[Federal Register Volume 70, Number 9 (Thursday, January 13, 2005)]
[Rules and Regulations]
[Pages 2330-2333]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 05-536]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2005-20009; Directorate Identifier 2003-NM-220-AD; 
Amendment 39-13937; AD 94-01-10 R2]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 757-200 and -200PF Series 
Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule; request for comments.

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SUMMARY: The FAA is revising an existing airworthiness directive (AD) 
for certain Boeing Model 757-200 and -200PF series airplanes. That AD 
currently requires inspections, adjustments, and functional checks of 
the engine thrust reverser system; and modification of the engine 
thrust reverser directional control valve. That AD also requires 
installation of an additional thrust reverser locking feature and 
periodic functional tests of the locking feature following 
installation. This new AD retains the requirements of the existing AD, 
but removes certain tests and inspections for certain airplanes. This 
AD is prompted by a determination of an error in the existing AD. We 
are issuing this AD to prevent deployment of a thrust reverser in 
flight and subsequent reduced controllability of the airplane.

DATES: Effective January 28, 2005.
    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).
    We must receive comments on this AD by March 14, 2005.

ADDRESSES: Use one of the following addresses to submit comments on 
this AD.
     DOT Docket Web site: Go to http://dms.dot.gov and follow 
the instructions for sending your comments electronically.
     Government-wide rulemaking Web site: Go to http://www.regulations.gov and follow the instructions for sending your 
comments electronically.
     Mail: Docket Management Facility; U.S. Department of 
Transportation, 400 Seventh Street SW., Nassif Building, Room PL-401, 
Washington, DC 20590.
     Fax: (202) 493-2251.
     Hand Delivery: Room PL-401 on the plaza level of the 
Nassif Building, 400 Seventh Street SW., Washington, DC, between 9 a.m. 
and 5 p.m., Monday through Friday, except Federal holidays.
    For service information identified in this AD, contact Boeing 
Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207. 
You can examine this information at the National Archives and Records 
Administration (NARA). For information on the availability of this 
material at NARA, call (202) 741-6030, or go to http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
    You can examine the contents of this AD docket on the Internet at 
http://dms.dot.gov, or in person at the Docket Management Facility, 
U.S. Department of Transportation, 400 Seventh Street SW., room PL-401, 
on the plaza level of the Nassif Building, Washington, DC. This docket 
number is FAA-2005-20009; the directorate identifier for this docket is 
2003-NM-220-AD.

Examining the Docket

    You can examine the AD docket on the Internet at http://dms.dot.gov, or in person at the Docket Management Facility office 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The Docket Management Facility office (telephone (800) 647-
5227) is located on the plaza level of the Nassif Building at the DOT 
street address stated in the ADDRESSES section. Comments will be 
available in the AD docket shortly after the DMS receives them.

FOR FURTHER INFORMATION CONTACT: Thomas S. 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: On August 7, 2003, we issued AD 94-01-10 R1, 
amendment 39-13247 (68 FR 48546, August 14, 2003). That AD applies to 
certain Boeing Model 757-200 and -200PF series airplanes. That AD 
requires inspections, adjustments, and functional checks of the engine 
thrust reverser system; and modification of the engine thrust reverser 
directional control valve. That 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 a determination that the applicability of AD 94-01-10, 
amendment 39-8792 (59 FR 4558, February 1, 1994), should be limited to 
Boeing Model 757-200 and -200PF series airplanes equipped with Pratt 
and Whitney PW2000 series engines. The actions specified in the AD are 
intended to prevent deployment of a thrust reverser in flight and 
subsequent reduced controllability of the airplane.

Actions Since AD Was Issued

    We have since determined that paragraph (c) of AD 94-01-10 R1 
should be revised to apply only to airplanes with line numbers 441 and 
lower. That AD applies to Boeing Model 757 series airplanes with Pratt 
& Whitney PW2000 series engines. The airplanes in that AD are divided 
into two groups:
     Airplanes without a thrust reverser sync lock (airplane 
line numbers 1 through 441 inclusive); and
     Airplanes with changes to the sync lock installation done 
in production (airplane line numbers 442 and subsequent).
    When we issued that AD, we made changes as a result of comments we 
received. One of the changes was to change paragraph (d) to apply only 
to airplanes without a thrust reverser sync lock installed in 
production. The action in paragraph (d) (installing the thrust reverser 
sync lock) is terminating action for paragraphs (a) through (c). We 
intended for the repetitive tests and inspections in paragraph (c) to 
apply only to airplanes without a thrust reverser sync lock installed 
during production. Unlike paragraph (d), however, paragraph (c) of that 
AD incorrectly applies to all line numbers of airplanes, including 
those with changes to the sync lock installation done in production.
    Therefore, we have changed paragraph (c) of this final rule to 
clarify

[[Page 2331]]

that the paragraph applies to all airplanes affected by paragraph (d). 
For the same reasons, we have changed paragraph (e) to clarify that its 
requirements apply to all airplanes. We have also changed the paragraph 
identifiers in this final rule to the new identifiers that are 
discussed under ``Changes to the Existing AD.''

FAA's Determination and Requirements of This AD

    The unsafe condition described previously is likely to exist or 
develop on other airplanes of the same type design that may be 
registered in the U.S. at some time in the future. For this reason, we 
are issuing this AD to revise AD 94-01-10 R1. This new AD retains the 
requirements of AD 94-01-10 R1 but removes certain test and inspection 
requirements for certain airplanes.

Changes to the Existing AD

    This AD retains certain requirements of AD 94-01-10 R1. Since that 
AD was issued, the AD format has been revised, and certain paragraphs 
have been rearranged. As a result, the corresponding paragraph 
identifiers have changed in this AD, as listed in the following table:

                      Revised Paragraph Identifiers
------------------------------------------------------------------------
                                          Corresponding  requirement  in
     Requirement in AD  94-01-10 R1                this new AD
------------------------------------------------------------------------
Paragraph (a)..........................  Paragraph (f).
Paragraph (b)..........................  Paragraph (g).
Paragraph (c)..........................  Paragraph (h).
Paragraph (d)..........................  Paragraph (i).
Paragraph (e)..........................  Paragraph (j).
Paragraph (f)..........................  Paragraph (k).
Paragraph (g)..........................  Paragraph (l).
------------------------------------------------------------------------

    After AD 94-01-10 R1 was issued, we 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.

Costs of Compliance

    The following table provides the estimated costs for U.S. operators 
to comply with this AD for any affected airplane that might be imported 
and placed on the U.S. Register in the future.

                                                                     Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                  Average                                                     Number of
                                         Work     hourly                                                        U.S.-
                Action                   hours     labor          Parts cost           Cost per airplane      registered            Fleet cost
                                                   rate                                                       airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Modification.........................       624       $65  Provided at no cost to   $40,560................          270  $10,951,200.
                                                            operators.
Functional test......................         1        65  None required..........  $65, per test..........          270  $17,550, per test.
--------------------------------------------------------------------------------------------------------------------------------------------------------

    The airplanes that are added to the applicability of this new AD 
are not on the U.S. Register and are currently operated by non-U.S. 
operators under foreign registry; therefore, they are not directly 
affected by this AD. However, we consider this AD necessary to ensure 
that the unsafe condition is addressed if a newly affected airplane is 
imported and placed on the U.S. Register in the future; in that case, 
the costs identified in the Estimated Costs table above would apply.

FAA's Determination of the Effective Date

    The newly added airplanes affected by this AD are currently not on 
the U.S. Register. Therefore, providing notice and opportunity for 
public comment is unnecessary before this AD is issued, and this AD may 
be made effective in less than 30 days after it is published in the 
Federal Register.

Comments Invited

    Although this is a final rule that was not preceded by notice and 
an opportunity for public comment, we invite you to submit any relevant 
written data, views, or arguments regarding this AD. Send your comments 
to an address listed under ADDRESSES. Include ``Docket No. FAA-2005-
20009; Directorate Identifier 2003-NM-220-AD'' at the beginning of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of the AD. We will consider 
all comments received by the closing date and may amend the AD in light 
of those comments.
    We will post all comments we receive, without change, to http://dms.dot.gov, including any personal information you provide. We will 
also post a report summarizing each substantive verbal contact with FAA 
personnel concerning this AD. Using the search function of our docket 
Web site, anyone can find and read the comments in any of our dockets, 
including the name of the individual who sent the comment (or signed 
the comment on behalf of an association, business, labor union, etc.). 
You can review the DOT's complete Privacy Act Statement in the Federal 
Register published on April 11, 2000 (65 FR 19477-78), or you can visit 
http://dms.dot.gov.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, section 106, describes the 
authority of the FAA Administrator. Subtitle VII, Aviation Programs, 
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
subtitle VII, part A, subpart III, section 44701, ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    We have determined that this AD will not have federalism 
implications under Executive Order 13132. This AD 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.
    For the reasons discussed above, I certify that the regulation:
    1. Is not a ``significant regulatory action'' under Executive Order 
12866;

[[Page 2332]]

    2. Is not a ``significant rule'' under the 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.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this AD. See the ADDRESSES section for a location to 
examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator, 
the FAA amends 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. The FAA amends Sec.  39.13 by removing amendment 39-13247 (68 FR 
48546, August 14, 2003) and adding the following new AD:

94-01-10 R2 Boeing: Amendment 39-13937. Docket No. FAA-2005-20009; 
Directorate Identifier 2003-NM-220-AD.

Effective Date

    (a) This airworthiness directive (AD) becomes effective January 
28, 2005.

Affected ADs

    (b) This AD revises AD 94-01-10 R1, amendment 39-13247 (68 FR 
48546, August 14, 2003).

Applicability

    (c) This AD applies to Boeing Model 757-200 and -200PF series 
airplanes, certificated in any category, equipped with Pratt and 
Whitney PW2000 series engines.

Unsafe Condition

    (d) This AD was prompted by a determination of an error in the 
existing AD. The Federal Aviation Administration is issuing this AD 
to prevent deployment of a thrust reverser in flight and subsequent 
reduced controllability of the airplane.

Compliance

    (e) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

Inspections/Adjustments/Functional Checks/Modification

    (f) 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 (f)(1) or (f)(2) of 
this AD.
    (1) Accomplish both paragraphs (f)(1)(i) and (f)(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 (f)(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.
    (g) For airplanes having line numbers prior to 442: Within 24 
days after September 16, 1991, the requirements of paragraph (f)(1) 
of this AD must be accomplished on both engines' thrust reverser 
systems.
    (h) For airplanes having line numbers prior to 442: Repeat the 
tests and inspections specified in paragraph (f)(1)(ii) of this AD 
at intervals not to exceed 3,000 flight hours, and before further 
flight following any maintenance that disturbs the thrust reverser 
control system. Correct any discrepancy before further flight in 
accordance with Boeing Service Bulletin 757-78-0025, dated September 
9, 1991.

Installation/Functional Test

    (i) 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.
    (j) For all airplanes: Within 1,000 hours' time-in-service after 
installing the sync lock required by paragraph (i) 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, correct it 
before further flight in accordance with a method approved by the 
Manager, Seattle Aircraft Certification Office (ACO), FAA; the 
corrective action in the Boeing 757 Maintenance Manual is one 
approved method.

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:

[[Page 2333]]

    (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.
    (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.''
    (k) Installation of the sync lock, as required by paragraph (i) 
of this AD, constitutes terminating action for the requirements of 
paragraphs (f) through (h) of this AD.

Alternative Methods of Compliance (AMOCs)

    (l)(1) The Manager, Seattle Aircraft Certification Office (ACO), 
FAA, has the authority to approve AMOCs for this AD, if requested in 
accordance with the procedures found in 14 CFR 39.19.
    (2) We approve the following for the corresponding requirements 
of this AD: AMOCs approved previously in accordance with AD 91-20-
09, amendment 39-8043; AD 94-01-10, amendment 39-8792; and AD 94-01-
10 R1, amendment 39-13247.

Material Incorporated by Reference

    (m) Except as otherwise specified in this AD, the actions must 
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) Contact Boeing Commercial Airplanes, PO Box 3707, Seattle, 
Washington 98124-2207, for copies of the service documents. Copies 
may be inspected at the FAA, Transport Airplane Directorate, 1601 
Lind Avenue, SW., Renton, Washington; or at the National Archives 
and Records Administration (NARA). For information on the 
availability of this material at NARA, call (202) 741-6030, or go to 
http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.

    Issued in Renton, Washington, on December 29, 2004.
Kevin M. Mullin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 05-536 Filed 1-12-05; 8:45 am]
BILLING CODE 4910-13-P