10390 Federal Register / Vol. 66, No. 32 / Thursday, February 15, 2001 / Proposed Rules

specified in Part 2 of the Accomplishment

Instructions of Boeing Alert Service Bulletin

747–54A2203, dated August 31, 2000, to

detect loose fasteners and associated damage

to the hanger fittings and bulkhead of the

forward engine mount, in accordance with

Figure 1 of the alert service bulletin.

Note 2: For the purposes of this AD, a

detailed visual inspection is defined as: ‘‘An

intensive visual examination of a specific

structural area, system, installation, or

assembly to detect damage, failure, or

irregularity. Available lighting is normally

supplemented with a direct source of good

lighting at intensity deemed appropriate by

the inspector. Inspection aids such as mirror,

magnifying lenses, etc., may be used. Surface

cleaning and elaborate access procedures

may be required.’’

(1) If no loose fastener or associated

damage is detected, repeat the inspections/

checks thereafter at the applicable intervals

specified in Figure 1 of the alert service

bulletin until accomplishment of the

terminating action specified in paragraph (c)

of this AD.

Note 3: Where there are differences

between the AD and the alert service

bulletin, the AD prevails.

Corrective Actions

(2) If any loose fastener or associated

damage is detected, before further flight,

perform the applicable corrective actions

(torque check, rework or replacement of

fittings), as specified in Figure 1 of the alert

service bulletin. Repeat the inspections/

checks thereafter at the applicable intervals

specified in Figure 1 of the alert service

bulletin until accomplishment of the

terminating action specified in paragraph (c)

of this AD. Where the alert service bulletin

specifies that the manufacturer may be

contacted for disposition of certain corrective

actions (rework or replacement of fittings),

this AD requires such rework and/or

replacement to be done in accordance with

a method approved by the Manager, Seattle

Aircraft Certification Office (ACO), FAA; or

in accordance with data meeting the type

certification basis of the airplane approved

by a Boeing Company designated engineering

representative (DER) who has been

authorized by the Manager, Seattle ACO, to

make such findings. For a repair method to

be approved by the Manager, Seattle ACO, as

required by this paragraph, the Manager’s

approval letter must specifically reference

this AD.

New Requirements of This AD

Repetitive Checks/Inspections/Corrective

Actions

(b) Within 18 months after the effective

date of this AD: Do the torque check

specified in Part 3 of the Accomplishment

Instructions of Boeing Alert Service Bulletin

747–54A2203, dated August 31, 2000, to

detect loose fasteners of the hanger fittings of

the forward engine mount.

(1) If no loose fastener is detected, repeat

the torque check thereafter at intervals not to

exceed 1,200 flight cycles or 18 months,

whichever occurs first, until accomplishment

of the terminating action specified in

paragraph (c) of this AD.

(2) If any loose fastener is detected, before

further flight, perform the applicable

corrective actions as specified in Figure 4,

Figure 5, or Part 6, as applicable, of the

Accomplishment Instructions of the alert

service bulletin.

(i) If Figure 4 or Figure 5 of the

Accomplishment Instructions of the alert

service bulletin is used to do the corrective

actions for the fitting; thereafter, repeat the

detailed visual inspection required by

paragraph (a) of this AD at the applicable

intervals specified in Figure 1 of the alert

service bulletin, and repeat the torque check

for that fitting at intervals not to exceed 180

flight cycles. Accomplish the terminating

action for that fitting as specified in Part 6

of the Accomplishment Instructions of the

alert service bulletin within 18 months after

finding any loose fastener or 60 months after

the effective date of this AD, whichever

occurs first.

(ii) If Part 6 of the Accomplishment

Instructions of the alert service bulletin is

used to do the corrective actions for the

fitting, this constitutes terminating action for

the repetitive inspections/checks for that

fitting only.

(3) If any associated damage is found,

before further flight, repair in accordance

with a method approved by the Manager,

Seattle Aircraft Certification Office (ACO),

FAA; or in accordance with data meeting the

type certification basis of the airplane

approved by a Boeing Company designated

engineering representative (DER) who has

been authorized by the Manager, Seattle

ACO, to make such findings. For a repair

method to be approved by the Manager,

Seattle ACO, as required by this paragraph,

the Manager’s approval letter must

specifically reference this AD. If any damage

to any fitting is found, before further flight,

do the applicable corrective actions specified

in Part 4 or Part 5 of the Accomplishment

Instructions of the alert service bulletin; this

constitutes terminating action for the

repetitive inspections/checks for that fitting

only.

(4) If any loose fastener is detected during

any repeat inspection/check specified in

paragraph (b)(2)(i) of this AD, before further

flight, accomplish the terminating action for

that fitting as specified in Part 6 of the

Accomplishment Instructions of the alert

service bulletin.

Terminating Action

(c) Within 60 months after the effective

date of this AD: Accomplish all actions in the

terminating action specified in Part 6 of the

Accomplishment Instructions of Boeing Alert

Service Bulletin 747–54A2203, dated August

31, 2000. Accomplishment of this paragraph

constitutes terminating action for the

repetitive inspections/checks required by

paragraphs (a) and (b) of this AD. Where the

alert service bulletin specifies that the

manufacturer may be contacted for

disposition of certain corrective actions

(rework or replacement of fittings), this AD

requires such rework and/or replacement to

be done in accordance with a method

approved by the Manager, Seattle ACO; or in

accordance with data meeting the type

certification basis of the airplane approved

by a Boeing Company DER who has been

authorized by the Manager, Seattle ACO, to

make such findings. For a repair method to

be approved by the Manager, Seattle ACO, as

required by this paragraph, the Manager’s

approval letter must specifically reference

this AD.

Note 4: Installation of two

BACW10BP*APU washers on Group A

fasteners accomplished during modification

in accordance with Boeing Service Bulletin

747–54A2159, dated November 3, 1994,

Revision 1, dated June 1, 1995, or Revision

2, dated March 14, 1996; and pin or bolt

protrusion as specified in the 747 Structural

Repair Manual, Chapter 51–30–02 (both

referenced in Boeing Alert Service Bulletin

747–54A2203, dated August 31, 2000); is

considered acceptable for compliance with

the terminating action specified in paragraph

(c) of this AD.

Alternative Methods of Compliance

(d) 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

ACO. 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.

Special Flight Permits

(e) 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 February

9, 2001.

Vi L. Lipski,

Manager, Transport Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 01–3857 Filed 2–14–01; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–327–AD]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 737–100 and –200 Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

Federal Register / Vol. 66, No. 32 / Thursday, February 15, 2001 / Proposed Rules 10391

directive (AD) that is applicable to all

Boeing Model 737–100 and –200 series

airplanes. This proposal would require

repetitive inspections to find fatigue

cracking in the main deck floor beams

located at certain body stations, and

repair, if necessary. This proposal also

provides for optional terminating action

for the repetitive inspections. This

action is necessary to prevent failure of

the main deck floor beams at certain

body stations due to fatigue cracking,

which could result in rapid

decompression and consequent reduced

controllability of the airplane. This

action is intended to address the

identified unsafe condition.

DATES: Comments must be received by

April 2, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000–NM–

327–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9 a.m. and 3 p.m.,

Monday through Friday, except Federal

holidays. Comments may be submitted

via fax to (425) 227–1232. Comments

may also be sent via the Internet using

the following address: 9-anmnprmcomment@faa.gov. Comments sent

via fax or the Internet must contain

‘‘Docket No. 2000–NM–327–AD’’ in the

subject line and need not be submitted

in triplicate. Comments sent via the

Internet as attached electronic files must

be formatted in Microsoft Word 97 for

Windows or ASCII text.

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:

Scott Fung, Aerospace Engineer,

Airframe Branch, ANM–120S, FAA,

Seattle Aircraft Certification Office,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–1221; fax (425) 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 action may be changed in light

of the comments received.

Submit comments using the following

format:

• Organize comments issue-by-issue.

For example, discuss a request to

change the compliance time and a

request to change the service bulletin

reference as two separate issues.

• For each issue, state what specific

change to the proposed AD is being

requested.

• Include justification (e.g., reasons or

data) for each request.

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 action

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 2000-NM–327-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–114, Attention: Rules Docket No.

2000–NM–327–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

The FAA has received reports from

the manufacturer indicating several

operators have found cracking in the

body buttock line (BBL) 0.07 floor

beams. On airplanes having between

27,000 and 55,000 total flight cycles,

cracks were found in the upper chord at

body station (BS) 663. On airplanes

having between 31,000 and 51,000 total

flight cycles, cracks were found in the

web at BS 663. On airplanes having

between 18,000 and 54,000 total flight

cycles, cracks were found in the lower

chord at BS 727. On airplanes having

between 23,000 and 39,000 total flight

cycles, cracks were found in the web at

BS 706 through 711. Investigation

revealed that the cracks were caused by

fatigue resulting from pressurization

flexure. Failure of the main deck floor

beams at certain body stations due to

fatigue cracking could result in rapid

decompression and consequent reduced

controllability of the airplane.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

Boeing Service Bulletin 737–57–1210,

dated April 4, 1991, which describes

procedures for repetitive visual

inspections of the main deck floor

beams located between BS 650 and BS

730, around BS 710 and BS 727, and at

BS 650 through 675, to find cracking;

and repair of any cracking found. If no

cracking is found after doing the visual

inspection, the service bulletin provides

an option for a one-time eddy current

inspection of the fastener holes. If no

cracking is found during the eddy

current inspection, doing the

modification (change) of the applicable

floor beams would end the repetitive

visual inspections for that area.

Accomplishment of the actions

specified in the service bulletin is

intended to adequately address the

identified unsafe condition.

Explanation of Requirements of

Proposed Rule

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

require accomplishment of the actions

specified in the service bulletin

described previously, except as

discussed below.

Difference Between Service Bulletin

and This Proposed Rule

Operators should note that, although

the service bulletin specifies that the

manufacturer may be contacted for

disposition of certain repair conditions,

this proposed AD requires the repair of

those conditions to be done per a

method approved by the FAA, or per

data meeting the type certification basis

of the airplane approved by a Boeing

Company Designated Engineering

Representative who has been authorized

by the FAA to make such findings.

Operators also should note that the

FAA has determined that the repetitive

inspections proposed by this AD can be

allowed to continue instead of doing a

terminating action. In making this

determination, the FAA considers that,

in this case, long-term continued

operational safety will be adequately

assured by doing the repetitive

inspections to find cracking before it

represents a hazard to the airplane.

Cost Impact

There are approximately 935

airplanes of the affected design in the

10392 Federal Register / Vol. 66, No. 32 / Thursday, February 15, 2001 / Proposed Rules

worldwide fleet. The FAA estimates that

340 airplanes of U.S. registry would be

affected by this proposed AD, that it

would take approximately 8 work hours

per airplane to do the proposed

inspection, and that the average labor

rate is $60 per work hour. Based on

these figures, the cost impact of the

proposed AD on U.S. operators is

estimated to be $163,200, or $480 per

airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet done any of the

proposed requirements of this AD

action, and that no operator would do

those actions in the future if this

proposed AD were not adopted. The

cost impact figures discussed in AD

rulemaking actions represent only the

time necessary to do the specific actions

actually required by the AD. These

figures typically do not include

incidental costs, such as the time

required to gain access and close up,

planning time, or time necessitated by

other administrative actions.

Should an operator elect to do the

optional terminating action rather than

continue the repetitive inspections, it

would take approximately 96 work

hours per airplane to do the change, at

an average labor rate of $60 per work

hour. Required parts would cost

between $218 and $1,426 per airplane.

Based on these figures, the cost impact

of this optional terminating action is

estimated to be between $5,978 and

$7,186 per airplane.

Regulatory Impact

The regulations proposed herein

would not have a substantial direct

effect 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,

it is determined that this proposal

would not have federalism implications

under Executive Order 13132.

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 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

Boeing: Docket 2000–NM–327–AD.

Applicability: All Model 737–100 and –200

series airplanes, 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 per

paragraph (d) 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 failure of the main deck floor

beams at certain body stations (BS) due to

fatigue cracking, which could result in rapid

decompression and consequent reduced

controllability of the airplane, do the

following:

Inspections

(a) Before the accumulation of 20,000 total

flight cycles, or within 6,000 flight cycles

after the effective date of this AD, whichever

occurs later: Do a detailed visual inspection

to find cracking of the main deck floor beams

[body buttock line (BBL) 0.07] located

between BS 650 and BS 730, per the

Accomplishment Instructions of Boeing

Service Bulletin 737–57–1210, dated April 4,

1991. If no cracking is found, do the

requirements in paragraph (a)(1) or (a)(2) of

this AD at the applicable times specified.

Note 2: For the purposes of this AD, a

detailed visual inspection is defined as:‘‘An

intensive visual examination of a specific

structural area, system, installation, or

assembly to find damage, failure, or

irregularity. Available lighting is normally

supplemented with a direct source of good

lighting at intensity deemed appropriate by

the inspector. Inspection aids such as mirror,

magnifying lenses, etc., may be used. Surface

cleaning and elaborate access procedures

may be required.’’

(1) If no cracking is found around BS 710

(Figure 1) or BS 727 (Figure 2), do the

requirements in either paragraph (a)(1)(i) or

(a)(1)(ii) of this AD.

(i) Repeat the detailed visual inspection at

intervals not to exceed 6,000 flight cycles

until accomplishment of the change specified

in paragraph (c) of this AD. Or

(ii) Before further flight, do a one-time

eddy current inspection for cracking of the

fastener holes. If no cracking is found, before

further flight, install the change at BS 710

(Figure 6) or BS 727 (Figure 7), as applicable,

per the Accomplishment Instructions of the

service bulletin. Doing the change ends the

repetitive inspections for that area.

(2) If no cracking is found at BS 650

through BS 675 (Figure 8), do the

requirements in either paragraph (a)(2)(i) or

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

(i) Repeat the detailed visual inspection at

intervals not to exceed 3,000 flight cycles

until accomplishment of the change specified

in paragraph (c) of this AD. Or

(ii) Before further flight, do a one-time

eddy current inspection for cracking of the

fastener holes. If no cracking is found, before

further flight, install the change at BS 663

(Figure 9) per the Accomplishment

Instructions of the service bulletin. Doing the

change ends the repetitive inspections for

that area.

Repair

(b) If any cracking is found during any

inspection required by paragraph (a) of this

AD, before further flight, either do the repair

per the Accomplishment Instructions of

Boeing Service Bulletin 737–57–1210, dated

April 4, 1991, or do the change specified in

paragraph (c) of this AD. Where the service

bulletin specifies to contact Boeing for repair

instructions: Before further flight, repair per

a method approved by the Manager, Seattle

Aircraft Certification Office (ACO), FAA; or

per data meeting the type certification basis

of the airplane approved by a Boeing

Company Designated Engineering

Representative who has been authorized by

the FAA to make such findings. For a repair

method to be approved by the Manager,

Seattle ACO, as required by this paragraph,

the Manager’s approval letter must

specifically reference this AD.

Optional Terminating Action

(c) Accomplishment of the main deck floor

beam change in the applicable areas [BS 710

(Figure 6), BS 727 (Figure 7), or BS 650

through 675 (Figure 9)], specified in the

Accomplishment Instructions of Boeing

Service Bulletin 737–57–1210, dated April 4,

1991, ends the repetitive inspections for that

area.

Alternative Methods of Compliance

(d) 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

ACO. Operators shall submit their requests

through an appropriate FAA Principal

Federal Register / Vol. 66, No. 32 / Thursday, February 15, 2001 / Proposed Rules 10393

Maintenance Inspector, who may add

comments and then send it to the Manager,

Seattle ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

Special Flight Permit

(e) Special flight permits may be issued per

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

done.

Issued in Renton, Washington, on February

9, 2001.

Vi L. Lipski,

Manager, Transport Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 01–3858 Filed 2–14–01; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–317–AD]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747 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), which applies to all

Boeing Model 747 series airplanes. The

existing AD currently requires, for

certain airplanes, revising the Airplane

Flight Manual, and, for all airplanes,

performing repetitive inspections for

wear or damage of the inlet check valves

and inlet adapters of the override/

jettison pumps, and corrective actions,

if necessary. This action would apply to

fewer airplanes than the existing AD

and require rework of certain

components, which would end the

repetitive inspection requirement. These

actions are necessary to ensure that the

flight crew is advised of the hazards of

dry operation of the override/jettison

pumps of the center wing fuel tank, and

to prevent wear or damage to the inlet

check valves and inlet adapters of the

override/jettison pumps, which could

result in a fire or explosion in the fuel

tank during dry (no fuel) operation. This

action is intended to address the

identified unsafe condition.

DATES: Comments must be received by

April 2, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000–NM–

317–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9 a.m. and 3 p.m.,

Monday through Friday, except Federal

holidays. Comments may be submitted

via fax to (425) 227–1232. Comments

may also be sent via the Internet using

the following address: 9-anmnprmcomment@faa.gov. Comments sent

via fax or the Internet must contain

‘‘Docket No. 2000–NM–317–AD’’ in the

subject line and need not be submitted

in triplicate. Comments sent via the

Internet as attached electronic files must

be formatted in Microsoft Word 97 for

Windows or ASCII text.

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:

Sulmo Mariano, Aerospace Engineer,

Propulsion Branch, ANM–140S, FAA,

Seattle Aircraft Certification Office,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–2686; fax (425) 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 action may be changed in light

of the comments received.

Submit comments using the following

format:

• Organize comments issue-by-issue.

For example, discuss a request to

change the compliance time and a

request to change the service bulletin

reference as two separate issues.

• For each issue, state what specific

change to the proposed AD is being

requested.

• Include justification (e.g., reasons or

data) for each request.

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 action

must submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 2000–NM–317–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–114, Attention: Rules Docket No.

2000–NM–317–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

On July 30, 1998, the FAA issued AD

98–16–19, amendment 39–10695 (63 FR

42210, August 7, 1998), applicable to all

Boeing Model 747 series airplanes. That

AD requires, for certain airplanes,

revising the Airplane Flight Manual

(AFM) to advise the flightcrew of

limitations on dry (no fuel) operation of

the override/jettison pumps of the

center wing fuel tank. That AD also

requires repetitive inspections for wear

or damage of the inlet check valves and

inlet adapters of the override/jettison

pumps, and replacement of the check

valves and pumps with new or

serviceable parts, if necessary. For

affected airplanes, such replacement

allows the AFM revision to be removed.

That AD was prompted by a report that

inlet adapters of override/jettison

pumps were found to be worn

excessively, which allowed contact to

occur between the inlet check valve and

the inducer. The requirements of that

AD are intended to ensure that the

flightcrew is advised of the hazards of

dry operation of the override/jettison

pumps of the center wing fuel tank, and

to detect and correct wear or damage to

the inlet check valves and inlet adapters

of the override/jettison pumps. Such

conditions, if not corrected, could result

in a fire or explosion in the fuel tank

during dry operation.

Actions Since Issuance of Previous Rule

The preamble to AD 98–16–19 stated

that the FAA considered the

requirements of that AD to be ‘‘interim

action’’ and that the manufacturer was