34928 Federal Register / Vol. 65, No. 106 / Thursday, June 1, 2000 / Rules and Regulations

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

adding the following new airworthiness

directive:

2000–11–03 Dassault Aviation:

Amendment 39–11751. Docket 2000–

NM–109–AD.

Applicability: All Model Falcon 2000,

Mystere-Falcon 900, Falcon 900EX, Fan Jet

Falcon, Mystere-Falcon 50, Mystere-Falcon

20, and Mystere-Falcon 200 series airplanes;

certificated in any category.

Compliance: Required as indicated, unless

accomplished previously.

To provide the flight crew with speed

limitations, which are intended to mitigate

severe pitch ocillations in the event of failure

indications of the pitch feel system,

accomplish the following:

Airplane Flight Manual (AFM) Revision

(a) Within 7 days after the effective date of

this AD, revise the Limitations Section and

Abnormal Procedures Section of the FAAapproved AFM, in accordance with

paragraph (a)(1), (a)(2), (a)(3), (a)(4), (a)(5),

(a)(6), (a)(7), or (a)(8), as applicable, of this

AD.

(1) For Model Fan Jet Falcon series

airplanes: Insert Dassault Aviation

Temporary Revision 19, DTM589/590/591/

592, Temporary Revision 19, DTM592, and

Dassault Aviation Temporary Revision 11,

DTM918, each dated October 27, 1999, into

the AFM.

(2) For Model Mystere-Falcon 20 series

airplanes: Insert Dassault Aviation

Temporary Change 20, DTM30528, dated

October 27, 1999, into the AFM.

(3) For Model Mystere-Falcon 200 series

airplanes: Insert Dassault Aviation

Temporary Change 29, DTM308A, dated

October 27, 1999, into the AFM.

(4) For Model Mystere-Falcon 50 series

airplanes: Insert Dassault Aviation

Temporary Change 50, DTM813, dated

October 27, 1999, into the AFM.

(5) For Model Mystere-Falcon 50EX series

airplanes: Insert Dassault Aviation

Temporary Change 49, FM813EX, dated

October 27, 1999, into the AFM.

(6) For Model Mystere-Falcon 900 series

airplanes: Insert Dassault Aviation

Temporary Change 80, DTM20103, and

Temporary Change 4, FM900C, each dated

October 27, 1999, into the AFM.

(7) For Model Falcon 900EX series

airplanes: Insert Dassault Aviation

Temporary Change 46, DTM561, dated

October 27, 1999, into the AFM.

(8) For Model Falcon 2000 series airplanes:

Insert the following statement into the AFM.

This may also be accomplished by inserting

a copy of this AD into the AFM.

‘‘If the PITCH FEEL warning light is on,

reduce the airspeed to 260 KIAS or MI

0.76 max.’’

Note 1: When the Temporary Changes and

Temporary Revisions specified in paragraph

(a) of this AD have been incorporated into the

general revisions of the AFM, the general

revisions may be inserted into the AFM,

provided that the information contained in

the general revisions is identical to that

specified in the Temporary Changes and

Temporary Revisions.

Alternative Methods of Compliance

(b) 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,

International Branch, ANM–116, FAA,

Transport Airplane Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Operations

Inspector, who may add comments and then

send it to the Manager, International Branch,

ANM–116.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

Special Flight Permits

(c) 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

(d) Except as provided by paragraph (a)(8)

of this AD, the Airplane Flight Manual

revisions shall be done in accordance with

Dassault Aviation Temporary Revision 19,

DTM589/590/591/592, dated October 27,

1999; Dassault Aviation Temporary Revision

19, DTM592, dated October 27, 1999;

Dassault Aviation Temporary Revision 11,

DTM918, dated October 27, 1999; Dassault

Aviation Temporary Change 20, DTM30528,

dated October 27, 1999; Dassault Aviation

Temporary Change 29, DTM308A, dated

October 27, 1999; Dassault Aviation

Temporary Change 50, DTM813, dated

October 27, 1999; Dassault Aviation

Temporary Change 49, FM813EX, dated

October 27, 1999; Dassault Aviation

Temporary Change 80, DTM20103, dated

October 27, 1999; Dassault Aviation

Temporary Change 4, FM900C, dated October

27, 1999; and Dassault Aviation Temporary

Change 46, DTM561, dated October 27, 1999;

as applicable. 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 Dassault Falcon Jet, P.O. Box

2000, South Hackensack, New Jersey 07606.

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 3: The subject of this AD is addressed

in French airworthiness directives 1999–

464–029(B), dated November 17, 1999, as

revised by Erratum, dated December 15,

1999; and 1999–467–026(B), dated November

17, 1999, as revised by Erratum, dated

December 15, 1999.

(e) This amendment becomes effective on

June 16, 2000.

Issued in Renton, Washington, on May 22,

2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–13330 Filed 5–31–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–316–AD; Amendment

39–11754; AD 2000–11–06]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 767 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to all Boeing Model 767

series airplanes. This AD requires

repetitive inspections to detect

discrepancies of the wiring and

surrounding Teflon sleeves of the fuel

tank boost pumps and override/jettison

pumps; replacement of the sleeves with

new sleeves, for certain airplanes; and

repair or replacement of the wiring and

sleeves with new parts, as necessary.

Federal Register / Vol. 65, No. 106 / Thursday, June 1, 2000 / Rules and Regulations 34929

This amendment is prompted by reports

of chafing of Teflon sleeves that

surround and protect electrical wires

inside conduits installed in the fuel

tanks. The actions specified by this AD

are intended to ensure adequate

protection to the fuel pump wire

insulation. Such chafing of the wire

insulation could eventually result in

exposure of electrical conductor, permit

arcing from the wire to the conduit, and

create a potential for a fuel tank fire or

explosion.

DATES: Effective July 6, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 6, 2000.

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:

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: 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 Boeing Model

767 series airplanes was published in

the Federal Register on November 15,

1999 (64 FR 61798). That action

proposed to require repetitive

inspections to detect discrepancies of

the wiring and surrounding Teflon

sleeves of the fuel tank boost pumps and

override/jettison pumps; replacement of

the sleeves with new sleeves, for certain

airplanes; and repair or replacement of

the wiring and sleeves with new parts,

as necessary.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Support for the Proposal

Two commenters support the

proposed rule.

Credit for Inspections Accomplished

Previously

One commenter requests that the FAA

revise the proposed rule to clarify that

airplanes inspected prior to the effective

date of this AD in accordance with

Boeing Service Bulletin 767–28A0053,

Revision 1, dated April 1, 1999, do not

have to be inspected again until 60,000

flight hours or 30,000 flight cycles after

the last inspection, whichever occurs

first. The commenter states that there is

no mechanism in the notice of proposed

rulemaking (NPRM) to provide credit for

inspections accomplished previously.

The FAA concurs with the intent of

the commenter’s request. Airplanes that

have been inspected prior to the

effective date of this AD in accordance

with the referenced service bulletin

should be inspected next according to

the repetitive interval (60,000 flight

hours or 30,000 flight cycles after the

most recent inspection, whichever

occurs first) specified in this AD.

However, credit for applicable actions

accomplished prior to the effective date

of an AD is always provided by means

of the statement in the body of the AD,

‘‘Compliance: Required as indicated,

unless accomplished previously.’’

Therefore, no change to the final rule is

necessary in this regard.

Revise Reporting Requirement

One commenter requests that the FAA

revise paragraph (e) of the proposed rule

to eliminate the requirement to include,

in any report of positive inspection

findings, ‘‘a statement indicating

whether any wire has ever been

removed and inspected during

maintenance, along with the date (if

known) of any such inspection.’’ The

commenter states that it would be

‘‘virtually impossible’’ to meet this

requirement, and only a review of

maintenance records would show if a

wire was inspected. Further, the

commenter states that, because

operators are only required to retain

maintenance records for one year, a

review of maintenance records would

only show whether such an inspection

was completed within the past year.

The FAA concurs with the

commenter’s request to revise the

reporting requirement of this AD. As the

commenter states, a review of

maintenance records would be the most

effective method for determining if

wiring of the fuel tank boost pumps had

previously been removed and inspected.

The FAA also acknowledges that an

operator may not have maintenance

records extending back for more than

one year for its airplanes. Therefore, the

subject statement in paragraph (e) of this

AD has been revised to specify that the

report of positive inspection findings

should include, ‘‘a statement indicating,

if known, whether any wire has ever

been removed and inspected during

maintenance, along with the date (if

known) of any such inspection.’’

However, the FAA expects that any

available maintenance records will be

thoroughly reviewed to determine if

boost pump wiring has been removed

and inspected previously.

Correct Typographical Error

One commenter requests that the

proposed rule be revised to correct a

typographical error. The commenter

points out that ‘‘NOTE 1’’ of the NPRM

refers to paragraph (e), but should refer

to paragraph (f). The FAA concurs with

the commenter’s request, and ‘‘NOTE 1’’

of this final rule has been revised

accordingly.

Consider Actions Accomplished in

Accordance With AD 98–10–10

One commenter requests that the

proposed rule be revised to exclude

Model 767 series airplanes on which

wiring and Teflon sleeving were

replaced in accordance with the

requirements of AD 98–10–10,

amendment 39–10522 (63 FR 26063,

July 13, 1998), provided that lacing ties

were not installed on the outside of the

sleeving (except at sleeve ends). The

commenter points out that AD 98–10–10

requires a one-time visual inspection to

confirm installation of Teflon sleeves

over the electrical wires to the fuel tank

boost pumps installed inside conduits

in the main and center wing tanks of

certain Boeing Model 767 series

airplanes. The commenter states that it

accomplished the inspection required

by that AD on its entire fleet of Model

767 series airplanes and installed new

wiring and Teflon sleeving through the

conduits to the boost pumps in all

locations. The commenter notes that it

detected no damage during examination

of the removed wiring.

The FAA partially concurs with the

commenter’s request. The FAA concurs

with the commenter’s summary of the

requirements of AD 98–10–10 with

respect to Model 767 series airplanes.

However, this AD requires actions that

differ from those required by AD 98–10–

10. While AD 98–10–10 confirms the

installation of the Teflon sleeves and

requires additional inspections to detect

chafing of wiring on airplanes on which

Teflon sleeves are found to be missing,

this AD requires inspection of the

Teflon sleeves over the fuel pump wires

to detect and correct damage or

installation discrepancies. Therefore,

the FAA finds that it would be

34930 Federal Register / Vol. 65, No. 106 / Thursday, June 1, 2000 / Rules and Regulations

inappropriate to reference AD 98–10–10

in establishing compliance with this

AD. However, as provided in paragraph

(f) of this AD, the commenter may

request approval of actions

accomplished in accordance with the

requirements of AD 98–10–10 as an

alternative method of compliance for

the actions required by this AD. No

change to the final rule is necessary in

this regard.

Extend Inspection Compliance Time for

Certain Airplanes

One commenter requests that the FAA

revise the proposed rule to extend the

initial compliance threshold for the

inspection of Model 767 series airplanes

having line numbers 721 and

subsequent. The commenter states that

the intent of Boeing Service Bulletin

767–28A0053, Revision 1 (which was

referenced in the proposed rule as the

appropriate source of service

information for the proposed actions),

has been incorporated during

production on airplanes having line

numbers 721 and subsequent, and any

discrepancies (e.g., splices, cuts, splits,

holes, worn areas, and lacing ties

installed on the outside) of the Teflon

sleeves surrounding the wiring of the

fuel boost pumps and override/jettison

pumps have been corrected.

The FAA concurs with the intent of

the commenter’s request. However, the

manufacturer has been unable to verify

that all of the actions recommended in

Boeing Service Bulletin 767–28A0053,

Revision 1, were accomplished during

production on Model 767 series

airplanes having line numbers 721 and

higher. The FAA finds that it would be

inappropriate to delay the issuance of

this AD for identification of the line

numbers on which the intent of the

service bulletin was accomplished

during production. However, as

provided in paragraph (f) of this AD,

once the correct line numbers have been

identified, the commenter may request

approval of actions accomplished

during production as an alternative

method of compliance for the actions

required by this AD. No change to the

final rule is necessary in this regard.

Revise Discussion Section Language

One commenter, the manufacturer,

requests that the proposed rule be

revised to remove the word

‘‘significant’’ from the following

sentence in the ‘‘Discussion’’ section of

the NPRM: ‘‘The inspections revealed

significant chafing through the Teflon

sleeves that enclose wire bundles inside

the conduits located in the fuel tanks.’’

The commenter states that it has

reviewed inspection results received

from operators of Boeing Model 767

series airplanes, and the results show

that no chafing through both layers of

the Teflon sleeves or of the wiring

inside the Teflon sleeves has been

found.

The FAA does not concur with the

commenter’s request to not refer to the

degree of chafing as ‘‘significant.’’ As

stated previously, the FAA has issued

AD 98–10–10, which requires a onetime visual inspection to confirm

installation of Teflon sleeves over the

electrical wires to the boost pumps

installed inside conduits in the main

and center wing tanks of certain Boeing

Model 767 series airplanes. A review of

the data from inspections accomplished

in accordance with that AD revealed

three instances of chafing through both

layers of Teflon sleeves. Therefore, the

FAA does consider chafing through the

Teflon sleeves to be significant.

However, the section of the proposal to

which the commenter refers is not

restated in this final rule; thus, no

change to the final rule is necessary in

this regard.

Credit for Inspections Accomplished

Using Validation Service Bulletin

One commenter requests that the FAA

revise paragraph (a) of the proposed rule

to specify a compliance time of 36

months after the effective date of this

AD for airplanes inspected previously in

accordance with Boeing Service Bulletin

767–28A0053 ‘‘Preliminary.’’ The

commenter states that the FAA should

not require airplanes on which the

proposed actions were accomplished in

accordance with the preliminary service

bulletin to be inspected again within 18

months after the effective date of this

AD. The commenter asserts that Teflon

sleeves inspected previously will not be

worn within 18 months.

The FAA concludes that the

‘‘preliminary’’ service bulletin to which

the commenter refers is the validation

copy of Boeing Alert Service Bulletin

767–28A0053, dated May 21, 1998. The

FAA does not concur with the

commenter’s request to provide credit

for inspections accomplished in

accordance with the validation copy of

the service bulletin. The FAA finds that

the validation copy did not provide

instructions for inspecting or replacing

the Teflon sleeves. Also, because the

validation copy of the service bulletin

was effective for only a small number of

airplanes, the FAA finds that it would

be inappropriate to complicate this AD

by including specific instructions for

airplanes inspected in accordance with

that issue of the service bulletin.

However, as provided in paragraph (f) of

this AD, the commenter may request

approval of inspections accomplished in

accordance with the validation copy of

the service bulletin as an alternative

method of compliance with this AD. No

change to the final rule is necessary in

this regard.

Exempt Airplanes With Deactivated

Center Fuel Tank

One commenter requests that the FAA

revise the proposed rule to state that

airplanes on which the center fuel tank

is deactivated are not subject to the

inspections specified in the proposed

AD. The commenter states that it

operates several Boeing Model 767

series airplanes on which the center fuel

tank has been deactivated in accordance

with certain Boeing service bulletins.

The commenter states that the airplanes

are configured with the override/jettison

pumps’ motor winding circuits opened

at the P36 and P37 panels, and, with no

power available to these wires, the

possibility of arcing is eliminated. The

commenter also requests that, if the

FAA does not revise the proposed rule

to exempt airplanes with the center fuel

tank deactivated, paragraph (d) of the

proposed rule be revised to state that, if

the center fuel tank is deactivated, the

test of the override fuel pumps must be

accomplished prior to reactivation of

the center fuel tank (rather than prior to

further flight).

The FAA does not concur with the

commenter’s request to revise this AD to

accommodate airplanes on which the

center fuel tank is deactivated. The FAA

acknowledges that it may not be

necessary for operators to perform

initial or repetitive inspections of the

override/jettison fuel pump wiring on

airplanes with deactivated center fuel

tanks. However, as stated in NOTE 1 of

the proposed rule (as well as the final

rule), for airplanes that have been

modified, altered, or repaired so that the

performance of the requirements of the

proposed rule is affected, the operator

must request approval for an alternative

method of compliance in accordance

with paragraph (f) of this AD. No change

to the final rule is necessary in this

regard.

Explanation of Change in Service

Bulletin Reference

In the NPRM, the FAA referred to

Boeing Service Bulletin 767–28A0053,

Revision 1, as an ‘‘alert’’ service

bulletin. However, while the original

issue of the service bulletin was

considered an ‘‘alert’’ service bulletin,

Revision 1 is not. Therefore, this final

rule has been revised to remove the

word ‘‘alert’’ from the service bulletin

references throughout the AD.

Federal Register / Vol. 65, No. 106 / Thursday, June 1, 2000 / Rules and Regulations 34931

Conclusion

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule with the changes

described previously. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

Cost Impact

There are approximately 716

airplanes of the affected design in the

worldwide fleet. The FAA estimates that

253 airplanes of U.S. registry will be

affected by this AD. It will take

approximately 5 work hours per

airplane (for airplanes with jettison

pumps) or 3 work hours per airplane

(for airplanes without jettison pumps) to

accomplish the required inspection/

replacement, at an average labor rate of

$60 per work hour. Parts, if required,

will cost $336 for the sleeve

replacement required by this AD. Based

on these figures, the cost impact of this

AD on U.S. operators is estimated to be

$636 or $516 per airplane, if required to

accomplish the replacement action; and

$300 or $180 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

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:

2000–11–06 Boeing: Amendment 39–11754.

Docket 98–NM–316–AD.

Applicability: All Model 767 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 (f) 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 exposure of electrical

conductor, which could permit arcing from

the wire to the conduit and create a potential

for a fuel tank fire or explosion, accomplish

the following:

Inspections

(a) Perform a detailed visual inspection to

detect discrepancies—including the presence

of splices, cuts, splits, holes, worn areas, and

lacing ties installed on the outside of the

sleeves (except at the sleeve ends)—of the

Teflon sleeves surrounding the wiring of the

fuel tank boost pumps and override/jettison

pumps, at the earlier of the times specified

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

accordance with Boeing Service Bulletin

767–28A0053, Revision 1, dated April 1,

1999. Repeat the inspection thereafter at

intervals not to exceed 60,000 flight hours or

30,000 flight cycles, whichever occurs first.

(1) Prior to the accumulation of 50,000

total flight hours, or within 90 days after the

effective date of this AD, whichever occurs

later.

(2) Within 18 months after the effective

date of this AD.

Note 2: 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.’’

Corrective Actions

(b) If any discrepancy is detected during

any inspection required by paragraph (a) of

this AD: Prior to further flight, remove the

Teflon sleeves and perform a detailed visual

inspection to detect damage of the wiring, in

accordance with paragraph D. of the

Accomplishment Instructions of Boeing

Service Bulletin 767–28A0053, Revision 1,

dated April 1, 1999.

(1) If no damage to the wiring is detected,

prior to further flight, install new Teflon

sleeves in accordance with the service

bulletin.

(2) If any damage to the wiring is detected,

prior to further flight, accomplish the

requirements of paragraph (c) of this AD.

(c) If any damage to the wiring is detected

during any inspection required by paragraph

(b) of this AD: Prior to further flight, perform

a detailed visual inspection to determine if

the wiring damage was caused by arcing, in

accordance with paragraph D. of the

Accomplishment Instructions of Boeing

Service Bulletin 767–28A0053, Revision 1,

dated April 1, 1999.

(1) If the wire damage was not caused by

arcing: Prior to further flight, repair any

damaged wires or replace the wires with new

or serviceable wires, as applicable, and

install new Teflon sleeves; in accordance

with the service bulletin.

(2) If any damage caused by arcing is

found: Prior to further flight, perform an

inspection for signs of fuel inside the conduit

or on the wires, in accordance with the

service bulletin.

(i) If no sign of fuel is found, accomplish

the actions specified by paragraphs

(c)(2)(i)(A), (c)(2)(i)(B), (c)(2)(i)(C), and

(c)(2)(i)(D) of this AD.

(A) Prior to further flight, repair the wires

or replace the wires with new or serviceable

wires, as applicable, in accordance with the

service bulletin.

(B) Prior to further flight, install new

Teflon sleeves, in accordance with the

service bulletin.

(C) Repeat the inspection for signs of fuel

inside the conduit thereafter at intervals not

to exceed 500 flight hours, until the

requirements of paragraph (c)(2)(i)(D) of this

AD have been accomplished. If any fuel is

found inside the conduit during any

inspection required by this paragraph, prior

to further flight, replace the conduit with a

new or serviceable conduit in accordance

with the service bulletin. Thereafter, repeat

the inspection specified in paragraph (a) of

34932 Federal Register / Vol. 65, No. 106 / Thursday, June 1, 2000 / Rules and Regulations

this AD at intervals not to exceed 60,000

flight hours or 30,000 flight cycles,

whichever occurs first.

(D) Within 6,000 flight hours or 18 months

after the initial fuel inspection specified by

paragraph (c)(2) of this AD, whichever occurs

first, replace the conduit with a new or

serviceable conduit, in accordance with the

service bulletin. Such conduit replacement

constitutes terminating action for the

repetitive fuel inspections required by

paragraph (c)(2)(i)(C) of this AD.

(ii) If any fuel is found in the conduit or

on any wire: Prior to further flight, replace

the conduit with a new or serviceable

conduit, replace damaged wires with new or

serviceable wires, and install new Teflon

sleeves; in accordance with the service

bulletin. Thereafter, repeat the inspection

specified in paragraph (a) of this AD at

intervals not to exceed 60,000 flight hours or

30,000 flight cycles, whichever occurs first.

Pump Retest

(d) For any wire bundle removed and

reinstalled during any inspection required by

this AD: Prior to further flight after such

reinstallation, retest the fuel pump in

accordance with paragraph G., H., I., or J., as

applicable, of the Accomplishment

Instructions, of Boeing Service Bulletin 767–

28A0053, Revision 1, dated April 1, 1999.

Reporting Requirement

(e) Submit a report of positive inspection

findings (findings of discrepancies only),

along with any damaged wiring and sleeves,

to the Seattle Manufacturing Inspection

District Office (MIDO), 2500 East Valley

Road, Suite C–2, Renton, Washington 98055–

4056; fax (425) 227–1159; at the applicable

time specified in paragraph (e)(1) or (e)(2) of

this AD. The report must include the airplane

serial number; the number of total flight

hours and flight cycles on the airplane; the

location of the electrical cable on the

airplane; and a statement indicating, if

known, whether any wire has ever been

removed and inspected during maintenance,

along with the date (if known) of any such

inspection. 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) For airplanes on which the initial

inspection required by paragraph (a) of this

AD is accomplished after the effective date of

this AD: Submit the report within 10 days

after performing the initial inspection.

(2) For airplanes on which the initial

inspection required by paragraph (a) of this

AD has been accomplished prior to the

effective date of this AD: Submit the report

for the initial inspection within 10 days after

the effective date of this AD.

Alternative Methods of Compliance

(f) 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

(g) 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

(h) The actions shall be done in accordance

with Boeing Service Bulletin 767–28A0053,

Revision 1, dated April 1, 1999. 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.

Effective Date

(i) This amendment becomes effective on

July 6, 2000.

Issued in Renton, Washington, on May 23,

2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–13449 Filed 5–31–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NM–30–AD; Amendment

39–11755; AD 2000–11–07]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747–200, –300, and –400 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–

200, –300, and –400 series airplanes,

that currently requires repetitive high

frequency eddy current (HFEC)

inspections to detect cracking of the

front spar web of the center section of

the wing, and repair, if necessary. This

amendment requires that the existing

inspection be accomplished at a

reduced threshold, and adds a

requirement that the existing HFEC

inspection be accomplished on repaired

areas. This amendment is prompted by

reports of cracking in repaired areas of

the front spar web and cracking of the

front spar web on an airplane that had

accumulated fewer flight cycles than the

inspection threshold of the existing AD.

The actions specified by this AD are

intended to prevent the leakage of fuel

into the forward cargo bay, as a result

of fatigue cracking in the front spar web,

which could result in a potential fire

hazard.

DATES: Effective July 6, 2000.

The incorporation by reference of

Boeing Service Bulletin 747–57A2298,

Revision 2, dated October 2, 1997, and

Boeing Alert Service Bulletin 747–

57A2298, Revision 3, dated January 7,

1999, as listed in the regulations, is

approved by the Director of the Federal

Register as of July 6, 2000.

The incorporation by reference of

Boeing Alert Service Bulletin 747–

57A2298, Revision 1, dated September

12, 1996, as listed in the regulations,

was approved previously by the Director

of the Federal Register as of April 2,

1997 (62 FR 8613, February 26, 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:

Tamara Anderson, Aerospace Engineer,

Airframe Branch, ANM–120S, FAA,

Seattle Aircraft Certification Office,

1601 Lind Avenue, SW., Renton,

Washington; telephone (425) 227–2771;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 97–05–01,

amendment 39–9945 (62 FR 8613,

February 26, 1997), which is applicable

to certain Boeing Model 747–200, –300,

and –400 series airplanes, was

published in the Federal Register on

December 21, 1999 (64 FR 71336). The

action proposed to require that the

repetitive high frequency eddy current

(HFEC) inspections to detect cracking of

the front spar web of the center section

of the wing required by the existing AD

be accomplished at a reduced threshold.

The action also proposed to require that