Airworthiness Directives; Boeing Model 757-200, -200CB, and -200PF Series Airplanes, 59640-59644 [05-20265]
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Federal Register / Vol. 70, No. 197 / Thursday, October 13, 2005 / Rules and Regulations
Applicability
(c) This AD applies to all Boeing Model
737–100, –200, –200C, –300, –400, and –500
series airplanes, certificated in any category.
Unsafe Condition
(d) This AD results from twelve reports of
severe corrosion on one or more of three
components of the main landing gear (MLG).
We are issuing this AD to prevent collapse
of the MLG, or damage to hydraulic tubing
or the aileron control cables, which could
result in possible departure of the airplane
from the runway and loss of control 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.
Service Bulletin Reference
(f) The term ‘‘service bulletin,’’ as used in
this AD, means the Accomplishment
Instructions of Boeing Service Bulletin 737–
32A1367, Revision 1, dated December 23,
2004.
Records Examination and Compliance Times
(g) For all airplanes: Before the inspection
required by paragraph (h) of this AD,
examine the airplane records to determine if
the MLG has been overhauled, and, for any
overhauled MLG, if JC5A corrosion inhibiting
compound (CIC) was used on the trunnion
pin or other parts of the MLG.
(1) For airplanes identified in the service
bulletin as Group 2 and Group 4: If records
indicate conclusively that the MLG has not
been overhauled, no further action is
required by this paragraph or paragraph (h)
of this AD.
(2) For airplanes identified in the service
bulletin as Group 1, Group 2, Group 3, and
Group 4: If records indicate conclusively that
the MLG has been overhauled and that CIC
JC5A was not used on the trunnion pins or
other parts of the MLG during the most
recent overhaul, no further action is required
by this paragraph or paragraph (h) of this AD.
Inspection and Corrective Action
(h) For all airplanes, except as provided by
paragraph (g)(1) and (g)(2) of this AD: At the
applicable compliance time in paragraph
(h)(1) or (h)(2) of this AD, do a detailed
inspection for discrepancies of the applicable
MLG components specified in the service
bulletin. Do all applicable corrective actions
before further flight after the inspection. Do
all the actions in accordance with the service
bulletin, except as required by paragraph (i)
of this AD.
(1) For airplanes identified in the service
bulletin as Group 1 and Group 3 for which
records indicate conclusively that the MLG
has not been overhauled: Inspect at the later
of the times in paragraph (h)(1)(i) and
(h)(1)(ii) of this AD.
(i) Within 48 months after the date of
issuance of the original standard
airworthiness certificate or the date of
issuance of the original export certificate of
airworthiness.
(ii) Within 6 months after the effective date
of this AD.
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(2) For airplanes identified in the service
bulletin as Group 1, Group 2, Group 3, and
Group 4, for which records indicate
conclusively that the MLG has been
overhauled, and for which records indicate
conclusively that CIC JC5A was used during
the most recent overhaul; and for airplanes
for which records do not show conclusively
which CIC compound was used during the
most recent overhaul: Inspect at the later of
the times in paragraph (h)(2)(i) or (h)(2)(ii) of
this AD.
(i) Within 48 months after the landing gear
was installed.
(ii) Within 6 months after the effective date
of this AD.
Note 1: For the purposes of this AD, a
detailed inspection is: ‘‘An intensive
examination of a specific item, installation,
or assembly to detect damage, failure, or
irregularity. Available lighting is normally
supplemented with a direct source of good
lighting at an intensity deemed appropriate.
Inspection aids such as mirror, magnifying
lenses, etc., may be necessary. Surface
cleaning and elaborate procedures may be
required.’’
Contact Seattle Aircraft Certification Office
(ACO) or Delegation Option Authorization
(DOA) Organization for Certain Corrective
Actions
(i) If any discrepancy is found during any
inspection required by this AD, and the
service bulletin specifies to contact Boeing
for appropriate action: Before further flight,
do the action using a method approved in
accordance with paragraph (l) this AD.
Use of JC5A Prohibited
(j) As of the effective date of this AD, no
person may use CIC JC5A on an MLG
component on any airplane.
Actions Done According to Previous
Revision of Service Bulletin
(k) Actions done before the effective date
of this AD in accordance with Boeing Alert
Service Bulletin 737–32A1367, dated August
19, 2004, are considered acceptable for
compliance with the corresponding action
specified in this AD.
Alternative Methods of Compliance
(AMOCs)
(l)(1) The Manager, Seattle ACO, has the
authority to approve AMOCs for this AD, if
requested in accordance with the procedures
found in 14 CFR 39.19.
(2) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD, if it is approved by an
Authorized Representative for the Boeing
Commercial Airplanes DOA Organization
who has been authorized by the Manager,
Seattle ACO, to make those findings. For a
repair method to be approved, the repair
must meet the certification basis of the
airplane, and the approval must specifically
refer to this AD.
(3) Before using any AMOC approved in
accordance with § 39.19 on any airplane to
which the AMOC applies, notify the
appropriate principal inspector in the FAA
Flight Standards Certificate Holding District
Office.
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Material Incorporated by Reference
(m) You must use Boeing Service Bulletin
737–32A1367, Revision 1, dated December
23, 2004, to perform the actions that are
required by this AD, unless the AD specifies
otherwise. The Director of the Federal
Register approved the incorporation by
reference of this document in accordance
with 5 U.S.C. 552(a) and 1 CFR part 51.
Contact Boeing Commercial Airplanes, P.O.
Box 3707, Seattle, Washington 98124–2207,
for a copy of this service information. You
may review copies at the Docket Management
Facility, U.S. Department of Transportation,
400 Seventh Street SW., room PL–401, Nassif
Building, Washington, DC; on the Internet at
https://dms.dot.gov; or at the National
Archives and Records Administration
(NARA). For information on the availability
of this material at the NARA, call (202) 741–
6030, or go to https://www.archives.gov/
federal _register/code_of_
federal_regulations/ibr_locations.html.
Issued in Renton, Washington, on
September 30, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–20262 Filed 10–12–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–20726; Directorate
Identifier 2004–NM–265–AD; Amendment
39–14337; AD 2005–20–40]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 757–200, –200CB, and –200PF
Series Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for certain
Boeing Model 757–200, –200CB, and
–200PF series airplanes. This AD
requires an inspection of each trailing
edge flap transmission assembly to
determine the part number and serial
number, and related investigative and
corrective actions and part marking if
necessary. This AD results from a report
indicating that cracked flap
transmission output gears have been
discovered during routine overhaul of
the trailing edge flap transmission
assemblies. We are issuing this AD to
prevent an undetected flap skew, which
could result in a flap loss, damage to
adjacent airplane systems, and
consequent reduced controllability of
the airplane.
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Effective November 17, 2005.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in the AD
as of November 17, 2005.
ADDRESSES: You may examine the AD
docket on the Internet at https://
dms.dot.gov or in person at the Docket
Management Facility, U.S. Department
of Transportation, 400 Seventh Street
SW., Nassif Building, room PL–401,
Washington, DC.
Contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207, for service
information identified in this AD.
FOR FURTHER INFORMATION CONTACT:
Douglas Tsuji, Aerospace Engineer,
Systems and Equipment Branch, ANM–
130S, FAA, Seattle Aircraft Certification
Office, 1601 Lind Avenue, SW., Renton,
Washington 98055–4056; telephone
(425) 917–6487; fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
DATES:
Examining the Docket
You may examine the AD docket on
the Internet at https://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 street
address stated in the ADDRESSES section.
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would
apply to certain Boeing Model 757–200,
–200CB, and –200PF series airplanes.
That NPRM was published in the
Federal Register on March 30, 2005 (70
FR 16175). That NPRM proposed to
require an inspection of each trailing
edge flap transmission assembly to
determine the part number and serial
number, and related investigative and
corrective actions and part marking if
necessary.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the comments that have
been received on the NPRM.
Support for NPRM
One commenter, the manufacturer,
concurs with the content of the NPRM.
Request To Allow Maintenance Records
Check
Two commenters request that we
revise the NPRM to allow a maintenance
records check to determine if any
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affected transmission assembly is
installed upon an airplane. One
commenter states that it tracks all its
flap transmission assemblies by part
number (P/N) and serial number (S/N)
in order to record all time and cycle
information for each of these units. The
commenter asserts that since Boeing
Special Attention Service Bulletin
(SASB) 757–27–0150, dated December
9, 2004, specifies all suspect flap
transmission assemblies by P/N and S/
N, it should be allowed to use these data
to demonstrate compliance with the
NPRM. Another commenter states that it
recently updated the P/N and S/N
installation records for all transmission
assembly positions affected by the
NPRM and that these records show that
none of the affected assemblies are
installed on its airplanes. The second
commenter states that the wording of
the NPRM prevents it from using these
data to demonstrate compliance with
the NPRM and requires it to physically
view all P/Ns on its airplanes. Since
Boeing SASB 757–27–0150 specifies 75
hours per airplane to gain access,
inspect, and close access for the eight
transmission assemblies, the second
commenter asserts that this proposed
requirement is excessively onerous.
We agree with this request. If an
operator can clearly demonstrate that
the maintenance records for an airplane
establish that no suspect transmission
assembly is installed on that airplane,
the records check is acceptable for
compliance with the P/N and S/N
inspection requirement of the NPRM.
Therefore, we have revised paragraph (f)
in this AD to permit a maintenance
records check instead of the required
inspection.
Request To Allow Replacement of
Transmission Assembly
One commenter requests that we
revise the NPRM to allow replacing a
transmission assembly having a
defective output gear with a compliant
transmission. The commenter states that
it does not have the means to repair and
test the transmission itself and
anticipates sending any suspect
transmission to a repair facility for
inspection, test, and marking.
We agree with this request. Since the
intent of the AD is to remove defective
transmission assembly output gears
from service, this can be accomplished
either by replacing the defective output
gear with a compliant output gear or
replacing the entire transmission
assembly with a compliant transmission
assembly. Therefore, we have revised
paragraph (f) of this AD to permit
‘‘replacing the entire transmission
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59641
assembly with a new or serviceable flap
transmission assembly.’’
Request To Increase Total Number of
Affected Transmission Assemblies
One commenter requests that we
change the number of affected
transmission assemblies shown in the
NPRM. The commenter states that there
are four different transmission
configurations, each having S/Ns 1
through 325 inclusive, which yields a
total of 1,300 affected transmission
assemblies rather than 325.
We agree with this request for the
reason stated by the commenter.
Therefore, we have revised the number
of suspect transmission assemblies from
325 to 1,300 in this AD.
Request To Revise Applicability
One commenter requests that we
revise the applicability of the NPRM to
include only those airplanes with
transmission assemblies installed that
have the affected P/Ns and S/Ns. The
commenter suggests that the
applicability could be revised to read,
instead of the current wording, ‘‘This
AD applies to Boeing Model 757–200,
–200CB, and –200PF series airplanes,
with part number 251N4050–37, –38,
–39, or –40 having S/Ns 1 through 325
inclusive, or part number 251N4022–28,
–29, –30 and –31 having S/Ns 1 through
325 inclusive.’’
We do not agree with this request. We
have no means of ensuring that every
trailing edge flap transmission assembly
with part numbers 251N4050–37, –38,
–39, and –40; and 251N4022–28, –29,
–30 and –31; each having S/Ns 1
through 325 inclusive; can be located
for inspection without canvassing all
Model 757–200, –200CB, and –200PF
series airplanes. We have not changed
this AD in this regard. However, as
previously discussed, we have revised
this AD to permit a maintenance records
check to locate suspect transmission
assemblies instead of the required
inspection, which should greatly reduce
the burden to operators.
Requests To Revise Estimated Work
Hours
Two commenters request that we
revise the Costs of Compliance section
of the NPRM to increase the estimated
number of work hours needed to
accomplish the required actions. One
commenter states that the 1 work hour
specified to accomplish the inspection
of eight trailing edge flap transmission
assemblies is considerably less than the
75 work hours to accomplish the task
specified by Boeing SASB 757–27–0150.
The commenter states that the NPRM
does not accurately reflect the costs for
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the amount of work required. A second
commenter states that the NPRM does
not assess the impact of the corrective
action. The second commenter states
that unscheduled maintenance in heavy
maintenance facilities would be
required to perform any needed repairs
for some airplanes. The second
commenter states that, in cases where
repair is needed, the time required to
gain and close up access and for returnto-service actions is considerably greater
than the time specified by the NPRM
and would result in unscheduled time
out-of-service. Both commenters assert
the cost to accomplish the requirements
shown in the NPRM should more
closely reflect the labor costs specified
by Boeing SASB 757–27–0150 and
assert that the discrepancy in the cost
estimates places undue hardship on
operators.
In reply to the first commenter: We
acknowledge that the amount of work
estimated by the Boeing service bulletin
to open and close the access ways is
considerable. However, the cost
information specified describes only the
direct costs of the specific actions
required by this AD. Based on the best
data available, the manufacturer
provided the number of work hours
necessary to do the required inspection;
one (1) work hour in this case. This
number represents the time necessary to
perform only the actions actually
required by this AD. We recognize that,
in doing the actions required by an AD,
operators may incur additional costs in
addition to the direct costs. The cost
analysis in AD rulemaking actions,
however, typically does not include
additional costs such as the time
required to gain access and close up,
time necessary for planning, or time
necessitated by other administrative
actions. Those additional costs may be
significant, but may also vary greatly
among operators, which makes them
almost impossible to calculate.
In reply to the second commenter:
The economic analysis of an AD is
limited to the cost of actions that are
actually required and does not consider
the costs of conditional actions, such as
repairing a crack detected during a
required inspection (‘‘repair, if
necessary’’). Such conditional repairs
would be required—regardless of AD
direction—to correct an unsafe
condition identified in an airplane and
to ensure that the airplane is operated
in an airworthy condition, as required
by the Federal Aviation Regulations. In
this case, we included the
manufacturer’s estimate of 20 work
hours to remove a transmission
assembly; remove, inspect, and
reassemble the transmission output
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gear; and reinstall the transmission
assembly, but we have no way of
knowing how many transmission
assemblies will require these actions or
what additional actions will be needed
to retrofit one transmission assembly.
Therefore, we can’t provide any further
assessment of the total cost impact of
the corrective action.
We have not changed this AD with
regard to these comments. However, as
previously discussed, we have revised
paragraph (f) of this AD to specify that
a maintenance records check is
acceptable instead of the required
inspection. A maintenance records
check could greatly reduce the burden
to operators.
Request To Re-Evaluate Flap Skew
Event
One commenter requests that we reevaluate the probability of a flap skew
event and the classification of this
condition as an ‘‘unsafe condition.’’ The
commenter states that it has surveyed its
own data, which indicate that it has 252
affected transmission assemblies, and
that all of these units had new torque
limiters installed because of the
requirements of AD 2000–04–18,
amendment 39–11601 (65 FR 10693).
The commenter states that during this
retrofit process, 221 of the 252
transmission assemblies were
overhauled and had their output gears
checked for defects per the component
maintenance manual (CMM). The
commenter asserts that, since all
operators of the affected airplanes are
required to accomplish AD 2000–04–18,
the commenter’s experience might be
taken as typical of the industry’s
experience, which could mean the
quantity of defective output gears has
been substantially reduced. The
commenter asserts this could lead us to
decide that no unsafe condition exists
and, therefore, withdraw the NPRM.
We do not agree with this request for
the following reasons:
• The commenter assumes that most
affected airplanes are no longer subject
to the unsafe condition due to industry
compliance with AD 2000–04–18,
which specifies Boeing Service Bulletin
757–27A0127 as a source of service
information. However, AD 2000–04–18
is applicable only to airplanes having
line numbers from 1 through 796
inclusive, whereas this AD is applicable
to airplanes having line numbers from 1
through 979 inclusive. This leaves 183
airplanes not covered by AD 2000–04–
18.
• AD 2000–04–18 requires replacing
the transmission assemblies with new
assemblies incorporating new, improved
torque limiters or replacing the torque
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limiters in the transmission assemblies
with new, improved torque limiters, as
provided in CMM Chapter 27–51–13.
The commenter asserts that it is likely
that all operators who accomplished
this retrofit checked the transmission
output gears for defects at the same
time. We cannot assume that all
operators checked the output gears
during this retrofit, since checking the
output gears was not specified by the
CMM as a required part of the retrofit
process.
• AD 2000–04–18 requires that
retrofitted transmission assemblies
having P/N 251N4050–37, –38, –39, or
–40 be reidentified as P/N 251N4022–
28, –29, –30 or –31, respectively. As
already discussed, the commenter
asserts that such retrofitted and reidentified transmission assemblies no
longer are subject to the unsafe
condition. However, Boeing Service
Bulletin 757–27–0150 identifies the
modified assemblies having those new
P/Ns 251N4022–28, –29, –30 and –31,
and having S/Ns 1 through 325
inclusive, as possibly having suspect
output gears.
• The commenter suggests that its
experience might be taken as typical for
the industry and again assumes that
most affected transmissions are no
longer affected by the unsafe condition.
As discussed earlier, we determined
that, instead of 325 suspect transmission
assemblies, there are actually 1,300
suspect transmission assemblies. This
larger number indicates the unsafe
condition represented by the faulty
transmission assemblies could be more
extensive than represented in the
NPRM.
Our reasoning has led us to determine
that the possibility of a flap skew event
remains a significant unsafe condition
for an unacceptable number of
airplanes. We have not changed this AD
in this regard.
Clarification of Alternative Method of
Compliance (AMOC) Paragraph
We have revised this action to clarify
the appropriate procedure for notifying
the principal inspector before using any
approved AMOC on any airplane to
which the AMOC applies.
Conclusion
We have carefully reviewed the
available data, including the comments
that have been received, and determined
that air safety and the public interest
require adopting the AD with the
changes described previously. We have
determined that these changes will
neither increase the economic burden
on any operator nor increase the scope
of the AD.
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Costs of Compliance
There are about 979 airplanes of the
affected design in the worldwide fleet.
This AD will affect about 644 airplanes
of U.S. registry.
It will take approximately 1 work
hour per airplane to accomplish the
required inspection at an average labor
rate of $65 per work hour. Based on this
figure, the cost impact of the AD on U.S.
operators is estimated to be $41,860, or
$65 per airplane.
Removal of a transmission assembly;
removal, inspection, and reassembly of
the transmission output gear; and
reinstallation of the transmission
assembly; if required; will take about 20
work hours per transmission assembly,
at an average labor rate of $65 per work
hour. Required parts will cost about
$325 per transmission output gear.
Based on these figures, we estimate the
cost of replacement is $1,625 per
transmission output assembly (there are
8 transmission output assemblies per
airplane and 1,300 suspect assemblies).
(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 and placed it in the AD docket.
See the ADDRESSES section for a location
to examine the regulatory evaluation.
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.
Authority: 49 U.S.C. 106(g), 40113, 44701.
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 this AD:
(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
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List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
1. The authority citation for part 39
continues to read as follows:
I
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by adding the following new
airworthiness directive (AD):
I
2005–20–40 Boeing: Amendment 39–14337.
Docket No. FAA–2005–20726; Directorate
Identifier 2004–NM–265–AD.
Effective Date
(a) This AD becomes effective November
17, 2005.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Boeing Model 757–
200, –200CB, and –200PF series airplanes,
certificated in any category, as identified in
Boeing Special Attention Service Bulletin
757–27–0150, dated December 9, 2004.
Unsafe Condition
(d) This AD was prompted by a report
indicating that cracked flap transmission
output gears have been discovered during
routine overhaul of the trailing edge flap
transmission assemblies. We are issuing this
AD to prevent an undetected flap skew,
which could result in a flap loss, damage to
adjacent airplane systems, and consequent
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.
Inspection To Determine Part Number and
Serial Number
(f) Within 60 months after the effective
date of this AD: Do an inspection of each
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trailing edge flap transmission assembly to
determine the part number (P/N) and serial
number (S/N) and any applicable related
investigative and corrective actions and part
marking, by accomplishing all of the
applicable actions specified in the
Accomplishment Instructions of Boeing
Special Attention Service Bulletin 757–27–
0150, dated December 9, 2004. If, during any
related investigative action, any transmission
output gear is found with a defect or crack,
before further flight, replace that
transmission output gear or replace the entire
flap transmission assembly with a new or
serviceable flap transmission assembly.
Operators should note that, instead of the P/
N and S/N inspection required by this AD,
a review of airplane maintenance records for
any trailing edge flap transmission assembly
is considered acceptable if the P/N and S/N
of that assembly can be conclusively
determined from that review.
Parts Installation
PART 39—AIRWORTHINESS
DIRECTIVES
§ 39.13
59643
(g) As of the effective date of this AD, no
person may install a trailing edge flap
transmission assembly, P/N 251N4050–37,
–38, –39, or –40 or P/N 251N4022–28, –29,
–30, or –31; having any S/N 001 through 325
inclusive; on any airplane; unless the
transmission assembly has been inspected,
and any applicable related investigative and
corrective actions and part marking has been
accomplished, in accordance with the
Accomplishment Instructions of Boeing
Special Attention Service Bulletin 757–27–
0150, dated December 9, 2004.
Alternative Methods of Compliance
(AMOCs)
(h)(1) The Manager, Seattle Aircraft
Certification Office, FAA, has the authority to
approve AMOCs for this AD, if requested in
accordance with the procedures found in 14
CFR 39.19.
(2) Before using any AMOC approved in
accordance with 14 CFR 39.19 on any
airplane to which the AMOC applies, notify
the appropriate principal inspector in the
FAA Flight Standards Certificate Holding
District Office.
Material Incorporated by Reference
(i) You must use Boeing Special Attention
Service Bulletin 757–27–0150, dated
December 9, 2004, to perform the actions that
are required by this AD, unless the AD
specifies otherwise. The Director of the
Federal Register approved the incorporation
by reference of this document in accordance
with 5 U.S.C. 552(a) and 1 CFR part 51.
Contact Boeing Commercial Airplanes, P.O.
Box 3707, Seattle, Washington 98124–2207,
for a copy of this service information. You
may review copies at the Docket Management
Facility, U.S. Department of Transportation,
400 Seventh Street SW., room PL–401, Nassif
Building, Washington, DC; on the Internet at
https://dms.dot.gov; or at the National
Archives and Records Administration
(NARA). For information on the availability
of this material at the NARA, call (202) 741–
6030, or go to https://www.archives.gov/
federal-register/cfr/ibr-locations.html.
E:\FR\FM\13OCR1.SGM
13OCR1
59644
Federal Register / Vol. 70, No. 197 / Thursday, October 13, 2005 / Rules and Regulations
Issued in Renton, Washington, on
September 30, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 05–20265 Filed 10–12–05; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–20137; Directorate
Identifier 2004–NM–96–AD; Amendment 39–
14338; AD 2005–20–41]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 757–200, –200PF, and –300
Series Airplanes, Powered by Pratt &
Whitney PW2000 Series Engines
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for certain
Boeing Model 757–200, –200PF, and
–300 series airplanes, powered by Pratt
& Whitney PW2000 series engines. This
AD requires repetitive inspections for
loose or damaged components of the
support brackets and associated
fasteners for the hydraulic lines located
in the nacelle struts, and any related
investigative and corrective actions.
This AD results from reports of damage
and subsequent failure of the support
brackets and associated fasteners for the
hydraulic lines located internal to the
upper fairing cavity of the nacelle struts.
We are issuing this AD to prevent such
failure, which, in conjunction with
sparking of electrical wires, failure of
seals that would allow flammable fluids
to migrate to compartments with
ignition sources, or overheating of the
pneumatic ducts beyond auto-ignition
temperatures, could result in an
uncontained fire.
DATES: This AD becomes effective
November 17, 2005.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the AD
as of November 17, 2005.
ADDRESSES: You may examine the AD
docket on the Internet at https://
dms.dot.gov or in person at the Docket
Management Facility, U.S. Department
of Transportation, 400 Seventh Street
SW., Nassif Building, Room PL–401,
Washington, DC.
Contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
VerDate Aug<31>2005
14:41 Oct 12, 2005
Jkt 208001
Washington 98124–2207, for service
information identified in this AD.
FOR FURTHER INFORMATION CONTACT: Tom
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:
Examining the Docket
You may examine the AD docket 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 street
address stated in the ADDRESSES section.
This docket number is FAA–2005–
20137; the directorate identifier for this
docket is 2004–NM–96–AD.
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would
apply to certain Boeing Model 757
series airplanes. That NPRM was
published in the Federal Register on
January 28, 2005 (70 FR 4052). That
NPRM proposed to require repetitive
inspections for loose or damaged
components of the support brackets and
associated fasteners for the hydraulic
lines located in the nacelle struts, and
any related investigative and corrective
actions.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the comments on the NPRM
that have been received.
Support for Proposed AD
Two commenters concur with the
proposed AD as written.
Requests To Extend Compliance Time
Two commenters ask that the
compliance time for the initial and
repetitive inspections specified in the
proposed AD be extended.
One commenter asks that the
compliance time for the initial and
repetitive inspections be extended to
6,000 flight hours or 24 months,
whichever is first. The proposed AD
specifies initial and repetitive
inspections at intervals not to exceed
6,000 flight hours or 18 months. The
commenter adds that, based on access,
labor hour requirements, and the nature
of the detailed inspections, this type of
work aligns with the airline’s heavy
PO 00000
Frm 00024
Fmt 4700
Sfmt 4700
maintenance program, which is
calendar-based and FAA-approved at
24-month intervals. The commenter
states that, because the proposed
inspections are fatigue-related, an
equivalent level of safety is maintained
by extending the proposed calendar
compliance time.
A second commenter asks that the
compliance time for the repetitive
inspections be changed to 7,500 flight
hours or 24 months. The commenter
states that the proposed AD requires the
initial inspection to be accomplished
within 18 months or 6,000 flight hours,
regardless of total flight cycles/hours on
the airplane. The commenter adds that
the safety concern addressed by the
proposed AD appears to be age-related.
Additionally, consideration should be
given to whether or not, and when, the
work described in Boeing Service
Bulletin 757–29–0043, dated June 21,
1990 (the concurrent service bulletin
referenced in the proposed AD) was
accomplished. The commenter also
states that the initial and repetitive
inspection interval in the proposed AD
coincides with the published Material
Review Board’s most conservative
periodic check (PCK) interval; several
operators, including the commenter,
have escalated that PCK interval to 24
months. The commenter concludes that
attempting to accomplish the proposed
actions within the proposed compliance
time would be expensive; extending the
compliance time would allow operators
who have escalated the PCK interval to
accomplish the inspections during
maintenance checks.
We agree to extend the compliance
time for the initial and repetitive
inspections to 6,000 flight hours or 24
months, whichever is first. The fatiguerelated failures are a function of
airplane flight hours and flight cycles,
not a direct function of calendar time.
Extending the compliance time will
continue to provide an equivalent level
of safety, as noted by the commenter.
However, we do not agree to extend the
compliance time to 7,500 flight hours or
24 months; the 6,000-flight-hour
compliance time was based on service
history of part failures and an
engineering fatigue analysis by the
original equipment manufacturer
(OEM). We have changed paragraph (f)
of this AD to reflect the revised
compliance time.
Request To Change Costs of Compliance
Section
Two commenters ask for changes to
the Costs of Compliance section.
One commenter states that the
estimate in the cost section in the
proposed AD specifies that it would
E:\FR\FM\13OCR1.SGM
13OCR1
]]>Agencies
[Federal Register Volume 70, Number 197 (Thursday, October 13, 2005)]
[Rules and Regulations]
[Pages 59640-59644]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-20265]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-20726; Directorate Identifier 2004-NM-265-AD;
Amendment 39-14337; AD 2005-20-40]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 757-200, -200CB, and -
200PF Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
certain Boeing Model 757-200, -200CB, and -200PF series airplanes. This
AD requires an inspection of each trailing edge flap transmission
assembly to determine the part number and serial number, and related
investigative and corrective actions and part marking if necessary.
This AD results from a report indicating that cracked flap transmission
output gears have been discovered during routine overhaul of the
trailing edge flap transmission assemblies. We are issuing this AD to
prevent an undetected flap skew, which could result in a flap loss,
damage to adjacent airplane systems, and consequent reduced
controllability of the airplane.
[[Page 59641]]
DATES: Effective November 17, 2005.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in the AD as of November 17,
2005.
ADDRESSES: You may examine the AD docket on the Internet at https://
dms.dot.gov or in person at the Docket Management Facility, U.S.
Department of Transportation, 400 Seventh Street SW., Nassif Building,
room PL-401, Washington, DC.
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle,
Washington 98124-2207, for service information identified in this AD.
FOR FURTHER INFORMATION CONTACT: Douglas Tsuji, Aerospace Engineer,
Systems and Equipment Branch, ANM-130S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98055-
4056; telephone (425) 917-6487; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Examining the Docket
You may examine the AD docket on the Internet at https://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 street address stated in the
ADDRESSES section.
Discussion
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 to include an AD that would apply to certain Boeing Model
757-200, -200CB, and -200PF series airplanes. That NPRM was published
in the Federal Register on March 30, 2005 (70 FR 16175). That NPRM
proposed to require an inspection of each trailing edge flap
transmission assembly to determine the part number and serial number,
and related investigative and corrective actions and part marking if
necessary.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments that have been
received on the NPRM.
Support for NPRM
One commenter, the manufacturer, concurs with the content of the
NPRM.
Request To Allow Maintenance Records Check
Two commenters request that we revise the NPRM to allow a
maintenance records check to determine if any affected transmission
assembly is installed upon an airplane. One commenter states that it
tracks all its flap transmission assemblies by part number (P/N) and
serial number (S/N) in order to record all time and cycle information
for each of these units. The commenter asserts that since Boeing
Special Attention Service Bulletin (SASB) 757-27-0150, dated December
9, 2004, specifies all suspect flap transmission assemblies by P/N and
S/N, it should be allowed to use these data to demonstrate compliance
with the NPRM. Another commenter states that it recently updated the P/
N and S/N installation records for all transmission assembly positions
affected by the NPRM and that these records show that none of the
affected assemblies are installed on its airplanes. The second
commenter states that the wording of the NPRM prevents it from using
these data to demonstrate compliance with the NPRM and requires it to
physically view all P/Ns on its airplanes. Since Boeing SASB 757-27-
0150 specifies 75 hours per airplane to gain access, inspect, and close
access for the eight transmission assemblies, the second commenter
asserts that this proposed requirement is excessively onerous.
We agree with this request. If an operator can clearly demonstrate
that the maintenance records for an airplane establish that no suspect
transmission assembly is installed on that airplane, the records check
is acceptable for compliance with the P/N and S/N inspection
requirement of the NPRM. Therefore, we have revised paragraph (f) in
this AD to permit a maintenance records check instead of the required
inspection.
Request To Allow Replacement of Transmission Assembly
One commenter requests that we revise the NPRM to allow replacing a
transmission assembly having a defective output gear with a compliant
transmission. The commenter states that it does not have the means to
repair and test the transmission itself and anticipates sending any
suspect transmission to a repair facility for inspection, test, and
marking.
We agree with this request. Since the intent of the AD is to remove
defective transmission assembly output gears from service, this can be
accomplished either by replacing the defective output gear with a
compliant output gear or replacing the entire transmission assembly
with a compliant transmission assembly. Therefore, we have revised
paragraph (f) of this AD to permit ``replacing the entire transmission
assembly with a new or serviceable flap transmission assembly.''
Request To Increase Total Number of Affected Transmission Assemblies
One commenter requests that we change the number of affected
transmission assemblies shown in the NPRM. The commenter states that
there are four different transmission configurations, each having S/Ns
1 through 325 inclusive, which yields a total of 1,300 affected
transmission assemblies rather than 325.
We agree with this request for the reason stated by the commenter.
Therefore, we have revised the number of suspect transmission
assemblies from 325 to 1,300 in this AD.
Request To Revise Applicability
One commenter requests that we revise the applicability of the NPRM
to include only those airplanes with transmission assemblies installed
that have the affected P/Ns and S/Ns. The commenter suggests that the
applicability could be revised to read, instead of the current wording,
``This AD applies to Boeing Model 757-200, -200CB, and -200PF series
airplanes, with part number 251N4050-37, -38, -39, or -40 having S/Ns 1
through 325 inclusive, or part number 251N4022-28, -29, -30 and -31
having S/Ns 1 through 325 inclusive.''
We do not agree with this request. We have no means of ensuring
that every trailing edge flap transmission assembly with part numbers
251N4050-37, -38, -39, and -40; and 251N4022-28, -29, -30 and -31; each
having S/Ns 1 through 325 inclusive; can be located for inspection
without canvassing all Model 757-200, -200CB, and -200PF series
airplanes. We have not changed this AD in this regard. However, as
previously discussed, we have revised this AD to permit a maintenance
records check to locate suspect transmission assemblies instead of the
required inspection, which should greatly reduce the burden to
operators.
Requests To Revise Estimated Work Hours
Two commenters request that we revise the Costs of Compliance
section of the NPRM to increase the estimated number of work hours
needed to accomplish the required actions. One commenter states that
the 1 work hour specified to accomplish the inspection of eight
trailing edge flap transmission assemblies is considerably less than
the 75 work hours to accomplish the task specified by Boeing SASB 757-
27-0150. The commenter states that the NPRM does not accurately reflect
the costs for
[[Page 59642]]
the amount of work required. A second commenter states that the NPRM
does not assess the impact of the corrective action. The second
commenter states that unscheduled maintenance in heavy maintenance
facilities would be required to perform any needed repairs for some
airplanes. The second commenter states that, in cases where repair is
needed, the time required to gain and close up access and for return-
to-service actions is considerably greater than the time specified by
the NPRM and would result in unscheduled time out-of-service. Both
commenters assert the cost to accomplish the requirements shown in the
NPRM should more closely reflect the labor costs specified by Boeing
SASB 757-27-0150 and assert that the discrepancy in the cost estimates
places undue hardship on operators.
In reply to the first commenter: We acknowledge that the amount of
work estimated by the Boeing service bulletin to open and close the
access ways is considerable. However, the cost information specified
describes only the direct costs of the specific actions required by
this AD. Based on the best data available, the manufacturer provided
the number of work hours necessary to do the required inspection; one
(1) work hour in this case. This number represents the time necessary
to perform only the actions actually required by this AD. We recognize
that, in doing the actions required by an AD, operators may incur
additional costs in addition to the direct costs. The cost analysis in
AD rulemaking actions, however, typically does not include additional
costs such as the time required to gain access and close up, time
necessary for planning, or time necessitated by other administrative
actions. Those additional costs may be significant, but may also vary
greatly among operators, which makes them almost impossible to
calculate.
In reply to the second commenter: The economic analysis of an AD is
limited to the cost of actions that are actually required and does not
consider the costs of conditional actions, such as repairing a crack
detected during a required inspection (``repair, if necessary''). Such
conditional repairs would be required--regardless of AD direction--to
correct an unsafe condition identified in an airplane and to ensure
that the airplane is operated in an airworthy condition, as required by
the Federal Aviation Regulations. In this case, we included the
manufacturer's estimate of 20 work hours to remove a transmission
assembly; remove, inspect, and reassemble the transmission output gear;
and reinstall the transmission assembly, but we have no way of knowing
how many transmission assemblies will require these actions or what
additional actions will be needed to retrofit one transmission
assembly. Therefore, we can't provide any further assessment of the
total cost impact of the corrective action.
We have not changed this AD with regard to these comments. However,
as previously discussed, we have revised paragraph (f) of this AD to
specify that a maintenance records check is acceptable instead of the
required inspection. A maintenance records check could greatly reduce
the burden to operators.
Request To Re-Evaluate Flap Skew Event
One commenter requests that we re-evaluate the probability of a
flap skew event and the classification of this condition as an ``unsafe
condition.'' The commenter states that it has surveyed its own data,
which indicate that it has 252 affected transmission assemblies, and
that all of these units had new torque limiters installed because of
the requirements of AD 2000-04-18, amendment 39-11601 (65 FR 10693).
The commenter states that during this retrofit process, 221 of the 252
transmission assemblies were overhauled and had their output gears
checked for defects per the component maintenance manual (CMM). The
commenter asserts that, since all operators of the affected airplanes
are required to accomplish AD 2000-04-18, the commenter's experience
might be taken as typical of the industry's experience, which could
mean the quantity of defective output gears has been substantially
reduced. The commenter asserts this could lead us to decide that no
unsafe condition exists and, therefore, withdraw the NPRM.
We do not agree with this request for the following reasons:
The commenter assumes that most affected airplanes are no
longer subject to the unsafe condition due to industry compliance with
AD 2000-04-18, which specifies Boeing Service Bulletin 757-27A0127 as a
source of service information. However, AD 2000-04-18 is applicable
only to airplanes having line numbers from 1 through 796 inclusive,
whereas this AD is applicable to airplanes having line numbers from 1
through 979 inclusive. This leaves 183 airplanes not covered by AD
2000-04-18.
AD 2000-04-18 requires replacing the transmission
assemblies with new assemblies incorporating new, improved torque
limiters or replacing the torque limiters in the transmission
assemblies with new, improved torque limiters, as provided in CMM
Chapter 27-51-13. The commenter asserts that it is likely that all
operators who accomplished this retrofit checked the transmission
output gears for defects at the same time. We cannot assume that all
operators checked the output gears during this retrofit, since checking
the output gears was not specified by the CMM as a required part of the
retrofit process.
AD 2000-04-18 requires that retrofitted transmission
assemblies having P/N 251N4050-37, -38, -39, or -40 be reidentified as
P/N 251N4022-28, -29, -30 or -31, respectively. As already discussed,
the commenter asserts that such retrofitted and re-identified
transmission assemblies no longer are subject to the unsafe condition.
However, Boeing Service Bulletin 757-27-0150 identifies the modified
assemblies having those new P/Ns 251N4022-28, -29, -30 and -31, and
having S/Ns 1 through 325 inclusive, as possibly having suspect output
gears.
The commenter suggests that its experience might be taken
as typical for the industry and again assumes that most affected
transmissions are no longer affected by the unsafe condition. As
discussed earlier, we determined that, instead of 325 suspect
transmission assemblies, there are actually 1,300 suspect transmission
assemblies. This larger number indicates the unsafe condition
represented by the faulty transmission assemblies could be more
extensive than represented in the NPRM.
Our reasoning has led us to determine that the possibility of a
flap skew event remains a significant unsafe condition for an
unacceptable number of airplanes. We have not changed this AD in this
regard.
Clarification of Alternative Method of Compliance (AMOC) Paragraph
We have revised this action to clarify the appropriate procedure
for notifying the principal inspector before using any approved AMOC on
any airplane to which the AMOC applies.
Conclusion
We have carefully reviewed the available data, including the
comments that have been received, and determined that air safety and
the public interest require adopting the AD with the changes described
previously. We have determined that these changes will neither increase
the economic burden on any operator nor increase the scope of the AD.
[[Page 59643]]
Costs of Compliance
There are about 979 airplanes of the affected design in the
worldwide fleet. This AD will affect about 644 airplanes of U.S.
registry.
It will take approximately 1 work hour per airplane to accomplish
the required inspection at an average labor rate of $65 per work hour.
Based on this figure, the cost impact of the AD on U.S. operators is
estimated to be $41,860, or $65 per airplane.
Removal of a transmission assembly; removal, inspection, and
reassembly of the transmission output gear; and reinstallation of the
transmission assembly; if required; will take about 20 work hours per
transmission assembly, at an average labor rate of $65 per work hour.
Required parts will cost about $325 per transmission output gear. Based
on these figures, we estimate the cost of replacement is $1,625 per
transmission output assembly (there are 8 transmission output
assemblies per airplane and 1,300 suspect assemblies).
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 this AD:
(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.
We prepared a regulatory evaluation of the estimated costs to
comply with this AD and placed it in the AD docket. 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
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 Federal Aviation Administration (FAA) amends Sec. 39.13 by
adding the following new airworthiness directive (AD):
2005-20-40 Boeing: Amendment 39-14337. Docket No. FAA-2005-20726;
Directorate Identifier 2004-NM-265-AD.
Effective Date
(a) This AD becomes effective November 17, 2005.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Boeing Model 757-200, -200CB, and -200PF
series airplanes, certificated in any category, as identified in
Boeing Special Attention Service Bulletin 757-27-0150, dated
December 9, 2004.
Unsafe Condition
(d) This AD was prompted by a report indicating that cracked
flap transmission output gears have been discovered during routine
overhaul of the trailing edge flap transmission assemblies. We are
issuing this AD to prevent an undetected flap skew, which could
result in a flap loss, damage to adjacent airplane systems, and
consequent 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.
Inspection To Determine Part Number and Serial Number
(f) Within 60 months after the effective date of this AD: Do an
inspection of each trailing edge flap transmission assembly to
determine the part number (P/N) and serial number (S/N) and any
applicable related investigative and corrective actions and part
marking, by accomplishing all of the applicable actions specified in
the Accomplishment Instructions of Boeing Special Attention Service
Bulletin 757-27-0150, dated December 9, 2004. If, during any related
investigative action, any transmission output gear is found with a
defect or crack, before further flight, replace that transmission
output gear or replace the entire flap transmission assembly with a
new or serviceable flap transmission assembly. Operators should note
that, instead of the P/N and S/N inspection required by this AD, a
review of airplane maintenance records for any trailing edge flap
transmission assembly is considered acceptable if the P/N and S/N of
that assembly can be conclusively determined from that review.
Parts Installation
(g) As of the effective date of this AD, no person may install a
trailing edge flap transmission assembly, P/N 251N4050-37, -38, -39,
or -40 or P/N 251N4022-28, -29, -30, or -31; having any S/N 001
through 325 inclusive; on any airplane; unless the transmission
assembly has been inspected, and any applicable related
investigative and corrective actions and part marking has been
accomplished, in accordance with the Accomplishment Instructions of
Boeing Special Attention Service Bulletin 757-27-0150, dated
December 9, 2004.
Alternative Methods of Compliance (AMOCs)
(h)(1) The Manager, Seattle Aircraft Certification Office, FAA,
has the authority to approve AMOCs for this AD, if requested in
accordance with the procedures found in 14 CFR 39.19.
(2) Before using any AMOC approved in accordance with 14 CFR
39.19 on any airplane to which the AMOC applies, notify the
appropriate principal inspector in the FAA Flight Standards
Certificate Holding District Office.
Material Incorporated by Reference
(i) You must use Boeing Special Attention Service Bulletin 757-
27-0150, dated December 9, 2004, to perform the actions that are
required by this AD, unless the AD specifies otherwise. The Director
of the Federal Register approved the incorporation by reference of
this document in accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle,
Washington 98124-2207, for a copy of this service information. You
may review copies at the Docket Management Facility, U.S. Department
of Transportation, 400 Seventh Street SW., room PL-401, Nassif
Building, Washington, DC; on the Internet at https://dms.dot.gov; or
at the National Archives and Records Administration (NARA). For
information on the availability of this material at the NARA, call
(202) 741-6030, or go to https://www.archives.gov/federal-register/
cfr/ibr-locations.html.
[[Page 59644]]
Issued in Renton, Washington, on September 30, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-20265 Filed 10-12-05; 8:45 am]
BILLING CODE 4910-13-P
