Federal Register / Vol. 66, No. 112 / Monday, June 11, 2001 / Rules and Regulations 31129

airplanes having L/N 1 through 87 inclusive,

accomplishment of the requirements of this

paragraph constitutes terminating action for

the inspection requirements specified in

paragraph (a)(2) of this AD for the lower

bulkhead/stringer interface area ONLY.

(1) Plan ‘‘A’’: Perform detailed visual and

either ultrasonic or open hole HFEC

inspections, as applicable, to detect cracking

of the lower bulkhead/stringer interface area,

in accordance with Plan ‘‘A’’ and Figure 8,

as defined in the Accomplishment

Instructions of Boeing Alert Service Bulletin

747–53A2390, Revision 1; including

Appendices A, B, C, and D; dated July 6,

2000. Repeat the inspections thereafter in

accordance with the flight safety program as

specified under Plan ‘‘A’’ and Figures 3 and

8 of the service bulletin.

(2) Plan ‘‘B’’: Except as provided by

paragraph (h) of this AD, perform open hole

HFEC inspections and modification of the

lower bulkhead/stringer interface area, in

accordance with Plan ‘‘B’’ and Figure 19, as

defined in the Accomplishment Instructions

of Boeing Alert Service Bulletin 747–

53A2390, Revision 1; including Appendices

A, B, C, and D; dated July 6, 2000. Thereafter,

repeat the detailed visual and either

ultrasonic or open hole HFEC inspections, as

applicable, in accordance with the aftermodification inspection program as specified

under Plan ‘‘B’’ and Figures 3 and 8 of the

service bulletin. Accomplishment of the

modification and inspections in accordance

with this paragraph terminates the repetitive

inspection requirements specified in

paragraph (g)(1) of this AD.

Airplanes Modified With Original Service

Bulletin: Post-Modification Work

(h) For any airplane (L/N 1 through 1254

inclusive) on which the modification

specified in paragraph (g)(2) was

accomplished prior to the effective date of

this AD in accordance with the original issue

of Boeing Alert Service Bulletin 747–

53A2390, dated July 31, 1997: Prior to the

accumulation of 20,000 total flight cycles, or

within 2,000 flight cycles after the effective

date of this AD, whichever occurs later,

accomplish post-modification work in

accordance with Figure 26 of Boeing Alert

Service Bulletin 747–53A2390, Revision 1;

including Appendices A, B, C, and D; dated

July 6, 2000.

Repair

(i) Except as provided by paragraph (a)(1)(i)

or (b) of this AD, 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–

53A2390, Revision 1; including Appendices

A, B, C, and D; dated July 6, 2000. If any

damage is found that is beyond the limits

specified in the service bulletin, prior to

further flight, repair in accordance with a

method approved by the Manager, Seattle

ACO; or in accordance with data meeting the

type certification basis of the airplane

approved by a Boeing Company 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.

Alternative Methods of Compliance

(j)(1) An alternative method of compliance

or adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Seattle

ACO. Operators shall submit their requests

through an appropriate FAA Principal

Maintenance Inspector, who may add

comments and then send it to the Manager,

Seattle ACO.

(2) Alternative methods of compliance,

approved previously in accordance with AD

98–20–25, amendment 39–10791, are

approved as alternative methods of

compliance with paragraph (a) of 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

(k) 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.

Incorporation by Reference

(l) Except as provided by paragraphs (a)(1),

(a)(1)(i), (a)(1)(ii), (b), and (i) of this AD, the

actions shall be done in accordance with

Boeing Alert Service Bulletin 747–53A2390,

dated July 31, 1997; or Boeing Alert Service

Bulletin 747–53A2390, Revision 1; including

Appendices A, B, C, and D; dated July 6,

2000; as applicable.

(1) The incorporation by reference of

Boeing Alert Service Bulletin 747–53A2390,

Revision 1; including Appendices A, B, C,

and D; dated July 6, 2000; is approved by the

Director of the Federal Register in accordance

with 5 U.S.C. 552(a) and 1 CFR part 51.

(2) The incorporation by reference of

Boeing Alert Service Bulletin 747–53A2390,

dated July 31, 1997, was approved previously

by the Director of the Federal Register as of

October 7, 1998 (63 FR 50508, September 22,

1998).

(3) Copies may be obtained from Boeing

Commercial Airplane Group, P.O. Box 3707,

Seattle, Washington 98124–2207. Copies may

be inspected at the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the Federal

Register, 800 North Capitol Street, NW., suite

700, Washington, DC.

Effective Date

(m) This amendment becomes effective on

July 16, 2001.

Issued in Renton, Washington, on May 25,

2001.

Vi L. Lipski,

Manager, Transport Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 01–14001 Filed 6–8–01; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–156–AD; Amendment

39–12254; AD 2001–11–11]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 737, 747, and 777 Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Boeing Model 737,

747, and 777 series airplanes, that

requires replacement of the seat track

fittings on all passenger seats with new,

improved fittings. The actions specified

by this AD are intended to prevent

unrestrained movement of the passenger

seats during high forward deceleration

of the airplane, which could result in

injury to the passengers or crew

members during an emergency landing.

DATES: Effective July 16, 2001.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 16,

2001.

ADDRESSES: The service information

referenced in this AD may be obtained

from Boeing Commercial Airplane

Group, P.O. Box 3707, Seattle,

Washington 98124–2207. This

information may be examined at the

Federal Aviation Administration (FAA),

Transport Airplane Directorate, Rules

Docket, 1601 Lind Avenue, SW.,

Renton, Washington; or at the Office of

the Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Jan

Risheim, Aerospace Engineer, Airframe

Branch, ANM–120S, FAA, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington;

telephone (425) 227–1675; fax (425)

227–1181.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to certain Boeing

Model 737, 747, and 777 series

airplanes was published in the Federal

Register on December 22, 2000 (65 FR

80794). That action proposed to require

replacement of the seat track fittings on

all passenger seats with new, improved

fittings.

31130 Federal Register / Vol. 66, No. 112 / Monday, June 11, 2001 / Rules and Regulations

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received from one

commenter.

Change Unsafe Condition and

Paragraph (a) of Proposed Rule

A single commenter asks that the

unsafe condition in the proposed rule

which states, ‘‘To prevent unrestrained

movement of the passenger seats during

high forward deceleration of the

airplane, which could result in injury to

the passengers or crew members during

an emergency landing,’’ be changed to

read, ‘‘To verify that during seat

installation no over-torque on seat track

fitting shear bolts occurred.’’ The

commenter also asks that paragraph (a)

of the proposed rule be changed to read,

‘‘Within 1 month after the effective date

of this AD: Inspect all the seat track

fittings on all the passenger seats as

specified in the applicable component

maintenance manual under the section

titled, ‘Troubleshooting,’ following the

troubleshooting procedure therein.’’

The commenter states that if the old

fitting is properly installed (i.e., the

maximum allowable torque value is not

exceeded, and the shear plunger is

correctly engaged), no risk of

unrestrained movement of the passenger

seat under any circumstances, including

high forward deceleration, can occur.

The commenter notes that this has been

demonstrated during the certification

process of the seat, and found

acceptable by all involved airworthiness

authorities. To date there is no evidence

that such an occurrence is even

possible, provided that the installation

specifications of the seat manufacturer

are fully accomplished. The commenter

also states that if the new improved

fitting is used, but the maximum

allowable torque value is exceeded, then

an unrestrained movement of the

passenger seat is possible exactly as

with the old fitting in the same

condition. The commenter concludes

that issuance of an airworthiness

directive requiring the replacement of

old fittings with new, improved fittings

having a higher maximum torque value

only, is ineffective to prevent

unrestrained seat movement.

Additionally, the origin of the eventual

safety problem resides in the

application on the shear bolt of high

torque value, exceeding the maximum

allowable torque specified by the seat

manufacturer.

The FAA does not concur. As stated

in the proposed rule, the manufacturer

reported that the shear plunger screws

of certain seat track fittings broke during

installation. Analysis of the broken

screws revealed that various

modifications had weakened the shear

plunger screws. Further analysis

revealed that high torque during seat

installation resulted in broken shear

plunger screws and subsequent

disengagement of the shear plunger

from the seat track. Additionally, the

manufacturer found that the threads

used to attach the shear plunger screws

to the seat track were filled with coating

that was used on the exterior of the

screws, which increases the torque

required to install the screw. This

information indicates that the torque

required to install the shear plunger

screws is very close to the strength of

the screw, and as the seats are moved

for maintenance or interior

reconfigurations, breaking of the shear

plunger screws is to be expected. The

new, improved design of the seat track

fitting corrects the deficiencies in the

existing design, and is necessary to

correct the unsafe condition specified in

this final rule. Therefore, no change to

the final rule is necessary.

Conclusion

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

There are approximately 46 Model

737, 747, and 777 series airplanes of the

affected design in the worldwide fleet.

For Model 737 series airplanes (2

U.S.-registered airplanes): It will take

approximately 10 work hours per

airplane to accomplish the replacement,

at an average labor rate of $60 per work

hour. Required parts will cost

approximately $15,100 per airplane.

Based on these figures, the cost impact

of the replacement required by this AD

on U.S. operators is estimated to be

$31,400, or $15,700 per airplane.

The cost impact figure discussed

above is 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 proposed 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.

Currently, there are no affected Model

747 series airplanes on the U.S. Register.

However, should an affected airplane be

imported and placed on the U.S.

Register in the future, it requires

approximately 29 work hours to

accomplish the replacement, at an

average labor rate of $60 per work hour.

Required parts will cost approximately

$43,000. Based on these figures, the cost

impact of the replacement required by

this AD will be $44,740 per airplane.

Currently, there are no affected Model

777 series airplanes on the U.S. Register.

However, should an affected airplane be

imported and placed on the U.S.

Register in the future, it requires

approximately 24 work hours to

accomplish the replacement, at an

average labor rate of $60 per work hour.

Required parts will cost approximately

$36,400. Based on these figures, the cost

impact of the replacement required by

this AD will be $37,840 per airplane.

Regulatory Impact

The regulations adopted herein will

not have a substantial direct effect on

the States, on the relationship between

the national Government and the States,

or on the distribution of power and

responsibilities among the various

levels of government. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

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:

Federal Register / Vol. 66, No. 112 / Monday, June 11, 2001 / Rules and Regulations 31131

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

Authority: 49 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

2001–11–11 Boeing: Amendment 39–12254.

Docket 2000–NM–156–AD.

Applicability: Model 737, 747, and 777

series airplanes; certificated in any category;

as specified in the Boeing service bulletins

listed in Table 1. below:

TABLE 1.—APPLICABILITY

For Model 737 series

airplanes.

737–25–1371, Revision 2, dated December 9, 1999;

For Model 737 series

airplanes.

737–25–1407, dated

December 9, 1999;

For Model 747 series

airplanes.

747–25–3196, Revision 1, dated May

13, 1999; or

For Model 777 series

airplanes.

777–25–0111, Revision 1, dated December 13, 1999;

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 (b) 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 unrestrained movement of the

passenger seats during high forward

deceleration of the airplane, which could

result in injury to the passengers or crew

members during an emergency landing,

accomplish the following:

Replacement

(a) Within 18 months after the effective

date of this AD: Replace all the seat track

fittings on all the passenger seats with new,

improved fittings, in accordance with the

Accomplishment Instructions specified in

Boeing Service Bulletin 737–25–1371;

Revision 2 or 737–25–1407, both dated

December 9, 1999 (for Model 737 series

airplanes); Boeing Service Bulletin 747–25–

3196, Revision 1, dated May 13, 1999 (for

Model 747 series airplanes); or Boeing

Service Bulletin 777–25–0111, Revision 1,

dated May 13, 1999 (for Model 777 series

airplanes); as applicable.

Alternative Methods of Compliance

(b) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Seattle

Aircraft Certification Office (ACO), FAA.

Operators shall submit their requests through

an appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Seattle ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

Special Flight Permits

(c) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

Incorporation by Reference

(d) The replacement shall be done in

accordance with Boeing Service Bulletin

737–25–1371, Revision 2, dated December 9,

1999; Boeing Service Bulletin 737–25–1407,

dated December 9, 1999; Boeing Service

Bulletin 747–25–3196, Revision 1, dated May

13, 1999; or Boeing Service Bulletin 777–25–

0111, Revision 1, dated May 13, 1999; as

applicable. 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 Boeing Commercial Airplane Group,

P.O. Box 3707, Seattle, Washington 98124–

2207. Copies may be inspected at the FAA,

Transport Airplane Directorate, 1601 Lind

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

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

Effective Date

(e) This amendment becomes effective on

July 16, 2001.

Issued in Renton, Washington, on May 25,

2001.

Vi L. Lipski,

Manager, Transport Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 01–13998 Filed 6–8–01; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NM–350–AD; Amendment

39–12250; AD 2001–11–08]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747–400, 747–400F, 757–200,

757–200CB, 757–200PF, 767–200, 767–

300, and 767–300F Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain Boeing Model 747–

400, 757–200, 767–200, and 767–300

series airplanes, that currently requires

repetitive checks to detect certain

failures in the warning electronic unit

(WEU) or modular avionic warning

electronic assembly (MAWEA);

repetitive tests to detect any failure of

tactile, visual, or aural alerts generated

by the WEU or MAWEA; and corrective

action, if necessary. This amendment

makes these requirements applicable to

other airplanes on which the defective

power supplies may be installed,

eliminates the repetitive tests for certain

airplanes, and increases the interval for

the repetitive tests for certain other

airplanes. This amendment also requires

replacing any subject power supply in

the WEU or MAWEA with a new,

modified, or serviceable power supply.

The actions specified by this AD are

intended to prevent failure of the WEU

or MAWEA power supplies, which

could result in loss of visual, aural, and

tactile alerts to the flightcrew. Absence

of such alerts could result in the

flightcrew being unaware that an

immediate or appropriate action should

be taken in the event of an unsafe

condition.

DATES: Effective July 16, 2001.

The incorporation by reference of

certain publications, as listed in the

regulations, is approved by the Director

of the Federal Register as of July 16,

2001.

The incorporation by reference of

certain other publications, as listed in

the regulations, was approved

previously by the Director of the Federal

Register as of September 16, 1999 (64 FR

47653, September 1, 1999).

ADDRESSES: The service information

referenced in this AD may be obtained

from Boeing Commercial Airplane

Group, P.O. Box 3707, Seattle,

Washington 98124–2207. This

information may be examined at the

Federal Aviation Administration (FAA),

Transport Airplane Directorate, Rules

Docket, 1601 Lind Avenue, SW.,

Renton, Washington; or at the Office of

the Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Sheila I. Mariano, Aerospace Engineer,

Systems and Equipment Branch, ANM–

130S, FAA, Seattle Aircraft Certification

Office, 1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–2675; fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal