Federal Register / Vol. 66, No. 108 / Tuesday, June 5, 2001 / Proposed Rules 30109

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 (d) 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 separation of the cylinder head

lugs, which could prevent the main landing

gear (MLG) from extending and result in a

partial gear-up landing, do the following:

Inspection

(a) Perform an eddy current inspection of

the actuator cylinder head lugs for cracking

or corrosion per Raytheon Service Bulletin

SB 32–3391, dated August 2000, at the time

specified in paragraph (a)(1), (a)(2), (a)(3), or

(a)(4) of this AD, as applicable.

(1) For actuator cylinder heads that have

3,000 or less total landings as of the effective

date of this AD: Perform the eddy current

inspection within 24 months after the

effective date of this AD.

(2) For actuator cylinder heads that have

3,001 to 4,000 total landings as of the

effective date of this AD: Perform the eddy

current inspection within 6 months after the

effective date of this AD.

(3) For actuator cylinder heads that have

been in service for more than 7 years as of

the effective date of this AD: Perform the

eddy current inspection within 6 months of

the effective date of this AD.

(4) For actuator cylinder heads that have

4,001 or more total landings as of the

effective date of this AD: Perform the eddy

current inspection within 10 landings after

the effective date of this AD.

If No Cracking or Corrosion

(b) If no cracking or corrosion is found

during the inspection required by paragraph

(a) of this AD, before further flight,

accomplish the follow-on actions (e.g.,

‘‘vibro-etching’’ the MLG actuator data plate,

painting a blue stripe on the actuator

cylinder head to indicate 1⁄32 inch oversize

bushings, replacing bushings, and applying

corrosion protection to the lug bores), per

Raytheon Service Bulletin SB 32–3391, dated

August 2000.

If Any Cracking or Corrosion

(c) If any cracking or corrosion is found

during the inspection required by paragraph

(a) of this AD, before further flight,

accomplish either of the actions specified in

paragraph (c)(1) or (c)(2) of this AD, per

Raytheon Service Bulletin SB 32–3391, dated

August 2000.

(1) Replace the actuator of the MLG with

a new or serviceable actuator, or

(2) Replace the actuator cylinder head with

a new cylinder head.

Note 2: Raytheon Service Bulletin SB 32–

3391, dated August 2000, references

Precision Hydraulics Cylinder Maintenance

Manual (CMM) 32–30–1105 as an additional

source of service information.

Alternative Methods of Compliance

(d) 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, Wichita

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, Wichita ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Wichita ACO.

Special Flight Permit

(e) 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.

Issued in Renton, Washington, on May 30,

2001.

Vi L. Lipski,

Manager, Transport Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 01–14044 Filed 6–4–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–220–AD]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747 Series Airplanes

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 all Boeing

Model 747 series airplanes, that

currently requires a one-time inspection

of the fuselage skin adjacent to the drag

splice fitting to detect cracking, and

follow-on actions, if necessary. This

action would mandate new repetitive

inspections for cracking of the fuselage

skin adjacent to the drag splice fitting.

This proposal is prompted by reports of

fatigue cracking in the fuselage skin and

adjacent structure. The actions specified

by the proposed AD are intended to

detect and correct such cracking, which

could result in reduced structural

integrity of the fuselage, and consequent

rapid depressurization of the airplane.

DATES: Comments must be received by

July 20, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000–NM–

220–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 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–220–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: Rick

Kawaguchi, Aerospace Engineer,

Airframe Branch, ANM–120S, FAA,

Seattle Aircraft Certification Office,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–1153; 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.

30110 Federal Register / Vol. 66, No. 108 / Tuesday, June 5, 2001 / Proposed Rules

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–220–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–220–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

On July 3, 2000, the FAA issued AD

2000–14–04, amendment 39–11813 (65

FR 43219, July 13, 2000), applicable to

all Boeing Model 747 series airplanes, to

require a one-time inspection of the

fuselage skin adjacent to the drag splice

fitting to detect cracking, and follow-on

actions, if necessary. The requirements

of that AD are intended to detect and

correct fatigue cracking of the fuselage

skin, which could result in reduced

structural integrity of the fuselage, and

consequent rapid depressurization of

the airplane.

Actions Since Issuance of Previous Rule

In the preamble to AD 2000–14–04,

the FAA specified that the actions

required by that AD were considered

‘‘interim action’’ and that the FAA was

considering a separate rulemaking

action to address the procedures for

repetitive ultrasonic, high frequency

eddy current, and detailed visual

inspections of the fuselage skin adjacent

to the drag splice fitting to detect

additional cracking, and repair of any

cracking detected, as described in

Boeing Service Bulletin 747–53A2444,

Revision 1, dated June 15, 2000 (which

was referenced as the appropriate

source of service information in that

AD). The FAA now has determined that

further rulemaking action is indeed

necessary, and this proposed AD

follows from that determination.

New Service Information

Since the issuance of AD 2000–14–04,

the FAA has received a report of severe

cracking on a Model 747 series airplane

at approximately 14,540 flight cycles. In

light of this report, the FAA has

reviewed and approved Boeing Alert

Service Bulletin 747–53A2444, Revision

2, dated May 24, 2001. Revision 2 is

essentially the same as Revision 1 of the

service bulletin, but Revision 2 specifies

more comprehensive repetitive

inspection procedures and reduces the

compliance times specified in Revision

1. Revision 2 also references a

procedure in the 747 Structural Repair

Manual for the repair of certain cracking

without further FAA approval.

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 2000–14–04 to continue

to require a one-time inspection of the

fuselage skin adjacent to the drag splice

fitting to detect cracking, and follow-on

actions, if necessary. This proposed AD

also mandates new repetitive

inspections for cracking of the fuselage

skin adjacent to the drag splice fitting.

Differences Between Alert Service

Bulletin and This Proposed AD

The service bulletin references the

747 Structural Repair Manual (SRM)

Subject 53–30–03, Figure 60, as an

appropriate source of service

information for accomplishment of the

repair of the fuselage skin. Certain

revisions to this chapter of the 747 SRM

allow the use of 7075–T6 aluminum as

an option for skin replacement when

accomplishing the repair on the fuselage

skin. Because 7075–T6 aluminum is

significantly less durable than 2024–T3

aluminum, the FAA has determined that

use of 7075–T6 as a repair material

cannot be allowed. Future repairs of the

subject area that require skin

replacement may only use the 2024–T3

material. Existing repairs of the subject

area already made from 7075–T6

aluminum will require follow-on

inspections accomplished in a manner

approved by the FAA.

Although the service bulletin

specifies that the manufacturer may be

contacted for disposition of certain

repair conditions, this proposal would

require the repair of those conditions to

be accomplished per a method approved

by the FAA, or per data meeting the

type certification basis of the airplane

approved by a Boeing Company

Designated Engineering Representative

who has been authorized by the

Manager, Seattle Aircraft Certification

Office, to make such findings.

Interim Action

This is interim action. The

manufacturer has advised that it is

developing a modification that will

positively address the unsafe condition

addressed by this AD. Once this

modification is developed, approved,

and available, the FAA may consider

additional rulemaking.

Cost Impact

There are approximately 1,301

airplanes of the affected design in the

worldwide fleet. The FAA estimates that

260 airplanes of U.S. registry would be

affected by this proposed AD.

The actions that are currently

required by AD 2000–14–04 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 the

currently required actions on U.S.

operators is estimated to be $31,200, or

$120 per airplane.

The new inspections that are

proposed in this AD action would take

approximately 7 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour. Based

on these figures, the cost impact of the

new proposed requirements of this AD

on U.S. operators is estimated to be

$109,200, or $420 per airplane, per

inspection cycle.

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. 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)

Federal Register / Vol. 66, No. 108 / Tuesday, June 5, 2001 / Proposed Rules 30111

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

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 39–11813 (65 FR

43219, July 13, 2000), and by adding a

new airworthiness directive (AD), to

read as follows:

Boeing: Docket 2000–NM–220–AD.

Supersedes AD 2000–14–04,

Amendment 39–11813.

Applicability: All Model 747 series

airplanes, 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 in

accordance with paragraph (e)(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 detect and correct fatigue cracking of

certain areas of the fuselage skin, which

could result in reduced structural integrity of

the fuselage, and consequent rapid

depressurization of the airplane; accomplish

the following:

Restatement of Requirements of AD 2000–

14–04

One-Time Detailed Visual Inspection

(a) Prior to the accumulation of 13,000 total

flight cycles or within 60 days after July 28,

2000 (the effective date of AD 2000–14–04,

amendment 39–11813), whichever occurs

later: Perform a one-time external detailed

visual inspection of the fuselage skin

adjacent to the drag splice fitting as

illustrated in Figure 2 of Boeing Service

Bulletin 747–53A2444, Revision 1, dated

June 15, 2000. If no cracking is detected, no

further action is required by this paragraph.

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

(b) If any cracking is detected during any

inspection required by this AD, prior to

further flight, repair in accordance with

Boeing Alert Service Bulletin 747–53A2444,

Revision 2, dated May 24, 2001. Where the

service bulletin specifies to contact Boeing

for repair instructions, repair in accordance

with a method approved by the Manager,

Seattle Aircraft Certification Office (ACO),

FAA; or in accordance with data meeting the

type certification basis of the airplane

approved by a Boeing Company Designated

Engineering Representative (DER) who has

been authorized by the Manager, Seattle

ACO, to make such findings. For a repair

method to be approved by the Manager,

Seattle ACO, as required by this paragraph,

the approval letter must specifically

reference this AD.

Note 3: Repairs accomplished prior to the

effective date of this AD in accordance with

a method approved by the Manager, Seattle

ACO, FAA, or in accordance with data

meeting the type certification basis of the

airplane approved by a Boeing Company

DER, are considered acceptable for

compliance with the repair specified in

paragraph (b) of this AD.

Note 4: Boeing Alert Service Bulletin 747–

53A2444, Revision 2, dated May 24, 2001,

references the 747 Structural Repair Manual

(SRM) as an appropriate source of service

information for accomplishment of the repair

of the fuselage skin. However, the use of

7075-T6 aluminum as specified in certain

revisions of the SRM is not an option for skin

replacement when accomplishing the subject

repair.

Secondary Inspection

(c) For airplanes on which cracking is

detected during any inspection required by

paragraph (a) or (d) of this AD, prior to

further flight after accomplishment of

paragraph (b) of this AD: Determine if a

secondary inspection of adjacent structure is

required, using the Logic Diagram illustrated

in Figure 1 of Boeing Service Bulletin 747–

53A2444, Revision 1, dated June 15, 2000, or

Boeing Alert Service Bulletin 747–53A2444,

Revision 2, dated May 24, 2001. If required,

before further flight, accomplish the

inspection in accordance with the service

bulletin.

Note 5: Inspections and repairs

accomplished prior to July 28, 2000, in

accordance with Boeing Alert Service

Bulletin 747–53A2444, dated May 25, 2000,

are considered acceptable for compliance

with the applicable actions specified in this

amendment.

New Requirements of This AD

Repetitive Inspections

(d) Perform ultrasonic, high frequency

eddy current, and detailed visual inspections

in accordance with the Work Instructions of

Boeing Alert Service Bulletin 747–53A2444,

Revision 2, dated May 24, 2001, at the

applicable times specified in Figure 1 of the

Logic Diagram of the service bulletin; except

where the compliance time in the logic

diagram specifies an interval of ‘‘after the

release date of the service bulletin,’’ this AD

requires compliance within the interval

specified in the service bulletin ‘‘after the

effective date of this AD.’’ Repeat the

applicable inspections at the intervals shown

in Figure 1 of the Logic Diagram of the

service bulletin. Accomplishment of the

inspections required by this paragraph ends

the inspections required by paragraph (a) of

this AD.

Note 6: Where there are differences

between the AD and the service bulletin, the

AD prevails.

Alternative Methods of Compliance

(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, 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

2000–14–04, amendment 39–11813, are

approved as alternative methods of

compliance with this AD.

Note 7: 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

(f) 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.

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