12410 Federal Register / Vol. 60, No. 44 / Tuesday, March 7, 1995 / Rules and Regulations

Missouri, or at the Office of the Federal

Register, 800 North Capitol Street, NW., suite

700, Washington, DC.

(e) This amendment (39–9161) becomes

effective on April 14, 1995.

Issued in Kansas City, Missouri, on

February 14, 1995.

Barry D. Clements,

Manager, Small Airplane Directorate, Aircraft

Certification Service.

[FR Doc. 95–4369 Filed 3–6–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–NM–153–AD; Amendment

39–9160; AD 95–04–08]

Airworthiness Directives; Boeing

Model 747–300 and –400 Series

Airplanes Equipped With BFGoodrich

Stretched Upper Deck Evacuation

Slides, Part Number 7A1323–( )

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to Boeing Model 747–300

and –400 series airplanes equipped with

certain stretched upper deck evacuation

slides manufactured by BFGoodrich

series airplanes. This amendment

requires modification of the slide’s main

restraint strap, regulator assembly, and

turbo fan flapper retaining roll pins.

This amendment is prompted by reports

of loss of air pressure and non-inflation

of the inflatable tubes of the slide due

to problems associated with the restraint

strap, regulator assembly, and turbo fan

flapper retaining roll pins. The actions

specified by this AD are intended to

prevent loss of air pressure or noninflation of the inflatable tubes of the

slide, which could impede the

successful evacuation of passengers

from the airplane during an emergency.

DATES: Effective April 6, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of April 6,

1995.

ADDRESSES: The service information

referenced in this AD may be obtained

from BFGoodrich Company, Aircraft

Evacuation Systems, Dept. 7916,

Phoenix, Arizona 85040. 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, Los

Angeles Aircraft Certification Office,

Transport Airplane Directorate, 3960

Paramount Boulevard, Lakewood,

California; or at the Office of the Federal

Register, 800 North Capitol Street, NW.,

suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Andrew Gfrerer, Aerospace Engineer,

Systems & Equipment Branch, ANM–

130L, Los Angeles Aircraft Certification

Office, FAA, Transport Airplane

Directorate, 3960 Paramount Boulevard,

Lakewood, California 90712–4137;

telephone (310) 627–5338; fax (310)

627–5210.

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 Boeing Model 747–

300 and –400 series airplanes equipped

with BFGoodrich stretched upper deck

evacuation slides, Part Number

7A1323–( ), was published in the

Federal Register on November 30, 1994

(59 FR 61296). That action proposed to

require modification of the slide’s main

restraint strap, regulator assembly, and

turbo fan flapper retaining roll pins.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Three commenters support the

proposal.

One commenter requests that the

description of the report that prompted

the proposal be clarified. The preamble

to the notice stated that the proposed

action was based, in part, on a report

indicating that, ‘‘during deployment of

the slide, the turbo fan flapper retaining

roll pin broke, allowing the flapper to

fall out.’’ The commenter wishes to

clarify that the reported incident

occurred during the deployment of a

slide that was equipped with roll pins

that are common to those used on the

stretched upper deck escape slide;

however, there have been no reports of

roll pins breaking during deployment of

stretched upper deck slides that are the

subject of the proposed rule. The FAA

acknowledges this clarification.

As a result of recent communications

with the Air Transport Association

(ATA) of America, the FAA has learned

that, in general, some operators may

misunderstand the legal effect of AD’s

on airplanes that are identified in the

applicability provision of the AD, but

that have been altered or repaired in the

area addressed by the AD. The FAA

points out that all airplanes identified in

the applicability provision of an AD are

legally subject to the AD. If an airplane

has been altered or repaired in the

affected area in such a way as to affect

compliance with the AD, the owner or

operator is required to obtain FAA

approval for an alternative method of

compliance with the AD, in accordance

with the paragraph of each AD that

provides for such approvals. A note has

been added to this final rule to clarify

this long-standing requirement.

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed, with

the addition of the clarifying note

previously described. The FAA has

determined that the addition of the

clarifying note will neither increase the

economic burden on any operator nor

increase the scope of the AD.

There are approximately 900

BFGoodrich stretched upper deck

evacuation slides of the affected design

installed on Boeing Model 747 series

airplanes worldwide. The FAA

estimates that 100 of these slides are

installed on airplanes of U.S. registry

that are affected by this AD. It will take

approximately 4.5 work hours per slide

to accomplish the required actions, at an

average labor rate of $60 per work hour.

Required parts will cost approximately

$1,402 per slide assembly. Based on

these figures, the total cost impact of the

AD on U.S. operators is estimated to be

$167,200, or $1,672 per slide.

The total 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 regulations adopted herein will

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 final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

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.
Federal Register / Vol. 60, No. 44 / Tuesday, March 7, 1995 / Rules and Regulations 12411

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. App. 1354(a), 1421

and 1423; 49 U.S.C. 106(g); and 14 CFR

11.89.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

95–04–08 Boeing: Amendment 39–9160.

Docket 94–NM–153–AD

Applicability: Model 747–300 and –400

series airplanes equipped with BFGoodrich

stretched upper deck evacuation slides, part

number (P/N) 7A1323–1, –2, –3, –4, –105,

–106, –107, –108, –109, or –110; 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 use the authority

provided in paragraph (b) 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 air pressure or noninflation of the inflation tubes of an

evacuation slide, which could impede the

evacuation of passengers from the airplane

during an emergency, accomplish the

following:

(a) Within 36 months after the effective

date of this AD, modify the BFGoodrich

stretched upper deck evacuation slide, P/N

7A1323-( ), in accordance with the

Accomplishment Instructions of BFGoodrich

Service Bulletin 7A1323–25–266, Revision 1,

dated September 30, 1994.

Note 2: Installation of the ‘‘product

improvements,’’ specified in paragraph 2.J. of

the Accomplishment Instructions of the

service bulletin, is not required by this AD.

(b) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Los

Angeles 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, Los Angeles ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Los Angeles ACO.

(c) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

(d) The modification shall be done in

accordance with BFGoodrich Service

Bulletin 7A1323–25–266, Revision 1, dated

September 30, 1994. 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 BFGoodrich Company,

Aircraft Evacuation Systems, Dept. 7916,

Phoenix , Arizona 85040. Copies may be

inspected at the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, Los Angeles

Aircraft Certification Office, Transport

Airplane Directorate, 3960 Paramount

Boulevard, Lakewood, California; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

(e) This amendment becomes effective on

April 6, 1995.

Issued in Renton, Washington, on February

16, 1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–4378 Filed 3–6–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 93–ANE–40; Amendment 39–

9154; AD 95–04–02]

Airworthiness Directives; Rolls-Royce,

plc RB211–524 Series Turbofan

Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Rolls-Royce, plc

RB211–524 series turbofan engines, that

requires a one-time modification of the

nozzle guide vane (NGV) assembly to

incorporate vane core reinforcement

inserts which would prevent release of

the stage 2 NGV seal ring, rotor contact,

and severance of the rotor drive arm.

This amendment is prompted by a

report of an uncontained stage 1 low

pressure turbine failure. The actions

specified by this AD are intended to

prevent release of the stage 2 NGV seal

ring, which could result in an

uncontained engine failure.

DATES: Effective May 8, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of May 8,

1995.

ADDRESSES: The service information

referenced in this AD may be obtained

from Rolls-Royce, plc, P.O. Box 31,

Derby, England DE2 8BJ; telephone 44–

332–242424, 44–332–249936. This

information may be examined at the

Federal Aviation Administration (FAA),

New England Region, Office of the

Assistant Chief Counsel, 12 New

England Executive Park, Burlington,

MA; or at the Office of the Federal

Register, 800 North Capitol Street, NW.,

suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Eugene Triozzi, Aerospace Engineer,

Engine Certification Office, FAA, Engine

and Propeller Directorate, 12 New

England Executive Park, Burlington, MA

01803–5299; telephone (617) 238–7148,

fax (617) 238–7199.

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 Rolls-Royce,

plc (R–R) RB211–524 series turbofan

engines was published in the Federal

Register on October 4, 1993 (58 FR

51585). That action proposed to require

a one-time modification of the nozzle

guide vane (NGV) assembly to

incorporate vane core reinforcement

inserts which would prevent release of

the stage 2 NGV seal ring, rotor contact,

and severance of the rotor drive arm in

accordance with R–R Mandatory Service

Bulletin (SB) No. RB.211–72–9672,

Revision 1, dated November 6, 1992.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

One commenter concurs with the rule

as proposed.

One commenter states that the

proposed rule should provide separate

compliance times for spare engines. The

commenter further states that the

proposed rule notes that no U.S. registry

engines would be affected. The

commenter has one affected spare

engine, and states that an acceptable