Airworthiness Directives; The Boeing Company Airplanes, 37239-37243 [2014-15416]

Download as PDF Federal Register / Vol. 79, No. 126 / Tuesday, July 1, 2014 / Proposed Rules financial data as of December 31 of the preceding calendar year. (b) Scenarios provided by the Corporation. In conducting the stress test under this subpart, each covered bank must use the scenarios provided the Corporation. The scenarios provided by the Corporation will reflect a minimum of three sets of economic and financial conditions, including: Baseline, adverse, and severely adverse scenarios. The Corporation will provide a description of the scenarios required under this section to each covered bank no later than November 15 (for the stress tests beginning October 1, 2014) or February 15 (for the stress test beginning January 1, 2016, and all stress tests thereafter) of that calendar year. (c) Significant trading activities. The Corporation may require a covered bank with significant trading activities, as determined by the Corporation, to include trading and counterparty components in its adverse and severely adverse scenarios. The trading and counterparty position data used in these components will be as of a date between October 1 and December 1 (for the stress test beginning October 1, 2014) or between January 1 and March 1 (for the stress test beginning January 1, 2016, and all stress tests thereafter) of that calendar year selected by the Corporation and communicated to the covered bank no later than December 1 (for the stress test beginning October 1, 2014) or March 1 (for the stress test beginning January 1, 2016, and all stress tests thereafter) of the calendar year. ■ 5. Revise § 325.206 paragraph (a) to read as follows: tkelley on DSK3SPTVN1PROD with PROPOSALS § 325.206 Required reports of stress test results to the FDIC and the Board of Governors of the Federal Reserve System (a) Report required for annual stress test results. (1) $10 billion to $50 billion covered bank. Prior to January 1, 2016, a $10 billion to $50 billion covered bank must report to the FDIC and to the Board on or before March 31 the results of the stress test in the manner and form specified by the FDIC. Effective January 1, 2016, a $10 billion to $50 billion covered bank must report to the FDIC and to the Board on or before July 31 the results of the stress test in the manner and form specified by the FDIC. (2) Over $50 billion covered bank. Prior to January 1, 2016, an over $50 billion covered bank must report to the FDIC and to the Board, on or before January 5, the results of the stress test in the manner and form specified by the FDIC. Effective January 1, 2016, an over $50 billion covered bank must report to VerDate Mar<15>2010 16:47 Jun 30, 2014 Jkt 232001 37239 the FDIC and to the Board, on or before April 7, the results of the stress test in the manner and form specified by the FDIC. * * * * * ■ 6. Revise § 325.207 paragraph (a) to read as follows: By order of the Board of Directors. Dated at Washington, DC, this 13th day of June 2014. Federal Deposit Insurance Corporation. Valerie J. Best, Assistant Executive Secretary. § 325.207 results. BILLING CODE 6714–01–P Publication of stress test (a) Publication date. (1) $10 billion to $50 billion covered bank. (i) Prior to January 1, 2016, a $10 billion to $50 billion covered bank must publish a summary of the results of its annual stress test in the period starting June 15 and ending June 30 (for the stress test cycle beginning October 1, 2014). (ii) Effective January 1, 2016, a $10 billion to $50 billion covered bank must publish a summary of the results of its annual stress test in the period starting October 15 and ending October 31 (for the stress test cycle beginning January 1, 2016 and for all annual stress tests thereafter). (2) Over $50 billion covered bank. (i) Prior to January 1, 2016, an over $50 billion covered bank must publish a summary of the results of its annual stress tests in the period starting March 15 and ending March 31 (for the stress test cycle beginning October 1, 2014). (ii) Effective January 1, 2016, an over $50 billion covered bank must publish a summary of the results of its annual stress tests in the period starting June 15 and ending July 15 (for the stress test cycle beginning January 1, 2016, and for all annual stress tests thereafter) provided: (A) Unless the FDIC determines otherwise, if the over $50 billion covered bank is a consolidated subsidiary of a bank holding company or savings and loan holding company subject to supervisory stress tests conducted by the Board of Governors of the Federal Reserve System under 12 CFR part 252, then, within the June 15 to July 15 period, such covered bank may not publish the required summary of its annual stress test earlier than the date that the Board of Governors of the Federal Reserve System publishes the supervisory stress test results of the covered bank’s parent holding company. (B) If the Board of Governors of the Federal Reserve System publishes the supervisory stress test results of the covered bank’s parent holding company prior to June 15, then such covered bank may publish its stress test results prior to June 15, but no later than July 15, through actual publication by the covered bank or through publication by the parent holding company under paragraph (b) of this section. PO 00000 Frm 00009 Fmt 4702 Sfmt 4702 [FR Doc. 2014–14389 Filed 6–30–14; 8:45 am] DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2011–0475; Directorate Identifier 2010–NM–199–AD] RIN 2120–AA64 Airworthiness Directives; The Boeing Company Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Supplemental notice of proposed rulemaking (NPRM); reopening of comment period. AGENCY: We are revising an earlier proposed airworthiness directive (AD) for certain The Boeing Company Model 757–200, –200PF, –200CB, and –300 series airplanes. The NPRM proposed to require, for certain airplanes, installing new relays adjacent to two of the spoiler control modules. For certain other airplanes, the NPRM proposed to require torquing the bracket assembly installation nuts and ground stud nuts, and doing bond resistance tests between the bracket assemblies and the terminal lugs on the ground studs. The NPRM was prompted by numerous reports of unintended lateral oscillations during final approach, just before landing. This action revises the NPRM by adding actions that are necessary to address the identified unsafe condition. We are proposing this supplemental NPRM (SNPRM) to reduce the chance of unintended lateral oscillations near touchdown, which could result in loss of lateral control of the airplane, and consequent airplane damage or injury to flight crew and passengers. Since these actions impose an additional burden over that proposed in the NPRM, we are reopening the comment period to allow the public the chance to comment on these proposed changes. DATES: We must receive comments on this SNPRM by August 15, 2014. ADDRESSES: You may send comments, using the procedures found in 14 CFR 11.43 and 11.45, by any of the following methods: SUMMARY: E:\FR\FM\01JYP1.SGM 01JYP1 37240 Federal Register / Vol. 79, No. 126 / Tuesday, July 1, 2014 / Proposed Rules • Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments. • Fax: 202–493–2251. • Mail: U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE., Washington, DC 20590. • Hand Delivery: U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE., Washington, DC 20590, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. For service information identified in this AD, contact Boeing Commercial Airplanes, Attention: Data & Services Management, P.O. Box 3707, MC 2H–65, Seattle, WA 98124–2207; telephone 206–544–5000, extension 1; fax 206– 766–5680; Internet https:// www.myboeingfleet.com. You may view this referenced service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. 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 http:// www.regulations.gov by searching for and locating Docket No. FAA–2011– 0475; 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 (phone: 800–647–5527) is in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt. FOR FURTHER INFORMATION CONTACT: Marie Hogestad, Aerospace Engineer, Systems and Equipment Branch, ANM– 130S, Seattle Aircraft Certification Office (ACO), FAA, 1601 Lind Avenue SW., Renton, WA 98057–3356; phone: 425–917–6418; fax: 425–917–6590; email: marie.hogestad@faa.gov. SUPPLEMENTARY INFORMATION: tkelley on DSK3SPTVN1PROD with PROPOSALS 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–2011–0475; Directorate Identifier 2010–NM–199–AD’’ at the beginning of your comments. We specifically invite comments on the overall regulatory, VerDate Mar<15>2010 16:47 Jun 30, 2014 Jkt 232001 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 http:// 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 issued an NPRM to amend 14 CFR part 39 by adding an AD that would apply to certain The Boeing Company Model 757–200, –200PF, –200CB, and –300 series airplanes. The NPRM published in the Federal Register on May 24, 2011 (76 FR 30043). The NPRM proposed to require, for certain airplanes, installing new relays adjacent to two of the spoiler control modules that would prevent the deployment of certain spoiler pairs when landing flaps are selected. For certain other airplanes, the NPRM proposed to require torquing the bracket assembly installation nuts and ground stud nuts, and doing bond resistance tests between the bracket assemblies and the terminal lugs on the ground studs. Actions Since Previous NPRM Was Issued Since we issued the NPRM, we have determined that additional actions are necessary to address the identified unsafe condition. The actions include installing three new relays on the opposite side of the same relay bracket assembly; and for certain airplanes, doing an additional inspection to ensure that the three new relays do not contact adjacent wire bundles, and related investigative and corrective actions if necessary. Comments We gave the public the opportunity to comment on the NPRM (76 FR 30043, May 24, 2011). The following presents the comments received on the NPRM (76 FR 30043, May 24, 2011) and the FAA’s response to each comment. Support for the NPRM (76 FR 30043, May 24, 2011) The Airline Pilots Association, International (ALPA) stated that it supports the intent of the NPRM (76 FR 30043, May 24, 2011). Request To Withdraw the NPRM (76 FR 30043, May 24, 2011) FedEx requested that we withdraw the NPRM (76 FR 30043, May 24, 2011). PO 00000 Frm 00010 Fmt 4702 Sfmt 4702 FedEx stated that since implementation of AD 2006–23–15, Amendment 39– 14827 (71 FR 66657, November 16, 2006), there have been no reports of lateral pilot-induced oscillation (PIO) or unintended lateral oscillations during landing from the operators of Model 757 airplanes. (AD 2006–23–15 requires, among other actions, installing a control wheel damper assembly and vortex generators (vortilons) on the leading edge of the outboard main flap.) FedEx also stated that the proposed modifications to the lateral control system are very costly, do not improve the lateral handling characteristics, and will make the airplane less responsive and less maneuverable in the landing environment, resulting in the potential for an unsafe condition. We disagree with the request to withdraw the NPRM (76 FR 30043, May 24, 2011). AD 2006–23–15, Amendment 39–14827 (71 FR 66657, November 16, 2006), is considered interim action. The manufacturer has identified an additional modification that is needed to correct the unsafe condition identified in AD 2006–23–15. This design change was made to reduce the lateral power to take out excessive airplane roll authority during landing operations. This is done by making the airplane lateral response to control wheel inputs more linear. It should be noted that this will make Model 757 handling characteristics more consistent with those of the other Boeing airplane models during landing operations. Also, even though there have only been 12 reports of unintended lateral oscillations near touchdown, there could have been other events that have been unrecognized and/or unreported. We have determined that it is necessary to proceed with this AD action. Request To Shorten Compliance Time ALPA requested the compliance time be shortened from the 60 months proposed in the NPRM (76 FR 30043, May 24, 2011). ALPA stated that a shortened compliance time is justified given the serious consequences of unintended roll oscillations near the ground. We disagree with the request to shorten the compliance time. In developing the compliance time for this AD action, we considered not only the safety implications of the identified unsafe condition, but also the average utilization rate of the affected fleet, the practical aspects of an orderly modification of the fleet, the availability of required parts, and the time necessary for the rulemaking process. The 60month compliance time following the effective date of the final rule was E:\FR\FM\01JYP1.SGM 01JYP1 Federal Register / Vol. 79, No. 126 / Tuesday, July 1, 2014 / Proposed Rules determined to be appropriate given the interim actions that have already been mandated by AD 2006–23–15, Amendment 39–14827 (71 FR 66657, November 16, 2006). We have not changed the SNPRM in this regard. tkelley on DSK3SPTVN1PROD with PROPOSALS Request To Use Revised Service Bulletin American Airlines requested that we delay release of the final rule until after release of Boeing Service Bulletin 757– 27A0152, Revision 2, so it can be incorporated into the AD. American Airlines stated that the pending Revision 2 of this service bulletin was expected to address many of the concerns it had regarding the NPRM (76 FR 30043, May 24, 2011) and Boeing Alert Service Bulletin 757–27A0152, Revision 1, dated June 30, 2010. American Airlines outlined its concerns in its comments. We have revised this SNPRM to refer to Boeing Service Bulletin 757– 27A0152, Revision 3, dated October 28, 2013, as operators need to have comprehensive, clear, and concise instructions to accomplish the requirements of this AD. Also, we reviewed Boeing Service Bulletin 757–27A0152, Revision 2, dated May 25, 2012; and Revision 3, dated October 28, 2013. Revision 2 was issued to add procedures for installing three new relays on the opposite side of the same relay bracket assembly to improve wire routing and maintenance access to the relays, and to prevent wire chafing on adjacent wire bundles. For certain airplanes, a general visual inspection was added to ensure the three new relays do not contact adjacent wire bundles and, if necessary, related investigative and corrective actions. Boeing Service Bulletin 757– 27A0152, Revision 3, dated October 28, 2013, was subsequently issued to make further improvements and corrections to illustrations. We have changed the service information references in paragraphs (c) and (g) of this SNPRM to Boeing Service Bulletin 757–27A0152, Revision 3, dated October 28, 2013; and added new paragraph (h) to this SNPRM to provide credit for the actions required by paragraph (g) of this SNPRM, if those actions were performed before the effective date of this AD using Boeing Service Bulletin 757–27A0152, Revision 2, dated May 25, 2012. Request To Clarify the Terms ‘‘Refer to’’ and ‘‘In Accordance With’’ UPS asked if we agree with the terms ‘‘refer to’’ and ‘‘in accordance with’’ as defined in Boeing Alert Service Bulletin VerDate Mar<15>2010 16:47 Jun 30, 2014 Jkt 232001 757–27A0152, Revision 1, dated June 30, 2010. We agree with the definition of the terms ‘‘refer to’’ and ‘‘in accordance with’’ as specified in Boeing Alert Service Bulletin 757–27A0152, Revision 1, dated June 30, 2010; Boeing Service Bulletin 757–27A0152, Revision 2, dated May 25, 2012; and Boeing Service Bulletin 757–27A0152, Revision 3, dated October 28, 2013. When the words ‘‘refer to’’ are used and the operator has an accepted alternative procedure, the accepted alternative procedure may be used. When the words ‘‘in accordance with’’ are included in the instruction, the procedure specified must be used. No change to the SNPRM is needed. Request To Change Wording Boeing requested that we revise the SUMMARY and Discussion sections and paragraph (e) of the NPRM (76 FR 30043, May 24, 2011) to change ‘‘numerous’’ to ‘‘several’’ when describing the number of reports of unintended lateral oscillations during final approach. Boeing stated that this wording change would make the wording in the NPRM consistent with that used in AD 2006–23–15, Amendment 39–14827 (71 FR 66657, November 16, 2006), which also addresses the issue of unintended lateral oscillations near touchdown for Model 757 airplanes. We disagree to change the wording. Although the wording is not consistent with AD 2006–23–15, Amendment 39– 14827 (71 FR 66657, November 16, 2006), it is accurate because there have been 12 confirmed PIO events in Model 757 history. And there were three other events for which a PIO was suspected, but without time history data, they could not be confirmed. We have not changed the SNPRM in this regard. Request To Allow Use of New Parts American Airlines requested that we revise the NPRM (76 FR 30043, May 24, 2011) to authorize, without mandating, installation of new parts in place of lost or damaged hardware. American Airlines stated that it finds several areas in which Boeing Alert Service Bulletin 757–27A0152, Revision 1, dated June 30, 2010, states to ‘‘Install (Kept)’’ parts. American Airlines stated that no authority is given to replace the kept parts with new parts of the same part number and that, during the course of the modification, parts may become damaged or lost, therefore rendering the kept hardware unserviceable or unavailable for installation. We agree with the commenter’s request. As stated previously, we have PO 00000 Frm 00011 Fmt 4702 Sfmt 4702 37241 changed this SNPRM to refer to Boeing Service Bulletin 757–27A0152, Revision 3, dated October 28, 2013, as the appropriate source of service information. Note 11 of paragraph 3.A. (General Information) of the Accomplishment Instructions of Boeing Service Bulletin 757–27A0152, Revision 3, dated October 28, 2013, states that, where the work instructions include installation of a kept part, a new or serviceable part with the same part number can be installed as an alternative to the kept part. Request To Evaluate Lateral Control Landing Characteristics ALPA requested that we evaluate whether the maximum demonstrated crosswind characteristics are affected by the lateral control modifications proposed by the NPRM (76 FR 30043, May 24, 2011). FedEx stated that the current simulator data are based on the original Boeing flight test data, which will not accurately represent the lateral control characteristics if modified by the proposed AD. We have determined that, at the most conservative crosswind case of a trim on approach in the maximum demonstrated crosswind (30 knots) with zero degree crab angle, the additional wheel required to trim is small (six degrees or less); and that the total magnitude of the lateral control required to trim is not limiting. The manufacturer has stated that it has no plans to make any updates to the airplane flight manual, nor a plan to release an updated simulator data package regarding crosswind characteristics. We have not changed the SNPRM in this regard. Request for Clarification of Spoiler/ Speedbrake Test UPS requested clarification of the spoiler/speedbrake control system operational test. UPS stated that Boeing Alert Service Bulletin 757–27A0152, Revision 1, dated June 30, 2010, referenced in the NPRM (76 FR 30043, May 24, 2011), does not provide an aircraft maintenance manual (AMM) reference for the test. We agree to provide clarification. No reference to the AMM is needed, because the spoiler/speedbrake control system operational test is included in the Accomplishment Instructions of Boeing Service Bulletin 757–27A0152, Revision 3, dated October 28, 2013; in a separate section titled ‘‘Operational test of the spoiler/speedbrake control system.’’ We have not changed the SNPRM in this regard. E:\FR\FM\01JYP1.SGM 01JYP1 37242 Federal Register / Vol. 79, No. 126 / Tuesday, July 1, 2014 / Proposed Rules FAA’s Determination Proposed Requirements of This SNPRM We are proposing this SNPRM because we evaluated all the relevant information and determined the unsafe condition described previously is likely to exist or develop in other products of the same type design. Certain changes described above expand the scope of the NPRM (76 FR 30043, May 24, 2011). As a result, we have determined that it is necessary to reopen the comment period to provide additional opportunity for the public to comment on this SNPRM. This SNPRM would require accomplishing the actions specified in Boeing Service Bulletin 757–27A0152, Revision 3, dated October 28, 2013. The phrase ‘‘related investigative actions’’ is used in this proposed AD. ‘‘Related investigative actions’’ are follow-on actions that (1) are related to the primary actions, and (2) further investigate the nature of any condition found. Related investigative actions in an AD could include, for example, inspections. The phrase ‘‘corrective actions’’ is used in this proposed AD. ‘‘Corrective actions’’ correct or address any condition found. Corrective actions in an AD could include, for example, repairs. Costs of Compliance We estimate that this will affect 676 airplanes of U.S. registry. We estimate the following costs to comply with this proposed AD: ESTIMATED COSTS Action Labor cost Installation Group 1, Configuration 1 (48 airplanes) ......... Installation Group 2, Configuration 1 (588 airplanes) ....... Installation Group 3, Configuration 1 (12 airplanes) ......... Installation Group 4, Configuration 1 (24 airplanes) ......... Installation Group 5, Configuration 1 (4 airplanes) ........... Torque Bracket Assembly and Bond Tests Groups 1–5, Configuration 2. General Visual Inspection Groups 1–5, Configuration 3 .. We estimate the following costs to do any necessary repairs that would be Cost per product Parts cost 36 work-hours × $85 per $3,060. 33 work-hours × $85 per $2,805. 33 work-hours × 85 per $2,805. 33 work-hours × $85 per $2,805. 36 work-hours × $85 per $3,060. 12 work-hours × $85 per $1,020. 7 work-hours × $85 per hour Cost on U.S. operators hour = $4,691 $7,751 $372,048 hour = 4,610 7,415 4,360,020 hour = 4,619 7,424 89,088 hour = 4,610 7,415 177,960 hour = 4,701 7,761 31,044 hour = 0 1,020 689,520 0 595 402,220 = $595 required based on the results of the proposed inspection. We have no way of determining the number of aircraft that might need these repairs: ON-CONDITION COSTS Action Labor cost Adjust Wire Bundle and Install Sleeve, Group 1–5, Configuration 1 ............. Inspection, Repair, and Installation Change, Group 1–5, Configuration 2 ..... Inspection, Repair, Installation Change, and Test, Group 1–5, Configuration 3. 1 work-hour × $85 per hour = $85 .... 1 work-hour × $85 per hour = $85 .... 5 work-hours × $85 per hour = $425 tkelley on DSK3SPTVN1PROD with PROPOSALS We have received no definitive data that would enable us to provide cost estimates for the on-condition parts specified in this SNPRM. 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 VerDate Mar<15>2010 16:47 Jun 30, 2014 Jkt 232001 the Administrator finds necessary for safety in air commerce. This proposed 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: PO 00000 Frm 00012 Fmt 4702 Sfmt 4702 Parts cost Cost per product $0 0 0 $85 85 425 (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, E:\FR\FM\01JYP1.SGM 01JYP1 Federal Register / Vol. 79, No. 126 / Tuesday, July 1, 2014 / Proposed Rules 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 airworthiness directive (AD): ■ The Boeing Company: Docket No. FAA– 2011–0475; Directorate Identifier 2010– NM–199–AD. (a) Comments Due Date We must receive comments by August 15, 2014. (b) Affected ADs None. (c) Applicability This AD applies to The Boeing Company Model 757–200, –200PF, –200CB, and –300 series airplanes, certificated in any category, as identified in Boeing Service Bulletin 757– 27A0152, Revision 3, dated October 28, 2013. (d) Subject Air Transport Association (ATA) of America Code 27, Flight Controls. (e) Unsafe Condition This AD was prompted by numerous reports of unintended lateral oscillations during the final approach, just before landing. We are issuing this AD to reduce the chance of unintended lateral oscillations near touchdown, which could result in loss of lateral control of the airplane, and consequent airplane damage or injury to flight crew and passengers. tkelley on DSK3SPTVN1PROD with PROPOSALS (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Installation and Inspection Within 60 months after the effective date of this AD, do the applicable actions specified in paragraphs (g)(1), (g)(2), and (g)(3) of this AD. (1) For Configuration 1 airplanes as defined in Boeing Service Bulletin 757–27A0152, Revision 3, dated October 28, 2013: Install three bracket assemblies and three new relays, and make changes to the wire bundles, in accordance with the Accomplishment Instructions of Boeing Service Bulletin 757–27A0152, Revision 3, dated October 28, 2013. (2) For Configuration 2 airplanes as defined in Boeing Service Bulletin 757–27A0152, Revision 3, dated October 28, 2013: Torque the bracket assembly nuts and ground stud nuts, do bond resistance tests to verify that bonding requirements are met, do a general visual inspection to ensure that the three new relays do not touch the adjacent wire bundles, and do all applicable related VerDate Mar<15>2010 16:47 Jun 30, 2014 Jkt 232001 investigative and corrective actions, in accordance with the Accomplishment Instructions of Boeing Service Bulletin 757– 27A0152, Revision 3, dated October 28, 2013. Do all applicable related investigative and corrective actions before further flight. (3) For Configuration 3 airplanes as defined in Boeing Service Bulletin 757–27A0152, Revision 3, dated October 28, 2013: Do a general visual inspection to ensure that the three new relays do not touch the adjacent wire bundles, and do all applicable related investigative and corrective actions, in accordance with the Accomplishment Instructions of Boeing Service Bulletin 757– 27A0152, Revision 3, dated October 28, 2013. Do all applicable related investigative and corrective actions before further flight. (h) Credit for Previous Actions This paragraph provides credit for actions required by paragraph (g) of this AD, if those actions were performed before the effective date of this AD using Boeing Service Bulletin 757–27A0152, Revision 2, dated May 25, 2012. (i) Alternative Methods of Compliance (AMOCs) (1) The Manager, Los Angeles 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 paragraph (j)(2) of this AD. Information may be emailed to: 9-ANM-LAACO-AMOCRequests@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. (3) An AMOC that provides an acceptable level of safety may be used for any repair required by this AD if it is approved by the Boeing Commercial Airplanes Organization Designation Authorization (ODA) that has been authorized by the Manager, Los Angeles ACO, to make those findings. For a repair method to be approved, the repair must meet the certification basis of the airplane and the approval must specifically refer to this AD. 37243 Management, P.O. Box 3707, MC 2H–65, Seattle, WA 98124–2207; telephone 206– 544–5000, extension 1; fax 206–766–5680; Internet https://www.myboeingfleet.com. You may view this service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information on the availability of this material at the FAA, call 425–227–1221. Issued in Renton, Washington, on June 24, 2014. Jeffrey E. Duven, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2014–15416 Filed 6–30–14; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2014–0348; Directorate Identifier 2014–NM–033–AD] RIN 2120–AA64 Airworthiness Directives; The Boeing Company Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed rulemaking (NPRM). AGENCY: We propose to adopt a new airworthiness directive (AD) for certain The Boeing Company Model 777–200, 777–200LR, 777–300ER, and 777F series airplanes. This proposed AD was prompted by a report indicating that sealant may not have been applied in production to the wing skin panel gaps above certain underwing fittings. This proposed AD would require an inspection for missing sealant, and applicable other specified, related investigative, and corrective actions. We are proposing this AD to detect and correct missing sealant from the wing skin panel gaps above the underwing fittings, which could result in corrosion (j) Related Information and fatigue cracking in the wing skin panel, and consequent loss of limit load (1) For more information about this AD, contact Marie Hogestad, Aerospace Engineer, capability of the wing skin and potential Systems and Equipment Branch, ANM–130S, subsequent structural failure of the Seattle Aircraft Certification Office (ACO), wings. FAA, 1601 Lind Avenue SW., Renton, WA 98057–3356; phone: 425–917–6418; fax: 425– DATES: We must receive comments on this proposed AD by August 15, 2014. 917–6590; email: marie.hogestad@faa.gov. (2) For information about AMOCs for this ADDRESSES: You may send comments, AD, contact Jen Pei, Aerospace Engineer, using the procedures found in 14 CFR Systems and Equipment Branch, ANM–130L, 11.43 and 11.45, by any of the following Los Angeles Aircraft Certification Office methods: (ACO), FAA, 3960 Paramount Boulevard, • Federal eRulemaking Portal: Go to Lakewood, CA 90712–4137; phone: 562–627– http://www.regulations.gov. Follow the 5320; fax: 562–627–5210; email: jen.pei@ instructions for submitting comments. faa.gov. • Fax: 202–493–2251. (3) For service information identified in • Mail: U.S. Department of this AD, contact Boeing Commercial Airplanes, Attention: Data & Services Transportation, Docket Operations, M– PO 00000 Frm 00013 Fmt 4702 Sfmt 4702 SUMMARY: E:\FR\FM\01JYP1.SGM 01JYP1

Agencies

[Federal Register Volume 79, Number 126 (Tuesday, July 1, 2014)]
[Proposed Rules]
[Pages 37239-37243]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-15416]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2011-0475; Directorate Identifier 2010-NM-199-AD]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Supplemental notice of proposed rulemaking (NPRM); reopening of 
comment period.

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SUMMARY: We are revising an earlier proposed airworthiness directive 
(AD) for certain The Boeing Company Model 757-200, -200PF, -200CB, and 
-300 series airplanes. The NPRM proposed to require, for certain 
airplanes, installing new relays adjacent to two of the spoiler control 
modules. For certain other airplanes, the NPRM proposed to require 
torquing the bracket assembly installation nuts and ground stud nuts, 
and doing bond resistance tests between the bracket assemblies and the 
terminal lugs on the ground studs. The NPRM was prompted by numerous 
reports of unintended lateral oscillations during final approach, just 
before landing. This action revises the NPRM by adding actions that are 
necessary to address the identified unsafe condition. We are proposing 
this supplemental NPRM (SNPRM) to reduce the chance of unintended 
lateral oscillations near touchdown, which could result in loss of 
lateral control of the airplane, and consequent airplane damage or 
injury to flight crew and passengers. Since these actions impose an 
additional burden over that proposed in the NPRM, we are reopening the 
comment period to allow the public the chance to comment on these 
proposed changes.

DATES: We must receive comments on this SNPRM by August 15, 2014.

ADDRESSES: You may send comments, using the procedures found in 14 CFR 
11.43 and 11.45, by any of the following methods:

[[Page 37240]]

     Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
     Fax: 202-493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE., Washington, DC 20590.
     Hand Delivery: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE., Washington, DC 20590, between 9 a.m. and 5 p.m., 
Monday through Friday, except Federal holidays.
    For service information identified in this AD, contact Boeing 
Commercial Airplanes, Attention: Data & Services Management, P.O. Box 
3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-5000, 
extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. 
You may view this referenced service information at the FAA, Transport 
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. 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 http://www.regulations.gov by searching for and locating Docket No. FAA-2011-
0475; 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 (phone: 800-647-5527) is in the ADDRESSES section. Comments will 
be available in the AD docket shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Marie Hogestad, Aerospace Engineer, 
Systems and Equipment Branch, ANM-130S, Seattle Aircraft Certification 
Office (ACO), FAA, 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 
425-917-6418; fax: 425-917-6590; email: marie.hogestad@faa.gov.

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-2011-0475; 
Directorate Identifier 2010-NM-199-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 http://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 issued an NPRM to amend 14 CFR part 39 by adding an AD that 
would apply to certain The Boeing Company Model 757-200, -200PF, -
200CB, and -300 series airplanes. The NPRM published in the Federal 
Register on May 24, 2011 (76 FR 30043). The NPRM proposed to require, 
for certain airplanes, installing new relays adjacent to two of the 
spoiler control modules that would prevent the deployment of certain 
spoiler pairs when landing flaps are selected. For certain other 
airplanes, the NPRM proposed to require torquing the bracket assembly 
installation nuts and ground stud nuts, and doing bond resistance tests 
between the bracket assemblies and the terminal lugs on the ground 
studs.

Actions Since Previous NPRM Was Issued

    Since we issued the NPRM, we have determined that additional 
actions are necessary to address the identified unsafe condition. The 
actions include installing three new relays on the opposite side of the 
same relay bracket assembly; and for certain airplanes, doing an 
additional inspection to ensure that the three new relays do not 
contact adjacent wire bundles, and related investigative and corrective 
actions if necessary.

Comments

    We gave the public the opportunity to comment on the NPRM (76 FR 
30043, May 24, 2011). The following presents the comments received on 
the NPRM (76 FR 30043, May 24, 2011) and the FAA's response to each 
comment.

Support for the NPRM (76 FR 30043, May 24, 2011)

    The Airline Pilots Association, International (ALPA) stated that it 
supports the intent of the NPRM (76 FR 30043, May 24, 2011).

Request To Withdraw the NPRM (76 FR 30043, May 24, 2011)

    FedEx requested that we withdraw the NPRM (76 FR 30043, May 24, 
2011). FedEx stated that since implementation of AD 2006-23-15, 
Amendment 39-14827 (71 FR 66657, November 16, 2006), there have been no 
reports of lateral pilot-induced oscillation (PIO) or unintended 
lateral oscillations during landing from the operators of Model 757 
airplanes. (AD 2006-23-15 requires, among other actions, installing a 
control wheel damper assembly and vortex generators (vortilons) on the 
leading edge of the outboard main flap.) FedEx also stated that the 
proposed modifications to the lateral control system are very costly, 
do not improve the lateral handling characteristics, and will make the 
airplane less responsive and less maneuverable in the landing 
environment, resulting in the potential for an unsafe condition.
    We disagree with the request to withdraw the NPRM (76 FR 30043, May 
24, 2011). AD 2006-23-15, Amendment 39-14827 (71 FR 66657, November 16, 
2006), is considered interim action. The manufacturer has identified an 
additional modification that is needed to correct the unsafe condition 
identified in AD 2006-23-15. This design change was made to reduce the 
lateral power to take out excessive airplane roll authority during 
landing operations. This is done by making the airplane lateral 
response to control wheel inputs more linear. It should be noted that 
this will make Model 757 handling characteristics more consistent with 
those of the other Boeing airplane models during landing operations. 
Also, even though there have only been 12 reports of unintended lateral 
oscillations near touchdown, there could have been other events that 
have been unrecognized and/or unreported. We have determined that it is 
necessary to proceed with this AD action.

Request To Shorten Compliance Time

    ALPA requested the compliance time be shortened from the 60 months 
proposed in the NPRM (76 FR 30043, May 24, 2011). ALPA stated that a 
shortened compliance time is justified given the serious consequences 
of unintended roll oscillations near the ground.
    We disagree with the request to shorten the compliance time. In 
developing the compliance time for this AD action, we considered not 
only the safety implications of the identified unsafe condition, but 
also the average utilization rate of the affected fleet, the practical 
aspects of an orderly modification of the fleet, the availability of 
required parts, and the time necessary for the rulemaking process. The 
60-month compliance time following the effective date of the final rule 
was

[[Page 37241]]

determined to be appropriate given the interim actions that have 
already been mandated by AD 2006-23-15, Amendment 39-14827 (71 FR 
66657, November 16, 2006). We have not changed the SNPRM in this 
regard.

Request To Use Revised Service Bulletin

    American Airlines requested that we delay release of the final rule 
until after release of Boeing Service Bulletin 757-27A0152, Revision 2, 
so it can be incorporated into the AD. American Airlines stated that 
the pending Revision 2 of this service bulletin was expected to address 
many of the concerns it had regarding the NPRM (76 FR 30043, May 24, 
2011) and Boeing Alert Service Bulletin 757-27A0152, Revision 1, dated 
June 30, 2010. American Airlines outlined its concerns in its comments.
    We have revised this SNPRM to refer to Boeing Service Bulletin 757-
27A0152, Revision 3, dated October 28, 2013, as operators need to have 
comprehensive, clear, and concise instructions to accomplish the 
requirements of this AD.
    Also, we reviewed Boeing Service Bulletin 757-27A0152, Revision 2, 
dated May 25, 2012; and Revision 3, dated October 28, 2013. Revision 2 
was issued to add procedures for installing three new relays on the 
opposite side of the same relay bracket assembly to improve wire 
routing and maintenance access to the relays, and to prevent wire 
chafing on adjacent wire bundles. For certain airplanes, a general 
visual inspection was added to ensure the three new relays do not 
contact adjacent wire bundles and, if necessary, related investigative 
and corrective actions.
    Boeing Service Bulletin 757-27A0152, Revision 3, dated October 28, 
2013, was subsequently issued to make further improvements and 
corrections to illustrations.
    We have changed the service information references in paragraphs 
(c) and (g) of this SNPRM to Boeing Service Bulletin 757-27A0152, 
Revision 3, dated October 28, 2013; and added new paragraph (h) to this 
SNPRM to provide credit for the actions required by paragraph (g) of 
this SNPRM, if those actions were performed before the effective date 
of this AD using Boeing Service Bulletin 757-27A0152, Revision 2, dated 
May 25, 2012.

Request To Clarify the Terms ``Refer to'' and ``In Accordance With''

    UPS asked if we agree with the terms ``refer to'' and ``in 
accordance with'' as defined in Boeing Alert Service Bulletin 757-
27A0152, Revision 1, dated June 30, 2010.
    We agree with the definition of the terms ``refer to'' and ``in 
accordance with'' as specified in Boeing Alert Service Bulletin 757-
27A0152, Revision 1, dated June 30, 2010; Boeing Service Bulletin 757-
27A0152, Revision 2, dated May 25, 2012; and Boeing Service Bulletin 
757-27A0152, Revision 3, dated October 28, 2013. When the words ``refer 
to'' are used and the operator has an accepted alternative procedure, 
the accepted alternative procedure may be used. When the words ``in 
accordance with'' are included in the instruction, the procedure 
specified must be used. No change to the SNPRM is needed.

Request To Change Wording

    Boeing requested that we revise the SUMMARY and Discussion sections 
and paragraph (e) of the NPRM (76 FR 30043, May 24, 2011) to change 
``numerous'' to ``several'' when describing the number of reports of 
unintended lateral oscillations during final approach. Boeing stated 
that this wording change would make the wording in the NPRM consistent 
with that used in AD 2006-23-15, Amendment 39-14827 (71 FR 66657, 
November 16, 2006), which also addresses the issue of unintended 
lateral oscillations near touchdown for Model 757 airplanes.
    We disagree to change the wording. Although the wording is not 
consistent with AD 2006-23-15, Amendment 39-14827 (71 FR 66657, 
November 16, 2006), it is accurate because there have been 12 confirmed 
PIO events in Model 757 history. And there were three other events for 
which a PIO was suspected, but without time history data, they could 
not be confirmed. We have not changed the SNPRM in this regard.

Request To Allow Use of New Parts

    American Airlines requested that we revise the NPRM (76 FR 30043, 
May 24, 2011) to authorize, without mandating, installation of new 
parts in place of lost or damaged hardware. American Airlines stated 
that it finds several areas in which Boeing Alert Service Bulletin 757-
27A0152, Revision 1, dated June 30, 2010, states to ``Install (Kept)'' 
parts. American Airlines stated that no authority is given to replace 
the kept parts with new parts of the same part number and that, during 
the course of the modification, parts may become damaged or lost, 
therefore rendering the kept hardware unserviceable or unavailable for 
installation.
    We agree with the commenter's request. As stated previously, we 
have changed this SNPRM to refer to Boeing Service Bulletin 757-
27A0152, Revision 3, dated October 28, 2013, as the appropriate source 
of service information. Note 11 of paragraph 3.A. (General Information) 
of the Accomplishment Instructions of Boeing Service Bulletin 757-
27A0152, Revision 3, dated October 28, 2013, states that, where the 
work instructions include installation of a kept part, a new or 
serviceable part with the same part number can be installed as an 
alternative to the kept part.

Request To Evaluate Lateral Control Landing Characteristics

    ALPA requested that we evaluate whether the maximum demonstrated 
crosswind characteristics are affected by the lateral control 
modifications proposed by the NPRM (76 FR 30043, May 24, 2011). FedEx 
stated that the current simulator data are based on the original Boeing 
flight test data, which will not accurately represent the lateral 
control characteristics if modified by the proposed AD.
    We have determined that, at the most conservative crosswind case of 
a trim on approach in the maximum demonstrated crosswind (30 knots) 
with zero degree crab angle, the additional wheel required to trim is 
small (six degrees or less); and that the total magnitude of the 
lateral control required to trim is not limiting. The manufacturer has 
stated that it has no plans to make any updates to the airplane flight 
manual, nor a plan to release an updated simulator data package 
regarding crosswind characteristics. We have not changed the SNPRM in 
this regard.

Request for Clarification of Spoiler/Speedbrake Test

    UPS requested clarification of the spoiler/speedbrake control 
system operational test. UPS stated that Boeing Alert Service Bulletin 
757-27A0152, Revision 1, dated June 30, 2010, referenced in the NPRM 
(76 FR 30043, May 24, 2011), does not provide an aircraft maintenance 
manual (AMM) reference for the test.
    We agree to provide clarification. No reference to the AMM is 
needed, because the spoiler/speedbrake control system operational test 
is included in the Accomplishment Instructions of Boeing Service 
Bulletin 757-27A0152, Revision 3, dated October 28, 2013; in a separate 
section titled ``Operational test of the spoiler/speedbrake control 
system.'' We have not changed the SNPRM in this regard.

[[Page 37242]]

FAA's Determination

    We are proposing this SNPRM because we evaluated all the relevant 
information and determined the unsafe condition described previously is 
likely to exist or develop in other products of the same type design. 
Certain changes described above expand the scope of the NPRM (76 FR 
30043, May 24, 2011). As a result, we have determined that it is 
necessary to reopen the comment period to provide additional 
opportunity for the public to comment on this SNPRM.

Proposed Requirements of This SNPRM

    This SNPRM would require accomplishing the actions specified in 
Boeing Service Bulletin 757-27A0152, Revision 3, dated October 28, 
2013.
    The phrase ``related investigative actions'' is used in this 
proposed AD. ``Related investigative actions'' are follow-on actions 
that (1) are related to the primary actions, and (2) further 
investigate the nature of any condition found. Related investigative 
actions in an AD could include, for example, inspections.
    The phrase ``corrective actions'' is used in this proposed AD. 
``Corrective actions'' correct or address any condition found. 
Corrective actions in an AD could include, for example, repairs.

Costs of Compliance

    We estimate that this will affect 676 airplanes of U.S. registry.
    We estimate the following costs to comply with this proposed AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                        Cost per    Cost on U.S.
                  Action                            Labor cost           Parts cost      product      operators
----------------------------------------------------------------------------------------------------------------
Installation Group 1, Configuration 1 (48  36 work-hours x $85 per            $4,691        $7,751      $372,048
 airplanes).                                hour = $3,060.
Installation Group 2, Configuration 1      33 work-hours x $85 per             4,610         7,415     4,360,020
 (588 airplanes).                           hour = $2,805.
Installation Group 3, Configuration 1 (12  33 work-hours x 85 per hour         4,619         7,424        89,088
 airplanes).                                = $2,805.
Installation Group 4, Configuration 1 (24  33 work-hours x $85 per             4,610         7,415       177,960
 airplanes).                                hour = $2,805.
Installation Group 5, Configuration 1 (4   36 work-hours x $85 per             4,701         7,761        31,044
 airplanes).                                hour = $3,060.
Torque Bracket Assembly and Bond Tests     12 work-hours x $85 per                 0         1,020       689,520
 Groups 1-5, Configuration 2.               hour = $1,020.
General Visual Inspection Groups 1-5,      7 work-hours x $85 per hour             0           595       402,220
 Configuration 3.                           = $595.
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to do any necessary repairs 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 
repairs:

                           On-Condition Costs
------------------------------------------------------------------------
                                                               Cost per
            Action                Labor cost     Parts cost    product
------------------------------------------------------------------------
Adjust Wire Bundle and         1 work-hour x             $0          $85
 Install Sleeve, Group 1-5,     $85 per hour =
 Configuration 1.               $85.
Inspection, Repair, and        1 work-hour x              0           85
 Installation Change, Group 1-  $85 per hour =
 5, Configuration 2.            $85.
Inspection, Repair,            5 work-hours x             0          425
 Installation Change, and       $85 per hour =
 Test, Group 1-5,               $425.
 Configuration 3.
------------------------------------------------------------------------

    We have received no definitive data that would enable us to provide 
cost estimates for the on-condition parts specified in this SNPRM.

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 proposed 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,

[[Page 37243]]

the FAA proposes to amend 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

The Boeing Company: Docket No. FAA-2011-0475; Directorate Identifier 
2010-NM-199-AD.

(a) Comments Due Date

    We must receive comments by August 15, 2014.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to The Boeing Company Model 757-200, -200PF, -
200CB, and -300 series airplanes, certificated in any category, as 
identified in Boeing Service Bulletin 757-27A0152, Revision 3, dated 
October 28, 2013.

(d) Subject

    Air Transport Association (ATA) of America Code 27, Flight 
Controls.

(e) Unsafe Condition

    This AD was prompted by numerous reports of unintended lateral 
oscillations during the final approach, just before landing. We are 
issuing this AD to reduce the chance of unintended lateral 
oscillations near touchdown, which could result in loss of lateral 
control of the airplane, and consequent airplane damage or injury to 
flight crew and passengers.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Installation and Inspection

    Within 60 months after the effective date of this AD, do the 
applicable actions specified in paragraphs (g)(1), (g)(2), and 
(g)(3) of this AD.
    (1) For Configuration 1 airplanes as defined in Boeing Service 
Bulletin 757-27A0152, Revision 3, dated October 28, 2013: Install 
three bracket assemblies and three new relays, and make changes to 
the wire bundles, in accordance with the Accomplishment Instructions 
of Boeing Service Bulletin 757-27A0152, Revision 3, dated October 
28, 2013.
    (2) For Configuration 2 airplanes as defined in Boeing Service 
Bulletin 757-27A0152, Revision 3, dated October 28, 2013: Torque the 
bracket assembly nuts and ground stud nuts, do bond resistance tests 
to verify that bonding requirements are met, do a general visual 
inspection to ensure that the three new relays do not touch the 
adjacent wire bundles, and do all applicable related investigative 
and corrective actions, in accordance with the Accomplishment 
Instructions of Boeing Service Bulletin 757-27A0152, Revision 3, 
dated October 28, 2013. Do all applicable related investigative and 
corrective actions before further flight.
    (3) For Configuration 3 airplanes as defined in Boeing Service 
Bulletin 757-27A0152, Revision 3, dated October 28, 2013: Do a 
general visual inspection to ensure that the three new relays do not 
touch the adjacent wire bundles, and do all applicable related 
investigative and corrective actions, in accordance with the 
Accomplishment Instructions of Boeing Service Bulletin 757-27A0152, 
Revision 3, dated October 28, 2013. Do all applicable related 
investigative and corrective actions before further flight.

(h) Credit for Previous Actions

    This paragraph provides credit for actions required by paragraph 
(g) of this AD, if those actions were performed before the effective 
date of this AD using Boeing Service Bulletin 757-27A0152, Revision 
2, dated May 25, 2012.

(i) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Los Angeles 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 paragraph (j)(2) of this AD. 
Information may be emailed to: 9-ANM-LAACO-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.
    (3) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD if it is approved by the 
Boeing Commercial Airplanes Organization Designation Authorization 
(ODA) that has been authorized by the Manager, Los Angeles ACO, to 
make those findings. For a repair method to be approved, the repair 
must meet the certification basis of the airplane and the approval 
must specifically refer to this AD.

 (j) Related Information

    (1) For more information about this AD, contact Marie Hogestad, 
Aerospace Engineer, Systems and Equipment Branch, ANM-130S, Seattle 
Aircraft Certification Office (ACO), FAA, 1601 Lind Avenue SW., 
Renton, WA 98057-3356; phone: 425-917-6418; fax: 425-917-6590; 
email: marie.hogestad@faa.gov.
    (2) For information about AMOCs for this AD, contact Jen Pei, 
Aerospace Engineer, Systems and Equipment Branch, ANM-130L, Los 
Angeles Aircraft Certification Office (ACO), FAA, 3960 Paramount 
Boulevard, Lakewood, CA 90712-4137; phone: 562-627-5320; fax: 562-
627-5210; email: jen.pei@faa.gov.
    (3) For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may view this service information at the 
FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, 
WA. For information on the availability of this material at the FAA, 
call 425-227-1221.

     Issued in Renton, Washington, on June 24, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2014-15416 Filed 6-30-14; 8:45 am]
BILLING CODE 4910-13-P