Airworthiness Directives; Boeing Model 777-200 and -300 Series Airplanes, 48850-48852 [05-16265]
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48850
Federal Register / Vol. 70, No. 161 / Monday, August 22, 2005 / Rules and Regulations
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 this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
(2) Is not a ‘‘significant rule’’ under
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 and placed it in the AD docket.
See the ADDRESSES section for a location
to examine the regulatory evaluation.
and MD–10–30F airplanes as identified in
Boeing Alert Service Bulletin DC10–26A065,
Revision 1, dated May 20, 2005; and Model
MD–11 and MD–11F airplanes as identified
in Boeing Alert Service Bulletin MD11–
26A060, Revision 1, dated May 10, 2005;
certificated in any category.
Alternative Methods of Compliance
(AMOCs)
(h) The Manager, Los Angeles Aircraft
Certification Office, FAA, has the authority to
approve AMOCs for this AD, if requested in
accordance with the procedures found in 14
CFR 39.19.
Unsafe Condition
Material Incorporated by Reference
(i) You must use Boeing Alert Service
Bulletin DC10–26A065, Revision 1, dated
May 20, 2005; or Boeing Alert Service
Bulletin MD11–26A060, Revision 1, dated
May 10, 2005; as applicable; to perform the
actions that are required by this AD, unless
the AD specifies otherwise. The Director of
the Federal Register approved the
incorporation by reference of these
documents in accordance with 5 U.S.C.
552(a) and 1 CFR part 51. Contact Boeing
Commercial Airplanes, Long Beach Division,
3855 Lakewood Boulevard, Long Beach,
California 90846, Attention: Data and Service
Management, Dept. C1–L5A (D800–0024), for
copies of this service information. You may
review copies at the Docket Management
Facility, U.S. Department of Transportation,
400 Seventh Street SW., Room PL–401,
Nassif Building, Washington, DC; on the
Internet at https://dms.dot.gov; or at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at the NARA,
call (202) 741–6030, or go to https://
www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
(d) This AD was prompted by reports of
freezing damage to the Firex discharge pipes
and wye assembly of the number 2 engine,
and one report of a level 1 ENG FIRE AGENT
LO alert during flight. We are issuing this AD
to prevent accumulation of water in the
discharge pipes and possible consequent
freezing damage to the discharge pipes and
wye assembly, which could lead to failure of
the fire extinguishing system during a fire in
the number 2 engine.
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.
Inspection and Corrective and Other
Specified Actions
(f) Within 18 months after the effective
date of this AD, perform a general visual
inspection for damage to the Firex discharge
pipes and wye assembly of the fire
extinguishing system of the number 2 engine,
List of Subjects in 14 CFR Part 39
and corrective and other specified actions; by
Air transportation, Aircraft, Aviation
doing all the actions specified in the
Accomplishment Instructions of Boeing Alert
safety, Incorporation by reference,
Service Bulletin MD11–26A060, Revision 1,
Safety.
dated May 10, 2005 (for Model M–D11 and
Adoption of the Amendment
MD–11F airplanes); or Boeing Alert Service
Bulletin DC10–26A065, Revision 1, dated
I Accordingly, under the authority
May 20, 2005 (for Model DC–10–10, DC–10–
delegated to me by the Administrator,
10F, DC–10–15, DC–10–30, DC–10–30F (KC–
the FAA amends 14 CFR part 39 as
10A and KDC–10), DC–10–40, DC–10–40F,
follows:
MD–10–10F, and MD–10–30F airplanes); as
applicable. Do the corrective and other
PART 39—AIRWORTHINESS
specified actions, as applicable, prior to
DIRECTIVES
further flight.
Note 1: For the purposes of this AD, a
I 1. The authority citation for part 39
general visual inspection is: ‘‘A visual
continues to read as follows:
examination of an interior or exterior area,
Authority: 49 U.S.C. 106(g), 40113, 44701.
installation, or assembly to detect obvious
damage, failure, or irregularity. This level of
§ 39.13 [Amended]
inspection is made from within touching
I 2. The Federal Aviation
distance unless otherwise specified. A mirror
Administration (FAA) amends § 39.13 by may be necessary to ensure visual access to
adding the following new airworthiness all surfaces in the inspection area. This level
of inspection is made under normally
directive (AD):
available lighting conditions such as
2005–17–04 McDonnell Douglas:
daylight, hangar lighting, flashlight, or
Amendment 39–14225. Docket No.
droplight and may require removal or
FAA–2005–20662; Directorate Identifier
opening of access panels or doors. Stands,
2004–NM–191–AD.
ladders, or platforms may be required to gain
proximity to the area being checked.’’
Effective Date
(a) This AD becomes effective September
26, 2005.
Affected ADs
(b) None.
Applicability
(c) This AD applies to McDonnell Douglas
Model DC–10–10, DC–10–10F, DC–10–15,
DC–10–30, DC–10–30F (KC–10A and KDC–
10), DC–10–40, DC–10–40F, MD–10–10F,
VerDate jul<14>2003
16:02 Aug 19, 2005
Jkt 205001
Actions Accomplished Previously
(g) Actions accomplished before the
effective date of this AD in accordance with
the Accomplishment Instructions of Boeing
Alert Service Bulletin MD11–26A060, dated
July 20, 2004; or Boeing Alert Service
Bulletin DC10–26A065, dated August 19,
2004; as applicable; are acceptable for
compliance with the corresponding actions
required by this AD.
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Issued in Renton, Washington, on August
10, 2005.
Kalene C. Yanamura,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 05–16268 Filed 8–19–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–20350; Directorate
Identifier 2004–NM–202–AD; Amendment
39–14223; AD 2005–17–02]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 777–200 and –300 Series
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for certain
Boeing Model 777–200 and –300 series
airplanes. This AD requires inspecting
the valve control and indication wire
bundles of the fuel system of the wing
rear spar for discrepancies, and
E:\FR\FM\22AUR1.SGM
22AUR1
Federal Register / Vol. 70, No. 161 / Monday, August 22, 2005 / Rules and Regulations
corrective action if necessary. This AD
is prompted by reports of six incidents
of the wire bundles chafing against the
rear spar stiffeners outside the fuel tank.
We are issuing this AD to prevent this
chafing, which could result in wire
damage leading to a short circuit,
subsequent ignition of flammable
vapors, and possible uncontrollable fire
during fueling or flight.
DATES: This AD becomes effective
September 26, 2005.
The incorporation by reference of a
certain publication listed in the AD is
approved by the Director of the Federal
Register as of September 26, 2005.
ADDRESSES: For service information
identified in this AD, contact Boeing
Commercial Airplanes, P.O. Box 3707,
Seattle, Washington 98124–2207.
Docket: The AD docket contains the
proposed AD, comments, and any final
disposition. 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 U.S. Department of Transportation,
400 Seventh Street SW., room PL–401,
Washington, DC. This docket number is
FAA–2005–20350; the directorate
identifier for this docket is 2004–NM–
202–AD.
FOR FURTHER INFORMATION CONTACT:
Georgios Roussos, Systems and
Equipment Branch, ANM–130S, FAA,
Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton,
Washington 98055–4056; telephone
(425) 917–6482; fax (425) 917–6590.
SUPPLEMENTARY INFORMATION: The FAA
proposed to amend 14 CFR part 39 with
an AD for certain Boeing Model 777–
200 and –300 series airplanes. That
action, published in the Federal
Register on February 15, 2005 (70 FR
7681), proposed to require inspecting
the valve control and indication wire
bundles of the fuel system of the wing
rear spar for discrepancies, and
corrective action if necessary.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the comments that have
been submitted on the proposed AD.
Support for Proposed AD
One commenter, the airplane
manufacturer, concurs with the content
of the proposed AD. Another
commenter states that it has done the
VerDate jul<14>2003
16:02 Aug 19, 2005
Jkt 205001
inspection specified in the service
information referenced in the proposed
AD on all of its Model 777–200 series
airplanes.
Request for Clarification of
Inconsistencies in Referenced Service
Information
One commenter concurs with the
intent of the proposed AD, but points
out some inconsistencies found in the
Accomplishment Instructions of the
referenced service bulletin. The
commenter states that the service
bulletin specifies leaving the wire
bundle intact, according to the original
factory installation, if the inspection
does not reveal any wire chafing;
however, the service bulletin also
specifies modifying the wire bundle
routing by installing additional new
hardware, such as spacers, if any
chafing is found.
The commenter also states that the
intent of the proposed AD is to make
sure that there is no wire chafing against
the structure. The commenter believes
that there will potentially be two
different aircraft configurations if the
modification is required. The
commenter states that the configuration
with no spacers may cause the wire
bundle to rub against the structure in
the future. The commenter adds that,
without spacers installed, there is no
way to positively prove in the future
that the proposed AD was complied
with in the past. The commenter prefers
to modify the wire bundle routing
(adding new spacers) even if there is
currently no chafing found, in order to
keep common configuration within the
fleet and prevent potential problems in
the future.
We infer that the commenter is asking
for clarification about its perceived
inconsistencies in the referenced service
bulletin. We agree. The service bulletin
describes procedures for inspecting the
wire bundles in the wing rear spar for
three discrepancies (i.e., wire chafing,
wire damage, and any missing spacer at
each of the five clamping points). The
commenter believes there are only two
discrepancies (i.e., wire chafing and
wire damage). As a result, the
commenter’s statement that the wire
bundle is left intact if the inspection
does not reveal any wire chafing is
incorrect. There are two conditions that
need to be met for the wire bundle to
be ‘‘left intact.’’ The service bulletin
specifies ‘‘if no wire bundle damage or
chafing is found’’ and ‘‘if the wire
bundle routing is in compliance, no
more action is required.’’ Wire bundle
routing compliance is defined in the
service bulletin as ‘‘at least one spacer
is found installed at each of the five
PO 00000
Frm 00013
Fmt 4700
Sfmt 4700
48851
clamping points.’’ In addition, the
service bulletin specifies ‘‘if no chafing
or damage is found’’ and ‘‘if the wire
bundle routing is not in compliance,
make a modification to the wire bundle
routing.’’ The modification involves
installing a spacer, screw, clip nut, and
clamp, as applicable, at any clamping
point with no spacer. Accomplishing
the actions specified in the service
information is intended to adequately
address the unsafe condition of this AD
(i.e., wire chafing and damage).
In addition, we do not agree with the
commenter’s statement there is no way
to positively prove in the future that the
AD was complied with in the past.
Compliance with an AD is documented
in the permanent records of the affected
airplanes and can be audited by a
principal maintenance inspector.
Therefore, we have made no change to
the AD in these regards.
Conclusion
We have carefully reviewed the
available data, including the comments
that have been submitted, and
determined that air safety and the
public interest require adopting the AD
as proposed.
Costs of Compliance
There are about 403 airplanes of the
affected design in the worldwide fleet.
This AD will affect about 129 airplanes
of U.S. registry. The inspection will take
about 1 work hour per airplane, at an
average labor rate of $65 per work hour.
Based on these figures, the estimated
cost of the inspection for U.S. operators
is $8,385, or $65 per airplane.
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.
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22AUR1
48852
Federal Register / Vol. 70, No. 161 / Monday, August 22, 2005 / Rules and Regulations
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 this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
(2) Is not a ‘‘significant rule’’ under
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 adding
the following new airworthiness
directive (AD):
I
2005–17–02 Boeing: Amendment 39–14223.
Docket No. FAA–2005–20350;
Directorate Identifier 2004–NM–202–AD.
Effective Date
(a) This AD becomes effective September
26, 2005.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Boeing Model 777–
200 and –300 series airplanes, certificated in
any category; as identified in Boeing Special
Attention Service Bulletin 777–28–0033,
dated August 14, 2003.
Unsafe Condition
(d) This AD was prompted by reports of six
incidents of the valve control and indication
VerDate jul<14>2003
16:02 Aug 19, 2005
Jkt 205001
wire bundles of the fuel system chafing
against the rear spar stiffeners outside the
fuel tank. We are issuing this AD to prevent
this chafing, which could result in wire
damage leading to a short circuit, subsequent
ignition of flammable vapors, and possible
uncontrollable fire during fueling or flight.
Issued in Renton, Washington, on August
10, 2005.
Kalene C. Yanamura,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 05–16265 Filed 8–19–05; 8:45 am]
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.
BILLING CODE 4910–13–P
Detailed Inspection/Corrective Action
(f) Within 18 months after the effective
date of this AD: Do a detailed inspection of
the valve control and indication wire bundles
of the fuel system of the wing rear spar for
discrepancies (including any applicable
corrective action), by doing all the actions
specified in the Accomplishment
Instructions of Boeing Special Attention
Service Bulletin 777–28–0033, dated August
14, 2003. Any applicable corrective action
must be done before further flight. Part
number (P/N) BACC10GU105P, shown in the
part list table of Kit 005W3225 and in the
step tables in Figures 3 and 4 of the
Accomplishment Instructions of the service
bulletin, is not a valid P/N; the correct P/N
that must be used is P/N BACC10JU105P.
Note 1: For the purposes of this AD, a
detailed inspection is: ‘‘An intensive
examination of a specific item, installation,
or assembly to detect damage, failure, or
irregularity. Available lighting is normally
supplemented with a direct source of good
lighting at an intensity deemed appropriate.
Inspection aids such as mirror, magnifying
lenses, etc., may be necessary. Surface
cleaning and elaborate procedures may be
required.’’
Alternative Methods of Compliance
(AMOCs)
(g) The Manager, Seattle Aircraft
Certification Office, FAA, has the authority to
approve AMOCs for this AD, if requested in
accordance with the procedures found in 14
CFR 39.19.
Material Incorporated by Reference
(h) You must use Boeing Special Attention
Service Bulletin 777–28–0033, dated August
14, 2003, to perform the actions that are
required by this AD, unless the AD specifies
otherwise. The Director of the Federal
Register approves the incorporation by
reference of this document in accordance
with 5 U.S.C. 552(a) and 1 CFR part 51. To
get copies of the service information, contact
Boeing Commercial Airplanes, P.O. Box
3707, Seattle, Washington 98124–2207. To
view the AD docket, go to the Docket
Management Facility, U.S. Department of
Transportation, 400 Seventh Street SW.,
room PL–401, Nassif Building, Washington,
DC. To review copies of the service
information, go to the National Archives and
Records Administration (NARA). For
information on the availability of this
material at the NARA, call (202) 741–6030,
or go to https://www.archives.gov/
federal_register/code_of_federal_regulations/
ibr_locations.html.
PO 00000
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Fmt 4700
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–20353; Directorate
Identifier 2004–NM–255–AD; Amendment
39–14224; AD 2005–17–03]
RIN 2120–AA64
Airworthiness Directives; Bombardier
Model CL–600–2B19 (Regional Jet
Series 100 & 440) Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for certain
Bombardier Model CL–600–2B19
(Regional Jet Series 100 & 440)
airplanes. This AD requires installing
additional shielding of the hydraulic
lines in the wing box area. This AD
results from the determination that the
additional hydraulic line shields will
protect the lines from possible impact
by tire debris if the tire tread fails. We
are issuing this AD to prevent damage
to the hydraulic lines and subsequent
leakage from the two hydraulic systems,
which could result in loss of braking
capability on the affected side of the
airplane, asymmetrical braking, and
reduced directional control—
particularly during a rejected takeoff.
DATES: Effective September 26, 2005.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in the AD
as of September 26, 2005.
ADDRESSES: You may examine the 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., Nassif Building, Room PL–401,
Washington, DC.
For the service information identified
in this AD, contact Bombardier, Inc.,
Canadair, Aerospace Group, P.O. Box
6087, Station Centre-ville, Montreal,
Quebec H3C 3G9, Canada.
FOR FURTHER INFORMATION CONTACT:
Daniel Parillo, Aerospace Engineer,
Systems and Flight Test Branch, ANE–
172, FAA, New York Aircraft
E:\FR\FM\22AUR1.SGM
22AUR1
]]>Agencies
[Federal Register Volume 70, Number 161 (Monday, August 22, 2005)]
[Rules and Regulations]
[Pages 48850-48852]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-16265]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-20350; Directorate Identifier 2004-NM-202-AD;
Amendment 39-14223; AD 2005-17-02]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 777-200 and -300 Series
Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
certain Boeing Model 777-200 and -300 series airplanes. This AD
requires inspecting the valve control and indication wire bundles of
the fuel system of the wing rear spar for discrepancies, and
[[Page 48851]]
corrective action if necessary. This AD is prompted by reports of six
incidents of the wire bundles chafing against the rear spar stiffeners
outside the fuel tank. We are issuing this AD to prevent this chafing,
which could result in wire damage leading to a short circuit,
subsequent ignition of flammable vapors, and possible uncontrollable
fire during fueling or flight.
DATES: This AD becomes effective September 26, 2005.
The incorporation by reference of a certain publication listed in
the AD is approved by the Director of the Federal Register as of
September 26, 2005.
ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207.
Docket: The AD docket contains the proposed AD, comments, and any
final disposition. 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 U.S.
Department of Transportation, 400 Seventh Street SW., room PL-401,
Washington, DC. This docket number is FAA-2005-20350; the directorate
identifier for this docket is 2004-NM-202-AD.
FOR FURTHER INFORMATION CONTACT: Georgios Roussos, Systems and
Equipment Branch, ANM-130S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
917-6482; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION: The FAA proposed to amend 14 CFR part 39
with an AD for certain Boeing Model 777-200 and -300 series airplanes.
That action, published in the Federal Register on February 15, 2005 (70
FR 7681), proposed to require inspecting the valve control and
indication wire bundles of the fuel system of the wing rear spar for
discrepancies, and corrective action if necessary.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments that have been
submitted on the proposed AD.
Support for Proposed AD
One commenter, the airplane manufacturer, concurs with the content
of the proposed AD. Another commenter states that it has done the
inspection specified in the service information referenced in the
proposed AD on all of its Model 777-200 series airplanes.
Request for Clarification of Inconsistencies in Referenced Service
Information
One commenter concurs with the intent of the proposed AD, but
points out some inconsistencies found in the Accomplishment
Instructions of the referenced service bulletin. The commenter states
that the service bulletin specifies leaving the wire bundle intact,
according to the original factory installation, if the inspection does
not reveal any wire chafing; however, the service bulletin also
specifies modifying the wire bundle routing by installing additional
new hardware, such as spacers, if any chafing is found.
The commenter also states that the intent of the proposed AD is to
make sure that there is no wire chafing against the structure. The
commenter believes that there will potentially be two different
aircraft configurations if the modification is required. The commenter
states that the configuration with no spacers may cause the wire bundle
to rub against the structure in the future. The commenter adds that,
without spacers installed, there is no way to positively prove in the
future that the proposed AD was complied with in the past. The
commenter prefers to modify the wire bundle routing (adding new
spacers) even if there is currently no chafing found, in order to keep
common configuration within the fleet and prevent potential problems in
the future.
We infer that the commenter is asking for clarification about its
perceived inconsistencies in the referenced service bulletin. We agree.
The service bulletin describes procedures for inspecting the wire
bundles in the wing rear spar for three discrepancies (i.e., wire
chafing, wire damage, and any missing spacer at each of the five
clamping points). The commenter believes there are only two
discrepancies (i.e., wire chafing and wire damage). As a result, the
commenter's statement that the wire bundle is left intact if the
inspection does not reveal any wire chafing is incorrect. There are two
conditions that need to be met for the wire bundle to be ``left
intact.'' The service bulletin specifies ``if no wire bundle damage or
chafing is found'' and ``if the wire bundle routing is in compliance,
no more action is required.'' Wire bundle routing compliance is defined
in the service bulletin as ``at least one spacer is found installed at
each of the five clamping points.'' In addition, the service bulletin
specifies ``if no chafing or damage is found'' and ``if the wire bundle
routing is not in compliance, make a modification to the wire bundle
routing.'' The modification involves installing a spacer, screw, clip
nut, and clamp, as applicable, at any clamping point with no spacer.
Accomplishing the actions specified in the service information is
intended to adequately address the unsafe condition of this AD (i.e.,
wire chafing and damage).
In addition, we do not agree with the commenter's statement there
is no way to positively prove in the future that the AD was complied
with in the past. Compliance with an AD is documented in the permanent
records of the affected airplanes and can be audited by a principal
maintenance inspector. Therefore, we have made no change to the AD in
these regards.
Conclusion
We have carefully reviewed the available data, including the
comments that have been submitted, and determined that air safety and
the public interest require adopting the AD as proposed.
Costs of Compliance
There are about 403 airplanes of the affected design in the
worldwide fleet. This AD will affect about 129 airplanes of U.S.
registry. The inspection will take about 1 work hour per airplane, at
an average labor rate of $65 per work hour. Based on these figures, the
estimated cost of the inspection for U.S. operators is $8,385, or $65
per airplane.
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.
[[Page 48852]]
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 this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866;
(2) Is not a ``significant rule'' under 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 adding the following new airworthiness
directive (AD):
2005-17-02 Boeing: Amendment 39-14223. Docket No. FAA-2005-20350;
Directorate Identifier 2004-NM-202-AD.
Effective Date
(a) This AD becomes effective September 26, 2005.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Boeing Model 777-200 and -300 series
airplanes, certificated in any category; as identified in Boeing
Special Attention Service Bulletin 777-28-0033, dated August 14,
2003.
Unsafe Condition
(d) This AD was prompted by reports of six incidents of the
valve control and indication wire bundles of the fuel system chafing
against the rear spar stiffeners outside the fuel tank. We are
issuing this AD to prevent this chafing, which could result in wire
damage leading to a short circuit, subsequent ignition of flammable
vapors, and possible uncontrollable fire during fueling or flight.
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.
Detailed Inspection/Corrective Action
(f) Within 18 months after the effective date of this AD: Do a
detailed inspection of the valve control and indication wire bundles
of the fuel system of the wing rear spar for discrepancies
(including any applicable corrective action), by doing all the
actions specified in the Accomplishment Instructions of Boeing
Special Attention Service Bulletin 777-28-0033, dated August 14,
2003. Any applicable corrective action must be done before further
flight. Part number (P/N) BACC10GU105P, shown in the part list table
of Kit 005W3225 and in the step tables in Figures 3 and 4 of the
Accomplishment Instructions of the service bulletin, is not a valid
P/N; the correct P/N that must be used is P/N BACC10JU105P.
Note 1: For the purposes of this AD, a detailed inspection is:
``An intensive examination of a specific item, installation, or
assembly to detect damage, failure, or irregularity. Available
lighting is normally supplemented with a direct source of good
lighting at an intensity deemed appropriate. Inspection aids such as
mirror, magnifying lenses, etc., may be necessary. Surface cleaning
and elaborate procedures may be required.''
Alternative Methods of Compliance (AMOCs)
(g) The Manager, Seattle Aircraft Certification Office, FAA, has
the authority to approve AMOCs for this AD, if requested in
accordance with the procedures found in 14 CFR 39.19.
Material Incorporated by Reference
(h) You must use Boeing Special Attention Service Bulletin 777-
28-0033, dated August 14, 2003, to perform the actions that are
required by this AD, unless the AD specifies otherwise. The Director
of the Federal Register approves the incorporation by reference of
this document in accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
To get copies of the service information, contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207. To view
the AD docket, go to the Docket Management Facility, U.S. Department
of Transportation, 400 Seventh Street SW., room PL-401, Nassif
Building, Washington, DC. To review copies of the service
information, go to the National Archives and Records Administration
(NARA). For information on the availability of this material at the
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 August 10, 2005.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-16265 Filed 8-19-05; 8:45 am]
BILLING CODE 4910-13-P
