Airworthiness Directives; Boeing Model 737 Airplanes, 4625-4633 [E7-1496]
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Federal Register / Vol. 72, No. 21 / Thursday, February 1, 2007 / Rules and Regulations
failure in accordance with § 23.59(a)(1)
and for following the flight path
determined under § 23.57 and
§ 23.61(a).
(g) Information identifying each
operating condition in which the fuel
system independence prescribed in
§ 23.953 is necessary for safety must be
furnished, together with instructions for
placing the fuel system in a
configuration used to show compliance
with that section.
(h) For each airplane showing
compliance with § 23.1353(g)(2) or
(g)(3), the operating procedures for
disconnecting the battery from its
charging source must be furnished.
(i) Information on the total quantity of
usable fuel for each fuel tank, and the
effect on the usable fuel quantity, as a
result of a failure of any pump, must be
furnished.
(j) Procedures for the safe operation of
the airplane’s systems and equipment,
both in normal use and in the event of
malfunction, must be furnished.
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25. SC 23.1587
Information
Performance
Instead of compliance with § 23.1587,
the following apply:
Unless otherwise prescribed,
performance information must be
provided over the altitude and
temperature ranges required by SC
23.45(b).
(a) For all airplanes, the following
information must be furnished—
(1) The stalling speeds VSO and VS1
with the landing gear and wing flaps
retracted, determined at maximum
weight under § 23.49, and the effect on
these stalling speeds of angles of bank
up to 60 degrees;
(2) The steady rate and gradient of
climb with all engines operating,
determined under § 23.69(a);
(3) The landing distance, determined
under SC 23.75 for each airport altitude
and standard temperature, and the type
of surface for which it is valid;
(4) The effect on landing distances of
operation on other than smooth hard
surfaces, when dry, determined under
SC 23.45(g); and
(5) The effect on landing distances of
runway slope and 50 percent of the
headwind component and 150 percent
of the tailwind component.
(b) Not applicable.
(c) Not applicable.
(d) In addition to paragraph (a) of this
section the following information must
be furnished—
(1) The accelerate-stop distance
determined under SC 23.55;
(2) The takeoff distance determined
under SC 23.59(a);
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(3) At the option of the applicant, the
takeoff run determined under SC
23.59(b);
(4) The effect on accelerate-stop
distance, takeoff distance and, if
determined, takeoff run, of operation on
other than smooth hard surfaces, when
dry, determined under SC 23.45(g);
(5) The effect on accelerate-stop
distance, takeoff distance, and if
determined, takeoff run, of runway
slope and 50 percent of the headwind
component and 150 percent of the
tailwind component;
(6) The net takeoff flight path
determined under SC 23.61(b);
(7) The enroute gradient of climb/
descent with one engine inoperative,
determined under § 23.69(b);
(8) The effect, on the net takeoff flight
path and on the enroute gradient of
climb/descent with one engine
inoperative, of 50 percent of the
headwind component and 150 percent
of the tailwind component;
(9) Overweight landing performance
information (determined by
extrapolation and computed for the
range of weights between the maximum
landing and maximum takeoff weights)
as follows—
(i) The maximum weight for each
airport altitude and ambient
temperature at which the airplane
complies with the climb requirements of
SC 23.63(d)(2); and
(ii) The landing distance determined
under SC 23.75 for each airport altitude
and standard temperature.
(10) The relationship between IAS
and CAS determined in accordance with
§ 23.1323(b) and (c).
(11) The altimeter system calibration
required by § 23.1325(e).
Issued in Kansas City, Missouri on January
24, 2007.
Kim Smith,
Manager, Small Airplane Directorate, Aircraft
Certification Service.
[FR Doc. E7–1609 Filed 1–31–07; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–26323; Directorate
Identifier 2006–NM–150–AD; Amendment
39–14918; AD 2007–03–07]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 737 Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
AGENCY:
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4625
Final rule; request for
comments.
ACTION:
SUMMARY: The FAA is superseding an
existing airworthiness directive (AD)
that applies to all Boeing Model 737
airplanes. The existing AD currently
requires installation of a new rudder
control system and changes to the
adjacent systems to accommodate that
new rudder control system. For certain
airplanes, this new AD adds, among
other actions, repetitive tests of the force
fight monitor of the main rudder power
control unit (PCU), repetitive tests of the
standby hydraulic actuation system, and
corrective action; as applicable. For
those airplanes, this new AD also adds,
among other actions, replacement of
both input control rods of the main
rudder PCU and the input control rod of
the standby rudder PCU with new input
control rods, as applicable, which ends
the repetitive tests. For certain other
airplanes, this new AD adds installation
of an enhanced rudder control system in
accordance with new service
information. This AD results from a
report of a fractured rod end of an input
control rod of the main rudder PCU and
a subsequent report of a fractured rod
end of the input control rod of the
standby rudder PCU. We are issuing this
AD to prevent failure of one of the two
input control rods of the main rudder
PCU, which, under certain conditions,
could result in reduced controllability
of the airplane; and to prevent failure of
any combination of two input control
rods of the main rudder PCU and/or
standby rudder PCU, which could cause
an uncommanded rudder hardover
event and result in loss of control of the
airplane.
DATES: This AD becomes effective
February 16, 2007.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the AD
as of February 16, 2007.
We must receive any comments on
this AD by April 2, 2007.
ADDRESSES: Use one of the following
addresses to submit comments on this
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.
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• 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 AD.
You may examine the contents of 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., Room PL–401, Washington, DC.
This docket number is FAA–2006–
26323; the directorate identifier for this
docket is 2006–NM–150–AD.
FOR FURTHER INFORMATION CONTACT:
Kenneth W. Frey, Aerospace Engineer,
Systems and Equipment Branch, ANM–
130S, FAA, Seattle Aircraft Certification
Office, 1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 917–6468; fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that
supersedes AD 2002–20–07 R1,
amendment 39–12940 (67 FR 67518,
November 6, 2002). The existing AD
applies to all Boeing Model 737
airplanes. That NPRM was published in
the Federal Register on November 15,
2006 (71 FR 66474). That NPRM
proposed to continue to require
installation of a new rudder control
system and changes to the adjacent
systems to accommodate that new
rudder control system. For certain
airplanes, that NPRM proposed to add,
among other actions, repetitive tests of
the force fight monitor of the main
rudder power control unit (PCU),
repetitive tests of the standby hydraulic
actuation system, and corrective action;
as applicable. For those airplanes, that
NPRM also proposed to add, among
other actions, replacement of both input
control rods of the main rudder PCU
and the input control rod of the standby
rudder PCU with new input control
rods, as applicable, which would end
the repetitive tests. For certain other
airplanes, that NPRM proposed to add
installation of an enhanced rudder
control system in accordance with new
service information.
Actions Since NPRM Was Issued
Since we issued the NPRM, we have
received a report of a fractured rod end
on the input control rod of the standby
rudder PCU on a Model 737–700 series
airplane. This condition was discovered
during accomplishment of an
operational test of the standby hydraulic
actuation system in accordance with
Boeing Alert Service Bulletin 737–
27A1280, dated May 25, 2006 (one of
the actions specified in the NPRM).
Investigation revealed that, although the
input control rod had an existing crack
of significant size, it ultimately
fractured due to fatigue damage. Fatigue
damage is caused by repetitive forces
being applied (i.e., cyclic loading).
This finding of fatigue damage is not
consistent with the results of our
investigation that led to actions
specified in the NPRM. The actions and
compliance times specified in the
NPRM were based on our finding that,
while the input control rod may have
been cracked during assembly, no
significant loading was present to
further degrade the integrity of the input
control rod over time, causing it to
fracture.
Therefore, we have determined that,
for certain Model 737–600, –700, –700C,
–800, and –900 series airplanes on
which the suspect input control rod of
the standby rudder PCU was installed
during production, the compliance
times for the following actions in the
NPRM will not detect and correct failure
of the input control rod of the standby
rudder PCU in a timely manner:
• The initial compliance time and
repetitive intervals for the operational
tests specified in paragraph (g)(1), and
• The threshold for the replacement
of the input control rod of the standby
rudder PCU specified in paragraph
(g)(3).
Failure of one of the two input control
rods of main rudder PCU, under certain
conditions, could result in reduced
controllability of the airplane; and
failure of any combination of two input
control rods of the main rudder PCU
and/or standby rudder PCU could cause
an uncommanded rudder hardover
event and result in loss of control of the
airplane.
Relevant Service Information
As discussed in the ‘‘Relevant Service
Information’’ section of the NPRM, we
have reviewed the following service
information:
RELEVANT SERVICE INFORMATION
Revision
level
Date
Boeing Alert Service Bulletin 737–27A1239 ..................................................................................................
Boeing Alert Service Bulletin 737–27A1279 ..................................................................................................
Boeing Alert Service Bulletin 737–27A1280 ..................................................................................................
Boeing Alert Service Bulletin 737–27A1281 ..................................................................................................
Boeing Service Bulletin 737–22–1042 ...........................................................................................................
Boeing Service Bulletin 737–27A1206 ..........................................................................................................
Boeing Service Bulletin 737–27–1246, including Appendix A .......................................................................
Boeing Service Bulletin 737–27–1247 ...........................................................................................................
Boeing Service Bulletin 737–27–1252 ...........................................................................................................
Boeing Service Bulletin 737–27–1253 ...........................................................................................................
Boeing Service Bulletin 737–27–1255 ...........................................................................................................
Boeing Service Bulletin 737–27–1262 ...........................................................................................................
Boeing Service Bulletin 737–27–1263 ...........................................................................................................
Boeing Service Bulletin 737–27–1264 ...........................................................................................................
Boeing Service Bulletin 737–55–1052 ...........................................................................................................
Boeing 737 Service Bulletin 27–1026 ............................................................................................................
Smiths Aerospace Actuation Systems Service Bulletin 1150–27–05A .........................................................
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Service Bulletin
Original ........
Original ........
Original ........
Original ........
1 ..................
3 ..................
1 ..................
1 ..................
3 ..................
3 ..................
3 ..................
Original ........
1 ..................
1 ..................
1 ..................
Original ........
Original ........
January 11, 2001.
June 20, 2006.
May 25, 2006.
June 14, 2006.
April 5, 1985.
December 14, 2000.
February 21, 2002.
July 25, 2002.
May 12, 2006.
May 12, 2006.
May 10, 2006.
December 19, 2002.
September 25, 2003.
April 3, 2003.
August 5, 2004.
January 15, 1971.
August 28, 2003.
Accomplishing the actions specified
in the service information is intended to
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adequately address the unsafe
condition.
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Comments
We provided the public the
opportunity to submit comments
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regarding the NPRM and have
considered the comments that have
been received.
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Support for the NPRM
The Air Line Pilots Association and
Boeing support the NPRM.
Requests To Issue Stand Alone AD
Delta and Southwest Airlines request
that we issue a stand alone AD that
addresses the control rod issues only
instead of superseding AD 2002–20–07
R1. Delta states that a stand alone AD
will minimize the amount of revisions
to engineering authorizations (EAs).
Delta points out that a supersedure AD
would result in their revising four EAs
whereas a stand alone AD would result
in revising only one EA. Southwest
Airlines states that a stand alone AD
would be more cost effective because a
supersedure AD results in document
revision, record keeping, and computer
tracking issues.
We do not agree. As explained in the
‘‘Actions Since Existing AD Was
Issued’’ section of the NPRM, we have
received a report of a fractured rod end
on one of the two input control rods of
the main rudder PCU on a Model 737–
800 series airplane. The incident
airplane had been modified to comply
with the requirements of AD 2002–20–
07 R1. We determined that
accomplishment of the actions required
by AD 2002–20–07 R1 introduces a new
unsafe condition (i.e., failure of the
input control rods of the rudder control
system, which, under certain
conditions, could result in reduced
controllability of the airplane and/or
loss of control of the airplane), and that
a substantive change to that AD was
necessary.
Our current policy specifies that,
whenever a substantive change is made
to an existing AD that imposes a new
burden, we must supersede the AD.
Substantive changes are those made to
any instruction or reference that affects
the substance of the AD. Substantive
changes include part numbers, service
bulletin and manual references,
compliance times, applicability,
methods of compliance, corrective
action, inspection requirements, and
effective dates. We consider the changes
to the existing AD to be substantive.
This superseding AD is assigned a new
amendment number and new AD
number, and the previous amendment is
removed from the system. This
procedure facilitates the efforts of
principal maintenance inspectors in
tracking ADs and ensuring that affected
operators have incorporated the most
recent changes into their maintenance
programs.
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With regard to paperwork changes
required by affected operators,
§ 121.380(a)(2)(vi) (‘‘Maintenance
recording requirements’’) of the Federal
Aviation Regulations (14 CFR
121.380(a)(2)(vi)), requires that persons
holding an operating certificate and
operating under part 121 of the Federal
Aviation Regulations must keep ‘‘The
current status of applicable
airworthiness directives, including the
date and methods of compliance
* * *.’’ Whether an existing AD is
superseded or a new stand alone AD is
issued, the new AD is assigned a new
AD number. In either case, the new AD
is identified by its ‘‘new’’ AD number.
In light of this, affected operators
updating their maintenance records to
indicate the current AD status would
have to record a new AD number in
both cases. Further, operators are always
given credit for work previously
performed according to the existing AD
by means of the phrase in the
compliance section of the AD that
states, ‘‘* * * unless the actions have
already been done.’’ Therefore, we have
determined that a supersedure AD is
appropriate.
Request To Supersede Other ADs
If the AD does supersede AD 2002–
20–07 R1, Southwest Airlines requests
that the AD also supersede the following
ADs:
• AD 95–06–53, amendment 39–9199
(60 FR 18981, April 14, 1995);
• AD 97–05–10, amendment 39–9954
(62 FR 9679, March 4, 1997); and
• AD 98–02–01, amendment 39–
10283 (63 FR 1903, January 13, 1998).
Southwest Airlines states that these
additional ADs were all listed in AD
2002–20–07 R1. Southwest Airlines
states that if these changes are not made,
operators will be required to report the
status of obsolete ADs.
We do not agree. AD 2002–20–07 R1
revises AD 2002–20–07, amendment
39–12903 (67 FR 62341, October 7,
2002), and supersedes ADs 95–06–53,
97–05–10, and 98–02–01. As of
November 12, 2002 (the effective date of
AD 2002–20–07 R1), those ADs were
effectively superseded (cancelled) and
thus no further action is required in
regard to those ADs.
Request To Change List of Affected ADs
Southwest Airlines also requests that
AD 97–14–04, amendment 39–10061 (62
FR 35068, June 30, 1997), be added to
the list of ADs in Table 1 of the NPRM.
We agree. Our intent was to retain all
requirements of AD 2002–20–07 R1. AD
97–14–04 was included in paragraph (b)
of AD 2002–20–07 R1. However, we
inadvertently omitted it from Table 1 in
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4627
paragraph (b) of the NPRM. Doing the
action required by paragraph (f) or (h) of
this AD ends the requirements of AD
97–14–04 and the other ADs identified
in Table 1 of this AD. We have revised
Table 1 accordingly.
Request To Revise the Applicability
Southwest Airlines requests that the
applicability of the NPRM be revised to
affect Model 737–600, –700, –700C,
–800 and –900 series airplanes (i.e., 737
next generation airplanes), line numbers
1 through 1947 only (no change
requested for affected Model 737–100
through –500 series airplanes).
Southwest Airlines states that the
effectivity of Boeing Alert Service
Bulletin 737–27A1279, dated June 20,
2006; and Boeing Alert Service Bulletin
737–27A1280, dated May 25, 2006;
indicate that 737 next generation
airplanes with line numbers 1948 or
higher have an enhanced rudder control
system with the improved rods already
installed. Southwest Airlines also states
that it is a hardship to require AD
reporting on airplanes that have been
modified in production.
We do not agree with Southwest
Airlines to exclude airplanes on which
an enhanced rudder control system with
new input control rods has been
installed in production from the
applicability of this AD. Paragraph (j) of
this AD states, ‘‘As of the effective date
of this AD, no person may install an
input control rod, P/N 251A3495–1, on
any airplane.’’ All Model 737 airplanes,
including those in production now and
in the future, are subject to this
requirement. Therefore, we have
determined that the applicability of the
AD is correct as proposed.
Request To Exclude Certain Airplanes
From Paragraph (g) of the NPRM
Southwest Airlines requests that
paragraph (g) be revised to exclude
airplanes for which maintenance
records can conclusively show that the
suspect rods have not been installed.
Southwest Airlines states that some
airplanes have had control rods
replaced or modified with the latest kits.
We partially agree. We agree with
Southwest Airlines that no further work
is required by paragraph (g) for
airplanes on which the input control
rods have been replaced in accordance
with paragraph (g)(4) of this AD. We
also find that no further work is
required by paragraph (h) for airplanes
on which the input control rods have
been installed in accordance with
paragraph (h) of this AD. We have
determined that those actions
adequately address the identified unsafe
condition of this AD related to the input
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control rods. However, we do not agree
to revise this AD. Operators are given
credit for work previously done by the
means of the phrase in the
‘‘Compliance’’ section of the AD that
states, ‘‘* * * unless the actions have
already been done.’’ Therefore, in the
case of this AD, if the actions required
by paragraph (g)(4) or (h) of this AD (i.e.,
replacement of input control rods or
installation of a new rudder control
system) have been done in accordance
with the service information identified
in Table 4 or 5 of this AD, respectively,
before the effective date of this AD, this
AD does not require those actions to be
repeated.
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Request To Delete Reference to Certain
Group Configurations
AirTran Airways supports the
proposed actions described in the
NPRM, but points out a discrepancy
between the NPRM and a referenced
service bulletin. AirTran Airways notes
that paragraph (g)(1)(iii) of the NPRM is
applicable to airplanes identified as
Group 1, Configuration 1, and Group 2,
Configurations 1 and 2, in Boeing Alert
Service Bulletin 737–27A1280, dated
May 25, 2006. AirTran Airways states
that the service bulletin does not
contain any configurations for Group 2.
From this comment, we infer that
AirTran Airways is requesting that we
delete the reference to Configurations 1
and 2 for Group 2 specified in
paragraphs (g)(1)(iv), (g)(2)(i), and
(g)(2)(ii) of this AD (paragraph (g)(1)(iii)
in the NPRM). We agree and have
revised this AD accordingly.
Request To Delete Concurrent
Requirements
Southwest Airlines states that it is
impossible to install the enhanced
rudder system without doing the
concurrent requirements in paragraph
(i) of the NPRM. Southwest Airlines
notes that each of the service bulletins
identified in Table 5 of the NPRM,
except ‘‘[Boeing] [S]ervice [B]ulletin
737–55–1042,’’ is listed in the initial
release of the primary service bulletins
identified in Table 4 of the NPRM.
Southwest Airlines believes it is
impossible to trim the spar as illustrated
in the primary service bulletins unless
the trim was previously accomplished
per ‘‘[Boeing] [S]ervice [B]ulletin 737–
55–1042.’’ Southwest Airlines also
believes that the NPRM validates this by
not requiring rework other than for the
discrepant control rods.
From this comment, we infer that
Southwest Airlines is requesting that
the concurrent requirements specified
in paragraph (i) of the NPRM be deleted.
Since Boeing Service Bulletin 737–55–
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1042 describes procedures unrelated to
the subject of this AD, we also infer that
Southwest Airlines meant to refer to
Boeing Service Bulletin 737–55–1052,
Revision 1, dated August 5, 2004
(referred to in paragraph (i)(2)(iv) of this
AD as a concurrent requirement). We do
not agree with Southwest Airlines to
delete the concurrent requirements of
this AD. Our current policy specifies
that service information must be
‘‘published’’ (i.e., incorporation by
reference (IBR)) if the AD mandates a
method of compliance that is contained
only in the referenced service
information. As in the case of this AD,
the concurrent requirement actions
specified in Table 6 of the AD are
contained only in the service
information identified in that table, not
in the primary service information
identified in Table 5 of this AD.
Therefore, we have made no change to
this AD in this regard.
FAA’s Determination and Requirements
of This AD
The unsafe condition described
previously is likely to exist or develop
on other airplanes of the same type
design. For this reason, we are issuing
this AD to supersede AD 2002–20–07
R1. This AD supersedes AD 2002–20–07
R1 and retains the requirements of the
existing AD. This AD also requires
accomplishing the actions specified in
the applicable service information
identified previously, except as
discussed under ‘‘Differences Between
the AD and Certain Service
Information.’’ For certain airplanes, this
AD also requires suspending a certain
Master Minimum Equipment List item,
until all improperly heat-treated input
control rods are replaced.
Differences Between the AD and
Certain Service Information
For certain Model 737–600, –700,
–700C, –800, and –900 series airplanes
on which the suspect input control rod
of the standby rudder PCU was installed
during production, the compliance
times for the following actions required
by this AD are different (i.e., shorter
intervals) than those specified in Boeing
Alert Service Bulletin 737–27A1279,
dated June 20, 2006; and Boeing Alert
Service Bulletin 737–27A1280, dated
May 25, 2006:
• For the operational tests of the
standby hydraulic actuation system:
This AD specifies an initial compliance
time of within 110 flight hours or 7 days
after the effective date of this AD,
whichever occurs later, and repetitive
intervals of 110 flight hours or 7 days,
whichever occurs later, whereas Boeing
Alert Service Bulletin 737–27A1280
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specifies an initial compliance time of
within 60 days and repetitive intervals
of 500 flight hours.
• For the replacement of the input
control rod of the standby rudder PCU:
This AD specifies a compliance time of
within 90 days after the effective date of
this AD whereas Boeing Alert Service
Bulletin 737–27A1279 specifies a
compliance time of 24 months.
As discussed previously in the
‘‘Discussion’’ section of this AD, the
proposed compliance times for these
actions may not detect and correct
failure of the input control rod of the
standby rudder PCU in a timely manner.
While we do not yet have data on the
growth rate of these cracks, we believe
the revised compliance times described
previously are adequate to ensure safety
without imposing undue burdens on air
commerce. In developing appropriate
compliance times for these actions in
this AD, we considered the safety
implications, parts availability, and
normal maintenance schedules for the
timely accomplishment of the
operational tests and replacements. In
consideration of these items, as well as
the reported failures of the input control
rods in service, we have determined that
the compliance times in this AD will
ensure an acceptable level of safety and
allow the actions to be done during
scheduled maintenance intervals for
most affected operators.
Changes to NPRM
As a result of the differences between
the AD and certain service information
described previously, we have revised
the applicable compliance times in this
AD and changed certain paragraph
identifiers and tables and added others.
In certain places in the NPRM, we
referred to the incorrect year of the
issuance date of Boeing Alert Service
Bulletin 737–27A1280. The correct
issuance date is May 25, 2006, not May
25, 2005. We have corrected this error
in this AD.
FAA’s Determination of the Effective
Date
Regarding the reduced compliance
times described previously, an unsafe
condition exists that requires the
immediate adoption of this AD;
therefore, providing notice and
opportunity for public comment before
the AD is issued is impracticable, and
good cause exists to make this AD
effective in less than 30 days.
Comments Invited
Regarding the reduced compliance
times described previously, this AD is a
final rule that involves requirements
that affect flight safety and was not
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preceded by notice and an opportunity
for public comment; however, we invite
you to submit any relevant written data,
views, or arguments regarding this AD.
Send your comments to an address
listed in the ADDRESSES section. Include
‘‘Docket No. FAA–2006–26323;
Directorate Identifier 2006–NM–150–
AD’’ at the beginning of your comments.
We specifically invite comments on the
overall regulatory, economic,
environmental, and energy aspects of
the AD that might suggest a need to
modify it.
We will post all comments we
receive, without change, to https://
lldms.dot.gov, including any personal
information you provide. We will also
post a report summarizing each
substantive verbal contact with FAA
personnel concerning this AD. Using the
search function of 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 you may visit
https://dms.dot.gov.
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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.
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
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that is likely to exist or develop on
products identified in this rulemaking
action.
Regulatory Findings
We have determined that this AD will
not have federalism implications under
Executive Order 13132. This AD will
not have a substantial direct effect on
the States, on the relationship between
the national government and the States,
or on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that the regulation:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
2. Is not a ‘‘significant rule’’ under the
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979); and
3. Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this AD and placed it in the AD docket.
See the ADDRESSES section for a location
to examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends part 39 of the Federal
Aviation Regulations (14 CFR part 39) as
follows:
I
(2) For airplanes on which the actions
required by paragraph (f) of this AD have
been done before the effective date of this
AD: Doing the actions in paragraph (f) of this
AD ends the requirements of the ADs listed
in Table 1 of this AD.
(3) For airplanes on which the actions
required by paragraph (f) of this AD have not
been done before the effective date of this
AD: Doing the actions in paragraph (h) of this
AD ends the requirements of the ADs listed
in Table 1 of this AD.
TABLE 1.—OTHER ADS
AD—
Amendment—
97–09–15 R1 ........................
97–14–04 ..............................
99–11–05 ..............................
2000–22–02 R1 ....................
39–10912
39–10061
39–11175
39–11948
Applicability
(c) This AD applies to all Boeing Model
737–100, –200, –200C, –300, –400, –500,
–600, –700, –700C, –800 and –900 series
airplanes, certificated in any category.
Unsafe Condition
(d) This AD results from a report of a
fractured rod end of an input control rod of
the main rudder power control unit (PCU)
and a subsequent report of a fractured rod
end of the input control rod of the standby
rudder PCU. We are issuing this AD to
prevent failure of one of the two input
control rods of the main rudder PCU, which,
under certain conditions, could result in
reduced controllability of the airplane; and to
prevent failure of any combination of two
input control rods of the main rudder PCU
and/or standby rudder PCU, which could
cause an uncommanded rudder hardover
event and result in loss of control of the
airplane.
Compliance
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
2. The Federal Aviation
Administration (FAA) amends § 39.13
by removing amendment 39–12940 (67
FR 67518, November 6, 2002) and
adding the following new airworthiness
directive (AD):
2007–03–07 Boeing: Amendment 39–14918.
Docket No. FAA–2006–26323;
Directorate Identifier 2006–NM–150–AD.
Effective Date
(a) This AD becomes effective February 16,
2007.
Affected ADs
(b) This AD affects the ADs specified in
paragraphs (b)(1), (b)(2), and (b)(3) of this AD.
(1) This AD supersedes AD 2002–20–07
R1.
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Installation
[Amended]
I
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(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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(f) Except as provided by paragraphs (h)
and (i) of this AD: Within 6 years after
November 12, 2002 (the effective date of AD
2002–20–07), do the actions required by
paragraphs (f)(1) and (f)(2) of this AD, in
accordance with a method approved by the
Manager, Seattle Aircraft Certification Office
(ACO), FAA.
(1) Install a new rudder control system that
includes new components such as an aft
torque tube, hydraulic actuators, and
associated input control rods, and additional
wiring throughout the airplane to support
failure annunciation of the rudder control
system in the flight deck. The system also
must incorporate two separate inputs, each
with an override mechanism, to two separate
servo valves on the main rudder PCU; and an
input to the standby PCU that also will
include an override mechanism.
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(2) Make applicable changes to the adjacent
systems to accommodate the new rudder
control system.
New Requirements of This AD
For Certain Airplanes: Tests, Suspension of
Certain Master Minimum Equipment List
Item, Replacements, Inspection, and
Corrective Actions
(g) For airplanes on which the actions
required by paragraph (f) of this AD have
been done before the effective date of this
AD: Do the actions in paragraphs (g)(1)
through (g)(4) of this AD, as applicable.
(1) At the applicable times listed in
paragraph 1.E., ‘‘Compliance,’’ of the
applicable service bulletin specified in Table
2 of this AD; except, where the service
bulletin specifies a compliance time from the
date on the service bulletin, this AD requires
compliance within the specified compliance
time after the effective date of this AD: Do
the tests specified in Table 2 of this AD, until
all applicable actions required by paragraph
(g)(4) of this AD have been done in
accordance with the applicable service
bulletin specified in Table 4 of this AD. Do
all applicable corrective actions specified in
Table 2 of this AD before further flight.
TABLE 2.—REPETITIVE TESTS FOR CERTAIN AIRPLANES
For model—
Do—
In accordance with the accomplishment instructions of—
(i) 737–100, –200, and –200C series airplanes
identified as Group 1, Configuration 1, in the
service bulletin.
The ‘‘Rudder Main Power Control Unit Force
Fight Test,’’ the ‘‘Standby Rudder Actuator
Shutoff Valve Test,’’ and any applicable
corrective action.
The ‘‘Rudder Main Power Control Unit Force
Fight Test,’’ the ‘‘Standby Rudder Actuator
Shutoff Valve Test,’’ and any applicable
corrective action.
The ‘‘Rudder Main Power Control Unit Force
Fight Monitor Test,’’ the ‘‘Operational Test
of the Standby Hydraulic Actuation System,’’ and any applicable corrective action.
The ‘‘Rudder Main Power Control Unit Force
Fight Monitor Test,’’ and any applicable corrective action.
Boeing Alert Service Bulletin 737–27A1281,
dated June 14, 2006.
(ii) 737–300, –400, and –500 series airplanes
identified as Group 2, Configuration 1, in the
service bulletin.
(iii) 737–600, –700, –700C, –800, and –900 series airplanes identified as Group 1, Configuration 1, in the service bulletin.
(iv) 737–600, –700, –700C, –800, and –900 series airplanes identified as Group 2 in the
service bulletin.
(2) At the applicable times listed in Table
3 of this AD, do the ‘‘Operational Test of the
Standby Hydraulic Actuation System,’’ and
any applicable corrective action, until all
applicable actions required by paragraph
(g)(4) of this AD have been done in
accordance with the applicable service
bulletin specified in Table 4 of this AD. The
actions must be done in accordance with the
Accomplishment Instructions of Boeing Alert
Boeing Alert Service Bulletin 737–27A1281,
dated June 14, 2006.
Boeing Alert Service Bulletin 737–27A1280,
dated May 25, 2006.
Boeing Alert Service Bulletin 737–27A1280,
dated May 25, 2006.
Service Bulletin 737–27A1280, dated May
25, 2006. Do all applicable corrective actions
before further flight.
TABLE 3.—REPETITIVE OPERATIONAL TESTS FOR CERTAIN AIRPLANES
For model—
On which the input control rod of
the standby rudder PCU—
Do the ‘‘Operational Test of the
Standby Hydraulic Actuation System’’—
And repeat the test at intervals
not to exceed—
(i) 737–600, –700, –700C, –800,
and –900 series airplanes identified as Group 2 in the service
bulletin.
(ii) 737–600, –700, –700C, –800,
and –900 series airplanes identified as Group 2 in the service
bulletin.
Has not been replaced as required by paragraph (g)(4)(v) of
this AD.
Within 110 flight hours or 7 days
after the effective date of this
AD, whichever occurs later.
110 flight hours or 7 days, whichever occurs later.
Has been replaced as required by
paragraph (g)(4)(v) of this AD.
Within 60 days after the effective
date of this AD.
500 flight hours.
(3) As of the effective date of this AD, do
not use the Master Minimum Equipment List
Item 27–21, ‘‘STBY RUD ON light,’’ until all
applicable actions required by paragraph
(g)(4) of this AD are done.
(4) At the applicable time specified in
Table 4 of this AD, do the replacement(s) and
inspection, as applicable, specified in that
table. Do all applicable corrective actions
specified in Table 4 of this AD before further
flight. Doing all applicable actions ends the
requirements of paragraphs (g)(1) through
(g)(3) of this AD.
TABLE 4.—REPLACEMENT OF INPUT CONTROL RODS, INSPECTION, AND CORRECTIVE ACTION, AS APPLICABLE
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For model—
Do the following action(s)—
In accordance with—
And do the replacement(s) and inspection, as applicable—
(i) 737–100, –200, and –200C series airplanes identified as
Groups 1 through 9, Configuration 3, in the service bulletin.
Replace both input control rods of
the main rudder PCU with new
input control rods.
Part 2 of the Accomplishment Instructions of Boeing Service
Bulletin 737–27–1252, Revision
3, dated May 12, 2006.
Within 24 months after the effective date of this AD.
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4631
TABLE 4.—REPLACEMENT OF INPUT CONTROL RODS, INSPECTION, AND CORRECTIVE ACTION, AS APPLICABLE—Continued
For model—
Do the following action(s)—
In accordance with—
And do the replacement(s) and inspection, as applicable—
(ii) 737–300, –400, and –500 series airplanes identified as
Groups 1 through 19, Configuration 3, in the service bulletin.
(iii) 737–600, –700, –700C, –800,
and –900 series airplanes identified as Groups 1 through 20,
Configuration 3, in the service
bulletin.
Replace both input control rods of
the main rudder PCU with new
input control rods.
Part 2 of the Accomplishment Instructions of Boeing Service
Bulletin 737–27–1255, Revision
3, dated May 10, 2006.
Part 2 of the Accomplishment Instructions of Boeing Service
Bulletin 737–27–1253, Revision
3, dated May 12, 2006.
Within 24 months after the effective date of this AD.
The Accomplishment Instructions
of Boeing Alert Service Bulletin
737–27A1279, dated June 20,
2006.
The Accomplishment Instructions
of Boeing Alert Service Bulletin
737–27A1279, dated June 20,
2006.
Within 24 months after the effective date of this AD.
(iv) 737–600, –700, –700C, –800,
and –900 series airplanes identified as Group 1 in the service
bulletin.
(v) 737–600, –700, –700C, –800,
and –900 series airplanes identified as Group 1 in the service
bulletin.
Replace both input control rods of
the main rudder PCU with new
input control rods, inspect the
input control rod of the standby
rudder PCU to determine if part
number (P/N) 251A3495–1 is
installed, and do any corrective
action.
Replace both input control rods of
the main rudder PCU with new
input control rods.
Replace the input control rod of
the standby rudder PCU with a
new input control rod.
For Certain Other Airplanes: Install New
Rudder Control System Per Service
Information
(h) For airplanes on which the actions
required by paragraph (f) of this AD have not
been done before the effective date of this
AD: As of the effective date of this AD, use
the applicable service bulletin specified in
Table 5 of this AD to do the actions required
Within 24 months after the effective date of this AD.
Within 90 days after the effective
date of this AD.
by paragraph (f) of this AD at the time
specified in that paragraph.
TABLE 5.—SERVICE BULLETINS FOR INSTALLATION OF NEW RUDDER CONTROL SYSTEM
For model—
Identified as—
Do the actions required by paragraph (f) of
this AD in accordance with—
(1) 737–100, –200, and –200C series airplanes
Groups 1 through 9, Configurations 1 and 2,
in the service bulletin.
(2) 737–300, –400, and –500 series airplanes ..
Groups 1 through 19, Configurations 1 and 2,
in the service bulletin.
(3) 737–600, –700, –700C, –800, and –900 series airplanes.
Groups 1 through 20, Configurations 1 and 2,
in the service bulletin.
Part 1 of the Accomplishment Instructions of
Boeing Service Bulletin 737–27–1252, Revision 3, dated May 12, 2006.
Part 1 of the Accomplishment Instructions of
Boeing Service Bulletin 737–27–1255, Revision 3, dated May 10, 2006.
Part 1 of the Accomplishment Instructions of
Boeing Service Bulletin 737–27–1253, Revision 3, dated May 12, 2006.
(i) Before or concurrently with the
requirements of paragraph (h) of this AD, do
the actions specified in Table 6 of this AD.
TABLE 6.—BEFORE/CONCURRENT REQUIREMENTS
Before or concurrently with the actions specified in—
Do these actions—
In accordance with the accomplishment instructions of—
(1) Paragraph (h)(1) of this AD ..........................
(i) Remove the rudder position sensor of the
automatic flight control system.
(ii) Replace the rudder feel and centering assembly with a new all-mechanical unit.
(iii) Install the rudder pressure reducer and
yaw damper coupler.
(iv) Install provisional wires for rudder system
enhancement.
Boeing Service Bulletin 737–22–1042, Revision 1, dated April 5, 1985.
Boeing 737 Service Bulletin 27–1026, dated
January 15, 1971.
Boeing Service Bulletin 737–27A1206, Revision 3, dated December 14, 2000.
Boeing Service Bulletin 737–27–1246, Revision 1, including Appendix A, dated February 21, 2002.
Boeing Service Bulletin 737–27–1263, Revision 1, dated September 25, 2003.
Smiths Aerospace Actuation Systems Service
Bulletin 1150–27–05A, dated August 28,
2003.
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(v) Replace the P5–3 panel with a new panel
(vi) Replace the input lever for the auxiliary
rudder power control package with a new
input lever.
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TABLE 6.—BEFORE/CONCURRENT REQUIREMENTS—Continued
Before or concurrently with the actions specified in—
Do these actions—
In accordance with the accomplishment instructions of—
(2) Paragraph (h)(2) of this AD ..........................
(i) Install provisional wires for rudder system
enhancement.
Boeing Service Bulletin 737–27–1246, Revision 1, including Appendix A, dated February 21, 2002.
Boeing Service Bulletin 737–27–1264, Revision 1, dated April 3, 2003.
Boeing Service Bulletin 737–27A1206, Revision 3, dated December 14, 2000.
Boeing Service Bulletin 737–55–1052, Revision 1, dated August 5, 2004.
Smiths Aerospace Actuation Systems Service
Bulletin 1150–27–05A, dated August 28,
2003.
Boeing Service Bulletin 737–27–1247, Revision 1, dated July 25, 2002.
Boeing Service Bulletin 737–27–1262, dated
December 19, 2002.
Boeing Alert Service Bulletin 737–27A1239,
dated January 11, 2001.
(ii) Replace the P5–3 panel with a new panel
(iii) Install a new yaw damper coupler .............
(3) Paragraph (h)(3) of this AD ..........................
(iv) Inspect the trailing edge beam on the
vertical fin and rework if necessary.
(v) Replace the input lever for the auxiliary
rudder power control package with a new
input lever.
(i) Install provisional wires for rudder system
enhancement.
(ii) Replace the P5–3 panel with a new panel
(iii) Relocate the wire bundle routing in the
vertical stabilizer.
Parts Installation
approved as AMOCs for the corresponding
provisions of paragraphs (f) and (h) of this
AD.
(j) As of the effective date of this AD, no
person may install an input control rod,
P/N 251A3495–1, on any airplane.
Material Incorporated by Reference
Alternative Methods of Compliance
(AMOCs)
(k)(1) The Manager, Seattle ACO, FAA, has
the authority to approve AMOCs for this AD,
if requested in accordance with the
procedures found in 14 CFR 39.19.
(2) 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.
(3) Except as provided by paragraph (j) of
this AD: AMOCs approved previously in
accordance with AD 2002–20–07 R1 are
(l) You must use the applicable service
bulletin specified in Table 7 of this AD to
perform the actions that are required by this
AD, unless the AD specifies otherwise.
Boeing Service Bulletin 737–22–1042,
Revision 1, dated April 5, 1985, contains the
following effective pages:
Page Nos.
Revision
level shown
on page
1–7, 9 .......
8 ...............
1 ..................
Original ........
Date shown on
page
The Director of the Federal Register approved
the incorporation by reference of these
documents 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 FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton,
Washington; or at the National Archives and
Records Administration (NARA). For
information on the availability of this
material at NARA, call 202–741–6030, or go
to: https://www.archives.gov/federal-register/
cfr/ibr-locations.html.
April 5, 1985.
July 1, 1983.
TABLE 7.—MATERIAL INCORPORATED BY REFERENCE
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Boeing Service Bulletin
Revision
level
Date
Boeing Alert Service Bulletin 737–27A1239 ..................................................................................................
Boeing Alert Service Bulletin 737–27A1279 ..................................................................................................
Boeing Alert Service Bulletin 737–27A1280 ..................................................................................................
Boeing Alert Service Bulletin 737–27A1281 ..................................................................................................
Boeing Alert Service Bulletin 737–22–1042 ..................................................................................................
Boeing Alert Service Bulletin 737–27A1206 ..................................................................................................
Boeing Alert Service Bulletin 737–27–1246, including Appendix A ..............................................................
Boeing Alert Service Bulletin 737–27–1247 ..................................................................................................
Boeing Alert Service Bulletin 737–27–1252 ..................................................................................................
Boeing Alert Service Bulletin 737–27–1253 ..................................................................................................
Boeing Alert Service Bulletin 737–27–1255 ..................................................................................................
Boeing Alert Service Bulletin 737–27–1262 ..................................................................................................
Boeing Alert Service Bulletin 737–27–1263 ..................................................................................................
Boeing Alert Service Bulletin 737–27–1264 ..................................................................................................
Boeing Alert Service Bulletin 737–55–1052 ..................................................................................................
Boeing 737 Alert Service Bulletin 27–1026 ...................................................................................................
Smiths Aerospace Actuation Systems Service Bulletin 1150–27–05A .........................................................
Original ........
Original ........
Original ........
Original ........
1 ..................
3 ..................
1 ..................
1 ..................
3 ..................
3 ..................
3 ..................
Original ........
1 ..................
1 ..................
1 ..................
Original ........
Original ........
January 11, 2001.
June 20, 2006.
May 25, 2006.
June 14, 2006.
April 5, 1985.
December 14, 2000.
February 21, 2002.
July 25, 2002.
May 12, 2006.
May 12, 2006.
May 10, 2006.
December 19, 2002.
September 25, 2003.
April 3, 2003.
August 5, 2004.
January 15, 1971.
August 28, 2003.
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Issued in Renton, Washington, on January
25, 2007.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E7–1496 Filed 1–31–07; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–26371 Directorate
Identifier 2006–CE–70–AD; Amendment 39–
14917; AD 2007–03–06]
RIN 2120–AA64
Airworthiness Directives; Pilatus
Aircraft Limited PC–12 and PC–12/45
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
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AGENCY:
SUMMARY: We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD results
from mandatory continuing
airworthiness information (MCAI)
issued by an aviation authority of
another country to identify and correct
an unsafe condition on an aviation
product. The MCAI describes the unsafe
condition as executive seats equipped
with pedestal legs that were produced
using a material that deviates from the
approved design data. We are issuing
this AD to require actions to correct the
unsafe condition on these products.
DATES: This AD becomes effective
March 8, 2007.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of March 8, 2007.
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.
FOR FURTHER INFORMATION CONTACT:
Doug Rudolph, Aerospace Engineer,
FAA, Small Airplane Directorate, 901
Locust, Room 301, Kansas City,
Missouri 64106; telephone: (816) 329–
4059; fax: (816) 329–4090.
SUPPLEMENTARY INFORMATION:
Streamlined Issuance of AD
The FAA is implementing a new
process for streamlining the issuance of
ADs related to MCAI. The streamlined
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process will allow us to adopt MCAI
safety requirements in a more efficient
manner and will reduce safety risks to
the public. This process continues to
follow all FAA AD issuance processes to
meet legal, economic, Administrative
Procedure Act, and Federal Register
requirements. We also continue to meet
our technical decision-making
responsibilities to identify and correct
unsafe conditions on U.S.-certificated
products.
This AD references the MCAI and
related service information that we
considered in forming the engineering
basis to correct the unsafe condition.
The AD contains text copied from the
MCAI and for this reason might not
follow our plain language principles.
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that would
apply to the specified products. That
NPRM was published in the Federal
Register on December 11, 2006 (71 FR
71497). That NPRM proposed to correct
an unsafe condition for the specified
products. The MCAI states that
executive seats equipped with pedestal
legs were produced using a material that
deviates from the approved design data.
As a consequence the pedestal legs may
not perform as intended under
emergency landing conditions. In order
to correct and control the situation, this
AD requires a one time inspection to
identify the Vendor Part Number (VPN)
of the pedestal legs and the Serial
Number (S/N) of the executive seat and
the replacement of the pedestal legs if
necessary.
Comments
We gave the public the opportunity to
participate in developing this AD. We
received no comments on the NPRM or
on the determination of the cost to the
public.
Conclusion
We reviewed the available data and
determined that air safety and the
public interest require adopting the AD
as proposed.
Differences Between This AD and the
MCAI or Service Information
We have reviewed the MCAI and
related service information and, in
general, agree with their substance. But
we might have found it necessary to use
different words from those in the MCAI
to ensure the AD is clear for U.S.
operators and is enforceable. In making
these changes, we do not intend to differ
substantively from the information
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4633
provided in the MCAI and related
service information.
We might also have required different
actions in this AD from those in the
MCAI in order to follow FAA policies.
Any such differences are highlighted in
a Note within the AD.
Costs of Compliance
We estimate that this AD would affect
about 394 products of U.S. registry. We
also estimate that it would take about
0.5 work-hours per product to comply
with the inspection requirement of this
AD. In addition, we estimate this AD
would affect about 59 seats and take
about 1 work-hour per seat to comply
with the parts replacement requirement
of this AD. The average labor rate is $80
per work-hour. Where the service
information lists required parts costs
that are covered under warranty, we
have assumed that there will be no
charge for these costs. As we do not
control warranty coverage for affected
parties, some parties may incur costs
higher than estimated here. Based on
these figures, we estimate the cost of
this AD on U.S. operators to be $15,760,
or $40 per product for inspection and
$4,720, or $80 per seat for parts
replacement.
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 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.
E:\FR\FM\01FER1.SGM
01FER1
]]>Agencies
[Federal Register Volume 72, Number 21 (Thursday, February 1, 2007)]
[Rules and Regulations]
[Pages 4625-4633]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-1496]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2006-26323; Directorate Identifier 2006-NM-150-AD;
Amendment 39-14918; AD 2007-03-07]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 737 Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule; request for comments.
-----------------------------------------------------------------------
SUMMARY: The FAA is superseding an existing airworthiness directive
(AD) that applies to all Boeing Model 737 airplanes. The existing AD
currently requires installation of a new rudder control system and
changes to the adjacent systems to accommodate that new rudder control
system. For certain airplanes, this new AD adds, among other actions,
repetitive tests of the force fight monitor of the main rudder power
control unit (PCU), repetitive tests of the standby hydraulic actuation
system, and corrective action; as applicable. For those airplanes, this
new AD also adds, among other actions, replacement of both input
control rods of the main rudder PCU and the input control rod of the
standby rudder PCU with new input control rods, as applicable, which
ends the repetitive tests. For certain other airplanes, this new AD
adds installation of an enhanced rudder control system in accordance
with new service information. This AD results from a report of a
fractured rod end of an input control rod of the main rudder PCU and a
subsequent report of a fractured rod end of the input control rod of
the standby rudder PCU. We are issuing this AD to prevent failure of
one of the two input control rods of the main rudder PCU, which, under
certain conditions, could result in reduced controllability of the
airplane; and to prevent failure of any combination of two input
control rods of the main rudder PCU and/or standby rudder PCU, which
could cause an uncommanded rudder hardover event and result in loss of
control of the airplane.
DATES: This AD becomes effective February 16, 2007.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in the AD as of February 16,
2007.
We must receive any comments on this AD by April 2, 2007.
ADDRESSES: Use one of the following addresses to submit comments on
this 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.
[[Page 4626]]
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 AD.
You may examine the contents of 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., Room PL-
401, Washington, DC. This docket number is FAA-2006-26323; the
directorate identifier for this docket is 2006-NM-150-AD.
FOR FURTHER INFORMATION CONTACT: Kenneth W. Frey, Aerospace Engineer,
Systems and Equipment Branch, ANM-130S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98057-
3356; telephone (425) 917-6468; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Discussion
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 to include an AD that supersedes AD 2002-20-07 R1,
amendment 39-12940 (67 FR 67518, November 6, 2002). The existing AD
applies to all Boeing Model 737 airplanes. That NPRM was published in
the Federal Register on November 15, 2006 (71 FR 66474). That NPRM
proposed to continue to require installation of a new rudder control
system and changes to the adjacent systems to accommodate that new
rudder control system. For certain airplanes, that NPRM proposed to
add, among other actions, repetitive tests of the force fight monitor
of the main rudder power control unit (PCU), repetitive tests of the
standby hydraulic actuation system, and corrective action; as
applicable. For those airplanes, that NPRM also proposed to add, among
other actions, replacement of both input control rods of the main
rudder PCU and the input control rod of the standby rudder PCU with new
input control rods, as applicable, which would end the repetitive
tests. For certain other airplanes, that NPRM proposed to add
installation of an enhanced rudder control system in accordance with
new service information.
Actions Since NPRM Was Issued
Since we issued the NPRM, we have received a report of a fractured
rod end on the input control rod of the standby rudder PCU on a Model
737-700 series airplane. This condition was discovered during
accomplishment of an operational test of the standby hydraulic
actuation system in accordance with Boeing Alert Service Bulletin 737-
27A1280, dated May 25, 2006 (one of the actions specified in the NPRM).
Investigation revealed that, although the input control rod had an
existing crack of significant size, it ultimately fractured due to
fatigue damage. Fatigue damage is caused by repetitive forces being
applied (i.e., cyclic loading).
This finding of fatigue damage is not consistent with the results
of our investigation that led to actions specified in the NPRM. The
actions and compliance times specified in the NPRM were based on our
finding that, while the input control rod may have been cracked during
assembly, no significant loading was present to further degrade the
integrity of the input control rod over time, causing it to fracture.
Therefore, we have determined that, for certain Model 737-600, -
700, -700C, -800, and -900 series airplanes on which the suspect input
control rod of the standby rudder PCU was installed during production,
the compliance times for the following actions in the NPRM will not
detect and correct failure of the input control rod of the standby
rudder PCU in a timely manner:
The initial compliance time and repetitive intervals for
the operational tests specified in paragraph (g)(1), and
The threshold for the replacement of the input control rod
of the standby rudder PCU specified in paragraph (g)(3).
Failure of one of the two input control rods of main rudder PCU,
under certain conditions, could result in reduced controllability of
the airplane; and failure of any combination of two input control rods
of the main rudder PCU and/or standby rudder PCU could cause an
uncommanded rudder hardover event and result in loss of control of the
airplane.
Relevant Service Information
As discussed in the ``Relevant Service Information'' section of the
NPRM, we have reviewed the following service information:
Relevant Service Information
----------------------------------------------------------------------------------------------------------------
Service Bulletin Revision level Date
----------------------------------------------------------------------------------------------------------------
Boeing Alert Service Bulletin 737-27A1239 Original..................... January 11, 2001.
Boeing Alert Service Bulletin 737-27A1279 Original..................... June 20, 2006.
Boeing Alert Service Bulletin 737-27A1280 Original..................... May 25, 2006.
Boeing Alert Service Bulletin 737-27A1281 Original..................... June 14, 2006.
Boeing Service Bulletin 737-22-1042...... 1............................ April 5, 1985.
Boeing Service Bulletin 737-27A1206...... 3............................ December 14, 2000.
Boeing Service Bulletin 737-27-1246, 1............................ February 21, 2002.
including Appendix A.
Boeing Service Bulletin 737-27-1247...... 1............................ July 25, 2002.
Boeing Service Bulletin 737-27-1252...... 3............................ May 12, 2006.
Boeing Service Bulletin 737-27-1253...... 3............................ May 12, 2006.
Boeing Service Bulletin 737-27-1255...... 3............................ May 10, 2006.
Boeing Service Bulletin 737-27-1262...... Original..................... December 19, 2002.
Boeing Service Bulletin 737-27-1263...... 1............................ September 25, 2003.
Boeing Service Bulletin 737-27-1264...... 1............................ April 3, 2003.
Boeing Service Bulletin 737-55-1052...... 1............................ August 5, 2004.
Boeing 737 Service Bulletin 27-1026...... Original..................... January 15, 1971.
Smiths Aerospace Actuation Systems Original..................... August 28, 2003.
Service Bulletin 1150-27-05A.
----------------------------------------------------------------------------------------------------------------
Accomplishing the actions specified in the service information is
intended to adequately address the unsafe condition.
Comments
We provided the public the opportunity to submit comments
[[Page 4627]]
regarding the NPRM and have considered the comments that have been
received.
Support for the NPRM
The Air Line Pilots Association and Boeing support the NPRM.
Requests To Issue Stand Alone AD
Delta and Southwest Airlines request that we issue a stand alone AD
that addresses the control rod issues only instead of superseding AD
2002-20-07 R1. Delta states that a stand alone AD will minimize the
amount of revisions to engineering authorizations (EAs). Delta points
out that a supersedure AD would result in their revising four EAs
whereas a stand alone AD would result in revising only one EA.
Southwest Airlines states that a stand alone AD would be more cost
effective because a supersedure AD results in document revision, record
keeping, and computer tracking issues.
We do not agree. As explained in the ``Actions Since Existing AD
Was Issued'' section of the NPRM, we have received a report of a
fractured rod end on one of the two input control rods of the main
rudder PCU on a Model 737-800 series airplane. The incident airplane
had been modified to comply with the requirements of AD 2002-20-07 R1.
We determined that accomplishment of the actions required by AD 2002-
20-07 R1 introduces a new unsafe condition (i.e., failure of the input
control rods of the rudder control system, which, under certain
conditions, could result in reduced controllability of the airplane
and/or loss of control of the airplane), and that a substantive change
to that AD was necessary.
Our current policy specifies that, whenever a substantive change is
made to an existing AD that imposes a new burden, we must supersede the
AD. Substantive changes are those made to any instruction or reference
that affects the substance of the AD. Substantive changes include part
numbers, service bulletin and manual references, compliance times,
applicability, methods of compliance, corrective action, inspection
requirements, and effective dates. We consider the changes to the
existing AD to be substantive. This superseding AD is assigned a new
amendment number and new AD number, and the previous amendment is
removed from the system. This procedure facilitates the efforts of
principal maintenance inspectors in tracking ADs and ensuring that
affected operators have incorporated the most recent changes into their
maintenance programs.
With regard to paperwork changes required by affected operators,
Sec. 121.380(a)(2)(vi) (``Maintenance recording requirements'') of the
Federal Aviation Regulations (14 CFR 121.380(a)(2)(vi)), requires that
persons holding an operating certificate and operating under part 121
of the Federal Aviation Regulations must keep ``The current status of
applicable airworthiness directives, including the date and methods of
compliance * * *.'' Whether an existing AD is superseded or a new stand
alone AD is issued, the new AD is assigned a new AD number. In either
case, the new AD is identified by its ``new'' AD number. In light of
this, affected operators updating their maintenance records to indicate
the current AD status would have to record a new AD number in both
cases. Further, operators are always given credit for work previously
performed according to the existing AD by means of the phrase in the
compliance section of the AD that states, ``* * * unless the actions
have already been done.'' Therefore, we have determined that a
supersedure AD is appropriate.
Request To Supersede Other ADs
If the AD does supersede AD 2002-20-07 R1, Southwest Airlines
requests that the AD also supersede the following ADs:
AD 95-06-53, amendment 39-9199 (60 FR 18981, April 14,
1995);
AD 97-05-10, amendment 39-9954 (62 FR 9679, March 4,
1997); and
AD 98-02-01, amendment 39-10283 (63 FR 1903, January 13,
1998).
Southwest Airlines states that these additional ADs were all listed
in AD 2002-20-07 R1. Southwest Airlines states that if these changes
are not made, operators will be required to report the status of
obsolete ADs.
We do not agree. AD 2002-20-07 R1 revises AD 2002-20-07, amendment
39-12903 (67 FR 62341, October 7, 2002), and supersedes ADs 95-06-53,
97-05-10, and 98-02-01. As of November 12, 2002 (the effective date of
AD 2002-20-07 R1), those ADs were effectively superseded (cancelled)
and thus no further action is required in regard to those ADs.
Request To Change List of Affected ADs
Southwest Airlines also requests that AD 97-14-04, amendment 39-
10061 (62 FR 35068, June 30, 1997), be added to the list of ADs in
Table 1 of the NPRM.
We agree. Our intent was to retain all requirements of AD 2002-20-
07 R1. AD 97-14-04 was included in paragraph (b) of AD 2002-20-07 R1.
However, we inadvertently omitted it from Table 1 in paragraph (b) of
the NPRM. Doing the action required by paragraph (f) or (h) of this AD
ends the requirements of AD 97-14-04 and the other ADs identified in
Table 1 of this AD. We have revised Table 1 accordingly.
Request To Revise the Applicability
Southwest Airlines requests that the applicability of the NPRM be
revised to affect Model 737-600, -700, -700C, -800 and -900 series
airplanes (i.e., 737 next generation airplanes), line numbers 1 through
1947 only (no change requested for affected Model 737-100 through -500
series airplanes). Southwest Airlines states that the effectivity of
Boeing Alert Service Bulletin 737-27A1279, dated June 20, 2006; and
Boeing Alert Service Bulletin 737-27A1280, dated May 25, 2006; indicate
that 737 next generation airplanes with line numbers 1948 or higher
have an enhanced rudder control system with the improved rods already
installed. Southwest Airlines also states that it is a hardship to
require AD reporting on airplanes that have been modified in
production.
We do not agree with Southwest Airlines to exclude airplanes on
which an enhanced rudder control system with new input control rods has
been installed in production from the applicability of this AD.
Paragraph (j) of this AD states, ``As of the effective date of this AD,
no person may install an input control rod, P/N 251A3495-1, on any
airplane.'' All Model 737 airplanes, including those in production now
and in the future, are subject to this requirement. Therefore, we have
determined that the applicability of the AD is correct as proposed.
Request To Exclude Certain Airplanes From Paragraph (g) of the NPRM
Southwest Airlines requests that paragraph (g) be revised to
exclude airplanes for which maintenance records can conclusively show
that the suspect rods have not been installed. Southwest Airlines
states that some airplanes have had control rods replaced or modified
with the latest kits.
We partially agree. We agree with Southwest Airlines that no
further work is required by paragraph (g) for airplanes on which the
input control rods have been replaced in accordance with paragraph
(g)(4) of this AD. We also find that no further work is required by
paragraph (h) for airplanes on which the input control rods have been
installed in accordance with paragraph (h) of this AD. We have
determined that those actions adequately address the identified unsafe
condition of this AD related to the input
[[Page 4628]]
control rods. However, we do not agree to revise this AD. Operators are
given credit for work previously done by the means of the phrase in the
``Compliance'' section of the AD that states, ``* * * unless the
actions have already been done.'' Therefore, in the case of this AD, if
the actions required by paragraph (g)(4) or (h) of this AD (i.e.,
replacement of input control rods or installation of a new rudder
control system) have been done in accordance with the service
information identified in Table 4 or 5 of this AD, respectively, before
the effective date of this AD, this AD does not require those actions
to be repeated.
Request To Delete Reference to Certain Group Configurations
AirTran Airways supports the proposed actions described in the
NPRM, but points out a discrepancy between the NPRM and a referenced
service bulletin. AirTran Airways notes that paragraph (g)(1)(iii) of
the NPRM is applicable to airplanes identified as Group 1,
Configuration 1, and Group 2, Configurations 1 and 2, in Boeing Alert
Service Bulletin 737-27A1280, dated May 25, 2006. AirTran Airways
states that the service bulletin does not contain any configurations
for Group 2.
From this comment, we infer that AirTran Airways is requesting that
we delete the reference to Configurations 1 and 2 for Group 2 specified
in paragraphs (g)(1)(iv), (g)(2)(i), and (g)(2)(ii) of this AD
(paragraph (g)(1)(iii) in the NPRM). We agree and have revised this AD
accordingly.
Request To Delete Concurrent Requirements
Southwest Airlines states that it is impossible to install the
enhanced rudder system without doing the concurrent requirements in
paragraph (i) of the NPRM. Southwest Airlines notes that each of the
service bulletins identified in Table 5 of the NPRM, except ``[Boeing]
[S]ervice [B]ulletin 737-55-1042,'' is listed in the initial release of
the primary service bulletins identified in Table 4 of the NPRM.
Southwest Airlines believes it is impossible to trim the spar as
illustrated in the primary service bulletins unless the trim was
previously accomplished per ``[Boeing] [S]ervice [B]ulletin 737-55-
1042.'' Southwest Airlines also believes that the NPRM validates this
by not requiring rework other than for the discrepant control rods.
From this comment, we infer that Southwest Airlines is requesting
that the concurrent requirements specified in paragraph (i) of the NPRM
be deleted. Since Boeing Service Bulletin 737-55-1042 describes
procedures unrelated to the subject of this AD, we also infer that
Southwest Airlines meant to refer to Boeing Service Bulletin 737-55-
1052, Revision 1, dated August 5, 2004 (referred to in paragraph
(i)(2)(iv) of this AD as a concurrent requirement). We do not agree
with Southwest Airlines to delete the concurrent requirements of this
AD. Our current policy specifies that service information must be
``published'' (i.e., incorporation by reference (IBR)) if the AD
mandates a method of compliance that is contained only in the
referenced service information. As in the case of this AD, the
concurrent requirement actions specified in Table 6 of the AD are
contained only in the service information identified in that table, not
in the primary service information identified in Table 5 of this AD.
Therefore, we have made no change to this AD in this regard.
FAA's Determination and Requirements of This AD
The unsafe condition described previously is likely to exist or
develop on other airplanes of the same type design. For this reason, we
are issuing this AD to supersede AD 2002-20-07 R1. This AD supersedes
AD 2002-20-07 R1 and retains the requirements of the existing AD. This
AD also requires accomplishing the actions specified in the applicable
service information identified previously, except as discussed under
``Differences Between the AD and Certain Service Information.'' For
certain airplanes, this AD also requires suspending a certain Master
Minimum Equipment List item, until all improperly heat-treated input
control rods are replaced.
Differences Between the AD and Certain Service Information
For certain Model 737-600, -700, -700C, -800, and -900 series
airplanes on which the suspect input control rod of the standby rudder
PCU was installed during production, the compliance times for the
following actions required by this AD are different (i.e., shorter
intervals) than those specified in Boeing Alert Service Bulletin 737-
27A1279, dated June 20, 2006; and Boeing Alert Service Bulletin 737-
27A1280, dated May 25, 2006:
For the operational tests of the standby hydraulic
actuation system: This AD specifies an initial compliance time of
within 110 flight hours or 7 days after the effective date of this AD,
whichever occurs later, and repetitive intervals of 110 flight hours or
7 days, whichever occurs later, whereas Boeing Alert Service Bulletin
737-27A1280 specifies an initial compliance time of within 60 days and
repetitive intervals of 500 flight hours.
For the replacement of the input control rod of the
standby rudder PCU: This AD specifies a compliance time of within 90
days after the effective date of this AD whereas Boeing Alert Service
Bulletin 737-27A1279 specifies a compliance time of 24 months.
As discussed previously in the ``Discussion'' section of this AD,
the proposed compliance times for these actions may not detect and
correct failure of the input control rod of the standby rudder PCU in a
timely manner. While we do not yet have data on the growth rate of
these cracks, we believe the revised compliance times described
previously are adequate to ensure safety without imposing undue burdens
on air commerce. In developing appropriate compliance times for these
actions in this AD, we considered the safety implications, parts
availability, and normal maintenance schedules for the timely
accomplishment of the operational tests and replacements. In
consideration of these items, as well as the reported failures of the
input control rods in service, we have determined that the compliance
times in this AD will ensure an acceptable level of safety and allow
the actions to be done during scheduled maintenance intervals for most
affected operators.
Changes to NPRM
As a result of the differences between the AD and certain service
information described previously, we have revised the applicable
compliance times in this AD and changed certain paragraph identifiers
and tables and added others.
In certain places in the NPRM, we referred to the incorrect year of
the issuance date of Boeing Alert Service Bulletin 737-27A1280. The
correct issuance date is May 25, 2006, not May 25, 2005. We have
corrected this error in this AD.
FAA's Determination of the Effective Date
Regarding the reduced compliance times described previously, an
unsafe condition exists that requires the immediate adoption of this
AD; therefore, providing notice and opportunity for public comment
before the AD is issued is impracticable, and good cause exists to make
this AD effective in less than 30 days.
Comments Invited
Regarding the reduced compliance times described previously, this
AD is a final rule that involves requirements that affect flight safety
and was not
[[Page 4629]]
preceded by notice and an opportunity for public comment; however, we
invite you to submit any relevant written data, views, or arguments
regarding this AD. Send your comments to an address listed in the
ADDRESSES section. Include ``Docket No. FAA-2006-26323; Directorate
Identifier 2006-NM-150-AD'' at the beginning of your comments. We
specifically invite comments on the overall regulatory, economic,
environmental, and energy aspects of the AD that might suggest a need
to modify it.
We will post all comments we receive, without change, to https://
lldms.dot.gov, including any personal information you provide. We will
also post a report summarizing each substantive verbal contact with FAA
personnel concerning this AD. Using the search function of 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 you 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.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
subtitle VII, part A, subpart III, section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government.
For the reasons discussed above, I certify that the regulation:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979); and
3. Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this AD 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 part 39 of the Federal Aviation Regulations (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
removing amendment 39-12940 (67 FR 67518, November 6, 2002) and adding
the following new airworthiness directive (AD):
2007-03-07 Boeing: Amendment 39-14918. Docket No. FAA-2006-26323;
Directorate Identifier 2006-NM-150-AD.
Effective Date
(a) This AD becomes effective February 16, 2007.
Affected ADs
(b) This AD affects the ADs specified in paragraphs (b)(1),
(b)(2), and (b)(3) of this AD.
(1) This AD supersedes AD 2002-20-07 R1.
(2) For airplanes on which the actions required by paragraph (f)
of this AD have been done before the effective date of this AD:
Doing the actions in paragraph (f) of this AD ends the requirements
of the ADs listed in Table 1 of this AD.
(3) For airplanes on which the actions required by paragraph (f)
of this AD have not been done before the effective date of this AD:
Doing the actions in paragraph (h) of this AD ends the requirements
of the ADs listed in Table 1 of this AD.
Table 1.--Other ADs
------------------------------------------------------------------------
AD-- Amendment--
------------------------------------------------------------------------
97-09-15 R1............................................. 39-10912
97-14-04................................................ 39-10061
99-11-05................................................ 39-11175
2000-22-02 R1........................................... 39-11948
------------------------------------------------------------------------
Applicability
(c) This AD applies to all Boeing Model 737-100, -200, -200C, -
300, -400, -500, -600, -700, -700C, -800 and -900 series airplanes,
certificated in any category.
Unsafe Condition
(d) This AD results from a report of a fractured rod end of an
input control rod of the main rudder power control unit (PCU) and a
subsequent report of a fractured rod end of the input control rod of
the standby rudder PCU. We are issuing this AD to prevent failure of
one of the two input control rods of the main rudder PCU, which,
under certain conditions, could result in reduced controllability of
the airplane; and to prevent failure of any combination of two input
control rods of the main rudder PCU and/or standby rudder PCU, which
could cause an uncommanded rudder hardover event and result in 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.
Requirements of AD 2002-20-07 R1
Installation
(f) Except as provided by paragraphs (h) and (i) of this AD:
Within 6 years after November 12, 2002 (the effective date of AD
2002-20-07), do the actions required by paragraphs (f)(1) and (f)(2)
of this AD, in accordance with a method approved by the Manager,
Seattle Aircraft Certification Office (ACO), FAA.
(1) Install a new rudder control system that includes new
components such as an aft torque tube, hydraulic actuators, and
associated input control rods, and additional wiring throughout the
airplane to support failure annunciation of the rudder control
system in the flight deck. The system also must incorporate two
separate inputs, each with an override mechanism, to two separate
servo valves on the main rudder PCU; and an input to the standby PCU
that also will include an override mechanism.
[[Page 4630]]
(2) Make applicable changes to the adjacent systems to
accommodate the new rudder control system.
New Requirements of This AD
For Certain Airplanes: Tests, Suspension of Certain Master Minimum
Equipment List Item, Replacements, Inspection, and Corrective Actions
(g) For airplanes on which the actions required by paragraph (f)
of this AD have been done before the effective date of this AD: Do
the actions in paragraphs (g)(1) through (g)(4) of this AD, as
applicable.
(1) At the applicable times listed in paragraph 1.E.,
``Compliance,'' of the applicable service bulletin specified in
Table 2 of this AD; except, where the service bulletin specifies a
compliance time from the date on the service bulletin, this AD
requires compliance within the specified compliance time after the
effective date of this AD: Do the tests specified in Table 2 of this
AD, until all applicable actions required by paragraph (g)(4) of
this AD have been done in accordance with the applicable service
bulletin specified in Table 4 of this AD. Do all applicable
corrective actions specified in Table 2 of this AD before further
flight.
Table 2.--Repetitive Tests for Certain Airplanes
------------------------------------------------------------------------
In accordance with
For model-- Do-- the accomplishment
instructions of--
------------------------------------------------------------------------
(i) 737-100, -200, and -200C The ``Rudder Main Boeing Alert Service
series airplanes identified Power Control Unit Bulletin 737-
as Group 1, Configuration Force Fight Test,'' 27A1281, dated June
1, in the service bulletin. the ``Standby 14, 2006.
Rudder Actuator
Shutoff Valve
Test,'' and any
applicable
corrective action.
(ii) 737-300, -400, and -500 The ``Rudder Main Boeing Alert Service
series airplanes identified Power Control Unit Bulletin 737-
as Group 2, Configuration Force Fight Test,'' 27A1281, dated June
1, in the service bulletin. the ``Standby 14, 2006.
Rudder Actuator
Shutoff Valve
Test,'' and any
applicable
corrective action.
(iii) 737-600, -700, -700C, - The ``Rudder Main Boeing Alert Service
800, and -900 series Power Control Unit Bulletin 737-
airplanes identified as Force Fight Monitor 27A1280, dated May
Group 1, Configuration 1, Test,'' the 25, 2006.
in the service bulletin. ``Operational Test
of the Standby
Hydraulic Actuation
System,'' and any
applicable
corrective action.
(iv) 737-600, -700, -700C, - The ``Rudder Main Boeing Alert Service
800, and -900 series Power Control Unit Bulletin 737-
airplanes identified as Force Fight Monitor 27A1280, dated May
Group 2 in the service Test,'' and any 25, 2006.
bulletin. applicable
corrective action.
------------------------------------------------------------------------
(2) At the applicable times listed in Table 3 of this AD, do the
``Operational Test of the Standby Hydraulic Actuation System,'' and
any applicable corrective action, until all applicable actions
required by paragraph (g)(4) of this AD have been done in accordance
with the applicable service bulletin specified in Table 4 of this
AD. The actions must be done in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-27A1280, dated May
25, 2006. Do all applicable corrective actions before further
flight.
Table 3.--Repetitive Operational Tests for Certain Airplanes
----------------------------------------------------------------------------------------------------------------
Do the ``Operational
On which the input Test of the Standby And repeat the test at
For model-- control rod of the Hydraulic Actuation intervals not to
standby rudder PCU-- System''-- exceed--
----------------------------------------------------------------------------------------------------------------
(i) 737-600, -700, -700C, -800, and - Has not been replaced Within 110 flight hours 110 flight hours or 7
900 series airplanes identified as as required by or 7 days after the days, whichever occurs
Group 2 in the service bulletin. paragraph (g)(4)(v) of effective date of this later.
this AD. AD, whichever occurs
later.
(ii) 737-600, -700, -700C, -800, and - Has been replaced as Within 60 days after 500 flight hours.
900 series airplanes identified as required by paragraph the effective date of
Group 2 in the service bulletin. (g)(4)(v) of this AD. this AD.
----------------------------------------------------------------------------------------------------------------
(3) As of the effective date of this AD, do not use the Master
Minimum Equipment List Item 27-21, ``STBY RUD ON light,'' until all
applicable actions required by paragraph (g)(4) of this AD are done.
(4) At the applicable time specified in Table 4 of this AD, do
the replacement(s) and inspection, as applicable, specified in that
table. Do all applicable corrective actions specified in Table 4 of
this AD before further flight. Doing all applicable actions ends the
requirements of paragraphs (g)(1) through (g)(3) of this AD.
Table 4.--Replacement of Input Control Rods, Inspection, and Corrective Action, as Applicable
----------------------------------------------------------------------------------------------------------------
And do the
Do the following replacement(s) and
For model-- action(s)-- In accordance with-- inspection, as
applicable--
----------------------------------------------------------------------------------------------------------------
(i) 737-100, -200, and -200C series Replace both input Part 2 of the Within 24 months after
airplanes identified as Groups 1 control rods of the Accomplishment the effective date of
through 9, Configuration 3, in the main rudder PCU with Instructions of Boeing this AD.
service bulletin. new input control rods. Service Bulletin 737-
27-1252, Revision 3,
dated May 12, 2006.
[[Page 4631]]
(ii) 737-300, -400, and -500 series Replace both input Part 2 of the Within 24 months after
airplanes identified as Groups 1 control rods of the Accomplishment the effective date of
through 19, Configuration 3, in the main rudder PCU with Instructions of Boeing this AD.
service bulletin. new input control rods. Service Bulletin 737-
27-1255, Revision 3,
dated May 10, 2006.
(iii) 737-600, -700, -700C, -800, and Replace both input Part 2 of the Within 24 months after
-900 series airplanes identified as control rods of the Accomplishment the effective date of
Groups 1 through 20, Configuration main rudder PCU with Instructions of Boeing this AD.
3, in the service bulletin. new input control Service Bulletin 737-
rods, inspect the 27-1253, Revision 3,
input control rod of dated May 12, 2006.
the standby rudder PCU
to determine if part
number (P/N) 251A3495-
1 is installed, and do
any corrective action.
(iv) 737-600, -700, -700C, -800, and - Replace both input The Accomplishment Within 24 months after
900 series airplanes identified as control rods of the Instructions of Boeing the effective date of
Group 1 in the service bulletin. main rudder PCU with Alert Service Bulletin this AD.
new input control rods. 737-27A1279, dated
June 20, 2006.
(v) 737-600, -700, -700C, -800, and - Replace the input The Accomplishment Within 90 days after
900 series airplanes identified as control rod of the Instructions of Boeing the effective date of
Group 1 in the service bulletin. standby rudder PCU Alert Service Bulletin this AD.
with a new input 737-27A1279, dated
control rod. June 20, 2006.
----------------------------------------------------------------------------------------------------------------
For Certain Other Airplanes: Install New Rudder Control System Per
Service Information
(h) For airplanes on which the actions required by paragraph (f)
of this AD have not been done before the effective date of this AD:
As of the effective date of this AD, use the applicable service
bulletin specified in Table 5 of this AD to do the actions required
by paragraph (f) of this AD at the time specified in that paragraph.
Table 5.--Service Bulletins for Installation of New Rudder Control
System
------------------------------------------------------------------------
Do the actions
required by
For model-- Identified as-- paragraph (f) of
this AD in
accordance with--
------------------------------------------------------------------------
(1) 737-100, -200, and -200C Groups 1 through 9, Part 1 of the
series airplanes. Configurations 1 Accomplishment
and 2, in the Instructions of
service bulletin. Boeing Service
Bulletin 737-27-
1252, Revision 3,
dated May 12, 2006.
(2) 737-300, -400, and -500 Groups 1 through 19, Part 1 of the
series airplanes. Configurations 1 Accomplishment
and 2, in the Instructions of
service bulletin. Boeing Service
Bulletin 737-27-
1255, Revision 3,
dated May 10, 2006.
(3) 737-600, -700, -700C, - Groups 1 through 20, Part 1 of the
800, and -900 series Configurations 1 Accomplishment
airplanes. and 2, in the Instructions of
service bulletin. Boeing Service
Bulletin 737-27-
1253, Revision 3,
dated May 12, 2006.
------------------------------------------------------------------------
(i) Before or concurrently with the requirements of paragraph
(h) of this AD, do the actions specified in Table 6 of this AD.
Table 6.--Before/Concurrent Requirements
------------------------------------------------------------------------
In accordance with
Before or concurrently with Do these actions-- the accomplishment
the actions specified in-- instructions of--
------------------------------------------------------------------------
(1) Paragraph (h)(1) of this (i) Remove the Boeing Service
AD. rudder position Bulletin 737-22-
sensor of the 1042, Revision 1,
automatic flight dated April 5,
control system. 1985.
(ii) Replace the Boeing 737 Service
rudder feel and Bulletin 27-1026,
centering assembly dated January 15,
with a new all- 1971.
mechanical unit.
(iii) Install the Boeing Service
rudder pressure Bulletin 737-
reducer and yaw 27A1206, Revision
damper coupler. 3, dated December
14, 2000.
(iv) Install Boeing Service
provisional wires Bulletin 737-27-
for rudder system 1246, Revision 1,
enhancement. including Appendix
A, dated February
21, 2002.
(v) Replace the P5-3 Boeing Service
panel with a new Bulletin 737-27-
panel. 1263, Revision 1,
dated September 25,
2003.
(vi) Replace the Smiths Aerospace
input lever for the Actuation Systems
auxiliary rudder Service Bulletin
power control 1150-27-05A, dated
package with a new August 28, 2003.
input lever.
[[Page 4632]]
(2) Paragraph (h)(2) of this (i) Install Boeing Service
AD. provisional wires Bulletin 737-27-
for rudder system 1246, Revision 1,
enhancement. including Appendix
A, dated February
21, 2002.
(ii) Replace the P5- Boeing Service
3 panel with a new Bulletin 737-27-
panel. 1264, Revision 1,
dated April 3,
2003.
(iii) Install a new Boeing Service
yaw damper coupler. Bulletin 737-
27A1206, Revision
3, dated December
14, 2000.
(iv) Inspect the Boeing Service
trailing edge beam Bulletin 737-55-
on the vertical fin 1052, Revision 1,
and rework if dated August 5,
necessary. 2004.
(v) Replace the Smiths Aerospace
input lever for the Actuation Systems
auxiliary rudder Service Bulletin
power control 1150-27-05A, dated
package with a new August 28, 2003.
input lever.
(3) Paragraph (h)(3) of this (i) Install Boeing Service
AD. provisional wires Bulletin 737-27-
for rudder system 1247, Revision 1,
enhancement. dated July 25,
2002.
(ii) Replace the P5- Boeing Service
3 panel with a new Bulletin 737-27-
panel. 1262, dated
December 19, 2002.
(iii) Relocate the Boeing Alert Service
wire bundle routing Bulletin 737-
in the vertical 27A1239, dated
stabilizer. January 11, 2001.
------------------------------------------------------------------------
Parts Installation
(j) As of the effective date of this AD, no person may install
an input control rod, P/N 251A3495-1, on any airplane.
Alternative Methods of Compliance (AMOCs)
(k)(1) The Manager, Seattle ACO, FAA, has the authority to
approve AMOCs for this AD, if requested in accordance with the
procedures found in 14 CFR 39.19.
(2) Before using any AMOC approved in accordance with Sec.
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) Except as provided by paragraph (j) of this AD: AMOCs
approved previously in accordance with AD 2002-20-07 R1 are approved
as AMOCs for the corresponding provisions of paragraphs (f) and (h)
of this AD.
Material Incorporated by Reference
(l) You must use the applicable service bulletin specified in
Table 7 of this AD to perform the actions that are required by this
AD, unless the AD specifies otherwise. Boeing Service Bulletin 737-
22-1042, Revision 1, dated April 5, 1985, contains the following
effective pages:
------------------------------------------------------------------------
Revision level
Page Nos. shown on page Date shown on page
------------------------------------------------------------------------
1-7, 9........................ 1................ April 5, 1985.
8............................. Original......... July 1, 1983.
------------------------------------------------------------------------
The Director of the Federal Register approved the incorporation by
reference of these documents 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 FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the
National Archives and Records Administration (NARA). For information
on the availability of this material at NARA, call 202-741-6030, or
go to: https://www.archives.gov/federal-register/cfr/ibr-
locations.html.
Table 7.--Material Incorporated by Reference
----------------------------------------------------------------------------------------------------------------
Boeing Service Bulletin Revision level Date
----------------------------------------------------------------------------------------------------------------
Boeing Alert Service Bulletin 737-27A1239 Original..................... January 11, 2001.
Boeing Alert Service Bulletin 737- Original..................... June 20, 2006.
27A1279.
Boeing Alert Service Bulletin 737- Original..................... May 25, 2006.
27A1280.
Boeing Alert Service Bulletin 737- Original..................... June 14, 2006.
27A1281.
Boeing Alert Service Bulletin 737-22- 1............................ April 5, 1985.
1042.
Boeing Alert Service Bulletin 737- 3............................ December 14, 2000.
27A1206.
Boeing Alert Service Bulletin 737-27- 1............................ February 21, 2002.
1246, including Appendix A.
Boeing Alert Service Bulletin 737-27- 1............................ July 25, 2002.
1247.
Boeing Alert Service Bulletin 737-27- 3............................ May 12, 2006.
1252.
Boeing Alert Service Bulletin 737-27- 3............................ May 12, 2006.
1253.
Boeing Alert Service Bulletin 737-27- 3............................ May 10, 2006.
1255.
Boeing Alert Service Bulletin 737-27- Original..................... December 19, 2002.
1262.
Boeing Alert Service Bulletin 737-27- 1............................ September 25, 2003.
1263.
Boeing Alert Service Bulletin 737-27- 1............................ April 3, 2003.
1264.
Boeing Alert Service Bulletin 737-55- 1............................ August 5, 2004.
1052.
Boeing 737 Alert Service Bulletin 27- Original..................... January 15, 1971.
1026.
Smiths Aerospace Actuation Systems Original..................... August 28, 2003.
Service Bulletin 1150-27-05A.
----------------------------------------------------------------------------------------------------------------
[[Page 4633]]
Issued in Renton, Washington, on January 25, 2007.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E7-1496 Filed 1-31-07; 8:45 am]
BILLING CODE 4910-13-P
