44740 Federal Register / Vol. 72, No. 153 / Thursday, August 9, 2007 / Rules and Regulations 

Issued in Renton, Washington, on July 30, 

2007. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–15413 Filed 8–8–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2006–25326; Directorate 

Identifier 2006–NM–081–AD; Amendment 

39–15151; AD 2007–16–12] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 757–200 and –300 Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Boeing Model 757–200 and –300 series 

airplanes. This AD requires changes to 

existing wiring; installation of new 

circuit breakers, relays, relay 

connectors, and wiring; and 

replacement of certain circuit breakers 

with higher-rated circuit breakers. For 

certain airplanes, this AD also requires 

modification of wiring of the control 

module assembly for the electrical 

systems. This AD results from an inflight entertainment (IFE) systems 

review. We are issuing this AD to ensure 

that the flightcrew is able to turn off 

electrical power to the IFE system and 

other non-essential electrical systems 

through utility bus switches in the flight 

compartment. The flightcrew’s inability 

to turn off power to the IFE system and 

other non-essential electrical systems 

during a non-normal or emergency 

situation could result in the inability to 

control smoke or fumes in the airplane 

flight deck or cabin. 

DATES: This AD becomes effective 

September 13, 2007. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of September 13, 2007. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

dms.dot.gov or in person at the U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC. 

Contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207, for service 

information identified in this AD. 

FOR FURTHER INFORMATION CONTACT: 

Shohreh Safarian, Aerospace Engineer, 

Systems and Equipment Branch, ANM–

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6418; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Examining the Docket 

You may examine the airworthiness 

directive (AD) docket on the Internet at 

http://dms.dot.gov or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The Docket 

Operations office (telephone (800) 647–

5527) is located on the ground floor of 

the West Building at the street address 

stated in the ADDRESSES section. 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to certain Boeing Model 757–200 

and –300 series airplanes. That NPRM 

was published in the Federal Register 

on July 13, 2006 (71 FR 39597). That 

NPRM proposed to require changes to 

existing wiring; installation of new 

circuit breakers, relays, relay 

connectors, and wiring; and 

replacement of certain circuit breakers 

with higher-rated circuit breakers. For 

certain airplanes, that NPRM also 

proposed to require modification of 

wiring of the control module assembly 

for the electrical systems. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments received. 

Support of the NPRM 

Boeing, Northwest Airlines (NWA), 

and the Air Transport Association 

(ATA) agree with the intent of the 

NPRM. 

Request To Clarify Affected Control 

Module Assemblies 

The ATA, on behalf of its member US 

Airways, requests that we clarify which 

control module assemblies are required 

to be modified. US Airways states that 

it believes the intent of the NPRM 

would be to require concurrent 

modification of the control module 

assemblies identified in Boeing Service 

Bulletin 757–24–0093, dated August 14, 

2003. However, US Airways points out 

that the effectivity of Boeing Component 

Service Bulletin 233N3209–24–04, 

Revision 1, dated August 14, 2003, 

identifies additional parts not found in 

Boeing Service Bulletin 757–24–0093. 

We agree that the intent of paragraph 

(g) of the NPRM was to propose 

modification of certain control module 

assemblies identified in paragraph 

2.C.3. of Boeing Service Bulletin 757–

24–0093. The affected part numbers 

(P/Ns) are 233N3209–1025, –1026, 

–1028, –1300, and –1302. We have 

revised paragraph (g) of this AD to 

identify those affected part numbers. 

Further, we have revised paragraph (h) 

of this AD, ‘‘Credit for Accomplishment 

of Previous Service Bulletin,’’ to specify 

that doing the modification in 

accordance with the original issue of 

Boeing Component Service Bulletin 

233N3209–24–04, dated April 10, 2003, 

is acceptable only for control module 

assembly, P/Ns 233N3209–1025, –1300, 

and –1302, since only these part 

numbers are referenced in the effectivity 

of the original issue of Boeing 

Component Service Bulletin 233N3209–

24–04. 

Request To Address an Additional 

Circuit Breaker 

NWA states that Boeing Service 

Bulletin 757–24–0093, dated August 14, 

2003, does not address the shedding of 

direct current (DC) power on Model 

757–200 airplanes, variable numbers 

NE311 through NE325 inclusive. NWA 

further states that circuit breaker C9009, 

which controls 28-volt DC power on 

these airplanes, is also not addressed by 

the service bulletin. We infer that NWA 

would like Boeing to revise the service 

bulletin to provide instructions for 

addressing the unsafe condition on 

these specific airplanes. 

We do not agree. The airplanes 

mentioned in NWA’s comment above 

are identified as Group 40 airplanes in 

Boeing Service Bulletin 757–24–0093. 

Circuit breaker C9009 was not installed 

as part of the IFE system on Boeing 

airplanes. That circuit breaker was 

installed in accordance with a 

supplemental type certificate (STC), and 

we are currently evaluating that issue 

separately from this AD. This AD affects 

only IFE systems that were installed in 

production by Boeing. Therefore, we 

have not changed this AD in this regard. 

Request To Exclude Other NonEssential Electrical Systems 

NWA requests that we revise the 

NPRM to address the IFE system only. 

NWA states that, in addition to 

addressing the IFE systems, the NPRM 

and referenced Boeing service bulletins 

address other non-essential systems. As 

justification for its request, NWA states 


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Federal Register / Vol. 72, No. 153 / Thursday, August 9, 2007 / Rules and Regulations 44741 

that the non-essential systems are 

unrelated to the Interim Policy 

Guidance for Certification of In-Flight 

Entertainment Systems on Title 14 CFR 

Part 25 Aircraft, Policy Number PS–

ANM100–2000–00105, dated September 

18, 2000. 

We do not agree that the other nonessential electrical systems can be 

excluded from the requirements of this 

AD. If we excluded non-essential 

electrical systems from the requirements 

of this AD and electrical power to those 

systems had to be shut off due to smoke 

or fire, then power might also be shut 

off to other electrical systems that are 

essential for safe flight and landing. For 

this reason, control of the IFE and other 

non-essential electrical systems must be 

independent from other electrical 

systems essential for safe flight and 

landing. Therefore, we have determined 

that the actions required by this AD are 

necessary to ensure the continued safety 

of the affected fleet. We have revised the 

Summary section and paragraph (d) of 

this AD to clarify that the flightcrew’s 

inability to turn off power to the IFE 

system and other non-essential 

electrical systems during a non-normal 

or emergency situation could result in 

the inability to control smoke or fumes 

in the airplane flight deck or cabin. 

Request To Add an Alternative Method 

of Compliance (AMOC) 

NWA requests that we revise this AD 

to allow use of a master ‘‘kill switch’’ in 

the airplane flight deck and/or cabin to 

shut off electrical power to the IFE 

system. As justification, NWA states 

that kill switches give the flightcrew or 

flight attendants the ability to shut off 

power to the IFE system without 

disturbing operation of flight essential 

systems. NWA further states that the kill 

switches in the flight deck should be 

positioned within easy reach of the 

flightcrew, and that kill switches in the 

cabin should be within easy access of 

the cabin crew. NWA asserts that adding 

kill switches meets and exceeds the 

intent of the NPRM. 

We do not agree with use of a master 

‘‘kill switch’’ in either the flight deck or 

the cabin, in general without 

understanding the specific design 

details. To adequately address the 

unsafe condition, it is necessary to 

supply power to all non-essential 

electrical systems through a utility bus 

and to provide the flightcrew with a 

means of deactivating all non-essential 

electrical systems to control smoke or 

fumes in the flight deck or cabin. 

Deactivation of non-essential electrical 

loads might not necessarily be achieved 

through use of a master ‘‘kill switch.’’

However, under the provisions of 

paragraph (i) of this AD, we may 

consider requests for approval of an 

AMOC if sufficient data are submitted to 

substantiate that such a design change 

would provide an acceptable level of 

safety. This AD affects only IFE systems 

that were installed in production by 

Boeing. We have not changed this AD in 

this regard. 

Request To Exempt Airplanes With 

Deactivated Systems 

NWA recommends that we revise this 

AD to include a waiver for IFE systems 

that have been permanently deactivated. 

NWA states that these systems would 

have all system power removed (capped 

and stowed) at the breaker. NWA asserts 

that, if power is removed at the breaker 

level, there is no possibility of the IFE 

system causing non-normal emergencies 

due to the IFE system. 

We do not agree to exempt airplanes 

with deactivated IFE systems from the 

requirements of this AD. Since the IFE 

system has been identified as the source 

of the unsafe condition, we need to 

evaluate the method of deactivation 

with respect to its interaction with the 

unsafe condition. Therefore, any request 

to exempt airplanes with deactivated 

IFE systems should be submitted as an 

AMOC in accordance with the 

provisions of paragraph (i) of this AD. 

We have not changed this AD in this 

regard. 

Request To Extend Compliance Time 

NWA requests that we extend the 

compliance time from 60 months to 72 

months. NWA states that the work 

specified in the referenced Boeing 

service bulletins is complicated and 

accomplished best at a heavy check, 

which occurs at 72-month intervals. 

We do not agree with the commenter’s 

request to extend the compliance time. 

We have determined that the 

compliance time, as proposed in the 

NPRM, represents the maximum 

interval of time allowable for the 

affected airplanes to continue to safely 

operate before the modification is done. 

Since maintenance schedules vary 

among operators, there would be no 

assurance that the airplane would be 

modified during that maximum interval. 

However, paragraph (i) of this AD 

provides affected operators the 

opportunity to apply for an adjustment 

of the compliance time if the operator 

also presents data justifying the 

adjustment. 

Request To Publish Service Information 

The Modification and Replacement 

Parts Association (MARPA) states that, 

typically, ADs are based on service 

information originating with the type 

certificate holder or its suppliers. 

MARPA adds that manufacturer service 

documents are privately authored 

instruments generally having copyright 

protection against duplication and 

distribution. MARPA notes that when a 

service document is incorporated by 

reference into a public document, such 

as an AD, it loses its private, protected 

status and becomes a public document. 

MARPA adds that if a service document 

is used as a mandatory element of 

compliance, it should not simply be 

referenced, but should be incorporated 

into the regulatory document; by 

definition, public laws must be public, 

which means they cannot rely upon 

private writings. MARPA adds that 

service documents incorporated by 

reference should be made available to 

the public by publication in the 

Department of Transportation’s Docket 

Management System (DMS), keyed to 

the action that incorporates them. 

MARPA notes that the stated purpose of 

the incorporation by reference method 

is brevity, to keep from expanding the 

Federal Register needlessly by 

publishing documents already in the 

hands of the affected individuals; 

traditionally, ‘‘affected individuals’’

means aircraft owners and operators, 

who are generally provided service 

information by the manufacturer. 

MARPA adds that a new class of 

affected individuals has emerged, since 

the majority of aircraft maintenance is 

now performed by specialty shops 

instead of aircraft owners and operators. 

MARPA notes that this new class 

includes maintenance and repair 

organizations, component servicing and 

repair shops, parts purveyors and 

distributors, and organizations 

manufacturing or servicing alternatively 

certified parts under section 21.303 

(‘‘Replacement and modification parts’’) 

of the Federal Aviation Regulations (14 

CFR 21.303). MARPA adds that the 

concept of brevity is now nearly archaic 

as documents exist more frequently in 

electronic format than on paper. 

Therefore, MARPA asks that the service 

document deemed essential to the 

accomplishment of the NPRM be 

incorporated by reference into the 

regulatory instrument and published in 

DMS. 

We acknowledge MARPA’s comment 

concerning incorporation by reference. 

The Office of the Federal Register (OFR) 

requires that documents that are 

necessary to accomplish the 

requirements of the AD be incorporated 

by reference during the final rule phase 

of rulemaking. This AD incorporates by 

reference the documents necessary for 

the accomplishment of the requirements 


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44742 Federal Register / Vol. 72, No. 153 / Thursday, August 9, 2007 / Rules and Regulations 

mandated by this AD. Further, we point 

out that while documents that are 

incorporated by reference do become 

public information, they do not lose 

their copyright protection. For that 

reason, we advise the public to contact 

the manufacturer to obtain copies of the 

referenced service information. 

In regard to the commenter’s request 

to post the service bulletin on DMS, we 

are currently in the process of reviewing 

issues surrounding the posting of 

service bulletins on DMS as part of an 

AD docket. Once we have thoroughly 

examined all aspects of this issue and 

have made a final determination, we 

will consider whether our current 

practice needs to be revised. No change 

to this AD is necessary in response to 

this comment. 

Request To Allow Use of Parts 

Manufacturer Approval (PMA) Parts 

MARPA states that the practice of 

requiring the replacement of a defective 

part with a certain part conflicts with 14 

CFR 21.303. MARPA asserts that 

requiring installation of a certain part 

prevents installation of other good parts 

and prohibits the development of new 

parts. MARPA also states that the 

practice of requiring an AMOC to install 

a PMA part should be stopped. MARPA 

concludes that this practice presumes 

that all PMA parts are inherently 

defective and require an additional layer 

of approval. 

MARPA further states the NPRM does 

not comply with FAA Order 8040.2; that 

order states that replacement or 

installation of certain parts could have 

replacement parts approved under 14 

CFR 21.303 based on a finding of 

identicality. That order also states that 

any parts approved under this 

regulation and installed should be 

subject to the actions of the AD and 

included in the applicability. 

MARPA states that if a PMA part is 

defective, then it must be addressed in 

an AD and not just simply implied by 

an AMOC requirement. MARPA 

suggests that we adopt language used in 

ADs issued by directorates other than 

the Transport Airplane Directorate, 

which specify installing an ‘‘FAAapproved equivalent part number’’ or 

‘‘airworthy parts.’’ MARPA contends 

that the mandates contained in Section 

1, paragraph (b)(1) of Executive Order 

12866 are not being met because the 

directorates differ in their treatment of 

this issue. MARPA, therefore, requests 

that we revise the NPRM to allow use 

of PMA parts. 

We do not agree to revise this AD. The 

NPRM does not address PMA parts, as 

provided in draft FAA Order 8040.2, 

because the Order was only a draft that 

was out for comment at the time. After 

issuance of the NPRM, the Order was 

revised and issued as FAA Order 8040.5 

with an effective date of September 29, 

2006. FAA Order 8040.5 does not 

address PMA parts in ADs. 

We acknowledge the need to ensure 

that unsafe PMA parts are identified and 

addressed in ADs in a standardized way 

at the national level. We are currently 

examining all aspects of this issue, 

including input from industry. Once we 

have made a final determination, we 

will consider how our policy regarding 

PMA parts in ADs needs to be revised. 

However, the Transport Airplane 

Directorate considers that to delay this 

particular AD action would be 

inappropriate, since we have 

determined that an unsafe condition 

exists and that replacement of certain 

parts must be accomplished to ensure 

continued safety. Therefore, no change 

has been made to this AD in this regard. 

Clarification of Alternative Method of 

Compliance (AMOC) Paragraph 

We have revised this action to clarify 

the appropriate procedure for notifying 

the principal inspector before using any 

approved AMOC on any airplane to 

which the AMOC applies. 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

received, and determined that air safety 

and the public interest require adopting 

the AD with the changes described 

previously. We have determined that 

these changes will neither increase the 

economic burden on any operator nor 

increase the scope of the AD. 

Costs of Compliance 

There are about 548 airplanes of the 

affected design in the worldwide fleet. 

This AD affects about 332 Model 757–

200 and –300 airplanes of U.S. registry. 

The following table provides the 

estimated costs, at an average labor rate 

of $80 per hour, for U.S. operators to 

comply with this AD. The estimated 

work hours and cost of parts in the 

following table depend on the relay and 

wiring configuration of an airplane. 

ESTIMATED COSTS

Model Action Work hours Parts Cost per airplane 

Number 

of U.S.- 

registered 

airplanes 

Fleet cost 

757–200 series airplanes.Installation .............. 38 to 46 ....... $2,781 to $5,917 .... $5,821 to $9,597 .... 318 $1,851,078 to 

$3,051,846. 

Concurrent modification.3 .................. $73 to $90 .............. $313 to $330 .......... 318 $99,534 to 

$104,940. 

757–300 series airplanes.Installation .............. 22 ................ $2,080 to $4,632 .... $3,840 to $6,392 .... 14 $53,760 to $89,488. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

Section 106, describes the authority of 

the FAA Administrator. Subtitle VII, 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701, 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 


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Federal Register / Vol. 72, No. 153 / Thursday, August 9, 2007 / Rules and Regulations 44743 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

■ Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 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 Federal Aviation 

Administration (FAA) amends § 39.13 

by adding the following new 

airworthiness directive (AD): 

2007–16–12 Boeing: Amendment 39–15151. 

Docket No. FAA–2006–25326; 

Directorate Identifier 2006–NM–081–AD. 

Effective Date 

(a) This AD becomes effective September 

13, 2007. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to the Boeing airplanes 

identified in paragraphs (c)(1) and (c)(2) of 

this AD, certificated in any category. 

(1) Model 757–200 series airplanes, as 

identified in Boeing Service Bulletin 757–24–

0093, dated August 14, 2003. 

(2) Model 757–300 series airplanes, as 

identified in Boeing Service Bulletin 757–24–

0094, dated April 17, 2003. 

Unsafe Condition 

(d) This AD results from an in-flight 

entertainment (IFE) systems review. We are 

issuing this AD to ensure that the flightcrew 

is able to turn off electrical power to the IFE 

system and other non-essential electrical 

systems through utility bus switches in the 

flight compartment. The flightcrew’s inability 

to turn off power to the IFE system and other 

non-essential electrical systems during a nonnormal or emergency situation could result 

in the inability to control smoke or fumes in 

the airplane flight deck or cabin. 

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. 

Installation of Circuit Breakers, Relays, and 

Wiring 

(f) Within 60 months after the effective 

date of this AD, do the applicable actions 

specified in paragraphs (f)(1) through (f)(6) of 

this AD, in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 757–24–0093, dated August 

14, 2003 (for Model 757–200 series 

airplanes); or Boeing Service Bulletin 757–

24–0094, dated April 17, 2003 (for Model 

757–300 series airplanes); as applicable. 

(1) For all airplanes: Change the wiring at 

the P5 and P11 panel assemblies in the flight 

compartment, at the P36 panel assembly in 

the forward cargo compartment, and at the 

P37 and P70 panel assemblies in the main 

electronics compartment. Install a new relay 

and relay connector, if applicable, at the P36 

panel assembly and at the P37 panel 

assembly. 

(2) For Model 757–200 series airplanes 

identified as Group 1 in Boeing Service 

Bulletin 757–24–0093, dated August 14, 

2003: Install new circuit breakers C3090 and 

C3089 at the P37 and P70 panel assemblies, 

respectively, in the main electronics 

compartment. 

(3) For Model 757–200 series airplanes 

identified as Groups 21 and 22 in Boeing 

Service Bulletin 757–24–0093, dated August 

14, 2003: Replace circuit breaker C311 at the 

P31 panel assembly in the main electronics 

compartment with a higher-rated circuit 

breaker. 

(4) For Model 757–200 series airplanes 

identified as Groups 1 through 20 inclusive 

and 23 through 40 inclusive in Boeing 

Service Bulletin 757–24–0093, dated August 

14, 2003: Replace circuit breakers C311 and 

C315 at the P31 and P32 panel assemblies, 

respectively, in the main electronics 

compartment with higher-rated circuit 

breakers. 

(5) For Model 757–300 series airplanes 

identified as Groups 1 and 4 in Boeing 

Service Bulletin 757–24–0094, dated April 

17, 2003: Replace circuit breakers C311 and 

C315 at the P31 and P32 panel assemblies, 

respectively, in the main electronics 

compartment with higher-rated circuit 

breakers. 

(6) For Model 757–300 series airplanes 

identified as Groups 1, 2, and 3 in Boeing 

Service Bulletin 757–24–0094, dated April 

17, 2003: Install new wires between the P5 

panel assembly in the flight compartment 

and the P36 and P37 panel assemblies in the 

main electronics compartment. 

Concurrent Requirement for Certain 

Airplanes 

(g) For the Model 757–200 series airplanes 

identified as Groups 8, 9, 12, 15, 20, 21 

through 32 inclusive, and 34 through 40 

inclusive in Boeing Service Bulletin 757–24–

0093, dated August 14, 2003, equipped with 

control module assembly, part number (P/N) 

233N3209–1025, –1026, –1028, –1300, or 

–1302: Prior to or concurrently with 

accomplishing the actions specified in 

paragraph (f) of this AD, modify the wiring 

of the control module assembly for the 

electrical systems, by accomplishing all of 

the actions specified in the Accomplishment 

Instructions of Boeing Component Service 

Bulletin 233N3209–24–04, Revision 1, dated 

August 14, 2003, as applicable. 

Credit for Accomplishment of Previous 

Service Bulletin 

(h) Modification of the control module 

assembly, P/N 233N3209–1025, –1300, or 

–1302, done before the effective date of this 

AD in accordance with Boeing Component 

Service Bulletin 233N3209–24–04, dated 

April 10, 2003, is acceptable for compliance 

with the requirements of paragraph (g) of this 

AD. 

Alternative Methods of Compliance 

(AMOCs) 

(i)(1) The Manager, Seattle Aircraft 

Certification Office, FAA, has the authority to 

approve AMOCs for this AD, if requested in 

accordance with the procedures found in 14 

CFR 39.19. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

Material Incorporated by Reference 

(j) You must use the service information 

listed Table 1 of this AD to perform the 

actions that are required by this AD, unless 

the AD specifies otherwise. The Director of 

the Federal Register approved the 

incorporation by reference of these 

documents in accordance with 5 U.S.C. 

552(a) and 1 CFR part 51. Contact Boeing 

Commercial Airplanes, P.O. Box 3707, 

Seattle, Washington 98124–2207, for a copy 

of this service information. You may review 

copies at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

Washington; or at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

material at NARA, call 202–741–6030, or go 

to: http://www.archives.gov/federal-register/

cfr/ibr-locations.html. 


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44744 Federal Register / Vol. 72, No. 153 / Thursday, August 9, 2007 / Rules and Regulations 

TABLE 1.—MATERIAL INCORPORATED BY REFERENCE

Service information Revision level Date 

Boeing Component Service Bulletin 233N3209–24–04 ......................................................................... 1 ............................. August 14, 2003. 

Boeing Service Bulletin 757–24–0093 .................................................................................................... Original .................. August 14, 2003. 

Boeing Service Bulletin 757–24–0094 .................................................................................................... Original .................. April 17, 2003. 

Issued in Renton, Washington, on July 30, 

2007. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–15410 Filed 8–8–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2004–18814; Directorate 

Identifier 2003–NM–286–AD; Amendment 

39–15144; AD 2007–16–05] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–100, –200, –200C, –300, 

–400, and –500 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all 

Boeing Model 737–100, –200, –200C, 

–300, –400, and –500 series airplanes. 

This AD requires repetitive inspections 

for discrepancies of the elevator tab 

control rod assemblies and/or damage to 

the surrounding structure, and related 

corrective action. This AD results from 

reports indicating loose jam nuts and/or 

thread wear at the rod ends on the 

elevator tab control rod assembly. We 

are issuing this AD to find and fix 

discrepancies of the elevator tab control 

rod assembly, which could result in 

excessive freeplay in the elevator tab 

control rods. Such freeplay could cause 

loss of both load paths, subsequent 

elevator tab flutter, and consequent 

reduced structural integrity and loss of 

controllability of the airplane. 

DATES: This AD becomes effective 

September 13, 2007. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of September 13, 2007. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

dms.dot.gov or in person at the U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue, SE., Washington, 

DC. 

Contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207, for service 

information identified in this AD. 

FOR FURTHER INFORMATION CONTACT: 

Kenneth Frey, Aerospace Engineer, 

Systems and Equipment Branch, ANM–

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6468; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Examining the Docket 

You may examine the airworthiness 

directive (AD) docket on the Internet at 

http://dms.dot.gov or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The Docket 

Operations office (telephone (800) 647–

5527) is located on the ground floor of 

the West Building at the street address 

stated in the ADDRESSES section. 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to all Boeing Model 737–100, 

–200, –200C, –300, –400, and –500 

series airplanes. The NPRM was 

published in the Federal Register on 

August 10, 2004 (69 FR 48424). That 

NPRM proposed to require repetitive 

inspections for discrepancies of the 

elevator tab control rod assemblies and/ 

or damage to the surrounding structure, 

and related corrective action. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments that have 

been submitted on the NPRM. 

Supportive Comments 

Airline Pilots Association 

International concurs with the NPRM 

and the proposed implementation 

schedule therein. 

Air Transport Association (ATA) and 

Alaska Airlines (Alaska) generally 

support the intent of the AD. 

ATA, on behalf of its member, Alaska, 

states that the inspection action 

specified in the NPRM is acceptable 

provided there are adequate parts 

available for replacement when 

discrepancies are discovered. Alaska 

adds that the proposed compliance 

intervals and repeat inspections are 

acceptable as proposed, as they will 

allow compliance at heavy check 

maintenance visits. We have verified 

with Boeing that adequate replacement 

parts are available. 

Request To Revise Service Information 

Jet Airways asks that the FAA advise 

Boeing to revise the referenced service 

bulletin. Jet Airways states that since 

there is a difference between the NPRM 

and the service bulletin, in that the 

service bulletin recommends a one-time 

inspection of the control rod tab 

assemblies and the NPRM requires 

repetitive inspections, the service 

bulletin should be revised to include the 

repetitive inspections. 

We agree with Jet Airways for the 

reasons provided. Since we issued the 

NPRM, Boeing has issued Alert Service 

Bulletin 737–27A1266, Revision 1, 

dated January 2, 2007. The procedures 

in Revision 1 are essentially the same as 

those in the original issue of the service 

bulletin; however, Revision 1 clarifies 

procedures for visually inspecting for 

the presence of inspection putty on each 

jam nut and ensuring that the inspection 

putty is intact and is not cracked or 

damaged. In addition, the one-time 

inspection for discrepancies of the 

elevator tab control rod assemblies and/ 

or damage to the surrounding structure 

was changed to repetitive inspections. 

Therefore, Revision 1 eliminates the 

difference between this AD and the 

service bulletin that was noted in the 

NPRM. We have changed paragraph (f) 

of this AD to refer to Revision 1 and give 

credit for inspections and corrective 

action accomplished using the original 

issue of Boeing Alert Service Bulletin 

737–27A1266, dated September 18, 

2003. 

Request for Locking Provision for 

Control Rod Jam Nuts 

Jet Airways also states that the 

repetitive inspection requirement is 

only needed because there is no locking 

provision for the jam nuts. Jet Airways 


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