Federal Register / Vol. 65, No. 103 / Friday, May 26, 2000 / Rules and Regulations 34061

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) The actions shall be done in accordance

with Airbus All Operator Telex (AOT) 32–17,

Revision 01, dated November 6, 1997; Airbus

Service Bulletin A320–32–1187, dated June

17, 1998; or Airbus Service Bulletin A320–

32–1187, Revision 01, dated February 17,

1999.

(1) The incorporation by reference of

Airbus Service Bulletin A320–32–1187,

dated June 17, 1998, and Airbus Service

Bulletin A320–32–1187, Revision 01, dated

February 17, 1999, 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

Airbus All Operator Telex (AOT) 32–17,

Revision 01, dated November 6, 1997, was

approved previously by the Director of the

Federal Register as of August 12, 1998 (63 FR

36834, July 8, 1998).

(3) Copies may be obtained from Airbus

Industrie, 1 Rond Point Maurice Bellonte,

31707 Blagnac Cedex, France. 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.

Note 4: The subject of this AD is addressed

in French airworthiness directive 97–385–

112(B)R1, dated October 21, 1998.

(g) This amendment becomes effective on

June 30, 2000.

Issued in Renton, Washington, on May 16,

2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–12815 Filed 5–25–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–NM–88–AD; Amendment

39–11748; AD 2000–10–23]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747–100, –200, –300, 747SR, and

747SP Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Boeing Model 747–

100, –200, –300, 747SR, and 747SP

series airplanes, that currently requires

a one-time inspection to detect cracking

of the longeron splice fittings at stringer

11, on the left and right sides at body

station 2598, and replacement of any

cracked fitting with a new fitting. This

amendment reduces the compliance

time for accomplishment of the

currently required inspection and adds

a new requirement for repetitive

inspections. This amendment is

prompted by reports that fatigue

cracking was found on longeron splice

fittings. The actions specified by this

AD are intended to detect and correct

such fatigue cracking, which could

result in reduced controllability of the

horizontal stabilizer.

DATES: Effective June 30, 2000.

The incorporation by reference of

Boeing Alert Service Bulletin 747–

53A2410, Revision 2, including

Addendum, dated October 30, 1997, as

listed in the regulations, is approved by

the Director of the Federal Register as of

June 30, 2000.

The incorporation by reference of

Boeing Service Bulletin 747–53A2410,

Revision 3, including Addendum, dated

March 12, 1998, as listed in the

regulations, was approved previously by

the Director of the Federal Register as of

January 13, 1998 (62 FR 67550,

December 29 1997).

ADDRESSES: 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

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: Rick

Kawaguchi, Aerospace Engineer,

Airframe Branch, ANM–120S, FAA,

Transport Airplane Directorate, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–1153;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 97–26–21,

amendment 39–10264 (62 FR 67550,

December 29 1997), which is applicable

to certain Boeing Model 747–100, –200,

–300, 747SR, and 747SP series

airplanes, was published in the Federal

Register on February 22, 2000 (65 FR

8667). The action proposed to continue

to require a one-time inspection to

detect cracking of the longeron splice

fittings at stringer 11, on the left and

right sides at body station 2598, and

replacement of any cracked fitting with

a new fitting. The action also proposed

to reduce the compliance time for

accomplishment of the currently

required inspection and add a new

requirement for repetitive inspections.

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.

Conclusion

The FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

There are approximately 685

airplanes of the affected design in the

worldwide fleet. The FAA estimates that

99 airplanes of U.S. registry will be

affected by this AD.

The inspection that is currently

required by AD 97–26–21 takes

approximately 32 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour.

Based on these figures, the cost

impact of the currently required actions

on U.S. operators is estimated to be

$190,080, or $1,920 per airplane.

This AD requires the same inspection

currently required by AD 97–26–21 to

be accomplished repetitively. Therefore,

the cost impact of the requirements of

this AD on U.S. operators is estimated

to be $190,080, or $1,920 per airplane,

per inspection cycle.

The cost impact figures discussed

above are 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.

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

34062 Federal Register / Vol. 65, No. 103 / Friday, May 26, 2000 / Rules and Regulations

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

removing amendment 39–10264 (62 FR

67550, December 29 1997), and by

adding a new airworthiness directive

(AD), amendment 39–11748, to read as

follows:

2000–10–23 Boeing: Amendment 39–11748.

Docket 97-NM–88-AD. Supersedes AD

97–26–21, Amendment 39–10264.

Applicability: Model 747–100, 747–200,

747–300, 747SR, and 747SP series airplanes;

having line positions 201 through 886

inclusive; 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 detect and correct fatigue cracking of

the longeron splice fittings at stringer 11,

which could result in reduced controllability

of the horizontal stabilizer, accomplish the

following:

Initial Inspection

(a) Perform a one-time detailed visual

inspection to detect cracking of the longeron

fittings at stringer 11, on the left and right

sides at body station 2598, at the time

specified in paragraph (a)(1) or (a)(2) of this

AD, as applicable, in accordance with the

Accomplishment Instructions of Boeing Alert

Service Bulletin 747–53A2410, Revision 2,

dated October 30, 1997, including

Addendum; or Boeing Service Bulletin 747–

53A2410, Revision 3, dated March 12, 1998,

including Addendum. After the effective date

of this AD, only Revision 3 shall be used.

(1) For airplanes that have accumulated

fewer than 17,000 total flight cycles or 63,000

total flight hours as of the effective date of

this AD: Inspect at the later of the times

specified in paragraph (a)(1)(i) or (a)(1)(ii) of

this AD.

(i) Prior to the accumulation of 17,000 total

flight cycles or 63,000 total flight hours,

whichever occurs first.

(ii) Within 1,800 flight cycles or 7,000

flight hours after the effective date of this AD,

whichever occurs first.

(2) For airplanes that have accumulated

17,000 total flight cycles or more, or 63,000

total flight hours or more, as of the effective

date of this AD: Inspect at the earlier of the

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

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

(i) Prior to the accumulation of 22,000 total

flight cycles or 78,000 total flight hours,

whichever occurs first.

(ii) Within 1,800 flight cycles or 7,000

flight hours after the effective date of this AD,

whichever occurs first.

Note 2: Where there are differences

between the AD and the service bulletin, the

AD prevails.

Note 3: For the purposes of this AD, a

detailed visual inspection is defined as: ‘‘An

intensive visual examination of a specific

structural area, system, installation, or

assembly to detect damage, failure, or

irregularity. Available lighting is normally

supplemented with a direct source of good

lighting at intensity deemed appropriate by

the inspector. Inspection aids such as mirror,

magnifying lenses, etc., may be used. Surface

cleaning and elaborate access procedures

may be required.’’

Repetitive Inspections

(b) If no crack is found during the

inspection required by paragraph (a) of this

AD, repeat the inspection one time at the

later of the times specified in paragraphs

(b)(1) and (b)(2) of this AD, and thereafter at

intervals not to exceed 3,000 flight cycles or

18,000 flight hours, whichever occurs first.

(1) Within 3,000 flight cycles or 18,000

flight hours after accomplishment of the most

recent inspection, whichever occurs first.

(2) Within 1,800 flight cycles or 7,000

flight hours after the effective date of this AD,

whichever occurs first.

Replacement and Repetitive Inspections

(c) If any crack is found during any

inspection required by paragraph (a) or (b) of

this AD: Prior to further flight, replace the

cracked fitting with a new fitting, in

accordance with the Accomplishment

Instructions of Boeing Alert Service Bulletin

747–53A2410, Revision 2, dated October 30,

1997, including Addendum; or Boeing

Service Bulletin 747–53A2410, Revision 3,

dated March 12, 1998, including Addendum.

After the effective date of this AD, only

Revision 3 shall be used. Then, repeat the

inspection specified in paragraph (a) of this

AD at the later of the times specified in

paragraphs (c)(1) and (c)(2) of this AD, and

thereafter at intervals not to exceed 3,000

flight cycles or 18,000 flight hours,

whichever occurs first.

(1) Within 17,000 flight cycles or 63,000

flight hours after replacement, whichever

occurs first.

(2) Within 1,800 flight cycles or 7,000

flight hours after the effective date of this AD,

whichever occurs first.

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 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) The actions shall be done in accordance

with Boeing Alert Service Bulletin 747–

53A2410, Revision 2, including Addendum,

dated October 30, 1997; or Boeing Service

Bulletin 747– 53A2410, Revision 3, including

Addendum, dated March 12, 1998.

(1) The incorporation by reference of

Boeing Service Bulletin 747–53A2410,

Revision 3, including Addendum, dated

March 12, 1998, 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 747–53A2410,

Revision 2, including Addendum, dated

October 30, 1997, was approved previously

by the Director of the Federal Register as of

January 13, 1998 (62 FR 67550, December 29

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.

(g) This amendment becomes effective on

June 30, 2000.

Federal Register / Vol. 65, No. 103 / Friday, May 26, 2000 / Rules and Regulations 34063

Issued in Renton, Washington, on May 18,

2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–13086 Filed 5–25–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–111–AD; Amendment

39–11745; AD 2000–10–21]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 737 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 737

series airplanes. This action requires a

one-time general visual inspection of

the seat locks and seat tracks of the

flightcrew seats to ensure that the seats

lock in position and to verify that lock

nuts and bolts of adequate length are

installed on the rear tracklock bracket,

and corrective action, if necessary. This

action is necessary to prevent

uncommanded movement of the

flightcrew seats during acceleration and

take-off of the airplane, which could

result in reduced controllability of the

airplane. This action is intended to

address the identified unsafe condition.

DATES: Effective June 12, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 12,

2000.

Comments for inclusion in the Rules

Docket must be received on or before

July 25, 2000.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000–NM–

111–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9 a.m. and 3 p.m.,

Monday through Friday, except Federal

holidays. Comments may be submitted

via fax to (425) 227–1232. Comments

may also be sent via the Internet using

the following address: 9–anm–

iarcomment@faa.gov. Comments sent

via fax or the Internet must contain

‘‘Docket No. 2000–NM–111–AD’’ in the

subject line and need not be submitted

in triplicate.

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:

Keith Ladderud, Aerospace Engineer,

Airframe Branch, ANM–120S, FAA,

Seattle Aircraft Certification Office,

1601 Lind Avenue, SW., Renton,

Washington; telephone (425) 227–2780;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: The FAA

has received reports indicating

instances of the pilot seat sliding to the

aft-most position during acceleration

and take-off on certain Boeing Model

737 series airplanes. Investigation

revealed that the screws attaching the

rear tracklock bracket to the seat track

had broken, allowing excessive lateral

movement and disengagement of the

locking pin from the floor-mounted seat

track. A disengaged locking pin can

cause misalignment of the seat tracks.

Such misalignment of the seat tracks, if

not corrected, could result in

uncommanded movement of the

flightcrew seats during acceleration and

take-off of the airplane, which could

result in reduced controllability of the

airplane.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

Boeing Alert Service Bulletin 737–

25A1363, dated November 5, 1998,

which describes procedures for a onetime general visual inspection of the

seat locks and seat tracks of the

flightcrew seats to ensure that the seats

lock in position and to verify that lock

nuts and bolts of adequate length are

installed on the rear tracklock bracket.

If lock nuts and bolts of adequate length

are not installed on the rear tracklock

bracket, the service bulletin describes

installation of lock nuts and bolts of

adequate length on the tracklock

bracket, and re-alignment of the seat

tracks. Accomplishment of the actions

specified in the alert service bulletin is

intended to adequately address the

identified unsafe condition.

Explanation of the Requirements of the

Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other Boeing Model 737

series airplanes of the same type design,

this AD is being issued to prevent

uncommanded movement of the

flightcrew seats during acceleration and

take-off of the airplane, and consequent

reduced controllability of the airplane.

This AD requires a one-time general

visual inspection of the seat locks and

seat tracks of the flightcrew seats to

ensure that the seats lock in position

and to verify that lock nuts and bolts of

adequate length are installed on the rear

tracklock bracket, and corrective action,

if necessary. The actions are required to

be accomplished in accordance with the

alert service bulletin described

previously, except as discussed below.

Difference Between Alert Service

Bulletin and This AD

Operators should note that, although

the alert service bulletin recommends

accomplishment of the actions as soon

as manpower and materials are

available, the FAA has determined that

a 90-day compliance time would

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 actions. In light of all of these

factors, the FAA finds a 90-day

compliance time for completion of the

actions to be warranted, in that it

represents an appropriate interval of

time allowable for affected airplanes to

continue to operate without

compromising safety.

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