Federal Register / Vol. 62, No. 58 / Wednesday, March 26, 1997 / Proposed Rules 14363

Applicability: Model A300–600 series

airplanes on which Airbus Modification 8683

was not accomplished during production, or

on which Airbus Modification 8684 has not

been installed; certificated in any category.

Note 1: Airbus Models A300 B2 and B4

series airplanes are not subject to the

requirements of 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 (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 fatigue cracking of the fuselage

outer skin at frames 28A and 30A, which

could reduce the structural integrity of the

airframe and result in rapid decompression

of the airplane, accomplish the following

actions:

(a) Prior to the accumulation of 14,100 total

flight cycles, or within 12 months after the

effective date of the AD, whichever occurs

later, conduct an eddy current inspection to

detect cracking of the fuselage outer skin at

frames 28A and 30A above stringer 30, in

accordance with Airbus Service Bulletin

A300–53–6045, dated March 21, 1995, as

revised by Change Notice No. O.A., dated

June 1, 1995.

(1) If no cracking is found, repeat the

inspection thereafter at intervals not to

exceed 4,500 flight cycles.

(2) If any cracking is found that is within

the limits specified in the service bulletin,

repair in accordance with paragraph 2.D. of

the Accomplishment Instructions of Airbus

Service Bulletin A300–53–6045, dated March

21, 1995, as revised by Change Notice No.

O.A., dated June 1, 1995; or reinforce the

structure at frames 28 and 29, and at frames

30 and 31, between stringers 29 and 30, in

accordance with Airbus Service Bulletin

A300–53–6037, dated March 21, 1995.

1(i) If the repair is accomplished: After the

repair, repeat the eddy current inspection

thereafter at intervals not to exceed 4,500

flight cycles.

(ii) If the reinforcement is accomplished:

Such reinforcement constitutes terminating

action for the repetitive inspections required

by this AD.

(3) If any cracking is found that is outside

the limits specified in the service bulletin,

prior to further flight, reinforce the structure

at frames 28 and 29, and at frames 30 and

31, between stringers 29 and 30, in

accordance with Airbus Service Bulletin

A300–53–6037, dated March 21, 1995. Such

reinforcement constitutes terminating action

for the repetitive inspections required by this

AD.

(b) Within 5 years after the effective date

of this AD, reinforce the structure at frames

28 and 29, and at frames 30 and 31, between

stringers 29 and 30, in accordance with

Airbus Service Bulletin A300–53–6037,

dated March 21, 1995. Such reinforcement

constitutes terminating action for the

repetitive inspections required by this AD.

(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,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Standardization

Branch, ANM–113.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(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

airplane to a location where the requirements

of this AD can be accomplished.

Issued in Renton, Washington, on March

20, 1997.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–7681 Filed 3–25–97; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 97–NM–06–AD]

RIN 2120–AA64

Airworthiness Directives; Lockheed

Model L–1011 Series Airplanes

Equipped With Rolls-Royce Model

RB.211–524 Series Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

supersedure of an existing airworthiness

directive (AD), applicable to certain

Lockheed Model L–1011 series

airplanes, that currently requires several

modifications of the engine high speed

gearboxes. This action would require

that a new modification be installed in

lieu of one of those previously required.

This proposal is prompted by a report

indicating that one of the currently

required modifications is not

completely effective because it can

create interference problems between

the fireloop and a fuel line. The actions

specified by the proposed AD are

intended to reduce the possibility of a

fire in the high speed gear boxes, and to

ensure that any fire which may occur is

readily detected by the flight crew.

DATES: Comments must be received by

May 5, 1997.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 97-NM–06-

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.

The service information referenced in

the proposed rule may be obtained from

Lockheed Aeronautical Systems

Support Company, Field Support

Department, Dept. 693, Zone 0755, 2251

Lake Park Drive, Smyrna, Georgia

30080; and Rolls-Royce plc, Technical

Publications Department, P.O. Box 17,

Parkside, Coventry CV1 2LZ, England.

This information may be examined at

the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW.,

Renton, Washington.

FOR FURTHER INFORMATION CONTACT:

Thomas Peters, Aerospace Engineer,

Systems and Flight Test Branch, ACE–

116A, FAA, Atlanta Aircraft

Certification Office, Small Airplane

Directorate, Campus Building, 1701

Columbia Avenue, Suite 2–160, College

Park, Georgia 30337–2748; telephone

(404) 305–7367; fax (404) 305–7348.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed 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 above. All communications

received on or before the closing date

for comments, specified above, will be

considered before taking action on the

proposed rule. The proposals contained

in this notice may be changed in light

of the comments received.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the proposed 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

summarizing each FAA-public contact

concerned with the substance of this

proposal will be filed in the Rules

Docket.
14364 Federal Register / Vol. 62, No. 58 / Wednesday, March 26, 1997 / Proposed Rules

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 97–NM–06–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Availability of NPRMs

Any person may obtain a copy of this

NPRM by submitting a request to the

FAA, Transport Airplane Directorate,

ANM–103, Attention: Rules Docket No.

97–NM–06–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

On February 1, 1994, the FAA issued

AD 94–03–10, amendment 39–8817 (59

FR 6535, February 11, 1994), applicable

to certain Lockheed Model L–1011

series airplanes, to require several

modifications of the engine high speed

gear boxes:

1. Installation of an additional fire

detection system on the high speed

gearbox on the number 1, 2, and 3

engines;

2. Installation of a new vent tube in

the gear compartment of the high speed

gearbox on the number 1, 2, and 3

engines; and

3. Modification of the breather duct of

the high speed gearbox on the number

2 engine.

That AD was prompted by a report of

an oil fire that occurred in the engine

high speed gearbox on a Rolls Royce

RB211–524 series on one airplane. The

fire burned a hole through the gearbox

in the vicinity of the breather rotor.

Investigation revealed that the fire was

caused by problems associated with the

failure of a roller bearing in the gearbox.

Failure of any of the roller bearings in

the engine high speed gearbox can lead

to ignition of the gearbox oil. An

internal gearbox fire could eventually

breach the gearbox, due to melting of

the magnesium in the gearbox housing,

and could damage adjacent components.

The requirements of that AD are

intended to reduce the possibility of fire

in the engine high speed gearbox, and

to ensure that, if a fire occurs, it is

readily detected by the flight crew.

Actions Since Issuance of Previous Rule

Since the issuance of AD 94–03–10,

the FAA has received a report indicating

that one operator, who had installed the

required fire detection system on its

affected airplanes, identified an

interference problem between the

fireloop (fire rail sensor assembly) and

the flexible fuel supply tube when the

installation was completed. This

interference allows these two

components to come into contact with

each other, which renders the

modification less effective than

intended in minimizing the possibility

of a fire in the engine high speed

gearbox.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

Lockheed Service Bulletin 093–26–039,

Revision 1, dated April 10, 1996, which

describes procedures for installing an

additional fire detection loop in the

number. 1, 2, and 3 high speed

gearboxes on Rolls Royce RB.211–524

series engines. It also describes new

procedures for revising the routing of

the fire detector sensor assembly, with

associated clipping changes to alleviate

the lack of clearance.

Explanation of Requirements of

Proposed Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other products of this same

type design, the proposed AD would

supersede AD 94–03–10. It would

continue to require installation of a new

vent tube in the high speed gearbox on

the number 1, 2, and 3 engines, and

modification of the breather duct of the

high speed gearbox on the number 2

engine.

This proposed AD also would

continue to require the installation of an

additional fire detection system on the

high speed gearbox on the number 1, 2,

and 3 engines; however, it would

require that the installation be

accomplished in accordance with the

revised service bulletin, described

previously, which incorporates the new

routing procedures. This proposed

requirement would mean that operators

who already have complied with the

installation required by AD 94–03–10

must perform additional procedures

relative to rerouting the installation

assembly.

Cost Impact

There are approximately 92 Lockheed

Model L–1011 series airplanes of the

affected design in the worldwide fleet.

The FAA estimates that 28 airplanes of

U.S. registry would be affected by this

proposed AD.

The installation of a new vent tube in

the high speed gear box, which is

currently required by AD 94–03–10,

takes approximately 3 work hours to

accomplish, at an average labor rate of

$60 per work hour. Required parts are

estimated to cost $500 per airplane.

Based on these figures, the cost

impact of this action on U.S. operators

is estimated to be $19,040, or $680 per

airplane.

The modification of the breather duct

on the high speed gearbox on the

number 2 engine, which is currently

required by AD 94–03–10, requires

approximately 6 work hours to

accomplish, at an average labor rate of

$60 per work hour. Required parts are

estimated to cost $10,000 per airplane.

Based on these figures, the cost impact

of this action on U.S. operators is

estimated to be $290,080, or $10,360 per

airplane.

The installation of the additional fire

detecting loop in accordance with the

revised Lockheed service bulletin would

require approximately 9 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour. If the

airplane is equipped with a Walter

Kidde fire detection system, required

parts are estimated to cost $2,100 per

airplane. If the airplane is equipped

with a Graviner fire detection system,

required parts are estimated to cost

$8,100 per airplane. Based on these

figures, the cost impact of this proposed

requirement on U.S. operators is

estimated to be between $73,920 and

$241,920 for the fleet, or between $2,640

and $8,640 per airplane.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the current or proposed requirements of

this AD action, and that no operator

would accomplish those actions in the

future if this AD were not adopted.

However, the FAA has been advised

that at least 19 airplanes of U.S. registry

already have been modified to

incorporate the breather duct on the

high speed gearbox on the number 2

engine. Therefore, the future cost impact

of this proposed AD is reduced by at

least $196,840.

Regulatory Impact

The regulations proposed herein

would not have substantial direct effects

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,

in accordance with Executive Order

12612, it is determined that this

proposal would not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

For the reasons discussed above, I

certify that this proposed regulation (1)

Is not a ‘‘significant regulatory action’’

under Executive Order 12866; (2) is not

a ‘‘significant rule’’ under the DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3) if

promulgated, will not have a significant
Federal Register / Vol. 62, No. 58 / Wednesday, March 26, 1997 / Proposed Rules 14365

economic impact, positive or negative,

on a substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A copy of the draft

regulatory evaluation prepared for this

action is contained in the Rules Docket.

A copy of it may be obtained by

contacting 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.

The Proposed Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration proposes to amend 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 39–8817 (59 FR

6535, February 11, 1994), and by adding

a new airworthiness directive (AD), to

read as follows:

LOCKHEED: Docket 97–NM–06–AD.

Supersedes AD 94–03–10, Amendment 39–

8817.

Applicability: Model L–1011 series

airplanes, equipped with Rolls-Royce Model

RB211–524 series engines; certificated in any

category.

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 (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 reduce the possibility of a fire in the

engine high speed gearbox, and to insure

that, if a fire occurs, it is readily detected by

the flight crew, accomplish the following:

(a) Within 16,000 flight hours or 48 months

after March 14, 1994, (the effective date of

AD 94–03–10, amendment 39–8817),

whichever occurs first, accomplish both

paragraphs (a)(1) and (a)(2) of this AD:

(1) Install a new vent tube in the gear

compartment of the high speed gearbox on

the number 1, number 2, and number 3

engines, in accordance with Rolls-Royce

Service Bulletin RB.211–72–4666, Revision

4, dated May 16, 1986.

Note 2: Installation of a new vent tube

prior to the effective date of this AD in

accordance with Rolls-Royce Service Bulletin

RB.211–72–4666, Revision 3, dated October

14, 1977, is considered acceptable for

compliance with this AD.

(2) Modify the breather duct of the high

speed gearbox on the number 2 engine in

accordance with Lockheed Service Bulletin

093–71–067, Revision 2, dated December 12,

1988.

Note 3: Modification of the breather duct

prior to the effective date of this AD in

accordance with Lockheed Service Bullion

093–71–067, Revision 1, dated April 1, 1986,

is considered acceptable for compliance with

this AD.

(b) Install an additional fire detection

system on the high speed gearbox on the

number 1, number 2, and number 3 engines

in accordance with paragraph (b)(1), (b)(2), or

(b)(3) of this AD, as applicable:

(1) For airplanes on which an additional

fire detection system has not been installed:

Within 6,000 flight hours or 18 months after

the effective date of this AD, whichever

occurs first, install the system in accordance

with Lockheed Service Bulletin 093–26–039,

Revision 1, dated April 10, 1996.

(2) For airplanes on which an additional

fire detection system has been installed prior

to the effective date of this AD and in

accordance with Lockheed Service Bulletin

093–26–039, dated November 11, 1992:

Within 6,000 flight hours or 18 months after

the effective date of this AD, whichever

occurs first, modify the system in accordance

with Lockheed Service Bulletin 093–26–039,

Revision 1, dated April 10, 1996.

(3) For airplanes on which an additional

fire detection system has been installed prior

to the effective date of this AD and in

accordance with Lockheed Service Bulletin

093–26–039, Revision 1, dated April 10,

1996: No further action is required by this

paragraph.

(c)(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, Atlanta

Aircraft Certification Office (ACO), FAA,

Small Airplane Directorate. Operators shall

submit their requests through an appropriate

FAA Principal Maintenance Inspector, who

may add comments and then send it to the

Manager, Atlanta ACO.

Note 4: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta ACO.

(2) Alternative methods of compliance,

approved previously in accordance with AD

94–03–10, amendment 39–8817, are

approved as alternative methods of

compliance with this AD.

(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 airplane to

a location where the requirements of this AD

can be accomplished.

Issued in Renton, Washington, on March

20, 1997.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–7682 Filed 3–25–97; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 96–NM–165–AD]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A300-B2 and -B4 Series Airplanes,

Excluding Model A300–600 Series

Airplanes, Equipped With General

Electric CF6–50 Series Engines or

Pratt & Whitney JT9D–59A Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

supersedure of an existing airworthiness

directive (AD), applicable to certain

Airbus Model A300-B2 and -B4 series

airplanes that currently requires an

inspection to detect discrepancies of a

certain thrust reverser control lever

spring; an operational test to verify the

integrity of the flight inhibition circuit

of the thrust reverser system; and either

the correction of discrepancies or

deactivation of the associated thrust

reverser. That AD also provides for an

optional terminating action. That AD

was prompted by a report that, due to

broken and deformed thrust reverser

control lever springs, an uncommanded

movement of the thrust reverser lever to

the unlock position and a ‘‘reverser

unlock’’ amber warning occurred on one

airplane. The actions specified by that

AD are intended to detect such broken

or deformed control lever springs before

they lead to uncommanded deployment

of a thrust reverser and consequent

reduced controllability of the airplane.

This proposal would require installation

of the previously optional terminating

action in accordance with the latest

service information.

DATES: Comments must be received by

May 5, 1997.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 96-NM–

165-AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00