Federal Register / Vol. 65, No. 28 / Thursday, February 10, 2000 / Rules and Regulations 6533

By order of the Board of Governors of the

Federal Reserve System, February 4, 2000.

Jennifer J. Johnson,

Secretary of the Board.

[FR Doc. 00–3031 Filed 2–9–00; 8:45 am]

BILLING CODE 6210–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–ANE–79–AD; Amendment

39–11561; AD 2000–03–04]

RIN 2120–AA64

Airworthiness Directives; General

Electric Company CF6–80C2 Series

Turbofan Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to General Electric Company

(GE) CF6–80C2 series turbofan engines.

This amendment requires removal from

service of affected fan mid shafts prior

to reaching a new, lower cyclic life

limit, and replacement with serviceable

parts. This amendment is prompted by

recent component test data. The actions

specified by this AD are intended to

prevent fan mid shaft failure, which

could result in an uncontained engine

failure and damage to the aircraft.

EFFECTIVE DATE: April 10, 2000.

ADDRESSES: The service information

referenced in this AD may be obtained

from General Electric Company via

Lockheed Martin Technology Services,

10525 Chester Road, Suite C, Cincinnati,

Ohio 45215, telephone 513–672–8400,

fax 513–672–8422. This information

may be examined at the Federal

Aviation Administration (FAA), New

England Region, Office of the Regional

Counsel, 12 New England Executive

Park, Burlington, MA.

FOR FURTHER INFORMATION CONTACT:

William S. Ricci, Aerospace Engineer,

Engine Certification Office, FAA, Engine

and Propeller Directorate, 12 New

England Executive Park, Burlington, MA

01803–5299; telephone 781–238–7742,

fax 781–238–7199.

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 General Electric

Company (GE) CF6–80C2 series

turbofan engines was published in the

Federal Register on October 26, 1999

(64 FR 57608). That action proposed to

require removal from service of affected

fan mid shafts prior to reaching a new,

lower cyclic life limit, and replacement

with serviceable parts. That action was

prompted by recent component test

data. That condition, if not corrected,

could result in fan mid shaft failure,

which could result in an uncontained

engine failure and damage to the

aircraft.

Comments Received

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Two commenters concur with the rule

as proposed.

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 as proposed.

Economic Analysis

There are approximately 1,796

engines of the affected design in the

worldwide fleet. The FAA estimates that

230 engines installed on aircraft of US

registry will be affected by this AD and

that required parts will cost

approximately $90,085 per engine.

Based on these figures, the total cost

impact of the AD on US operators is

estimated to be $20,719,600.

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 (EO) 13132.

For the reasons discussed above, I

certify that this action (1) Is not a

‘‘significant regulatory action’’ under EO

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, 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:

2000–03–04 General Electric Company:

Amendment 39–11561. Docket 98–ANE–

79–AD.

Applicability: General Electric Company

(GE) CF6–80C2 series turbofan engines, with

fan mid shafts, part number (P/N)

9326M74P04 or P/N 9326M74P05, installed.

These engines are installed on but not

limited to Airbus Industrie A300 and A310

series, Boeing 747 and 767 series, and

McDonnell Douglas MD–11 series aircraft.

Note 1: This airworthiness directive (AD)

applies to each engine 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 engines 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 fan mid shaft failure, which

could result in an uncontained engine failure

and damage to the aircraft, accomplish the

following:

(a) Remove from service affected fan mid

shafts and replace with a serviceable part, as

follows:

Note 2: GE CF6–80C2 Service Bulletin (SB)

No. 72–958, dated December 10, 1998,

contains information on this subject.

(1) For fan mid shafts that have

accumulated 9,000 or more cycles-since-new

(CSN) on the effective date of this AD,

remove from service within 3,500 cycles-inservice (CIS) after the effective date of this

AD, or prior to accumulating 15,000 CSN,

whichever occurs first.

(2) For fan mid shafts that have

accumulated 1,800 CSN or more, but less

6534 Federal Register / Vol. 65, No. 28 / Thursday, February 10, 2000 / Rules and Regulations

than 9,000 CSN on the effective date of this

AD, remove from service within 5,000 CIS

after the effective date of this AD, or prior to

accumulating to 12,500 CSN, whichever

occurs first.

(3) For fan mid shafts that have

accumulated less than 1,800 CSN on the

effective date of this AD, remove from service

prior to accumulating 6,800 CSN.

Note 3: GE CF6–80C2 SB 72–750, Revision

2, dated September 4, 1998, contains

information on reworking fan mid shafts that

results in changing the P/N. After that

rework, this AD would not apply to engines

containing the reworked fan mid shaft.

New Life Limits

(b) Except for the provisions of paragraph

(a) of this AD, no fan mid shafts, P/N

9326M74P04 or 9326M74P05, may remain in

service beyond 6,800 CSN.

Alternate Method 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, Engine

Certification Office (ECO). Operators shall

submit their request through an appropriate

FAA Principal Maintenance Inspector, who

may add comments and then send it to the

Manager, ECO.

Note 4: Information concerning the

existence of approved alternative methods of

compliance with this airworthiness directive,

if any, may be obtained from the ECO.

Ferry Flights

(d) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the aircraft to

a location where the requirements of this AD

can be accomplished.

(e) This amendment becomes effective on

April 10, 2000.

Issued in Burlington, Massachusetts, on

February 2, 2000.

David A. Downey,

Assistant Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 00–2988 Filed 2–9–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 96–NM–226–AD; Amendment

39–11562; AD 2000–03–05]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 737–200 Series Airplanes

Modified in Accordance with

Supplemental Type Certificate (STC)

ST00969AT

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Boeing Model 737–

200 series airplanes that requires

removal of the existing emergency floor

path lighting system and replacement

with an FAA-approved emergency floor

path lighting system. This amendment

is prompted by information indicating

that the existing emergency floor path

lighting system does not provide

adequate lighting and cueing for safe

evacuation of the airplane in the event

of an emergency. The actions specified

by this AD are intended to prevent such

inadequate lighting and cueing, which

could delay or impede the flight crew

and passengers when exiting the

airplane during an emergency.

EFFECTIVE DATE: March 16, 2000.

ADDRESSES: Information pertaining to

this amendment may be examined at the

Federal Aviation Administration (FAA),

Transport Airplane Directorate, Rules

Docket, 1601 Lind Avenue, SW.,

Renton, Washington; or at the FAA,

Small Airplane Directorate, Campus

Building, 1701 Columbia Avenue, Suite

2–160, College Park, Georgia.

FOR FURTHER INFORMATION CONTACT:

Eugene Evans, Aerospace Engineer,

ACE–116A, FAA, Small Airplane

Directorate, Atlanta Aircraft

Certification Office, One Crown Center,

1895 Phoenix Boulevard, suite 450,

Atlanta, Georgia 30349; telephone (770)

703–6081; fax (770) 703–6097.

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 737–200 series airplanes was

published in the Federal Register on

June 23, 1999 (64 FR 33443). That action

proposed to require removal of the

existing emergency floor path lighting

system and replacement with an FAAapproved emergency floor path lighting

system. That proposal was prompted by

information indicating that the existing

emergency floor path lighting system

does not provide adequate lighting and

cueing for safe evacuation of the

airplane in the event of an emergency.

The actions specified by that proposal

are intended to prevent such inadequate

lighting and cueing, which could delay

or impede the flight crew and

passengers when exiting the airplane

during an emergency.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

One commenter concurs with the

proposed rule.

Another commenter requests that the

compliance time be extended to six

months so that it will have adequate

time to integrate the affected airplanes

into the maintenance cycle.

The FAA concurs. The FAA has

determined that such an extension of

the compliance time to within 6 months

after the effective date of the AD will

not adversely affect safety. The final

rule has been revised accordingly.

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 40 Boeing

Model 737–200 series airplanes of the

affected design in the worldwide fleet.

The FAA estimates that 4 airplanes of

U.S. registry will be affected by this AD,

that it will take approximately 12 work

hours per airplane to accomplish the

removal of the system, and that the

average labor rate is $60 per work hour.

It will take approximately 40 work

hours per airplane to accomplish the

required replacement with an FAAapproved system. Required parts for the

replacement will cost approximately

$10,000 for a new system, per airplane.

Based on these figures, the cost impact

of the AD on U.S. operators is estimated

to be $524,800, or $13,120 per airplane.

The cost impact figure discussed

above is 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.

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