeing Service Bulletin 747–45–

2016, Revision 1;

4. Boeing Service Bulletin 747–31–

2246;

5. Boeing Service Bulletin 747–78–

2157, Revision 2;

6. Rolls-Royce Service Bulletin

RB.211–71–9600, Revision 8; and

7. Rolls-Royce Service Bulletin

RB.211–71–9608, Revision 3.

In addition, this service bulletin

requires concurrent accomplishment of

Rolls-Royce Service Bulletins RB.211–

78–9601, and RB.211–78–B207.

The modification procedures

described by Boeing Service Bulletin

747–78–2158 were previously validated

by the manufacturer, and the necessary

changes have been incorporated into the

latest revisions of the service bulletins.

The FAA has determined that the

procedures specified in Boeing Service

Bulletin 747–78–2158, Revision 1, and

Revision 2, as well as the other service

bulletins referenced in this AD, have

been effectively validated; therefore the

FAA requires that this modification be

accomplished. Several airplanes have

been successfully modified in

accordance with the service bulletins,

and this past experience should

minimize the likelihood for subsequent

service bulletin revisions, requests for

alternative methods of compliance, and

superseding AD’s.

Accomplishment of the actions

described in all service bulletins listed

previously would eliminate the need for

certain repetitive inspections and tests.

Explanation of Requirements of the

Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of the same

type design, this AD is being issued to

prevent possible failure modes that can

result in inadvertent deployment of a

thrust reverser during flight and

consequent reduced controllability of

the airplane. This AD requires

installation of a modification of the

thrust reverser control and indication

system and wiring on each engine; and

repetitive operational checks of that

installation to detect discrepancies, and

repair, if necessary. The actions are

required to be accomplished in

accordance with the service bulletins

described previously, except as

discussed below.

Repetitive operational checks to

detect discrepancies of the gearbox

locks and the air motor brake are

required to be accomplished in

accordance with procedure included in

Appendix 1 (including Figure 1) of this

AD. Correction of any discrepancy

detected is required to be accomplished

in accordance with the procedures

described in the Boeing 747 Airplane

Maintenance Manual.

Differences Between Service Bulletin

and This AD

Operators should note that, although

Boeing Service Bulletin 747–78–2158,

Revision 2, does not recommend a

specific compliance time for

accomplishment of the additional

system lock installation, the FAA has

determined that an unspecified

compliance time would not address the

identified unsafe condition in a timely

manner. In developing an appropriate

compliance time for this AD, the FAA

considered not only the manufacturer’s

recommendation, but the degree of

urgency associated with addressing the

subject unsafe condition, the average

utilization of the affected fleet, and the

time necessary to perform the

installation. In light of all of these

factors, the FAA finds a 36-month

compliance time for completing the

required actions to be warranted, in that

it represents an appropriate interval of

time allowable for affected airplanes to

continue to operate without

compromising safety.

Operators also should note that,

although the service bulletin does not

specify operational checks of the

actuation system lock installation

following accomplishment of that

installation, the FAA has determined

that repetitive operational checks of the

additional system lock on each thrust

reverser will support continued

operational safety of thrust reversers

with actuation system locks.

Cost Impact

None of the Model 747 series

airplanes affected by this action are on

the U.S. Register. All airplanes included

in the applicability of this rule currently

are operated by non-U.S. operators

under foreign registry; therefore, they

are not directly affected by this AD

action. However, the FAA considers that

this rule is necessary to ensure that the

unsafe condition is addressed in the

event that any of these subject airplanes

are imported and placed on the U.S.

Register in the future.

Should an affected airplane be

imported and placed on the U.S.

Register in the future, it would require

approximately 397 work hours to

accomplish the required modifications,

at an average labor rate of $60 per work

hour. Required parts would be provided

by the manufacturer at no cost to the

operators. Based on these figures, the

cost impact of the modifications

required by this AD would be $23,820

per airplane.

It would require approximately 185

work hours to accomplish the required

installation of the locking gearbox, at an

average labor rate of $60 per work hour.

Required parts would be provided by

the manufacturer at no cost to the

operators. Based on these figures, the

cost impact of the installation of the

locking gearbox required by this AD

would be $11,000 per airplane.

It would require approximately 2

work hours to accomplish the required

operational check, at an average labor

rate of $60 per work hour. Based on

these figures, the cost impact of the

operational check required by this AD

would be $120 per airplane, per check.

Determination of Rule’s Effective Date

Since this AD action does not affect

any airplane that is currently on the

U.S. register, it has no adverse economic

impact and imposes no additional

burden on any person. Therefore, prior

notice and public procedures hereon are

unnecessary and the amendment may be

made effective in less than 30 days after

publication in the Federal Register.

Comments Invited

Although this action is in the form of

a final rule and was not preceded by

notice and 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

5224 Federal Register / Vol. 65, No. 23 / Thursday, February 3, 2000 / Rules and Regulations

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 99–NM–76–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Regulatory Impact

The regulations adopted herein will

not have a substantial direct effect on

the States, on the relationship between

the national Government and the States,

or on the distribution of power and

responsibilities among the various

levels of government. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

For the reasons discussed above, I

certify that this action (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3)

will not have a significant economic

impact, positive or negative, on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the Rules

Docket at the location provided under

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (14 CFR

part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

2000–02–22 Boeing: Amendment 39–11540.

Docket 99–NM–76–AD.

Applicability: Model 747–400 series

airplanes equipped with Rolls-Royce RB211–

524G/H engines, and RB211–524G–T/H–T

engines; 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 (d) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent inadvertent deployment of a

thrust reverser during flight and consequent

reduced controllability of the airplane,

accomplish the following:

Modifications

(a) Accomplish the requirements of

paragraphs (a)(1), (a)(2), and (a)(3) of this AD

at the times specified in those paragraphs.

Accomplishment of these actions, or

installation of an additional locking system

during production in accordance with

production equivalent PRR 81000–39,

constitutes terminating action for the

inspections and tests required by paragraph

(c) of AD 94–15–05, amendment 39–8976.

(1) Within 36 months after the effective

date of this AD: Install an additional locking

system on each engine thrust reverser in

accordance with the Accomplishment

Instructions of Boeing Service Bulletin 747–

78–2158, Revision 2, dated July 29, 1999.

Note 2: Modifications accomplished prior

to the effective date of this AD in accordance

with Boeing Service Bulletin 747–78–2158,

Revision 1, dated January 22, 1998; are

considered acceptable for compliance with

the applicable action specified in this

amendment.

(2) Concurrent with the installation

required by paragraph (a)(1) of this AD,

accomplish the requirements of paragraphs

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

(i) Accomplish the additional procedures

for installation of an additional locking

system on each engine thrust reverser in

accordance with Rolls-Royce Service Bulletin

RB.211–78–9601, Revision 5, dated February

20, 1998.

(ii) Install a thrust reverser translating cowl

assembly seal support in accordance with

Rolls-Royce Service Bulletin RB.211–78-

B207, dated November 19, 1994.

(3) Prior to or concurrent with the

installation required by paragraph (a)(1) of

this AD, accomplish the requirements of

paragraphs (a)(3)(i), (a)(3)(ii), (a)(3)(iii), and

(a)(3)(iv) of this AD:

(i) Modify the fuel temperature indicating

system in accordance with Boeing Service

Bulletin 747–73–2052, Revision 1, dated

April 23, 1992; and Rolls-Royce Service

Bulletin RB.211–71–9043, dated May 4, 1990.

Prior to or concurrent with accomplishment

of Boeing Service Bulletin 747–73–2052,

Revision 1: Modify the central maintenance

computer system (CMCS) hardware and

software in accordance with Boeing Service

Bulletin 747–45–2007, dated March 29, 1990;

and Boeing Service Bulletin 747–45–2016,

Revision 1, dated May 2, 1996.

(ii) Install the provisional wiring for the

locking system on the thrust reversers in

accordance with Boeing Service Bulletin

747–78–2121, dated October 29, 1992; and

747–78–2157, Revision 2, dated November

26, 1997.

(iii) Modify the integrated display system

(IDS) software in accordance with Boeing

Service Bulletin 747–31–2246, dated May 2,

1996.

(iv) Install engine provisions to

accommodate the installation of an

additional locking system on each engine

thrust reverser in accordance with RollsRoyce Service Bulletin RB.211–71–9600,

Revision 8, dated May 24, 1996; and RB.211–

71–9608, Revision 3, dated April 18, 1997.

Repetitive Operational Checks

(b) Within 3,000 flight hours after

accomplishing the requirements of paragraph

(a) of this AD, or within 1,000 flight hours

after the effective date of this AD, whichever

occurs later: Perform operational checks of

the number 2 and number 3 gearbox locks

and of the air motor brake, in accordance

with the procedures described in Appendix

1 (including Figure 1) of this AD. Repeat the

operational checks thereafter at intervals not

to exceed 3,000 flight hours.

Corrective Actions

(c) If any operational check required by

paragraph (b) of this AD cannot be

successfully performed as specified in the

procedures described in Appendix 1

(including Figure 1) of this AD, or if any

discrepancy is detected during any

operational check, prior to further flight,

repair in accordance with the procedures

specified in the Boeing 747 Airplane

Maintenance Manual. Additionally, prior to

further flight, any failed operational check

required by paragraph (b) of this AD must be

Federal Register / Vol. 65, No. 23 / Thursday, February 3, 2000 / Rules and Regulations 5225

repeated and successfully accomplished.

Repeat the operational checks thereafter at

intervals not to exceed 3,000 flight hours.

Alternative Methods of Compliance

(d) 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

Aircraft Certification Office (ACO), FAA,

Transport Airplane Directorate. 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 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

Special Flight Permits

(e) Special flight permits may be issued in

accordance with §§ 21.197 and 21.199 of the

Federal Aviation Regulations (14 CFR 21.197

and 21.199) to operate the airplane to a

location where the requirements of this AD

can be accomplished.

Incorporation by Reference

(f) Except as provided by paragraphs (b),

(c)(1), and (c)(2) of this AD, the actions shall

be done in accordance with the applicable

service bulletins, which contain the specified

list of effective pages:

Service bulletin referenced and date Page No. shown on page

Revision

level shown

on page

Date shown on page

Boeing 747–78–2157, Revision 2, November 26, 1997 ............ 1–151 ....................................... 2 November 26, 1997.

Boeing 747–78–2158, Revision 2, July 29, 1999 ...................... 1–344 ....................................... 2 July 29, 1999.

Boeing 747–73–2052, Revision 1, April 23, 1992 ...................... 1, 3–5, 8, 10, 15–17 ................ 1 April 23, 1992.

2, 6–7, 9, 11–14, 18–41 .......... Original June 7, 1990.

Boeing 747–31–2246, May 2, 1996 ........................................... 1–12 ......................................... Original May 2, 1996.

Boeing 747–45–2016, Revision 1, May 2, 1996 ........................ 1–33 ......................................... 1 May 2, 1996.

Boeing 747–78–2121, October 29, 1992 ................................... 1–20 ......................................... Original October 29, 1992.

Boeing 747–45–2007, March 29, 1990 ...................................... 1–13 ......................................... Original March 29, 1990.

Rolls-Royce RB.211–78–9601, Revision 5, February 20, 1998 1–4 ........................................... 5 February 20, 1998.

5 ............................................... 2 October 20, 1995.

6–21 ......................................... Original August 7, 1992.

Supplement.

1–3 ........................................... 4 February 20, 1998.

Rolls-Royce RB.211–71–9600, Revision 8, May 24, 1996 ........ 1, 71–72, 72A .......................... 8 May 24, 1996.

2, 5–16, 18–32, 34–67, 73–77,

87–88.

2 February 26, 1993.

3 ............................................... 7 October 20, 1995.

4 ............................................... 6 March 31, 1995.

17, 33, 86 ................................ 4 February 11, 1994.

68–70, 78, 80–84 .................... Original August 7, 1992.

79, 85, 90–95 .......................... 3 December 17, 1993.

89 ............................................. 5 August 19, 1994.

Supplement.

1–5 ........................................... 3 March 31, 1995.

Rolls-Royce RB.211–78-B207, November 19, 1994 .................. 1–15 ......................................... Original November 19, 1994.

Supplement.

1 ............................................... Original November 19, 1994.

Rolls-Royce RB.211–71–9608, Revision 3, April 18, 1997 ....... 1, 5 ........................................... 3 April 18, 1997.

2–4, 6–18, 20–48 .................... Original August 7, 1992.

19 ............................................. 2 July 5, 1996.

Supplement.

1–3 ........................................... 2 April 18, 1997.

Rolls-Royce RB.211–71–9043, May 4, 1990 ............................. 1–18 ......................................... Original May 4, 1990.

Supplement.

1–2 ........................................... Original May 4, 1990.

This incorporation by reference was

approved by the Director of the Federal

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

and 1 CFR part 51. Copies may be obtained

from 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.

(g) This amendment becomes effective on

February 18, 2000.

Appendix 1

1. Gearbox Lock and Air Motor Brake Test

A. General

(1) To do the test of the gearbox locks and

air motor brake, you must do the steps that

follow:

(a) Do the deactivation procedure of the

thrust reverser system.

(b) Do the test of the air motor brake.

(c) Do the test of the gearbox locks.

(d) Do the activation procedure of the

thrust reverser system.

B. Equipment

(1) CP30784—INA Access Platform, RollsRoyce

(2) CP30769—Protection Pads, Rolls-Royce

(3) CP30785—Access Stools, Rolls-Royce

(4) UT1293/1—Load Tool, Rolls-Royce (2

required)

C. Procedure (Fig. 1).

WARNING: DO THE DEACTIVATION

PROCEDURE OF THE THRUST REVERSER

SYSTEM, WHICH MUST INCLUDE THE

INSTALLATION OF LOCK BARS (OR

BLOCKERS), TO PREVENT THE

ACCIDENTAL OPERATION OF THE

THRUST REVERSER. THE ACCIDENTAL

OPERATION OF THE THRUST REVERSER

COULD CAUSE INJURY TO PERSONS AND

DAMAGE TO EQUIPMENT.

(1) Do the deactivation procedure of the

thrust reverser in the forward thrust position

for ground maintenance.

(2) Use a 0.25 inch (6.4 mm) square drive

to turn the manual lock release screw to

release the No. 2 and No. 3 gearbox locks.

Note: It is not always easy to turn the

manual lock release screws. This is because

of a preload in the systems. To release the

preload, lightly turn the manual cycle and

lockout shafts in the stow direction.

(a) Make sure the lock indicators are

extended at gearboxes No. 2 and No. 3.

(3) Do a test of the air motor brake:

(a) IF YOU USE THE LOAD TOOLS;

Try to move the translating cowl in the

extend direction as follows:

5226 Federal Register / Vol. 65, No. 23 / Thursday, February 3, 2000 / Rules and Regulations

(1) Remove the lock bars that you installed

in the deactivation procedure.

(2) Install the load tools through the

cutouts and into the No. 2 and No.3

gearboxes.

(3) Attach the torque wrenches to the load

tools.

(4) Try to move the translating cowl in the

extend direction.

(b) IF YOU DO NOT USE THE LOAD

TOOLS;

Try to move the translating cowl in the

extend direction as follows:

(1) Remove the lock bars that you installed

in the deactivation procedure.

(2) Put the 0.25 inch (6.4 mm) square drive

extensions into the manual cycle and lockout

shaft at the No. 2 and No. 3 gearboxes.

(a) Attach the standard drive tools.

(3) Try to move the translating cowl in the

extend direction.

(c) If the translating cowl moves, replace

the air motor and shutoff valve.

(4) Do a test of the gear box locks:

Note: The steps that follow are for the No.

3 gearbox. Then, do these steps again for the

No. 2 gearbox.

(a) Install the lock bars in the manual cycle

and lockout shafts at the No. 2 and No. 3

gearboxes.

(b) Install the INA access platform in the

exhaust mixer duct.

(c) Install the protection pads and the

access stools.

(d) Release the air motor brake:

(1) Open the air motor access and pressure

relief panel.

(2) Pull the air motor brake release handle

forward and turn it counterclockwise to lock

the handle in its position.

(e) Turn the manual lock release screw

clockwise to engage the No. 3 gearbox lock.

(1) Make sure that the lock indicator is

retracted (under the surface) at gearbox No.

3.

(f) Make sure No. 2 gearbox lock is

released.

(1) Make sure the lock indicator is

extended at gearbox No. 2.

(g) IF YOU USE THE LOAD TOOLS; Do a

check of the lock dogs as follows:

(1) Remove the lock bars from the No. 2

and No. 3 gearboxes.

(2) Install the load tool through the cutout

and into the No. 3 gearbox.

(3) Attach the torque wrench to the load

tool.

CAUTION: DO NOT APPLY A TORQUE

LOAD OF MORE THAN 30 POUND-INCHES

(3.4 NEWTON-METERS) TO THE MANUAL

CYCLE AND LOCK OUT SHAFT. A LARGER

TORQUE LOAD CAN CAUSE DAMAGE TO

THE MECHANISM.

(4) Apply a torque counterclockwise

through the manual wind position of the No.

3 gearbox.

(a) If the translating cowl does not move,

the lock bar touched one of the two lock

dogs.

(b) If the translating cowl moved, lock the

thrust reverser until the No. 3 gearbox is

replaced.

(5) Turn the manual lock release screw

counterclockwise to release the gearbox lock.

(a) Make sure that the indication rod comes

out of the No. 3 gearbox.

(6) Turn the manual cycle and lockout

shaft counterclockwise a 1⁄4 of a turn.

(7) Turn the manual lock release screw

clockwise to engage the No. 3 gearbox lock.

(a) Make sure that the indication rod is

fully retracted (under the surface).

CAUTION: DO NOT APPLY A TORQUE

LOAD OF MORE THAN 30 POUND-INCHES

(3.4 NEWTON-METERS) TO THE MANUAL

CYCLE AND LOCKOUT SHAFT. A

GREATER TORQUE LOAD CAN CAUSE

DAMAGE TO THE MECHANISM.

(8) Apply a torque counterclockwise

through the manual wind position of the No.

3 gearbox.

(a) If the manual cycle and lockout shaft

can not be turned more than approximately

1⁄4 turn, the second lock dog is serviceable.

(b) If the manual cycle and lockout shaft

can be turned more than approximately 1⁄4

turn, the second lock dog is unserviceable.

Lock the thrust reverser until the No. 3

gearbox is replaced.

Note: The two lock dogs are found 1⁄2 turn

apart when you use the manual cycle and

lockout shaft. If necessary, do the check again

to make sure that the lock dogs are

serviceable.

(9) Do the procedure given above for the

No. 2 gearbox lock.

(h) IF YOU DO NOT USE THE LOAD

TOOLS; Do a check of the lock dogs as

follows:

(1) Remove the lock bars from the No. 2

and No. 3 gearboxes.

(2) Put the 0.25 inch (6.4 mm) square drive

extensions into the manual cycle and lockout

shaft at the No. 2 and No. 3 gearboxes.

(a) Attach the standard drive tools.

CAUTION: DO NOT APPLY A TORQUE

LOAD OR MORE THAN 30 POUND-INCHES

(3.4 NEWTOWN-METERS) TO THE

MANUAL CYCLE AND LOCKOUT SHAFT.

A LARGER TORQUE LOAD CAN CAUSE

DAMAGE TO THE MECHANISM.

(3) Apply a torque counterclockwise

through the manual wind position of the No.

3 gearbox.

(a) If the translating cowl does not move,

the lock bar touched one of the two lock

dogs.

(b) If the translating cowl moved, lock the

thrust reverser until the No. 3 gearbox is

replaced.

(4) Turn the manual lock release screw

counterclockwise to release the gearbox lock.

(a) Make sure that the indication rod comes

out of the No. 3 gearbox.

(5) Turn the manual cycle and lockout

shaft counterclockwise a 1⁄4 of a turn.

(6) Turn the manual lock release screw

clockwise to engage the No. 3 gearbox lock.

(a) Make sure that the indication rod is

fully retracted (under the surface).

CAUTION: DO NOT APPLY A TORQUE

LOAD OF MORE THAN 30 POUND-INCHES

(3.4 NEWTON-METERS) TO THE MANUAL

CYCLE AND LOCKOUT SHAFT. A

GREATER TORQUE LOAD CAN CAUSE

DAMAGE TO THE MECHANISM.

(7) Apply a torque counterclockwise

through the manual wind position of the No.

3 gearbox.

(a) If the manual cycle and lockout shaft

can not be turned more than approximately

1⁄4 turn, the second lock dog is serviceable.

(b) If the manual cycle and lockout shaft

can be turned more than approximately 1⁄4

turn, the second lock dog is unserviceable.

Lock the thrust reverser until the No. 3

gearbox is replaced.

Note: The two lock dogs are found 1⁄2 turn

apart when you use the manual cycle and

lockout shaft. If necessary, do the check again

to make sure that the lock dogs are

serviceable.

(8) Do the procedure given above for the

No. 2 gearbox lock.

(5) Install the lock bars in the manual cycle

and lockout shafts at the No. 2 and No. 3

gearboxes.

(6) Apply the air motor manual brake:

(a) Turn the air motor brake release handle

clockwise and then release.

(b) Close the air motor access and pressure

relief panel.

(7) Make sure the No. 2 and No. 3 gearbox

locks are released.

(a) Makes sure the lock indicator rods are

extended at the No.2 and No. 3 gearboxes.

(8) IF YOU USE THE LOAD TOOLS;

Try to move the translating cowl in the

extend direction as follows:

(a) Remove the lock bars from the No. 2

and No. 3 gearboxes.

(b) Install the load tools through the

cutouts and into the No. 2 and No. 3

gearboxes.

(c) Attach the torque wrenches to the load

tools.

(d) Try to move the translating cowl in the

extend direction.

(9) IF YOU DO NOT USE THE LOAD

TOOLS;

Try to move the translating cowl in the

extend direction as follows:

(a) Remove the lock bars from the No. 2

and No. 3 gearboxes.

(b) Put the 0.25 inch (6.4 mm) square drive

extension into the manual cycle and lockout

shaft at the No. 2 and No. 3 gearboxes.

(1) Attach the standard drive tools.

(c) Try to move the translating cowl in the

extend direction.

(10) If the translating cowl moves, do the

full test again.

(a) If the translating sleeve moves again,

lock the thrust reverser until you can replace

the two locking gearboxes and the air motor

and shutoff valve.

(11) Remove the access stools and

protection pads.

(12) Remove the INA access platform from

the exhaust mixer duct.

(13) Do the activation procedure of the

thrust reverser system.

(14) Do the functional test of the thrust

reverser system.

BILLING CODE 4910–13–P

Federal Register / Vol. 65, No. 23 / Thursday, February 3, 2000 / Rules and Regulations 5227

5228 Federal Register / Vol. 65, No. 23 / Thursday, February 3, 2000 / Rules and Regulations

Issued in Renton, Washington, on January

25, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–2089 Filed 2–2–00; 8:45 am]

BILLING CODE 4910–13–C

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NM–309–AD; Amendment

39–11539; AD 2000–02–21]

RIN 2120–AA64

Airworthiness Directives; British

Aerospace (Jetstream) Model 4101

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to all British Aerospace

(Jetstream) Model 4101 airplanes, that

requires manufacture and installation of

a placard on the left-hand instrument

panel in the cockpit to prohibit pushbacks of the airplane while the engines

are running. In lieu of accomplishing

the placard installation, this amendment

requires repetitive installation of a new

tow bracket sub-assembly that has the

serial number and date of installation

vibro etched on it. This amendment is

prompted by issuance of mandatory

continuing airworthiness information by

a foreign civil airworthiness authority.

The actions specified by this AD are

intended to prevent fatigue failure of the

towing bracket. Failure of the towing

bracket could cause a towing vehicle to

collide into the propeller while the

airplane engines are running, and

consequently, cause damage to the

airplane, and injure ground personnel,

flight crew, or passengers.

DATES: Effective March 9, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 9,

2000.

ADDRESSES: The service information

referenced in this AD may be obtained

from British Aerospace Regional

Aircraft American Support, 13850

Mclearen Road, Herndon, Virginia

20171. This information may be

examined at the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, Rules Docket,

1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the

Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Norman B. Martenson, Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2110;

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to all British

Aerospace (Jetstream) Model 4101

airplanes was published in the Federal

Register on November 24, 1999 (64 FR

66121). That action proposed to require

manufacture and installation of a

placard on the left-hand instrument

panel in the cockpit to prohibit pushbacks of the airplane while the engines

are running. In lieu of accomplishing

the placard installation, the action

proposed to require repetitive

installation of a new tow bracket subassembly that has the serial number and

date of installation vibro etched on it.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were submitted in response

to the proposal or the FAA’s

determination of the cost to the public.

Change Made to the Final Rule

Paragraph (b) of the final rule has

been changed to correct the citation of

Jetstream Service Bulletin J41–32–070,

Revision 1, dated September 14, 1999.

‘‘Revision 1’’ was inadvertently omitted

in the citation.

Conclusion

After careful review of the available

data, the FAA has determined that air

safety and the public interest require the

adoption of the rule with the change

described previously. The FAA has

determined that this change will neither

increase the economic burden on any

operator nor increase the scope of the

AD.

Cost Impact

The FAA estimates that 59 airplanes

of U.S. registry will be affected by this

AD.

It will take approximately 1 work

hour per airplane to accomplish the

required placard installation, at an

average labor rate of $60 per work hour.

Based on these figures, the cost impact

of the placard installation required by

this AD on U.S. operators is estimated

to be $3,540, or $60 per airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted.

Should an operator elect to

accomplish the optional action that is

provided by this AD action, it will take

approximately 2 work hours per

airplane to accomplish it, at an average

labor rate of $60 per work hour. The

cost of required parts will be

approximately $733 per airplane. Based

on these figures, the cost impact of the

optional action will be $853 per

airplane, per replacement cycle.

Regulatory Impact

The regulations adopted herein will

not have a substantial direct effect on

the States, on the relationship between

the national Government and the States,

or on the distribution of power and

responsibilities among the various

levels of government. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

For the reasons discussed above, I

certify that this action: (1) Is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3)

will not have a significant economic

impact, positive or negative, on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it may be obtained from the Rules

Docket at the location provided under

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (14 CFR

part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701.