Federal Register / Vol. 65, No. 216 / Tuesday, November 7, 2000 / Rules and Regulations 66607

Issued in Fort Worth, Texas, on October 27,

2000.

Henry A. Armstrong,

Manager, Rotorcraft Directorate, Aircraft

Certification Service.

[FR Doc. 00–28236 Filed 11–6–00; 8:45 am]

BILLING CODE 4910–13–P

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.

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: 9-

anm-iarcomment@faa.gov. 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

66608 Federal Register / Vol. 65, No. 216 / Tuesday, November 7, 2000 / Rules and Regulations

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:

• 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–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.

§ 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:

Federal Register / Vol. 65, No. 216 / Tuesday, November 7, 2000 / Rules and Regulations 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

66610 Federal Register / Vol. 65, No. 216 / Tuesday, November 7, 2000 / Rules and Regulations

Federal Register / Vol. 65, No. 216 / Tuesday, November 7, 2000 / Rules and Regulations 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

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–SW–01–AD; Amendment

39–11966; AD 2000–15–21 R1]

RIN 2120–AA64

Airworthiness Directives; Bell

Helicopter Textron Inc.—Manufactured

Model HH–1K, TH–1F, TH–1L, UH–1A,

UH–1B, UH–1E, UH–1F, UH–1H, UH–1L,

and UH–1P; and Southwest Florida

Aviation SW204, SW204HP, SW205,

and SW205A–1 Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment revises an

existing airworthiness directive (AD)

that applies to Model HH–1K, TH–1F,

TH–1L, UH–1A, UH–1B, UH–1E, UH–

1F, UH–1H, UH–1L, and UH–1P; and

Southwest Florida Aviation SW204,

SW204HP, SW205, and SW205A–1

helicopters, manufactured by Bell

Helicopter Textron Inc. (BHTI) for the

Armed Forces of the United States, and

requires removing and replacing certain

main rotor mast (mast) assemblies. This

amendment corrects a part number that

was published incorrectly in the

existing AD. This amendment is

prompted by the discovery of that error.

The actions specified by this AD are

intended to prevent fatigue failure of the

mast and subsequent loss of control of

the helicopter.

EFFECTIVE DATE: November 22, 2000.

FOR FURTHER INFORMATION CONTACT:

Michael Kohner, Aviation Safety

Engineer, FAA, Rotorcraft Directorate,

Rotorcraft Certification Office, Fort

Worth, Texas 76193–0170, telephone

(817) 222–5447, fax (817) 222–5783.

SUPPLEMENTARY INFORMATION: AD 2000–

15–21, Amendment 39–11854,

applicable to Model HH–1K, TH–1F,

TH–1L, UH–1A, UH–1B, UH–1E, UH–

1F, UH–1H, UH–1L, and UH–1P; and

Southwest Florida Aviation SW204,

SW204HP, SW205, and SW205A–1

helicopters, which were manufactured

by BHTI for the Armed Forces of the

United States, was published in the

Federal Register on August 9, 2000 (65

FR 48605). That AD requires removing

and replacing certain mast assemblies.

After that AD was issued, the FAA

discovered that the mast assembly part

numbers listed in the applicability

section are 205–011–450–001 and –005;

the correct mast assembly part numbers

are 204–011–450–001 and –005.

The FAA has determined that this

revision will neither increase the

economic burden on any operator nor

increase the scope of the AD, therefore,

no additional comments were solicited

and this AD is being issued with the

same requirements previously imposed

but with the correct part number.

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 FAA, Office of the

Regional Counsel, Southwest Region,

2601 Meacham Blvd., Room 663, Fort

Worth, Texas.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, 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

removing Amendment 39–11854 (65 FR

48605, August 9, 2000), and by adding

a new airworthiness directive to read as

follows:

2000–15–21 R1 Firefly Aviation Helicopter

Services (Previously Erickson Air Crane

Co.); Garlick Helicopters, Inc.; Hawkins

and Powers Aviation, Inc.; International

Helicopters, Inc.; Tamarack Helicopters,

Inc. (Previously Ranger Helicopter

Services, Inc.); Robinson Air Crane, Inc.;

Williams Helicopter Corporation

(Previously Scott Paper Co.); Smith

Helicopters; Southern Helicopter, Inc.;

Southwest Florida Aviation; Arrow

Falcon (Previously Utah State

University); Western International

Aviation, Inc.; and U.S. Helicopter, Inc.:

Amendment 39–11966. Docket No.

2000–SW–01–AD. Revises AD 2000–15–

21, Amendment 39–11854.

Applicability: Model HH–1K, TH–1F, TH–

1L, UH–1A, UH–1B, UH–1E, UH–1F, UH–1H,

UH–1L, and UH–1P; and Southwest Florida

Aviation SW204, SW204HP, SW205, and

SW205A–1 helicopters, manufactured by Bell

Helicopter Textron Inc. (BHTI) for the Armed

Forces of the United States, with a main rotor

mast (mast) assembly, part number (P/N)

204–011–450–001 or –005, installed,

certificated in any category.

Note 1: This AD applies to each helicopter

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 helicopters 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 within 25 hours

time-in-service, unless accomplished

previously.

To prevent fatigue failure of the mast and

subsequent loss of control of the helicopter,

accomplish the following:

(a) Remove any mast assembly, P/N 204–

011–450–001 or –005, from service. Replace

it with an airworthy mast assembly. Neither

mast assembly, P/N 204–011–450–001 nor

204–011–450–005, is eligible for installation

on any affected helicopter.

(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, Rotorcraft

Certification Office, Rotorcraft Directorate,

FAA. Operators shall submit their requests

through an FAA Principal Maintenance

Inspector, who may concur or comment and

then send it to the Manager, Rotorcraft

Certification Office.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Rotorcraft Certification

Office.

(c) Special flight permits may be issued in

accordance with sections 21.197 and 21.199