[Federal Register Volume 63, Number 171 (Thursday, September 3, 1998)]
[Rules and Regulations]
[Pages 46878-46880]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-23742]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98-NM-183-AD; Amendment 39-10743; AD 94-13-02 R1]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 757-200, -200PF, and -
200CB Series Airplanes Equipped with Rolls-Royce Model RB211-535E4/E4B 
Engines

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

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SUMMARY: This amendment revises an existing airworthiness directive 
(AD), applicable to certain Boeing Model 757 series airplanes, that 
currently requires tests of the thrust reverser system, and repair, if 
necessary; installation of a modification that terminates those tests; 
and repetitive operational checks of that installation, and repair, if 
necessary. This amendment limits the applicability of the existing AD 
by including the specific series of the affected airplanes. This 
amendment is prompted by the upcoming type certification of the Model 
757-300 series airplane, which will address the requirements of this 
amendment during the type certification process. The actions specified 
in this AD are intended to prevent deployment of a thrust reverser in 
flight and subsequent reduced controllability of the airplane.

DATES: September 18, 1998.

    The incorporation by reference of certain publications, as listed 
in the regulations, was approved previously by the Director of the 
Federal Register as of July 20, 1994 (59 FR 31512, June 20, 1994).
    Comments for inclusion in the Rules Docket must be received on or 
before November 2, 1998.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 98-NM-183-AD, 1601 Lind Avenue, SW., 
Renton, Washington 98055-4056.
    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 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.

FOR FURTHER INFORMATION CONTACT:
Katherine Rask, Aerospace Engineer, Propulsion Branch, ANM-140S, FAA, 
Transport Airplane Directorate, Seattle Aircraft Certification Office, 
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425) 
227-1547; fax (425) 227-1181.

SUPPLEMENTARY INFORMATION: On June 13, 1994, the FAA issued AD 94-13-
02, amendment 39-8942 (59 FR 31512, June 20, 1994), applicable to 
certain Boeing Model 757 series airplanes, to require tests of the 
thrust reverser system, and repair, if necessary; installation of a 
modification that terminates those tests; and repetitive operational 
checks of that installation, and repair, if necessary. That action was 
prompted by results of a safety review, which revealed that in-flight 
deployment of a thrust reverser could result in a significant reduction 
in the controllability of the airplane. The actions required by that AD 
are intended to prevent deployment of a thrust reverser in flight and 
subsequent reduced controllability of the airplane.

Actions Since Issuance of Previous Rule

    Since the issuance of that AD, Boeing has developed the Model 757-
300 series airplane, equipped with Rolls-Royce Model RB211-535E4/E4B 
engines. This model is expected to be type certificated in early 1999. 
As part of the type certification of the Model 757-300 series airplane, 
the requirements of this amendment will be addressed during the type 
certification process. Therefore, the FAA has revised the applicability 
of the existing AD to include the specific series of the affected 
airplanes as Model 757-200 series airplanes.

Explanation of Requirements of Proposed Rule

    Since an unsafe condition has been identified that is likely to 
exist or develop on other products of this same type design, this AD 
revises AD 94-13-02 to continue to require tests of the thrust reverser 
system, and repair, if necessary; installation of a modification that 
terminates those tests; and repetitive operational checks of that 
installation, and repair, if necessary. This AD limits the 
applicability of the existing AD by including the specific series of 
the affected airplanes.

Cost Impact

    There are approximately 376 Model 757-200 series airplanes of the 
affected design in the worldwide fleet. The FAA estimates that 95 
airplanes of U.S. registry will be required to accomplish the restow 
and integrity tests required by this AD, that it will take 
approximately 1 work hour per airplane to accomplish those tests, and 
that the average labor rate is $60 per work hour. Based on these 
figures, the cost impact of the AD on U.S. operators to accomplish each 
operational test is estimated to be $5,700, or $60 per airplane.
    The FAA estimates that 95 airplanes of U.S. registry will be 
required to accomplish either modification specified in paragraphs 
(b)(1) or (b)(2) of this AD. It will take approximately 506 work hours 
per airplane to accomplish either of those modifications, and the

[[Page 46879]]

average labor rate is $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 AD on U.S. operators to accomplish the 
modification is estimated to be $2,884,200, or $30,360 per airplane, 
per test cycle.
    The FAA also estimates that 232 airplanes of U.S. registry will be 
required to accomplish the periodic operational tests of the sync-lock 
installation required by this AD, that it will take approximately 1 
work hour per airplane to accomplish each test, and that the average 
labor rate is $60 per work hour. Based on these figures, the cost 
impact of the AD on U.S. operators to accomplish each operational test 
is estimated to be $13,920, or $60 per airplane, per test cycle.
    Based on these figures, the cost impact of the AD on U.S. operators 
is estimated to be $2,903,820.
    The cost impact figures discussed above are based on assumptions 
that no operator has yet accomplished any of the proposed requirements 
of this AD action, and that no operator would accomplish those actions 
in the future if this AD were not adopted.

Determination of Rule's Effective Date

    Since this AD action limits the applicability of an existing AD, it 
has no adverse economic impact and imposes no additional burden on any 
person. Therefore, prior notice and public procedures hereon are 
unnecessary and the amendment may be made effective in less than 30 
days after publication in the Federal Register.

Comments Invited

    Although this action is in the form of a final rule and was not 
preceded by notice and opportunity for public comment, comments are 
invited on this rule. Interested persons are invited to comment on this 
rule by submitting such written data, views, or arguments as they may 
desire. Communications shall identify the Rules Docket number and be 
submitted in triplicate to the address specified under the caption 
ADDRESSES. All communications received on or before the closing date 
for comments will be considered, and this rule may be amended in light 
of the comments received. Factual information that supports the 
commenter's ideas and suggestions is extremely helpful in evaluating 
the effectiveness of the AD action and determining whether additional 
rulemaking action would be needed.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the rule that might 
suggest a need to modify the rule. All comments submitted will be 
available, both before and after the closing date for comments, in the 
Rules Docket for examination by interested persons. A report that 
summarizes each FAA-public contact concerned with the substance of this 
AD will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this rule must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 98-NM-183-AD.'' The postcard will be date stamped and 
returned to the commenter.

Regulatory Impact

    The regulations adopted herein will not have substantial direct 
effects 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, in 
accordance with Executive Order 12612, it is determined that this final 
rule does not have sufficient federalism implications to warrant the 
preparation of a Federalism Assessment.
    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

    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

    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. Section 39.13 is amended by removing amendment 39-8942 (59 FR 
31512, June 20, 1994), and by adding a new airworthiness directive 
(AD), amendment 39-10743, to read as follows:

94-13-02 R1  Boeing: Amendment 39-10743. Docket 98-NM-183-AD. 
Revises AD 94-13-02, Amendment 39-8942.

    Applicability: Model 757-200, -200PF, and -200CB series 
airplanes equipped with Rolls-Royce Model RB211-535E4/E4B 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 (d) 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 
consequent reduced controllability of the airplane, accomplish the 
following:
    (a) For airplanes on which the sync-lock feature was not 
installed during production or as a modification in accordance with 
Boeing Service Bulletin 757-78-0032, Revision 2, dated May 12, 1994: 
Within 4,000 hours time-in-service after July 20, 1994 (the 
effective date of AD 94-13-02, amendment 39-8942); and thereafter at 
intervals not to exceed 4,000 hours time-in-service until the 
modification required by paragraph (b) of this AD is accomplished; 
accomplish paragraphs (a)(1) and (a)(2) of this AD to verify proper 
operation of the thrust reverser system. Prior to further flight, 
repair any discrepancy found, in accordance with the procedures 
described in the Boeing 757 Maintenance Manual.
    (1) Perform a ``Thrust Reverser-Auto Restow Test'' in accordance 
with the procedures described in Section 78-31-00 of the Boeing 757 
Maintenance Manual.
    (2) Perform an ``Actuator Lock and Crossover Shaft Integrity 
Test'' in accordance with the procedures described in Section 78-31-
00 of the Boeing 757 Maintenance Manual.
    (b) For airplanes on which the sync-lock feature was not 
installed during production or as a modification in accordance with 
Boeing Service Bulletin 757-78-0032, Revision 2, dated May 12, 1994: 
Within 5 years after July 20, 1994, accomplish the requirements of 
either paragraph (b)(1) or (b)(2) of this AD. Accomplishment of 
either of these installations constitutes terminating action for the 
tests required by paragraph (a) of this AD.

[[Page 46880]]

    (1) Install an additional thrust reverser system locking feature 
(sync-lock installation) in accordance with Boeing Service Bulletin 
757-78-0032, Revision 2, dated May 12, 1994.

    Note 2: Revision 2 of Boeing Service Bulletin 757-78-0032 
references Rolls-Royce Service Bulletins RB.211-78-9613 and RB.211-
78-9627 as additional sources of service information. The intent of 
paragraph (b)(1) of this AD is that the appropriate revision levels 
of the Rolls-Royce service bulletins to be used in conjunction with 
Boeing Service Bulletin 757-78-0032 are as follows: Rolls-Royce 
Service Bulletin RB.211-78-9613, dated December 3, 1992, or Revision 
1, dated March 5, 1993, or Revision 2, dated October 1, 1993; and 
Rolls-Royce Service Bulletin RB.211-78-9627, dated December 3, 1992.

    (2) Install a revised thrust reverser sync-lock in accordance 
with Boeing Service Bulletin 757-78-0032, Revision 2, dated May 12, 
1994, and Rolls-Royce Service Bulletin RB.211-78-9822, dated October 
1, 1993.

    Note 3: Rolls-Royce Service Bulletin RB.211-78-9822 references 
Rolls-Royce Service Bulletin RB.211-78-9613 as an additional source 
of service information for airplanes equipped with Rolls-Royce 
RB211-535E4/E4B engines. Rolls-Royce Service Bulletin RB.211-78-9613 
references Rolls-Royce Service Bulletin RB.211-78-9627 as an 
additional source of service information. The FAA's intent is that 
the appropriate revision levels to be used in conjunction with 
Rolls-Royce Service Bulletin RB.211-78-9822 are as follows: Rolls-
Royce Service Bulletin RB.211-78-9613, Revision 2, dated October 1, 
1993; and Rolls-Royce Service Bulletin RB.211-78-9627, dated 
December 3, 1992.

    (c) Within 4,000 hours time-in-service after accomplishing the 
modification required by paragraph (b) of this AD, or within 4,000 
hours time-in-service after July 20, 1994, whichever occurs later; 
and thereafter at intervals not to exceed 4,000 hours time-in-
service: Accomplish the ``Thrust Reverser Sync-Lock Integrity Test'' 
specified below to verify that the sync-locks have not failed in the 
``unlocked'' state. Prior to further flight, repair any discrepancy 
found, 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. The procedure must be performed on each engine.
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 steps 2.A.(2)(a) through 2.A.(2)(f) to supply power to 
the thrust reverser system:
    (a) Make sure the thrust levers are in the idle position.
    (b) Make sure the thrust reversers are retracted and locked.
    (c) Make sure these circuit breakers on the main power 
distribution panel, P6, are closed:
    (1) L ENG SYNC LOCK
    (2) R ENG SYNC LOCK-ALTN
    (d) Make sure these circuit breakers on the overhead circuit 
breaker panel, P11, are closed:
    (1) LANDING GEAR POS SYS 1
    (2) T/R IND R
    (3) T/R CONT-ALTN-R
    (4) T/R IND L
    (5) T/R CONT L
    (6) R ENG SYNC LOCK
    (7) T/R CONT R
    (8) EICAS CMPTR LEFT
    (9) EICAS UPPER IND
    (10) EICAS CMPTR RIGHT
    (11) EICAS LOWER IND
    (12) EICAS DISPLAY SW
    (13) EICAS PILOTS DSP
    (14) AIR/GND SYS 1
    (15) AIR/GND SYS 2
    (16) LANDING GEAR POS SYS 2
    (17) PROX SW TEST
    (e) Supply electrical power.
    (f) Supply pressure to the left (for the left engine) or right 
(for the right engine) hydraulic system.
    B. Do the thrust reverser sync lock test.
    (1) Use the SENSOR CHANNEL SELECT thumb switches to set the PSEU 
code for the auto-restow proximity sensor.
    (a) On PSEU (-17), The left engine code is 433.
    (b) On PSEU (-16), The left engine code is 105.
    (c) The right engine PSEU code is 099.

    Note: Step 2.B.(2) will cause the Hydraulic Isolation Valve 
(HIV) to open for approximately 5 seconds. Steps 2.B.(3) through 
2.B.(5) must be done during this 5 second time. Steps 2.B.(2) 
through 2.B.(5) may be repeated if necessary.

    (2) Push the TARGET TEST switch on the PSEU and hold for one 
second.
    (3) Make sure the TARGET NEAR light on the PSEU comes on after 
approximately four seconds.
    (4) Make sure that the EICAS Advisory message L(R) REV ISLN VAL 
shows for approximately 3 seconds and then does not show.
    (5) Make sure the sync lock manual unlock lever on the right 
sleeve of the reverser does not extend.
    (6) Push and release the RESET switch on the PSEU.
    (7) Open the applicable circuit breaker(s):
    (a) For the left engine;
    L ENG SYNC LOCK (Panel P6)
    (b) For the right engine;
    R ENG SYNC LOCK (Panel P11)
    R ENG SYNC LOCK-ALTN (Panel P6)
    (8) Move the left (right) reverse thrust lever up and rearward 
to the reverse thrust position.
    (9) Make sure that the thrust reverser does not extend.
    (10) Move the left (right) reverse thrust lever to the forward 
and down position.
    C. Put the airplane back to its usual condition.
    (1) Remove hydraulic pressure.
    (2) Close the applicable circuit breaker(s).
    (a) For the left engine;
    L ENG SYNC LOCK (Panel P6)
    (b) For the right engine;
    R ENG SYNC LOCK (Panel P11)
    R ENG SYNC LOCK-ALTN (Panel P6)
    (3) Close the AUTO SPEEDBRAKE circuit breaker on the overhead 
circuit breaker panel, P11.
    (4) Remove electrical power.
    D. Repeat the thrust reverser sync lock test on the other 
engine.

    (d) 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.

    Note 4: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Seattle ACO.

    (e) Special flight permits may be issued in accordance with 
Secs. 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.
    (f) The installation shall be done in accordance with Boeing 
Service Bulletin 757-78-0032, Revision 2, dated May 12, 1994, and/or 
Rolls-Royce Service Bulletin RB.211-78-9822, dated October 1, 1993. 
This incorporation by reference was approved previously by the 
Director of the Federal Register in accordance with 5 U.S.C. 552(a) 
and 1 CFR part 51, as of July 20, 1994 (59 FR 31512, June 20, 1994). 
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.
    (g) This amendment becomes effective on September 18, 1998.

    Issued in Renton, Washington, on August 28, 1998.
Vi L. Lipski,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 98-23742 Filed 9-2-98; 8:45 am]
BILLING CODE 4910-13-M