[Federal Register Volume 61, Number 130 (Friday, July 5, 1996)]
[Rules and Regulations]
[Pages 35127-35129]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-16652]


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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39

[Docket No. 95-NM-154-AD; Amendment 39-9684; AD 96-14-02]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 767 Series Airplanes 
Equipped With Pratt & Whitney Model JT9D-7R4 Engines

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment adopts a new airworthiness directive (AD), 
applicable to certain Boeing Model 767 series airplanes, that requires 
a visual inspection to verify proper clearance between the number 18 
fuel nozzle secondary transfer fuel tube and the pylon drain tube of 
the engine, and various follow-on actions. This amendment also requires 
the installation of clamps and associated fasteners between the 
environmental control system (ECS) controller tube and the pylon drain 
tube. This amendment is prompted by reports of chafing of the number 18 
fuel nozzle secondary transfer fuel tube of the engine due to an 
improperly installed or loose pylon drain tube. The actions specified 
by this AD are intended to prevent such chafing, which could lead to 
subsequent fuel leakage and a possible engine fire.

DATES: Effective August 9, 1996.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of August 9, 1996.

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: Monica Merritt, Aerospace Engineer, 
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification 
Office, 1601 Lind Avenue, SW., Renton,

[[Page 35128]]

Washington; telephone (206) 227-2683; 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 767 series 
airplanes was published in the Federal Register on January 31, 1996 (61 
FR 3340). That action proposed to require a visual inspection to verify 
proper clearance between the number 18 fuel nozzle secondary transfer 
fuel tube and the pylon drain tube of the engine, and various follow-on 
actions. That action also proposed to require the installation of 
clamps and associated fasteners between the environmental control 
system (ECS) controller tube and the pylon drain tube.
    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 proposal.

Request To Revise Description of Affected Component

    One commenter, Boeing, requests that all references in the proposed 
rule to the ``ECS'' controller tube be changed to ``the high pressure 
controller muscle air tube.'' The commenter states that the high 
pressure controller and muscle air tube are components of the airplane 
pneumatic system, which provides engine bleed air to various airplane 
systems, including the ECS.
    The FAA agrees with the commenter's suggestion that the revised 
wording may be a more accurate description of the subject component. 
However, the service information (Boeing Service Bulletin 767-71A0082) 
that is referenced in the AD uses the term ``ECS controller tube'' 
throughout the procedures it contains relative to the modification. In 
light of this, the FAA finds that using the term ``ECS controller 
tube'' in the final rule will maintain consistency with the terminology 
used in the referenced service bulletin and, thereby, will avoid 
confusion.

Request To Revise Description of Service History

    This same commenter requests that the description of the incidents 
that prompted the AD be revised. The commenter points to a specific 
statement that appeared in the Discussion section of the preamble to 
the notice: ``In the engine fire incident, investigation revealed that 
the cause of the chafing was attributed to the installation of the 
wrong engine fuel manifold, which did not provide for adequate 
clearance for the fuel tube.'' The commenter states that subsequent 
investigation of this particular incident revealed that an acceptable 
clearance could be maintained even if the wrong configuration of number 
18 fuel tube was installed. The contributing factor to the chafing of 
the number 18 fuel tube was the mis-installation of the pylon drain 
tube.
    The FAA acknowledges this new information. However, it in no way 
affects the intent of or need for this AD. Since the Discussion section 
is not repeated in the final rule, no change to the rule is necessary.

Request To Clarify Damage Specifications

    This same commenter requests that proposed paragraph (a)(2) be 
revised to clarify the amount of damage to the number 18 fuel tube and 
the pylon drain tube of the engine that would require replacement or 
repair of those items. The commenter points out that the damage 
specifications indicated in the proposal are different from those 
specified in both the 767 Maintenance Manual and the Pratt & Whitney 
JT9D Engine Manual.
    The FAA concurs that clarification is necessary. Based on 
information contained in the two manuals referenced by the commenter, 
the FAA finds that repair or replacement must be accomplished if damage 
to the number 18 fuel tube is greater than 0.003 inch, and if damage to 
the pylon drain tube is greater than 0.004 inch. Paragraphs (a)(2)(i) 
and (a)(2)(ii) of the final rule have been changed accordingly. 
Additionally, those paragraphs have been revised to include reference 
to the 767 Maintenance Manual and the Pratt & Whitney JT9D Engine 
Manual as sources of information relative to damage measurements.

Request To Extend Compliance Time

    One commenter requests that the compliance time for accomplishing 
the inspection be extended from the proposed 6 months to 12 months. The 
commenter, a non-U.S. operator, requests this extension in order to 
accommodate the modification of a number of engines in its fleet that 
currently are equipped with different clamps.
    The FAA does not concur with the commenter's request to extend the 
compliance time. In developing an appropriate compliance time for this 
action, the FAA considered not only the degree of urgency associated 
with addressing the subject unsafe condition, but the availability of 
required parts and the practical aspect of accomplishing the inspection 
and installing the modification within an interval of time that 
parallels normally scheduled maintenance for the majority of affected 
operators. The FAA has found that an ample number of modification parts 
will be available to accommodate the affected fleet within the 6-month 
compliance period. In light of these factors, the FAA finds that the 
compliance time, as proposed, is appropriate. However, under the 
provisions of paragraph (b) of the final rule, the FAA may approve 
requests for adjustments to the compliance time if data are submitted 
to substantiate that such an adjustment would provide an acceptable 
level of safety.

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 93 Model 767 series airplanes equipped with 
Pratt & Whitney Model JT9D-7R4 engines of the affected design in the 
worldwide fleet. The FAA estimates that 30 airplanes of U.S. registry 
will be affected by this AD, that it will take approximately 4 work 
hours per airplane to accomplish the required actions, and that the 
average labor rate is $60 per work hour. Required parts will cost 
approximately $31 per airplane. Based on these figures, the cost impact 
of the AD on U.S. operators is estimated to be $8,130, or $271 per 
airplane.
    The 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.

Regulatory Impact

    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,

[[Page 35129]]

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.

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.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

96-14-02  Boeing: Amendment 39-9684. Docket 95-NM-154-AD.

    Applicability: Model 767 series airplanes having line position 1 
through 329, inclusive; equipped with Pratt & Whitney Model JT9D-7R4 
engines; 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 (b) 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 chafing of the number 18 fuel nozzle secondary 
transfer fuel tube of the engine, and subsequent fuel leakage and 
possible engine fire, accomplish the following:
    (a) Within 6 months after the effective date of this AD, perform 
a visual inspection to verify proper clearance (0.5 inch) between 
the number 18 fuel nozzle secondary transfer fuel tube and the pylon 
drain tube of the engine.
    (1) If the clearance is equal to or greater than 0.5 inch: Prior 
to further flight, install clamps and associated fasteners between 
the environmental control system (ECS) and the pylon drain tube, in 
accordance with Boeing Alert Service Bulletin 767-71A0082, dated 
July 6, 1995.
    (2) If the clearance is less than 0.5 inch: Prior to further 
flight, perform a visual inspection to detect damage of the number 
18 fuel nozzle secondary transfer fuel tube and the pylon drain 
tube.
    (i) If no damage is detected; or if any damage to the number 18 
fuel nozzle secondary transfer tube is less than or equal to 0.003 
inch deep, as specified in Section 72-09-71 of Pratt & Whitney JT9D 
Engine Manual, and if any damage to the drain tube is less than or 
equal to 0.004 inch deep, as specified in the Boeing 767 Maintenance 
Manual 28-22-07: Prior to further flight, relocate the pylon drain 
tube to meet the 0.5 inch specification. After accomplishing the 
relocation, prior to further flight, install the clamps and 
associated fasteners between the ECS and the pylon drain tube, in 
accordance with Boeing Alert Service Bulletin 767-71A0082, dated 
July 6, 1995.
    (ii) If any damage to the number 18 fuel tube is greater than 
0.003 inch deep, as specified in Section 72-09-71 of the Pratt & 
Whitney JT9D Engine Manual; or if any damage to the drain tube is 
greater than 0.004 inch deep, as specified in the Boeing 767 
Maintenance manual 28-22-07: Prior to further flight, repair or 
replace the damaged tube, in accordance with Section 28-00-10 of the 
Boeing 767 Overhaul Manual. After accomplishing the repair or 
replacement, prior to further flight, install the clamps and 
associated fasteners between the ECS and the pylon drain tube, in 
accordance with Boeing Alert Service Bulletin 767-71A0082, dated 
July 6, 1995.
    (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, 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.

    (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 installation of the clamps and associated fasteners 
shall be done in accordance with Boeing Alert Service Bulletin 767-
71A0082, dated July 6, 1995. 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.
    (e) This amendment becomes effective on August 9, 1996.

    Issued in Renton, Washington, on June 25, 1996.
S.R. Miller,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 96-16652 Filed 7-3-96; 8:45 am]
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