Federal Register / Vol. 60, No. 239 / Wednesday, December 13, 1995 / Proposed Rules 63989

require initial and repetitive inspections

of critical aspects of the transfer tube

assembly, actuator assembly, and PCU

for wear. This AD would also require,

prior to further flight, removing and

replacement with serviceable parts

those critical components that do not

meet the return to service criteria. The

actions would be required to be

accomplished in accordance with the

SB’s described previously.

There are approximately 2,900

propellers of the affected design in the

worldwide fleet. The FAA estimates that

1,350 propellers installed on aircraft of

U.S. registry would be affected by this

proposed AD, that it would take

approximately 4.3 work hours per

propeller to accomplish the proposed

actions, and that the average labor rate

is $60 per work hour. Based on these

figures, the total cost impact of the

proposed AD on U.S. operators is

estimated to be $348,300.

The regulations proposed herein

would not have substantial direct effects

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,

in accordance with Executive Order

12612, it is determined that this

proposal would not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

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

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 USC 106(g), 40101, 40113,

44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

Hamilton Standard: Docket No. 95–ANE–66.

Applicability: Hamilton Standard Models

14RF–9, 14RF–19, 14RF–21, and 14SF–5,

14SF–7, 14SF–11, 14SF–11L, 14SF–15,

14SF–17, 14SF–19, 14SF–23 and Hamilton

Standard/British Aerospace 6/5500/F

propellers installed on but not limited to

Embraer EMB–120 and EMB–120–RT;

SAAB–SCANIA SF 340B; Aerospatiale

ATR42–100, ATR42–300, ATR42–320,

ATR72; DeHavilland DHC–8–100 series,

DHC–8–300 Series; Construcciones

Aeronauticas SA (CASA) CN–235 series and

CN–235–100; Canadair CL–215T an CL–415;

and British Aerospace ATP Airplanes.

Note: This airworthiness directive (AD)

applies to each propeller 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 propellers that

have been modified, altered, or repaired so

that the performance of the requirements of

this AD is affected, the owner/operator must

use the authority provided in paragraph (e)

to request approval from the Federal Aviation

Administration (FAA). This approval may

address either no action, if the current

configuration eliminates the unsafe

condition, or different actions necessary to

address the unsafe condition described in

this AD. Such a request should include an

assessment of the effect of the changed

configuration on the unsafe condition

addressed by this AD. In no case does the

presence of any modification, alteration, or

repair remove any propeller from the

applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To prevent loss of propeller control due to

failure of critical components, which could

result in loss of control of the aircraft,

accomplish the following:

(a) For those propellers with transfer tube

assemblies, actuator assemblies, and

propeller control units (PCU’s) with greater

than or equal to 15,500 hours time in service

(TIS), or unknown TIS, on the effective date

of this AD, inspect for wear within 1,000

hours TIS after the effective date of this AD.

Perform inspections of the critical aspects of

these components in accordance with the

applicable service bulletins (SB’s) listed in

paragraph (d) of this AD. Thereafter, inspect

at intervals not to exceed 10,500 hours TIS

since last inspection. Prior to further flight,

remove and replace with serviceable parts

those components that do not meet the return

to service criteria defined in the applicable

SB’s.

(b) For those propellers with transfer tube

assemblies, actuator assemblies, and PCU’s

with greater than or equal to 10,500 hours

TIS but less than 15,500 hours TIS on the

effective date of this AD, inspect for wear

within 1,000 hours TIS after the effective

date of this AD, or prior to accumulating

16,500 hours TIS, whichever occurs later.

Perform inspections of the critical aspects of

these components in accordance with the

applicable SB’s listed in paragraph (d) of this

AD. Thereafter, inspect at intervals not to

exceed 10,500 hours TIS since last

inspection. Prior to further flight, remove and

replace with serviceable parts those

components that do not meet the return to

service criteria defined in the applicable

SB’s.

(c) For those propellers with transfer tube

assemblies, actuator assemblies, and PCU’s

with less than 10,500 hours TIS on the

effective date of this AD, inspect for wear

within 6,000 hours TIS after the effective

date of this AD, or prior to accumulating

10,500 hours TIS, whichever occurs later.

Perform inspections of the critical aspects of

these components in accordance with the

applicable SB’s listed in paragraph (d) of this

AD. Thereafter, inspect at intervals not to

exceed 10,500 hours TIS since last

inspection. Prior to further flight, remove and

replace with serviceable parts those

components that do not meet the return to

service criteria defined in the applicable

SB’s.

(d) Perform the inspections for wear

required by this AD in accordance with, and

use the return to service criteria defined in,

the following applicable Hamilton Standard

SB’s, all dated November 29, 1995: 14RF–9–

61–64, 14RF–19–61–32, 14RF–21–61–51,

14SF–61–70, and 6/5500/F–61–2.

(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, Boston

Aircraft Certification Office. The request

should be forwarded through an appropriate

FAA Principal Maintenance Inspector, who

may add comments and then send it to the

Manager, Boston Aircraft Certification Office.

Note: Information concerning the existence

of approved alternative methods of

compliance with this airworthiness directive,

if any, may be obtained from the Boston

Aircraft Certification Office.

(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 aircraft to

a location where the inspection requirements

of this AD can be accomplished.

Issued in Burlington, Massachusetts, on

December 6, 1995.

James C. Jones,

Acting Manager, Engine and Propeller

Directorate, Aircraft Certification Service.

[FR Doc. 95–30352 Filed 12–12–95; 8:45 am]

BILLING CODE 4910–13–U
63990 Federal Register / Vol. 60, No. 239 / Wednesday, December 13, 1995 / Proposed Rules

14 CFR Part 39

[Docket No. 95–NM–124–AD]

Airworthiness Directives; Boeing

Model 767 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

supersedure of an existing airworthiness

directive (AD), applicable to certain

Boeing Model 767 series airplanes, that

currently requires an inspection of the

control rods of the outboard leading

edge slat, and follow-on actions

(including repetitive ultrasonic

inspections), if necessary. That AD also

requires replacement of the control rod

ends and attach bolts for certain

airplanes. It also provides for an

optional terminating action for followon repetitive inspections. That AD was

prompted by reports of cracks and worn

attach bolts of the control rods of the

leading edge outboards slats of the

wings due to the high breakout torque

in the joint of the control rod end. This

action would require installation of the

previously optional terminating action.

The actions specified by the proposed

AD are intended to prevent reduced

controllability of the airplane and

damage in the slat structure or fixed

leading edge of the wing, as a result of

cracks and worn attach bolts.

DATES: Comments must be received by

January 24, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 95–NM–

124–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00

p.m., Monday through Friday, except

Federal holidays. 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:

Kristin Larson, Aerospace Engineer,

Systems and Equipment Branch, ANM–

130S, FAA, Seattle Aircraft Certification

Office, 1601 Lind Avenue SW., Renton,

Washington; telephone (206) 227–1760;

fax (206) 227–1181.

SUPPLEMENTARY INFORMATION:

Comments Invited

Interested persons are invited to

participate in the making of the

proposed rule by submitting such

written data, views, or arguments as

they may desire. Communications shall

identify the Rules Docket number and

be submitted in triplicate to the address

specified above. All communications

received on or before the closing date

for comments, specified above, will be

considered before taking action on the

proposed rule. The proposals contained

in this notice may be changed in light

of the comments received.

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 notice

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 95–NM–124–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–103, Attention: Rules Docket No.

95–NM–124–AD, 1601 Lind Avenue

SW., Renton, Washington 98055–4056.

Discussion

On September 5, 1990, the FAA

issued AD 90–20–16, amendment 39–

6726 (55 FR 37858, September 14,

1990), applicable to certain Boeing

Model 767 series airplanes, to require a

one-time visual inspection to determine

the date of manufacture of the control

rods of the outboard leading edge slat,

and follow-on actions, if necessary.

Certain of the follow-on actions entail

performing repetitive ultrasonic

inspections of the control rods. That AD

also requires replacement of the control

rod ends and attach bolts, for certain

airplanes. It also provided for an

optional terminating action for the

follow-on repetitive inspections. That

action was prompted by a report that

certain airplanes could be operating

with control rods of the outboard

leading edge slat that are subject to

cracking. The requirements of that AD

are intended to prevent the loss of the

pilot’s ability to control the affected slat,

which could adversely affect the

controllability of the airplane.

Since the issuance of that AD, the

FAA has reviewed and approved

Revision 5 of Boeing Service Bulletin

767–57–0021, dated June 15, 1995. The

one-time visual inspection and the

replacement of the control rod ends and

attach bolts procedures described in this

revision are essentially identical to

those described in Revision 1 and

Revision 2 of the service bulletin (which

were referenced in AD 90–20–16). For

certain airplanes, Revision 5 of the

service bulletin describes procedures for

replacement of the control rod with a

control rod that has been manufactured

after June 1983. The control rod ends of

these newer control rods have improved

bearings and chrome plated bolts, and a

lower break-out torque, all of which will

reduce wear of the attach bolts of the

control rods. Accomplishment of this

replacement eliminates the need for the

(follow-on) repetitive ultrasonic

inspections described in Revision 1 and

Revision 2 of the service bulletin.

The FAA has determined that

accomplishment of the replacement of

the control rod with a new control rod

that has been manufactured after June

1983, will positively address the unsafe

condition identified as loss of the pilot’s

ability to control the affected slat, which

could adversely affect the controllability

of the airplane.

Since an unsafe condition has been

identified that is likely to exist or

develop on other products of this same

type design, the proposed AD would

supersede AD 90–20–16. It would

continue to require a one-time visual

inspection to determine the date of

manufacture of the control rods of the

outboard leading edge slat, and followon actions (i.e., repetitive ultrasonic

inspection), if necessary. The proposed

AD would also continue to require

replacement of the control rod ends and

attach bolts, for certain airplanes. For

operators accomplishing the (follow-on)

repetitive ultrasonic inspections, the

proposed AD would require

replacement of the control rod with a

new control rod manufactured after June

1983; this replacement would constitute

terminating action for the repetitive

inspections. The actions would be

required to be accomplished in

accordance with the service bulletins

described previously.

There are approximately 271 Model

767 series airplanes of the affected

design in the worldwide fleet. The FAA

estimates that 193 airplanes of U.S.
Federal Register / Vol. 60, No. 239 / Wednesday, December 13, 1995 / Proposed Rules 63991

registry would be affected by this

proposed AD.

The actions that are currently

required by AD 90–20–16 take

approximately 21 work hours per

airplane to accomplish, at an average

labor rate of $60 per work hour.

Required parts cost approximately

$5,500 per airplane. Based on these

figures, the cost impact on U.S.

operators of the actions currently

required is estimated to be $1,304,680,

or $6,760 per airplane.

For certain affected airplanes, the new

replacement (terminating) action that is

proposed in this AD would take

approximately 1 work hour per airplane

to accomplish, at an average labor rate

of $60 per work hour. The cost of

required replacement parts is estimated

to be $5,500 per airplane. Based on

these figures, the cost impact on U.S.

operators of the proposed requirements

of this AD is estimated to be $5,560 per

airplane.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the current or proposed requirements of

this AD action, and that no operator

would accomplish those actions in the

future if this AD were not adopted.

The regulations proposed herein

would not have substantial direct effects

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,

in accordance with Executive Order

12612, it is determined that this

proposal would not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

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

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 USC 106(g), 40101, 40113,

44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing amendment 39–6726 (55 FR

37858, September 14, 1990), and by

adding a new airworthiness directive

(AD), to read as follows:

Boeing: Docket 95–NM–124–AD. Supersedes

AD 90–20–16, Amendment 39–6726.

Applicability: Model 767 series airplanes,

as listed in Boeing Service Bulletin 767–57–

0021, Revision 1, dated September 14, 1989,

or Revision 5, dated June 15, 1995;

certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

otherwise 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 use the authority

provided in paragraph (c) of this AD to

request approval from the FAA. This

approval may address either no action, if the

current configuration eliminates the unsafe

condition; or different actions necessary to

address the unsafe condition described in

this AD. Such a request should include an

assessment of the effect of the changed

configuration on the unsafe condition

addressed by this AD. In no case does the

presence of any modification, alteration, or

repair remove any airplane from the

applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously. To prevent loss of

the pilot’s ability to control the affected slat,

which could adversely affect the

controllability of the airplane, accomplish

the following:

(a) For airplanes having line positions 1

through 235 inclusive: Within the next 1,200

landings or 9 months after October 23, 1990

(the effective date of AD 90–20–16,

amendment 39–6726), whichever occurs first,

unless accomplished within the last 800

landings or 6 months, whichever occurs later,

perform a visual inspection to determine the

date of manufacture of the control rods of the

outboard leading edge slat of the wings, in

accordance with the Accomplishment

Instructions of Boeing Service Bulletin 767–

57–0021, dated August 25, 1988; Revision 1,

dated September 14, 1989; Revision 2, dated

July 26, 1990; or Revision 5, dated June 15,

1995.

(1) If the date of manufacture (stamped on

the control rod) is June 1983 or later, no

further action is required by this paragraph.

(2) If the date of manufacture is illegible or

is prior to June 1983, accomplish paragraphs

(a)(2)(i) and (a)(2)(ii) of this AD.

(i) Prior to further flight, perform an

ultrasonic inspection to detect cracks of the

control rods in accordance with Figure 1 of

Boeing Service Bulletin 767–57–0021, dated

August 25, 1988, Revision 1, dated

September 14, 1989, or Revision 2, dated July

26, 1990. If any crack or fracture is detected,

prior to further flight, replace it in

accordance with Figure 2 of the service

bulletin. Repeat the ultrasonic inspection of

the control rods manufactured prior to June

1983 thereafter at intervals not to exceed

2,000 landings or 15 months, whichever

occurs first, until the replacement required

by paragraph (a)(2)(ii) of this AD is

accomplished.

(ii) Within 3,000 flight hours or 15 months

after the effective date of this AD, whichever

occurs later, replace the control rod with a

new rod manufactured June 1983 or later, in

accordance with Boeing Service Bulletin

767–57–0021, Revision 5, dated June 15,

1995. Accomplishment of this replacement

constitutes terminating action for the

repetitive inspection requirement of

paragraph (a)(2)(i) of this AD.

(b) For airplanes having line number 1

through 264 inclusive, and 266 through 273

inclusive: Within the next 2,500 landings or

18 months after October 23, 1990 (the

effective date of AD 90–20–16, amendment

39–6726, whichever occurs first, replace the

control rod end and attach bolt with a new

configuration control rod end and attach bolt

on each wing, in accordance with Boeing

Service Bulletin 767–57–0221, Revision 1,

dated September 14, 1989; Revision 2, dated

July 26, 1990; or Revision 5, dated June 15,

1995.

(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,

Transport Airplane Directorate. 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.

(d) 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.

Issued in Renton, Washington, on

December 7, 1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–30353 Filed 12–12–95; 8:45 am]

BILLING CODE 4910–13–U