Airworthiness Directives; The Boeing Company Airplanes, 37239-37243 [2014-15416]
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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:
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§ 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
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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.
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[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:
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Federal Register / Vol. 79, No. 126 / Tuesday, July 1, 2014 / Proposed Rules
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590, between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays.
For service information identified in
this AD, contact Boeing Commercial
Airplanes, 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 https://
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:
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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,
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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 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).
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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
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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.
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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
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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
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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.
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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
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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
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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:
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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,
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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–
https://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]
=======================================================================
-----------------------------------------------------------------------
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.
-----------------------------------------------------------------------
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 https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
For service information identified in this AD, contact Boeing
Commercial Airplanes, 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 https://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 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 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
