[Federal Register: June 28, 2005 (Volume 70, Number 123)]
[Rules and Regulations]
[Page 37025-37028]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr28jn05-6]
[[Page 37025]]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2001-NM-296-AD; Amendment 39-14171; AD 2005-13-34]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 777-200 and -300 Series
Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
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SUMMARY: This amendment adopts a new airworthiness directive (AD),
applicable to certain Boeing Model 777-200 and -300 series airplanes,
that requires replacing existing ceiling and sidewall light connectors
in the passenger cabin with new connectors, and follow-on actions. This
action is necessary to prevent overheating of the light connectors,
which could result in smoke and a possible fire in the passenger cabin.
This action is intended to address the identified unsafe condition.
DATES: Effective August 2, 2005.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of August 2, 2005.
ADDRESSES: The service information referenced in this AD may be
obtained from Boeing Commercial Airplanes, 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.
FOR FURTHER INFORMATION CONTACT: Binh V. Tran, Aerospace Engineer,
Systems and Equipment Branch, ANM-130S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98055-
4056; telephone (425) 917-6485; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to include an airworthiness
directive (AD) that is applicable to certain Boeing Model 777-200 and -
300 series airplanes was published in the Federal Register on August
15, 2003 (68 FR 48833). That action proposed to require replacing
existing ceiling and sidewall light connectors in the passenger cabin
with new connectors, and follow-on actions.
Explanation of New Relevant Service Information
Since the issuance of the proposed AD, the FAA has reviewed and
approved Boeing Special Attention Service Bulletin 777-33-0019,
Revision 1, dated March 11, 2004. (The proposed AD refers to Boeing
Special Attention Service Bulletin 777-33-0019, dated July 19, 2001, as
the appropriate source of service information for the proposed
actions.) Revision 1 limits the effectivity listing to airplanes having
line numbers 1 through 264 inclusive. (Connectors on airplanes with
line numbers 265 and subsequent were modified and screened prior to
delivery of those airplanes to ensure the connectors' resistance to
moisture contamination.) We have revised the applicability statement of
this AD accordingly.
The work instructions in Revision 1 of the service bulletin are
essentially the same as those in the original issue. Accordingly, we
have revised paragraph (a) of this AD to refer to Revision 1 of the
service bulletin and to give credit for actions accomplished previously
per the original issue of the service bulletin. We have also revised
paragraph (b) of this AD to remove the reference to the applicable
steps in Work Packages 1, 2, and 3 of the service bulletin. Since all
steps in Work Packages 1, 2, and 3 of Boeing Special Attention Service
Bulletin 777-33-0019, Revision 1, must be done, there is no need to
include this information in the AD.
Comments
Interested persons have been afforded an opportunity to participate
in the making of this amendment. We have duly considered the comments
received.
Support for the Proposed AD
One commenter supports the proposed AD.
Request To Withdraw the Proposed AD
One commenter, the airplane manufacturer, requests that we withdraw
the proposed AD. The commenter notes that it has performed a
comprehensive hazard assessment of the subject connectors and has
concluded that a connector failure would not adversely affect the
airplane's capacity for continued safe flight and landing. The
commenter states that the hazard assessment included a review of the
materials adjacent to the subject connectors. This review shows that
these materials do not propagate a flame and would not significantly
affect the magnitude or duration of a potential connector failure. The
commenter notes that the type of material adjacent to the connectors
was also changed to an improved material at a certain line number
during production. The commenter further explains that the reported
connector failures were detected during troubleshooting of inoperative
lighting or during airplane maintenance and, in all cases, short
circuiting was limited by circuit breaker protection. Based on this
information, the commenter concludes that the proposed AD is not
justified. The commenter also expresses concern that the extensive
rework associated with the proposed AD could be detrimental because the
rework would increase the probability of latent system failures due to
the large number of connectors in the airplane that must be reworked in
an environment not conducive to such rework.
After the comment period closed, we coordinated with the commenter
on this issue. The commenter agrees that an unsafe condition exists,
and that the proposed AD is an appropriate means of addressing it.
Thus, we find that no change to the AD is necessary in this regard.
Requests To Extend Compliance Time
Several commenters request that we extend the proposed compliance
time beyond the proposed 18 months. The commenters' proposals for the
extended compliance time range from 24 months to 6 years. The
commenters justify their requests based on the scope of the necessary
work, especially related to the amount of work associated with gaining
access to the connectors (e.g., removing stowage bins and ceiling
panels, which are not normally removed during minor maintenance
visits). The commenters state that extending the compliance time would
allow them to accomplish the proposed requirements during a scheduled
heavy maintenance visit. Two commenters question the urgency of the
unsafe condition (a factor that we considered in determining the
compliance time, as explained in the proposed AD). These commenters
have not experienced any connector failures in their fleets and thus
conclude that an extension of the compliance time would not adversely
affect safety. Another commenter suggests that we require the
replacement of Priority ``A+'' and ``A'' connectors (as defined in
Revision 01 of the referenced service bulletin) within 18 months, and
the replacement of Priority ``B'' and ``C'' connectors within 6 years.
One commenter also expresses concern about parts availability, in that
the number of airplanes affected by the proposed AD and the relatively
short compliance time could overburden the ceiling light supplier with
a large
[[Page 37026]]
number of lights sent to them for modification.
We agree that the compliance time for the requirements of this AD
may be extended somewhat. We have reconsidered the urgency of the
unsafe condition and the amount of work related to the required
actions. We find that extending the compliance time from 18 months to
60 months will not adversely affect safety, and, for the majority of
affected operators, will allow the required actions to be performed
during regularly scheduled maintenance at a base where special
equipment and trained maintenance personnel will be available if
necessary. A 60-month compliance time will reduce the burden on
affected operators, while at the same time addressing one of the
manufacturer's concerns, stated previously, that the rework associated
with the connector replacement could increase the probability of latent
system failures. We have revised paragraph (b) of this AD accordingly.
Request To Limit Required Replacement of Connectors
One commenter, the airplane manufacturer, requests that we limit
the requirement to replace connectors to connectors that are
prioritized ``A+'' and ``A'' (as defined in Revision 1 of the
referenced service bulletin). The commenter notes that Revision 1 of
the referenced service bulletin designates connectors with ``A+''
priority as those that have failed in service, and connectors with
``A'' priority as those that are in the same physical area and exposed
to the same conditions as the failed connectors. (Connectors with ``B''
priority are those that are in the same physical areas as connectors
with ``A'' priority, but that are not expected to be subject to the
same environmental conditions (e.g., possible exposure to moisture) as
connectors with ``A'' priority. Connectors with priority ``C'' are all
other connectors in which 115-volt power is present.)
We acknowledge the manufacturer's position with regard to known
service problems. We also acknowledge our common interest in replacing
all of the connectors. We have determined that all connectors,
regardless of their location, have the potential to fail if they are
contaminated by moisture. Also, these connectors are interchangeable,
so it is possible that connectors with priority ``C'' could be removed
and reinstalled in a location where they would merit priority ``A+'' or
``A'' replacement. For these reasons, we find that all connectors are
subject to the same unsafe condition that is addressed by this AD. We
find that requiring replacement of all connectors with improved
connectors that are more resistant to moisture contamination will
eliminate the unsafe condition and ensure the continued operating
safety of the affected airplane fleet. As stated previously, we have
agreed to extend the compliance time for the replacement of all
connectors to 60 months, which the manufacturer has agreed will not
impose an unnecessary burden on operators. No further change is
necessary in this regard.
Requests To Increase Estimate of Cost Impact
Several commenters request that we revise the Cost Impact section
of the proposed AD to increase the estimated number of work hours, as
well as the estimated number of affected Model 777-200 series
airplanes.
Several commenters note that the referenced service bulletin
estimates that 242 work hours per airplane will be needed to modify
each Model 777-200 series airplane. One of these commenters explains
that the time required for gaining access and closing up should be
included as a specific cost of the proposed AD because the overhead
bins and ceiling panels would not normally be removed at a maintenance
visit corresponding to the proposed compliance time of 18 months.
Another commenter notes that the estimate in the service bulletin of
242 work hours is low. Based on its past experience, the commenter
estimates that 300 work hours per airplane will be necessary.
We do not concur with the request to increase the estimated number
of work hours. Section 1. G., ``Manpower,'' of the service bulletin
states that 242 work hours per airplane will be needed to accomplish
the actions that apply to Model 777-200 series airplanes. This total
figure of 242 work hours includes 79 work hours for opening access and
91 work hours for closing access. We do not typically include the time
for gaining access and closing up in the Cost Impact estimates in ADs.
Thus, in this AD we estimate that 72 work hours will be needed to
accomplish the required actions on each Model 777-200 series airplane.
Regarding the commenter's statement that the time for gaining
access and closing up should be included because the overhead bins and
ceiling panels would not normally be removed at a maintenance visit
corresponding to the originally proposed compliance time of 18 months:
As explained previously, we have revised the compliance time for this
AD from 18 months to 60 months. This extension should allow the
majority of affected operators to accomplish the required actions at a
scheduled heavy maintenance visit (when stowage bins and ceiling panels
are removed). No additional change is necessary in this regard.
Several commenters also note that the estimate that the proposed AD
would affect 22 Model 777-200 series airplanes of U.S. registry is
incorrect, and that there are actually 107 of these airplanes that
would be affected by the proposed AD. We partially concur. We find that
74 Model 777-200 series airplanes will be affected by this AD. We also
find that there are no affected Model 777-300 series airplanes
currently on the U.S. Register. (The proposed AD identifies 86 affected
Model 777-300 series airplanes.) We have revised the Cost Impact
section of this AD accordingly.
Other commenters request that we add cost estimates for additional
actions. One commenter requests that we revise the cost estimate to
include the work hours for modifying each light connector. We do not
concur. We find that the light connectors may be modified by the
operator or by a vendor. Thus, the time for modifying the light
connectors may not be borne by the operator. No change is necessary in
this regard.
One commenter states that, to support the modification program, it
will need to purchase an entire ship's set of lights to create a
rotating pool of light assemblies. This commenter requests that we
increase the cost estimate to reflect this cost of $63,200. We do not
concur. The need to create a rotating pool of light assemblies is a
planning decision made by the individual operator. Not all operators
will choose such a course of action; thus, the cost of additional light
assemblies should not be attributable to this AD. No change is
necessary in this regard.
Another commenter requests that we revise the Cost Impact section
of the proposed AD to include the cost of an oxygen leak detection test
that it must accomplish following removal/installation of stowage bins
on airplanes equipped with gaseous oxygen systems. We do not concur.
Not all airplanes subject to this AD are equipped with a gaseous oxygen
system in the passenger cabin. Thus, not all airplanes will be subject
to the cost of a test of such a system. Further, the estimated work
hours needed for testing, as specified in Section 1.G., Manpower, of
the service bulletin, are already included in the Cost Impact estimate
specified in this AD. No change is necessary in this regard.
[[Page 37027]]
Explanation of Additional Change to This AD
We have revised the Note included in the proposed AD to correct the
reference to Diehl Service Information Letter 3352-33-01/01, dated June
20, 2001, and to designate the note as ``Note 1.''
Conclusion
After careful review of the available data, including the comments
noted above, we have determined that air safety and the public interest
require the adoption of the rule with the changes previously described.
We have determined that these changes will neither increase the
economic burden on any operator nor increase the scope of the AD.
Cost Impact
There are approximately 264 airplanes of the affected design in the
worldwide fleet. We estimate that 74 Model 777-200 series airplanes of
U.S. registry will be affected by this AD.
For Model 777-200 series airplanes, it will take approximately 72
work hours per airplane to accomplish the required actions, at an
average labor rate of $65 per work hour. Required parts will cost
approximately $4,631 per airplane. Based on these figures, we estimate
the cost impact of this AD on U.S. operators of Model 777-200 series
airplanes to be $689,014, or $9,311 per airplane.
There are currently no affected Model 777-300 series airplanes on
the U.S. Register. However, if an affected Model 777-300 series
airplane is placed on the U.S. Register in the future, it will take
approximately 82 work hours per airplane to accomplish the required
actions, at an average labor rate of $65 per work hour. Required parts
will cost approximately $5,488 per airplane. Based on these figures, we
estimate the cost impact of this AD to be $10,818 per affected Model
777-300 series airplane.
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.
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 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 adding the following new airworthiness
directive:
2005-13-34 Boeing: Amendment 39-14171. Docket 2001-NM-296-AD.
Applicability: Model 777-200 and -300 series airplanes,
certificated in any category, line numbers 001 through 264
inclusive.
Compliance: Required as indicated, unless accomplished
previously.
To prevent overheating of ceiling and sidewall light connectors,
which could result in smoke and a possible fire in the passenger
cabin, accomplish the following:
Service Bulletin References
(a) The following information pertains to the service bulletin
referenced in this AD:
(1) The term ``service bulletin,'' as used in this AD, means the
Accomplishment Instructions of Boeing Special Attention Service
Bulletin 777-33-0019, Revision 1, dated March 11, 2004.
(2) Although the service bulletin referenced in this AD
specifies to submit information to the manufacturer, this AD does
not include such a requirement.
(3) Actions accomplished before the effective date of this AD
per Boeing Special Attention Service Bulletin 777-33-0019, dated
July 19, 2001, are acceptable for compliance with the corresponding
actions required by this AD.
Replacement of Light Connectors
(b) Within 60 months after the effective date of this AD:
Replace, with improved parts, the existing ceiling and sidewall
light connectors and wire bundle connectors in the areas specified
in the service bulletin; by accomplishing all actions in Work
Packages 1, 2, and 3, of the Accomplishment Instructions of the
service bulletin.
Note 1: Boeing Special Attention Service Bulletin 777-33-0019
refers to Diehl Service Information Letter 3352-33-01/01, dated June
20, 2001, as an additional source of service information for
accomplishment of the connector replacements.
Alternative Methods of Compliance
(c) In accordance with 14 CFR 39.19, the Manager, Seattle
Aircraft Certification Office, FAA, is authorized to approve
alternative methods of compliance for this AD.
Incorporation by Reference
(d) Unless otherwise specified in this AD, the actions shall be
done in accordance with Boeing Special Attention Service Bulletin
777-33-0019, Revision 1, dated March 11, 2004. This incorporation by
reference was approved by the Director of the Federal Register in
accordance with 5 U.S.C. 552(a) and 1 CFR part 51. To get copies of
this service information, go to Boeing Commercial Airplanes, P.O.
Box 3707, Seattle, Washington 98124-2207. To inspect copies of this
service information, go to the FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington; or to the National
Archives and Records Administration (NARA). For information on the
availability of this material at the NARA,
[[Page 37028]]
call (202) 741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html
.
Effective Date
(e) This amendment becomes effective on August 2, 2005.
Issued in Renton, Washington, on June 21, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-12635 Filed 6-27-05; 8:45 am]
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