35940 Federal Register / Vol. 61, No. 132 / Tuesday, July 9, 1996 / Rules and Regulations

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

Note 2: Paragraphs (a), (a)(1), (a)(1), (a)(2),

and (a)(2)(i) of this AD merely restate the

initial and repetitive inspections contained

in paragraphs A.1. and A.2. of AD 90–20–16,

amendment 39–6726. Therefore, for operators

who have previously accomplished at least

the initial inspection in accordance with AD

90–20–16, paragraph (a)(2)(i) of this AD

requires that the next scheduled inspection

be performed within 2,000 landings or within

15 months, whichever occurs first, after the

last inspection performed in accordance with

paragraph A.2. of AD 90–20–16.

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.

Note 3: Replacement accomplished prior to

the effective date of this amendment in

accordance with Boeing Service Bulletin

767–57–0021, Revision 2, dated July 26,

1990; Revision 3, dated June 20, 1991, or

Revision 4, dated March 19, 1992; is

considered acceptable for compliance with

paragraph (a)(2)(ii) 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 767–57–0021, Revision 1,

dated September 14, 1989; Revision 2, dated

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

1995.

Note 4: Replacement accomplished prior to

the effective date of this amendment in

accordance with Boeing Service Bulletin

767–57–0021, Revision 3, dated June 20,

1991, or Revision 4, dated March 19, 1992,

is considered acceptable for compliance with

paragraph (b) of this AD.

(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 5: 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.

(e) The inspections and replacements shall

be done in accordance with Boeing Service

Bulletin 767–57–0021, dated August 25,

1988; Boeing Service Bulletin 767–57–0021,

Revision 1, dated September 14, 1989; Boeing

Service Bulletin 767–57–0021, Revision 2,

dated July 26, 1990; Boeing Service Bulletin

767–57–0021, Revision 3, dated June 20,

1991; Boeing Service Bulletin 767–57–0021,

Revision 4, dated March 19, 1992; or Boeing

Service Bulletin 767–57–0021, Revision 5,

dated June 15, 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.

(f) This amendment becomes effective on

August 13, 1996.

Issued in Renton, Washington, on June 27,

1996.

S.R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–16950 Filed 7–8–96; 8:45 am]

BILLING CODE 4910–13–P

14 CFR Part 39

[Docket No. 96–NM–134–AD; Amendment

39–9688; AD 96–14–06]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 777–200 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain Boeing Model 777–

200 series airplanes. This action

requires repetitive inspections for

broken lockwires on the bearing retainer

nut of the pivot fittings of the horizontal

stabilizer. This AD also requires

eventual modification of the bearing nut

retention means, which, when

accomplished, terminates the repetitive

inspections. This amendment is

prompted by reports of broken

lockwires on the bearing retainer nut of

the pivot fittings of the horizontal

stabilizer due to inadequate torquing of

the nut. The actions specified in this AD

are intended to prevent failure of the

lockwires, which could result in

loosening of the retainer nut for the

pivot bearing of the horizontal

stabilizer, and subsequent migration of

the pivot bearing. This condition, if not

corrected, could result in reduced

controllability of the airplane.

DATES: Effective July 24, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 24,

1996.

Comments for inclusion in the Rules

Docket must be received on or before

September 9, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 96–NM–

134–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

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 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.

FOR FURTHER INFORMATION CONTACT: Stan

Wood, Aerospace Engineer, Airframe

Branch, ANM–120S, FAA, Seattle

Aircraft Certification Office, 1601 Lind
Federal Register / Vol. 61, No. 132 / Tuesday, July 9, 1996 / Rules and Regulations 35941

Avenue, SW., Renton, Washington;

telephone (206) 227–2772; fax (206)

227–1181.

SUPPLEMENTARY INFORMATION: The FAA

has received reports indicating that

broken lockwires were found on the

bearing retainer nut of the pivot fittings

(bearings) of the horizontal stabilizer on

Boeing Model 777–200 series airplanes.

In one of these incidents, the retainer

nut on the left and right sides of the

horizontal stabilizer also was loose. The

lockwires may have broken and the

retainer nuts may have become loose

due to inadequate torquing of the nut.

Failure of the lockwire could result in

loosening of the retainer nut for the

pivot bearing of the horizontal

stabilizer. Loss of the retainer nut could

result in migration of the pivot bearing.

This condition, if not corrected, could

result in reduced controllability of the

airplane.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

Boeing Alert Service Bulletin 777–

55A0003, Revision 1, dated June 20,

1996, which describes procedures for

repetitive visual inspections to detect

broken lockwires on the bearing retainer

nut of the pivot fittings of the horizontal

stabilizer (left and right sides). The alert

service bulletin also describes

procedures for eventual modification of

the bearing nut retention means, which,

when accomplished, eliminates the

need for the repetitive inspections. The

modification involves removing all

lockwire on the nut, tightening the nut,

and installing a new nut retainer.

Accomplishment of the modification

will prevent rotation of the bearing

retainer nut.

Explanation of the Requirements of the

Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other Model 777–200 series

airplanes of the same type design, this

AD is being issued to prevent reduced

controllability of the airplane due to

failure of the lockwire on the bearing

retainer nut of the pivot fittings of the

horizontal stabilizer, loosening of the

retainer nut for the pivot bearing, and

subsequent migration of the pivot

bearing. This AD requires repetitive

visual inspections for broken lockwires

on the bearing retainer nut of the pivot

fittings of the horizontal stabilizer (left

and right sides). This AD also requires

eventual modification of the bearing nut

retention means, which, when

accomplished, terminates the repetitive

inspections. The actions are required to

be accomplished in accordance with the

alert service bulletin described

previously.

Determination of Rule’s Effective Date

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this 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

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the 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 that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 96–NM–134–AD.’’ The

postcard will be date stamped and

returned to the commenter.

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,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this emergency

regulation otherwise would be

significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, 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:

96–14–06 Boeing: Amendment 39–9688.

Docket 96–NM–134–AD.

Applicability: Model 777–200 series

airplanes; line positions 1, 3, 5, 7, 8, 9, 11,

12, 13, 15, 16, 17, 19, 20, 21, 22, and 23;

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 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.
35942 Federal Register / Vol. 61, No. 132 / Tuesday, July 9, 1996 / Rules and Regulations

Compliance: Required as indicated, unless

accomplished previously.

To prevent reduced controllability of the

airplane due to failure of the lockwire on the

bearing retainer nut of the pivot fittings of the

horizontal stabilizer, loosening of the retainer

nut for the pivot bearing, and subsequent

migration of the pivot bearing, accomplish

the following:

(a) Within 150 flight cycles after the

effective date of this AD: Perform a visual

inspection for broken lockwires on the

bearing retainer nut of the pivot fittings of the

horizontal stabilizer (left and right sides), in

accordance with the Accomplishment

Instructions of Boeing Alert Service Bulletin

777–55A0003, Revision 1, dated June 20,

1996.

(1) If no broken lockwire is found: Repeat

the inspection within 500 flight cycles

following accomplishment of the initial

inspection. Within 1,000 flight cycles after

accomplishment of the initial inspection,

modify the bearing nut retention means in

accordance with Figure 3 of the alert service

bulletin. Following accomplishment of the

modification, no further action is required by

paragraph (a) of this AD.

(2) If only one broken lockwire is found:

Repeat the inspection thereafter at intervals

not to exceed 150 flight cycles. Within 450

flight cycles after accomplishment of the

initial inspection, modify the bearing nut

retention means in accordance with Figure 3

of the alert service bulletin. Following

accomplishment of the modification, no

further action is required by paragraph (a) of

this AD.

(3) If two broken lockwires are found:

Repeat the inspection and ensure that the

bearing retainer nut is tight thereafter at

intervals not to exceed 10 flight cycles.

Within 100 flight cycles after

accomplishment of the initial inspection,

modify the bearing nut retention means in

accordance with Figure 3 of the alert service

bulletin. Following accomplishment of the

modification, no further action is required by

paragraph (a) of 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, 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 actions shall be done in accordance

with Boeing Alert Service Bulletin 777–

55A0003, Revision 1, dated June 20, 1996.

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

July 24, 1996.

Issued in Renton, Washington, on June 27,

1996.

S.R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–16949 Filed 7–8–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 96–NM–132–AD; Amendment

39–9692; AD 96–14–08]

RIN 2120–AA64

Airworthiness Directives; Fokker

Model F28 Mark 0100 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Fokker Model F28

Mark 0100 series airplanes. This action

requires modification of the radio

altimeter wiring circuitry associated

with the Automatic Flight Control

Augmentation System (AFCAS). This

amendment is prompted by a report

indicating that the AFCAS does not

properly monitor the radio altimeter

status during automatic landing

operations. The actions specified in this

AD are intended to prevent erroneous

indications and failure of the AFCAS to

properly align, flare, and retard the

airplane during automatic landing

operations if a single radio altimeter

were to fail.

DATES: July 24, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 24,

1996.

Comments for inclusion in the Rules

Docket must be received on or before

September 9, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 96–NM–

132–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The service information referenced in

this AD may be obtained from Fokker

Aircraft USA, Inc., 1199 North Fairfax

Street, Alexandria, Virginia 22314. This

information may be examined 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.

FOR FURTHER INFORMATION CONTACT: Tim

Dulin, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–2141; fax (206) 227–1149.

SUPPLEMENTARY INFORMATION: The

Rijksluchtvaartdienst (RLD), which is

the airworthiness authority for the

Netherlands, recently notified the FAA

that an unsafe condition may exist on

certain Fokker Model F28 Mark 0100

series airplanes. The RLD advises that it

has received a report indicating that the

Automatic Flight Control Augmentation

System (AFCAS) on these airplanes

does not properly monitor the radio

altimeter status during automatic

landing (‘‘LAND 2’’) operations. As a

result, an airplane may perform a

‘‘LAND 2’’ operation with only one

radio altimeter that is operative. If the

remaining altimeter were to fail or to

lose track during the ‘‘LAND 2’’

operation, the ALIGN, FLARE, and/or

RETARD modes will not be performed,

even though the annunciations for these

modes would still be indicated on the

Electronic Flight Instrument System

(EFIS). In this case, the flight crew may

accept the EFIS annunciation that these

maneuvers (modes) are being executed

when, in fact, those maneuvers are not

taking place. This condition could result

in the flight crew not being aware that

the AFCAS has not properly aligned,

flared, and retarded the airplane during

automatic landing operations.

Explanation of Relevant Service

Information

Fokker has issued Service Bulletin

SBF100–34–015, Revision 2, dated

November 27, 1990, which describes

procedures for a modification of the

radio altimeter wiring circuitry

associated with the AFCAS data-control

jumper. This wiring change will allow

the radio altimeters to remove the data

from AFCAS data bus whenever a

failure is detected. As a result, ‘‘LAND

2’’ operation is no longer possible with

only one radio altimeter operative. The

RLD classified this service bulletin as

mandatory and issued Netherlands

airworthiness directive (BLA) 90–023,

Issue 2, dated May 23, 1990, in order to

assure the continued airworthiness of

these airplanes in the Netherlands.