13184 Federal Register / Vol. 66, No. 42 / Friday, March 2, 2001 / Proposed Rules

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–228–AD]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 757–200 Series Airplanes

Modified by Supplemental Type

Certificate SA1727GL

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Notice of proposed rulemaking

(NPRM).

SUMMARY: This document proposes the

adoption of a new airworthiness

directive (AD) that is applicable to all

Boeing Model 757–200 series airplanes

modified by supplemental type

certificate (STC) SA1727GL. This

proposal would require deactivation of

the air-to-ground telephone system

approved by that STC. This action is

necessary to prevent the inability of the

flight crew to remove power from the

telephone system when necessary.

Inability to remove power from the

telephone system during a non-normal

or emergency situation could result in

inability to control smoke or fumes in

the airplane flight deck or cabin. This

action is intended to address the

identified unsafe condition.

DATES: Comments must be received by

April 16, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2000–NM–

228–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

Comments may be inspected at this

location between 9:00 a.m. and 3:00

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-

anm-nprmcomment@faa.gov. Comments

sent via fax or the Internet must contain

‘‘Docket No. 2000–NM–228–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.

FOR FURTHER INFORMATION CONTACT:

Wess Rouse, Aerospace Engineer,

Airframe and Propulsion Branch, ACE–

117C, Chicago Aircraft Certification

Office, 2300 East Devon, Des Plaines,

Illinois 60018; telephone (847) 294–

8113; fax (847) 294–7380.

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–228–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–228–AD, 1601 Lind Avenue,

SW., Renton, Washington 98055–4056.

Discussion

The Federal Aviation Administration

(FAA) recently completed a review of

in-flight entertainment (IFE) systems

certified by supplemental type

certificate (STC) and installed on

transport category airplanes. The review

focused on the interface between the IFE

system and airplane electrical system,

with the objective of determining if any

unsafe conditions exist with regard to

the interface. STC’s issued between

1992 and 2000 were considered for the

review.

The type of IFE systems considered

for review were those that contain video

monitors (cathode ray tubes or liquid

crystal displays; either hanging above

the aisle or mounted on individual seat

backs or seat trays), or complex circuitry

(i.e., power supplies, electronic

distribution boxes, extensive wire

routing, relatively high power

consumption, multiple layers of circuit

protection, etc.). In addition, in-seat

power supply systems that provide

power to more than 20 percent of the

total passenger seats were also

considered for the review. The types of

IFE systems not considered for review

include systems that provide only audio

signals to each passenger seat, ordinary

in-flight telephone systems (e.g., one

telephone handset per group of seats or

bulkhead-mounted telephones), systems

that only have a video monitor on the

forward bulkhead(s) (or a projection

system) to provide passengers with

basic airplane and flight information,

and in-seat power supply systems that

provide power to less than 20 percent of

the total passenger seats.

Items considered during the review

include the following:

• Can the electrical bus(es) supplying

power to the IFE system be deenergized

when necessary without removing

power from systems that may be

required for continued safe flight and

landing?

• Can IFE system power be removed

when required without pulling IFE

system circuit breakers? [i.e., is there a

switch (dedicated to the IFE system or

a combination of loads) located in the

flight deck or cabin that can be used to

remove IFE power?]

• If the IFE system requires changes

to flight crew procedures, has the

airplane flight manual (AFM) been

properly amended?

• If the IFE system requires changes

to cabin crew procedures, have they

been properly amended?

• Does the IFE system require

periodic or special maintenance?

In all, approximately 180 IFE systems

approved by STC were reviewed by the

FAA. The review results indicate that

potential unsafe conditions exist on

some IFE systems installed on various

transport category airplanes. These

conditions can be summarized as:

• Electrical bus(es) supplying power

to the IFE system cannot be deenergized

when necessary without removing

power from systems that may be

required for continued safe flight and

landing.

Federal Register / Vol. 66, No. 42 / Friday, March 2, 2001 / Proposed Rules 13185

• Power cannot be removed from the

IFE system when required without

pulling IFE system circuit breakers (i.e.,

there is no switch dedicated to the IFE

system or combination of systems for

the purpose of removing power).

• Installation of the IFE system has

affected crew (flight crew and/or cabin

crew) procedures, but the procedures

have not been properly revised.

FAA’s Determination

As part of its review of IFE systems,

the FAA has determined that an unsafe

condition exists on Boeing Model 757–

200 series airplanes modified by STC

SA1727GL. The In-Flight Phone

Corporation air-to-ground telephone

system approved by this STC is

connected to an electrical bus that

cannot be deactivated without also

removing power from airplane systems

necessary for safe flight and landing.

Also, there is no means, other than

pulling circuit breakers, to allow the

flight crew or cabin crew to remove

power from the telephone system when

necessary. Additionally, the flight crew

and cabin crew emergency procedures

have not been revised to advise the crew

that they cannot remove power from the

telephone system. This condition, if not

corrected, could result in inability to

remove power from the telephone

system during a non-normal or

emergency situation, and consequent

inability to control smoke or fumes in

the airplane flight deck or cabin.

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 deactivation of the air-to-ground

telephone system approved by STC

SA1727GL. Accomplishment of the

actions specified in this proposed AD is

intended to adequately address the

unsafe condition.

The holder of the STC addressed by

this proposed AD, In-Flight Phone

Corporation, is no longer in business,

and the FAA has developed the

proposed actions.

Calculation of 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

amount of time necessary to accomplish

the proposed actions, and the practical

aspect of accomplishing the proposed

actions within an interval of time that

parallels normal scheduled maintenance

for the affected operators. In

consideration of these factors, the FAA

has determined that 18 months

represents an appropriate interval of

time allowable wherein an acceptable

level of safety can be maintained.

Other Relevant Proposed Rulemaking

This proposed action is one of a

number of proposed AD’s on airplanes

modified by STC’s that have been

determined to be subject to similar

unsafe conditions. Other currently

proposed AD’s include the following

airplanes and STC’s:

Model/Series STC number Docket number

McDonnell Douglas DC–9–51 and DC–9–83 ...................................................................................... SA8026NM 2000–NM–229–AD

McDonnell Douglas DC–10–30 ............................................................................................................ ST00054SE 2000–NM–231–AD

Boeing 767–300 and 767–300ER ........................................................................................................ SA5765NM

SA5978NM

2000–NM–232–AD

Boeing 767–300 ................................................................................................................................... ST00157SE 2000–NM–233–AD

Boeing 747–100 and –200 ................................................................................................................... ST00196SE 2000–NM–234–AD

Boeing 767–200 ................................................................................................................................... SA5134NM 2000–NM–235–AD

Boeing 767–300 ................................................................................................................................... ST00118SE 2000–NM–236–AD

Boeing 737–300 ................................................................................................................................... ST00171SE 2000–NM–237–AD

Boeing 767–200 ................................................................................................................................... SA4998NM 2000–NM–238–AD

Boeing 767–300 ................................................................................................................................... SA7019NM–D 2000–NM–239–AD

Boeing 747–100 and –200 ................................................................................................................... SA8622SW 2000–NM–240–AD

McDonnell Douglas DC–10–30 ............................................................................................................ SA8452SW 2000–NM–241–AD

Boeing 737–700 ................................................................................................................................... ST09100AC–D

ST09104AC–D

ST09105AC–D

ST09106AC–D

2000–NM–242–AD

Boeing 767–200 ................................................................................................................................... ST09022AC–D 2000–NM–243–AD

Boeing 747SP ...................................................................................................................................... ST09097AC–D 2000–NM–244–AD

Boeing 747–400 ................................................................................................................................... SA8843SW 2000–NM–245–AD

Airbus A340–211 .................................................................................................................................. ST0902AC–D 2000–NM–246–AD

13186 Federal Register / Vol. 66, No. 42 / Friday, March 2, 2001 / Proposed Rules

Cost Impact

As stated above, the STC holder is no

longer in business. Thus, the FAA is

unable to determine how many

airplanes of U.S. registry would be

affected by this proposed AD.

For an airplane subject to this AD, it

would take approximately 3 work hours

per airplane to accomplish the proposed

actions, at an average labor rate of $60

per work hour. Required parts would

cost approximately $35 per airplane.

Based on these figures, the cost impact

of the proposed AD is estimated to be

$215 per affected airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the proposed requirements of this AD

action, and that no operator would

accomplish 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 perform 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.

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–228–AD.

Applicability: Model 757–200 series

airplanes modified by supplemental type

certificate (STC) SA1727GL, 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 (c) 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 the inability of the flight crew

to remove power from the telephone system

when necessary, accomplish the following:

Deactivation

(a) Within 18 months after the effective

date of this AD, deactivate the In-Flight

Phone Corporation air-to-ground telephone

system approved by STC SA1727GL.

Accomplish the deactivation in accordance

with the procedures in paragraphs (a)(1),

(a)(2), (a)(3), (a)(4), and (a)(5) of this AD.

(1) Remove the circuit breakers listed in

the following table:

Number Label Location

CB9012 ...................... ATG Phone Bus ........ P11–2 Overhead Cockpit.

CB9013 ...................... CSU ........................... P37 Right Miscellaneous Electrical Equipment Panel.

CB9014 ...................... RFU ........................... P37 Right Miscellaneous Electrical Equipment Panel.

C340 .......................... C340 .......................... P70 Miscellaneous Electrical Equipment Panel.

C341 .......................... C341 .......................... P70 Miscellaneous Electrical Equipment Panel.

(2) Remove wire between circuit breaker

C340 and C334 bus connection in P70

Miscellaneous Electrical Equipment Panel.

(3) Remove wire between circuit breaker

C340 and C1292 bus connection in P70

Miscellaneous Electrical Equipment Panel.

(4) Remove wire between circuit breaker

CB9012 and C560 in P11–2 Overhead

Cockpit panel.

(5) Cap and stow any remaining wires

associated with the circuit breakers listed in

the table above.

Spares

(b) As of the effective date of this AD, no

person shall install an IFE system in

accordance with STC SA1727GL, on any

airplane.

Alternative Methods of Compliance

(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, Chicago

Aircraft Certification Office (ACO), FAA.

Operators shall submit their requests through

an appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Chicago ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Chicago ACO.

Special Flight Permits

(d) Special flight permits may be issued in

accordance with §§ 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

23, 2001.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 01–4940 Filed 3–1–01; 8:45 am]

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