Airworthiness Directives; Boeing Model 777 Airplanes, 14126-14129 [E6-4051]
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14126
Federal Register / Vol. 71, No. 54 / Tuesday, March 21, 2006 / Proposed Rules
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this supplemental NPRM and placed it
in the AD docket. 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, Safety.
The Proposed Amendment
Accordingly, pursuant to the
authority delegated to me by the
Administrator, the Federal Aviation
Administration proposes to amend part
39 of the Federal Aviation Regulations
(14 CFR part 39) as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
Authority: 49 U.S.C. 106(g), 40113, 44701.
[Amended]
2. Section 39.13 is amended by
adding the following new airworthiness
directive:
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Gulfstream Aerospace Corporation: Docket
96–NM–143–AD.
Applicability: All Model G–159 airplanes,
certificated in any category.
Compliance: Required as indicated, unless
accomplished previously.
To detect and correct corrosion and
cracking of the spot-welded skins of the
lower wing plank splices and certain
structural assemblies, which could result in
reduced controllability of the airplane,
accomplish the following:
Note 1: A note in the Accomplishment
Instructions of the Gulfstream customer
bulletin instructs operators to contact
Gulfstream if any difficulty is encountered in
accomplishing the customer bulletin.
However, any deviation from the instructions
provided in the service bulletin must be
approved as an alternative method of
compliance (AMOC) under paragraph (h) of
this AD.
Non-Destructive Testing Inspections of the
Fuselage, Empennage, and Flight Controls
(a) Within 9 months after the effective date
of this AD, perform a non-destructive test
(NDT) to detect corrosion of the skins of the
elevators, ailerons, rudder and rudder trim
tab, flaps, aft lower fuselage, and vertical and
horizontal stabilizers; in accordance with
Gulfstream GI Customer Bulletin (CB) No.
337B, including Appendix A, dated August
17, 2005. The corrosion criteria must be
determined by the Manager, Atlanta Aircraft
Certification Office (ACO), FAA. Gulfstream
Tool ST905–377 is also an acceptable method
of determining the corrosion criteria.
(1) If no corrosion or cracking is detected,
repeat the inspection thereafter at intervals
not to exceed 18 months.
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Existing Repairs
(b) If any existing repairs are found during
the inspections required by paragraph (a) of
this AD, before further flight, ensure that the
repairs are in accordance with a method
approved by the Manager, Atlanta ACO,
FAA.
Inspections of the Lower Wing Plank
1. The authority citation for part 39
continues to read as follows:
§ 39.13
(2) If all corrosion is detected that meets
the criteria of ‘‘light’’ or ‘‘mild’’ corrosion,
repeat the NDT inspections of that
component thereafter at intervals not to
exceed 12 months.
(3) If any corrosion is detected that meets
the criteria of ‘‘moderate’’ corrosion, repeat
the NDT inspection of that component
thereafter at intervals not to exceed 9 months.
(4) If any corrosion is detected that meets
the criteria of ‘‘severe’’ corrosion, before
further flight, replace the component with a
serviceable component in accordance with
the CB.
(c) Except as provided in paragraph (f) of
this AD: Within 9 months after the effective
date of this AD, perform NDT inspections to
detect corrosion and cracking of the lower
wing plank splices in accordance with
Gulfstream GI CB 337B, including Appendix
A, dated August 17, 2005.
(1) If no corrosion or cracking is detected,
repeat the NDT inspection at intervals not to
exceed 18 months.
(2) If any corrosion or cracking is detected,
before further flight, perform all applicable
investigative actions and corrective actions in
accordance with the customer bulletin.
Repair Removal Threshold
(d) For repairs specified in Appendix A of
Gulfstream GI CB 337B, dated August 17,
2005: Within 144 months after the date of the
repair installation, remove the repaired
component and replace it with a new or
serviceable component, in accordance with
Gulfstream GI CB 337B, including Appendix
A, dated August 17, 2005.
Prior Blending in the Riser Areas
(e) If, during the performance of the
inspections required by paragraph (c) or (f) of
this AD, the inspection reveals that prior
blending has been performed on the riser
areas: Before further flight, perform an eddy
current or fluorescent penetrant inspection,
as applicable, to evaluate the blending, and
accomplish appropriate corrective actions, in
accordance with Gulfstream GI CB 337B,
including Appendix A, dated August 17,
2005. If any blend-out is outside the limits
specified in the CB, before further flight,
repair in a manner approved by the Manager,
Atlanta ACO.
For Airplanes With New Lower Wing Planks
(f) For airplanes with new lower wing
planks, as defined by paragraphs (f)(1) and
(f)(2) of this AD: Within 144 months after
replacement of the lower wing planks with
new lower wing planks, or within 9 months
after the effective date of this AD, whichever
occurs later, perform all of the actions,
including any other related investigative
actions and corrective actions, specified in
paragraph (c) of this AD.
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Reporting Requirement
(g) Within 30 days of performing the
inspections required by this AD: Submit a
report of inspection findings (both positive
and negative) to Gulfstream Aerospace
Corporation; Attention: Technical
Operations—Mail Station D–10, P. O. Box
2206, Savannah, Georgia 31402–0080.
Information collection requirements
contained in this regulation have been
approved by the Office of Management and
Budget (OMB) under the provisions of the
Paperwork Reduction Act of 1980 (44 U.S.C.
3501 et seq.) and have been assigned OMB
Control Number 2120–0056.
Alternative Methods of Compliance
(h)(1) The Manager, Atlanta 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) Before using any AMOC approved in
accordance with § 39.19 on any airplane to
which the AMOC applies, notify the
appropriate principal inspector in the FAA
Flight Standards Certificate Holding District
Office.
Issued in Renton, Washington, on March 9,
2006.
Kalene C. Yanamura,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E6–4050 Filed 3–20–06; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–24173; Directorate
Identifier 2005–NM–262–AD]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 777 Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
SUMMARY: The FAA proposes to adopt a
new airworthiness directive (AD) for
certain Boeing Model 777 airplanes.
This proposed AD would require a onetime inspection of the first bonding
jumper aft of the bulkhead fitting to
detect damage or failure and to
determine the mechanical integrity of its
electrical bonding path, and repair if
necessary; measuring the bonding
resistance between the fitting for the
fuel feed tube and the front spar in the
left and right main fuel tanks, and
repairing the bonding if necessary; and
applying additional sealant to
completely cover the bulkhead fittings
inside the fuel tanks. This proposed AD
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Federal Register / Vol. 71, No. 54 / Tuesday, March 21, 2006 / Proposed Rules
results from fuel system reviews
conducted by the manufacturer. We are
proposing this AD to prevent arcing or
sparking during a lightning strike at the
interface between the bulkhead fittings
of the engine fuel feed tube and the
front spar inside the fuel tank. This
arcing or sparking could provide a
potential ignition source inside the fuel
tank, which, in combination with
flammable fuel vapors, could result in
fuel tank explosions and consequent
loss of the airplane.
DATES: We must receive comments on
this proposed AD by May 5, 2006.
ADDRESSES: Use one of the following
addresses to submit comments on this
proposed 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.
Contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207, for the service
information identified in this proposed
AD.
FOR FURTHER INFORMATION CONTACT: John
L. Vann, Aerospace Engineer,
Propulsion Branch, ANM–140S, Seattle
Aircraft Certification Office, FAA, 1601
Lind Avenue, SW., Renton, Washington
98055–4056; telephone (425) 917–6513;
fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
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Comments Invited
We invite you to submit any relevant
written data, views, or arguments
regarding this proposed AD. Send your
comments to an address listed in the
ADDRESSES section. Include the docket
number ‘‘FAA–2006–24173; Directorate
Identifier 2005–NM–262–AD’’ at the
beginning of your comments. We
specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
the proposed AD. We will consider all
comments received by the closing date
and may amend the proposed AD in
light of those comments.
We will post all comments we
receive, without change, to https://
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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 proposed AD.
Using the search function of that 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 may
review DOT’s complete Privacy Act
Statement in the Federal Register
published on April 11, 2000 (65 FR
19477–78), or you may visit https://
dms.dot.gov.
Examining the Docket
You may 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 Docket
Management System receives them.
Discussion
We have examined the underlying
safety issues involved in fuel tank
explosions on several large transport
airplanes, including the adequacy of
existing regulations, the service history
of airplanes subject to those regulations,
and existing maintenance practices for
fuel tank systems. As a result of those
findings, we issued a regulation titled
‘‘Transport Airplane Fuel Tank System
Design Review, Flammability Reduction
and Maintenance and Inspection
Requirements’’ (67 FR 23086, May 7,
2001). In addition to new airworthiness
standards for transport airplanes and
new maintenance requirements, this
rule included Special Federal Aviation
Regulation No. 88 (‘‘SFAR 88,’’
Amendment 21–78, and subsequent
Amendments 21–82 and 21–83).
Among other actions, SFAR 88
requires certain type design (i.e., type
certificate (TC) and supplemental type
certificate (STC)) holders to substantiate
that their fuel tank systems can prevent
ignition sources in the fuel tanks. This
requirement applies to type design
holders for large turbine-powered
transport airplanes and for subsequent
modifications to those airplanes. It
requires them to perform design reviews
and to develop design changes and
maintenance procedures if their designs
do not meet the new fuel tank safety
standards. As explained in the preamble
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to the rule, we intended to adopt
airworthiness directives to mandate any
changes found necessary to address
unsafe conditions identified as a result
of these reviews.
In evaluating these design reviews, we
have established four criteria intended
to define the unsafe conditions
associated with fuel tank systems that
require corrective actions. The
percentage of operating time during
which fuel tanks are exposed to
flammable conditions is one of these
criteria. The other three criteria address
the failure types under evaluation:
Single failures, single failures in
combination with another latent
condition(s), and in-service failure
experience. For all four criteria, the
evaluations included consideration of
previous actions taken that may mitigate
the need for further action.
We have determined that the actions
identified in this AD are necessary to
reduce the potential of ignition sources
inside fuel tanks, which, in combination
with flammable fuel vapors, could result
in fuel tank explosions and consequent
loss of the airplane.
We have received a report indicating
that, on certain Boeing Model 747
airplanes, the sealant at the fitting for
the fuel feed tube at the front spar
bulkhead may be insufficient to protect
against a spark between the bulkhead
fitting and the spar in the event of a
lightning strike. In SFAR 88-related
testing, the manufacturer determined
that a lightning strike can cause a spark
even if the fitting is bonded. This
condition, if not corrected, could result
in a potential ignition source inside the
fuel tank, which, in combination with
flammable fuel vapors, could result in
fuel tank explosions and consequent
loss of the airplane.
The affected area on certain Boeing
Model 747 airplanes is similar in design
to that on the affected Boeing Model 777
airplanes. Therefore, all of these models
may be subject to the same unsafe
condition.
Relevant Service Information
We have reviewed Boeing Special
Attention Service Bulletin 777–28–
0044, Revision 1, dated December 20,
2005. The service bulletin describes
procedures for:
• Doing a general visual inspection of
the first bonding jumper aft of the
bulkhead fitting to detect damage or
failure and to determine the mechanical
integrity of its electrical bonding path.
• Measuring the bonding resistance
between the fitting for the fuel feed tube
and the front spar in the left main fuel
tank, and repairing the bonding if it
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Federal Register / Vol. 71, No. 54 / Tuesday, March 21, 2006 / Proposed Rules
exceeds certain limits defined in the
service bulletin.
• Applying additional sealant to
completely cover the bulkhead fitting
inside the fuel tank.
Accomplishing the actions specified
in the service information is intended to
adequately address the unsafe
condition.
FAA’s Determination and Requirements
of the Proposed AD
We have evaluated all pertinent
information and identified an unsafe
condition that is likely to exist or
develop on other airplanes of this same
type design. For this reason, we are
proposing this AD, which would require
accomplishing the actions specified in
the service information described
previously, except as discussed under
‘‘Difference Between the Proposed AD
and the Service Bulletin.’’
Difference Between the Proposed AD
and the Service Bulletin
Although the service bulletin does not
give repair instructions if any damage or
failure is found during the general
visual inspection, or if the mechanical
integrity of the bonding path is
compromised, this proposed AD would
require doing the repair according to a
method approved by the Manager,
Seattle Aircraft Certification Office
(ACO), FAA. Chapter 28–00–00 of the
Boeing 777 Aircraft Maintenance
Manual is one approved method.
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Costs of Compliance
There are about 497 airplanes of the
affected design in the worldwide fleet.
This proposed AD would affect about
131 airplanes of U.S. registry. The
proposed actions would take about 8
work hours per airplane, at an average
labor rate of $80 per work hour. Based
on these figures, the estimated cost of
the proposed AD for U.S. operators is
$83,840, or $640 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
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Jkt 208001
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.
Applicability
(c) This AD applies to Boeing Model 777–
200, –300, and –300ER series airplanes,
certificated in any category; as identified in
Boeing Special Attention Service Bulletin
777–28–0044, Revision 1, dated December
20, 2005.
Regulatory Findings
Unsafe Condition
(d) This AD results from fuel system
reviews conducted by the manufacturer. We
are issuing this AD to prevent arcing or
sparking during a lightning strike at the
interface between the bulkhead fittings of the
engine fuel feed tube and the front spar
inside the fuel tank. This arcing or sparking
could provide a potential ignition source
inside the fuel tank, which, in combination
with flammable fuel vapors, could result in
fuel tank explosions and consequent loss of
the airplane.
We have determined that this
proposed AD would not have federalism
implications under Executive Order
13132. This proposed AD would not
have a substantial direct effect on the
States, on the relationship between the
national Government and the States, or
on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that the proposed regulation:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
2. Is not a ‘‘significant rule’’ under the
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979); and
3. 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 proposed AD and placed it in the
AD docket. 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, Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 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. The Federal Aviation
Administration (FAA) amends § 39.13
by adding the following new
airworthiness directive (AD):
Boeing: Docket No. FAA–2006–24173;
Directorate Identifier 2005–NM–262–AD.
Comments Due Date
(a) The FAA must receive comments on
this AD action by May 5, 2006.
Affected ADs
(b) None.
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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 Actions
(f) Within 60 months after the effective
date of this AD, do the actions in paragraphs
(f)(1), (f)(2), and (f)(3) of this AD for the
bulkhead fittings of the engine fuel feed tube
for the left and right main fuel tanks. Do all
actions in accordance with the
Accomplishment Instructions of Boeing
Special Attention Service Bulletin 777–28–
0044, Revision 1, dated December 20, 2005.
(1) Do a general visual inspection of the
first bonding jumper aft of the bulkhead
fitting to detect damage or failure and to
determine the mechanical integrity of its
electrical bonding path. If any damage or
failure is found during this inspection or if
the mechanical integrity of the bonding path
is compromised: Before further flight, repair
according to a method approved by the
Manager, Seattle Aircraft Certification Office
(ACO), FAA. Chapter 28–00–00 of the Boeing
777 Aircraft Maintenance Manual is one
approved method.
(2) Measure the bonding resistance
between the fitting for the fuel feed tube and
the front spar in the left main fuel tank. If the
bonding resistance exceeds 0.001 ohm:
Before further flight, repair the bonding in
accordance with the service bulletin.
(3) Apply additional sealant to completely
cover the bulkhead fitting inside the fuel
tank.
Actions Accomplished in Accordance With
Previous Revision of Service Bulletin
(g) Actions done before the effective date
of this AD in accordance with Boeing Special
Attention Service bulletin 777–28–0044,
dated February 3, 2005, are acceptable for
compliance with the requirements of
paragraph (f) of this AD.
Alternative Methods of Compliance
(AMOCs)
(h)(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.
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Federal Register / Vol. 71, No. 54 / Tuesday, March 21, 2006 / Proposed Rules
(2) Before using any AMOC approved in
accordance with § 39.19 on any airplane to
which the AMOC applies, notify the
appropriate principal inspector in the FAA
Flight Standards Certificate Holding District
Office.
Issued in Renton, Washington, on March
10, 2006.
Kalene C. Yanamura,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E6–4051 Filed 3–20–06; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF THE TREASURY
Financial Crimes Enforcement Network
31 CFR Part 103
RIN 1506–AA84
Proposed Amendments to Bank
Secrecy Act Regulations Regarding
Casino Recordkeeping and Reporting
Requirements
Financial Crimes Enforcement
Network, Department of the Treasury.
ACTION: Notice of proposed rulemaking.
cprice-sewell on PROD1PC66 with PROPOSALS
AGENCY:
SUMMARY: We are proposing to amend
the Bank Secrecy Act regulations
relating to currency transaction
reporting by casinos. Specifically, we
are proposing to exclude, as reportable
transactions in currency, jackpots from
slot machines and video lottery
terminals. We are also proposing to
exclude certain transactions between
casinos and currency dealers or
exchangers and casinos and check
cashers as reportable transactions in
currency. Finally, we are proposing
several other amendments that would
update or clarify the ‘‘cash in’’ and
‘‘cash out’’ examples of transactions that
are set forth in our currency transaction
reporting regulations.
DATES: Written comments on all aspects
of the proposal are welcome and may be
submitted on or before May 22, 2006.
ADDRESSES: You may submit comments
identified by Regulatory Information
Number (RIN) 1506–AA84, by any of the
following methods:
• Federal E-rulemaking Portal: https://
www.regulations.gov. Follow the
instructions for submitting comments.
Include 1506–AA84 in the submission.
• E-mail: regcomments@fincen.
treas.gov. Include 1506–AA84 in the
subject line of the message.
• Mail: Financial Crimes Enforcement
Network, P.O. Box 39, Vienna, VA
22183. Include 1506–AA84 in the body
of the text.
Instructions: Electronic comments are
preferred because paper mail in the
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Washington, DC, area may be delayed.
Please submit comments by one method
only. Any submissions received must
include the agency name and the RIN
for this rulemaking. All comments
received will be posted without change
to https://www.fincen.gov, including any
personal information provided.
Comments may be inspected in the
Financial Crimes Enforcement Network
reading room between 10 a.m. and 4
p.m. in Washington, DC. Persons
wishing to inspect the comments
submitted must request an appointment
by telephone at (202) 354–6400 (not a
toll-free number).
FOR FURTHER INFORMATION CONTACT:
Regulatory Policy and Programs
Division, Financial Crimes Enforcement
Network, (800) 949–2732 (toll-free
number) or (202) 354–6400 (not a tollfree number).
SUPPLEMENTARY INFORMATION:
I. Background
A. Statutory and Regulatory Background
The Director of the Financial Crimes
Enforcement Network is the delegated
administrator of the Bank Secrecy Act.1
The Act authorizes the Director to issue
regulations to require all financial
institutions defined as such in the Act
to maintain or file certain reports or
records that have been determined to
have a high degree of usefulness in
criminal, tax, or regulatory
investigations or proceedings, or in the
conduct of intelligence or counterintelligence activities, including
analysis, to protect against international
terrorism, and to implement anti-money
laundering programs and compliance
procedures.2
Casinos are cash-intensive businesses
that offer a broad array of financial
services. These services include
customer deposit or credit accounts,
facilities for transmitting and receiving
funds transfers directly from other
financial institutions, and check cashing
and currency exchange services.
Consequently, these services offered by
casinos are similar to and may serve as
substitutes for services ordinarily
provided by depository institutions and
1 The statute generally referred to as the ‘‘Bank
Secrecy Act,’’ Titles I and II of Public Law 91–508,
as amended, is codified at 12 U.S.C. 1829b, 12
U.S.C. 1951–1959, and 31 U.S.C. 5311–5314, 5316–
5332.
2 Language expanding the scope of the Bank
Secrecy Act to intelligence or counter-intelligence
activities to protect against international terrorism
was added by section 358 of the Uniting and
Strengthening America by Providing Appropriate
Tools Required to Intercept and Obstruct Terrorism
(‘‘USA PATRIOT’’) Act of 2001, Public Law 107–
56 (October 26, 2001). In pertinent part, regulations
implementing Title II of the Bank Secrecy Act
appear at 31 CFR part 103.
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14129
certain non-bank financial institutions.
As such, casinos are vulnerable to abuse
by money launderers, terrorist
financiers, and tax evaders.
In general, state-licensed casinos were
made subject to the Bank Secrecy Act by
regulation in 1985.3 The 1985
rulemaking was based on the authority
of the Secretary of the Treasury to
designate as financial institutions for
Bank Secrecy Act purposes: (i)
Businesses that engage in activities that
are ‘‘similar to, related to, or a substitute
for’’ the activities of covered businesses
listed in the Bank Secrecy Act and (ii)
other businesses ‘‘whose cash
transactions have a high degree of
usefulness in criminal, tax, or regulatory
matters.’’ 4 Congress later explicitly
added casinos and other gaming
establishments to the list of financial
institutions regulated pursuant to the
Bank Secrecy Act.5
Casinos authorized to conduct
business under the Indian Gaming
Regulatory Act became subject to the
Bank Secrecy Act by regulation in
1996,6 and card clubs became subject to
the Bank Secrecy Act by regulation in
1998.7
B. Casino Currency Transaction
Reporting Requirements
Regulations under the Bank Secrecy
Act define a ‘‘transaction in currency’’
as any transaction ‘‘involving the
physical transfer of currency from one
person to another.’’ 8 Casinos must
report each transaction in currency
involving cash in or cash out of more
3 See 50 FR 5065 (February 6, 1985). Casinos
whose gross annual gaming revenue did not exceed
$1 million were, and continue to be, excluded from
Bank Secrecy Act requirements otherwise
applicable to casinos and card clubs.
4 See 31 U.S.C. 5312(a)(2)(Y) and (Z).
5 See section 409 of the Money Laundering
Suppression Act of 1994, Title IV of the Riegle
Community Development and Regulatory
Improvement Act of 1994, Public Law 103–325. The
current statutory specification reads:
(2) Financial institution means—
*
*
*
*
*
(X) A casino, gambling casino, or gaming
establishment with an annual gaming revenue of
more than $1,000,000 which—
(i) Is licensed as a casino, gambling casino, or
gaming establishment under the laws of any State
or any political subdivision of any State; or
(ii) Is an Indian gaming operation conducted
under or pursuant to the Indian Gaming Regulatory
Act other than an operation which is limited to
class I gaming (as defined in section 4(6) of such
Act); * * * 31 U.S.C. 5312(a)(2)(X).
6 See 61 FR 7054 (February 23, 1996).
7 See 63 FR 1919 (January 13, 1998). Card clubs
generally are subject to the same rules as casinos,
unless a different treatment for card clubs is
explicitly stated in 31 CFR Part 103. Therefore, for
purposes of this Notice of Proposed Rulemaking,
and unless the context indicates otherwise, the term
‘‘casino’’ refers to both casinos and to card clubs.
8 See 31 CFR 103.11(ii)(2).
E:\FR\FM\21MRP1.SGM
21MRP1
]]>Agencies
[Federal Register Volume 71, Number 54 (Tuesday, March 21, 2006)]
[Proposed Rules]
[Pages 14126-14129]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E6-4051]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2006-24173; Directorate Identifier 2005-NM-262-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 777 Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD)
for certain Boeing Model 777 airplanes. This proposed AD would require
a one-time inspection of the first bonding jumper aft of the bulkhead
fitting to detect damage or failure and to determine the mechanical
integrity of its electrical bonding path, and repair if necessary;
measuring the bonding resistance between the fitting for the fuel feed
tube and the front spar in the left and right main fuel tanks, and
repairing the bonding if necessary; and applying additional sealant to
completely cover the bulkhead fittings inside the fuel tanks. This
proposed AD
[[Page 14127]]
results from fuel system reviews conducted by the manufacturer. We are
proposing this AD to prevent arcing or sparking during a lightning
strike at the interface between the bulkhead fittings of the engine
fuel feed tube and the front spar inside the fuel tank. This arcing or
sparking could provide a potential ignition source inside the fuel
tank, which, in combination with flammable fuel vapors, could result in
fuel tank explosions and consequent loss of the airplane.
DATES: We must receive comments on this proposed AD by May 5, 2006.
ADDRESSES: Use one of the following addresses to submit comments on
this proposed 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.
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle,
Washington 98124-2207, for the service information identified in this
proposed AD.
FOR FURTHER INFORMATION CONTACT: John L. Vann, Aerospace Engineer,
Propulsion Branch, ANM-140S, Seattle Aircraft Certification Office,
FAA, 1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone
(425) 917-6513; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to submit any relevant written data, views, or
arguments regarding this proposed AD. Send your comments to an address
listed in the ADDRESSES section. Include the docket number ``FAA-2006-
24173; Directorate Identifier 2005-NM-262-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of the proposed AD. We will
consider all comments received by the closing date and may amend the
proposed 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 proposed AD. Using the search function of
that 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 may review DOT's complete Privacy Act Statement in the
Federal Register published on April 11, 2000 (65 FR 19477-78), or you
may visit https://dms.dot.gov.
Examining the Docket
You may 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 Docket Management System
receives them.
Discussion
We have examined the underlying safety issues involved in fuel tank
explosions on several large transport airplanes, including the adequacy
of existing regulations, the service history of airplanes subject to
those regulations, and existing maintenance practices for fuel tank
systems. As a result of those findings, we issued a regulation titled
``Transport Airplane Fuel Tank System Design Review, Flammability
Reduction and Maintenance and Inspection Requirements'' (67 FR 23086,
May 7, 2001). In addition to new airworthiness standards for transport
airplanes and new maintenance requirements, this rule included Special
Federal Aviation Regulation No. 88 (``SFAR 88,'' Amendment 21-78, and
subsequent Amendments 21-82 and 21-83).
Among other actions, SFAR 88 requires certain type design (i.e.,
type certificate (TC) and supplemental type certificate (STC)) holders
to substantiate that their fuel tank systems can prevent ignition
sources in the fuel tanks. This requirement applies to type design
holders for large turbine-powered transport airplanes and for
subsequent modifications to those airplanes. It requires them to
perform design reviews and to develop design changes and maintenance
procedures if their designs do not meet the new fuel tank safety
standards. As explained in the preamble to the rule, we intended to
adopt airworthiness directives to mandate any changes found necessary
to address unsafe conditions identified as a result of these reviews.
In evaluating these design reviews, we have established four
criteria intended to define the unsafe conditions associated with fuel
tank systems that require corrective actions. The percentage of
operating time during which fuel tanks are exposed to flammable
conditions is one of these criteria. The other three criteria address
the failure types under evaluation: Single failures, single failures in
combination with another latent condition(s), and in-service failure
experience. For all four criteria, the evaluations included
consideration of previous actions taken that may mitigate the need for
further action.
We have determined that the actions identified in this AD are
necessary to reduce the potential of ignition sources inside fuel
tanks, which, in combination with flammable fuel vapors, could result
in fuel tank explosions and consequent loss of the airplane.
We have received a report indicating that, on certain Boeing Model
747 airplanes, the sealant at the fitting for the fuel feed tube at the
front spar bulkhead may be insufficient to protect against a spark
between the bulkhead fitting and the spar in the event of a lightning
strike. In SFAR 88-related testing, the manufacturer determined that a
lightning strike can cause a spark even if the fitting is bonded. This
condition, if not corrected, could result in a potential ignition
source inside the fuel tank, which, in combination with flammable fuel
vapors, could result in fuel tank explosions and consequent loss of the
airplane.
The affected area on certain Boeing Model 747 airplanes is similar
in design to that on the affected Boeing Model 777 airplanes.
Therefore, all of these models may be subject to the same unsafe
condition.
Relevant Service Information
We have reviewed Boeing Special Attention Service Bulletin 777-28-
0044, Revision 1, dated December 20, 2005. The service bulletin
describes procedures for:
Doing a general visual inspection of the first bonding
jumper aft of the bulkhead fitting to detect damage or failure and to
determine the mechanical integrity of its electrical bonding path.
Measuring the bonding resistance between the fitting for
the fuel feed tube and the front spar in the left main fuel tank, and
repairing the bonding if it
[[Page 14128]]
exceeds certain limits defined in the service bulletin.
Applying additional sealant to completely cover the
bulkhead fitting inside the fuel tank.
Accomplishing the actions specified in the service information is
intended to adequately address the unsafe condition.
FAA's Determination and Requirements of the Proposed AD
We have evaluated all pertinent information and identified an
unsafe condition that is likely to exist or develop on other airplanes
of this same type design. For this reason, we are proposing this AD,
which would require accomplishing the actions specified in the service
information described previously, except as discussed under
``Difference Between the Proposed AD and the Service Bulletin.''
Difference Between the Proposed AD and the Service Bulletin
Although the service bulletin does not give repair instructions if
any damage or failure is found during the general visual inspection, or
if the mechanical integrity of the bonding path is compromised, this
proposed AD would require doing the repair according to a method
approved by the Manager, Seattle Aircraft Certification Office (ACO),
FAA. Chapter 28-00-00 of the Boeing 777 Aircraft Maintenance Manual is
one approved method.
Costs of Compliance
There are about 497 airplanes of the affected design in the
worldwide fleet. This proposed AD would affect about 131 airplanes of
U.S. registry. The proposed actions would take about 8 work hours per
airplane, at an average labor rate of $80 per work hour. Based on these
figures, the estimated cost of the proposed AD for U.S. operators is
$83,840, or $640 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.
Regulatory Findings
We have determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify that the proposed
regulation:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979); and
3. 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 proposed AD and placed it in the AD docket. 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, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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.
Sec. 39.13 [Amended]
2. The Federal Aviation Administration (FAA) amends Sec. 39.13 by
adding the following new airworthiness directive (AD):
Boeing: Docket No. FAA-2006-24173; Directorate Identifier 2005-NM-
262-AD.
Comments Due Date
(a) The FAA must receive comments on this AD action by May 5,
2006.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Boeing Model 777-200, -300, and -300ER
series airplanes, certificated in any category; as identified in
Boeing Special Attention Service Bulletin 777-28-0044, Revision 1,
dated December 20, 2005.
Unsafe Condition
(d) This AD results from fuel system reviews conducted by the
manufacturer. We are issuing this AD to prevent arcing or sparking
during a lightning strike at the interface between the bulkhead
fittings of the engine fuel feed tube and the front spar inside the
fuel tank. This arcing or sparking could provide a potential
ignition source inside the fuel tank, which, in combination with
flammable fuel vapors, could result in fuel tank explosions and
consequent loss 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.
Inspection and Corrective Actions
(f) Within 60 months after the effective date of this AD, do the
actions in paragraphs (f)(1), (f)(2), and (f)(3) of this AD for the
bulkhead fittings of the engine fuel feed tube for the left and
right main fuel tanks. Do all actions in accordance with the
Accomplishment Instructions of Boeing Special Attention Service
Bulletin 777-28-0044, Revision 1, dated December 20, 2005.
(1) Do a general visual inspection of the first bonding jumper
aft of the bulkhead fitting to detect damage or failure and to
determine the mechanical integrity of its electrical bonding path.
If any damage or failure is found during this inspection or if the
mechanical integrity of the bonding path is compromised: Before
further flight, repair according to a method approved by the
Manager, Seattle Aircraft Certification Office (ACO), FAA. Chapter
28-00-00 of the Boeing 777 Aircraft Maintenance Manual is one
approved method.
(2) Measure the bonding resistance between the fitting for the
fuel feed tube and the front spar in the left main fuel tank. If the
bonding resistance exceeds 0.001 ohm: Before further flight, repair
the bonding in accordance with the service bulletin.
(3) Apply additional sealant to completely cover the bulkhead
fitting inside the fuel tank.
Actions Accomplished in Accordance With Previous Revision of Service
Bulletin
(g) Actions done before the effective date of this AD in
accordance with Boeing Special Attention Service bulletin 777-28-
0044, dated February 3, 2005, are acceptable for compliance with the
requirements of paragraph (f) of this AD.
Alternative Methods of Compliance (AMOCs)
(h)(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.
[[Page 14129]]
(2) Before using any AMOC approved in accordance with Sec.
39.19 on any airplane to which the AMOC applies, notify the
appropriate principal inspector in the FAA Flight Standards
Certificate Holding District Office.
Issued in Renton, Washington, on March 10, 2006.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E6-4051 Filed 3-20-06; 8:45 am]
BILLING CODE 4910-13-P
