This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents. Prices of

new books are listed in the first FEDERAL

REGISTER issue of each week.

Rules and Regulations Federal Register

25829

Vol. 65, No. 87

Thursday, May 4, 2000

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–93–AD; Amendment

39–11711; AD 2000–09–03]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747–400 Series Airplanes

Equipped With General Electric CF6–

80C2 Series Engines

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–

400 series airplanes, that currently

requires various inspections and

functional tests to detect discrepancies

of the thrust reverser control and

indication system, and correction of any

discrepancy found. This amendment

adds an appendix and revises certain

actions in the existing AD. This

amendment is prompted by a report

indicating that completion of the cone

brake test of the center drive unit is

ineffective for certain airplanes. 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 in the thrust reverser control

system that can result in inadvertent

deployment of a thrust reverser during

flight.

DATES: Effective May 19, 2000.

The incorporation by reference of

certain publications, as listed in the

regulations, was previously approved by

the Director of the Federal Register as of

March 13, 2000 (65 FR 5742, February

7, 2000).

Comments for inclusion in the Rules

Docket must be received on or before

July 3, 2000.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000–NM–

93–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:

Holly Thorson, Aerospace Engineer,

Propulsion Branch, ANM–140S, FAA,

Transport Airplane Directorate, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–1357;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: On

January 28, 2000, the FAA issued AD

2000–02–33, amendment 39–11551 (65

FR 5742, February 7, 2000), applicable

to certain Boeing Model 747–400 series

airplanes, to require various inspections

and functional tests to detect

discrepancies of the thrust reverser

control and indication system, and

correction of any discrepancy found.

That action was prompted by reports

indicating that several center drive units

(CDU) were returned to the

manufacturer of the CDU’s because of

low holding torque of the CDU cone

brake. The actions required by that AD

are intended to ensure the integrity of

the fail safe features of the thrust

reverser system by preventing possible

failure modes in the thrust reverser

control system that can result in

inadvertent deployment of a thrust

reverser during flight.

Actions Since Issuance of Previous Rule

Since the issuance of AD 2000–02–33,

the FAA has received information

indicating the following:

• Completion of the functional test of

the CDU cone brake as referenced in the

existing AD is ineffective for Model

747–400 series airplanes having a third

locking system installed on the thrust

reversers. The test for those airplanes

requires an additional step to unlock the

electro-mechanical brake prior to

accomplishment of the functional test of

the cone brake of the center drive unit.

This step was omitted from the

functional test described in the service

bulletins and referenced in paragraph

(a) of the existing AD. Therefore,

Appendix 1 (including Figure 1) has

been added to this AD to provide

accurate instructions for airplanes that

have a third locking system installed.

Paragraph (a) of this AD has been

revised to reference Appendix 1

(including Figure 1) as the appropriate

source of service information for those

airplanes.

• The grace period of 650 flight hours

to accomplish the functional test of the

cone brake of the CDU is expected to

expire for most airplanes by May or June

2000. For airplanes that have been

modified to incorporate the third

locking system, this would allow

accomplishment of an invalid test with

potentially misleading results. The valid

functional test as described in Appendix

1 (including Figure 1) of this AD

imposes no additional burden.

• The previously approved

alternative methods of compliance

(AMOC) as referenced in paragraph

(d)(2) of the existing AD should not

have been included in the final rule.

The notice of proposed rulemaking was

issued as a supersedure, but the final

rule was issued as a separate rulemaking

action that addressed only those

airplanes equipped with General

Electric CF6–80C2 series engines;

therefore, the AMOC’s previously

approved in accordance with AD 94–

15–05, amendment 39–8976 (59 FR

37655, July 25, 1994), and specified in

paragraph (d)(2) of the existing AD, are

not applicable. Paragraph (d)(2) of the

existing AD has been revised

accordingly.

• Paragraph (a) of the existing AD

states, ‘‘Within 1,000 hours time-inservice after the most recent test of the

CDU cone brake performed in

accordance with paragraph (b)(1) of AD

94–15–05; or within 650 hours time-inservice after the effective date of this

AD, whichever occurs first * * *’’ The

manufacturer has submitted

documentation showing similar

requirements are contained in paragraph

(a) of AD 2000–02–20, amendment 39–

11551, which is applicable to Model 767

series airplanes, and which gives the

25830 Federal Register / Vol. 65, No. 87 / Thursday, May 4, 2000 / Rules and Regulations

operator a longer compliance time. In

that AD, the grace period for the

compliance time reads, ‘‘* * * or

within 650 hours time-in-service after

the effective date of this AD, whichever

occurs later * * *’’ Therefore, in light

of the information received, the FAA

has revised paragraph (a) of this AD

accordingly.

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

2000–02–33 to continue to require

various inspections and functional tests

to detect discrepancies of the thrust

reverser control and indication system,

and correction of any discrepancy

found. This AD also adds an appendix

and revises certain actions in the

existing AD.

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 2000–NM–93–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.

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 39–11551 (65 FR

5742, February 7, 2000), and by adding

a new airworthiness directive (AD),

amendment 39–11711, to read as

follows:

2000–09–03 Boeing: Amendment 39–11711.

Docket 2000–NM–93–AD. Supersedes

AD 2000–02–33, Amendment 39–11551.

Applicability: Model 747–400 series

airplanes equipped with General Electric

(GE) CF6–80C2 series 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 ensure the integrity of the fail safe

features of the thrust reverser system by

preventing possible failure modes in the

thrust reverser control system that can result

in inadvertent deployment of a thrust

reverser during flight, accomplish the

following:

Repetitive Functional Tests

(a) Within 1,000 hours time-in-service after

the most recent test of the center drive unit

(CDU) cone brake as specified in paragraph

(b)(1) of AD 94–15–05, amendment 39–8976;

or within 650 hours time-in-service after the

effective date of this AD; whichever occurs

later: Perform a functional test to detect

discrepancies of the CDU cone brake on each

thrust reverser as specified in paragraph

(a)(1) or (a)(2) of this AD, as applicable.

(1) For Model 747–400 series airplanes

equipped with thrust reversers that have

NOT been modified in accordance with

Boeing Service Bulletin 747–78–2151 or a

production equivalent: Perform the test in

accordance with Boeing Service Bulletin

747–78A2166, Revision 1, dated October 9,

1997; or the applicable section of paragraph

III.A. of the Accomplishment Instructions of

Boeing Service Bulletin 747–78A2113,

Revision 2, dated June 8, 1995, or Revision

3, dated September 11, 1997. Repeat the test

thereafter at intervals not to exceed 650 hours

time-in-service.

(2) For Model 747–400 series airplanes

equipped with thrust reversers that HAVE

been modified in accordance with Boeing

Service Bulletin 747–78–2151 or a

production equivalent: Perform the test in

accordance with Appendix 1 (including

Figure 1) of this AD. Repeat the test thereafter

at intervals not to exceed 1,000 hours timein-service.

Note 2: Accomplishment of the CDU cone

brake test during production in accordance

with Production Revision Record (PRR)

80452–102 prior to the effective date of this

AD is considered acceptable for compliance

Federal Register / Vol. 65, No. 87 / Thursday, May 4, 2000 / Rules and Regulations 25831

with the initial test required by paragraph (a)

of this AD.

Note 3: Model 747–400 series airplanes,

line numbers 1061 and subsequent, equipped

with GE CF6–80C2 engines, had a third

locking system installed during production

in accordance with Production Revision

Record (PRR) 80452–102, and were not

modified in accordance with Boeing Service

Bulletin 747–78–2151 (which is a retrofit

action for airplanes having line numbers 700

through 1060 inclusive).

Terminating Action

(b) Accomplishment of the functional test

of the CDU cone brake, as specified in

paragraph (a) of this AD, constitutes

terminating action for the repetitive tests of

the CDU cone brake required by paragraph

(b)(1) of AD 94–15–05.

Corrective Action

(c) If any functional test required by

paragraph (a) of this AD cannot be

successfully performed as specified in the

referenced service bulletin, or if any

discrepancy is detected during any

functional test required by paragraph (a) of

this AD, accomplish either paragraph (c)(1)

or (c)(2) of this AD.

(1) Prior to further flight, repair in

accordance with Boeing Service Bulletin

747–78A2166, Revision 1, dated October 9,

1997; or Boeing Service Bulletin 747–

78A2113, Revision 2, dated June 8, 1995, or

Revision 3, dated September 11, 1997.

Or,

(2) The airplane may be operated in

accordance with the provisions and

limitations specified in the operator’s FAAapproved MEL, provided that no more than

one thrust reverser on the airplane is

inoperative.

Alternative Methods of Compliance

(d)(1) 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.

(2) Alternative methods of compliance

approved previously in accordance with AD

2000–02–33, Amendment 39–11551, are

considered to be approved as alternative

methods of compliance with this AD.

Note 4: 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 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.

Incorporation by Reference

(f) Except as provided by paragraphs (a)(2)

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

done in accordance with Boeing Service

Bulletin 747–78A2166, Revision 1, dated

October 9, 1997; Boeing Service Bulletin

747–78A2113, Revision 2, dated June 8,

1995; and Boeing Service Bulletin 747–

78A2113, Revision 3, dated September 11,

1997. This incorporation by reference was

previously approved by the Director of the

Federal Register as of March 13, 2000 (65 FR

5742, February 7, 2000). 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

May 19, 2000.

Appendix 1.—Thrust Reverser CDU

Cone Brake Test

1. This procedure contains steps to do a

check of the holding torque of the CDU cone

brake.

2. CDU cone brake check (Figure 1):

A. Prepare to do the check:

(1) Open the fan cowl panels.

(2) Pull up on the manual release handle

to unlock the electro-mechanical brake.

(3) Pull the manual brake release lever on

the CDU to release the cone brake.

Note: This will release the pre-load tension

that may occur during a stow cycle.

(4) Return the manual brake release lever

to the locked position to engage the cone

brake.

(5) Remove the two bolts that hold the

lockout plate to the CDU and remove the

lockout plate.

(6) Install a 1⁄4-inch drive and a dial-type

torque wrench into the CDU drive pad.

CAUTION: DO NOT USE MORE THAN

100 POUND-INCHES OF TORQUE WHEN

YOU DO THIS CHECK. EXCESSIVE

TORQUE WILL DAMAGE THE CDU.

(7) Turn the torque wrench to try to

manually extend the translating cowl until

you get at least 15 pound-inches.

Note: The cone brake prevents movement

in the extend direction only. If you try to

measure the holding torque in the retract

direction, you will get a false reading.

(8) If the torque is less than 15 poundinches, you must replace the CDU.

(9) Reinstall the lockout plate.

B. Return the airplane to its usual

condition:

(1) Fully retract the thrust reverser (unless

already accomplished).

(2) Pull down on the manual release

handle on the electro-mechanical brake until

the handle fully engages the retaining clip

(unless already accomplished).

Note: This will lock the electro-mechanical

brake.

(3) Close the fan cowl panels.

25832 Federal Register / Vol. 65, No. 87 / Thursday, May 4, 2000 / Rules and Regulations

Federal Register / Vol. 65, No. 87 / Thursday, May 4, 2000 / Rules and Regulations 25833

Issued in Renton, Washington, on April 26,

2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–11060 Filed 5–3–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–94–AD; Amendment

39–11712; AD 2000–09–04]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 767 Series Airplanes Equipped

with General Electric Model CF6–80C2

Series Engines

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 767

series airplanes, that currently requires

tests, inspections, and adjustments of

the thrust reverser system. That AD also

requires installation of a terminating

modification, and repetitive follow-on

actions. This amendment revises certain

actions in the existing AD. This

amendment is prompted by a report

indicating that certain instructions

referenced in the existing AD for

accomplishment of the cone brake test

of the center drive unit are not accurate

for certain airplanes. 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 in the

thrust reverser control system that can

result in inadvertent deployment of a

thrust reverser during flight.

DATES: Effective May 19, 2000.

The incorporation by reference of

Boeing Service Bulletin 767–78A0081,

Revision 1, dated October 9, 1997, was

previously approved by the Director of

the Federal Register, as of March 9, 2000

(65 FR 5229, February 3, 2000).

The incorporation by reference of

Boeing Service Bulletin 767–78–0047,

Revision 3, dated July 28, 1994; and

Boeing Service Bulletin 767–78–0063,

Revision 2, dated April 28, 1994; was

previously approved by the Director of

the Federal Register, as of August 18,

1995 (60 FR 36976, July 19, 1995).

Comments for inclusion in the Rules

Docket must be received on or before

July 3, 2000.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000–NM–

94–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:

Holly Thorson, Aerospace Engineer,

Propulsion Branch, ANM–140S, FAA,

Transport Airplane Directorate, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–1357;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: On

January 24, 2000, the FAA issued AD

2000–02–20, amendment 39–11538 (65

FR 5229, February 3, 2000), applicable

to certain Boeing Model 767 series

airplanes, to require tests, inspections,

and adjustments of the thrust reverser

system. That action also requires

installation of a terminating

modification, and repetitive follow-on

actions. That action was prompted by

reports indicating that several center

drive units (CDU’s) of the thrust reverser

system were returned to the

manufacturer of the CDU’s because of

low holding torque of the CDU cone

brake. The actions required by that AD

are intended to ensure the integrity of

the fail safe features of the thrust

reverser system by preventing possible

failure modes in the thrust reverser

control system that can result in

inadvertent deployment of a thrust

reverser during flight.

Actions Since Issuance of Previous Rule

Since the issuance of AD 2000–02–20,

the FAA has received information

indicating that the functional test that is

described in Boeing Service Bulletin

767–78A0081, Revision 1, is not

applicable to Model 767 series airplanes

having a third locking system installed

on the thrust reversers. For those

airplanes, an additional step is

necessary in order to unlock the electromechanical brake, prior to

accomplishment of the functional test,

as described in Appendix 1 (including

Figure 1) of the existing AD. If the test

is performed on airplanes with the third

locking system installed, in accordance

with the service bulletin, the system

will always pass the test, even if the

cone brake has failed. Paragraph (d) of

the existing AD does not specifically list

which airplanes are required to do the

functional test of the cone brake of the

CDU, in accordance with Boeing Service

Bulletin 767–78A0081, Revision 1; and

which are required to do the test in

accordance with Appendix 1 (including

Figure 1) of the AD. Therefore,

paragraph (d) of this AD has been

revised to separate the service

information requirements for accurate

accomplishment of the functional test.

In addition, the grace period of 650

flight hours to accomplish the

functional test of the cone brake of the

CDU is expected to expire for most

airplanes by May or June 2000. For

airplanes that have been modified to

incorporate the third locking system,

this would allow accomplishment of an

invalid test with potentially misleading

results. The valid functional test as

described in Appendix 1 (including

Figure 1) of this AD imposes no

additional burden.

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

2000–02–20 to continue to require tests,

inspections, and adjustments of the

thrust reverser system. The AD also

continues to require installation of a

terminating modification, and repetitive

follow-on actions. In addition, this AD

revises certain actions in the existing

AD.

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