Federal Register / Vol. 74, No. 45 / Tuesday, March 10, 2009 / Proposed Rules 10197 

Actions Compliance Procedures 

(1) For all aircraft: 

(i) Inspect the nose baggage door assembly for damaged, worn, or corroded 

components; 

(ii) Replace life-limited components specified in the service information; and 

(iii) Install or inspect, as applicable, the 

nose baggage placard following the 

service information. 

(A) Initially: Within 1,000 hours time-in-service 

(TIS) since all life-limited components were 

installed new following Piper Aircraft, Inc. 

Service Bulletin No. 1194A, dated November 10, 2008, or within the next 100 hours 

TIS after the effective date of this AD, 

whichever occurs later; and 

(B) Repetitively thereafter: At intervals not to 

exceed 1,000 hours TIS. 

Follow INSTRUCTIONS: PART I of Piper Aircraft, Inc. Service Bulletin No. 1194A, dated 

November 10, 2008. 

(2) For all aircraft: 

(i) Lubricate and inspect all nose baggage 

door latching and locking components 

for damaged, worn, or corroded components; and 

(ii) Verify the key can only be removed 

from the lock assembly in the locked position in accordance with the service instructions. 

(A) Initially: Within 100 hours TIS after the effective date of this AD; and 

(B) Repetitively thereafter: At intervals not to 

exceed 100 hours TIS. 

Follow INSTRUCTIONS: PART II of Piper Aircraft, Inc. Service Bulletin No. 1194A, dated 

November 10, 2008. 

(3) For all aircraft with damaged, worn, or corroded components: Repair/replace any damaged, worn, or corroded components. Before further flight after any inspection required in paragraphs (e)(1) and (e)(2) of this 

AD where any evidence of damaged, worn, 

or corroded components was found. 

Follow Piper Aircraft, Inc. Service Bulletin No. 

1194A, dated November 10, 2008. 

Alternative Methods of Compliance 

(AMOCs) 

(f) The Manager, Atlanta 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. Send information to Attn: Gregory 

K. Noles, Aerospace Engineer, One Crown 

Center, 1895 Phoenix Blvd., Suite 450, 

Atlanta, Georgia 30349; telephone: (770) 703– 

6085; fax: (770) 703–6097. 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. 

Related Information 

(g) To get copies of the service information 

referenced in this AD, contact Piper Aircraft, 

Inc., 2926 Piper Drive, Vero Beach, Florida 

32960; telephone: (772) 567–4361; fax: (772) 

978–6573; Internet: http:// 

www.newpiper.com/company/ 

publications.asp. To view the AD docket, go 

to U.S. Department of Transportation, Docket 

Operations, M–30, West Building Ground 

Floor, Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590, or on 

the Internet at http://www.regulations.gov. 

Issued in Kansas City, Missouri, on March 

3, 2009. 

David R. Showers, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–4987 Filed 3–9–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0212; Directorate 

Identifier 2008–NM–122–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–600, –700, –700C, –800, 

–900 and –900ER Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for all 

Boeing Model 737–600, –700, –700C, 

–800, –900 and –900ER series airplanes. 

This proposed AD would require 

repetitive testing of the rudder pedal 

forces or repetitive detailed inspections 

of the inner spring of the rudder feel 

and centering unit, and corrective 

actions if necessary. This proposed AD 

also requires replacement of the spring 

assembly in the rudder feel and 

centering unit, which terminates the 

repetitive tests or inspections. This 

proposed AD results from reports of low 

rudder pedal forces that were caused by 

a broken inner spring in the rudder feel 

and centering unit; a broken inner 

spring in conjunction with a broken 

outer spring would significantly reduce 

rudder pedal forces. We are proposing 

this AD to prevent reduced rudder pedal 

forces, which could result in increased 

potential for pilot-induced oscillations 

and reduce the ability of the flightcrew 

to maintain the safe flight and landing 

of the airplane. 

DATES: We must receive comments on 

this proposed AD by April 24, 2009. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; 

telephone 206–544–5000, extension 1, 

fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221 or 425–227–1152. 

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 

10198 Federal Register / Vol. 74, No. 45 / Tuesday, March 10, 2009 / Proposed Rules 

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

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(telephone 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Kelly McGuckin, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6490; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2008–0212; Directorate Identifier 

2008–NM–122–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

We have received reports of low 

rudder pedal forces that were caused by 

a broken inner spring in the rudder feel 

and centering unit; a broken inner 

spring in conjunction with a broken 

outer spring would significantly reduce 

rudder pedal forces. Investigation of the 

removed parts revealed the root cause of 

the spring failure to be a material defect 

within the raw material of the wire 

stock. Boeing determined which rudder 

feel and centering units could be 

affected based on one batch of raw 

material, and then determined which 

airplanes have discrepant springs 

installed. This condition, if not 

corrected, could result in reduced 

rudder pedal forces, which could result 

in increased potential for pilot-induced 

oscillations and reduce the ability of the 

flightcrew to maintain the safe flight 

and landing of the airplane. 

Relevant Service Information 

We have reviewed Boeing Alert 

Service Bulletin 737–27A1287, dated 

April 16, 2008. The service bulletin 

describes procedures for repetitive 

testing of the rudder pedal forces or 

detailed repetitive inspections of the 

inner spring of the rudder feel and 

centering unit, and corrective actions if 

necessary. The corrective actions 

include the following: If the rudder 

pedal force measured during the test is 

less than 60 pounds, the service bulletin 

describes procedures for replacing the 

spring assembly. If the rudder pedal 

force measured is higher than 82.0 

pounds, the service bulletin describes 

procedures for an adjustment to rudder 

control cables RA and RB and 

performing the rudder pedal forces test 

again. If an inner spring is found loose 

or there is an indication of failure 

during the detailed inspection, the 

service bulletin describes procedures for 

replacing the spring assembly. 

The service bulletin also describes 

procedures for eventual replacement of 

the spring assembly in the rudder feel 

and centering unit and marking the 

letter ‘R’ after the serial number to 

indicate the replacement was done. The 

replacement would eliminate the need 

for the repetitive tests or inspections. 

FAA’s Determination and Requirements 

of this Proposed AD 

We are issuing this AD because we 

evaluated all relevant information and 

determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. This proposed AD would 

require accomplishing the actions 

specified in the service information 

described previously, except as 

discussed under ‘‘Difference Between 

the Proposed AD and Service 

Information.’’ 

Difference Between the Proposed AD 

and Service Information 

The airplanes identified in the 

effectivity section of the service bulletin 

are airplanes on which the discrepant 

springs were installed, and on which 

the inspection or testing and 

replacement would be required. 

However, the applicability in this 

proposed AD includes all Boeing Model 

737–600, –700, –700C, –800, –900, and 

–900ER series airplanes because of the 

proposed requirement prohibiting future 

installation of the discrepant springs on 

those airplanes. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 70 airplanes of U.S. 

registry. The following table provides 

the estimated costs for U.S. operators to 

comply with this proposed AD. 

TABLE—ESTIMATED COSTS

Action Work hours Average labor 

rate per hour Parts Cost per product 

Number of 

U.S.-registered 

airplanes 

Fleet cost 

Test or Inspection ............... 1 $80 $0 $80, per test or inspection 

cycle.

70 $5,600 

Replacement ....................... 3 80 3,138 $3,378 ................................. 70 236,460 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

Federal Register / Vol. 74, No. 45 / Tuesday, March 10, 2009 / Proposed Rules 10199 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

2. Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 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. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by Reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by adding 

the following new AD: 

Boeing: Docket No. FAA–2009–0212; 

Directorate Identifier 2008–NM–122–AD. 

Comments Due Date 

(a) We must receive comments by April 24, 

2009. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to all Boeing Model 

737–600, –700, –700C, –800, –900 and 

–900ER series airplanes, certificated in any 

category. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 27: Flight controls. 

Unsafe Condition 

(e) This AD results from reports of low 

rudder pedal forces that were caused by a 

broken inner spring in the rudder feel and 

centering unit; a broken inner spring in 

conjunction with a broken outer spring 

would significantly reduce rudder pedal 

forces. We are issuing this AD to prevent 

reduced rudder pedal forces, which could 

result in increased potential for pilot-induced 

oscillations and reduce the ability of the 

flightcrew to maintain the safe flight and 

landing of the airplane. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless already 

done. 

Test/Inspection 

(g) For Model 737–600, –700, –700C, –800, 

and –900 series airplanes identified in 

Boeing Alert Service Bulletin 737–27A1287, 

dated April 16, 2008: Within 30 days after 

the effective date of this AD, perform a test 

of the rudder pedal forces or a detailed 

inspection of the inner spring of the rudder 

feel and centering unit, by doing all the 

applicable actions, including all applicable 

corrective actions before further flight, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–27A1287, dated April 16, 2008. Repeat 

the test or inspection thereafter at intervals 

not to exceed 120 days. 

Terminating Action 

(h) For Model 737–600, –700, –700C, –800, 

and –900 series airplanes identified in 

Boeing Alert Service Bulletin 737–27A1287, 

dated April 16, 2008: Within 36 months after 

the effective date of this AD, replace the 

spring assembly in the rudder feel and 

centering unit in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin 737–27A1287, dated April 

16, 2008. Accomplishing the replacement 

ends the repetitive tests or inspections 

required by paragraph (g) of this AD. 

Parts Installation 

(i) For all airplanes: As of the effective date 

of this AD, no person may install, on any 

airplane, a rudder feel and centering unit 

having part number (P/N) 65C25410–7, serial 

numbers 3609 through 3820 inclusive, unless 

it has been modified according to paragraph 

(h) of this AD. 

No Reporting Required 

(j) Boeing Alert Service Bulletin 737– 

27A1287, dated April 16, 2008, specifies 

sending a data reporting sheet to Boeing; 

however, this AD does not require that 

action. 

Alternative Methods of Compliance 

(AMOCs) 

(k)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, ATTN: 

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; has the authority to approve 

AMOCs for this AD, if requested using 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 principal maintenance inspector 

(PMI) or principal avionics inspector (PAI), 

as appropriate, in the FAA Flight Standards 

District Office (FSDO), or lacking a principal 

inspector, your local FSDO. The AMOC 

approval letter must specifically reference 

this AD. 

Issued in Renton, Washington, on February 

27, 2009. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. E9–5015 Filed 3–9–09; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2009–0211; Directorate 

Identifier 2008–NM–028–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A330–200, A330–300, A340–200, and 

A340–300 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. This proposed 

AD results from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

* * * * * 

[B]ogie beam internal paint has been 

degraded, leading to a loss of cadmium 

plating and thus allowing development of 

corrosion pitting. 

If not corrected, this situation under higher 

speed could result in the aircraft departing 

the runway or in the bogie [beam] detaching 

from the aircraft or [main landing] gear 

collapses, which would constitute an unsafe 

condition. 

* * * * * 

The proposed AD would require 

actions that are intended to address the 

unsafe condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by April 9, 2009. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–40, 1200 New Jersey Avenue, SE.,