34526 Federal Register / Vol. 66, No. 126 / Friday, June 29, 2001 / Rules and Regulations

Docket Number: 72–1004

Certificate Expiration Date: January

23, 2015

Model Number: Standardized

NUHOMS –24P, NUHOMS –52B, and

NUHOMS –61BT.

* * * * *

Dated at Rockville, Maryland, this 15th day

of June , 2001.

For the Nuclear Regulatory Commission.

William D. Travers,

Executive Director for Operations.

[FR Doc. 01–16390 Filed 6–28–01; 8:45 am]

BILLING CODE 7590–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NM–313–AD; Amendment

39–12292; AD 2001–13–12]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Boeing Model 747

series airplanes. This AD requires

repetitive inspections to detect cracks

and corrosion around the lower bearing

of the actuator attach fittings of the

inboard and outboard flaps. This AD

also requires repetitive overhauls for

certain actuator attach fittings or

repetitive replacement of the fittings

with new fittings, as applicable, which

terminates the repetitive inspections.

This AD also provides for replacement

of actuator attach fittings with improved

fittings, which terminates all

requirements of this AD. This

amendment is prompted by reports of

cracks on the lower bearing journal of

the inboard actuator attach fittings of

the outboard trailing edge flaps due to

stress corrosion. The actions specified

by this AD are intended to detect and

correct cracking on the actuator attach

fittings of the trailing edge flaps, which

could result in abnormal operation or

retraction of a trailing edge flap, and

consequent reduced controllability of

the airplane.

DATES: Effective August 3, 2001.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of August 3,

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:

Tamara L. Anderson, Aerospace

Engineer, Airframe Branch, ANM–120S,

FAA, Seattle Aircraft Certification

Office, 1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–2771; 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 all Boeing Model

747–100, –200, –300, –400, and 747SR

series airplanes was published in the

Federal Register on April 24, 2000 (65

FR 21675). That action proposed to

require repetitive inspections to detect

cracks and corrosion around the lower

bearing of the actuator attach fittings of

the inboard and outboard flaps. That

action also proposed to require

repetitive overhauls for certain attach

fittings or repetitive replacement of the

attach fittings with new attach fittings,

as applicable, which would constitute

terminating action for certain repetitive

actions.

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.

Support for the Proposal

One commenter supports the

proposed rule.

Limit Applicability of AD

One commenter, the airplane

manufacturer, requests that the FAA

limit the applicability of the proposed

rule to airplanes having line numbers

up to and including 1265. The

commenter states that new, improved

actuator attach fittings will be installed

during production on airplanes starting

at line number 1266. The commenter

explains that the new, improved

actuator attach fittings in certain

positions (i.e., actuator attach fittings

number 2 and 7) have an increased

cross-sectional area that reduces stress

levels and, consequently, the possibility

of stress corrosion cracking. Attach

fittings in all other locations will have

increased bushing interference, and

BMS 5–26 sealant will be applied to the

new fittings to prevent general

corrosion.

The FAA concurs with the intent of

the commenter’s request to limit the

applicability of this AD. However, since

they submitted their comment, the

airplane manufacturer has advised the

FAA that new fittings have been

incorporated on airplanes starting with

line number 1264. This coincides with

the effectivity listing of a new service

bulletin related to this AD, Boeing

Service Bulletin 747–57A2310, Revision

2, dated February 22, 2001 (which is

described in the next section of this

final rule). Therefore, the FAA has

revised and clarified the applicability of

this AD to apply only to Model 747

series airplanes listed in Boeing Service

Bulletin 747–57A2310, Revision 2.

(Operators may note that, while the

applicability of this AD has been

reduced, the estimated number of

affected airplanes has been increased in

the ‘‘Cost Impact’’ section of the

preamble. The new estimate includes

airplanes delivered after the preparation

of the proposed rule.)

Reference New Terminating Action

One commenter notes that, in the

preamble of the proposed AD, the FAA

identifies the proposed AD as interim

action, and states that, once a

modification is developed, approved,

and available, the FAA may consider

additional rulemaking. The commenter

states that it is very interested in this

terminating modification. The

commenter requests that, if release of

the modification is imminent, the FAA

delay release of this AD until the

airplane manufacturer has developed

the terminating modification. If the

release is not imminent, the commenter

requests that the FAA make the

modification available as an alternative

method of compliance (AMOC) to this

AD or issue a superseding AD to include

the terminating action as soon as

possible.

The FAA partially concurs with the

commenter’s request. The FAA does not

agree that issuance of the final rule

should intentionally be delayed pending

development of a terminating

modification. The commenter provides

no technical justification for such a

delay.

However, since the issuance of the

proposed AD, the FAA has reviewed

and approved Boeing Service Bulletin

747–57A2310, Revision 2. (The

proposed AD references Boeing Service

Bulletin 747–57A2310, Revision 1,

dated November 23, 1999, as an

appropriate source of service

Federal Register / Vol. 66, No. 126 / Friday, June 29, 2001 / Rules and Regulations 34527

information for certain proposed

actions.) Among other actions, Revision

2 of the service bulletin includes

procedures for a new terminating action.

The new terminating action involves

rework of the numbers 1, 3, 4, 5, 6, and

8 actuator attach fittings on both the

inboard and outboard flaps, or

replacement of the attach fittings with

improved attach fittings; and

replacement of the number 2 and 7

attach fittings of the trailing edge flap

actuators with new, improved attach

fittings (of a new design).

The FAA has determined that, if

accomplished, this terminating action

would adequately address the unsafe

condition. Therefore, the FAA has

added subparagraphs to paragraph (e) of

this final rule, including paragraph

(e)(2) which provides the terminating

action specified in Revision 2 of the

service bulletin as an option that ends

the requirements of this AD.

Additionally, the FAA finds that

Revision 2 is also an acceptable source

of service information for the

inspections required by paragraph (c) of

this AD. Thus, paragraph (c) of this final

rule has also been revised to reference

Revision 2 of the service bulletin, in

addition to Revision 1, as an acceptable

source of service information.

Clarify References in Paragraphs (a)

and (b)

One commenter requests that the FAA

revise paragraphs (a) and (b) of the

proposed rule to state, ‘‘Accomplish the

actions in paragraphs (c), (d), or (e) of

this AD * * *’’ instead of referring to

paragraph (c) only. The commenter

provides no justification for its request.

The FAA concurs with the

commenter’s request because adding

references to paragraphs (d) and (e) will

clarify the complete range of actions

available to operators. Paragraphs (a)

and (b) of this final rule have been

revised accordingly.

Provide for Previous Overhaul of

Actuator Fittings

One commenter requests that the FAA

provide for actuator attach fittings of the

inboard flaps that have been overhauled

in accordance with a revision of Boeing

747 Overhaul Manual (OHM) 57–52–35

that is dated prior to June 10, 1999. The

commenter specifically requests that, for

airplanes previously overhauled, the

FAA revise the compliance times in

paragraph (a) of the proposed AD to 8

years or 8,000 flight cycles after

overhaul of the actuator attach fittings

for the inboard flaps. The commenter

notes that this compliance time would

agree with the compliance time for the

actuator attach fittings of the outboard

flaps, which are more critical.

The FAA concurs with the

commenters request, and has revised

paragraph (a) of this final rule to apply

to:

• Actuator attach fittings on the

outboard flaps that have NOT been

overhauled in accordance with revisions

of OHM 57–52–55 dated prior to June 1,

1999, or replaced with a new fitting; and

• Actuator attach fittings on the

inboard flaps that have NOT been

overhauled in accordance with revisions

of OHM 57–52–35, dated prior to June

10, 1999, or replaced with a new fitting.

Also, the FAA has revised paragraph

(b) of this final rule to apply to:

• Actuator attach fittings on the

outboard flaps that HAVE been

overhauled in accordance with revisions

of OHM 57–52–55 dated prior to June 1,

1999, or replaced with a new fitting; and

• Actuator attach fittings on the

inboard flaps that HAVE been

overhauled in accordance with revisions

of OHM 57–52–35, dated prior to June

10, 1999, or replaced with a new fitting.

Allow Use of Later Revisions of OHM

One commenter requests that the FAA

revise paragraph (d) of the proposed

rule to specify overhaul of the actuator

attach fittings for the flaps in

accordance with Boeing OHM 57–52–

55, Temporary Revision 57–7, dated

June 1, 1999, or Temporary Revision

57–9, dated May 14, 2000; and Boeing

OHM 57–52–35, Temporary Revision

57–8, dated June 10, 1999, Temporary

Revision 57–10, dated May 8, 2000, or

Full Revision 57–10, dated July 1, 2000.

The commenter also requests that the

FAA refer to Boeing OHM 57–52–35,

Temporary Revision 57–10, or Full

Revision 57–10, in Note 4 of the

proposed rule. The commenter states

that these later revisions of the OHM

chapters describe the same actions as

those revisions referred to in the

proposed rule but provide additional

repair information.

Similarly, a second commenter

requests that the FAA revise paragraph

(d) of the proposed rule to specify

overhaul of the actuator attach fittings

in accordance with Boeing OHM 57–52–

55, Temporary Revision 57–7, dated

June 1, 1999, or later, and Boeing OHM

57–52–35, Temporary Revision 57–8,

dated June 10, 1999, or later. The

commenter states that this would allow

use of the latest revision of the OHM

when overhauling the fittings.

The FAA partially concurs with the

commenters’ requests. The FAA has

reviewed the specific revisions

referenced by the first commenter and

finds them acceptable. The FAA has

also reviewed Boeing OHM 57–52–55,

Full Revision 57–9, dated July 1, 2000,

and finds it acceptable. However, rather

than revising paragraph (d) to cite all of

these revisions, the FAA finds that

paragraph (d) of this AD may be revised

to refer to the accomplishment

instructions of Boeing Service Bulletin

747–57A2310, Revision 1, dated

November 23, 1999, or Revision 2, dated

February 22, 2001, as acceptable sources

of service information for the

accomplishment of the overhaul

required by that paragraph. The FAA

finds that this change will clarify the

requirements of paragraph (d) of this

AD, and make it easier for operators to

comply with that paragraph. The FAA

has revised paragraph (d) accordingly.

In addition, for the actuator attach

fittings on the inboard flaps, the FAA

has revised Note 4 of this AD to refer to

specific OHM revisions referenced by

the first commenter and reviewed and

accepted by the FAA.

Allow Approval of Repairs By

Designated Engineer Representative

(DER)

One commenter requests that the FAA

revise the ‘‘Alternative Methods of

Compliance’’ paragraph—paragraph (f)

in the proposed rule—to allow repairs of

corrosion or cracking that is outside the

limits specified in the OHM in

accordance with a method approved by

a Boeing DER, in lieu of requiring

replacement of the actuator attach

fittings before further flight. The

commenter states that this allowance is

necessary to prevent unnecessary delays

or grounding of airplanes if operators

find conditions outside the rework

limits in the OHM.

The FAA partially concurs with the

commenter’s request. The FAA does not

concur with the commenter’s request to

revise the ‘‘Alternative Methods of

Compliance’’ paragraph to allow the

Boeing DER to approve repairs.

However, the FAA finds that a new

paragraph may be added to provide for

repair of actuator attach fittings, in lieu

of replacement. Therefore, the FAA has

added paragraph (f) to this final rule

(and reordered subsequent paragraphs

accordingly), to allow for repair of the

actuator attach fittings on the inboard

and outboard flaps in accordance with

a method approved by the FAA or data

approved by a Boeing Company DER

who has been authorized to make such

findings.

Revise Cost Impact Estimate

One commenter requests that the FAA

revise the estimate of the cost impact in

the proposed rule. The commenter

states that the estimate of 5 work hours

34528 Federal Register / Vol. 66, No. 126 / Friday, June 29, 2001 / Rules and Regulations

per airplane for overhaul of the actuator

attach fittings is extremely low. The

commenter notes that the procedures for

each actuator attach fitting include

cleaning, removing sleeves, machining,

performing non-destructive tests, and

manufacturing and installing new

sleeves. The commenter also submits

estimates from several vendors as well

as their own estimate of 192 work hours

per airplane.

The FAA partially concurs with the

commenter’s request. The FAA does not

concur that the commenter’s estimate of

192 work hours is appropriate for use in

this AD. The cost impact information in

AD actions includes only the ‘‘direct’’

costs of the specific actions required by

the AD. The FAA recognizes that, in

accomplishing the requirements of any

AD, operators may incur ‘‘incidental’’

costs in addition to the ‘‘direct’’ costs.

The cost analysis in AD rulemaking

actions, however, typically does not

include incidental costs, such as the

time required to gain access and close

up; planning time; or time necessitated

by other administrative actions. Because

incidental costs may vary significantly

from operator to operator, they are

almost impossible to calculate.

However, the FAA does concur that

the estimated number of work hours can

be adjusted somewhat. The estimate of

5 work hours included only the time

necessary specifically for the overhaul,

based on the data included in the

manufacturer’s service bulletin. The

FAA finds it appropriate to include the

estimate of work hours needed for

removal, inspection, and re-installation,

as well as overhaul, of the subject parts.

Based on the data provided in the

airplane manufacturer’s service bulletin,

the FAA estimates the number of work

hours for these actions to be 37 work

hours per airplane. Similarly, the FAA

finds that the cost estimate for

replacement of the actuators should

include time for the inspection that is

included in the procedures for the

replacement. Thus, the number of work

hours for the replacement has been

increased from 2 to 4 work hours per

airplane. The FAA has revised the cost

impact estimate in this final rule

accordingly.

Reduce Compliance Time for Actions

on Attach Fittings on Outboard Flap

One commenter, an operator, requests

that the FAA reduce the proposed initial

compliance time for actions on the

actuator attach fittings on the outboard

flap that have been overhauled per

OHM 57–52–55. The commenter

requests a compliance time of 6 years or

6,000 flight cycles, whichever occurs

first, after the attach fitting was

overhauled, for the accomplishment of

paragraph (c), (d), or (e) of this AD. The

commenter states that the earlier of 6

years or 6,000 flight cycles is its ‘‘hard

time’’ interval between overhauls.

The FAA does not concur. The

compliance time of 8 years or 8,000

flight cycles, whichever occurs first, is

based on when cracking of actuator

attach fittings has been found, and the

manufacturer’s recommendation in the

service bulletin. However, an operator

may choose to accomplish the actions in

this AD prior to the 8-year-or-8,000-

flight-cycle threshold. No change to the

final rule is necessary in this regard.

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 with the changes

previously described. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

Cost Impact

There are approximately 1,111 Model

747 series airplanes of the affected

design in the worldwide fleet. The FAA

estimates that 237 airplanes of U.S.

registry will be affected by this AD.

It will take approximately 2 work

hours per airplane to accomplish the

required inspection, at an average labor

rate of $60 per work hour. Based on

these figures, the cost impact of this

inspection on U.S. operators is

estimated to be $28,440, or $120 per

airplane, per inspection cycle.

The overhaul of actuator attach

fittings, which is offered as one

alternative for compliance with this AD

action, will take approximately 37 work

hours per airplane to accomplish, at an

average labor rate of $60 per work hour.

Based on these figures, the cost impact

of this overhaul is estimated to be

$2,220 per airplane, per overhaul cycle.

In lieu of the overhaul, this AD

provides for a replacement of actuator

attach fittings, which would take

approximately 4 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour.

Required parts will cost approximately

$6,623 (for the four attach fittings on the

outboard flaps) and $7,566 (for the four

attach fittings on the inboard flaps).

Based on these figures, the cost impact

of this replacement is estimated to be

$14,429, per airplane, per replacement

cycle.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the 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.

Should an operator elect to

accomplish the optional replacement

with improved attach fittings, which

terminates the requirements of this AD,

it would take approximately 16 work

hours to accomplish, at an average labor

rate of $60 per work hour. The cost of

required parts would be approximately

$15,322 per airplane. Based on these

figures, the cost impact of the optional

terminating action would be $16,282 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. 126 / Friday, June 29, 2001 / Rules and Regulations 34529

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:

2001–13–12 Boeing: Amendment 39–12292.

Docket 99–NM–313–AD.

Applicability: Model 747 series airplanes,

as listed in Boeing Service Bulletin 747–

57A2310, Revision 2, dated February 22,

2001; 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 (g) 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 cracking on the

actuator attach fittings of the trailing edge

flaps, which could result in abnormal

operation or retraction of a trailing edge flap,

and consequent reduced controllability of the

airplane, accomplish the following:

Actuator Attach Fittings That Have Not Been

Overhauled or Replaced

(a) For actuator attach fittings on the

outboard flaps that have NOT been

overhauled in accordance with revisions of

Boeing 747 Overhaul Manual (OHM) 57–52–

55 dated prior to June 1, 1999, or replaced

with a new fitting, prior to the effective date

of this AD; and for actuator attach fittings on

the inboard flap actuators that have NOT

been overhauled in accordance with

revisions of OHM 57–52–35, dated prior to

June 1, 1999, or replaced with a new fitting,

prior to the effective date of this AD:

Accomplish the actions in paragraph (c), (d),

or (e) of this AD at the later of the times

specified in paragraphs (a)(1) and (a)(2) of

this AD.

(1) Prior to the accumulation of 8 years

since date of manufacture or 8,000 total flight

cycles, whichever occurs first.

(2) Within 6 months after the effective date

of this AD.

Actuator Attach Fittings That Have Been

Overhauled or Replaced

(b) For actuator attach fittings on the

outboard flaps that HAVE been overhauled in

accordance with revisions of OHM 57–52–55

dated prior to June 1, 1999, or replaced with

a new fitting, prior to the effective date of

this AD; and for actuator attach fittings on

the inboard flap actuators that HAVE been

overhauled in accordance with revisions of

OHM 57–52–35 dated prior to June 1, 1999,

or replaced with a new fitting, prior to the

effective date of this AD: Accomplish the

actions in paragraph (c), (d), or (e) of this AD

at the later of the times specified in

paragraphs (b)(1) and (b)(2) of this AD.

(1) Within 8 years or 8,000 total flight

cycles after the attach fitting was overhauled

or replaced, whichever occurs first.

(2) Within 6 months after the effective date

of this AD.

Inspections and Corrective Action

(c) Perform a detailed visual inspection to

detect corrosion around the lower bearing

journal on the actuator attach fittings on the

inboard and outboard flaps, and perform an

ultrasonic inspection to detect cracks around

the lower bearing journal of the actuator

attach fittings on the outboard flaps, in

accordance with Boeing Service Bulletin

747–57A2310, Revision 1, dated November

23, 1999; or Revision 2, dated February 22,

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.’’

Note 3: Inspections and replacements

accomplished in accordance with Boeing

Alert Service Bulletin 747–57A2310, dated

June 17, 1999, are acceptable for compliance

with the requirements of paragraph (c) of this

AD.

(1) If no corrosion or cracks are detected,

repeat the inspections required by paragraph

(c) of this AD at intervals not to exceed 18

months. Within 5 years after the initial

inspections required by paragraph (c) of this

AD, accomplish the actions specified in

paragraph (d) or (e) of this AD.

(2) If any corrosion is detected, prior to

further flight, remove the corrosion by

accomplishing the actions of either paragraph

(c)(2)(i) or (c)(2)(ii) of this AD.

(i) If corrosion is within the limits of the

Boeing 747 OHM: Prior to further flight,

accomplish the actions specified in

paragraph (d) or (e) of this AD.

(ii) If corrosion is not within the limits of

the Boeing 747 OHM: Prior to further flight,

accomplish the actions specified in

paragraph (e) or (f) of this AD.

(3) If any crack is detected: Prior to further

flight, accomplish the actions specified in

paragraph (e) or (f) of this AD.

Overhaul

(d) Overhaul the actuator attach fittings on

the outboard flaps in accordance with the

Accomplishment Instructions of Boeing

Service Bulletin 747–57A2310, Revision 1,

dated November 23, 1999; or Revision 2,

dated February 22, 2001. Repeat the overhaul

of actuators on the outboard flaps as

specified in Part 2 of the Work Instructions

of the service bulletin thereafter at intervals

not to exceed 8 years or 8,000 flight cycles,

whichever occurs first. Accomplishment of

the overhaul of the actuator attach fittings on

the outboard flaps constitutes terminating

action for the repetitive inspection

requirements of paragraph (c)(1) of this AD.

Overhaul the actuator attach fittings on the

inboard flaps in accordance with the

Accomplishment Instructions of Boeing

Service Bulletin 747–57A2310, Revision 1,

dated November 23, 1999; or Revision 2,

dated February 22, 2001. Accomplishment of

the overhaul of the actuator attach fittings on

the inboard flaps constitutes terminating

action for the requirements of this AD for the

actuator attach fittings on the inboard flaps.

Replacement

(e) Replace the actuator attach fittings on

the inboard and outboard flaps in accordance

with paragraph (e)(1) or (e)(2) of this AD.

(1) Replace the actuator attach fittings on

the inboard and outboard flaps with new

attach fittings in accordance with ‘‘Part 3—

Replacement’’ of Boeing Service Bulletin

747–57A2310, Revision 1, dated November

23, 1999; or Revision 2, dated February 22,

2001. Accomplishment of this replacement

constitutes terminating action for the

repetitive inspections required by paragraph

(c) of this AD for the replaced fitting. Within

8 years or 8,000 flight cycles following

accomplishment of the replacement,

whichever occurs first, repeat this

replacement or accomplish the overhaul

specified in paragraph (d) of this AD.

(2) Replace the actuator attach fittings on

the inboard and outboard flaps with

improved attach fittings in accordance with

‘‘Part 4—Terminating Action’’ of Boeing

Service Bulletin 747–57A2310, Revision 2,

dated February 22, 2001. If accomplished,

this replacement with improved fittings

terminates the requirements of this AD for

the replaced fitting.

Note 4: Replacement of the actuator attach

fittings on the inboard flaps with fittings that

have been overhauled in accordance with

Boeing OHM 57–52–35, Temporary Revision

57–8, dated June 10, 1999; Temporary

Revision 57–10, dated May 8, 2000; or Full

Revision 57–10, dated July 1, 2000;

constitutes terminating action for the

requirements of this AD for the actuator

attach fittings on the inboard flaps.

Repair

(f) During any inspection done in

accordance with paragraph (c) of this AD, if

corrosion is found that is outside the limits

specified in the Boeing 747 OHM, or if any

crack is detected: In lieu of replacement of

the actuator attach fittings in accordance

with paragraph (e) of this AD, repair the

actuator attach fittings on the inboard and

outboard flaps in accordance with a method

approved by the Manager, Seattle Aircraft

Certification Office (ACO), 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

ACO, to make such findings. For a repair

method to be approved by the Manager,

34530 Federal Register / Vol. 66, No. 126 / Friday, June 29, 2001 / Rules and Regulations

Seattle ACO, as required by this paragraph,

the Manager’s approval letter must

specifically reference this AD.

Alternative Methods of Compliance

(g) 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.

Note 5: 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

(h) 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

(i) Except as provided by paragraph (f) of

this AD, the actions shall be done in

accordance with Boeing Service Bulletin

747–57A2310, Revision 1, dated November

23, 1999; or Boeing Service Bulletin 747–

57A2310, Revision 2, dated February 22,

2001; 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

(j) This amendment becomes effective on

August 3, 2001.

Issued in Renton, Washington, on June 20,

2001.

Kalene C. Yanamura,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 01–16049 Filed 6–28–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–306–AD; Amendment

39–12298; AD 2000–03–20 R1]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A300 B4–601, B4–603, B4–620, B4–

605R, B4–622R, and F4–605R

(Collectively Called A300–600) Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment revises an

existing airworthiness directive (AD),

applicable to all Airbus Model A300

B4–601, B4–603, B4–620, B4–605R, B4–

622R, and F4–605R (collectively called

A300–600) series airplanes, that

currently requires repetitive ultrasonic

inspections to detect cracks on the

forward fittings in the radius of frame 40

adjacent to the tension bolts in the

center section of the wings, and various

follow-on actions. That AD was

prompted by reports of cracking due to

fatigue-related stress in the radius of

frame 40 adjacent to the tension bolts at

the center/outer wing junction. The

actions specified by that AD are

intended to detect and correct fatigue

cracking on the forward fittings in the

radius of frame 40 adjacent to the

tension bolts in the center section of the

wings, which could result in reduced

structural integrity of the wings. This

amendment removes airplanes from the

applicability of the existing AD.

DATES: Effective August 3, 2001.

The incorporation by reference of

certain publications, as listed in the

regulations, was approved previously by

the Director of the Federal Register as of

March 28, 2000 (65 FR 8642, February

22, 2000).

ADDRESSES: The service information

referenced in this AD may be obtained

from Airbus Industrie, 1 Rond Point

Maurice Bellonte, 31707 Blagnac Cedex,

France. 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:

Norman B. Martenson, Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2110;

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by revising AD 2000–03–20, amendment

39–11580 (65 FR 8642, February 22,

2000), which is applicable to Airbus

Model A300 B4–601, B4–603, B4–620,

B4–605R, B4–622R, and F4–605R

(collectively called A300–600) series

airplanes, was published in the Federal

Register on January 10, 2001 (66 FR

1919). The action proposed to continue

to require repetitive ultrasonic

inspections to detect cracks on the

forward fittings in the radius of frame 40

adjacent to the tension bolts in the

center section of the wings, and various

follow-on actions. The action also

proposed to remove Model A300 F4–

622R from the applicability of the

existing AD.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were submitted in response

to the proposal or the FAA’s

determination of the cost to the public.

Conclusion

The FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

Since this AD merely deletes Model

A300 F4–622R airplanes from the

applicability of AD 2000–03–02, it adds

no additional costs, and will require no

additional work to be performed by

affected operators. The current costs

associated with this AD are reiterated in

their entirety (as follows) for the

convenience of affected operators:

The FAA estimates that 35 airplanes

of U.S. registry will be affected by this

AD, that it will take approximately 2

work hours per airplane (1 work hour

per side) to accomplish the required

ultrasonic inspection, and that the

average labor rate is $60 per work hour.

Based on these figures, the cost impact

of the required inspection on U.S.

operators is estimated to be $4,200, or

$120 per airplane, per inspection cycle.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the 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