[Federal Register Volume 66, Number 231 (Friday, November 30, 2001)]
[Rules and Regulations]
[Pages 59684-59687]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 01-29323]



[[Page 59684]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000-NM-19-AD; Amendment 39-12517; AD 2001-24-01]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 767 Series Airplanes 
Powered by Pratt & Whitney Model PW4000 Series 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 767 series airplanes, that requires 
a one-time detailed visual inspection of certain wire bundles located 
in the aft section of the strut forward fairing panel of both engine 
struts to detect chafing damage, and repair or replacement of wiring, 
if necessary. This amendment also requires replacement of wires 
repaired by splicing and damaged wires that require splicing, and 
replacement of the support brackets of the existing wire bundles with 
new brackets and clamps, which would terminate the existing 
requirements. The actions specified by this AD are intended to prevent 
the potential for dual wire faults from grounded, separated, or shorted 
wires; which could result in inadvertent takeoff thrust overboost, in-
flight loss of thrust, or engine shutdown.

DATES: Effective January 4, 2002.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of January 4, 2002.

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: Dennis Kammers, Aerospace Engineer, 
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification 
Office, 1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone 
(425) 227-2956; 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 767 series 
airplanes was published in the Federal Register on June 5, 2001 (66 FR 
30112). That action proposed to require a one-time detailed visual 
inspection of certain wire bundles located in the aft section of the 
strut forward fairing panel of both engine struts to detect chafing 
damage, and repair or replacement of wiring, if necessary. That action 
also proposed to require replacement of wires repaired by splicing and 
damaged wires that require splicing; and replacement of the support 
brackets of the existing wire bundles with new brackets and clamps, 
which would terminate the existing requirements.
    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comments received.

Request To Allow Credit for Previous Inspections

    One commenter, a member airline of the Air Transport Association of 
America, states that it has already accomplished the proposed 
inspection of the wire bundles located in the aft section of the strut 
forward fairing panel of both engine struts per Boeing Standard Wiring 
Practices Manual D6-54446 (hereinafter called the wiring practices 
manual), Subjects 20-10-13 and 20-30-12, and no damage was detected. 
The service instructions in the wiring practices manual include the 
same instructions as those included in the supplemental NPRM and Boeing 
Service Bulletin 767-73A0049, Revision 2, dated April 27, 2000. The 
commenter states that it is concerned about its ability to accomplish 
the required wire bundle inspection within the proposed compliance time 
of 180 days. Such a compliance time would require that inspections be 
accomplished ``on the line'' or ``during overnight visits,'' which 
could result in scheduling problems. The FAA infers that the commenter 
considers that the final rule should allow credit for previous 
accomplishment of the inspection required by paragraph (a) per Revision 
2 of the service bulletin or per certain sections of the wiring 
practices manual.
    The FAA concurs that previous accomplishment of inspections, per 
Boeing Service Bulletin 767-73A0049, Revision 2, dated April 27, 2000, 
or per Boeing Standard Wiring Practices Manual D6-73A0049, Subjects 20-
10-13 or 20-30-12, is adequate and provides an acceptable level of 
safety. However, in the original NPRM, paragraphs (a)(1), (a)(2), and 
(a)(3) specify corrective actions, not the inspection; and paragraph 
(a)(2) includes a reference to wiring practices manual, Subject 20-10-
13, not Subject 20-30-12. The airplane manufacturer maintains that 
wiring practices manual, Subject 20-30-12, includes a more detailed 
inspection procedure than does Subject 20-10-13. In light of this 
information, in the final rule we have added a new Note 2 following 
paragraph (a) to give credit for the accomplishment of previous 
inspections per the referenced service bulletin or wiring practices 
manual. In addition, we have renumbered the succeeding notes in the 
final rule accordingly.

Request To Clarify the Corrective Action

    One commenter requests clarification of the corrective action in 
paragraph (a)(2) of the supplemental NPRM, which proposes replacement 
of all spliced wires with new wires. The commenter states that Boeing 
Service Bulletin 767-73A0049 specifies that spliced wires are allowed 
in the area of inspection and as a temporary repair. If so, what is the 
reason for not considering that a correctly done splice is acceptable 
until the next C-check? If splices between the brackets are not 
allowed, an airline's workload will be increased significantly. The 
commenter points out that the wiring practices manual has never 
included procedures that allow splices under a clamp or support 
fitting.
    The FAA concurs with the commenter's request, and we acknowledge 
that Boeing Service Bulletin 767-73A0049 specifies that spliced wires 
are acceptable as a temporary repair. However, we point out that in the 
supplemental NPRM, paragraph (a)(1) proposes a temporary repair except 
as provided by paragraph (a)(2), which proposes replacement of all 
spliced wires concurrently with accomplishment of the terminating 
action specified by paragraph (b)(2). Although a temporary repair was 
specified for certain conditions, we agree that further clarification 
of the repair action is necessary. As a result, in the final rule we 
have revised paragraphs (a), (a)(1), and (a)(2) as follows. We moved 
the conditional action statement in paragraph (a)(1) regarding ``if any 
chafing damage of any wire bundle is detected * * * '' to paragraph 
(a). Paragraph (a)(2) cites paragraph (b) instead of paragraph (b)(2), 
which clarifies that both the inspection in paragraph (b)(1) and the 
replacement action in paragraph (b)(2) are required.

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Request To Revise the Spares Paragraph

    One commenter suggests revising paragraph (d) of the supplemental 
NPRM. (That paragraph is cited as paragraph (e) in the final rule.) The 
commenter contends that those requirements should be limited to only 
those areas specified for Model 767 series airplanes. The part numbers 
specified in the Boeing service bulletin are installed in other 
locations on Model 767 series airplanes in addition to those areas 
specifically addressed by the proposed AD. The commenter also states 
that the manufacturer intended that the service bulletin address only 
the specific bracket locations identified in the service bulletin. 
Further, the manufacturer did not intend to prevent installation of the 
referenced part number from other locations on Model 767 series 
airplanes.
    The FAA concurs with the commenter's request, and considers that 
the manufacturer's intention was to limit installation of the support 
brackets to only certain locations. We have revised paragraph (e) in 
the final rule to clarify that the spares limitation applies only to 
the support brackets ``located in the aft section of the strut forward 
fairing panel of both engine struts,'' as identified in Boeing Service 
Bulletin 767-73-0051, dated December 20, 2000.

Request To Use Another Type of Tape

    One commenter requests approval to use DMS 2186A Type 2 tape 
(electrical insulation, self-adhering, or high-temperature) instead of 
TFE-2X Teflon wrap. The commenter states that some of the advantages of 
DMS 2186A Type 2 tape include: easy application due to elongation, 
which eases installation; a smooth wrap due to a self-adhering effect, 
unlike the Teflon tape; good resistance to burns, heat, and abrasion; 
and good dielectrical breakdown voltage.
    The FAA partially concurs. We have determined that any of the Type 
2 tapes listed in Subject 20-00-11 of the wiring practices manual are 
acceptable alternatives to the TFE-2X Teflon wrap specified in Boeing 
Service Bulletin 767-73A0049. However, the tapes listed in the wiring 
practices manual do not include DMS 2186A Type 2 tape. The FAA has 
determined that, if additional tape alternatives are necessary and they 
are not listed in the wiring practices manual, operators must submit a 
request for an alternative method of compliance, as provided by 
paragraph (f) of this AD. To clarify this, we have added a new 
paragraph (c) in the final rule to specify that any of the Type 2 tapes 
listed in Subject 20-00-11 of the wiring practices manual is an 
acceptable alternative to the TFE-2X Teflon wrap specified in the 
Boeing service bulletin. The succeeding paragraphs in the final rule 
are renumbered accordingly.

Request To Revise the Compliance Time in the Original NPRM

    One commenter requests revising the compliance time for the 
replacement action in paragraph (a)(2) of the original NPRM. The 
commenter contends that the replacement action should occur ``after the 
splice installation'' rather than ``after the effective date of this 
AD.''
    The FAA does not concur with the commenter's request. However, in 
the supplemental NPRM, we considered that it was necessary to clarify 
the corrective actions specified in the original NPRM. As a result, we 
made a number of changes in the supplemental NPRM. We revised paragraph 
(a)(2) and deleted paragraph (a)(3), but made no change to paragraph 
(a) or (a)(1). We also point out that paragraph (a)(2) specifies 
replacement concurrently with the new terminating action specified by 
paragraph (b)(2). In developing that compliance time, we considered not 
only the degree of urgency associated with addressing the subject 
unsafe condition, but the manufacturer's recommendation as to an 
appropriate compliance time, availability of required parts, and the 
practical aspect of accomplishing the replacement action. In 
consideration of these factors, we find that 6,000 flight hours or 18 
months ``after the effective date of this AD'' is appropriate. No 
change to the final rule is necessary in this regard.
    To further clarify the corrective action in the final rule, we 
point out that the compliance time for the terminating action required 
by paragraph (b) is ``within 6,000 flight hours or 18 months after the 
effective date of this AD, whichever occurs later,'' which represents 
the C-check interval for the majority of the affected fleet. We 
consider that this compliance time will allow operators that had 
accomplished the temporary splice repair to replace those repairs with 
new wire at an interval that coincides with a C-check.

Request To Clarify the Term ``Splice''

    One commenter requests clarification of the term ``splice'' in the 
original NPRM. The commenter states that in certain paragraphs of 
Boeing Service Bulletin 767-73A0049 and in paragraph 2.A of the wiring 
practices manual, Subject 20-10-13, the term ``splice'' is used 
incorrectly. That term does not apply to insulation or shield repairs, 
and we consider that the intent of the service bulletin and the 
original NPRM is to specify removing those wires that have been cut and 
mechanically reconnected.
    The FAA does not concur that the term ``splice'' was used 
incorrectly in the original NPRM. However, we agree that the term was 
used incorrectly in certain paragraphs of the service bulletin and the 
wiring practices manual. In addition, the airplane manufacturer has 
informed the FAA that the term ``splice,'' as used in paragraph 2.A.(6) 
of the wiring practices manual, should have been ``damaged area.'' No 
change to the final rule is necessary in this regard.

Explanation of Changes Made to the Proposal

    The applicability of the supplemental NPRM references Boeing 
Service Bulletin 767-73-0051, dated December 20, 2000, as the 
appropriate source of service information for determining the affected 
Model 767 series airplanes. The service bulletin references Service 
Bulletin Index Document D624T001, Part 3, for airplane variable number, 
line number, and serial number data. Because some operators may not 
readily have access to this secondary source of service information, 
the FAA has determined that the applicability of the AD should specify 
the affected airplane line numbers (i.e., line numbers 1 through 821, 
equipped with Pratt & Whitney PW4000 series engines), which were 
identified in the Summary of Boeing Service Bulletin 767-73-0051. The 
applicability of the final rule is changed accordingly.

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 185 Model 767 series airplanes of the 
affected design in the worldwide fleet. The FAA estimates that 79 
airplanes of U.S. registry will be affected by this AD.
    It will take approximately 2 work hours per airplane to accomplish 
the inspection action, and that the average labor rate is $60 per work 
hour. Based on these figures, the cost impact of the inspection 
required by this AD on U.S.

[[Page 59686]]

operators is estimated to be $9,480, or $120 per airplane.
    It will take approximately 3 work hours per airplane to accomplish 
the replacement action, and that the average labor rate is $60 per work 
hour. Required parts would cost approximately $1,570 per airplane. 
Based on these figures, the cost impact of the replacement required by 
this AD on U.S. operators is estimated to be $138,250, or $1,750 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. The cost impact figures discussed 
in AD rulemaking actions represent only the time necessary to perform 
the specific actions actually required by the AD. These figures 
typically do not include incidental costs, such as the time required to 
gain access and close up, planning time, or time necessitated by other 
administrative actions.

Regulatory Impact

    The regulations adopted herein will not have a substantial direct 
effect on the States, on the relationship between the national 
Government and the States, or on the distribution of power and 
responsibilities among the various levels of government. Therefore, it 
is determined that this final rule does not have federalism 
implications under Executive Order 13132.
    For the reasons discussed above, I certify that this action (1) is 
not a ``significant regulatory action'' under Executive Order 12866; 
(2) is not a ``significant rule'' under DOT Regulatory Policies and 
Procedures (44 FR 11034, February 26, 1979); and (3) will not have a 
significant economic impact, positive or negative, on a substantial 
number of small entities under the criteria of the Regulatory 
Flexibility Act. A final evaluation has been prepared for this action 
and it is contained in the Rules Docket. A copy of it may be obtained 
from the Rules Docket at the location provided under the caption 
ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    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:

2001-24-01  Boeing: Amendment 39-12517. Docket 2000-NM-19-AD.

    Applicability: Model 767 series airplanes, line numbers 1 
through 821, equipped with Pratt & Whitney PW4000 series 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 the potential for dual wire faults from grounded, 
separated, or shorted wires, which could result in inadvertent 
takeoff thrust overboost, in-flight loss of thrust, or engine 
shutdown, accomplish the following:

Detailed Visual Inspection

    (a) Prior to the accumulation of 10,000 hours' time-in-service 
or within 180 days after the effective date of this AD, whichever 
occurs later: Do a one-time detailed visual inspection of the wire 
bundles located in the aft section of the strut forward fairing 
panel of both engine struts to detect chafing damage, per Boeing 
Service Bulletin 767-73A0049, Revision 3, dated December 20, 2000, 
or Revision 4, dated April 5, 2001. If any chafing damage of any 
wire bundle is found, do the actions required by paragraphs (a)(1) 
and (a)(2) of this AD at the times specified in those paragraphs.

    Note 2: Inspections accomplished prior to the effective date of 
this AD per Boeing Service Bulletin 767-73A0049, Revision 2, dated 
April 27, 2000, or per Boeing Standard Wiring Practices Manual D6-
73A0049, Subject 20-10-13 or 20-30-12, are considered acceptable for 
compliance with the applicable action specified in this AD.


    Note 3: For the purposes of this AD, 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.''

Corrective Action

    (1) Before further flight, repair the wire bundle per the 
service bulletin, except as provided by paragraph (a)(2) of this AD.
    (2) Replace all spliced wires with new wires per the service 
bulletin, concurrently with accomplishment of the terminating action 
required by paragraph (b) of this AD.

Terminating Action

    (b) Within 6,000 flight hours or 18 months after the effective 
date of this AD, whichever occurs later, do the actions specified in 
paragraphs (b)(1) and (b)(2) of this AD per the Accomplishment 
Instructions of Boeing Service Bulletin 767-73-0051, dated December 
20, 2000.
    (1) Do a detailed visual inspection of the wire bundles to 
detect chafing damage; if any damaged wires are found, replace the 
wires that require a splice repair with new wires concurrently with 
accomplishment of the terminating action specified in paragraph 
(b)(2) of this AD.
    (2) Replace the existing support bracket of the wire bundle with 
a new bridge bracket, support bracket, and wire bundle clamps. 
Accomplishment of this replacement terminates the requirements of 
this AD.
    (c) Any of the Type 2 tapes listed in Boeing Standard Wiring 
Practices Manual D6-54446, Subject 20-00-11, dated May 1, 2000, are 
acceptable alternatives to the TFE-2X Teflon wrap specified in 
Figure 1 of Boeing Service Bulletin 767-73A0049, Revision 3, dated 
December 20, 2000, or Revision 4, dated April 5, 2001.

Report Inspection Results

    (d) Within 10 days after accomplishing the actions required by 
paragraph (a) or (b) of this AD: Report inspection results, as 
described in Boeing Service Bulletin 767-73A0049, Revision 3, dated 
December 20, 2000, or Revision 4, dated April 5, 2001, to Boeing 
Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124-
2207. Information collection requirements contained in this AD have 
been approved by the Office of Management and Budget (OMP) under the 
provisions of the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et 
seq.) and have been assigned OMB Control Number 2120-0056.

Spares

    (e) As of the effective date of this AD, no person shall install 
on any airplane any support bracket located in the aft section of 
the strut forward fairing panel of either engine strut, as 
identified in the ``Existing Part Number'' column of Paragraph 2.E. 
of Boeing Service

[[Page 59687]]

Bulletin 767-73-0051, dated December 20, 2000.

Alternative Methods 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. 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.

Special Flight Permit

    (g) Special flight permits may be issued per 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.

Incorporation by Reference

    (h) Except as provided by paragraph (c) of this AD, the actions 
shall be done in accordance with Boeing Service Bulletin 767-
73A0049, Revision 3, dated December 20, 2000, or Boeing Service 
Bulletin 767-73A0049, Revision 4, dated April 5, 2001; and Boeing 
Service Bulletin 767-73-0051, dated December 20, 2000; as 
applicable. 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 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.

Effective Date

    (i) This amendment becomes effective on January 4, 2002.

    Issued in Renton, Washington, on November 16, 2001.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-29323 Filed 11-29-01; 8:45 am]
BILLING CODE 4910-13-U