[Federal Register: December 8, 2003 (Volume 68, Number 235)]
[Proposed Rules]
[Page 68301-68304]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr08de03-9]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 2003-NM-90-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 737-100, -200, -200C, -
300, -400, and -500 Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: This document proposes the adoption of a new airworthiness
directive (AD) that is applicable to certain Boeing Model 737-100, -
200, -200C, -300, -400, and -500 series airplanes. This proposal would
require repetitive inspections for corrosion and cracking of the pivot
hinge pins of the horizontal stabilizer, certain follow-on inspections,
and replacement of the hinge pins with new or serviceable pins if
necessary. This action is necessary to prevent failure of the outer and
inner hinge pins due to corrosion or cracking, which could allow the
pins to migrate out of the joint and result in intermittent movement of
the horizontal stabilizer structure and consequent loss of
controllability of the airplane. This action is intended to address the
identified unsafe condition.
DATES: Comments must be received by January 22, 2004.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 2003-NM-90-AD, 1601 Lind Avenue, SW.,
Renton, Washington 98055-4056. Comments may be inspected at this
location between 9 a.m. and 3 p.m., Monday through Friday, except
Federal holidays. Comments may be submitted via fax to (425) 227-1232.
Comments may also be sent via the Internet using the following address: 9-anm-nprmcomment@faa.gov. Comments sent via fax or the Internet must
contain ``Docket No. 2003-NM-90-AD'' in the subject line and need not
be submitted in triplicate. Comments sent via the Internet as attached
electronic files must be formatted in Microsoft Word 97 or 2000 or
ASCII text.
The service information referenced in the proposed rule may be
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle,
Washington 98124-2207. This information may be examined at the FAA,
Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington.
FOR FURTHER INFORMATION CONTACT: Nancy Marsh, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
917-6440; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested persons are invited to participate in the making of the
proposed rule by submitting such written data, views, or arguments as
they may desire. Communications shall identify the Rules Docket number
and be submitted in triplicate to the address specified above. All
communications received on or before the closing date for comments,
specified above, will be considered before taking action on the
proposed rule. The proposals contained in this action may be changed in
light of the comments received.
Submit comments using the following format:
[sbull] Organize comments issue-by-issue. For example, discuss a
request to change the compliance time and a request to change the Alert
Service bulletin reference as two separate issues.
[sbull] For each issue, state what specific change to the proposed
AD is being requested.
[sbull] Include justification (e.g., reasons or data) for each
request.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the proposed rule. All
comments submitted will be available, both before and after the closing
date for comments, in the Rules Docket for examination by interested
persons. A report summarizing each FAA-public contact concerned with
the substance of this proposal will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this action must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 2003-NM-90-AD.'' The postcard will be date stamped and
returned to the commenter.
Availability of NPRMs
Any person may obtain a copy of this NPRM by submitting a request
to the FAA, Transport Airplane Directorate, ANM-114, Attention: Rules
Docket No. 2003-NM-90-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
The FAA has received reports of corrosion in the pivot hinge pins
that attach the horizontal stabilizer center section to the Body
Station 1156 support bulkhead on certain Boeing Model 737-300, -400,
and -500 series airplanes. Corrosion has been found on outer primary
pins and inner failsafe pins made from both 4330 steel and 15-5 PH
corrosion-resistant steel (CRES). Investigation has revealed the
presence of heavy corrosion on areas of the outer pin not protected by
chrome plating and of heavy corrosion on all areas of the inner pin.
Such corrosion or cracking could lead to pin failure and allow the pins
to migrate out of the joint, resulting in intermittent movement of the
horizontal stabilizer structure and consequent loss of controllability
of the airplane.
Similar Airplanes
The pivot hinge pins of the horizontal stabilizer on certain Boeing
Model 737-100, -200, and 200C series airplanes are identical to those
on the affected Model 737-300, -400, and -500 series airplanes.
Therefore, all of these models may be subject to the same unsafe
condition.
Explanation of Relevant Service Information
The FAA has reviewed and approved Boeing Alert Service Bulletin
737-55A1077, dated December 6, 2001, which describes procedures for
performing repetitive detailed and magnetic particle inspections for
corrosion and cracking of the hinge pin joints of the horizontal
stabilizer. The alert service bulletin also describes procedures for
replacing the hinge pins with new or serviceable pins if necessary.
Accomplishment of the actions specified in the alert service bulletin
is intended to adequately address the identified unsafe condition.
Explanation of Requirements of Proposed Rule
Since an unsafe condition has been identified that is likely to
exist or develop on other products of this same type design, the
proposed AD would require accomplishment of the actions specified in
the alert service bulletin described previously, except as discussed
below.
[[Page 68302]]
Differences Between the Proposed Rule and the Alert Service Bulletin
Where the Accomplishment Instructions of the alert service bulletin
specify a certain area of inspection of the outer pin as area that
``includes the tapered shank, the adjacent thread relief radius, and
the threaded end, * * *,'' this AD specifies the area that ``includes
the tapered shank, the adjacent thread relief radius, or the threaded
end, * * * .'' Additionally, where the Accomplishment Instructions of
the alert service bulletin specify a certain other area of inspection
of the outer pin as area that `` includes the straight shank and the
head, * * * ,'' this AD specifies the area that ``includes the straight
shank or the head, * * * '' The manufacturer has advised us that it has
notified opertors of its intention to revise the referenced alert
service bulletin to reflect these corrections.
Although the alert service bulletin specifies that operators should
contact the manufacturer for disposition of certain corrosion
conditions, this proposed AD would require operators to repair those
conditions per a method approved by the FAA.
Changes to 14 CFR Part 39/Effect on the Proposed AD
On July 10, 2002, the FAA issued a new version of 14 CFR part 39
(67 FR 47997, July 22, 2002), which governs the FAA's airworthiness
directives system. The regulation now includes material that relates to
altered products, special flight permits, and alternative methods of
compliance (AMOCs). Because we have now included this material in part
39, only the office authorized to approve AMOCs is identified in each
individual AD.
Change to Labor Rate Estimate
We have reviewed the figures we have used over the past several
years to calculate AD costs to operators. To account for various
inflationary costs in the airline industry, we find it necessary to
increase the labor rate used in these calculations from $60 per work
hour to $65 per work hour. The cost impact information, below, reflects
this increase in the specified hourly labor rate.
Cost Impact
There are approximately 3,132 airplanes of the affected design in
the worldwide fleet. The FAA estimates that 1,250 airplanes of U.S.
registry would be affected by this proposed AD.
We estimate that it would take approximately 1 work hour per
airplane to accomplish the detailed inspection specified in paragraph
(a) of the proposed AD, and that the average labor rate is $65 per work
hour. Since the requirements of paragraph (a) of this proposed AD apply
to the total affected fleet, the cost impact of the inspections
required by paragraph (a) of this proposed AD on U.S. operators is
estimated to be $81,250, or $65 per airplane, per inspection cycle.
It would take approximately 6 work hours per airplane, per
inspection, to accomplish the detailed and magnetic particle
inspections described in Part 2 of the Accomplishment Instructions of
the specified alert service bulletin. We estimate that if all airplanes
were required to accomplish those inspections, the estimated cost
impact of the affected airplanes would be $487,500 or $390 airplane,
per inspection cycle.
It would take approximately 12 work hours per airplane, per
inspection, to accomplish the detailed and magnetic particle
inspections described in Part 3 of the Accomplishment Instructions of
the specified alert service bulletin. We estimate that if all airplanes
were required to accomplish those inspections, the estimated cost
impact of the affected airplanes would be $975,000, or $780 per
airplane, per inspection cycle.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the proposed requirements
of this AD action, and that no operator would accomplish those actions
in the future if this proposed AD were not adopted. The cost impact
figures discussed in AD rulemaking actions represent only the time
necessary to perform the specific actions actually required by the AD.
These figures typically do not include incidental costs, such as the
time required to gain access and close up, planning time, or time
necessitated by other administrative actions.
Regulatory Impact
The regulations proposed herein would not have a substantial direct
effect on the States, on the relationship between the national
Government and the States, or on the distribution of power and
responsibilities among the various levels of government. Therefore, it
is determined that this proposal would not have federalism implications
under Executive Order 13132.
For the reasons discussed above, I certify that this proposed
regulation (1) is not a ``significant regulatory action'' under
Executive Order 12866; (2) is not a ``significant rule'' under the DOT
Regulatory Policies and Procedures (44 FR 11034, February 26, 1979);
and (3) if promulgated, 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. A copy of the draft
regulatory evaluation prepared for this action is contained in the
Rules Docket. A copy of it may be obtained by contacting the Rules
Docket at the location provided under the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
part 39 of the Federal Aviation Regulations (14 CFR part 39) as
follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
Boeing: Docket 2003-NM-90-AD.
Applicability: Model 737-100, -200, -200C, -300, -400, and -500
series airplanes having line numbers 1 through 3132 inclusive;
certificated in any category.
Compliance: Required as indicated, unless accomplished
previously.
To prevent failure of the outer and inner pivot hinge pins due
to corrosion or cracking, which could allow the pins to migrate out
of the joint and result in intermittent movement of the horizontal
stabilizer structure and consequent loss of controllability of the
airplane; accomplish the following:
(a) For all airplanes: Within 90 days after the effective date
of this AD, perform a detailed inspection of the pivot hinge pin
joints for corrosion and, with hand pressure, check for movement of
the hinge pins within the joints of the horizontal stabilizer, per
Part 1 of the Accomplishment Instructions of Boeing Alert Service
Bulletin 737-55A1077, dated December 6, 2001. Repeat the detailed
inspections and check at intervals not to exceed 180 days until the
initial inspection specified in paragraph (b), (d), (f), or (h) of
this AD, as applicable, is performed.
Note 1: For the purposes of this AD, a detailed inspection is
defined as: ``An intensive visual examination of a specific
structural area, system, installation, or assembly to detect damage,
failure, or irregularity. Available lighting is normally
supplemented with a direct source of good lighting at intensity
deemed appropriate by the inspector. Inspection aids such as mirror,
magnifying lenses, etc., may be used. Surface cleaning and elaborate
access procedures may be required.''
[[Page 68303]]
(1) If no corrosion is found, and if the hinge pins cannot be
moved with hand pressure, the hinge pins are serviceable. No further
action is required by this paragraph.
(2) If any pin can be moved with hand pressure, before further
flight, remove and inspect both pins and perform follow-on
corrective actions per Part 3 of the Accomplishment Instructions of
the alert service bulletin.
(3) If any corrosion is found, before further flight, remove and
perform a detailed inspection of the pin(s) per Figure 2 (inner pin)
or Figure 3 (inner and outer pins), as applicable, of the
Accomplishment Instructions of the Alert Service Bulletin; and
perform follow-on corrective actions, per the Accomplishment
Instructions of the alert service bulletin.
(b) For Models 737-100, -200, and 200C series airplanes: Within
3,000 flight hours or 24 months after the effective date of this AD,
whichever occurs first, perform a detailed inspection and magnetic
particle inspection for corrosion and cracking of the horizontal
stabilizer hinge pins, per Part 2 of the Accomplishment Instructions
of Boeing Alert Service Bulletin 737-55A1077, dated December 6,
2001.
(1) If no corrosion or cracking is found, before further flight,
reinstall the pin unless the condition of the other pin in that
joint requires that both pins be replaced. (See paragraphs (b)(3)
and (b)(4) of this AD.)
(2) If an outer pin is cracked in the area that includes the
tapered shank, the adjacent thread relief radius, or the threaded
end, but the inner pin is damage free, before further flight,
replace the outer pin with a new or serviceable pin, per the
Accomplishment Instructions of the alert service bulletin.
(3) If an outer pin is cracked in the area that includes the
straight shank or the head, before further flight, replace both the
inner and outer pins with new or serviceable pins, per the
Accomplishment Instructions of the alert service bulletin.
(4) If any cracks are found on an inner pin, before further
flight, replace both the inner and outer pins with new or
serviceable pins, per the Accomplishment Instructions of the alert
service bulletin.
(5) On any pin, if corrosion is found on a threaded area or in
the thread relief radius adjacent to the threads, before further
flight, replace the pin with a new or serviceable pin, per the
Accomplishment Instructions of the alert service bulletin.
(6) If any corrosion is found on an area of the pin that is not
threaded or in a thread relief radius adjacent to threads, before
further flight, repair per a method approved by the Manager, Seattle
Aircraft Certification Office (ACO), FAA.
(c) For Models 737-100, -200, -200C series airplanes:
Thereafter, repeat the inspections required by paragraph (b) of this
AD at the times specified in paragraph (c)(1) or (c)(2) of this AD,
as applicable.
(1) If BMS 3-27 grease (Mastinox 6856K) is used, repeat the
inspection at intervals not to exceed 6,000 flight hours or 48
months, whichever occurs first.
(2) If BMS 3-33 grease is used as a substitute for BMS 3-27
grease (Mastinox 6856K), repeat the inspections at intervals not to
exceed 3,000 flight hours or 24 months, whichever occurs first.
(d) For Models 737-100, -200, and -200C series airplanes: Within
12,000 flight hours or 96 months after the effective date of this
AD, whichever occurs first, perform a detailed inspection and
magnetic particle inspection for corrosion and cracking of the
horizontal stabilizer hinge pins, per Part 3 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-55A1077, dated
December 6, 2001.
(1) If no corrosion or cracking is found, before further flight,
reinstall the pin unless the condition of the other pin in that
joint requires that both pins be replaced. (See paragraphs (d)(3)
and (d)(4) of this AD.)
(2) If an outer pin is cracked in the area that includes the
tapered shank, the adjacent thread relief radius, or the threaded
end, but the inner pin is damage free, before further flight,
replace the outer pin with a new or serviceable pin, per the
Accomplishment Instructions of the alert service bulletin.
(3) If an outer pin is cracked in the area that includes the
straight shank and the head, before further flight, replace both the
inner and outer pins with new or serviceable pins, per the
Accomplishment Instructions of the alert service bulletin.
(4) If any cracks are found on an inner pin, before further
flight, replace both the inner and outer pins with new or
serviceable pins, per the Accomplishment Instructions of the alert
service bulletin.
(5) On any pin, if corrosion is found on a threaded area or in
the thread relief radius adjacent to the threads, before further
flight, replace the pin with a new or serviceable pin, per the
Accomplishment Instructions of the alert service bulletin.
(6) If any corrosion is found on an area of the pin that is not
threaded or in a thread relief radius adjacent to threads, before
further flight, repair per a method approved by the Manager, Seattle
ACO.
(e) For Models 737-100, -200, -200C series airplanes:
Thereafter, repeat the inspections required by paragraph (d) of this
AD at the times specified in paragraph (e)(1) or (e)(2) of this AD,
as applicable.
(1) If BMS 3-27 grease (Mastinox 6856K) is used, thereafter,
repeat the inspections at intervals not to exceed 12,000 flight
hours or 96 months, whichever occurs first.
(2) If BMS 3-33 grease is used as a substitute for BMS 3-27
grease (Mastinox 6856K), thereafter, repeat the inspections at
intervals not to exceed 6,000 flight hours or 48 months, whichever
occurs first.
(f) For Model 737-300, -400, and -500 series airplanes: Within
4,000 flight hours or 24 months from the effective date of this AD,
whichever occurs first, inspect the horizontal stabilizer hinge
pins, per Part 2 of the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-55A1077, dated December 6, 2001.
(1) If no corrosion or cracking is found, before further flight,
reinstall the pin unless the condition of the other pin in that
joint requires that both pins be replaced. (See paragraphs (f)(3)
and (f)(4) of this AD.)
(2) If an outer pin is cracked in the area that includes the
tapered shank, the adjacent thread relief radius, or the threaded
end, but the inner pin is damage free, before further flight,
replace the outer pin with a new or serviceable pin, per the
Accomplishment Instructions of the alert service bulletin.
(3) If an outer pin is cracked in the area that includes the
straight shank or the head, before further flight, replace both the
inner and outer pins with new or serviceable pins, per the
Accomplishment Instructions of the alert service bulletin.
(4) If any cracks are found on an inner pin, before further
flight, replace both the inner and outer pins with new or
serviceable pins, per the Accomplishment Instructions of the alert
service bulletin.
(5) On any pin, if corrosion is found on a threaded area or in
the thread relief radius adjacent to the threads, before further
flight, replace the pin with a new or serviceable pin, per the
Accomplishment Instructions of the alert service bulletin.
(6) If any corrosion is found on an area of the pin that is not
threaded or in a thread relief radius adjacent to threads, before
further flight, repair per a method approved by the Manager, Seattle
ACO.
(g) For Model 737-300, -400, and -500 series airplanes:
Thereafter, repeat the inspections required by paragraph (f) of this
AD at the times specified in paragraph (g)(1) or (g)(2) of this AD,
as applicable.
(1) If BMS 3-27 grease (Mastinox 6856K) is used, therafter,
repeat the inspections at intervals not to exceed 8,000 flight hours
or 48 months, whichever occurs first.
(2) If BMS 3-33 grease is used as a substitute for BMS 3-27
(Mastinox 6856K), repeat the inspections at intervals not to exceed
4,000 flight hours or 24 months, whichever occurs first.
(h) For Model 737-300, -400, and -500 series airplanes: Within
16,000 flight hours or 96 months from the effective date of this AD,
whichever occurs first, perform a detailed inspection and magnetic
particle inspection for corrosion or cracking of the horizontal
stabilizer hinge pins per Part 3 of the Accomplishment Instructions
of Boeing Alert Service Bulletin 737-55A1077, dated December 6,
2001.
(1) If no corrosion or cracking is found, before further flight,
reinstall the pin unless the condition of the other pin in that
joint requires that both pins be replaced. (See paragraphs (h)(3)
and (h)(4) of this AD.)
(2) If an outer pin is cracked in the area that includes the
tapered shank, the adjacent thread relief radius, or the threaded
end, but the inner pin is damage free, before further flight,
replace the outer pin with a new or serviceable pin.
(3) If an outer pin is cracked in the area that includes the
straight shank or the head, before further flight, replace both the
inner and outer pin with new or serviceable pins.
(4) If any cracks are found on an inner pin, before further
flight, replace both the inner and outer pin with new or serviceable
pins.
(5) On any pin, if corrosion is found on a threaded area or in
the thread relief radius adjacent to the threads, before further
flight, replace the pin with a new or serviceable pin.
(6) If any corrosion is found on an area of the pin that is not
threaded or in a thread relief radius adjacent to threads, before
further flight, contact the Manager, Seattle ACO.
[[Page 68304]]
(i) For Model 737-300, -400, and -500 series airplanes:
Thereafter, repeat the inspections required by paragraph (h) of this
AD at the times specified in paragraph (i)(1) or (i)(2) of this AD,
as applicable.
(1) If BMS 3-27 grease (Mastinox 6856K) is used, thereafter,
repeat the inspections at intervals not to exceed 16,000 flight
hours or 96 months, whichever occurs first.
(2) If BMS 3-33 grease is used as a substitute for BMS 3-27
(Mastinox 6856K), thereafter, repeat the inspections at intervals
not to exceed 8,000 flight hours or 48 months, whichever occurs
first.
Alternative Methods of Compliance
(j) In accordance with 14 CFR 39.19, the Manager, Seattle ACO,
FAA, is authorized to approve alternative methods of compliance for
this AD.
Issued in Renton, Washington, on December 1, 2003.
Ali Bahrami,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 03-30334 Filed 12-5-03; 8:45 am]
BILLING CODE 4910-13-P