Airworthiness Directives; Boeing Model 777 Airplanes, 50896-50899 [E8-20087]
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50896
Federal Register / Vol. 73, No. 169 / Friday, August 29, 2008 / Proposed Rules
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.
You can find our regulatory
evaluation and the estimated costs of
compliance in the AD Docket.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new AD:
McDonnell Douglas: Docket No. FAA–2008–
0934; Directorate Identifier 2008–NM–
113–AD.
Accomplishment Instructions of Boeing
Service Bulletin DC9–28–212 or MD90–28–
010, both dated February 22, 2008, as
applicable.
Prior or Concurrent Action
(g) Prior to or concurrently with
accomplishing the modification required by
paragraph (f) of this AD: Do the modification
specified in Argo-Tech Service Bulletin
398000–28–2, dated November 8, 2007.
Alternative Methods of Compliance
(AMOCs)
(h)(1) The Manager, Los Angeles Aircraft
Certification Office (ACO), FAA, ATTN: Serj
Harutunian, Aerospace Engineer, Propulsion
Branch, ANM–140L, FAA, Los Angeles
Aircraft Certification Office, 3960 Paramount
Boulevard, Lakewood, California 90712–
4137; telephone (562) 627–5254; fax (562)
627–5210; has the authority to approve
AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19.
(2) To request a different method of
compliance or a different compliance time
for this AD, follow the procedures in 14 CFR
39.19. Before using any approved AMOC on
any airplane to which the AMOC applies,
notify your appropriate principal inspector
(PI) in the FAA Flight Standards District
Office (FSDO), or lacking a PI, your local
FSDO.
Comments Due Date
(a) We must receive comments by October
14, 2008.
Affected ADs
(b) None.
Issued in Renton, Washington, on August
21, 2008.
Kevin Hull,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E8–20082 Filed 8–28–08; 8:45 am]
BILLING CODE 4910–13–P
Applicability
(c) This AD applies to McDonnell Douglas
Model DC–9–31, DC–9–32, DC–9–32 (VC–
9C), DC–9–32F, DC–9–32F (C–9A, C–9B),
DC–9–33F, DC–9–34, DC–9–34F, DC–9–41,
DC–9–51, DC–9–81 (MD–81), DC–9–82 (MD–
82), DC–9–83 (MD–83), and DC–9–87 (MD–
87), MD–88, and MD–90–30 airplanes;
certificated in any category; as identified in
Boeing Service Bulletins DC9–28–212 and
MD90–28–010, both dated February 22, 2008.
pwalker on PROD1PC71 with PROPOSALS
Unsafe Condition
(d) This AD results from fuel system
reviews conducted by the manufacturer. We
are issuing this AD to prevent possible
sources of ignition in a fuel tank caused by
electrical fault or uncommanded dry
operation of the fuel boost pumps. An
ignition source in the fuel tank could result
in a fire or an explosion and consequent loss
of the airplane.
Compliance
(e) Comply with this AD within the
compliance times specified, unless already
done.
Modification
(f) Within 60 months after the effective
date of this AD: Modify the fuel boost pumps
for the center wing, and forward or aft
auxiliary fuel tanks, as applicable, by doing
all the applicable actions specified in the
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DEPARTMENT OF TRANSPORTATION
compliance times of the existing AD.
This proposed AD results from a report
of extensive corrosion of a ballscrew in
the drive mechanism of the horizontal
stabilizer on a Boeing Model 757
airplane, which is similar in design to
the ballscrew on Model 777 airplanes.
We are proposing this AD to prevent an
undetected failure of the primary load
path for the ballscrew in the drive
mechanism of the horizontal stabilizer
and subsequent wear and failure of the
secondary load path, which could lead
to loss of control of the horizontal
stabilizer and consequent loss of control
of the airplane.
DATES: We must receive comments on
this proposed AD by October 14, 2008.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590, between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays.
For service information identified in
this AD, contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207.
Federal Aviation Administration
Examining the AD Docket
14 CFR Part 39
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Management Facility between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Office
(telephone 800–647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT:
Kelly McGuckin, Aerospace Engineer,
Systems and Equipment Branch, ANM–
130S, FAA, Seattle Aircraft Certification
Office, 1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 917–6490; fax (425) 917–6590.
SUPPLEMENTARY INFORMATION:
[Docket No. FAA–2008–0933; Directorate
Identifier 2007–NM–261–AD]
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 777 Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
SUMMARY: The FAA proposes to
supersede an existing airworthiness
directive (AD) that applies to all Boeing
Model 777 airplanes. The existing AD
requires, for the drive mechanism of the
horizontal stabilizer, repetitive detailed
inspections for discrepancies, repetitive
lubrication of the ballnut and ballscrew,
repetitive measurements of the freeplay
between the ballnut and the ballscrew,
and corrective action if necessary. This
proposed AD would revise the
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Comments Invited
We invite you to send any written
relevant data, views, or arguments about
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Federal Register / Vol. 73, No. 169 / Friday, August 29, 2008 / Proposed Rules
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
2008–0933; Directorate Identifier 2007–
NM–261–AD’’ at the beginning of your
comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD because of those
comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
pwalker on PROD1PC71 with PROPOSALS
Discussion
On August 14, 2007, we issued AD
2007–17–12, amendment 39–15170 (72
FR 49158, August 28, 2007), for all
Boeing Model 777 airplanes. That AD
requires, for the drive mechanism of the
horizontal stabilizer, repetitive detailed
inspections for discrepancies, repetitive
lubrication of the ballnut and ballscrew,
repetitive measurements of the freeplay
between the ballnut and the ballscrew,
and corrective action if necessary. That
AD resulted from a report of extensive
corrosion of a ballscrew in the drive
mechanism of the horizontal stabilizer
on a Boeing Model 757 airplane, which
is similar in design to the ballscrew on
Model 777 airplanes. We issued that AD
to prevent an undetected failure of the
primary load path for the ballscrew in
the drive mechanism of the horizontal
stabilizer and subsequent wear and
failure of the secondary load path,
which could lead to loss of control of
the horizontal stabilizer and consequent
loss of control of the airplane.
Actions Since Existing AD Was Issued
Since we issued AD 2007–17–12,
Boeing submitted a letter asking that we
clarify the compliance times specified
in that AD. In this letter Boeing states
that the wording in the existing AD has
resulted in some confusion and may not
adequately account for airplanes that
have replacement actuators that are new
or have been overhauled. Boeing
proposes that the AD use the following
three different categories for the
horizontal stabilizer trim actuator
(HSTA):
• HSTA not replaced;
• HSTA replaced with a new or
overhauled HSTA; and
• HSTA replaced with a HSTA that
was not new or overhauled.
Boeing further states that the existing
AD does not account for airplanes
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16:27 Aug 28, 2008
Jkt 214001
receiving a certificate of airworthiness
after the effective date of the AD. Boeing
suggests that the following changes be
made to the existing AD to address the
three different categories and revise the
compliance times.
Boeing proposes that we make
changes to paragraph (g) of AD 2007–
17–12 to include subparagraphs (g)(1),
(g)(2), and (g)(3) as follows:
(g) For airplanes that have received a
certificate of airworthiness prior to the
effective date of this AD: Within 180 days or
3,500 [flight hours] after the effective date of
this AD, whichever occurs first, perform a
maintenance records check or inspect to
determine the status of the horizontal
stabilizer trim actuator as follows:
(1) Original horizontal stabilizer trim
actuator still installed;
(2) Original horizontal stabilizer trim
actuator replaced with a new or overhauled
horizontal stabilizer trim actuator;
(3) Original horizontal stabilizer trim
actuator replaced with a serviceable
horizontal stabilizer trim actuator that was
not new or overhauled, and has not received
a detailed inspection and freeplay
measurement since the replacement
conducted per the Service Bulletin identified
in paragraph (f) of this AD.
Boeing further suggests that we
change paragraphs (h)(1), (h)(2), (i)(1),
(i)(2), (j)(1), and (j)(2) of AD 2007–17–
12, as follows:
(1) For airplanes identified in subparagraph (g)(1) of this AD and those
receiving a certificate of airworthiness on or
after the effective date of this AD: Before the
accumulation of 15,000 total flight hours or
within 18 months after the effective date of
this AD, whichever occurs later.
(2) For airplanes identified in subparagraph (g)(2) of this AD: Before the
accumulation of 15,000 flight hours since
replacement of the horizontal stabilizer trim
actuator, or within 18 months after the
effective date of this AD, whichever occurs
later.
Boeing further suggests that we add a
new subparagraph (3) to paragraphs (h),
(i), and (j) of AD 2007–17–12, as shown:
(3) For airplanes identified in subparagraph (g)(3) of this AD: Before the
accumulation of 3,500 flight hours or within
12 months after the effective date of this AD,
whichever occurs later.
We agree with Boeing that the
compliance times need to be clarified.
Therefore, we are proposing this AD,
which would supersede AD 2007–17–
12, and retain the actions specified in
the existing AD but with revisions to
paragraphs (g), (h), (i), and (j) to reflect
Boeing’s suggestions and to clarify the
compliance times. This proposed AD
also contains new paragraphs (h)(4),
(i)(4), and (j)(4) to address airplanes that
received an original airworthiness
certificate or original export certificate
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50897
of airworthiness on or after the effective
date of this AD.
We have also determined that an
additional category is needed to account
for airplanes on which the HSTA has
been replaced with an actuator that is
not new or not overhauled but that has
received a detailed inspection and
freeplay measurement as described in
paragraphs (h) and (i) of this proposed
AD since that replacement. Accordingly,
we have added paragraph (g)(4) to this
proposed AD.
We have also clarified the wording in
paragraph (l) of this proposed AD to
specify that the credit is for replacement
of the HSTA.
FAA’s Determination and Requirements
of the Proposed AD
We have evaluated all pertinent
information and identified an unsafe
condition that is likely to develop on
other airplanes of the same type design.
For this reason, we are proposing this
AD, which would supersede AD 2007–
17–12, to retain the actions specified in
the existing AD but with new initial
inspection compliance times.
Costs of Compliance
There are about 596 airplanes of the
affected design in the worldwide fleet.
This proposed AD would affect about
203 airplanes of U.S. registry. The new
requirements of this proposed AD add
no additional economic burden. The
current costs of the existing AD are
repeated for the convenience of affected
operators, as follows.
The maintenance records check
would take about 1 work hour per
airplane, at an average labor rate of $80
per work hour. Based on these figures,
the estimated cost of the maintenance
records check for U.S. operators is
$16,240, or $80 per airplane.
The proposed detailed inspection
would take about 1 work hour per
airplane, at an average labor rate of $80
per work hour. Based on these figures,
the estimated cost of the inspection for
U.S. operators is $16,240, or $80 per
airplane, per inspection cycle.
The proposed freeplay measurement
would take about 5 work hours per
airplane, at an average labor rate of $80
per work hour. Based on these figures,
the estimated cost of the freeplay
measurement for U.S. operators is
$81,200, or $400 per airplane, per
measurement cycle.
The proposed required lubrication
would take about 1 work hour per
airplane, at an average labor rate of $80
per work hour. Based on these figures,
the estimated cost of the lubrication for
U.S. operators is $16,240, or $80 per
airplane, per lubrication cycle.
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Federal Register / Vol. 73, No. 169 / Friday, August 29, 2008 / Proposed Rules
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
Section 106, describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701,
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
Regulatory Findings
We have determined that this
proposed AD would not have federalism
implications under Executive Order
13132. This proposed AD would not
have a substantial direct effect on the
States, on the relationship between the
national Government and the States, or
on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that the proposed regulation:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
2. Is not a ‘‘significant rule’’ under the
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979); and
3. Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this proposed AD and placed it in the
AD docket. See the ADDRESSES section
for a location to examine the regulatory
evaluation.
pwalker on PROD1PC71 with PROPOSALS
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
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Jkt 214001
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by removing amendment 39–15170 (72
FR 49158, August 28, 2007) and adding
the following new airworthiness
directive (AD):
Boeing: Docket No. FAA–2008–0933;
Directorate Identifier 2007–NM–261–AD.
Comments Due Date
(a) The FAA must receive comments on
this AD action by October 14, 2008.
Affected ADs
(b) This AD supersedes AD 2007–17–12.
Applicability
(c) This AD applies to all Boeing Model
777 airplanes, certificated in any category.
Unsafe Condition
(d) This AD results from a report of
extensive corrosion of a ballscrew in the
drive mechanism of the horizontal stabilizer
on a Boeing Model 757 airplane, which is
similar in design to the ballscrew on Model
777 airplanes. We are issuing this AD to
prevent an undetected failure of the primary
load path for the ballscrew in the drive
mechanism of the horizontal stabilizer and
subsequent wear and failure of the secondary
load path, which could lead to loss of control
of the horizontal stabilizer and consequent
loss of control of the airplane.
Compliance
(e) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
Restatement of Requirements of AD 2007–
17–12 With Revised Compliance Times
Service Bulletin Reference
(f) The term ‘‘service bulletin,’’ as used in
this AD, means Boeing Alert Service Bulletin
777–27A0059, Revision 1, dated August 18,
2005.
Note 1: The service bulletin refers to the
Boeing 777 Aircraft Maintenance Manual
(AMM), Subjects 12–21–05, 27–41–13, and
29–11–00, as additional sources of service
information for accomplishing the actions
required by this AD.
Maintenance Records Check
(g) For airplanes that have received an
original airworthiness certificate or original
export certificate of airworthiness prior to the
effective date of this AD: Within 180 days or
3,500 flight hours after the effective date of
this AD, whichever occurs first, perform a
maintenance records check or inspect to
determine the status of the horizontal
stabilizer trim actuator (HSTA) as specified
in paragraph (g)(1), (g)(2), (g)(3), or (g)(4) of
this AD, as applicable:
(1) The original HSTA has been neither
replaced nor overhauled;
(2) The original HSTA has been replaced
with a new or overhauled HSTA;
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(3) The original HSTA has been replaced
with a serviceable HSTA that was not new
or not overhauled, and which has not
received a detailed inspection and freeplay
measurement as described in paragraphs (h)
and (i) of this AD since that replacement; or
(4) The original HSTA has been replaced
with a serviceable HSTA that was not new
or not overhauled, and which has received a
detailed inspection and freeplay
measurement as described in paragraphs (h)
and (i) of this AD since that replacement.
Detailed Inspection
(h) Within the compliance time specified
in paragraph (h)(1), (h)(2), (h)(3), or (h)(4) of
this AD, as applicable: Perform a detailed
inspection for discrepancies of the horizontal
stabilizer trim actuator ballnut and ballscrew
in accordance with Part 1 of the
Accomplishment Instructions of the service
bulletin. Repeat the detailed inspection
thereafter at intervals not to exceed 3,500
flight hours or 12 months, whichever occurs
first. If any discrepancy is found during any
inspection required by this AD, before further
flight, replace the actuator with a new or
serviceable actuator, in accordance with the
Accomplishment Instructions of the service
bulletin.
(1) For airplanes identified in paragraph
(g)(1) of this AD: Before the accumulation of
15,000 total flight hours, or within 18 months
after the effective date of this AD, whichever
occurs later.
(2) For airplanes identified in paragraph
(g)(2) or (g)(4) of this AD: Before the
accumulation of 15,000 flight hours since the
replacement of the HSTA, or within 18
months after the effective date of this AD,
whichever occurs later.
(3) For airplanes identified in paragraph
(g)(3) of this AD: Before the accumulation of
3,500 flight hours since the replacement of
the HSTA, or within 12 months after the
effective date of this AD, whichever occurs
later.
(4) For airplanes that have received an
original airworthiness certificate or original
export certificate of airworthiness on or after
the effective date of this AD: Before the
accumulation of 15,000 total flight hours, or
within 18 months after the issuance of the
original airworthiness certificate or original
export certificate of airworthiness, whichever
occurs later.
Freeplay Measurement (Inspection)
(i) Within the compliance times specified
in paragraphs (i)(1), (i)(2), (i)(3), and (i)(4) of
this AD, as applicable: Perform a freeplay
measurement of the ballnut and ballscrew in
accordance with Part 2 of the
Accomplishment Instructions of the service
bulletin. Repeat the freeplay measurement
thereafter at intervals not to exceed 18,000
flight hours or 60 months, whichever occurs
first. If the freeplay is found to exceed the
limits specified in the service bulletin during
any measurement required by this AD, before
further flight, replace the actuator with a new
or serviceable actuator in accordance with
the Accomplishment Instructions of the
service bulletin.
(1) For airplanes identified in paragraph
(g)(1) of this AD: Before the accumulation of
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Federal Register / Vol. 73, No. 169 / Friday, August 29, 2008 / Proposed Rules
replacement program that includes removal
of the HSTA from the airplane and overhaul
of the stabilizer ballscrew in accordance with
original equipment manufacturer component
maintenance manual instructions—meets the
intent of one detailed inspection, one
freeplay inspection, and one lubrication of
the HSTA. Therefore, any such HSTA is
considered acceptable for compliance with
the initial accomplishment of the actions
specified in paragraphs (h), (i), and (j) of this
AD, and repetitions of those actions may be
determined from the performance date of that
overhaul.
Lubrication
(j) Within the compliance times specified
in paragraphs (j)(1), (j)(2), (j)(3), and (j)(4) of
this AD, as applicable: Lubricate the ballnut
and ballscrew in accordance with Part 3 of
the Accomplishment Instructions of the
service bulletin. Repeat the lubrication
thereafter at intervals not to exceed 2,000
flight hours or 12 months, whichever occurs
first.
(1) For airplanes identified in paragraph
(g)(1) of this AD: Before the accumulation of
15,000 total flight hours, or within 18 months
after the effective date of this AD, whichever
occurs later.
(2) For airplanes identified in paragraph
(g)(2) or (g)(4) of this AD: Before the
accumulation of 15,000 flight hours since the
replacement of the HSTA, or within 18
months after the effective date of this AD,
whichever occurs later.
(3) For airplanes identified in paragraph
(g)(3) of this AD: Before the accumulation of
3,500 flight hours since the replacement of
the HSTA, or within 12 months after the
effective date of this AD, whichever occurs
later.
(4) For airplanes that have received an
original airworthiness certificate or original
export certificate of airworthiness on or after
the effective date of this AD: Before the
accumulation of 15,000 total flight hours, or
within 18 months after the issuance of the
original airworthiness certificate or original
export certificate of airworthiness, whichever
occurs later.
pwalker on PROD1PC71 with PROPOSALS
15,000 total flight hours, or within 18 months
after the effective date of this AD, whichever
occurs later.
(2) For airplanes identified in paragraph
(g)(2) or (g)(4) of this AD: Before the
accumulation of 15,000 flight hours since the
replacement of the HSTA, or within 18
months after the effective date of this AD,
whichever occurs later.
(3) For airplanes identified in paragraph
(g)(3) of this AD: Before the accumulation of
3,500 flight hours since the replacement of
the HSTA, or within 12 months after the
effective date of this AD, whichever occurs
later.
(4) For airplanes that have received an
original airworthiness certificate or original
export certificate of airworthiness on or after
the effective date of this AD: Before the
accumulation of 15,000 total flight hours, or
within 18 months after the issuance of the
original airworthiness certificate or original
export certificate of airworthiness, whichever
occurs later.
Alternative Methods of Compliance
(AMOCs)
(n)(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, ATTN:
Kelly McGuckin, Aerospace Engineer,
Systems and Equipment Branch, ANM–130S,
FAA, Seattle ACO, 1601 Lind Avenue SW.,
Renton, Washington 98057–3356; telephone
(425) 917–6490; fax (425) 917–6590; has the
authority to approve AMOCs for this AD, if
requested using the procedures found in 14
CFR 39.19.
(2) To request a different method of
compliance or a different compliance time
for this AD, follow the procedures in 14 CFR
39.19. Before using any approved AMOC on
any airplane to which the AMOC applies,
notify your appropriate principal inspector
(PI) in the FAA Flight Standards District
Office (FSDO), or lacking a PI, your local
FSDO.
Credit for Using Original Issue of Service
Bulletin
(k) Actions performed prior to the effective
date of this AD, in accordance with Boeing
Alert Service Bulletin 777–27A0059, dated
September 18, 2003, are considered
acceptable for compliance with the
corresponding actions specified in
paragraphs (h), (i), and (j) of this AD.
[Docket No. FAA–2007–29255; Directorate
Identifier 2007–NM–085–AD]
Credit for Hard-Time Replacement of HSTA
(l) Any HSTA overhauled within the
compliance times specified in paragraphs (h),
(i), and (j) of this AD or before the effective
date of this AD—as part of a ‘‘hard-time’’
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Parts Installation
(m) As of the effective date of this AD, no
person may install, on any airplane, a
horizontal stabilizer trim actuator that is not
new or overhauled, unless a detailed
inspection, freeplay measurement, and
lubrication of that actuator are performed in
accordance with paragraphs (h), (i), and (j) of
this AD, as applicable.
Issued in Renton, Washington, on August
21, 2008.
Kevin Hull,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E8–20087 Filed 8–28–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
RIN 2120–AA64
Airworthiness Directives; Boeing
Model 737–100, –200, –200C, –300,
–400, and –500 Series Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Supplemental notice of
proposed rulemaking (NPRM);
reopening of comment period.
AGENCY:
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50899
SUMMARY: We are revising an earlier
proposed airworthiness directive (AD)
for certain Boeing Model 737–100, –200,
–200C, –300, –400, and –500 series
airplanes. The original NPRM would
have required doing repetitive internal
eddy current and detailed inspections to
detect cracked stringer tie clips;
measuring the fastener spacing and the
edge margin if applicable, and doing
applicable corrective and related
investigative actions. As a temporary
alternative to doing the actions
described previously, the original
NPRM would have required repetitive
inspections of the skin and lap joints for
cracks and evidence of overload
resulting from cracked stringer tie clips,
and applicable corrective actions if
necessary. The original NPRM resulted
from a report of several cracked stringer
tie clips. This action revises the original
NPRM by including repetitive external
eddy current sliding probe inspections
of the lap joints for cracks and evidence
of overload resulting from cracked
stringer tie clips. We are proposing this
supplemental NPRM to detect and
correct multiple adjacent cracked
stringer tie clips and damaged skin and
frames, which could lead to the skin
and frame structure developing cracks
and consequent decompression of the
airplane.
We must receive comments on
this supplemental NPRM by September
23, 2008.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590, between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays.
For service information identified in
this AD, contact Boeing Commercial
Airplanes, P.O. Box 3707, Seattle,
Washington 98124–2207.
DATES:
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Management Facility between 9
a.m. and 5 p.m., Monday through
Friday, except Federal holidays. The AD
docket contains this proposed AD, the
E:\FR\FM\29AUP1.SGM
29AUP1
]]>Agencies
[Federal Register Volume 73, Number 169 (Friday, August 29, 2008)]
[Proposed Rules]
[Pages 50896-50899]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E8-20087]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2008-0933; Directorate Identifier 2007-NM-261-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 777 Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: The FAA proposes to supersede an existing airworthiness
directive (AD) that applies to all Boeing Model 777 airplanes. The
existing AD requires, for the drive mechanism of the horizontal
stabilizer, repetitive detailed inspections for discrepancies,
repetitive lubrication of the ballnut and ballscrew, repetitive
measurements of the freeplay between the ballnut and the ballscrew, and
corrective action if necessary. This proposed AD would revise the
compliance times of the existing AD. This proposed AD results from a
report of extensive corrosion of a ballscrew in the drive mechanism of
the horizontal stabilizer on a Boeing Model 757 airplane, which is
similar in design to the ballscrew on Model 777 airplanes. We are
proposing this AD to prevent an undetected failure of the primary load
path for the ballscrew in the drive mechanism of the horizontal
stabilizer and subsequent wear and failure of the secondary load path,
which could lead to loss of control of the horizontal stabilizer and
consequent loss of control of the airplane.
DATES: We must receive comments on this proposed AD by October 14,
2008.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to https://
www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
For service information identified in this AD, contact Boeing
Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207.
Examining the AD Docket
You may examine the AD docket on the Internet at https://
www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this proposed AD, the regulatory
evaluation, any comments received, and other information. The street
address for the Docket Office (telephone 800-647-5527) is in the
ADDRESSES section. Comments will be available in the AD docket shortly
after receipt.
FOR FURTHER INFORMATION CONTACT: Kelly McGuckin, Aerospace Engineer,
Systems and Equipment Branch, ANM-130S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98057-
3356; telephone (425) 917-6490; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about
[[Page 50897]]
this proposed AD. Send your comments to an address listed under the
ADDRESSES section. Include ``Docket No. 2008-0933; Directorate
Identifier 2007-NM-261-AD'' at the beginning of your comments. We
specifically invite comments on the overall regulatory, economic,
environmental, and energy aspects of this proposed AD. We will consider
all comments received by the closing date and may amend this proposed
AD because of those comments.
We will post all comments we receive, without change, to https://
www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
On August 14, 2007, we issued AD 2007-17-12, amendment 39-15170 (72
FR 49158, August 28, 2007), for all Boeing Model 777 airplanes. That AD
requires, for the drive mechanism of the horizontal stabilizer,
repetitive detailed inspections for discrepancies, repetitive
lubrication of the ballnut and ballscrew, repetitive measurements of
the freeplay between the ballnut and the ballscrew, and corrective
action if necessary. That AD resulted from a report of extensive
corrosion of a ballscrew in the drive mechanism of the horizontal
stabilizer on a Boeing Model 757 airplane, which is similar in design
to the ballscrew on Model 777 airplanes. We issued that AD to prevent
an undetected failure of the primary load path for the ballscrew in the
drive mechanism of the horizontal stabilizer and subsequent wear and
failure of the secondary load path, which could lead to loss of control
of the horizontal stabilizer and consequent loss of control of the
airplane.
Actions Since Existing AD Was Issued
Since we issued AD 2007-17-12, Boeing submitted a letter asking
that we clarify the compliance times specified in that AD. In this
letter Boeing states that the wording in the existing AD has resulted
in some confusion and may not adequately account for airplanes that
have replacement actuators that are new or have been overhauled. Boeing
proposes that the AD use the following three different categories for
the horizontal stabilizer trim actuator (HSTA):
HSTA not replaced;
HSTA replaced with a new or overhauled HSTA; and
HSTA replaced with a HSTA that was not new or overhauled.
Boeing further states that the existing AD does not account for
airplanes receiving a certificate of airworthiness after the effective
date of the AD. Boeing suggests that the following changes be made to
the existing AD to address the three different categories and revise
the compliance times.
Boeing proposes that we make changes to paragraph (g) of AD 2007-
17-12 to include subparagraphs (g)(1), (g)(2), and (g)(3) as follows:
(g) For airplanes that have received a certificate of
airworthiness prior to the effective date of this AD: Within 180
days or 3,500 [flight hours] after the effective date of this AD,
whichever occurs first, perform a maintenance records check or
inspect to determine the status of the horizontal stabilizer trim
actuator as follows:
(1) Original horizontal stabilizer trim actuator still
installed;
(2) Original horizontal stabilizer trim actuator replaced with a
new or overhauled horizontal stabilizer trim actuator;
(3) Original horizontal stabilizer trim actuator replaced with a
serviceable horizontal stabilizer trim actuator that was not new or
overhauled, and has not received a detailed inspection and freeplay
measurement since the replacement conducted per the Service Bulletin
identified in paragraph (f) of this AD.
Boeing further suggests that we change paragraphs (h)(1), (h)(2),
(i)(1), (i)(2), (j)(1), and (j)(2) of AD 2007-17-12, as follows:
(1) For airplanes identified in sub-paragraph (g)(1) of this AD
and those receiving a certificate of airworthiness on or after the
effective date of this AD: Before the accumulation of 15,000 total
flight hours or within 18 months after the effective date of this
AD, whichever occurs later.
(2) For airplanes identified in sub-paragraph (g)(2) of this AD:
Before the accumulation of 15,000 flight hours since replacement of
the horizontal stabilizer trim actuator, or within 18 months after
the effective date of this AD, whichever occurs later.
Boeing further suggests that we add a new subparagraph (3) to
paragraphs (h), (i), and (j) of AD 2007-17-12, as shown:
(3) For airplanes identified in sub-paragraph (g)(3) of this AD:
Before the accumulation of 3,500 flight hours or within 12 months
after the effective date of this AD, whichever occurs later.
We agree with Boeing that the compliance times need to be
clarified. Therefore, we are proposing this AD, which would supersede
AD 2007-17-12, and retain the actions specified in the existing AD but
with revisions to paragraphs (g), (h), (i), and (j) to reflect Boeing's
suggestions and to clarify the compliance times. This proposed AD also
contains new paragraphs (h)(4), (i)(4), and (j)(4) to address airplanes
that received an original airworthiness certificate or original export
certificate of airworthiness on or after the effective date of this AD.
We have also determined that an additional category is needed to
account for airplanes on which the HSTA has been replaced with an
actuator that is not new or not overhauled but that has received a
detailed inspection and freeplay measurement as described in paragraphs
(h) and (i) of this proposed AD since that replacement. Accordingly, we
have added paragraph (g)(4) to this proposed AD.
We have also clarified the wording in paragraph (l) of this
proposed AD to specify that the credit is for replacement of the HSTA.
FAA's Determination and Requirements of the Proposed AD
We have evaluated all pertinent information and identified an
unsafe condition that is likely to develop on other airplanes of the
same type design. For this reason, we are proposing this AD, which
would supersede AD 2007-17-12, to retain the actions specified in the
existing AD but with new initial inspection compliance times.
Costs of Compliance
There are about 596 airplanes of the affected design in the
worldwide fleet. This proposed AD would affect about 203 airplanes of
U.S. registry. The new requirements of this proposed AD add no
additional economic burden. The current costs of the existing AD are
repeated for the convenience of affected operators, as follows.
The maintenance records check would take about 1 work hour per
airplane, at an average labor rate of $80 per work hour. Based on these
figures, the estimated cost of the maintenance records check for U.S.
operators is $16,240, or $80 per airplane.
The proposed detailed inspection would take about 1 work hour per
airplane, at an average labor rate of $80 per work hour. Based on these
figures, the estimated cost of the inspection for U.S. operators is
$16,240, or $80 per airplane, per inspection cycle.
The proposed freeplay measurement would take about 5 work hours per
airplane, at an average labor rate of $80 per work hour. Based on these
figures, the estimated cost of the freeplay measurement for U.S.
operators is $81,200, or $400 per airplane, per measurement cycle.
The proposed required lubrication would take about 1 work hour per
airplane, at an average labor rate of $80 per work hour. Based on these
figures, the estimated cost of the lubrication for U.S. operators is
$16,240, or $80 per airplane, per lubrication cycle.
[[Page 50898]]
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify that the proposed
regulation:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979); and
3. Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this proposed AD and placed it in the AD docket. See the
ADDRESSES section for a location to examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
2. The Federal Aviation Administration (FAA) amends Sec. 39.13 by
removing amendment 39-15170 (72 FR 49158, August 28, 2007) and adding
the following new airworthiness directive (AD):
Boeing: Docket No. FAA-2008-0933; Directorate Identifier 2007-NM-
261-AD.
Comments Due Date
(a) The FAA must receive comments on this AD action by October
14, 2008.
Affected ADs
(b) This AD supersedes AD 2007-17-12.
Applicability
(c) This AD applies to all Boeing Model 777 airplanes,
certificated in any category.
Unsafe Condition
(d) This AD results from a report of extensive corrosion of a
ballscrew in the drive mechanism of the horizontal stabilizer on a
Boeing Model 757 airplane, which is similar in design to the
ballscrew on Model 777 airplanes. We are issuing this AD to prevent
an undetected failure of the primary load path for the ballscrew in
the drive mechanism of the horizontal stabilizer and subsequent wear
and failure of the secondary load path, which could lead to loss of
control of the horizontal stabilizer and consequent loss of control
of the airplane.
Compliance
(e) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Restatement of Requirements of AD 2007-17-12 With Revised Compliance
Times
Service Bulletin Reference
(f) The term ``service bulletin,'' as used in this AD, means
Boeing Alert Service Bulletin 777-27A0059, Revision 1, dated August
18, 2005.
Note 1: The service bulletin refers to the Boeing 777 Aircraft
Maintenance Manual (AMM), Subjects 12-21-05, 27-41-13, and 29-11-00,
as additional sources of service information for accomplishing the
actions required by this AD.
Maintenance Records Check
(g) For airplanes that have received an original airworthiness
certificate or original export certificate of airworthiness prior to
the effective date of this AD: Within 180 days or 3,500 flight hours
after the effective date of this AD, whichever occurs first, perform
a maintenance records check or inspect to determine the status of
the horizontal stabilizer trim actuator (HSTA) as specified in
paragraph (g)(1), (g)(2), (g)(3), or (g)(4) of this AD, as
applicable:
(1) The original HSTA has been neither replaced nor overhauled;
(2) The original HSTA has been replaced with a new or overhauled
HSTA;
(3) The original HSTA has been replaced with a serviceable HSTA
that was not new or not overhauled, and which has not received a
detailed inspection and freeplay measurement as described in
paragraphs (h) and (i) of this AD since that replacement; or
(4) The original HSTA has been replaced with a serviceable HSTA
that was not new or not overhauled, and which has received a
detailed inspection and freeplay measurement as described in
paragraphs (h) and (i) of this AD since that replacement.
Detailed Inspection
(h) Within the compliance time specified in paragraph (h)(1),
(h)(2), (h)(3), or (h)(4) of this AD, as applicable: Perform a
detailed inspection for discrepancies of the horizontal stabilizer
trim actuator ballnut and ballscrew in accordance with Part 1 of the
Accomplishment Instructions of the service bulletin. Repeat the
detailed inspection thereafter at intervals not to exceed 3,500
flight hours or 12 months, whichever occurs first. If any
discrepancy is found during any inspection required by this AD,
before further flight, replace the actuator with a new or
serviceable actuator, in accordance with the Accomplishment
Instructions of the service bulletin.
(1) For airplanes identified in paragraph (g)(1) of this AD:
Before the accumulation of 15,000 total flight hours, or within 18
months after the effective date of this AD, whichever occurs later.
(2) For airplanes identified in paragraph (g)(2) or (g)(4) of
this AD: Before the accumulation of 15,000 flight hours since the
replacement of the HSTA, or within 18 months after the effective
date of this AD, whichever occurs later.
(3) For airplanes identified in paragraph (g)(3) of this AD:
Before the accumulation of 3,500 flight hours since the replacement
of the HSTA, or within 12 months after the effective date of this
AD, whichever occurs later.
(4) For airplanes that have received an original airworthiness
certificate or original export certificate of airworthiness on or
after the effective date of this AD: Before the accumulation of
15,000 total flight hours, or within 18 months after the issuance of
the original airworthiness certificate or original export
certificate of airworthiness, whichever occurs later.
Freeplay Measurement (Inspection)
(i) Within the compliance times specified in paragraphs (i)(1),
(i)(2), (i)(3), and (i)(4) of this AD, as applicable: Perform a
freeplay measurement of the ballnut and ballscrew in accordance with
Part 2 of the Accomplishment Instructions of the service bulletin.
Repeat the freeplay measurement thereafter at intervals not to
exceed 18,000 flight hours or 60 months, whichever occurs first. If
the freeplay is found to exceed the limits specified in the service
bulletin during any measurement required by this AD, before further
flight, replace the actuator with a new or serviceable actuator in
accordance with the Accomplishment Instructions of the service
bulletin.
(1) For airplanes identified in paragraph (g)(1) of this AD:
Before the accumulation of
[[Page 50899]]
15,000 total flight hours, or within 18 months after the effective
date of this AD, whichever occurs later.
(2) For airplanes identified in paragraph (g)(2) or (g)(4) of
this AD: Before the accumulation of 15,000 flight hours since the
replacement of the HSTA, or within 18 months after the effective
date of this AD, whichever occurs later.
(3) For airplanes identified in paragraph (g)(3) of this AD:
Before the accumulation of 3,500 flight hours since the replacement
of the HSTA, or within 12 months after the effective date of this
AD, whichever occurs later.
(4) For airplanes that have received an original airworthiness
certificate or original export certificate of airworthiness on or
after the effective date of this AD: Before the accumulation of
15,000 total flight hours, or within 18 months after the issuance of
the original airworthiness certificate or original export
certificate of airworthiness, whichever occurs later.
Lubrication
(j) Within the compliance times specified in paragraphs (j)(1),
(j)(2), (j)(3), and (j)(4) of this AD, as applicable: Lubricate the
ballnut and ballscrew in accordance with Part 3 of the
Accomplishment Instructions of the service bulletin. Repeat the
lubrication thereafter at intervals not to exceed 2,000 flight hours
or 12 months, whichever occurs first.
(1) For airplanes identified in paragraph (g)(1) of this AD:
Before the accumulation of 15,000 total flight hours, or within 18
months after the effective date of this AD, whichever occurs later.
(2) For airplanes identified in paragraph (g)(2) or (g)(4) of
this AD: Before the accumulation of 15,000 flight hours since the
replacement of the HSTA, or within 18 months after the effective
date of this AD, whichever occurs later.
(3) For airplanes identified in paragraph (g)(3) of this AD:
Before the accumulation of 3,500 flight hours since the replacement
of the HSTA, or within 12 months after the effective date of this
AD, whichever occurs later.
(4) For airplanes that have received an original airworthiness
certificate or original export certificate of airworthiness on or
after the effective date of this AD: Before the accumulation of
15,000 total flight hours, or within 18 months after the issuance of
the original airworthiness certificate or original export
certificate of airworthiness, whichever occurs later.
Credit for Using Original Issue of Service Bulletin
(k) Actions performed prior to the effective date of this AD, in
accordance with Boeing Alert Service Bulletin 777-27A0059, dated
September 18, 2003, are considered acceptable for compliance with
the corresponding actions specified in paragraphs (h), (i), and (j)
of this AD.
Credit for Hard-Time Replacement of HSTA
(l) Any HSTA overhauled within the compliance times specified in
paragraphs (h), (i), and (j) of this AD or before the effective date
of this AD--as part of a ``hard-time'' replacement program that
includes removal of the HSTA from the airplane and overhaul of the
stabilizer ballscrew in accordance with original equipment
manufacturer component maintenance manual instructions--meets the
intent of one detailed inspection, one freeplay inspection, and one
lubrication of the HSTA. Therefore, any such HSTA is considered
acceptable for compliance with the initial accomplishment of the
actions specified in paragraphs (h), (i), and (j) of this AD, and
repetitions of those actions may be determined from the performance
date of that overhaul.
Parts Installation
(m) As of the effective date of this AD, no person may install,
on any airplane, a horizontal stabilizer trim actuator that is not
new or overhauled, unless a detailed inspection, freeplay
measurement, and lubrication of that actuator are performed in
accordance with paragraphs (h), (i), and (j) of this AD, as
applicable.
Alternative Methods of Compliance (AMOCs)
(n)(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, ATTN: Kelly McGuckin, Aerospace Engineer, Systems and Equipment
Branch, ANM-130S, FAA, Seattle ACO, 1601 Lind Avenue SW., Renton,
Washington 98057-3356; telephone (425) 917-6490; fax (425) 917-6590;
has the authority to approve AMOCs for this AD, if requested using
the procedures found in 14 CFR 39.19.
(2) To request a different method of compliance or a different
compliance time for this AD, follow the procedures in 14 CFR 39.19.
Before using any approved AMOC on any airplane to which the AMOC
applies, notify your appropriate principal inspector (PI) in the FAA
Flight Standards District Office (FSDO), or lacking a PI, your local
FSDO.
Issued in Renton, Washington, on August 21, 2008.
Kevin Hull,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E8-20087 Filed 8-28-08; 8:45 am]
BILLING CODE 4910-13-P
