19480 Federal Register / Vol. 62, No. 77 / Tuesday, April 22, 1997 / Rules and Regulations

with an FAA-approved solid state electronic

light ballast system, in accordance with an

applicable Supplemental Type Certificate

(STC) or other method approved by the

Manager, Los Angeles Aircraft Certification

Office (ACO), FAA, Transport Airplane

Directorate. Or

(3) Remove the Day-Ray Products

Incorporated ballast and protective cover or

disconnect it electrically, stow it, and protect

the loose wiring.

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

Day-Ray Products Incorporated ballast,

having any part number identified in

paragraph 1.2 of McDonnell Douglas Alert

Service Bulletin MD80–33A107, dated April

25, 1996, McDonnell Douglas Alert Service

Bulletin MD80–33A110, dated February 25,

1997, or McDonnell Douglas Alert Service

Bulletin MD80–33A110, Revision 1, dated

March 11, 1997, shall be installed on any

airplane.

(e)(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, Los

Angeles ACO. Operators shall submit their

requests through an appropriate FAA

Principal Maintenance Inspector, who may

add comments and then send it to the

Manager, Los Angeles ACO.

Note 4: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Los Angeles ACO.

(2) Alternative methods of compliance,

approved previously in accordance with AD

96–11–13, amendment 39–9638, are

approved as alternative methods of

compliance with this AD.

(f) 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.

(g) The inspection and replacement shall

be done in accordance with McDonnell

Douglas Alert Service Bulletin MD80–

33A107, dated April 25, 1996; McDonnell

Douglas Alert Service Bulletin MD80–

33A110, dated February 25, 1997; and

McDonnell Douglas Alert Service Bulletin

MD80–33A110, Revision 1, dated March 11,

1997. The removal of the dust barriers and

installations shall be done in accordance

with McDonnell Douglas Alert Service

Bulletin MD80–25A353, dated March 14,

1996. The incorporation by reference of

McDonnell Douglas Alert Service Bulletin

MD80–33A107, dated April 25, 1996, and

McDonnell Douglas Alert Service Bulletin

MD80–25A353, dated March 14, 1996, was

approved previously by the Director of the

Federal Register in accordance with 5 U.S.C.

552(a) and 1 CFR part 51 as of June 17, 1996

(61 FR 27251, May 31, 1996). The

incorporation by reference of the remainder

of the service documents listed above is

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51. Copies may be obtained

from McDonnell Douglas Corporation, 3855

Lakewood Boulevard, Long Beach, California

90846, Attention: Technical Publications

Business Administration, Department C1–

L51 (2–60). Copies may be inspected at the

FAA, Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington; or at

the FAA, Transport Airplane Directorate, Los

Angeles Aircraft Certification Office, 3960

Paramount Boulevard, Lakewood, California;

or at the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

(h) This amendment becomes effective on

May 7, 1997.

Issued in Renton, Washington, on April 9,

1997.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 97–9710 Filed 4–21–97; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–NM–60–AD; Amendment

39–9996; AD 97–08–08]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 777–200 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Boeing Model 777–

200 series airplanes. This action

requires repetitive visual inspections of

the forward mounts of certain engines to

detect damaged, missing, or failed parts,

and eventual modification of those

engines. Accomplishment of this

modification terminates the requirement

for repetitive inspections. This

amendment is prompted by a report

indicating that bolts that attach the yoke

of the forward mount to the fan case of

the engine have failed due to fatigue

cracking. The actions specified in this

AD are intended to prevent fatigue

cracking in these bolts, which could

lead to failure of these bolts and

consequent separation of the engine

from the wing.

DATES: Effective May 7, 1997. The

incorporation by reference of certain

publications listed in the regulations is

approved by the Director of the Federal

Register as of May 7, 1997.

Comments for inclusion in the Rules

Docket must be received on or before

June 23, 1997.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 97–NM–

60–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The service information referenced in

this AD may be obtained from General

Electric Aircraft Engines, GE90 Product

Support, One Neuman Way, Cincinnati,

Ohio 45215–6301. 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: Stan

Wood, Aerospace Engineer, Airframe

Branch, ANM–120S, FAA, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington;

telephone (206) 227–2772; fax (206)

227–1181.

SUPPLEMENTARY INFORMATION: During

certification testing of the General

Electric (GE) 90 engine, fatigue cracking

was detected in the bolts that attach the

yoke of the forward mount of the engine

to the fan case of the engine. Fatigue

cracking in the bolts that attach the yoke

of the forward mount of the engine to

the fan case of the engine, if not

prevented, could lead to failure of these

bolts and consequent separation of the

engine from the wing.

An analysis revealed that these bolts

had a short fatigue life due to the large

forces that the yoke exerted on them. As

a result, the original yoke design was

not certified as meeting the damage

tolerance standards of part 25 of the

Federal Aviation Regulations (14 CFR

part 25). The engine manufacturer

subsequently redesigned the yoke and

fan case to those standards in order to

prevent fatigue cracking in the bolts.

Although the airplane manufacturer

did not install GE90 engines with the

original yoke design on any Model 777–

200 series airplanes, the engine

manufacturer shipped some of these

engines to operators as replacement

engines. The engine manufacturer had

apparently concluded, in error, that if

the yoke complied with the strength

requirements of part 33 of the Federal

Aviation Regulations (14 CFR part 33),

it could ship engines containing yokes

of the original design for use as spare

engines for these airplanes. The yoke

must, in fact, meet both the strength

standards of part 33 and the damage

tolerance standards of part 25 in order

to be certificated for installation on the

Boeing Model 777–200 series airplane.

The discrepant yokes are installed in

GE90 engines having serial numbers

900–104, –105, –106, –108, –109, –110,

and –111.
Federal Register / Vol. 62, No. 77 / Tuesday, April 22, 1997 / Rules and Regulations 19481

Explanation of Relevant Service

Information

The FAA has reviewed and approved

GE Aircraft Engines Service Bulletin 72–

183, dated February 28, 1997, which

describes procedures for conducting a

visual inspection of the yoke of the

forward mount of certain GE90 engines

to detect damaged, missing, or failed

attachment bolts, or failed engine mount

links.

The FAA also has reviewed and

approved GE Aircraft Engines Service

Bulletin 72–275, dated March 4, 1997,

which describes procedures for

modifying GE90 engines by replacing

the yoke of the forward engine mount

with a new yoke. The new yoke has

been redesigned so that it meets the

damage tolerance standards of part 25 of

the Federal Aviation Regulations (14

CFR part 25), and will preclude fatigue

cracking in the bolts that attach the yoke

to the fan case of the engine.

Accomplishment of this replacement

will eliminate the need for visual

inspections of the yoke area.

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 fatigue cracking in the bolts that

attach the yoke of the forward mount of

the engine to the fan case of the engine,

which could lead to failure of these

bolts and consequent separation of the

engine from the wing. This AD requires

repetitive visual inspections of the yoke

of the forward mounts of certain GE90

engines to detect damaged, missing, or

failed attachment bolts, or failed engine

mount links; and eventual modification

of those engines. Accomplishment of

the modification terminates the

requirement for visual inspections of the

yoke. The actions are required to be

accomplished in accordance with the

service bulletins described previously.

Cost Impact

No Model 777–200 series airplane

powered by the General Electric 90

engines affected by this action is 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 charge of $60 per work

hour. Based on these figures, the cost

impact of the required inspection of this

AD would be $60 per airplane.

Additionally, it would require

approximately 72 work hours to

accomplish the required modification,

at an average labor charge of $60 per

work hour. Required parts would be

supplied by the manufacturer at no cost

to operators. Based on these figures, the

cost impact of the required modification

of this AD would be $4,320 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.

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 97–NM–60–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Regulatory Impact

The regulations adopted herein will

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 final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

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:

97–08–08 Boeing: Amendment 39–9996.

Docket 97–NM–60–AD.

Applicability: Model 777–200 series

airplanes powered by General Electric (GE)

90 engines having serial number 900–104,

–105, –106, –108, –109, –110, or –111;

certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been
19482 Federal Register / Vol. 62, No. 77 / Tuesday, April 22, 1997 / Rules and Regulations

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 in the bolts

that attach the yoke of the forward mount of

the engine to the fan case of the engine,

which could lead to failure of these bolts and

consequent separation of the engine from the

wing, accomplish the following:

(a) For airplanes powered by GE90 engines

having serial numbers 900–105 and –110:

(1) Within 125 landings after the effective

date of this AD, conduct a visual inspection

of the yoke of the forward mount of the

engine to detect damaged, missing, or failed

attachment bolts, or failed engine mount

links, in accordance with GE Aircraft Engines

Service Bulletin 72–183, dated February 28,

1997.

(i) If no discrepancy is found, repeat this

inspection thereafter at intervals not to

exceed 125 landings.

(ii) If any discrepancy is found, prior to

further flight, modify the engine in

accordance with GE Aircraft Engines Service

Bulletin 72–275, dated March 4, 1997. No

further action is required by this AD for that

engine.

(2) Within 1,000 landings after the effective

date of this AD, modify the engine in

accordance with GE Aircraft Engines Service

Bulletin 72–275, dated March 4, 1997.

Accomplishment of this modification

constitutes terminating action for the

repetitive inspections of that engine required

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

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

operator shall install on any airplane any

GE90 engine having serial number 900–104,

900–106, 900–108, 900–109, or 900–111

unless that engine has been modified in

accordance with GE Aircraft Engines Service

Bulletin 72–275, dated March 4, 1997.

(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, Manager,

Seattle Aircraft Certification Office (ACO),

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, Seattle ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

(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.

(e) The inspections and modification shall

be done in accordance with GE Aircraft

Engines Service Bulletin 72–183, dated

February 28, 1997, and GE Aircraft Engines

Service Bulletin 72–275, dated March 4,

1997. This incorporation by reference was

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51. Copies may be obtained

from General Electric Aircraft Engines, GE90

Product Support, One Neuman Way,

Cincinnati, Ohio 45215–6301. 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.

(f) This amendment becomes effective on

May 7, 1997.

Issued in Renton, Washington, on April 10,

1997.

Darrell M. Pederson,

Acting Manager,

Transport Airplane Directorate, Aircraft

Certification Service.

[FR Doc. 97–9881 Filed 4–21–97; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 95–NM–227–AD; Amendment

39–9888; AD 97–02–04]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A300, A300–600, A310, and A320

Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; correction.

SUMMARY: This document corrects a

typographical error that appeared in

airworthiness directive (AD) 97–02–04

that was published in the Federal

Register on January 22, 1997 (62 FR

3204). The typographical error resulted

in specification of an ‘‘inch’’ figure that

does not equal the ‘‘millimeter’’ figure

for a certain brake wear limit. This AD

is applicable to certain Airbus Model

A300, A300–600, A310, and A320 series

airplanes. This AD requires an

inspection of the landing gear brakes for

wear, and replacement if the specified

wear limits are not met. That AD also

requires incorporation of the specified

wear limits into the FAA-approved

maintenance inspection program.

DATES: Effective February 26, 1997.

FOR FURTHER INFORMATION CONTACT: Joe

Jacobsen, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–2011; fax (206) 227–1149.

SUPPLEMENTARY INFORMATION:

Airworthiness Directive (AD) 97–02–04,

amendment 39–9888, applicable to

Airbus Model A300, A300–600, A310,

and A320 series airplanes, was

published in the Federal Register on

January 22, 1997 (62 FR 3204). That AD

requires an inspection of the landing

gear brakes for wear, and replacement if

the specified wear limits are not met.

That AD also requires incorporation of

the specified wear limits into the FAAapproved maintenance inspection

program.

As published, that AD contained a

typographical error in Table 3 of

paragraph (b)(4), which requires

replacement of any brake that has

measured wear beyond the maximum

wear limits specified in Table 3 with a

brake that is within the wear limits. For

Model A300–600 series airplanes having

Messier-Bugatti brake part number (P/N)

C20175100, Table 3 lists a maximum

brake wear limit of 1.1 inch (50.0 mm).’’

However, 1.1 inch equals 28.0 mm.

Since no other part of the regulatory

information has been changed, the final

rule is not being republished.

The effective date of the AD remains

February 26, 1997.

§ 39.13 [Corrected]

On page 3208, the maximum brake

wear limit for Model A300–600 series

airplanes having Messier-Bugatti brake

P/N C20175100 listed in Table 3 of

paragraph (b)(4) of AD 97–02–04 is

corrected to read as follows:

* * * * *

(b)(4)

Airplane model/series Brake manufacturer Brake part

No.

Maximum brake wear

limit (inch/mm)

A300–600 ................................................................ Messier-Bugatti ........................................................ C20175100 1.1′′ (28.0 mm).