30112 Federal Register / Vol. 66, No. 108 / Tuesday, June 5, 2001 / Proposed Rules

Issued in Renton, Washington, on May 30,

2001.

Vi L. Lipski,

Manager, Transport Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 01–14043 Filed 6–4–01; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–19–AD]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 767 Series Airplanes Powered

by Pratt & Whitney Model PW4000

Series Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Supplemental notice of

proposed rulemaking; reopening of

comment period.

SUMMARY: This document revises an

earlier proposed airworthiness directive

(AD), applicable to certain Boeing

Model 767 series airplanes, that would

have required a one-time detailed visual

inspection of certain wire bundles

located in the aft section of the strut

forward fairing panel of both engine

struts to detect chafing damage, and

repair or replacement of wiring, if

necessary. This new action revises the

proposed rule by adding replacement of

wires repaired by splicing and damaged

wires that require splicing, and

replacement of the support brackets of

the existing wire bundles with new

brackets and clamps, which would

terminate the existing requirements. The

actions specified by this new proposed

AD are intended to prevent the potential

for dual wire faults from grounded,

separated, or shorted wires; which

could result in inadvertent takeoff thrust

overboost, in-flight loss of thrust, or

engine shutdown.

DATES: Comments must be received by

July 2, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000–NM–

19–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9 a.m. and 3 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-anmnprmcomment@faa.gov. Comments sent

via fax or the Internet must contain

‘‘Docket No. 2000–NM–19–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

the proposed rule 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.

FOR FURTHER INFORMATION CONTACT:

Dennis Kammers, Aerospace Engineer,

Propulsion Branch, ANM–140S, FAA,

Seattle Aircraft Certification Office,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–2956; fax (425) 227–1181.

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 action may be changed in light

of the comments received.

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 proposed 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 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.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this action

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 2000–NM–19–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–114, Attention: Rules Docket No.

2000–NM–19–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

A proposal to amend part 39 of the

Federal Aviation Regulations (14 CFR

part 39) to add an airworthiness

directive (AD), applicable to certain

Boeing Model 767 series airplanes, was

published as a notice of proposed

rulemaking (NPRM) in the Federal

Register on September 18, 2000 (65 FR

56264). That NPRM would have

required a one-time detailed visual

inspection of certain wire bundles

located in the aft section of the strut

forward fairing panel of both engine

struts to detect chafing damage, and

repair or replacement of wiring, if

necessary. That NPRM was prompted by

reports indicating several incidents of

severe wire chafing of certain wire

bundles in both engine struts. That

condition, if not corrected, could result

in the potential for dual wire faults from

grounded, separated, or shorted wires;

and consequent inadvertent takeoff

thrust overboost, in-flight loss of thrust,

or engine shutdown.

Actions Since Issuance of Notice of

Proposed Rulemaking (NPRM)

Since issuance of the NPRM, the FAA

has reviewed and approved Boeing

Service Bulletin 767–73A0049, Revision

3, dated December 20, 2000, which

contained certain changes from Revision

2 of the service bulletin (referenced as

the appropriate source of service

information for accomplishment of the

actions specified in the proposed rule).

Revision 3 adds airplanes that have

been manufactured since the issuance of

the NPRM; updates warranty

information; corrects a wire part

number, and clarifies repair/splice

instructions for fire zone wiring.

Revision 3 has been added as a revised

source of service information for

accomplishment of the specified

actions, and the references to Revision

2 have been removed from the

supplemental NPRM. Additionally,

paragraph (a)(2) of the NPRM has been

revised. The reference to the repair of

the wires as specified in the wiring

practices manual has been removed

Federal Register / Vol. 66, No. 108 / Tuesday, June 5, 2001 / Proposed Rules 30113

from paragraph (a)(2) because Revision

3 corrects the errors contained in

Revision 2 describing repair/splice

instructions for wires installed in the

fire zone. Paragraph (a)(3) has been

changed to a new (b)(1), which specifies

the replacement of any wires that are

damaged and require a splice repair.

The FAA also has reviewed and

approved Boeing Service Bulletin 767–

73A0049, Revision 4, dated April 5,

2001. Revision 4 is essentially the same

as Revision 3 (above), but eliminates

one airplane that was inadvertently

included in the effectivity section of

Revision 3. Revision 4 has been added

to the supplemental NPRM as an

additional source of service information

for accomplishment of the specified

actions.

Comments

Due consideration has been given to

the comments received in response to

the NPRM. Certain comments have

resulted in changes to the NPRM.

Terminating Action

One commenter asks that Boeing

Service Bulletin 767–73–0051, dated

December 20, 2000, replace Boeing

Service Bulletin 767–73A0049, which

was referenced as the appropriate

source of service information for

accomplishment of the actions specified

in the NPRM. The commenter states that

the new service bulletin would provide

final corrective action for the unsafe

condition, and would eliminate the

need for further rulemaking. Another

commenter states that the action

specified in the NPRM was interim

action and asks that the manufacturer’s

final action be included in the

supplemental NPRM.

The FAA partially concurs with the

commenters. Since the issuance of the

NPRM, the FAA has reviewed and

approved Boeing Service Bulletin 767–

73–0051. The service bulletin describes

procedures for replacement of the

support brackets of the existing wire

bundle with a new bridge bracket,

support bracket, and wire bundle

clamps. Accomplishment of the

replacement eliminates the need for the

inspection and corrective action

required by the NPRM, and as the final

action, addresses the unsafe condition.

Additionally, the applicability in the

NPRM has been changed to the same

effectivity listed in the service bulletin,

because airplanes having line number

822 and after have been delivered with

the new bracket installed. A new

paragraph (b) has been added to include

the replacement as terminating action,

and a spares paragraph has been added

to ensure that existing parts are not used

for the replacement. However, the new

service bulletin (above) will not replace

the service bulletin referenced in the

NPRM because the existing actions will

continue to be required until

accomplishment of the terminating

action.

Conclusion

Since these changes expand the scope

of the originally proposed rule, the FAA

has determined that it is necessary to

reopen the comment period to provide

additional opportunity for public

comment.

Differences Between Service Bulletin

and Proposed Rule

Boeing Service Bulletin 767–73–0049

recommends that damaged wires

repaired by splicing, as specified in

paragraph (a)(2) of the NPRM, be

replaced at the next scheduled strut

system maintenance check. This

supplemental NPRM would require that

any wires repaired by splicing, and any

damaged wires that need to be spliced,

be replaced concurrent with the

incorporation of the terminating action

specified in Boeing Service Bulletin

767–73–0051.

Although Boeing Service Bulletin

767–73–0051 recommends doing the

replacement at the next convenient

opportunity where facilities and

manpower are available, the FAA has

determined that this compliance time

may not ensure that the identified

unsafe condition is addressed in a

timely manner. In developing an

appropriate compliance time for this

proposed AD, the FAA considered not

only the manufacturer’s

recommendation, but the degree of

urgency associated with addressing the

subject unsafe condition, the average

utilization of the affected fleet, and the

time necessary to perform the proposed

AD. In light of all of these factors, the

FAA finds a compliance time of within

6,000 flight hours or 18 months after the

effective date of this AD, whichever

occurs later, to be warranted, in that it

represents an appropriate interval of

time allowable for affected airplanes to

continue to operate without

compromising safety.

Cost Impact

There are approximately 185

airplanes of the affected design in the

worldwide fleet. The FAA estimates that

79 airplanes of U.S. registry would be

affected by this proposed AD.

It would take approximately 2 work

hours per airplane to accomplish the

proposed inspection, at an average labor

rate of $60 per work hour. Based on

these figures, the cost impact of the

inspection proposed by this AD on U.S.

operators is estimated to be $9,480, or

$120 per airplane.

It would take approximately 3 work

hours per airplane to accomplish the

proposed replacement, at an average

labor rate of $60 per work hour.

Required parts would cost

approximately $1,570 per airplane.

Based on these figures, the cost impact

of the replacement proposed by this AD

on U.S. operators is estimated to be

$138,250, or $1,750 per airplane.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the proposed requirements of this AD

action, and that no operator would

accomplish those actions in the future if

this AD were not adopted. The cost

impact figures discussed in AD

rulemaking actions represent only the

time necessary to perform the specific

actions actually required by the AD.

These figures typically do not include

incidental costs, such as the time

required to gain access and close up,

planning time, or time necessitated by

other administrative actions.

Regulatory Impact

The regulations proposed herein

would 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 proposal

would not have federalism implications

under Executive Order 13132.

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

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

30114 Federal Register / Vol. 66, No. 108 / Tuesday, June 5, 2001 / Proposed Rules

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:

Boeing: Docket 2000–NM–19–AD.

Applicability: Model 767 series airplanes

as listed in Boeing Service Bulletin 767–73–

0051, dated December 20, 2000, certificated

in any category.

Note 1: This AD applies to each airplane

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

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 per

paragraph (e) 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 the potential for dual wire

faults from grounded, separated, or shorted

wires; which could result in inadvertent

takeoff thrust overboost, in-flight loss of

thrust, or engine shutdown, accomplish the

following:

Detailed Visual Inspection

(a) Prior to the accumulation of 10,000

hours time-in-service or within 180 days after

the effective date of this AD, whichever

occurs later: Do a one-time detailed visual

inspection of the wire bundles located in the

aft section of the strut forward fairing panel

of both engine struts to detect chafing

damage, per Boeing Service Bulletin 767–

73A0049, Revision 3, dated December 20,

2000, or Revision 4, dated April 5, 2001.

Note 2: 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.’’

Corrective Action

(1) If any chafing damage of any wire

bundle is detected: Before further flight,

repair the wire bundle per the service

bulletin, except as provided by paragraph

(a)(2) of this AD.

(2) Replace all spliced wires with new

wires per the service bulletin, concurrent

with accomplishment of the terminating

action required by paragraph (b)(2) of this

AD.

Terminating Action

(b) Within 6,000 flight hours or 18 months

after the effective date of this AD, whichever

occurs later, do the actions specified in

paragraphs (b)(1) and (b)(2) of this AD per the

Accomplishment Instructions of Boeing

Service Bulletin 767–73–0051, dated

December 20, 2000.

(1) Do a detailed visual inspection of the

wire bundles to detect chafing damage; if any

damaged wires are found, replace the wires

that require a splice repair with new wires

concurrent with accomplishment of the

terminating action specified in paragraph

(b)(2) of this AD.

(2) Replace the existing support bracket of

the wire bundle with a new bridge bracket,

support bracket, and wire bundle clamps.

Accomplishment of this replacement

terminates the requirements of this AD.

Report Inspection Results

(c) Following accomplishment of

paragraph (a) or (b) of this AD: Report

inspection results, as described in Boeing

Service Bulletin 767–73A0049, Revision 3,

dated December 20, 2000, or Revision 4,

dated April 5, 2001, to Boeing Commercial

Airplane Group, P.O. Box 3707, Seattle,

Washington 98124–2207.

Spares

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

person shall install on any airplane any

bracket identified in the ‘‘Existing Part

Number’’ column of Paragraph 2.E. of Boeing

Service Bulletin 767–73–0051, dated

December 20, 2000.

Alternative Methods of Compliance

(e) 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 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

Special Flight Permit

(f) Special flight permits may be issued per

§§ 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 May 30,

2001.

Vi L. Lipski,

Manager, Transport Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 01–14041 Filed 6–4–01; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–146–AD]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 737 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Supplemental notice of

proposed rulemaking; reopening of

comment period.

SUMMARY: This document revises an

earlier proposed airworthiness directive

(AD), applicable to certain Boeing

Model 737–100, –200, –300, –400, and

–500 series airplanes, that would have

required inspection of wire bundles in

two junction boxes in the main wheel

well to detect chafing or damage, and

follow-on actions. This new action

revises the proposed rule by expanding

the applicability to include additional

airplanes and models, and by adding

new inspections for chafing or damage

of two additional junction boxes in the

main wheel well and follow-on actions

for those boxes. This action is necessary

to prevent wire damage, which could

result in arcing and consequent fire in

the main wheel well or passenger cabin,

or inability to stop the flow of fuel to an

engine or to the auxiliary power unit in

the event of a fire. This action is

intended to address the identified

unsafe condition.

DATES: Comments must be received by

July 10, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000–NM–

146–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-nprmcomment@faa.gov. Comments

sent via fax or the Internet must contain

‘‘Docket No. 2000–NM–146–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

the proposed rule may be obtained from

Boeing Commercial Airplane Group,