Federal Register / Vol. 90, No. 26 / Monday, February 10, 2025 / Rules and Regulations 9203 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 747–100, 747–100B, 747– 

100B SUD, 747–200B, 747–200C, 747–200F, 

747–300, 747–400, 747–400D, 747–400F, 

747SP, and 747SR series airplanes, 

certificated in any category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 32, Landing gear. 

(e) Unsafe Condition 

This AD was prompted by a report of 

improper inner diameter grinding of landing 

gear outer cylinders, resulting in possible 

heat damage to the outer cylinder of the nose 

landing gear (NLG), body landing gear (BLG), 

and wing landing gear (WLG). The FAA is 

issuing this AD to address heat damage to the 

outer cylinder of the NLG, BLG, and WLG. 

The unsafe condition, if not addressed, could 

cause failure of a principal structural element 

to sustain its limit load or collapse of the 

landing gear, which may result in loss of 

control of the airplane or a runway departure. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

Except as specified in paragraph (h) of this 

AD: At the applicable times specified in the 

‘‘Compliance’’ paragraph of Boeing Alert 

Requirements Bulletin 747–32A2535 RB, 

dated January 22, 2024, do all applicable 

actions identified in, and in accordance with, 

the Accomplishment Instructions of Boeing 

Alert Requirements Bulletin 747–32A2535 

RB, dated January 22, 2024. 

Note 1 to paragraph (g): Guidance for 

accomplishing the actions required by this 

AD can be found in Boeing Alert Service 

Bulletin 747–32A2535, dated January 22, 

2024, which is referred to in Boeing Alert 

Requirements Bulletin 747–32A2535 RB, 

dated January 22, 2024. 

(h) Exceptions to Requirements Bulletin 

Specifications 

(1) Where the ‘‘Boeing Recommended 

Compliance Time’’ column in the table under 

the ‘‘Compliance’’ paragraph of Boeing Alert 

Requirements Bulletin 747–32A2535 RB, 

dated January 22, 2024, refers to ‘‘the 

Original Issue date of Requirements Bulletin 

747–32A2535 RB,’’ this AD requires using 

the effective date of this AD. 

(2) Where Appendix B of Boeing Alert 

Requirements Bulletin 747–32A2535 RB, 

dated January 22, 2024, specifies two-digit 

serial numbers, add two leading zeros (e.g., 

serial number 47 should be 0047). 

(3) Where Appendix B of Boeing Alert 

Requirements Bulletin 747–32A2535 RB, 

dated January 22, 2024, specifies three-digit 

serial numbers, add one leading zero (e.g., 

serial number 109 should be 0109). 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, AIR–520, Continued 

Operational Safety Branch, 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 responsible Flight Standards Office, as 

appropriate. If sending information directly 

to the manager of the certification office, 

send it to the attention of the person 

identified in paragraph (j)(1) of this AD. 

Information may be emailed to: AMOC@

faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the responsible Flight Standards Office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair, 

modification, or alteration required by this 

AD if it is approved by The Boeing Company 

Organization Designation Authorization 

(ODA) that has been authorized by the 

Manager, AIR–520, Continued Operational 

Safety Branch, FAA, to make those findings. 

To be approved, the repair method, 

modification deviation, or alteration 

deviation must meet the certification basis of 

the airplane, and the approval must 

specifically refer to this AD. 

(j) Related Information 

(1) For more information about this AD, 

contact Stefanie Roesli, Aviation Safety 

Engineer, FAA, 2200 South 216th Street, Des 

Moines, WA 98198; telephone 206–231– 

3964; email stefanie.n.roesli@faa.gov. 

(2) Material identified in this AD that is not 

incorporated by reference is available at the 

address specified in paragraph (k)(3) of this 

AD. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference of 

the material listed in this paragraph under 5 

U.S.C. 552(a) and 1 CFR part 51. 

(2) You must use this material as 

applicable to do the actions required by this 

AD, unless the AD specifies otherwise. 

(i) Boeing Alert Requirements Bulletin 

747–32A2535 RB, dated January 22, 2024. 

(ii) [Reserved] 

(3) For The Boeing Company material 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: 

Contractual & Data Services (C&DS), 2600 

Westminster Boulevard, MC 110–SK57, Seal 

Beach, CA 90740–5600; telephone 562–797– 

1717; website myboeingfleet.com. 

(4) You may view this material at the FAA, 

Airworthiness Products Section, Operational 

Safety Branch, 2200 South 216th Street, Des 

Moines, WA. For information on the 

availability of this material at the FAA, call 

206–231–3195. 

(5) You may view this material at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, 

visit www.archives.gov/federal-register/cfr/ 

ibr-locations or emailfr.inspection@nara.gov. 

Issued on January 16, 2025. 

Suzanne Masterson, 

Deputy Director, Integrated Certificate 

Management Division, Aircraft Certification 

Service. 

[FR Doc. 2025–02398 Filed 2–7–25; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2023–1488; Project 

Identifier AD–2023–00182–T; Amendment 

39–22946; AD 2025–02–13] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 757–200, 

–200CB, and –200PF series airplanes. 

This AD was prompted by a report 

indicating an operator has found cracks 

on three Model 757–200PF airplanes at 

the main deck cargo door cutout 

forward and aft hinge attachment holes. 

This AD requires a maintenance record 

check for repairs at the forward and aft 

hinge areas of the main deck cargo door 

cutout; repetitive open-hole high 

frequency eddy current (HFEC) 

inspections for cracks in the unrepaired 

areas of the bear strap, skin, doubler, 

and upper sill chord at the main deck 

cargo door forward and aft hinge 

attachment holes; and applicable 

corrective actions. The FAA is issuing 

this AD to address the unsafe condition 

on these products. 

DATES: This AD is effective March 17, 

2025. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of March 17, 2025. 

ADDRESSES: 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2023–1488; or in person at 

Docket Operations between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this final rule, any comments 

received, and other information. The 

address for Docket Operations is U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE, Washington, DC 

20590. 


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9204 Federal Register / Vol. 90, No. 26 / Monday, February 10, 2025 / Rules and Regulations 

Material Incorporated by Reference: 

• For Boeing material identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Contractual & Data 

Services (C&DS), 2600 Westminster 

Blvd., MC 110–SK57, Seal Beach, CA 

90740–5600; telephone 562–797–1717; 

website myboeingfleet.com. 

• You may view this material at the 

FAA, Airworthiness Products Section, 

Operational Safety Branch, 2200 South 

216th St., Des Moines, WA. For 

information on the availability of this 

material at the FAA, call 206–231–3195. 

It is also available at regulations.gov 

under Docket No. FAA–2023–1488. 

FOR FURTHER INFORMATION CONTACT: 

Wayne Ha, Aviation Safety Engineer, 

FAA, 2200 South 216th Street, Des 

Moines, WA 98198; phone: 562–627– 

5238; email: wayne.ha@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain The Boeing Company 

Model 757–200, –200CB, and –200PF 

series airplanes. The NPRM published 

in the Federal Register on August 4, 

2023 (88 FR 51745). The NPRM was 

prompted by a report of cracks found at 

the main deck cargo door forward and 

aft hinge attachment holes. In the 

NPRM, the FAA proposed to require a 

maintenance records check for repairs at 

the forward and aft hinge areas of the 

main deck cargo door cutout; repetitive 

open-hole high frequency eddy current 

(HFEC) inspections for cracks in the 

unrepaired areas of the bear strap, skin, 

doubler, and upper sill chord at the 

main deck cargo door forward and aft 

hinge attachment holes; and corrective 

actions. The FAA is issuing this AD to 

detect and correct cracks in the main 

deck cargo door hinge area, which could 

result in reduced structural integrity of 

the airplane. 

The FAA issued a supplemental 

notice of proposed rulemaking (SNPRM) 

to amend 14 CFR part 39 by adding an 

AD that would apply to certain The 

Boeing Company Model 757–200, 

–200CB, and –200PF series airplanes. 

The SNPRM published in the Federal 

Register on April 29, 2024 (89 FR 

33294). The SNPRM was prompted by a 

determination that airplanes that have 

been modified from a passenger to a 

freighter configuration using VT Mobile 

Aerospace Engineering (VT MAE) 

Supplemental Type Certificate (STC) 

ST03562AT, ST03952AT, or 

ST04242AT were inadvertently omitted 

in the NPRM. The SNPRM proposed to 

add airplanes to the applicability. The 

FAA is issuing this AD to address the 

unsafe condition on these products. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received a comment from 

Boeing who supported the SNPRM 

without change. 

The FAA received additional 

comments from FedEx Express (FedEx) 

and VT Mobile Aerospace Engineering 

(VT MAE). The following presents the 

comments received on the SNPRM and 

the FAA’s response to each comment. 

Requests To Extend Compliance Time 

for Certain Airplanes 

FedEx stated that the FAA is placing 

an unrealistic timeline and burden, 

without any data, on operators with 

airplanes modified by VT MAE STC 

ST03562AT. Within paragraph (g)(1) of 

the proposed AD and paragraph 3, 

Compliance, of Boeing Alert 

Requirements Bulletin 757–53A0106 

RB, dated January 3, 2023, the FAA is 

granting airplanes identified in 

paragraph (c)(1)(i) of the proposed AD 

and paragraph 1, Effectivity, of Boeing 

Alert RB 757–53A0106 RB, dated 

January 3, 2023, a minimum of 2,800 

flight cycles, but the modified VT MAE 

STC ST03562AT airplanes only get 30 

days. FedEx stated that there is no way 

FedEx can comply with a 30-day 

maintenance record check on 118 

airplanes. This unsubstantiated 30-day 

compliance time will end up grounding 

a majority of the FedEx 757–200 fleet. 

If the FAA keeps this proposed 30-day 

maintenance record check compliance, 

FedEx will immediately request 

approval to extend the compliance time 

via an alternative method of compliance 

(AMOC). However, AMOC processing 

by the FAA could take 30 days to 

approve and still result in a FedEx 757– 

200 fleet grounding, even if the FAA 

agrees to the extension. 

Similarly, VT MAE stated that it is 

impossible for their operators to comply 

with the requirements within 30 days 

after the effective date of the AD. This 

is particularly true for FedEx, which 

operates 118 Boeing Model 757–200 

special freighter airplanes converted per 

VT MAE STC ST03562AT (14 pallet 

configuration). VT MAE added that for 

the airplanes converted per VT MAE 

STC ST03562AT (14 Pallet 

Configuration), VT MAE STC 

ST03952AT (14 pallet configuration), 

and VT MAE STC ST04242AT (15 pallet 

configuration), the installation of the 

main deck cargo door hinge is identical 

to the Boeing 757–200 Special Freighter 

(SF) airplanes converted per Boeing STC 

ST00916WI–D. The installation of the 

main deck cargo door hinge in Drawing 

657N3270 that is applicable to both 

Boeing Model 757–200SF series 

airplanes and modified VT MAE STC 

airplanes per VT MAE STC ST03562AT 

(14 pallet configuration), VT MAE STC 

ST03952AT (14 pallet configuration), 

and VT MAE STC ST04242AT (15 pallet 

configuration). 

The FAA agrees with the requests. 

The FAA did not intend to require a 

maintenance record check for any repair 

at the forward and aft hinge areas of the 

main deck cargo door cutout in 

paragraph (g)(2) of the proposed AD. 

The FAA has changed paragraph (g)(2) 

of this AD to require obtaining 

inspection instructions and applicable 

repair instructions using a method 

approved by the FAA. The FAA agrees 

that the Boeing Model 757 airplanes that 

have been modified by VT MAE STC 

ST03562AT (14 pallet configuration), 

ST03952AT (14 pallet configuration), 

and ST04242AT (15 pallet 

configuration) are affected by this AD, 

because these airplane configurations 

have the main deck cargo door cutouts. 

Request To Use Work Instructions for 

Group 2 in Boeing Alert Requirements 

Bulletin 757–53A0106 RB for Modified 

VT MAE STC Airplanes 

FedEx referred to paragraph (g)(2) of 

the proposed AD, which would require 

obtaining inspection instructions and 

applicable repair instructions using a 

method approved by the FAA. Boeing 

STC ST00916WI–D and VT MAE STC 

ST03562AT are identical. The VT MAE 

STC ST03562AT main deck cargo door 

hinge installation is done in accordance 

with Boeing Drawing 657N3270, which 

is applicable to Model Boeing 757– 

200SF airplanes. According to Boeing 

Letter FED–SU–1901571 and VT MAE 

Document No. 337/STR–100, both 

Boeing and VT MAE own the technical 

data for VT MAE STC ST03562AT. For 

repairs, service bulletins, ADs, etc., on 

Boeing Model 757–200 airplanes, 

Boeing and VT MAE provide direction 

and approval to FedEx. As stated in the 

initial comment period by FedEx and 

VTMAE, FedEx will be utilizing the 

Group 2 instructions in Boeing Alert 

Requirements Bulletin 757–53A0106 

RB, dated January 3, 2023, to address 

the unsafe condition identified in the 

SNPRM. If this is not acceptable to the 

FAA, FedEx requested that the FAA 

provide a method of compliance (MOC) 

for VT MAE STC ST03562AT airplanes 

to comply with the SNPRM. According 

to FedEx and VT MAE (design approval 

holder), utilizing the Group 2 

instructions in Boeing Alert 

Requirements Bulletin 757–53A0106 


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Federal Register / Vol. 90, No. 26 / Monday, February 10, 2025 / Rules and Regulations 9205 

1 Initial compliance time of 27,500 flight cycles 

from the freighter conversion date or 2,800 flight 

cycles after the effective date of the AD, with repetitive inspections at intervals not to exceed 

7,000 flight cycles. 

RB, dated January 3, 2023, will address 

the unsafe condition identified in the 

SNPRM. 

Therefore, FedEx requested a change 

to the requirements for airplanes 

converted to a freighter configuration 

using VT MAE STC ST03562AT, 

ST03952AT, or ST04242AT. 

Specifically, FedEx requested that those 

airplanes be required to use instructions 

for Group 2 in Boeing Alert 

Requirements Bulletin 757–53A0106 

RB, dated January 3, 2023. 

Similarly, VT MAE proposed to 

utilize the inspections, methods, and 

intervals 1 in Group 2 of Boeing Alert 

Requirements Bulletin 757–53A0106 

RB, dated January 3, 2023, for the 

modified airplanes per VT MAE STC 

ST03562AT (14 pallet configuration), 

VT MAE STC ST03952AT (14 pallet 

configuration), and VT MAE STC 

ST04242AT (15 pallet configuration). 

The FAA does not agree with the 

requests. At this time, whether the VT 

MAE and Boeing STCs are identical in 

the areas affected by this proposed AD 

or using the compliance methods and 

times for Group 2 airplanes adequately 

address the identified unsafe condition 

has not been determined. FedEx and VT 

MAE are to request that the FAA 

provide a method of compliance (MOC) 

for airplanes with VT MAE STC 

ST03562AT (14 pallet configuration), 

VT MAE STC ST03952AT (14 pallet 

configuration), and VT MAE STC 

ST04242AT (15 pallet configuration) to 

comply with the SNPRM. The FAA has 

not changed this AD in response to this 

request. 

The FAA does not agree to change 

paragraph (g)(2) as FedEx specifically 

requested but has changed paragraph 

(g)(2) of this AD from a requirement to 

perform a maintenance record check for 

repairs to a requirement to obtain 

inspection instructions and applicable 

repair instructions. 

Request To Base Compliance Time on 

AD Type 

FedEx stated that a 30-day 

compliance time is designated for 

emergency ADs. The commenter stated 

that as paragraph (g)(2) of the proposed 

AD is written, the FAA is forcing an 

emergency AD on VT MAE STC 

ST03562AT airplanes in paragraph 

(c)(1)(ii) of the proposed AD with no 

substantiating data, while airplanes 

identified in paragraph (c)(1)(i) of the 

proposed AD, Group 2 (Boeing STC 

ST00916WI–D airplanes) are allowed to 

maintain the original compliance time 

(27,500 flight cycles after conversion or 

2,800 flight cycles after the AD’s 

effective date, whichever occurs later). 

FedEx pointed out that the FAA is 

applying inconsistent compliance times 

for airplanes modified per Boeing STC 

ST00916WI–D and airplanes modified 

by VT MAE STC ST03562AT 

airplanes—and, as stated in a previous 

comment, these are identical STCs. 

The FAA does not agree with this 

request. There is no merit to FedEx’s 

statement that a 30-day compliance time 

is designated for emergency ADs. The 

compliance time does not determine the 

type of AD, and the AD type is not 

limited to a compliance time range. This 

is not an emergency AD. The 30-day 

compliance time is to allow for FedEx 

and VT MAE to request the FAA to 

provide a method of compliance (MOC) 

for airplanes modified with VT MAE 

STCs to comply with the AD. Boeing 

and VT MAE own the technical data, 

which can be provided for justification 

prior to the compliance time ending. 

The FAA has not changed this AD in 

response to this request. 

Conclusion 

The FAA reviewed the relevant data, 

considered any comments received, and 

determined that air safety requires 

adopting this AD as proposed. 

Accordingly, the FAA is issuing this AD 

to address the unsafe condition on these 

products. Except for minor editorial 

changes, and any other changes 

described previously, this AD is 

adopted as proposed in the SNPRM. 

None of the changes will increase the 

economic burden on any operator. 

Material Incorporated by Reference 

Under 1 CFR Part 51 

The FAA reviewed Boeing Alert 

Requirements Bulletin 757–53A0106 

RB, dated January 3, 2023. This material 

specifies procedures for a maintenance 

record check for repairs at the forward 

and aft hinge areas of the main deck 

cargo door cutout; repetitive open-hole 

HFEC inspections for cracks in the 

unrepaired areas of the bear strap, skin, 

doubler, and upper sill chord at the 

main deck cargo door forward and aft 

hinge attachment holes; and corrective 

actions including obtaining and 

following procedures for alternative 

inspections and crack repairs. 

This material is reasonably available 

because the interested parties have 

access to it through their normal course 

of business or by the means identified 

in the ADDRESSES section. 

Costs of Compliance 

The FAA estimates that this AD 

affects 564 airplanes of U.S. registry. 

The FAA estimates the following costs 

to comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. operators 

Maintenance record check ......... 1 work-hour * × $85 per hour = $85 ........ $0 $85 ................................ $47,940. 

HFEC inspections ....................... 26 work-hours × $85 per hour = $2,210, 

per inspection cycle.

0 $2,210 per inspection 

cycle.

$1,246,440 per inspection cycle. 

* The time to do the maintenance record check will vary by operator but would likely take no more than 1 work-hour per airplane.

The FAA has received no definitive 

data on which to base the cost estimates 

for the on-condition actions specified in 

this AD. 

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. 

The FAA is 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 


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9206 Federal Register / Vol. 90, No. 26 / Monday, February 10, 2025 / Rules and Regulations 

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) Will not affect intrastate aviation 

in Alaska, 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. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

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: 

2025–02–13 The Boeing Company: 

Amendment 39–22946; Docket No. 

FAA–2023–1488; Project Identifier AD– 

2023–00182–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective March 17, 2025. 

(b) Affected ADs 

None. 

(c) Applicability 

(1) This AD applies to The Boeing 

Company Model 757–200, –200CB, and 

–200PF series airplanes specified in 

paragraph (c)(1)(i) or (ii) of this AD, 

certificated in any category. 

(i) Airplanes identified in Boeing Alert 

Requirements Bulletin 757–53A0106 RB, 

dated January 3, 2023. 

(ii) Airplanes converted to a freighter 

configuration using VT MAE Supplemental 

Type Certificate (STC) ST03562AT, 

ST03952AT, or ST04242AT. 

(2) Installation of STC ST01518SE does not 

affect the ability to accomplish the actions 

required by this AD. Therefore, for airplanes 

on which STC ST01518SE is installed, a 

‘‘change in product’’ alternative method of 

compliance (AMOC) approval request is not 

necessary to comply with the requirements of 

14 CFR 39.17. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by a report 

indicating an operator has found cracks on 

three Model 757–200PF airplanes at the main 

deck cargo door cutout forward and aft hinge 

attachment holes. The FAA is issuing this AD 

to detect and correct cracks in the main deck 

cargo door hinge area. Undetected cracks in 

the main deck cargo door hinge area could 

result in reduced structural integrity of the 

airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

(1) For the airplanes identified in 

paragraph (c)(1)(i) of this AD: Except as 

specified by paragraph (h) of this AD, at the 

applicable times specified in the 

‘‘Compliance’’ paragraph of Boeing Alert 

Requirements Bulletin 757–53A0106 RB, 

dated January 3, 2023, do all applicable 

actions identified in, and in accordance with, 

the Accomplishment Instructions of Boeing 

Alert Requirements Bulletin 757–53A0106 

RB, dated January 3, 2023. 

Note 1 to paragraph (g)(1): Guidance for 

accomplishing the actions required by this 

AD can be found in Boeing Alert Service 

Bulletin 757–53A0106, dated January 3, 

2023, which is referred to in Boeing Alert 

Requirements Bulletin 757–53A0106 RB, 

dated January 3, 2023. 

(2) For the airplanes identified in 

paragraph (c)(1)(ii) of this AD: Within 30 

days after the effective date of this AD, obtain 

inspection instructions and applicable repair 

instructions using a method approved by the 

Manager, AIR–520, Continued Operational 

Safety Branch, FAA. Comply with all 

applicable instructions at the time specified 

in the instructions. 

(h) Exceptions to Service Information 

Specifications 

(1) Where the Compliance Time columns 

of the tables in the ‘‘Compliance’’ paragraph 

of Boeing Alert Requirements Bulletin 757– 

53A0106 RB, dated January 3, 2023, use the 

phrase the original issue date of 

Requirements Bulletin 757–53A0106 RB, this 

AD requires using the effective date of this 

AD. 

(2) Where Boeing Alert Requirements 

Bulletin 757–53A0106 RB, dated January 3, 

2023, specifies contacting Boeing for repair 

instructions or for alternative inspections, 

this AD requires doing the repair, or doing 

the alternative inspections and applicable oncondition actions using a method approved 

in accordance with the procedures specified 

in paragraph (i) of this AD. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, AIR–520, Continued 

Operational Safety Branch, 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 responsible Flight Standards Office, as 

appropriate. If sending information directly 

to the manager of the certification office, 

send it to the attention of the person 

identified in paragraph (j)(1) of this AD. 

Information may be emailed to: AMOC@

faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the responsible Flight Standards Office. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair, 

modification, or alteration required by this 

AD if it is approved by The Boeing Company 

Organization Designation Authorization 

(ODA) that has been authorized by the 

Manager, AIR–520, Continued Operational 

Safety Branch, to make those findings. To be 

approved, the repair method, modification 

deviation, or alteration deviation must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(j) Related Information 

(1) For more information about this AD, 

contact Wayne Ha, Aviation Safety Engineer, 

FAA, 2200 South 216th Street, Des Moines, 

WA 98198; phone: 562–627–5238; email: 

wayne.ha@faa.gov. 

(2) Material identified in this AD that is not 

incorporated by reference is available at the 

address specified in paragraph (k)(3) of this 

AD. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the material listed in this paragraph 

under 5 U.S.C. 552(a) and 1 CFR part 51. 

(2) You must use this material as 

applicable to do the actions required by this 

AD, unless the AD specifies otherwise. 

(i) Boeing Alert Requirements Bulletin 

757–53A0106 RB, dated January 3, 2023. 

(ii) [Reserved] 

(3) For Boeing material identified in this 

AD, contact Boeing Commercial Airplanes, 

Attention: Contractual & Data Services 

(C&DS), 2600 Westminster Blvd., MC 110– 

SK57, Seal Beach, CA 90740–5600; telephone 

562–797–1717; website myboeingfleet.com. 

(4) You may view this material at the FAA, 

Airworthiness Products Section, Operational 

Safety Branch, 2200 South 216th St., Des 

Moines, WA. For information on the 

availability of this material at the FAA, call 

206–231–3195. 

(5) You may view this material at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, 

visit www.archives.gov/federal-register/cfr/ 

ibr-locations, or email fr.inspection@

nara.gov. 


ddrumheller on DSK120RN23PROD with RULES1
Federal Register / Vol. 90, No. 26 / Monday, February 10, 2025 / Rules and Regulations 9207 

Issued on January 21, 2025. 

Suzanne Masterson, 

Deputy Director, Integrated Certificate 

Management Division, Aircraft Certification 

Service. 

[FR Doc. 2025–02395 Filed 2–7–25; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2024–2023; Project 

Identifier MCAI–2023–01246–T; Amendment 

39–22934; AD 2025–02–01] 

RIN 2120–AA64 

Airworthiness Directives; Bombardier, 

Inc., Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Bombardier, Inc., Model BD–100–1A10 

airplanes. This AD was prompted by 

uncommanded horizontal stabilizer 

motion during several in-service events 

caused by a problem with the trim 

switch wiring. This AD requires 

installing the pitch/roll trim switch 

relays. The FAA is issuing this AD to 

address the unsafe condition on these 

products. 

DATES: This AD is effective March 17, 

2025. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of March 17, 2025. 

ADDRESSES: 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2024–2023; or in person at 

Docket Operations between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this final rule, the mandatory 

continuing airworthiness information 

(MCAI), any comments received, and 

other information. The address for 

Docket Operations is U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590. 

Material Incorporated by Reference: 

• For Bombardier material identified 

in this AD, contact Bombardier Business 

Aircraft Customer Response Center, 400 

Coˆte-Vertu Road West, Dorval, Que ́bec 

H4S 1Y9, Canada; phone 514–855–2999; 

email ac.yul@aero.bombardier.com; 

website bombardier.com. 

• You may view this material at the 

FAA, Airworthiness Products Section, 

Operational Safety Branch, 2200 South 

216th St., Des Moines, WA. For 

information on the availability of this 

material at the FAA, call 206–231–3195. 

It is also available at regulations.gov 

under Docket No. FAA–2024–2023. 

FOR FURTHER INFORMATION CONTACT: 

Steven Dzierzynski, Aviation Safety 

Engineer, FAA, 1600 Stewart Avenue, 

Suite 410, Westbury, NY 11590; 

telephone 516–228–7300; email 9-avsnyaco-cos@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain Bombardier, Inc., Model 

BD–100–1A10 airplanes. The NPRM 

published in the Federal Register on 

August 21, 2024 (89 FR 67577). The 

NPRM was prompted by AD CF–2023– 

77, dated December 7, 2023, issued by 

Transport Canada, which is the aviation 

authority for Canada (Transport Canada 

AD CF–2023–77) (referred to after this 

as the MCAI). The MCAI states that 

during several in-service events, 

following a STAB TRIM FAULT 

advisory message and an autopilot 

disconnect, both pilot and co-pilot 

commands to trim the horizontal 

stabilizer nose-up resulted in a nosedown movement of the horizontal 

stabilizer. In some events, the horizontal 

stabilizer reached the full travel nosedown position before the crew 

recognized the nature of the problem, 

and quickly recovered control of the 

airplane for safe landing. An issue with 

the trim switch wiring installation was 

identified as the main cause of the inservice unintended horizontal stabilizer 

motion events. The current wiring of the 

system is such that, if trim is enabled 

via the copilot-side trim switch, and the 

pilot-side trim switch malfunctions, it is 

possible for trim to move uncommanded 

or opposite to the intended direction. 

In the NPRM, the FAA proposed to 

require installing the pitch/roll trim 

switch relays. The FAA is issuing this 

AD to address the problem with the trim 

switch wiring, which is the main cause 

of the uncommanded horizontal 

stabilizer motion. The unsafe condition, 

if not addressed, could result in 

increased crew workload and reduced 

safety margins, and if the flightcrew is 

unable to regain control of the 

horizontal stabilizer, would result in 

loss of control of the airplane and high 

control forces. 

You may examine the MCAI in the 

AD docket at regulations.gov under 

Docket No. FAA–2024–2023. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received a comment from an 

individual. The following presents the 

comment received on the NPRM and the 

FAA’s response to that comment. 

Request To Develop a Preventive 

Maintenance Program To Assess 

Affected Airplanes 

The commenter suggested that 

Bombardier should develop a 

preventive maintenance program to 

assess if the proposed AD would apply 

to the same airplanes of different serial 

numbers. The commenter referenced 

another AD (PA–28 wing spar), pointing 

out that operators were only required to 

repair the affected part if damage or 

failure was detected. The commenter 

noted that a preventive replacement of 

the affected part was not required, and 

that is something that Bombardier 

should consider researching. The 

commenter further asserted that this 

would only be considered if engineers 

and researchers can show with evidence 

that periodic inspections outweigh the 

cost of a preventive repair. 

The FAA does not agree. The NPRM 

specifically stated that ‘‘The FAA is 

issuing this NPRM after determining 

that the unsafe condition described 

previously is likely to exist or develop 

on other products of the same type 

design.’’ Bombardier has confirmed that 

airplanes having serial number 20937 

and subsequent, also subject to the 

unsafe condition addressed in this AD, 

were modified in production. Further, 

this AD bypasses any type of preventive 

maintenance inspection prior to 

modifying the trim switches because 

Bombardier has determined that the 

trim switches have a problem with the 

wiring installation, which is why all 

affected trim switches must be rewired 

(not simply inspected and repaired only 

if damage or failure is found). No 

change has been made to this AD in this 

regard. 

Conclusion 

This product has been approved by 

the aviation authority of another 

country and is approved for operation in 

the United States. Pursuant to the FAA’s 

bilateral agreement with this State of 

Design Authority, it has notified the 

FAA of the unsafe condition described 

in the MCAI referenced above. The FAA 

reviewed the relevant data, considered 

the comment received, and determined 

that air safety requires adopting this AD 


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