[Federal Register: June 3, 2005 (Volume 70, Number 106)]
[Proposed Rules]
[Page 32524-32527]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr03jn05-13]
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Proposed Rules
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains notices to the public of
the proposed issuance of rules and regulations. The purpose of these
notices is to give interested persons an opportunity to participate in
the rule making prior to the adoption of the final rules.
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[[Page 32524]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-21356; Directorate Identifier 2004-NM-223-AD]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 777-200 and -300 Series
Airplanes
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD)
for certain Boeing Model 777-200 and -300 series airplanes. This
proposed AD would require repetitive detailed inspections of the
forward lugs of the power control unit (PCU), yoke assembly, and
forward attachment hardware of the left inboard, left outboard, right
inboard, and right outboard flaperon PCUs; and other specified/
corrective actions if necessary. For certain airplanes, the proposed AD
also would require other related concurrent actions. This proposed AD
is prompted by reports indicating that operators have found worn,
fretted, and fractured bolts that attach the yoke assembly to the
flaperon PCU. We are proposing this AD to prevent damage and eventual
fracture of the yoke assembly, pin assembly, and attachment bolts that
connect the inboard and outboard PCUs to a flaperon, which could lead
to the flaperon becoming unrestrained and consequently departing from
the airplane. Loss of a flaperon could result in asymmetric lift and
reduced roll control of an airplane. A departing flaperon could also
cause damage to the horizontal and vertical stabilizers, which could
result in loss of control of the airplane if damage is significant.
DATES: We must receive comments on this proposed AD by July 18, 2005.
ADDRESSES: Use one of the following addresses to submit comments on
this proposed 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.
By fax: (202) 493-2251.
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.
For service information identified in this proposed AD, contact
Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-
2207.
You can examine the contents of this 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, on the plaza level of the Nassif Building, Washington, DC. This
docket number is FAA-2005-21356; the directorate identifier for this
docket is 2004-NM-223-AD.
FOR FURTHER INFORMATION CONTACT: Gary Oltman, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
917-6443; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to submit any relevant written data, views, or
arguments regarding this proposed AD. Send your comments to an address
listed under ADDRESSES. Include ``Docket No. FAA-2005-21356;
Directorate Identifier 2004-NM-223-AD'' in the subject line of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of the proposed AD. We will
consider all comments submitted by the closing date and may amend the
proposed AD in light of those comments.
We will post all comments we receive, without change, to http://dms.dot.gov
, including any personal information you provide. We will
also post a report summarizing each substantive verbal contact with FAA
personnel concerning this proposed 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 can review DOT's complete Privacy Act Statement in the
Federal Register published on April 11, 2000 (65 FR 19477-78), or you
can visit http://dms.dot.gov.
Examining the Docket
You can 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 DMS receives them.
Discussion
We have received reports indicating that four operators have found
worn, fretted, and fractured bolts that attach the yoke assembly to the
flaperon power control unit (PCU) on Boeing Model 777-300 series
airplanes. One of the operators also found a fractured bolt and
significant damage to the PCU and yoke assembly on a Model 777-300
series airplane powered by Rolls-Royce engines. That airplane had
accumulated approximately 7,500 total flight hours and 2,600 total
flight cycles. Damaged and fractured bolts are caused by a combination
of higher-than-expected cyclic loads at high engine thrust conditions
during takeoff and the low torque with which the attachment bolts were
tightened. Damage and eventual fracture of the yoke assembly, pin
assembly, and attachment bolts that connect the inboard and outboard
PCUs to a flaperon, if not corrected, could lead to the flaperon
becoming unrestrained and consequently departing from the airplane.
Loss of the
[[Page 32525]]
flaperon could result in asymmetric lift and reduced roll control of
the airplane. A departing flaperon could also cause damage to the
horizontal and vertical stabilizers, which could result in loss of
control of the airplane if damage is significant.
The yoke assemblies of the flaperon PCUs on certain Model 777-200
and -300 series airplanes powered by General Electric, Pratt & Whitney,
and Rolls-Royce engines are identical to those on the affected Model
777-300 series airplanes powered by General Electric, Pratt & Whitney,
and Rolls-Royce engines. Therefore, all of these models may be subject
to the same unsafe condition.
Other Related Rulemaking
On June 10, 1999, we issued AD 99-13-05, amendment 39-11198 (64 FR
33390, June 23, 1999), applicable to certain Boeing Model 777 series
airplanes. That AD requires repetitive inspections to detect cracking
of the upper cutout and lower flange of the outboard support assembly
of the flaperons on the wings; and corrective actions, if necessary.
That AD also provides an optional terminating action for the repetitive
inspections. If paragraph (b) or (d) of AD 99-13-05 has been
accomplished in accordance with Boeing Alert Service Bulletin 777-
57A0008, dated March 25, 1999, operators do not need to replace the
pins of the outboard flaperon PCUs that would be required by this
proposed AD for certain airplanes. This proposed AD does not affect the
requirements of AD 99-13-05.
Relevant Service Information
We have reviewed Boeing Service Bulletin 777-27A0056, Revision 1,
dated July 8, 2004 (for Model 777-200 and -300 series airplanes). The
service bulletin describes procedures for doing repetitive detailed
inspections of the forward lugs of the PCU, yoke assembly, and forward
attachment hardware of the left inboard, left outboard, right inboard,
and right outboard flaperon PCUs for damage; and specified and
corrective actions if applicable. The other specified action includes
tightening the attachment bolts to a higher torque value. The
corrective actions include:
Repairing any damaged attachment hardware;
Repairing any damaged PCU lug; and
Replacing the yoke assembly with a new, improved yoke
assembly, if any damage to any yoke assembly is found or if a migrated
or rotated bearing is found.
For certain Model 777-200 series airplanes: Boeing Service Bulletin
777-27A0056 also specifies prior or concurrent accomplishment of Boeing
Service Bulletin 777-27-0009, Revision 1, dated May 8, 2003; and Boeing
Service Bulletin 777-27-0049, dated August 30, 2001.
For Model 777-200 and -300 series airplanes: Boeing Service
Bulletin 777-27A0056 specifies that the detailed inspections of the aft
lugs of the yoke assembly for signs of wear on the anti-rotation lugs,
and of the yoke assembly bearings for signs of migration or rotation
are not required if an operator has accomplished Boeing Service
Bulletin 777-27-0049.
Accomplishing the actions specified in the service information is
intended to adequately address the unsafe condition.
Concurrent Service Bulletins for Certain Model 777-200 Series Airplanes
Boeing Service Bulletin 777-27-0009 describes procedures for
replacing aluminum yoke assemblies and pins of the left inboard, left
outboard, right inboard, and right outboard flaperon PCUs with new,
improved steel yoke assemblies and pins. Boeing Service Bulletin 777-
27-0009 also specifies that accomplishment of Boeing Service Bulletin
777-57A0008, dated March 25, 1999 (for Model 777 airplanes), which is
required by AD 99-13-05, is acceptable for compliance with the
requirement to replace the pins of the flaperon PCUs.
Boeing Service Bulletin 777-27-0049 describes procedures for
replacing the yoke assemblies of the left inboard, left outboard, right
inboard, and right outboard flaperon PCUs with new, improved steel yoke
assemblies having improved bearing retention, and doing any other
specified and corrective actions. For Boeing Service Bulletin 777-27-
0049, the other specified actions include the following:
Doing an inspection of the forward lugs of the PCU for
nicks, gouges, and fretting damage;
Doing an inspection of the attachment hardware for the PCU
to yoke assembly for damage; and
Installing the new, improved pins for the yoke assemblies
of the left inboard, left outboard, right inboard, and right outboard
flaperon PCUs.
For Boeing Service Bulletin 777-27-0049, the corrective action
includes repairing any damaged PCU lug and any damaged attachment
hardware.
FAA's Determination and Requirements of the Proposed AD
We have evaluated all pertinent information and identified an
unsafe condition that is likely to exist or develop on other airplanes
of this same type design. Therefore, we are proposing this AD, which
would require accomplishing the actions specified in the service
information described previously, except as discussed under
``Differences Between the Proposed AD and Concurrent Service
Bulletin.''
Differences Between the Proposed AD and Concurrent Service Bulletins
Boeing Service Bulletin 777-27-0009 specifies installing new,
improved steel yoke assemblies having part number (P/N) 251W1130-1.
This proposed AD, however, would require installing new, improved steel
yoke assemblies having improved bearing retention, P/N 251W1130-3.
Installing P/N 251W1130-3 concurrently with doing the detailed
inspections of the forward lugs of the PCU and of the attachment
hardware for damage (as specified in paragraphs (f)(1) and (f)(5) of
this AD), and corrective actions if necessary, in accordance with
Boeing Service Bulletin 777-27A0056, Revision 1, adequately addresses
the concurrent requirements identified in Boeing Service Bulletin 777-
27-0049. Therefore, this proposed AD does not require concurrent
accomplishment of Boeing Service Bulletin 777-27-0049. Accomplishing
Boeing Service Bulletin 777-27-0049 is an optional terminating action
for certain repetitive inspections.
Clarification of Credit for Pin Replacements
Boeing Service Bulletin 777-27-0009 specifies that if an operator
accomplishes Boeing Service Bulletin 777-57A0008, then an operator does
not need to replace the pins of the flaperon PCUs. (There are four pins
per airplane--one each attaching the inboard and outboard PCUs to the
flaperons of the left and right wings.) This AD, however, clarifies
that accomplishing Boeing Service Bulletin 777-57A0008 is acceptable
for compliance with replacement of the pins of the outboard flaperon
PCUs on each wing, only if the service bulletin is done before the
effective date of this AD.
Clarification of Inspection Terminology
The ``inspection'' specified in Boeing Service Bulletin 777-27-0049
is referred to as a ``detailed inspection'' in this proposed AD.
Operators may refer to Boeing Service Bulletin 777-27A0056 for the
definition of a detailed inspection.
[[Page 32526]]
Costs of Compliance
There are about 483 airplanes of the affected design in the
worldwide fleet. This proposed AD would affect about 131 airplanes of
U.S. registry. The proposed inspections would take about 4 work hours
per airplane, at an average labor rate of $65 per work hour. Based on
these figures, the estimated cost of the proposed inspections for U.S.
operators is $34,060, or $260 per airplane, per inspection cycle.
The proposed concurrent actions of Boeing Service Bulletin 777-27-
0009, if required, would take about 7 work hours per airplane. Required
parts would cost about $12,758 per airplane. Based on these figures,
the estimated cost of these proposed concurrent actions is $13,213 per
airplane.
The proposed concurrent actions of Boeing Service Bulletin 777-27-
0049, if required, would take about 5 work hours per airplane. Required
parts would cost about $3,245 per airplane. Based on these figures, the
estimated cost of these proposed concurrent actions is $3,570 per
airplane.
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 proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would not
have a substantial direct effect on the States, on the relationship
between the national Government and the States, or on the distribution
of power and responsibilities among the various levels of government.
For the reasons discussed above, I certify that the 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. 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 proposed AD. 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, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
2. The FAA amends Sec. 39.13 by adding the following new
airworthiness directive (AD):
Boeing: Docket No. FAA-2005-21356; Directorate Identifier 2004-NM-
223-AD.
Comments Due Date
(a) The Federal Aviation Administration (FAA) must receive
comments on this AD action by July 18, 2005.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Boeing Model 777-200 and -300 series
airplanes, certificated in any category, as identified in Boeing
Service Bulletin 777-27A0056, Revision 1, dated July 8, 2004.
Unsafe Condition
(d) This AD was prompted by reports indicating that operators
have found worn, fretted, and fractured bolts that attach the yoke
assembly to the flaperon power control unit (PCU). We are issuing
this AD to prevent damage and eventual fracture of the yoke
assembly, pin assembly, and attachment bolts that connect the
inboard and outboard PCUs to a flaperon, which could lead to the
flaperon becoming unrestrained and consequently departing from the
airplane. Loss of a flaperon could result in asymmetric lift and
reduced roll control of an airplane. A departing flaperon could also
cause damage to the horizontal and vertical stabilizers, which could
result in loss of control of the airplane if damage is significant.
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.
Detailed Inspections
(f) At the applicable compliance time(s) specified in Table 1 of
this AD, do detailed inspections of the parts specified in
paragraphs (f)(1) through (f)(5) of the left inboard, left outboard,
right inboard, and right outboard flaperon PCUs; and do any other
specified and corrective actions as applicable; by doing all of the
actions specified in the Accomplishment Instructions of Boeing
Service Bulletin 777-27A0056, Revision 1, dated July 8, 2004. Do the
applicable corrective actions before further flight.
(1) Forward lugs of the PCU for nicks, gouges, and fretting
damage.
(2) Aft lugs of the yoke assembly for fretting damage.
(3) Aft lugs of the yoke assembly for signs of wear on the anti-
rotation lugs, unless paragraph (g) or (h) of this AD, as
applicable, has been accomplished.
(4) Aft lugs of the yoke assembly bearings for signs of
migration or rotation, unless paragraph (g) or (h) of this AD, as
applicable, has been accomplished.
(5) Attachment hardware for the PCU to yoke assembly for damage.
Table 1.--Compliance Times
------------------------------------------------------------------------
Repetitive
Applicable airplanes Initial inspection inspections
------------------------------------------------------------------------
Model 777-200 and -300 Before the None.
airplanes powered by accumulation of
General Electric or Pratt & 5,000 total flight
Whitney engines. cycles or within 12
months after the
effective date of
this AD, whichever
is later.
Model 777-200 and -300 Before the At intervals not to
airplanes powered by Rolls accumulation of exceed 5,000 flight
Royce engines, line numbers 1,000 total flight cycles or 750 days,
(L/Ns) 1 through 297 cycles or within whichever is later.
inclusive. 180 days after the
effective date of
this AD, whichever
is later.
[[Page 32527]]
Model 777-200 and -300 Before the At intervals not to
airplanes powered by Rolls accumulation of exceed 5,000 flight
Royce engines, L/Ns 298 and 5,000 total flight cycles or 750 days,
subsequent. cycles or within whichever is later.
750 days after the
effective date of
this AD, whichever
is later.
------------------------------------------------------------------------
Concurrent Actions for Certain Airplanes
(g) For Model 777-200 series airplanes identified in Boeing
Service Bulletin 777-27-0009, Revision 1, dated May 8, 2003: Before
or concurrently with accomplishing paragraph (f) of this AD, replace
the yoke assemblies and pins of the left inboard, left outboard,
right inboard, and right outboard flaperon PCUs with new, improved
yoke assemblies and pins by doing all of the actions specified in
the Accomplishment Instructions of Boeing Service Bulletin 777-27-
0009, Revision 1, dated May 8, 2003; except where the service
bulletin specifies installing yoke assembly having part number (P/N)
251W1130-1, install yoke assembly having P/N 251W1130-3.
Optional Terminating Action for Certain Repetitive Inspections
(h) For Model 777-200 and -300 series airplanes identified in
Boeing Service Bulletin 777-27-0049, dated August 30, 2001:
Replacing the yoke assemblies of the left inboard, left outboard,
right inboard, and right outboard flaperon PCUs with new, improved
yoke assemblies having improved bearing retention, and doing any
other specified and corrective actions, by doing all of the actions
specified in the Accomplishment Instructions of Boeing Service
Bulletin 777-27-0049, dated August 30, 2001, terminates the detailed
inspections required by paragraphs (f)(3) and (f)(4) of this AD.
Credit for Pin Replacements of the Outboard Flaperon PCUs
(i) Accomplishment of the actions specified in paragraph (b) or
(d) of AD 99-13-05, amendment 39-11198, before the effective date of
this AD is acceptable for compliance with the pin replacements of
the left and right outboard flaperon PCUs required by paragraph (g)
of this AD.
Parts Installation
(j) As of the effective date of this AD, no person may install
on any airplane the following parts: Yoke assembly having P/N
S251W115-3 or P/N 251W1130-1; and pin having P/N S251W115-2.
Alternative Methods of Compliance (AMOCs)
(k)(1) The Manager, Seattle Aircraft Certification Office (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) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD, if it is approved by an
Authorized Representative for the Boeing Delegation Option
Authorization Organization who has been authorized by the Manager,
Seattle ACO, to make those findings. For a repair method to be
approved, the repair must meet the certification basis of the
airplane, and the approval must specifically refer to this AD.
Issued in Renton, Washington, on May 27, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-11049 Filed 6-2-05; 8:45 am]
BILLING CODE 4910-13-P