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

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 2000- NE–11-AD.’’ The

postcard will be date-stamped and

returned to the commenter.

Regulatory Impact

The regulations adopted herein will

not have a substantial direct effect on

the States, on the relationship between

the national government and the States,

or on the distribution of power and

responsibilities among the various

levels of government. Therefore, in

accordance with Executive Order 13132,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

Accordingly, the FAA has not consulted

with state authorities prior to

publication of this proposed rule.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft

and is not a ‘‘significant regulatory

action’’ under Executive Order 12866. It

has been determined further that this

action involves an emergency regulation

under DOT Regulatory Policies and

Procedures (44 FR 11034, February 26,

1979). If it is determined that this

emergency regulation otherwise would

be significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, may be obtained from the

Rules Docket at the location provided

under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of Title

14 of the Code of Federal 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—20—01 Turbomeca: Amendment 39–

11912. Docket 2000–NE–11–AD.

Applicability: This AD is applicable to

Turbomeca Arriel 1 A, –1 A1, –1 A2, –1 B,

–1 C, –1 C1, –1 C2, –1 D, –1 D1, –1 K, –1

K1, –1 S, and –1 S1 turboshaft engines.These

engines are installed on, but not limited to,

the following helicopters:

Eurocopter

AS 356 C.

Eurocopter

AS 365 C1.

Eurocopter

AS 350 BA

Eurocopter

AS 356 N2.

Eurocopter

AS 350 B.

Eurocopter

AS 350

B2N

Eurocopter

AS 350 D.

Eurocopter

As 550 U2.

Augusta

A109K2

Sikorsky

S76A.

Sikorsky

76A+.

Sikorsky

76A++

Sikorsky

S76C.

.

Note 1: This airworthiness directive (AD)

applies to each engine 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 engines 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 (b)

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 gas generator rear bearing

failure, which could result in an

uncommanded engine shutdown, do the

following:

Required Action

(a) Within 30 days from the effective date

of this AD, install a chip detector with

electronic warning on the rear bearing oil

return system in accordance with Turbomeca

Service Bulletin (SB) No. 292 72 0163,

Revision 1, dated April 3, 1996, paragraph 2,

Instructions for incorporation.

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, Engine

Certification Office (ECO). Operators shall

submit their requests through an appropriate

FAA Principal Maintenance Inspector, who

may add comments and then send it to the

Manager, ECO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this airworthiness directive,

if any, may be obtained from the Manager,

ECO.

Special Flight Permits

(c) Special flight permits may be issued in

accordance with §§ 21.197 and 21.199 of the

Federal Aviation Regulations (14 CFR 21.197

and 21.199) to operate the aircraft to a

location where the requirements of this AD

can be accomplished.

Incorporation by Reference

(d) The actions required by this AD shall

be performed in accordance with Turbomeca

Service Bulletin No. 292 72 0163, Revision 1,

dated April 3, 1996. 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 Turbomeca, 64511 Bordes

Cedex, France; telephone 33 59 12 50 00; fax

33 59 53 15 12. Copies may be inspected at

the FAA, New England Region, Office of the

Regional Counsel, 12 New England Executive

Park, Burlington, MA; or at the Office of the

Federal Register, 800 North Capitol Street,

NW, Suite 700, Washington, DC.

Effective Date

(e) This amendment becomes effective on

October 17, 2000.

Issued in Burlington, Massachusetts, on

September 21, 2000.

Mark C. Fulmer,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 00–24900 Filed 8–29–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–140–AD; Amendment

39–11910; AD 2000–19–09]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 767 Series Airplanes Powered

by Rolls-Royce RB211 Series Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain Boeing Model 767

series airplanes powered by Rolls-Royce

RB211 series engines. This action

requires modification of the nacelle

strut and wing structure. This action is

necessary to prevent fatigue cracking in

primary strut structure and consequent

reduced structural integrity of the strut.

This action is intended to address the

identified unsafe condition.

DATES: Effective October 17, 2000.

58642 Federal Register / Vol. 65, No. 191 / Monday, October 2, 2000 / Rules and Regulations

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of October 17,

2000.

The incorporation by reference of

Boeing Service Bulletin 767–57–0053,

Revision 2, dated 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 37843, June 19, 2000).

Comments for inclusion in the Rules

Docket must be received on or before

December 1, 2000.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000–NM–

140–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00

p.m., Monday through Friday, except

Federal holidays. Comments may be

submitted via fax to (425) 227–1232.

Comments may also be sent via the

Internet using the following address: 9-

anm-iarcomment@faa.gov. Comments

sent via fax or the Internet must contain

‘‘Docket No. 2000–NM–140–AD’’ in the

subject line and need not be submitted

in triplicate. Comments sent via the

Internet as attached electronic files must

be formatted in Microsoft Word 97 for

Windows or ASCII text.

The service information referenced in

this AD may be obtained from Boeing

Commercial Airplane Group, P.O. Box

3707, Seattle, Washington 98124–2207.

This information may be examined at

the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW.,

Renton, Washington; or at the Office of

the Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

James Rehrl, Aerospace Engineer,

Airframe Branch, ANM–120S, FAA,

Seattle Aircraft Certification Office,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–2783; fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: The FAA

has received reports indicating that the

airplane manufacturer has

accomplished a structural reassessment

of the damage tolerance capabilities of

the Boeing Model 767 series airplanes

powered by Rolls-Royce RB211 series

engines. This reassessment indicates

that the actual operational loads applied

to the nacelle strut and wing structure

are higher than the analytical loads that

were used during the initial design.

Subsequent analysis and service history,

which includes numerous reports of

fatigue cracking on certain strut and

wing structure, indicate that fatigue

cracking can occur on the primary strut

structure before an airplane reaches its

design service objective of 20 years or

50,000 flight cycles. Analysis also

indicates that such cracking, if it were

to occur, would grow at a much greater

rate than originally expected. Fatigue

cracking in primary strut structure

would result in reduced structural

integrity of the strut.

Explanation of Relevant Service

Information

Boeing recently developed a

modification of the strut-to-wing

attachment structure installed on Boeing

Model 767 series airplanes powered by

Rolls-Royce RB211 series engines. This

modification significantly improves the

load-carrying capability and durability

of the strut-to-wing attachments. Such

improvement also will substantially

reduce the possibility of fatigue cracking

and corrosion developing in the

attachments.

The FAA has reviewed and approved

Boeing Service Bulletin 767–54–0082,

dated October 28, 1999, which describes

procedures for modification of the

nacelle strut and wing structure. The

modification consists of the following

actions:

• Detailed visual inspections for

migration of the midspar, upper spar,

and lower spar fitting bushings and the

strut side link fitting bearings of the

strut.

• Installation of new tension bolts in

the aft pitch load fitting and a new side

link fitting of the wing.

• Inspection and rework of the side

load fittings of the wing and rework of

the forward pitch load fitting of the

wing.

• Replacement of many of the

significant load-bearing components of

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

midspar fuse pins, side links, side link

fuse pins, diagonal brace, and diagonal

brace fuse pins) with improved

components.

The service bulletin contains a

formula for calculating an optional

compliance threshold for the specified

modification. This formula is intended

to be used as an alternative to the 20-

year calendar threshold specified in the

service bulletin.

In addition, Table 2 of the service

bulletin identifies six related service

bulletin modifications that must be

accomplished before or at the same time

as the modification in Boeing Service

Bulletin 767–54–0082:

• Boeing Service Bulletin 767–29–

0057: The FAA has reviewed and

approved Boeing Service Bulletin 767–

29–0057, dated December 16, 1993,

which describes procedures for

modification of the electrical wiring

support of the alternating current motor

pump of the main hydraulic power

system. The modification involves

installing new band clamps and indexstraps, and on certain airplanes, new

wire support brackets on the strut

bulkhead.

• Boeing Service Bulletin 767–54–

0059: The FAA has reviewed and

approved Boeing Service Bulletin 767–

54–0059, dated July 28, 1994, which

describes procedures for removing the

midspar fuse pins, performing repetitive

detailed visual inspections for cracked

or broken sealant or migration or

rotation of the midspar attachment

fitting bushings, and accomplishing

follow-on corrective actions (including

replacing the bushings), if necessary.

• Boeing Service Bulletin 767–54–

0069: The FAA has reviewed and

approved Boeing Service Bulletin 767–

54–0069, Revision 1, dated January 29,

1998, which describes procedures for

rework of the side load fitting and

tension fasteners, as applicable, and

replacement of midspar fuse pins with

new, higher-strength midspar fuse pins.

The rework involves increasing the size

of the tension bolts of the inboard and

outboard side load fittings. The

replacement also involves installing

new, higher-strength bolts and radius

fillers in the side load fittings and

backup support structure, and installing

higher-strength fasteners common to the

front spar and rib number 8 rib post.

• Boeing Service Bulletin 767–54–

0083: The FAA has reviewed and

approved Boeing Service Bulletin 767–

54–0083, dated September 17, 1998,

which describes procedures for

replacement of the upper link assembly

with a new, improved assembly that

will increase the strength and durability

of the upper link installation. That

service bulletin also describes

procedures for modification of the wire

support brackets attached to the upper

link.

• Boeing Service Bulletin 767–54–

0088: The FAA has reviewed and

approved Boeing Service Bulletin 767–

54–0088, Revision 1, dated July 29,

1999, which describes procedures for

replacement of the upper link fuse pin

and aft pin with new, improved pins

that will increase the strength and

durability of the upper link installation.

• Boeing Service Bulletin 767–57–

0053, Revision 1, dated October 31,

1996: The FAA has previously issued

AD 2000–12–17, amendment 39–11795

(65 FR 37843, June 19, 2000), which

requires repetitive inspections to detect

fatigue cracking of the pitch load fitting

Federal Register / Vol. 65, No. 191 / Monday, October 2, 2000 / Rules and Regulations 58643

lugs of the wing front spar, and rework,

if necessary, in accordance with Boeing

Service Bulletin 767–57–0053, Revision

2, dated September 23, 1999. ‘‘NOTE 2’’

of that AD states that inspections and

rework accomplished prior to July 24,

2000 (the effective date of AD 2000–12–

17) under Boeing Service Bulletin 767–

57–0053, dated June 27, 1996, or

Revision 1, dated October 31, 1996, are

acceptable for compliance with that AD.

Explanation of Requirements of the

Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of the same

type design, this AD is being issued to

prevent fatigue cracking in primary strut

structure and consequent reduced

structural integrity of the strut. This AD

requires 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 accomplishment of the

actions in Boeing Service Bulletin 767–

57–0053, Revision 1, prior to or

concurrently with the actions in Boeing

Service Bulletin 767–54–0082.

However, as discussed above, the FAA

has previously issued AD 2000–12–17

to require Boeing Service Bulletin 767–

57–0053, Revision 2. Therefore,

paragraph (b) of this AD requires

accomplishment of Boeing Service

Bulletin 767–57–0053, Revision 2,

instead of Revision 1. However, as

specified in ‘‘Note 2’’ of this AD,

Revision 1 is acceptable 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 are operated by

non-U.S. operators under foreign

registry; therefore, they are not directly

affected by this AD action. However, the

FAA considers that this rule is

necessary to ensure that the unsafe

condition is addressed in the event that

any of these subject airplanes are

imported and placed on the U.S.

Register in the future.

The following are costs associated

with this AD that would apply if an

affected airplane is imported and placed

on the U.S. Register in the future:

• It would require approximately 314

work hours to accomplish the actions

described in Boeing Service Bulletin

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

$60 per work hour. The manufacturer

has committed previously to its

customers that it will bear the cost of

replacement parts. As a result, the cost

of those parts is not attributable to this

AD. Based on these figures, the cost

impact of this action would be $18,840

per airplane.

• It would take approximately 16

work hours per airplane to accomplish

the actions described in Boeing Service

Bulletin 767–29–0057, at an average

labor rate of $60 per work hour.

Required parts would be provided at no

cost by the airplane manufacturer.

Based on these figures, the cost impact

of this action would be $960 per

airplane.

• It would take approximately 6 work

hours per airplane to accomplish the

actions described in Boeing Service

Bulletin 767–54–0059, at an average

labor rate of $60 per work hour.

Required parts would be provided at no

cost by the airplane manufacturer.

Based on these figures, the cost impact

of this action would be $360 per

airplane.

• It would take approximately 212

work hours per airplane to accomplish

the actions described in Boeing Service

Bulletin 767–53–0069, Revision 1, at an

average labor rate of $60 per work hour.

Required parts would be provided at no

cost by the airplane manufacturer.

Based on these figures, the cost impact

of this action would be $12,720 per

airplane.

• It would take approximately 1 work

hour per airplane to accomplish the

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 by the airplane manufacturer.

Based on these figures, the cost impact

of this action would be $60 per airplane.

• It would take approximately 4 work

hours per airplane to accomplish the

actions described in Boeing Service

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 airplane manufacturer.

Based on these figures, the cost impact

of this action would be $240 per

airplane.

• It would take approximately 5 work

hours per airplane to accomplish the

actions described in Boeing Service

Bulletin 767–57–0053, Revision 2, at an

average labor rate of $60 per work hour.

Based on these figures, the cost impact

of these actions would be $300 per

airplane. Because the actions described

in this service bulletin are already

required by another AD action, this

requirement adds no new costs for

affected operators.

Determination of Rule’s Effective Date

Since this AD action does not affect

any airplane that is currently on the

U.S. register, it has no adverse economic

impact and imposes no additional

burden on any person. Therefore, prior

notice and public procedures hereon are

unnecessary and the amendment may be

made effective in less than 30 days after

publication in the Federal Register.

Comments Invited

Although this action is in the form of

a final rule and was not preceded by

notice and opportunity for public

comment, comments are invited on this

rule. Interested persons are invited to

comment on this rule by submitting

such written data, views, or arguments

as they may desire. Communications

shall identify the Rules Docket number

and be submitted in triplicate to the

address specified under the caption

ADDRESSES. All communications

received on or before the closing date

for comments will be considered, and

this rule may be amended in light of the

comments received. Factual information

that supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Submit comments using the following

format:

• Organize comments issue-by-issue.

For example, discuss a request to

change the compliance time and a

request to change the service bulletin

reference as two separate issues.

• For each issue, state what specific

change to the AD is being requested.

• Include justification (e.g., reasons or

data) for each request.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 2000–NM–140–AD.’’

The postcard will be date 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 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:

2000–19–09 Boeing: Amendment 39–11910.

Docket 2000–NM–140–AD.

Applicability: Model 767 series airplanes

powered by Rolls-Royce RB211 series

engines, line numbers 1 through 663

inclusive, certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

modified, altered, or repaired in the area

subject to the requirements of this AD. For

airplanes that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (d) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent fatigue cracking in primary

strut structure and consequent reduced

structural integrity of the strut, accomplish

the following:

Modifications

(a) At the later of the times specified in

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

the nacelle strut and wing structure on both

the left and right sides of the airplane, in

accordance with Boeing Service Bulletin

767–54–0082, dated October 28, 1999:

(1) Prior to the accumulation of 37,500

total flight cycles, or within 20 years since

the date of manufacture, whichever occurs

first. Use of the optional threshold formula

described in Figure 1 of the service bulletin

is an acceptable alternative to the 20-year

threshold, provided that the additional

criteria specified in the service bulletin are

met; or

(2) Within 3,000 flight cycles after the

effective date of this AD.

(b) Prior to or concurrently with the

accomplishment of the modification of the

nacelle strut and wing structure required by

paragraph (a) of this AD, as specified in

paragraph 1.D., Table 2, ‘‘Prior or Concurrent

Service Bulletins,’’ on page 3 of Boeing

Service Bulletin 767–54–0082, dated October

28, 1999, accomplish the actions specified in

the following service bulletins: Boeing

Service Bulletin 767–29–0057, dated

December 16, 1993; Boeing Service Bulletin

767–54–0059, dated July 28, 1994; Boeing

Service Bulletin 767–54–0069, Revision 1,

dated January 29, 1998; Boeing Service

Bulletin 767–54–0083, dated September 17,

1998; Boeing Service Bulletin 767–54–0088,

Revision 1, dated July 29, 1999; and Boeing

Service Bulletin 767–57–0053, Revision 2,

dated September 23, 1999.

Note 2: AD 2000–12–17, amendment 39–

11795, requires accomplishment of Boeing

Service Bulletin 767–57–0053, Revision 2,

dated September 23, 1999. However,

inspections and rework accomplished in

accordance with Boeing Service Bulletin

767–57–0053, dated June 27, 1996, or

Revision 1, dated October 31, 1996, are

acceptable for compliance with the

applicable action required by paragraph (b) of

this AD.

Repair

(c) If any damage to airplane structure is

found during the accomplishment of any

modification required by paragraph (a) or (b)

of this AD, and the applicable service

bulletin specifies to contact Boeing for

appropriate action, then prior to further

flight, repair in accordance with a method

approved by the Manager, Seattle Aircraft

Certification Office (ACO), FAA. For a repair

method to be approved by the Manager,

Seattle ACO, as required by this paragraph,

the Manager’s 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) of

this AD, the actions shall be done in

accordance with Boeing Service Bulletin

767–54–0082, dated October 28, 1999; Boeing

Service Bulletin 767–29–0057, dated

December 16, 1993; Boeing Service Bulletin

767–54–0059, dated July 28, 1994; Boeing

Service Bulletin 767–54–0069, Revision 1,

dated January 29, 1998; Boeing Service

Bulletin 767–54–0083, dated September 17,

1998; Boeing Service Bulletin 767–54–0088,

Revision 1, dated July 29, 1999; and Boeing

Service Bulletin 767–57–0053, Revision 2,

dated September 23, 1999; as applicable.

(1) The incorporation by reference of

Boeing Service Bulletin 767–54–0082, dated

October 28, 1999; Boeing Service Bulletin

767–29–0057, dated December 16, 1993;

Boeing Service Bulletin 767–54–0059, dated

July 28, 1994; Boeing Service Bulletin 767–

54–0069, Revision 1, dated January 29, 1998;

Boeing Service Bulletin 767–54–0083, dated

September 17, 1998; and Boeing Service

Bulletin 767–54–0088, Revision 1, dated July

29, 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 Service Bulletin 767–57–0053,

Revision 2, dated September 23, 1999, was

approved previously by the Director of the

Federal Register as of July 24, 2000 (65 FR

37843, June 19, 2000).

(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

October 17, 2000.

Federal Register / Vol. 65, No. 191 / Monday, October 2, 2000 / Rules and Regulations 58645

Issued in Renton, Washington, on

September 21, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–24751 Filed 9–29–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NE–38–AD; Amendment

39–11913; AD 2000–20–02]

RIN 2120–AA64

Airworthiness Directives; General

Electric Company CF6–50 Series

Turbofan Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to General Electric Company

(GE) CF6–50 series turbofan engines.

This action requires inspection of the

low pressure turbine nozzle lock

assemblies, and replacement of the

borescope plug with a new design plug.

This amendment is prompted by three

uncontained engine failures. The

actions specified in this AD are

intended to detect loose or missing LPT

nozzle lock assembly studs that could

lead to failure of the locks and

subsequent uncontained failure of the

engine.

DATES: Effective October 17, 2000. The

incorporation by reference of certain

publications listed in the rule is

approved by the Director of the Federal

Register as of October 17, 2000.

Comments for inclusion in the Rules

Docket must be received on or before

December 1, 2000.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), New England

Region, Office of the Regional Counsel,

Attention: Rules Docket No. 2000–NE–

38–AD, 12 New England Executive Park,

Burlington, MA 01803–5299. Comments

may also be sent via the Internet using

the following address: ‘‘9-aneadcomment@faa.gov.’’ Comments sent

via the Internet must contain the docket

number in the subject line.

The service information referenced in

this AD may be obtained from General

Electric Company via Lockheed Martin

Technology Services, 10525 Chester

Road, Suite C, Cincinnati, Ohio 45215,

telephone (513) 672–8400, fax (513)

672–8422. This information may be

examined at the FAA, New England

Region, Office of the Regional Counsel,

12 New England Executive Park,

Burlington, MA; or at the Office of the

Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Karen Curtis, Aerospace Engineer,

Engine Certification Office, FAA, Engine

and Propeller Directorate, 12 New

England Executive Park, Burlington, MA

01803–5299; telephone: (781) 238–7192,

fax: (781) 238–7199.

SUPPLEMENTARY INFORMATION: On April

25, 2000, a DC10–30 experienced an

uncontained engine failure during

takeoff. Ground inspection found

uncontainment of the low pressure

turbine (LPT) case, airplane damage,

and ingestion damage to the other two

engines. An investigation revealed that

the failure of stage 2 LPT nozzle lock

assemblies made of 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

failure of Waspalloy stage 2 LPT nozzle

lock assembly studs.

Before these three events, there had

been two uncontained failures of stage

2 LPT nozzle lock assemblies made of

Rene 41 material. One failure was in

April 1991 which was contained within

the cowl with no damage to the

airplane, and one in 1996 that also

penetrated the cowl and resulted in

minor damage to the airplane. There

was also one unscheduled engine

removal (UER) for broken 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 failure of

the locks and subsequent uncontained

failure of the engine.

Manufacturer’s Service Information

The FAA has reviewed and approved

the technical contents of GE Alert

Service Bulletin (ASB) CF6–50 72–

A1196, dated September 15, 2000, that

describes procedures for replacing the

existing stage 2 LPT nozzle borescope

plug, part number (P/N) 9022M63G13,

with borescope plug P/N 2083M99P01.

This new plug provides an additional

antirotation feature for the nozzle

segments in the event of failure of the

nozzle locks.

Interim Action Requirements of This

AD

Since an unsafe condition has been

identified that is likely to exist or

develop on other GE CF6–50 series

turbofan engines of the same type

design, this AD is being issued as an

interim action to detect loose or missing

LPT nozzle lock assembly studs that

could lead to failure of the lock

assemblies, and subsequent

uncontained failure of the engine. This

AD requires:

• Initial and repetitive inspections of

the lock assemblies for loose or missing

studs.

• Replacement of all of the stage 2

LPT lock assemblies with new

assemblies before further flight if a loose

or missing stud is found.

• Installation of borescope plug P/N

2083M99P01. This new borescope plug

is designed to prevent rotation of the

stage 2 LPT nozzle 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 case

assembly with a serviceable part before

further flight if any buckling or cracks

are found.

The borescope plug must be replaced

as specified in ASB CF6–50 72–A1196.

Immediate Adoption of This AD

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this rule by

submitting such written data, views, or

arguments as they may desire.

Communications should identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether