Federal Register / Vol. 65, No. 197 / Wednesday, October 11, 2000 / Rules and Regulations 60347

complying with HIRF requirements, the

inflatable lapbelt system is considered a

critical system if its deployment could

have a hazardous effect on the airplane;

otherwise it is considered an essential

system.

10. The inflatable lapbelt must

function properly after loss of normal

aircraft electrical power, and after a

transverse separation of the fuselage at

the most critical location. A separation

at the location of the lapbelt does not

have to be considered.

11. It must be shown that the

inflatable lapbelt will not release

hazardous quantities of gas or

particulate matter into the cabin.

12. The inflatable lapbelt installation

must be protected from the effects of fire

such that no hazard to occupants will

result.

13. There must be a means for a

crewmember to verify the integrity of

the inflatable lapbelt activation system

prior to each flight or it must be

demonstrated to reliably operate

between inspection intervals.

Issued in Renton, Washington, on

September 28, 2000.

Dorenda D. Baker,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–26016 Filed 10–10–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–286–AD; Amendment

39–11927; AD 2000–20–16]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 757–200 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain Boeing Model 757–

200 series airplanes. This action

requires repetitive inspections of the

cargo loader system in the forward and

aft cargo compartments to detect

discrepancies, and corrective actions, if

necessary. This action is necessary to

detect and correct such discrepancies,

which could result in reduced structural

integrity of the fuselage and consequent

cabin depressurization.

DATES: Effective October 26, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of October 26,

2000.

Comments for inclusion in the Rules

Docket must be received on or before

December 11, 2000.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000–NM–

286–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–286–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:

Dennis Stremick, Aerospace Engineer,

Airframe Branch, ANM–120S, FAA,

Seattle Aircraft Certification Office,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–2776; fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: The FAA

has received reports indicating that, on

certain Boeing Model 757–200 series

airplanes, damage has been detected to

the fiberglass pan and fuselage frames

located in the forward and aft cargo

compartments. This damage has been

attributed to incorrect operation of the

cargo loader system and subsequent

wear damage completely through the

fiberglass pan, and in some cases, to the

adjacent fuselage frames. This

condition, if not corrected, could result

in reduced structural integrity of the

airplane fuselage and consequent cabin

depressurization.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

Boeing Alert Service Bulletin 757–

25A0233, dated August 10, 2000, which

describes procedures for repetitive

inspections of the cargo loader system

in the forward and aft cargo

compartments to detect discrepancies

(i.e., improper operation, wear damage

of the fiberglass pan and fuselage

frames), and corrective actions, if

necessary.

The corrective actions include

procedures for repair of the cargo loader

system if incorrectly installed or

deactivation of the system if the

fiberglass pan is worn to the extent that

fibers are exposed; follow-on inspection

of the fuselage frames if there is a hole

worn through the fiberglass pan

anywhere within the two-inches

forward or aft of any frame location;

repair or replacement of the damaged

pan; and repair of the fuselage frames if

damaged and damage is within the

limits specified in the structural repair

manual, as described in the alert service

bulletin. Following accomplishment of

the corrective actions, the alert service

bulletin recommends testing the cargo

loader system for proper operation. The

alert service bulletin also contains

instructions to contact the manufacturer

for reactivation of the cargo loader

system and disposition of certain

inspection and repair procedures.

Explanation of the Requirements of the

Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other products of this same

type design, this AD would require

accomplishment of the actions specified

in the alert service bulletin described

previously, except as discussed below.

Differences Between Alert Service

Bulletin and This AD

Operators should note that, although

the alert service bulletin permits

reactivation of the cargo loader system

after contacting the manufacturer for

disposition of inspection and repair

procedures, this AD requires

reactivation of the system and

disposition of the inspection and repair

procedures be accomplished in

accordance with a method approved by

the FAA.

Although the alert service bulletin

specifies accomplishment of

inspections, this AD refers to those

inspections as detailed visual

inspections. The FAA finds that

‘‘detailed visual inspection’’ is the

appropriate terminology for the

inspections described in the service

bulletin. Additionally, a definition of a

detailed visual inspection is included in

Note 2 of this proposed AD.

The alert service bulletin also

specifies repetitive inspections at

intervals not to exceed 300 flight cycles

60348 Federal Register / Vol. 65, No. 197 / Wednesday, October 11, 2000 / Rules and Regulations

provided no damage is detected

following accomplishment of the initial

inspection. However, paragraph (a) of

this AD also requires accomplishment of

the repetitive inspections if the cargo

loader system is reactivated after

damage is repaired.

Interim Action

This is considered to be interim

action. The manufacturer has advised

that it currently is developing a

modification that will positively address

the unsafe condition addressed by this

AD. Once this modification is

developed, approved, and available, the

FAA may consider additional

rulemaking.

Determination of Rule’s Effective Date

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this rule by

submitting such written data, views, or

arguments as they may desire.

Communications shall identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

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–286–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, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it 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 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:

2000–20–16 Boeing: Amendment 39–11927.

Docket 2000–NM–286–AD.

Applicability: Model 757–200 series

airplanes, certificated in any category, having

Air Cargo Equipment cargo loader systems.

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 (c) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To detect and correct discrepancies of the

cargo loader system in the forward and aft

cargo compartments, which could result in

reduced structural integrity of the fuselage

and consequent cabin depressurization,

accomplish the following:

Repetitive Inspections

(a) Within 60 days or 300 flight cycles after

the effective date of this AD, whichever

occurs first: Perform a detailed visual

inspection of the cargo loader system in the

forward and aft cargo compartments to detect

discrepancies (i.e., improper operation, wear

damage of the fiberglass pan and fuselage

frames), in accordance with the

Accomplishment Instructions of Boeing Alert

Service Bulletin 757–25A0233, dated August

10, 2000. If no discrepancies are detected, or

the cargo loader system is reactivated after

repair of damage, repeat the inspection

thereafter at intervals not to exceed 300 flight

cycles.

Note 2: For the purposes of this AD, a

detailed visual inspection is defined as: ‘‘An

intensive visual examination of a specific

structural area, system, installation, or

assembly to detect damage, failure, or

irregularity. Available lighting is normally

supplemented with a direct source of good

lighting at intensity deemed appropriate by

the inspector. Inspection aids such as mirror,

magnifying lenses, etc., may be used. Surface

cleaning and elaborate access procedures

may be required.’’

Corrective Actions

(b) If any discrepancies (i.e., improper

operation, wear damage of the fiberglass pan

or fuselage frames), are detected during any

inspection required by paragraph (a) of this

AD, before further flight: Repair the

discrepancies and deactivate the cargo loader

system in accordance with Boeing Alert

Service Bulletin 757–25A0233, dated August

10, 2000. Further, if the damage to the

Federal Register / Vol. 65, No. 197 / Wednesday, October 11, 2000 / Rules and Regulations 60349

fuselage frame(s) is greater than the limits

shown in the 757 Structural Repair Manual,

accomplish the repair in accordance with a

method approved by the Manager, Seattle

Aircraft Certification Office (ACO), FAA.

Reactivate the cargo loader system only in

accordance with a method 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.

Alternative Methods of Compliance

(c) 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

(d) 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

(e) Except as provided by paragraph (b) of

this AD, the actions shall be done in

accordance with Boeing Alert Service

Bulletin 757–25A0233, dated August 10,

2000. 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

(f) This amendment becomes effective on

October 26, 2000.

Issued in Renton, Washington, on

September 29, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–25532 Filed 10–10–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–207–AD; Amendment

39–11926; AD 2000–20–15]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A300 and A300–600 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Airbus Model

A300 and A300–600 series airplanes,

that requires a high frequency eddy

current (HFEC) inspection to detect

cracking of the rear fittings of fuselage

frame FR40 at stringer 27, and repetitive

inspections or repair, as applicable. In

lieu of accomplishing the repetitive

inspections, this amendment requires a

modification that would allow the

inspection to be deferred for a certain

period of time. This amendment is

prompted by issuance of mandatory

continuing airworthiness information by

a foreign civil airworthiness authority.

The actions specified by this AD are

intended to detect and correct fatigue

cracking of the rear fittings of fuselage

frame FR40 at stringer 27, which could

result in reduced structural integrity of

the airplane.

DATES: Effective November 15, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of November

15, 2000.

ADDRESSES: The service information

referenced in this AD may be obtained

from Airbus Industrie, 1 Rond Point

Maurice Bellonte, 31707 Blagnac Cedex,

France. 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:

Norman B. Martenson, Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2110;

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to certain Airbus

Model A300 and A300–600 series

airplanes was published in the Federal

Register on May 10, 2000 (65 FR 30033).

That action proposed to require a high

frequency eddy current (HFEC)

inspection to detect cracking of the rear

fittings of fuselage frame FR40 at

stringer 27, and repetitive inspections or

repair, as applicable. In lieu of

accomplishing the repetitive

inspections, that action proposed to

require a modification that would allow

the inspection to be deferred for a

certain period of time.

Comment Received

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

single comment received.

Request To Revise Compliance Times

The commenter questions the

compliance times specified in the

proposed AD. The commenter notes that

there are small discrepancies between

the compliance thresholds

recommended in the referenced service

bulletins for Airbus Model A300 B2,

B4–100, and B4–600 series airplanes,

and the thresholds specified by the

proposed AD. The commenter suggests

that it would be preferable for the

compliance times in the AD to be in line

with those in the service bulletins, since

this would avoid confusion by operators

and reduce the number of questions that

may be raised.

The FAA concurs. For the reasons

stated in the proposed AD, the FAA

specified fixed compliance times for

accomplishment of the required actions,

rather than permitting use of the

‘‘adjustment-for-range’’ formula for

calculating compliance times. During

discussions with the manufacturer to

determine an interim method of

calculating the fixed compliance times,

flight cycle thresholds and intervals for

certain models were recommended for

reduction from those in the service

bulletins, based on the average flight

times of those models. Subsequently, a

revised method for calculation of such

fixed compliance times was defined by

the manufacturer. This method allows

use of the flight cycle thresholds and

intervals specified in the referenced

service bulletins.

The FAA has determined that,

consistent with the manufacturer’s

revised method for calculation of fixed

compliance times, the flight cycle

thresholds and intervals recommended

in the referenced service bulletins

constitute acceptable compliance times

for this AD. The final rule has been