[Federal Register Volume 64, Number 119 (Tuesday, June 22, 1999)]
[Proposed Rules]
[Pages 33229-33232]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-15774]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 98-NM-252-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 747-400 Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document proposes the supersedure of an existing
airworthiness directive (AD), applicable to all Boeing Model 747-400
series airplanes, that currently requires various inspections and
functional tests to detect discrepancies of the thrust reverser control
and indication system, and correction of any discrepancy found. This
action would reduce the repetitive interval for one certain functional
test. This proposal is prompted by reports indicating that several
center drive units (CDU) were returned to the manufacturer of the CDU's
because of low holding torque of the CDU cone brake. The actions
specified by the proposed 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.
DATES: Comments must be received by August 6, 1999.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 98-NM-252-AD, 1601 Lind Avenue, SW.,
Renton, Washington 98055-4056. Comments may be inspected at this
location between 9:00 a.m. and 3:00 p.m., Monday through Friday, except
Federal holidays.
The service information referenced in the proposed rule 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.
FOR FURTHER INFORMATION CONTACT: Holly Thorson, Aerospace Engineer,
Propulsion Branch, ANM-140S, FAA, Transport Airplane Directorate,
Seattle Aircraft Certification Office, 1601 Lind Avenue, SW., Renton,
Washington 98055-4056; telephone (425) 227-1357; fax (425) 227-1181.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested persons are invited to participate in the making of the
proposed 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 above. All
communications received on or before the closing date for comments,
specified above, will be considered before taking action on the
proposed rule. The proposals contained in this notice may be changed in
light of the comments received.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the proposed 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 summarizing each FAA-public contact concerned with
the substance of this proposal will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this notice must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 98-NM-252-AD.'' The postcard will be date stamped and
returned to the commenter.
Availability of NPRMs
Any person may obtain a copy of this NPRM by submitting a request
to the FAA, Transport Airplane Directorate, ANM-114, Attention: Rules
Docket No. 98-NM-252-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
On July 13, 1994, the FAA issued AD 94-15-05, amendment 39-8976 (59
FR 37655, July 25, 1994), applicable to all Boeing Model 747-400 series
airplanes, to require various inspections and functional tests of the
thrust reverser control and indication system, and correction of any
discrepancy found. That action was prompted by an investigation to
determine the controllability of Model 747 series airplanes following
an in-flight thrust reverser deployment, which revealed that, in the
event of thrust reverser deployment during high-speed climb or during
cruise, these airplanes could experience control problems. The
requirements of that 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.
Actions Since Issuance of Previous Rule
Since the issuance of that AD, the FAA has received reports
indicating that several thrust reverser center drive units (CDU) were
returned to the manufacturer of the CDU's because of low holding torque
of the CDU cone brake. This possible failure condition was not included
in any previous safety assessment of the thrust reverser by the
manufacturer. The returned CDU's had accumulated between 3,400 and
3,600 total flight hours. The cause of the low holding torque is a
combination of cone brake wear, overrunning clutch wear, and grease
contamination of the cone brake. Such a low torque condition could
result in failure of the cone brake of the CDU, which could disable one
of the fail safe features of the thrust reverser system that prevent
deployment of a thrust reverser during flight.
In addition, this proposed AD changes the acceptable revision
levels for Boeing Service Bulletin 747-78A2113, from the original
issue, dated November 11, 1993, and Revision 1, dated March 10, 1994,
referenced in AD 94-15-05 as the appropriate source of service
information for accomplishment of the actions, to Revision 2, dated
June 8, 1993 and Revision 3, dated September 11, 1997. Revisions 2 and
3 of the service bulletin incorporate substantial technical changes.
These revisions reduce the permitted resistance from 5.0 ohm to 4.0 ohm
in the directional control valve hot short protection check, which
ensures that the related circuit breaker will open if a hot short
occurs. These revisions also add a step to
[[Page 33230]]
replace the bullnose seal in the next 650 flight hours if damage of
more than 1 inch, but less than 10 inches is found during the bullnose
seal inspection.
Explanation of Relevant Service Information
The FAA has reviewed and approved Boeing Service Bulletin 747-
78A2166, Revision 1, dated October 9, 1997, which describes procedures
for a repetitive functional test of the CDU cone brake on each thrust
reverser, and correction of any discrepancy found. The procedures for
the functional test of the cone brake are essentially the same as those
described in Boeing Service Bulletin 747-78-2113, dated November 11,
1993, and Boeing Alert Service Bulletin 747-78A2113, Revision 1, dated
March 10, 1994, for Model 747-400 series airplanes powered by General
Electric CF6-80C2 series engines (which were referenced as appropriate
sources of service information in AD 94-15-05). However, Boeing Service
Bulletin 747-78A2166, Revision 1, specifies a shorter repetitive
interval for the functional test (650 flight hours) than was specified
in Boeing Service Bulletin 747-78-2113 (1,000 flight hours).
In addition, the FAA has reviewed and approved Boeing Service
Bulletins 747-78-2113, Revision 2, dated June 8, 1995, and Revision 3,
dated September 11, 1997. The procedures for the functional test of the
cone brake are essentially the same as those described in Boeing
Service Bulletin 747-78-2113, dated November 11, 1993, and Boeing Alert
Service Bulletin 747-78A2113, Revision 1, dated March 10, 1994,
referenced previously, for Model 747-400 series airplanes powered by
General Electric CF6-80C2 series engines.
Accomplishment of the actions specified in the service bulletins is
intended to adequately address the identified unsafe condition.
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, the
proposed AD would supersede AD 94-15-05 to continue to require various
inspections and functional tests to detect discrepancies of the thrust
reverser control and indication system, and correction of any
discrepancy found. This proposed AD would reduce the repetitive
interval for the functional test of the CDU cone brake. The actions
would be required to be accomplished in accordance with the service
bulletins described previously, except as discussed below.
Differences Between Latest Service Bulletin and This Proposed AD
Operators should note that Boeing Service Bulletin 747-78A2166,
Revision 1, specifies that the functional test of the CDU cone brake
described in that service bulletin is not necessary for Model 747-400
series airplanes that are equipped with thrust reversers modified in
accordance with Boeing Service Bulletin 747-78-2151 (or production
equivalent). Boeing Model 747-400 series airplanes having line numbers
1061 and higher are equipped with such modified thrust reversers;
therefore, the effectivity listing of Boeing Service Bulletin 747-
78A2166, Revision 1, includes only Model 747 series airplanes equipped
with General Electric Model CF6-80C2 engines having line numbers 679
through 1060 inclusive.
This proposed AD, however, would require that the cone brake
functional test be performed on Model 747-400 series airplanes equipped
with General Electric Model CF6-80C2 engines regardless of whether they
are equipped with thrust reversers modified in accordance with Boeing
Service Bulletin 747-78-2151. The FAA has determined that an inspection
interval of 1,000 hours time-in-service (which was required by AD 94-
15-05) provides a sufficient level of safety for the modified thrust
reversers, and that an inspection interval of 650 hours time-in-service
provides a sufficient level of safety for the unmodified thrust
reversers, given the low holding torque condition that has been
identified for the CDU cone brake.
Interim Action
This is considered to be interim action. The manufacturer has
advised that it currently is developing a modification that will
positively address the unsafe condition addressed by this AD. Once this
modification is developed, approved, and available, the FAA may
consider additional rulemaking.
Cost Impact
There are approximately 146 Model 747-400 series airplanes of the
affected design in the worldwide fleet. The FAA estimates that 55
airplanes of U.S. registry would be affected by this proposed AD.
The new actions proposed by this AD would not add any additional
economic burden on affected operators, other than the costs that are
associated with repeating the functional test of the cone brake at
reduced intervals (at intervals not to exceed 650 hours time-in-service
for thrust reversers that have not been modified). The current costs
associated with AD 94-15-05 are reiterated in their entirety (as
follows) for the convenience of affected operators.
For airplanes powered by Pratt & Whitney PW4000 series engines (39
U.S.-registered airplanes), the actions that are currently required by
AD 94-15-05, and retained in this AD, take approximately 48 work hours
per airplane to accomplish, at an average labor rate of $60 per work
hour. Based on these figures, the cost impact of the currently required
actions on U.S. operators of Model 747-400 series airplanes powered by
Pratt & Whitney PW4000 series engines is estimated to be $112,320, or
$2,880 per airplane.
For airplanes powered by General Electric CF6-80C2 series engines
(16 U.S.-registered airplanes), the actions that are currently required
by AD 94-15-05, and retained in this AD, take approximately 60 work
hours per airplane to accomplish, at an average labor rate of $60 per
work hour. Based on these figures, the cost impact of the currently
required actions on U.S. operators of Model 747-400 series airplanes
powered by General Electric CF6-80C2 series engines is estimated to be
$57,600, or $3,600 per airplane.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the current or proposed
requirements of this AD action, and that no operator would accomplish
those actions in the future if this AD were not adopted.
Currently, there are no Model 747-400 series airplanes powered by
Rolls-Royce RB211-524G/H series engines on the U.S. Register at this
time. However, should one of these airplanes be imported and placed on
the U.S. Register in the future, it will require approximately 30 hours
to accomplish the required actions, at an average labor rate of $60 per
work hour. Based on these figures, the cost impact of this AD is
estimated to be $1,800 per airplane.
Regulatory Impact
The regulations proposed herein would 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
proposal would not have sufficient federalism implications to warrant
the preparation of a Federalism Assessment.
For the reasons discussed above, I certify that this proposed
regulation (1) is not a ``significant regulatory action''
[[Page 33231]]
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) if promulgated, 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 copy of the
draft regulatory evaluation prepared for this action is contained in
the Rules Docket. A copy of it may be obtained by contacting the Rules
Docket at the location provided under the caption ADDRESSES.
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
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 39-8976 (59 FR
37655, July 25, 1994), and by adding a new airworthiness directive
(AD), to read as follows:
Boeing: Docket 98-NM-252-AD. Supersedes AD 94-15-05, Amendment 39-
8976.
Applicability: All Model 747-400 series airplanes, 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 (h)(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 94-15-05, Amendment 39-8976
Inspections and Tests
(a) For Model 747-400 series airplanes powered by Pratt &
Whitney PW4000 series engines: Accomplish paragraphs (a)(1) and
(a)(2) of this AD.
(1) Within 90 days after August 24, 1994 (the effective date of
AD 94-15-05, amendment 39-8976), perform an inspection to detect
damage to the bullnose seal on the translating sleeve of the thrust
reverser, and perform a test of the lock mechanism of the center
locking actuator, in accordance with paragraphs III.C. and III.E. of
the Accomplishment Instructions of Boeing Service Bulletin 747-78-
2112, dated November 11, 1993; or paragraphs III.E. and III.H. of
the Accomplishment Instructions of Boeing Alert Service Bulletin
747-78A2112, Revision 1, dated March 7, 1994. Repeat this inspection
and test thereafter at intervals not to exceed 1,000 hours time-in-
service.
(2) Within 9 months after August 24, 1994, perform inspections
and functional tests of the thrust reverser control and indication
systems in accordance with paragraphs III.A., III.B., III.D., and
III.F. through III.M. of the Accomplishment Instructions of Boeing
Service Bulletin 747-78-2112, dated November 11, 1993; or paragraphs
III.C., III.D., III.F., III.G., and III.I. through III.P. of the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
78A2112, Revision 1, dated March 7, 1994. Repeat these inspections
and functional tests thereafter at intervals not to exceed 18
months.
Inspections and Tests
(b) For Model 747-400 series airplanes powered by General
Electric CF6-80C2 series engines: Accomplish paragraphs (b)(1) and
(b)(2) of this AD.
(1) Within 90 days after August 24, 1994, perform an inspection
to detect damage to the bullnose seal on the translating sleeve of
the thrust reverser, and a continuity test of the position switch
module of the center drive unit (CDU) and a cone brake test of the
CDU, in accordance with paragraphs III.B. and III.C. of the
Accomplishment Instructions of Boeing Service Bulletin 747-78-2113,
dated November 11, 1993; or paragraphs III.E. through III.G. of
Boeing Alert Service Bulletin 747-78A2113, Revision 1, dated March
10, 1994; or Boeing Service Bulletin 747-78-2113, Revision 2, dated
June 8, 1995, or Revision 3, dated September 11, 1997. Repeat the
inspection and tests thereafter at intervals not to exceed 1,000
hours time-in-service.
(2) Within 9 months after August 24, 1994, perform inspections
and functional tests of the thrust reverser control and indication
systems in accordance with paragraphs III.A., III.D., III.F.,
III.G., III.H., and III.J. through III.M. of the Accomplishment
Instructions of Boeing Service Bulletin 747-78-2113, dated November
11, 1993; or paragraphs III.D. and III.H. through III.N. of Boeing
Alert Service Bulletin 747-78A2113, Revision 1, dated March 10,
1994; or Boeing Service Bulletin 747-78-2113, Revision 2, dated June
8, 1995, or Revision 3, dated September 11, 1997. Repeat these
inspections and functional tests thereafter at intervals not to
exceed 18 months.
Inspections and Tests
(c) For Model 747-400 series airplanes powered by Rolls-Royce
RB211-524G/H series engines: Within 9 months after August 24, 1994,
and thereafter at intervals not to exceed 18 months, perform
inspections and functional tests of the thrust reverser control and
indication systems in accordance with paragraphs III.D. through
III.K. of the Accomplishment Instructions of Boeing Service Bulletin
747-78-2115, dated October 28, 1993; or paragraphs III.D. through
III.L. of the Accomplishment Instructions of Boeing Alert Service
Bulletin 747-78A2115, Revision 1, dated March 4, 1994.
Corrective Action
(d) If any of the inspections and/or functional tests required
by this AD cannot be successfully performed, or if any discrepancy
is found during those inspections and/or functional tests,
accomplish either paragraph (d)(1) or (d)(2) of this AD.
(1) Prior to further flight, correct the discrepancy found, in
accordance with Boeing Service Bulletin 747-78-2112, dated November
11, 1993, or Boeing Alert Service Bulletin 747-78A2112, Revision 1,
dated March 7, 1994 (for Model 747-400 series airplanes powered by
Pratt & Whitney PW4000 series engines); Boeing Service Bulletin 747-
78-2113, dated November 11, 1993, or Boeing Alert Service Bulletin
747-78A2113, Revision 1, dated March 10, 1994, or Boeing Service
Bulletin 747-78-2113, Revision 2, dated June 8, 1995, or Revision 3,
dated September 11, 1997 (for Model 747-400 series airplanes powered
by General Electric CF6-80C2 series engines); or Boeing Service
Bulletin 747-78-2115, dated October 28, 1993, or Boeing Alert
Service Bulletin 747-78A2115, Revision 1, dated March 4, 1994 (for
Model 747-400 series airplanes powered by Rolls-Royce RB211-524G/H
series engines); as applicable. 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
Functional Tests
(e) For Model 747-400 series airplanes powered by General
Electric CF6-80C2 series engines: Within 1,000 hours time-in-service
after the most recent test of the CDU cone brake performed in
accordance with paragraph (a) of this AD, or within 650 hours time-
in-service after the effective date of this AD, whichever occurs
first, perform a functional test to detect discrepancies of the CDU
cone brake on each thrust reverser, in accordance with Boeing
Service Bulletin 747-78A2166, Revision 1, dated October 9, 1997; or
the applicable section of paragraph III.A. of the Accomplishment
Instructions of Boeing Service Bulletin 747-78-2113, Revision 2,
dated June 8, 1995, or Revision 3, dated September 11, 1997.
[[Page 33232]]
(1) For Model 747-400 series airplanes having line numbers 679
through 1060 inclusive, equipped with thrust reversers that have not
been modified in accordance with Boeing Service Bulletin 747-78-
2151: Repeat the functional test of the CDU cone brake thereafter at
intervals not to exceed 650 hours time-in-service.
(2) For Model 747-400 series airplanes having line numbers 1061
and higher, equipped with thrust reversers that have been modified
in accordance with Boeing Service Bulletin 747-78-2151: Repeat the
functional test of the CDU cone brake thereafter at intervals not to
exceed 1,000 hours time-in-service.
Terminating Action
(f) Accomplishment of the functional test of the CDU cone brake,
as specified in paragraphs (e)(1) and (e)(2) of this AD, as
applicable, constitutes terminating action for the repetitive tests
of the CDU cone brake required by paragraph (b)(1) of this AD.
Corrective Action
(g) If any functional test required by paragraph (d) of this AD
cannot be successfully performed, or if any discrepancy is found
during any functional test required by paragraph (d) of this AD,
accomplish either paragraph (g)(1) or (g)(2) of this AD.
(1) Prior to further flight, correct the discrepancy found, in
accordance with Boeing Service Bulletin 747-78A2166, Revision 1,
dated October 9, 1997; or Boeing Service Bulletin 747-78-2113,
Revision 2, dated June 8, 1995, or Revision 3, dated September 11,
1997. Or
(2) The airplane may be operated in accordance with the
provisions and limitations specified in the operator's FAA-approved
MEL, provided that no more than one thrust reverser on the airplane
is inoperative.
Alternative Methods of Compliance
(h)(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.
(h)(2) Alternative methods of compliance for Model 747-400
series airplanes powered by General Electric CF6-80C2 series
engines, approved previously in accordance with AD 94-15-05,
amendment 39-8976, are not considered to be approved as alternative
methods of compliance with 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
(i) 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.
Issued in Renton, Washington, on June 15, 1999.
Dorenda D. Baker,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 99-15774 Filed 6-21-99; 8:45 am]
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