34094 Federal Register / Vol. 66, No. 124 / Wednesday, June 27, 2001 / Rules and Regulations

Issued in Renton, Washington, on June 19,

2001.

Kalene C. Yanamura,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 01–15934 Filed 6–26–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–250–AD; Amendment

39–12286; AD 2001–13–06]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747–100, –200, –300, and 747SP

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–

100, –200, –300, and 747SP series

airplanes; that requires certain

inspections to find missing and alloysteel taperlock fasteners (bolts) in the

diagonal brace underwing fittings; and

corrective actions, if necessary. For

airplanes with missing or alloy-steel

fasteners, this AD also mandates

replacement of certain fasteners with

new fasteners, which constitutes

terminating action for the repetitive

inspections. This action is necessary to

prevent loss of the underwing fitting

load path due to missing or damaged

alloy-steel taperlock fasteners, which

could result in separation of the engine

and strut from the airplane. This action

is intended to address the identified

unsafe condition.

DATES: Effective August 1, 2001.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of August 1,

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 certain Boeing

Model 747–100, –200, –300, and 747SP

series airplanes was published in the

Federal Register on January 23, 2001

(66 FR 7433). That action proposed to

require certain inspections to find

missing and alloy-steel taperlock

fasteners (bolts) in the diagonal brace

underwing fittings; and corrective

actions, if necessary. For airplanes with

missing or alloy-steel fasteners, that

action also proposed to mandate

replacement of certain fasteners with

new fasteners, which would constitute

terminating action for the repetitive

inspections.

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.

Request To Clarify Potential Damage

Conditions

One commenter, the airplane

manufacturer, requests that the FAA

revise language in the preamble and

paragraph (b)(1) of the proposed AD,

which specifies, ‘‘an open-hole high

frequency eddy current (HFEC)

inspection to detect cracks at the bolt

hole locations * * *.’’ The commenter

requests that these sections refer to

corrosion and damage in addition to

cracking. The commenter states that

corrosion is often present in bolt holes

where cracked alloy steel bolts have

been removed, and that fastener holes

may be damaged during removal of

bolts.

The FAA concurs with the

commenter’s request to reference all

conditions that may be found during the

open-hole HFEC inspection, and has

revised paragraph (b)(1) to specify ‘‘an

open-hole [HFEC] inspection to detect

cracks, corrosion, or damage at the bolt

hole locations of the aft 10 taperlock

fasteners in the diagonal brace

underwing fitting.’’ Paragraphs (b)(3)

and (c) have also been revised to

acknowledge that conditions other than

cracking may be present. The FAA finds

that these changes will not result in any

additional burden for operators because

the open-hole HFEC inspection is used

to indicate whether there is a

discrepancy, regardless of whether the

discrepancy is a crack, corrosion, or

other damage. The section of the

preamble which the commenter asked to

be changed is not restated in this final

rule; thus, no change is necessary in this

regard.

Request To Estimate Cost of Corrective

Action

Two commenters request that the

FAA revise the cost impact information

included in the proposed AD to include

an estimate of the cost for replacement

of alloy-steel fasteners. One of the

commenters also requests that the FAA

estimate the number of airplanes on

which this replacement may be

necessary. The commenters note that,

based on inspections accomplished thus

far, it is highly probable that many

operators will find alloy-steel fasteners

installed on their airplanes. One of the

commenters specifically requests that

the FAA use the work hour estimate of

448 work hours per airplane that is

provided in Boeing Alert Service

Bulletin 747–57A2312, dated June 15,

2000.

The FAA concurs with the

commenters’ requests, though we note

that the cost impact estimate included

in ADs is typically limited only to the

cost of actions actually required by the

rule. The cost estimate does not

typically consider the costs of ‘‘oncondition’’ actions, such as repairing a

crack if one is detected during a

required inspection (‘‘repair, if

necessary’’). Such ‘‘on-condition’’ repair

actions would be required to be

accomplished—regardless of AD

requirements—in order to correct an

unsafe condition identified in an

airplane and to ensure operation of that

airplane in an airworthy condition, as

required by the Federal Aviation

Regulations.

In this case, however, the FAA

acknowledges that many operators will

probably find alloy-steel fasteners

installed; thus, we agree that it is

acceptable to provide an estimate of the

costs associated with replacement of

alloy steel fasteners. Accordingly, the

FAA has added an estimate of the cost

of the replacement of alloy steel

fasteners to the ‘‘Cost Impact’’ section of

this final rule. The FAA is unable to

accommodate the commenter’s request

to estimate the number of airplanes that

will actually require bolt replacement,

but has instead estimated the total cost

if all U.S.-registered airplanes subject to

this AD must accomplish the bolt

replacement. Operators will note that

Federal Register / Vol. 66, No. 124 / Wednesday, June 27, 2001 / Rules and Regulations 34095

the estimated cost is based on a work

hour estimate of 135 hours per airplane,

which differs from the estimate of 448

work hours suggested by the

commenter. The commenter’s figure of

448 work hours includes time for

gaining access and closing up, which

the FAA considers incidental costs.

Incidental costs are not typically

included in the cost estimate in AD

actions because these costs may vary

significantly from operator to operator,

making them almost impossible to

calculate.

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 363

airplanes of the affected design in the

worldwide fleet. The FAA estimates that

60 airplanes of U.S. registry will be

affected by this AD.

It will take approximately 2 work

hours per airplane to accomplish the

required visual and magnetic

inspections, at an average labor rate of

$60 per work hour. Based on these

figures, the cost impact of these

inspections on U.S. operators is

estimated to be $7,200, or $120 per

airplane.

Should an operator be required to

accomplish the fastener replacement, it

will take approximately 135 work hours

per airplane, at an average labor rate of

$60 per work hour. Required parts will

cost approximately $1,600 per airplane.

Based on these figures, the cost impact

of such replacement is estimated to be

$9,700 per airplane. Should all

airplanes on the U.S. Register that are

subject to this AD be required to

accomplish this replacement, the FAA

estimates that the cost impact of this

replacement on U.S. operators would be

$582,000.

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.

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:

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:

2001–13–06 Boeing: Amendment 39–12286.

Docket 2000–NM–250–AD.

Applicability: Model 747–100, –200, –300,

and 747SP series airplanes, equipped with

titanium diagonal brace underwing fittings;

as listed in Boeing Alert Service Bulletin

747–57A2312, dated June 15, 2000;

certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

modified, altered, or repaired in the area

subject to the requirements of this AD. For

airplanes that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance 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 prevent loss of the underwing fitting

load path due to missing or damaged

taperlock fasteners, which could result in

separation of the engine and strut from the

airplane, accomplish the following:

Repetitive Inspections

(a) Within 12 months after the effective

date of this AD: Do a one-time detailed visual

inspection of the diagonal brace underwing

fitting at the Number 1 and Number 4 engine

pylons to find missing taperlock fasteners

(bolts), and a magnetic inspection to find

alloy-steel fasteners per Part 1 of the

Accomplishment Instructions of Boeing Alert

Service Bulletin 747–57A2312, dated June

15, 2000.

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.’’

(1) If no alloy-steel fasteners are found and

no fasteners are missing, no further action is

required by this AD.

(2) If any alloy-steel fasteners are found or

any fasteners are missing, before further

flight, do an ultrasonic inspection of the

alloy-steel fasteners to find damage per Part

2 of the Accomplishment Instructions of the

service bulletin.

(i) If no damaged alloy-steel fasteners are

found, and no fasteners are missing: Repeat

the ultrasonic inspection thereafter at

intervals not to exceed 18 months until

accomplishment of the terminating action

required by paragraph (b) of this AD.

(ii) If any damaged alloy-steel fasteners are

found, or any fasteners are missing: Before

further flight, do an ultrasonic inspection of

all 10 aft fasteners (including non-alloy steel)

per Part 2 of the Accomplishment

Instructions of the service bulletin. Before

further flight, replace damaged and missing

fasteners with new fasteners per Part 3 of the

Accomplishment Instructions of the service

bulletin, except as provided by paragraph (c)

of this AD. Thereafter, repeat the inspection

of the remaining alloy-steel fasteners at

intervals not to exceed 18 months until

accomplishment of the terminating action

required by paragraph (b) of this AD.

34096 Federal Register / Vol. 66, No. 124 / Wednesday, June 27, 2001 / Rules and Regulations

Terminating Action

(b) Within 48 months after the effective

date of this AD: Do the actions required by

paragraphs (b)(1) and (b)(2), or (b)(3) of this

AD, per Boeing Alert Service Bulletin 747–

57A2312, dated June 15, 2000.

Accomplishment of the actions specified in

this paragraph constitutes terminating action

for the repetitive inspection requirements of

this AD.

(1) Perform an open-hole high frequency

eddy current (HFEC) inspection to detect

cracks, corrosion, or damage at the bolt hole

locations of the aft 10 taperlock fasteners in

the diagonal brace underwing fitting at the

Number 1 and Number 4 engine pylons per

Part 3 of the Accomplishment Instructions of

the service bulletin. If any cracking is

detected, before further flight, perform

applicable corrective actions per the service

bulletin, except as provided by paragraph (c)

of this AD.

(2) Before further flight: Replace all 10 aft

taperlock fasteners with new, improved

fasteners per Part 3 of the Accomplishment

Instructions of the service bulletin.

(3) Do an ultrasonic inspection to find

damaged fasteners per Part 2 of the

Accomplishment Instructions of the service

bulletin. Before further flight, replace all

damaged non-alloy steel and all alloy-steel

fasteners with new fasteners per Part 3 of the

Accomplishment Instructions of the service

bulletin. Do an open-hole HFEC inspection

before installation of the new fasteners; if any

cracking, corrosion, or damage is found,

before further flight, perform applicable

corrective actions per the service bulletin,

except as provided by paragraph (c) of this

AD.

Corrective Actions

(c) If any cracking, corrosion, or damage of

the bolt hole that exceeds the limits specified

in the service bulletin is found, or if any nonalloy steel bolt is found to be damaged,

during any inspection required by this AD,

and the bulletin specifies to contact Boeing

for appropriate action: Before further flight,

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.

Spares

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

person shall install on any airplane, a

fastener, part number BACB30PE( ) * ( ); or

any other fastener made of 4340, 8740,

PH13–8 Mo or H–11 steel, in the locations

specified in this AD.

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 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

(g) Except as provided by paragraph (c) of

this AD, the actions shall be done in

accordance with Boeing Alert Service

Bulletin 747–57A2312, dated June 15, 2000.

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

(h) This amendment becomes effective on

August 1, 2001.

Issued in Renton, Washington, on June 19,

2001.

Kalene C. Yanamura,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 01–15933 Filed 6–26–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–212–AD; Amendment

39–12285; AD 2001–13–05]

RIN 2120–AA64

Airworthiness Directives; Raytheon

Model BAe.125 Series 800A (C–29A

and U–125 Military), 1000A, and 1000B

Airplanes; Hawker 800 (U–125A

Military) Airplanes; and Hawker 800XP

and 1000 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Raytheon Model

BAe.125 series 800A (C–29A and U–125

military), 1000A, and 1000B airplanes;

Hawker 800 (U–125A military)

airplanes; and Hawker 800XP and 1000

series airplanes, that requires removal of

existing clamps, bedding tapes, and

rubber connecting sleeves at the ends of

the turbine air discharge duct and the

water separator, and replacement of the

clamps and rubber connecting sleeves

with new, improved components. This

AD also requires, for certain airplanes,

removal of aluminum bedding strips

that are installed under the existing

clamps. The actions specified by this

AD are intended to prevent the turbine

air discharge duct or water separator

outlet duct from disconnecting from the

cold air unit turbine or from the water

separator, resulting in the loss of air

supply to maintain adequate cabin

pressure. Loss of adequate cabin

pressure at high altitude would require

emergency procedures, such as use of

oxygen, auxiliary pressurization, or

emergency descent.

DATES: Effective August 1, 2001.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of August 1,

2001.

ADDRESSES: The service information

referenced in this AD may be obtained

from Raytheon Aircraft Company,

Department 62, P.O. Box 85, Wichita,

Kansas 67201–0085. 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 FAA,

Wichita Aircraft Certification Office,

1801 Airport Road, Room 100, MidContinent Airport, Wichita, Kansas; or

at the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT: Paul

C. DeVore, Aerospace Engineer, Systems

and Propulsion Branch, ACE–116W,

FAA, Wichita Aircraft Certification

Office, 1801 Airport Road, Room 100,

Mid-Continent Airport, Wichita, Kansas

67209; telephone (316) 946–4142; fax

(316) 946–4407.

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 Raytheon

Model BAe.125 series 800A (C–29A and

U–125 military), 1000A, and 1000B

airplanes; Hawker 800 (U–125A

military) airplanes; and Hawker 800XP

and 1000 series airplanes was published

as a supplemental notice of proposed

rulemaking (NPRM) in the Federal

Register on February 14, 2001 (66 FR