Airworthiness Directives; Boeing Model 737-200C Series Airplanes, 16063-16066 [E6-4620]
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Federal Register / Vol. 71, No. 61 / Thursday, March 30, 2006 / Proposed Rules
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by adding the following new
airworthiness directive (AD):
Boeing: Docket No. FAA–2006–24270;
Directorate Identifier 2005–NM–200–AD.
Comments Due Date
(a) The FAA must receive comments on
this AD action by May 15, 2006.
Affected ADs
(b) None.
Applicability
(c) This AD applies to all Boeing Model
777–200, –300, and –300ER series airplanes,
certificated in any category.
Unsafe Condition
(d) This AD results from a report of
extensive corrosion of a ballscrew in the
drive mechanism of the horizontal stabilizer
of a Boeing Model 757 airplane, which is
similar in design to the ballscrew on certain
Model 777 airplanes. We are issuing this AD
to prevent an undetected failure of the
primary load path for the ballscrew in the
drive mechanism of the horizontal stabilizer
and subsequent wear and failure of the
secondary load path, which could lead to
loss of control of the horizontal stabilizer and
consequent 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.
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Service Bulletin Reference
(f) The term ‘‘service bulletin,’’ as used in
this AD, means Boeing Alert Service Bulletin
777–27A0059, Revision 1, dated August 18,
2005.
Note 1: The service bulletin refers to the
Boeing 777 Aircraft Maintenance Manuals
(AMM), subjects 12–21–05, 27–41–13, and
29–11–00, as additional sources of service
information for accomplishing the actions
required by this AD.
Maintenance Records Check
(g) Within 180 days or 3,500 flight hours
after the effective date of this AD, whichever
occurs first: Perform a maintenance records
check or inspect to determine if any
horizontal stabilizer trim actuator has been
replaced for any issue described in the
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service bulletin with a serviceable actuator
that was not new or overhauled, and has not
received a detailed inspection and freeplay
measurement since the replacement.
(1) If the actuator has not been replaced,
perform all actions of this AD except for
paragraph (l) of this AD.
(2) If the actuator has been replaced,
perform the actions specified by paragraph (l)
of this AD.
Detailed Inspection
(h) Before the accumulation of 15,000 total
flight hours or within 18 months after the
effective date of this AD, whichever occurs
later, except as provided by paragraph (l) of
this AD: Perform a detailed inspection for
discrepancies of the horizontal stabilizer trim
actuator ballnut and ballscrew in accordance
with Part 1 of the Accomplishment
Instructions of the service bulletin, changing
the position of the horizontal stabilizer as
needed to allow inspecting the entire
ballscrew. Repeat the detailed inspection
thereafter at intervals not to exceed 3,500
flight hours or 12 months, whichever occurs
first. If any discrepancy is found during any
inspection required by this AD, before further
flight, replace the actuator with a new or
serviceable actuator in accordance with the
service bulletin.
Freeplay Measurement (Inspection)
(i) Before the accumulation of 15,000 total
flight hours or within 18 months after the
effective date of this AD, whichever occurs
later, except as provided by paragraph (l) of
this AD: Perform a freeplay measurement of
the ballnut and ballscrew in accordance with
Part 2 of the Accomplishment Instructions of
the service bulletin. Repeat the freeplay
measurement thereafter at intervals not to
exceed 18,000 flight hours or 60 months,
whichever occurs first. If the freeplay is
found to exceed the limits specified in the
service bulletin during any measurement
required by this AD, before further flight,
replace the actuator with a new or
serviceable actuator in accordance with the
service bulletin.
Lubrication
(j) Before the accumulation of 15,000 total
flight hours or within 18 months after the
effective date of this AD, whichever occurs
later: Lubricate the ballnut and ballscrew in
accordance with Part 3 of the
Accomplishment Instructions of the service
bulletin. Repeat the lubrication thereafter at
intervals not to exceed 2,000 flight hours or
12 months, whichever occurs first.
Credit for Using Original Issue of Service
Bulletin
(k) Actions performed prior to the effective
date of this AD in accordance with Boeing
Alert Service Bulletin 777–27A0059, dated
September 18, 2003, are considered
acceptable for compliance with the
corresponding actions of this AD.
Prior Replacement of Actuator
(l) If, prior to the effective date of this AD,
any horizontal stabilizer trim actuator was
replaced in accordance with Boeing Alert
Service Bulletin 777–27A0059, dated
September 18, 2003, with a serviceable
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actuator that was not new or overhauled, and
has not received a detailed inspection and
freeplay measurement since the replacement,
perform an inspection and freeplay
measurement of that actuator as required by
paragraphs (h) and (i) of this AD within 24
months or 3,500 flight hours after the
effective date of this AD, whichever occurs
first.
Parts Installation
(m) As of the effective date of this AD, no
person may install, on any airplane, a
horizontal stabilizer trim actuator that is not
new or overhauled, unless a detailed
inspection and freeplay measurement of that
actuator is performed before further flight, in
accordance with paragraphs (h) and (i) of this
AD.
Alternative Methods of Compliance
(AMOCs)
(n)(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 § 39.19 on any airplane to
which the AMOC applies, notify the
appropriate principal inspector in the FAA
Flight Standards Certificate Holding District
Office.
Issued in Renton, Washington, on March
22, 2006.
Michael Zielinski,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E6–4619 Filed 3–29–06; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–24245; Directorate
Identifier 2005–NM–166–AD]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 737–200C Series Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
SUMMARY: The FAA proposes to
supersede an existing airworthiness
directive (AD) that applies to all Boeing
Model 737–200C series airplanes. The
existing AD currently requires a onetime external detailed inspection for
cracking of the fuselage skin in the
lower lobe cargo compartment;
repetitive internal detailed inspections
for cracking of the frames in the lower
lobe cargo compartment; repair of
cracked parts; and terminating action for
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the repetitive internal detailed
inspections. This proposed AD restates
the requirements of the existing AD and
adds a requirement to perform repetitive
detailed inspections of the body station
(BS) 360 and BS 500 fuselage frames,
after accomplishing the terminating
action, and repair if necessary. This
proposed AD results from multiple
reports that the existing AD is not fully
effective in preventing cracks in the BS
360 and BS 500 fuselage frames. We are
proposing this AD to detect and correct
cracking of the fuselage frames from BS
360 to BS 500B, which, if not detected,
could lead to loss of the cargo door
during flight and consequent rapid
decompression of the airplane.
DATES: We must receive comments on
this proposed AD by May 15, 2006.
ADDRESSES: Use one of the following
addresses to submit comments on this
proposed AD.
• DOT Docket Web site: Go to
https://dms.dot.gov and follow the
instructions for sending your comments
electronically.
• Government-wide rulemaking Web
site: Go to https://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: Docket Management Facility;
U.S. Department of Transportation, 400
Seventh Street, SW., Nassif Building,
room PL–401, Washington, DC 20590.
• Fax: (202) 493–2251.
• Hand Delivery: Room PL–401 on
the plaza level of the Nassif Building,
400 Seventh Street, SW., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
Contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207, for service
information identified in this proposed
AD.
FOR FURTHER INFORMATION CONTACT:
Howard Hall, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton,
Washington 98055–4056; telephone
(425) 917–6430; fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
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Comments Invited
We invite you to submit any relevant
written data, views, or arguments
regarding this proposed AD. Send your
comments to an address listed in the
ADDRESSES section. Include the docket
number ‘‘Docket No. FAA–2006–24245;
Directorate Identifier 2005–NM–166–
AD’’ at the beginning of your comments.
We specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
the proposed AD. We will consider all
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comments received by the closing date
and may amend the proposed AD in
light of those comments.
We will post all comments we
receive, without change, to https://
dms.dot.gov, including any personal
information you provide. We will also
post a report summarizing each
substantive verbal contact with FAA
personnel concerning this proposed AD.
Using the search function of that Web
site, anyone can find and read the
comments in any of our dockets,
including the name of the individual
who sent the comment (or signed the
comment on behalf of an association,
business, labor union, etc.). You may
review the DOT’s complete Privacy Act
Statement in the Federal Register
published on April 11, 2000 (65 FR
19477–78), or may visit https://
dms.dot.gov.
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 DOT
street address stated in the ADDRESSES
section. Comments will be available in
the AD docket shortly after the Docket
Management System receives them.
Discussion
On June 4, 1999, we issued AD 99–
12–08, amendment 39–11192 (64 FR
31488, June 11, 1999), for all Boeing
Model 737–200C series airplanes. That
AD requires a one-time external detailed
inspection to detect and correct cracking
of the fuselage skin in the lower lobe
cargo compartment; repetitive internal
detailed visual inspections for cracking
of the frames in the lower lobe cargo
compartment; repair of cracked parts;
and a preventative modification that
provides terminating action for the
repetitive internal detailed inspections.
That AD resulted from reports of
cracking of the body frames between
stringers 19 left and 25 left and at body
station (BS) 360 to 500B. We issued that
AD to prevent opening or loss of the
cargo door during flight, and consequent
rapid decompression of the airplane.
Actions Since Existing AD Was Issued
AD 99–12–08 states that modifying
certain fuselage frames from BS 360
through BS 500B inclusive constitutes
terminating action for the repetitive
internal detailed inspections required
for all specified fuselage frames.
However, since we issued AD 99–12–08,
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we have received multiple reports
indicating that the modification
required by AD 99–12–08 is not fully
effective in preventing cracking of the
BS 360 and BS 500 fuselage frames.
Consequently, to maintain airplane
structural integrity, it is necessary to
require new internal detailed
inspections at the BS 360 and BS 500
fuselage frames on airplanes that have
been modified as required by paragraph
(c) of AD 99–12–08, and repair if
necessary.
Changes to Existing AD
This proposed AD would retain
certain requirements of AD 99–12–08.
Since AD 99–12–08 was issued, the AD
format has been revised; therefore,
paragraphs (a), (b), and (c) of AD 99–12–
08 have been re-identified as paragraphs
(f), (g), and (h) in this proposed AD.
We have revised paragraph (g)(1) of
this proposed AD to include a statement
that repairs must be performed in
accordance with a method approved by
the Manager, Seattle Aircraft
Certification Office (ACO), FAA; or in
accordance with the procedures
specified in paragraph (k)(4) of this AD;
and that the Boeing 737 Structural
Repair Manual is one approved source
of repair information for accomplishing
the requirements of paragraph (g)(1) of
this proposed AD.
Operators should be aware that
paragraph (c) of AD 99–12–08 states that
installing doublers on the fuselage
frames between BS 360 to 500B
constitutes terminating action for all
inspections required by that AD, even
though no doublers are installed on the
fuselage frames at BS 360 and BS 500.
Therefore, to maintain consistency with
AD 99–12–08, paragraph (h) of this
proposed AD continues to require
installing doublers on the fuselage
frames between BS 360 to 500B, which
constitutes terminating action for the
inspections required for those frames,
while paragraph (i) of this proposed AD
specifies a new requirement for
repetitive inspections of the fuselage
frames at BS 360 and BS 500 only.
AD 99–12–08 refers to a ‘‘detailed
visual inspection.’’ However, since the
issuance of AD 99–12–08, we have
clarified the inspection terminology to
refer to a ‘‘detailed inspection.’’ We
have included a definition of this type
of inspection in Note 1 of this proposed
AD.
FAA’s Determination and Requirements
of the Proposed AD
We have evaluated all pertinent
information and identified an unsafe
condition that is likely to develop on
other airplanes of the same type design.
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For this reason, we are proposing this
AD, which would supersede AD 99–12–
08 and retain the requirements of the
existing AD. This proposed AD would
also require repetitive internal detailed
inspections for cracking of the BS 360
and BS 500 fuselage frames and repair
if necessary. These inspections would
be required to be done in accordance
with Boeing Alert Service Bulletin 737–
53A1160, dated October 24, 1991; or
Boeing Service Bulletin 737–53A1160,
Revision 1, dated April 29, 1993; which
were referenced as appropriate sources
of service information by AD 99–12–08.
That service information specifies to
contact the manufacturer for
instructions on how to repair certain
conditions, but this proposed AD would
require repairing those conditions in
one of the following ways:
• Using a method that we approve; or
• Using data that meet the
certification basis of the airplane, and
that have been approved by an
Authorized Representative for the
Boeing Commercial Airplanes
Delegation Option Authorization
Organization whom we have authorized
to make those findings.
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.
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Costs of Compliance
There are about 90 airplanes of the
affected design in the worldwide fleet.
This proposed AD would affect about 18
airplanes of U.S. registry.
The modification required by AD 99–
12–08, and retained in this proposed
AD, takes approximately 160 work
hours per airplane to accomplish, at an
average labor rate of $80 per work hour.
Required parts cost about $5,500 per
airplane. Based on these figures, the
estimated cost of the currently required
modification for U.S. operators is
$329,400, or $18,300 per airplane.
The new proposed inspections would
take about 3 work hours per airplane, at
an average labor rate of $80 per work
hour. Based on these figures, the
estimated cost of the new inspections
specified in this proposed AD for U.S.
operators is $4,320, or $240 per
airplane, per inspection cycle.
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,
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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
proposed AD would not have federalism
implications under Executive Order
13132. This proposed AD would not
have a substantial direct effect on the
States, on the relationship between the
national Government and the States, or
on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that the proposed regulation:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
2. Is not a ‘‘significant rule’’ under the
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979); and
3. Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this proposed 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, Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
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16065
by removing amendment 39–11192 (64
FR 31488, June 11, 1999), and adding
the following new airworthiness
directive (AD):
Boeing: Docket No. FAA–2006–24245;
Directorate Identifier 2005–NM–166–AD.
Comments Due Date
(a) The FAA must receive comments on
this AD action by May 15, 2006.
Affected ADs
(b) This AD supersedes AD 99–12–08.
Applicability
(c) This AD applies to all Boeing Model
737–200C series airplanes, certificated in any
category.
Unsafe Condition
(d) This AD results from multiple reports
that the modification required by AD 99–12–
08 is not fully effective in preventing cracks
in the BS 360 and BS 500 fuselage frames.
We are issuing this AD to detect and correct
cracking of the fuselage frames from BS 360
to BS 500B, which, if not detected, could
lead to loss of the cargo door during flight
and consequent rapid decompression 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.
Restatement of Requirements of AD 99–12–
08
One-Time External Detailed Inspection
(f) Prior to the accumulation of 29,000 total
flight cycles or within 250 flight cycles after
August 9, 1993 (the effective date AD 93–13–
02, amendment 39–8615, which was
superseded by AD 99–12–08), whichever
occurs later, accomplish an external detailed
inspection to detect cracks of the fuselage
skin between stringers 19 left and 25 left and
at body stations 360 to 540, in accordance
with Boeing Alert Service Bulletin 737–
53A1160, dated October 24, 1991; or Boeing
Service Bulletin 737–53A1160, Revision 1,
dated April 29, 1993. If any crack is found,
prior to further flight, accomplish the
requirements of paragraphs (f)(1) and (f)(2) of
this AD.
(1) Perform an internal detailed inspection
to detect cracks of the frames between
stringers 19 left and 25 left and at body
stations 360 to 500B, in accordance with
either service bulletin.
(2) Repair all cracks in accordance with a
method approved by the Manager, Seattle
Aircraft Certification Office (ACO), FAA,
Transport Airplane Directorate.
Internal Detailed Inspections
(g) Within 3,000 flight cycles after
completing the requirements of paragraph (f)
of this AD, unless accomplished within the
last 6,000 flight cycles prior to August 9,
1993, perform an internal detailed inspection
to detect cracks of the frames between
stringers 19 left and 25 left and at body
stations 360 to 500B, in accordance with
Boeing Alert Service Bulletin 737–53A1160,
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dated October 24, 1991; or Boeing Service
Bulletin 737–53A1160, Revision 1, dated
April 29, 1993. Thereafter, repeat the internal
detailed inspection at intervals not to exceed
9,000 flight cycles. If any crack is found
during any inspection required by this
paragraph, before further flight, repair as
specified in paragraph (g)(1) or (g)(2) of this
AD, as applicable.
(1) If any crack is found that does not
exceed the limits specified in the Boeing 737
Structural Repair Manual (SRM), repair the
crack in accordance with a method approved
by the Manager, Seattle Aircraft Certification
Office (ACO), FAA; or in accordance with the
procedures specified in paragraph (k)(4) of
this AD. The SRM is one approved source of
information for accomplishing the
requirements of this paragraph. Repeat the
internal detailed inspection thereafter at
intervals not to exceed 9,000 flight cycles.
(2) If any crack is found that exceeds the
limits specified in the SRM, repair the crack
in accordance with a method approved by
the Manager, Seattle ACO; or in accordance
with the procedures specified in paragraph
(k)(4) of this AD. Repeat the internal detailed
visual inspection thereafter at intervals not to
exceed 9,000 flight cycles.
Install Doublers
(h) Prior to the accumulation of 75,000
total flight cycles, or within 3,000 flight
cycles after July 16, 1999 (the effective date
of AD 99–12–08), whichever occurs later,
install doublers on the specified frames
located between stringers 19 left and 25 left
from BS 360 to BS 500B, in accordance with
Boeing Service Bulletin 737–53A1160,
Revision 1, dated April 29, 1993. Installing
these doublers on the specified fuselage
frames ends the repetitive inspections
required by paragraphs (f) and (g) of this AD.
Inspection aids such as mirror, magnifying
lenses, etc., may be necessary. Surface
cleaning and elaborate procedures may be
required.’’
Alternative Methods of Compliance
(AMOCs)
(k)(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) 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.
(3) AMOCs approved previously in
accordance with AD 99–12–08, including
AMOCs approved previously in accordance
with AD 93–13–02, are approved as AMOCs
for the corresponding provisions specified in
paragraphs (f), (g), and (h) of this AD.
(4) 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 Delegation Option
Authorization 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.
Issued in Renton, Washington, on March
17, 2006.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E6–4620 Filed 3–29–06; 8:45 am]
BILLING CODE 4910–13–P
New Requirements of This AD
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Repetitive Inspection of Certain Frames
(i) Within 9,000 flight cycles after
accomplishing the modification required by
paragraph (h) of this AD, or within 4,500
flight cycles after the effective date of this
AD, whichever occurs later, perform an
internal detailed inspection to detect
cracking in the fuselage frame at BS 360 and
the fuselage frame at BS 500, between
stringers 19 left and 25 left, in accordance
with Boeing Alert Service Bulletin 737–
53A1160, dated October 24, 1991; or Boeing
Service Bulletin 737–53A1160, Revision 1,
dated April 29, 1993. Thereafter, repeat the
internal detailed inspection of the BS 360
and BS 500 frames at intervals not to exceed
9,000 flight cycles.
(j) If any crack is found during any
inspection required by paragraph (i) of this
AD, before further flight, repair the crack
using a method approved in accordance with
the procedures specified in paragraph (k) 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.
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2005–22034; Directorate
Identifier 2004–NM–182–AD]
RIN 2120–AA64
Airworthiness Directives; Gulfstream
Model GV and GV–SP Series Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Supplemental notice of
proposed rulemaking (NPRM);
reopening of comment period.
AGENCY:
SUMMARY: The FAA is revising an earlier
proposed airworthiness directive (AD)
for all Gulfstream Model GV and certain
Model GV–SP series airplanes. The
original NPRM would have required a
one-time inspection of the left and right
aileron and elevator actuators to
determine the part and serial numbers
of each actuator, repetitive inspections
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of suspect actuators to detect broken
damper shafts, and replacement of any
actuator having a broken damper shaft.
The original NPRM would also have
required that operators report any
broken damper shaft they find to the
FAA. The original NPRM would also
have provided an optional terminating
action for the repetitive inspection
requirements of the proposed AD. The
original NPRM resulted from reports of
broken or cracked damper shafts within
the aileron and elevator actuator
assemblies. This action revises the
original NPRM by proposing to mandate
the previously optional terminating
action. We are proposing this
supplemental NPRM to prevent broken
damper shafts, which could result in
locking of an aileron or elevator actuator
(hard-over condition), which would
activate the hard-over protection system
(HOPS), resulting in increased pilot
workload and consequent reduced
controllability of the airplane.
DATES: We must receive comments on
this supplemental NPRM by April 24,
2006.
ADDRESSES: Use one of the following
addresses to submit comments on this
supplemental NPRM.
• DOT Docket Web site: Go to https://
dms.dot.gov and follow the instructions
for sending your comments
electronically.
• Government-wide rulemaking Web
site: Go to https://www.regulations.gov
and follow the instructions for sending
your comments electronically.
• Mail: Docket Management Facility;
U.S. Department of Transportation, 400
Seventh Street, SW., Nassif Building,
room PL–401, Washington, DC 20590.
• Fax: (202) 493–2251.
• Hand Delivery: Room PL–401 on
the plaza level of the Nassif Building,
400 Seventh Street, SW., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
Contact Gulfstream Aerospace
Corporation, Technical Publications
Dept., P.O. Box 2206, Savannah, Georgia
31402–9980, for service information
identified in this proposed AD.
FOR FURTHER INFORMATION CONTACT:
Gerald Avella, Aerospace Engineer,
Systems and Equipment Branch, ACE–
119A, FAA, Atlanta Aircraft
Certification Office, One Crown Center,
1895 Phoenix Boulevard, suite 450,
Atlanta, Georgia 30349; telephone (770)
703–6066; fax (770) 703–6097.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to submit any relevant
written data, views, or arguments
regarding this supplemental NPRM.
E:\FR\FM\30MRP1.SGM
30MRP1
]]>Agencies
[Federal Register Volume 71, Number 61 (Thursday, March 30, 2006)]
[Proposed Rules]
[Pages 16063-16066]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E6-4620]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2006-24245; Directorate Identifier 2005-NM-166-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 737-200C Series Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: The FAA proposes to supersede an existing airworthiness
directive (AD) that applies to all Boeing Model 737-200C series
airplanes. The existing AD currently requires a one-time external
detailed inspection for cracking of the fuselage skin in the lower lobe
cargo compartment; repetitive internal detailed inspections for
cracking of the frames in the lower lobe cargo compartment; repair of
cracked parts; and terminating action for
[[Page 16064]]
the repetitive internal detailed inspections. This proposed AD restates
the requirements of the existing AD and adds a requirement to perform
repetitive detailed inspections of the body station (BS) 360 and BS 500
fuselage frames, after accomplishing the terminating action, and repair
if necessary. This proposed AD results from multiple reports that the
existing AD is not fully effective in preventing cracks in the BS 360
and BS 500 fuselage frames. We are proposing this AD to detect and
correct cracking of the fuselage frames from BS 360 to BS 500B, which,
if not detected, could lead to loss of the cargo door during flight and
consequent rapid decompression of the airplane.
DATES: We must receive comments on this proposed AD by May 15, 2006.
ADDRESSES: Use one of the following addresses to submit comments on
this proposed AD.
DOT Docket Web site: Go to https://dms.dot.gov and follow
the instructions for sending your comments electronically.
Government-wide rulemaking Web site: Go to https://
www.regulations.gov and follow the instructions for sending your
comments electronically.
Mail: Docket Management Facility; U.S. Department of
Transportation, 400 Seventh Street, SW., Nassif Building, room PL-401,
Washington, DC 20590.
Fax: (202) 493-2251.
Hand Delivery: Room PL-401 on the plaza level of the
Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle,
Washington 98124-2207, for service information identified in this
proposed AD.
FOR FURTHER INFORMATION CONTACT: Howard Hall, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
917-6430; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to submit any relevant written data, views, or
arguments regarding this proposed AD. Send your comments to an address
listed in the ADDRESSES section. Include the docket number ``Docket No.
FAA-2006-24245; Directorate Identifier 2005-NM-166-AD'' at the
beginning of your comments. We specifically invite comments on the
overall regulatory, economic, environmental, and energy aspects of the
proposed AD. We will consider all comments received by the closing date
and may amend the proposed AD in light of those comments.
We will post all comments we receive, without change, to https://
dms.dot.gov, including any personal information you provide. We will
also post a report summarizing each substantive verbal contact with FAA
personnel concerning this proposed AD. Using the search function of
that Web site, anyone can find and read the comments in any of our
dockets, including the name of the individual who sent the comment (or
signed the comment on behalf of an association, business, labor union,
etc.). You may review the DOT's complete Privacy Act Statement in the
Federal Register published on April 11, 2000 (65 FR 19477-78), or may
visit https://dms.dot.gov.
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 DOT
street address stated in the ADDRESSES section. Comments will be
available in the AD docket shortly after the Docket Management System
receives them.
Discussion
On June 4, 1999, we issued AD 99-12-08, amendment 39-11192 (64 FR
31488, June 11, 1999), for all Boeing Model 737-200C series airplanes.
That AD requires a one-time external detailed inspection to detect and
correct cracking of the fuselage skin in the lower lobe cargo
compartment; repetitive internal detailed visual inspections for
cracking of the frames in the lower lobe cargo compartment; repair of
cracked parts; and a preventative modification that provides
terminating action for the repetitive internal detailed inspections.
That AD resulted from reports of cracking of the body frames between
stringers 19 left and 25 left and at body station (BS) 360 to 500B. We
issued that AD to prevent opening or loss of the cargo door during
flight, and consequent rapid decompression of the airplane.
Actions Since Existing AD Was Issued
AD 99-12-08 states that modifying certain fuselage frames from BS
360 through BS 500B inclusive constitutes terminating action for the
repetitive internal detailed inspections required for all specified
fuselage frames. However, since we issued AD 99-12-08, we have received
multiple reports indicating that the modification required by AD 99-12-
08 is not fully effective in preventing cracking of the BS 360 and BS
500 fuselage frames. Consequently, to maintain airplane structural
integrity, it is necessary to require new internal detailed inspections
at the BS 360 and BS 500 fuselage frames on airplanes that have been
modified as required by paragraph (c) of AD 99-12-08, and repair if
necessary.
Changes to Existing AD
This proposed AD would retain certain requirements of AD 99-12-08.
Since AD 99-12-08 was issued, the AD format has been revised;
therefore, paragraphs (a), (b), and (c) of AD 99-12-08 have been re-
identified as paragraphs (f), (g), and (h) in this proposed AD.
We have revised paragraph (g)(1) of this proposed AD to include a
statement that repairs must be performed in accordance with a method
approved by the Manager, Seattle Aircraft Certification Office (ACO),
FAA; or in accordance with the procedures specified in paragraph (k)(4)
of this AD; and that the Boeing 737 Structural Repair Manual is one
approved source of repair information for accomplishing the
requirements of paragraph (g)(1) of this proposed AD.
Operators should be aware that paragraph (c) of AD 99-12-08 states
that installing doublers on the fuselage frames between BS 360 to 500B
constitutes terminating action for all inspections required by that AD,
even though no doublers are installed on the fuselage frames at BS 360
and BS 500. Therefore, to maintain consistency with AD 99-12-08,
paragraph (h) of this proposed AD continues to require installing
doublers on the fuselage frames between BS 360 to 500B, which
constitutes terminating action for the inspections required for those
frames, while paragraph (i) of this proposed AD specifies a new
requirement for repetitive inspections of the fuselage frames at BS 360
and BS 500 only.
AD 99-12-08 refers to a ``detailed visual inspection.'' However,
since the issuance of AD 99-12-08, we have clarified the inspection
terminology to refer to a ``detailed inspection.'' We have included a
definition of this type of inspection in Note 1 of this proposed AD.
FAA's Determination and Requirements of the Proposed AD
We have evaluated all pertinent information and identified an
unsafe condition that is likely to develop on other airplanes of the
same type design.
[[Page 16065]]
For this reason, we are proposing this AD, which would supersede AD 99-
12-08 and retain the requirements of the existing AD. This proposed AD
would also require repetitive internal detailed inspections for
cracking of the BS 360 and BS 500 fuselage frames and repair if
necessary. These inspections would be required to be done in accordance
with Boeing Alert Service Bulletin 737-53A1160, dated October 24, 1991;
or Boeing Service Bulletin 737-53A1160, Revision 1, dated April 29,
1993; which were referenced as appropriate sources of service
information by AD 99-12-08. That service information specifies to
contact the manufacturer for instructions on how to repair certain
conditions, but this proposed AD would require repairing those
conditions in one of the following ways:
Using a method that we approve; or
Using data that meet the certification basis of the
airplane, and that have been approved by an Authorized Representative
for the Boeing Commercial Airplanes Delegation Option Authorization
Organization whom we have authorized to make those findings.
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.
Costs of Compliance
There are about 90 airplanes of the affected design in the
worldwide fleet. This proposed AD would affect about 18 airplanes of
U.S. registry.
The modification required by AD 99-12-08, and retained in this
proposed AD, takes approximately 160 work hours per airplane to
accomplish, at an average labor rate of $80 per work hour. Required
parts cost about $5,500 per airplane. Based on these figures, the
estimated cost of the currently required modification for U.S.
operators is $329,400, or $18,300 per airplane.
The new proposed inspections would take about 3 work hours per
airplane, at an average labor rate of $80 per work hour. Based on these
figures, the estimated cost of the new inspections specified in this
proposed AD for U.S. operators is $4,320, or $240 per airplane, per
inspection cycle.
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 proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify that the proposed
regulation:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979); and
3. Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this proposed 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, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
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]
2. The Federal Aviation Administration (FAA) amends Sec. 39.13 by
removing amendment 39-11192 (64 FR 31488, June 11, 1999), and adding
the following new airworthiness directive (AD):
Boeing: Docket No. FAA-2006-24245; Directorate Identifier 2005-NM-
166-AD.
Comments Due Date
(a) The FAA must receive comments on this AD action by May 15,
2006.
Affected ADs
(b) This AD supersedes AD 99-12-08.
Applicability
(c) This AD applies to all Boeing Model 737-200C series
airplanes, certificated in any category.
Unsafe Condition
(d) This AD results from multiple reports that the modification
required by AD 99-12-08 is not fully effective in preventing cracks
in the BS 360 and BS 500 fuselage frames. We are issuing this AD to
detect and correct cracking of the fuselage frames from BS 360 to BS
500B, which, if not detected, could lead to loss of the cargo door
during flight and consequent rapid decompression 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.
Restatement of Requirements of AD 99-12-08
One-Time External Detailed Inspection
(f) Prior to the accumulation of 29,000 total flight cycles or
within 250 flight cycles after August 9, 1993 (the effective date AD
93-13-02, amendment 39-8615, which was superseded by AD 99-12-08),
whichever occurs later, accomplish an external detailed inspection
to detect cracks of the fuselage skin between stringers 19 left and
25 left and at body stations 360 to 540, in accordance with Boeing
Alert Service Bulletin 737-53A1160, dated October 24, 1991; or
Boeing Service Bulletin 737-53A1160, Revision 1, dated April 29,
1993. If any crack is found, prior to further flight, accomplish the
requirements of paragraphs (f)(1) and (f)(2) of this AD.
(1) Perform an internal detailed inspection to detect cracks of
the frames between stringers 19 left and 25 left and at body
stations 360 to 500B, in accordance with either service bulletin.
(2) Repair all cracks in accordance with a method approved by
the Manager, Seattle Aircraft Certification Office (ACO), FAA,
Transport Airplane Directorate.
Internal Detailed Inspections
(g) Within 3,000 flight cycles after completing the requirements
of paragraph (f) of this AD, unless accomplished within the last
6,000 flight cycles prior to August 9, 1993, perform an internal
detailed inspection to detect cracks of the frames between stringers
19 left and 25 left and at body stations 360 to 500B, in accordance
with Boeing Alert Service Bulletin 737-53A1160,
[[Page 16066]]
dated October 24, 1991; or Boeing Service Bulletin 737-53A1160,
Revision 1, dated April 29, 1993. Thereafter, repeat the internal
detailed inspection at intervals not to exceed 9,000 flight cycles.
If any crack is found during any inspection required by this
paragraph, before further flight, repair as specified in paragraph
(g)(1) or (g)(2) of this AD, as applicable.
(1) If any crack is found that does not exceed the limits
specified in the Boeing 737 Structural Repair Manual (SRM), repair
the crack in accordance with a method approved by the Manager,
Seattle Aircraft Certification Office (ACO), FAA; or in accordance
with the procedures specified in paragraph (k)(4) of this AD. The
SRM is one approved source of information for accomplishing the
requirements of this paragraph. Repeat the internal detailed
inspection thereafter at intervals not to exceed 9,000 flight
cycles.
(2) If any crack is found that exceeds the limits specified in
the SRM, repair the crack in accordance with a method approved by
the Manager, Seattle ACO; or in accordance with the procedures
specified in paragraph (k)(4) of this AD. Repeat the internal
detailed visual inspection thereafter at intervals not to exceed
9,000 flight cycles.
Install Doublers
(h) Prior to the accumulation of 75,000 total flight cycles, or
within 3,000 flight cycles after July 16, 1999 (the effective date
of AD 99-12-08), whichever occurs later, install doublers on the
specified frames located between stringers 19 left and 25 left from
BS 360 to BS 500B, in accordance with Boeing Service Bulletin 737-
53A1160, Revision 1, dated April 29, 1993. Installing these doublers
on the specified fuselage frames ends the repetitive inspections
required by paragraphs (f) and (g) of this AD.
New Requirements of This AD
Repetitive Inspection of Certain Frames
(i) Within 9,000 flight cycles after accomplishing the
modification required by paragraph (h) of this AD, or within 4,500
flight cycles after the effective date of this AD, whichever occurs
later, perform an internal detailed inspection to detect cracking in
the fuselage frame at BS 360 and the fuselage frame at BS 500,
between stringers 19 left and 25 left, in accordance with Boeing
Alert Service Bulletin 737-53A1160, dated October 24, 1991; or
Boeing Service Bulletin 737-53A1160, Revision 1, dated April 29,
1993. Thereafter, repeat the internal detailed inspection of the BS
360 and BS 500 frames at intervals not to exceed 9,000 flight
cycles.
(j) If any crack is found during any inspection required by
paragraph (i) of this AD, before further flight, repair the crack
using a method approved in accordance with the procedures specified
in paragraph (k) 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.''
Alternative Methods of Compliance (AMOCs)
(k)(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) 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.
(3) AMOCs approved previously in accordance with AD 99-12-08,
including AMOCs approved previously in accordance with AD 93-13-02,
are approved as AMOCs for the corresponding provisions specified in
paragraphs (f), (g), and (h) of this AD.
(4) 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
Delegation Option Authorization 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.
Issued in Renton, Washington, on March 17, 2006.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E6-4620 Filed 3-29-06; 8:45 am]
BILLING CODE 4910-13-P
