Federal Register / Vol. 77, No. 163 / Wednesday, August 22, 2012 / Rules and Regulations 50577 

June 28, 2012, and assigned the 

information collection OMB Control 

Number 2120–0752, which expires on 

June 30, 2015. 

This publication informs affected 

parties of the approval and announces 

that as of June 28, 2012, affected parties 

are required to comply with the new 

information collection requirements in 

§ 29.571. 

Issued in Washington, DC, on August 13, 

2012. 

Lirio Liu, 

Acting Director, Office of Rulemaking. 

[FR Doc. 2012–20684 Filed 8–21–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1093; Directorate 

Identifier 2010–NM–149–AD; Amendment 

39–17163; AD 2012–16–16] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all The 

Boeing Company Model 757 airplanes. 

This AD was prompted by a report of 

extensive corrosion of the ballscrew of 

the drive mechanism of the horizontal 

stabilizer trim actuator. This AD 

requires repetitive detailed inspections 

for discrepancies of the horizontal 

stabilizer ballscrew assembly; repetitive 

lubrication of the horizontal stabilizer 

trim control system; repetitive 

measurements for discrepancies of the 

ballscrew to ballnut freeplay; and 

corrective actions, if necessary. We are 

issuing this AD to prevent undetected 

failure of the primary and secondary 

load paths for the ballscrew in the 

horizontal stabilizer, which could lead 

to loss of control of the horizontal 

stabilizer and consequent loss of control 

of the airplane. 

DATES: This AD is effective September 

26, 2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of September 26, 2012. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P. O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1; fax 206–766–5680; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Document Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Kenneth Frey, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, Seattle Aircraft Certification 

Office, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: (425) 

917–6468; fax: (425) 917–6590; email: 

kenneth.frey@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM published in the Federal 

Register on October 25, 2011 (76 FR 

65991). That NPRM proposed to require 

repetitive detailed inspections for 

discrepancies of the horizontal stabilizer 

ballscrew assembly; repetitive 

lubrication of the horizontal stabilizer 

trim control system; repetitive 

measurements for discrepancies of the 

ballscrew to ballnut freeplay; and 

corrective actions, if necessary. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (76 FR 65991, 

October 25, 2011) and the FAA’s 

response to each comment. 

Requests To Withdraw the NPRM (76 

FR 65991, October 25, 2011) 

Airlines for America (A4A), on behalf 

of its member American Airlines (AAL), 

asked that the NPRM (76 FR 65991, 

October 25, 2011) be withdrawn. A4A 

stated that in view of previously 

implemented maintenance procedures 

designed to prevent malfunctions of the 

horizontal stabilizer trim actuator 

(HSTA), and maintenance data gathered 

in accomplishing those and other 

related procedures, the NPRM is not 

necessary. A4A added that those 

procedures include instructions 

mandated by AD 2005–12–18, 

Amendment 39–14134 (70 FR 35166, 

June 17, 2005), which requires 

inspection and overhaul of the primary 

brake of the HSTA, ‘‘upgrades to HSTA 

maintenance in the Boeing maintenance 

planning document (MPD), and 

corresponding upgrades to air carrier 

maintenance programs.’’ AAL stated 

that the ‘‘Discussion’’ section of the 

NPRM specifies ‘‘Jackscrews and 

ballscrews are similar in function and 

have similar airplane level failure 

modes.’’ AAL noted that this statement 

is not accurate in defining the risk 

posed by the ballscrew design. AAL 

added that the ballscrew uses ball 

bearings for the primary load path, and 

a male thread nut for the secondary load 

path is more tolerant of inadequate 

lubrication conditions than the 

jackscrew/acme nut design used on 

Model MD–80 airplanes. AAL also 

stated that the NPRM specifies that the 

unsafe condition is likely to exist or 

develop on other products of the same 

type design, which misrepresents the 

level of risk to the Model 757 

worldwide fleet. 

We disagree with the requests to 

withdraw the NPRM (76 FR 65991, 

October 25, 2011). Although the 

maintenance procedures in AD 2005– 

12–18, Amendment 39–14134 (70 FR 

35166, June 17, 2005), will prevent 

grease contamination on the primary 

HSTA brake, the repetitive intervals for 

the subject actions are not frequent 

enough to prevent corrosion in the 

ballscrew of the drive mechanism of the 

HSTA, which could result in undetected 

failure of both the primary and 

secondary load paths. In light of this, we 

have determined that the unsafe 

condition is likely to exist or develop on 

the affected airplanes. As a result of that 

determination, we are issuing this AD in 

order to eliminate the unsafe condition 

by requiring that the actions be done at 

the required intervals. 

Request To Issue Emergency 

Airworthiness Directive 

Captain Rick Petersen, a private 

citizen, asked that a ‘‘more deliberate 

emergency type directive’’ be issued 

instead of an NPRM (76 FR 65991, 

October 25, 2011). The commenter 

stated that extensive corrosion found on 


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any flight control mechanism is enough 

evidence to justify an emergency type 

directive. 

We do not agree with the commenter’s 

request. Before issuing the NPRM (76 FR 

65991, October 25, 2011), we considered 

the urgency of the identified unsafe 

condition and the actions required to 

correct that unsafe condition. We also 

considered appropriate compliance 

times for requiring that those actions be 

done, in order to correct the unsafe 

condition in a timely manner to ensure 

continued safety. We coordinated those 

times with the manufacturer. At that 

time, we determined that it was 

practicable to provide notice and 

opportunity for public comment. In 

addition, in consideration of the amount 

of time that has already elapsed since 

issuance of the original notice, we find 

that to further delay issuance of this 

final rule by converting it to another 

type of AD rulemaking is inappropriate 

and unnecessary. Therefore, we have 

not changed the AD in this regard. 

Requests To Change Flight Cycles to 

Flight Hours 

A4A, on behalf of its members AAL 

and UPS, and Boeing requested that the 

airplane groups specified in paragraphs 

(g) and (h) of the NPRM (76 FR 65991, 

October 25, 2011) be identified in terms 

of flight hours instead of flight cycles. 

UPS stated that Boeing Alert Service 

Bulletin 757–27A0144, Revision 1, 

dated January 20, 2010, identifies flight 

hours for that determination. UPS added 

that in order to maintain consistency, 

flight cycles should be changed to flight 

hours. Boeing also noted that this is a 

grammatical error. 

We agree with the commenters’ 

requests. We inadvertently specified 

‘‘total flight cycles’’ instead of ‘‘total 

flight hours.’’ Boeing Alert Service 

Bulletins 757–27A0144, and 757– 

27A0145, both Revision 1, both dated 

January 20, 2010, specify groups that 

‘‘* * * have completed less than or 

equal to 15,000 flight hours’’ and that 

‘‘have completed more than 15,000 

flight hours.’’ We did not intend to 

differ from the service information. All 

the compliance times specified in 

paragraphs (g) and (h) of the NPRM (76 

FR 65991, October 25, 2011) were 

expressed in terms of flight hours and 

we did not give notice in the NPRM that 

we were differing from the service 

information in this regard. Therefore, 

we have changed the term ‘‘total flight 

cycles’’ to ‘‘total flight hours’’ in the 

description of the affected airplanes for 

paragraphs (g) and (h) of this AD. 

Requests To Revise Compliance Times 

Boeing and A4A requested that we 

revise certain compliance times. Boeing 

asked that paragraphs (g)(1)(ii), (g)(3)(ii), 

(h)(1)(ii), (h)(3)(ii), (i)(1)(ii), and (i)(3)(ii) 

of the NPRM (76 FR 65991, October 25, 

2011) be deleted, and that the 

compliance times in each sub-paragraph 

be consolidated into one compliance 

time in the applicable parent paragraph. 

Boeing stated that Boeing Alert Service 

Bulletins 757–27A0144 and 757– 

27A0145, both Revision 1, both dated 

January 20, 2010, do not differentiate 

between the airplanes on which a 

detailed inspection has or has not been 

done previously, and added that it is not 

included in the ‘‘Differences’’ section of 

the NPRM. Boeing noted that the only 

difference between the paragraphs (g)(1) 

and (g)(2) of the NPRM, paragraphs 

(g)(3) and (g)(4) of the NPRM, 

paragraphs (h)(1) and (h)(2) of the 

NPRM, paragraphs (h)(3) and (h)(4) of 

the NPRM, and paragraphs (i)(3) and 

(i)(4) of the NPRM is whether there is a 

6 or 18 month compliance time 

allowance. Boeing also noted the only 

difference between paragraphs (i)(1) and 

(i)(2) of the NRPM is whether the HSTA 

has been overhauled. Boeing noted that 

this complicates the related actions in 

the NPRM, and is not necessary for the 

continued airworthiness of airplanes on 

which an HSTA is installed. 

A4A, on behalf of its member AAL, 

requested that we revise the compliance 

times specified in paragraphs (g)(1), 

(h)(1), (i)(1), (g)(2), (h)(2), and (i)(2) of 

the NPRM (76 FR 65991, October 25, 

2011), so that airplanes previously 

inspected and airplanes not previously 

inspected have the same compliance 

times, rather than allowing a longer 

compliance time for airplanes that have 

not been inspected. A4A also requested 

that we revise the compliance times 

specified in paragraphs (g)(3), (h)(3), 

(i)(3), (g)(4), and (h)(4) of the NPRM, so 

that HSTAs that have been previously 

lubricated are provided a longer 

compliance time. 

We agree with the commenter’s 

requests. Boeing Alert Service Bulletins 

757–27A0144 and 757–27A0145, both 

Revision 1, both dated January 20, 2010, 

do not differentiate between the 

airplanes on which a detailed 

inspection has or has not been done 

previously. In light of this fact, we have 

deleted paragraphs (g)(1)(i), (g)(1)(ii), 

(g)(2), (g)(3)(i), (g)(3)(ii), (g)(4), (h)(1)(i), 

(h)(1)(ii), (h)(2), (h)(3)(i), (h)(3)(ii), (h)(4), 

(i)(1)(i), (i)(1)(ii), (i)(2), (i)(3)(i), (i)(3)(ii), 

and (i)(4) of the NPRM (76 FR 65991, 

October 25, 2011). The compliance 

times and the initial inspection and 

lubrication tasks specified in paragraphs 

(g), (h), and (i) of this AD have been 

consolidated to include the actions in 

those sub-paragraphs, and to simplify 

the compliance times. These changes 

are relieving and allow operators more 

time to incorporate the requirements of 

this AD into their maintenance 

schedules. 

These compliance times differ from 

the compliance times in the referenced 

service information in that certain 

compliance times in this AD are based 

on time after the effective date of this 

AD. The compliance times in this AD 

will prevent airplanes from immediately 

being out of compliance with the AD 

requirements, because they will prevent 

grounding an airplane if it has already 

exceeded the compliance times 

specified in Boeing Alert Service 

Bulletins 757–27A0144, and 757– 

27A0145, both Revision 1, both dated 

January 20, 2010. The compliance times 

in this AD have precedence over the 

compliance times specified in Boeing 

Alert Service Bulletins 757–27A0144, 

and 757–27A0145, both Revision 1, both 

dated January 20, 2010. We have 

changed paragraphs (g), (h), and (i) of 

this AD accordingly by including the 

initial compliance times in revised 

paragraphs (g)(1), (g)(2), (h)(1), (h)(2), 

(i)(1), and (i)(2) of this AD. Paragraphs 

(g)(5), (h)(5), and (i)(5) of the NPRM (76 

FR 65991, October 25, 2011), are 

specified as paragraphs (g)(3), (h)(3), 

and (i)(3) in this AD. We have clarified 

the compliance time in paragraph 

(i)(3)(i) of this AD (paragraph (i)(5)(i) of 

the NPRM) by revising the compliance 

time ‘‘Before the accumulation of 15,000 

total flight hours after accomplishing an 

overhaul * * *’’ to specify ‘‘Within 

15,000 flight hours after accomplishing 

an overhaul * * *.’’ 

Request To Provide Clarification of 

Freeplay Measurement 

Boeing asked that we clarify the 

freeplay measurement language in the 

‘‘Differences’’ section and paragraph (k) 

of the NPRM (76 FR 65991, October 25, 

2011) to avoid misinterpretation by 

operators. Boeing stated that 0.001 inch 

of freeplay is sufficient to verify that the 

ballnut rolling elements are free and 

there is room for grease action. Boeing 

added that page 704 of the supplier 

Component Maintenance Manual 

(CMM) 27–41–10, specifies that axial 

lash of 0.002 to 0.006 inch is acceptable 

for assembly at overhaul. Boeing noted 

that that some margin of error on the 

low side of 0.002 inch is necessary to 

avoid unwarranted removal of units 

built to the low limit of tolerance, in 

addition to clarifying that there is a high 

limit (0.016 inch) as well as a low limit 

(0.001 inch). Boeing concluded that the 


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acceptable range specified in paragraph 

(k) of the NPRM could be interpreted as 

0.002 to 0.006 inch, which is not what 

was intended. 

We agree with the request to clarify 

the freeplay measurement requirement, 

for the reasons provided. We have 

changed paragraph (k) of this AD 

accordingly. However, since the 

‘‘Differences’’ section of the preamble 

does not reappear in the final rule, no 

change to the AD is necessary in this 

regard. 

Request To Remove Certain Language 

From Paragraph (l) of the NPRM (76 FR 

65991, October 25, 2011) 

A4A, on behalf of its member AAL, 

asked that the language ‘‘hard time 

replacement program’’ be removed from 

the credit language specified in 

paragraph (l) of the NPRM (76 FR 65991, 

October 25, 2011). AAL stated that 

paragraph (l) of the NPRM provides 

credit for installation of new or 

overhauled HSTAs, but added that the 

quoted language could limit that credit. 

AAL noted that paragraph (l) of the 

NPRM specifies that the overhaul, when 

conducted as part of a hard time 

replacement program ‘‘meets the intent 

of one detailed inspection, one freeplay 

inspection, and one lubrication of the 

HSTA.’’ AAL stated that any overhaul 

that includes removal of the HSTA, and 

overhaul of the stabilizer ballscrew that 

are done in accordance with the 

instructions in the original equipment 

manufacturer CMM, should meet the 

intent of the subject actions, regardless 

of whether the overhaul is done as part 

of a ‘‘hard time replacement program.’’ 

AAL added that all overhauls, 

regardless of the reasons for removal, 

would meet the proposed requirements. 

We agree with the request for the 

reasons provided. We have removed the 

subject language from paragraph (l) of 

this AD accordingly. 

Request To Remove Note 1 of the NPRM 

(76 FR 65991, October 25, 2011) 

UPS asked that Note 1 of the NPRM 

(76 FR 65991, October 25, 2011) be 

removed because it serves no practical 

purpose. UPS stated that this note 

provides additional guidance for 

verification of the measurement in 

Subject 27–41–10, ‘‘Stabilizer Trim 

Ballscrew Freeplay,’’ of Chapter 27, 

‘‘Flight Controls,’’ of the Boeing 757 

Airplane Maintenance Manual (AMM), 

Revision 101, dated May 20, 2011. UPS 

added that, if this note refers to the 

measurement in paragraph (k) of the 

NPRM, it should also refer to CMM 27– 

41–05 for HSTA guidance for the 0.002 

inch measurement. 

We disagree with the request. The 

reference to Subject 27–41–10, 

‘‘Stabilizer Trim Ballscrew Freeplay,’’ of 

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

Boeing 757 Airplane Maintenance 

Manual (AMM), Revision 101, dated 

May 20, 2011, is correct. The guidance 

in Note 1 of this AD refers maintenance 

personnel to the procedures that verify 

the measurement was not made in error 

when the ballnut freeplay measurement 

is less than the measurement required 

by the AD. We have made no change to 

the AD in this regard. 

Request To Correct Grammatical Errors 

Boeing asked that we correct 

grammatical errors in the ‘‘Differences’’ 

and ‘‘Relevant Service Information’’ 

sections and paragraph (k) of the NPRM 

(76 FR 65991, October 25, 2011). Boeing 

stated that the word ‘‘then’’ was used 

instead of ‘‘than.’’ 

We agree for the reason provided. We 

have changed the error in paragraph (k) 

of this AD; however, since the 

‘‘Differences’’ and ‘‘Relevant Service 

Information’’ sections of the preamble 

do not reappear in the final rule, no 

change to the AD is necessary in this 

regard. 

Request To Revise Cost Estimate 

AAL asked that the cost estimate 

provided in the NPRM (76 FR 65991, 

October 25, 2011) be increased. AAL 

stated that the 13 work-hours specified 

in the ‘‘Costs of Compliance’’ section of 

the NPRM only include the time for 

initial accomplishment of the required 

actions. AAL added that the work-hours 

necessary for the repetitive actions are 

not included. 

We agree that the economic analysis 

in the NPRM (76 FR 65991, October 25, 

2011) did not include the cost of the 

work-hours necessary for the repetitive 

actions. We have changed the ‘‘Costs of 

Compliance’’ section below to include 

those work-hours. 

Request To Remove Reference to AMM 

A4A, on behalf of its member UPS, 

requested that we revise paragraph (j) of 

the NPRM (76 FR 65991, October 25, 

2011) to remove reference to the AMM. 

UPS stated that, by referring to a 

specific revision of the AMM, operators 

would have to request an alternative 

method of compliance (AMOC) in order 

to use any later revisions of the AMM. 

UPS also suggested that Boeing revise 

Boeing Alert Service Bulletin 757– 

27A0144, Revision 1, dated January 

2010, to include replacement 

procedures, and that we refer to that 

revised service bulletin. 

We do not agree to revise paragraph 

(j) of this AD. We do not consider that 

delaying this action until after the 

manufacturer revises the service 

bulletin is warranted, since operators 

can accomplish the actions in 

accordance with the AMM. We also 

cannot use the phrase, ‘‘or later FAAapproved revisions,’’ in an AD when 

referring to the service document 

because doing so violates Office of the 

Federal Register (OFR) regulations for 

approval of materials ‘‘incorporated by 

reference’’ in rules. See paragraph (f) of 

section 51.1 of the Code of Federal 

Regulations (1 CFR 51.1(f)). 

To allow operators to use later 

revisions of the referenced document 

(issued after publication of the AD), 

either we must revise the AD to 

reference specific later revisions, or 

operators must request approval to use 

later revisions as an alternative method 

of compliance with this AD under the 

provisions of paragraph (n) of this AD. 

We have not changed this AD in this 

regard. 

Request To Allow Credit for Certain 

Actions 

A4A, on behalf of its member UPS, 

requested that we revise the NPRM (76 

FR 65991, October 25, 2011) to allow 

credit for actions accomplished per the 

Boeing maintenance review board 

report/maintenance planning document 

(MRBR/MPD). UPS noted that these 

documents refer to the same AMM 

sections and tasks specified in Boeing 

Alert Service Bulletin 757–27A0144, 

Revision 1, dated January 20, 2010. UPS 

stated that an operator that performs 

actions following its maintenance 

program is not allowed credit for 

accomplishment of the task, and that the 

next required inspection should be done 

in accordance with the compliance 

times specified in Boeing Alert Service 

Bulletin 757–27A0144, Revision 1, 

dated January 20, 2010. 

As stated previously, we have revised 

the compliance times in this AD so that 

the times do not depend on whether 

actions were done in accordance with 

Boeing Alert Service Bulletin 757– 

27A0144, Revision 1, dated January 20, 

2010. Therefore, operators that did 

actions using the MRBR/MPD have the 

same initial compliance times as 

operators that did actions using Boeing 

Alert Service Bulletin 757–27A0144, 

Revision 1, dated January 20, 2010. We 

have not changed this AD in this regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting the AD 

with the changes described previously. 

We also determined that these changes 


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will not increase the economic burden 

on any operator or increase the scope of 

the AD. 

Costs of Compliance 

We estimate that this AD affects 730 

airplanes of U.S. registry. We also 

estimate that it takes about 13 workhours per inspection, lubrication and 

measurement cycle per product to 

comply with this AD. The average labor 

rate is $85 per work-hour. Based on 

these figures, we estimate the cost of 

this AD to the U.S. operators to be 

$806,650, or $1,105 per product, per 

inspection, lubrication, and 

measurement cycle. 

We estimate that it takes about 26 

work-hours to do any HSTA 

replacement required based on the 

results of the inspection. We have no 

way of determining the number of 

aircraft that might need these 

replacements. The average labor rate is 

$85 per work-hour. Based on these 

figures, we estimate the cost of this 

replacement to the U.S. operators to be 

$2,210 per product, excluding parts 

costs, which vary depending on airplane 

configuration. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

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), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

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 FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2012–16–16 The Boeing Company: 

Amendment 39–17163; Docket No. 

FAA–2011–1093; Directorate Identifier 

2010–NM–149–AD. 

(a) Effective Date 

This AD is effective September 26, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all The Boeing 

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

and –300 series airplanes, certificated in any 

category. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 27: Flight Controls. 

(e) Unsafe Condition 

This AD was prompted by a report of 

extensive corrosion of the ballscrew of the 

drive mechanism of the horizontal stabilizer 

trim actuator (HSTA). We are issuing this AD 

to prevent undetected failure of the primary 

and secondary load paths for the ballscrew in 

the horizontal stabilizer, which could lead to 

loss of control of the horizontal stabilizer and 

consequent loss of control of the airplane. 

(f) Compliance 

You are responsible for having the actions 

required by this AD performed within the 

compliance times specified, unless the 

actions have already been done. 

(g) Group 1, Configuration 1 Airplanes— 

Repetitive Inspections, Lubrications, 

Freeplay Checks 

For Group 1, Configuration 1 airplanes 

identified in Boeing Alert Service Bulletin 

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

and 200PF series airplanes) or 757–27A0145 

(for Model 757–300 series airplanes), both 

Revision 1, both dated January 20, 2010, that 

have accumulated 15,000 total flight hours or 

fewer as of the effective date of this AD: Do 

the actions required by paragraphs (g)(1), 

(g)(2), and (g)(3) of this AD, at the times 

specified in those paragraphs, and in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

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

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

(for Model 757–300 series airplanes), both 

Revision 1, both dated January 20, 2010. 

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

after the effective date of this AD, whichever 

occurs first: Do a detailed inspection for 

discrepancies of the horizontal stabilizer 

ballscrew assembly. Repeat the inspection 

thereafter at intervals not to exceed 3,500 

flight hours or 2 years, whichever occurs 

first. 

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

the effective date of this AD, whichever 

occurs first: Lubricate the horizontal 

stabilizer trim control system. Repeat the 

lubrication thereafter at intervals not to 

exceed 2,000 flight hours or 1 year, 

whichever occurs first. 

(3) Do the stabilizer ballscrew to ballnut 

freeplay check for discrepancies at the later 

of the times specified in paragraphs (g)(3)(i) 

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

check thereafter at intervals not to exceed 

18,000 flight hours or 5 years, whichever 

occurs first. 

(i) Before the accumulation of 15,000 total 

flight hours. 

(ii) Within 18 months after the effective 

date of this AD. 

(h) Group 1, Configuration 2 Airplanes— 

Repetitive Inspections, Lubrications, 

Freeplay Checks 

For Group 1, Configuration 2 airplanes 

identified in Boeing Alert Service Bulletin 

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

and 200PF series airplanes) or 757–27A0145 

(for Model 757–300 series airplanes), both 

Revision 1, both dated January 20, 2010, that 

have accumulated more than 15,000 total 

flight hours as of the effective date of this 

AD: Do the actions required by paragraphs 

(h)(1), (h)(2), and (h)(3) of this AD, at the 

times specified in those paragraphs, and in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

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

and 200PF series airplanes) or 757–27A0145 

(for Model 757–300 series airplanes), both 

Revision 1, both dated January 20, 2010. 

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

after the effective date of this AD, whichever 

occurs first: Do a detailed inspection for 

discrepancies of the horizontal stabilizer 

ballscrew assembly. Repeat the inspection 

thereafter at intervals not to exceed 3,500 

flight hours or 2 years, whichever occurs 

first. 

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

the effective date of this AD, whichever 


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Federal Register / Vol. 77, No. 163 / Wednesday, August 22, 2012 / Rules and Regulations 50581 

occurs first: Lubricate the horizontal 

stabilizer trim control system. Repeat the 

lubrication thereafter at intervals not to 

exceed 2,000 flight hours or 1 year, 

whichever occurs first. 

(3) Do the stabilizer ballscrew to ballnut 

freeplay check for discrepancies within 18 

months after the effective date of this AD. 

Repeat the freeplay check thereafter at 

intervals not to exceed 18,000 flight hours or 

5 years, whichever occurs first. 

(i) Group 1, Configuration 3 Airplanes— 

Repetitive Inspections, Lubrications, 

Freeplay Checks 

For Group 1, Configuration 3 airplanes 

identified in Boeing Alert Service Bulletin 

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

and 200PF series airplanes) or 757–27A0145 

(for Model 757–300 series airplanes), both 

Revision 1, both dated January 20, 2010: Do 

the actions required by paragraphs (i)(1), 

(i)(2), and (i)(3) of this AD, at the time 

specified in those paragraphs, and in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

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

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

(for Model 757–300 series airplanes), both 

Revision 1, both dated January 20, 2010. 

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

after the effective date of this AD, whichever 

occurs first: Do a detailed inspection for 

discrepancies of the stabilizer ballscrew 

assembly. Repeat the inspection thereafter at 

intervals not to exceed 3,500 flight hours or 

2 years, whichever occurs first. 

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

the effective date of this AD, whichever 

occurs first: Lubricate the horizontal 

stabilizer trim control system. Repeat the 

lubrication thereafter at intervals not to 

exceed 2,000 flight hours or 1 year, 

whichever occurs first. 

(3) Do the stabilizer ballscrew to ballnut 

freeplay check for discrepancies at the later 

of the times specified in paragraphs (i)(3)(i) 

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

check thereafter at intervals not to exceed 

18,000 flight hours or 5 years, whichever 

occurs first. 

(i) Within 15,000 flight hours after 

accomplishing an overhaul specified in 

Boeing Alert Service Bulletin 757–27A0142, 

Revision 2, dated October 23, 2003 (for 

Model 757–200, –200CB, and –200PF series 

airplanes); or Boeing Alert Service Bulletin 

757–27A0143, Revision 1, dated October 23, 

2003 (for Model 757–300 series airplanes). 

(ii) Within 18 months after the effective 

date of this AD. 

(j) Corrective Actions 

If any discrepancy is found during any 

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

this AD: Before further flight, do the 

replacement specified in paragraph (j)(1) or 

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

27–41–10, ‘‘Stabilizer Trim Ballscrew 

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

of the Boeing 757 Airplane Maintenance 

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

2011; except as provided by paragraph (k) of 

this AD. 

(1) Replace the HSTA with a new or 

overhauled HSTA. 

(2) Replace the HSTA with a HSTA that is 

not new or overhauled on which a detailed 

inspection, freeplay measurement, and 

lubrication of that actuator are performed in 

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

this AD, as applicable, and no discrepancies 

are found during the inspection and freeplay 

measurement. 

(k) No Action Required 

No action is required if a freeplay 

measurement greater than or equal to 0.001 

inch but less than 0.016 inch, is found and 

the measurement is verified to have been 

performed correctly. This AD requires HSTA 

replacement, as specified in paragraph (j) of 

this AD, if a freeplay measurement is less 

than 0.001 inch, or greater than or equal to 

0.016 inch. 

Note 1 to paragraph (k) of this AD: 

Additional guidance for the verification of 

the measurement can be found in Subject 27– 

41–10, ‘‘Stabilizer Trim Ballscrew Freeplay,’’ 

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

Boeing 757 AMM, Revision 101, dated May 

20, 2011. 

(l) Method of Compliance for Replacement of 

HSTA 

Any HSTA overhauled before the effective 

date of this AD, or within the compliance 

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

this AD, as applicable—that included 

removal of the HSTA from the airplane and 

overhaul of the stabilizer ballscrew, as 

specified in Linear Motion Component 

Maintenance Manual with Illustrated Parts 

List, Ball Screw Assembly, Linear Motion 

Part No. 7820700, Boeing Part No. 

(S251N201–1), 27–41–10, Revision 3, dated 

October 2, 2007—meets the intent of one 

detailed inspection, one freeplay inspection, 

and one lubrication of the HSTA, as specified 

in paragraphs (g), (h), and (i) of this AD; and 

therefore, is considered acceptable for 

compliance with the initial accomplishment 

of the actions specified in paragraph (g), (h), 

or (i) of this AD, as applicable, and the 

repetitive interval for those actions may be 

determined from the performance date of that 

overhaul. 

(m) Parts Installation Prohibition 

As of the effective date of this AD, no 

person may install, on any airplane, a 

horizontal stabilizer trim actuator that is not 

new or overhauled, unless a detailed 

inspection, freeplay measurement, and 

lubrication of that actuator are performed in 

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

this AD, as applicable, and no discrepancies 

are found during the inspection and freeplay 

measurement. 

(n) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the ACO, send it to the 

attention of the person identified in the 

Related Information section of this AD. 

Information may be emailed to: 9-ANMSeattle-ACO-AMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(o) Related Information 

For more information about this AD, 

contact Kenneth Frey, Aerospace Engineer, 

Systems and Equipment Branch, ANM–130S, 

Seattle ACO, 1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: (425) 917– 

6468; fax: (425) 917–6590; email: kenneth.

frey@faa.gov. 

(p) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

to do the actions required by this AD, unless 

the AD specifies otherwise. 

(i) Boeing Alert Service Bulletin 757– 

27A0144, Revision 1, dated January 20, 2010. 

(ii) Boeing Alert Service Bulletin 757– 

27A0145, Revision 1, dated January 20, 2010. 

(iii) Subject 27–41–10, ‘‘Stabilizer Trim 

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

Controls,’’ of the Boeing 757 Airplane 

Maintenance Manual, Revision 101, dated 

May 20, 2011. 

(iv) Linear Motion Component 

Maintenance Manual with Illustrated Parts 

List, Ball Screw Assembly, Linear Motion 

Part No. 7820700, Boeing Part No. 

(S251N201–1), 27–41–10, Revision 3, dated 

October 2, 2007. 

(3) For Boeing service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data & 

Services Management, P.O. Box 3707, MC 

2H–65, Seattle, WA 98124–2207; telephone 

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

5680; Internet https://www.myboeingfleet.

com. 

(4) For Linear Motion service information 

identified in this AD, contact Linear Motion 

LLC, 628 North Hamilton Street, Saginaw, 

Michigan 48602; phone: (989) 759–8300; 

Internet: http://www.thomsonaerospace.com. 

(5)You may review copies of the referenced 

service information at the FAA, Transport 

Airplane Directorate, 1601 Lind Avenue SW., 

Renton, Washington 98057–3356. For 

information on the availability of this 

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

(6) You may view this service information 

that is incorporated by reference 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/index.html. 

Issued in Renton, Washington, on August 

10, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–20265 Filed 8–21–12; 8:45 am] 

BILLING CODE 4910–13–P 


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