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

Federal Register / Vol. 65, No. 106 / Thursday, June 1, 2000 / Rules and Regulations 34933

the HFEC inspection be accomplished

on repaired areas.

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

One commenter supports the

proposed rule.

Request To Reference Additional

Source of Service Information

One commenter requests that the FAA

revise paragraph (b) of the proposed rule

to allow the HFEC inspection described

in that paragraph to be accomplished in

accordance with Boeing Alert Service

Bulletin 747–57A2298, Revision 1,

dated September 12, 1996. [The

proposed rule references Boeing Service

Bulletin 747–57A2298, Revision 2,

dated October 2, 1997, and Revision 3,

dated January 7, 1999, as appropriate

sources of service information for

accomplishment of the actions required

by paragraph (b).] The commenter states

that the inspection method to detect

cracking of the forward side of the front

spar web in Revision 1 of the alert

service bulletin is identical to the

method described in Revisions 2 and 3.

The commenter also states that

operators who have accomplished the

HFEC inspection in accordance with

paragraph (a)(1) of AD 97–05–01 [which

is restated as paragraph (a)(1) of this

AD] should be given credit for

performing the inspection. To this end,

the commenter requests that the

compliance time of paragraph (b) of this

AD be revised from ‘‘Prior to

accumulation of 12,000 total landings,

or within 12 months after the effective

date of this AD, whichever occurs

later,’’ to incorporate an option for the

inspection to be accomplished ‘‘within

1,400 landings after the previous HFEC

inspection.’’

The FAA partially concurs with the

commenter’s request. Although the

inspection method is identical in

Revisions 1, 2, and 3 of the service

bulletin, as explained in the preamble of

the proposed rule, Revisions 2 and 3 of

the service bulletin describe an

inspection of the aft side of the front

spar web for areas where a repair is

located on the forward side. For this

reason, paragraph (b) of the proposed

rule requires inspection in accordance

with Revision 2 or 3 of the service

bulletin. However, because the

inspection is the same for airplanes

without repairs in the area of the

inspection, the FAA finds that

inspections accomplished prior to the

effective date of this AD in accordance

with Revision 1 of the alert service

bulletin are acceptable for compliance

with the initial inspection required by

paragraph (b) of this AD, provided that

the airplane does not have a repair

installed in the inspection area. A new

‘‘Note 2’’ has been added to this final

rule accordingly. However, the FAA has

determined that the accomplishment

instructions in Revisions 2 and 3 of the

service bulletin are clearer than those in

Revision 1 of the alert service bulletin;

therefore, inspections in accordance

with paragraph (b) of this AD

accomplished after the effective date of

this AD are required to be accomplished

in accordance with Revision 2 or 3 of

the service bulletin.

With regard to the commenter’s

request to revise the compliance time

for the actions required by paragraph (b)

of this AD, the FAA finds that no

change to the final rule is required

beyond the inclusion of the new ‘‘Note

2,’’ as described above. Credit is always

given for actions accomplished prior to

the effective date of an AD by means of

the phrase, ‘‘Compliance: Required as

indicated, unless accomplished

previously.’’

Request To Revise Cost Impact

Information

One commenter requests that the FAA

revise the estimated number of work

hours stated in the cost impact section

of the preamble of the proposed rule

from 8 work hours to 48 work hours per

airplane. The commenter points out that

the manufacturer estimates 48 work

hours per airplane in Boeing Alert

Service Bulletin 747–57A2298, Revision

3, dated January 7, 1999. The

commenter states that, based on its

experience, the proposed actions take

approximately 48 work hours.

The FAA does not concur with the

commenter’s request. The estimate of 48

work hours given in the service bulletin

includes time for gaining access and

closing up. The cost analysis in AD

rulemaking actions, however, typically

does not include incidental costs, such

as the time required to gain access and

close up, planning time, or time

necessitated by other administrative

actions. Because incidental costs may

vary significantly from operator to

operator, they are almost impossible to

calculate. The number of work hours

necessary to accomplish the required

actions, specified as 8 in the cost impact

information in the proposal and restated

below, represents the time necessary to

perform only the actions actually

required by this AD (that is, the

inspection). No change to the final rule

is necessary in this regard.

Request To Clarify ‘‘Terminating

Action’’ Statement in Paragraph (b)

One commenter, the airplane

manufacturer, states that one operator

was confused by the statement in

paragraph (b) of the proposed rule that,

‘‘Accomplishment of the HFEC

inspection constitutes terminating

action for the repetitive inspection

requirements of paragraph (a) of this

AD.’’ The operator was confused

because paragraph (a) of the proposed

rule specifies repetitive inspections at

intervals not to exceed 1,400 landings.

The operator found these statements

contradictory.

The commenter makes no specific

request for a change to the proposed

rule. The FAA infers that the operator

to whom the commenter refers does not

understand the meaning of ‘‘terminating

action.’’ Paragraph (a) of this AD states

that the inspection in that paragraph is

to be performed ‘‘at the time specified

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

* * * until accomplishment of the

requirements of paragraph (b) of this

AD.’’ As stated previously, paragraph (b)

of this AD states that ‘‘Accomplishment

of the HFEC inspection constitutes

terminating action for the repetitive

inspection requirements of paragraph (a)

of this AD.’’ Once the initial inspection

in accordance with paragraph (b) of this

Ad has been accomplished, the

repetitive inspections in paragraph (a) of

this Ad are no longer necessary and

need not be accomplished. The

repetitive inspections specified in

paragraph (b) of this AD must be

accomplished at intervals not to exceed

1,400 landings (as stated in that

paragraph). The FAA finds that no

further clarification is necessary, and no

change to the final rule is necessary in

this regard.

Request To Revise AD Referencing

Supplemental Structural Inspection

Items

One commenter requests that the FAA

revise AD 94–15–18, amendment 39–

8989 (59 FR 41233, August 11, 1994), to

exclude Supplemental Structural

Inspection Document (SSID) Items W–

3A and W–3B on SSID-candidate

airplanes that are included in the

effectivity listing of Boeing Service

Bulletin 747–57A2298. The commenter

states that the SSID inspections allow

detailed visual and surveillance

inspections of the front spar web at ‘‘D’’-

check intervals using sampling

methods. This AD requires HFEC

inspections of the front spar web at

intervals not to exceed 1,400 landings

34934 Federal Register / Vol. 65, No. 106 / Thursday, June 1, 2000 / Rules and Regulations

for all airplanes included in the

applicability of this AD.

The FAA does not concur with the

commenter’s request. The commenter’s

request is not relevant to this proposed

rule. In the future, should the FAA

consider further rulemaking to revise

AD 94–15–18, the issue raised by the

commenter would be appropriate to

address. No change to the final rule is

necessary in this regard.

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

previously described. 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 485 Model

747–200, –300, and –400 series

airplanes of the affected design in the

worldwide fleet. The FAA estimates that

105 airplanes of U.S. registry will be

affected by this AD.

The inspections that are currently

required by AD 97–05–01 and retained

in this AD, take approximately 8 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 $50,400, or

$480 per airplane, per inspection cycle.

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.

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

removing amendment 39–9945 (62 FR

8613, February 26, 1997), and by adding

a new airworthiness directive (AD),

amendment 39–11755, to read as

follows:

2000–11–07 Boeing: Amendment 39–11755.

Docket 99–NM–30–AD. Supersedes AD

97–05–01, Amendment 39–9945.

Applicability: Model 747–200, –300, and

–400 series airplanes; up to and including

line number 744; 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 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, accomplish

the following:

Restatement of Requirement of AD 97–05–01

Repetitive Inspections

(a) Perform a high frequency eddy current

(HFEC) inspection to detect cracking of the

front spar web of the center section of the

wing, in accordance with Boeing Alert

Service Bulletin 747–57A2298, Revision 1,

dated September 12, 1996; Boeing Service

Bulletin 747–57A2298, Revision 2, dated

October 2, 1997; or Boeing Alert Service

Bulletin 747–57A2298, Revision 3, dated

January 7, 1999; at the time specified in

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

applicable, until accomplishment of the

requirements of paragraph (b) of this AD.

(1) For airplanes that have accumulated

12,000 to 17,999 total landings as of April 2,

1997 (the effective date of AD 97–05–01,

amendment 39–9945): Perform the initial

inspection within 12 months after April 2,

1997, unless previously accomplished within

the last 12 months prior to April 2, 1997.

Perform this inspection again prior to the

accumulation of 18,000 total landings or

within 1,400 landings, whichever occurs

later; after accomplishing the initial

inspection, and thereafter at intervals not to

exceed 1,400 landings.

(2) For all other airplanes: Perform the

initial inspection prior to the accumulation

of 18,000 total landings or within 12 months

after April 2, 1997, whichever occurs later.

Repeat this inspection thereafter at intervals

not to exceed 1,400 landings.

New Requirements of This AD

Repetitive Inspections

(b) Prior to accumulation of 12,000 total

landings, or within 12 months after the

effective date of this AD, whichever occurs

later, perform an HFEC inspection to detect

cracking of the front spar web of the center

section of the wing, in accordance with

Boeing Service Bulletin 747–57A2298,

Revision 2, dated October 2, 1997; or Boeing

Alert Service Bulletin 747–57A2298,

Revision 3, dated January 7, 1999. Repeat the

HFEC inspection thereafter at intervals not to

exceed 1,400 landings. Accomplishment of

the HFEC inspection constitutes terminating

action for the repetitive inspection

requirements of paragraph (a) of this AD.

Note 2: Inspections accomplished prior to

the effective date of this AD in accordance

with Boeing Alert Service Bulletin 747–

57A2298, Revision 1, dated September 12,

1996, are acceptable for compliance with the

initial inspection required by paragraph (b) of

this AD, provided that the airplane does not

have a repair installed in the inspection area.

Repair

(c) If any cracking is detected during any

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

this AD, prior to further flight, confirm the

cracking with secondary procedures in

accordance with Boeing Service Bulletin

747–57A2298, Revision 2, dated October 2,

1997, or Boeing Alert Service Bulletin 747–

57A2298, Revision 3, dated January 7, 1999.

Thereafter repeat the HFEC inspection

required by paragraph (a) or (b) of this AD

at intervals not to exceed 1,400 landings.

(1) If any vertical crack is found that is less

than 10 inches in length and has not

extended in a diagonal direction, prior to

further flight, repair in accordance with the

service bulletin.

(2) If any vertical crack is found that is 10

inches or greater in length; or if any crack is

Federal Register / Vol. 65, No. 106 / Thursday, June 1, 2000 / Rules and Regulations 34935

found that has extended in a diagonal

direction (regardless of the length); or if any

crack is found that would affect an existing

repair, prior to further flight, repair in

accordance with a method approved by the

Manager, Seattle Aircraft Certification Office

(ACO), FAA, Transport Airplane Directorate;

or in accordance with data meeting the type

certification basis of the airplane approved

by a Boeing Designated Engineering

Representative who has been authorized by

the FAA to make such findings. For a repair

method to be approved by the Manager,

Seattle ACO, as required by this paragraph,

the approval letter must specifically

reference this AD.

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

ACO. Operators shall submit their requests

through an appropriate FAA Principal

Maintenance Inspector, who may add

comments and then send it to the Manager,

Seattle ACO.

Note 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 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 paragraph (c)(2)

of this AD, the actions shall be done in

accordance with Boeing Alert Service

Bulletin 747–57A2298, Revision 1, dated

September 12, 1996; Boeing Service Bulletin

747–57A2298, Revision 2, dated October 2,

1997; or Boeing Alert Service Bulletin 747–

57A2298, Revision 3, dated January 7, 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.

(1) 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; 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 747–57A2298,

Revision 1, dated September 12, 1996; was

approved previously by the Director of the

Federal Register as of April 2, 1997 (62 FR

8613, February 26, 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.

Effective Date

(g) 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. 00–13448 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–228–AD; Amendment

39–11756; AD 2000–11–08]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747 and 767 Series Airplanes

Powered by General Electric Model

CF6–80C2 Series Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Boeing Model 747

and 767 series airplanes, that currently

requires revising the FAA-approved

Airplane Flight Manual (AFM) to

prohibit the use of certain fuels; and

either replacing an existing placard with

a new placard, or replacing all dribble

flow fuel nozzles (DFFN) with standard

fuel nozzles, which terminates the

requirements for the new placard and

AFM revision. This amendment

continues these requirements and adds

identical requirements applicable to

airplanes on which standard fuel

nozzles are not installed. This

amendment is prompted by a report of

an engine flameout due to use of JP–4

or Jet B fuel during certification testing

on an engine with DFFN’s installed.

The actions specified by this AD are

intended to prevent such engine

flameouts and consequent engine

shutdown.

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.

The incorporation by reference of

certain other publications, as listed in

the regulations, was approved

previously by the Director of the Federal

Register as of May 1, 1998 (63 FR 18817,

April 16, 1998).

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:

Dionne M. Krebs, Aerospace Engineer,

Propulsion Branch, ANM–140S, FAA,

Transport Airplane Directorate, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2250;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 98–08–23,

amendment 39–10472 (63 FR 18817,

April 16, 1998), which is applicable to

certain Boeing Model 747 and 767 series

airplanes, was published in the Federal

Register on December 15, 1999 (64 FR

69964). The action proposed to continue

the requirements of AD 98–08–23 and

add identical requirements applicable to

airplanes on which standard fuel

nozzles are not installed.

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.

Request To Add New Part Number to

Table 1

Two commenters request that Table 1

of the proposed rule be revised to

include a certain General Electric (GE)

fuel flow nozzle. Table 1 of the

proposed rule lists GE fuel nozzles that

are acceptable for installation. The

commenters state that the GE fuel flow

nozzle having part number 9331M72P22

is a previously certified standard (i.e.,

non-dribble) fuel nozzle configuration

that should be included on this list. The

FAA concurs with the commenters’

request and has revised Table 1 of this

final rule accordingly.

Request To List Dribble Flow Fuel

Nozzle Part Numbers

One commenter requests that, in order

to preclude the need for future

rulemaking, the FAA revise the

proposed rule to list the part numbers

for the dribble flow fuel nozzles (DFFN),

rather than the acceptable part numbers,

in Table 1 of this AD or to reference the

GE service bulletin. The commenter

notes that the proposed rule references

acceptable GE fuel nozzle part numbers