13422 Federal Register / Vol. 66, No. 44 / Tuesday, March 6, 2001 / Rules and Regulations

Document Pages Revision Date

ASB CF6–50 72–A1197 .................................................................................................... 1–28 Original ............. December, 14, 2000.

Total pages: 28

ASB CF6–50 72–A1201 .................................................................................................... 1–21 Original ............. December 22, 2000.

Total pages: 21

ASB CF6–50 72–A1201 .................................................................................................... 1–22 1 ....................... February 6, 2001.

Total pages: 22

SB CF6–50 72–1203 ......................................................................................................... 1–9 Original ............. November 22, 2000.

Total pages: 9

SB CF6–50 72–1203 ......................................................................................................... 1–12 1 ....................... February 7, 2001.

Total pages: 12

The incorporations by reference were

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 General Electric Company via Lockheed

Martin Technology Services, 10525 Chester

Road, Suite C, Cincinnati, Ohio 45215,

telephone (513) 672–8400, fax (513) 672–

8422. Copies may be inspected at the FAA,

New England Region, Office of the Regional

Counsel, 12 New England Executive Park,

Burlington, MA; or at the Office of the

Federal Register, 800 North Capitol Street,

NW, suite 700, Washington, DC.

Effective Date

(o) This amendment becomes effective on

March 21, 2001.

Issued in Burlington, Massachusetts, on

February 23, 2001.

Jay J. Pardee,

Manager, Engine and Propeller Directorate,

Aircraft Certification Service.

[FR Doc. 01–4939 Filed 3–5–01; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001–SW–01–AD; Amendment

39–12134; AD 2001–03–51]

RIN 2120–AA64

Airworthiness Directives; Sikorsky

Aircraft Corporation Model S–76B and

S–76C Helicopters

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This document publishes in

the Federal Register an amendment

adopting Airworthiness Directive (AD)

2001–03–51, which was sent previously

to all known U.S. owners and operators

of Sikorsky Aircraft Corporation

(Sikorsky) Model S–76B and S–76C

helicopters by individual letters. This

AD requires, for certain main rotor

shafts, initial and recurring fluorescent

penetrant inspections. Replacing each

affected main rotor shaft (shaft) on or

before reaching 1,000 hours time-inservice (TIS) is also required. This

amendment is prompted by four reports

of shaft cracks. The actions specified by

this AD are intended to prevent failure

of the shaft and subsequent loss of

control of the helicopter.

DATES: Effective March 21, 2001, to all

persons except those persons to whom

it was made immediately effective by

Emergency AD 2001–03–51, issued on

January 30, 2001, which contained the

requirements of this amendment.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 21,

2001.

Comments for inclusion in the Rules

Docket must be received on or before

May 7, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Office of the

Regional Counsel, Southwest Region,

Attention: Rules Docket No. 2001–SW–

01–AD, 2601 Meacham Blvd., Room

663, Fort Worth, Texas 76137. You may

also send comments electronically to

the Rules Docket at the following

address: 9-asw-adcomments@faa.gov.

The applicable service information

may be obtained from Sikorsky Aircraft

Corporation, Attn: Manager,

Commercial Tech Support, 6900 Main

Street, Stratford, Connecticut 06614,

phone (203) 386–3001, fax (203) 386–

5983. This information may be

examined at the FAA, Office of the

Regional Counsel, Southwest Region,

2601 Meacham Blvd., Room 663, Fort

Worth, Texas; or at the Office of the

Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Wayne Gaulzetti, Aviation Safety

Engineer, Boston Aircraft Certification

Office, 12 New England Executive Park,

Burlington, MA 01803, telephone (781)

238–7156, fax (781) 238–7199.

SUPPLEMENTARY INFORMATION: On

January 30, 2001, the FAA issued

Emergency AD 2001–03–51 for Sikorsky

Model S–76B and S–76C helicopters,

which requires, for certain shafts, initial

and recurring fluorescent penetrant

inspections. Replacing each affected

shaft on or before reaching 1,000 hours

TIS is also required. That action was

prompted by four reports of shaft cracks.

This condition, if not corrected, could

result in failure of the shaft and

subsequent loss of control of the

helicopter.

The FAA has reviewed Sikorsky Alert

Service Bulletin (ASB) No. 76–66–32A,

Revision A, dated January 17, 2001,

which specifies identifying main gear

box assemblies containing certain

shafts, conducting a recurring

fluorescent penetrant inspection (FPI),

and removing certain main gear box

assemblies containing certain shafts.

Since the unsafe condition described

is likely to exist or develop on other

Sikorsky Model S–76B and S–76C

helicopters of the same type designs, the

FAA issued Emergency AD 2001–03–51

to prevent failure of the shaft and

subsequent loss of control of the

helicopter. The AD requires, for certain

main rotor shafts, an FPI before further

flight and thereafter at intervals not to

exceed 20 hours TIS or 80 landings,

whichever occurs first. Replacing each

affected shaft on or before reaching

1,000 hours TIS is also required. The

actions must be accomplished in

accordance with the ASB described

previously. The short compliance time

involved is required because the

previously described critical unsafe

condition can adversely affect the

structural integrity of the helicopter.

Therefore, FPI’s and removal of each

affected shaft are required at the

specified time intervals, and this AD

must be issued immediately.

Since it was found that immediate

corrective action was required, notice

and opportunity for prior public

comment thereon were impracticable

and contrary to the public interest, and

good cause existed to make the AD

effective immediately by individual

letters issued on January 30, 2001, to all

known U.S. owners and operators of

Federal Register / Vol. 66, No. 44 / Tuesday, March 6, 2001 / Rules and Regulations 13423

Sikorsky Model S–76B and S–76C

helicopters. These conditions still exist,

and the AD is hereby published in the

Federal Register as an amendment to 14

CFR 39.13 to make it effective to all

persons.

The FAA estimates that 7 helicopters

of U.S. registry will be affected by this

AD. It will take approximately 4 work

hours per helicopter to accomplish each

FPI and 5 work hours to replace each

shaft. The average labor rate is $60 per

work hour. Required parts will cost

approximately $25,000 per shaft. Based

on these figures, the total cost impact of

the AD on U.S. operators is estimated to

be $178,780 (assuming 1 FPI per

helicopter and 1 shaft replacement on

each helicopter). Additional FPI’s

would cost $240 per inspection and

additional shaft replacements would

cost $25,300 per helicopter.

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 should 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 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 mailed

comments submitted in response to this

rule must submit a self-addressed,

stamped postcard on which the

following statement is made:

‘‘Comments to Docket No. 2001–SW–

01–AD.’’ The postcard will be date

stamped and returned to the

commenter.

The regulations adopted herein will

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 final rule does not

have federalism implications under

Executive Order 13132.

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 a new airworthiness directive to

read as follows:

2001–03–51 Sikorsky Aircraft Corporation:

Amendment 39–12134. Docket No.

2001–SW–01–AD.

Applicability: Model S–76B and S–76C

helicopters, with main rotor shaft assembly

(shaft), part number (P/N) 76351–09630 all

dash numbers, serial number (S/N) C213–

00274, C213–00275, C213–00276, C213–

00277, C213–00278, C213–00279, C213–

00280, C213–00282, C213–00292, C213–

00294, C213–00295, C213–00296, C213–

00297, C213–00299, and C213–00300,

installed, certificated in any category.

Note 1: This AD applies to each helicopter

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 helicopters 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 (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 shaft and

subsequent loss of control of the helicopter,

accomplish the following:

(a) Before further flight and thereafter at

intervals not to exceed 20 hours time-inservice (TIS) or 80 landings, whichever

occurs first, conduct a fluorescent penetrant

inspection (FPI) in the area above the uppers

shaft output seal and below the lower hub

attachment flange in accordance with the

Accomplishment Instructions, paragraphs

3.B.(1) through 3.B.(5), of Sikorsky Aircraft

Corporation (Sikorsky) Alert Service Bulletin

(ASB) No. 76–66–32A, Revision A, dated

January 17, 2001. Contacting Sikorsky is not

required by this AD. If a crack is found,

replace the shaft with an airworthy shaft

before further flight.

Note 2: Accomplishing the FPI before

further flight is not required if previously

accomplished in accordance with the

Accomplishment Instructions, paragraphs

3.C.(1) through 3.C.(5), of Sikorsky ASB No.

76–66–31B, Revision B, dated November 7,

2000.

(b) On or before 1000 hours TIS, replace

each affected shaft with an airworthy shaft.

(c) This AD revises the Limitations section

of the maintenance manual by establishing a

retirement life of 1000 hours TIS for the

affected shafts.

(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, Boston

Aircraft Certification Office, FAA. Operators

shall submit their requests through an FAA

Principal Maintenance Inspector, who may

concur or comment and then send it to the

Manager, Boston Aircraft Certification Office.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Boston Aircraft

Certification Office.

(e) Special flight permits may be issued in

accordance with 14 CFR 21.197 and 21.199

to operate the helicopter to a location where

the requirements of this AD can be

accomplished if the FPI or a visual

inspection, using a 10X or higher magnifying

glass, does not reveal a crack.

(f) The FPI shall be done in accordance

with the Accomplishment Instructions,

paragraphs 3.B.(1) through 3.B.(5), of

Sikorsky Aircraft Corporation Alert Service

Bulletin No. 76–66–32A, Revision A, dated

January 17, 2001. This incorporation by

13424 Federal Register / Vol. 66, No. 44 / Tuesday, March 6, 2001 / Rules and Regulations

reference was approved 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 Sikorsky Aircraft Corporation,

Attn: Manager, Commercial Tech Support,

6900 Main Street, Stratford, Connecticut

06614, phone (203) 386–3001, fax (203) 386–

5983. Copies may be inspected at the FAA,

Office of the Regional Counsel, Southwest

Region, 2601 Meacham Blvd., Room 663, Fort

Worth, Texas; or at the Office of the Federal

Register, 800 North Capitol Street, NW., suite

700, Washington, DC.

(g) This amendment becomes effective on

March 21, 2001, to all persons except those

persons to whom it was made immediately

effective by Emergency AD 2001–03–51,

issued January 30, 2001, which contained the

requirements of this amendment.

Issued in Fort Worth, Texas, on February

20, 2001.

Eric Bries,

Acting Manager, Rotorcraft Directorate,

Aircraft Certification Service.

[FR Doc. 01–5165 Filed 3–5–01; 8:45 am]

BILLING CODE 4910–13–M

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001–NM–01–AD; Amendment

39–12141; AD 2001–05–05]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747 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 747

series airplanes. This action requires

repetitive detailed visual inspections to

find discrepancies of the installation of

the midspar fuse pins of the inboard and

outboard struts, and follow-on actions,

if necessary. This action also provides

for an optional terminating modification

for the repetitive inspections. This

action is necessary to find and fix

discrepancies of the installation of the

midspar fuse pins, which could result in

loss of the secondary retention

capability of the fuse pins, migration of

the fuse pins, and consequent loss of the

strut and engine from the airplane. This

action is intended to address the

identified unsafe condition.

DATES: Effective March 21, 2001.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 21,

2001.

Comments for inclusion in the Rules

Docket must be received on or before

May 7, 2001.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 2001–NM–

01–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-anmiarcomment@faa.gov. Comments sent

via fax or the Internet must contain

‘‘Docket No. 2001–NM–01–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

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:

Tamara Anderson, Aerospace Engineer,

Airframe Branch, ANM–120S, FAA,

Seattle Aircraft Certification Office,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(425) 227–2771; fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: The FAA

has received several reports indicating

that, during routine maintenance, loose

primary retention nuts of the midspar

fuse pins of the inboard and outboard

struts were found on certain Boeing

Model 747 series airplanes. One report

indicated that the primary retention nut

migrated into the secondary retention

washer. The cause of these

discrepancies was determined to be

inadequate run-on torque of the primary

retention nut. Such conditions, if not

fixed, could result in the loss of

secondary retention capabilities of the

fuse pins, migration of the fuse pins,

reduction of the joint capability of the

midspar fittings to carry the design

loads, and consequent loss of the strut

and engine from the airplane.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

Boeing Service Bulletin 747–54A2206,

Revision 1, dated February 22, 2001,

which describes procedures for

repetitive detailed visual inspections to

find discrepancies (incorrect thread

protrusion, which is less than two

threads protruding from the nut

between the nut and the secondary

retention washer; incorrect gap between

the fuse pin primary nut and secondary

retention washer; cracked or broken

torque stripe) of the installation of the

midspar fuse pins of the inboard and

outboard struts, and follow-on actions,

if necessary.

If the primary nut has backed off and

is contacting the secondary retention

washer; the follow-on actions include,

but are not limited to:

• Inspection of the fuse pin threads for

damage,

• Installation of a new primary nut,

• Replacement of damaged fuse pins

with new pins, and

• Installation of a torque stripe.

If the primary nut has backed off and

is not contacting the secondary

retention washer, follow-on actions

consist of repeating the inspection of the

fuse pin installation at a reduced

inspection interval.

The service bulletin also provides for

an optional terminating modification

which consists of replacement of the

primary nut of the midspar fuse pin

with a new nut and installation of the

torque stripe, a detailed visual

inspection of the fuse pin threads for

damage, and replacement of the fuse

pin, if necessary, Doing these actions

ends the repetitive inspections.

Other Relevant Rulemaking

This AD is related to AD 95–10–16,

amendment 39–9233 (60 FR 27008, May

22, 1995); AD 95–13–05, amendment

39–9285 (60 FR 33333, June 28, 1995);

AD 95–13–06, amendment 39–9286 (60

FR 33338, June 28, 1995); AD 95–13–07,

amendment 39–9287 (60 FR 33336, June

28, 1995), and AD 99–10–10,

amendment 39–11163 (64 FR 25197,

May 11, 1999). The replacement of fuse

pins in the upper link, midspar fittings,

and diagonal brace of the nacelle strut

with new corrosion-resistant pins is

required by those AD’s as part of the

modification of the nacelle strut/wing

structure for earlier Model 747 series

airplanes. The actions required by this

AD are to be done if any of the AD’s

specified above, or the production

equivalent, has been accomplished.