[Federal Register Volume 67, Number 195 (Tuesday, October 8, 2002)]
[Proposed Rules]
[Pages 62654-62657]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 02-25604]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001-NM-341-AD]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 757-200 and 200PF Series 
Airplanes Equipped With Pratt and Whitney PW2000 Series Engines

AGENCY: Federal Aviation Administration, DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: This document proposes to revise an existing airworthiness 
directive (AD), applicable to certain Boeing Model 757 series 
airplanes, that currently requires inspections, adjustments, and 
functional checks of the engine thrust reverser system; and 
modification of the engine thrust reverser directional control valve. 
The existing AD also requires installation of an additional thrust 
reverser locking feature and periodic functional tests of the locking 
feature following installation. This action would reduce the 
applicability in the existing AD. The actions specified by this AD are 
intended to prevent deployment of a thrust reverser in flight and 
subsequent reduced controllability of the airplane.

DATES: Comments must be received by November 22, 2002.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 2001-NM-341-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. Comments may be submitted via fax to (425) 227-1232. 
Comments may also be sent via the Internet using the following address: 
[email protected]. Comments sent via fax or the Internet must 
contain ``Docket No. 2001-NM-341-AD'' in the subject line and need not 
be submitted in triplicate. Comments sent via the Internet as attached 
electronic files must be formatted in Microsoft Word 97 for Windows or 
ASCII text.
    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

[[Page 62655]]

Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington.

FOR FURTHER INFORMATION CONTACT: John Vann, Aerospace Engineer, 
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification 
Office, 1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone 
(425) 227-1024; 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 action may be changed in 
light of the comments received.
    Submit comments using the following format:
    [sbull] Organize comments issue-by-issue. For example, discuss a 
request to change the compliance time and a request to change the 
service bulletin reference as two separate issues.
    [sbull] For each issue, state what specific change to the proposed 
AD is being requested.
    [sbull] Include justification (e.g., reasons or data) for each 
request.
    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 action must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 2001-NM-341-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. 2001-NM-341-AD, 1601 Lind Avenue, SW., Renton, Washington 
98055-4056.

Discussion

    On January 3, 1994, the FAA issued AD 94-01-10, amendment 39-8792 
(FR 59 FR 4558, February 1, 1994), applicable to certain Boeing Model 
757 series airplanes, to require inspections, adjustments, and 
functional checks of the engine thrust reverser system; and 
modification of the engine thrust reverser directional control valve. 
That action also requires installation of an additional thrust reverser 
locking feature and periodic functional tests of the locking feature 
following installation. That action was prompted by results of a safety 
review of the thrust reverser system on these airplanes. The 
requirements of that AD are intended to prevent deployment of a thrust 
reverser in flight and subsequent reduced controllability of the 
airplane.

Actions Since Issuance of Previous Rule

    Since the issuance of AD 94-01-10, we have determined that the 
applicability in that AD (Boeing Model 757 series airplanes equipped 
with Pratt and Whitney PW2000 series engines) should be limited to 
Boeing Model 757-200 and -200PF series airplanes equipped with Pratt 
and Whitney PW2000 series engines. This determination was made because 
the intervals for the repetitive inspections of the engine thrust 
reverser system for Model 757-300 series airplanes, as required by the 
existing AD, have been included as a certification maintenance 
requirement in the airplane certification program.

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 revise AD 94-01-10 to continue to require the same 
actions specified in the existing AD, and would reduce the 
applicability.

Cost Impact

    Since this proposed AD would merely delete airplanes from the 
applicability of the proposed rule, it would add no additional costs, 
and would require no additional work to be performed by affected 
operators. The current costs associated with this amendment are 
reiterated below for the convenience of affected operators:
    The FAA estimates that 270 airplanes of U.S. registry would be 
affected by this proposed AD.
    It will take approximately 624 work hours per airplane to 
accomplish the modification required by AD 94-01-10, at an average 
labor rate of $60 per work hour. Required parts will be supplied by the 
manufacturer at no cost to operators. Based on these figures, the cost 
impact of the modification currently required by this AD is estimated 
to be $37,440 per airplane.
    It will take approximately 1 work hour per airplane to accomplish 
the periodic functional tests required by AD 94-01-10, at an average 
labor rate of $60 per work hour. Based on these figures, the cost 
impact of the periodic functional tests currently required by this AD 
on U.S. operators is estimated to be $60 per airplane.
    The cost impact figures discussed above are based on assumptions 
that no operator has yet accomplished any of the proposed requirements 
of this AD action, and that no operator would accomplish those actions 
in the future if this AD were not adopted. 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 proposed herein would 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 proposal would not have federalism implications 
under Executive Order 13132.
    For the reasons discussed above, I certify that this proposed 
regulation (1) is not a ``significant regulatory action'' 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

[[Page 62656]]

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 39-8792 ( FR 59 
FR 4558, February 1, 1994), and by adding a new airworthiness directive 
(AD), to read as follows:

Boeing: Docket 2001-NM-341-AD. Revises AD 94-01-10, Amendment 39-
8792.

    Applicability: Model 757-200 and -200PF series airplanes 
equipped with Pratt and Whitney PW2000 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 (g)(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 prevent deployment of a thrust reverser in flight and 
subsequent reduced controllability of the airplane, accomplish the 
following:

Inspections/Adjustments/Functional Checks/Modification

    (a) Within 14 days after September 16, 1991 (the effective date 
of AD 91-20-09, amendment 39-8043), accomplish either paragraph 
(a)(1) or (a)(2) of this AD.
    (1) Accomplish both paragraphs (a)(1)(i) and (a)(1)(ii) of this 
AD:
    (i) Inspect the thrust reverser Directional Control Valve (DCV) 
assemblies of both engines to determine the solenoid-driven pilot 
valve's part number, in accordance with Boeing Alert Service 
Bulletin 757-78A0027, dated September 9, 1991.
    (A) If any DCV has a suspect pilot valve as specified in the 
service bulletin, prior to further flight, replace the DCV with a 
DCV that has a part number of a non-suspect solenoid-driven pilot 
valve, in accordance with the service bulletin.
    (B) If a DCV has a non-suspect solenoid-driven pilot valve as 
specified in the service bulletin, that pilot valve does not need to 
be replaced.
    (ii) Perform all tests and inspections of the engine thrust 
reverser control and indication system on both engines in accordance 
with Boeing Service Bulletin 757-78-0025, dated September 9, 1991. 
Prior to further flight, correct any discrepancy found in accordance 
with the service bulletin.
    (2) Accomplish paragraph (a)(1) of this AD on one engine's 
thrust reverser and deactivate the other engine's thrust reverser, 
in accordance with Section 78-31-1 of Boeing Document D630N002, 
``Boeing 757 Dispatch Deviation Guide,'' Revision 8, dated January 
15, 1991.
    (b) Within 24 days after September 16, 1991, the requirements of 
paragraph (a)(1) of this AD must be accomplished on both engines' 
thrust reverser systems.
    (c) Repeat the tests and inspections specified in paragraph 
(a)(1)(ii) at intervals not to exceed 3,000 flight hours, and prior 
to further flight following any maintenance that disturbs the thrust 
reverser control system. Prior to further flight, correct any 
discrepancy found in accordance with Boeing Service Bulletin 757-78-
0025, dated September 9, 1991.

Installation/Functional Test

    (d) Within 5 years after March 3, 1994 (the effective date of AD 
94-01-10, amendment 39-8792), install an additional thrust reverser 
system locking feature (sync lock installation), in accordance with 
Boeing Service Bulletin 757-78-0028, Revision 1, dated October 29, 
1992, or Revision 2, dated January 14, 1993.
    (e) Within 1,000 hours time-in-service after installing the sync 
lock required by paragraph (d) of this AD (either in production or 
by retrofit), or within 1,000 hours time-in-service after March 3, 
1994, whichever occurs later; and thereafter at intervals not to 
exceed 1,000 hours time-in-service: Perform functional tests of the 
sync lock in accordance with the ``Thrust Reverser Sync Lock 
Integrity Test'' procedures specified below. If any discrepancy is 
found during any test, prior to further flight, correct it in 
accordance with procedures described in the Boeing 757 Maintenance 
Manual.

``Thrust Reverser SYNC Lock Integrity Test

1. General

    A. Use this procedure to test the integrity of the thrust 
reverser sync locks.

2. Thrust Reverser Sync Lock Test

    A. Prepare for the Thrust Reverser Sync Lock Test.
    (1) Open the AUTO SPEEDBRAKE circuit breaker on the overhead 
circuit breaker panel, P11.
    (2) Do the steps that follow to supply power to the thrust 
reverser system:
    (a) Make sure the thrust levers are in the idle position.

Caution: Do Not Extend the Thrust Reverser While the Core Cowl 
Panels Are Open. Damage to the Thrust Reverser and Core Cowl Panels 
Can Occur.

    (b) Make sure the thrust reverser halves are closed.
    (c) Make sure the core cowl panels are closed.
    (d) Put the EEC MAINT POWER switch or the EEC POWER L and EEC 
POWER R switches to the ALTN position.
    (e) For the left engine:
    (1) Put the EEC MAINT CHANNEL SEL L switch to the AUTO position.
    (2) Put the L ENG fire switch to the NORM position.
    (f) For the right engine:
    (1) Put the EEC MAINT CHANNEL SEL R switch to the AUTO position.
    (2) Put the R ENG fire switch to the NORM position.
    (g) Make sure the EICAS circuit breakers (6 locations) are 
closed.

Warning: The Thrust Reverser Will Automatically Retract if the 
Electrical Power to the EEC/Thrust Reverser Control System Is Turned 
Off or if the EEC Maint Power Switch Is Moved to the Norm Position. 
The Accidental Operation of the Thrust Reverser Can Cause Injury to 
Persons or Damage to Equipment Can Occur.

    (h) Make sure these circuit breakers on the main power 
distribution panel, P6, are closed:

(1) FUEL COND CONT L
(2) FUEL COND CONT R
(3) T/L INTERLOCK L
(4) T/L INTERLOCK R
(5) LEFT T/R SYNC LOCK
(6) RIGHT T/R SYNC LOCK
(7) L ENG ELECTRONIC ENGINE CONTROL ALTN PWR (if installed)
(8) R ENG ELECTRONIC ENGINE CONTROL ALTN PWR (if installed)

    (i) Make sure these circuit breakers on the overhead circuit 
breaker panel, P11, are closed:

(1) AIR/GND SYS 1
(2) AIR/GND SYS 2
(3) LANDING GEAR POS SYS 1
(4) LANDING GEAR POS SYS 2

    (j) For the left engine, make sure these circuit breakers on the 
P11 panel are closed:

(1) LEFT ENGINE PDIU
(2) LEFT ENGINE THRUST REVERSER CONT/SCAV PRESS
(3) LEFT ENGINE ELECTRONIC ENGINE CONTROL ALTN PWR (if installed)
(4) LEFT ENGINE THRUST REVERSER PRI CONT
(5) LEFT ENGINE THRUST REVERSER SEC CONT

    (k) For the right engine, make sure these circuit breakers on 
the P11 panel are closed:

(1) RIGHT ENGINE PDIU
(2) RIGHT ENGINE THRUST REVERSER CONT/SCAV PRESS
(3) RIGHT ENGINE ELECTRONIC ENGINE CONTROL ALTN PWR (if installed)
(4) RIGHT ENGINE THRUST REVERSER PRI CONT
(5) RIGHT ENGINE THRUST REVERSER SEC CONT

    (l) Supply electrical power.
    (m) Remove the pressure from the left (right) hydraulic system.
    B. Do the Thrust Reverser Sync Lock Test.
    (1) Move and hold the manual unlock lever on the center actuator 
on both thrust reverser sleeves to the unlock position.
    (2) Make sure the thrust reverser sleeves did not move.
    (3) Move the left (right) reverser thrust lever up and rearward 
to the idle detent position.

[[Page 62657]]

    (4) Make sure both thrust reverser sleeves move aft 
(approximately 0.15 to 0.25 inch).
    (5) Release the manual unlock lever on the center actuators.

Warning: Make Sure All Persons and Equipment Are Clear of the Area 
Around the Thrust Reverser. When You Apply Hydraulic Pressure the 
Thrust Reverser Will Extend and Can Cause Injuries to Persons or 
Damage to Equipment.

    (6) Pressurize the left (right) hydraulic system.
    (7) Make sure the thrust reverser extends.
    (8) Move the left (right) reverser thrust lever to the fully 
forward and down position to retract the thrust reverser.
    C. Put the Airplane Back to its Usual Condition.
    (1) Remove hydraulic pressure.
    (2) Close the left and right fan cowls.
    (3) Close the AUTO SPEEDBRAKE circuit breaker on the P11 panel.
    (4) Remove electrical power if it is not necessary.
    D. Repeat the Thrust Reverser Sync Lock Test on the other 
engine.''

    (f) Installation of the sync lock, as required by paragraph (d) 
of this AD, constitutes terminating action for the requirements of 
paragraphs (a) through (c) of this AD.

Alternative Methods of Compliance

    (g)(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.
    (2) Alternative methods of compliance, approved previously in 
accordance with AD 91-20-09, amendment 39-8043; and AD 94-01-10, 
amendment 39-8792; are approved as alternative methods of compliance 
with the requirements of 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

    (h) 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 October 1, 2002.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 02-25604 Filed 10-7-02; 8:45 am]
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