Federal Register / Vol. 65, No. 196 / Tuesday, October 10, 2000 / Proposed Rules 60129

Administrator, the Federal Aviation

Administration proposes to amend 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:

Boeing: Docket 99–NM–127–AD.

Applicability: Model 767 series airplanes

powered by General Electric 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 the primary

strut structure and consequent reduced

structural integrity of the strut, accomplish

the following:

Modification

(a) Modify the nacelle strut and wing

structure on both the left and right sides of

the airplane, in accordance with Boeing

Service Bulletin 767–54–0081, dated July 29,

1999, at the later of the times specified in

paragraphs (a)(1) and (a)(2) of this AD.

(1) Prior to the accumulation of 37,500

total flight cycles, or within 20 years since

date of manufacture, whichever occurs first.

Use of the optional threshold formula

described in Figure 1 on page 54 of the

service bulletin is an acceptable alternative to

the 20-year threshold provided that the

conditions specified in Figure 1 of the service

bulletin are met.

(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 8 of Boeing

Service Bulletin 767–54–0081, dated July 29,

1999; accomplish the actions specified in

Boeing Service Bulletin 767–29–0057, dated

December 16, 1993; 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; Boeing Service Bulletin 767–

54A0094, Revision 1, dated September 16,

1999; and Boeing Service Bulletin 767–57–

0053, Revision 2, dated September 23, 1999;

as applicable, in accordance with those

service bulletins.

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, Revision 1, dated October 31,

1996, are acceptable for compliance with the

applicable actions required by paragraph (b)

of this AD.

Note 3: AD 2000–07–05, amendment 39–

11659, requires accomplishment of Boeing

Service Bulletin 767–54A0094, dated May

22, 1998. However, inspections and rework

accomplished in accordance with Boeing

Service Bulletin 767–54A0094, dated May

22, 1998, are acceptable for compliance with

the applicable actions required by paragraph

(b) of this AD.

(c) If any damage to the airplane structure

is found during the accomplishment of the

modification required by paragraph (a) of this

AD, and the service bulletin specifies to

contact Boeing for appropriate action: Prior

to further flight, repair in accordance with a

method approved by the Manager, Seattle

Aircraft Certification Office (ACO), FAA, or

a Boeing Company Designated Engineering

Representative who has been authorized by

the FAA to make such findings. For a repair

method to be approved by the Manager,

Seattle ACO, as required by this paragraph,

the 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 4: 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.

Issued in Renton, Washington, on October

3, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–25967 Filed 10–6–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–184–AD]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 757–200 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

supersedure of an existing airworthiness

directive (AD), applicable to certain

Boeing Model 757–200 series airplanes,

that currently requires inspections to

detect cracking on the free edge of the

tang, if necessary, and of the fastener

holes in the lower spar chord; and

various follow-on actions. That AD also

provides for an optional terminating

action for the repetitive inspections.

This action would add inspections to

detect additional cracking of the

fastener holes in the lower spar chord.

This action also adds an optional

terminating modification. This proposal

is prompted by the issuance of new

service information. The actions

specified by the proposed AD are

intended to detect and correct fatigue

cracking in the lower spar chord, which

could result in reduced structural

integrity of the engine strut.

DATES: Comments must be received by

November 24, 2000.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000–NM–

184–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–nprmcomment@faa.gov.

Comments sent via fax or the Internet

must contain ‘‘Docket No. 2000–NM–

184–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

the proposed rule may be obtained from

Boeing Commercial Airplane Group,

P.O. Box 3707, Seattle, Washington

60130 Federal Register / Vol. 65, No. 196 / Tuesday, October 10, 2000 / Proposed Rules

98124–2207. This information may be

examined at the FAA, Transport

Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington.

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:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed 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 above. All communications

received on or before the closing date

for comments, specified above, will be

considered before taking action on the

proposed rule. The proposals contained

in this notice may be changed in light

of the comments received.

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 proposed 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 proposed 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

summarizing each FAA-public contact

concerned with the substance of this

proposal will be filed in the Rules

Docket.

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-NM–184-AD.’’ The

postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this

NPRM by submitting a request to the

FAA, Transport Airplane Directorate,

ANM–114, Attention: Rules Docket No.

2000–NM–184–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

On March 5, 1997, the FAA issued AD

97–06–04, amendment 39–9961 (62 FR

11760, March 13, 1997), applicable to

certain Boeing Model 757–200 series

airplanes, to require inspections to

detect cracking on the free edge of the

tang, if necessary, and of the fastener

holes in the lower spar chord; and

various follow-on actions. That AD also

provides for optional terminating action

for the repetitive inspections. That

action was prompted by a report of

fatigue cracking in the lower spar chord

of two Model 757 series airplanes. The

requirements of that AD are intended to

detect and correct such fatigue cracking,

which could result in reduced structural

integrity of the engine strut.

Related Rulemaking

This proposed AD is related to AD

99–24–07, amendment 39–11431 (64 FR

66370, November 26, 1999), applicable

to certain Boeing Model 757 series

airplanes equipped with Rolls Royce

RB211 engines, that requires

modification of the nacelle strut and

wing structure. In the preamble to AD

97–06–04, the FAA specified that the

actions required by that AD were

considered ‘‘interim action’’ and that

the manufacturer was developing a

modification to positively address the

unsafe condition. The FAA indicated

that it may consider further rulemaking

action once the modification was

developed, approved, and available. The

manufacturer now has developed such a

modification, and the FAA issued AD

99–24–07 to require accomplishment of

that modification.

Actions Since Issuance of Previous Rule

Since the issuance of AD 97–06–04,

the FAA has reviewed and approved

Boeing Service Bulletin 757–54–0031,

Revision 4, dated November 11, 1999,

which describes procedures for

additional bolt hole inspections to

detect further cracking of the fastener

holes that promulgated in a different

direction in the lower spar chord than

the area described in that AD. This

inspection was added due to a report of

a crack in the lower spar chord on a

Model 757 series airplane with fewer

flight cycles than the number of flight

cycles stated in the threshold table of

Boeing Service Bulletin 757–54–0031,

Revision 2, dated December 19, 1996.

Revision 2 was referenced as the

appropriate source of service

information for accomplishment of the

actions required by AD 97–06–04, but

did not include the lower spar chord

area specified in Revision 4.

Explanation of Requirements of

Proposed Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other products of this same

type design, the proposed AD would

supersede AD 97–06–04 to continue to

require inspections to detect cracking on

the free edge of the tang, if necessary,

and of the fastener holes in the lower

spar chord; and various follow-on

actions. This proposed AD also would

continue to provide an optional

terminating action for the repetitive

inspections. This new action would add

inspections to detect additional cracking

of the fastener holes in the lower spar

chord. This action also adds an optional

terminating modification. The actions

would be required to be accomplished

in accordance with the service bulletin

described previously, except as

discussed below.

Difference Between Service Bulletin

and This AD

Operators should note that, although

the service bulletin referenced in this

AD recommends accomplishment of the

second eddy current inspection within

6,000 flight cycles after accomplishment

of the first inspection, this AD adds a

‘‘grace period’’ of 60 days due to the

length of time that has passed since the

issuance of that AD. The FAA has been

advised that a significant number of the

affected Model 757 series airplanes have

already accomplished the first

inspection. In developing an

appropriate compliance time for this

action, the FAA considered not only the

degree of urgency associated with

addressing the subject unsafe condition,

but the manufacturer’s recommendation

as to an appropriate compliance time,

parts availability, and the practical

aspect of accomplishing the required

inspection within an interval of time

that parallels the normal scheduled

maintenance for the majority of affected

operators.

In light of this, the FAA has

determined that, for operators that have

already accomplished the first

inspection, a ‘‘grace period’’ of 60 days

is necessary to ensure that the affected

airplanes are inspected in a timely

manner and that an acceptable level of

safety is maintained.

Cost Impact

There are approximately 418 Model

757–200 series airplanes of the affected

design in the worldwide fleet. The FAA

estimates that 151 airplanes of U.S.

registry would be affected by this

proposed AD.

The inspections that are currently

required by AD 97–06–04 take

Federal Register / Vol. 65, No. 196 / Tuesday, October 10, 2000 / Proposed Rules 60131

approximately 52 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour. Based

on these figures, the cost impact of the

currently required actions on U.S.

operators is estimated to be $471,120, or

$3,120 per airplane.

The new inspections that are

proposed in this AD action would take

approximately 4 work hours per

inspection, per airplane to accomplish,

at an average labor rate of $60 per work

hour. Based on these figures, the cost

impact of the proposed requirements of

this AD on U.S. operators is estimated

to be $36,240, or $240 per airplane.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the current or proposed requirements of

this AD action, and that no operator

would accomplish those actions in the

future if this AD were not adopted. The

cost impact figures discussed in AD

rulemaking actions represent only the

time necessary to perform the specific

actions actually required by the AD.

These figures typically do not include

incidental costs, such as the time

required to gain access and close up,

planning time, or time necessitated by

other administrative actions.

Regulatory Impact

The regulations proposed herein

would 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 proposal

would not have federalism implications

under Executive Order 13132.

For the reasons discussed above, I

certify that this proposed regulation (1)

is not a ‘‘significant regulatory action’’

under Executive Order 12866; (2) is not

a ‘‘significant rule’’ under the DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3) if

promulgated, 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 copy of the draft

regulatory evaluation prepared for this

action is contained in the Rules Docket.

A copy of it may be obtained by

contacting the Rules Docket at the

location provided under the caption

ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Safety.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend part

39 of the Federal Aviation Regulations

(14 CFR part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing amendment 39–9961 (62 FR

11760, March 13, 1997), and by adding

a new airworthiness directive (AD), to

read as follows:

Boeing: Docket 2000-NM–184-AD.

Supersedes AD 97–06–04, Amendment

39–9961.

Applicability: Model 757–200 series

airplanes having line numbers 1 through 736

inclusive, powered by Rolls Royce engines,

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 (n) 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 fatigue cracking of

the lower spar chord, which could result in

reduced structural integrity of the engine

strut, accomplish the following:

Restatement of Requirements of AD 97–06–

04

Repetitive Inspections

(a) Prior to the accumulation of 15,000 total

flight cycles, or within 60 days after March

28, 1997 (the effective date of AD 97–06–04,

amendment 39–9961), whichever occurs

later: Perform an eddy current inspection to

detect cracking on the free edge of the tang,

in accordance with the Accomplishment

Instructions of Boeing Service Bulletin 757–

54–0031, Revision 2, dated December 19,

1996, or Revision 4, dated November 11,

1999. Repeat this inspection thereafter at

intervals not to exceed 3,000 flight cycles

until the inspection required by paragraph

(d) of this AD is accomplished.

Note 2: The inspection required by

paragraph (a) of this AD need not be

performed on airplanes on which the

inspection required by paragraph (d) of this

AD is performed prior to the compliance time

specified in paragraph (a) of this AD.

Follow-On Actions

(b) If any cracking is found during the

inspection required by paragraph (a) of this

AD, and the cracking is within the limits

specified in Boeing Service Bulletin 757–54–

0031, Revision 2, dated December 19, 1996,

or Revision 4, dated November 11, 1999:

Prior to further flight, remove the midchord

channels, stop-drill the cracking, and install

a repair in accordance with the service

bulletin. No further action is required by

paragraph (a) of this AD.

(c) If any cracking is found, and the

cracking is outside the limits specified in

Boeing Service Bulletin 757–54–0031,

Revision 2, dated December 19, 1996, or

Revision 4, dated November 11, 1999: Prior

to further flight, replace the lower spar chord

with a new or serviceable chord in

accordance with a method approved by the

Manager, Seattle Aircraft Certification Office

(ACO), FAA.

Bolt Hole Inspection

(d) Perform an eddy current inspection

(bolt hole inspection) to detect cracking of

the two fastener holes in the lower spar

chord, in accordance with the

Accomplishment Instructions of Boeing

Service Bulletin 757–54–0031, Revision 2,

dated December 19, 1996, or Revision 4,

dated November 11, 1999, at the time

specified in paragraph (d)(1) and (d)(2) of this

AD, as applicable. Accomplishment of this

inspection terminates the inspections

required by paragraph (a) of this AD.

(1) For airplanes on which the stiffening

straps have been removed from the midchord

in accordance with Boeing Service Bulletin

757–54–0028 prior to the effective date of

this AD: Accomplish the inspection at the

time specified in Paragraph 1.D.

(‘‘Description’’) of Boeing Service Bulletin

757–54–0031, Revision 2, dated December

19, 1996, or Revision 4, dated November 11,

1999.

(2) For airplanes other than those

identified in paragraph (d)(1) of this AD:

Accomplish the inspection prior to the

accumulation of 18,000 total flight cycles, or

within 60 days after March 28, 1997,

whichever occurs later.

(e) Accomplish either paragraph (e)(1) or

(e)(2) of this AD, as applicable, in accordance

with Boeing Service Bulletin 757–54–0031,

Revision 2, dated December 19, 1996, or

Revision 4, dated November 11, 1999.

(1) If any fastener installed as a result of

an inspection required by paragraph (d) of

this AD has a diameter of 5⁄8-inch or greater:

Install the repair prior to the accumulation of

the number of flight cycles specified in the

‘‘Subsequent Inspection Interval’’ column of

the Threshold Table included in Paragraph

1.E. (‘‘Compliance’’) of Boeing Service

Bulletin 757–54–0031, Revision 2, dated

December 19, 1996, or Revision 4, dated

November 11, 1999.

(2) If any fastener installed as a result of

an inspection required by paragraph (d) of

this AD has a diameter of less than 5⁄8-inch:

Repeat the bolt hole inspection required by

60132 Federal Register / Vol. 65, No. 196 / Tuesday, October 10, 2000 / Proposed Rules

paragraph (d) of this AD prior to the

accumulation of the number of flight cycles

specified in the ‘‘Subsequent Inspection

Interval’’ column of the Threshold Table

included in Paragraph 1.E. (‘‘Compliance’’) of

the service bulletin until the repair specified

in paragraph (h) of this AD is installed.

Optional Terminating Action

(f) Installation of the repair in accordance

with the Accomplishment Instructions of

Boeing Service Bulletin 757–54–0031,

Revision 2, dated December 19, 1996, or

Revision 4, dated November 11, 1999,

constitutes terminating action for the

requirements in paragraphs (a) and (d) of this

AD.

New Requirements of This AD

Revised Service Information

(g) Except as provided by paragraphs (c)

and (l)(3) of this AD: As of the effective date

of this new AD, Boeing Service Bulletin 757–

54–0031, Revision 4, dated November 11,

1999, must be used for accomplishment of

the actions required by this AD.

Second Bolt Hole Inspection

(h) Within 6,000 flight cycles after

accomplishment of paragraph (d) of this AD,

or within 60 days after the effective date of

this AD, whichever occurs later: Perform a

second eddy current inspection (bolt hole

inspection) to detect cracking of the two

fastener holes in the lower spar chord, in

accordance with Part IV of the

Accomplishment Instructions of Boeing

Service Bulletin 757–54–0031, Revision 4,

dated November 11, 1999. If no cracking is

found during the inspection required by this

paragraph, no further action is required by

this paragraph.

Third Bolt Hole Inspection

(i) After accomplishment of the inspection

required by paragraph (h) of this AD, when

the airplane has reached the flight cycle

threshold as defined by the flight cycle

threshold formula on page 9, Paragraph 1.E.

(‘‘Compliance’’) of Boeing Service Bulletin

757–54–0031, Revision 4, dated November

11, 1999: Perform a third eddy current

inspection (bolt hole inspection) to detect

cracking of the two fastener holes in the

lower spar chord, in accordance with Part II

of the Accomplishment Instructions of the

service bulletin.

Fourth Bolt Hole Inspection

(j) If, after accomplishment of the

inspection required by paragraph (i) of this

AD, paragraph (m) of this AD has not yet

been accomplished: When the airplane has

reached the flight cycle threshold as defined

by the flight cycle threshold formula on page

9, Paragraph 1.E. (‘‘Compliance’’) of Boeing

Service Bulletin 757–54–0031, Revision 4,

dated November 11, 1999; perform a fourth

eddy current inspection (bolt hole

inspection) to detect cracking of the two

fastener holes in the lower spar chord, in

accordance with Part II of the

Accomplishment Instructions of the service

bulletin.

Follow-On Actions

(k) If no cracking is found during any

inspection required by paragraph (d), (i), or

(j) of this AD, prior to further flight, increase

the diameter of the holes by the dimensions

specified in the Accomplishment

Instructions of Boeing Service Bulletin 757–

54–0031, Revision 2, dated December 19,

1996, or Revision 4, dated November 11,

1999, and install new fasteners in accordance

with the service bulletin.

(l) If any cracking is found during any

inspection required by paragraph (d), (h), (i),

or (j) of this AD, prior to further flight,

accomplish paragraph (l)(1), (l)(2), or (l)(3) of

this AD, as applicable, in accordance with

the Accomplishment Instructions of Boeing

Service Bulletin 757–54–0031, Revision 2,

dated December 19, 1996, or Revision 4,

dated November 11, 1999.

(1) If the cracking can be removed by

increasing the diameter of the hole in

accordance with the service bulletin: Increase

the diameter of the hole by the dimensions

specified in the Accomplishment

Instructions of the service bulletin, and

install new fasteners in accordance with the

service bulletin.

(2) If the cracking cannot be removed by

increasing the diameter of the hole in

accordance with the Accomplishment

Instructions of the service bulletin, but the

cracking is within the limits specified in the

service bulletin: Install the repair in

accordance with the service bulletin. No

further action is required by paragraph (d) of

this AD.

(3) If the cracking is outside the limits

specified in the service bulletin: Replace the

lower spar chord with a new or serviceable

chord in accordance with a method approved

by the Manager, Seattle ACO.

Optional Terminating Modification

(m) Accomplishment of the modification of

the nacelle strut and wing structure as

required by AD 99–24–07, amendment 39–

11431, constitutes terminating action for the

requirements of this AD.

Alternative Methods of Compliance

(n) 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

(o) 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.

Issued in Renton, Washington, on October

3, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–25969 Filed 10–6–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF STATE

Bureau of Consular Affairs

22 CFR Part 51

[Public Notice 3428]

Passport Procedures—Amendment to

Requirements for Executing a

Passport Application on Behalf of a

Minor

AGENCY: Bureau of Consular Affairs,

State.

ACTION: Proposed rule.

SUMMARY: This proposed rule amends

regulations on Passports. The

amendments bring passport regulations

into conformity with current practice

and implement the requirements of

Section 236 of the Admiral James W.

Nance and Meg Donovan Foreign

Relations Authorization Act. That

Section requires that both parents

execute a passport application on behalf

of a minor under age 14 or, if only one

parent executes the application, such

parent must establish his or her

custodial status or the other parent’s

consent. It also provides for exceptions

in exigent circumstances, such as those

involving the health or welfare of the

child, or when the Secretary of State

determines that issuance of a passport is

warranted by special family

circumstances.

DATES: Written comments must be

received no later than November 6,

2000.

ADDRESSES: Written comments should

be addressed to: John Hotchner, Office

of Passport Policy, Planning and

Advisory Services, 2401 E. Street, N.W.,

Room 917, Washington, D.C. 20522–

0907.

FOR FURTHER INFORMATION CONTACT: John

Hotchner, Office of Passport Policy and

Advisory Services, Bureau of Consular

Affairs, Department of State, (202) 663–

2427.

SUPPLEMENTARY INFORMATION: As a

measure to prevent the use of the United

States passport in international child

abduction, Congress enacted Section

236 of the Admiral James W. Nance and

Meg Donovan Foreign Relations

Authorization Act, Pub.L. 106–113. The