Federal Register / Vol. 72, No. 82 / Monday, April 30, 2007 / Rules and Regulations 21079 

solution and incorporate the repair. 

Continued operation with cracks in the front 

and rear spar webs is prohibited. 

(4) If no cracks or damages are found in 

either the rear or the front wing spar web 

during the inspection required in paragraph 

(f)(2) of this AD, before further flight install 

reinforcement plates, part number 

97.56.00.002, using Apex Aircraft CAP10C—

Main Spar Wooden Center Block—

Reinforcement Instructions No. 1001766–A, 

dated June 10, 2006; and Apex Aircraft 

Document No. 1001133–A, DR400 Spar 

Consolidation, Applying Araldite 2015 

Adhesive, dated February 4, 2003. 

(5) After doing the actions required in 

paragraphs (f)(2), (f)(3), and (f)(4) of this AD: 

(i) Flick maneuvers previously prohibited 

by paragraph (f)(1) of this AD are now 

permitted. Before further flight, remove the 

placard required in paragraph (f)(1)(i) of this 

AD and remove the insertion into the POH 

required in paragraph (f)(1)(ii) of this AD. 

(ii) Repetitively inspect the front and rear 

spar webs for cracks and damage thereafter 

at intervals not to exceed 13 months using 

Apex Aircraft Service Bulletin No. 060307 

R1, Amendment date November 2, 2006; and 

(iii) If any crack or damage is found during 

any inspection required by paragraph 

(f)(5)(ii) this AD, before further flight contact 

Apex Aircraft to obtain a repair solution and 

incorporate the repair. 

(6) After 50 hours TIS after May 21, 2007 

(the effective date of this AD), do not install 

an Apex Aircraft wood/carbon-made wing, 

part number 11.56.00.010, unless it has been 

inspected and is found to be crack free and 

modified using Apex Aircraft Service 

Bulletin No. 060307 R1, Amendment date 

November 2, 2006; and Apex Aircraft 

CAP10C—Main Spar Wooden Center Block—

Reinforcement Instructions No. 1001766–A, 

dated October 6, 2006. 

FAA AD Differences 

Note: This AD differs from the MCAI and/ 

or service information as follows: The MCAI 

allows continued flight if cracks are found in 

the wing spar webs that do not exceed certain 

limits. The applicable service bulletin 

specifies replacing the wing spar webs only 

if cracks are found exceeding limits specified 

in Apex Aircraft Service Bulletin No. 060307 

R1, Amendment date November 2, 2006, as 

does the MCAI. This AD does not allow 

continued flight if any crack is found. FAA 

policy is to disallow airplane operation when 

known cracks exist in primary structure, 

unless the ability to sustain ultimate load 

with these cracks is proven. The wing spar 

webs are considered primary structure, and 

the FAA has not received any analysis to 

prove that ultimate load can be sustained 

with cracks in these areas. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, Standards Staff, 

FAA, Small Airplane Directorate, ATTN: 

Sarjapur Nagarajan, Aerospace Engineer, 901 

Locust, Room 301, Kansas City, Missouri 

64106; telephone: (816) 329–4145; fax: (816) 

329–4090, has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found 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. 

(2) Airworthy Product: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer or other source, 

use these actions if they are FAA-approved. 

Corrective actions are considered FAAapproved if they are approved by the State 

of Design Authority (or their delegated 

agent). You are required to assure the product 

is airworthy before it is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act 

(44 U.S.C. 3501 et seq.), the Office of 

Management and Budget (OMB) has 

approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to MCAI European Aviation 

Safety Agency (EASA) AD No. 2007–0015, 

dated January 12, 2007; Apex Aircraft Service 

Bulletin No. 060307 R1, Amendment dated 

November 2, 2006; Apex Aircraft CAP10C—

Main Spar Wooden Center Block—

Reinforcement Instructions No. 1001766, 

dated October 6, 2006; and Apex Aircraft 

Document No. 1001133–A, DR400 Spar 

Consolidation, Applying Araldite 2015 

Adhesive, dated February 4, 2003, for related 

information. 

Material Incorporated by Reference 

(i) You must use Apex Aircraft Service 

Bulletin No. 060307 R1, Amendment date 

November 2, 2006; Apex Aircraft CAP10C—

Main Spar Wooden Center Block—

Reinforcement Instructions No. 1001766–A, 

dated October 6, 2006; and Apex Aircraft 

Document No. 1001133–A, DR400 Spar 

Consolidation, Applying Araldite 2015 

Adhesive, dated February 4, 2003, to do the 

actions required by this AD, unless the AD 

specifies otherwise. 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

this service information under 5 U.S.C. 

552(a) and 1 CFR part 51. 

(2) For service information identified in 

this AD, contact Apex Aircraft, Bureau de 

Navigabilit, 1 route de Troyes, 21121 

DAROIS—France, telephone: (33) 380 35 65 

10; fax: (33) 380 35 65 15; e-mail: apexaircraft.com. 

(3) You may review copies at the FAA, 

Central Region, Office of the Regional 

Counsel, 901 Locust, Room 506, Kansas City, 

Missouri 64106; 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. 

Issued in Kansas City, Missouri on April 

20, 2007. 

Charles L. Smalley, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–7980 Filed 4–27–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2006–23842; Directorate 

Identifier 2005–NM–145–AD; Amendment 

39–15034; AD 2007–09–04] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 777–200, 777–300, and 777–

300ER 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 777–200, 777–300, and 

777–300ER series airplanes. This AD 

requires repetitive inspections for 

discrepancies of the splined 

components that support the inboard 

end of the inboard trailing edge flap; 

related investigative, corrective, and 

other specified actions if necessary; a 

one-time modification of the inboard 

support of the inboard trailing edge flap 

by installing a new isolation strap and 

attachment hardware; and repetitive 

replacement of the torque tube 

assembly. For certain Boeing Model 

777–200 series airplanes, this AD also 

specifies prior or concurrent 

accomplishment of one-time inspections 

of the flap seal panels for cracking and 

minimum clearances, and of the torque 

tubes for damage; and related 

investigative and corrective actions if 

necessary. This AD also provides a 

terminating action (modification of the 

inboard main flap) for the repetitive 

inspections. This AD results from 

reports of corrosion on the torque tube 

and closeout rib fittings that support the 

inboard end of the inboard trailing edge 

flap, as well as a structural reassessment 

of the torque tube joint that revealed the 

potential for premature fatigue cracking 

of the torque tube that would not be 

detected using reasonable inspection 

methods. We are issuing this AD to 

detect and correct corrosion or cracking 

of the torque tube and closeout rib 

fittings that support the inboard end of 

the inboard trailing edge flap. Cracking 

in these components could lead to a 


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21080 Federal Register / Vol. 72, No. 82 / Monday, April 30, 2007 / Rules and Regulations 

fracture, which could result in loss of 

the inboard trailing edge flap and 

consequent reduced controllability of 

the airplane. 

DATES: This AD becomes effective June 

4, 2007. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of June 4, 2007. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

dms.dot.gov or in person at the Docket 

Management Facility, U.S. Department 

of Transportation, 400 Seventh Street, 

SW., Nassif Building, Room PL–401, 

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: Gary 

Oltman, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 

98057–3356; telephone (425) 917–6443; 

fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Examining the Docket 

You may examine the AD docket on 

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

person at the Docket Management 

Facility office between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. The Docket 

Management Facility office (telephone 

(800) 647–5227) is located on the plaza 

level of the Nassif Building at the street 

address stated in the ADDRESSES section. 

Discussion 

The FAA issued a supplemental 

notice of proposed rulemaking (NPRM) 

to amend 14 CFR part 39 to include an 

AD that would apply to certain Boeing 

Model 777–200 and 777–300 series 

airplanes. That supplemental NPRM 

was published in the Federal Register 

on October 3, 2006 (71 FR 58314). That 

supplemental NPRM proposed to 

require repetitive inspections for 

discrepancies of the splined 

components that support the inboard 

end of the inboard trailing edge flap; 

related investigative, corrective, and 

other specified actions if necessary; a 

one-time modification of the inboard 

support of the inboard trailing edge flap 

by installing a new isolation strap and 

attachment hardware; and repetitive 

replacement of the torque tube 

assembly. That supplemental NPRM 

also specified prior or concurrent 

accomplishment, for certain Boeing 

Model 777–200 series airplanes, of onetime inspections of the flap seal panels 

for cracking and minimum clearances, 

and of the torque tubes for damage; and 

related investigative and corrective 

actions if necessary. That supplemental 

NPRM also provided a terminating 

action (modifying the inboard main 

flap) for the repetitive inspections. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments received. 

Support for the Supplemental NPRM 

Boeing, Continental Airlines, and 

United Airlines concur with the 

contents of the supplemental NPRM. 

Request To Clarify Inspection 

Threshold 

United Airlines would like to know if 

the inspection threshold limits specified 

in paragraph (l)(2) of the supplemental 

NPRM should be applied from the 

airplane manufacture date or after the 

accomplishment of the torque tube 

assembly replacement done in 

accordance with paragraph (l)(1). The 

compliance times in the proposed rule 

are accomplished in accordance with 

the service bulletin, which requires the 

inspections to be accomplished at the 

times and intervals noted in the Boeing 

777 Maintenance Planning Document 

(MPD). The MPD has inspection 

thresholds based on the time in service 

rather than the torque tube assembly 

replacement done in accordance with 

paragraph (l)(1) of the supplemental 

NPRM. 

We agree that this threshold for 

inspection needs clarification. 

Therefore, we have added a clarification 

in the AD to permit the use of a 

threshold measured from the actions 

done in accordance with paragraph 

(l)(1) of this AD, rather than delivery of 

the airplane, as specified in paragraph 

(l)(2) of the AD. However, the 

conservative method of measuring the 

threshold from delivery of the airplane 

may still be used. 

Request To Clarify Inspection 

Requirement 

Continental Airlines states that the 

supplemental NPRM seems to indicate 

that the initial inspection in paragraph 

(h) must be accomplished for the 

splined components before the 

modification done in accordance with 

Boeing Service Bulletin 777–57–0054, 

dated February 23, 2006, can be 

performed. Continental does not believe 

it is necessary to perform the initial 

inspection when the splined component 

will be replaced with new or improved 

parts per the modification. Continental 

believes that the AD should have a 

provision to allow upfront modification 

of the splined components without 

doing the inspections in accordance 

with Boeing Service Bulletin 777–

57A0048, Revision 1, dated June 9, 

2005. 

We agree that it is not necessary in 

this circumstance to do the initial 

inspection. Replacing certain parts with 

new or improved parts in accordance 

with Boeing Service Bulletin 777–57–

0054 terminates the inspections 

specified in Boeing Service Bulletin 

777–57A0048, Revision 1. Therefore, we 

have clarified paragraphs (h) and (l)(1) 

of the AD to help avoid potential 

confusion and unnecessary inspection. 

Requests Regarding Service 

Information 

The Modification and Replacement 

Parts Association (MARPA) requests 

that service documents essential to the 

accomplishment of the supplemental 

NPRM be (1) incorporated by reference 

into the regulatory document, and (2) 

published in the docket management 

system (DMS). 

We infer that MARPA would like to 

have documents incorporated by 

reference during the NPRM phase of 

rulemaking. We do not agree that 

documents should be incorporated by 

reference during the NPRM phase of 

rulemaking. 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 final rule 

incorporates by reference the document 

necessary for the accomplishment of the 

actions required 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 service bulletins on the 

Department of Transportation’s 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 the final rule is 

necessary in response to this comment. 

Request To Reference Defective Parts 

Manufacturer Approval (PMA) Parts 

The same commenter also requests 

that the supplemental NPRM be 


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modified to consider the possibility of 

defective PMA parts and permit the use 

of PMA parts that meet the ‘‘new and 

improved’’ criteria pursuant to existing 

laws and regulations and the issues set 

forth in the current proposed regulatory 

action. 

We recognize the need for 

standardization of this issue and we are 

currently in the process of reviewing 

issues that address the use of PMAs in 

ADs at the national level. 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 the AD in this 

regard. 

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 353 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this AD, at an average 

labor rate of $80 per work hour. 

ESTIMATED COSTS

Action Work hours Parts Cost per airplane 

Number of 

U.S.- 

registered 

airplanes 

Fleet cost 

Detailed inspection for discrepancies of the 

splined components.

20 ...................................... None $1,600, per inspection 

cycle.

132 .............. $211,200, per inspection 

cycle. 

Modification (installing isolation strap and hardware).Negligible .......................... $17,156 $17,156 ............................. 132 .............. $2,264,592. 

Replacement of torque 

tube assembly.

Negligible 1 ........................ 24,230 $24,230 ............................. 132 .............. $3,198,360, per replacement cycle. 

Modification (terminating 

action).

32 to 36, depending on 

airplane configuration.

145,659 $148,219 to 148,539 ........ 132 .............. $19,564,908 to 

19,607,148. 

Prior or concurrent inspection.1 ........................................ None $80 .................................... Up to 132 .... As much as $10,560. 

1Provided that the replacement is performed at the same time as a scheduled inspection. 

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 

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): 

2007–09–04 Boeing: Amendment 39–15034. 

Docket No. FAA–2006–23842; 

Directorate Identifier 2005–NM–145–AD. 

Effective Date 

(a) This AD becomes effective June 4, 2007. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Boeing Model 777–

200, –300, and –300ER series airplanes, 

certificated in any category; as identified in 

Boeing Service Bulletin 777–57–0054, dated 

February 23, 2006. 

Unsafe Condition 

(d) This AD results from reports of 

corrosion on the torque tube and closeout rib 

fittings that support the inboard end of the 

inboard trailing edge flap, as well as a 

structural reassessment of the torque tube 

joint that revealed the potential for premature 


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21082 Federal Register / Vol. 72, No. 82 / Monday, April 30, 2007 / Rules and Regulations 

fatigue cracking of the torque tube that would 

not be detected using reasonable inspection 

methods. We are issuing this AD to detect 

and correct corrosion or cracking of the 

torque tube and closeout rib fittings that 

support the inboard end of the inboard 

trailing edge flap. Cracking in these 

components could lead to a fracture, which 

could result in loss of the inboard trailing 

edge flap and consequent reduced 

controllability of the airplane. 

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. 

Service Bulletin Reference 

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

paragraphs (g), (h), (i), (j), and (k) of this AD, 

means Boeing Service Bulletin 777–57A0048, 

Revision 1, dated June 9, 2005. 

(g) Where the service bulletin specifies a 

compliance time after the issuance of the 

service bulletin, this AD requires compliance 

within the specified compliance time after 

the effective date of this AD. 

Initial Inspection 

(h) For all airplanes: Do a detailed 

inspection for any discrepancy of the splined 

components of the inboard trailing edge flap, 

in accordance with the Accomplishment 

Instructions of the service bulletin. The 

splined components of the inboard trailing 

edge flap include the torque tube, closeout 

rib fitting assembly, carrier beam pillow 

block fitting assembly, and drive crank 

support. Discrepancies of the torque tube and 

closeout rib fitting include light contact wear, 

corrosion pits, corrosion, cracking, or 

fracture. Discrepancies of the carrier beam 

pillow block fitting assembly and drive crank 

support consist of light contact wear and 

damage to the cadmium plating. Do the 

initial inspection at the applicable time 

specified in Table 7 under paragraph 1.E., 

‘‘Compliance,’’ of the service bulletin, except 

as provided by paragraph (g) of this AD. 

Doing the modification in paragraph (l)(1) of 

this AD terminates the inspection 

requirements of this paragraph. 

Note 1: For the purposes of this AD, a 

detailed inspection is: ‘‘An intensive 

examination of a specific item, installation, 

or assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at an intensity deemed appropriate. 

Inspection aids such as mirror, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’

No Discrepancy/Other Specified Actions 

(i) If no discrepancy is found during the 

inspection required by paragraph (h) of this 

AD, perform all applicable specified actions, 

including the modification to install a new 

isolation strap and attachment hardware, in 

accordance with the Accomplishment 

Instructions of the service bulletin. Then, 

repeat the inspection at the applicable time 

specified in Table 7 under paragraph 1.E., 

‘‘Compliance,’’ of the service bulletin. Doing 

the modification in paragraph (l)(1) of this 

AD terminates the repetitive inspection 

requirements of this paragraph. 

Related Investigative/Corrective/Other 

Specified Actions and Repetitive Inspections 

(j) For any discrepancy found during any 

inspection required by paragraphs (h) and (i) 

of this AD: Before further flight, accomplish 

all applicable related investigative, 

corrective, and other specified actions, 

including the modification to install a new 

isolation strap and attachment hardware, in 

accordance with the Accomplishment 

Instructions of the service bulletin. Then, 

evaluate the spline rework to determine the 

appropriate repetitive interval, in accordance 

with the Accomplishment Instructions of the 

service bulletin. Thereafter, repeat the 

inspection at the applicable interval specified 

in Table 7 under paragraph 1.E., 

‘‘Compliance,’’ of the service bulletin. Doing 

the modification in paragraph (l)(1) of this 

AD terminates the repetitive inspection 

requirements of this paragraph. 

Replacement of Torque Tube Assembly 

(k) For all airplanes: Replace the torque 

tube assembly with a new torque tube 

assembly, in accordance with the 

Accomplishment Instructions of the service 

bulletin. Do the initial replacement at the 

applicable compliance time specified in 

Notes (c) and (d), as applicable, of Table 7 

in paragraph 1.E., ‘‘Compliance,’’ of the 

service bulletin, except as provided by 

paragraph (g) of this AD. Repeat the 

replacement thereafter at the applicable 

interval specified in Notes (c) and (d), of 

Table 7 under paragraph 1.E., ‘‘Compliance,’’

of the service bulletin. Doing the 

modification in paragraph (l)(1) of this AD 

terminates the repetitive replacement 

requirements of this paragraph. 

Modification 

(l) For all airplanes: Within 60 months after 

the effective date of this AD, do the actions 

in paragraphs (l)(1) and (l)(2) of this AD. 

(1) Modify the inboard main flap in 

accordance with the Accomplishment 

Instructions of Boeing Service Bulletin 777–

57–0054, dated February 23, 2006. Doing this 

modification terminates the repetitive 

requirements of paragraphs (i), (j), and (k), of 

this AD; and inspection requirements of the 

splined components of the torque tube and 

the closeout rib fitting assemblies, as 

required by paragraph (h) of this AD. 

(2) Revise the FAA-approved maintenance 

inspection program for performing periodic 

inspections and maintenance of the torque 

tube splined joints in accordance with the 

Accomplishment Instructions of Boeing 

Service Bulletin 777–57–0054, dated 

February 23, 2006. For the purpose of the 

inspections required by this paragraph, the 

inspection threshold may be measured from 

the installation of the modification required 

by paragraph (l)(1) of this AD. 

Concurrent Requirement 

(m) For Boeing Model 777–200 series 

airplanes, as identified in Boeing Service 

Bulletin 777–27–0034, Revision 1, dated 

April 20, 2006: Prior to or concurrently with 

the actions in paragraph (l) of this AD, do a 

general visual inspection of the flap seal 

panels for cracking and minimum clearances, 

and a detailed inspection of the torque tubes 

for damage; and do all applicable related 

investigative and corrective actions before 

further flight. Do all actions in accordance 

with the Accomplishment Instructions of 

Boeing Service Bulletin 777–27–0034, 

Revision 1, dated April 20, 2006; except 

where the service bulletin specifies the 

corrective action of replacing the torque tube, 

the replacement must be done in accordance 

with the Accomplishment Instructions of 

Boeing Service Bulletin 777–57–0054, dated 

February 23, 2006. 

Note 2: For the purposes of this AD, a 

general visual inspection is: ‘‘A visual 

examination of an interior or exterior area, 

installation, or assembly to detect obvious 

damage, failure, or irregularity. This level of 

inspection is made from within touching 

distance unless otherwise specified. A mirror 

may be necessary to ensure visual access to 

all surfaces in the inspection area. This level 

of inspection is made under normally 

available lighting conditions such as 

daylight, hangar lighting, flashlight, or 

droplight and may require removal or 

opening of access panels or doors. Stands, 

ladders, or platforms may be required to gain 

proximity to the area being checked.’’

Actions Done in Accordance With Previous 

Issues of Service Bulletins 

(n) Actions done before the effective date 

of this AD in accordance with Boeing Service 

Bulletin 777–27–0034, dated February 11, 

1999; or Boeing Alert Service Bulletin 777–

57A0048, dated September 9, 2004; are 

acceptable for compliance with the 

corresponding actions of this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(o)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested in accordance with the procedures 

found in 14 CFR 39.19. 

(2) Before using any AMOC approved in 

accordance with § 39.19 on any airplane to 

which the AMOC applies, notify the 

appropriate principal inspector in the FAA 

Flight Standards Certificate Holding District 

Office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD, if it is approved by an 

Authorized Representative for the Boeing 

Commercial Airplanes Delegation Option 

Authorization Organization who has been 

authorized by the Manager, Seattle ACO, to 

make those findings. For a repair method to 

be approved, the repair must meet the 

certification basis of the airplane. 

Material Incorporated by Reference 

(p) You must use the service information 

specified in 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, 


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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. 

TABLE 1.—MATERIAL INCORPORATED

BY REFERENCE

Boeing 

Service 

Bulletin 

Revision 

level Date 

777–27– 

0034.

1 .............. April 20, 2006. 

777–57– 

0054.

Original ... February 23, 2006. 

777–57A– 

0048.

1 .............. June 9, 2005. 

Issued in Renton, Washington, on April 17, 

2007. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E7–7853 Filed 4–27–07; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–27558; Directorate 

Identifier 2007–NM–053–AD; Amendment 

39–15036; AD 2007–06–52] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–800 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: This document publishes in 

the Federal Register an amendment 

adopting airworthiness directive (AD) 

2007–06–52 that was sent previously to 

all known U.S. owners and operators of 

Boeing Model 737–800 series airplanes 

by individual notices. This AD requires 

inspecting spoilers to determine spoiler 

position after every landing and after 

any rejected takeoff maneuvers. For 

airplanes on which any spoiler is found 

in the up position with the speedbrake 

handle in the down position, this AD 

requires replacement of the flight 

spoiler actuator with a flight spoiler 

actuator having a certain part number. 

This AD also requires an operational 

test of the speedbrake control system 

after any maintenance actions that 

operate the spoiler system and 

replacement of the flight spoiler 

actuator if necessary. This AD also 

provides for optional terminating action 

for those requirements. In addition, this 

AD requires you to report to the 

manufacturer any spoiler panel that is 

found in the up position with the 

speedbrake handle in the down 

position. This AD results from a report 

of seven flight spoiler actuator jams on 

Model 737–800 Short Field Performance 

airplanes. We are issuing this AD to 

detect and correct any spoiler panel that 

is found in the up position with the 

speedbrake handle in the down 

position, which could result in a spoiler 

actuator hardover, and could cause the 

spoiler surface to jam in the fully 

extended position. Two or more 

hardover failures of the spoiler surfaces 

in the up direction on the same wing, 

if undetected prior to takeoff, can cause 

significant roll and consequent loss of 

control of the airplane. 

DATES: This AD becomes effective May 

7, 2007 to all persons except those 

persons to whom it was made 

immediately effective by emergency AD 

2007–06–52, issued March 14, 2007, 

which contained the requirements of 

this amendment. 

The incorporation by reference of a 

certain publication listed in the AD is 

approved by the Director of the Federal 

Register as of May 7, 2007. 

We must receive comments on this 

AD by June 29, 2007. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

AD. 

• DOT Docket Web site: Go to 

http://dms.dot.gov and follow the 

instructions for sending your comments 

electronically. 

• Government-wide rulemaking Web 

site: Go to http://www.regulations.gov 

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility; 

U.S. Department of Transportation, 400 

Seventh Street, SW., Nassif Building, 

Room PL–401, Washington, DC 20590. 

• Fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street, SW., Washington, 

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

through Friday, except Federal holidays. 

Contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207, for service 

information identified in this AD. 

FOR FURTHER INFORMATION CONTACT: 

Kelly McGuckin, Aerospace Engineer, 

Systems and Equipment Branch, ANM–

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6490; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: On March 

14, 2007, we issued emergency AD 

2007–06–52, which applies to certain 

Boeing Model 737–800 series airplanes. 

Background 

On March 13, 2007, the FAA issued 

emergency AD 2007–06–51 for certain 

Boeing Model 737–800 series airplanes. 

That AD requires inspecting spoilers to 

determine spoiler position after every 

landing and after any rejected takeoff 

maneuvers. For airplanes on which any 

spoiler is found in the up position with 

the speedbrake handle in the down 

position, that AD requires replacement 

of the flight spoiler actuator with a flight 

spoiler actuator having a certain part 

number. That AD also requires an 

operational test of the speedbrake 

control system after any maintenance 

actions that operate the spoiler system 

and replacement of the flight spoiler 

actuator if necessary. That AD also 

provides for optional terminating action 

for those requirements. In addition, that 

AD requires you to report to the 

manufacturer any spoiler panel that is 

found in the up position with the 

speedbrake handle in the down 

position. 

That AD resulted from a report of 

seven flight spoiler actuator jams on 

Model 737–800 Short Field Performance 

(SFP) airplanes. Two reports involved 

in-service airplanes that were 

discovered during a routine 

maintenance walk-around and were 

believed to have occurred on the 

previous landing during auto 

speedbrake extension. Five other reports 

occurred during spoiler system testing 

at Boeing prior to delivery. An 

additional two reports of spoiler 

actuator input lever binding were 

identified during bench testing after 

Boeing began to investigate this issue. 

The two in-service failures of flight 

spoilers resulted in the spoilers not 

retracting after the speedbrake handle 

was moved to the DOWN position after 

landing, on a Boeing Model 737–800 

airplane equipped with an SFP package. 

In both of these cases, the spoiler was 

discovered in the full-extended position 

during a routine maintenance walkaround. The spoiler remained in the 

full-extended position after cycling of 

the speedbrake handle. 

Further investigation revealed that the 

spoiler actuator failure is most likely to 

occur when the speedbrakes are 

deployed on the ground (automatically 

or manually) for either a rejected takeoff 

or normal landing. The takeoff 


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