Federal Register / Vol. 69, No. 220 / Tuesday, November 16, 2004 / Rules and Regulations 67045

requested in accordance with the procedures 

found in 14 CFR 39.19. 

Material Incorporated by Reference 

(i) You must use Boeing Alert Service 

Bulletin 767–24A0119, Revision 2, dated 

August 19, 2004, as revised by Boeing 

Information Notice 767–24A0119 IN 01, 

dated October 21, 2004, to perform the 

actions that are required by this AD, unless 

the AD specifies otherwise. The Director of 

the Federal Register approves the 

incorporation by reference of this document 

in accordance with 5 U.S.C. 552(a) and 1 CFR 

part 51. For copies of the service information, 

contact Boeing Commercial Airplanes, P.O. 

Box 3707, Seattle, Washington 98124–2207. 

You can review copies at the Docket 

Management Facility, U.S. Department of 

Transportation, 400 Seventh Street SW., 

room PL–401, Nassif Building, Washington, 

DC; 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/

code_of_federal_regulations/

ibr_locations.html.

Issued in Renton, Washington, on 

November 3, 2004. 

Kevin M. Mullin, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 04–25191 Filed 11–15–04; 8:45 am] 

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39

[Docket No. 2001–NM–182–AD; Amendment 

39–13867; AD 2004–23–12] 

RIN 2120–AA64

Airworthiness Directives; Boeing 

Model 757–200 and –300 Series 

Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a 

new airworthiness directive (AD), 

applicable to certain Boeing Model 757–

200 and –300 series airplanes. This AD 

requires inspection of the guide arm 

assembly on passenger door number 1 

left for a part mark to determine 

whether the guide arm assembly 

contains an adjuster rod, which was 

incorrectly manufactured, and 

replacement of any such adjuster rod. 

This action is necessary to prevent 

failure of the adjuster rod in the 

passenger door guide arm assembly, 

which could prevent the door from 

opening or closing during normal or 

emergency operations, resulting in the 

inability to evacuate the crew and 

passengers in an emergency. This action 

is intended to address the identified 

unsafe condition.

DATES: Effective December 21, 2004. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of December 

21, 2004.

ADDRESSES: The service information 

referenced in this AD may be obtained 

from Boeing Commercial Airplanes, 

P.O. Box 3707, Seattle, Washington 

98124–2207. This information may be 

examined at the Federal Aviation 

Administration (FAA), Transport 

Airplane Directorate, Rules Docket, 

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/

code_of_federal_regulations/

ibr_locations.html.

FOR FURTHER INFORMATION CONTACT:

David Crotty, Aerospace Engineer, 

Cabin Safety and Environmental 

Systems Branch, ANM–150S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6422; fax (425) 917–6590.

SUPPLEMENTARY INFORMATION: A 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) to 

include an airworthiness directive (AD) 

that is applicable to certain Boeing 

Model 757–200 and –300 series 

airplanes was published in the Federal 

Register on February 9, 2004 (69 FR 

5939). That action proposed to require 

inspection of the guide arm assembly on 

passenger door number 1 left for a part 

mark to determine whether the guide 

arm assembly contains an adjuster rod, 

which was incorrectly manufactured, 

and replacement of any such adjuster 

rod. 

Comments 

Interested persons have been afforded 

an opportunity to participate in the 

making of this amendment. Due 

consideration has been given to the 

comments received. 

Request To Revise Compliance Time 

One commenter requests that the 

compliance time specified in paragraph 

(b) of the proposed AD be changed from 

‘‘Within 18 months of the effective date 

of this AD’’ to ‘‘Within 18 months of the 

effective date of this AD or prior to 

6,666 total aircraft cycles, whichever 

occurs later.’’ The commenter notes that 

Boeing Special Attention Service 

Bulletin 757–52–0077, dated February 

15, 2001; and Boeing Special Attention 

Service Bulletin 757–52–0078, dated 

February 15, 2001 (both service 

bulletins were referenced as the 

appropriate sources of service 

information for accomplishing the 

proposed AD); suggest replacing any 

applicable adjuster rod before the 

aircraft reaches 6,666 flight cycles. The 

commenter states that Boeing and the 

hardware manufacturer base the cycle 

limits on fatigue analysis. 

We partially agree. We do not agree 

that the compliance time specified in 

paragraph (b) of the final rule should be 

revised. The referenced service bulletins 

specify that the initial inspection should 

be done at the next maintenance time. 

The compliance time of ‘‘within 18 

months of the effective date of this AD’’

allows most operators to inspect during 

scheduled maintenance and is an 

appropriate interval for affected 

airplanes to continue to operate without 

compromising safety. 

However, we have revised the 

compliance times specified in 

paragraphs (c) and (d) of the final rule 

from ‘‘before further flight’’ to ‘‘prior to 

the accumulation of 6,666 total flight 

cycles’’ for the replacement and test of 

the adjuster rod of the guide arm 

assembly in order to align with the 

flight cycle compliance time 

recommended in the referenced service 

bulletins. 

Request To Remove ‘‘Parts Installation’’

Paragraph 

Two commenters request that ‘‘Parts 

Installation’’ paragraph (e) of the 

proposed AD be removed. One 

commenter states that only the adjuster 

rods of the guide arm assemblies on 

passenger door number 1 left are 

defective for airplanes specified in the 

referenced service bulletins. The 

commenter notes that all other adjuster 

rods are not affected. The other 

commenter points out that the 

referenced service bulletins do not 

indicate any spares or existing parts 

accountability concerns. 

We agree with the commenters’

request. Boeing and the part 

manufacturer have accounted for all 

affected parts and, therefore, 

replacement adjuster rods are not 

affected. We have removed paragraph 

(e) from the final rule and reidentified 

the paragraphs that follow. 

Request To Revise Wording 

One commenter requests that the 

wording in the ‘‘Summary’’ paragraph of 

the proposed AD be changed from 

67046 Federal Register / Vol. 69, No. 220 / Tuesday, November 16, 2004 / Rules and Regulations 

‘‘* * * door number 1 * * *’’ to 

‘‘* * * door number 1 left * * *’’

We agree to revise the ‘‘Summary’’

paragraph of the final rule in accordance 

with the commenter’s request. The word 

‘‘left’’ was inadvertently omitted from 

the ‘‘Summary’’ paragraph. The adjuster 

rods affected by the final rule are 

installed only on door number 1 left. 

Request To Revise ‘‘Cost Impact’’

Paragraph 

One commenter requests that the 

‘‘Cost Impact’’ paragraph be revised. 

The commenter states that the affected 

number of airplanes should be revised 

from 9 to 35. The commenter notes that 

the cost impact amount would also need 

to be changed. 

We agree to revise the ‘‘Cost Impact’’

paragraph. The number of affected 

airplanes of U.S. registry is 35, and the 

number of affected worldwide airplanes 

is 63. We have revised the ‘‘Cost 

Impact’’ paragraph of the final rule 

accordingly. 

Conclusion 

After careful review of the available 

data, including the comments noted 

above, we have determined that air 

safety and the public interest require the 

adoption of the rule with the changes 

previously described. We have 

determined that these changes will 

neither increase the economic burden 

on any operator nor increase the scope 

of the AD. 

Cost Impact 

There are approximately 63 airplanes 

of the affected design in the worldwide 

fleet. We estimate that 35 airplanes of 

U.S. registry will be affected by this AD, 

that it will take approximately 1 work 

hour per airplane to accomplish the 

required inspection, and that the 

average labor rate is $65 per work hour. 

Based on these figures, the cost impact 

of the AD on U.S. operators is estimated 

to be $2,275, or $65 per airplane.

We estimate that it will take 

approximately 2 work hours per 

airplane to accomplish the required 

replacement. Required parts would cost 

approximately $478 per airplane. Based 

on that figure, the cost impact of the 

required replacement on U.S. operators 

is estimated to be a maximum of 

$21,280, or $608 per airplane. 

The cost impact figures discussed 

above are based on assumptions that no 

operator has yet accomplished any of 

the requirements of this AD action, and 

that no operator would accomplish 

those actions in the future if this 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. The 

manufacturer may cover the cost of 

replacement parts and of labor 

associated with this AD, subject to 

warranty conditions. As a result, the 

costs attributable to the AD may be less 

than stated above. 

Regulatory Impact 

The regulations adopted herein 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. Therefore, it is 

determined that this final rule does not 

have federalism implications under 

Executive Order 13132. 

For the reasons discussed above, I 

certify that this action (1) is not a 

‘‘significant regulatory action’’ under 

Executive Order 12866; (2) is not a 

‘‘significant rule’’ under DOT 

Regulatory Policies and Procedures (44 

FR 11034, February 26, 1979); 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. A final evaluation has 

been prepared for this action and it is 

contained in the Rules Docket. A copy 

of it may be obtained from the Rules 

Docket at the location provided under 

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety.

Adoption of the Amendment

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the Federal Aviation Administration 

amends 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.

§ 39.13 [Amended]

■ 2. Section 39.13 is amended by adding 

the following new airworthiness 

directive:

2004–23–12 Boeing: Amendment 39–13867. 

Docket 2001–NM–182–AD.

Applicability: Model 757–200 series 

airplanes, as listed in Boeing Special 

Attention Service Bulletin 757–52–0077, 

dated February 15, 2001; and Model 757–300 

series airplanes, as listed in Boeing Special 

Attention Service Bulletin 757–52–0078, 

dated February 15, 2001; certificated in any 

category. 

Compliance: Required as indicated, unless 

accomplished previously. 

To prevent failure of the adjuster rod in the 

passenger door guide arm assembly, which 

could prevent the door from opening or 

closing during normal or emergency 

operations, resulting in the inability to 

evacuate the crew and passengers in an 

emergency, accomplish the following: 

Service Bulletin References 

(a) The term ‘‘service bulletin,’’ as used in 

this AD, means the Accomplishment 

Instructions of the following service 

bulletins, as applicable: 

(1) For Model 757–200 series airplanes: 

Boeing Special Attention Service Bulletin 

757–52–0077, dated February 15, 2001; and 

(2) For Model 757–300 series airplanes: 

Boeing Special Attention Service Bulletin 

757–52–0078, dated February 15, 2001. 

Inspection of Part Mark 

(b) Within 18 months of the effective date 

of this AD: Inspect the part mark on the guide 

arm assembly of the number 1 left passenger 

door, in accordance with the applicable 

service bulletin. 

Follow-on Actions 

(c) If the inspection of the part mark 

required by paragraph (b) of this AD reveals 

the name of a supplier, accomplish the action 

specified in paragraph (c)(1) or (c)(2) of this 

AD, as applicable. 

(1) If the part mark of supplier CDSL is 

found on the guide arm assembly, prior to the 

accumulation of 6,666 total flight cycles, 

replace the adjuster rod of the guide arm 

assembly per Figure 2 of the applicable 

service bulletin. 

(2) If the part mark of a supplier other than 

CDSL is found on the guide arm assembly, 

then the adjuster rod is satisfactory, and no 

further action is required by this paragraph. 

(d) If no part mark is found during the 

inspection required by paragraph (b) of this 

AD, prior to the accumulation of 6,666 total 

flight cycles, accomplish the action specified 

in either paragraph (d)(1) or (d)(2) of this AD. 

(1) Replace the adjuster rod of the guide 

arm assembly per Figure 2 of the applicable 

service bulletin. 

(2) Test the hardness of the adjuster rod of 

the guide arm assembly per Figure 3 of the 

applicable service bulletin; and do the action 

specified in paragraph (d)(2)(i) or (d)(2)(ii) of 

this AD, as applicable. 

(i) If the hardness of the adjuster rod is less 

than 44 HRC (Rockwell C Hardness scale), 

prior to the accumulation of 6,666 total flight 

cycles, replace the adjuster rod of the guide 

arm assembly per Figure 2 of the applicable 

service bulletin. 

(ii) If the hardness of the adjuster rod is 

greater than 44 HRC, then the adjuster rod is 

satisfactory, and no further action is required 

by this paragraph. 

Federal Register / Vol. 69, No. 220 / Tuesday, November 16, 2004 / Rules and Regulations 67047

Alternative Methods of Compliance 

(e) In accordance with 14 CFR 39.19, the 

Manager, Seattle Aircraft Certification Office 

(ACO), FAA, is authorized to approve 

alternative methods of compliance for this 

AD. 

Incorporation by Reference 

(f) The actions shall be done in accordance 

with Boeing Special Attention Service 

Bulletin 757–52–0077, dated February 15, 

2001; and Boeing Special Attention Service 

Bulletin 757–52–0078, dated February 15, 

2001; as applicable. This incorporation by 

reference was approved by the Director of the 

Federal Register in accordance with 5 U.S.C. 

552(a) and 1 CFR part 51. Copies may be 

obtained from Boeing Commercial Airplanes, 

P.O. Box 3707, Seattle, Washington 98124–

2207. Copies may be inspected 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/

code_of_federal_regulations/

ibr_locations.html.

Effective Date 

(g) This amendment becomes effective on 

December 21, 2004.

Issued in Renton, Washington, on 

November 3, 2004. 

Kevin M. Mullin, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service.

[FR Doc. 04–25190 Filed 11–15–04; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39

[Docket No. 2001–NM–74–AD; Amendment 

39–13861; AD 2004–23–06] 

RIN 2120–AA64

Airworthiness Directives; Boeing 

Model 757–200, –200PF, –200CB, and 

–300 Series Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a 

new airworthiness directive (AD), 

applicable to certain Boeing Model 757–

200, –200PF, –200CB, and –300 series 

airplanes, that requires inspection for 

damage of the W2800 wire bundle 

insulation, wire conductor, the wire 

bundle clamp bracket, and the 

BACC10GU( ) clamp, and repair or 

replacement with new or serviceable 

parts, if necessary. This amendment also 

requires installation of spacers between 

the clamp and the bracket. This action 

is necessary to prevent contact between 

the power feeder wires of the auxiliary 

power unit (APU) and the clamp bracket 

aft of the STA 1720 bulkhead due to 

chafing damage of the Adel clamp and 

‘‘L’’ shaped bracket, which could result 

in electrical arcing and fire, or loss of 

APU electrical power in the airplane. 

This action is intended to address the 

identified unsafe condition.

DATES: Effective December 21, 2004. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of December 

21, 2004.

ADDRESSES: The service information 

referenced in this AD may be obtained 

from Boeing Commercial Airplanes, 

P.O. Box 3707, Seattle, Washington 

98124–2207. This information may be 

examined at the Federal Aviation 

Administration (FAA), Transport 

Airplane Directorate, Rules Docket, 

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/

code_of_federal_regulations/

ibr_locations.html.

FOR FURTHER INFORMATION CONTACT:

Elias Natsiopoulos, Aerospace Engineer, 

Systems and Equipment Branch, ANM–

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6478; fax (425) 917–6590.

SUPPLEMENTARY INFORMATION: A 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) to 

include an airworthiness directive (AD) 

that is applicable to certain Boeing 

Model 757–200, –200PF, –200CB, and 

–300 series airplanes was published in 

the Federal Register on June 14, 2002 

(67 FR 40894). That action proposed to 

require inspection for damage of the 

W2800 wire bundle insulation, wire 

conductor, the wire bundle clamp 

bracket, and the BACC10GU( ) clamp, 

and repair or replacement with new or 

serviceable parts, if necessary. That 

action also proposed to require 

installation of spacers between the 

clamp and the bracket. 

Since the Issuance of the Proposed AD 

Since the issuance of the proposed 

AD, Boeing has issued Special Attention 

Service Bulletins 757–24–0089, 

Revision 1, and 757–24–0090, Revision 

1, both dated February 27, 2003. Except 

for the addition of an auxiliary power 

unit (APU) generator system test to be 

accomplished if damage is found on the 

W2800 wire bundle, the service 

bulletins are essentially identical to the 

original service bulletins, both dated 

March 15, 2001. The original issue 

service bulletins were referenced in the 

proposed AD as the appropriate sources 

of service information for the required 

actions. 

Comments 

Interested persons have been afforded 

an opportunity to participate in the 

making of this amendment. Due 

consideration has been given to the 

comments received. 

Support for the Proposed AD 

One commenter has no objection to 

the proposed AD. 

Request To Extend the Compliance 

Time 

One commenter requests that the 

compliance time for the general visual 

inspections be extended from 15 months 

to 24 months. The commenter states that 

it has found no chafing damage to the 

wire bundle on its airplanes. Therefore, 

the commenter states the extension of 

compliance time will allow the 

inspections to be performed during 

scheduled heavy maintenance checks, 

which are scheduled every 24 months. 

The FAA agrees that the compliance 

time for the accomplishment of the 

general visual inspections may be 

extended somewhat. We have 

reassessed the compliance time and 

considered the manufacturer’s 

recommendation of a compliance time 

of 18 months for the general visual 

inspection. In addition, we have 

determined that, for airplanes on which 

no damage is found and there is a 0.25-

inch minimum clearance between the 

wire bundles and aft edge of the bracket, 

the compliance time for accomplishing 

the follow-on actions (installing the 

spacers and ensuring the minimum 

clearance) may be extended from 

‘‘before further flight’’ to ‘‘24 months 

after the effective date of this AD’’ for 

those follow-on actions. We consider 

that such an extension of the 

compliance time for the follow-on 

actions will not adversely affect the 

adequate safety of flight of the airplane. 

The requirements of paragraph (a) of the 

AD have been revised accordingly. 

Request To Remove the Requirement To 

Install Spacers 

One commenter requests that the 

requirement to install spacers be 

removed from the proposed AD. The 

commenter states that it inspected wire 

bundle W2800 on an airplane in its fleet 

that did not have spacers, and the