[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
[[Page 2]]
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