Airworthiness Directives; Boeing Model 777 Airplanes, 32414-32417 [E9-15639]
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Federal Register / Vol. 74, No. 129 / Wednesday, July 8, 2009 / Rules and Regulations
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.
TABLE 5—MATERIAL INCORPORATED BY REFERENCE
Canadair temporary
revision—
Dated—
To the—
5–138 ..................................
June 26, 2007 ....................
5–226 ..................................
June 26, 2007 ....................
5–239 ..................................
June 26, 2007 ....................
5–2–32 ................................
May 31, 2007 .....................
600/23 .................................
600–1/18 .............................
601/15 .................................
601/16 .................................
601/20 .................................
601/27 .................................
601/28 .................................
601/28 .................................
604/22 .................................
January
January
January
January
January
January
January
January
January
Canadair Challenger Time Limits/Maintenance Checks, PSP 605, Chapter 5, Section 5–10–30.
Canadair Challenger Time Limits/Maintenance Checks, PSP 601–5, Chapter 5, Section 5–10–30.
Canadair Challenger Time Limits/Maintenance Checks, PSP 601A–5, Chapter 5,
Section 5–10–30.
Canadair Challenger CL–604 Time Limits/Maintenance Checks, Chapter 5, Section
5–10–40.
Canadair Challenger CL–600–1A11 Airplane Flight Manual.
Canadair Challenger CL–600–1A11 Airplane Flight Manual (Winglets).
Canadair Challenger CL–600–2A12 Airplane Flight Manual, PSP 601–1B–1.
Canadair Challenger CL–600–2A12 Airplane Flight Manual, PSP 601–1A–1.
Canadair Challenger CL–600–2A12 Airplane Flight Manual, PSP 601–1B.
Canadair Challenger CL–600–2B16 AFM Airplane Flight Manual PSP 601A–1.
Canadair Challenger CL–600–2A12 Airplane Flight Manual.
Canadair Challenger CL–600–2B16 Airplane Flight Manual, PSP 601A–1–1.
Canadair Challenger CL–604 Airplane Flight Manual, PSP 604–1.
30,
30,
30,
30,
30,
30,
30,
30,
30,
2007
2007
2007
2007
2007
2007
2007
2007
2007
Issued in Renton, WA, on June 11, 2009.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E9–15394 Filed 7–7–09; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
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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.
[Docket No. FAA–2008–0933; Directorate
Identifier 2007–NM–261–AD; Amendment
39–15956; AD 2009–14–06]
This AD becomes effective
August 12, 2009.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of August 12, 2009.
RIN 2120–AA64
ADDRESSES:
DATES:
Federal Aviation Administration
14 CFR Part 39
Airworthiness Directives; Boeing
Model 777 Airplanes
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AGENCY: Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
SUMMARY: The FAA is superseding an
existing airworthiness directive (AD),
which applies to all Boeing Model 777
airplanes. That AD currently 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
new AD revises the compliance times of
the existing AD. 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.
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16:30 Jul 07, 2009
Jkt 217001
For service information
identified in this AD, contact Boeing
Commercial Airplanes, Attention: Data
& Services Management, P.O. Box 3707,
MC 2H–65, Seattle, Washington 98124–
2207; telephone 206–544–5000,
extension 1, fax 206–766–5680; e-mail
me.boecom@boeing.com; Internet
https://www.myboeingfleet.com.
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.
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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:
Discussion
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to include an AD that
supersedes AD 2007–17–12, amendment
39–15170 (72 FR 49158, August 28,
2007). The existing AD applies to all
Boeing Model 777 airplanes. That
NPRM was published in the Federal
Register on August 29, 2008 (73 FR
50896). That NPRM proposed to retain
the actions specified in the existing AD
(i.e., 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) but
with new initial inspection compliance
times.
New Service Information
Since issuance of the NPRM, we have
reviewed Boeing Service Bulletin 777–
27A0059, Revision 2, dated January 15,
2009. This revision of the service
bulletin is essentially the same as
Revision 1 of the service bulletin. (We
referred to Boeing Alert Service Bulletin
777–27A0059, Revision 1, August 18,
2005, as the appropriate source of
service information for doing the actions
proposed in the NPRM.) Revision 2 of
the service bulletin specifies similar
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Federal Register / Vol. 74, No. 129 / Wednesday, July 8, 2009 / Rules and Regulations
compliance times as those proposed in
the NPRM, adds clarifying language
regarding tooling, refers to the
superseded AD, and defines the phrase
‘‘known serviceable condition’’ for a
horizontal stabilizer trim actuator
(HSTA), including defining the term
‘‘overhaul.’’
Explanation of Removed Service
Bulletin Reference Paragraph and
Note 1
We have removed the ‘‘Service
Bulletin Reference’’ paragraph (i.e.,
paragraph (f) of the NPRM) and Note 1
from this AD and included references to
Boeing Service Bulletin 777–27A0059,
Revision 2, dated January 15, 2009, in
paragraphs (g), (h), (i), and (l) of this AD.
We have added Boeing Alert Service
Bulletin 777–27A0059, Revision 1,
dated August 18, 2005, to paragraph (j)
of this AD to give credit for actions done
before the effective date of this AD in
accordance with Revision 1 of the
service bulletin.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the comments that have
been received on the NPRM.
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The Air Transport Association, on
behalf of one of its members, American
Airlines, requests that we clarify the
meaning of ‘‘overhaul’’ and
‘‘serviceable’’ in both the NPRM and
Boeing Alert Service Bulletin 777–
27A0059, Revision 1, August 18, 2005.
American Airlines states that the
NPRM specifies to replace an HSTA
with a new or ‘‘serviceable’’ unit in
accordance with Boeing Alert Service
Bulletin 777–27A0059, Revision 1,
dated August 18, 2005, and that the
NPRM also states that no person shall
install, on any airplane, an HSTA that
is not new or ‘‘overhauled,’’ unless a
detailed inspection, freeplay
measurement, and lubrication of that
actuator have been performed in
accordance with paragraphs (h), (i), and
(j) of the proposed AD (i.e., paragraphs
(g), (h), and (i) of this final rule). In
addition, American Airlines states that
the component maintenance manual
(CMM) for the subject HSTA does not
have a defined ‘‘overhaul’’ work scope.
American Airlines believes that the
NPRM and the service bulletin should
provide the specific procedures and/or
CMM requirements for what constitutes
an ‘‘overhauled’’ and/or ‘‘serviceable’’
HSTA.
16:30 Jul 07, 2009
Jkt 217001
Conclusion
We have carefully reviewed the
available data, including the comments
that have been received, and determined
that air safety and the public interest
require adopting the AD with the
changes described previously. We have
determined that these changes will
neither increase the economic burden
on any operator nor increase the scope
of the AD.
Costs of Compliance
Requests for Clarification of
‘‘Overhaul’’ and ‘‘Serviceable’’
VerDate Nov<24>2008
We agree with the commenters. Note
6 of paragraph 3.A. of Boeing Service
Bulletin 777–27A0059, Revision 2,
dated January 15, 2009, now defines the
phrase ‘‘known serviceable condition’’
for an HSTA, including defining the
term ‘‘overhaul.’’ We have added the
phrase ‘‘known serviceable condition’’
to paragraphs (f)(2) through (f)(4), (g),
and (h) of this AD in place of the words
‘‘serviceable HSTA’’ and ‘‘new or
overhauled’’ in the NPRM to be in line
with the usage in that service bulletin.
We have also changed paragraph (l) of
this AD to refer to the definition of
‘‘known serviceable condition’’ in that
service bulletin. In addition, new Note
1 referring to ‘‘known serviceable
condition’’ has been added to the final
rule.
There are about 596 airplanes of the
affected design in the worldwide fleet.
This AD affects about 203 airplanes of
U.S. registry. The new requirements of
this 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 takes
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 detailed inspection takes 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 freeplay measurement takes 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 required lubrication takes 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
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32415
$16,240, or $80 per airplane, per
lubrication cycle.
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
Section 106, describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701,
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
Regulatory Findings
We have determined that this AD will
not have federalism implications under
Executive Order 13132. This AD will
not have a substantial direct effect on
the States, on the relationship between
the national government and the States,
or on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
(2) Is not a ‘‘significant rule’’ under
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979); and
(3) Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
We prepared a regulatory evaluation
of the estimated costs to comply with
this AD and placed it in the AD docket.
See the ADDRESSES section for a location
to examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
■
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Federal Register / Vol. 74, No. 129 / Wednesday, July 8, 2009 / Rules and Regulations
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by removing amendment 39–15170 (72
FR 49158, August 28, 2007) and by
adding the following new airworthiness
directive (AD):
■
2009–14–06 Boeing: Amendment 39–15956.
Docket No. FAA–2008–0933; Directorate
Identifier 2007–NM–261–AD.
Effective Date
(a) This AD becomes effective August 12,
2009.
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.
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Restatement of Requirements of AD 2007–
17–12 With Revised Compliance Times and
Updated Service Information
Maintenance Records Check
(f) 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 (f)(1), (f)(2), (f)(3), or (f)(4) of
this AD, as applicable:
(1) The original HSTA delivered with the
airplane has not been removed and is still
installed on the airplane;
(2) The original HSTA has been replaced
with an HSTA in a known serviceable
condition;
(3) The original HSTA has been replaced
with an HSTA that is not in a known
serviceable condition, and which has not
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16:30 Jul 07, 2009
Jkt 217001
received a detailed inspection and freeplay
measurement as described in paragraphs (g)
and (h) of this AD since that replacement; or
(4) The original HSTA has been replaced
with an HSTA that is not in a known
serviceable condition, and which has
received a detailed inspection and freeplay
measurement as described in paragraphs (g)
and (h) of this AD since that replacement.
Note 1: The phrase ‘‘known serviceable
condition’’ is defined in section 3.A., Note 6,
of Boeing Service Bulletin 777–27A0059,
Revision 2, dated January 15, 2009.
Detailed Inspection
(g) Within the compliance times specified
in paragraphs (g)(1), (g)(2), (g)(3), and (g)(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 Boeing
Service Bulletin 777–27A0059, Revision 2,
dated January 15, 2009. 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 an actuator in a known serviceable
condition, in accordance with the
Accomplishment Instructions of Boeing
Service Bulletin 777–27A0059, Revision 2,
dated January 15, 2009.
(1) For airplanes identified in paragraph
(f)(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
(f)(2) or (f)(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
(f)(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)
(h) Within the compliance times specified
in paragraphs (h)(1), (h)(2), (h)(3), and (h)(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 Boeing
Service Bulletin 777–27A0059, Revision 2,
dated January 15, 2009. 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,
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replace the actuator with an actuator in a
known serviceable condition, in accordance
with the Accomplishment Instructions of
Boeing Service Bulletin 777–27A0059,
Revision 2, dated January 15, 2009.
(1) For airplanes identified in paragraph
(f)(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
(f)(2) or (f)(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
(f)(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
(i) Within the compliance times specified
in paragraphs (i)(1), (i)(2), (i)(3), and (i)(4) of
this AD, as applicable: Lubricate the ballnut
and ballscrew in accordance with Part 3 of
the Accomplishment Instructions of Boeing
Service Bulletin 777–27A0059, Revision 2,
dated January 15, 2009. 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
(f)(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
(f)(2) or (f)(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
(f)(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 Actions Accomplished According
to Earlier Issues of the Service Bulletin
(j) Actions performed prior to the effective
date of this AD, in accordance with Boeing
Alert Service Bulletin 777–27A0059, dated
September 18, 2003; or Boeing Alert Service
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Federal Register / Vol. 74, No. 129 / Wednesday, July 8, 2009 / Rules and Regulations
Bulletin 777–27A0059, Revision 1, dated
August 18, 2005; are considered acceptable
for compliance with the corresponding
actions specified in paragraphs (g), (h), and
(i) of this AD.
Credit for Hard-Time Replacement of HSTA
(k) Any HSTA overhauled within the
compliance times specified in paragraphs (g),
(h), and (i) 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 (g), (h), and (i) of this
AD, and repetitions of those actions may be
determined from the performance date of that
overhaul.
Parts Installation
(l) As of the effective date of this AD, no
person may install, on any airplane, a
horizontal stabilizer trim actuator that is not
in a ‘‘known serviceable condition’’ as
defined in Note 6, section 3.A., of Boeing
Alert Service Bulletin 777–27A0059,
Revision 2, dated January 15, 2009; unless a
detailed inspection, freeplay measurement,
and lubrication of that actuator are performed
in accordance with paragraphs (g), (h), and (i)
of this AD, as applicable.
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Alternative Methods of Compliance
(AMOCs)
(m)(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.
Material Incorporated by Reference
(n) You must use Boeing Service Bulletin
777–27A0059, Revision 2, dated January 15,
2009, 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, Attention: Data & Services
Management, P.O. Box 3707, MC 2H–65,
Seattle, Washington 98124–2207; telephone
206–544–5000, extension 1, fax 206–766–
VerDate Nov<24>2008
16:30 Jul 07, 2009
Jkt 217001
5680; e-mail me.boecom@boeing.com;
Internet https://www.myboeingfleet.com.
(3) You may review copies of the service
information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton,
Washington. For information on the
availability of this material at the FAA, call
425–227–1221 or 425–227–1152.
(4) You may also review copies of the
service information that is incorporated by
reference 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, WA, on June 24, 2009.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E9–15639 Filed 7–7–09; 8:45 am]
BILLING CODE 4910–13–P
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2009–0380; Directorate
Identifier 2008–NM–153–AD; Amendment
39–15959; AD 2009–14–09]
RIN 2120–AA64
Airworthiness Directives; Dassault
Model Falcon 2000EX Airplanes
AGENCY: Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
SUMMARY: 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:
An internal review of design data has
shown that the web of the left hand side (LH)
stringer 13 near frame 8 might have been
improperly trimmed on a few aircraft.
If not corrected, possible crack initiations
could occur in the upper stringer web, and
therefore could impair the structural strength
of the adjacent door stop. This latent failure
could ultimately lead to the loss of
redundancy of the door stops, thereby
affecting the structural integrity of the
fuselage.
*
*
*
*
*
*
*
We are issuing this AD to require
actions to correct the unsafe condition
on these products.
DATES: This AD becomes effective
August 12, 2009.
Frm 00029
Fmt 4700
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of August 12, 2009.
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: Tom
Rodriguez, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 227–1137; fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Discussion
DEPARTMENT OF TRANSPORTATION
PO 00000
32417
Sfmt 4700
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 April 27, 2009 (74 FR
19027). That NPRM proposed to correct
an unsafe condition for the specified
products. The MCAI states:
An internal review of design data has
shown that the web of the left hand side (LH)
stringer 13 near frame 8 might have been
improperly trimmed on a few aircraft.
If not corrected, possible crack initiations
could occur in the upper stringer web, and
therefore could impair the structural strength
of the adjacent door stop. This latent failure
could ultimately lead to the loss of
redundancy of the door stops, thereby
affecting the structural integrity of the
fuselage.
Computational analysis has revealed a
substantial reduced fatigue life for the
stringer abutting onto the improperly
trimmed web and has determined the need
for an inspection and repair action no later
than the first ‘‘C’’ check.
To address this unsafe condition, the
present Airworthiness Directive (AD)
mandates an inspection and a conditional
rework or replacement of the web of the LH
stringer 13 between frames 7 and 8.
Required actions include measuring the
trimmed length of the web, inspecting
for any sharp and unprotected edges of
the web, and doing corrective actions if
necessary. Corrective actions include
reworking the web and applying
protection to the web, or replacing the
web, if improperly trimmed. 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
E:\FR\FM\08JYR1.SGM
08JYR1
]]>Agencies
[Federal Register Volume 74, Number 129 (Wednesday, July 8, 2009)]
[Rules and Regulations]
[Pages 32414-32417]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E9-15639]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2008-0933; Directorate Identifier 2007-NM-261-AD;
Amendment 39-15956; AD 2009-14-06]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 777 Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is superseding an existing airworthiness directive
(AD), which applies to all Boeing Model 777 airplanes. That AD
currently 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 new AD revises the compliance
times of the existing AD. 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.
DATES: This AD becomes effective August 12, 2009.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of August 12,
2009.
ADDRESSES: For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-
544-5000, extension 1, fax 206-766-5680; e-mail me.boecom@boeing.com;
Internet https://www.myboeingfleet.com.
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: 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:
Discussion
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 to include an AD that supersedes AD 2007-17-12, amendment
39-15170 (72 FR 49158, August 28, 2007). The existing AD applies to all
Boeing Model 777 airplanes. That NPRM was published in the Federal
Register on August 29, 2008 (73 FR 50896). That NPRM proposed to retain
the actions specified in the existing AD (i.e., 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) but with new initial
inspection compliance times.
New Service Information
Since issuance of the NPRM, we have reviewed Boeing Service
Bulletin 777-27A0059, Revision 2, dated January 15, 2009. This revision
of the service bulletin is essentially the same as Revision 1 of the
service bulletin. (We referred to Boeing Alert Service Bulletin 777-
27A0059, Revision 1, August 18, 2005, as the appropriate source of
service information for doing the actions proposed in the NPRM.)
Revision 2 of the service bulletin specifies similar
[[Page 32415]]
compliance times as those proposed in the NPRM, adds clarifying
language regarding tooling, refers to the superseded AD, and defines
the phrase ``known serviceable condition'' for a horizontal stabilizer
trim actuator (HSTA), including defining the term ``overhaul.''
Explanation of Removed Service Bulletin Reference Paragraph and Note 1
We have removed the ``Service Bulletin Reference'' paragraph (i.e.,
paragraph (f) of the NPRM) and Note 1 from this AD and included
references to Boeing Service Bulletin 777-27A0059, Revision 2, dated
January 15, 2009, in paragraphs (g), (h), (i), and (l) of this AD. We
have added Boeing Alert Service Bulletin 777-27A0059, Revision 1, dated
August 18, 2005, to paragraph (j) of this AD to give credit for actions
done before the effective date of this AD in accordance with Revision 1
of the service bulletin.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comments that have been
received on the NPRM.
Requests for Clarification of ``Overhaul'' and ``Serviceable''
The Air Transport Association, on behalf of one of its members,
American Airlines, requests that we clarify the meaning of ``overhaul''
and ``serviceable'' in both the NPRM and Boeing Alert Service Bulletin
777-27A0059, Revision 1, August 18, 2005.
American Airlines states that the NPRM specifies to replace an HSTA
with a new or ``serviceable'' unit in accordance with Boeing Alert
Service Bulletin 777-27A0059, Revision 1, dated August 18, 2005, and
that the NPRM also states that no person shall install, on any
airplane, an HSTA that is not new or ``overhauled,'' unless a detailed
inspection, freeplay measurement, and lubrication of that actuator have
been performed in accordance with paragraphs (h), (i), and (j) of the
proposed AD (i.e., paragraphs (g), (h), and (i) of this final rule). In
addition, American Airlines states that the component maintenance
manual (CMM) for the subject HSTA does not have a defined ``overhaul''
work scope. American Airlines believes that the NPRM and the service
bulletin should provide the specific procedures and/or CMM requirements
for what constitutes an ``overhauled'' and/or ``serviceable'' HSTA.
We agree with the commenters. Note 6 of paragraph 3.A. of Boeing
Service Bulletin 777-27A0059, Revision 2, dated January 15, 2009, now
defines the phrase ``known serviceable condition'' for an HSTA,
including defining the term ``overhaul.'' We have added the phrase
``known serviceable condition'' to paragraphs (f)(2) through (f)(4),
(g), and (h) of this AD in place of the words ``serviceable HSTA'' and
``new or overhauled'' in the NPRM to be in line with the usage in that
service bulletin. We have also changed paragraph (l) of this AD to
refer to the definition of ``known serviceable condition'' in that
service bulletin. In addition, new Note 1 referring to ``known
serviceable condition'' has been added to the final rule.
Conclusion
We have carefully reviewed the available data, including the
comments that have been received, and determined that air safety and
the public interest require adopting the AD with the changes described
previously. We have determined that these changes will neither increase
the economic burden on any operator nor increase the scope of the AD.
Costs of Compliance
There are about 596 airplanes of the affected design in the
worldwide fleet. This AD affects about 203 airplanes of U.S. registry.
The new requirements of this 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 takes 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 detailed inspection takes 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 freeplay measurement takes 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 required lubrication takes 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.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866;
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); and
(3) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this AD and placed it in the AD docket. See the ADDRESSES
section for a location to examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
Accordingly, under the authority delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as follows:
[[Page 32416]]
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 39-15170 (72 FR 49158, August 28, 2007) and by
adding the following new airworthiness directive (AD):
2009-14-06 Boeing: Amendment 39-15956. Docket No. FAA-2008-0933;
Directorate Identifier 2007-NM-261-AD.
Effective Date
(a) This AD becomes effective August 12, 2009.
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 and Updated Service Information
Maintenance Records Check
(f) 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 (f)(1), (f)(2), (f)(3), or (f)(4) of this AD, as
applicable:
(1) The original HSTA delivered with the airplane has not been
removed and is still installed on the airplane;
(2) The original HSTA has been replaced with an HSTA in a known
serviceable condition;
(3) The original HSTA has been replaced with an HSTA that is not
in a known serviceable condition, and which has not received a
detailed inspection and freeplay measurement as described in
paragraphs (g) and (h) of this AD since that replacement; or
(4) The original HSTA has been replaced with an HSTA that is not
in a known serviceable condition, and which has received a detailed
inspection and freeplay measurement as described in paragraphs (g)
and (h) of this AD since that replacement.
Note 1: The phrase ``known serviceable condition'' is defined
in section 3.A., Note 6, of Boeing Service Bulletin 777-27A0059,
Revision 2, dated January 15, 2009.
Detailed Inspection
(g) Within the compliance times specified in paragraphs (g)(1),
(g)(2), (g)(3), and (g)(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 Boeing Service Bulletin 777-
27A0059, Revision 2, dated January 15, 2009. 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 an actuator in a known serviceable
condition, in accordance with the Accomplishment Instructions of
Boeing Service Bulletin 777-27A0059, Revision 2, dated January 15,
2009.
(1) For airplanes identified in paragraph (f)(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 (f)(2) or (f)(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 (f)(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)
(h) Within the compliance times specified in paragraphs (h)(1),
(h)(2), (h)(3), and (h)(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 Boeing Service Bulletin
777-27A0059, Revision 2, dated January 15, 2009. 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 an actuator in a known serviceable condition, in
accordance with the Accomplishment Instructions of Boeing Service
Bulletin 777-27A0059, Revision 2, dated January 15, 2009.
(1) For airplanes identified in paragraph (f)(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 (f)(2) or (f)(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 (f)(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
(i) Within the compliance times specified in paragraphs (i)(1),
(i)(2), (i)(3), and (i)(4) of this AD, as applicable: Lubricate the
ballnut and ballscrew in accordance with Part 3 of the
Accomplishment Instructions of Boeing Service Bulletin 777-27A0059,
Revision 2, dated January 15, 2009. 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 (f)(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 (f)(2) or (f)(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 (f)(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 Actions Accomplished According to Earlier Issues of the
Service Bulletin
(j) Actions performed prior to the effective date of this AD, in
accordance with Boeing Alert Service Bulletin 777-27A0059, dated
September 18, 2003; or Boeing Alert Service
[[Page 32417]]
Bulletin 777-27A0059, Revision 1, dated August 18, 2005; are
considered acceptable for compliance with the corresponding actions
specified in paragraphs (g), (h), and (i) of this AD.
Credit for Hard-Time Replacement of HSTA
(k) Any HSTA overhauled within the compliance times specified in
paragraphs (g), (h), and (i) 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 (g), (h), and (i) of this AD, and
repetitions of those actions may be determined from the performance
date of that overhaul.
Parts Installation
(l) As of the effective date of this AD, no person may install,
on any airplane, a horizontal stabilizer trim actuator that is not
in a ``known serviceable condition'' as defined in Note 6, section
3.A., of Boeing Alert Service Bulletin 777-27A0059, Revision 2,
dated January 15, 2009; unless a detailed inspection, freeplay
measurement, and lubrication of that actuator are performed in
accordance with paragraphs (g), (h), and (i) of this AD, as
applicable.
Alternative Methods of Compliance (AMOCs)
(m)(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.
Material Incorporated by Reference
(n) You must use Boeing Service Bulletin 777-27A0059, Revision
2, dated January 15, 2009, 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, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone
206-544-5000, extension 1, fax 206-766-5680; e-mail
me.boecom@boeing.com; Internet https://www.myboeingfleet.com.
(3) You may review copies of the service information at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington. For information on the availability of this material at
the FAA, call 425-227-1221 or 425-227-1152.
(4) You may also review copies of the service information that
is incorporated by reference 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, WA, on June 24, 2009.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E9-15639 Filed 7-7-09; 8:45 am]
BILLING CODE 4910-13-P
