34130 Federal Register / Vol. 66, No. 124 / Wednesday, June 27, 2001 / Proposed Rules

TABLE 1.

Models and series

As listed in the following Boeing service

bulletins

Model 707–100,

–100B, –300, and

–E3A (Military).

3499, Revision 1,

dated May 17,

2001

Model 727–100 and

727–200.

727–25–0295, Revision 1, dated May

17, 2001

Model 737 –200,

–200C, –300, –400,

and –500.

737–25–1412, Revision 1, dated May

17, 2001

Model 747SR,

747SP, and 747–

100B, –200B,

–200C, –200F,

–300, –400, and

–400D.

747–25–3244, Revision 1, dated May

17, 2001

Model 757–200 and

757–200PF.

757–25–0223, Revision 1, dated May

17, 2001

Model 767–200 and

–300.

767–25–0288, Revision 1, dated May

17, 2001

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 (c) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent detachment of the shoulder

restraint harness of the attendant or observer

seat from its mounting bracket during

service, which could result in injury to the

occupant of the seat, accomplish the

following:

Inspection and Corrective Action

(a) Within 18 months after the effective

date of this AD, do a one-time general visual

inspection of the attachment of the shoulder

restraint harness of each observer or

attendant seat to determine if a C-clip is used

in the attachment. Do the inspection

according to Boeing Service Bulletin 3499,

727–25–0295, 737–25–1412, 747–25–3244,

757–25–0223, or 767–25–0288; all Revision

1; all dated May 17, 2001; as applicable. If

the shoulder harness is looped through the

bracket and attached to itself with a C-clip,

do paragraph (a)(1) or (a)(2) of this AD.

(1) Remove and discard the C-clip, and

reattach the shoulder harness to the

mounting bracket, according to the service

bulletin.

Note 2: Removing and discarding the Cclip and reattaching the shoulder harness to

the mounting bracket; according to Boeing

Special Attention Service Bulletin 3499, 727–

25–0295, 737–25–1412, 747–25–3244, 757–

25–0233, or 767–25–0288; all dated April 27,

2000; as applicable; is acceptable for

compliance with the requirements of

paragraph (a)(1) of this AD.

(2) Install a second C-clip with the clip’s

opening positioned in the opposite direction

of the opening of the existing C-clip,

according to the optional method described

in Steps 19 and 20 of Figure 1 or 2 of the

applicable service bulletin.

Spares

(b) As of the effective date of this AD, do

not attach the shoulder restraint harness of

an observer or attendant seat on any airplane

to the mounting bracket using a C-clip,

unless the requirements of paragraph (a)(2) of

this AD are done.

Alternative Methods of Compliance

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, 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 Permits

(d) 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 June 20,

2001.

Kalene C. Yanamura,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 01–16055 Filed 6–26–01; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–334–AD]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 777–200 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to

certain Boeing Model 777–200 series

airplanes. This proposal would require

inspections for cracking of the web of

the horizontal and sloping pressure

decks of the fuselage and certain

stiffener splice angles and stiffener end

fittings, and repair, if necessary. This

proposal would also provide an optional

preventative modification, which ends

the repetitive inspections. This action is

necessary to find and fix cracking of the

web of the horizontal and sloping

pressure decks, which could result in

rapid in-flight decompression of the

airplane. This action is intended to

address the identified unsafe condition.

DATES: Comments must be received by

August 13, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000–NM–

334–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–334–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: Stan

Wood, Aerospace Engineer, Airframe

Branch, ANM–120S, FAA, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2772;

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

Federal Register / Vol. 66, No. 124 / Wednesday, June 27, 2001 / Proposed Rules 34131

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–334–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–334–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

The FAA has received a report

indicating that, during fatigue testing of

a Boeing Model 777–200 series airplane,

fatigue cracking was found in the web

of the horizontal and sloping pressure

decks of the fuselage. Stiffener splice

angles at body station (BS) 1287 and

stiffener end fittings at BS 1245 were

also found cracked. The cracks in the

web were found in the radius of the

milled pockets of the horizontal and

sloping pressure decks. Analysis

revealed that the cracks initiated at the

upper surface of the web and

propagated down through the web to the

tangent point of the machined fillet

radius of the milled pockets. Such

cracks, if not found and fixed, could

result in a rapid in-flight decompression

of the airplane.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

Boeing Special Attention Service

Bulletin 777–53–0004, dated May 11,

2000, which describes procedures for

inspections for cracking of the web of

the horizontal and sloping pressure

decks of the fuselage and certain

stiffener splice angles and stiffener end

fittings, and repair or modification, if

necessary. The subject area has been

divided into three inspection areas, and

the service bulletin recommends a

different compliance threshold for each

inspection area, based on when cracks

were found on the test airplane during

the fatigue test. The three areas are

subject to the following inspections:

• Area 1: Repetitive internal high

frequency eddy current (HFEC)

inspections or, alternatively, external

low frequency eddy current (LFEC)

inspections, of the horizontal pressure

deck web.

• Area 2: Repetitive internal HFEC

inspections or, alternatively, repetitive

external LFEC inspections of the

horizontal pressure deck web, repetitive

internal HFEC inspections of the sloping

pressure deck, and repetitive detailed

visual inspections of the stiffener splice

angles at BS 1287 and the stiffener end

fittings at BS 1245.

• Area 3: Repetitive internal HFEC

inspections or, alternatively, repetitive

external LFEC inspections of the

horizontal pressure deck web, and

repetitive internal HFEC inspections of

the sloping pressure deck.

The service bulletin also describes

procedures for repair of cracks, as well

as a preventative modification, which

would eliminate the need for the

repetitive inspections for the repaired or

modified areas. The preventative

modification described in the service

bulletin is an option for ending the

repetitive inspections on airplanes with

no cracking. Accomplishment of the

actions specified in the service bulletin

is intended to adequately address the

identified unsafe condition.

The effectivity listing of the service

bulletin includes Model 777–200 series

airplanes with line numbers 001

through 093. The structure of the area

subject to this proposed AD has been

redesigned on airplanes with line

numbers 094 and subsequent, so these

airplanes are not subject to the actions

described in the service bulletin.

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

require accomplishment of the actions

specified in the service bulletin

described previously, except as

discussed below.

Difference Between Proposed Rule and

Service Bulletin

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.

Cost Impact

There are approximately 93 airplanes

of the affected design in the worldwide

fleet. The FAA estimates that 27

airplanes of U.S. registry would be

affected by this proposed AD, that it

would take approximately 36 work

hours per airplane to accomplish the

proposed inspections, and that the

average labor rate is $60 per work hour.

Based on these figures, the cost impact

of the proposed AD on U.S. operators is

estimated to be $58,320, or $2,160 per

airplane, per inspection cycle.

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.

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

34132 Federal Register / Vol. 66, No. 124 / Wednesday, June 27, 2001 / Proposed Rules

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

adding the following new airworthiness

directive:

Boeing: Docket 2000–NM–334–AD.

Applicability: Model 777–200 series

airplanes, line numbers 001 through 093

inclusive, 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) 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 find and fix cracking of the web of the

horizontal and sloping pressure decks, which

could result in rapid in-flight decompression

of the airplane, accomplish the following:

Initial Inspections

(a) Do the inspections in paragraphs (a)(1),

(a)(2), and (a)(3) of this AD at the compliance

times specified in those paragraphs. Do the

inspections according to the

Accomplishment Instructions of Boeing

Special Attention Service Bulletin 777–53–

0004, dated May 11, 2000.

(1) Area 1: Prior to the accumulation of

16,000 total flight cycles, do an internal high

frequency eddy current (HFEC) inspection or

an external low frequency eddy current

(LFEC) inspection of the horizontal pressure

deck web in Inspection Area 1, as defined in

the service bulletin.

(2) Area 2: Prior to the accumulation of

31,000 total flight cycles, do an internal

HFEC inspection or an external LFEC

inspection of the horizontal pressure deck

web, an internal HFEC inspection of the

sloping pressure deck, and a detailed visual

inspection of the stiffener end fittings at body

station (BS) 1245 and the stiffener splice

angles at BS 1287, in Inspection Area 2, as

defined in the service bulletin.

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.’’

(3) Area 3: Prior to the accumulation of

46,000 total flight cycles, do an internal

HFEC inspection or an external LFEC

inspection of the horizontal pressure deck

web, and an internal HFEC inspection of the

sloping pressure deck, in Inspection Area 3,

as defined in the service bulletin.

Repetitive Inspections

(b) Repeat the inspections in paragraph (a)

of this AD at least every 2,500 flight cycles

for areas inspected using the HFEC or

detailed visual inspection method, or at least

every 1,000 flight cycles for areas inspected

using the LFEC inspection method, until

paragraph (d) of this AD is done.

Corrective Actions

(c) If any cracking is found during any

inspection required by paragraph (a) or (b) of

this AD: Before further flight, repair the

affected area according to Boeing Special

Attention Service Bulletin 777–53–0004,

dated May 11, 2000; except, where the

service bulletin says to contact Boeing for

repairs, repair per 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, Seattle ACO, as

required by this paragraph, the Manager’s

approval letter must specifically reference

this AD. Repair according to this paragraph

ends the repetitive inspections required by

paragraph (b) of this AD for the repaired area.

Optional Preventative Modification

(d) Modification of Inspection Areas 1, 2,

and 3, according to Boeing Special Attention

Service Bulletin 777–53–0004, dated May 11,

2000, ends the repetitive inspections

required by paragraph (b) of this AD for the

modified area.

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

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 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 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.

Issued in Renton, Washington, on June 20,

2001.

Kalene C. Yanamura,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 01–16054 Filed 6–26–01; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001–NM–23–AD]

RIN 2120–AA64

Airworthiness Directives; Fokker

Model F.28 Mark 1000, 2000, 3000, and

4000 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to all

Fokker Model F.28 Mark 1000, 2000,

3000, and 4000 series airplanes. This

proposal would require a one-time eddy

current inspection for cracks of the

fuselage butt joint which is forward of

the emergency exits on the left- and

right-hand sides of the airplane at the

level of stringers 27/48. This proposal

would also require repair of any cracks

detected. This action is prompted by

issuance of mandatory continuing

airworthiness information by a foreign

airworthiness authority. This action is

necessary to detect and correct cracks in

the area of the emergency escape

hatches, which, if undetected, could