[Federal Register Volume 68, Number 166 (Wednesday, August 27, 2003)]
[Rules and Regulations]
[Pages 51439-51445]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-21151]



[[Page 51439]]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2002-NM-128-AD; Amendment 39-13269; AD 2003-16-16]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 747-400 Series Airplanes 
Equipped With General Electric Model CF6-80C2 Series Engines

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment supersedes an existing airworthiness directive 
(AD), applicable to certain Boeing Model 747-400 series airplanes, that 
currently requires repetitive tests of the cone brake of the central 
drive unit (CDU) of the thrust reversers, and corrective actions if 
necessary. This amendment requires installation of a thrust reverser 
actuation system (TRAS) lock and various related modifications and 
installations. Following installation of the TRAS lock, this action 
also requires repetitive functional tests of the TRAS lock, and 
corrective action if necessary. These actions are intended to prevent 
an inadvertent deployment of a thrust reverser during flight, which 
could result in loss of control of the airplane.

DATES: Effective October 1, 2003.
    The incorporation by reference of certain publications, as listed 
in the regulations, is approved by the Director of the Federal Register 
as of October 1, 2003.
    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 6, 2000 (65 FR 47252, August 2, 
2000).
    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 March 13, 2000 (65 FR 5742, February 7, 
2000).
    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 August 25, 1999 (64 FR 39003, July 21, 
1999).

ADDRESSES: The service information referenced in this AD may be 
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, 
Washington 98124-2207; and Distribution, Lockheed Martin Technical 
Services, 1330 Kemper Meadow Drive, suite 110-C, Cincinnati, Ohio 
45240. 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: Sulmo Mariano, Aerospace Engineer, 
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification 
Office, 1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone 
(425) 917-6501; fax (425) 917-6590.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) by superseding AD 2000-09-03, 
amendment 39-11711 (65 FR 25829, May 4, 2000), which is applicable to 
certain Boeing Model 747-400 series airplanes, was published in the 
Federal Register on January 30, 2003 (68 FR 4731). The action proposed 
to continue to require repetitive tests of the cone brake of the 
central drive unit of the thrust reversers, and corrective actions if 
necessary. The action proposed to add new requirements for installation 
of a thrust reverser actuation system (TRAS) lock and various related 
modifications and installations. The action also proposed to require, 
following installation of the TRAS lock, repetitive functional tests of 
the TRAS lock, and corrective action 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 from a single commenter.

Request To Add Additional Sources of Service Information

    The commenter notes that there are later revisions available for 
certain service bulletins referenced in the proposed AD. The commenter 
points out the following:
    [sbull] Lockheed Martin is now Middle River Aircraft Systems 
(MRAS).
    [sbull] Lockheed Martin Service Bulletin 78-1007, Revision 1, dated 
March 18, 1997, has been superseded by MRAS Service Bulletin 78-1007, 
Revision 2, dated March 10, 1998.
    [sbull] Lockheed Martin Service Bulletin 78-1020, Revision 2, dated 
March 20, 1997, has been superseded by MRAS Service Bulletin 78-1020, 
Revision 3, dated March 16, 1998; and MRAS CF6-80C2B Service Bulletin 
78-1020, Revision 4, dated October 10, 2002.

The commenter notes that no additional work is necessary per the new 
revisions of the service bulletins.
    We infer that the commenter is requesting that we revise the final 
rule to include references to the later revisions of the service 
bulletins. We concur and have revised paragraphs (d)(2)(i) and 
(d)(2)(iii) of this AD to reference the service bulletin revisions 
cited by the commenter as additional acceptable sources of service 
information.

Request To Accept Additional Software Versions

    The same commenter notes that Boeing Service Bulletin 747-31-2242, 
dated April 18, 1996, which is cited in paragraph (d)(2)(iv) of the 
proposed AD, specifies installation of integrated display system (IDS) 
software version 995-0017-012. The commenter similarly notes that 
Boeing Service Bulletin 747-45-2016 (Revision 1, dated May 2, 1996), 
which is cited in paragraph (d)(2)(v) of the proposed AD, specifies 
installation of central maintenance computer (CMC) software version 
685-2270-009. The commenter points out that, since the issuance of 
those service bulletins, the manufacturer has released several 
additional software versions. The commenter requests that we include 
the additional software versions as acceptable parts for the purposes 
of the proposed AD.
    We concur and have added references to acceptable versions of the 
IDS and CMC software into paragraphs (d)(2)(iv) and (d)(2)(v) of this 
AD, respectively. We note, however, that the manufacturer has delayed 
release of one of the CMC software versions to which the commenter 
refers, 685-2270-012. Because we are unable to determine whether that 
version would be acceptable for compliance with this AD, this final 
rule does not refer to that version.

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.

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

[[Page 51440]]

FAA's airworthiness directives system. The regulation now includes 
material that relates to altered products, special flight permits, and 
alternative methods of compliance. Because we have now included this 
material in part 39, we no longer need to include it in each individual 
AD. However, for clarity and consistency in this final rule, we have 
retained the language of the NPRM regarding that material.

Change to Labor Rate Estimate

    Since we issued the proposed AD, we have reviewed the figures we 
have used over the past several years to calculate AD costs to 
operators. To account for various inflationary costs in the airline 
industry, we find it necessary to increase the labor rate used in these 
calculations from $60 per work hour to $65 per work hour. The cost 
impact information, below, reflects this increase in the specified 
hourly labor rate.

Cost Impact

    There are approximately 145 airplanes of the affected design in the 
worldwide fleet. The FAA estimates that 8 airplanes of U.S. registry 
will be affected by this AD.
    The functional test that is currently required by AD 2000-09-03 
takes approximately 12 work hours per airplane to accomplish, at an 
average labor rate of $65 per work hour. Based on these figures, the 
cost impact of the currently required actions on U.S. operators is 
estimated to be $6,240, or $780 per airplane, per test cycle.
    The installations in Boeing Service Bulletin 747-78-2151, Revision 
2, will take approximately 410 work hours per airplane to accomplish, 
at an average labor rate of $65 per work hour. Required parts will be 
provided at no charge. Based on these figures, the cost impact of this 
requirement on U.S. operators is estimated to be $213,200, or $26,650 
per airplane.
    The installation specified in Lockheed Martin Service Bulletin 78-
1007, Revision 1, or MRAS Service Bulletin 78-1007, Revision 2, will 
take approximately 60 work hours per airplane to accomplish, at an 
average labor rate of $65 per work hour. Required parts will be 
provided at no charge. Based on these figures, the cost impact of this 
requirement on U.S. operators is estimated to be $31,200, or $3,900 per 
airplane.
    The installation specified in Boeing Service Bulletin 747-78-2132, 
Revision 2, will take approximately 223 work hours per airplane to 
accomplish, at an average labor rate of $65 per work hour. Required 
parts will cost between $32,219 and $36,562 per airplane. Based on 
these figures, the cost impact of this requirement is estimated to be 
between $46,714 and $51,057 per airplane. The manufacturer may cover 
the cost of replacement parts associated with this service bulletin, 
subject to warranty conditions. As a result, the costs attributable to 
this required action may be less than stated above.
    The installation specified in Lockheed Martin Service Bulletin 78-
1020, Revision 2, or MRAS Service Bulletin 78-1020, Revision 3 or 4, 
will take approximately 16 work hours per airplane to accomplish, at an 
average labor rate of $65 per work hour. Required parts will be 
provided at no charge. Based on these figures, the cost impact of this 
requirement on U.S. operators is estimated to be $8,320, or $1,040 per 
airplane.
    The installation specified in Boeing Service Bulletin 747-31-2242 
will take approximately 2 work hours per airplane to accomplish, at an 
average labor rate of $65 per work hour. The cost of required parts 
will be negligible. Based on these figures, the cost impact of this 
requirement is estimated to be $1,040, or $130 per airplane. The 
manufacturer may cover the cost of replacement parts and labor costs 
associated with accomplishment of this service bulletin, subject to 
warranty conditions. As a result, the costs attributable to this 
required action may be less than stated.
    The installation specified in Boeing Service Bulletin 747-45-2016, 
Revision 1, will take approximately 3 work hours per airplane to 
accomplish, at an average labor rate of $65 per work hour. The cost of 
required parts will be negligible. Based on these figures, the cost 
impact of this requirement is estimated to be $1,560, or $195 per 
airplane. The manufacturer may cover the labor costs associated with 
accomplishment of this service bulletin, subject to warranty 
conditions. As a result, the costs attributable to this required action 
may be less than stated above.
    The functional test that will be required following installation of 
the TRAS lock would take approximately 12 work hours per airplane to 
accomplish, at an average labor rate of $65 per work hour. Based on 
these figures, the cost impact of this requirement is estimated to be 
$6,240, or $780 per airplane, per test cycle.
    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:

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 39-11711 (65 FR 
25829, May 4, 2000), and by adding a new airworthiness directive (AD), 
amendment 39-13269, to read as follows:

2003-16-16 Boeing: Amendment 39-13269. Docket 2002-NM-128-AD. 
Supersedes AD 2000-09-03, Amendment 39-11711.


[[Page 51441]]


    Applicability: Model 747-400 series airplanes equipped with 
General Electric (GE) Model CF6-80C2 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 (h)(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 an inadvertent deployment of a thrust reverser during 
flight, which could result in loss of control of the airplane, 
accomplish the following:

Requirements of AD 2000-09-03

Repetitive Functional Tests

    (a) Within 1,000 hours time-in-service after the most recent 
test of the center drive unit (CDU) cone brake as specified in 
paragraph (b)(1) of AD 94-15-05, amendment 39-8976; or within 650 
hours time-in-service after May 19, 2000 (the effective date of AD 
2000-09-03, amendment 39-11711); whichever occurs later: Perform a 
functional test to detect discrepancies of the CDU cone brake on 
each thrust reverser as specified in paragraph (a)(1) or (a)(2) of 
this AD, as applicable.
    (1) For Model 747-400 series airplanes equipped with thrust 
reversers that have not been modified in accordance with Boeing 
Service Bulletin 747-78-2151 or a production equivalent: Perform the 
test in accordance with Boeing Service Bulletin 747-78A2166, 
Revision 1, dated October 9, 1997; or paragraph 3.C. of Boeing Alert 
Service Bulletin 747-78A2166, Revision 2, dated March 15, 2001; or 
the applicable section of paragraph III.A. of the Accomplishment 
Instructions of Boeing Service Bulletin 747-78A2113, Revision 2, 
dated June 8, 1995; or Revision 3, dated September 11, 1997. Repeat 
the test thereafter at intervals not to exceed 650 hours time-in-
service.
    (2) For Model 747-400 series airplanes equipped with thrust 
reversers that have been modified in accordance with Boeing Service 
Bulletin 747-78-2151 or a production equivalent: Perform the test in 
accordance with Appendix 1 (including Figure 1) of this AD, or 
paragraph 3.C. of Boeing Alert Service Bulletin 747-78A2166, 
Revision 2, dated March 15, 2001. After the effective date of this 
AD, only Boeing Alert Service Bulletin 747-78A2166, Revision 2, may 
be used. Repeat the test thereafter at intervals not to exceed 1,000 
hours time-in-service.

    Note 2: Accomplishment of the CDU cone brake test during 
production in accordance with Production Revision Record (PRR) 
80452-102 prior to May 19, 2000, is considered acceptable for 
compliance with the initial test required by paragraph (a) of this 
AD.


    Note 3: Model 747-400 series airplanes, line numbers 1061 and 
subsequent, equipped with GE CF6-80C2 engines, had a third locking 
system installed during production in accordance with PRR 80452-102, 
and were not modified in accordance with Boeing Service Bulletin 
747-78-2151 (which is a retrofit action for airplanes having line 
numbers 700 through 1060 inclusive).

Terminating Action

    (b) Accomplishment of the functional test of the CDU cone brake, 
as specified in paragraph (a) of this AD, constitutes terminating 
action for the repetitive tests of the CDU cone brake required by 
paragraph (b)(1) of AD 94-15-05.

Corrective Action

    (c) If any functional test required by paragraph (a) of this AD 
cannot be successfully performed as specified in the referenced 
service bulletin, or if any discrepancy is detected during any 
functional test required by paragraph (a) of this AD, accomplish 
either paragraph (c)(1) or (c)(2) of this AD.
    (1) Prior to further flight, repair in accordance with Boeing 
Service Bulletin 747-78A2166, Revision 1, dated October 9, 1997; 
Boeing Alert Service Bulletin 747-78A2166, Revision 2, dated March 
15, 2001; Boeing Service Bulletin 747-78A2113, Revision 2, dated 
June 8, 1995; or Revision 3, dated September 11, 1997. After the 
effective date of this AD, only Boeing Alert Service Bulletin 747-
78A2166, Revision 2; or Boeing Service Bulletin 747-78A2113, 
Revision 2 or Revision 3; may be used.
    (2) The airplane may be operated in accordance with the 
provisions and limitations specified in the operator's FAA-approved 
Minimum Equipment List, provided that no more than one thrust 
reverser on the airplane is inoperative.

New Requirements of This AD

Installation of Thrust Reverser Actuator System Lock and Associated 
Actions

    (d) For airplanes listed in Boeing Service Bulletin 747-78-2151, 
Revision 2, dated January 13, 2000: Within 36 months after the 
effective date of this AD, do paragraphs (d)(1) and (d)(2) of this 
AD.
    (1) Install and activate a thrust reverser actuator system 
(TRAS) lock on each thrust reverser per the Accomplishment 
Instructions of Boeing Service Bulletin 747-78-2151, Revision 1, 
dated August 21, 1997; as revised by Notice of Status Change (NSC) 
747-78-2151 NSC 04, dated November 26, 1997; and NSC 747-78-2151 NSC 
05, dated December 18, 1997; or Boeing Service Bulletin 747-78-2151, 
Revision 2, dated January 13, 2000. The procedures for completing 
the installation and activating the TRAS lock include replacing a 
certain microswitch pack with a new one; adding new wires; routing 
certain new wire bundles; changing certain wiring, circuit breakers, 
and components; installing thrust-reverser relay panels; and 
performing a functional test to ensure that the thrust reverser 
actuation system operates properly.
    (2) Prior to or concurrently with the installation required by 
paragraph (d)(1) of this AD, do the requirements of paragraphs 
(d)(2)(i), (d)(2)(ii), (d)(2)(iii), (d)(2)(iv), and (d)(2)(v) of 
this AD.
    (i) Install a bracket and fastening hardware for the third 
locking system on each thrust reverser, per Lockheed Martin Service 
Bulletin 78-1007, Revision 1, dated March 18, 1997; or Middle River 
Aircraft Systems Service Bulletin 78-1007, Revision 2, dated March 
10, 1998.
    (ii) Install wiring provisions in various areas of the airplane, 
per the Accomplishment Instructions of Boeing Service Bulletin 747-
78-2132, Revision 2, dated December 11, 1997.
    (iii) Install a TRAS lock (also called an electromechanical lock 
or brake) and a flexible drive cable on each thrust reverser, per 
Lockheed Martin Service Bulletin 78-1020, Revision 2, dated March 
20, 1997; or Middle River Aircraft Systems Service Bulletin 78-1020, 
Revision 3, dated March 16, 1998; or Middle River Aircraft Systems 
CF6-80C2B Service Bulletin 78-1020, Revision 4, dated October 10, 
2002.
    (iv) Install new integrated display system (IDS) software in six 
integrated display units and three electronic flight information/
engine indication and crew alerting system (EICAS) interface units, 
per the Accomplishment Instructions of Boeing Service Bulletin 747-
31-2242, dated April 18, 1996. Where the service bulletin specifies 
installation of IDS software version 995-0017-012, installation of 
IDS software version 995-0017-013, 995-0017-014, 995-0017-015, 995-
0017-016, 995-0017-018, 3174-COL-EG5-01, 3177-COL-EG5-02, or 3176-
COL-EG5-03 is also acceptable for compliance with this paragraph.
    (v) Replace two central maintenance computers (CMC), part number 
622-8592-103, with new, improved CMCs, part number 622-8592-105, and 
install new software for the CMCs, per the Accomplishment 
Instructions of Boeing Service Bulletin 747-45-2016, Revision 1, 
dated May 2, 1996. Where the service bulletin specifies installation 
of CMC software version 685-2270-009, installation of CMC software 
version 685-2270-010, or 685-2270-011 is also acceptable for 
compliance with this paragraph.

Repetitive Tests

    (e) For airplanes on which a TRAS lock is installed on the 
thrust reversers: Within 1,000 flight hours after the installation 
of the TRAS lock, or within 90 flight hours after the effective date 
of this AD, whichever is later, do a functional test of the TRAS 
lock (also called an electromechanical lock or brake) per the 
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
78A2166, Revision 2, dated March 15, 2001. Then, repeat this test at 
least every 1,000 flight hours. If the functional test cannot be 
successfully performed, before further flight, repair per the 
Accomplishment Instructions of the service bulletin, and repeat the 
test until it is successful.

[[Page 51442]]

Dispatch Limitations

    (f) If, prior to accomplishment of Boeing Service Bulletin 747-
78-2151 on any airplane, it becomes necessary to install a thrust 
reverser with the TRAS lock installed, dispatch of the airplane is 
allowed per the provisions and limitations specified in the 747-400 
Master Minimum Equipment List (MMEL), provided that the thrust 
reverser assembly that has the TRAS lock installed is deactivated 
per the 747-400 Dispatch Deviations Guide, Boeing Document D6U10151, 
dated June 28, 2002. Installation of a thrust reverser without a 
TRAS lock installed and reactivation of the thrust reverser must be 
accomplished within the time constraints specified in the MMEL.
    (g) If, after accomplishment of Boeing Service Bulletin 747-78-
2151 on any airplane, it becomes necessary to install a thrust 
reverser assembly that does not have the TRAS lock installed, 
dispatch of the airplane is allowed per the provisions and 
limitations specified in the Boeing Model 747-400 MMEL, provided 
that the thrust reverser assembly that does not have the TRAS lock 
installed is deactivated per the 747-400 Dispatch Deviations Guide, 
Boeing Document D6U10151, dated June 28, 2002. Installation of a 
thrust reverser with the TRAS lock installed and reactivation of the 
thrust reverser must be accomplished within the time constraints 
specified in the MMEL.

Alternative Methods of Compliance

    (h)(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. 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 2000-09-03, amendment 39-11711, are not 
considered to be approved as alternative methods of compliance with 
this AD.

    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 Permits

    (i) 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

    (j) Unless otherwise provided by this AD, the actions shall be 
done in accordance with the service bulletins listed in Table 1 of 
this AD, as applicable:

                                     Table 1.--Applicable Service Bulletins
----------------------------------------------------------------------------------------------------------------
            Service bulletin                           Revision                              Date
----------------------------------------------------------------------------------------------------------------
Boeing Service Bulletin 747-31-2242....  original...........................  April 18, 1996.
Boeing Service Bulletin 747-45-2016....  1..................................  May 2, 1996.
Boeing Service Bulletin 747-78-2132....  2..................................  December 11, 1997.
Boeing Service Bulletin 747-78-2151, as  1..................................  August 21, 1997.
 revised by.
Notice of Status Change 747-78-2151 NSC  NSC 04.............................  November 26, 1997.
 04 and.
Notice of Status Change 747-78-2151 NSC  NSC 05.............................  December 18, 1997 .
 05.
Boeing Service Bulletin 747-78-2151....  2..................................  January 13, 2000.
Boeing Service Bulletin 747-78A2113....  2..................................  June 8, 1995.
Boeing Service Bulletin 747-78A2113....  3..................................  September 11, 1997.
Boeing Service Bulletin 747-78A2166....  1..................................  October 9, 1997.
Boeing Alert Service Bulletin 747-       2..................................  March 15, 2001.
 78A2166.
Lockheed Martin Service Bulletin 78-     1..................................  March 18, 1997.
 1007.
Middle River Aircraft Systems Service    2..................................  March 10, 1998.
 Bulletin 78-1007.
Lockheed Martin Service Bulletin 78-     2..................................  March 20, 1997.
 1020.
Middle River Aircraft Systems Service    3..................................  March 16, 1998.
 Bulletin 78-1020.
Middle River Aircraft Systems CF6-80C2B  4..................................  October 10, 2002.
 Service Bulletin 78-1020.
----------------------------------------------------------------------------------------------------------------

Middle River Aircraft Systems CF6-80C2B Service Bulletin 78-1020, 
Revision 4, dated October 10, 2002, contains the following list of 
effective pages:

------------------------------------------------------------------------
                                   Revision
            Page No.             level shown      Date shown on page
                                    on page
------------------------------------------------------------------------
1, 7, 20.......................            4  October 10, 2002.
2-6, 8-19, 21-37...............            3  March 16, 1998.
------------------------------------------------------------------------

    (1) The incorporation by reference of the service bulletins in 
Table 2 of this AD is approved by the Director of the Federal 
Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Table 
2 follows:

                              Table 2.--Service Bulletins Incorporated by Reference
----------------------------------------------------------------------------------------------------------------
            Service bulletin                           Revision                              Date
----------------------------------------------------------------------------------------------------------------
Boeing Service Bulletin 747-31-2242....  original...........................  April 18, 1996.
Boeing Service Bulletin 747-45-2016....  1..................................  May 2, 1996.
Boeing Service Bulletin 747-78-2132....  2..................................  December 11, 1997.
Boeing Service Bulletin 747-78-2151, as  1..................................  August 21, 1997.
 revised by.

[[Page 51443]]

 
Notice of Status Change 747-78-2151 NSC  NSC 04.............................  November 26, 1997.
 04 and.
Notice of Status Change 747-78-2151 NSC  NSC 05.............................  December 18, 1997.
 05.
Boeing Service Bulletin 747-78-2151....  2..................................  January 13, 2000.
Boeing Alert Service Bulletin 747-       2..................................  March 15, 2001.
 78A2166.
Middle River Aircraft Systems CF6-80C2B  4..................................  October 10, 2002.
 Service Bulletin 78-1020.
----------------------------------------------------------------------------------------------------------------

    (2) The incorporation by reference of the service bulletins in 
Table 3 of this AD was approved previously by the Director of the 
Federal Register as of September 6, 2000 (65 FR 47252, August 2, 
2000). Table 3 follows:

    Table 3.--Service Bulletins Previously Incorporated by Reference
------------------------------------------------------------------------
        Service bulletin           Revision              Date
------------------------------------------------------------------------
Lockheed Martin Service          1            March 18, 1997.
 Bulletin 78-1007.
Middle River Aircraft Systems    2            March 10, 1998.
 Service Bulletin 78-1007.
Lockheed Martin Service          2            March 20, 1997.
 Bulletin 78-1020.
Middle River Aircraft Systems    3            March 16, 1998.
 Service Bulletin 78-1020.
------------------------------------------------------------------------

    (3) The incorporation by reference of Boeing Service Bulletin 
747-78A2113, Revision 2, dated June 8, 1995; and Boeing Service 
Bulletin 747-78A2113, Revision 3, dated September 11, 1997; was 
approved previously by the Director of the Federal Register as of 
March 13, 2000 (65 FR 5742, February 7, 2000).
    (4) The incorporation by reference of Boeing Service Bulletin 
747-78A2166, Revision 1, dated October 9, 1997; was approved 
previously by the Director of the Federal Register as of August 25, 
1999 (64 FR 39003, July 21, 1999).
    (5) Copies may be obtained from Boeing Commercial Airplane 
Group, P.O. Box 3707, Seattle, Washington 98124-2207; and 
Distribution, Lockheed Martin Technical Services, 1330 Kemper Meadow 
Drive, suite 110-C, Cincinnati, Ohio 45240. 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 Date

    (k) This amendment becomes effective on October 1, 2003.

Appendix 1--Thrust Reverser CDU Cone Brake Test

    1. This procedure contains steps to do a check of the holding 
torque of the CDU cone brake.
    2. CDU cone brake check (Figure 1):
    A. Prepare to do the check:
    (1) Open the fan cowl panels.
    (2) Pull up on the manual release handle to unlock the electro-
mechanical brake.
    (3) Pull the manual brake release lever on the CDU to release 
the cone brake.

    Note: This will release the pre-load tension that may occur 
during a stow cycle.

    (4) Return the manual brake release lever to the locked position 
to engage the cone brake.
    (5) Remove the two bolts that hold the lockout plate to the CDU 
and remove the lockout plate.
    (6) Install a \1/4\-inch drive and a dial-type torque wrench 
into the CDU drive pad.
    Caution: Do not use more than 100 pound-inches of torque when 
you do this check. Excessive torque will damage the CDU.
    (7) Turn the torque wrench to try to manually extend the 
translating cowl until you get at least 15 pound-inches.

    Note: The cone brake prevents movement in the extend direction 
only. If you try to measure the holding torque in the retract 
direction, you will get a false reading.

    (8) If the torque is less than 15 pound-inches, you must replace 
the CDU.
    (9) Reinstall the lockout plate.
    B. Return the airplane to its usual condition:
    (1) Fully retract the thrust reverser (unless already 
accomplished).
    (2) Pull down on the manual release handle on the electro-
mechanical brake until the handle fully engages the retaining clip 
(unless already accomplished).

    Note: This will lock the electro-mechanical brake.

    (3) Close the fan cowl panels.

BILLING CODE 4910-13-P

[[Page 51444]]

[GRAPHIC] [TIFF OMITTED] TR27AU03.002



[[Page 51445]]


    Issued in Renton, Washington, on August 13, 2003.
Neil D. Schalekamp,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 03-21151 Filed 8-26-03; 8:45 am]
BILLING CODE 4910-13-C