Airworthiness Directives; The Boeing Company Model 757 Airplanes, 65991-65995 [2011-27484]
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Federal Register / Vol. 76, No. 206 / Tuesday, October 25, 2011 / Proposed Rules
[Docket No. FAA–2011–1093; Directorate
Identifier 2010–NM–149–AD]
• 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 proposed 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. You
may review copies of the referenced
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.
RIN 2120–AA64
Examining the AD Docket
associated with mango malformation
disease, and X. campestris pv.
mangiferaeindicae.
(2) If the fruit is treated with
irradiation outside the United States,
each consignment of fruit must be
inspected jointly by APHIS and the
NPPO of Australia, and the
phytosanitary certificate must include
an additional declaration that the fruit
was treated with irradiation in
accordance with part 305 of this
chapter.
Done in Washington, DC this 19th day of
October 2011.
Kevin Shea,
Acting Administrator, Animal and Plant
Health Inspection Service.
[FR Doc. 2011–27564 Filed 10–24–11; 8:45 am]
BILLING CODE 3410–34–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
Airworthiness Directives; The Boeing
Company Model 757 Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for the
products listed above. This proposed
AD would require repetitive detailed
inspections for discrepancies of the
horizontal stabilizer ballscrew assembly;
repetitive lubrication of the horizontal
stabilizer trim control system; repetitive
measurements for discrepancies of the
ballscrew to ballnut freeplay; and
corrective actions if necessary. This
proposed AD was prompted by a report
of extensive corrosion of the ballscrew
of the drive mechanism of the
horizontal stabilizer trim actuator. We
are proposing this AD to prevent
undetected failure of the primary and
secondary load paths for the ballscrew
in the horizontal stabilizer, 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 December 9, 2011.
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.
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SUMMARY:
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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 Airplane
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
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2011–1093; Directorate Identifier
2010–NM–149–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
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65991
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
We received a report of extensive
corrosion of the ballscrew of the drive
mechanism of the horizontal stabilizer
trim actuator (HSTA). Boeing previously
initiated a design review and safety
analysis of the ballscrews used on all
Model 757 airplanes as a result of an
MD–80 airplane accident which
occurred in January 2000. The cause of
that accident was attributed to an inflight failure of the horizontal stabilizer
jackscrew assembly caused by
inadequate maintenance. Jackscrews
and ballscrews are similar in function
and have similar airplane level failure
modes. During this review a Model 757
airplane operator reported the subject
corrosion. This condition, if not
corrected, could result in undetected
failure of the primary and secondary
load paths for the ballscrew in the
horizontal stabilizer, which could lead
to loss of control of the horizontal
stabilizer and consequent loss of control
of the airplane.
Relevant Service Information
We have reviewed Boeing Alert
Service Bulletins 757–27A0144 (for
Model 757–200, –200CB, and 200PF
series airplanes) and 757–27A0145 (for
Model 757–300 series airplanes), both
Revision 1, both dated January 20, 2010.
These service bulletins describe
procedures for repetitive detailed
inspections for discrepancies of the
horizontal stabilizer ballscrew assembly
(including but not limited to, damage,
cracking, corrosion, or wear); repetitive
lubrication of the horizontal stabilizer
trim control system; and repetitive
measurements of the ballscrew to
ballnut freeplay for discrepancies.
We have also reviewed Subject 27–
41–10, ‘‘Stabilizer Trim Ballscrew
Freeplay,’’ of Chapter 27, ‘‘Flight
Controls,’’ of the Boeing 757 Airplane
Maintenance Manual (AMM), Revision
101, dated May 20, 2011, which
describes procedures for accomplishing
the subject inspections and freeplay
measurements, and applicable
corrective actions.
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Federal Register / Vol. 76, No. 206 / Tuesday, October 25, 2011 / Proposed Rules
FAA’s Determination and Requirements
of This Proposed AD
We are proposing this AD because we
evaluated all relevant information and
determined the unsafe condition
described previously is likely to exist or
develop in other products of the same
type design. This proposed AD would
require accomplishing the actions
specified in the service information
described previously, except as
discussed under ‘‘Differences Between
the Proposed AD and the Service
Information.’’
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Differences Between the Proposed AD
and the Service Information
Boeing Alert Service Bulletins 757–
27A0144 and 757–27A0145, both
Revision 1, both dated January 20, 2010,
do not specify corrective actions for
airplanes on which the measured
freeplay is less than .004 inch and the
freeplay check was done correctly.
However, this proposed AD requires
corrective action that includes
replacement of the HSTA before further
flight with a new or overhauled HSTA,
if the freeplay measurement is less then
0.002 inch. No action is required for
freeplay measurements greater then or
equal to 0.002 inch but less then 0.004
inch after verifying the measurement
was performed correctly.
Boeing Alert Service Bulletins 757–
27A0144 and 757–27A0145, both
Revision 1, both dated January 20, 2010,
do not specify conditions for replacing
the HSTA if that replacement is
necessary as corrective action. This
proposed AD requires any replacement
HSTA be new or overhauled if replaced
as corrective action. Any replacement
HSTA that is not new or overhauled
must be inspected before further flight
in accordance with the requirements of
this proposed AD.
Boeing Alert Service Bulletins 757–
27A0144 and 757–27A0145, both
Revision 1, both dated January 20, 2010,
do not give credit for airplanes on
which the HSTA ballscrews were
overhauled after removing the HSTA
from the airplane as part of a ‘‘hardtime’’ replacement program. The
proposed AD includes credit for
airplanes on which any HSTA is
overhauled before the effective date of
this AD, or within the compliance time
specified in paragraph (g), (h), or (i) of
this AD, as applicable, as part of a
‘‘hard-time’’ replacement program that
includes removal of the HSTA from the
airplane and overhaul of the stabilizer
ballscrew using original equipment
manufacturer instructions. Therefore,
any such HSTA is considered
acceptable for compliance with the
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initial accomplishment of the actions
specified in paragraphs (g), (h), and (i)
of this AD, as applicable, and the repeat
interval for those actions may be
determined from the performance date
of that overhaul.
Boeing Alert Service Bulletins 757–
27A0144 and 757–27A0145, both
Revision 1, both dated January 20, 2010,
do not specify the initial compliance
times for airplanes on which the
detailed inspection or lubrication tasks
have not been performed; however, this
proposed AD provides those compliance
times.
Boeing Alert Service Bulletins 757–
27A0144 and 757–27A0145, both
Revision 1, both dated January 20, 2010,
specify the initial compliance time for
the stabilizer ballscrew to ballnut
freeplay check for Group 1,
Configuration 1, and Group 1,
Configuration 3 airplanes based on total
flight hours, within 18 months from the
date of Boeing Alert Service Bulletins
757–27A0144 and 757–27A0145, both
Revision 1, both dated January 20, 2010.
This proposed AD requires the initial
freeplay check before the accumulation
of 15,000 total flight hours, or within 18
months after the effective date of this
AD, whichever occurs later.
We have coordinated the differences
discussed above with Boeing.
Costs of Compliance
We estimate that this proposed AD
would affect 730 airplanes of U.S.
registry. We also estimate that it would
take about 13 work-hours per product to
comply with this proposed AD. The
average labor rate is $85 per work-hour.
Based on these figures, we estimate the
cost of this proposed AD to the U.S.
operators to be $806,650, or $1,105 per
product.
We estimate that it would take about
26 work-hours to do any HSTA
replacement that would be required
based on the results of the proposed
inspection. We have no way of
determining the number of aircraft that
might need these replacements. The
average labor rate is $85 per work-hour.
Based on these figures, we estimate the
cost of this proposed replacement to the
U.S. operators to be $2,210 per product;
excluding parts cost, which varies
depending on airplane configuration.
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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We are issuing this rulemaking under
the authority described in ‘‘Subtitle VII,
Part A, Subpart III, Section 44701:
General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
Regulatory Findings
We determined that this 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 this 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),
(3) Will not affect intrastate aviation
in Alaska, and
(4) 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
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:
The Boeing Company: Docket No. FAA–
2011–1093; Directorate Identifier 2010–
NM–149–AD.
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Federal Register / Vol. 76, No. 206 / Tuesday, October 25, 2011 / Proposed Rules
Comments Due Date
(a) We must receive comments by
December 9, 2011.
Affected ADs
(b) None.
Applicability
(c) This AD applies to all The Boeing
Company Model 757–200, –200PF, –200CB,
and –300 series airplanes, certificated in any
category.
Subject
(d) Joint Aircraft System Component
(JASC)/Air Transport Association (ATA) of
America Code 27: Flight Controls.
Unsafe Condition
(e) This AD was prompted by a report of
extensive corrosion of the ballscrew of the
drive mechanism of the horizontal stabilizer
trim actuator (HSTA). We are issuing this AD
to prevent undetected failure of the primary
and secondary load paths for the ballscrew in
the horizontal stabilizer, which could lead to
loss of control of the horizontal stabilizer and
consequent loss of control of the airplane.
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Compliance
(f) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
Group 1, Configuration 1 Airplanes—
Repetitive Inspections, Lubrications,
Freeplay Checks
(g) For Group 1, Configuration 1 airplanes
identified in Boeing Alert Service Bulletin
757–27A0144 (for Model 757–200, -200CB,
and 200PF series airplanes) or 757–27A0145
(for Model 757–300 series airplanes),
Revision 1, dated January 20, 2010, that have
accumulated 15,000 total flight cycles or
fewer as of the effective date of this AD: Do
the actions required by paragraph (g)(1) or
(g)(2) of this AD, as applicable, and do the
actions required by paragraph (g)(3) or (g)(4)
of this AD, as applicable, and do the actions
required by paragraph (g)(5) of this AD, at the
times specified in those paragraphs, and in
accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin
757–27A0144 (for Model 757–200, -200CB,
and -200PF series airplanes) or 757–27A0145
(for Model 757–300 series airplanes),
Revision 1, dated January 20, 2010.
(1) For airplanes on which a detailed
inspection of the horizontal stabilizer
ballscrew assembly specified in Boeing Alert
Service Bulletin 757–27A0144 or 757–
27A0145, dated August 7, 2003; or Revision
1, dated January 20, 2010; has been done as
of the effective date of this AD: Do a detailed
inspection for discrepancies of the horizontal
stabilizer ballscrew assembly at the later of
the times specified in paragraphs (g)(1)(i) and
(g)(1)(ii) of this AD. Repeat the inspection
thereafter at intervals not to exceed 3,500
flight hours or 2 years, whichever occurs
first.
(i) Within 3,500 flight hours or 2 years after
doing the most recent detailed inspection of
the horizontal stabilizer ballscrew assembly,
whichever occurs first.
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(ii) Within 6 months after the effective date
of this AD.
(2) For airplanes on which a detailed
inspection of the horizontal stabilizer
ballscrew assembly specified in Boeing Alert
Service Bulletin 757–27A0144 or 757–
27A0145, dated August 7, 2003; or Revision
1, dated January 20, 2010; has not been done
as of the effective date of this AD: Do a
detailed inspection for discrepancies of the
horizontal stabilizer ballscrew assembly
within 3,500 flight hours or 2 years after the
effective date of this AD, whichever occurs
first. Repeat the inspection thereafter at
intervals not to exceed 3,500 flight hours or
2 years, whichever occurs first.
(3) For airplanes on which the lubrication
of the horizontal stabilizer trim control
system specified in Boeing Alert Service
Bulletin 757–27A0144 or 757–27A0145,
dated August 7, 2003; or Revision 1, dated
January 20, 2010; has been done as of the
effective date of this AD: Lubricate the
horizontal stabilizer trim control system at
the later of the times specified in paragraphs
(g)(3)(i) and (g)(3)(ii) of this AD. Repeat the
lubrication thereafter at intervals not to
exceed 2,000 flight hours or 1 year,
whichever occurs first.
(i) Within 2,000 flight hours or 1 year after
doing the most recent lubrication of the
horizontal stabilizer trim control system,
whichever occurs first.
(ii) Within 6 months after the effective date
of this AD.
(4) For airplanes on which the lubrication
of the horizontal stabilizer trim control
system specified in Boeing Alert Service
Bulletin 757–27A0144 or 757–27A0145,
dated August 7, 2003; or Revision 1, dated
January 20, 2010; has not been done as of the
effective date of this AD: Lubricate the
horizontal stabilizer trim control system
within 2,000 flight hours or 1 year after the
effective date of this AD, whichever occurs
first. Repeat the lubrication thereafter at
intervals not to exceed 2,000 flight hours or
1 year, whichever occurs first.
(5) Do the stabilizer ballscrew to ballnut
freeplay check for discrepancies at the later
of the times specified in paragraphs (g)(5)(i)
and (g)(5)(ii) of this AD. Repeat the freeplay
check thereafter at intervals not to exceed
18,000 flight hours or 5 years, whichever
occurs first.
(i) Before the accumulation of 15,000 total
flight hours.
(ii) Within 18 months after the effective
date of this AD.
Group 1, Configuration 2 Airplanes—
Repetitive Inspections, Lubrications,
Freeplay Checks
(h) For Group 1, Configuration 2 airplanes
identified in Boeing Alert Service Bulletin
757–27A0144 (for Model 757–200, –200CB,
and 200PF series airplanes) or 757–27A0145
(for Model 757–300 series airplanes),
Revision 1, dated January 20, 2010, that have
accumulated more than 15,000 total flight
cycles as of the effective date of this AD: Do
the actions required by paragraph (h)(1) or
(h)(2) of this AD, as applicable, and do the
actions required by paragraph (h)(3) or (h)(4)
of this AD, as applicable, and do the actions
required by paragraph (h)(5) of this AD, at the
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65993
times specified in those paragraphs, and in
accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin
757–27A0144 (for Model 757–200, –200CB,
and 200PF series airplanes) or 757–27A0145
(for Model 757–300 series airplanes),
Revision 1, dated January 20, 2010.
(1) For airplanes on which a detailed
inspection of the horizontal stabilizer
ballscrew assembly specified in Boeing Alert
Service Bulletin 757–27A0144 or 757–
27A0145, dated August 7, 2003; or Revision
1, dated January 20, 2010; has been done as
of the effective date of this AD: Do a detailed
inspection for discrepancies of the horizontal
stabilizer ballscrew assembly at the later of
the times specified in paragraphs (h)(1)(i) and
(h)(1)(ii) of this AD. Do the inspection
thereafter at intervals not to exceed 3,500
flight hours or 2 years, whichever occurs
first.
(i) Within 3,500 flight hours or 18 months
after doing the most recent detailed
inspection of the stabilizer ballscrew
assembly, whichever occurs first.
(ii) Within 6 months after the effective date
of this AD.
(2) For airplanes on which a detailed
inspection of the horizontal stabilizer
ballscrew assembly specified in Boeing Alert
Service Bulletin 757–27A0144 or 757–
27A0145, dated August 7, 2003; or Revision
1, dated January 20, 2010; has not been done
as of the effective date of this AD: Do a
detailed inspection for discrepancies of the
horizontal stabilizer ballscrew assembly
within 3,500 flight hours or 18 months after
the effective date of this AD, whichever
occurs first. Do the inspection thereafter at
intervals not to exceed 3,500 flight hours or
2 years, whichever occurs first.
(3) For airplanes on which the lubrication
of the horizontal stabilizer trim control
system specified in Boeing Alert Service
Bulletin 757–27A0144 or 757–27A0145,
dated August 7, 2003; or Revision 1, dated
January 20, 2010; has been done as of the
effective date of this AD: Lubricate the
horizontal stabilizer trim control system at
the later of the times specified in paragraphs
(h)(3)(i) and (h)(3)(ii) of this AD. Do the
lubrication thereafter at intervals not to
exceed 2,000 flight hours or 1 year,
whichever occurs first.
(i) Within 2,000 flight hours or 1 year after
doing the most recent lubrication of the
horizontal stabilizer trim control system,
whichever occurs first.
(ii) Within 6 months after the effective date
of this AD.
(4) For airplanes on which the lubrication
of the horizontal stabilizer trim control
system specified in Boeing Alert Service
Bulletins 757–27A0144 or 757–27A0145,
dated August 7, 2003; or Revision 1, dated
January 20, 2010; has not been done as of the
effective date of this AD: Lubricate the
horizontal stabilizer trim control system
within 2,000 flight hours or 1 year after the
effective date of this AD, whichever occurs
first. Do the lubrication thereafter at intervals
not to exceed 2,000 flight hours or 1 year,
whichever occurs first.
(5) Do the stabilizer ballscrew to ballnut
freeplay check for discrepancies within 18
months after the effective date of this AD.
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Federal Register / Vol. 76, No. 206 / Tuesday, October 25, 2011 / Proposed Rules
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Repeat the freeplay check thereafter at
intervals not to exceed 18,000 flight hours or
5 years, whichever occurs first.
Group 1, Configuration 3 Airplanes—
Repetitive Inspections, Lubrications,
Freeplay Checks
(i) For Group 1, Configuration 3 airplanes
identified in Boeing Alert Service Bulletin
757–27A0144 (for Model 757–200, –200CB,
and 200PF series airplanes) or 757–27A0145
(for Model 757–300 series airplanes),
Revision 1, dated January 20, 2010: Do the
actions required by paragraph (i)(1) or (i)(2)
of this AD, as applicable, and do the actions
required by paragraph (i)(3) or (i)(4) of this
AD, as applicable, and do the actions
required by paragraph (i)(5) of this AD, at the
time specified in those paragraphs, and in
accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin
757–27A0144 (for Model 757–200, –200CB,
and 200PF series airplanes) or 757–27A0145
(for Model 757–300 series airplanes),
Revision 1, dated January 20, 2010.
(1) For airplanes on which a detailed
inspection of the horizontal stabilizer
ballscrew assembly specified in the
Accomplishment Instructions of Boeing Alert
Service Bulletin 757–27A0144 or 757–
27A0145, dated August 7, 2003; or Revision
1, dated January 20, 2010; has been done as
of the effective date of this AD: Do a detailed
inspection for discrepancies of the stabilizer
ballscrew assembly at the later of the times
specified in paragraphs (h)(1)(i) and (h)(1)(ii)
of this AD. Do the inspection thereafter at
intervals not to exceed 3,500 flight hours or
2 years, whichever occurs first.
(i) Within 3,500 flight hours or 2 years after
doing the most recent detailed inspection of
the stabilizer ballscrew assembly, whichever
occurs first.
(ii) Within 6 months after the effective date
of this AD.
(2) For airplanes on which a detailed
inspection of the horizontal stabilizer
ballscrew assembly specified in Boeing Alert
Service Bulletin 757–27A0144 or 757–
27A0145, dated August 7, 2003; or Revision
1, dated January 20, 2010; has not been done
as of the effective date of this AD: Do a
detailed inspection for discrepancies of the
stabilizer ballscrew assembly at the later of
the times in paragraph (i)(2)(i) or (i)(2)(ii) of
this AD. Repeat the inspection thereafter at
intervals not to exceed 3,500 flight hours or
2 years, whichever occurs first.
(i) Within 3,500 flight hours or 2 years,
whichever occurs first, after accomplishing
an overhaul specified in Boeing Alert Service
Bulletin 757–27A0142, Revision 2, dated
October 23, 2003; or Boeing Alert Service
Bulletin 757–27A0143, Revision 1, dated
October 23, 2003.
(ii) Within 6 months after the effective date
of this AD.
(3) For airplanes on which the lubrication
of the horizontal stabilizer trim control
system specified in Boeing Alert Service
Bulletin 757–27A0144 or 757–27A0145,
dated August 7, 2003; or Revision 1, dated
January 20, 2010; has been done as of the
effective date of this AD: Lubricate the
horizontal stabilizer trim control system at
the later of the times specified in paragraphs
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15:38 Oct 24, 2011
Jkt 226001
(i)(3)(i) and (i)(3)(ii) of this AD. Do the
lubrication thereafter at intervals not to
exceed 2,000 flight hours or 1 year,
whichever occurs first.
(i) Within 2,000 flight hours or 1 year after
doing the most recent lubrication of the
horizontal stabilizer trim control system,
whichever occurs first.
(ii) Within 6 months after the effective date
of this AD.
(4) For airplanes on which the lubrication
of the horizontal stabilizer trim control
system specified in Boeing Alert Service
Bulletin 757–27A0144 or 757–27A0145,
dated August 7, 2003; or Revision 1, dated
January 20, 2010; has not been done as of the
effective date of this AD: Lubricate the
horizontal stabilizer trim control system at
the later of the times specified in paragraphs
(i)(4)(i) and (i)(4)(ii) of this AD. Do the
lubrication thereafter at intervals not to
exceed 2,000 flight hours or 1 year,
whichever occurs first.
(i) Within 2,000 flight hours or 1 year,
whichever occurs first, after accomplishing
an overhaul specified in Boeing Alert Service
Bulletin 757–27A0142, Revision 2, dated
October 23, 2003; or Boeing Alert Service
Bulletin 757–27A0143, Revision 1, dated
October 23, 2003.
(ii) Within 6 months after the effective date
of this AD.
(5) Do the stabilizer ballscrew to ballnut
freeplay check for discrepancies at the later
of the times specified in paragraph (i)(5)(i) or
(i)(5)(ii) of this AD. Repeat the freeplay check
thereafter at intervals not to exceed 18,000
flight hours or 5 years, whichever occurs
first.
(i) Before the accumulation of 15,000 total
flight hours after accomplishing an overhaul
specified in Boeing Alert Service Bulletin
757–27A0142, Revision 2, dated October 23,
2003; or Boeing Alert Service Bulletin 757–
27A0143, Revision 1, dated October 23, 2003.
(ii) Within 18 months after the effective
date of this AD.
Corrective Actions
(j) If any discrepancy is found during any
action required by paragraph (g), (h), or (i) of
this AD: Before further flight, do the
replacement specified in paragraph (j)(1) or
(j)(2) of this AD, in accordance with Subject
27–41–10, ‘‘Stabilizer Trim Ballscrew
Freeplay,’’ of Chapter 27, ‘‘Flight Controls,’’
of the Boeing 757 Airplane Maintenance
Manual (AMM), Revision 101, dated May 20,
2011; except as provided by paragraph (k) of
this AD.
(1) Replace the HSTA with a new or
overhauled HSTA.
(2) Replace the HSTA with a HSTA that is
not new or overhauled on which a detailed
inspection, freeplay measurement, and
lubrication of that actuator are performed in
accordance with paragraph (g), (h), or (i) of
this AD, as applicable, and no discrepancies
are found during the inspection and freeplay
measurement.
(k) No action is required if a freeplay
measurement greater then or equal to 0.002
inch but less than 0.004 inch is found and
the measurement is verified that it was
performed correctly. This AD requires HSTA
replacement, as specified in paragraph (j) of
PO 00000
Frm 00019
Fmt 4702
Sfmt 4702
this AD, if a freeplay measurement less then
0.002 inch is found.
Note 1: Additional guidance for the
verification of the measurement can be found
in Subject 27–41–10, ‘‘Stabilizer Trim
Ballscrew Freeplay,’’ of Chapter 27, ‘‘Flight
Controls,’’ of the Boeing 757 Airplane
Maintenance Manual (AMM), Revision 101,
dated May 20, 2011.
Credit for Hard-Time Replacement of HSTA
(l) Any HSTA overhauled before the
effective date of this AD, or within the
compliance time specified in paragraph (g),
(h), or (i) of this AD, as applicable—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 as specified in paragraph (g), (h),
or (i) of this AD; and therefore, is considered
acceptable for compliance with the initial
accomplishment of the actions specified in
paragraphs (g), (h), and (i) of this AD, as
applicable, and the repeat interval for 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 paragraph (g), (h), or (i) of
this AD, as applicable, and no discrepancies
are found during the inspection and freeplay
measurement.
Alternative Methods of Compliance
(AMOCs)
(n)(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested using the procedures found in 14
CFR 39.19. In accordance with 14 CFR 39.19,
send your request to your principal inspector
or local Flight Standards District Office, as
appropriate. If sending information directly
to the manager of the ACO, send it to the
attention of the person identified in the
Related Information section of this AD.
Information may be e-mailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
Related Information
(o) For more information about this AD,
contact Kelly McGuckin, Aerospace
Engineer, Systems and Equipment Branch,
ANM–130S, Seattle ACO, 1601 Lind Avenue,
SW., Renton, Washington 98057–3356;
telephone (425) 917–6490; fax (425) 917–
6590; e-mail: kelly.mcguckin@faa.gov.
(p) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
E:\FR\FM\25OCP1.SGM
25OCP1
Federal Register / Vol. 76, No. 206 / Tuesday, October 25, 2011 / Proposed Rules
Management, P.O. Box 3707, MC 2H–65,
Seattle, WA 98124–2207; telephone 206–
544–5000, extension 1; fax 206–766–5680;
e-mail me.boecom@boeing.com; Internet
https://www.myboeingfleet.com. You may
review copies of the referenced service
information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton,
Washington 98057–3356. For information on
the availability of this material at the FAA,
call 425–227–1221.
Issued in Renton, Washington, on October
13, 2011.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2011–27484 Filed 10–24–11; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2011–1091; Directorate
Identifier 2011–NM–037–AD]
RIN 2120–AA64
Airworthiness Directives; EADS CASA
(Type Certificate Previously Held by
Construcciones Aeronauticas, S.A.)
Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for certain
Model CN–235–100, CN–235–200, and
CN–235–300 airplanes. This proposed
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:
erowe on DSK2VPTVN1PROD with PROPOSALS
SUMMARY:
EADS–CASA received reports of engine
condition control cable * * * failures that, in
one of the cases, occurred during the starting
phase of one engine which led to an engine
shut down following the procedures
described within the Aircraft Operation
Manual.
The investigation revealed that the cable
failure is due to a fracture in the area of the
pulley * * *. The root cause of the fracture
is an unsuitable ratio between the diameter
of the pulley and the cable type and
diameter.
This condition, if not detected and
corrected, could lead to the engine condition
control cable failure and consequent runway
excursion if it occurs during take-off or
reduced control of the aeroplane if it occurs
during flight.
*
*
*
VerDate Mar<15>2010
*
*
15:38 Oct 24, 2011
Jkt 226001
The proposed AD would require
actions that are intended to address the
unsafe condition described in the MCAI.
DATES: We must receive comments on
this proposed AD by December 9, 2011.
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 W12–40, 1200 New Jersey
Avenue, SE., Washington, DC, between
9 a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
For service information identified in
this proposed AD, contact EADS–CASA,
Military Transport Aircraft Division
(MTAD), Integrated Customer Services
(ICS), Technical Services, Avenida de
´
Aragon 404, 28022 Madrid, Spain;
telephone +34 91 585 55 84; fax +34 91
585 55 05; e-mail MTA.
TechnicalService@casa.eads.net;
Internet https://www.eads.net. You may
review copies of the referenced 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.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://www.regulations.
gov; or in person at the Docket
Operations office 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 Operations
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:
Shahram Daneshmandi, Aerospace
Engineer, International Branch, ANM–
116, Transport Airplane Directorate,
FAA, 1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 227–1112; fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
PO 00000
Frm 00020
Fmt 4702
Sfmt 4702
65995
to an address listed under the
section. Include ‘‘Docket No.
FAA–2011–1091; Directorate Identifier
2011–NM–037–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 based on 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.
ADDRESSES
Discussion
The European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community, has issued EASA
Airworthiness Directive 2011–0010,
dated January 20, 2011 (referred to after
this as ‘‘the MCAI’’), to correct an unsafe
condition for the specified products.
The MCAI states:
EADS–CASA received reports of engine
condition control cable (Part Number (P/N)
35–56382–0003) failures that, in one of the
cases, occurred during the starting phase of
one engine which led to an engine shut down
following the procedures described within
the Aircraft Operation Manual.
The investigation revealed that the cable
failure is due to a fracture in the area of the
pulley MS 20219–1. The root cause of the
fracture is an unsuitable ratio between the
diameter of the pulley and the cable type and
diameter.
This condition, if not detected and
corrected, could lead to the engine condition
control cable failure and consequent runway
excursion if it occurs during take-off or
reduced control of the aeroplane if it occurs
during flight.
To address this condition, EADS–CASA
has developed an engine condition control
cable P/N 35–56382–0005 with improved
characteristics.
For the reason described above, this
[EASA] AD requires, at first, [an inspection
to determine the part number of the engine
condition control cable] [repetitive detailed]
inspections for [excessive wear] of the
[affected] engine condition control cable, and
its replacement (scheduled or depending of
the inspection findings) with engine
condition control cable P/N 35–56382–0005.
You may obtain further information
by examining the MCAI in the AD
docket.
Relevant Service Information
Airbus Military has issued Section
76–10–00, ‘‘Power and Condition
Control,’’ Block 601 (Configuration 1),
‘‘Inspection/Check,’’ Paragraph 1.B.; and
Section 76–10–12, ‘‘Power and Control
Cables,’’ Block 401 (Configuration 1),
E:\FR\FM\25OCP1.SGM
25OCP1
]]>Agencies
[Federal Register Volume 76, Number 206 (Tuesday, October 25, 2011)]
[Proposed Rules]
[Pages 65991-65995]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-27484]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2011-1093; Directorate Identifier 2010-NM-149-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Model 757 Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to adopt a new airworthiness directive (AD) for the
products listed above. This proposed AD would require repetitive
detailed inspections for discrepancies of the horizontal stabilizer
ballscrew assembly; repetitive lubrication of the horizontal stabilizer
trim control system; repetitive measurements for discrepancies of the
ballscrew to ballnut freeplay; and corrective actions if necessary.
This proposed AD was prompted by a report of extensive corrosion of the
ballscrew of the drive mechanism of the horizontal stabilizer trim
actuator. We are proposing this AD to prevent undetected failure of the
primary and secondary load paths for the ballscrew in the horizontal
stabilizer, 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 December 9,
2011.
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 proposed 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. You may review copies of the
referenced 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.
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 Airplane
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 this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2011-1093;
Directorate Identifier 2010-NM-149-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
We received a report of extensive corrosion of the ballscrew of the
drive mechanism of the horizontal stabilizer trim actuator (HSTA).
Boeing previously initiated a design review and safety analysis of the
ballscrews used on all Model 757 airplanes as a result of an MD-80
airplane accident which occurred in January 2000. The cause of that
accident was attributed to an in-flight failure of the horizontal
stabilizer jackscrew assembly caused by inadequate maintenance.
Jackscrews and ballscrews are similar in function and have similar
airplane level failure modes. During this review a Model 757 airplane
operator reported the subject corrosion. This condition, if not
corrected, could result in undetected failure of the primary and
secondary load paths for the ballscrew in the horizontal stabilizer,
which could lead to loss of control of the horizontal stabilizer and
consequent loss of control of the airplane.
Relevant Service Information
We have reviewed Boeing Alert Service Bulletins 757-27A0144 (for
Model 757-200, -200CB, and 200PF series airplanes) and 757-27A0145 (for
Model 757-300 series airplanes), both Revision 1, both dated January
20, 2010. These service bulletins describe procedures for repetitive
detailed inspections for discrepancies of the horizontal stabilizer
ballscrew assembly (including but not limited to, damage, cracking,
corrosion, or wear); repetitive lubrication of the horizontal
stabilizer trim control system; and repetitive measurements of the
ballscrew to ballnut freeplay for discrepancies.
We have also reviewed Subject 27-41-10, ``Stabilizer Trim Ballscrew
Freeplay,'' of Chapter 27, ``Flight Controls,'' of the Boeing 757
Airplane Maintenance Manual (AMM), Revision 101, dated May 20, 2011,
which describes procedures for accomplishing the subject inspections
and freeplay measurements, and applicable corrective actions.
[[Page 65992]]
FAA's Determination and Requirements of This Proposed AD
We are proposing this AD because we evaluated all relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
This proposed AD would require accomplishing the actions specified in
the service information described previously, except as discussed under
``Differences Between the Proposed AD and the Service Information.''
Differences Between the Proposed AD and the Service Information
Boeing Alert Service Bulletins 757-27A0144 and 757-27A0145, both
Revision 1, both dated January 20, 2010, do not specify corrective
actions for airplanes on which the measured freeplay is less than .004
inch and the freeplay check was done correctly. However, this proposed
AD requires corrective action that includes replacement of the HSTA
before further flight with a new or overhauled HSTA, if the freeplay
measurement is less then 0.002 inch. No action is required for freeplay
measurements greater then or equal to 0.002 inch but less then 0.004
inch after verifying the measurement was performed correctly.
Boeing Alert Service Bulletins 757-27A0144 and 757-27A0145, both
Revision 1, both dated January 20, 2010, do not specify conditions for
replacing the HSTA if that replacement is necessary as corrective
action. This proposed AD requires any replacement HSTA be new or
overhauled if replaced as corrective action. Any replacement HSTA that
is not new or overhauled must be inspected before further flight in
accordance with the requirements of this proposed AD.
Boeing Alert Service Bulletins 757-27A0144 and 757-27A0145, both
Revision 1, both dated January 20, 2010, do not give credit for
airplanes on which the HSTA ballscrews were overhauled after removing
the HSTA from the airplane as part of a ``hard-time'' replacement
program. The proposed AD includes credit for airplanes on which any
HSTA is overhauled before the effective date of this AD, or within the
compliance time specified in paragraph (g), (h), or (i) of this AD, as
applicable, as part of a ``hard-time'' replacement program that
includes removal of the HSTA from the airplane and overhaul of the
stabilizer ballscrew using original equipment manufacturer
instructions. 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, as applicable, and the repeat
interval for those actions may be determined from the performance date
of that overhaul.
Boeing Alert Service Bulletins 757-27A0144 and 757-27A0145, both
Revision 1, both dated January 20, 2010, do not specify the initial
compliance times for airplanes on which the detailed inspection or
lubrication tasks have not been performed; however, this proposed AD
provides those compliance times.
Boeing Alert Service Bulletins 757-27A0144 and 757-27A0145, both
Revision 1, both dated January 20, 2010, specify the initial compliance
time for the stabilizer ballscrew to ballnut freeplay check for Group
1, Configuration 1, and Group 1, Configuration 3 airplanes based on
total flight hours, within 18 months from the date of Boeing Alert
Service Bulletins 757-27A0144 and 757-27A0145, both Revision 1, both
dated January 20, 2010. This proposed AD requires the initial freeplay
check before the accumulation of 15,000 total flight hours, or within
18 months after the effective date of this AD, whichever occurs later.
We have coordinated the differences discussed above with Boeing.
Costs of Compliance
We estimate that this proposed AD would affect 730 airplanes of
U.S. registry. We also estimate that it would take about 13 work-hours
per product to comply with this proposed AD. The average labor rate is
$85 per work-hour. Based on these figures, we estimate the cost of this
proposed AD to the U.S. operators to be $806,650, or $1,105 per
product.
We estimate that it would take about 26 work-hours to do any HSTA
replacement that would be required based on the results of the proposed
inspection. We have no way of determining the number of aircraft that
might need these replacements. The average labor rate is $85 per work-
hour. Based on these figures, we estimate the cost of this proposed
replacement to the U.S. operators to be $2,210 per product; excluding
parts cost, which varies depending on airplane configuration.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. ``Subtitle VII: Aviation
Programs,'' describes in more detail the scope of the Agency's
authority.
We are issuing this rulemaking under the authority described in
``Subtitle VII, Part A, Subpart III, Section 44701: General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We determined that this 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 this 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),
(3) Will not affect intrastate aviation in Alaska, and
(4) 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, 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 FAA amends Sec. 39.13 by adding the following new AD:
The Boeing Company: Docket No. FAA-2011-1093; Directorate Identifier
2010-NM-149-AD.
[[Page 65993]]
Comments Due Date
(a) We must receive comments by December 9, 2011.
Affected ADs
(b) None.
Applicability
(c) This AD applies to all The Boeing Company Model 757-200, -
200PF, -200CB, and -300 series airplanes, certificated in any
category.
Subject
(d) Joint Aircraft System Component (JASC)/Air Transport
Association (ATA) of America Code 27: Flight Controls.
Unsafe Condition
(e) This AD was prompted by a report of extensive corrosion of
the ballscrew of the drive mechanism of the horizontal stabilizer
trim actuator (HSTA). We are issuing this AD to prevent undetected
failure of the primary and secondary load paths for the ballscrew in
the horizontal stabilizer, which could lead to loss of control of
the horizontal stabilizer and consequent loss of control of the
airplane.
Compliance
(f) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Group 1, Configuration 1 Airplanes--Repetitive Inspections,
Lubrications, Freeplay Checks
(g) For Group 1, Configuration 1 airplanes identified in Boeing
Alert Service Bulletin 757-27A0144 (for Model 757-200, -200CB, and
200PF series airplanes) or 757-27A0145 (for Model 757-300 series
airplanes), Revision 1, dated January 20, 2010, that have
accumulated 15,000 total flight cycles or fewer as of the effective
date of this AD: Do the actions required by paragraph (g)(1) or
(g)(2) of this AD, as applicable, and do the actions required by
paragraph (g)(3) or (g)(4) of this AD, as applicable, and do the
actions required by paragraph (g)(5) of this AD, at the times
specified in those paragraphs, and in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 757-
27A0144 (for Model 757-200, -200CB, and -200PF series airplanes) or
757-27A0145 (for Model 757-300 series airplanes), Revision 1, dated
January 20, 2010.
(1) For airplanes on which a detailed inspection of the
horizontal stabilizer ballscrew assembly specified in Boeing Alert
Service Bulletin 757-27A0144 or 757-27A0145, dated August 7, 2003;
or Revision 1, dated January 20, 2010; has been done as of the
effective date of this AD: Do a detailed inspection for
discrepancies of the horizontal stabilizer ballscrew assembly at the
later of the times specified in paragraphs (g)(1)(i) and (g)(1)(ii)
of this AD. Repeat the inspection thereafter at intervals not to
exceed 3,500 flight hours or 2 years, whichever occurs first.
(i) Within 3,500 flight hours or 2 years after doing the most
recent detailed inspection of the horizontal stabilizer ballscrew
assembly, whichever occurs first.
(ii) Within 6 months after the effective date of this AD.
(2) For airplanes on which a detailed inspection of the
horizontal stabilizer ballscrew assembly specified in Boeing Alert
Service Bulletin 757-27A0144 or 757-27A0145, dated August 7, 2003;
or Revision 1, dated January 20, 2010; has not been done as of the
effective date of this AD: Do a detailed inspection for
discrepancies of the horizontal stabilizer ballscrew assembly within
3,500 flight hours or 2 years after the effective date of this AD,
whichever occurs first. Repeat the inspection thereafter at
intervals not to exceed 3,500 flight hours or 2 years, whichever
occurs first.
(3) For airplanes on which the lubrication of the horizontal
stabilizer trim control system specified in Boeing Alert Service
Bulletin 757-27A0144 or 757-27A0145, dated August 7, 2003; or
Revision 1, dated January 20, 2010; has been done as of the
effective date of this AD: Lubricate the horizontal stabilizer trim
control system at the later of the times specified in paragraphs
(g)(3)(i) and (g)(3)(ii) of this AD. Repeat the lubrication
thereafter at intervals not to exceed 2,000 flight hours or 1 year,
whichever occurs first.
(i) Within 2,000 flight hours or 1 year after doing the most
recent lubrication of the horizontal stabilizer trim control system,
whichever occurs first.
(ii) Within 6 months after the effective date of this AD.
(4) For airplanes on which the lubrication of the horizontal
stabilizer trim control system specified in Boeing Alert Service
Bulletin 757-27A0144 or 757-27A0145, dated August 7, 2003; or
Revision 1, dated January 20, 2010; has not been done as of the
effective date of this AD: Lubricate the horizontal stabilizer trim
control system within 2,000 flight hours or 1 year after the
effective date of this AD, whichever occurs first. Repeat the
lubrication thereafter at intervals not to exceed 2,000 flight hours
or 1 year, whichever occurs first.
(5) Do the stabilizer ballscrew to ballnut freeplay check for
discrepancies at the later of the times specified in paragraphs
(g)(5)(i) and (g)(5)(ii) of this AD. Repeat the freeplay check
thereafter at intervals not to exceed 18,000 flight hours or 5
years, whichever occurs first.
(i) Before the accumulation of 15,000 total flight hours.
(ii) Within 18 months after the effective date of this AD.
Group 1, Configuration 2 Airplanes--Repetitive Inspections,
Lubrications, Freeplay Checks
(h) For Group 1, Configuration 2 airplanes identified in Boeing
Alert Service Bulletin 757-27A0144 (for Model 757-200, -200CB, and
200PF series airplanes) or 757-27A0145 (for Model 757-300 series
airplanes), Revision 1, dated January 20, 2010, that have
accumulated more than 15,000 total flight cycles as of the effective
date of this AD: Do the actions required by paragraph (h)(1) or
(h)(2) of this AD, as applicable, and do the actions required by
paragraph (h)(3) or (h)(4) of this AD, as applicable, and do the
actions required by paragraph (h)(5) of this AD, at the times
specified in those paragraphs, and in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 757-
27A0144 (for Model 757-200, -200CB, and 200PF series airplanes) or
757-27A0145 (for Model 757-300 series airplanes), Revision 1, dated
January 20, 2010.
(1) For airplanes on which a detailed inspection of the
horizontal stabilizer ballscrew assembly specified in Boeing Alert
Service Bulletin 757-27A0144 or 757-27A0145, dated August 7, 2003;
or Revision 1, dated January 20, 2010; has been done as of the
effective date of this AD: Do a detailed inspection for
discrepancies of the horizontal stabilizer ballscrew assembly at the
later of the times specified in paragraphs (h)(1)(i) and (h)(1)(ii)
of this AD. Do the inspection thereafter at intervals not to exceed
3,500 flight hours or 2 years, whichever occurs first.
(i) Within 3,500 flight hours or 18 months after doing the most
recent detailed inspection of the stabilizer ballscrew assembly,
whichever occurs first.
(ii) Within 6 months after the effective date of this AD.
(2) For airplanes on which a detailed inspection of the
horizontal stabilizer ballscrew assembly specified in Boeing Alert
Service Bulletin 757-27A0144 or 757-27A0145, dated August 7, 2003;
or Revision 1, dated January 20, 2010; has not been done as of the
effective date of this AD: Do a detailed inspection for
discrepancies of the horizontal stabilizer ballscrew assembly within
3,500 flight hours or 18 months after the effective date of this AD,
whichever occurs first. Do the inspection thereafter at intervals
not to exceed 3,500 flight hours or 2 years, whichever occurs first.
(3) For airplanes on which the lubrication of the horizontal
stabilizer trim control system specified in Boeing Alert Service
Bulletin 757-27A0144 or 757-27A0145, dated August 7, 2003; or
Revision 1, dated January 20, 2010; has been done as of the
effective date of this AD: Lubricate the horizontal stabilizer trim
control system at the later of the times specified in paragraphs
(h)(3)(i) and (h)(3)(ii) of this AD. Do the lubrication thereafter
at intervals not to exceed 2,000 flight hours or 1 year, whichever
occurs first.
(i) Within 2,000 flight hours or 1 year after doing the most
recent lubrication of the horizontal stabilizer trim control system,
whichever occurs first.
(ii) Within 6 months after the effective date of this AD.
(4) For airplanes on which the lubrication of the horizontal
stabilizer trim control system specified in Boeing Alert Service
Bulletins 757-27A0144 or 757-27A0145, dated August 7, 2003; or
Revision 1, dated January 20, 2010; has not been done as of the
effective date of this AD: Lubricate the horizontal stabilizer trim
control system within 2,000 flight hours or 1 year after the
effective date of this AD, whichever occurs first. Do the
lubrication thereafter at intervals not to exceed 2,000 flight hours
or 1 year, whichever occurs first.
(5) Do the stabilizer ballscrew to ballnut freeplay check for
discrepancies within 18 months after the effective date of this AD.
[[Page 65994]]
Repeat the freeplay check thereafter at intervals not to exceed
18,000 flight hours or 5 years, whichever occurs first.
Group 1, Configuration 3 Airplanes--Repetitive Inspections,
Lubrications, Freeplay Checks
(i) For Group 1, Configuration 3 airplanes identified in Boeing
Alert Service Bulletin 757-27A0144 (for Model 757-200, -200CB, and
200PF series airplanes) or 757-27A0145 (for Model 757-300 series
airplanes), Revision 1, dated January 20, 2010: Do the actions
required by paragraph (i)(1) or (i)(2) of this AD, as applicable,
and do the actions required by paragraph (i)(3) or (i)(4) of this
AD, as applicable, and do the actions required by paragraph (i)(5)
of this AD, at the time specified in those paragraphs, and in
accordance with the Accomplishment Instructions of Boeing Alert
Service Bulletin 757-27A0144 (for Model 757-200, -200CB, and 200PF
series airplanes) or 757-27A0145 (for Model 757-300 series
airplanes), Revision 1, dated January 20, 2010.
(1) For airplanes on which a detailed inspection of the
horizontal stabilizer ballscrew assembly specified in the
Accomplishment Instructions of Boeing Alert Service Bulletin 757-
27A0144 or 757-27A0145, dated August 7, 2003; or Revision 1, dated
January 20, 2010; has been done as of the effective date of this AD:
Do a detailed inspection for discrepancies of the stabilizer
ballscrew assembly at the later of the times specified in paragraphs
(h)(1)(i) and (h)(1)(ii) of this AD. Do the inspection thereafter at
intervals not to exceed 3,500 flight hours or 2 years, whichever
occurs first.
(i) Within 3,500 flight hours or 2 years after doing the most
recent detailed inspection of the stabilizer ballscrew assembly,
whichever occurs first.
(ii) Within 6 months after the effective date of this AD.
(2) For airplanes on which a detailed inspection of the
horizontal stabilizer ballscrew assembly specified in Boeing Alert
Service Bulletin 757-27A0144 or 757-27A0145, dated August 7, 2003;
or Revision 1, dated January 20, 2010; has not been done as of the
effective date of this AD: Do a detailed inspection for
discrepancies of the stabilizer ballscrew assembly at the later of
the times in paragraph (i)(2)(i) or (i)(2)(ii) of this AD. Repeat
the inspection thereafter at intervals not to exceed 3,500 flight
hours or 2 years, whichever occurs first.
(i) Within 3,500 flight hours or 2 years, whichever occurs
first, after accomplishing an overhaul specified in Boeing Alert
Service Bulletin 757-27A0142, Revision 2, dated October 23, 2003; or
Boeing Alert Service Bulletin 757-27A0143, Revision 1, dated October
23, 2003.
(ii) Within 6 months after the effective date of this AD.
(3) For airplanes on which the lubrication of the horizontal
stabilizer trim control system specified in Boeing Alert Service
Bulletin 757-27A0144 or 757-27A0145, dated August 7, 2003; or
Revision 1, dated January 20, 2010; has been done as of the
effective date of this AD: Lubricate the horizontal stabilizer trim
control system at the later of the times specified in paragraphs
(i)(3)(i) and (i)(3)(ii) of this AD. Do the lubrication thereafter
at intervals not to exceed 2,000 flight hours or 1 year, whichever
occurs first.
(i) Within 2,000 flight hours or 1 year after doing the most
recent lubrication of the horizontal stabilizer trim control system,
whichever occurs first.
(ii) Within 6 months after the effective date of this AD.
(4) For airplanes on which the lubrication of the horizontal
stabilizer trim control system specified in Boeing Alert Service
Bulletin 757-27A0144 or 757-27A0145, dated August 7, 2003; or
Revision 1, dated January 20, 2010; has not been done as of the
effective date of this AD: Lubricate the horizontal stabilizer trim
control system at the later of the times specified in paragraphs
(i)(4)(i) and (i)(4)(ii) of this AD. Do the lubrication thereafter
at intervals not to exceed 2,000 flight hours or 1 year, whichever
occurs first.
(i) Within 2,000 flight hours or 1 year, whichever occurs first,
after accomplishing an overhaul specified in Boeing Alert Service
Bulletin 757-27A0142, Revision 2, dated October 23, 2003; or Boeing
Alert Service Bulletin 757-27A0143, Revision 1, dated October 23,
2003.
(ii) Within 6 months after the effective date of this AD.
(5) Do the stabilizer ballscrew to ballnut freeplay check for
discrepancies at the later of the times specified in paragraph
(i)(5)(i) or (i)(5)(ii) of this AD. Repeat the freeplay check
thereafter at intervals not to exceed 18,000 flight hours or 5
years, whichever occurs first.
(i) Before the accumulation of 15,000 total flight hours after
accomplishing an overhaul specified in Boeing Alert Service Bulletin
757-27A0142, Revision 2, dated October 23, 2003; or Boeing Alert
Service Bulletin 757-27A0143, Revision 1, dated October 23, 2003.
(ii) Within 18 months after the effective date of this AD.
Corrective Actions
(j) If any discrepancy is found during any action required by
paragraph (g), (h), or (i) of this AD: Before further flight, do the
replacement specified in paragraph (j)(1) or (j)(2) of this AD, in
accordance with Subject 27-41-10, ``Stabilizer Trim Ballscrew
Freeplay,'' of Chapter 27, ``Flight Controls,'' of the Boeing 757
Airplane Maintenance Manual (AMM), Revision 101, dated May 20, 2011;
except as provided by paragraph (k) of this AD.
(1) Replace the HSTA with a new or overhauled HSTA.
(2) Replace the HSTA with a HSTA that is not new or overhauled
on which a detailed inspection, freeplay measurement, and
lubrication of that actuator are performed in accordance with
paragraph (g), (h), or (i) of this AD, as applicable, and no
discrepancies are found during the inspection and freeplay
measurement.
(k) No action is required if a freeplay measurement greater then
or equal to 0.002 inch but less than 0.004 inch is found and the
measurement is verified that it was performed correctly. This AD
requires HSTA replacement, as specified in paragraph (j) of this AD,
if a freeplay measurement less then 0.002 inch is found.
Note 1: Additional guidance for the verification of the
measurement can be found in Subject 27-41-10, ``Stabilizer Trim
Ballscrew Freeplay,'' of Chapter 27, ``Flight Controls,'' of the
Boeing 757 Airplane Maintenance Manual (AMM), Revision 101, dated
May 20, 2011.
Credit for Hard-Time Replacement of HSTA
(l) Any HSTA overhauled before the effective date of this AD, or
within the compliance time specified in paragraph (g), (h), or (i)
of this AD, as applicable--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 as specified in
paragraph (g), (h), or (i) of this AD; and therefore, is considered
acceptable for compliance with the initial accomplishment of the
actions specified in paragraphs (g), (h), and (i) of this AD, as
applicable, and the repeat interval for 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 paragraph (g), (h), or (i) of this AD, as
applicable, and no discrepancies are found during the inspection and
freeplay measurement.
Alternative Methods of Compliance (AMOCs)
(n)(1) The Manager, Seattle Aircraft Certification Office (ACO),
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. In accordance with 14
CFR 39.19, send your request to your principal inspector or local
Flight Standards District Office, as appropriate. If sending
information directly to the manager of the ACO, send it to the
attention of the person identified in the Related Information
section of this AD. Information may be e-mailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
Related Information
(o) For more information about this AD, contact Kelly McGuckin,
Aerospace Engineer, Systems and Equipment Branch, ANM-130S, Seattle
ACO, 1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone
(425) 917-6490; fax (425) 917-6590; e-mail: kelly.mcguckin@faa.gov.
(p) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Data & Services
[[Page 65995]]
Management, P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207;
telephone 206-544-5000, extension 1; fax 206-766-5680; e-mail
me.boecom@boeing.com; Internet https://www.myboeingfleet.com. You
may review copies of the referenced service information at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington 98057-3356. For information on the availability of this
material at the FAA, call 425-227-1221.
Issued in Renton, Washington, on October 13, 2011.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2011-27484 Filed 10-24-11; 8:45 am]
BILLING CODE 4910-13-P
