[Federal Register Volume 65, Number 216 (Tuesday, November 7, 2000)]
[Rules and Regulations]
[Pages 66607-66611]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-28233]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000-NM-136-AD; Amendment 39-11962; AD 2000-22-15]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 747-100, -200B, -200C, -
200F, and -300 Series Airplanes Delivered In or Modified Into the 
Stretched Upper Deck Configuration

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

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SUMMARY: This amendment adopts a new airworthiness directive (AD) that 
is applicable to certain Boeing Model 747-100, -200B, -200C, -200F, and 
-300 series airplanes delivered in or modified into the stretched upper 
deck configuration. This action requires a one-time inspection to 
detect chafing between certain engine thrust control cables and certain 
cable penetration holes, and follow-on actions, if necessary. This 
action is necessary to prevent chafing and failure of engine thrust 
control cables, which could result in a severe asymmetric thrust 
condition during landing, and consequent reduced controllability of the 
airplane. This action is intended to address the identified unsafe 
condition.

DATES: Effective November 22, 2000.
    The incorporation by reference of certain publications listed in 
the regulations was approved previously by the Director of the Federal 
Register as of April 24, 2000 (65 FR 14838, March 20, 2000).
    Comments for inclusion in the Rules Docket must be received on or 
before January 8, 2001.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 2000-NM-136-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: 
<a href="/cdn-cgi/l/email-protection#85bca8e4ebe8a8ece4f7e6eae8e8e0ebf1c5e3e4e4abe2eaf3"><span class="__cf_email__" data-cfemail="b1889cd0dfdc9cd8d0c3d2dedcdcd4dfc5f1d7d0d09fd6dec7">[email protected]</span></a>. Comments sent via fax or the Internet must 
contain ``Docket No. 2000-NM-136-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: Dionne Krebs, Aerospace Engineer, 
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification 
Office, 1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone 
(425) 227-2250; fax (425) 227-1181.

SUPPLEMENTARY INFORMATION: On March 10, 2000, the FAA issued AD 2000-
05-30, amendment 39-11640 (65 FR 14838, March 20, 2000), applicable to 
certain Boeing Model 747 series airplanes, to require repetitive 
inspections to detect discrepancies of the cables, fittings, and 
pulleys of the engine thrust control cable installation; replacement, 
if necessary; and, for certain airplanes, certain preventative actions 
on the engine thrust control cable installation. That action was 
prompted by reports of failure of engine thrust control cables. The 
requirements of that AD are intended to prevent such failures, which 
could result in a severe asymmetric thrust condition during landing, 
and consequent reduced controllability of the airplane.
    Paragraph (g) of AD 2000-05-30 requires, for certain Model 747-100B 
series airplanes with a stretched upper deck (SUD), a detailed visual 
inspection and measurement of the clearance between certain engine 
thrust control cables and the cable penetration holes, and follow-on 
corrective actions, if necessary. Since the issuance of AD 2000-05-30, 
the FAA has determined that certain other Model 747 series airplanes 
delivered with or modified to have a SUD are subject to the same unsafe 
condition as the Model 747-100B SUD airplanes identified in paragraph 
(g) of the existing AD. Therefore, the FAA finds that further 
rulemaking is necessary to prevent chafing and failure of engine thrust 
control cables, which could result in a severe asymmetric thrust 
condition during landing, and consequent reduced controllability of the 
airplane, on all affected airplanes.

Explanation of Relevant Service Information

    The FAA has previously reviewed and approved Boeing Service 
Bulletin 747-53-2327, Revision 2, dated September 24, 1998. That 
service bulletin describes procedures for repetitive inspections of 
certain upper deck floor beams to detect cracking, and repair of any 
cracks found or reinforcement of those floor beams. The service 
bulletin also describes procedures for a detailed inspection and 
measurement of the clearance between the engine thrust control cables 
and the cable penetration holes in that area, and modification of the 
holes or replacement of the plate, if necessary.

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 chafing and failure of engine thrust control 
cables, which could result in a severe asymmetric thrust condition 
during landing, and consequent reduced controllability of the airplane. 
This AD requires accomplishment of the actions specified in the service 
bulletin described previously, except as discussed below.

Differences Between This AD and Relevant Service Bulletin

    Operators should note that, although Boeing Service Bulletin 747-
53-2327 describes procedures for inspection of certain upper deck floor 
beams, and repair of any cracks found or reinforcement of those floor 
beams, as applicable, this AD requires only the detailed visual 
inspection and measurement of the clearance between the engine thrust 
control cables and the cable penetration holes in that area. The 
inspection, repair, and reinforcement of certain upper deck floor beams 
are mandated by AD 92-24-07, amendment 39-8412 (57 FR 53436, November 
10, 1992). The detailed visual inspection and measurement of the 
clearance between the engine thrust control cables and the cable 
penetration holes was incorporated into the service bulletin after AD 
92-24-07 was issued. Therefore, the FAA is requiring that part of the 
service bulletin in this AD. In addition, for airplanes on which 
insufficient clearance is measured, this AD adds an additional 
inspection of the

[[Page 66608]]

cable for wear in that area using procedures referenced in Appendix 1 
(including Figure 1) of this AD and would require replacement of the 
cable, if necessary.
    Operators also should note that the effectivity listing of Boeing 
Service Bulletin 747-53-2327, Revision 2, includes Boeing Model 747-400 
series airplanes. However, the actions required by this AD are not 
applicable to Model 747-400 series airplanes, so those airplanes are 
not included in the applicability of this AD.

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.
    Should an affected airplane be imported and placed on the U.S. 
Register in the future, it would require approximately 1 work hour to 
accomplish the required inspection, at an average labor rate of $60 per 
work hour. Based on these figures, the cost impact of this AD would be 
$60 per airplane.

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:
    <bullet> 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.
    <bullet> For each issue, state what specific change to the AD is 
being requested.
    <bullet> 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-136-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.
    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.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

2000-22-15  Boeing: Amendment 39-11962. Docket 2000-NM-136-AD.

    Applicability: Model 747-100, -200B, -200C, -200F, and -300 
series airplanes; certificated in any category; equipped with Pratt 
& Whitney Model JT9D-3 or -7 series engines, General Electric Model 
CF6-45 or -50 series engines, or Rolls-Royce Model RB211-524B, C, or 
D series engines; delivered in or modified into the stretched upper 
deck (SUD) configuration; and having angle assemblies with Boeing 
part numbers 015U0454-63 and 015U0454-64 installed at body station 
970.

    Note 1: Model 747-100 SUD series airplanes on which paragraph 
(g) of AD 2000-05-30 has been accomplished are not required to 
comply with this AD.


    Note 2: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
otherwise 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 chafing and failure of engine thrust control cables, 
which could result in a severe asymmetric thrust condition during 
landing, and consequent reduced controllability of the airplane, 
accomplish the following:

[[Page 66609]]

Inspection/Modification/Replacement

    (a) Within 18 months after the effective date of this AD, 
perform a detailed visual inspection and measure the clearance 
between the engine thrust control cables and the cable penetration 
holes, in accordance with the Cable Chafing Inspection of the 
Accomplishment Instructions of Boeing Service Bulletin 747-53-2327, 
Revision 2, dated September 24, 1998. If insufficient clearance 
exists, as specified in the service bulletin, prior to further 
flight, accomplish paragraphs (a)(1) and (a)(2) of this AD.
    (1) Modify the cable penetration holes or replace the plate, as 
applicable, in accordance with Figure 7 of the service bulletin.
    (2) Perform a detailed visual inspection of the engine thrust 
control cables in the area of the plate to detect wear and broken 
wires in accordance with Appendix 1 (including Figure 1) of this AD. 
If any wear is within the criteria contained in Appendix 1 
(including Figure 1) of this AD, no further action is required by 
this paragraph. If any wear outside the criteria contained in 
Appendix 1 (including Figure 1) of this AD is found, prior to 
further flight, replace the cable with a new cable, in accordance 
with the procedures described in the Boeing 747 Maintenance Manual.

    Note 3: 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.''

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 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

    (c) 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

    (d) Except as provided by paragraph (a)(2) of this AD, the 
actions shall be done in accordance with Boeing Service Bulletin 
747-53-2327, Revision 2, dated September 24, 1998. This 
incorporation by reference was approved previously by the Director 
of the Federal Register as of April 24, 2000 (65 FR 14838, March 20, 
2000). 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 22, 2000.

APPENDIX 1--THRUST CONTROL CABLE INSPECTION PROCEDURE

1. Detailed Visual Inspection To Detect Wear

A. Perform a detailed visual inspection of the engine thrust control 
cables in the area of the plate to detect wear.
B. Replace the cable assembly if any of the following criteria are 
met:
    (1) One cable strand had worn wires where one wire cross section 
is decreased by more than 40 percent (see Figure 1).
    (2) A kink is found.
    (3) Corrosion is found.

2. Inspection To Detect Broken Wires

A. To check for broken wires, rub a cloth along the length of the 
cable. The cloth catches on broken wires.
B. Replace the cable assembly if any of the following criteria are 
met.
    (1) Replace the 7x7 cable assembly if there are two or more 
broken wires in 12 continuous inches of cable or there are three or 
more broken wires anywhere in the total cable assembly.
    (2) Replace the 7x19 cable assembly if there are four or more 
broken wires in 12 continuous inches of cable or there are six or 
more broken wires anywhere in the total cable assembly.
BILLING CODE 4910-13-P

[[Page 66610]]

[GRAPHIC] [TIFF OMITTED] TR07NO00.027



[[Page 66611]]


    Issued in Renton, Washington, on October 30, 2000.
Donald L. Riggin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.

[FR Doc. 00-28233 Filed 11-6-00; 8:45 am]
BILLING CODE 4910-13-P


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