Airworthiness Directives; the Boeing Company Airplanes, 3290-3297 [2019-01518]
Download as PDF
<![CDATA[
3290
Federal Register / Vol. 84, No. 29 / Tuesday, February 12, 2019 / Rules and Regulations
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
2019–01–06 The Boeing Company:
Amendment 39–19545; Docket No.
FAA–2018–0793; Product Identifier
2018–NM–057–AD.
(i) Exceptions to Service Information
Specifications
(a) Effective Date
This AD is effective March 19, 2019.
(b) Affected ADs
None.
(c) Applicability
(1) This AD applies to all The Boeing
Company Model 737–100, –200, –200C,
–300, –400, and –500 series airplanes,
certificated in any category.
(2) Installation of Supplemental Type
Certificate (STC) ST01219SE does not affect
the ability to accomplish the actions required
by this AD. Therefore, for airplanes on which
STC ST01219SE is installed, a ‘‘change in
product’’ alternative method of compliance
(AMOC) approval request is not necessary to
comply with the requirements of 14 CFR
39.17.
(d) Subject
Air Transport Association (ATA) of
America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by a report of
cracks in the body station (STA) 303.9 frame
web and doubler at fastener holes common
to the stop fitting at stringer 16 left (S–16L).
We are issuing this AD to address cracks in
the STA 303.9 frame web and doubler at the
stop fitting at S–16L, which, if not addressed,
could result in the inability of a principal
structural element to sustain limit loads and
possible rapid decompression of the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Required Actions for Group 1
For airplanes identified as Group 1 in
Boeing Requirements Bulletin 737–53A1375
RB, dated March 12, 2018: Within 120 days
after the effective date of this AD, inspect the
airplane and do all applicable on-condition
actions using a method approved in
accordance with the procedures specified in
paragraph (j) of this AD.
(h) Required Actions for Groups 2
Through 5
Except as specified in paragraph (i) of this
AD: For airplanes identified as Groups 2
through 5 in Boeing Requirements Bulletin
737–53A1375 RB, dated March 12, 2018, at
the applicable times specified in the
VerDate Sep<11>2014
16:31 Feb 11, 2019
Jkt 247001
‘‘Compliance’’ paragraph of Boeing
Requirements Bulletin 737–53A1375 RB,
dated March 12, 2018, do all applicable
actions identified in, and in accordance with,
the Accomplishment Instructions of Boeing
Requirements Bulletin 737–53A1375 RB,
dated March 12, 2018.
Note 1 to paragraph (h) of this AD:
Guidance for accomplishing the actions
required by this AD can be found in Boeing
Alert Service Bulletin 737–53A1375, dated
March 12, 2018, which is referred to in
Boeing Requirements Bulletin 737–53A1375
RB, dated March 12, 2018.
(1) For purposes of determining
compliance with the requirements of this AD:
Where Boeing Requirements Bulletin 737–
53A1375 RB, dated March 12, 2018, uses the
phrase ‘‘the original issue date of
Requirements Bulletin 737–53A1375 RB,’’
this AD requires using ‘‘the effective date of
this AD.’’
(2) Where Boeing Requirements Bulletin
737–53A1375 RB, dated March 12, 2018,
specifies contacting Boeing for repair
instructions, this AD requires repair using a
method approved in accordance with the
procedures specified in paragraph (j) of this
AD.
(j) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Los Angeles ACO Branch,
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
certification office, send it to the attention of
the person identified in paragraph (k) of this
AD. Information may be emailed to: 9-ANMLAACO-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,
modification, or alteration 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 Branch, FAA, to make those findings.
To be approved, the repair method,
modification deviation, or alteration
deviation must meet the certification basis of
the airplane, and the approval must
specifically refer to this AD.
(k) Related Information
For more information about this AD,
contact Galib Abumeri, Aerospace Engineer,
Airframe Section, FAA, Los Angeles ACO
Branch, 3960 Paramount Boulevard,
Lakewood, CA 90712–4137; phone: 562–627–
5324; fax: 562–627–5210; email:
galib.abumeri@faa.gov.
PO 00000
Frm 00006
Fmt 4700
Sfmt 4700
(l) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) Boeing Requirements Bulletin 737–
53A1375 RB, dated March 12, 2018.
(ii) [Reserved].
(3) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster Blvd.,
MC 110–SK57, Seal Beach, CA 90740–5600;
phone: 562–797–1717; internet: https://
www.myboeingfleet.com.
(4) You may view this service information
at the FAA, Transport Standards Branch,
2200 South 216th St., Des Moines, WA. For
information on the availability of this
material at the FAA, call 206–231–3195.
(5) You may view this service information
that is incorporated by reference at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA, call
202–741–6030, or go to: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Issued in Des Moines, Washington, on
January 10, 2019.
Jeffrey E. Duven,
Director, System Oversight Division, Aircraft
Certification Service.
[FR Doc. 2019–01520 Filed 2–11–19; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2018–0162; Product
Identifier 2017–NM–116–AD; Amendment
39–19542; AD 2019–01–03]
RIN 2120–AA64
Airworthiness Directives; the Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are superseding
Airworthiness Directive (AD) 2016–18–
01, which applied to certain The Boeing
Company Model 737–600, –700, –700C,
–800, –900, and –900ER series
airplanes. AD 2016–18–01 required
repetitive lubrication of the forward and
aft trunnion pin assemblies of the right
and left main landing gears (MLGs);
repetitive inspection of these assemblies
for corrosion and chrome damage, and
related investigative and corrective
actions if necessary; and installation of
SUMMARY:
E:\FR\FM\12FER1.SGM
12FER1
Federal Register / Vol. 84, No. 29 / Tuesday, February 12, 2019 / Rules and Regulations
new or modified trunnion pin assembly
components, which terminated the
repetitive lubrication and repetitive
inspections. Since we issued AD 2016–
18–01, we have determined that rotable
parts were not addressed in that AD,
and it is therefore necessary to include
all airplanes of the affected models in
the applicability. This AD retains the
requirements of AD 2016–18–01, adds
airplanes to the applicability, and
prohibits the installation of a MLG or
MLG trunnion pin assembly under
certain conditions. We are issuing this
AD to address the unsafe condition on
these products.
This AD is effective March 19,
2019.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of March 19, 2019.
DATES:
For service information
identified in this final rule, contact
Boeing Commercial Airplanes,
Attention: Contractual & Data Services
(C&DS), 2600 Westminster Blvd., MC
110–SK57, Seal Beach, CA 90740–5600;
telephone 562–797–1717; internet
https://www.myboeingfleet.com. You
may view this service information at the
FAA, Transport Standards Branch, 2200
South 216th St., Des Moines, WA. For
information on the availability of this
material at the FAA, call 206–231–3195.
It is also available on the internet at
https://www.regulations.gov by searching
for and locating Docket No. FAA–2018–
0162.
ADDRESSES:
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–2018–
0162; or in person at Docket Operations
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
The AD docket contains this final rule,
the regulatory evaluation, any
comments received, and other
information. The address for Docket
Operations (phone: 800–647–5527) is
U.S. Department of Transportation,
Docket Operations, M–30, West
Building Ground Floor, Room W12–140,
1200 New Jersey Avenue SE,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT:
Alan Pohl, Aerospace Engineer,
Airframe Section, FAA, Seattle ACO
Branch, 2200 South 216th St., Des
Moines, WA 98198; telephone and fax:
206–231–3527; email: alan.pohl@
faa.gov.
SUPPLEMENTARY INFORMATION:
VerDate Sep<11>2014
16:31 Feb 11, 2019
Jkt 247001
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2016–18–01,
Amendment 39–18631 (81 FR 59830,
August 31, 2016) (‘‘AD 2016–18–01’’).
AD 2016–18–01 applied to certain The
Boeing Company Model 737–600, –700,
–700C, –800, –900, and –900ER series
airplanes. The NPRM published in the
Federal Register on March 5, 2018 (83
FR 9238). The NPRM was prompted by
a determination that rotable parts were
not addressed in AD 2016–18–01, and
that it was therefore necessary to
include all airplanes of the affected
models in the applicability. The NPRM
proposed to retain all requirements of
AD 2016–18–01 and add airplanes to
the applicability. The NPRM also
proposed to prohibit the installation of
a MLG or MLG trunnion pin assembly
on any airplane identified in paragraph
(c) of the proposed AD unless certain
actions are accomplished. We are
issuing this AD to address heavy
corrosion and chrome damage on the
forward and aft trunnion pin assemblies
of the right and left MLGs, which could
result in cracking of these assemblies
and collapse of the MLGs.
Comments
We gave the public the opportunity to
participate in developing this AD. The
following presents the comments
received on the NPRM and the FAA’s
response to each comment.
Effect of Winglets on Accomplishment
of the Proposed Actions
Aviation Partners Boeing stated that
accomplishing the installation of
winglets using Supplemental Type
Certificate (STC) ST00830SE does not
affect compliance with the actions
proposed in the NPRM.
We concur with the commenter. We
have redesignated paragraph (c) of the
proposed AD as paragraph (c)(1) of this
AD and added paragraph (c)(2) to this
AD to state that installation of STC
ST00830SE does not affect the ability to
accomplish the actions required by this
AD. Therefore, for airplanes on which
STC ST00830SE is installed, a ‘‘change
in product’’ alternative method of
compliance (AMOC) approval request is
not necessary to comply with the
requirements of 14 CFR 39.17.
Request To Include Alternative Action
to Inspection To Determine Part
Number
All Nippon Airways (ANA) requested
that the inspection to determine the part
numbers of the existing parts, as
specified in paragraph (g) of the
proposed AD, not be required if the
PO 00000
Frm 00007
Fmt 4700
Sfmt 4700
3291
repetitive lubrication and inspection, as
specified in paragraphs (h) and (i) of the
proposed AD, have already been
performed.
We agree with the commenter’s
request. The alternative action
recommended by ANA will maintain an
acceptable level of safety by continuing
the lubrication and inspection
requirements in this AD. We have
revised paragraph (g) of this AD to state
that operators may accomplish
continued lubrication and inspection as
required by paragraphs (h) and (i) of this
AD, at the specified times, in lieu of the
inspection to determine the existing part
numbers.
Request To Clarify Purpose of
Inspection To Determine Part Number
Alaska Airlines (Alaska), Boeing, and
Southwest Airlines (SWA) requested
that paragraph (g) of the proposed AD be
revised to clarify that the inspection is
to determine if any of the ‘‘existing’’
part numbers identified in paragraph
2.C.3., ‘‘Parts Modified and
Reidentified,’’ of Boeing Special
Attention Service Bulletin 737–32–
1448, Revision 2, dated August 2, 2017
(‘‘BSASB 737–32–1448, R2’’), are
installed. Alaska noted that paragraph
2.C.3. of BSASB 737–32–1448, R2, has
two columns of part numbers, one for
existing part numbers and one for new
part numbers.
The commenters noted that paragraph
(g) of the proposed AD states that the
purpose of the inspection is to
determine if any of the MLG trunnion
pin assembly part numbers identified in
paragraph 2.C.3. of BSASB 737–32–
1448, R2, are installed. The commenters
pointed out that this requested change
would align the wording in the
proposed AD with the wording in
paragraph 2.C.3. of BSASB 737–32–
1448, R2.
In addition, Boeing observed that the
existing parts identified in paragraph
2.C.3. of BSASB 737–32–1448, R2,
include outer cylinder assemblies and
race and ball assemblies, as well as MLG
trunnion pin assemblies. Boeing
recommended that the header to
paragraph (g) of the proposed AD be
revised to clarify that this inspection is
to determine part numbers for all
assembly types, rather than specify the
part number of only the MLG and MLG
trunnion pin assembly.
We agree with the commenters’
requests for the reasons provided by the
commenters. We have revised the
header to paragraph (g) of this AD to
specify ‘‘Inspection to Determine Part
Numbers.’’ We have also revised
paragraph (g) of this AD to state, ‘‘ . . .
do an inspection to determine if any of
E:\FR\FM\12FER1.SGM
12FER1
3292
Federal Register / Vol. 84, No. 29 / Tuesday, February 12, 2019 / Rules and Regulations
the existing part numbers identified in
. . . . A review of airplane maintenance
records is acceptable in lieu of this
inspection if the part number of each
existing part number can be
conclusively determined from that
review.’’
Request To Remove Inspection
Requirement for Certain Airplanes
SWA and Ryanair (RYR) requested
that airplanes identified in paragraphs
(c)(1) and (c)(4) of the proposed AD
(paragraphs (c)(1)(i) and (c)(1)(iv) in this
AD) be relieved from doing the
inspection to determine part numbers,
or the review of airplane maintenance
records, specified in paragraph (g) of the
proposed AD. RYR also stated that the
airplanes identified in these paragraphs
have not incorporated the actions in
Boeing Special Attention Service
Bulletin 737–32–1448, dated May 19,
2011 (‘‘BSASB 737–32–1448’’).
SWA indicated that the affected MLGs
would have already been identified, as
required by AD 2016–18–01, and the
inspection and lubrication actions
described in Boeing Special Attention
Service Bulletin 737–32–1448, Revision
1, dated May 29, 2015 (‘‘BSASB 737–
32–1448, R1’’), would have already
started on those airplanes. RYR stated
that all MLGs would need to have all
required actions completed to verify AD
compliance anyway, and a records
check would not yield any further
benefit and would not outweigh the
amount of work required to complete
the records check.
In addition, RYR stated that if an
inspection to determine a part number
or a records check is completed on an
airplane identified in paragraph (c)(1) or
(c)(4) of the proposed AD (paragraph
(c)(1)(i) or (c)(1)(iv) of this AD), and it
is determined that the affected rotable
parts are installed on the airplane, the
rotable parts may incorrectly be
assumed to be in compliance with the
requirements specified in the proposed
AD. RYR stated that there is no way to
determine if the MLG forward trunnion
pin seal and retainer are AD compliant
because the details would not be
included in documentation and could
be verified only if the MLG was
removed from the airplane and
inspected. This would incur a
requirement to remove every MLG from
every airplane in an operator’s fleet
within 30 days after the effective date of
the AD to determine if the installation
is compliant with the requirements of
the AD.
RYR also stated that BSASB 737–32–
1448, R2, does not clearly indicate for
which airplanes operators would need
to do the inspection to determine the
VerDate Sep<11>2014
16:31 Feb 11, 2019
Jkt 247001
part number or records check. RYR
pointed out that page 7 of BSASB 737–
32–1448, R2, indicates that only
airplanes in Group 1–3 that have
accomplished the actions in BSASB
737–32–1448 or BSASB 737–32–1448,
R1, would need to do the inspection or
records check, but page 42, Table 1, for
Group 1–2 airplanes, configuration 1,
states this configuration relates only to
airplanes on which the actions in the
service bulletin have not been
completed. RYR mentioned that it
submitted a service request to Boeing to
clarify if the intent of this action is only
for airplanes on which the actions in
BSASB 737–32–1448 or BSASB 737–
32–1448, R1, have been completed.
We do not agree with the commenters’
requests. We appreciate the operators’
concerns that this records check does
not appear to be necessary. However,
BSASB 737–32–1448, R1, which is the
required service information for
compliance with AD 2016–18–01, did
not address part rotability. An operator
might have complied with the
requirements of AD 2016–18–01 on a
given airplane, and then subsequently
rotated a non-compliant MLG and
installed it on that same airplane.
Shortly after AD 2016–18–01 was
issued, one operator with a large
number of affected airplanes informed
the FAA that three-fourths of those
airplanes no longer had the same
landing gear that was installed when the
airplane was delivered.
Therefore, as explained elsewhere in
this AD, it is necessary to supersede AD
2016–18–01 to address the unsafe
condition by addressing rotability. In
order to do this, the actions required by
paragraphs (h), (i), and (j) of this AD are
contingent upon knowing what parts are
installed. An inspection for parts
modified and reidentified was not
included in BSASB 737–32–1448, R1,
and consequently was not mandated by
AD 2016–18–01.
Operators should have adequate
maintenance records to determine if the
MLG forward trunnion pin seal and
retainer are AD compliant. If this is not
the case, then it might be necessary, as
indicated by RYR, to remove the MLG
from the airplane to identify the part
numbers.
Our change to paragraph (g) of this
AD, allowing repetitive lubrication and
inspection instead of the inspection to
determine the part numbers or the
records check, may provide relief to
operators. If operators choose to
continue to perform the repetitive
lubrication and inspection, then they
are not required to do the inspection to
determine the part number.
PO 00000
Frm 00008
Fmt 4700
Sfmt 4700
In regard to RYR’s observation of
discrepancies in BSASB 737–32–1448,
R2, we note that the information on
page 7 is part of the Revision
Transmittal Sheet, which explains the
effects of the actions described in
BSASB 737–32–1448, R2, for airplanes
on which the actions in BSASB 737–32–
1448 or BSASB 737–32–1448, R1, were
previously done. The information in the
Revision Transmittal Sheet is related to
but not mandated by this AD. RYR has
correctly sent its concerns to Boeing to
address inconsistencies in its service
information.
We have not changed paragraph (g) to
this AD regarding these issues.
Request To Revise Parts Installation
Limitation Paragraph
Boeing and SWA requested that
paragraph (m) of the proposed AD be
revised to include all existing parts
identified in paragraph 2.C.3, ‘‘Parts
Modified and Reidentified,’’ of BSASB
737–32–1448, R2, not just the MLG or
MLG forward trunnion pin assembly.
Boeing noted that in addition to the
MLG and MLG forward trunnion pin
assembly, the list of parts includes the
outer cylinder assembly, and race and
ball assemblies.
We agree with the commenters’
requests. We have revised paragraph (m)
of this AD to state that ‘‘As of the
effective date of this AD, no person may
install existing parts identified in
paragraph 2.C.3., ‘Parts Modified and
Reidentified,’ of BSASB 737–32–1448,
R2, on any airplane identified in
paragraphs (c)(1)(i) through (c)(1)(vii) of
this AD, unless the actions required by
paragraph (j) or (k), as applicable, of this
AD have been accomplished on the
parts.’’
Request To Revise Parts Installation
Limitation Paragraph To Include Newly
Purchased Parts
Delta Air Lines (DAL) requested that
paragraph (m) of the proposed AD be
revised to allow operators to install any
newly purchased spare parts that are not
specified in paragraph 2.C.3., ‘‘Parts
Modified and Reidentified,’’ of BSASB
737–32–1448, R2. DAL stated that
paragraph (m) of the proposed AD does
not include a provision for parts that are
not affected by the part number
inspection required by paragraph (g) of
the proposed AD. DAL also mentioned
that many airplanes have been delivered
with parts for which paragraphs (j) and
(k) of the proposed AD are not
applicable, and with parts that are
identified through the inspection or
records review specified in paragraph
(g) of the proposed AD.
E:\FR\FM\12FER1.SGM
12FER1
Federal Register / Vol. 84, No. 29 / Tuesday, February 12, 2019 / Rules and Regulations
We do not agree with the commenter’s
request. Although we appreciate the
commenter’s concern, paragraph (m) of
this AD already addresses this issue
with the phrase ‘‘as applicable.’’
Paragraph (m) of this AD applies only to
parts that are subject to the
requirements of paragraphs (j) and (k) of
this AD and does not apply to newly
purchased spare parts. In addition, as
previously mentioned, we have revised
the wording in paragraph (m) of this AD
in response to another comment, and
this revised wording addresses the
commenter’s concern. We have not
revised this AD further in regard to this
issue.
Request To Provide Additional Credit
for Previous Actions
DAL observed that paragraph (n) of
the proposed AD did not provide credit
for previously accomplished actions
that comply with the inspection to
determine the part numbers, specified
in paragraph (g) of the proposed AD.
DAL contended that once the part
numbers have been identified, through
inspection or maintenance records
review, it is not necessary to repeat the
inspection. We infer that DAL is
requesting a revision to paragraph (n) of
the proposed AD to include credit for
inspections for part number
identification specified in paragraph (g)
of the proposed AD.
We do not agree with the commenter’s
request. Neither the original issue of
BSASB 737–32–1448, nor BSASB 737–
32–1448, R1, included either an
inspection to determine part numbers or
a maintenance records check. Also, AD
2016–18–01 did not include a parts
installation limitation provision.
Paragraph (f), ‘‘Compliance,’’ of this AD
already accounts for actions
accomplished prior to the effective date
of this AD. Specifically, paragraph (f) of
this AD states ‘‘Comply with this AD
within the compliance times specified,
unless already done.’’ If DAL has
adequate records to demonstrate that the
part number determination required by
paragraph (g) of this AD has already
been accomplished for an airplane, then
it is not necessary to repeat this action.
We have not changed this AD in regard
to this issue.
Request To Allow Use of Serviceable
Rotable Parts
DAL requested that operators be
permitted to use serviceable rotable
parts in lieu of returning modified parts
to the same airplane from which they
were removed. DAL noted that
paragraph (j) of the proposed AD would
require modification of the left and right
MLG trunnion pin assemblies in
VerDate Sep<11>2014
16:31 Feb 11, 2019
Jkt 247001
accordance with work package 3 of the
Accomplishment Instructions of BSASB
737–32–1448, R2. DAL mentioned that
many operators use pools of rotable
spare parts to reduce the time necessary
for maintenance. DAL explained that
rotable parts are airplane parts and
components that can be rebuilt or
overhauled to be reinstalled on the same
airplane or put in stock to be used on
a different airplane.
We agree with the intent of the
commenter’s request, but find it
unnecessary to change this AD to
address the concern. These parts are
rotable. We are superseding AD 2016–
18–01 because it did not address rotable
parts. We appreciate DAL’s concern
regarding returning modified parts to
the same airplane from which they were
removed. This AD does not include that
requirement, and operators may do as
DAL suggested and use rotable parts,
provided the parts are per type design
and meet any other pertinent
requirements prior to installation. In
addition, the revision to paragraph (m)
of this AD, discussed previously,
addresses DAL’s concern. We have not
revised this AD further in regard to this
issue.
Request for Clarification of Difference
Between the Proposed AD and Service
Information
RYR asked how an operator would
show compliance with the requirements
specified in the proposed AD for an
airplane that received a certificate of
airworthiness one or two days before the
effective date of the final rule. RYR
asked if there would be an additional
revision to BSASB 737–32–1448, R2,
that expanded the line number
applicability and if that revised service
bulletin would be included in a
subsequent AD. We infer that RYR is
requesting clarification regarding the
difference between the proposed AD
and the service information regarding
airplane applicability.
We acknowledge the commenter’s
concern. For an issue that involves
rotable parts, an AD Friendly service
bulletin with respect to applicability
would include all affected airplanes, in
this case, all Model 737 NG airplanes,
whether or not the airplanes have been
delivered. However, the effectivity of
BSASB 737–32–1448, R2 does not
include all airplanes of the affected
models. Since it is possible to remove a
part from one airplane and install it
without change on an airplane not
identified in the service bulletin
effectivity, we have determined it
necessary to expand the applicability of
this AD beyond that of the service
information provided by Boeing so that
PO 00000
Frm 00009
Fmt 4700
Sfmt 4700
3293
installation of certain rotable parts,
addressed in paragraph (m) of this AD,
is restricted on all airplanes of the
affected models. Boeing did not reflect
this in the effectivity and airplane
groups of BSASB 737–32–1448, R2;
therefore, the FAA had to re-define the
airplane groups as described in
paragraph (c), ‘‘Applicability,’’ of this
AD.
Regarding RYR’s concern for
demonstrating immediate AD
compliance, immediate compliance is
not required by this AD. Each of the
required actions in paragraphs (g)
through (k) of this AD state that the
compliance time is ‘‘ . . . at the
[applicable] time specified in Table . . .
of paragraph 1.E., ‘Compliance,’ of
BSASB 737–32–1448, R2.’’ These
compliance times range from 30 days to
10 years.
Regarding RYR’s question whether
there will be another revision to BSASB
737–32–1448, R2, to expand the
effectivity to match the applicability in
this AD, that determination would be
made by Boeing. We agree it is
beneficial to all concerned for the
service information to match the content
of the AD. We note that if Boeing would
provide a revised service bulletin that
addressed rotability, then this could be
approved as an AMOC and would be
less confusing to the operators.
We have not revised this AD in regard
to this issue.
Request To Clarify Certain
Requirements
MNGJET requested that the NPRM
include a clarification of the differences
between BSASB 737–32–1448 and
BSASB 737–32–1448, R1, which were
the service bulletins referred to in AD
2016–18–01. MNGJET specifically
pointed out the difference between
these service bulletin revisions
regarding the MLG forward trunnion
seal and retainer configuration.
We do not agree with the commenter’s
request. The revisions to the service
information are in regard to AD 2016–
18–01, which is being superseded by
this AD. This AD refers to BSASB 737–
32–1448, R2, as the service information.
Furthermore, the reason for the
difference between BSASB 737–32–
1448 and BSASB 737–32–1448, R1,
concerning the MLG forward trunnion
seal and retainer configuration, is
explained in paragraph 1.C, ‘‘Reason,’’
of both BSASB 737–32–1448, R1, and
BSASB 737–32–1448, R2. It is not
necessary to either reiterate or explain
the differences between different
revisions of a service bulletin.
Suggestions for improvement of the
related service information should be
E:\FR\FM\12FER1.SGM
12FER1
3294
Federal Register / Vol. 84, No. 29 / Tuesday, February 12, 2019 / Rules and Regulations
directed to Boeing. Also, FAA ADs have
been written using AD Friendly
standards since 2005. The requirements
of ADs are written at a higher level, and
the detailed information is in the related
service information.
No change has been made to this AD
in regard to these issues.
Request To Extend Compliance Time
for Certain Airplanes
AMES, a continued airworthiness
management organization (CAMO) for
Boeing Business Jets (BBJs), requested
that the compliance time for the
replacement of the MLG forward
trunnion pin housing assembly, seal,
and retainer, in paragraph (k) of the
proposed AD, be extended for BBJs.
Specifically, AMES asked that for only
BBJs on a low utilization maintenance
program (LUMP) program, with a 12year landing gear overhaul interval, the
compliance time in the proposed AD be
extended from 10 years to 12 years after
the last landing gear overhaul. AMES
highlighted that these are lowutilization airplanes, flying less than
1,200 flight hours per year, and the MLG
overhaul interval is every 12 years.
AMES observed that the compliance
time for the actions in the proposed AD
is 10 years after the effective date of AD
2016–18–01 (October 5, 2026), which is
before the next scheduled maintenance
check. AMES stated that a limited
number of BBJs would be affected and
there would be limited impact.
AMES also suggested that because the
BBJs have low-time landing gears,
owners do not want to exchange the
low-time gears with high-time gears
from airlines. AMES expressed that the
12-year check ground time is the best
time to send the gears for overhaul.
We disagree with the commenter’s
request. The commenter did not provide
definitive supporting data that would
justify the requested extension of the
compliance time. In addition, Boeing’s
service information, BSASB 737–32–
1448, R2, retains the same 10-year
compliance time for BBJs.
Regarding the commenter’s concern of
receiving a high-time MLG in exchange
for a low-time MLG, presumably from
sending these MLGs to a repair facility
and receiving an exchange unit from a
pool of MLGs, it is unclear how this
would be prevented by having a 12-year
compliance time instead of a 10-year
compliance time.
We have not made any changes to this
AD in regard to these issues.
Concern Regarding Possible Parts
Shortage
United Airlines expressed concern
that Boeing may not have an adequate
stock of MLG forward trunnion pin seals
and retainers to meet the requirement
for operators to replace these parts.
United Airlines noted that a parts
shortage did arise from October 2016 to
March 2017 when Boeing could not
supply operators with required parts.
United Airlines observed that a parts
shortage would lead to unnecessarily
grounding airplanes.
We appreciate the commenter’s
concern. However, as mentioned by the
commenter, this issue has been ongoing
since October 2016. Boeing is aware of
operator concerns and should ensure
that an adequate supply of required
parts is available. Because of the
identified unsafe condition, further
delay of this final rule is not
appropriate. In addition, the FAA has
issued an AMOC for AD 2016–18–01 to
a spare parts supplier for installation of
its split ball assembly in lieu of the
corresponding part specified in BSASB
737–32–1448, R1. That AMOC is still
applicable to the corresponding
provisions of this AD, as noted in
paragraph (o)(4) of this AD. We have not
revised this AD in regard to this issue.
Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting this AD
with the changes described previously,
and minor editorial changes. We have
determined that these minor changes:
• Are consistent with the intent that
was proposed in the NPRM for
addressing the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM.
We also determined that these
changes will not increase the economic
burden on any operator or increase the
scope of this AD.
Related Service Information Under 1
CFR Part 51
We reviewed BSASB 737–32–1448,
R2. This service information describes
procedures for determining the part
numbers of the forward and aft trunnion
pin assemblies installed on the right and
left MLGs, inspections for corrosion and
damage on the forward and aft trunnion
pin assemblies and related investigative
and corrective actions, repetitive
lubrication of these assemblies, and
installation of new or modified trunnion
pin assembly components. This service
information is reasonably available
because the interested parties have
access to it through their normal course
of business or by the means identified
in the ADDRESSES section.
Costs of Compliance
We estimate that this AD affects up to
1,814 airplanes of U.S. registry. We
estimate the following costs to comply
with this AD:
ESTIMATED COSTS
Action
Labor cost
Lubrication (retained actions
from AD 2016–18–01).
Inspection (Groups 1 and 2,
Configuration 1 airplanes;
retained actions from AD
2016–18–01).
Inspection (Group 3 airplanes;
retained actions from AD
2016–18–01).
Replacement/overhaul
(Groups 1 and 2 airplanes;
retained actions from AD
2016–18–01).
Replacement/overhaul (Group
3 airplanes retained actions
from AD 2016–18–01).
2 work-hours × $85 per hour
= $170 per lubrication cycle.
51 work-hours × $85 per hour
= $4,335 per inspection
cycle.
$0
$170 per lubrication cycle ......
0
$4,335 per inspection cycle ...
93 work-hours × $85 per hour
= $7,905 per inspection
cycle.
84 work-hours × $85 per hour
= $7,140.
0
$7,905 per inspection cycle ...
$276,675 per inspection cycle
(35 airplanes).
0
$7,140 ....................................
$7,054,320 (988 airplanes).
86 work-hours × $85 per hour
= $7,310.
0
$7,310 ....................................
$255,850 (35 airplanes).
VerDate Sep<11>2014
16:31 Feb 11, 2019
Jkt 247001
PO 00000
Parts cost
Frm 00010
Fmt 4700
Cost per product
Sfmt 4700
E:\FR\FM\12FER1.SGM
12FER1
Cost on U.S. operators
$173,910, per lubrication
cycle (1,023 airplanes).
$4,282,980 per inspection
cycle (988 airplanes).
Federal Register / Vol. 84, No. 29 / Tuesday, February 12, 2019 / Rules and Regulations
3295
ESTIMATED COSTS—Continued
Action
Labor cost
Lubrication pin assemblies
(new action, Work Packages 1 and 2).
Inspection (new action;
Groups 1, 2, 4, and 5, Configuration 1 airplanes; Work
Package 2).
Inspection (new action;
Groups 3 and 6 airplanes;
Work Package 2).
Replacement/overhaul trunnion pin assembly (Groups
1, 2, 4, and 5 airplanes;
new action; Work Package
2).
Replacement/overhaul trunnion pin assembly (Groups
3 and 6 airplanes; new action; Work Package 2).
2 work-hours × $85 per hour
= $170 per lubrication cycle.
Cost per product
Cost on U.S. operators
0
$170 per lubrication cycle ......
51 work-hours × $85 per hour
= $4,335 per inspection
cycle.
0
$4,335 per inspection cycle ...
Up to $308,380, per lubrication cycle (up to 1,814 airplanes).
Up to $7,594,920 per inspection cycle (up to 1,752 airplanes).
93 work-hours × $85 per hour
= $7,905 per inspection
cycle.
84 work-hours × $85 per hour
= $7,140.
0
$7,905 per inspection cycle ...
Up to $490,110 per inspection
cycle (Up to 62 airplanes).
0
$7,140 ....................................
Up to $12,509,280 (up to
1,752 airplanes).
0
$7,310 ....................................
Up to $453,220 (Up to 62 airplanes).
86 work-hours × $85 per hour
= $7,310.
We have received no definitive data
that will enable us to provide cost
estimates for the on-condition actions
specified in this AD.
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
Section 106, describes the authority of
the FAA Administrator. Subtitle VII,
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
We are issuing this rulemaking under
the authority described in Subtitle VII,
Part A, Subpart III, Section 44701,
‘‘General requirements.’’ Under that
section, Congress charges the FAA with
promoting safe flight of civil aircraft in
air commerce by prescribing regulations
for practices, methods, and procedures
the Administrator finds necessary for
safety in air commerce. This regulation
is within the scope of that authority
because it addresses an unsafe condition
that is likely to exist or develop on
products identified in this rulemaking
action.
This AD is issued in accordance with
authority delegated by the Executive
Director, Aircraft Certification Service,
as authorized by FAA Order 8000.51C.
In accordance with that order, issuance
of ADs is normally a function of the
Compliance and Airworthiness
Division, but during this transition
period, the Executive Director has
delegated the authority to issue ADs
applicable to transport category
airplanes and associated appliances to
the Director of the System Oversight
Division.
VerDate Sep<11>2014
16:31 Feb 11, 2019
Parts cost
Jkt 247001
Regulatory Findings
We have determined that this AD will
not have federalism implications under
Executive Order 13132. This AD will
not have a substantial direct effect on
the States, on the relationship between
the national government and the States,
or on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Is not a ‘‘significant rule’’ under
DOT Regulatory Policies and Procedures
(44 FR 11034, February 26, 1979),
(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.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 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
removing Airworthiness Directive (AD)
■
PO 00000
Frm 00011
Fmt 4700
Sfmt 4700
2016–18–01, Amendment 39–18631 (81
FR 59830, August 31, 2016), and adding
the following new AD:
2019–01–03 The Boeing Company:
Amendment 39–19542; Docket No.
FAA–2018–0162; Product Identifier
2017–NM–116–AD.
(a) Effective Date
This AD is effective March 19, 2019.
(b) Affected ADs
This AD replaces AD 2016–18–01,
Amendment 39–18631 (81 FR 59830, August
31, 2016) (‘‘AD 2016–18–01’’).
(c) Applicability
(1) This AD applies to all The Boeing
Company Model 737–600, –700, –700C,
–800, –900, and –900ER series airplanes,
certificated in any category. These airplanes
are specified in paragraphs (c)(1)(i) through
(c)(1)(vii) of this AD.
(i) Airplanes in Groups 1 and 2,
Configuration 1, as identified in Boeing
Special Attention Service Bulletin 737–32–
1448, Revision 2, dated August 2, 2017
(‘‘BSASB 737–32–1448, R2’’).
(ii) Airplanes in Groups 1 and 2,
Configuration 2, as identified in BSASB 737–
32–1448, R2.
(iii) Airplanes in Group 3, as identified in
BSASB 737–32–1448, R2.
(iv) Airplanes in Groups 4 and 5,
Configuration 1, as identified in BSASB 737–
32–1448, R2, except where this service
bulletin specifies the groups as line numbers
3527 through 6510 inclusive, this AD
specifies those groups as line number 3527
through any line number of an airplane with
an original Certificate of Airworthiness or an
original Export Certificate of Airworthiness
dated on or before the effective date of this
AD.
(v) Airplanes in Groups 4 and 5,
Configuration 2, as identified in BSASB 737–
32–1448, R2, except where this service
bulletin specifies the groups as line numbers
3527 through 6510 inclusive, this AD
specifies those groups as line number 3527
E:\FR\FM\12FER1.SGM
12FER1
3296
Federal Register / Vol. 84, No. 29 / Tuesday, February 12, 2019 / Rules and Regulations
through any line number of an airplane with
an original Certificate of Airworthiness or an
original Export Certificate of Airworthiness
dated on or before the effective date of this
AD.
(vi) Airplanes in Groups 6 as identified in
BSASB 737–32–1448, R2, except where this
service bulletin specifies the groups as line
numbers 3527 through 6510 inclusive, this
AD specifies those groups as line number
3527 through any line number of an airplane
with an original Certificate of Airworthiness
or an original Export Certificate of
Airworthiness dated on or before the
effective date of this AD.
(vii) All Model 737–600, –700, –700C,
–800, –900 and –900ER series airplanes with
an original Certificate of Airworthiness or an
original Export Certificate of Airworthiness
dated after the effective date of this AD.
(2) Installation of Supplemental Type
Certificate (STC) ST00830SE does not affect
the ability to accomplish the actions required
by this AD. Therefore, for airplanes on which
STC ST00830SE is installed, a ‘‘change in
product’’ alternative method of compliance
(AMOC) approval request is not necessary to
comply with the requirements of 14 CFR
39.17.
(d) Subject
Air Transport Association (ATA) of
America Code 32, Landing Gear.
(e) Unsafe Condition
This AD was prompted by reports of heavy
corrosion and chrome damage on the forward
and aft trunnion pin assemblies of the right
and left main landing gears (MLGs). We are
issuing this AD to address heavy corrosion
and chrome damage on the forward and aft
trunnion pin assemblies of the right and left
MLGs, which could result in cracking of
these assemblies and collapse of the MLGs.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Inspection To Determine Part Numbers
For airplanes identified in paragraphs
(c)(1)(i), (c)(1)(iii), (c)(1)(iv), or (c)(1)(vi) of
this AD: Except as required by paragraph (l)
of this AD, at the applicable time specified
in Table 1, Table 2, Table 4, or Table 5, of
paragraph 1.E., ‘‘Compliance,’’ of BSASB
737–32–1448, R2, do an inspection to
determine if any of the existing part numbers
identified in paragraph 2.C.3., ‘‘Parts
Modified and Reidentified,’’ of BSASB 737–
32–1448, R2, are installed. A review of
airplane maintenance records is acceptable in
lieu of this inspection if the part number of
each existing part number can be
conclusively determined from that review.
Repetitive lubrication and inspection as
required by and at the times specified in
paragraphs (h) and (i) of this AD are also
acceptable in lieu of this inspection to
determine the MLG trunnion pin assembly
part number.
(h) Repetitive Lubrication of MLG Trunnion
Pin Assemblies
For airplanes identified in paragraphs
(c)(1)(i), (c)(1)(iii), (c)(1)(iv), or (c)(1)(vi) of
VerDate Sep<11>2014
16:31 Feb 11, 2019
Jkt 247001
this AD, having any part number identified
in paragraph 2.C.3., ‘‘Parts Modified and
Reidentified,’’ of BSASB 737–32–1448, R2,
installed: Except as required by paragraph (l)
of this AD, at the applicable time specified
in Table 1, Table 2, Table 4, or Table 5, of
paragraph 1.E., ‘‘Compliance,’’ of BSASB
737–32–1448, R2, lubricate the applicable
forward and aft trunnion pin assemblies of
the right and left MLGs, in accordance with
Work Package 1 of the Accomplishment
Instructions of BSASB 737–32–1448, R2.
Repeat the lubrication thereafter at intervals
not to exceed those specified in Table 1,
Table 2, Table 4, or Table 5, of paragraph
1.E., ‘‘Compliance,’’ of BSASB 737–32–1448,
R2. Accomplishment of the actions specified
in paragraph (j) of this AD terminates the
repetitive lubrication required by this
paragraph.
(i) Repetitive Inspections, Corrective
Actions, and Lubrication
For airplanes identified in paragraphs
(c)(1)(i), (c)(1)(iii), (c)(1)(iv), or (c)(1)(vi) of
this AD, having any part number identified
in paragraph 2.C.3., ‘‘Parts Modified and
Reidentified,’’ of BSASB 737–32–1448, R2,
installed: Except as required by paragraph (l)
of this AD, at the applicable time specified
in Table 1, Table 2, Table 4, or Table 5, of
paragraph 1.E., ‘‘Compliance,’’ of BSASB
737–32–1448, R2, do a general visual
inspection of the left and right MLGs at the
forward and aft trunnion pin locations and
the visible surfaces of the forward and aft
trunnion pin assemblies for discrepancies
including signs of corrosion or chrome
plating damage, and lubricate the forward
and aft trunnion pin assemblies as
applicable, in accordance with Work Package
2 of the Accomplishment Instructions of
BSASB 737–32–1448, R2. Repeat the general
visual inspection thereafter at intervals not to
exceed those specified in paragraph 1.E.,
‘‘Compliance,’’ of BSASB 737–32–1448, R2.
If any discrepancy is found during any
inspection required by this paragraph, before
further flight, do all applicable related
investigative and corrective actions in
accordance with Work Package 2 of the
Accomplishment Instructions of BSASB 737–
32–1448, R2. Accomplishment of the actions
required by paragraph (j) of this AD
terminates the repetitive inspections required
by this paragraph.
(j) Modification of MLG Trunnion Pin
Assemblies
For airplanes identified in paragraphs
(c)(1)(i), (c)(1)(iii), (c)(1)(iv), or (c)(1)(vi) of
this AD, having any part number identified
in paragraph 2.C.3., ‘‘Parts Modified and
Reidentified,’’ of BSASB 737–32–1448, R2,
installed: Except as required by paragraph (l)
of this AD, at the time specified in Table 1,
Table 2, Table 4, or Table 5, as applicable,
of paragraph 1.E., ‘‘Compliance,’’ of BSASB
737–32–1448, R2, modify the left and right
MLG trunnion pin assemblies, including all
applicable related investigative and
corrective actions, in accordance with Work
Package 3 of the Accomplishment
Instructions of BSASB 737–32–1448, R2. All
applicable related investigative and
corrective actions must be done at the time
PO 00000
Frm 00012
Fmt 4700
Sfmt 4700
specified in paragraph 1.E., ‘‘Compliance,’’ of
BSASB 737–32–1448, R2. Accomplishment
of the actions in Work Package 3 of the
Accomplishment Instructions of BSASB 737–
32–1448, R2, terminates the repetitive
lubrication required by paragraph (h) of this
AD and the repetitive inspections required by
paragraph (i) of this AD.
(k) Replacement of MLG Forward Trunnion
Pin Housing Assembly, Seal, and Retainer
For airplanes identified in paragraphs
(c)(1)(ii) and (c)(1)(v) of this AD: Except as
required by paragraph (l) of this AD, at the
time specified in Table 3 or Table 6, as
applicable, of paragraph 1.E., ‘‘Compliance,’’
of BSASB 737–32–1448, R2, replace the seal,
retainer, and support ring assembly with a
new seal and retainer configuration; install
the forward trunnion pin assembly into the
housing assembly; and lubricate the forward
and aft trunnion pin assemblies for the left
and right MLGs; in accordance with Work
Package 4 of the Accomplishment
Instructions of BSASB 737–32–1448, R2.
(l) Exception to Service Information
Specification
Where paragraph 1.E., ‘‘Compliance,’’ of
BSASB 737–32–1448, R2, specifies a
compliance time ‘‘after the Revision 2 date of
this service bulletin,’’ this AD requires
compliance within the specified compliance
time after the effective date of this AD.
(m) Parts Installation Limitation
As of the effective date of this AD, no
person may install existing parts identified in
paragraph 2.C.3., ‘‘Parts Modified and
Reidentified,’’ of BSASB 737–32–1448, R2,
on any airplane identified in paragraphs
(c)(1)(i) through (c)(1)(vii) of this AD, unless
the actions required by paragraph (j) or (k),
as applicable, of this AD have been
accomplished on the parts.
(n) Credit for Previous Actions
(1) This paragraph provides credit for the
requirements of paragraph (h) of this AD, if
those actions were performed before the
effective date of this AD using Boeing Special
Attention Service Bulletin 737–32–1448,
dated May 19, 2011; or Boeing Special
Attention Service Bulletin 737–32–1448,
Revision 1, dated May 29, 2015.
(2) This paragraph provides credit for the
requirements of paragraphs (i), (j), and (k) of
this AD, if those actions were performed
before the effective date of this AD using
Boeing Special Attention Service Bulletin
737–32–1448, Revision 1, dated May 29,
2015.
(o) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Seattle ACO Branch,
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
certification office, send it to the attention of
the person identified in paragraph (p)(1) of
this AD. Information may be emailed to: 9ANM-Seattle-ACO-AMOC-Requests@faa.gov.
E:\FR\FM\12FER1.SGM
12FER1
Federal Register / Vol. 84, No. 29 / Tuesday, February 12, 2019 / Rules and Regulations
(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,
modification, or alteration required by this
AD if it is approved by the Boeing
Commercial Airplanes Organization
Designation Authorization (ODA) that has
been authorized by the Manager, Seattle ACO
Branch, FAA, to make those findings. To be
approved, the repair method, modification
deviation, or alteration deviation must meet
the certification basis of the airplane, and the
approval must specifically refer to this AD.
(4) AMOCs approved previously for AD
2016–18–01 are approved as AMOCs for the
corresponding provisions of this AD.
(p) Related Information
(1) For more information about this AD,
contact Alan Pohl, Aerospace Engineer,
Airframe Section, FAA, Seattle ACO Branch,
2200 South 216th St., Des Moines, WA
98198; telephone and fax: 206–231–3527;
email: alan.pohl@faa.gov.
(2) Service information identified in this
AD that is not incorporated by reference is
available at the addresses specified in
paragraphs (q)(3) and (q)(4) of this AD.
(q) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) Boeing Special Attention Service
Bulletin 737–32–1448, Revision 2, dated
August 2, 2017.
(ii) [Reserved].
(3) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster Blvd.,
MC 110–SK57, Seal Beach, CA 90740–5600;
telephone 562–797–1717; internet https://
www.myboeingfleet.com.
(4) You may view this service information
at the FAA, Transport Standards Branch,
2200 South 216th St., Des Moines, WA. For
information on the availability of this
material at the FAA, call 206–231–3195.
(5) You may view this service information
that is incorporated by reference at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA, call
202–741–6030, or go to: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Issued in Des Moines, Washington, on
December 21, 2018.
Jeffrey E. Duven,
Director, System Oversight Division, Aircraft
Certification Service.
[FR Doc. 2019–01518 Filed 2–11–19; 8:45 am]
BILLING CODE 4910–13–P
VerDate Sep<11>2014
16:31 Feb 11, 2019
Jkt 247001
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2019–0047; Product
Identifier 2018–CE–062–AD; Amendment
39–19549; AD 2019–02–02]
RIN 2120–AA64
Airworthiness Directives; Pacific
Aerospace Ltd. Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule; request for
comments.
AGENCY:
We are adopting a new
airworthiness directive (AD) for all
Pacific Aerospace Ltd. Model FBA–2C1,
FBA–2C2, FBA–2C3, and FBA–2C4
airplanes. This AD was prompted by a
report of corrosion found in the external
and internal surfaces of an elevator
push-pull rod. This AD requires an
inspection for corrosion of the elevator
push-pull rod assembly, and corrective
actions if necessary. We are issuing this
AD to address the unsafe condition on
these products.
DATES: This AD becomes effective
February 27, 2019.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of February 27, 2019.
We must receive comments on this
AD by March 29, 2019.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
• Hand Delivery: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE,
Washington, DC, between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this final rule, contact Pacific Aerospace
Ltd., Airport Road, Hamilton, Private
Bag 3027, Hamilton 3240, New Zealand;
telephone: +64 7843 6144; fax: +64 7843
6134; email: pacific@aerospace.co.nz;
internet: www.aerospace.co.nz. You
may view this referenced service
information at the FAA, Policy and
SUMMARY:
PO 00000
Frm 00013
Fmt 4700
Sfmt 4700
3297
Innovation, 901 Locust, Kansas City,
Missouri 64106. For information on the
availability of this material at the FAA,
call 816–329–4148. It is also available
on the internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2019–
0047.
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–2019–
0047; or in person at Docket Operations
between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
The AD docket contains this AD, the
regulatory evaluation, any comments
received, and other information. The
street address for Docket Operations
(telephone 800–647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT:
Andrea Jimenez, Aerospace Engineer,
Airframe and Propulsion Section, FAA,
New York ACO Branch, 1600 Stewart
Avenue, Suite 410, Westbury, NY
11590; telephone 516–228–7330; fax
516–794–5531; email 9-avs-nyaco-cos@
faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
The Civil Aviation Authority of New
Zealand has issued New Zealand AD
DCA/FBA/4, effective December 6, 2018
(referred to after this as the Mandatory
Continuing Airworthiness Information,
or ‘‘the MCAI’’), to correct an unsafe
condition for all Pacific Aerospace Ltd.
Model FBA–2C1, FBA–2C2, FBA–2C3,
and FBA–2C4 airplanes. The MCAI
states:
During a visual inspection corrosion was
found in the external surface of a push-pull
rod on a FBA–2C1 aircraft in operation
overseas. Further investigation revealed
severe corrosion in the internal surface of the
elevator push-pull rod. To ensure the
integrity of the elevator push-pull rod
assembly DCA/FBA/4 is issued to mandate
the instructions in Pacific Aerospace Service
Bulletin (SB) PACSB/2C/001 issue 1, dated
25 September 2018.
The unsafe condition is failure of the
elevator push-pull rod due to corrosion
in the internal surface, which could
result in loss of elevator control.
Although the unsafe condition was
found on a Model FBA–2C1 airplane,
we have determined that the design of
the push-pull rod assembly is similar on
Model FBA–2C2, FBA–2C3, and FBA–
2C4 airplanes; therefore, the unsafe
condition may exist on those airplane
models as well. You may examine the
E:\FR\FM\12FER1.SGM
12FER1
]]>Agencies
[Federal Register Volume 84, Number 29 (Tuesday, February 12, 2019)]
[Rules and Regulations]
[Pages 3290-3297]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-01518]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2018-0162; Product Identifier 2017-NM-116-AD; Amendment
39-19542; AD 2019-01-03]
RIN 2120-AA64
Airworthiness Directives; the Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are superseding Airworthiness Directive (AD) 2016-18-01,
which applied to certain The Boeing Company Model 737-600, -700, -700C,
-800, -900, and -900ER series airplanes. AD 2016-18-01 required
repetitive lubrication of the forward and aft trunnion pin assemblies
of the right and left main landing gears (MLGs); repetitive inspection
of these assemblies for corrosion and chrome damage, and related
investigative and corrective actions if necessary; and installation of
[[Page 3291]]
new or modified trunnion pin assembly components, which terminated the
repetitive lubrication and repetitive inspections. Since we issued AD
2016-18-01, we have determined that rotable parts were not addressed in
that AD, and it is therefore necessary to include all airplanes of the
affected models in the applicability. This AD retains the requirements
of AD 2016-18-01, adds airplanes to the applicability, and prohibits
the installation of a MLG or MLG trunnion pin assembly under certain
conditions. We are issuing this AD to address the unsafe condition on
these products.
DATES: This AD is effective March 19, 2019.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of March 19,
2019.
ADDRESSES: For service information identified in this final rule,
contact Boeing Commercial Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA
90740-5600; telephone 562-797-1717; internet https://www.myboeingfleet.com. You may view this service information at the
FAA, Transport Standards Branch, 2200 South 216th St., Des Moines, WA.
For information on the availability of this material at the FAA, call
206-231-3195. It is also available on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2018-
0162.
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-2018-
0162; or in person at Docket Operations between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays. The AD docket contains
this final rule, the regulatory evaluation, any comments received, and
other information. The address for Docket Operations (phone: 800-647-
5527) is U.S. Department of Transportation, Docket Operations, M-30,
West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Alan Pohl, Aerospace Engineer,
Airframe Section, FAA, Seattle ACO Branch, 2200 South 216th St., Des
Moines, WA 98198; telephone and fax: 206-231-3527; email:
alan.pohl@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2016-18-01, Amendment 39-18631 (81 FR 59830,
August 31, 2016) (``AD 2016-18-01''). AD 2016-18-01 applied to certain
The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER
series airplanes. The NPRM published in the Federal Register on March
5, 2018 (83 FR 9238). The NPRM was prompted by a determination that
rotable parts were not addressed in AD 2016-18-01, and that it was
therefore necessary to include all airplanes of the affected models in
the applicability. The NPRM proposed to retain all requirements of AD
2016-18-01 and add airplanes to the applicability. The NPRM also
proposed to prohibit the installation of a MLG or MLG trunnion pin
assembly on any airplane identified in paragraph (c) of the proposed AD
unless certain actions are accomplished. We are issuing this AD to
address heavy corrosion and chrome damage on the forward and aft
trunnion pin assemblies of the right and left MLGs, which could result
in cracking of these assemblies and collapse of the MLGs.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the NPRM and
the FAA's response to each comment.
Effect of Winglets on Accomplishment of the Proposed Actions
Aviation Partners Boeing stated that accomplishing the installation
of winglets using Supplemental Type Certificate (STC) ST00830SE does
not affect compliance with the actions proposed in the NPRM.
We concur with the commenter. We have redesignated paragraph (c) of
the proposed AD as paragraph (c)(1) of this AD and added paragraph
(c)(2) to this AD to state that installation of STC ST00830SE does not
affect the ability to accomplish the actions required by this AD.
Therefore, for airplanes on which STC ST00830SE is installed, a
``change in product'' alternative method of compliance (AMOC) approval
request is not necessary to comply with the requirements of 14 CFR
39.17.
Request To Include Alternative Action to Inspection To Determine Part
Number
All Nippon Airways (ANA) requested that the inspection to determine
the part numbers of the existing parts, as specified in paragraph (g)
of the proposed AD, not be required if the repetitive lubrication and
inspection, as specified in paragraphs (h) and (i) of the proposed AD,
have already been performed.
We agree with the commenter's request. The alternative action
recommended by ANA will maintain an acceptable level of safety by
continuing the lubrication and inspection requirements in this AD. We
have revised paragraph (g) of this AD to state that operators may
accomplish continued lubrication and inspection as required by
paragraphs (h) and (i) of this AD, at the specified times, in lieu of
the inspection to determine the existing part numbers.
Request To Clarify Purpose of Inspection To Determine Part Number
Alaska Airlines (Alaska), Boeing, and Southwest Airlines (SWA)
requested that paragraph (g) of the proposed AD be revised to clarify
that the inspection is to determine if any of the ``existing'' part
numbers identified in paragraph 2.C.3., ``Parts Modified and
Reidentified,'' of Boeing Special Attention Service Bulletin 737-32-
1448, Revision 2, dated August 2, 2017 (``BSASB 737-32-1448, R2''), are
installed. Alaska noted that paragraph 2.C.3. of BSASB 737-32-1448, R2,
has two columns of part numbers, one for existing part numbers and one
for new part numbers.
The commenters noted that paragraph (g) of the proposed AD states
that the purpose of the inspection is to determine if any of the MLG
trunnion pin assembly part numbers identified in paragraph 2.C.3. of
BSASB 737-32-1448, R2, are installed. The commenters pointed out that
this requested change would align the wording in the proposed AD with
the wording in paragraph 2.C.3. of BSASB 737-32-1448, R2.
In addition, Boeing observed that the existing parts identified in
paragraph 2.C.3. of BSASB 737-32-1448, R2, include outer cylinder
assemblies and race and ball assemblies, as well as MLG trunnion pin
assemblies. Boeing recommended that the header to paragraph (g) of the
proposed AD be revised to clarify that this inspection is to determine
part numbers for all assembly types, rather than specify the part
number of only the MLG and MLG trunnion pin assembly.
We agree with the commenters' requests for the reasons provided by
the commenters. We have revised the header to paragraph (g) of this AD
to specify ``Inspection to Determine Part Numbers.'' We have also
revised paragraph (g) of this AD to state, `` . . . do an inspection to
determine if any of
[[Page 3292]]
the existing part numbers identified in . . . . A review of airplane
maintenance records is acceptable in lieu of this inspection if the
part number of each existing part number can be conclusively determined
from that review.''
Request To Remove Inspection Requirement for Certain Airplanes
SWA and Ryanair (RYR) requested that airplanes identified in
paragraphs (c)(1) and (c)(4) of the proposed AD (paragraphs (c)(1)(i)
and (c)(1)(iv) in this AD) be relieved from doing the inspection to
determine part numbers, or the review of airplane maintenance records,
specified in paragraph (g) of the proposed AD. RYR also stated that the
airplanes identified in these paragraphs have not incorporated the
actions in Boeing Special Attention Service Bulletin 737-32-1448, dated
May 19, 2011 (``BSASB 737-32-1448'').
SWA indicated that the affected MLGs would have already been
identified, as required by AD 2016-18-01, and the inspection and
lubrication actions described in Boeing Special Attention Service
Bulletin 737-32-1448, Revision 1, dated May 29, 2015 (``BSASB 737-32-
1448, R1''), would have already started on those airplanes. RYR stated
that all MLGs would need to have all required actions completed to
verify AD compliance anyway, and a records check would not yield any
further benefit and would not outweigh the amount of work required to
complete the records check.
In addition, RYR stated that if an inspection to determine a part
number or a records check is completed on an airplane identified in
paragraph (c)(1) or (c)(4) of the proposed AD (paragraph (c)(1)(i) or
(c)(1)(iv) of this AD), and it is determined that the affected rotable
parts are installed on the airplane, the rotable parts may incorrectly
be assumed to be in compliance with the requirements specified in the
proposed AD. RYR stated that there is no way to determine if the MLG
forward trunnion pin seal and retainer are AD compliant because the
details would not be included in documentation and could be verified
only if the MLG was removed from the airplane and inspected. This would
incur a requirement to remove every MLG from every airplane in an
operator's fleet within 30 days after the effective date of the AD to
determine if the installation is compliant with the requirements of the
AD.
RYR also stated that BSASB 737-32-1448, R2, does not clearly
indicate for which airplanes operators would need to do the inspection
to determine the part number or records check. RYR pointed out that
page 7 of BSASB 737-32-1448, R2, indicates that only airplanes in Group
1-3 that have accomplished the actions in BSASB 737-32-1448 or BSASB
737-32-1448, R1, would need to do the inspection or records check, but
page 42, Table 1, for Group 1-2 airplanes, configuration 1, states this
configuration relates only to airplanes on which the actions in the
service bulletin have not been completed. RYR mentioned that it
submitted a service request to Boeing to clarify if the intent of this
action is only for airplanes on which the actions in BSASB 737-32-1448
or BSASB 737-32-1448, R1, have been completed.
We do not agree with the commenters' requests. We appreciate the
operators' concerns that this records check does not appear to be
necessary. However, BSASB 737-32-1448, R1, which is the required
service information for compliance with AD 2016-18-01, did not address
part rotability. An operator might have complied with the requirements
of AD 2016-18-01 on a given airplane, and then subsequently rotated a
non-compliant MLG and installed it on that same airplane. Shortly after
AD 2016-18-01 was issued, one operator with a large number of affected
airplanes informed the FAA that three-fourths of those airplanes no
longer had the same landing gear that was installed when the airplane
was delivered.
Therefore, as explained elsewhere in this AD, it is necessary to
supersede AD 2016-18-01 to address the unsafe condition by addressing
rotability. In order to do this, the actions required by paragraphs
(h), (i), and (j) of this AD are contingent upon knowing what parts are
installed. An inspection for parts modified and reidentified was not
included in BSASB 737-32-1448, R1, and consequently was not mandated by
AD 2016-18-01.
Operators should have adequate maintenance records to determine if
the MLG forward trunnion pin seal and retainer are AD compliant. If
this is not the case, then it might be necessary, as indicated by RYR,
to remove the MLG from the airplane to identify the part numbers.
Our change to paragraph (g) of this AD, allowing repetitive
lubrication and inspection instead of the inspection to determine the
part numbers or the records check, may provide relief to operators. If
operators choose to continue to perform the repetitive lubrication and
inspection, then they are not required to do the inspection to
determine the part number.
In regard to RYR's observation of discrepancies in BSASB 737-32-
1448, R2, we note that the information on page 7 is part of the
Revision Transmittal Sheet, which explains the effects of the actions
described in BSASB 737-32-1448, R2, for airplanes on which the actions
in BSASB 737-32-1448 or BSASB 737-32-1448, R1, were previously done.
The information in the Revision Transmittal Sheet is related to but not
mandated by this AD. RYR has correctly sent its concerns to Boeing to
address inconsistencies in its service information.
We have not changed paragraph (g) to this AD regarding these
issues.
Request To Revise Parts Installation Limitation Paragraph
Boeing and SWA requested that paragraph (m) of the proposed AD be
revised to include all existing parts identified in paragraph 2.C.3,
``Parts Modified and Reidentified,'' of BSASB 737-32-1448, R2, not just
the MLG or MLG forward trunnion pin assembly. Boeing noted that in
addition to the MLG and MLG forward trunnion pin assembly, the list of
parts includes the outer cylinder assembly, and race and ball
assemblies.
We agree with the commenters' requests. We have revised paragraph
(m) of this AD to state that ``As of the effective date of this AD, no
person may install existing parts identified in paragraph 2.C.3.,
`Parts Modified and Reidentified,' of BSASB 737-32-1448, R2, on any
airplane identified in paragraphs (c)(1)(i) through (c)(1)(vii) of this
AD, unless the actions required by paragraph (j) or (k), as applicable,
of this AD have been accomplished on the parts.''
Request To Revise Parts Installation Limitation Paragraph To Include
Newly Purchased Parts
Delta Air Lines (DAL) requested that paragraph (m) of the proposed
AD be revised to allow operators to install any newly purchased spare
parts that are not specified in paragraph 2.C.3., ``Parts Modified and
Reidentified,'' of BSASB 737-32-1448, R2. DAL stated that paragraph (m)
of the proposed AD does not include a provision for parts that are not
affected by the part number inspection required by paragraph (g) of the
proposed AD. DAL also mentioned that many airplanes have been delivered
with parts for which paragraphs (j) and (k) of the proposed AD are not
applicable, and with parts that are identified through the inspection
or records review specified in paragraph (g) of the proposed AD.
[[Page 3293]]
We do not agree with the commenter's request. Although we
appreciate the commenter's concern, paragraph (m) of this AD already
addresses this issue with the phrase ``as applicable.'' Paragraph (m)
of this AD applies only to parts that are subject to the requirements
of paragraphs (j) and (k) of this AD and does not apply to newly
purchased spare parts. In addition, as previously mentioned, we have
revised the wording in paragraph (m) of this AD in response to another
comment, and this revised wording addresses the commenter's concern. We
have not revised this AD further in regard to this issue.
Request To Provide Additional Credit for Previous Actions
DAL observed that paragraph (n) of the proposed AD did not provide
credit for previously accomplished actions that comply with the
inspection to determine the part numbers, specified in paragraph (g) of
the proposed AD. DAL contended that once the part numbers have been
identified, through inspection or maintenance records review, it is not
necessary to repeat the inspection. We infer that DAL is requesting a
revision to paragraph (n) of the proposed AD to include credit for
inspections for part number identification specified in paragraph (g)
of the proposed AD.
We do not agree with the commenter's request. Neither the original
issue of BSASB 737-32-1448, nor BSASB 737-32-1448, R1, included either
an inspection to determine part numbers or a maintenance records check.
Also, AD 2016-18-01 did not include a parts installation limitation
provision. Paragraph (f), ``Compliance,'' of this AD already accounts
for actions accomplished prior to the effective date of this AD.
Specifically, paragraph (f) of this AD states ``Comply with this AD
within the compliance times specified, unless already done.'' If DAL
has adequate records to demonstrate that the part number determination
required by paragraph (g) of this AD has already been accomplished for
an airplane, then it is not necessary to repeat this action. We have
not changed this AD in regard to this issue.
Request To Allow Use of Serviceable Rotable Parts
DAL requested that operators be permitted to use serviceable
rotable parts in lieu of returning modified parts to the same airplane
from which they were removed. DAL noted that paragraph (j) of the
proposed AD would require modification of the left and right MLG
trunnion pin assemblies in accordance with work package 3 of the
Accomplishment Instructions of BSASB 737-32-1448, R2. DAL mentioned
that many operators use pools of rotable spare parts to reduce the time
necessary for maintenance. DAL explained that rotable parts are
airplane parts and components that can be rebuilt or overhauled to be
reinstalled on the same airplane or put in stock to be used on a
different airplane.
We agree with the intent of the commenter's request, but find it
unnecessary to change this AD to address the concern. These parts are
rotable. We are superseding AD 2016-18-01 because it did not address
rotable parts. We appreciate DAL's concern regarding returning modified
parts to the same airplane from which they were removed. This AD does
not include that requirement, and operators may do as DAL suggested and
use rotable parts, provided the parts are per type design and meet any
other pertinent requirements prior to installation. In addition, the
revision to paragraph (m) of this AD, discussed previously, addresses
DAL's concern. We have not revised this AD further in regard to this
issue.
Request for Clarification of Difference Between the Proposed AD and
Service Information
RYR asked how an operator would show compliance with the
requirements specified in the proposed AD for an airplane that received
a certificate of airworthiness one or two days before the effective
date of the final rule. RYR asked if there would be an additional
revision to BSASB 737-32-1448, R2, that expanded the line number
applicability and if that revised service bulletin would be included in
a subsequent AD. We infer that RYR is requesting clarification
regarding the difference between the proposed AD and the service
information regarding airplane applicability.
We acknowledge the commenter's concern. For an issue that involves
rotable parts, an AD Friendly service bulletin with respect to
applicability would include all affected airplanes, in this case, all
Model 737 NG airplanes, whether or not the airplanes have been
delivered. However, the effectivity of BSASB 737-32-1448, R2 does not
include all airplanes of the affected models. Since it is possible to
remove a part from one airplane and install it without change on an
airplane not identified in the service bulletin effectivity, we have
determined it necessary to expand the applicability of this AD beyond
that of the service information provided by Boeing so that installation
of certain rotable parts, addressed in paragraph (m) of this AD, is
restricted on all airplanes of the affected models. Boeing did not
reflect this in the effectivity and airplane groups of BSASB 737-32-
1448, R2; therefore, the FAA had to re-define the airplane groups as
described in paragraph (c), ``Applicability,'' of this AD.
Regarding RYR's concern for demonstrating immediate AD compliance,
immediate compliance is not required by this AD. Each of the required
actions in paragraphs (g) through (k) of this AD state that the
compliance time is `` . . . at the [applicable] time specified in Table
. . . of paragraph 1.E., `Compliance,' of BSASB 737-32-1448, R2.''
These compliance times range from 30 days to 10 years.
Regarding RYR's question whether there will be another revision to
BSASB 737-32-1448, R2, to expand the effectivity to match the
applicability in this AD, that determination would be made by Boeing.
We agree it is beneficial to all concerned for the service information
to match the content of the AD. We note that if Boeing would provide a
revised service bulletin that addressed rotability, then this could be
approved as an AMOC and would be less confusing to the operators.
We have not revised this AD in regard to this issue.
Request To Clarify Certain Requirements
MNGJET requested that the NPRM include a clarification of the
differences between BSASB 737-32-1448 and BSASB 737-32-1448, R1, which
were the service bulletins referred to in AD 2016-18-01. MNGJET
specifically pointed out the difference between these service bulletin
revisions regarding the MLG forward trunnion seal and retainer
configuration.
We do not agree with the commenter's request. The revisions to the
service information are in regard to AD 2016-18-01, which is being
superseded by this AD. This AD refers to BSASB 737-32-1448, R2, as the
service information.
Furthermore, the reason for the difference between BSASB 737-32-
1448 and BSASB 737-32-1448, R1, concerning the MLG forward trunnion
seal and retainer configuration, is explained in paragraph 1.C,
``Reason,'' of both BSASB 737-32-1448, R1, and BSASB 737-32-1448, R2.
It is not necessary to either reiterate or explain the differences
between different revisions of a service bulletin. Suggestions for
improvement of the related service information should be
[[Page 3294]]
directed to Boeing. Also, FAA ADs have been written using AD Friendly
standards since 2005. The requirements of ADs are written at a higher
level, and the detailed information is in the related service
information.
No change has been made to this AD in regard to these issues.
Request To Extend Compliance Time for Certain Airplanes
AMES, a continued airworthiness management organization (CAMO) for
Boeing Business Jets (BBJs), requested that the compliance time for the
replacement of the MLG forward trunnion pin housing assembly, seal, and
retainer, in paragraph (k) of the proposed AD, be extended for BBJs.
Specifically, AMES asked that for only BBJs on a low utilization
maintenance program (LUMP) program, with a 12-year landing gear
overhaul interval, the compliance time in the proposed AD be extended
from 10 years to 12 years after the last landing gear overhaul. AMES
highlighted that these are low-utilization airplanes, flying less than
1,200 flight hours per year, and the MLG overhaul interval is every 12
years. AMES observed that the compliance time for the actions in the
proposed AD is 10 years after the effective date of AD 2016-18-01
(October 5, 2026), which is before the next scheduled maintenance
check. AMES stated that a limited number of BBJs would be affected and
there would be limited impact.
AMES also suggested that because the BBJs have low-time landing
gears, owners do not want to exchange the low-time gears with high-time
gears from airlines. AMES expressed that the 12-year check ground time
is the best time to send the gears for overhaul.
We disagree with the commenter's request. The commenter did not
provide definitive supporting data that would justify the requested
extension of the compliance time. In addition, Boeing's service
information, BSASB 737-32-1448, R2, retains the same 10-year compliance
time for BBJs.
Regarding the commenter's concern of receiving a high-time MLG in
exchange for a low-time MLG, presumably from sending these MLGs to a
repair facility and receiving an exchange unit from a pool of MLGs, it
is unclear how this would be prevented by having a 12-year compliance
time instead of a 10-year compliance time.
We have not made any changes to this AD in regard to these issues.
Concern Regarding Possible Parts Shortage
United Airlines expressed concern that Boeing may not have an
adequate stock of MLG forward trunnion pin seals and retainers to meet
the requirement for operators to replace these parts. United Airlines
noted that a parts shortage did arise from October 2016 to March 2017
when Boeing could not supply operators with required parts. United
Airlines observed that a parts shortage would lead to unnecessarily
grounding airplanes.
We appreciate the commenter's concern. However, as mentioned by the
commenter, this issue has been ongoing since October 2016. Boeing is
aware of operator concerns and should ensure that an adequate supply of
required parts is available. Because of the identified unsafe
condition, further delay of this final rule is not appropriate. In
addition, the FAA has issued an AMOC for AD 2016-18-01 to a spare parts
supplier for installation of its split ball assembly in lieu of the
corresponding part specified in BSASB 737-32-1448, R1. That AMOC is
still applicable to the corresponding provisions of this AD, as noted
in paragraph (o)(4) of this AD. We have not revised this AD in regard
to this issue.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
this AD with the changes described previously, and minor editorial
changes. We have determined that these minor changes:
Are consistent with the intent that was proposed in the
NPRM for addressing the unsafe condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM.
We also determined that these changes will not increase the
economic burden on any operator or increase the scope of this AD.
Related Service Information Under 1 CFR Part 51
We reviewed BSASB 737-32-1448, R2. This service information
describes procedures for determining the part numbers of the forward
and aft trunnion pin assemblies installed on the right and left MLGs,
inspections for corrosion and damage on the forward and aft trunnion
pin assemblies and related investigative and corrective actions,
repetitive lubrication of these assemblies, and installation of new or
modified trunnion pin assembly components. This service information is
reasonably available because the interested parties have access to it
through their normal course of business or by the means identified in
the ADDRESSES section.
Costs of Compliance
We estimate that this AD affects up to 1,814 airplanes of U.S.
registry. We estimate the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Lubrication (retained actions 2 work-hours x $85 $0 $170 per lubrication $173,910, per
from AD 2016-18-01). per hour = $170 per cycle. lubrication cycle
lubrication cycle. (1,023 airplanes).
Inspection (Groups 1 and 2, 51 work-hours x $85 0 $4,335 per $4,282,980 per
Configuration 1 airplanes; per hour = $4,335 inspection cycle. inspection cycle
retained actions from AD per inspection cycle. (988 airplanes).
2016-18-01).
Inspection (Group 3 93 work-hours x $85 0 $7,905 per $276,675 per
airplanes; retained actions per hour = $7,905 inspection cycle. inspection cycle
from AD 2016-18-01). per inspection cycle. (35 airplanes).
Replacement/overhaul (Groups 84 work-hours x $85 0 $7,140.............. $7,054,320 (988
1 and 2 airplanes; retained per hour = $7,140. airplanes).
actions from AD 2016-18-01).
Replacement/overhaul (Group 3 86 work-hours x $85 0 $7,310.............. $255,850 (35
airplanes retained actions per hour = $7,310. airplanes).
from AD 2016-18-01).
[[Page 3295]]
Lubrication pin assemblies 2 work-hours x $85 0 $170 per lubrication Up to $308,380, per
(new action, Work Packages 1 per hour = $170 per cycle. lubrication cycle
and 2). lubrication cycle. (up to 1,814
airplanes).
Inspection (new action; 51 work-hours x $85 0 $4,335 per Up to $7,594,920 per
Groups 1, 2, 4, and 5, per hour = $4,335 inspection cycle. inspection cycle
Configuration 1 airplanes; per inspection cycle. (up to 1,752
Work Package 2). airplanes).
Inspection (new action; 93 work-hours x $85 0 $7,905 per Up to $490,110 per
Groups 3 and 6 airplanes; per hour = $7,905 inspection cycle. inspection cycle
Work Package 2). per inspection cycle. (Up to 62
airplanes).
Replacement/overhaul trunnion 84 work-hours x $85 0 $7,140.............. Up to $12,509,280
pin assembly (Groups 1, 2, per hour = $7,140. (up to 1,752
4, and 5 airplanes; new airplanes).
action; Work Package 2).
Replacement/overhaul trunnion 86 work-hours x $85 0 $7,310.............. Up to $453,220 (Up
pin assembly (Groups 3 and 6 per hour = $7,310. to 62 airplanes).
airplanes; new action; Work
Package 2).
----------------------------------------------------------------------------------------------------------------
We have received no definitive data that will enable us to provide
cost estimates for the on-condition actions specified in this AD.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
This AD is issued in accordance with authority delegated by the
Executive Director, Aircraft Certification Service, as authorized by
FAA Order 8000.51C. In accordance with that order, issuance of ADs is
normally a function of the Compliance and Airworthiness Division, but
during this transition period, the Executive Director has delegated the
authority to issue ADs applicable to transport category airplanes and
associated appliances to the Director of the System Oversight Division.
Regulatory Findings
We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979),
(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.
Adoption of the Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by removing Airworthiness Directive (AD)
2016-18-01, Amendment 39-18631 (81 FR 59830, August 31, 2016), and
adding the following new AD:
2019-01-03 The Boeing Company: Amendment 39-19542; Docket No. FAA-
2018-0162; Product Identifier 2017-NM-116-AD.
(a) Effective Date
This AD is effective March 19, 2019.
(b) Affected ADs
This AD replaces AD 2016-18-01, Amendment 39-18631 (81 FR 59830,
August 31, 2016) (``AD 2016-18-01'').
(c) Applicability
(1) This AD applies to all The Boeing Company Model 737-600, -
700, -700C, -800, -900, and -900ER series airplanes, certificated in
any category. These airplanes are specified in paragraphs (c)(1)(i)
through (c)(1)(vii) of this AD.
(i) Airplanes in Groups 1 and 2, Configuration 1, as identified
in Boeing Special Attention Service Bulletin 737-32-1448, Revision
2, dated August 2, 2017 (``BSASB 737-32-1448, R2'').
(ii) Airplanes in Groups 1 and 2, Configuration 2, as identified
in BSASB 737-32-1448, R2.
(iii) Airplanes in Group 3, as identified in BSASB 737-32-1448,
R2.
(iv) Airplanes in Groups 4 and 5, Configuration 1, as identified
in BSASB 737-32-1448, R2, except where this service bulletin
specifies the groups as line numbers 3527 through 6510 inclusive,
this AD specifies those groups as line number 3527 through any line
number of an airplane with an original Certificate of Airworthiness
or an original Export Certificate of Airworthiness dated on or
before the effective date of this AD.
(v) Airplanes in Groups 4 and 5, Configuration 2, as identified
in BSASB 737-32-1448, R2, except where this service bulletin
specifies the groups as line numbers 3527 through 6510 inclusive,
this AD specifies those groups as line number 3527
[[Page 3296]]
through any line number of an airplane with an original Certificate
of Airworthiness or an original Export Certificate of Airworthiness
dated on or before the effective date of this AD.
(vi) Airplanes in Groups 6 as identified in BSASB 737-32-1448,
R2, except where this service bulletin specifies the groups as line
numbers 3527 through 6510 inclusive, this AD specifies those groups
as line number 3527 through any line number of an airplane with an
original Certificate of Airworthiness or an original Export
Certificate of Airworthiness dated on or before the effective date
of this AD.
(vii) All Model 737-600, -700, -700C, -800, -900 and -900ER
series airplanes with an original Certificate of Airworthiness or an
original Export Certificate of Airworthiness dated after the
effective date of this AD.
(2) Installation of Supplemental Type Certificate (STC)
ST00830SE does not affect the ability to accomplish the actions
required by this AD. Therefore, for airplanes on which STC ST00830SE
is installed, a ``change in product'' alternative method of
compliance (AMOC) approval request is not necessary to comply with
the requirements of 14 CFR 39.17.
(d) Subject
Air Transport Association (ATA) of America Code 32, Landing
Gear.
(e) Unsafe Condition
This AD was prompted by reports of heavy corrosion and chrome
damage on the forward and aft trunnion pin assemblies of the right
and left main landing gears (MLGs). We are issuing this AD to
address heavy corrosion and chrome damage on the forward and aft
trunnion pin assemblies of the right and left MLGs, which could
result in cracking of these assemblies and collapse of the MLGs.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Inspection To Determine Part Numbers
For airplanes identified in paragraphs (c)(1)(i), (c)(1)(iii),
(c)(1)(iv), or (c)(1)(vi) of this AD: Except as required by
paragraph (l) of this AD, at the applicable time specified in Table
1, Table 2, Table 4, or Table 5, of paragraph 1.E., ``Compliance,''
of BSASB 737-32-1448, R2, do an inspection to determine if any of
the existing part numbers identified in paragraph 2.C.3., ``Parts
Modified and Reidentified,'' of BSASB 737-32-1448, R2, are
installed. A review of airplane maintenance records is acceptable in
lieu of this inspection if the part number of each existing part
number can be conclusively determined from that review. Repetitive
lubrication and inspection as required by and at the times specified
in paragraphs (h) and (i) of this AD are also acceptable in lieu of
this inspection to determine the MLG trunnion pin assembly part
number.
(h) Repetitive Lubrication of MLG Trunnion Pin Assemblies
For airplanes identified in paragraphs (c)(1)(i), (c)(1)(iii),
(c)(1)(iv), or (c)(1)(vi) of this AD, having any part number
identified in paragraph 2.C.3., ``Parts Modified and Reidentified,''
of BSASB 737-32-1448, R2, installed: Except as required by paragraph
(l) of this AD, at the applicable time specified in Table 1, Table
2, Table 4, or Table 5, of paragraph 1.E., ``Compliance,'' of BSASB
737-32-1448, R2, lubricate the applicable forward and aft trunnion
pin assemblies of the right and left MLGs, in accordance with Work
Package 1 of the Accomplishment Instructions of BSASB 737-32-1448,
R2. Repeat the lubrication thereafter at intervals not to exceed
those specified in Table 1, Table 2, Table 4, or Table 5, of
paragraph 1.E., ``Compliance,'' of BSASB 737-32-1448, R2.
Accomplishment of the actions specified in paragraph (j) of this AD
terminates the repetitive lubrication required by this paragraph.
(i) Repetitive Inspections, Corrective Actions, and Lubrication
For airplanes identified in paragraphs (c)(1)(i), (c)(1)(iii),
(c)(1)(iv), or (c)(1)(vi) of this AD, having any part number
identified in paragraph 2.C.3., ``Parts Modified and Reidentified,''
of BSASB 737-32-1448, R2, installed: Except as required by paragraph
(l) of this AD, at the applicable time specified in Table 1, Table
2, Table 4, or Table 5, of paragraph 1.E., ``Compliance,'' of BSASB
737-32-1448, R2, do a general visual inspection of the left and
right MLGs at the forward and aft trunnion pin locations and the
visible surfaces of the forward and aft trunnion pin assemblies for
discrepancies including signs of corrosion or chrome plating damage,
and lubricate the forward and aft trunnion pin assemblies as
applicable, in accordance with Work Package 2 of the Accomplishment
Instructions of BSASB 737-32-1448, R2. Repeat the general visual
inspection thereafter at intervals not to exceed those specified in
paragraph 1.E., ``Compliance,'' of BSASB 737-32-1448, R2. If any
discrepancy is found during any inspection required by this
paragraph, before further flight, do all applicable related
investigative and corrective actions in accordance with Work Package
2 of the Accomplishment Instructions of BSASB 737-32-1448, R2.
Accomplishment of the actions required by paragraph (j) of this AD
terminates the repetitive inspections required by this paragraph.
(j) Modification of MLG Trunnion Pin Assemblies
For airplanes identified in paragraphs (c)(1)(i), (c)(1)(iii),
(c)(1)(iv), or (c)(1)(vi) of this AD, having any part number
identified in paragraph 2.C.3., ``Parts Modified and Reidentified,''
of BSASB 737-32-1448, R2, installed: Except as required by paragraph
(l) of this AD, at the time specified in Table 1, Table 2, Table 4,
or Table 5, as applicable, of paragraph 1.E., ``Compliance,'' of
BSASB 737-32-1448, R2, modify the left and right MLG trunnion pin
assemblies, including all applicable related investigative and
corrective actions, in accordance with Work Package 3 of the
Accomplishment Instructions of BSASB 737-32-1448, R2. All applicable
related investigative and corrective actions must be done at the
time specified in paragraph 1.E., ``Compliance,'' of BSASB 737-32-
1448, R2. Accomplishment of the actions in Work Package 3 of the
Accomplishment Instructions of BSASB 737-32-1448, R2, terminates the
repetitive lubrication required by paragraph (h) of this AD and the
repetitive inspections required by paragraph (i) of this AD.
(k) Replacement of MLG Forward Trunnion Pin Housing Assembly, Seal, and
Retainer
For airplanes identified in paragraphs (c)(1)(ii) and (c)(1)(v)
of this AD: Except as required by paragraph (l) of this AD, at the
time specified in Table 3 or Table 6, as applicable, of paragraph
1.E., ``Compliance,'' of BSASB 737-32-1448, R2, replace the seal,
retainer, and support ring assembly with a new seal and retainer
configuration; install the forward trunnion pin assembly into the
housing assembly; and lubricate the forward and aft trunnion pin
assemblies for the left and right MLGs; in accordance with Work
Package 4 of the Accomplishment Instructions of BSASB 737-32-1448,
R2.
(l) Exception to Service Information Specification
Where paragraph 1.E., ``Compliance,'' of BSASB 737-32-1448, R2,
specifies a compliance time ``after the Revision 2 date of this
service bulletin,'' this AD requires compliance within the specified
compliance time after the effective date of this AD.
(m) Parts Installation Limitation
As of the effective date of this AD, no person may install
existing parts identified in paragraph 2.C.3., ``Parts Modified and
Reidentified,'' of BSASB 737-32-1448, R2, on any airplane identified
in paragraphs (c)(1)(i) through (c)(1)(vii) of this AD, unless the
actions required by paragraph (j) or (k), as applicable, of this AD
have been accomplished on the parts.
(n) Credit for Previous Actions
(1) This paragraph provides credit for the requirements of
paragraph (h) of this AD, if those actions were performed before the
effective date of this AD using Boeing Special Attention Service
Bulletin 737-32-1448, dated May 19, 2011; or Boeing Special
Attention Service Bulletin 737-32-1448, Revision 1, dated May 29,
2015.
(2) This paragraph provides credit for the requirements of
paragraphs (i), (j), and (k) of this AD, if those actions were
performed before the effective date of this AD using Boeing Special
Attention Service Bulletin 737-32-1448, Revision 1, dated May 29,
2015.
(o) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Seattle ACO Branch, 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 certification office, send it to the attention of the
person identified in paragraph (p)(1) of this AD. Information may be
emailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
[[Page 3297]]
(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, modification, or alteration required by this AD
if it is approved by the Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has been authorized by the
Manager, Seattle ACO Branch, FAA, to make those findings. To be
approved, the repair method, modification deviation, or alteration
deviation must meet the certification basis of the airplane, and the
approval must specifically refer to this AD.
(4) AMOCs approved previously for AD 2016-18-01 are approved as
AMOCs for the corresponding provisions of this AD.
(p) Related Information
(1) For more information about this AD, contact Alan Pohl,
Aerospace Engineer, Airframe Section, FAA, Seattle ACO Branch, 2200
South 216th St., Des Moines, WA 98198; telephone and fax: 206-231-
3527; email: alan.pohl@faa.gov.
(2) Service information identified in this AD that is not
incorporated by reference is available at the addresses specified in
paragraphs (q)(3) and (q)(4) of this AD.
(q) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(i) Boeing Special Attention Service Bulletin 737-32-1448,
Revision 2, dated August 2, 2017.
(ii) [Reserved].
(3) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Contractual & Data Services
(C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-
5600; telephone 562-797-1717; internet https://www.myboeingfleet.com.
(4) You may view this service information at the FAA, Transport
Standards Branch, 2200 South 216th St., Des Moines, WA. For
information on the availability of this material at the FAA, call
206-231-3195.
(5) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, call 202-741-6030, or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.
Issued in Des Moines, Washington, on December 21, 2018.
Jeffrey E. Duven,
Director, System Oversight Division, Aircraft Certification Service.
[FR Doc. 2019-01518 Filed 2-11-19; 8:45 am]
BILLING CODE 4910-13-P
