Federal Register / Vol. 65, No. 191/ Monday, October 2, 2000/ Rules and Regulations 58641

39.13 (Amended]

2. Section 3fL13 is amended by

adding the following new (lirworthiness

directive:

2000-20-01 Turbomeca: i\mendment 39-

11912. Docket 2000-NE-I1-AD.

Applicability: This AD is applicable to

Tllrbomec3 Arrie1 ] A, -I A1. -1 A2. -1 n.

-1 C. -1 C1.-] C2.-1 D.-1 D1,-l K.-1

K], -1 S, and -1 51 turboshah engines,Th~se

engines are installed 011,fJ1J1notlimiled to,

th~ fullowing helicopt~r,:

Not" 1; This airworthiness dil'ective (AD]

applies to each engine id"ntified in Lile

preceding appticability provision, regardless

of whether it ha5 been modified, allered, or

repOliredin the area ~ubject to lhe

requirements of this AD_For sngines that

have been modified, altered_or repairHdso

that the jlsrform3nce oftbe requiremp,nl~of

this AD is affected, the owner/operator mllst

requesLapproval for an alternalive meulO_duf

comp!iallCflin accord3nce with paragraph (hl

of this AD.The l'Oqlwstshould include an

Rsse~smentof the (llleClof th~ modification.

atimntion. Orrepair on the unsafe condit.ion

addressed by this AD;and, ifl.neunsafe

condition has not been eliminated, the

request should include specifir. proposed

action~ to address it.

Compliance

Required 3Sindic~ted. unless

accomplished previously.

To pl'event gas generator rear hearing

failure, which ~ould re!;ultill all

uncommand.ed engine shutdown, do the

following:

Required Aclion

[a)Within 38 deyg from the effeclive date

of this AD, ingtall a chip detector with

alectnmic warning on the r~ar b~aj'ingoil

return Sr"L~rnin accordance with Turbomeca

5e)'\'ice Hullelin (SB)No_292 72 8163.

Revision 1, daled. Apl'il3, 1995, paragraph 2,

jmlruction~ for incol'poration.

Alternative Methods ofComptianc~

(b) An alternative method of compliallce or

adjustment of the compliance time lhat

provide~ an acceptable lev~l of ,afety may be

u,,,d if approved by the Manager. Engine

Corlification Ofl'ice (ECO),OpemlOr,;shall

submit their req,wsts lhrough an appropriatt!

FAA Principal Maintenance iaspector, who

m~yadd commerlls and then send it tn the

Maiwger. ECO_

Nllt" 2: Infol'mation concel'ning the

existence of approved sll.ernalive mulhods of

compliantH witb Lhig~irworthine:;~directive,

C:ommenters wishing the Fl\A to

acknowledge receipt of their comments

submitted in response to Ulis nOtIce

must submit a self-addressed. stamped

postcard on which the following

statement is made: "Comments to

Docht Number 2000- NE-11-AD," The

postcard ,vill be date-stamped and

returned to the r:ommenter.

Regulatory Impact

The I'egulatiolls adopted herein will

not have a substantial direct effect on

the States, on the relationship between

the l\~tional government and the States,

or on the distribution of power and

responsibilities among the various

levels of government. TheJ'eJ'ore. in

accordance with Executive Ortler 13132,

il is determined thut this final rule docs

not haVE!sutTicient federalism

implicatiollS to wasrant the preparation

of a Federalisn'l Asse~smE)nl,

Accordingly, the FAA has not conslJltfld

witb stat,,, authorities prior to

publication or this proposed rule.

The FAA has determined that this

I'cgtJ1ation is at] emel'gency regulation.

Ihal must he issued immediately to

correct illl unsafe condition in aircraft

and is not () "significant regul(ltory

<lctiou" under ExecutiVE!Order 12866. It

has bBcn determined ful'ther thaI this

action involves an. emergency regulation

under DOT Regulatory Policies and

Procedures (44 FR 11034. February 26.

1979), If it is determined that this

emergeucy regulation otherwise wuuld

be 8ignificanl under DOT Regulatory

Policies 'lnd Procedures, IIfinal

regulatory evaluation will bc prepared

3nd placed ill the Rules Docket. A copy

of it. if filed. Illay be obtained from the

Rules Docket at the location provided

under the caption ADDRESSES.

List of Subjects in 14 eFR Pat1 :19

Air transportation, Aircraft, Aviation

s()!oly. Incorp0l'ation by reference.

Safety

Adoption of the Amendment

Accordingly. pUfsuant to the

authority delegated to me by the

Administ.ralor. the Federal Aviation

Administration ,lillcnds part39 of Title

101 ofthe Code of Federal RegulaLions

(14 eFR part 3~l)as follo",'"s:

PART 39-AIRWORTHINESS

DIRECTIVES

1 The aUlhority citation for part 39

continues Loread as follows:

Authority; 49 U,S.c. 106(g1.40113, 44701

EUl'oCOplf!1'

AS 356 C.

Eurocopler

AS 356 N2.

E:llrocopter

AS 350 D.

Sikorsky

S76A,

S[korsky

57DC.

EurocoplHr

AS 355 Cl.

Eurocoptel'

AS 350 H,

Eurocopt~r

As 550 112,

Sikol'sky

76A+.

Eurucopter

c\S 350 HI\

Eurecopter

AS 350

B2N

Augu~ta

A109K2

S[korsky

76A++

if any. may be obtained from the Manager.

ECO.

Spedal Flight Permits

[c) Special flight permits may be iSS1Wdin

accordance with §§ 21.197 and 21.][18of tllc

Fedffal Avi"tion Regulations (14CFR2] -t87

and 21.199) to opHratethe aircrHftLOa

lociltioJlwhere the requirements of this AD

can bt! a{;Lompll~h~d.

tncorporation by Reference

(d) The actions required by thi8 AD~hntl

bf' performed in accordance wiLhTurhomecu

Ser'.,'iC9IJul1etinNo. ZgZ72 0153. Revision 1.

dated April :J, 1996.Thi81ncorpor~lion by

reference was approved by the Direclor 01"the

Federal Register in ac~ordanc~ ,vith 5 U_S_c.

552(a) and 1 CFI{purl 51. Copie, may b<l

obtain~d from Turnomeca, li4~11 IJordes

Cud••x, Fralll:e; telepllone 33 59 12 50 00: ffix

3J 59 5:'11512, Copies maybe iIl~peLledat

lhe FAA, New Englund Region, Oftlee oftlte

Regional Counsel. 12 New England ExeclIlive

Park, Burlington, MA: or at the Offke of the

Federal Register, BOO North Capitol Slr~d,

NW, Suite 700, Washinglon. DC.

Effective Date

(nlThis amendment becomcs effective 011

October 17. 2000.

Issued in Burlington. Mas~achllSf'lIs,On

Sp,plember21, 2000,

Mark C. Fulmer,

Actirlg Marmger, Enginl' ond Propeller

Direetoralv. AiTem!1 C,nU/i(;(J!iun SiIIlIice,

JFRDoc. 00-24900 Filed /3-29-00: B:45 ~rn]

BilliNG CODE 4910_13--P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000-NM-14G-AD; Amendment

39-11910; AD 2000-19-09J

RIN 2nO-AA64

Airworthiness DIrectives; Boeing

Model 767 Series Airplanes Powered

by Rolls-Royce RB211 Series Engines

AGENCY;Federal Aviation

Administralion, DOT

ACTION:Final ntle: request for

conunents.

SUMMARY:This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain Boeing Model 767

S0ries ()irp13nes powered hy l{olls-l{oyce

RE211 series engines_ This action

requires modiflcCltion of tbe nacelle

strut and wing structure, This action is

nccessary to prevonl [()tigue cracking in

primary strut structure and consequent

reduced structural integrity of the strut.

This action is intended to address the

identified unsafe conditi[)n.

DATES:Effective Octoher 17. 2000,
58642 Federal Register! Vol. 65, No. 191! Monday, October 2, 2000! Rules and Regulations

The incorporation by reference of

certain publications listed iu the

regulations is approved by the Director

of the Federal Register as of October 17,

2000.

The incorporation by refel'once of

BOlling Service Bulletin 767-57-0053,

Revision 2. dilted September 23,1999,

as listed in the regulations. was

approved previously by the Director of

the Federal Register as of July 24, 2000

(65 FR 3784:1, junA lH. 20(0).

Comments for inclusion in tbe Rules

Docket must be received on or before

December 1, 2000.

ADDRESSES:Submit comments in

triplicate to tbe Federal Aviation

Administration (FAA), Transport

l\irplane Directorate, ANM-114,

Attention: Rules Docket No. 20oo-.-NM140-I\D, 16U1Lind Avenue, SW.,

Renton, VI/ashington 98055--4056.

Comments may be inspectfld at this

locMion between !l:OOa.m, and 3:00

p.m., Monday through Friday, except

Federal holiday~. COlllments mny be

submitted via fax to (425) 227-1232.

COL1Hnentgmay also he sent via the

Internet using the following address: ganm-i'1fl,:omment@faa.gov.Comments

sent via fax or the Internet must con loin

"Docket No. 2000-NM-140-AD" in the

subject line and need not be submitted

in triplicate. Comments sent via the

Internet as attached electronic files must

he formatted ill Microsoft Word 97 [or

Windows or ASCI! text

The service information referenced in

this AD may be obtained from Boeing

Commercial Airplane Group, P.O. Box

3707, Seattlc, vVashington 98124-2207.

This infurmation m<lvbe examined at

tbe FAA. Tl'ansport Airplane

Directorate, 1601 Lind Avenue, SW"

RentoIl, V\,'a~hinstoll; or at the Office of

tbe Fflderal Register, BOONorth Capitol

Street NVV.,suile 700, Washington, DC.

FORFURTHERINFORMATIONCONTACT:

James Rehrl, Aerospace Engineer,

Airframe Branch. ANM-120S, FAA,

Seattle Aircraft Certific;}tion Office,

1601 Lind Avenue. SW., Renton.

Washington 98055-4056; telephone

(425) 227-2783: fax (425) 227-1181.

SUPPl.EMENTARYtNFORMATION: The FAA

ha~ received reporls indil.:ating that tlle

airplane llHlllul'<lcturer has

accomplished a structural reassessment

of the damage tolerance capobilities of

the Boeing Model 767 series airplanes

powered by Rolls-Royce RB211 series

engines. This reassessment indicat.es

that the ilctllal operalionalloads applied

to the nacelle strut and wing structure

me higher than the flnalyticalloads that

were used during the initial design.

Subsequent analy~is and service history.

which includes numerous reports of

fatigue cracking on certain strut und

wing structure, indicate that fatigue

cracking Ciln occ;ur Oil thA primary strnt

structure before an airplane rco-ches its

design service objective of 20 years or

50,000 flight cycles, Analysis also

indicates that such cracking. if it were

to OCCtlt,would grow at a much gnwter

rate than originally expected. Fatigue

cracking in primary strut structure

would result in reduced structural

integrity ofthe strut

Explaniltion ofRdevanl Service

Information

Boeing recently developed a

modification of the stl'ut-to-wing

attachmenl structme installed on Boeing

Model 767 series airphllles powered by

Rolls-Royce RB211 series engines, This

modification 8ignifkantly impl'oves the

lOild-carrying capability and durability

of the strut-to-wing attachments. Such

improvement also will substantially

reduce the possibility off<ltigue cracking

and corrosion developing in the

attachments.

The FAA has reviewed and approved

Boeing Service Bulletin 7l17-54-UO$Z.

dated October 211,1999, which describes

procedures for modification ofthe

nacelle strut and wing structure. The

mod ification consists of the following

actions:

o Detailed visual inspections for

migration of the mid spar, upper spar.

and lower spar fitting bushings and the

strut side link fitting bearings of the

strut.

o Installation of new tension bolts in

the aft pitch load fitting and a new side

link fitting of the wing.

o Inspection and rework of the side

10<ldfittings of the wing and rework of

the fonvard pitch load fitting of the

wing.

o Rr.placement of tnflUYof tile

significantload.bearing components of

the strut-to-Wing attachment (e.g.,

rnidspar fuse pins, side links, side link

fuse pin8, diagonal brace, and dii'.gonal

brace fuse pins) with improved

components.

The service bulletin contains a

formula for calculating an option<ll

compliance threshnld for the specified

modificotion. This formula is intended

to be used as an alternative to the 20-

year calendar threshold specified in the

service bulletin.

In additiun, Table 2 ofthe service

bulletin identifies six related service

bulletin modifications that must be

accomplished before or at tile same time

as the modification in Boeing Service

Bulletin 767-54-0082:

o Boeing Service Bulletin ir;i-29-

005i: The FAA hflS reviewed and

approved Boeing Service Bulletin 767-

29-0057, dated December 16, 1993,

which desr.;ribes procedures for

modification oft.he electrical wiring

support of the alternating current motor

pump of the m;;in hydraulk power

system. The modification involves

installing new hand clamps and indexstraps, and rm certain <lirplanes, new

wire support brackets on the strut

bulkhead,

o GOCiil!] Service BulleUn 767-5'1-

0059: The FAA has reviewed and

approved Boeing Servke Bulletin 767-

54-0059, dated Julv 28, 1994, which

describes procedu;es for removing the

midspar hlse pin~, performing repelili.ve

detailed visual inspections for cracked

or broken sedant or migration or

rot;}tion of thE;midspar attachment

fitting bushings, and accomplishing

follow-on corrective actions (including

replacing the bushings], it' necessary.

o Boeing Service 131l1Jelin76i-54-

0069: The FAA bas mviewed and

approved Boeing Service Bulletin 767-

54-0069, Revision 1, dated lanuarv 29,

1998. which describes pror.edures~for

rework of the side load fitting and

tension f<lsteners, <ISapplicable, and

mplacoment of midspal' fuse pins with

new. higher-strength mid spar fusp pins.

The rework involves increasing the size

of the tension bolts of the inboard <Iud

outboard side load fittings. The

replacement also involvos installing

new, higher-stwngtb bolts and radius

fillers in the side load fittings and

backup support struchne, and inst<llling

higher-stl'ength fasteners common to the

front spar and rib number 8 rib post

o Boeing Service Builetin 767-54-

0083: The FAA has reviewed and

approved Boeing Service Bulletin 767-

54-008:1. dated Septem ber 17, 199B,

\vhicl1 desnibes procedmes for

rc;placement of the upper link assembly

with a new, improved assembly that

will increase the strength and durability

ot'the upper link inslallation, Thu!

service bulletin also describes

procedmes for modificution of lbe wire

support brackets attached to the tIpper

link.

o Hoeing Service Bulletin i67-54-

0088:Tbe FAA has reviewed <lnd

approved Boeing Service Bulletin 767-

54-0088, Revision 1, datt,d July 29,

1999. which describes procedures for

replacement ofthe upper link fuse pin

'and aft pin with new, improved pins

thut will increase the strength and

durability of the upper link installation.

~ Boc;ing SeNice Bulletin i67-57-

0053, RevfBion 1, dated October:i1,

1990: The FAA h<ls previously issued

AD 2000-12-17, amend men I 39-11795

(65 FR 37843, JUne 19, 2000), vl'hich

r2quires repetitive inspoctions to detect

fatigue cracki ng of the pitcl1IO<ld fitli ng
federal Register/Vol. 55, No. 19l/Monday, October 2, :WOO/Rules and Regulations 58643

lugs oj' tbe wing front spar, and rework,

if necessary, in accordance with Boeing

Service Bulletin 767-57-0053, Revi~ion

2, dated Septembel' 23,1999. "NOTE 2"

of tbat 1\0 states that inspections and

rework accomplished prior to July 24,

2000 (the effective date of AD 2000-12-

17) under Boeing Service Bulletin 767-

57-005:'1. dMed June 27, 1995, or

Revision 1, dated October 31, 1996, are

~cceptable for compliR!lce with thRt AD.

Explanation of Requirements of the

Rule

Since un unsufe condition has been

identilied that is likely to exist or

develop on other airplanes oIthe same

type design, this AD is being issued tb

prevent fatigue cracking in primary ~tI'l1t

structure ;md consequent reduced

structural integrity of the strut. This AD

l'equires accomplishment of the actions

specified in the service bulletins

described previously, except as

discussed below.

Differences Between Service Bulletin

and This AD

Boeing Service Bulletin 767-54-0082

recommends accompli~hment of the

ilctions in BOl1ing Sel'vice Bulletin 767-

57-0053, Revision '1, priur to or

concurrently 1,\'illl the actiOns ill Boeing

Service Bulletin 767-54-0082.

However, as uiscussed alJOve. the FAA

has pHwiollsly issued AD 2000-12-17

to require Boeing Service Bulletin 767-

57-0053, Revision 2. Therefore,

paragnlp!l (b) of this AD requires

accomplishment of Boeing Service

BLllletin 767-57-0053, Revision 2,

insteild of Revision 1. However, as

specified in "Note 2"' of this AD,

Revision 1 is ilcceptable for compliance

with this requirement.

Cost Impact

None of the airplanes affected by this

action are on the U.S. Register. All

airplanes included in the applicability

of this rule currently ilft1 operilted by

non·U.S. operators under rordgn

registry; therefore. they are not directly

affected by this AD action. However, the

FAA considers lhM this rule is

necessary to ensure that the unsare

condition is addressed in the event that

any of these subject airplanes are

imported and placed on the U.S.

Register in t11efuture.

The following are costs associated

with lhis AD that would apply if an

affected airplane is imported and placf:!d

on the u.s. Register in the future:

• lt woulrl require apPl'Oxim,'\teJy :114

work hours to accomplish the actions

described in Boeing Service Bulletin

767-54-0082, at an average labor rate of

$60 pel' \Nark hour. Tllf) manufacturer

has committed previousl y to its

customers thaI it will bear the cost of

replacement parts. As a result, the c:ost

ofthose parts is not attribtltableto this

AD. Based on these figures, the cost

impact ofthis action would be $18,840

per airplane.

G n would t~ke approximately 16

work hours per airplane to accomplish

the adions described in Boeing Service

Bulletin 767-29-{]057, at all ilverage

lahor rate oj $60 per \Nork hour.

Rilquired parts would be provided ;:Itno

cost by the airplane mallLlfactur9l".

Based on these ligures, the cost impact

of this <lction would be $960 per

airplane.

G It would take approximately 6 work

homs per airplane to accomplish the

[lctions described in Boeing Service

Bulletin 767-54-0059. at an average

lahor rato of $60 per work hour.

Required parts would be provided at no

cost by the alrplane manufacturer.

Based on these figures, the cost impact

of this action would be $350 per

airplane.

o It would take approximately 212

work hours per airplanElto accomplish

lhe ~ctiOI1Sdescribed in Baaing Service

Bulletin 767-53-0069, Re\'ision 1. at an

average labor rate of $60 per wqrk hour.

Required parts would be provided at no

cost by Ule airplane manufadursr.

Based on these figures. the cost impact

of this action would be $12,720 per

airpl[lne.

G It would take ilpPl'OxLmately 1 work

hour per airplane to accomplish Ule

actions described in Boeing Service

Bulletin 767-54-0083, at an average

labor rate of $60 per work hour.

Required parts would be provided at no

cost hy Lhe airpl:Jne manufacturer.

Based on these figures, the cosl impact

of this action would be $60 pel' airplane.

" It would take approximately 4 work

hours per airplane to accomplish the

actions described in Boeing Servil:e

Bulletin 767-54-0088. Revision 1. at an

average labor rate of $60 per work hour.

Required parts would be provided at no

cost by the ilirplane manufacturer.

Based on these figures, the cost impacl

of this action would be S240 per

airplane.

~ It would take approximately 5 work

hours per airplane to accomplish the

actions described in Boeing Service

Bulletin 767-57-0053, Revi~ion 2, at an

average labor rate of $60 per work hour.

Based on these figures, tbe cost impact

of these actions would be $300 per

airplflne. Because the aclion~ described

in this service bulletin are already

required by another AD action, this

requirement adds no ne1,\' costs for

affected oper!ltors.

Determination of Rule's Effective Date

Since this AD action does not affect

any airplane that is currently on the

U.S. register. it hilS no adverse economic

impact and imposes no additional

burden on any person. Therefore, prior

notice and pllblic procedures hereon are

unnecessary and the amendment may be

made effective in less than 30 days after

publication in the Federal Register.

Commenls Invited

Although this action is in the form of

a final rule ilnd was not preceded by

notice and opportunity for publiC

comment. comments are invited on tlus

rule. Tnterested persons are invited to

C'Jmml)n! on lhis rule by submitting

such written data, views, or arguments

as they may desire. CommuniCJtions

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 dute

for comments will be considered, und

this rule may be amended in light orthe

C'Jmments received. Factual information

that supporls the commenter's ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemakiug action would be

needed.

Submit comments using the following

format:

g Orgilnize comments issue-by-issue.

For example, discuss il requost to

change the compliance time and a

request to change the service bulletin

reference as two separate issues.

G For ellch issue, state whal spf!dt'ic

change to the AD is being requested.

~ Include jllstiflcation [e.g., reasons or

data) for each request.

Comments are specilically invited 011

the overJU regulatory. economic,

enviromnental, [lnd elHlrgy aspe(.1s of

the rule that might suggest a need to

modHy the rule. All comment~

submitted will be available, both before

and after the closing date for commenls,

in (he Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public cont~ct

concerned with the substance of tllis I\D

will br. nled in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their commell ts

submitted in response to this rule must

submit a self-addressed, slamped

postcard on which the follO\ving

statement is made: "Comments to

Docket Number 2000-NM-140-AD."

The postcard will be d<lte stamped and

returned to the commenter.
58644 Federal Register/Vol. 65, No. 191/Monday, October 2, 2000/Rules and Regulations

Regulatory Impact

The regulations adopted herein will

not have a substantial diroct sHect on

the Slates, on the relationship between

Lhe lHltional Government and the States.

or on the di.<;tribulion of Dower and

responsibilities among tl;c various

levels of government. Therefore, it is

determined that this final rule does not

have federalism implications under

ExecutivlJ Order 13132.

For the reasons discussed above, I

certify that tJ1is action (1) is not a

'significant regulatory action" under

Executive Order 12866; (2) is not a

"significant mle" under DOT

Regulatory Policies and Procedures (44

FR 11034. February 26, HI79); and (3)

will not have a significant economic

impact, positive or negative. on a

substantialn umber of small entities

under tile oriteria of the Regulatory

Flexibility Act. A final evaJuation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it m<lY he obtained from the Rules

Docket al the location provided under

tJ18 enplioll AODRESSES.

List of Subjects in 14 eFR Part 39

Air transportation. Aircraft, A viatian

safety, .lJ1corporation by reference,

Safety,

Adoption ol"lhe Amentlment

Accordingly, pnrS[Jant to UlC

autbority delegated to me by the

Administrator, the Federal Aviation

Administration amends pnrl 39 of the

Federal Aviation Regulatiotls (l4 CFR

part 39) as follows:

PART 39-AIRWORTHINESS

DIRECTIVES

1 The anthority citation for part 39

conlinues to read as follows:

Authority: ')9 u.s.e. 10li(g), 40113. 4'1-701.

§39.13 [Amended]

2. Seclion 39.13 is amended by

edding the following new airworthiness

directive:

2000_19_09 Boeing: Amendment 39-11910.

Dockel 200Q-NM-1~0-AD.

IlppJir;abihty.· Model 767 series airplanes

power"d by Rolls·Royce RB211 series

engines. line numbers 1 through 663

indusive. cf!rlific~ted in an)' G~legory

Note 1: This AD applies lO ea~h airplane

identillecl ill thH preceding ~pplicabjJjly

pJ'ovi,iun, regardles" of whether it h~s bflen

modified. allered, or repaired ill the area

subject lO the requjrements of lhis AD. For

,tirplanes lh~t have been modified, allered. or

repaired so lhat lhe performance of tl",

reqtFi['~menls of lhis AD is ~ffected. lbe

owner/oper;ltrJr JlJlIsl request "pproval for ~n

ullemaliv~ melllotl of compliance in

sccordonce wilh p~r~graph [d) of this AD.

The J'eqllBst SllOUlJ include an nssussmenl af

the ~Ifect of the modiJication. alteratiou. or

repair on lhB wlsafe condilion addressed by

this AD; and, if the unsafe condilion has !Jol

been eliminated, the requAsl should include

specific prOj.losed f.ctions lo addres, it.

Compliance: Required U$indicated, unlilss

accomplished previously,

To prevent faligue crocking in pri.mary

strut slrLlclme and consequent reduced

~truclllral inlegrity of the slnll, aCGomplish

\h~ following'

Modifications

(a) At the later of the times specified in

paragraph (aJ(1J or (a)(2) nfthis AD, modify

tIle nacelle strut and wing strUClure on both

lho left ~ncl right sideo of the airplane. in

accordance wilh Boeing Service Bulletin

767-54-0082, dated October 28, 1999:

(t) Prior to the accmnullll.ion of J7 .500

total Dight cycles, or wllhin 20 years sinc(l

the dale of manufacture, whichever occurs

first. Use DE the optlouallhl'Bshold formula

describ"d in Figurel of the service buJlelin

is an acceptable alternative to the 2Q'year

thresbotd, provided lhallhe rldd-itional

critoria specified In the service bulletin arB

met; or

(2) Within 3,000 flight cycles dft~r the

effecliv" dnl" of this AD.

(b) Prior to or concllrrenlJy wilh th"

ilccompUshment of lJw modification of thil

nacelle Strllt and wing structure roquirod by

puragraj.lh (ol of tbis AD, as specified in

paragrapb 1.D .. Table 2, "Prior or COllLllfrent

Service Bulletins," On pag" 3 of Boein,g

Service Bulletin 76j-54-I}082. dated October

28,1999. accomplish the aClions specified in

the following service butletins; Boeing

Service Bulletin 767-29-0057. daled

December 16, It.J!l:l: Boeing Sel'vice BulIfltin

767-54-0059. dated July 28. 1994; Boeing

Service Bulletin 7b7-501-1}06>i, !{Avision 1.

dated January 29, 1998; Boeing Servic(l

Bulletin 7fi7-5·1-o083, daled September 17.

199B; Boeing Service Bullelin 767-54--{J08S,

Revision 1. dated July 29, 1999; nnd Boeing

ServicR BlIllotin 767-57-0053. Hevision 2.

dated SeptembBr 23, 1999

Nole 2: AD 2ilOO-12-17, arnondment ~gt 1795, require8 accompli,hmenl of Boeing

Service Bulletin 7(j7-~7-0053, Revision 2.

dated S~pt0mber 23.1999. However.

inspeclions and rework occol1lplished in

accordallce with Boeing Service Bulletin

767-S7-005J, da!Hd Juno 27. 1996, 01

Revi~icm 1, d"lsd October 31, 1991i, are

acceplable for compli~nce witb the

applicable oction required by paragrapb (b) of

this AD.

R"p"ir

(c]lf any dmnage to airplane struclme;s

found dllring tbe accomplishment of allY

modification required by paragl'aph fa) or (bJ

uUhis AD, and the applicoblo service

bul!etiJJ "pecifies to contact Boeing for

appropriate aclion, lJwn prior to furlher

flight, repair in accordance wilh J melhod

appro" ••J by lhe Managnr, Suatlle Aircraft

Certification Office (I',CO), F/I.A_ For a repair

me_lJlOd to be "pproved by the Manager,

Sealtle I\.CO. as reqllirer! by lhis paragraph,

the M8nuger's appwl'alletlel' JIlllst

'j.lecifically rnference ll,is AD.

Alternative Melhods of Compliance

(d) An allernati\'~ m"lhod of complianco Or

acljustmenl of the comj.lli"nce time that

providus an occ;eptable level of safety may be

used if approved by the Manager, Seattle

ACO. Operators shall submitlheir request"

tbrough an. appropriate FAA I'rincij.lal

MBintilnanCll tnspector, who may add

comments and then send il to the Manoger,

S",atlJo ACO,

NDle 3: lnformotion concerning lhe

existence of approved slternJtive methods of

compliance with Ihis AD, If au)', may be

obtained from the Seattle ACO,

Spedal Flight Permits

tel SpAcialllight p"'Illits may be i:;sucd in

accordance with soctions 21.H17R.nd 21.19S

of the FedBral Aviation Hegll1ations (1~ CFH

21_197 and 21.199J l() operat8tho airplnnH lO

a loc.ation where the mquircmonl:; of lhis AD

can be accomplisher!

["corpDration hy Reference

(0 EXC"pl as provided by paragraph [c] M

this AD, the aClions shall be dono in

accordanco with BOHing_Sen'ice Bulletin

7B7-~4--D082. d'Jted Oclober 21;, -I9S9: Boeing

Service .BIlIlBlin 767-29-00~7, d"led

December 15, 1S9J: 130eing Service Bullel in

757-S4-{lOS9. daled July 21;, 1994: Boeing

Service Blillelin 7li7-54-00f;9, Kevision 1,

dilled ["Tluary 29, '1!.I9s: Boeilli; ServiCA

Ilulletin 767-54-0083, daled September 17,

1998; Boeing Service Bllll(lliIl 767-54-0088,

KevisiQn 1. daled July 29. H198; ond LJoeing

Sen'ice BullBtin 767-57--D053. Revision 2,

dated September 23, 1999: as applicahle.

(1] The incorporalion by reference of

Bo"ing Service Bulletin 757-54-0082, doted

October 28, E199; Boeing Service Bulletin

767-29-0057, dated Decemher 16. l!j\J:J:

Boeing Service Bulletin 767-54-0059. dated

Jltly 23, 1994; Boeing Sel'vlc~ IhlilHlin 757-

.~'I----{l069.R~"ision L d,Hed [alt1i~r)' 29. Hl'lS;

Boeing Service Bulletin 767-54-0083, d~\ed

SsptBmber 17, 19911; and Boeing ServicA

Bulletin 767-501-0088, Revision 1. dnlAd July

29, 19S9: is al'provBrI by LILeDircclor of lJw

Federal RegistBf. in accord~ncl' witll 5 U,S,c.

552(a) and 1 eFR part 51.

(2) The i.ncoJ'poration by reference of

Boeing Servicl' Bulletin 767-57-0053.

Revi"ioll 2. dated S"ptmnbol" 23. 1D99. was

approved previously by the Djre~lor ollh"

Federal Register as of July 24. 2000 (65 FR

37843, June 19. 2000).

(;l] Copies may be oblained from Boeing

Commercial Airplane Grollp. P.O. Box 3707,

Sliallle, Washington 98124-2207. COj.lies INl)'

b" il'lsP~CI~d althe FAA. Transport Airplane

Directorote, 1601 Lind Avenue, sw_.r'"nlolJ.

Vlia,hinglon; or ~llhe Office oft),o Federal

Register. eon NOrlJl Capitol Slreet. NW" suile

700. W3shington. DC.

Elfeclive Dale

(g] This am\i-ndment becomes effective on

Ortolmr 17, 2000.
Federal Register/VoL 65, No, 191/Monrlay. October 2. 2000/Rules and Regulations 58645

lssued in RHnlnll, Wa~hinglon, On

September 21. 200n,

Dnnald I., Riggin.

Actin!) M(JJJ(Jg"r, 1'ran.'por/ Airpl(lnn

Dime/om/e, fliu:ro// CL'rlifjGrltiol1 Snvic".

IFH DOG. 00-24751 I·'iled 'l-20-DO: 8:45 ami

BILliNG CODE 4910_n_p

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

IDocket No. 200Q-NE-38-AO; Amendment

39-11913: AD 2000-20-02)

RIN 212Q-AA64

Airworthiness Directives; General

Electric Company CF6-50 Series

Turbofan Engines

AGENCY:Federal AviatiOll

Administration, DOT.

ACTION:FLnal rule: requllst for

comments.

SUMMARY:This amendment adopts a

new airworthiness directive (AD) that is

applicable to General Eledric Compauy

(GE) CF6-50 series turbofan engines,

This action requires inspection of the

low pressure turhille nozzle lock

assenlblies, ilnd replacement of the

borescope plug with a new design plug.

This amendment is prompted by three

lll1conWilled engine failures, The

actions specified in this AD are

inlended to detect loose or missing LPT

nozzle lock a~sembly studs Ihat could

lead to failure of the locks and

subsequent uncontained failure of tho

engine.

OATES:Efi'ective October 17, ZOOO.The

incorp0l'iltion by reference of cert"in

publications listed in the rule is

approved by the Director ollhe Federal

Register as of October 17, 2000.

Comments 1'01'inclusion In Lhe Rules

Docket must be rer.eived on or before

December 1, ZOOO,

ADDRESSES:Submit comments in

triplicate to the Feder;]l Aviation

Administration (FAA), New England

Region, Office of the Regional Counsel,

Attention: Ruies Docket No. ZOOO-NE38-.'\D. 12 New England Executive Park.

Burlington, MA OlB03-5299, Comments

may also be sent via the InterrH)t using

the following address: "9-aneadr.omment@faa.gov ., Comments sent

via the Internet must contain the docket

number in the subject line.

The servicp, information referenced in

this AD mav be obtained rrom Ceneml

Electric COl~pany via Lockhued Miutin

Technology Sf!I'\'icf!s. 10525 Che~ter

Road, Suite C, Cincinnati, OIJio 45215,

telephone (513) 572-8400, fax (513)

672-8422. This information may be

examined at lhe FAA. New England

Rpgion, Office of the Regional Counsel,

12 New England Executivp Park,

Burl ington, MA; or at tbe Office or the

Federal Register. 800 North C"pitol

Street, NW" suite 700, Washington. DC.

FORFURTHERtNFORMATIONCONTACT:

K"ren Curtis, Aorospace Engineer,

Engine Certification Office, FAA, Engine

and Propeller Directorate, 12 New

England Executive Park, Burlington, MA

01803-5299: telephone: (781)238-7192,

rax: (781) 238-7199.

SUPPLEMENTARYINFORMATION:On .'\pril

25, 2000, a DC10-3D experienced an

uncontained engine failure during

takeoff, Ground inspection found

uncontainment of the low pressmc

turbine (LPT) case, airplane dal:'lage.

and ingpstion damage to the other two

engines. An investigation revealed that

thb' failure of stage 2 LPT nozzle lock

agSem blies made or Waspalloy material

resulted in the uncontained failure of all

stage 2 nozzle segments,

Since that time, there have been two

more uncontained engine failures, on

September 5,2000, and September 7,

2000, that have been attributed to the

railure of Wasp alloy stage 2 LPT nozzle

lock assembly studs.

Before these three events, there had

been two uncontained failures of stage

2 LPT nozzle lor.k assemblies made or

Rene 41 material. Olle failure was in

April 1£101which was contained within

the cowl with no damage to the

airplane, and one in 1996 that also

penetrated the cowl and resulted in

mi.nor dmn"ge to the airplane, There

was also aile unscheduled engine

removal (UER) for hroken Rene 41

nozzle lock assembly studs in 1997 and

two UER's for broken Waspalloy

assemblies: one in January 1999, and

one in December 1999.

Loose or mIssing LPT nozzle lock

assembly studs could lead to I'ailure of

the locks and subsequent uncontained

failure of the engine,

Manufacturer's Service Information

Tho FAA has reviewed and approvad

the todmical contents or GE Alerl

Service Bulletin (ASB] CF6-50 72-

A1196. dated Septeillber 15, 2000, that

describes procedures for replacing the

existing stage Z LPT uOl.zle borescope

plug, part nUlTlber (PIN) 9022M63G13,

wilh borescope plug PIN 2083M99P01.

This new plug provides an additional

antirotation feature for the nozzle

segments in the event of failure of Ihe

nozzle lor.ks,

Inlerim Aclion Requirements orThis

AD

Since an unsafe condition hilS been

identified Lhat is likely to exist 01'

develop on olher GE CF6-50 series

turbo ran engilles of the same type

design, this AD is being issued as an

interim acHon to detect loose or missing

LPT nozzle lock assembly studs that

could lead to failure ofthc lock

assemblies. and subsequent

uncontained fflUme ot' tlle engine. Tl1is

AD requires:

" Initial and repetitive inspections of

the lock assemblies ror loose or missing

studs.

'" Replacement of all of the stage 2

LPT lock assemblies with new

assemblies berore further Hight if a loose

or missing stud i~ found.

" Installation ofborcscope plugP/N

2083M99P01. This nm'! borescope plug

is designed to prevent rotation of the

stage 2 LPT nozzlt if the nozzle lock

assemblies fail.

" Inspection of the area surrounding

the borescope plug for evidence of

buckling or cracks whenever the nozzle

lock studs are inspected.

" Replacement of the LPT stator Cllse

assembly with a sp.rviceable part before

further flight ir any buckling or cracks

are found.

The borcscope plug must be replaced

as specified in ASB CF6-50 i2-Al1iJ(:i,

lmmediale Adoption of This i\D

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior puhlic comment

hAreon arc impracticable, and that good

cause exists for making this amendment

effective in less than ;JOdays.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

E.ffecling flight safety and, thus. \I\.'1ISnot

preceded by notice and an opportunity

for public comment, commenls are

invited on this rule. Interested persons

are invited to comment on thi, rule by

snbmitting such written data, views. or

arguments as they may desire.

Communications should identify the

Rules Docket number and be submitted

ill triplicate to the address specil'ied

under the caption ADDRESSES.All

communications receivHd on or before

tlw dosing date for comments will be

considered. and this rule lllay be

amended in light ofthe comments

received. Far.tual information that

supports the r,ommenter's ideas and

suggestiolls is extremely helpful in

evaluating the effectiveneS5 of the AD

action and determining whether