[Federal Register Volume 68, Number 198 (Tuesday, October 14, 2003)]
[Rules and Regulations]
[Pages 59101-59104]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-25700]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99-NM-67-AD; Amendment 39-13334; AD 2003-20-16]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 747SP, 747SR, 747-100, 
747-200, and 747-300 Series Airplanes; Equipped With Pratt & Whitney 
Model JT9D-3, -7, and -7Q Series Engines and Model JT9D-7R4G2 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 747SP, 747SR, 747-100, 747-
200, and 747-300 series airplanes, that currently requires repetitive 
operational tests of the reversible gearbox pneumatic drive unit (PDU) 
or the reversing air motor PDU to ensure that the unit can restrain the 
thrust reverser sleeve, and correction of any discrepancy found. This 
amendment requires installation of a terminating modification, 
repetitive functional tests of that installation to detect 
discrepancies, and repair if necessary. This amendment also removes 
airplanes from the applicability and adds certain new requirements. The 
actions specified by this AD are intended to ensure the integrity of 
the fail-safe features of the thrust reverser system by preventing 
possible failure modes in the thrust reverser control system that can 
result in inadvertent deployment of a thrust reverser during flight. 
This action is intended to address the identified unsafe condition.

DATES: Effective November 18, 2003.
    The incorporation by reference of certain publications, as listed 
in the regulations, is approved by the Director of the Federal Register 
as of November 18, 2003.
    The incorporation by reference of a certain publication, as listed 
in the regulations, was approved previously by the Director of the 
Federal Register as of September 5, 1995 (60 FR 39631, August 3, 1995).

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: Dan Kinney, Aerospace Engineer, 
Propulsion Branch, ANM-140S, FAA, Seattle Aircraft Certification 
Office, 1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone 
(425) 917-6499; fax (425) 917-6590.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) by superseding AD 95-16-02, 
amendment 39-9321 (60 FR 39631, August 3, 1995), which is applicable to 
certain Boeing Model 747SP, 747SR, 747-100, -200, and -300 series 
airplanes, was published as a supplemental Notice of Proposed 
Rulemaking (NPRM) in the Federal Register on May 1, 2003 (68 FR 23235). 
The action proposed to continue to require repetitive operational tests 
of the reversible gearbox pneumatic drive unit (PDU) or the reversing 
air motor PDU to ensure that the unit can restrain the thrust reverser 
sleeve, and correction of any discrepancy found. The action also

[[Page 59102]]

proposed the installation of a terminating modification, repetitive 
functional tests of that installation to detect discrepancies, and 
repair if necessary. Additionally, the action also proposed to remove 
airplanes from the applicability and to add certain new requirements.

Clarification of Applicability

    The FAA has revised the applicability paragraph of this AD by 
specifying the applicable engine models for the Pratt & Whitney Model 
JT9D-7 series engines (i.e., -7, -7A, -7F, and -7J). We also point out 
that the Model JT9D-7Q series engines is a separate engine series and 
is not included in the Model JT9D-7 series engines. To clarify that 
point, we have added a new Note 1 to advise and clarify that this AD 
does not apply to Pratt & Whitney Model JT9D-70A engines, as those 
engines are not part of the Model JT9D-7 series engines. Subsequent 
notes in this AD have been renumbered accordingly.

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.

Request for Clarification of the ``New Relevant Service Information'' 
Paragraph

    One commenter states that the description of the new relevant 
service information fails to note that changing from three-step aisle 
stand clutch packs to two-step, as described in Boeing Service Bulletin 
(SB) 747-78-2152, Revision 4, may not be necessary. The commenter 
explains that Revisions 5 and 6 of that SB provide for continued use of 
the three-step clutch in some instances. Therefore, the commenter 
requests that clarification to allow such continued use of the three-
step clutch be specified in the final rule.
    The FAA acknowledges that the description in the ``New Relevant 
Service Information'' paragraph did not specify continued use of the 
three-step clutch and agrees that clarification is needed. We point out 
that the intent of the requirements in paragraph (c)(3) of the final 
rule is that the system pass all required tests. Although the two-step 
configuration is typically necessary for the microswitch pack 
conversion, we acknowledge that provision for use of the three-step 
clutch is provided for in Revisions 5 and 6 of Boeing SB 747-78-2152. 
Since paragraph (c)(3) of the final rule specifies compliance with 
either Revision 5 or 6 (including the provision for use of the three-
step clutch), it is unnecessary to revise the final rule for that 
reason.

Request To Revise Specified Revision of the Airplane Maintenance Manual 
(AMM)

    One commenter advises that there is a later revision of the Boeing 
747 AMM than that revision specified as the source of service 
information for the repetitive test instructions in paragraph (d) of 
the supplemental NPRM.
    The FAA acknowledges that a later revision of the AMM has been 
issued and infers that the commenter is requesting that we revise the 
supplemental NPRM to specify the newer revision of the AMM. Revising 
the AD is unnecessary because, as long as the referenced section is 
unchanged in later versions of the AMM, those later versions may be 
used to comply with this AD. On the other hand, since the AMM is not a 
document that is approved by the FAA, it is possible that a specific 
revision level may be revised in such a way as to affect the 
accomplishment of the AD. Therefore, when a specific revision level is 
referenced in an AD, that specific revision has been ``approved'' for 
the purposes of the AD. Under the provisions of paragraph (g)(1) of the 
final rule, we may approve requests for using a later revision of the 
AMM that changes the referenced section if data are submitted to 
substantiate that such use would provide an acceptable level of safety. 
No change is necessary to this AD in that regard.

Request To Extend Compliance Time for Dispatch Limitations

    One commenter notes that some airplanes could be modified before 
the effective date of the AD and could then revert to operating with 
unmodified thrust reversers installed, which would be contrary to the 
requirements of paragraph (c)(3) of the supplemental NPRM. Therefore, 
the commenter requests that, instead of the compliance time specified 
in paragraph (e) of the supplemental NPRM of ``within 10 days after 
deactivation of the thrust reverser,'' the compliance time read, 
``within 90 days after the effective date of the AD.'' The commenter 
explains that such an extension of the compliance time would prevent 
possible non-compliance with the AD. Further, the commenter states that 
there is no more risk of the unmodified reverser deploying on a 
modified airplane than on an unmodified airplane.
    The FAA does not agree that the compliance time for paragraph (e) 
of this AD should be revised. If an airplane has one or more unmodified 
thrust reverser(s) installed prior to the effective date of the AD, it 
has not yet complied with the requirements of paragraph (c)(3) of the 
AD. The compliance time for the modification required by paragraph 
(c)(3) of the AD is within 48 months after the effective date of the 
AD. The qualifying provisions of paragraph (e) of the AD specifically 
apply to airplanes ``after incorporation of the modification required 
by paragraph (c)(3) of the AD.'' We consider the 48-month compliance 
time for the modification required by paragraph (c)(3) of the AD, plus 
the 10-day dispatch limitation of the Master Minimum Equipment List, to 
be adequate time to complete the requirements of paragraph (e) of the 
AD. It is unnecessary to revise the AD for that reason.

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 FAA's airworthiness 
directives system. The regulation now includes material that relates to 
altered products, special flight permits, and alternative methods of 
compliance (AMOCs). However, for clarity and consistency in this final 
rule, we have retained the language of the supplemental NPRM regarding 
that material.

Change to Labor Rate Estimate

    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 455 airplanes of the affected design in the 
worldwide fleet. The FAA estimates that 218 airplanes of U.S. registry 
will be affected by this AD.

[[Page 59103]]

    The operational tests that are currently required by AD 95-16-02, 
and retained in this AD, take approximately 16 work hours (4 per 
engine) 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 is estimated to be $1,040 per airplane, per test 
cycle.
    It will take approximately 544 work hours per airplane, to 
accomplish the wiring modifications, at an average labor rate of $65 
per work hour. Required parts will cost approximately $21,600 per 
airplane. Based on these figures, the cost impact of the wiring 
modifications required by this AD on U.S. operators is estimated to be 
$12,417,280, or $56,960 per airplane.
    It will take approximately 104 work hours (26 per engine) per 
airplane to accomplish the removal of the thrust reverser sequencing 
mechanism and installation of a solenoid-operated shutoff valve, at an 
average labor rate of $65 per work hour. The cost of required parts is 
minimal. Based on these figures, the cost impact of the removal and 
installation required by this AD on U.S. operators is estimated to be 
$1,473,680, or $6,760 per airplane.
    It will take approximately 568 work hours per airplane to 
accomplish the sync lock hardware installation, at an average labor 
rate of $65 per work hour. Required parts will cost approximately 
$166,000 per airplane. Based on these figures, the cost impact of the 
installation required by this AD on U.S. operators is estimated to be 
$44,236,560, or $202,920 per airplane.
    It will take approximately 8 work hours (2 per engine) per airplane 
to accomplish the functional test, at an average labor rate of $65 per 
work hour. Based on these figures, the cost impact of the functional 
test required by this AD on U.S. operators is estimated to be $113,360, 
or $520 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 39-9321 (60 FR 39631, 
August 3, 1995), and by adding a new airworthiness directive (AD), 
amendment 39-13334, to read as follows:

2003-20-16 Boeing: Amendment 39-13334. Docket 99-NM-67-AD. 
Supersedes AD 95-16-02, amendment 39-9321.

    Applicability: Model 747SP, 747SR, 747-100, 747-200, and 747-300 
series airplanes; equipped with Pratt & Whitney Model JT9D-3, -7 
(i.e., -7, -7A, -7F, and -7J), and -7Q series engines and Model 
JT9D-7R4G2 engines; certificated in any category.

    Note 1: This AD does not apply to Boeing Model 747-200 series 
airplanes that are equipped with Pratt & Whitney JT9D-70A engines, 
as that engine is not part of the Model JT9D-7 series engines.


    Note 2: 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 ensure the integrity of the fail-safe features of the thrust 
reverser system by preventing possible failure modes in the thrust 
reverser control system that can result in inadvertent deployment of 
a thrust reverser during flight, accomplish the following:

Restatement of Requirements of AD 95-16-02

Operational Test

    (a) Within 90 days after September 5, 1995 (the effective date 
of AD 95-16-02, amendment 39-9321), perform an operational test of 
the reversible gearbox pneumatic drive unit (PDU) or the reversing 
air motor PDU to ensure that the unit can restrain the thrust 
reverser sleeve, in accordance with Boeing Alert Service Bulletin 
747-78A2131, dated September 15, 1994. Repeat the test thereafter at 
intervals not to exceed 2,000 flight hours until accomplishment of 
paragraph (c) of this AD.

    Note 3: Paragraph (a) of this AD merely restates the 
requirements of paragraph (a) of AD 95-16-02. The intent of 
including this paragraph is to ensure that the currently required 
repetitive tests continue to be done until the terminating 
modifications specified in paragraph (c) of this AD are installed.

Corrective Action

    (b) If any of the tests required by paragraph (a) of this AD 
cannot be successfully performed, or if any discrepancy is found 
during those tests, accomplish either paragraph (b)(1) or (b)(2) of 
this AD.
    (1) Prior to further flight, correct any discrepancy found, in 
accordance with Boeing Alert Service Bulletin 747-78A2131, dated 
September 15, 1994. Or
    (2) The airplane may be operated in accordance with the 
provisions and limitations specified in an operator's FAA-approved 
Minimum Equipment List (MEL), provided that no more than one thrust 
reverser on the airplane is inoperative.

New Requirements of This AD

Modifications

    (c) Within 48 months after the effective date of this AD, 
accomplish the requirements of paragraphs (c)(1), (c)(2), and (c)(3) 
of this AD. Accomplishment of the actions required by this paragraph 
constitutes terminating

[[Page 59104]]

action for the repetitive tests required by paragraph (a) of this 
AD.
    (1) Install provisional wiring for the additional locking system 
on the thrust reversers, in accordance with the Accomplishment 
Instructions of Boeing Service Bulletin 747-78-2134, Revision 3, 
dated March 19, 1998.
    (2) Remove the thrust reverser sequencing mechanism and install 
a solenoid-operated shutoff valve in accordance with Boeing Service 
Bulletin 747-78-2052, Revision 5, dated February 22, 1996.
    (3) Install an additional locking system on each thrust reverser 
in accordance with the Accomplishment Instructions of Boeing Service 
Bulletin 747-78-2152, Revision 5, dated June 14, 2001; or Revision 
6, dated October 24, 2002.

Repetitive Tests

    (d) Within 3,000 flight hours after accomplishment of paragraph 
(c) of this AD: Perform a functional test to detect discrepancies of 
the additional locking system on each thrust reverser in accordance 
with the procedures described in the Boeing 747 Airplane Maintenance 
Manual (AMM), Section 78-34-11, dated October 25, 1997. Prior to 
further flight, correct any discrepancy detected and repeat the 
functional test of that repair in accordance with the procedures 
described in the AMM. Repeat the functional tests thereafter at 
intervals not to exceed 3,000 flight hours.

Dispatch Limitations

    (e) If, after incorporation of the modification required by 
paragraph (c)(3) of this AD on any airplane, it becomes necessary to 
install a thrust reverser assembly that does not have the additional 
locking system installed, dispatch of the airplane is allowed in 
accordance with the provisions and limitations specified in the 
operator's FAA-approved Master Minimum Equipment List, provided that 
the thrust reverser assembly that does not have the additional 
locking system installed is deactivated in accordance with Item 78-
1, Section 2, of Boeing Document D6-33391, ``Boeing 747-100/-200/-
300/SP Dispatch Deviations Procedures Guide,'' Revision 25, dated 
July 26, 2002. No more than one thrust reverser on any airplane may 
be deactivated under the provisions of this paragraph. Within 10 
days after deactivation of the thrust reverser, install a thrust 
reverser assembly that has the additional locking system installed 
and reactivate the thrust reverser.
    (f) If, prior to incorporation of the modification required by 
paragraph (c)(3) of this AD on any airplane, it becomes necessary to 
install a thrust reverser assembly that has the additional locking 
system installed, dispatch of the airplane is allowed in accordance 
with the provisions and limitations specified in the operator's FAA-
approved Master Minimum Equipment List, provided that the thrust 
reverser assembly that has the additional locking system installed 
is deactivated in accordance with Item 78-1, Section 2, of Boeing 
Document D6-33391, ``Boeing 747-100/-200/-300/SP Dispatch Deviations 
Procedures Guide,'' Revision 25, dated July 26, 2002. No more than 
one thrust reverser on any airplane may be deactivated under the 
provisions of this paragraph. Within 10 days after deactivation of 
the thrust reverser, install a thrust reverser assembly that does 
not have the additional locking system installed and reactivate the 
thrust reverser.

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. 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 paragraphs (a) and (b) of AD 95-16-02, amendment 39-
9321, are approved as alternative methods of compliance with the 
corresponding paragraphs in 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

    (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) Unless otherwise specified in this AD, the actions shall be 
done in accordance with Boeing Service Bulletin 747-78-2134, 
Revision 3, dated March 19, 1998; Boeing Service Bulletin 747-78-
2052, Revision 5, dated February 22, 1996; Boeing Service Bulletin 
747-78-2152, Revision 5, dated June 14, 2001; Boeing Service 
Bulletin 747-78-2152, Revision 6, dated October 24, 2002; and Boeing 
Alert Service Bulletin 747-78A2131, dated September 15, 1994; as 
applicable.
    (1) This incorporation by reference of Boeing Service Bulletin 
747-78-2134, Revision 3, dated March 19, 1998; Boeing Service 
Bulletin 747-78-2052, Revision 5, dated February 22, 1996; Boeing 
Service Bulletin 747-78-2152, Revision 5, dated June 14, 2001; and 
Boeing Service Bulletin 747-78-2152, Revision 6, dated October 24, 
2002; is approved by the Director of the Federal Register in 
accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) The incorporation by reference of Boeing Alert Service 
Bulletin 747-78A2131, dated September 15, 1994, was approved 
previously by the Director of the Federal Register as of September 
5, 1995 (60 FR 39631, August 3, 1995).
    (3) Copies may be obtained from Boeing Commercial Airplane 
Group, P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be 
inspected at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue, SW., Renton, Washington; or at the Office of the Federal 
Register, 800 North Capitol Street, NW., suite 700, Washington, DC.

Effective Date

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

    Issued in Renton, Washington, on October 3, 2003.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 03-25700 Filed 10-10-03; 8:45 am]
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