Federal Register / Vol. 76, No. 206 / Tuesday, October 25, 2011 / Proposed Rules 65991 

associated with mango malformation 

disease, and X. campestris pv. 

mangiferaeindicae. 

(2) If the fruit is treated with 

irradiation outside the United States, 

each consignment of fruit must be 

inspected jointly by APHIS and the 

NPPO of Australia, and the 

phytosanitary certificate must include 

an additional declaration that the fruit 

was treated with irradiation in 

accordance with part 305 of this 

chapter. 

Done in Washington, DC this 19th day of 

October 2011. 

Kevin Shea, 

Acting Administrator, Animal and Plant 

Health Inspection Service. 

[FR Doc. 2011–27564 Filed 10–24–11; 8:45 am] 

BILLING CODE 3410–34–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1093; Directorate 

Identifier 2010–NM–149–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 757 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. This proposed 

AD would require repetitive detailed 

inspections for discrepancies of the 

horizontal stabilizer ballscrew assembly; 

repetitive lubrication of the horizontal 

stabilizer trim control system; repetitive 

measurements for discrepancies of the 

ballscrew to ballnut freeplay; and 

corrective actions if necessary. This 

proposed AD was prompted by a report 

of extensive corrosion of the ballscrew 

of the drive mechanism of the 

horizontal stabilizer trim actuator. We 

are proposing this AD to prevent 

undetected failure of the primary and 

secondary load paths for the ballscrew 

in the horizontal stabilizer, which could 

lead to loss of control of the horizontal 

stabilizer and consequent loss of control 

of the airplane. 

DATES: We must receive comments on 

this proposed AD by December 9, 2011. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590, 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 

9 a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(telephone 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Kelly McGuckin, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Airplane 

Certification Office, 1601 Lind Avenue, 

SW., Renton, Washington 98057–3356; 

telephone (425) 917–6490; fax (425) 

917–6590. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2011–1093; Directorate Identifier 

2010–NM–149–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

We received a report of extensive 

corrosion of the ballscrew of the drive 

mechanism of the horizontal stabilizer 

trim actuator (HSTA). Boeing previously 

initiated a design review and safety 

analysis of the ballscrews used on all 

Model 757 airplanes as a result of an 

MD–80 airplane accident which 

occurred in January 2000. The cause of 

that accident was attributed to an inflight failure of the horizontal stabilizer 

jackscrew assembly caused by 

inadequate maintenance. Jackscrews 

and ballscrews are similar in function 

and have similar airplane level failure 

modes. During this review a Model 757 

airplane operator reported the subject 

corrosion. This condition, if not 

corrected, could result in undetected 

failure of the primary and secondary 

load paths for the ballscrew in the 

horizontal stabilizer, which could lead 

to loss of control of the horizontal 

stabilizer and consequent loss of control 

of the airplane. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletins 757–27A0144 (for 

Model 757–200, –200CB, and 200PF 

series airplanes) and 757–27A0145 (for 

Model 757–300 series airplanes), both 

Revision 1, both dated January 20, 2010. 

These service bulletins describe 

procedures for repetitive detailed 

inspections for discrepancies of the 

horizontal stabilizer ballscrew assembly 

(including but not limited to, damage, 

cracking, corrosion, or wear); repetitive 

lubrication of the horizontal stabilizer 

trim control system; and repetitive 

measurements of the ballscrew to 

ballnut freeplay for discrepancies. 

We have also reviewed Subject 27– 

41–10, ‘‘Stabilizer Trim Ballscrew 

Freeplay,’’ of Chapter 27, ‘‘Flight 

Controls,’’ of the Boeing 757 Airplane 

Maintenance Manual (AMM), Revision 

101, dated May 20, 2011, which 

describes procedures for accomplishing 

the subject inspections and freeplay 

measurements, and applicable 

corrective actions. 


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65992 Federal Register / Vol. 76, No. 206 / Tuesday, October 25, 2011 / Proposed Rules 

FAA’s Determination and Requirements 

of This Proposed AD 

We are proposing this AD because we 

evaluated all relevant information and 

determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. This proposed AD would 

require accomplishing the actions 

specified in the service information 

described previously, except as 

discussed under ‘‘Differences Between 

the Proposed AD and the Service 

Information.’’ 

Differences Between the Proposed AD 

and the Service Information 

Boeing Alert Service Bulletins 757– 

27A0144 and 757–27A0145, both 

Revision 1, both dated January 20, 2010, 

do not specify corrective actions for 

airplanes on which the measured 

freeplay is less than .004 inch and the 

freeplay check was done correctly. 

However, this proposed AD requires 

corrective action that includes 

replacement of the HSTA before further 

flight with a new or overhauled HSTA, 

if the freeplay measurement is less then 

0.002 inch. No action is required for 

freeplay measurements greater then or 

equal to 0.002 inch but less then 0.004 

inch after verifying the measurement 

was performed correctly. 

Boeing Alert Service Bulletins 757– 

27A0144 and 757–27A0145, both 

Revision 1, both dated January 20, 2010, 

do not specify conditions for replacing 

the HSTA if that replacement is 

necessary as corrective action. This 

proposed AD requires any replacement 

HSTA be new or overhauled if replaced 

as corrective action. Any replacement 

HSTA that is not new or overhauled 

must be inspected before further flight 

in accordance with the requirements of 

this proposed AD. 

Boeing Alert Service Bulletins 757– 

27A0144 and 757–27A0145, both 

Revision 1, both dated January 20, 2010, 

do not give credit for airplanes on 

which the HSTA ballscrews were 

overhauled after removing the HSTA 

from the airplane as part of a ‘‘hardtime’’ replacement program. The 

proposed AD includes credit for 

airplanes on which any HSTA is 

overhauled before the effective date of 

this AD, or within the compliance time 

specified in paragraph (g), (h), or (i) of 

this AD, as applicable, as part of a 

‘‘hard-time’’ replacement program that 

includes removal of the HSTA from the 

airplane and overhaul of the stabilizer 

ballscrew using original equipment 

manufacturer instructions. Therefore, 

any such HSTA is considered 

acceptable for compliance with the 

initial accomplishment of the actions 

specified in paragraphs (g), (h), and (i) 

of this AD, as applicable, and the repeat 

interval for those actions may be 

determined from the performance date 

of that overhaul. 

Boeing Alert Service Bulletins 757– 

27A0144 and 757–27A0145, both 

Revision 1, both dated January 20, 2010, 

do not specify the initial compliance 

times for airplanes on which the 

detailed inspection or lubrication tasks 

have not been performed; however, this 

proposed AD provides those compliance 

times. 

Boeing Alert Service Bulletins 757– 

27A0144 and 757–27A0145, both 

Revision 1, both dated January 20, 2010, 

specify the initial compliance time for 

the stabilizer ballscrew to ballnut 

freeplay check for Group 1, 

Configuration 1, and Group 1, 

Configuration 3 airplanes based on total 

flight hours, within 18 months from the 

date of Boeing Alert Service Bulletins 

757–27A0144 and 757–27A0145, both 

Revision 1, both dated January 20, 2010. 

This proposed AD requires the initial 

freeplay check before the accumulation 

of 15,000 total flight hours, or within 18 

months after the effective date of this 

AD, whichever occurs later. 

We have coordinated the differences 

discussed above with Boeing. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 730 airplanes of U.S. 

registry. We also estimate that it would 

take about 13 work-hours per product to 

comply with this proposed AD. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate the 

cost of this proposed AD to the U.S. 

operators to be $806,650, or $1,105 per 

product. 

We estimate that it would take about 

26 work-hours to do any HSTA 

replacement that would be required 

based on the results of the proposed 

inspection. We have no way of 

determining the number of aircraft that 

might need these replacements. The 

average labor rate is $85 per work-hour. 

Based on these figures, we estimate the 

cost of this proposed replacement to the 

U.S. operators to be $2,210 per product; 

excluding parts cost, which varies 

depending on airplane configuration. 

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 determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under 

the DOT Regulatory Policies and 

Procedures (44 FR 11034, February 26, 

1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by adding 

the following new AD: 

The Boeing Company: Docket No. FAA– 

2011–1093; Directorate Identifier 2010– 

NM–149–AD. 


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Federal Register / Vol. 76, No. 206 / Tuesday, October 25, 2011 / Proposed Rules 65993 

Comments Due Date 

(a) We must receive comments by 

December 9, 2011. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all The Boeing 

Company Model 757–200, –200PF, –200CB, 

and –300 series airplanes, certificated in any 

category. 

Subject 

(d) Joint Aircraft System Component 

(JASC)/Air Transport Association (ATA) of 

America Code 27: Flight Controls. 

Unsafe Condition 

(e) This AD was prompted by a report of 

extensive corrosion of the ballscrew of the 

drive mechanism of the horizontal stabilizer 

trim actuator (HSTA). We are issuing this AD 

to prevent undetected failure of the primary 

and secondary load paths for the ballscrew in 

the horizontal stabilizer, which could lead to 

loss of control of the horizontal stabilizer and 

consequent loss of control of the airplane. 

Compliance 

(f) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Group 1, Configuration 1 Airplanes— 

Repetitive Inspections, Lubrications, 

Freeplay Checks 

(g) For Group 1, Configuration 1 airplanes 

identified in Boeing Alert Service Bulletin 

757–27A0144 (for Model 757–200, -200CB, 

and 200PF series airplanes) or 757–27A0145 

(for Model 757–300 series airplanes), 

Revision 1, dated January 20, 2010, that have 

accumulated 15,000 total flight cycles or 

fewer as of the effective date of this AD: Do 

the actions required by paragraph (g)(1) or 

(g)(2) of this AD, as applicable, and do the 

actions required by paragraph (g)(3) or (g)(4) 

of this AD, as applicable, and do the actions 

required by paragraph (g)(5) of this AD, at the 

times specified in those paragraphs, and in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

757–27A0144 (for Model 757–200, -200CB, 

and -200PF series airplanes) or 757–27A0145 

(for Model 757–300 series airplanes), 

Revision 1, dated January 20, 2010. 

(1) For airplanes on which a detailed 

inspection of the horizontal stabilizer 

ballscrew assembly specified in Boeing Alert 

Service Bulletin 757–27A0144 or 757– 

27A0145, dated August 7, 2003; or Revision 

1, dated January 20, 2010; has been done as 

of the effective date of this AD: Do a detailed 

inspection for discrepancies of the horizontal 

stabilizer ballscrew assembly at the later of 

the times specified in paragraphs (g)(1)(i) and 

(g)(1)(ii) of this AD. Repeat the inspection 

thereafter at intervals not to exceed 3,500 

flight hours or 2 years, whichever occurs 

first. 

(i) Within 3,500 flight hours or 2 years after 

doing the most recent detailed inspection of 

the horizontal stabilizer ballscrew assembly, 

whichever occurs first. 

(ii) Within 6 months after the effective date 

of this AD. 

(2) For airplanes on which a detailed 

inspection of the horizontal stabilizer 

ballscrew assembly specified in Boeing Alert 

Service Bulletin 757–27A0144 or 757– 

27A0145, dated August 7, 2003; or Revision 

1, dated January 20, 2010; has not been done 

as of the effective date of this AD: Do a 

detailed inspection for discrepancies of the 

horizontal stabilizer ballscrew assembly 

within 3,500 flight hours or 2 years after the 

effective date of this AD, whichever occurs 

first. Repeat the inspection thereafter at 

intervals not to exceed 3,500 flight hours or 

2 years, whichever occurs first. 

(3) For airplanes on which the lubrication 

of the horizontal stabilizer trim control 

system specified in Boeing Alert Service 

Bulletin 757–27A0144 or 757–27A0145, 

dated August 7, 2003; or Revision 1, dated 

January 20, 2010; has been done as of the 

effective date of this AD: Lubricate the 

horizontal stabilizer trim control system at 

the later of the times specified in paragraphs 

(g)(3)(i) and (g)(3)(ii) of this AD. Repeat the 

lubrication thereafter at intervals not to 

exceed 2,000 flight hours or 1 year, 

whichever occurs first. 

(i) Within 2,000 flight hours or 1 year after 

doing the most recent lubrication of the 

horizontal stabilizer trim control system, 

whichever occurs first. 

(ii) Within 6 months after the effective date 

of this AD. 

(4) For airplanes on which the lubrication 

of the horizontal stabilizer trim control 

system specified in Boeing Alert Service 

Bulletin 757–27A0144 or 757–27A0145, 

dated August 7, 2003; or Revision 1, dated 

January 20, 2010; has not been done as of the 

effective date of this AD: Lubricate the 

horizontal stabilizer trim control system 

within 2,000 flight hours or 1 year after the 

effective date of this AD, whichever occurs 

first. Repeat the lubrication thereafter at 

intervals not to exceed 2,000 flight hours or 

1 year, whichever occurs first. 

(5) Do the stabilizer ballscrew to ballnut 

freeplay check for discrepancies at the later 

of the times specified in paragraphs (g)(5)(i) 

and (g)(5)(ii) of this AD. Repeat the freeplay 

check thereafter at intervals not to exceed 

18,000 flight hours or 5 years, whichever 

occurs first. 

(i) Before the accumulation of 15,000 total 

flight hours. 

(ii) Within 18 months after the effective 

date of this AD. 

Group 1, Configuration 2 Airplanes— 

Repetitive Inspections, Lubrications, 

Freeplay Checks 

(h) For Group 1, Configuration 2 airplanes 

identified in Boeing Alert Service Bulletin 

757–27A0144 (for Model 757–200, –200CB, 

and 200PF series airplanes) or 757–27A0145 

(for Model 757–300 series airplanes), 

Revision 1, dated January 20, 2010, that have 

accumulated more than 15,000 total flight 

cycles as of the effective date of this AD: Do 

the actions required by paragraph (h)(1) or 

(h)(2) of this AD, as applicable, and do the 

actions required by paragraph (h)(3) or (h)(4) 

of this AD, as applicable, and do the actions 

required by paragraph (h)(5) of this AD, at the 

times specified in those paragraphs, and in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

757–27A0144 (for Model 757–200, –200CB, 

and 200PF series airplanes) or 757–27A0145 

(for Model 757–300 series airplanes), 

Revision 1, dated January 20, 2010. 

(1) For airplanes on which a detailed 

inspection of the horizontal stabilizer 

ballscrew assembly specified in Boeing Alert 

Service Bulletin 757–27A0144 or 757– 

27A0145, dated August 7, 2003; or Revision 

1, dated January 20, 2010; has been done as 

of the effective date of this AD: Do a detailed 

inspection for discrepancies of the horizontal 

stabilizer ballscrew assembly at the later of 

the times specified in paragraphs (h)(1)(i) and 

(h)(1)(ii) of this AD. Do the inspection 

thereafter at intervals not to exceed 3,500 

flight hours or 2 years, whichever occurs 

first. 

(i) Within 3,500 flight hours or 18 months 

after doing the most recent detailed 

inspection of the stabilizer ballscrew 

assembly, whichever occurs first. 

(ii) Within 6 months after the effective date 

of this AD. 

(2) For airplanes on which a detailed 

inspection of the horizontal stabilizer 

ballscrew assembly specified in Boeing Alert 

Service Bulletin 757–27A0144 or 757– 

27A0145, dated August 7, 2003; or Revision 

1, dated January 20, 2010; has not been done 

as of the effective date of this AD: Do a 

detailed inspection for discrepancies of the 

horizontal stabilizer ballscrew assembly 

within 3,500 flight hours or 18 months after 

the effective date of this AD, whichever 

occurs first. Do the inspection thereafter at 

intervals not to exceed 3,500 flight hours or 

2 years, whichever occurs first. 

(3) For airplanes on which the lubrication 

of the horizontal stabilizer trim control 

system specified in Boeing Alert Service 

Bulletin 757–27A0144 or 757–27A0145, 

dated August 7, 2003; or Revision 1, dated 

January 20, 2010; has been done as of the 

effective date of this AD: Lubricate the 

horizontal stabilizer trim control system at 

the later of the times specified in paragraphs 

(h)(3)(i) and (h)(3)(ii) of this AD. Do the 

lubrication thereafter at intervals not to 

exceed 2,000 flight hours or 1 year, 

whichever occurs first. 

(i) Within 2,000 flight hours or 1 year after 

doing the most recent lubrication of the 

horizontal stabilizer trim control system, 

whichever occurs first. 

(ii) Within 6 months after the effective date 

of this AD. 

(4) For airplanes on which the lubrication 

of the horizontal stabilizer trim control 

system specified in Boeing Alert Service 

Bulletins 757–27A0144 or 757–27A0145, 

dated August 7, 2003; or Revision 1, dated 

January 20, 2010; has not been done as of the 

effective date of this AD: Lubricate the 

horizontal stabilizer trim control system 

within 2,000 flight hours or 1 year after the 

effective date of this AD, whichever occurs 

first. Do the lubrication thereafter at intervals 

not to exceed 2,000 flight hours or 1 year, 

whichever occurs first. 

(5) Do the stabilizer ballscrew to ballnut 

freeplay check for discrepancies within 18 

months after the effective date of this AD. 


erowe on DSK2VPTVN1PROD with PROPOSALS
65994 Federal Register / Vol. 76, No. 206 / Tuesday, October 25, 2011 / Proposed Rules 

Repeat the freeplay check thereafter at 

intervals not to exceed 18,000 flight hours or 

5 years, whichever occurs first. 

Group 1, Configuration 3 Airplanes— 

Repetitive Inspections, Lubrications, 

Freeplay Checks 

(i) For Group 1, Configuration 3 airplanes 

identified in Boeing Alert Service Bulletin 

757–27A0144 (for Model 757–200, –200CB, 

and 200PF series airplanes) or 757–27A0145 

(for Model 757–300 series airplanes), 

Revision 1, dated January 20, 2010: Do the 

actions required by paragraph (i)(1) or (i)(2) 

of this AD, as applicable, and do the actions 

required by paragraph (i)(3) or (i)(4) of this 

AD, as applicable, and do the actions 

required by paragraph (i)(5) of this AD, at the 

time specified in those paragraphs, and in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

757–27A0144 (for Model 757–200, –200CB, 

and 200PF series airplanes) or 757–27A0145 

(for Model 757–300 series airplanes), 

Revision 1, dated January 20, 2010. 

(1) For airplanes on which a detailed 

inspection of the horizontal stabilizer 

ballscrew assembly specified in the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 757–27A0144 or 757– 

27A0145, dated August 7, 2003; or Revision 

1, dated January 20, 2010; has been done as 

of the effective date of this AD: Do a detailed 

inspection for discrepancies of the stabilizer 

ballscrew assembly at the later of the times 

specified in paragraphs (h)(1)(i) and (h)(1)(ii) 

of this AD. Do the inspection thereafter at 

intervals not to exceed 3,500 flight hours or 

2 years, whichever occurs first. 

(i) Within 3,500 flight hours or 2 years after 

doing the most recent detailed inspection of 

the stabilizer ballscrew assembly, whichever 

occurs first. 

(ii) Within 6 months after the effective date 

of this AD. 

(2) For airplanes on which a detailed 

inspection of the horizontal stabilizer 

ballscrew assembly specified in Boeing Alert 

Service Bulletin 757–27A0144 or 757– 

27A0145, dated August 7, 2003; or Revision 

1, dated January 20, 2010; has not been done 

as of the effective date of this AD: Do a 

detailed inspection for discrepancies of the 

stabilizer ballscrew assembly at the later of 

the times in paragraph (i)(2)(i) or (i)(2)(ii) of 

this AD. Repeat the inspection thereafter at 

intervals not to exceed 3,500 flight hours or 

2 years, whichever occurs first. 

(i) Within 3,500 flight hours or 2 years, 

whichever occurs first, after accomplishing 

an overhaul specified in Boeing Alert Service 

Bulletin 757–27A0142, Revision 2, dated 

October 23, 2003; or Boeing Alert Service 

Bulletin 757–27A0143, Revision 1, dated 

October 23, 2003. 

(ii) Within 6 months after the effective date 

of this AD. 

(3) For airplanes on which the lubrication 

of the horizontal stabilizer trim control 

system specified in Boeing Alert Service 

Bulletin 757–27A0144 or 757–27A0145, 

dated August 7, 2003; or Revision 1, dated 

January 20, 2010; has been done as of the 

effective date of this AD: Lubricate the 

horizontal stabilizer trim control system at 

the later of the times specified in paragraphs 

(i)(3)(i) and (i)(3)(ii) of this AD. Do the 

lubrication thereafter at intervals not to 

exceed 2,000 flight hours or 1 year, 

whichever occurs first. 

(i) Within 2,000 flight hours or 1 year after 

doing the most recent lubrication of the 

horizontal stabilizer trim control system, 

whichever occurs first. 

(ii) Within 6 months after the effective date 

of this AD. 

(4) For airplanes on which the lubrication 

of the horizontal stabilizer trim control 

system specified in Boeing Alert Service 

Bulletin 757–27A0144 or 757–27A0145, 

dated August 7, 2003; or Revision 1, dated 

January 20, 2010; has not been done as of the 

effective date of this AD: Lubricate the 

horizontal stabilizer trim control system at 

the later of the times specified in paragraphs 

(i)(4)(i) and (i)(4)(ii) of this AD. Do the 

lubrication thereafter at intervals not to 

exceed 2,000 flight hours or 1 year, 

whichever occurs first. 

(i) Within 2,000 flight hours or 1 year, 

whichever occurs first, after accomplishing 

an overhaul specified in Boeing Alert Service 

Bulletin 757–27A0142, Revision 2, dated 

October 23, 2003; or Boeing Alert Service 

Bulletin 757–27A0143, Revision 1, dated 

October 23, 2003. 

(ii) Within 6 months after the effective date 

of this AD. 

(5) Do the stabilizer ballscrew to ballnut 

freeplay check for discrepancies at the later 

of the times specified in paragraph (i)(5)(i) or 

(i)(5)(ii) of this AD. Repeat the freeplay check 

thereafter at intervals not to exceed 18,000 

flight hours or 5 years, whichever occurs 

first. 

(i) Before the accumulation of 15,000 total 

flight hours after accomplishing an overhaul 

specified in Boeing Alert Service Bulletin 

757–27A0142, Revision 2, dated October 23, 

2003; or Boeing Alert Service Bulletin 757– 

27A0143, Revision 1, dated October 23, 2003. 

(ii) Within 18 months after the effective 

date of this AD. 

Corrective Actions 

(j) If any discrepancy is found during any 

action required by paragraph (g), (h), or (i) of 

this AD: Before further flight, do the 

replacement specified in paragraph (j)(1) or 

(j)(2) of this AD, in accordance with Subject 

27–41–10, ‘‘Stabilizer Trim Ballscrew 

Freeplay,’’ of Chapter 27, ‘‘Flight Controls,’’ 

of the Boeing 757 Airplane Maintenance 

Manual (AMM), Revision 101, dated May 20, 

2011; except as provided by paragraph (k) of 

this AD. 

(1) Replace the HSTA with a new or 

overhauled HSTA. 

(2) Replace the HSTA with a HSTA that is 

not new or overhauled on which a detailed 

inspection, freeplay measurement, and 

lubrication of that actuator are performed in 

accordance with paragraph (g), (h), or (i) of 

this AD, as applicable, and no discrepancies 

are found during the inspection and freeplay 

measurement. 

(k) No action is required if a freeplay 

measurement greater then or equal to 0.002 

inch but less than 0.004 inch is found and 

the measurement is verified that it was 

performed correctly. This AD requires HSTA 

replacement, as specified in paragraph (j) of 

this AD, if a freeplay measurement less then 

0.002 inch is found. 

Note 1: Additional guidance for the 

verification of the measurement can be found 

in Subject 27–41–10, ‘‘Stabilizer Trim 

Ballscrew Freeplay,’’ of Chapter 27, ‘‘Flight 

Controls,’’ of the Boeing 757 Airplane 

Maintenance Manual (AMM), Revision 101, 

dated May 20, 2011. 

Credit for Hard-Time Replacement of HSTA 

(l) Any HSTA overhauled before the 

effective date of this AD, or within the 

compliance time specified in paragraph (g), 

(h), or (i) of this AD, as applicable—as part 

of a ‘‘hard-time’’ replacement program that 

includes removal of the HSTA from the 

airplane and overhaul of the stabilizer 

ballscrew in accordance with original 

equipment manufacturer component 

maintenance manual instructions—meets the 

intent of one detailed inspection, one 

freeplay inspection, and one lubrication of 

the HSTA as specified in paragraph (g), (h), 

or (i) of this AD; and therefore, is considered 

acceptable for compliance with the initial 

accomplishment of the actions specified in 

paragraphs (g), (h), and (i) of this AD, as 

applicable, and the repeat interval for those 

actions may be determined from the 

performance date of that overhaul. 

Parts Installation 

(m) As of the effective date of this AD, no 

person may install, on any airplane, a 

horizontal stabilizer trim actuator that is not 

new or overhauled; unless a detailed 

inspection, freeplay measurement, and 

lubrication of that actuator are performed in 

accordance with paragraph (g), (h), or (i) of 

this AD, as applicable, and no discrepancies 

are found during the inspection and freeplay 

measurement. 

Alternative Methods of Compliance 

(AMOCs) 

(n)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

Information may be e-mailed to: 9-ANMSeattle-ACO-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. 

Related Information 

(o) For more information about this AD, 

contact Kelly McGuckin, Aerospace 

Engineer, Systems and Equipment Branch, 

ANM–130S, Seattle ACO, 1601 Lind Avenue, 

SW., Renton, Washington 98057–3356; 

telephone (425) 917–6490; fax (425) 917– 

6590; e-mail: kelly.mcguckin@faa.gov. 

(p) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 


erowe on DSK2VPTVN1PROD with PROPOSALS
Federal Register / Vol. 76, No. 206 / Tuesday, October 25, 2011 / Proposed Rules 65995 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

544–5000, extension 1; fax 206–766–5680; 

e-mail me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You may 

review copies of the referenced service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356. For information on 

the availability of this material at the FAA, 

call 425–227–1221. 

Issued in Renton, Washington, on October 

13, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–27484 Filed 10–24–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1091; Directorate 

Identifier 2011–NM–037–AD] 

RIN 2120–AA64 

Airworthiness Directives; EADS CASA 

(Type Certificate Previously Held by 

Construcciones Aeronauticas, S.A.) 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

Model CN–235–100, CN–235–200, and 

CN–235–300 airplanes. This proposed 

AD results from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

EADS–CASA received reports of engine 

condition control cable * * * failures that, in 

one of the cases, occurred during the starting 

phase of one engine which led to an engine 

shut down following the procedures 

described within the Aircraft Operation 

Manual. 

The investigation revealed that the cable 

failure is due to a fracture in the area of the 

pulley * * *. The root cause of the fracture 

is an unsuitable ratio between the diameter 

of the pulley and the cable type and 

diameter. 

This condition, if not detected and 

corrected, could lead to the engine condition 

control cable failure and consequent runway 

excursion if it occurs during take-off or 

reduced control of the aeroplane if it occurs 

during flight. 

* * * * * 

The proposed AD would require 

actions that are intended to address the 

unsafe condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by December 9, 2011. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://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 W12–40, 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 proposed AD, contact EADS–CASA, 

Military Transport Aircraft Division 

(MTAD), Integrated Customer Services 

(ICS), Technical Services, Avenida de 

Arago ́n 404, 28022 Madrid, Spain; 

telephone +34 91 585 55 84; fax +34 91 

585 55 05; e-mail MTA.

TechnicalService@casa.eads.net; 

Internet http://www.eads.net. You may 

review copies of the referenced service 

information at the FAA, Transport 

Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington. For 

information on the availability of this 

material at the FAA, call 425–227–1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://www.regulations.

gov; or in person at the Docket 

Operations office between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Operations 

office (telephone (800) 647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Shahram Daneshmandi, Aerospace 

Engineer, International Branch, ANM– 

116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1112; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2011–1091; Directorate Identifier 

2011–NM–037–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http://www.

regulations.gov, including any personal 

information you provide. We will also 

post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

The European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2011–0010, 

dated January 20, 2011 (referred to after 

this as ‘‘the MCAI’’), to correct an unsafe 

condition for the specified products. 

The MCAI states: 

EADS–CASA received reports of engine 

condition control cable (Part Number (P/N) 

35–56382–0003) failures that, in one of the 

cases, occurred during the starting phase of 

one engine which led to an engine shut down 

following the procedures described within 

the Aircraft Operation Manual. 

The investigation revealed that the cable 

failure is due to a fracture in the area of the 

pulley MS 20219–1. The root cause of the 

fracture is an unsuitable ratio between the 

diameter of the pulley and the cable type and 

diameter. 

This condition, if not detected and 

corrected, could lead to the engine condition 

control cable failure and consequent runway 

excursion if it occurs during take-off or 

reduced control of the aeroplane if it occurs 

during flight. 

To address this condition, EADS–CASA 

has developed an engine condition control 

cable P/N 35–56382–0005 with improved 

characteristics. 

For the reason described above, this 

[EASA] AD requires, at first, [an inspection 

to determine the part number of the engine 

condition control cable] [repetitive detailed] 

inspections for [excessive wear] of the 

[affected] engine condition control cable, and 

its replacement (scheduled or depending of 

the inspection findings) with engine 

condition control cable P/N 35–56382–0005. 

You may obtain further information 

by examining the MCAI in the AD 

docket. 

Relevant Service Information 

Airbus Military has issued Section 

76–10–00, ‘‘Power and Condition 

Control,’’ Block 601 (Configuration 1), 

‘‘Inspection/Check,’’ Paragraph 1.B.; and 

Section 76–10–12, ‘‘Power and Control 

Cables,’’ Block 401 (Configuration 1), 


erowe on DSK2VPTVN1PROD with PROPOSALS