Airworthiness Directives; Boeing Model 757-200 and -200PF Series Airplanes, 2330-2333 [05-536]
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Federal Register / Vol. 70, No. 9 / Thursday, January 13, 2005 / Rules and Regulations
main deck and the forward lower deck
service/cargo compartment:
a. Each ladder must consist of a single
segment.
b. The ladders must have essentially
rectangular treads.
c. General illumination of at least 0.05
foot-candle, when measured along the
centerlines of each ladder tread, must be
provided when the ladders are to be
used.
Issued in Renton, Washington, on January
5, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–660 Filed 1–12–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–20009; Directorate
Identifier 2003–NM–220–AD; Amendment
39–13937; AD 94–01–10 R2]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 757–200 and –200PF Series
Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
AGENCY:
SUMMARY: The FAA is revising an
existing airworthiness directive (AD) for
certain Boeing Model 757–200 and
–200PF series airplanes. That AD
currently requires inspections,
adjustments, and functional checks of
the engine thrust reverser system; and
modification of the engine thrust
reverser directional control valve. That
AD also requires installation of an
additional thrust reverser locking
feature and periodic functional tests of
the locking feature following
installation. This new AD retains the
requirements of the existing AD, but
removes certain tests and inspections
for certain airplanes. This AD is
prompted by a determination of an error
in the existing AD. We are issuing this
AD to prevent deployment of a thrust
reverser in flight and subsequent
reduced controllability of the airplane.
DATES: Effective January 28, 2005.
The incorporation by reference of
certain publications, as listed in the
regulations, was approved by the
Director of the Federal Register as of
March 3, 1994 (59 FR 4558, February 1,
1994).
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The incorporation by reference of
certain other publications, as listed in
the regulations, was approved
previously by the Director of the Federal
Register as of September 16, 1991 (56 FR
46725, September 16, 1991).
We must receive comments on this
AD by March 14, 2005.
ADDRESSES: Use one of the following
addresses to submit comments on this
AD.
• DOT Docket Web site: Go to
https://dms.dot.gov and follow the
instructions for sending your comments
electronically.
• Government-wide rulemaking Web
site: Go to https://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: Docket Management Facility;
U.S. Department of Transportation, 400
Seventh Street SW., Nassif Building,
Room PL–401, Washington, DC 20590.
• Fax: (202) 493–2251.
• Hand Delivery: Room PL–401 on
the plaza level of the Nassif Building,
400 Seventh Street SW., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
For service information identified in
this AD, contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207. You can
examine this information at the National
Archives and Records Administration
(NARA). For information on the
availability of this material at NARA,
call (202) 741–6030, or go to https://
www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
You can examine the contents of this
AD docket on the Internet at https://
dms.dot.gov, or in person at the Docket
Management Facility, U.S. Department
of Transportation, 400 Seventh Street
SW., room PL–401, on the plaza level of
the Nassif Building, Washington, DC.
This docket number is FAA–2005–
20009; the directorate identifier for this
docket is 2003–NM–220–AD.
Examining the Docket
You can examine the AD docket on
the Internet at https://dms.dot.gov, or in
person at the Docket Management
Facility office between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays. The Docket
Management Facility office (telephone
(800) 647–5227) is located on the plaza
level of the Nassif Building at the DOT
street address stated in the ADDRESSES
section. Comments will be available in
the AD docket shortly after the DMS
receives them.
FOR FURTHER INFORMATION CONTACT:
Thomas S. Thorson, Aerospace
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Engineer, Propulsion Branch, ANM–
140S, FAA, Seattle Aircraft Certification
Office, 1601 Lind Avenue, SW., Renton,
Washington 98055–4056; telephone
(425) 917–6508; fax (425) 917–6590.
SUPPLEMENTARY INFORMATION: On August
7, 2003, we issued AD 94–01–10 R1,
amendment 39–13247 (68 FR 48546,
August 14, 2003). That AD applies to
certain Boeing Model 757–200 and
–200PF series airplanes. That AD
requires inspections, adjustments, and
functional checks of the engine thrust
reverser system; and modification of the
engine thrust reverser directional
control valve. That AD also requires
installation of an additional thrust
reverser locking feature and periodic
functional tests of the locking feature
following installation. That AD was
prompted by a determination that the
applicability of AD 94–01–10,
amendment 39–8792 (59 FR 4558,
February 1, 1994), should be limited to
Boeing Model 757–200 and –200PF
series airplanes equipped with Pratt and
Whitney PW2000 series engines. The
actions specified in the AD are intended
to prevent deployment of a thrust
reverser in flight and subsequent
reduced controllability of the airplane.
Actions Since AD Was Issued
We have since determined that
paragraph (c) of AD 94–01–10 R1 should
be revised to apply only to airplanes
with line numbers 441 and lower. That
AD applies to Boeing Model 757 series
airplanes with Pratt & Whitney PW2000
series engines. The airplanes in that AD
are divided into two groups:
• Airplanes without a thrust reverser
sync lock (airplane line numbers 1
through 441 inclusive); and
• Airplanes with changes to the sync
lock installation done in production
(airplane line numbers 442 and
subsequent).
When we issued that AD, we made
changes as a result of comments we
received. One of the changes was to
change paragraph (d) to apply only to
airplanes without a thrust reverser sync
lock installed in production. The action
in paragraph (d) (installing the thrust
reverser sync lock) is terminating action
for paragraphs (a) through (c). We
intended for the repetitive tests and
inspections in paragraph (c) to apply
only to airplanes without a thrust
reverser sync lock installed during
production. Unlike paragraph (d),
however, paragraph (c) of that AD
incorrectly applies to all line numbers
of airplanes, including those with
changes to the sync lock installation
done in production.
Therefore, we have changed
paragraph (c) of this final rule to clarify
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that the paragraph applies to all
airplanes affected by paragraph (d). For
the same reasons, we have changed
paragraph (e) to clarify that its
requirements apply to all airplanes. We
have also changed the paragraph
identifiers in this final rule to the new
identifiers that are discussed under
‘‘Changes to the Existing AD.’’
Changes to the Existing AD
This AD retains certain requirements
of AD 94–01–10 R1. Since that AD was
issued, the AD format has been revised,
and certain paragraphs have been
rearranged. As a result, the
corresponding paragraph identifiers
have changed in this AD, as listed in the
following table:
FAA’s Determination and Requirements
of This AD
REVISED PARAGRAPH IDENTIFIERS
The unsafe condition described
previously is likely to exist or develop
on other airplanes of the same type
design that may be registered in the U.S.
at some time in the future. For this
reason, we are issuing this AD to revise
AD 94–01–10 R1. This new AD retains
the requirements of AD 94–01–10 R1
but removes certain test and inspection
requirements for certain airplanes.
Corresponding
requirement
in this new AD
Requirement in AD
94–01–10 R1
Paragraph
Paragraph
Paragraph
Paragraph
Paragraph
Paragraph
Paragraph
(a) ....................
(b) ....................
(c) .....................
(d) ....................
(e) ....................
(f) .....................
(g) ....................
Paragraph
Paragraph
Paragraph
Paragraph
Paragraph
Paragraph
Paragraph
(f).
(g).
(h).
(i).
(j).
(k).
(l).
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After AD 94–01–10 R1 was issued, we
reviewed the figures we have used over
the past several years to calculate AD
costs to operators. To account for
various inflationary costs in the airline
industry, we find it necessary to
increase the labor rate used in these
calculations from $60 per work hour to
$65 per work hour. The cost impact
information, below, reflects this
increase in the specified hourly labor
rate.
Costs of Compliance
The following table provides the
estimated costs for U.S. operators to
comply with this AD for any affected
airplane that might be imported and
placed on the U.S. Register in the future.
ESTIMATED COSTS
Action
Average
hourly
labor
rate
Work
hours
Modification ........................
624
$65
Functional test ....................
1
65
The airplanes that are added to the
applicability of this new AD are not on
the U.S. Register and are currently
operated by non-U.S. operators under
foreign registry; therefore, they are not
directly affected by this AD. However,
we consider this AD necessary to ensure
that the unsafe condition is addressed if
a newly affected airplane is imported
and placed on the U.S. Register in the
future; in that case, the costs identified
in the Estimated Costs table above
would apply.
FAA’s Determination of the Effective
Date
The newly added airplanes affected
by this AD are currently not on the U.S.
Register. Therefore, providing notice
and opportunity for public comment is
unnecessary before this AD is issued,
and this AD may be made effective in
less than 30 days after it is published in
the Federal Register.
Comments Invited
Although this is a final rule that was
not preceded by notice and an
opportunity for public comment, we
invite you to submit any relevant
written data, views, or arguments
regarding this AD. Send your comments
to an address listed under ADDRESSES.
Include ‘‘Docket No. FAA–2005–20009;
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Cost per airplane
Provided at no cost to operators.
None required ...................
$40,560 .............................
270
$10,951,200.
$65, per test ......................
270
$17,550, per test.
Directorate Identifier 2003–NM–220–
AD’’ at the beginning of your comments.
We specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
the AD. We will consider all comments
received by the closing date and may
amend the AD in light of those
comments.
We will post all comments we
receive, without change, to https://
dms.dot.gov, including any personal
information you provide. We will also
post a report summarizing each
substantive verbal contact with FAA
personnel concerning this AD. Using the
search function of our docket Web site,
anyone can find and read the comments
in any of our dockets, including the
name of the individual who sent the
comment (or signed the comment on
behalf of an association, business, labor
union, etc.). You can review the DOT’s
complete Privacy Act Statement in the
Federal Register published on April 11,
2000 (65 FR 19477–78), or you can visit
https://dms.dot.gov.
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
section 106, describes the authority of
the FAA Administrator. Subtitle VII,
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Number of
U.S.registered
airplanes
Parts cost
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Fleet cost
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in subtitle VII,
part A, subpart III, section 44701,
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
Regulatory Findings
We have determined that this AD will
not have federalism implications under
Executive Order 13132. This AD 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.
For the reasons discussed above, I
certify that the regulation:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
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Federal Register / Vol. 70, No. 9 / Thursday, January 13, 2005 / Rules and Regulations
2. Is not a ‘‘significant rule’’ under the
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979); and
3. Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this AD. See the ADDRESSES section for
a location to examine the regulatory
evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
I
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by
removing amendment 39–13247 (68 FR
48546, August 14, 2003) and adding the
following new AD:
I
94–01–10 R2 Boeing: Amendment 39–
13937. Docket No. FAA–2005–20009;
Directorate Identifier 2003–NM–220–AD.
Effective Date
(a) This airworthiness directive (AD)
becomes effective January 28, 2005.
Affected ADs
(b) This AD revises AD 94–01–10 R1,
amendment 39–13247 (68 FR 48546, August
14, 2003).
Applicability
(c) This AD applies to Boeing Model 757–
200 and –200PF series airplanes, certificated
in any category, equipped with Pratt and
Whitney PW2000 series engines.
Unsafe Condition
(d) This AD was prompted by a
determination of an error in the existing AD.
The Federal Aviation Administration is
issuing this AD to prevent deployment of a
thrust reverser in flight and subsequent
reduced controllability of the airplane.
Compliance
(e) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
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Inspections/Adjustments/Functional Checks/
Modification
(f) For airplanes having line numbers prior
to 442: Within 14 days after September 16,
1991 (the effective date of AD 91–20–09,
amendment 39–8043), accomplish either
paragraph (f)(1) or (f)(2) of this AD.
(1) Accomplish both paragraphs (f)(1)(i)
and (f)(1)(ii) of this AD:
(i) Inspect the thrust reverser directional
control valve (DCV) assemblies of both
engines to determine the solenoid-driven
pilot valve’s part number, in accordance with
Boeing Alert Service Bulletin 757–78A0027,
dated September 9, 1991.
(A) If any DCV has a suspect pilot valve as
specified in the service bulletin, prior to
further flight, replace the DCV with a DCV
that has a part number of a non-suspect
solenoid-driven pilot valve, in accordance
with the service bulletin.
(B) If a DCV has a non-suspect solenoiddriven pilot valve as specified in the service
bulletin, that pilot valve does not need to be
replaced.
(ii) Perform all tests and inspections of the
engine thrust reverser control and indication
system on both engines in accordance with
Boeing Service Bulletin 757–78–0025, dated
September 9, 1991. Prior to further flight,
correct any discrepancy found in accordance
with the service bulletin.
(2) Accomplish paragraph (f)(1) of this AD
on one engine’s thrust reverser and
deactivate the other engine’s thrust reverser,
in accordance with section 78–31–1 of
Boeing Document D630N002, ‘‘Boeing 757
Dispatch Deviation Guide,’’ Revision 8, dated
January 15, 1991.
(g) For airplanes having line numbers prior
to 442: Within 24 days after September 16,
1991, the requirements of paragraph (f)(1) of
this AD must be accomplished on both
engines’ thrust reverser systems.
(h) For airplanes having line numbers prior
to 442: Repeat the tests and inspections
specified in paragraph (f)(1)(ii) of this AD at
intervals not to exceed 3,000 flight hours,
and before further flight following any
maintenance that disturbs the thrust reverser
control system. Correct any discrepancy
before further flight in accordance with
Boeing Service Bulletin 757–78–0025, dated
September 9, 1991.
Installation/Functional Test
(i) For airplanes having line numbers prior
to 442: Within 5 years after March 3, 1994
(the effective date of AD 94–01–10,
amendment 39–8792), install an additional
thrust reverser system locking feature (sync
lock installation), in accordance with Boeing
Service Bulletin 757–78–0028, Revision 1,
dated October 29, 1992; or Revision 2, dated
January 14, 1993.
(j) For all airplanes: Within 1,000 hours’
time-in-service after installing the sync lock
required by paragraph (i) of this AD (either
in production or by retrofit), or within 1,000
hours’ time-in-service after March 3, 1994,
whichever occurs later; and thereafter at
intervals not to exceed 1,000 hours’ time-inservice: Perform functional tests of the sync
lock in accordance with the ‘‘Thrust Reverser
Sync Lock Integrity Test’’ procedures
specified below. If any discrepancy is found
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during any test, correct it before further flight
in accordance with a method approved by
the Manager, Seattle Aircraft Certification
Office (ACO), FAA; the corrective action in
the Boeing 757 Maintenance Manual is one
approved method.
Thrust Reverser Sync Lock Integrity Test
1. General
A. Use this procedure to test the integrity
of the thrust reverser sync locks.
2. Thrust Reverser Sync Lock Test
A. Prepare for the Thrust Reverser Sync
Lock Test.
(1) Open the auto speedbrake circuit
breaker on the overhead circuit breaker
panel, P11.
(2) Do the steps that follow to supply
power to the thrust reverser system:
(a) Make sure the thrust levers are in the
idle position.
Caution: Do not extend the thrust reverser
while the core cowl panels are open. Damage
to the thrust reverser and core cowl panels
can occur.
(b) Make sure the thrust reverser halves are
closed.
(c) Make sure the core cowl panels are
closed.
(d) Put the EEC Maint Power switch or the
EEC Power L and EEC Power R switches
to the Altn position.
(e) For the left engine:
(1) Put the EEC Maint Channel Sel L switch
to the Auto position.
(2) Put the L Eng fire switch to the Norm
position.
(f) For the right engine:
(1) Put the EEC Maint Channel Sel R
switch to the Auto position.
(2) Put the R Eng fire switch to the Norm
position.
(g) Make sure the EICAS circuit breakers (6
locations) are closed.
Warning: The Thrust Reverser will
automatically retract if the electrical power to
the EEC/Thrust Reverser Control System is
turned off or if the EEC Maint Power switch
is moved to the Norm position. The
accidental operation of the Thrust Reverser
can cause injury to persons or damage to
equipment can occur.
(h) Make sure these circuit breakers on the
main power distribution panel, P6, are
closed:
(1) Fuel Cond Cont L
(2) Fuel Cond Cont R
(3) T/L Interlock L
(4) T/L Interlock R
(5) Left T/R Sync Lock
(6) Right T/R Sync Lock
(7) L Eng Electronic Engine Control Altn
Pwr (if installed)
(8) R Eng Electronic Engine Control Altn
Pwr (if installed)
(i) Make sure these circuit breakers on the
overhead circuit breaker panel, P11, are
closed:
(1) Air/Gnd Sys 1
(2) Air/Gnd Sys 2
(3) Landing Gear Pos Sys 1
(4) Landing Gear Pos Sys 2
(j) For the left engine, make sure these
circuit breakers on the P11 panel are
closed:
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(1) Left Engine PDIU
(2) Left Engine Thrust Reverser Cont/Scav
Press
(3) Left Engine Electronic Engine Control
Altn Pwr (if installed)
(4) Left Engine Thrust Reverser PRI Cont
(5) Left Engine Thrust Reverser Sec Cont
(k) For the right engine, make sure these
circuit breakers on the P11 panel are
closed:
(1) Right Engine PDIU
(2) Right Engine Thrust Reverser Cont/Scav
Press
(3) Right Engine Electronic Engine Control
Altn Pwr (if installed)
(4) Right Engine Thrust Reverser PRI Cont
(5) Right Engine Thrust Reverser Sec Cont
(l) Supply electrical power.
(m) Remove the pressure from the left
(right) hydraulic system.
B. Do the Thrust Reverser Sync Lock Test.
(1) Move and hold the manual unlock lever
on the center actuator on both thrust
reverser sleeves to the unlock position.
(2) Make sure the thrust reverser sleeves
did not move.
(3) Move the left (right) reverser thrust
lever up and rearward to the idle detent
position.
(4) Make sure both thrust reverser sleeves
move aft (approximately 0.15 to 0.25
inch).
(5) Release the manual unlock lever on the
center actuators.
Warning: Make sure all persons and
equipment are clear of the area around the
Thrust Reverser. When you apply hydraulic
pressure the Thrust Reverser will extend and
can cause injuries to persons or damage to
equipment.
(6) Pressurize the left (right) hydraulic
system.
(7) Make sure the thrust reverser extends.
(8) Move the left (right) reverser thrust
lever to the fully forward and down
position to retract the thrust reverser.
C. Put the Airplane Back to its Usual
Condition.
(1) Remove hydraulic pressure.
(2) Close the left and right fan cowls.
(3) Close the Auto Speedbrake circuit
breaker on the P11 panel.
(4) Remove electrical power if it is not
necessary.
(5) Return the EEC Maint Power switch or
the EEC Power L and EEC Power R
switches to the Normal position.
D. Repeat the Thrust Reverser Sync Lock
Test on the other engine.’’
(k) Installation of the sync lock, as required
by paragraph (i) of this AD, constitutes
terminating action for the requirements of
paragraphs (f) through (h) of this AD.
Alternative Methods of Compliance
(AMOCs)
(l)(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested in accordance with the procedures
found in 14 CFR 39.19.
(2) We approve the following for the
corresponding requirements of this AD:
AMOCs approved previously in accordance
with AD 91–20–09, amendment 39–8043; AD
94–01–10, amendment 39–8792; and AD 94–
01–10 R1, amendment 39–13247.
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Material Incorporated by Reference
(m) Except as otherwise specified in this
AD, the actions must be done in accordance
with Boeing Alert Service Bulletin 757–
78A0027, dated September 9, 1991; Boeing
Service Bulletin 757–78–0025, dated
September 9, 1991; Boeing Document
D630N002, ‘‘Boeing 757 Dispatch Deviation
Guide,’’ Revision 8, dated January 15, 1991;
and Boeing Service Bulletin 757–78–0028,
Revision 1, dated October 29, 1992, or Boeing
Service Bulletin 757–78–0028, Revision 2,
dated January 14, 1993; as applicable.
(1) The incorporation by reference of
Boeing Service Bulletin 757–78–0028,
Revision 1, dated October 29, 1992; and
Boeing Service Bulletin 757–78–0028,
Revision 2, dated January 14, 1993; was
approved previously by the Director of the
Federal Register as of March 3, 1994 (59 FR
4558, February 1, 1994).
(2) The incorporation by reference of
Boeing Alert Service Bulletin 757–78A0027,
dated September 9, 1991; Boeing Service
Bulletin 757–78–0025, dated September 9,
1991; and Boeing Document D630N002,
‘‘Boeing 757 Dispatch Deviation Guide,’’
Revision 8, dated January 15, 1991; was
approved previously by the Director of the
Federal Register as of September 16, 1991 (56
FR 46725, September 16, 1991). (The
document number of Boeing Alert Service
Bulletin 757–78A0027, dated September 9,
1991, was cited erroneously in the September
16, 1991, issue of the Federal Register as
‘‘757–78H0027.’’ The document number of
Boeing Service Bulletin 757–78–0025, dated
September 9, 1991, was also cited
erroneously in the September 16, 1991, issue
of the Federal Register as ‘‘757–0025.’’)
(3) Contact Boeing Commercial Airplanes,
PO Box 3707, Seattle, Washington 98124–
2207, for copies of the service documents.
Copies may be inspected at the FAA,
Transport Airplane Directorate, 1601 Lind
Avenue, SW., Renton, Washington; or at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA, call
(202) 741–6030, or go to https://
www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
Issued in Renton, Washington, on
December 29, 2004.
Kevin M. Mullin,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 05–536 Filed 1–12–05; 8:45 am]
BILLING CODE 4910–13–P
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2000–NE–05–AD; Amendment
39–13941; AD 2005–01–16]
RIN 2120–AA64
Airworthiness Directives; Rolls-Royce
plc RB211 Trent 700 Series Turbofan
Engines
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
AGENCY:
SUMMARY: The FAA is superseding an
existing airworthiness directive (AD) for
Rolls-Royce plc (RR) RB211 Trent 768–
60, Trent 772–60, and Trent 772B–60
turbofan engines with low pressure
compressor (LPC) fan blade part
numbers FK22580, FK23411, FK25441,
and FK25968 installed. That AD
currently requires initial ultrasonic
inspections of the fan blade root with
blades removed, repetitive ultrasonic
inspections of the fan blade root with
blades removed or installed, and
ultrasonic inspection of the fan blade
root to be done with the fan blades
removed at least every third inspection.
This AD requires the same inspections
but at lower thresholds and intervals,
and eliminates the requirement for
ultrasonic inspection with the fan
blades removed at least every third
inspection. This AD results from
analysis of flight data returned to RR,
that shows a need for consistent
inspection thresholds for all engine
models. We are issuing this AD to
prevent possible multiple LPC fan blade
failures, which could result in an
uncontained engine failure and damage
to the airplane.
DATES: Effective January 28, 2005. The
Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the
regulations as of January 28, 2005.
We must receive any comments on
this AD by March 14, 2005.
ADDRESSES: Use one of the following
addresses to submit comments on this
AD:
• By mail: Federal Aviation
Administration (FAA), New England
Region, Office of the Regional Counsel,
Attention: Rules Docket No. 2000–NE–
05–AD, 12 New England Executive Park,
Burlington, MA 01803–5299.
• By fax: (781) 238–7055.
• By e-mail: 9-aneadcomment@faa.gov.
You can get the service information
referenced in this AD from Rolls-Royce
E:\FR\FM\13JAR1.SGM
13JAR1
]]>Agencies
[Federal Register Volume 70, Number 9 (Thursday, January 13, 2005)]
[Rules and Regulations]
[Pages 2330-2333]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-536]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-20009; Directorate Identifier 2003-NM-220-AD;
Amendment 39-13937; AD 94-01-10 R2]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 757-200 and -200PF Series
Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
-----------------------------------------------------------------------
SUMMARY: The FAA is revising an existing airworthiness directive (AD)
for certain Boeing Model 757-200 and -200PF series airplanes. That AD
currently requires inspections, adjustments, and functional checks of
the engine thrust reverser system; and modification of the engine
thrust reverser directional control valve. That AD also requires
installation of an additional thrust reverser locking feature and
periodic functional tests of the locking feature following
installation. This new AD retains the requirements of the existing AD,
but removes certain tests and inspections for certain airplanes. This
AD is prompted by a determination of an error in the existing AD. We
are issuing this AD to prevent deployment of a thrust reverser in
flight and subsequent reduced controllability of the airplane.
DATES: Effective January 28, 2005.
The incorporation by reference of certain publications, as listed
in the regulations, was approved by the Director of the Federal
Register as of March 3, 1994 (59 FR 4558, February 1, 1994).
The incorporation by reference of certain other publications, as
listed in the regulations, was approved previously by the Director of
the Federal Register as of September 16, 1991 (56 FR 46725, September
16, 1991).
We must receive comments on this AD by March 14, 2005.
ADDRESSES: Use one of the following addresses to submit comments on
this AD.
DOT Docket Web site: Go to https://dms.dot.gov and follow
the instructions for sending your comments electronically.
Government-wide rulemaking Web site: Go to https://
www.regulations.gov and follow the instructions for sending your
comments electronically.
Mail: Docket Management Facility; U.S. Department of
Transportation, 400 Seventh Street SW., Nassif Building, Room PL-401,
Washington, DC 20590.
Fax: (202) 493-2251.
Hand Delivery: Room PL-401 on the plaza level of the
Nassif Building, 400 Seventh Street SW., Washington, DC, between 9 a.m.
and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this AD, contact Boeing
Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207.
You can examine this information at the National Archives and Records
Administration (NARA). For information on the availability of this
material at NARA, call (202) 741-6030, or go to https://
www.archives.gov/federal_register/code_of_federal_regulations/ibr_
locations.html.
You can examine the contents of this AD docket on the Internet at
https://dms.dot.gov, or in person at the Docket Management Facility,
U.S. Department of Transportation, 400 Seventh Street SW., room PL-401,
on the plaza level of the Nassif Building, Washington, DC. This docket
number is FAA-2005-20009; the directorate identifier for this docket is
2003-NM-220-AD.
Examining the Docket
You can examine the AD docket on the Internet at https://
dms.dot.gov, or in person at the Docket Management Facility office
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The Docket Management Facility office (telephone (800) 647-
5227) is located on the plaza level of the Nassif Building at the DOT
street address stated in the ADDRESSES section. Comments will be
available in the AD docket shortly after the DMS receives them.
FOR FURTHER INFORMATION CONTACT: Thomas S. Thorson, Aerospace Engineer,
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification
Office, 1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone
(425) 917-6508; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION: On August 7, 2003, we issued AD 94-01-10 R1,
amendment 39-13247 (68 FR 48546, August 14, 2003). That AD applies to
certain Boeing Model 757-200 and -200PF series airplanes. That AD
requires inspections, adjustments, and functional checks of the engine
thrust reverser system; and modification of the engine thrust reverser
directional control valve. That AD also requires installation of an
additional thrust reverser locking feature and periodic functional
tests of the locking feature following installation. That AD was
prompted by a determination that the applicability of AD 94-01-10,
amendment 39-8792 (59 FR 4558, February 1, 1994), should be limited to
Boeing Model 757-200 and -200PF series airplanes equipped with Pratt
and Whitney PW2000 series engines. The actions specified in the AD are
intended to prevent deployment of a thrust reverser in flight and
subsequent reduced controllability of the airplane.
Actions Since AD Was Issued
We have since determined that paragraph (c) of AD 94-01-10 R1
should be revised to apply only to airplanes with line numbers 441 and
lower. That AD applies to Boeing Model 757 series airplanes with Pratt
& Whitney PW2000 series engines. The airplanes in that AD are divided
into two groups:
Airplanes without a thrust reverser sync lock (airplane
line numbers 1 through 441 inclusive); and
Airplanes with changes to the sync lock installation done
in production (airplane line numbers 442 and subsequent).
When we issued that AD, we made changes as a result of comments we
received. One of the changes was to change paragraph (d) to apply only
to airplanes without a thrust reverser sync lock installed in
production. The action in paragraph (d) (installing the thrust reverser
sync lock) is terminating action for paragraphs (a) through (c). We
intended for the repetitive tests and inspections in paragraph (c) to
apply only to airplanes without a thrust reverser sync lock installed
during production. Unlike paragraph (d), however, paragraph (c) of that
AD incorrectly applies to all line numbers of airplanes, including
those with changes to the sync lock installation done in production.
Therefore, we have changed paragraph (c) of this final rule to
clarify
[[Page 2331]]
that the paragraph applies to all airplanes affected by paragraph (d).
For the same reasons, we have changed paragraph (e) to clarify that its
requirements apply to all airplanes. We have also changed the paragraph
identifiers in this final rule to the new identifiers that are
discussed under ``Changes to the Existing AD.''
FAA's Determination and Requirements of This AD
The unsafe condition described previously is likely to exist or
develop on other airplanes of the same type design that may be
registered in the U.S. at some time in the future. For this reason, we
are issuing this AD to revise AD 94-01-10 R1. This new AD retains the
requirements of AD 94-01-10 R1 but removes certain test and inspection
requirements for certain airplanes.
Changes to the Existing AD
This AD retains certain requirements of AD 94-01-10 R1. Since that
AD was issued, the AD format has been revised, and certain paragraphs
have been rearranged. As a result, the corresponding paragraph
identifiers have changed in this AD, as listed in the following table:
Revised Paragraph Identifiers
------------------------------------------------------------------------
Corresponding requirement in
Requirement in AD 94-01-10 R1 this new AD
------------------------------------------------------------------------
Paragraph (a).......................... Paragraph (f).
Paragraph (b).......................... Paragraph (g).
Paragraph (c).......................... Paragraph (h).
Paragraph (d).......................... Paragraph (i).
Paragraph (e).......................... Paragraph (j).
Paragraph (f).......................... Paragraph (k).
Paragraph (g).......................... Paragraph (l).
------------------------------------------------------------------------
After AD 94-01-10 R1 was issued, we reviewed the figures we have
used over the past several years to calculate AD costs to operators. To
account for various inflationary costs in the airline industry, we find
it necessary to increase the labor rate used in these calculations from
$60 per work hour to $65 per work hour. The cost impact information,
below, reflects this increase in the specified hourly labor rate.
Costs of Compliance
The following table provides the estimated costs for U.S. operators
to comply with this AD for any affected airplane that might be imported
and placed on the U.S. Register in the future.
Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
Average Number of
Work hourly U.S.-
Action hours labor Parts cost Cost per airplane registered Fleet cost
rate airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Modification......................... 624 $65 Provided at no cost to $40,560................ 270 $10,951,200.
operators.
Functional test...................... 1 65 None required.......... $65, per test.......... 270 $17,550, per test.
--------------------------------------------------------------------------------------------------------------------------------------------------------
The airplanes that are added to the applicability of this new AD
are not on the U.S. Register and are currently operated by non-U.S.
operators under foreign registry; therefore, they are not directly
affected by this AD. However, we consider this AD necessary to ensure
that the unsafe condition is addressed if a newly affected airplane is
imported and placed on the U.S. Register in the future; in that case,
the costs identified in the Estimated Costs table above would apply.
FAA's Determination of the Effective Date
The newly added airplanes affected by this AD are currently not on
the U.S. Register. Therefore, providing notice and opportunity for
public comment is unnecessary before this AD is issued, and this AD may
be made effective in less than 30 days after it is published in the
Federal Register.
Comments Invited
Although this is a final rule that was not preceded by notice and
an opportunity for public comment, we invite you to submit any relevant
written data, views, or arguments regarding this AD. Send your comments
to an address listed under ADDRESSES. Include ``Docket No. FAA-2005-
20009; Directorate Identifier 2003-NM-220-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of the AD. We will consider
all comments received by the closing date and may amend the AD in light
of those comments.
We will post all comments we receive, without change, to https://
dms.dot.gov, including any personal information you provide. We will
also post a report summarizing each substantive verbal contact with FAA
personnel concerning this AD. Using the search function of our docket
Web site, anyone can find and read the comments in any of our dockets,
including the name of the individual who sent the comment (or signed
the comment on behalf of an association, business, labor union, etc.).
You can review the DOT's complete Privacy Act Statement in the Federal
Register published on April 11, 2000 (65 FR 19477-78), or you can visit
https://dms.dot.gov.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
subtitle VII, part A, subpart III, section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD 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.
For the reasons discussed above, I certify that the regulation:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
[[Page 2332]]
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979); and
3. Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this AD. See the ADDRESSES section for a location to
examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
Accordingly, under the authority delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by removing amendment 39-13247 (68 FR
48546, August 14, 2003) and adding the following new AD:
94-01-10 R2 Boeing: Amendment 39-13937. Docket No. FAA-2005-20009;
Directorate Identifier 2003-NM-220-AD.
Effective Date
(a) This airworthiness directive (AD) becomes effective January
28, 2005.
Affected ADs
(b) This AD revises AD 94-01-10 R1, amendment 39-13247 (68 FR
48546, August 14, 2003).
Applicability
(c) This AD applies to Boeing Model 757-200 and -200PF series
airplanes, certificated in any category, equipped with Pratt and
Whitney PW2000 series engines.
Unsafe Condition
(d) This AD was prompted by a determination of an error in the
existing AD. The Federal Aviation Administration is issuing this AD
to prevent deployment of a thrust reverser in flight and subsequent
reduced controllability of the airplane.
Compliance
(e) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Inspections/Adjustments/Functional Checks/Modification
(f) For airplanes having line numbers prior to 442: Within 14
days after September 16, 1991 (the effective date of AD 91-20-09,
amendment 39-8043), accomplish either paragraph (f)(1) or (f)(2) of
this AD.
(1) Accomplish both paragraphs (f)(1)(i) and (f)(1)(ii) of this
AD:
(i) Inspect the thrust reverser directional control valve (DCV)
assemblies of both engines to determine the solenoid-driven pilot
valve's part number, in accordance with Boeing Alert Service
Bulletin 757-78A0027, dated September 9, 1991.
(A) If any DCV has a suspect pilot valve as specified in the
service bulletin, prior to further flight, replace the DCV with a
DCV that has a part number of a non-suspect solenoid-driven pilot
valve, in accordance with the service bulletin.
(B) If a DCV has a non-suspect solenoid-driven pilot valve as
specified in the service bulletin, that pilot valve does not need to
be replaced.
(ii) Perform all tests and inspections of the engine thrust
reverser control and indication system on both engines in accordance
with Boeing Service Bulletin 757-78-0025, dated September 9, 1991.
Prior to further flight, correct any discrepancy found in accordance
with the service bulletin.
(2) Accomplish paragraph (f)(1) of this AD on one engine's
thrust reverser and deactivate the other engine's thrust reverser,
in accordance with section 78-31-1 of Boeing Document D630N002,
``Boeing 757 Dispatch Deviation Guide,'' Revision 8, dated January
15, 1991.
(g) For airplanes having line numbers prior to 442: Within 24
days after September 16, 1991, the requirements of paragraph (f)(1)
of this AD must be accomplished on both engines' thrust reverser
systems.
(h) For airplanes having line numbers prior to 442: Repeat the
tests and inspections specified in paragraph (f)(1)(ii) of this AD
at intervals not to exceed 3,000 flight hours, and before further
flight following any maintenance that disturbs the thrust reverser
control system. Correct any discrepancy before further flight in
accordance with Boeing Service Bulletin 757-78-0025, dated September
9, 1991.
Installation/Functional Test
(i) For airplanes having line numbers prior to 442: Within 5
years after March 3, 1994 (the effective date of AD 94-01-10,
amendment 39-8792), install an additional thrust reverser system
locking feature (sync lock installation), in accordance with Boeing
Service Bulletin 757-78-0028, Revision 1, dated October 29, 1992; or
Revision 2, dated January 14, 1993.
(j) For all airplanes: Within 1,000 hours' time-in-service after
installing the sync lock required by paragraph (i) of this AD
(either in production or by retrofit), or within 1,000 hours' time-
in-service after March 3, 1994, whichever occurs later; and
thereafter at intervals not to exceed 1,000 hours' time-in-service:
Perform functional tests of the sync lock in accordance with the
``Thrust Reverser Sync Lock Integrity Test'' procedures specified
below. If any discrepancy is found during any test, correct it
before further flight in accordance with a method approved by the
Manager, Seattle Aircraft Certification Office (ACO), FAA; the
corrective action in the Boeing 757 Maintenance Manual is one
approved method.
Thrust Reverser Sync Lock Integrity Test
1. General
A. Use this procedure to test the integrity of the thrust
reverser sync locks.
2. Thrust Reverser Sync Lock Test
A. Prepare for the Thrust Reverser Sync Lock Test.
(1) Open the auto speedbrake circuit breaker on the overhead
circuit breaker panel, P11.
(2) Do the steps that follow to supply power to the thrust
reverser system:
(a) Make sure the thrust levers are in the idle position.
Caution: Do not extend the thrust reverser while the core cowl
panels are open. Damage to the thrust reverser and core cowl panels
can occur.
(b) Make sure the thrust reverser halves are closed.
(c) Make sure the core cowl panels are closed.
(d) Put the EEC Maint Power switch or the EEC Power L and EEC
Power R switches to the Altn position.
(e) For the left engine:
(1) Put the EEC Maint Channel Sel L switch to the Auto position.
(2) Put the L Eng fire switch to the Norm position.
(f) For the right engine:
(1) Put the EEC Maint Channel Sel R switch to the Auto position.
(2) Put the R Eng fire switch to the Norm position.
(g) Make sure the EICAS circuit breakers (6 locations) are
closed.
Warning: The Thrust Reverser will automatically retract if the
electrical power to the EEC/Thrust Reverser Control System is turned
off or if the EEC Maint Power switch is moved to the Norm position.
The accidental operation of the Thrust Reverser can cause injury to
persons or damage to equipment can occur.
(h) Make sure these circuit breakers on the main power
distribution panel, P6, are closed:
(1) Fuel Cond Cont L
(2) Fuel Cond Cont R
(3) T/L Interlock L
(4) T/L Interlock R
(5) Left T/R Sync Lock
(6) Right T/R Sync Lock
(7) L Eng Electronic Engine Control Altn Pwr (if installed)
(8) R Eng Electronic Engine Control Altn Pwr (if installed)
(i) Make sure these circuit breakers on the overhead circuit
breaker panel, P11, are closed:
(1) Air/Gnd Sys 1
(2) Air/Gnd Sys 2
(3) Landing Gear Pos Sys 1
(4) Landing Gear Pos Sys 2
(j) For the left engine, make sure these circuit breakers on the
P11 panel are closed:
[[Page 2333]]
(1) Left Engine PDIU
(2) Left Engine Thrust Reverser Cont/Scav Press
(3) Left Engine Electronic Engine Control Altn Pwr (if
installed)
(4) Left Engine Thrust Reverser PRI Cont
(5) Left Engine Thrust Reverser Sec Cont
(k) For the right engine, make sure these circuit breakers on
the P11 panel are closed:
(1) Right Engine PDIU
(2) Right Engine Thrust Reverser Cont/Scav Press
(3) Right Engine Electronic Engine Control Altn Pwr (if
installed)
(4) Right Engine Thrust Reverser PRI Cont
(5) Right Engine Thrust Reverser Sec Cont
(l) Supply electrical power.
(m) Remove the pressure from the left (right) hydraulic system.
B. Do the Thrust Reverser Sync Lock Test.
(1) Move and hold the manual unlock lever on the center actuator
on both thrust reverser sleeves to the unlock position.
(2) Make sure the thrust reverser sleeves did not move.
(3) Move the left (right) reverser thrust lever up and rearward
to the idle detent position.
(4) Make sure both thrust reverser sleeves move aft
(approximately 0.15 to 0.25 inch).
(5) Release the manual unlock lever on the center actuators.
Warning: Make sure all persons and equipment are clear of the
area around the Thrust Reverser. When you apply hydraulic pressure
the Thrust Reverser will extend and can cause injuries to persons or
damage to equipment.
(6) Pressurize the left (right) hydraulic system.
(7) Make sure the thrust reverser extends.
(8) Move the left (right) reverser thrust lever to the fully
forward and down position to retract the thrust reverser.
C. Put the Airplane Back to its Usual Condition.
(1) Remove hydraulic pressure.
(2) Close the left and right fan cowls.
(3) Close the Auto Speedbrake circuit breaker on the P11 panel.
(4) Remove electrical power if it is not necessary.
(5) Return the EEC Maint Power switch or the EEC Power L and EEC
Power R switches to the Normal position.
D. Repeat the Thrust Reverser Sync Lock Test on the other
engine.''
(k) Installation of the sync lock, as required by paragraph (i)
of this AD, constitutes terminating action for the requirements of
paragraphs (f) through (h) of this AD.
Alternative Methods of Compliance (AMOCs)
(l)(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested in
accordance with the procedures found in 14 CFR 39.19.
(2) We approve the following for the corresponding requirements
of this AD: AMOCs approved previously in accordance with AD 91-20-
09, amendment 39-8043; AD 94-01-10, amendment 39-8792; and AD 94-01-
10 R1, amendment 39-13247.
Material Incorporated by Reference
(m) Except as otherwise specified in this AD, the actions must
be done in accordance with Boeing Alert Service Bulletin 757-
78A0027, dated September 9, 1991; Boeing Service Bulletin 757-78-
0025, dated September 9, 1991; Boeing Document D630N002, ``Boeing
757 Dispatch Deviation Guide,'' Revision 8, dated January 15, 1991;
and Boeing Service Bulletin 757-78-0028, Revision 1, dated October
29, 1992, or Boeing Service Bulletin 757-78-0028, Revision 2, dated
January 14, 1993; as applicable.
(1) The incorporation by reference of Boeing Service Bulletin
757-78-0028, Revision 1, dated October 29, 1992; and Boeing Service
Bulletin 757-78-0028, Revision 2, dated January 14, 1993; was
approved previously by the Director of the Federal Register as of
March 3, 1994 (59 FR 4558, February 1, 1994).
(2) The incorporation by reference of Boeing Alert Service
Bulletin 757-78A0027, dated September 9, 1991; Boeing Service
Bulletin 757-78-0025, dated September 9, 1991; and Boeing Document
D630N002, ``Boeing 757 Dispatch Deviation Guide,'' Revision 8, dated
January 15, 1991; was approved previously by the Director of the
Federal Register as of September 16, 1991 (56 FR 46725, September
16, 1991). (The document number of Boeing Alert Service Bulletin
757-78A0027, dated September 9, 1991, was cited erroneously in the
September 16, 1991, issue of the Federal Register as ``757-
78H0027.'' The document number of Boeing Service Bulletin 757-78-
0025, dated September 9, 1991, was also cited erroneously in the
September 16, 1991, issue of the Federal Register as ``757-0025.'')
(3) Contact Boeing Commercial Airplanes, PO Box 3707, Seattle,
Washington 98124-2207, for copies of the service documents. Copies
may be inspected at the FAA, Transport Airplane Directorate, 1601
Lind Avenue, SW., Renton, Washington; or at the National Archives
and Records Administration (NARA). For information on the
availability of this material at NARA, call (202) 741-6030, or go to
https://www.archives.gov/federal_register/code_of_federal_
regulations/ibr_locations.html.
Issued in Renton, Washington, on December 29, 2004.
Kevin M. Mullin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-536 Filed 1-12-05; 8:45 am]
BILLING CODE 4910-13-P
