Airworthiness Directives; Boeing Model 747 Airplanes, 26679-26682 [06-4230]
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Federal Register / Vol. 71, No. 88 / Monday, May 8, 2006 / Rules and Regulations
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Federal Aviation Administration
Done at Washington, DC on May 1, 2006.
Barbara J. Masters,
Administrator.
[FR Doc. E6–6743 Filed 5–5–06; 8:45 am]
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BILLING CODE 3410–DM–P
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14 CFR Part 39
[Docket No. FAA–2005–22624; Directorate
Identifier 2004–NM–81–AD; Amendment 39–
14586; AD 2006–10–02]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 747 Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for all
Boeing Model 747 airplanes. This AD
requires the following actions for the
drive mechanism of the horizontal
stabilizer: Repetitive detailed
inspections for discrepancies and loose
ball bearings; repetitive lubrication of
the ballnut and ballscrew; repetitive
measurements of the freeplay between
the ballnut and the ballscrew; and
corrective action if necessary. This AD
results from a report of extensive
corrosion of a ballscrew in the drive
mechanism of the horizontal stabilizer
on a similar airplane model. We are
issuing this AD to prevent an
undetected failure of the primary load
path for the ballscrew in 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.
DATES: This AD becomes effective June
12, 2006.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in the AD
as of June 12, 2006.
ADDRESSES: You may examine the AD
docket on the Internet at https://
dms.dot.gov or in person at the Docket
Management Facility, U.S. Department
of Transportation, 400 Seventh Street,
SW., Nassif Building, Room PL–401,
Washington, DC.
Contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207, for service
information identified in this AD.
FOR FURTHER INFORMATION CONTACT:
Kelly McGuckin, Aerospace Engineer,
Systems and Equipment Branch, ANM–
130S, FAA, Seattle Airplane
Certification Office, 1601 Lind Avenue,
SW., Renton, Washington 98055–4056;
telephone (425) 917–6490; fax (425)
917–6590.
SUPPLEMENTARY INFORMATION:
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26679
Examining the Docket
You may examine the airworthiness
directive (AD) docket on the Internet at
https://dms.dot.gov or in person at the
Docket Management Facility office
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
The Docket Management Facility office
(telephone (800) 647–5227) is located on
the plaza level of the Nassif Building at
the street address stated in the
ADDRESSES section.
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would
apply to all Boeing Model 747 airplanes.
That NPRM was published in the
Federal Register on October 7, 2005 (70
FR 58623). That NPRM proposed to
require the following actions for the
drive mechanism of the horizontal
stabilizer: Repetitive detailed
inspections for discrepancies and loose
ball bearings; repetitive lubrication of
the ballnut and ballscrew; repetitive
measurements of the freeplay between
the ballnut and the ballscrew; and
corrective action if necessary.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the comments received.
Request Credit for Previously
Accomplished Inspections
Northwest Airlines (NWA) asks that,
in order to avoid accomplishing the
initial inspections at the time specified
in the NPRM, operators who have
already done the initial inspections per
the referenced service bulletin be
allowed to continue with the repetitive
inspections using established
maintenance intervals based on the
repetitive interval specified in Table 1
of the referenced service bulletin. NWA
states that Table 1 of the referenced
service bulletin, which provides the
compliance intervals, indicates that the
compliance time for the initial ballnut
to ballscrew freeplay check for airplanes
not in the low utilization maintenance
program specifies ‘‘15,000 flight hours
after the last check’’ and the repetitive
interval specifies ‘‘18,000 flight hours
recommended, but not more than 21,000
flight hours.’’ NWA has been
accomplishing the lubrication, detailed
visual inspections, and freeplay checks
at the intervals specified in Table 1 of
the service bulletin. NWA notes that
paragraph (e) of the NPRM applies to
operators that have been accomplishing
the inspections in the referenced service
bulletin, and asks that we ensure that
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the intent of paragraph (e) is maintained
in any forthcoming airworthiness
directive.
We agree with NWA that operators
who have already done the initial
inspections per the referenced service
bulletin are allowed to continue with
the repetitive inspections using
established maintenance intervals based
on the repetitive interval specified in
Table 1 of the referenced service
bulletin. Paragraph (e) of the NPRM
specifies that you are responsible for
having the actions required by this AD
performed within the compliance times
specified, unless the actions have
already been done. We have added
credit for accomplishing the initial
inspections per the referenced service
bulletin to paragraph (g) of this AD.
Lufthansa German Airlines
(Lufthansa) has performed the initial
ballscrew-to-ballnut freeplay inspection
per the original issue of the referenced
service bulletin, and has scheduled the
next inspection within the 18,000 flight
hour interval specified therein.
We infer that Lufthansa is asking to be
allowed to continue accomplishing their
repetitive inspections at the interval of
18,000 flight hours, since they have
already done the initial inspection. As
stated above, we agree that operators
who have already done the initial
inspections per the referenced service
bulletin are allowed to continue with
the repetitive inspections using
established maintenance intervals based
on the repetitive interval specified in
Table 1 of the referenced service
bulletin. No change to the AD is
necessary in this regard.
Request To Extend Compliance Time
for Initial Inspection
Lufthansa suggests that, for airplanes
on which the initial and repetitive
inspections have been done, the
compliance time be changed to 18,000
flight hours for both the initial and
repetitive inspections, as specified in
the original issue of the referenced
service bulletin. Lufthansa states that
the proposed compliance time of 15,000
flight hours for the initial inspection, for
all airplanes except those with an FAAapproved low utilization program, is not
technically justified and is a burden for
maintenance planning. Lufthansa adds
that, in its opinion, the compliance time
specified for the initial inspection is
only justified if the inspection has never
been done.
We do not agree to extend the
compliance time for the initial
inspection to 18,000 flight hours; initial
inspections accomplished per the
original issue of the referenced service
bulletin meet the intent of this AD. In
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developing an appropriate compliance
time, we considered the safety
implications, the manufacturer’s
recommendation, and normal
maintenance schedules for timely
accomplishment of the initial
inspection. We have determined that the
compliance time, as proposed,
represents the maximum interval of
time allowable for the affected airplanes
to continue to safely operate before the
initial inspection is done. We have
made no change to the AD in this
regard.
Lufthansa also suggests that, for
airplanes with more than 15,000 total
flight hours, the compliance time for the
detailed inspection specified in
paragraph (f) of the NPRM be changed
to within 18 months from the issue date
of the referenced service bulletin.
Lufthansa adds that another option
would be to state that accomplishment
of the detailed inspection task specified
in the original issue of the referenced
service bulletin meets the initial
inspection requirements. The
commenter states that the proposed
compliance time is too short for
airplanes with more than 15,000 total
flight hours to perform the detailed
inspection.
We do not agree with Lufthansa. As
discussed previously, initial inspections
accomplished per the original issue of
the referenced service bulletin meet the
intent of this AD. As specified in
paragraph (f) of this AD, the compliance
time is relative to the effective date of
this AD.
Requests To Change Paragraph (h)
UPS, Lufthansa, and NWA ask that
paragraph (h) of the NPRM be changed
to clarify that the overhaul instructions
for the horizontal stabilizer actuator are
not contained in the referenced service
bulletin.
UPS reiterates the language in
paragraph (h) and contends that no
overhaul instructions are provided in
the referenced service bulletin. UPS
states that the service bulletin specifies
that if replacement is required, and a
new or overhauled unit is not installed,
then a detailed inspection and freeplay
check are required. UPS adds that when
a unit is overhauled per the component
maintenance manual (CMM), it provides
sufficient inspection requirements to
meet the intent of the AD. Therefore,
UPS recommends paragraph (h) be
changed as follows: ‘‘As of the effective
date of this AD, no person may install
on any airplane a horizontal stabilizer
trim actuator unless it is new or has
been overhauled in accordance with the
CMM; or has been inspected, lubricated,
and measured in accordance with
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paragraph (f) of this AD.’’ UPS notes
that the referenced service bulletin does
not provide any direction over and
above the requirements of the CMM.
Lufthansa also reiterates the language
in paragraph (h) and states that the
referenced service bulletin does not
provide overhaul procedures. Lufthansa
adds that the Boeing Overhaul Manual
(OHM 27–41–31) does not provide
overhaul procedures either, but contains
Inspection/Check and Repair sections.
The overhaul limits are contained in
OHM 27–40–05 (Lear Siegler) and CMM
27–31–01 (Beaver). Lufthansa states that
it is inappropriate for the NPRM to refer
to an overhaul procedure in a document
which was not intended to include it.
Lufthansa recommends that paragraph
(h) be changed to specify ‘‘the
appropriate component manufacturer’s
overhaul procedures’’ instead of the
referenced service bulletin.
NWA states that it does not overhaul
any components in accordance with
service bulletins. NWA recommends
that the statement ‘‘or has been
overhauled in accordance with Boeing
Alert Service Bulletin 747–27A2396,
Revision 1’’ be changed to ‘‘or has been
overhauled in accordance with Boeing
Alert Service Bulletin 747–27A2396,
Revision 1 or subsequent.’’
We partially agree with UPS,
Lufthansa, and NWA. We agree to
change paragraph (h) of this AD as
follows: ‘‘As of the effective date of this
AD, no person may install on any
airplane a horizontal stabilizer trim
actuator unless it is new or overhauled
in accordance with Boeing Alert Service
Bulletin 747–27A2396, Revision 1,
dated August 4, 2005 (which refers to
the applicable overhaul manual); or has
been inspected, lubricated, and
measured in accordance with paragraph
(f) of this AD.’’ We find that there are
no overhaul procedures in the
referenced service bulletin; therefore,
we have removed that reference
accordingly.
Request To Change Relevant Service
Information Section
Boeing and Lufthansa ask that we
clarify the ‘‘Relevant Service
Information’’ section of the NPRM.
Boeing asks that the first sentence in
the last paragraph of that section be
changed to read, ‘‘For airplanes on
which an FAA-approved low utilization
maintenance program is in effect.’’ That
sentence, as written in the NPRM,
specifies ‘‘For all airplanes except those
on which an FAA-approved low
utilization maintenance program is in
effect.’’ Boeing suggests that the words
‘‘all’’ and ‘‘except those’’ which were
included in that sentence, be deleted.
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Boeing states that this paragraph
addresses compliance requirements for
‘‘low utilization’’ airplanes, but as
written in the NPRM includes the words
for normal utilization airplanes.
Lufthansa also suggests that there is a
typographical error within that section.
Lufthansa states that the fourth and fifth
paragraphs start with the same sentence,
and asks if the first sentence in the fifth
paragraph should read ‘‘For airplanes
with an FAA-approved low
maintenance program.’’
We agree with Boeing and Lufthansa
that clarifying the first sentence in the
last paragraph of the ‘‘Relevant Service
Information’’ section would be helpful,
because the first sentence in the last
paragraph, which describes ‘‘low
utilization’’ airplanes, is incorrect. That
sentence should specify ‘‘For airplanes
on which an FAA-approved low
utilization maintenance program is in
effect:’’ However, since the ‘‘Relevant
Service Information’’ section of the
NPRM does not reappear in the final
rule, no change to the AD is necessary
in this regard.
Lufthansa also asks that the
compliance time specified in the
‘‘Relevant Service Information’’ section,
the ‘‘18 months after the original issue
date of the service bulletin,’’ specify
which revision of the service bulletin.
We do not agree with Lufthansa. The
first sentence under the ‘‘Relevant
Service Information’’ section specifies
that we have reviewed Boeing Alert
Service Bulletin 747–27A2396, Revision
1, dated August 4, 2005. The second
sentence defines the compliance times
in that service bulletin. That section is
not restated in this AD and no change
to the AD is necessary in this regard.
Request for Clarification of Lubrication
Action
Lufthansa suggests that we clarify that
the lubrication action specified in the
NPRM is not related to oil servicing of
the stabilizer actuator drive gearbox.
We disagree that clarification is
necessary. The NPRM and referenced
service bulletin contain clear and
specific instructions for the lubrication
of the horizontal stabilizer ballscrew
26681
and ballnut. No change to the AD is
necessary 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
received, and determined that air safety
and the public interest require adopting
the AD with the changes described
previously. These changes will neither
increase the economic burden on any
operator nor increase the scope of the
AD.
Costs of Compliance
This AD affects about 1,082 Model
747 series airplanes worldwide. The
following table provides the estimated
costs for U.S. operators to comply with
this AD, per cycle.
ESTIMATED COSTS
Repetitive actions
Average labor
rate per hour
Work hours
Detailed inspection .....................................
Lubrication ..................................................
Freeplay measurement ..............................
1
1
3
$65
65
65
Parts
None ...........
None ...........
None ...........
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.
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.
Regulatory Findings
List of Subjects in 14 CFR Part 39
We have determined that this AD will
not have federalism implications under
Executive Order 13132. This AD will
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
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Authority for this Rulemaking
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Number of
U.S.-registered
airplanes
Cost per
airplane
$65
65
195
236
236
236
Fleet cost
$15,340
15,340
46,020
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
I
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
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):
I
2006–10–02 Boeing: Amendment 39–14586;
Docket No. FAA–2005–22624;
Directorate Identifier 2004–NM–81–AD.
Effective Date
(a) This AD becomes effective June 12,
2006.
Affected ADs
(b) None.
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Federal Register / Vol. 71, No. 88 / Monday, May 8, 2006 / Rules and Regulations
Applicability
(c) This AD applies to all Boeing Model
747–100, 747–100B, 747–100B SUD, 747–
200B, 747–200C, 747–200F, 747–300, 747–
400, 747–400D, 747–400F, 747SR, and 747SP
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
on a similar airplane model. We are issuing
this AD to prevent an undetected failure of
the primary load path for the ballscrew in 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.
Repetitive Detailed Inspection/Lubrication/
Freeplay Measurement and Corrective
Action
(f) Do all the applicable actions, including
any applicable corrective action, specified in
Work Packages 1, 2, and 3 of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 747–27A2396, Revision 1,
dated August 4, 2005. Do the actions at the
applicable compliance time specified in
Table 1 of paragraph 1.E. ‘‘Compliance’’ of
the service bulletin; except, where the service
bulletin specifies a compliance time relative
to the original issue date of the service
bulletin, this AD requires compliance relative
to the effective date of this AD. Where the
service bulletin specifies a compliance time
relative to the delivery date of the airplane,
this AD requires compliance relative to the
date of issuance of the original standard
airworthiness certificate or the date of
issuance of the original export certificate of
airworthiness. Do any applicable corrective
action before further flight. Repeat the
actions at the applicable repeat interval
specified in Table 1 of paragraph 1.E
‘‘Compliance’’ of the service bulletin.
Note 1: Boeing Alert Service Bulletin 747–
27A2396, Revision 1, dated August 4, 2005,
refers to the airplane maintenance manuals
(AMMs) in Table 1 of this AD as additional
sources of service information for
accomplishing the detailed visual
inspections, lubrications, freeplay
measurements, and corrective actions.
TABLE 1.—ADDITIONAL SOURCES OF
SERVICE INFORMATION
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Boeing AMM
Subject
747–100/200/300 AMM ................
747–100/200/300 AMM ................
747–400 AMM ..............................
747–400 AMM ..............................
12–21–19
27–41–06
12–21–19
27–41–06
Previously Accomplished Actions
(g) Initial inspections accomplished before
the effective date of this AD in accordance
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with Boeing Alert Service Bulletin 747–
27A2396, dated September 4, 2003, are
considered acceptable for compliance with
the corresponding action specified in this
AD. For airplanes on which the drive
mechanism of the horizontal stabilizer was
replaced before the effective date of this AD
with a drive mechanism that was not new or
overhauled, and the detailed and freeplay
inspections were not accomplished in
accordance with Boeing Alert Service
Bulletin 747–27A2396, dated September 4,
2003: Within 4,000 flight hours or 24 months
after the effective date of this AD, whichever
is first, accomplish the inspections, and
perform any applicable corrective action
before further flight, in accordance with
Work Package 3 of the Accomplishment
Instructions of Boeing Alert Service Bulletin
747–27A2396, Revision 1, dated August 4,
2005.
Parts Installation
(h) As of the effective date of this AD, no
person may install on any airplane a
horizontal stabilizer trim actuator unless it is
new or has been overhauled in accordance
with Boeing Alert Service Bulletin 747–
27A2396, Revision 1, dated August 4, 2005
(which refers to the applicable overhaul
manual); or has been inspected, lubricated,
and measured in accordance with paragraph
(f) of this AD.
Alternative Methods of Compliance
(AMOCs)
(i)(1) The Manager, Seattle Airplane
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested using 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
(j) You must use Boeing Alert Service
Bulletin 747–27A2396, Revision 1, dated
August 4, 2005, to perform the actions that
are required by this AD, unless the AD
specifies otherwise. The Director of the
Federal Register approved the incorporation
by reference of this document in accordance
with 5 U.S.C. 552(a) and 1 CFR part 51.
Contact Boeing Commercial Airplanes, P.O.
Box 3707, Seattle, Washington 98124–2207,
for a copy of this service information. You
may review copies at the Docket Management
Facility, U.S. Department of Transportation,
400 Seventh Street, SW., Room PL–401,
Nassif Building, Washington, DC; on the
Internet at https://dms.dot.gov; or at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at the NARA,
call (202) 741–6030, or go to https://
www.archives.gov/federal_register/
code_of_federal_regulations/
ibr_locations.html.
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Issued in Renton, Washington, on April 28,
2006.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 06–4230 Filed 5–5–06; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2003–NM–233–AD; Amendment
39–14585; AD 2006–10–01]
RIN 2120–AA64
Airworthiness Directives; Bombardier
Model CL–600–2B19 (Regional Jet
Series 100 & 440) Airplanes
Federal Aviation
Administration, DOT.
ACTION: Final rule.
AGENCY:
SUMMARY: This amendment supersedes
an existing airworthiness directive (AD),
applicable to certain Bombardier Model
CL–600–2B19 (Regional Jet Series 100 &
440) airplanes, that currently requires
installation of protective tape on the fire
and overheat control unit located in the
flight compartment. This amendment
requires the installation of protective
tape and adds repetitive inspections of
the condition of the protective tape and
related corrective action. This
amendment also mandates eventual
replacement of the existing fire and
overheat control unit with a modified
unit, which ends the repetitive
inspections. Additionally, this
amendment adds airplanes to the
applicability in the existing AD. The
actions specified by this AD are
intended to prevent fluid contamination
inside the fire and overheat control unit,
which could result in a false fire alarm
and consequent emergency landing.
This action is intended to address the
identified unsafe condition.
DATES: Effective June 12, 2006.
The incorporation by reference of
certain publications listed in the
regulations is approved by the Director
of the Federal Register as of June 12,
2006.
On August 22, 2003 (68 FR 42580,
July 18, 2003), the Director of the
Federal Register approved the
incorporation by reference of
Bombardier Alert Service Bulletin
A601R–26–017, Revision ‘‘A,’’ dated
September 8, 2000.
ADDRESSES: The service information
referenced in this AD may be obtained
from Bombardier, Inc., Canadair,
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]]>Agencies
[Federal Register Volume 71, Number 88 (Monday, May 8, 2006)]
[Rules and Regulations]
[Pages 26679-26682]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 06-4230]
=======================================================================
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-22624; Directorate Identifier 2004-NM-81-AD;
Amendment 39-14586; AD 2006-10-02]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 747 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 all
Boeing Model 747 airplanes. This AD requires the following actions for
the drive mechanism of the horizontal stabilizer: Repetitive detailed
inspections for discrepancies and loose ball bearings; repetitive
lubrication of the ballnut and ballscrew; repetitive measurements of
the freeplay between the ballnut and the ballscrew; and corrective
action if necessary. This AD results from a report of extensive
corrosion of a ballscrew in the drive mechanism of the horizontal
stabilizer on a similar airplane model. We are issuing this AD to
prevent an undetected failure of the primary load path for the
ballscrew in 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.
DATES: This AD becomes effective June 12, 2006.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in the AD as of June 12,
2006.
ADDRESSES: You may examine the AD docket on the Internet at https://
dms.dot.gov or in person at the Docket Management Facility, U.S.
Department of Transportation, 400 Seventh Street, SW., Nassif Building,
Room PL-401, Washington, DC.
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle,
Washington 98124-2207, for service information identified in this AD.
FOR FURTHER INFORMATION CONTACT: Kelly McGuckin, Aerospace Engineer,
Systems and Equipment Branch, ANM-130S, FAA, Seattle Airplane
Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98055-
4056; telephone (425) 917-6490; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Examining the Docket
You may examine the airworthiness directive (AD) docket on the
Internet at https://dms.dot.gov or in person at the Docket Management
Facility office between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays. The Docket Management Facility office
(telephone (800) 647-5227) is located on the plaza level of the Nassif
Building at the street address stated in the ADDRESSES section.
Discussion
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 to include an AD that would apply to all Boeing Model 747
airplanes. That NPRM was published in the Federal Register on October
7, 2005 (70 FR 58623). That NPRM proposed to require the following
actions for the drive mechanism of the horizontal stabilizer:
Repetitive detailed inspections for discrepancies and loose ball
bearings; repetitive lubrication of the ballnut and ballscrew;
repetitive measurements of the freeplay between the ballnut and the
ballscrew; and corrective action if necessary.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments received.
Request Credit for Previously Accomplished Inspections
Northwest Airlines (NWA) asks that, in order to avoid accomplishing
the initial inspections at the time specified in the NPRM, operators
who have already done the initial inspections per the referenced
service bulletin be allowed to continue with the repetitive inspections
using established maintenance intervals based on the repetitive
interval specified in Table 1 of the referenced service bulletin. NWA
states that Table 1 of the referenced service bulletin, which provides
the compliance intervals, indicates that the compliance time for the
initial ballnut to ballscrew freeplay check for airplanes not in the
low utilization maintenance program specifies ``15,000 flight hours
after the last check'' and the repetitive interval specifies ``18,000
flight hours recommended, but not more than 21,000 flight hours.'' NWA
has been accomplishing the lubrication, detailed visual inspections,
and freeplay checks at the intervals specified in Table 1 of the
service bulletin. NWA notes that paragraph (e) of the NPRM applies to
operators that have been accomplishing the inspections in the
referenced service bulletin, and asks that we ensure that
[[Page 26680]]
the intent of paragraph (e) is maintained in any forthcoming
airworthiness directive.
We agree with NWA that operators who have already done the initial
inspections per the referenced service bulletin are allowed to continue
with the repetitive inspections using established maintenance intervals
based on the repetitive interval specified in Table 1 of the referenced
service bulletin. Paragraph (e) of the NPRM specifies that you are
responsible for having the actions required by this AD performed within
the compliance times specified, unless the actions have already been
done. We have added credit for accomplishing the initial inspections
per the referenced service bulletin to paragraph (g) of this AD.
Lufthansa German Airlines (Lufthansa) has performed the initial
ballscrew-to-ballnut freeplay inspection per the original issue of the
referenced service bulletin, and has scheduled the next inspection
within the 18,000 flight hour interval specified therein.
We infer that Lufthansa is asking to be allowed to continue
accomplishing their repetitive inspections at the interval of 18,000
flight hours, since they have already done the initial inspection. As
stated above, we agree that operators who have already done the initial
inspections per the referenced service bulletin are allowed to continue
with the repetitive inspections using established maintenance intervals
based on the repetitive interval specified in Table 1 of the referenced
service bulletin. No change to the AD is necessary in this regard.
Request To Extend Compliance Time for Initial Inspection
Lufthansa suggests that, for airplanes on which the initial and
repetitive inspections have been done, the compliance time be changed
to 18,000 flight hours for both the initial and repetitive inspections,
as specified in the original issue of the referenced service bulletin.
Lufthansa states that the proposed compliance time of 15,000 flight
hours for the initial inspection, for all airplanes except those with
an FAA-approved low utilization program, is not technically justified
and is a burden for maintenance planning. Lufthansa adds that, in its
opinion, the compliance time specified for the initial inspection is
only justified if the inspection has never been done.
We do not agree to extend the compliance time for the initial
inspection to 18,000 flight hours; initial inspections accomplished per
the original issue of the referenced service bulletin meet the intent
of this AD. In developing an appropriate compliance time, we considered
the safety implications, the manufacturer's recommendation, and normal
maintenance schedules for timely accomplishment of the initial
inspection. We have determined that the compliance time, as proposed,
represents the maximum interval of time allowable for the affected
airplanes to continue to safely operate before the initial inspection
is done. We have made no change to the AD in this regard.
Lufthansa also suggests that, for airplanes with more than 15,000
total flight hours, the compliance time for the detailed inspection
specified in paragraph (f) of the NPRM be changed to within 18 months
from the issue date of the referenced service bulletin. Lufthansa adds
that another option would be to state that accomplishment of the
detailed inspection task specified in the original issue of the
referenced service bulletin meets the initial inspection requirements.
The commenter states that the proposed compliance time is too short for
airplanes with more than 15,000 total flight hours to perform the
detailed inspection.
We do not agree with Lufthansa. As discussed previously, initial
inspections accomplished per the original issue of the referenced
service bulletin meet the intent of this AD. As specified in paragraph
(f) of this AD, the compliance time is relative to the effective date
of this AD.
Requests To Change Paragraph (h)
UPS, Lufthansa, and NWA ask that paragraph (h) of the NPRM be
changed to clarify that the overhaul instructions for the horizontal
stabilizer actuator are not contained in the referenced service
bulletin.
UPS reiterates the language in paragraph (h) and contends that no
overhaul instructions are provided in the referenced service bulletin.
UPS states that the service bulletin specifies that if replacement is
required, and a new or overhauled unit is not installed, then a
detailed inspection and freeplay check are required. UPS adds that when
a unit is overhauled per the component maintenance manual (CMM), it
provides sufficient inspection requirements to meet the intent of the
AD. Therefore, UPS recommends paragraph (h) be changed as follows: ``As
of the effective date of this AD, no person may install on any airplane
a horizontal stabilizer trim actuator unless it is new or has been
overhauled in accordance with the CMM; or has been inspected,
lubricated, and measured in accordance with paragraph (f) of this AD.''
UPS notes that the referenced service bulletin does not provide any
direction over and above the requirements of the CMM.
Lufthansa also reiterates the language in paragraph (h) and states
that the referenced service bulletin does not provide overhaul
procedures. Lufthansa adds that the Boeing Overhaul Manual (OHM 27-41-
31) does not provide overhaul procedures either, but contains
Inspection/Check and Repair sections. The overhaul limits are contained
in OHM 27-40-05 (Lear Siegler) and CMM 27-31-01 (Beaver). Lufthansa
states that it is inappropriate for the NPRM to refer to an overhaul
procedure in a document which was not intended to include it. Lufthansa
recommends that paragraph (h) be changed to specify ``the appropriate
component manufacturer's overhaul procedures'' instead of the
referenced service bulletin.
NWA states that it does not overhaul any components in accordance
with service bulletins. NWA recommends that the statement ``or has been
overhauled in accordance with Boeing Alert Service Bulletin 747-
27A2396, Revision 1'' be changed to ``or has been overhauled in
accordance with Boeing Alert Service Bulletin 747-27A2396, Revision 1
or subsequent.''
We partially agree with UPS, Lufthansa, and NWA. We agree to change
paragraph (h) of this AD as follows: ``As of the effective date of this
AD, no person may install on any airplane a horizontal stabilizer trim
actuator unless it is new or overhauled in accordance with Boeing Alert
Service Bulletin 747-27A2396, Revision 1, dated August 4, 2005 (which
refers to the applicable overhaul manual); or has been inspected,
lubricated, and measured in accordance with paragraph (f) of this AD.''
We find that there are no overhaul procedures in the referenced service
bulletin; therefore, we have removed that reference accordingly.
Request To Change Relevant Service Information Section
Boeing and Lufthansa ask that we clarify the ``Relevant Service
Information'' section of the NPRM.
Boeing asks that the first sentence in the last paragraph of that
section be changed to read, ``For airplanes on which an FAA-approved
low utilization maintenance program is in effect.'' That sentence, as
written in the NPRM, specifies ``For all airplanes except those on
which an FAA-approved low utilization maintenance program is in
effect.'' Boeing suggests that the words ``all'' and ``except those''
which were included in that sentence, be deleted.
[[Page 26681]]
Boeing states that this paragraph addresses compliance requirements for
``low utilization'' airplanes, but as written in the NPRM includes the
words for normal utilization airplanes.
Lufthansa also suggests that there is a typographical error within
that section. Lufthansa states that the fourth and fifth paragraphs
start with the same sentence, and asks if the first sentence in the
fifth paragraph should read ``For airplanes with an FAA-approved low
maintenance program.''
We agree with Boeing and Lufthansa that clarifying the first
sentence in the last paragraph of the ``Relevant Service Information''
section would be helpful, because the first sentence in the last
paragraph, which describes ``low utilization'' airplanes, is incorrect.
That sentence should specify ``For airplanes on which an FAA-approved
low utilization maintenance program is in effect:'' However, since the
``Relevant Service Information'' section of the NPRM does not reappear
in the final rule, no change to the AD is necessary in this regard.
Lufthansa also asks that the compliance time specified in the
``Relevant Service Information'' section, the ``18 months after the
original issue date of the service bulletin,'' specify which revision
of the service bulletin.
We do not agree with Lufthansa. The first sentence under the
``Relevant Service Information'' section specifies that we have
reviewed Boeing Alert Service Bulletin 747-27A2396, Revision 1, dated
August 4, 2005. The second sentence defines the compliance times in
that service bulletin. That section is not restated in this AD and no
change to the AD is necessary in this regard.
Request for Clarification of Lubrication Action
Lufthansa suggests that we clarify that the lubrication action
specified in the NPRM is not related to oil servicing of the stabilizer
actuator drive gearbox.
We disagree that clarification is necessary. The NPRM and
referenced service bulletin contain clear and specific instructions for
the lubrication of the horizontal stabilizer ballscrew and ballnut. No
change to the AD is necessary 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 received, and determined that air safety and the public
interest require adopting the AD with the changes described previously.
These changes will neither increase the economic burden on any operator
nor increase the scope of the AD.
Costs of Compliance
This AD affects about 1,082 Model 747 series airplanes worldwide.
The following table provides the estimated costs for U.S. operators to
comply with this AD, per cycle.
Estimated Costs
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Number of U.S.-
Repetitive actions Work hours Average labor Parts Cost per registered Fleet cost
rate per hour airplane airplanes
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Detailed inspection...................... 1 $65 None......................... $65 236 $15,340
Lubrication.............................. 1 65 None......................... 65 236 15,340
Freeplay measurement..................... 3 65 None......................... 195 236 46,020
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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
0
Accordingly, under the authority delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The Federal Aviation Administration (FAA) amends Sec. 39.13 by
adding the following new airworthiness directive (AD):
2006-10-02 Boeing: Amendment 39-14586; Docket No. FAA-2005-22624;
Directorate Identifier 2004-NM-81-AD.
Effective Date
(a) This AD becomes effective June 12, 2006.
Affected ADs
(b) None.
[[Page 26682]]
Applicability
(c) This AD applies to all Boeing Model 747-100, 747-100B, 747-
100B SUD, 747-200B, 747-200C, 747-200F, 747-300, 747-400, 747-400D,
747-400F, 747SR, and 747SP 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 on a
similar airplane model. We are issuing this AD to prevent an
undetected failure of the primary load path for the ballscrew in 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.
Repetitive Detailed Inspection/Lubrication/Freeplay Measurement and
Corrective Action
(f) Do all the applicable actions, including any applicable
corrective action, specified in Work Packages 1, 2, and 3 of the
Accomplishment Instructions of Boeing Alert Service Bulletin 747-
27A2396, Revision 1, dated August 4, 2005. Do the actions at the
applicable compliance time specified in Table 1 of paragraph 1.E.
``Compliance'' of the service bulletin; except, where the service
bulletin specifies a compliance time relative to the original issue
date of the service bulletin, this AD requires compliance relative
to the effective date of this AD. Where the service bulletin
specifies a compliance time relative to the delivery date of the
airplane, this AD requires compliance relative to the date of
issuance of the original standard airworthiness certificate or the
date of issuance of the original export certificate of
airworthiness. Do any applicable corrective action before further
flight. Repeat the actions at the applicable repeat interval
specified in Table 1 of paragraph 1.E ``Compliance'' of the service
bulletin.
Note 1: Boeing Alert Service Bulletin 747-27A2396, Revision 1,
dated August 4, 2005, refers to the airplane maintenance manuals
(AMMs) in Table 1 of this AD as additional sources of service
information for accomplishing the detailed visual inspections,
lubrications, freeplay measurements, and corrective actions.
Table 1.--Additional Sources of Service Information
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Boeing AMM Subject
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747-100/200/300 AMM.......................................... 12-21-19
747-100/200/300 AMM.......................................... 27-41-06
747-400 AMM.................................................. 12-21-19
747-400 AMM.................................................. 27-41-06
------------------------------------------------------------------------
Previously Accomplished Actions
(g) Initial inspections accomplished before the effective date
of this AD in accordance with Boeing Alert Service Bulletin 747-
27A2396, dated September 4, 2003, are considered acceptable for
compliance with the corresponding action specified in this AD. For
airplanes on which the drive mechanism of the horizontal stabilizer
was replaced before the effective date of this AD with a drive
mechanism that was not new or overhauled, and the detailed and
freeplay inspections were not accomplished in accordance with Boeing
Alert Service Bulletin 747-27A2396, dated September 4, 2003: Within
4,000 flight hours or 24 months after the effective date of this AD,
whichever is first, accomplish the inspections, and perform any
applicable corrective action before further flight, in accordance
with Work Package 3 of the Accomplishment Instructions of Boeing
Alert Service Bulletin 747-27A2396, Revision 1, dated August 4,
2005.
Parts Installation
(h) As of the effective date of this AD, no person may install
on any airplane a horizontal stabilizer trim actuator unless it is
new or has been overhauled in accordance with Boeing Alert Service
Bulletin 747-27A2396, Revision 1, dated August 4, 2005 (which refers
to the applicable overhaul manual); or has been inspected,
lubricated, and measured in accordance with paragraph (f) of this
AD.
Alternative Methods of Compliance (AMOCs)
(i)(1) The Manager, Seattle Airplane Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested
using 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
(j) You must use Boeing Alert Service Bulletin 747-27A2396,
Revision 1, dated August 4, 2005, to perform the actions that are
required by this AD, unless the AD specifies otherwise. The Director
of the Federal Register approved the incorporation by reference of
this document in accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle,
Washington 98124-2207, for a copy of this service information. You
may review copies at the Docket Management Facility, U.S. Department
of Transportation, 400 Seventh Street, SW., Room PL-401, Nassif
Building, Washington, DC; on the Internet at https://dms.dot.gov; or
at the National Archives and Records Administration (NARA). For
information on the availability of this material at the NARA, call
(202) 741-6030, or go to https://www.archives.gov/federal_register/
code_of_federal_regulations/ibr_locations.html.
Issued in Renton, Washington, on April 28, 2006.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 06-4230 Filed 5-5-06; 8:45 am]
BILLING CODE 4910-13-P
