[Federal Register: August 14, 2003 (Volume 68, Number 157)]
[Rules and Regulations]
[Page 48546-48549]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr14au03-5]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2001-NM-341-AD; Amendment 39-13247; AD 94-01-10 R1]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 757-200 and -200PF Series
Airplanes Equipped With Pratt and Whitney PW2000 Series Engines
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment revises an existing airworthiness directive
(AD), applicable to certain Boeing Model 757-200 and -200PF series
airplanes, that currently requires inspections, adjustments, and
functional checks of the engine thrust reverser system; and
modification of the engine thrust reverser directional control valve.
The existing 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 results of a
safety review of the thrust reverser system on these airplanes. The
actions specified by that AD are intended to prevent deployment of a
thrust reverser in flight and subsequent reduced controllability of the
airplane. This action reduces the applicability of the existing AD.
DATES: Effective September 18, 2003.
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). (The document numbers of these certain publications were
cited erroneously in the September 16, 1991, issue of the Federal
Register, as listed in the regulations.)
ADDRESSES: The service information referenced in this AD may be
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle,
Washington 98124-2207. This information may be examined at the Federal
Aviation Administration (FAA), Transport Airplane Directorate, Rules
Docket, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of
the Federal Register, 800 North Capitol Street, NW., suite 700,
Washington, DC.
FOR FURTHER INFORMATION CONTACT: Thomas 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: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) by revising AD 94-01-10,
amendment 39-8792 (59 FR 4558, February 1, 1994), which is applicable
to certain Boeing Model 757 series airplanes, was published in the
Federal Register on October 8, 2002 (67 FR 62654). The action proposed
to continue to require inspections, adjustments, and functional checks
of the engine thrust reverser system; modification of the engine thrust
reverser directional control valve; and installation and periodic
functional tests of an additional thrust reverser locking feature. The
action also proposed to reduce the applicability of the existing AD.
Comments
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received.
Support for the AD
Two commenters support the AD, as proposed.
Request To Issue AD as a Correction
Two commenters request that the proposed AD be issued to correct
rather than revise AD 94-01-01. The commenters suggest that a
correction in this case would be more appropriate and would minimize
record keeping by the operators. One of the commenters states that,
``[I]f a new AD number or a revision to the existing AD is issued, [the
operator] will be required to revise all of [the operator's] AD
implementation and record keeping documentation at a significant cost
to [the] airline. If a correction to the original AD is issued, no
document changes will be necessary.''
The FAA disagrees with the commenters' characterization of the AD
revision process. First, a correction to an AD is used primarily for
nonsubstantive changes including clarification of ambiguous language in
the existing AD. A correction to an AD does not receive a new AD
number. A revision to an AD is used to make changes such as reducing
the applicability for this AD. A revision of an AD is usually less
complicated for operators to track because the compliance documentation
need include only the AD number regardless of the revision number. This
final rule will be issued as a revision to the existing AD, as
proposed.
[[Page 48547]]
Request for Clarification of Existing Requirements
One commenter questions whether an aircraft could be dispatched
with the thrust reversers active after failing the thrust reverser sync
lock integrity test but passing subsequent testing in accordance with
Boeing Service Bulletin 757-78-0025 or Airplane Maintenance Manual 78-
31-00/501.
Paragraph (e) of AD 94-01-10 requires that any discrepancy found
during any test required by that AD be corrected before further flight
in accordance with the Boeing 757 Maintenance Manual. Therefore, any
failures experienced during the integrity test must be appropriately
addressed and resolved prior to dispatch of the airplane with the
thrust reverser system active. No change to the final rule is necessary
regarding this issue.
Request To Add Procedure
One commenter requests the addition of a step in the technical
procedures that returns the airplane to its normal operational
configuration after the required testing (Section 2.C. (``Put the
Airplane Back to Its Usual Condition'') of the ``Thrust Reverser Sync
Lock Integrity Test''). This step was not included in AD 94-01-10.
Specifically, the additional step involves returning a maintenance
power switch (which was configured to ``Alternate'' before testing) to
the ``Normal'' position after testing.
The FAA agrees with the request, for the reasons stated by the
commenter. Section 2.C., set forth in paragraph (e) of this final rule,
has been revised accordingly to add new step (5). The FAA has
determined that this minor, axiomatic change does not expand the scope
of the proposed AD.
Request To Broaden Terminating Action
One commenter requests that the proposed AD be revised to provide
for terminating action for all actions of the AD. The commenter
suggests limiting the applicability of paragraphs (a), (b), and (d) of
the proposed AD to airplanes having line numbers prior to 442
(associated design changes were incorporated in production beginning
with line number 442) and revising paragraphs (c) and (e) of the
proposed AD to require operators to include the inspection requirements
as part of their maintenance plan in the form of certification
maintenance requirements (CMRs).
The FAA concurs with the request to revise the applicability of
(a), (b), and (d). Those paragraphs have been revised accordingly.
However, as explained in the proposed AD, the FAA has approved CMRs
as alternative methods of compliance (AMOCs) with the inspection
requirements of paragraphs (c) and (e) of AD 94-01-10 for Model 757-300
series airplanes. In addition, the FAA has approved the inspection
requirements in the Boeing Maintenance Planning Document as an AMOC for
the inspections required by the AD for Model 757-200 series airplanes.
The intent of CMRs is not to terminate inspection requirements in ADs
but to define specific repetitive inspections or component replacements
for equipment, systems, and installations as a result of safety
analyses approved by the FAA before an airplane type certificate is
issued. Therefore, the FAA does not concur with this request to
terminate the actions of paragraphs (c) and (e) of this AD. No change
to the final rule is necessary in this regard.
Changes to 14 CFR Part 39/Effect on the AD
On July 10, 2002, the FAA issued a new version of 14 CFR part 39
(67 FR 47997, July 22, 2002), which governs the FAA's airworthiness
directives system. The regulation now includes material that relates to
altered products, special flight permits, and alternative methods of
compliance. However, for clarity and consistency in this final rule, we
have retained the language of the NPRM regarding that material.
Conclusion
After careful review of the available data, including the comments
noted above, the FAA has determined that air safety and the public
interest require the adoption of the rule with the changes previously
described. The FAA has determined that these changes will neither
increase the economic burden on any operator nor increase the scope of
the AD.
Cost Impact
Since this AD merely removes airplanes from the applicability of
the existing AD, it adds no additional costs, and requires no
additional work to be performed by affected operators. The current
costs associated with this amendment are reiterated below for the
convenience of affected operators:
The FAA estimates that 270 airplanes of U.S. registry will be
affected by this AD.
It takes approximately 624 work hours per airplane to accomplish
the modification required by AD 94-01-10, at an average labor rate of
$60 per work hour. Required parts will be supplied by the manufacturer
at no cost to operators. Based on these figures, the cost impact of the
modification is estimated to be $37,440 per airplane.
It takes approximately 1 work hour per airplane to accomplish the
functional test required by AD 94-01-10, at an average labor rate of
$60 per work hour. Based on these figures, the cost impact of the tests
is estimated to be $60 per airplane, per test.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the requirements of this
AD action, and that no operator would accomplish those actions in the
future if this AD were not adopted. The cost impact figures discussed
in AD rulemaking actions represent only the time necessary to perform
the specific actions actually required by the AD. These figures
typically do not include incidental costs, such as the time required to
gain access and close up, planning time, or time necessitated by other
administrative actions.
Regulatory Impact
The regulations adopted herein will not have a substantial direct
effect on the States, on the relationship between the national
Government and the States, or on the distribution of power and
responsibilities among the various levels of government. Therefore, it
is determined that this final rule does not have federalism
implications under Executive Order 13132.
For the reasons discussed above, I certify that this action (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. A final evaluation has been prepared for this action
and it is contained in the Rules Docket. A copy of it may be obtained
from the Rules Docket at the location provided under the caption
ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration amends part 39 of
the Federal Aviation Regulations (14 CFR part 39) as follows:
[[Page 48548]]
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. Section 39.13 is amended by removing amendment 39-8792 (59 FR 4558,
February 1, 1994), and by adding a new airworthiness directive (AD),
amendment 39-13247, to read as follows:
AD 94-01-10 R1 Boeing: Amendment 39-13247. Docket 2001-NM-341-AD.
Revises AD 94-01-10, Amendment 39-8792.
Applicability: Model 757-200 and -200PF series airplanes
equipped with Pratt and Whitney PW2000 series engines, certificated
in any category.
Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
modified, altered, or repaired in the area subject to the
requirements of this AD. For airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an
alternative method of compliance in accordance with paragraph (g)(1)
of this AD. The request should include an assessment of the effect
of the modification, alteration, or repair on the unsafe condition
addressed by this AD; and, if the unsafe condition has not been
eliminated, the request should include specific proposed actions to
address it.
Compliance: Required as indicated, unless accomplished
previously.
To prevent deployment of a thrust reverser in flight and
subsequent reduced controllability of the airplane, accomplish the
following:
Inspections/Adjustments/Functional Checks/Modification
(a) 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 (a)(1) or (a)(2) of
this AD.
(1) Accomplish both paragraphs (a)(1)(i) and (a)(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 (a)(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.
(b) For airplanes having line numbers prior to 442: Within 24
days after September 16, 1991, the requirements of paragraph (a)(1)
of this AD must be accomplished on both engines' thrust reverser
systems.
(c) For all airplanes: 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, as specified in paragraph (c)(1) or (c)(2) of
this AD, as applicable. Correct any discrepancy before further
flight in accordance with the service bulletin.
(1) For airplanes having line numbers prior to 442: Repeat the
tests and inspections (these tests and inspections are specified in
paragraph (a)(1)(ii) of this AD) at intervals not to exceed 3,000
flight hours, and prior to further flight following any maintenance
that disturbs the thrust reverser control system.
(2) For airplanes having line numbers 442 and subsequent:
Perform the tests and inspections within 3,000 flight hours after
the effective date of this AD. Repeat the tests and inspections at
intervals not to exceed 3,000 flight hours, and prior to further
flight following any maintenance that disturbs the thrust reverser
control system.
Installation/Functional Test
(d) 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.
(e) Within 1,000 hours' time-in-service after installing the
sync lock required by paragraph (d) 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, prior to further flight, correct it in
accordance with procedures described in the Boeing 757 Maintenance
Manual.
``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:
(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
[[Page 48549]]
(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.''
(f) Installation of the sync lock, as required by paragraph (d)
of this AD, constitutes terminating action for the requirements of
paragraphs (a) through (c) of this AD.
Alternative Methods of Compliance
(g)(1) An alternative method of compliance or adjustment of the
compliance time that provides an acceptable level of safety may be
used if approved by the Manager, Seattle Aircraft Certification
Office (ACO), FAA, Transport Airplane Directorate. Operators shall
submit their requests through an appropriate FAA Principal
Maintenance Inspector, who may add comments and then send it to the
Manager, Seattle ACO.
(2) Alternative methods of compliance, approved previously in
accordance with AD 91-20-09, amendment 39-8043; and AD 94-01-10,
amendment 39-8792; are approved as alternative methods of compliance
with the requirements of this AD.
Note 2: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Seattle ACO.
Special Flight Permits
(h) Special flight permits may be issued in accordance with
sections 21.197 and 21.199 of the Federal Aviation Regulations (14
CFR 21.197 and 21.199) to operate the airplane to a location where
the requirements of this AD can be accomplished.
Incorporation by Reference
(i) Except as otherwise required by this AD, the actions shall
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) Copies of the service documents may be obtained from Boeing
Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-
2207. Copies may be inspected at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the
Office of the Federal Register, 800 North Capitol Street, NW., suite
700, Washington, DC.
Effective Dates
(j) This amendment becomes effective on September 18, 2003.
Issued in Renton, Washington, on August 7, 2003.
Neil D. Schalekamp,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 03-20710 Filed 8-13-03; 8:45 am]
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