Federal Register / Vol. 60, No. 49 / Tuesday, March 14, 1995 / Rules and Regulations 13623

Service bulletin referenced and date Page No.

Revision

level shown

on page

Date shown on

page

A300–28A6033, Revision 1, February 14, 1994 ......................................................................... 1–3, 5–14 1 ................ February 14, 1994.

4 Original ..... April 21, 1993.

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 Airbus Industrie, 1 Rond Point Maurice

Bellonte, 31707 Blagnac Cedex, France.

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.

(e) This amendment becomes effective on

April 13, 1995.

Issued in Renton, Washington, on February

27, 1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–5245 Filed 3–13–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–NM–147–AD; Amendment

39–9171; AD 95–06–01]

Airworthiness Directives; Boeing

Model 747–200 and –300 Series

Airplanes Equipped With General

Electric CF6–80C2 Series Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Boeing Model 747–

200 and –300 series airplanes, that

requires various inspections and

functional tests of the thrust reverser

control and indication system, and

correction of any discrepancy found.

This amendment is prompted by an

investigation to determine the

controllability of Model 747 series

airplanes following an in-flight thrust

reverser deployment, which has

revealed that, in the event of thrust

reverser deployment during high-speed

climb or during cruise, these airplanes

could experience control problems. The

actions specified by this AD are

intended to ensure the integrity of the

fail safe features of the thrust reverser

system by preventing possible failure

modes in the thrust reverser control

system that can result in inadvertent

deployment of a thrust reverser during

flight.

DATES: Effective April 13, 1995.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of April 13,

1995.

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: G.

Michael Collins, Aerospace Engineer,

Propulsion Branch, ANM–140S, FAA,

Transport Airplane Directorate, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (206) 227–2689;

fax (206) 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 747–200 and –300 series

airplanes was published in the Federal

Register on November 8, 1994 (59 FR

55595). That action proposed to require

various inspections and functional tests

of the thrust reverser control and

indication system on certain Model

747–200 and –300 series airplanes, and

the correction of any discrepancy found

during the inspections and tests.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the two

comments received.

Both commenters support the

proposed rule.

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 requirement.

The FAA has recently reviewed the

figures it has used over the past several

years in calculating the economic

impact of AD activity. In order to

account for various inflationary costs in

the airline industry, the FAA has

determined that it is necessary to

increase the labor rate used in these

calculations from $55 per work hour to

$60 per work hour. The economic

impact information, below, has been

revised to reflect this increase in the

specified hourly labor rate.

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.

There are approximately 9 Model

747–200 and –300 series airplanes of the

affected design in the worldwide fleet.

The FAA estimates that 2 airplanes of

U.S. registry will be affected by this AD,

that it will take approximately 33 work

hours per airplane to accomplish the

required actions, and that the average

labor rate is $60 per work hour. Based

on these figures, the total cost impact of

the AD on U.S. operators is estimated to

be $3,960, or $1,980 per airplane.

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
13624 Federal Register / Vol. 60, No. 49 / Tuesday, March 14, 1995 / Rules and Regulations

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.

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:

95–06–01 Boeing: Amendment 39–9171.

Docket 94–NM–147–AD.

Applicability: Model 747–200 and –300

series airplanes equipped with General

Electric CF6–80C2 series engines with Power

Management Control (PMC) engine controls,

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 (e) 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 ensure the integrity of the fail safe

features of the thrust reverser system,

accomplish the following:

(a) Within 90 days after the effective date

of this AD, perform tests of the position

switch module and the cone brake of the

center drive unit (CDU) on each thrust

reverser, and perform an inspection to detect

damage to the bullnose seal on the translating

sleeve on each thrust reverser, in accordance

with paragraphs III.A. through III.C. of the

Accomplishment Instructions of Boeing

Service Bulletin 747–78A2130, dated May

26, 1994. Repeat the tests and inspection

thereafter at intervals not to exceed 1,000

hours time-in-service.

(b) Within 9 months after the effective date

of this AD, perform inspections and

functional tests of the thrust reverser control

and indication system in accordance with

paragraphs III.D. through III.F., III.H., and

III.I. of the Accomplishment Instructions of

Boeing Service Bulletin 747–78A2130, dated

May 26, 1994. Repeat these inspections and

functional tests thereafter at intervals not to

exceed 18 months.

(c) If any of the inspections and/or

functional tests required by this AD cannot

be successfully performed, or if any

discrepancy is found during those

inspections and/or functional tests,

accomplish either paragraph (c)(1) or (c)(2) of

this AD.

(1) Prior to further flight, correct the

discrepancy found, in accordance with

Boeing Alert Service Bulletin 747–78A2130,

dated May 26, 1994. Or

(2) The airplane may be operated in

accordance with the provisions and

limitations specified in an operator’s FAAapproved Minimum Equipment List (MEL),

provided that no more than one thrust

reverser on the airplane is inoperative.

(d) Within 10 days after performing each

initial inspection and test required by this

AD, submit a report of the inspection and/or

test results, both positive and negative, to the

FAA, Seattle Aircraft Certification Office

(ACO), ANM–100S, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056; fax (206)

227–1181. Information collection

requirements contained in this regulation

have been approved by the Office of

Management and Budget (OMB) under the

provisions of the Paperwork Reduction Act of

1980 (44 U.S.C. 3501 et seq.) and have been

assigned OMB Control Number 2120–0056.

(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

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.

(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.

(g) The inspections, corrections of

discrepancies, and tests shall be done in

accordance with Boeing Alert Service

Bulletin 747–78A2130, dated May 26, 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 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.

(h) This amendment becomes effective on

April 13, 1995.

Issued in Renton, Washington, on March 3,

1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–5782 Filed 3–13–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–CE–05–AD; Amendment 39–

9173; AD 94–18–04 R1]

Airworthiness Directives; Univair

Aircraft Corporation Models Ercoupe

415–C, 415–CD, 415–D, 415–E, and

415–G, Forney F–1 and F–1A, Alon A–

2 and A–2A, and Mooney M10

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment revises

Airworthiness Directive (AD) 94–18–04,

which currently requires the following

on Univair Aircraft Corporation

(Univair) Models Ercoupe 415–C, 415–

CD, 415–D, 415–E, and 415–G, Forney

F–1 and F–1A, Alon A–2 and A–2A,

and Mooney M10 airplanes: installing

inspection openings in the outer wing

panels, inspecting (one-time) the wing

outer panel structural components for

corrosion, and repairing any corroded

wing outer panel structural component.

Several reports of corrosion in the outer

wing panels of the affected airplanes

prompted that AD. This action

incorporates a revision to the service

information to include procedures that

the Federal Aviation Administration

(FAA) has determined are necessary for

installing future outer wing panel

inspection openings. The actions