Airworthiness Directives; Boeing Model 757-200, -200CB, and -200PF Series Airplanes, 59640-59644 [05-20265]

Download as PDF 59640 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. VerDate Aug<31>2005 14:41 Oct 12, 2005 Jkt 208001 (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. PO 00000 Frm 00020 Fmt 4700 Sfmt 4700 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 http://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 http://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. E:\FR\FM\13OCR1.SGM 13OCR1 Federal Register / Vol. 70, No. 197 / Thursday, October 13, 2005 / Rules and Regulations 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 http:// 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 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 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 VerDate Aug<31>2005 14:41 Oct 12, 2005 Jkt 208001 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 PO 00000 Frm 00021 Fmt 4700 Sfmt 4700 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 E:\FR\FM\13OCR1.SGM 13OCR1 59642 Federal Register / Vol. 70, No. 197 / Thursday, October 13, 2005 / Rules and Regulations 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 VerDate Aug<31>2005 14:41 Oct 12, 2005 Jkt 208001 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 PO 00000 Frm 00022 Fmt 4700 Sfmt 4700 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. E:\FR\FM\13OCR1.SGM 13OCR1 Federal Register / Vol. 70, No. 197 / Thursday, October 13, 2005 / Rules and Regulations 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 VerDate Aug<31>2005 14:41 Oct 12, 2005 Jkt 208001 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 PO 00000 Frm 00023 Fmt 4700 Sfmt 4700 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 http://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 http://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 http:// 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]


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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.

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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 http://
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 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 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 http://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 http://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