63006 Federal Register / Vol. 65, No. 204 / Friday, October 20, 2000 / Rules and Regulations

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:

2000–21–04 Boeing: Amendment 39–11936.

Docket 2000–NM–91–AD.

Applicability: Model 767 series airplanes;

as listed in Boeing Alert Service Bulletin

767–24A0126, dated February 24, 2000;

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 (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 damage to the 90-minute

auxiliary power unit (APU) standby power

feeder cable, which could result in arcing

between the standby power feeder cable and

the shroud of the APU fuel line, penetration

of the fuel line shroud, and a consequent fire

in the main deck floor above the aft cargo

compartment, accomplish the following:

Installation of Sleeving

(a) Within 6 months after the effective date

of this AD, install sleeving on the 90-minute

APU standby power feeder cable at body

station 1351 on the left side of the airplane,

in accordance with Boeing Alert Service

Bulletin 767–24A0126, dated February 24,

2000.

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, Seattle

Aircraft Certification Office (ACO), FAA.

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 2: 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

(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 airplane to a

location where the requirements of this AD

can be accomplished.

Incorporation by Reference

(d) The installation shall be done in

accordance with Boeing Alert Service

Bulletin 767–24A0126, dated February 24,

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

(e) This amendment becomes effective on

November 24, 2000.

Issued in Renton, Washington, on October

12, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–26707 Filed 10–19–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–98–AD; Amendment

39–11938; AD 2000–21–06]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747 Series Airplanes Equipped

with Pratt & Whitney (PW) JT9D–7Q

and JT9D–7Q3 Turbofan Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Boeing Model 747

series airplanes, that requires a detailed

visual inspection to detect evidence of

wear or contact between the precooler

support fitting and link assembly; and

rework and reidentification of the

fitting. This amendment is prompted by

a report of rupturing of a diffuser case

on a PW JT9D–7Q engine due to

cracking in the outer pressure wall in

the rear skirt area. The actions specified

by this AD are intended to prevent

contact between the precooler support

link and the precooler support fitting,

which could contribute to an

uncontained failure of the diffuser case

and damage to the airplane.

DATES: Effective November 24, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of November

24, 2000.

ADDRESSES: The service information

referenced in this AD may be obtained

from Boeing Commercial Airplane

Group, P.O. Box 3707, Seattle,

Washington 98124–2207. This

information may be examined at the

Federal Aviation Administration (FAA),

Transport Airplane Directorate, Rules

Docket, 1601 Lind Avenue, SW.,

Renton, Washington; or at the Office of

the Federal Register, 800 North Capitol

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

FOR FURTHER INFORMATION CONTACT:

Dionne Krebs, Aerospace Engineer,

Propulsion Branch, ANM–140S, FAA,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–2250; fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to certain Boeing

Model 747 series airplanes was

published in the Federal Register on

Federal Register / Vol. 65, No. 204 / Friday, October 20, 2000 / Rules and Regulations 63007

May 3, 2000 (65 FR 25696). That action

proposed to require a detailed visual

inspection to detect evidence of wear or

contact between the precooler support

fitting and link assembly; and rework

and reidentification of the fitting.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Request for Correction of Part Number

One commenter states that the

reidentification part number (P/N)

65B09024–601, as specified in

paragraphs (a)(1), (a)(2), and (b) of the

proposal, is incorrect, and should be

revised to P/N 65B90924–601. The FAA

concurs with the commenter’s

statement; there was an error in the part

number specified in the proposed rule

and it has been corrected in the

applicable paragraphs of the final rule.

Action Taken to Address Root Cause

One commenter repeats a sentence in

the Discussion section of the proposal

which states, ‘‘The diffuser case fracture

was due to a crack that most likely

developed in a toolmark that was left by

a blending operation adjacent to the

dog-bone-shaped embossment at the 11

o’clock circumferential location of the

outer pressure wall of the case in the

area of the rear skirt.’’ The commenter

requests information on the action that

has been taken to address the toolmark

and blending issue that is the apparent

root cause of the unsafe condition.

The FAA previously issued AD 99–

04–05, amendment 39–11029 (64 FR

6784, February 11, 1999), which

addresses the toolmark and blending

issue. That AD requires a fluorescent

penetrant inspection (FPI) of the rear

skirt of the diffuser case for cracks, and,

if necessary, blending down to a

minimum wall thickness to remove

cracks and subsequent FPI to determine

if cracks have been removed, polishing,

and shotpeening. If the cracks are

shown by subsequent FPI not to have

been removed, that AD requires

removing the diffuser case from service

and replacing it with a serviceable part.

No change to this final rule is necessary

in this regard.

Request to Reference New Service

Information

One commenter requests the proposal

be revised to reference Boeing Service

Bulletin 747–36–2135 for

accomplishment of the bracket

modification. The commenter states that

Boeing Service Letter 747–SL–36–089,

dated August 10, 1998 (the service

information referenced in the proposal

for accomplishment of the bracket

modification), will be revised to refer to

the new service bulletin for the

modification instructions. The

commenter disagrees with the wording

in the proposal stating that the service

letter will be revised to reidentify the P/

N on the bracket, and plans to revise the

service letter to reference the new

service bulletin, which will contain

modification instructions for the

bracket.

The FAA does not concur with the

commenter’s request. The referenced

service bulletin has not been submitted

for review and approval by the FAA;

therefore, the final rule cannot be

revised to cite as-yet unapproved

service information. However, under the

provisions of paragraph (c) of the final

rule, the FAA may approve requests for

an alternative method of compliance in

accordance with Boeing Service Bulletin

747–36–2135 after it has been approved

by the FAA and submitted to

substantiate that such an adjustment

would provide an acceptable level of

safety that addresses the identified

unsafe condition. Additionally, the

proposal does not state that the service

letter will be revised to reidentify the P/

N on the bracket. No change to the final

rule is necessary in this regard.

Request to Extend Compliance Time

One commenter requests the proposed

compliance time for accomplishment of

the detailed visual inspection be

extended to ‘‘Within 8,000 flight hours

after the effective date of this AD,’’ with

no calendar grace period. The

commenter states that, since removal of

the precooler is necessary to accomplish

the rework, the task is best

accomplished during a scheduled ‘L,’

‘H,’ or ‘M’ maintenance check of the

airplane. The commenter also states that

an extension of the compliance time

will ensure that it can accomplish the

inspection on all of its affected airplanes

during one of the scheduled checks

described above.

The FAA does not concur with the

commenter’s request. 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,

and the practical aspect of

accomplishing the required inspection

and rework within an interval of time

that parallels the normal scheduled

maintenance for the majority of affected

operators. The FAA has determined that

6,000 hours, time-in-service or 18

months represents an appropriate

compliance time allowable for the

inspection and rework to be

accomplished during scheduled

maintenance intervals. However, under

the provisions of paragraph (c) of the

final rule, the FAA may approve

requests for adjustments to the

compliance time if data are submitted to

substantiate that such an adjustment

would provide an acceptable level of

safety.

Conclusion

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule with the changes

previously described. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

Cost Impact

There are approximately 79 airplanes

of the affected design in the worldwide

fleet. The FAA estimates that 27

airplanes of U.S. registry will be affected

by this AD.

It will take approximately 2 work

hours per airplane to accomplish the

required inspection, at an average labor

rate of $60 per work hour. Based on

these figures, the cost impact of the

required inspection on U.S. operators is

estimated to be $3,240, or $120 per

airplane.

It will take approximately 16 work

hours per airplane to accomplish the

required rework, at an average labor rate

of $60 per work hour. No parts are

required to accomplish the rework.

Based on these figures, the cost impact

of the required rework on U.S. operators

is estimated to be $25,920, or $960 per

airplane.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted. 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 adopted herein will

not have a substantial direct effect on

the States, on the relationship between

63008 Federal Register / Vol. 65, No. 204 / Friday, October 20, 2000 / Rules and Regulations

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:

2000–21–06 Boeing: Amendment 39–11938.

Docket 2000–NM–98–AD.

Applicability: Model 747 series airplanes,

certificated in any category; equipped with

Pratt & Whitney JT9D–7Q and JT9D–7Q3

turbofan engines.

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 prevent contact between the precooler

support link and the precooler support

fitting, which could contribute to an

uncontained failure of the diffuser case and

damage to the airplane, accomplish the

following:

Detailed Visual Inspection

(a) For any precooler support fitting having

P/N 65B90924–1 or P/N 65B90924–600 that

has not been reworked to the dimensions

specified in Boeing Service Letter 747–SL–

36–089, dated August 10, 1998: Within 6,000

hours time-in-service after the effective date

of this AD, or within 18 months after the

effective date of this AD, whichever occurs

first, perform a detailed visual inspection to

detect evidence of contact wear or contact

between the precooler support fitting and

link assembly, P/N 69B93162–1 or

69B93162–3, in accordance with the service

letter.

Rework and Reidentification

(1) If no evidence of contact wear or

contact between the precooler support fitting

and link assembly is found: At the next

engine removal, rework the precooler support

fitting to the dimensions specified in the

service letter, in accordance with the service

letter; and permanently and legibly reidentify

the support fitting as P/N 65B90924–601.

(2) If any evidence of contact wear or

contact between the precooler support fitting

and link assembly is found: Prior to further

flight, rework the precooler support fitting to

the dimensions specified in the service letter,

in accordance with the service letter; and

permanently and legibly reidentify the

support fitting as P/N 65B90924–601.

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.’’

Reidentification

(b) For any precooler support fitting having

P/N 65B90924–1 or P/N 65B90924–600 that

has been reworked to the dimensions

specified in Boeing Service Letter 747–SL–

36–089, dated August 10, 1998, but has not

been permanently and legibly reidentified:

Within 6,000 hours time-in-service or 18

months after the effective date of this AD,

whichever occurs first, permanently and

legibly reidentify the reworked fitting as P/

N 65B90924–601.

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

Aircraft Certification Office (ACO), FAA.

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 §§ 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 paragraphs (a)(1),

(a)(2), and (b) of this AD, the actions shall be

done in accordance with Boeing Service

Letter 747–SL–36–089, including attachment,

dated August 10, 1998. 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

November 24, 2000.

Issued in Renton, Washington, on October

13, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–26878 Filed 10–19–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 97

[Docket No. 30208; Amdt. No. 2016]

Standard Instrument Approach

Procedures; Miscellaneous

Amendments

AGENCY: Federal Aviation

Administration (FAA), DOT.

ACTION: Final rule.

SUMMARY: This amendment establishes,

amends, suspends, or revokes Standard

Instrument Approach Procedures

(SIAP’s) for operations at certain

airports. These regulatory actions are

needed because of the adoption of new

or revised criteria, or because of changes

occurring in the National Airspace

System, such as the commissioning of

new navigational facilities, addition of