Airworthiness Directives; McDonnell Douglas Model 717-200 Airplanes, 51908-51910 [E8-19721]
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51908
Federal Register / Vol. 73, No. 174 / Monday, September 8, 2008 / Rules and Regulations
Branch, ANM–116, Transport Airplane
Directorate, FAA, 1601 Lind Avenue, SW.,
Renton, Washington 98057–3356; telephone
(425) 227–1138; fax (425) 227–1149. 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.
(2) Airworthy Product: For any requirement
in this AD to obtain corrective actions from
a manufacturer or other source, use these
actions if they are FAA-approved. Corrective
actions are considered FAA-approved if they
are approved by the State of Design Authority
(or their delegated agent). You are required
to assure the product is airworthy before it
is returned to service.
(3) Reporting Requirements: For any
reporting requirement in this AD, under the
provisions of the Paperwork Reduction Act,
the Office of Management and Budget (OMB)
has approved the information collection
requirements and has assigned OMB Control
Number 2120–0056.
Related Information
(h) Refer to European Aviation Safety
Agency (EASA) Airworthiness Directive
2007–0302, dated December 14, 2007; and
Airbus Mandatory Service Bulletins A330–
53–3174 and A340–53–4177, both dated
October 10, 2007; for related information.
Material Incorporated by Reference
pwalker on PROD1PC71 with RULES
(i) You must use Airbus Mandatory Service
Bulletin A330–53–3174, including Appendix
01, dated October 10, 2007; or Airbus
Mandatory Service Bulletin A340–53–4177,
including Appendix 01, dated October 10,
2007; as applicable; to do the actions
required by this AD, unless the AD specifies
otherwise.
(1) The Director of the Federal Register
approved the incorporation by reference of
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) For service information identified in
this AD, contact Airbus, 1 Rond Point
Maurice Bellonte, 31707 Blagnac Cedex,
France.
(3) 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/ibrlocations.html.
Issued in Renton, Washington, on August
18, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E8–19720 Filed 9–5–08; 8:45 am]
BILLING CODE 4910–13–P
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Jkt 214001
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2008–0407; Directorate
Identifier 2008–NM–002–AD; Amendment
39–15662; AD 2008–18–05]
RIN 2120–AA64
Airworthiness Directives; McDonnell
Douglas Model 717–200 Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
SUMMARY: We are adopting a new
airworthiness directive (AD) for certain
McDonnell Douglas Model 717–200
airplanes. This AD requires inspecting
the drive assembly of the aft elevator
standby loop of the elevator standby
cable system for interference between
the clevis and bolt of the bellcrank
assembly, correct orientation of the pullpull cable clevis bolt, and excessive
freeplay of the bellcrank assembly
bearing, and corrective actions if
necessary. This AD also requires
modifying the pull-pull cable clevis in
the drive assembly of the aft elevator
standby loop for certain airplanes. This
AD results from a report of an aborted
takeoff due to a control column
disconnect. We are issuing this AD to
prevent binding of the bolt that connects
the cable 264A clevis to the bellcrank
assembly against the adjacent (upper)
clevis of the pull-pull cable assembly.
This binding condition could result in
slow airplane rotation or a control
column disconnect during takeoff and a
runway excursion if takeoff must be
aborted.
DATES:
This AD is effective October 14,
2008.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of October 14, 2008.
ADDRESSES: For service information
identified in this AD, contact Boeing
Commercial Airplanes, Long Beach
Division, 3855 Lakewood Boulevard,
Long Beach, California 90846;
Attention: Data and Service
Management, Dept. C1–L5A (D800–
0024).
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 AD, the regulatory
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evaluation, any comments received, and
other information. The address for the
Docket Office (telephone 800–647–5527)
is the Document Management Facility,
U.S. Department of Transportation,
Docket Operations, M–30, West
Building Ground Floor, Room W12–140,
1200 New Jersey Avenue, SE.,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT:
David Rathfelder, Aerospace Engineer,
Airframe Branch, ANM–120L, FAA, Los
Angeles Aircraft Certification Office,
3960 Paramount Boulevard, Lakewood,
California 90712–4137; telephone (562)
627–5229; fax (562) 627–5210.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an airworthiness
directive (AD) that would apply to
certain McDonnell Douglas Model 717–
200 airplanes. That NPRM was
published in the Federal Register on
April 7, 2008 (73 FR 18725). That NPRM
proposed to require inspecting the drive
assembly of the aft elevator standby
loop for interference between the clevis
and bolt of the bellcrank assembly,
correct orientation of the pull-pull cable
clevis bolt, and excessive freeplay of the
bellcrank assembly bearing, and
corrective actions if necessary. That
NPRM also proposed to require
modifying the pull-pull cable clevis in
the drive assembly of the aft elevator
standby loop for certain airplanes.
Comments
We gave the public the opportunity to
participate in developing this AD. We
considered the comments received.
Request To Change Summary Section
for Clarification
Boeing asks that the second sentence
of the Summary section in the NPRM,
which describes what is to be inspected,
be changed as follows: ‘‘This proposed
AD would require inspecting the aft
elevator standby loop drive assembly of
the elevator standby cable system for
interference between the clevis and bolt
of this bellcrank assembly, correct
orientation of the pull-pull cable clevis
bolt, and excessive freeplay of the
bellcrank assembly bearing, and
corrective actions if necessary.’’ Boeing
states that this would more accurately
describe the drive assembly being
inspected since there are two drive
assemblies in the elevator standby cable
system.
We agree that the description in the
Summary section of the AD should be
clarified. Therefore, we have changed
the Summary section and all other
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Federal Register / Vol. 73, No. 174 / Monday, September 8, 2008 / Rules and Regulations
relevant sections in the AD to meet the
commenter’s intent.
Requests To Extend Compliance Time
Midwest Airlines asks that the
compliance time in the NPRM be
changed to one of the following:
‘‘Complete the inspection and
modification within 27 months of the
effective date of the AD,’’ or ‘‘Complete
the inspection and modification within
3,000 flight hours or 27 months,
whichever occurs later from the
effective date of the AD.’’ Midwest
Airlines states that it currently has a
utilization of 3,450 flight hours per year,
and if the compliance time is not
changed, it would require compliance
for all its airplanes in less than one year.
Midwest Airlines also states that it
checked some of its airplanes for the
interference and none was found.
Air Tran proposes that the inspection
and clevis replacement specified in the
NPRM be done concurrently at 27
months after the effective date of the
AD, rather than the inspection being
limited to 3,000 flight hours. Air Tran
states that since similar access is
required for both the inspection and
clevis replacement, it is more practical
to accomplish the clevis replacement at
the same time as the inspection.
Twenty-seven months aligns with the
Model 717 maintenance program heavy
maintenance visits, but 3,000 flight
hours does not.
We agree to extend the compliance
time for performing the inspection for
the reasons provided by the
commenters. We have determined that a
compliance time of within 3,000 flight
hours or 27 months after the effective
date of the AD, whichever occurs later,
is appropriate and will ensure an
acceptable level of safety. We have
changed paragraph (f)(1) of this AD
accordingly. The compliance time for
doing the clevis modification specified
in paragraph (f)(2) of this AD remains
the same. Changing the compliance time
for the inspection provides the
opportunity to do the inspection and
modification at the same time.
pwalker on PROD1PC71 with RULES
Request To Change Cost Section
Midwest Airlines states that the workhour estimate specified in the Costs of
Compliance section of the NPRM is
underestimated. Midwest Airlines notes
that the NPRM specifies 1 work-hour for
the inspection and the referenced
service bulletin specifies 2.4 to 11.9
work hours. Midwest Airlines adds that
the NPRM specifies 4 work-hours for the
modification and the referenced service
bulletin specifies 5.4 work-hours.
Midwest Airlines believes the service
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17:07 Sep 05, 2008
Jkt 214001
bulletin is more accurate than the
NPRM.
From this comment, we infer that
Midwest Airlines would like us to
increase the work-hour estimate given
in the NPRM. We do not agree. The cost
information below describes only the
direct costs of the specific actions
required by this AD. Based on the best
data available, the manufacturer
provided the number of work hours (1
for the inspection, 4 for the
modification) necessary to do the
required actions, as specified in the
service bulletin. We recognize that, in
doing the actions required by an AD,
operators might incur incidental costs in
addition to the direct costs. The cost
analysis in AD rulemaking actions,
however, typically does not include
incidental costs such as the time
required to gain access and close up,
time necessary for planning, or time
necessitated by other administrative
actions. Those incidental costs, which
might vary significantly among
operators, are almost impossible to
calculate. We have made no change to
the AD in this regard.
Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting the AD
with the changes described previously.
We also determined that these changes
will not increase the economic burden
on any operator or increase the scope of
the AD.
Costs of Compliance
We estimate that this AD will affect
123 airplanes of U.S. registry.
It will take about 1 work-hour per
product to do the inspection. The
average labor rate is $80 per work-hour.
Based on these figures, we estimate the
cost of the inspection required by this
AD to the U.S. operators to be $9,840,
or $80 per product.
It will take about 4 work-hours per
product to do the modification.
Required parts will cost about $163 per
product. Based on these figures, we
estimate the cost of the modification
required by this AD to the U.S.
operators to be $59,409, or $483 per
product.
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.
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51909
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
This AD will not have federalism
implications under Executive Order
13132. This AD will not have a
substantial direct effect on the States, on
the relationship between the national
government and the States, or on the
distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Is not a ‘‘significant rule’’ under
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979), and
(3) Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
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, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
I
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new AD:
I
2008–18–05 McDonnell Douglas:
Amendment 39–15662. Docket No.
FAA–2008–0407; Directorate Identifier
2008–NM–002–AD.
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08SER1
51910
Federal Register / Vol. 73, No. 174 / Monday, September 8, 2008 / Rules and Regulations
Effective Date
(a) This airworthiness directive (AD) is
effective October 14, 2008.
Affected ADs
(b) None.
Applicability
(c) This AD applies to McDonnell Douglas
Model 717–200 airplanes, certificated in any
category, as identified in Boeing Alert
Service Bulletin 717–27A0039, dated
December 6, 2007.
Unsafe Condition
(d) This AD results from a report of an
aborted takeoff due to a control column
disconnect. We are issuing this AD to prevent
binding of the bolt that connects the cable
264A clevis to the bellcrank assembly against
the adjacent (upper) clevis of the pull-pull
cable assembly. This binding condition could
result in slow airplane rotation or a control
column disconnect during takeoff and a
runway excursion if takeoff must be aborted.
Compliance
(e) Comply with this AD within the
compliance times specified, unless already
done.
pwalker on PROD1PC71 with RULES
Inspection/Corrective Actions
(f) Do the applicable actions specified in
paragraphs (f)(1) and (f)(2) of this AD at the
time specified, in accordance with the
Accomplishment Instructions of Boeing Alert
Service Bulletin 717–27A0039, dated
December 6, 2007.
(1) For all airplanes: Do a general visual
inspection of the drive assembly of the aft
elevator standby loop of the elevator standby
cable system for interference between the
clevis and bolt of the bellcrank assembly,
correct orientation of the pull-pull cable
clevis bolt, and excessive freeplay of the
bellcrank assembly bearing. Do the
inspection within 3,000 flight hours or 27
months after the effective date of this AD,
whichever occurs later. Do all applicable
corrective actions before further flight.
(2) For airplanes identified in the service
bulletin as Group 1, Configuration 1: Modify
the pull-pull cable clevis in the drive
assembly of the aft elevator standby loop of
the elevator standby cable system. Do the
modification at the applicable time specified
in paragraph 1.E., ‘‘Compliance,’’ of the
service bulletin; except, where the service
bulletin specifies a compliance time after the
date on the service bulletin, this AD requires
compliance within the specified compliance
time after the effective date of this AD.
Alternative Methods of Compliance
(AMOCs)
(g)(1) The Manager, Los Angeles Aircraft
Certification Office (ACO), FAA, ATTN:
David Rathfelder, Aerospace Engineer,
Airframe Branch, ANM–120L, FAA, Los
Angeles ACO, 3960 Paramount Boulevard,
Lakewood, California 90712–4137; telephone
(562) 627–5229; 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
VerDate Aug<31>2005
17:07 Sep 05, 2008
Jkt 214001
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.
Material Incorporated by Reference
(h) You must use Boeing Alert Service
Bulletin 717–27A0039, dated December 6,
2007, to do the actions required by this AD,
unless the AD specifies otherwise.
(1) The Director of the Federal Register
approved the incorporation by reference of
this service information under 5 U.S.C.
552(a) and 1 CFR part 51.
(2) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Long Beach Division, 3855
Lakewood Boulevard, Long Beach, California
90846; Attention: Data and Service
Management, Dept. C1–L5A (D800–0024).
(3) You may review copies of the service
information incorporated by reference 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/code_of
_federal_regulations/ibr_locations.html.
Issued in Renton, Washington, on August
18, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E8–19721 Filed 9–5–08; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2008–0562; Directorate
Identifier 2008–NM–010–AD; Amendment
39–15658; AD 2008–18–01]
RIN 2120–AA64
Airworthiness Directives; Empresa
Brasileira de Aeronautica S.A.
(EMBRAER) Model ERJ 170 and ERJ
190 Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for the
products listed above. This AD results
from mandatory continuing
airworthiness information (MCAI)
originated 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:
SUMMARY:
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It has been found cases where the pressure
equalization valve was not installed in the
left-hand bulkhead blowout panel, on the
forward and/or aft cargo compartments, thus
affecting the effectiveness of fire detection,
containment and suppression.
We are issuing this AD to require
actions to correct the unsafe condition
on these products.
DATES: This AD becomes effective
October 14, 2008.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of October 14, 2008.
ADDRESSES: You may examine the AD
docket on the Internet at https://
www.regulations.gov or in person at the
U.S. Department of Transportation,
Docket Operations, M–30, West
Building Ground Floor, Room W12–140,
1200 New Jersey Avenue, SE.,
Washington, DC.
FOR FURTHER INFORMATION CONTACT:
Kenny Kaulia, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 227–2848; fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
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 May 20, 2008 (73 FR 29085).
That NPRM proposed to correct an
unsafe condition for the specified
products. The MCAI states:
It has been found cases where the pressure
equalization valve was not installed in the
left-hand bulkhead blowout panel, on the
forward and/or aft cargo compartments, thus
affecting the effectiveness of fire detection,
containment and suppression.
Corrective actions include inspecting for
the presence of pressure equalization
valves and, if necessary, installing
pressure equalization valves. You may
obtain further information by examining
the MCAI in the AD docket.
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.
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]]>Agencies
[Federal Register Volume 73, Number 174 (Monday, September 8, 2008)]
[Rules and Regulations]
[Pages 51908-51910]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E8-19721]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2008-0407; Directorate Identifier 2008-NM-002-AD;
Amendment 39-15662; AD 2008-18-05]
RIN 2120-AA64
Airworthiness Directives; McDonnell Douglas Model 717-200
Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for certain
McDonnell Douglas Model 717-200 airplanes. This AD requires inspecting
the drive assembly of the aft elevator standby loop of the elevator
standby cable system for interference between the clevis and bolt of
the bellcrank assembly, correct orientation of the pull-pull cable
clevis bolt, and excessive freeplay of the bellcrank assembly bearing,
and corrective actions if necessary. This AD also requires modifying
the pull-pull cable clevis in the drive assembly of the aft elevator
standby loop for certain airplanes. This AD results from a report of an
aborted takeoff due to a control column disconnect. We are issuing this
AD to prevent binding of the bolt that connects the cable 264A clevis
to the bellcrank assembly against the adjacent (upper) clevis of the
pull-pull cable assembly. This binding condition could result in slow
airplane rotation or a control column disconnect during takeoff and a
runway excursion if takeoff must be aborted.
DATES: This AD is effective October 14, 2008.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of October 14,
2008.
ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, Long Beach Division, 3855 Lakewood
Boulevard, Long Beach, California 90846; Attention: Data and Service
Management, Dept. C1-L5A (D800-0024).
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 AD, the regulatory evaluation,
any comments received, and other information. The address for the
Docket Office (telephone 800-647-5527) is the Document Management
Facility, U.S. Department of Transportation, Docket Operations, M-30,
West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE.,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: David Rathfelder, Aerospace Engineer,
Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft Certification
Office, 3960 Paramount Boulevard, Lakewood, California 90712-4137;
telephone (562) 627-5229; fax (562) 627-5210.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to include an airworthiness directive (AD) that would apply to
certain McDonnell Douglas Model 717-200 airplanes. That NPRM was
published in the Federal Register on April 7, 2008 (73 FR 18725). That
NPRM proposed to require inspecting the drive assembly of the aft
elevator standby loop for interference between the clevis and bolt of
the bellcrank assembly, correct orientation of the pull-pull cable
clevis bolt, and excessive freeplay of the bellcrank assembly bearing,
and corrective actions if necessary. That NPRM also proposed to require
modifying the pull-pull cable clevis in the drive assembly of the aft
elevator standby loop for certain airplanes.
Comments
We gave the public the opportunity to participate in developing
this AD. We considered the comments received.
Request To Change Summary Section for Clarification
Boeing asks that the second sentence of the Summary section in the
NPRM, which describes what is to be inspected, be changed as follows:
``This proposed AD would require inspecting the aft elevator standby
loop drive assembly of the elevator standby cable system for
interference between the clevis and bolt of this bellcrank assembly,
correct orientation of the pull-pull cable clevis bolt, and excessive
freeplay of the bellcrank assembly bearing, and corrective actions if
necessary.'' Boeing states that this would more accurately describe the
drive assembly being inspected since there are two drive assemblies in
the elevator standby cable system.
We agree that the description in the Summary section of the AD
should be clarified. Therefore, we have changed the Summary section and
all other
[[Page 51909]]
relevant sections in the AD to meet the commenter's intent.
Requests To Extend Compliance Time
Midwest Airlines asks that the compliance time in the NPRM be
changed to one of the following: ``Complete the inspection and
modification within 27 months of the effective date of the AD,'' or
``Complete the inspection and modification within 3,000 flight hours or
27 months, whichever occurs later from the effective date of the AD.''
Midwest Airlines states that it currently has a utilization of 3,450
flight hours per year, and if the compliance time is not changed, it
would require compliance for all its airplanes in less than one year.
Midwest Airlines also states that it checked some of its airplanes for
the interference and none was found.
Air Tran proposes that the inspection and clevis replacement
specified in the NPRM be done concurrently at 27 months after the
effective date of the AD, rather than the inspection being limited to
3,000 flight hours. Air Tran states that since similar access is
required for both the inspection and clevis replacement, it is more
practical to accomplish the clevis replacement at the same time as the
inspection. Twenty-seven months aligns with the Model 717 maintenance
program heavy maintenance visits, but 3,000 flight hours does not.
We agree to extend the compliance time for performing the
inspection for the reasons provided by the commenters. We have
determined that a compliance time of within 3,000 flight hours or 27
months after the effective date of the AD, whichever occurs later, is
appropriate and will ensure an acceptable level of safety. We have
changed paragraph (f)(1) of this AD accordingly. The compliance time
for doing the clevis modification specified in paragraph (f)(2) of this
AD remains the same. Changing the compliance time for the inspection
provides the opportunity to do the inspection and modification at the
same time.
Request To Change Cost Section
Midwest Airlines states that the work-hour estimate specified in
the Costs of Compliance section of the NPRM is underestimated. Midwest
Airlines notes that the NPRM specifies 1 work-hour for the inspection
and the referenced service bulletin specifies 2.4 to 11.9 work hours.
Midwest Airlines adds that the NPRM specifies 4 work-hours for the
modification and the referenced service bulletin specifies 5.4 work-
hours. Midwest Airlines believes the service bulletin is more accurate
than the NPRM.
From this comment, we infer that Midwest Airlines would like us to
increase the work-hour estimate given in the NPRM. We do not agree. The
cost information below describes only the direct costs of the specific
actions required by this AD. Based on the best data available, the
manufacturer provided the number of work hours (1 for the inspection, 4
for the modification) necessary to do the required actions, as
specified in the service bulletin. We recognize that, in doing the
actions required by an AD, operators might incur incidental costs in
addition to the direct costs. The cost analysis in AD rulemaking
actions, however, typically does not include incidental costs such as
the time required to gain access and close up, time necessary for
planning, or time necessitated by other administrative actions. Those
incidental costs, which might vary significantly among operators, are
almost impossible to calculate. We have made no change to the AD in
this regard.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
the AD with the changes described previously. We also determined that
these changes will not increase the economic burden on any operator or
increase the scope of the AD.
Costs of Compliance
We estimate that this AD will affect 123 airplanes of U.S.
registry.
It will take about 1 work-hour per product to do the inspection.
The average labor rate is $80 per work-hour. Based on these figures, we
estimate the cost of the inspection required by this AD to the U.S.
operators to be $9,840, or $80 per product.
It will take about 4 work-hours per product to do the modification.
Required parts will cost about $163 per product. Based on these
figures, we estimate the cost of the modification required by this AD
to the U.S. operators to be $59,409, or $483 per product.
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
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979), and
(3) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
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, Incorporation by
reference, Safety.
Adoption of the Amendment
0
Accordingly, under the authority delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new AD:
2008-18-05 McDonnell Douglas: Amendment 39-15662. Docket No. FAA-
2008-0407; Directorate Identifier 2008-NM-002-AD.
[[Page 51910]]
Effective Date
(a) This airworthiness directive (AD) is effective October 14,
2008.
Affected ADs
(b) None.
Applicability
(c) This AD applies to McDonnell Douglas Model 717-200
airplanes, certificated in any category, as identified in Boeing
Alert Service Bulletin 717-27A0039, dated December 6, 2007.
Unsafe Condition
(d) This AD results from a report of an aborted takeoff due to a
control column disconnect. We are issuing this AD to prevent binding
of the bolt that connects the cable 264A clevis to the bellcrank
assembly against the adjacent (upper) clevis of the pull-pull cable
assembly. This binding condition could result in slow airplane
rotation or a control column disconnect during takeoff and a runway
excursion if takeoff must be aborted.
Compliance
(e) Comply with this AD within the compliance times specified,
unless already done.
Inspection/Corrective Actions
(f) Do the applicable actions specified in paragraphs (f)(1) and
(f)(2) of this AD at the time specified, in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 717-
27A0039, dated December 6, 2007.
(1) For all airplanes: Do a general visual inspection of the
drive assembly of the aft elevator standby loop of the elevator
standby cable system for interference between the clevis and bolt of
the bellcrank assembly, correct orientation of the pull-pull cable
clevis bolt, and excessive freeplay of the bellcrank assembly
bearing. Do the inspection within 3,000 flight hours or 27 months
after the effective date of this AD, whichever occurs later. Do all
applicable corrective actions before further flight.
(2) For airplanes identified in the service bulletin as Group 1,
Configuration 1: Modify the pull-pull cable clevis in the drive
assembly of the aft elevator standby loop of the elevator standby
cable system. Do the modification at the applicable time specified
in paragraph 1.E., ``Compliance,'' of the service bulletin; except,
where the service bulletin specifies a compliance time after the
date on the service bulletin, this AD requires compliance within the
specified compliance time after the effective date of this AD.
Alternative Methods of Compliance (AMOCs)
(g)(1) The Manager, Los Angeles Aircraft Certification Office
(ACO), FAA, ATTN: David Rathfelder, Aerospace Engineer, Airframe
Branch, ANM-120L, FAA, Los Angeles ACO, 3960 Paramount Boulevard,
Lakewood, California 90712-4137; telephone (562) 627-5229; 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.
Material Incorporated by Reference
(h) You must use Boeing Alert Service Bulletin 717-27A0039,
dated December 6, 2007, to do the actions required by this AD,
unless the AD specifies otherwise.
(1) The Director of the Federal Register approved the
incorporation by reference of this service information under 5
U.S.C. 552(a) and 1 CFR part 51.
(2) For service information identified in this AD, contact
Boeing Commercial Airplanes, Long Beach Division, 3855 Lakewood
Boulevard, Long Beach, California 90846; Attention: Data and Service
Management, Dept. C1-L5A (D800-0024).
(3) You may review copies of the service information
incorporated by reference 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/code_of_federal_
regulations/ibr_locations.html.
Issued in Renton, Washington, on August 18, 2008.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E8-19721 Filed 9-5-08; 8:45 am]
BILLING CODE 4910-13-P
