Airworthiness directives: Boeing,
[Federal Register: February 1, 2007 (Volume 72, Number 21)]
[Rules and Regulations]
[Page 4625-4633]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr01fe07-3]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
[Docket No. FAA-2006-26323; Directorate Identifier 2006-NM-150-AD; Amendment 39-14918; AD 2007-03-07]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 737 Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of Transportation (DOT).
ACTION: Final rule; request for comments.
SUMMARY: The FAA is superseding an existing airworthiness directive (AD) that applies to all Boeing Model 737 airplanes. The existing AD currently requires installation of a new rudder control system and changes to the adjacent systems to accommodate that new rudder control system. For certain airplanes, this new AD adds, among other actions, repetitive tests of the force fight monitor of the main rudder power control unit (PCU), repetitive tests of the standby hydraulic actuation system, and corrective action; as applicable. For those airplanes, this new AD also adds, among other actions, replacement of both input control rods of the main rudder PCU and the input control rod of the standby rudder PCU with new input control rods, as applicable, which ends the repetitive tests. For certain other airplanes, this new AD adds installation of an enhanced rudder control system in accordance with new service information. This AD results from a report of a fractured rod end of an input control rod of the main rudder PCU and a subsequent report of a fractured rod end of the input control rod of the standby rudder PCU. We are issuing this AD to prevent failure of one of the two input control rods of the main rudder PCU, which, under certain conditions, could result in reduced controllability of the airplane; and to prevent failure of any combination of two input control rods of the main rudder PCU and/or standby rudder PCU, which could cause an uncommanded rudder hardover event and result in loss of control of the airplane.
DATES: This AD becomes effective February 16, 2007.
The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of February 16, 2007.
We must receive any comments on this AD by April 2, 2007.
ADDRESSES: Use one of the following addresses to submit comments on this AD.
DOT Docket Web site: Go to http://dms.dot.gov and follow
the instructions for sending your comments electronically.
Government-wide rulemaking Web site: Go to http://www.regulations.gov and follow the instructions for sending your
comments electronically.
Mail: Docket Management Facility; U.S. Department of Transportation, 400 Seventh Street, SW., Nassif Building, Room PL-401, Washington, DC 20590.
Fax: (202) 493-2251.
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Hand Delivery: Room PL-401 on the plaza level of the Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays.
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207, for service information identified in this AD.
You may examine the contents of the AD docket on the Internet at http://dms.dot.gov, or in person at the Docket Management Facility,
U.S. Department of Transportation, 400 Seventh Street, SW., Room PL- 401, Washington, DC. This docket number is FAA-2006-26323; the directorate identifier for this docket is 2006-NM-150-AD.
FOR FURTHER INFORMATION CONTACT: Kenneth W. Frey, Aerospace Engineer, Systems and Equipment Branch, ANM-130S, FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98057- 3356; telephone (425) 917-6468; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Discussion
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 to include an AD that supersedes AD 2002-20-07 R1, amendment 39-12940 (67 FR 67518, November 6, 2002). The existing AD applies to all Boeing Model 737 airplanes. That NPRM was published in the Federal Register on November 15, 2006 (71 FR 66474). That NPRM proposed to continue to require installation of a new rudder control system and changes to the adjacent systems to accommodate that new rudder control system. For certain airplanes, that NPRM proposed to add, among other actions, repetitive tests of the force fight monitor of the main rudder power control unit (PCU), repetitive tests of the standby hydraulic actuation system, and corrective action; as applicable. For those airplanes, that NPRM also proposed to add, among other actions, replacement of both input control rods of the main rudder PCU and the input control rod of the standby rudder PCU with new input control rods, as applicable, which would end the repetitive tests. For certain other airplanes, that NPRM proposed to add installation of an enhanced rudder control system in accordance with new service information.
Actions Since NPRM Was Issued
Since we issued the NPRM, we have received a report of a fractured rod end on the input control rod of the standby rudder PCU on a Model 737-700 series airplane. This condition was discovered during accomplishment of an operational test of the standby hydraulic actuation system in accordance with Boeing Alert Service Bulletin 737- 27A1280, dated May 25, 2006 (one of the actions specified in the NPRM). Investigation revealed that, although the input control rod had an existing crack of significant size, it ultimately fractured due to fatigue damage. Fatigue damage is caused by repetitive forces being applied (i.e., cyclic loading).
This finding of fatigue damage is not consistent with the results of our investigation that led to actions specified in the NPRM. The actions and compliance times specified in the NPRM were based on our finding that, while the input control rod may have been cracked during assembly, no significant loading was present to further degrade the integrity of the input control rod over time, causing it to fracture.
Therefore, we have determined that, for certain Model 737-600, - 700, -700C, -800, and -900 series airplanes on which the suspect input control rod of the standby rudder PCU was installed during production, the compliance times for the following actions in the NPRM will not detect and correct failure of the input control rod of the standby rudder PCU in a timely manner:
The initial compliance time and repetitive intervals for the operational tests specified in paragraph (g)(1), and
The threshold for the replacement of the input control rod of the standby rudder PCU specified in paragraph (g)(3).
Failure of one of the two input control rods of main rudder PCU, under certain conditions, could result in reduced controllability of the airplane; and failure of any combination of two input control rods of the main rudder PCU and/or standby rudder PCU could cause an uncommanded rudder hardover event and result in loss of control of the airplane.
Relevant Service Information
As discussed in the ``Relevant Service Information'' section of the NPRM, we have reviewed the following service information:
Relevant Service Information
Service Bulletin
Revision level
Date
Boeing Alert Service Bulletin 737-27A1239 Original..................... January 11, 2001. Boeing Alert Service Bulletin 737-27A1279 Original..................... June 20, 2006. Boeing Alert Service Bulletin 737-27A1280 Original..................... May 25, 2006. Boeing Alert Service Bulletin 737-27A1281 Original..................... June 14, 2006. Boeing Service Bulletin 737-22-1042...... 1............................ April 5, 1985. Boeing Service Bulletin 737-27A1206...... 3............................ December 14, 2000. Boeing Service Bulletin 737-27-1246, 1............................ February 21, 2002. including Appendix A. Boeing Service Bulletin 737-27-1247...... 1............................ July 25, 2002. Boeing Service Bulletin 737-27-1252...... 3............................ May 12, 2006. Boeing Service Bulletin 737-27-1253...... 3............................ May 12, 2006. Boeing Service Bulletin 737-27-1255...... 3............................ May 10, 2006. Boeing Service Bulletin 737-27-1262...... Original..................... December 19, 2002. Boeing Service Bulletin 737-27-1263...... 1............................ September 25, 2003. Boeing Service Bulletin 737-27-1264...... 1............................ April 3, 2003. Boeing Service Bulletin 737-55-1052...... 1............................ August 5, 2004. Boeing 737 Service Bulletin 27-1026...... Original..................... January 15, 1971. Smiths Aerospace Actuation Systems
Original..................... August 28, 2003. Service Bulletin 1150-27-05A.
Accomplishing the actions specified in the service information is intended to adequately address the unsafe condition.
Comments
We provided the public the opportunity to submit comments
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regarding the NPRM and have considered the comments that have been received.
Support for the NPRM
The Air Line Pilots Association and Boeing support the NPRM.
Requests To Issue Stand Alone AD
Delta and Southwest Airlines request that we issue a stand alone AD that addresses the control rod issues only instead of superseding AD 2002-20-07 R1. Delta states that a stand alone AD will minimize the amount of revisions to engineering authorizations (EAs). Delta points out that a supersedure AD would result in their revising four EAs whereas a stand alone AD would result in revising only one EA. Southwest Airlines states that a stand alone AD would be more cost effective because a supersedure AD results in document revision, record keeping, and computer tracking issues.
We do not agree. As explained in the ``Actions Since Existing AD Was Issued'' section of the NPRM, we have received a report of a fractured rod end on one of the two input control rods of the main rudder PCU on a Model 737-800 series airplane. The incident airplane had been modified to comply with the requirements of AD 2002-20-07 R1. We determined that accomplishment of the actions required by AD 2002- 20-07 R1 introduces a new unsafe condition (i.e., failure of the input control rods of the rudder control system, which, under certain conditions, could result in reduced controllability of the airplane and/or loss of control of the airplane), and that a substantive change to that AD was necessary.
Our current policy specifies that, whenever a substantive change is made to an existing AD that imposes a new burden, we must supersede the AD. Substantive changes are those made to any instruction or reference that affects the substance of the AD. Substantive changes include part numbers, service bulletin and manual references, compliance times, applicability, methods of compliance, corrective action, inspection requirements, and effective dates. We consider the changes to the existing AD to be substantive. This superseding AD is assigned a new amendment number and new AD number, and the previous amendment is removed from the system. This procedure facilitates the efforts of principal maintenance inspectors in tracking ADs and ensuring that affected operators have incorporated the most recent changes into their maintenance programs.
With regard to paperwork changes required by affected operators, Sec. 121.380(a)(2)(vi) (``Maintenance recording requirements'') of the Federal Aviation Regulations (14 CFR 121.380(a)(2)(vi)), requires that persons holding an operating certificate and operating under part 121 of the Federal Aviation Regulations must keep ``The current status of applicable airworthiness directives, including the date and methods of compliance * * *.'' Whether an existing AD is superseded or a new stand alone AD is issued, the new AD is assigned a new AD number. In either case, the new AD is identified by its ``new'' AD number. In light of this, affected operators updating their maintenance records to indicate the current AD status would have to record a new AD number in both cases. Further, operators are always given credit for work previously performed according to the existing AD by means of the phrase in the compliance section of the AD that states, ``* * * unless the actions have already been done.'' Therefore, we have determined that a supersedure AD is appropriate.
Request To Supersede Other ADs
If the AD does supersede AD 2002-20-07 R1, Southwest Airlines requests that the AD also supersede the following ADs:
AD 95-06-53, amendment 39-9199 (60 FR 18981, April 14, 1995);
AD 97-05-10, amendment 39-9954 (62 FR 9679, March 4, 1997); and
AD 98-02-01, amendment 39-10283 (63 FR 1903, January 13, 1998).
Southwest Airlines states that these additional ADs were all listed in AD 2002-20-07 R1. Southwest Airlines states that if these changes are not made, operators will be required to report the status of obsolete ADs.
We do not agree. AD 2002-20-07 R1 revises AD 2002-20-07, amendment 39-12903 (67 FR 62341, October 7, 2002), and supersedes ADs 95-06-53, 97-05-10, and 98-02-01. As of November 12, 2002 (the effective date of AD 2002-20-07 R1), those ADs were effectively superseded (cancelled) and thus no further action is required in regard to those ADs.
Request To Change List of Affected ADs
Southwest Airlines also requests that AD 97-14-04, amendment 39- 10061 (62 FR 35068, June 30, 1997), be added to the list of ADs in Table 1 of the NPRM.
We agree. Our intent was to retain all requirements of AD 2002-20- 07 R1. AD 97-14-04 was included in paragraph (b) of AD 2002-20-07 R1. However, we inadvertently omitted it from Table 1 in paragraph (b) of the NPRM. Doing the action required by paragraph (f) or (h) of this AD ends the requirements of AD 97-14-04 and the other ADs identified in Table 1 of this AD. We have revised Table 1 accordingly.
Request To Revise the Applicability
Southwest Airlines requests that the applicability of the NPRM be revised to affect Model 737-600, -700, -700C, -800 and -900 series airplanes (i.e., 737 next generation airplanes), line numbers 1 through 1947 only (no change requested for affected Model 737-100 through -500 series airplanes). Southwest Airlines states that the effectivity of Boeing Alert Service Bulletin 737-27A1279, dated June 20, 2006; and Boeing Alert Service Bulletin 737-27A1280, dated May 25, 2006; indicate that 737 next generation airplanes with line numbers 1948 or higher have an enhanced rudder control system with the improved rods already installed. Southwest Airlines also states that it is a hardship to require AD reporting on airplanes that have been modified in production.
We do not agree with Southwest Airlines to exclude airplanes on which an enhanced rudder control system with new input control rods has been installed in production from the applicability of this AD. Paragraph (j) of this AD states, ``As of the effective date of this AD, no person may install an input control rod, P/N 251A3495-1, on any airplane.'' All Model 737 airplanes, including those in production now and in the future, are subject to this requirement. Therefore, we have determined that the applicability of the AD is correct as proposed.
Request To Exclude Certain Airplanes From Paragraph (g) of the NPRM
Southwest Airlines requests that paragraph (g) be revised to exclude airplanes for which maintenance records can conclusively show that the suspect rods have not been installed. Southwest Airlines states that some airplanes have had control rods replaced or modified with the latest kits.
We partially agree. We agree with Southwest Airlines that no further work is required by paragraph (g) for airplanes on which the input control rods have been replaced in accordance with paragraph (g)(4) of this AD. We also find that no further work is required by paragraph (h) for airplanes on which the input control rods have been installed in accordance with paragraph (h) of this AD. We have determined that those actions adequately address the identified unsafe condition of this AD related to the input
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control rods. However, we do not agree to revise this AD. Operators are given credit for work previously done by the means of the phrase in the ``Compliance'' section of the AD that states, ``* * * unless the actions have already been done.'' Therefore, in the case of this AD, if the actions required by paragraph (g)(4) or (h) of this AD (i.e., replacement of input control rods or installation of a new rudder control system) have been done in accordance with the service information identified in Table 4 or 5 of this AD, respectively, before the effective date of this AD, this AD does not require those actions to be repeated.
Request To Delete Reference to Certain Group Configurations
AirTran Airways supports the proposed actions described in the NPRM, but points out a discrepancy between the NPRM and a referenced service bulletin. AirTran Airways notes that paragraph (g)(1)(iii) of the NPRM is applicable to airplanes identified as Group 1, Configuration 1, and Group 2, Configurations 1 and 2, in Boeing Alert Service Bulletin 737-27A1280, dated May 25, 2006. AirTran Airways states that the service bulletin does not contain any configurations for Group 2.
From this comment, we infer that AirTran Airways is requesting that we delete the reference to Configurations 1 and 2 for Group 2 specified in paragraphs (g)(1)(iv), (g)(2)(i), and (g)(2)(ii) of this AD (paragraph (g)(1)(iii) in the NPRM). We agree and have revised this AD accordingly.
Request To Delete Concurrent Requirements
Southwest Airlines states that it is impossible to install the enhanced rudder system without doing the concurrent requirements in paragraph (i) of the NPRM. Southwest Airlines notes that each of the service bulletins identified in Table 5 of the NPRM, except ``[Boeing]
[S] ervice [B]ulletin 737-55-1042,'' is listed in the initial release of the primary service bulletins identified in Table 4 of the NPRM. Southwest Airlines believes it is impossible to trim the spar as illustrated in the primary service bulletins unless the trim was previously accomplished per ``[Boeing] [S]ervice [B]ulletin 737-55- 1042.'' Southwest Airlines also believes that the NPRM validates this by not requiring rework other than for the discrepant control rods.
From this comment, we infer that Southwest Airlines is requesting that the concurrent requirements specified in paragraph (i) of the NPRM be deleted. Since Boeing Service Bulletin 737-55-1042 describes procedures unrelated to the subject of this AD, we also infer that Southwest Airlines meant to refer to Boeing Service Bulletin 737-55- 1052, Revision 1, dated August 5, 2004 (referred to in paragraph (i)(2)(iv) of this AD as a concurrent requirement). We do not agree with Southwest Airlines to delete the concurrent requirements of this AD. Our current policy specifies that service information must be ``published'' (i.e., incorporation by reference (IBR)) if the AD mandates a method of compliance that is contained only in the referenced service information. As in the case of this AD, the concurrent requirement actions specified in Table 6 of the AD are contained only in the service information identified in that table, not in the primary service information identified in Table 5 of this AD. Therefore, we have made no change to this AD in this regard.
FAA's Determination and Requirements of This AD
The unsafe condition described previously is likely to exist or develop on other airplanes of the same type design. For this reason, we are issuing this AD to supersede AD 2002-20-07 R1. This AD supersedes AD 2002-20-07 R1 and retains the requirements of the existing AD. This AD also requires accomplishing the actions specified in the applicable service information identified previously, except as discussed under ``Differences Between the AD and Certain Service Information.'' For certain airplanes, this AD also requires suspending a certain Master Minimum Equipment List item, until all improperly heat-treated input control rods are replaced.
Differences Between the AD and Certain Service Information
For certain Model 737-600, -700, -700C, -800, and -900 series airplanes on which the suspect input control rod of the standby rudder PCU was installed during production, the compliance times for the following actions required by this AD are different (i.e., shorter intervals) than those specified in Boeing Alert Service Bulletin 737- 27A1279, dated June 20, 2006; and Boeing Alert Service Bulletin 737- 27A1280, dated May 25, 2006:
For the operational tests of the standby hydraulic actuation system: This AD specifies an initial compliance time of within 110 flight hours or 7 days after the effective date of this AD, whichever occurs later, and repetitive intervals of 110 flight hours or 7 days, whichever occurs later, whereas Boeing Alert Service Bulletin 737-27A1280 specifies an initial compliance time of within 60 days and repetitive intervals of 500 flight hours.
For the replacement of the input control rod of the standby rudder PCU: This AD specifies a compliance time of within 90 days after the effective date of this AD whereas Boeing Alert Service Bulletin 737-27A1279 specifies a compliance time of 24 months.
As discussed previously in the ``Discussion'' section of this AD, the proposed compliance times for these actions may not detect and correct failure of the input control rod of the standby rudder PCU in a timely manner. While we do not yet have data on the growth rate of these cracks, we believe the revised compliance times described previously are adequate to ensure safety without imposing undue burdens on air commerce. In developing appropriate compliance times for these actions in this AD, we considered the safety implications, parts availability, and normal maintenance schedules for the timely accomplishment of the operational tests and replacements. In consideration of these items, as well as the reported failures of the input control rods in service, we have determined that the compliance times in this AD will ensure an acceptable level of safety and allow the actions to be done during scheduled maintenance intervals for most affected operators.
Changes to NPRM
As a result of the differences between the AD and certain service information described previously, we have revised the applicable compliance times in this AD and changed certain paragraph identifiers and tables and added others.
In certain places in the NPRM, we referred to the incorrect year of the issuance date of Boeing Alert Service Bulletin 737-27A1280. The correct issuance date is May 25, 2006, not May 25, 2005. We have corrected this error in this AD.
FAA's Determination of the Effective Date
Regarding the reduced compliance times described previously, an unsafe condition exists that requires the immediate adoption of this AD; therefore, providing notice and opportunity for public comment before the AD is issued is impracticable, and good cause exists to make this AD effective in less than 30 days.
Comments Invited
Regarding the reduced compliance times described previously, this AD is a final rule that involves requirements that affect flight safety and was not
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preceded by notice and an opportunity for public comment; however, we invite you to submit any relevant written data, views, or arguments regarding this AD. Send your comments to an address listed in the ADDRESSES section. Include ``Docket No. FAA-2006-26323; Directorate Identifier 2006-NM-150-AD'' at the beginning of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of the AD that might suggest a need to modify it.
We will post all comments we receive, without change, to http://lldms.dot.gov , including any personal information you provide. We will
also post a report summarizing each substantive verbal contact with FAA personnel concerning this AD. Using the search function of that Web site, anyone can find and read the comments in any of our dockets, including the name of the individual who sent the comment (or signed the comment on behalf of an association, business, labor union, etc.). You may review the DOT's complete Privacy Act Statement in the Federal Register published on April 11, 2000 (65 FR 19477-78), or you may visit http://dms.dot.gov.
Examining the Docket
You may examine the AD docket on the Internet at http://dms.dot.gov , or in person at the Docket Management Facility office
between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The Docket Management Facility office (telephone (800) 647- 5227) is located on the plaza level of the Nassif Building at the DOT street address stated in the ADDRESSES section. Comments will be available in the AD docket shortly after the Docket Management System receives them.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to issue rules on aviation safety. Subtitle I, section 106, describes the authority of the FAA Administrator. Subtitle VII, Aviation Programs, describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in subtitle VII, part A, subpart III, section 44701, ``General requirements.'' Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action.
Regulatory Findings
We have determined that this AD will not have federalism implications under Executive Order 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify that the regulation:
1. Is not a ``significant regulatory action'' under Executive Order 12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979); and
3. Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to comply with this AD and placed it in the AD docket. See the ADDRESSES section for a location to examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.
Adoption of the Amendment
0 Accordingly, under the authority delegated to me by the Administrator, the FAA amends part 39 of the Federal Aviation Regulations (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 Federal Aviation Administration (FAA) amends Sec. 39.13 by removing amendment 39-12940 (67 FR 67518, November 6, 2002) and adding the following new airworthiness directive (AD):
2007-03-07 Boeing: Amendment 39-14918. Docket No. FAA-2006-26323; Directorate Identifier 2006-NM-150-AD.
Effective Date
(a) This AD becomes effective February 16, 2007.
Affected ADs
(b) This AD affects the ADs specified in paragraphs (b)(1), (b)(2), and (b)(3) of this AD.
(1) This AD supersedes AD 2002-20-07 R1.
(2) For airplanes on which the actions required by paragraph (f) of this AD have been done before the effective date of this AD: Doing the actions in paragraph (f) of this AD ends the requirements of the ADs listed in Table 1 of this AD.
(3) For airplanes on which the actions required by paragraph (f) of this AD have not been done before the effective date of this AD: Doing the actions in paragraph (h) of this AD ends the requirements of the ADs listed in Table 1 of this AD.
Table 1.--Other ADs
AD--
Amendment--
97-09-15 R1.............................................
39-10912 97-14-04................................................
39-10061 99-11-05................................................
39-11175 2000-22-02 R1...........................................
39-11948
Applicability
(c) This AD applies to all Boeing Model 737-100, -200, -200C, - 300, -400, -500, -600, -700, -700C, -800 and -900 series airplanes, certificated in any category.
Unsafe Condition
(d) This AD results from a report of a fractured rod end of an input control rod of the main rudder power control unit (PCU) and a subsequent report of a fractured rod end of the input control rod of the standby rudder PCU. We are issuing this AD to prevent failure of one of the two input control rods of the main rudder PCU, which, under certain conditions, could result in reduced controllability of the airplane; and to prevent failure of any combination of two input control rods of the main rudder PCU and/or standby rudder PCU, which could cause an uncommanded rudder hardover event and result in loss of control of the airplane.
Compliance
(e) You are responsible for having the actions required by this AD performed within the compliance times specified, unless the actions have already been done.
Requirements of AD 2002-20-07 R1
Installation
(f) Except as provided by paragraphs (h) and (i) of this AD: Within 6 years after November 12, 2002 (the effective date of AD 2002-20-07), do the actions required by paragraphs (f)(1) and (f)(2) of this AD, in accordance with a method approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA.
(1) Install a new rudder control system that includes new components such as an aft torque tube, hydraulic actuators, and associated input control rods, and additional wiring throughout the airplane to support failure annunciation of the rudder control system in the flight deck. The system also must incorporate two separate inputs, each with an override mechanism, to two separate servo valves on the main rudder PCU; and an input to the standby PCU that also will include an override mechanism.
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(2) Make applicable changes to the adjacent systems to accommodate the new rudder control system.
New Requirements of This AD
For Certain Airplanes: Tests, Suspension of Certain Master Minimum Equipment List Item, Replacements, Inspection, and Corrective Actions
(g) For airplanes on which the actions required by paragraph (f) of this AD have been done before the effective date of this AD: Do the actions in paragraphs (g)(1) through (g)(4) of this AD, as applicable.
(1) At the applicable times listed in paragraph 1.E., ``Compliance,'' of the applicable service bulletin specified in Table 2 of this AD; except, where the service bulletin specifies a compliance time from the date on the service bulletin, this AD requires compliance within the specified compliance time after the effective date of this AD: Do the tests specified in Table 2 of this AD, until all applicable actions required by paragraph (g)(4) of this AD have been done in accordance with the applicable service bulletin specified in Table 4 of this AD. Do all applicable corrective actions specified in Table 2 of this AD before further flight.
Table 2.--Repetitive Tests for Certain Airplanes
In accordance with For model--
Do--
the accomplishment instructions of--
(i) 737-100, -200, and -200C The ``Rudder Main Boeing Alert Service series airplanes identified Power Control Unit Bulletin 737- as Group 1, Configuration Force Fight Test,'' 27A1281, dated June 1, in the service bulletin. the ``Standby
14, 2006. Rudder Actuator Shutoff Valve Test,'' and any applicable corrective action. (ii) 737-300, -400, and -500 The ``Rudder Main Boeing Alert Service series airplanes identified Power Control Unit Bulletin 737- as Group 2, Configuration Force Fight Test,'' 27A1281, dated June 1, in the service bulletin. the ``Standby
14, 2006. Rudder Actuator Shutoff Valve Test,'' and any applicable corrective action. (iii) 737-600, -700, -700C, - The ``Rudder Main Boeing Alert Service 800, and -900 series
Power Control Unit Bulletin 737- airplanes identified as Force Fight Monitor 27A1280, dated May Group 1, Configuration 1, Test,'' the
25, 2006. in the service bulletin. ``Operational Test of the Standby Hydraulic Actuation System,'' and any applicable corrective action. (iv) 737-600, -700, -700C, - The ``Rudder Main Boeing Alert Service 800, and -900 series
Power Control Unit Bulletin 737- airplanes identified as Force Fight Monitor 27A1280, dated May Group 2 in the service
Test,'' and any 25, 2006. bulletin.
applicable corrective action.
(2) At the applicable times listed in Table 3 of this AD, do the ``Operational Test of the Standby Hydraulic Actuation System,'' and any applicable corrective action, until all applicable actions required by paragraph (g)(4) of this AD have been done in accordance with the applicable service bulletin specified in Table 4 of this AD. The actions must be done in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 737-27A1280, dated May 25, 2006. Do all applicable corrective actions before further flight.
Table 3.--Repetitive Operational Tests for Certain Airplanes
Do the ``Operational On which the input Test of the Standby And repeat the test at For model--
control rod of the Hydraulic Actuation
intervals not to standby rudder PCU--
System''--
exceed--
(i) 737-600, -700, -700C, -800, and - Has not been replaced Within 110 flight hours 110 flight hours or 7 900 series airplanes identified as as required by
or 7 days after the days, whichever occurs Group 2 in the service bulletin. paragraph (g)(4)(v) of effective date of this later. this AD.
AD, whichever occurs later. (ii) 737-600, -700, -700C, -800, and - Has been replaced as Within 60 days after 500 flight hours. 900 series airplanes identified as required by paragraph the effective date of Group 2 in the service bulletin. (g)(4)(v) of this AD. this AD.
(3) As of the effective date of this AD, do not use the Master Minimum Equipment List Item 27-21, ``STBY RUD ON light,'' until all applicable actions required by paragraph (g)(4) of this AD are done.
(4) At the applicable time specified in Table 4 of this AD, do the replacement(s) and inspection, as applicable, specified in that table. Do all applicable corrective actions specified in Table 4 of this AD before further flight. Doing all applicable actions ends the requirements of paragraphs (g)(1) through (g)(3) of this AD.
Table 4.--Replacement of Input Control Rods, Inspection, and Corrective Action, as Applicable
And do the Do the following
replacement(s) and For model--
action(s)--
In accordance with--
inspection, as applicable--
(i) 737-100, -200, and -200C series Replace both input Part 2 of the
Within 24 months after airplanes identified as Groups 1 control rods of the Accomplishment
the effective date of through 9, Configuration 3, in the main rudder PCU with Instructions of Boeing this AD. service bulletin.
new input control rods. Service Bulletin 737- 27-1252, Revision 3, dated May 12, 2006.
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(ii) 737-300, -400, and -500 series Replace both input Part 2 of the
Within 24 months after airplanes identified as Groups 1 control rods of the Accomplishment
the effective date of through 19, Configuration 3, in the main rudder PCU with Instructions of Boeing this AD. service bulletin.
new input control rods. Service Bulletin 737- 27-1255, Revision 3, dated May 10, 2006. (iii) 737-600, -700, -700C, -800, and Replace both input Part 2 of the
Within 24 months after -900 series airplanes identified as control rods of the Accomplishment
the effective date of Groups 1 through 20, Configuration main rudder PCU with Instructions of Boeing this AD. 3, in the service bulletin.
new input control
Service Bulletin 737- rods, inspect the
27-1253, Revision 3, input control rod of dated May 12, 2006. the standby rudder PCU to determine if part number (P/N) 251A3495- 1 is installed, and do any corrective action. (iv) 737-600, -700, -700C, -800, and - Replace both input The Accomplishment Within 24 months after 900 series airplanes identified as control rods of the Instructions of Boeing the effective date of Group 1 in the service bulletin. main rudder PCU with Alert Service Bulletin this AD. new input control rods. 737-27A1279, dated June 20, 2006. (v) 737-600, -700, -700C, -800, and - Replace the input
The Accomplishment Within 90 days after 900 series airplanes identified as control rod of the Instructions of Boeing the effective date of Group 1 in the service bulletin. standby rudder PCU Alert Service Bulletin this AD. with a new input
737-27A1279, dated control rod.
June 20, 2006.
For Certain Other Airplanes: Install New Rudder Control System Per Service Information
(h) For airplanes on which the actions required by paragraph (f) of this AD have not been done before the effective date of this AD: As of the effective date of this AD, use the applicable service bulletin specified in Table 5 of this AD to do the actions required by paragraph (f) of this AD at the time specified in that paragraph.
Table 5.--Service Bulletins for Installation of New Rudder Control System
Do the actions required by For model--
Identified as-- paragraph (f) of this AD in accordance with--
(1) 737-100, -200, and -200C Groups 1 through 9, Part 1 of the series airplanes.
Configurations 1 Accomplishment and 2, in the
Instructions of service bulletin. Boeing Service Bulletin 737-27- 1252, Revision 3, dated May 12, 2006. (2) 737-300, -400, and -500 Groups 1 through 19, Part 1 of the series airplanes.
Configurations 1 Accomplishment and 2, in the
Instructions of service bulletin. Boeing Service Bulletin 737-27- 1255, Revision 3, dated May 10, 2006. (3) 737-600, -700, -700C, - Groups 1 through 20, Part 1 of the 800, and -900 series
Configurations 1 Accomplishment airplanes.
and 2, in the
Instructions of service bulletin. Boeing Service Bulletin 737-27- 1253, Revision 3, dated May 12, 2006.
(i) Before or concurrently with the requirements of paragraph (h) of this AD, do the actions specified in Table 6 of this AD.
Table 6.--Before/Concurrent Requirements
In accordance with Before or concurrently with Do these actions-- the accomplishment the actions specified in--
instructions of--
(1) Paragraph (h)(1) of this (i) Remove the
Boeing Service AD.
rudder position Bulletin 737-22- sensor of the
1042, Revision 1, automatic flight dated April 5, control system. 1985. (ii) Replace the Boeing 737 Service rudder feel and Bulletin 27-1026, centering assembly dated January 15, with a new all- 1971. mechanical unit. (iii) Install the Boeing Service rudder pressure Bulletin 737- reducer and yaw 27A1206, Revision damper coupler. 3, dated December 14, 2000. (iv) Install
Boeing Service provisional wires Bulletin 737-27- for rudder system 1246, Revision 1, enhancement.
including Appendix A, dated February 21, 2002. (v) Replace the P5-3 Boeing Service panel with a new Bulletin 737-27- panel.
1263, Revision 1, dated September 25, 2003. (vi) Replace the Smiths Aerospace input lever for the Actuation Systems auxiliary rudder Service Bulletin power control
1150-27-05A, dated package with a new August 28, 2003. input lever.
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(2) Paragraph (h)(2) of this (i) Install
Boeing Service AD.
provisional wires Bulletin 737-27- for rudder system 1246, Revision 1, enhancement.
including Appendix A, dated February 21, 2002. (ii) Replace the P5- Boeing Service 3 panel with a new Bulletin 737-27- panel.
1264, Revision 1, dated April 3, 2003. (iii) Install a new Boeing Service yaw damper coupler. Bulletin 737- 27A1206, Revision 3, dated December 14, 2000. (iv) Inspect the Boeing Service trailing edge beam Bulletin 737-55- on the vertical fin 1052, Revision 1, and rework if
dated August 5, necessary.
2004. (v) Replace the Smiths Aerospace input lever for the Actuation Systems auxiliary rudder Service Bulletin power control
1150-27-05A, dated package with a new August 28, 2003. input lever. (3) Paragraph (h)(3) of this (i) Install
Boeing Service AD.
provisional wires Bulletin 737-27- for rudder system 1247, Revision 1, enhancement.
dated July 25, 2002. (ii) Replace the P5- Boeing Service 3 panel with a new Bulletin 737-27- panel.
1262, dated December 19, 2002. (iii) Relocate the Boeing Alert Service wire bundle routing Bulletin 737- in the vertical 27A1239, dated stabilizer.
January 11, 2001.
Parts Installation
(j) As of the effective date of this AD, no person may install an input control rod, P/N 251A3495-1, on any airplane.
Alternative Methods of Compliance (AMOCs)
(k)(1) The Manager, Seattle ACO, FAA, has the authority to approve AMOCs for this AD, if requested in accordance with the procedures found in 14 CFR 39.19.
(2) Before using any AMOC approved in accordance with Sec. 39.19 on any airplane to which the AMOC applies, notify the appropriate principal inspector in the FAA Flight Standards Certificate Holding District Office.
(3) Except as provided by paragraph (j) of this AD: AMOCs approved previously in accordance with AD 2002-20-07 R1 are approved as AMOCs for the corresponding provisions of paragraphs (f) and (h) of this AD.
Material Incorporated by Reference
(l) You must use the applicable service bulletin specified in Table 7 of this AD to perform the actions that are required by this AD, unless the AD specifies otherwise. Boeing Service Bulletin 737- 22-1042, Revision 1, dated April 5, 1985, contains the following effective pages:
Revision level Page Nos.
shown on page Date shown on page
1-7, 9........................ 1................ April 5, 1985. 8............................. Original......... July 1, 1983.
The Director of the Federal Register approved the incorporation by reference of these documents in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207, for a copy of this service information. You may review copies at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or 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: http://www.archives.gov/federal-register/cfr/ibr-locations.html .
Table 7.--Material Incorporated by Reference
Boeing Service Bulletin
Revision level
Date
Boeing Alert Service Bulletin 737-27A1239 Original..................... January 11, 2001. Boeing Alert Service Bulletin 737-
Original..................... June 20, 2006. 27A1279. Boeing Alert Service Bulletin 737-
Original..................... May 25, 2006. 27A1280. Boeing Alert Service Bulletin 737-
Original..................... June 14, 2006. 27A1281. Boeing Alert Service Bulletin 737-22- 1............................ April 5, 1985. 1042. Boeing Alert Service Bulletin 737-
3............................ December 14, 2000. 27A1206. Boeing Alert Service Bulletin 737-27- 1............................ February 21, 2002. 1246, including Appendix A. Boeing Alert Service Bulletin 737-27- 1............................ July 25, 2002. 1247. Boeing Alert Service Bulletin 737-27- 3............................ May 12, 2006. 1252. Boeing Alert Service Bulletin 737-27- 3............................ May 12, 2006. 1253. Boeing Alert Service Bulletin 737-27- 3............................ May 10, 2006. 1255. Boeing Alert Service Bulletin 737-27- Original..................... December 19, 2002. 1262. Boeing Alert Service Bulletin 737-27- 1............................ September 25, 2003. 1263. Boeing Alert Service Bulletin 737-27- 1............................ April 3, 2003. 1264. Boeing Alert Service Bulletin 737-55- 1............................ August 5, 2004. 1052. Boeing 737 Alert Service Bulletin 27- Original..................... January 15, 1971. 1026. Smiths Aerospace Actuation Systems
Original..................... August 28, 2003. Service Bulletin 1150-27-05A.
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Issued in Renton, Washington, on January 25, 2007. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service.
[FR Doc. E7-1496 Filed 1-31-07; 8:45 am]
BILLING CODE 4910-13-P
