[Federal Register: October 14, 2003 (Volume 68, Number 198)]
[Rules and Regulations]
[Page 59101-59104]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr14oc03-8]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 99-NM-67-AD; Amendment 39-13334; AD 2003-20-16]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 747SP, 747SR, 747-100,
747-200, and 747-300 Series Airplanes; Equipped With Pratt & Whitney
Model JT9D-3, -7, and -7Q Series Engines and Model JT9D-7R4G2 Engines
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment supersedes an existing airworthiness directive
(AD), applicable to certain Boeing Model 747SP, 747SR, 747-100, 747-
200, and 747-300 series airplanes, that currently requires repetitive
operational tests of the reversible gearbox pneumatic drive unit (PDU)
or the reversing air motor PDU to ensure that the unit can restrain the
thrust reverser sleeve, and correction of any discrepancy found. This
amendment requires installation of a terminating modification,
repetitive functional tests of that installation to detect
discrepancies, and repair if necessary. This amendment also removes
airplanes from the applicability and adds certain new requirements. The
actions specified by this AD are intended to ensure the integrity of
the fail-safe features of the thrust reverser system by preventing
possible failure modes in the thrust reverser control system that can
result in inadvertent deployment of a thrust reverser during flight.
This action is intended to address the identified unsafe condition.
DATES: Effective November 18, 2003.
The incorporation by reference of certain publications, as listed
in the regulations, is approved by the Director of the Federal Register
as of November 18, 2003.
The incorporation by reference of a certain publication, as listed
in the regulations, was approved previously by the Director of the
Federal Register as of September 5, 1995 (60 FR 39631, August 3, 1995).
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: Dan Kinney, Aerospace Engineer,
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification
Office, 1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone
(425) 917-6499; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) by superseding AD 95-16-02,
amendment 39-9321 (60 FR 39631, August 3, 1995), which is applicable to
certain Boeing Model 747SP, 747SR, 747-100, -200, and -300 series
airplanes, was published as a supplemental Notice of Proposed
Rulemaking (NPRM) in the Federal Register on May 1, 2003 (68 FR 23235).
The action proposed to continue to require repetitive operational tests
of the reversible gearbox pneumatic drive unit (PDU) or the reversing
air motor PDU to ensure that the unit can restrain the thrust reverser
sleeve, and correction of any discrepancy found. The action also
[[Page 59102]]
proposed the installation of a terminating modification, repetitive
functional tests of that installation to detect discrepancies, and
repair if necessary. Additionally, the action also proposed to remove
airplanes from the applicability and to add certain new requirements.
Clarification of Applicability
The FAA has revised the applicability paragraph of this AD by
specifying the applicable engine models for the Pratt & Whitney Model
JT9D-7 series engines (i.e., -7, -7A, -7F, and -7J). We also point out
that the Model JT9D-7Q series engines is a separate engine series and
is not included in the Model JT9D-7 series engines. To clarify that
point, we have added a new Note 1 to advise and clarify that this AD
does not apply to Pratt & Whitney Model JT9D-70A engines, as those
engines are not part of the Model JT9D-7 series engines. Subsequent
notes in this AD have been renumbered accordingly.
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.
Request for Clarification of the ``New Relevant Service Information''
Paragraph
One commenter states that the description of the new relevant
service information fails to note that changing from three-step aisle
stand clutch packs to two-step, as described in Boeing Service Bulletin
(SB) 747-78-2152, Revision 4, may not be necessary. The commenter
explains that Revisions 5 and 6 of that SB provide for continued use of
the three-step clutch in some instances. Therefore, the commenter
requests that clarification to allow such continued use of the three-
step clutch be specified in the final rule.
The FAA acknowledges that the description in the ``New Relevant
Service Information'' paragraph did not specify continued use of the
three-step clutch and agrees that clarification is needed. We point out
that the intent of the requirements in paragraph (c)(3) of the final
rule is that the system pass all required tests. Although the two-step
configuration is typically necessary for the microswitch pack
conversion, we acknowledge that provision for use of the three-step
clutch is provided for in Revisions 5 and 6 of Boeing SB 747-78-2152.
Since paragraph (c)(3) of the final rule specifies compliance with
either Revision 5 or 6 (including the provision for use of the three-
step clutch), it is unnecessary to revise the final rule for that
reason.
Request To Revise Specified Revision of the Airplane Maintenance Manual
(AMM)
One commenter advises that there is a later revision of the Boeing
747 AMM than that revision specified as the source of service
information for the repetitive test instructions in paragraph (d) of
the supplemental NPRM.
The FAA acknowledges that a later revision of the AMM has been
issued and infers that the commenter is requesting that we revise the
supplemental NPRM to specify the newer revision of the AMM. Revising
the AD is unnecessary because, as long as the referenced section is
unchanged in later versions of the AMM, those later versions may be
used to comply with this AD. On the other hand, since the AMM is not a
document that is approved by the FAA, it is possible that a specific
revision level may be revised in such a way as to affect the
accomplishment of the AD. Therefore, when a specific revision level is
referenced in an AD, that specific revision has been ``approved'' for
the purposes of the AD. Under the provisions of paragraph (g)(1) of the
final rule, we may approve requests for using a later revision of the
AMM that changes the referenced section if data are submitted to
substantiate that such use would provide an acceptable level of safety.
No change is necessary to this AD in that regard.
Request To Extend Compliance Time for Dispatch Limitations
One commenter notes that some airplanes could be modified before
the effective date of the AD and could then revert to operating with
unmodified thrust reversers installed, which would be contrary to the
requirements of paragraph (c)(3) of the supplemental NPRM. Therefore,
the commenter requests that, instead of the compliance time specified
in paragraph (e) of the supplemental NPRM of ``within 10 days after
deactivation of the thrust reverser,'' the compliance time read,
``within 90 days after the effective date of the AD.'' The commenter
explains that such an extension of the compliance time would prevent
possible non-compliance with the AD. Further, the commenter states that
there is no more risk of the unmodified reverser deploying on a
modified airplane than on an unmodified airplane.
The FAA does not agree that the compliance time for paragraph (e)
of this AD should be revised. If an airplane has one or more unmodified
thrust reverser(s) installed prior to the effective date of the AD, it
has not yet complied with the requirements of paragraph (c)(3) of the
AD. The compliance time for the modification required by paragraph
(c)(3) of the AD is within 48 months after the effective date of the
AD. The qualifying provisions of paragraph (e) of the AD specifically
apply to airplanes ``after incorporation of the modification required
by paragraph (c)(3) of the AD.'' We consider the 48-month compliance
time for the modification required by paragraph (c)(3) of the AD, plus
the 10-day dispatch limitation of the Master Minimum Equipment List, to
be adequate time to complete the requirements of paragraph (e) of the
AD. It is unnecessary to revise the AD for that reason.
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.
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 (AMOCs). However, for clarity and consistency in this final
rule, we have retained the language of the supplemental NPRM regarding
that material.
Change to Labor Rate Estimate
We have reviewed the figures we have used over the past several
years to calculate AD costs to operators. To account for various
inflationary costs in the airline industry, we find it necessary to
increase the labor rate used in these calculations from $60 per work
hour to $65 per work hour. The cost impact information, below, reflects
this increase in the specified hourly labor rate.
Cost Impact
There are approximately 455 airplanes of the affected design in the
worldwide fleet. The FAA estimates that 218 airplanes of U.S. registry
will be affected by this AD.
[[Page 59103]]
The operational tests that are currently required by AD 95-16-02,
and retained in this AD, take approximately 16 work hours (4 per
engine) per airplane to accomplish, at an average labor rate of $65 per
work hour. Based on these figures, the cost impact of the currently
required actions is estimated to be $1,040 per airplane, per test
cycle.
It will take approximately 544 work hours per airplane, to
accomplish the wiring modifications, at an average labor rate of $65
per work hour. Required parts will cost approximately $21,600 per
airplane. Based on these figures, the cost impact of the wiring
modifications required by this AD on U.S. operators is estimated to be
$12,417,280, or $56,960 per airplane.
It will take approximately 104 work hours (26 per engine) per
airplane to accomplish the removal of the thrust reverser sequencing
mechanism and installation of a solenoid-operated shutoff valve, at an
average labor rate of $65 per work hour. The cost of required parts is
minimal. Based on these figures, the cost impact of the removal and
installation required by this AD on U.S. operators is estimated to be
$1,473,680, or $6,760 per airplane.
It will take approximately 568 work hours per airplane to
accomplish the sync lock hardware installation, at an average labor
rate of $65 per work hour. Required parts will cost approximately
$166,000 per airplane. Based on these figures, the cost impact of the
installation required by this AD on U.S. operators is estimated to be
$44,236,560, or $202,920 per airplane.
It will take approximately 8 work hours (2 per engine) per airplane
to accomplish the functional test, at an average labor rate of $65 per
work hour. Based on these figures, the cost impact of the functional
test required by this AD on U.S. operators is estimated to be $113,360,
or $520 per airplane, per test cycle.
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:
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 39-9321 (60 FR 39631,
August 3, 1995), and by adding a new airworthiness directive (AD),
amendment 39-13334, to read as follows:
2003-20-16 Boeing: Amendment 39-13334. Docket 99-NM-67-AD.
Supersedes AD 95-16-02, amendment 39-9321.
Applicability: Model 747SP, 747SR, 747-100, 747-200, and 747-300
series airplanes; equipped with Pratt & Whitney Model JT9D-3, -7
(i.e., -7, -7A, -7F, and -7J), and -7Q series engines and Model
JT9D-7R4G2 engines; certificated in any category.
Note 1: This AD does not apply to Boeing Model 747-200 series
airplanes that are equipped with Pratt & Whitney JT9D-70A engines,
as that engine is not part of the Model JT9D-7 series engines.
Note 2: 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 ensure the integrity of the fail-safe features of the thrust
reverser system by preventing possible failure modes in the thrust
reverser control system that can result in inadvertent deployment of
a thrust reverser during flight, accomplish the following:
Restatement of Requirements of AD 95-16-02
Operational Test
(a) Within 90 days after September 5, 1995 (the effective date
of AD 95-16-02, amendment 39-9321), perform an operational test of
the reversible gearbox pneumatic drive unit (PDU) or the reversing
air motor PDU to ensure that the unit can restrain the thrust
reverser sleeve, in accordance with Boeing Alert Service Bulletin
747-78A2131, dated September 15, 1994. Repeat the test thereafter at
intervals not to exceed 2,000 flight hours until accomplishment of
paragraph (c) of this AD.
Note 3: Paragraph (a) of this AD merely restates the
requirements of paragraph (a) of AD 95-16-02. The intent of
including this paragraph is to ensure that the currently required
repetitive tests continue to be done until the terminating
modifications specified in paragraph (c) of this AD are installed.
Corrective Action
(b) If any of the tests required by paragraph (a) of this AD
cannot be successfully performed, or if any discrepancy is found
during those tests, accomplish either paragraph (b)(1) or (b)(2) of
this AD.
(1) Prior to further flight, correct any discrepancy found, in
accordance with Boeing Alert Service Bulletin 747-78A2131, dated
September 15, 1994. Or
(2) The airplane may be operated in accordance with the
provisions and limitations specified in an operator's FAA-approved
Minimum Equipment List (MEL), provided that no more than one thrust
reverser on the airplane is inoperative.
New Requirements of This AD
Modifications
(c) Within 48 months after the effective date of this AD,
accomplish the requirements of paragraphs (c)(1), (c)(2), and (c)(3)
of this AD. Accomplishment of the actions required by this paragraph
constitutes terminating
[[Page 59104]]
action for the repetitive tests required by paragraph (a) of this
AD.
(1) Install provisional wiring for the additional locking system
on the thrust reversers, in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 747-78-2134, Revision 3,
dated March 19, 1998.
(2) Remove the thrust reverser sequencing mechanism and install
a solenoid-operated shutoff valve in accordance with Boeing Service
Bulletin 747-78-2052, Revision 5, dated February 22, 1996.
(3) Install an additional locking system on each thrust reverser
in accordance with the Accomplishment Instructions of Boeing Service
Bulletin 747-78-2152, Revision 5, dated June 14, 2001; or Revision
6, dated October 24, 2002.
Repetitive Tests
(d) Within 3,000 flight hours after accomplishment of paragraph
(c) of this AD: Perform a functional test to detect discrepancies of
the additional locking system on each thrust reverser in accordance
with the procedures described in the Boeing 747 Airplane Maintenance
Manual (AMM), Section 78-34-11, dated October 25, 1997. Prior to
further flight, correct any discrepancy detected and repeat the
functional test of that repair in accordance with the procedures
described in the AMM. Repeat the functional tests thereafter at
intervals not to exceed 3,000 flight hours.
Dispatch Limitations
(e) If, after incorporation of the modification required by
paragraph (c)(3) of this AD on any airplane, it becomes necessary to
install a thrust reverser assembly that does not have the additional
locking system installed, dispatch of the airplane is allowed in
accordance with the provisions and limitations specified in the
operator's FAA-approved Master Minimum Equipment List, provided that
the thrust reverser assembly that does not have the additional
locking system installed is deactivated in accordance with Item 78-
1, Section 2, of Boeing Document D6-33391, ``Boeing 747-100/-200/-
300/SP Dispatch Deviations Procedures Guide,'' Revision 25, dated
July 26, 2002. No more than one thrust reverser on any airplane may
be deactivated under the provisions of this paragraph. Within 10
days after deactivation of the thrust reverser, install a thrust
reverser assembly that has the additional locking system installed
and reactivate the thrust reverser.
(f) If, prior to incorporation of the modification required by
paragraph (c)(3) of this AD on any airplane, it becomes necessary to
install a thrust reverser assembly that has the additional locking
system installed, dispatch of the airplane is allowed in accordance
with the provisions and limitations specified in the operator's FAA-
approved Master Minimum Equipment List, provided that the thrust
reverser assembly that has the additional locking system installed
is deactivated in accordance with Item 78-1, Section 2, of Boeing
Document D6-33391, ``Boeing 747-100/-200/-300/SP Dispatch Deviations
Procedures Guide,'' Revision 25, dated July 26, 2002. No more than
one thrust reverser on any airplane may be deactivated under the
provisions of this paragraph. Within 10 days after deactivation of
the thrust reverser, install a thrust reverser assembly that does
not have the additional locking system installed and reactivate the
thrust reverser.
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. 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 paragraphs (a) and (b) of AD 95-16-02, amendment 39-
9321, are approved as alternative methods of compliance with the
corresponding paragraphs in this AD.
Note 4: 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) Unless otherwise specified in this AD, the actions shall be
done in accordance with Boeing Service Bulletin 747-78-2134,
Revision 3, dated March 19, 1998; Boeing Service Bulletin 747-78-
2052, Revision 5, dated February 22, 1996; Boeing Service Bulletin
747-78-2152, Revision 5, dated June 14, 2001; Boeing Service
Bulletin 747-78-2152, Revision 6, dated October 24, 2002; and Boeing
Alert Service Bulletin 747-78A2131, dated September 15, 1994; as
applicable.
(1) This incorporation by reference of Boeing Service Bulletin
747-78-2134, Revision 3, dated March 19, 1998; Boeing Service
Bulletin 747-78-2052, Revision 5, dated February 22, 1996; Boeing
Service Bulletin 747-78-2152, Revision 5, dated June 14, 2001; and
Boeing Service Bulletin 747-78-2152, Revision 6, dated October 24,
2002; is approved by the Director of the Federal Register in
accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
(2) The incorporation by reference of Boeing Alert Service
Bulletin 747-78A2131, dated September 15, 1994, was approved
previously by the Director of the Federal Register as of September
5, 1995 (60 FR 39631, August 3, 1995).
(3) Copies 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 Date
(j) This amendment becomes effective on November 18, 2003.
Issued in Renton, Washington, on October 3, 2003.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 03-25700 Filed 10-10-03; 8:45 am]
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