36146 Federal Register / Vol. 66, No. 133 / Wednesday, July 11, 2001 / Rules and Regulations

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 2001–NM–188–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.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this emergency

regulation otherwise would be

significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, 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:

2001–14–05 Boeing: Amendment 39–12315.

Docket 2001–NM–188–AD.

Applicability: All Model 737–600, –700,

–700C, and –800 series airplanes, certificated

in any category.

Compliance: Required as indicated, unless

accomplished previously.

To prevent installation of repairs of the

elevator tab that are outside allowable limits,

which could result in excessive in-flight

vibrations of the elevator tab, and consequent

loss of controllability of the airplane,

accomplish the following:

Elevator Tab Repairs

(a) As of the effective date of this AD, no

person shall install on any airplane any

elevator tab repairs that are NOT done in

accordance with Boeing All Operator

Message M–7200–01–00756, Revision 1,

dated May 29, 2001.

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 1: 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.

Effective Date

(d) This amendment becomes effective on

July 26, 2001.

Issued in Renton, Washington, on July 2,

2001.

Vi L. Lipski,

Manager, Transport Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 01–17121 Filed 7–10–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–205–AD; Amendment

39–12317; AD 2000–06–13 R1]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 737–200, –200C, –300, and –400

Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment revises an

existing airworthiness directive (AD),

applicable to certain Boeing Model 737–

200, –200C, –300, and –400 series

airplanes, that currently requires

repetitive visual and high frequency

eddy current (HFEC) inspections to

detect cracking of the corners of the

door frame and the cross beams of the

aft cargo door, and corrective actions, if

necessary. That amendment also

mandates accomplishment of a

modification to the aft cargo door,

which would terminate the repetitive

inspection requirements. This

amendment revises the compliance time

for the terminating modification. The

actions specified by this AD are

intended to prevent fatigue cracking of

the corners of the doorframe and the

crossbeams of the aft cargo door, which

could result in rapid depressurization of

the airplane.

DATES: Effective August 15, 2001.

The incorporation by reference of

Boeing Alert Service Bulletin 737–

52A1079, Revision 6, dated November

18, 1999, as listed in the regulations,

was approved previously by the Director

of the Federal Register as of May 9, 2000

(65 FR 17583, April 4, 2000).

Federal Register / Vol. 66, No. 133 / Wednesday, July 11, 2001 / Rules and Regulations 36147

The incorporation by reference of

Boeing Service Bulletin 737–52–1079,

Revision 5, dated May 16, 1996, as

listed in the regulations, was approved

previously by the Director of the Federal

Register as of December 24, 1998 (63 FR

67769, December 9, 1998).

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:

James Blilie, Aerospace Engineer,

Airframe Branch, ANM–120S, FAA,

Seattle Aircraft Certification Office,

1601 Lind Avenue, SW., Renton,

Washington 98055–2028; telephone

(425) 227–2131; fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by revising AD 2000–06–13, amendment

39–11654 (65 FR 17583, April 4, 2000);

which is applicable to certain Boeing

Model 737–200, –200C, –300, and –400

series airplanes; was published in the

Federal Register on October 5, 2000 (65

FR 59381). The action proposed to

continue to require repetitive visual and

high frequency eddy current (HFEC)

inspections to detect cracking of the

corners of the door frame and the cross

beams of the aft cargo door, and

corrective actions, if necessary. The

action also proposed to continue to

mandate accomplishment of a

modification to the aft cargo door,

which would terminate the repetitive

inspection requirements. However, the

action proposed to revise the

compliance time of the terminating

action.

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.

Support for the Proposal

One commenter supports the

proposed rule.

Request for Clarification of Note 4

One commenter requests clarification

of Note 4 of the proposed rule. That note

states, ‘‘Modification of the corners of

the door frame and the cross beams of

the aft cargo door accomplished prior to

the effective date of this AD in

accordance with Boeing Service Bulletin

737–52–1079, dated December 16, 1983;

Revision 1, dated December 15, 1988;

Revision 2, dated July 20, 1989;

Revision 3, dated May 17, 1990; or

Revision 4, dated February 21, 1991; is

considered acceptable for compliance

with paragraph (e) of this AD.’’ The

commenter states that certain repair

angles installed per those service

bulletins may have been installed with

inadequate edge margin, and the

commenter questions whether repair

angles installed without cracks but with

inadequate edge margin are acceptable

for compliance with paragraph (e) of

this AD. Furthermore, the commenter

notes that Revision 6 of the service

bulletin, dated November 18, 1999,

requires that certain repair angles

installed with a short edge margin be

repetitively inspected, and questions

whether these repetitive inspections

would be required by the proposed AD.

The FAA does not concur that any

change to Note 4 of this AD is necessary.

To be acceptable for compliance with

paragraph (e) of this AD, the

modification of the corners of the door

frame must have been properly installed

according to the referenced service

bulletins. To properly install any repair

or modification, all fastener edge

margins must meet normal rework

requirements which are explicitly stated

in the Boeing Structural Repair Manual

and other service information. If the

edge margins for an installation of the

terminating modification are not

adequate, as specified in the service

bulletin, then the repetitive inspections

identified in the service bulletin would

be necessary for the modification to be

considered to have been accomplished

‘‘in accordance with the service

bulletin.’’ No change to the final rule is

necessary in this regard.

Explanation of Editorial Change

In paragraph (d) of the proposed rule,

an editing error resulted in that

paragraph including a compliance time

of ‘‘Within 4,500 flight cycles or one

year after the effective date of this AD.’’

The paragraph should have referenced

the effective date of AD 2000–06–13,

which is May 9, 2000. Therefore,

paragraph (d) of this final rule has been

revised to correct this error and specify

a compliance time of 4,500 flight cycles

or 1 year after May 9, 2000.

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 change

previously described. The FAA has

determined that this change will neither

increase the economic burden on any

operator nor increase the scope of the

AD.

Cost Impact

There are approximately 1,636 Model

737 series airplanes of the affected

design in the worldwide fleet. The FAA

estimates that 707 airplanes of U.S.

registry are affected by this AD. This AD

adds no new requirements, but only

extends a compliance time for an action

already required by AD 2000–06–13.

Thus, this AD adds no new additional

economic burden on affected operators,

other than the cost of additional

repetitive inspection cycles if operators

elect to accomplish the modification at

a later compliance time as allowed by

this AD. The current costs associated

with this amendment are reiterated in

their entirety (as follows) for the

convenience of affected operators:

The detailed visual inspections

currently required by AD 2000–06–13

take approximately 2 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour. Based

on these figures, the cost impact of these

currently required inspections on U.S.

operators is estimated to be $84,840, or

$120 per airplane, per inspection cycle.

The HFEC inspections currently

required by AD 2000–06–13 take

approximately 4 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour. Based

on these figures, the cost impact of these

inspections on U.S. operators is

estimated to be $169,680, or $240 per

airplane, per inspection cycle.

The modification currently required

by AD 2000–06–13 takes approximately

144 work hours per airplane to

accomplish, at an average labor rate of

$60 per work hour. Required parts cost

approximately $4,530 per airplane.

Based on these figures, the estimated

cost impact of this modification on U.S.

operators is estimated to be $9,311,190,

or $13,170 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.

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

36148 Federal Register / Vol. 66, No. 133 / Wednesday, July 11, 2001 / Rules and Regulations

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

removing amendment 39–11654 (65 FR

17583, April 4, 2000), and by adding a

new airworthiness directive (AD),

amendment 39–12317, to read as

follows:

2000–06–13 R1 Boeing: Amendment 39–

12317. Docket 2000–NM–205–AD. Revises

AD 2000–06–13, Amendment 39–11654.

Applicability: The following airplane

models, certificated in any category.

Model 737–200 and –200C series airplanes,

line numbers 6 through 873 inclusive; Model

737–200, –200C, –300, and –400 series

airplanes; line numbers 874 through 1642

inclusive; equipped with an aft cargo door

having Boeing part number (P/N) 65–47952–

1 or P/N 65–47952–524; excluding:

1. Those airplanes on which that door has

been modified in accordance with Boeing

Service Bulletin 737–52–1079; or

2. Those airplanes on which the door

assembly having P/N 65–47952–524 includes

four straps (P/N’s 65–47952–139, 65–47952–

140, 65–47952–141, and 65–47952–142) and

a thicker lower cross beam web (P/N 65–

47952–157).

Note 1: 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 (f)(1) 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 of the corners

of the doorframe and the cross beams of the

aft cargo door, which could result in rapid

depressurization of the airplane, accomplish

the following:

Restatement of the Requirements of AD

2000–06–13

Inspections and Corrective Actions

(a) Within 90 days or 700 flight cycles after

December 24, 1998 (the effective date of AD

98–25–06, amendment 39–10931), whichever

occurs later, perform an internal detailed

visual inspection to detect cracking of the

corners of the door frame and the cross

beams of the aft cargo door, in accordance

with Boeing Service Bulletin 737–52–1079,

Revision 5, dated May 16, 1996; or Boeing

Alert Service Bulletin 737–52A1079,

Revision 6, dated November 18, 1999.

(1) If no cracking is detected, accomplish

the requirements of either paragraph (a)(1)(i)

or (a)(1)(ii) of this AD.

(i) Repeat the internal visual inspection

thereafter at intervals not to exceed 4,500

flight cycles. Or

(ii) Prior to further flight, modify the

corners of the doorframe and the crossbeams

of the aft cargo door in accordance with the

service bulletin. Accomplishment of such

modification constitutes terminating action

for the repetitive inspection requirements of

paragraph (a)(1)(i) of this AD.

(2) If any cracking is detected in the upper

or lower cross beams, prior to further flight,

modify the cracked beam in accordance with

Part I of the Accomplishment Instructions of

the service bulletin. Accomplishment of such

modification constitutes terminating action

for the repetitive inspection requirements of

paragraph (a)(1)(i) of this AD for the repaired

beam.

(3) If any cracking is detected in the

forward or aft upper door frame, prior to

further flight, repair the frame and modify

the corners of the door frame of the aft cargo

door, in accordance with Part I of the

Accomplishment Instructions of the service

bulletin, except as provided by paragraph (b)

of this AD. Accomplishment of such

modification constitutes terminating action

for the repetitive inspection requirements of

paragraph (a)(1)(i) of this AD for the upper

doorframe.

Note 2: Cracks of the forward or aft upper

door frame, regardless of length, must be

repaired prior to further flight in accordance

with Part I of the Accomplishment

Instructions of the service bulletin.

(4) If any cracking is detected in the

forward or aft lower door frame, prior to

further flight, replace the damaged frame

with a new frame, and modify the corners of

the door frame of the aft cargo door, in

accordance with Part I of the

Accomplishment Instructions of the service

bulletin. Accomplishment of such

modification constitutes terminating action

for the repetitive inspection requirements of

paragraph (a)(1)(i) of this AD for the lower

doorframe.

(b) Where Boeing Service Bulletin 737–52–

1079, Revision 5, dated May 16, 1996; or

Boeing Alert Service Bulletin, 737–52A1079,

Revision 6, dated November 18, 1999;

specifies that certain repairs are to be

accomplished in accordance with

instructions received from Boeing, this AD

requires that, prior to further flight, such

repairs be accomplished in accordance with

a method approved by the Manager, Seattle

Aircraft Certification Office (ACO), FAA.

Inspections and Corrective Actions

(c) If any cracking of the outer chord of the

upper or lower cross beams of the aft cargo

door is detected as a result of any inspection

required by paragraph (a) of this AD, prior to

further flight, repair in accordance with a

method approved by the Manager, Seattle

ACO; Boeing Alert Service Bulletin 737–

52A1079, Revision 6, dated November 18,

1999; or in accordance with data meeting the

type certification basis of the airplane

approved by 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.

(d) Within 4,500 flight cycles or 1 year after

May 9, 2000 (the effective date of AD 2000–

06–13, amendment 39–11654), whichever

occurs later: Perform a high frequency eddy

current inspection (HFEC) to detect cracking

of the four corners of the door frame of the

aft cargo door, in accordance with the

procedures specified in Boeing 737

Nondestructive Test Manual, Part 6, Chapter

51–00–00 (Figure 4 or Figure 23); or Boeing

Alert Service Bulletin 737–52A1079,

Revision 6, dated November 18, 1999.

(1) If no cracking of the corners of the

doorframe of the aft cargo door is detected,

repeat the HFEC inspections thereafter at

intervals not to exceed 4,500 flight cycles

until accomplishment of the modification

specified in paragraph (e) of this AD.

(2) If any cracking of the corners of the

door frame of the aft cargo door is detected,

prior to further flight, replace the damaged

frame with a new frame, and modify the four

corners of the door frame, in accordance with

Parts II and III of the Accomplishment

Instructions of Boeing Service Bulletin 737–

52–1079, Revision 5, dated May 16, 1996; or

Boeing Alert Service Bulletin 737–52A1079,

Revision 6, dated November 18, 1999.

Accomplishment of such modification

constitutes terminating action for the

repetitive inspection requirements of

paragraph (d)(1) of this AD for that

doorframe.

Federal Register / Vol. 66, No. 133 / Wednesday, July 11, 2001 / Rules and Regulations 36149

Requirement Revised by This AD

Terminating Action

(e) Within 4 years or 12,000 flight cycles

after the effective date of this AD, whichever

occurs later: Modify the four corners of the

door frame and the cross beams of the aft

cargo door, in accordance with Part II of the

Accomplishment Instructions of Boeing

Service Bulletin 737–52–1079, Revision 5,

dated May 16, 1996; or Boeing Alert Service

Bulletin 737–52A1079, Revision 6, dated

November 18, 1999. Accomplishment of that

modification constitutes terminating action

for the repetitive inspection requirements of

this AD.

Note 3: Accomplishment of the

modification required by paragraph (a) of AD

90–06–02, amendment 39–6489, is

considered acceptable for compliance with

paragraph (e) of this AD.

Note 4: Modification of the corners of the

door frame and the cross beams of the aft

cargo door accomplished prior to the

effective date of this AD in accordance with

Boeing Service Bulletin 737–52–1079, dated

December 16, 1983; Revision 1, dated

December 15, 1988; Revision 2, dated July 20,

1989; Revision 3, dated May 17, 1990; or

Revision 4, dated February 21, 1991; is

considered acceptable for compliance with

paragraph (e) of this AD.

Alternative Methods of Compliance

(f)(1) 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.

(2) Alternative methods of compliance,

approved previously in accordance with AD

98–25–06, amendment 39–10931, are

approved as alternative methods of

compliance with this AD.

Note 5: 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

(g) 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

(h) Except as provided in paragraphs (b),

(c), and (d) of this AD, the actions shall be

done in accordance with Boeing Service

Bulletin 737–52–1079, Revision 5, dated May

16, 1996; or Boeing Alert Service Bulletin

737–52A1079, Revision 6, dated November

18, 1999.

(1) The incorporation by reference of

Boeing Alert Service Bulletin 737–52A1079,

Revision 6, dated November 18, 1999, was

approved previously by the Director of the

Federal Register as of May 9, 2000 (65 FR

17583, April 4, 2000).

(2) The incorporation by reference of

Boeing Service Bulletin 737–52–1079,

Revision 5, dated May 16, 1996, was

approved previously by the Director of the

Federal Register as of December 24, 1998 (63

FR 67769, December 9, 1998).

(3) 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

(i) This amendment becomes effective on

August 15, 2001.

Issued in Renton, Washington, on July 2,

2001.

Vi L. Lipski,

Manager, Transport Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 01–17118 Filed 7–10–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–228–AD; Amendment

39–12311; AD 2001–14–01]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 757–200 Series Airplanes

Modified by Supplemental Type

Certificate SA1727GL

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to all Boeing Model 757–200

series airplanes modified by

Supplemental Type Certificate (STC)

SA1727GL, that requires deactivation of

the air-to-ground telephone system

approved by that STC. This action is

necessary to prevent the inability of the

flight crew to remove power from the

telephone system when necessary.

Inability to remove power from the

telephone system during a non-normal

or emergency situation could result in

inability to control smoke or fumes in

the airplane flight deck or cabin. This

action is intended to address the

identified unsafe condition.

DATES: Effective August 15, 2001.

ADDRESSES: The information referenced

in this AD may be examined at the

Federal Aviation Administration (FAA),

Transport Airplane Directorate, Rules

Docket, 1601 Lind Avenue, SW.,

Renton, Washington; or at the FAA,

Chicago Aircraft Certification Office,

2300 East Devon, Des Plaines, Illinois.

FOR FURTHER INFORMATION CONTACT:

Wess Rouse, Aerospace Engineer,

Airframe and Propulsion Branch, ACE–

117C, Chicago Aircraft Certification

Office, 2300 East Devon, Des Plaines,

Illinois 60018; telephone (847) 294–

8113; fax (847) 294–7380.

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 all Boeing Model

757–200 series airplanes modified by

Supplemental Type Certificate (STC)

SA1727GL was published in the Federal

Register on March 2, 2001 (66 FR

13183). That action proposed to require

deactivation of the air-to-ground

telephone system approved by that STC.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were submitted in response

to the proposal or the FAA’s

determination of the cost to the public.

Explanation of Change to Final Rule

Paragraph (b) of the proposed rule

states that ‘‘no person shall install an

[in-flight entertainment system (IFE)]

system in accordance with STC

SA1727GL * * *’’ The FAA finds that,

where we used the generic term ‘‘IFE

system,’’ we should have used the more

specific term ‘‘air-to-ground telephone

system.’’ Therefore, we have revised

paragraph (b) of this final rule for

clarity.

Conclusion

After careful review of the available

data, the FAA has determined that air

safety and the public interest require the

adoption of the rule with the change

previously described. The FAA has

determined that this change will neither

increase the economic burden on any

operator nor increase the scope of the

AD.

Cost Impact

Because the STC holder is no longer

in business, the FAA is unable to

determine how many U.S.-registered

Boeing Model 757–200 series airplanes

modified by STC SA1727GL will be

affected by this AD.

For an airplane subject to this AD, it

will take approximately 3 work hours

per airplane to accomplish the required

actions, at an average labor rate of $60

per work hour. Required parts will cost

approximately $35 per airplane. Based

on these figures, the cost impact of this