[Federal Register Volume 65, Number 1 (Monday, January 3, 2000)]
[Rules and Regulations]
[Pages 1-6]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-33731]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98-NM-323-AD; Amendment 39-11487; AD 99-27-06]
RIN 2120-AA64

Airworthiness Directives; Boeing Model 757-200, -200PF, and -200CB 
Series Airplanes


Powered by Rolls-Royce RB211-535C/E4/E4B Turbofan Engines

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment adopts a new airworthiness directive (AD), 
applicable to certain Boeing Model 757-200, -200PF, and -200CB series 
airplanes, that requires repetitive inspections of the engine thrust 
control cable system to detect discrepancies of the wire rope, 
fittings, and pulleys; and replacement, if necessary. This amendment 
also requires a one-time inspection to determine the part number of 
certain pulleys and replacement of existing pulleys with new pulleys, 
if necessary; and modification of the engine thrust control cable 
installation. This amendment is prompted by reports of failure of 
certain engine thrust control cables. The actions specified by this AD 
are intended to prevent failure of certain engine thrust control 
cables, which could result in a severe asymmetric thrust condition 
during landing, and consequent reduced controllability of the airplane.

DATES: Effective February 7, 2000.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of February 7, 2000.

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: Kathrine 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: 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 757-200, -
200PF, and -200CB series airplanes was published as a supplemental 
notice of proposed rulemaking (NPRM) in the Federal Register on 
September 10, 1999 (64 FR 49105). That action proposed to require 
modification of the engine thrust control

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cable installation, and repetitive inspections to detect certain 
discrepancies of the cables, pulleys, pulley brackets, and cable 
travel; and repair, if necessary. That action also proposed to require 
a one-time inspection to determine the part number of thrust control 
cable pulleys and replacement of existing pulleys with new pulleys, if 
necessary.

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 Proposal

    One commenter supports the proposed rule, and one commenter states 
that it is not affected by the rule and has no comments.

Request To Include Additional Source of Service Information

    One commenter requests that the FAA cite Boeing Service Bulletin 
757-30A0018, Revision 2, dated September 9, 1999, as an additional 
source of service information for accomplishment of the modification 
specified in paragraph (e) of the proposed rule.
    The FAA concurs with the commenter's request. Boeing Service 
Bulletin 757-30A0018, Revision 2, removes an airplane that has a 
different routing of the window heat wire bundle (and, therefore, does 
not need the support bracket assembly to ensure proper clearance 
between the wire bundle and engine thrust control cable) from the 
effectivity listing. In addition, Revision 2 corrects minor errors in 
the accomplishment instructions. The FAA has revised paragraph (e) of 
the final rule to state that the paragraph is applicable to airplanes 
listed in Revision 2 of the service bulletin. Also, paragraph (e) has 
been revised to reference Revision 2 of the service bulletin, in 
addition to Boeing Alert Service Bulletin 757-30A0018, Revision 1, 
dated September 17, 1998 (which was cited in the proposal), as 
appropriate sources of service information.

Request To Revise Cost Impact

    One commenter states that it would take approximately 18 work hours 
per airplane to accomplish the inspection specified in paragraph (a) of 
the proposed rule. The commenter also requests that the Cost Impact 
section include the estimated cost for replacement of phenolic pulleys 
with aluminum pulleys, specified in paragraph (b) of the proposed rule. 
The FAA concurs with the commenter's requests and has revised the Cost 
Impact section of the final rule in accordance with new cost data 
provided by the commenter and the airplane manufacturer.

Request To Revise Applicability

    One commenter requests that Model 757-200PF series airplanes be 
removed from the applicability of the proposed AD. The commenter states 
that Model 757-200PF series airplanes are not listed in the effectivity 
of any of the Boeing service bulletins referenced in the proposed AD.
    The FAA does not concur. Although Model 757-200PF series airplanes 
are not subject to paragraphs (c), (d), and (e) of the final rule 
(which reference Boeing service bulletins), these airplanes are subject 
to paragraphs (a) and (b). The engine installation of the Rolls-Royce 
Model RB211-535E4 turbofan engine on the Model 757-200 and -200PF 
series airplanes is identical; therefore, the same unsafe condition 
exists. No change to the final rule is necessary in this regard.

Request To Eliminate Repetitive Inspections

    One commenter requests that the repetitive inspections of the 
engine thrust control cables be removed from the proposed AD. The 
commenter states that the proposed rule addresses specific failure 
modes of the cables, and that once those corrective actions have been 
accomplished, the existing Boeing Maintenance Planning Document (MPD) 
inspection interval is adequate. The commenter states that the tracking 
and records burden of the repetitive inspections would not provide a 
cost-effective benefit or substantially increase safety margins. The 
commenter suggests that, if the FAA determines that more frequent 
inspections are necessary, a maintenance review board (MRB) revision 
would be the most appropriate means to provide for such inspections.
    The FAA does not concur with the commenter's request. The 
corrective actions and modifications to the engine thrust control cable 
installation specified in paragraphs (b) through (e) of the AD do not 
eliminate the unsafe condition. The thrust reverser control system on 
this airplane model is such that, when the engine thrust control ``B'' 
cable fails during landing, it changes the position of the thrust 
reverser directional control valve causing the thrust reverser to stow 
and the engine to accelerate. The opposite engine is unaffected by the 
cable failure and remains in full reverse. This severe asymmetric 
thrust condition during landing is the unsafe condition. None of the 
modifications required by this AD change the failure mode of the cable. 
The repetitive inspections specified in paragraph (a) of the AD are 
intended to detect wear and corrosion prior to cable failure. Such wear 
and corrosion could be caused by numerous problems, not just those 
addressed by the actions specified in paragraphs (b) through (e) of the 
AD. Furthermore, a revision to the MRB report would not adequately 
address the unsafe condition. The MRB process allows for extension of 
inspection intervals, on an operator-by-operator basis, based on the 
rate of discrepancies identified in previous inspections. The 
discrepancies detected during the repetitive inspections would not 
necessarily be chronic problems but could be induced by unrelated 
airplane configuration changes near the cable run. No change to the 
final rule is necessary in this regard.

Request To Extend Repetitive Inspection Interval

    One commenter requests that the interval for the repetitive 
inspections specified in paragraph (a) of the proposed rule be extended 
to an interval coinciding with a ``2C'' check. The commenter states 
that this is what is currently required by the Boeing MPD.
    The FAA does not concur. There have been two engine thrust control 
cable failures on Model 757 series airplanes. One event was described 
in the NPRM. Another event, which the FAA became aware of shortly 
before the NPRM was released, occurred in January 1999. There was no 
evidence in these events that the operators were not following the 
Boeing MPD recommendation for thrust control cable inspections every 
``2C'' check. Given this experience and the possibly catastrophic 
effect of a thrust control cable failure, the FAA has determined that 
it is necessary to require more frequent inspections of the cable 
installation. Therefore, this AD requires the cable inspection at an 
interval coinciding approximately with a ``C'' check for the majority 
of the affected fleet. No change to the final rule is necessary in this 
regard.
    In addition, two commenters request that the repetitive interval 
for the inspections specified in paragraph (a) of the proposed rule be 
extended. The commenters suggest intervals that would coincide with the 
commenters' own ``C'' check intervals. One commenter states that the 
proposed interval would require special scheduling and would create an 
economic burden. The other commenter notes that the FAA stated in the 
proposed rule that it is the FAA's intent that the inspections be 
performed

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during a regular scheduled maintenance visit.
    The FAA does not concur with the commenters' request to extend the 
compliance time. In developing an appropriate compliance time for this 
action, the FAA considered not only the practical aspect of 
accomplishing the inspections at an interval of time that parallels 
normal scheduled maintenance for the majority of affected operators, 
but the possible failure modes of the engine thrust control cables. In 
consideration of these items, as well as the in-service failures of the 
cables described previously, the FAA has determined that 24 months or 
6,000 flight hours, whichever occurs first, represents an appropriate 
interval of time allowable wherein the inspections can be accomplished 
during scheduled maintenance intervals for the majority of affected 
operators, and an acceptable level of safety can be maintained. No 
change to the final rule is necessary in this regard.

Request To Eliminate One-Time Inspection

    One commenter requests that paragraph (b) of the proposed rule, 
which requires a one-time inspection of the engine thrust control cable 
pulleys in the struts and replacement of any phenolic pulleys with 
aluminum pulleys, be removed. Instead, the commenter suggests that the 
phenolic pulleys be replaced with aluminum pulleys only if damage is 
detected during the repetitive inspections specified in paragraph (a) 
of the proposed rule. The commenter states that the repetitive 
inspections would preclude the elapse of a significant time period of 
operation with a seized pulley and that a seized pulley would be 
identified before any significant cable wear could occur.
    The FAA does not concur. Although the in-service problems with the 
phenolic pulleys in a high-temperature environment have not resulted in 
an engine thrust control cable failure, the FAA has determined that 
there is enough variability in how airplanes in the fleet are operated, 
in addition to the possible catastrophic effect of a cable failure, to 
warrant removal of the phenolic pulleys prior to seizure. Therefore, no 
change to the final rule is necessary in this regard.

Request To Clarify Affected Part Numbers

    Two commenters suggest that phenolic engine thrust control cable 
pulleys having part number (P/N) BACP30M4 in the strut be included in 
any requirement that specifies phenolic pulleys having P/N 65B80977-1. 
The commenters state that pulleys having P/N BACP30M4 are 
interchangeable with pulleys having P/N 65B80977-1 and are installed on 
many of the airplanes affected by the proposed rule.
    The FAA concurs. Paragraph (b) of the final rule has been revised 
to include phenolic pulleys having P/N BACP30M4. The FAA has determined 
that this addition does not necessitate reopening of the comment 
period. The supplemental NPRM clearly states in the preamble that the 
unsafe condition is associated with any phenolic pulleys in the struts, 
not just those having P/N 65B80977-1. Therefore, the FAA finds that the 
public has had a reasonable opportunity to comment on its intent.

Request for Information on Service Information

    One commenter notes that paragraph (b) of the proposed rule does 
not reference a service bulletin. The commenter requests information 
regarding the availability of service information for the actions 
specified in paragraph (b), and the configuration of the airplanes to 
which paragraph (b) applies at the time of airplane delivery to the 
operator. No specific change to the rule is requested.
    The FAA agrees that paragraph (b) of the proposed rule does not 
reference a service bulletin. The airplane manufacturer has not issued 
a service bulletin for the Model 757 series airplane describing 
procedures for the actions specified in paragraph (b); however, it has 
published Boeing Service Letter 757-SL-004-A, dated July 21, 1997, 
addressing this subject. Model 757 series airplanes powered by Rolls-
Royce engines and having line numbers 1 through 636 inclusive were 
delivered from the airplane manufacturer to the operator with phenolic 
pulleys installed in the struts. Airplanes having line numbers 637 and 
subsequent were delivered with aluminum pulleys installed in the 
struts. No specific change to the final rule is necessary in this 
regard.

Request To Extend Compliance Time for Modification

    One commenter requests that the compliance time for the 
modification specified in paragraph (e) of the proposed rule be 
extended. The commenter suggests no specific compliance time. The 
commenter states that a single failure without sufficient evidence that 
the engine thrust control cable was being inspected in accordance with 
the Boeing MPD does not warrant regulatory action within 60 days.
    The FAA does not concur with the commenter's request to extend the 
compliance time. In developing an appropriate compliance time for this 
action, the FAA considered the safety implications, parts availability, 
and normal maintenance schedules for timely accomplishment of the 
modification. In consideration of these items, as well as a report of 
another airplane with contact between the window heat wire bundle and 
engine thrust control cables in service, the FAA has determined that 60 
days represents an appropriate interval of time allowable wherein the 
modifications can be accomplished during scheduled maintenance 
intervals for the majority of affected operators, and an acceptable 
level of safety can be maintained. No change to the final rule is 
necessary in this regard.

Explanation of Other Changes to Cost Impact

    The cost impact section, below, has been revised. The applicability 
of the AD has not changed, but because the airplane model affected by 
this AD is continuing to be manufactured, the number of affected 
airplanes has increased slightly since publication of the proposed 
rule. Also, the proposed rule estimated the cost of the one-time 
inspection for all airplanes; however, this action only applies to a 
limited number of airplanes.

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

    There are approximately 500 Model 757-200, -200PF, and -200CB 
series airplanes of the affected design in the worldwide fleet. The FAA 
estimates that 257 airplanes of U.S. registry will be affected by this 
AD.
    For all airplanes, it will take approximately 18 work hours per 
airplane to accomplish the required inspection to verify the integrity 
of the thrust control cables, at an average labor rate of $60 per work 
hour. Based on these figures, the cost impact of this inspection 
required by this AD on U.S. operators is estimated to be $277,560, or 
$1,080 per airplane, per inspection cycle.

[[Page 4]]

    For airplanes required to accomplish the one-time inspection to 
determine the part number of the thrust control cable pulleys (142 
U.S.-registered airplanes), it will take approximately 1 work hour per 
airplane, at an average labor rate of $60 per work hour. Based on these 
figures, the cost impact of this inspection required by this AD on U.S. 
operators is estimated to be $8,520, or $60 per airplane.
    Should an operator be required to accomplish the pulley 
replacement, it will take approximately 16 work hours per airplane, at 
an average labor rate of $60 per work hour. Required parts will cost 
approximately $2,224 per airplane. Based on these figures, the cost 
impact of this inspection required by this AD on U.S. operators is 
estimated to be $3,184 per airplane.
    For airplanes identified in Boeing Service Bulletin 757-76-1 (8 
U.S.-registered airplanes), it will take approximately 2 work hours per 
airplane to accomplish the required guide bracket removal, at an 
average labor rate of $60 per work hour. Based on these figures, the 
cost impact of this replacement required by this AD on U.S. operators 
is estimated to be $960, or $120 per airplane.
    For airplanes identified in Boeing Service Bulletin 757-76-0005 (14 
U.S.-registered airplanes), it will take approximately 14 work hours 
per airplane to accomplish the required replacement, at an average 
labor rate of $60 per work hour. Required parts will cost approximately 
$1,410 per airplane. Based on these figures, the cost impact of this 
replacement required by this AD on U.S. operators is estimated to be 
$31,500, or $2,250 per airplane.
    For airplanes identified in Boeing Alert Service Bulletin 757-
30A0018, Revision 1 (167 U.S.-registered airplanes), it will take 
approximately 2 work hours per airplane to accomplish the required 
installation and adjustment, at an average labor rate of $60 per work 
hour. Required parts will cost approximately $192 per airplane. Based 
on these figures, the cost impact of this installation and adjustment 
required by AD on U.S. operators is estimated to be $52,104, or $312 
per 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.

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 adding the following new 
airworthiness directive:

99-27-06  Boeing: Amendment 39-11487. Docket 98-NM-323-AD.

    Applicability: Model 757-200, -200PF, and -200CB series 
airplanes powered by Rolls-Royce RB211-535C/E4/E4B turbofan 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 (f) 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 engine thrust control cable failure, which could 
result in a severe asymmetric thrust condition during landing, and 
consequent reduced controllability of the airplane, accomplish the 
following:

Inspections and Corrective Actions

    (a) Within 24 months or 6,000 flight hours after the effective 
date of this AD, whichever occurs first: Accomplish the ``Thrust 
Control Cable Inspection Procedure'' specified in Appendix 1. 
(including Figure 1) of this AD to verify the integrity of the 
thrust control cables. Prior to further flight, repair any 
discrepancy found in accordance with the procedures described in the 
Boeing 757 Maintenance Manual. Repeat the inspection thereafter at 
intervals not to exceed 24 months or 6,000 flight hours, whichever 
occurs first.
    (b) For airplanes having line numbers 1 through 636 inclusive: 
Within 24 months or 6,000 flight hours after the effective date of 
this AD, whichever occurs first, perform a one-time inspection of 
the 8 engine thrust control cable pulleys in the struts (4 in each 
strut) to determine the part number (P/N) of each pulley. If any 
pulley having P/N 65B80977-1 or BAC30M4 is installed, prior to 
further flight, replace it with a pulley having P/N 255T1232-7, in 
accordance with the procedures described in the Boeing 757 Airplane 
Maintenance Manual.

    Note 2: The location of the pulleys to be inspected in 
accordance with paragraph (b) of this AD is specified in Chapters 
53-11-53-04, 76-11-52-01, and 76-11-52-02 of the Boeing 757 
Illustrated Parts Catalog.

Modifications

    (c) For airplanes identified in Boeing Service Bulletin 757-76-
1, dated May 18, 1984: Within 24 months or 6,000 flight hours after 
the effective date of this AD, whichever occurs first, remove the 
guide bracket of the engine thrust control cable located on the 
front spar of the right wing in accordance with the service 
bulletin.
    (d) For airplanes identified in Boeing Service Bulletin 757-76-
0005, dated May 5, 1988: Within 24 months or 6,000 flight hours 
after the effective date of this AD, whichever occurs first, remove 
the engine thrust control cable breakaway stop assemblies, and 
replace sections of the engine thrust control cables with smaller 
diameter cables in accordance with the service bulletin.
    (e) For airplanes identified in Boeing Service Bulletin 757-
30A0018, Revision 2, dated September 9, 1999: Within 60 days after 
the effective date of this AD, install a support bracket assembly 
between the window heat wire bundle and the engine thrust control 
cable; and adjust the wire bundle clearance, as necessary, to 
parallel the minimum clearance specified in Boeing Alert Service 
Bulletin 757-30A0018, Revision 1, dated September 17, 1998; or 
Boeing Service Bulletin 757-30A0018, Revision 2, dated September 9, 
1999.

[[Page 5]]

Alternative Method of Compliance

    (f) 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 3: 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

    (g) 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.

Incorporation by Reference

    (h) Except as provided by paragraphs (a) and (b) of this AD, the 
modifications shall be done in accordance with Boeing Service 
Bulletin 757-76-1, dated May 18, 1984; Boeing Service Bulletin 757-
76-0005, dated May 5, 1988; Boeing Alert Service Bulletin 757-
30A0018, Revision 1, dated September 17, 1998; and Boeing Service 
Bulletin 757-30A0018, Revision 2, dated September 9, 1999. 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. 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.
    (i) This amendment becomes effective on February 7, 2000.

Appendix 1.-- Thrust Control Cable Inspection Procedure

1. General

    A. Clean the cables, if necessary, for the inspection, in 
accordance with Boeing 757 Maintenance Manual 12-21-31.
    B. Use these procedures to verify the integrity of the thrust 
control cable system. The procedures must be performed along the 
entire cable run for each engine. To ensure verification of the 
portions of the cables which are in contact with pulleys and 
quadrants, the thrust control must be moved by operation of the 
thrust and/or the reverse thrust levers to expose those portions of 
the cables.
    C. The first task is an inspection of the control cable wire 
rope. The second task is an inspection of the control cable 
fittings. The third task is an inspection of the pulleys.

    Note: These three tasks may be performed concurrently at one 
location of the cable system on the airplane, if desired, for 
convenience.

2. Inspection of the Control Cable Wire Rope

    A. Perform a detailed visual inspection to ensure that the cable 
does not contact parts other than pulleys, quadrants, cable seals, 
or grommets installed to control the cable routing. Look for 
evidence of contact with other parts. Correct the condition if 
evidence of contact is found.

    Note: For the purposes of this procedure, a detailed visual 
inspection is defined as: ``An intensive visual examination of a 
specific structural area, system, installation, or assembly to 
detect damage, failure, or irregularity. Available lighting is 
normally supplemented with a direct source of good lighting at 
intensity deemed appropriate by the inspector. Inspection aids such 
as mirror, magnifying lenses, etc., may be used. Surface cleaning 
and elaborate access procedures may be required.''

    B. Perform a detailed visual inspection of the cable runs to 
detect incorrect routing, kinks in the wire rope, or other damage. 
Replace the cable assembly if:
    (1) One cable strand had worn wires where one wire cross section 
is decreased by more than 40 percent (see Figure 1), (2) A kink is 
found, or
    (3) Corrosion is found.
    C. Perform a detailed visual inspection of the cable: To check 
for broken wires, rub a cloth along the length of the cable. The 
cloth catches on broken wires.
    (1) Replace the 7x7 cable assembly if there are two or more 
broken wires in 12 continuous inches of cable or there are three or 
more broken wires anywhere in the total cable assembly.
    (2) Replace the 7x19 cable assembly if there are four or more 
broken wires in 12 continuous inches of cable or there are six or 
more broken wires anywhere in the total cable assembly.

3. Inspection of the Control Cable Fittings

    A. Perform a detailed visual inspection to ensure that the means 
of locking the joints are intact (wire locking, cotter pins, 
turnbuckle clips, etc.). Install any missing parts.
    B. Perform a detailed visual inspection of the swaged portions 
of swaged end fittings to detect surface cracks or corrosion. 
Replace the cable assembly if cracks or corrosion are found.
    C. Perform a detailed visual inspection of the unswaged portion 
of the end fitting. Replace the cable assembly if a crack is 
visible, if corrosion is present, or if the end fitting is bent more 
than 2 degrees.
    D. Perform a detailed visual inspection of the turnbuckle. 
Replace the turnbuckle if a crack is visible or if corrosion is 
present.

4. Inspection of Pulleys

    A. Perform a detailed visual inspection to ensure that pulleys 
are free to rotate.

BILLING CODE 4910-13-P

[[Page 6]]

[GRAPHIC] [TIFF OMITTED] TR03JA00.000


BILLING CODE 4910-13-C

    Issued in Renton, Washington, on December 22, 1999.
D.L. Riggin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 99-33731 Filed 12-30-99; 8:45 am]
BILLING CODE 4910-13-P