[Federal Register Volume 68, Number 157 (Thursday, August 14, 2003)]
[Rules and Regulations]
[Pages 48546-48549]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-20710]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001-NM-341-AD; Amendment 39-13247; AD 94-01-10 R1]
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: Final rule.

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SUMMARY: This amendment revises an existing airworthiness directive 
(AD), applicable to certain Boeing Model 757-200 and -200PF 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. That AD was prompted by results of a 
safety review of the thrust reverser system on these airplanes. The 
actions specified by that AD are intended to prevent deployment of a 
thrust reverser in flight and subsequent reduced controllability of the 
airplane. This action reduces the applicability of the existing AD.

DATES: Effective September 18, 2003.
    The incorporation by reference of certain publications, as listed 
in the regulations, was approved by the Director of the Federal 
Register as of March 3, 1994 (59 FR 4558, February 1, 1994).
    The incorporation by reference of certain other publications, as 
listed in the regulations, was approved previously by the Director of 
the Federal Register as of September 16, 1991 (56 FR 46725, September 
16, 1991). (The document numbers of these certain publications were 
cited erroneously in the September 16, 1991, issue of the Federal 
Register, as listed in the regulations.)

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: Thomas Thorson, Aerospace Engineer, 
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification 
Office, 1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone 
(425) 917-6508; fax (425) 917-6590.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) by revising AD 94-01-10, 
amendment 39-8792 (59 FR 4558, February 1, 1994), which is applicable 
to certain Boeing Model 757 series airplanes, was published in the 
Federal Register on October 8, 2002 (67 FR 62654). The action proposed 
to continue to require inspections, adjustments, and functional checks 
of the engine thrust reverser system; modification of the engine thrust 
reverser directional control valve; and installation and periodic 
functional tests of an additional thrust reverser locking feature. The 
action also proposed to reduce the applicability of the existing AD.

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 AD

    Two commenters support the AD, as proposed.

Request To Issue AD as a Correction

    Two commenters request that the proposed AD be issued to correct 
rather than revise AD 94-01-01. The commenters suggest that a 
correction in this case would be more appropriate and would minimize 
record keeping by the operators. One of the commenters states that, 
``[I]f a new AD number or a revision to the existing AD is issued, [the 
operator] will be required to revise all of [the operator's] AD 
implementation and record keeping documentation at a significant cost 
to [the] airline. If a correction to the original AD is issued, no 
document changes will be necessary.''
    The FAA disagrees with the commenters' characterization of the AD 
revision process. First, a correction to an AD is used primarily for 
nonsubstantive changes including clarification of ambiguous language in 
the existing AD. A correction to an AD does not receive a new AD 
number. A revision to an AD is used to make changes such as reducing 
the applicability for this AD. A revision of an AD is usually less 
complicated for operators to track because the compliance documentation 
need include only the AD number regardless of the revision number. This 
final rule will be issued as a revision to the existing AD, as 
proposed.

[[Page 48547]]

Request for Clarification of Existing Requirements

    One commenter questions whether an aircraft could be dispatched 
with the thrust reversers active after failing the thrust reverser sync 
lock integrity test but passing subsequent testing in accordance with 
Boeing Service Bulletin 757-78-0025 or Airplane Maintenance Manual 78-
31-00/501.
    Paragraph (e) of AD 94-01-10 requires that any discrepancy found 
during any test required by that AD be corrected before further flight 
in accordance with the Boeing 757 Maintenance Manual. Therefore, any 
failures experienced during the integrity test must be appropriately 
addressed and resolved prior to dispatch of the airplane with the 
thrust reverser system active. No change to the final rule is necessary 
regarding this issue.

Request To Add Procedure

    One commenter requests the addition of a step in the technical 
procedures that returns the airplane to its normal operational 
configuration after the required testing (Section 2.C. (``Put the 
Airplane Back to Its Usual Condition'') of the ``Thrust Reverser Sync 
Lock Integrity Test''). This step was not included in AD 94-01-10. 
Specifically, the additional step involves returning a maintenance 
power switch (which was configured to ``Alternate'' before testing) to 
the ``Normal'' position after testing.
    The FAA agrees with the request, for the reasons stated by the 
commenter. Section 2.C., set forth in paragraph (e) of this final rule, 
has been revised accordingly to add new step (5). The FAA has 
determined that this minor, axiomatic change does not expand the scope 
of the proposed AD.

Request To Broaden Terminating Action

    One commenter requests that the proposed AD be revised to provide 
for terminating action for all actions of the AD. The commenter 
suggests limiting the applicability of paragraphs (a), (b), and (d) of 
the proposed AD to airplanes having line numbers prior to 442 
(associated design changes were incorporated in production beginning 
with line number 442) and revising paragraphs (c) and (e) of the 
proposed AD to require operators to include the inspection requirements 
as part of their maintenance plan in the form of certification 
maintenance requirements (CMRs).
    The FAA concurs with the request to revise the applicability of 
(a), (b), and (d). Those paragraphs have been revised accordingly.
    However, as explained in the proposed AD, the FAA has approved CMRs 
as alternative methods of compliance (AMOCs) with the inspection 
requirements of paragraphs (c) and (e) of AD 94-01-10 for Model 757-300 
series airplanes. In addition, the FAA has approved the inspection 
requirements in the Boeing Maintenance Planning Document as an AMOC for 
the inspections required by the AD for Model 757-200 series airplanes. 
The intent of CMRs is not to terminate inspection requirements in ADs 
but to define specific repetitive inspections or component replacements 
for equipment, systems, and installations as a result of safety 
analyses approved by the FAA before an airplane type certificate is 
issued. Therefore, the FAA does not concur with this request to 
terminate the actions of paragraphs (c) and (e) of this AD. No change 
to the final rule is necessary in this regard.

Changes to 14 CFR Part 39/Effect on the AD

    On July 10, 2002, the FAA issued a new version of 14 CFR part 39 
(67 FR 47997, July 22, 2002), which governs the FAA's airworthiness 
directives system. The regulation now includes material that relates to 
altered products, special flight permits, and alternative methods of 
compliance. However, for clarity and consistency in this final rule, we 
have retained the language of the NPRM regarding that material.

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

    Since this AD merely removes airplanes from the applicability of 
the existing AD, it adds no additional costs, and requires 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 will be 
affected by this AD.
    It takes 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 is estimated to be $37,440 per airplane.
    It takes approximately 1 work hour per airplane to accomplish the 
functional test 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 tests 
is estimated to be $60 per airplane, per test.
    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

0
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:

[[Page 48548]]

PART 39--AIRWORTHINESS DIRECTIVES

0
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]

0
2. Section 39.13 is amended by removing amendment 39-8792 (59 FR 4558, 
February 1, 1994), and by adding a new airworthiness directive (AD), 
amendment 39-13247, to read as follows:

AD 94-01-10 R1 Boeing: Amendment 39-13247. 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) For airplanes having line numbers prior to 442: 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) For airplanes having line numbers prior to 442: 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) For all airplanes: 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, as specified in paragraph (c)(1) or (c)(2) of 
this AD, as applicable. Correct any discrepancy before further 
flight in accordance with the service bulletin.
    (1) For airplanes having line numbers prior to 442: Repeat the 
tests and inspections (these tests and inspections are specified in 
paragraph (a)(1)(ii) of this AD) at intervals not to exceed 3,000 
flight hours, and prior to further flight following any maintenance 
that disturbs the thrust reverser control system.
    (2) For airplanes having line numbers 442 and subsequent: 
Perform the tests and inspections within 3,000 flight hours after 
the effective date of this AD. Repeat the tests and inspections at 
intervals not to exceed 3,000 flight hours, and prior to further 
flight following any maintenance that disturbs the thrust reverser 
control system.

Installation/Functional Test

    (d) For airplanes having line numbers prior to 442: 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

[[Page 48549]]

    (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.
    (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.
    (5) Return the EEC MAINT POWER switch or the EEC POWER L and EEC 
POWER R switches to the NORMAL position.
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.

Incorporation by Reference

    (i) Except as otherwise required by this AD, the actions shall 
be done in accordance with Boeing Alert Service Bulletin 757-
78A0027, dated September 9, 1991; Boeing Service Bulletin 757-78-
0025, dated September 9, 1991; Boeing Document D630N002, ``Boeing 
757 Dispatch Deviation Guide,'' Revision 8, dated January 15, 1991; 
and Boeing Service Bulletin 757-78-0028, Revision 1, dated October 
29, 1992, or Boeing Service Bulletin 757-78-0028, Revision 2, dated 
January 14, 1993; as applicable.
    (1) The incorporation by reference of Boeing Service Bulletin 
757-78-0028, Revision 1, dated October 29, 1992; and Boeing Service 
Bulletin 757-78-0028, Revision 2, dated January 14, 1993; was 
approved previously by the Director of the Federal Register as of 
March 3, 1994 (59 FR 4558, February 1, 1994).
    (2) The incorporation by reference of Boeing Alert Service 
Bulletin 757-78A0027, dated September 9, 1991; Boeing Service 
Bulletin 757-78-0025, dated September 9, 1991; and Boeing Document 
D630N002, ``Boeing 757 Dispatch Deviation Guide,'' Revision 8, dated 
January 15, 1991; was approved previously by the Director of the 
Federal Register as of September 16, 1991 (56 FR 46725, September 
16, 1991). (The document number of Boeing Alert Service Bulletin 
757-78A0027, dated September 9, 1991, was cited erroneously in the 
September 16, 1991, issue of the Federal Register as ``757-
78H0027.'' The document number of Boeing Service Bulletin 757-78-
0025, dated September 9, 1991, was also cited erroneously in the 
September 16, 1991, issue of the Federal Register as ``757-0025.'')
    (3) Copies of the service documents 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.

Effective Dates

    (j) This amendment becomes effective on September 18, 2003.

    Issued in Renton, Washington, on August 7, 2003.
Neil D. Schalekamp,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 03-20710 Filed 8-13-03; 8:45 am]
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