5366 Federal Register / Vol. 70, No. 21 / Wednesday, February 2, 2005 / Rules and Regulations 

Changes to 14 CFR Part 39—Effect on 

the AD 

How does the revision to 14 CFR part 

39 affect this AD? On July 10, 2002, the 

FAA published a new version of 14 CFR 

part 39 (67 FR 47997, July 22, 2002), 

which governs the FAA’s AD system. 

This regulation now includes material 

that relates to altered products, special 

flight permits, and alternative methods 

of compliance. This material previously 

was included in each individual AD. 

Since this material is included in 14 

CFR part 39, we will not include it in 

future AD actions. 

Costs of Compliance 

How many airplanes does this AD 

impact? We estimate that this AD affects 

6 airplanes in the U.S. registry.

What is the cost impact of this AD on 

owners/operators of the affected 

airplanes? We estimate the following 

costs to do the replacement of any type 

TLP–D or TLED rivets on the aileron 

pushrod ends and elevator control 

pushrod ends:

Labor cost Parts cost Total cost per 

airplane 

Total cost on U.S.

operators 

6 workhours × $65 per hour = $390 ....................... $37 for 100 Cherry Max 3213–4–2 or 3243–4–2 

(oversize nominal 1⁄8 inch) rivets.

$427 $427 × 6 = $2,562 

The Cherry Max 3213–4–2 or 3243–4–

2 rivets are available in a specially 

sealed 100-count package. The costs 

above cover this 100-count package 

although you may need less than 100 

rivets. 

Regulatory Findings 

Will this AD impact various entities?

We have determined that this AD will 

not have federalism implications under 

Executive Order 13132. This AD will 

not have a substantial direct effect on 

the States, on the relationship between 

the national government and the States, 

or on the distribution of power and 

responsibilities among the various 

levels of government. 

Will this AD involve a significant rule 

or regulatory action? 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 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. 

We prepared a summary of the costs 

to comply with this AD and placed it in 

the AD Docket. You may get a copy of 

this summary by sending a request to us 

at the address listed under ADDRESSES.

Include ‘‘Docket No. FAA–2004–19444; 

Directorate Identifier 2004–CE–33–AD’’

in your request. 

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 AD.

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 Federal Aviation Administration 

amends part 39 of the Federal Aviation 

Regulations (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. FAA amends § 39.13 by adding a 

new AD to read as follows:

2005–03–04 Pacific Aerospace Corporation, 

Ltd.: Amendment 39–13960; Docket No. 

FAA–2004–19444; Directorate Identifier 

2004–CE–33–AD. 

When Does This AD Become Effective? 

(a) This AD becomes effective on March 21, 

2005. 

What Other ADs Are Affected by This 

Action? 

(b) None. 

What Airplanes Are Affected by This AD? 

(c) This AD affects Model 750XL airplanes, 

all serial numbers that are certificated in any 

category. 

What Is the Unsafe Condition Presented in 

This AD? 

(d) This AD is the result of mandatory 

continuing airworthiness information (MCAI) 

issued by the airworthiness authority for 

New Zealand. The actions specified in this 

AD are intended to replace the above 

identified rivets on the aileron pushrod ends 

and elevator control pushrod ends, which, if 

not replaced, could result in loose 

mechanical elements in the control systems. 

This could lead to control anomalies and loss 

of airplane control. 

What Must I Do To Address This Problem? 

(e) To address this problem, you must do 

the following:

Actions Compliance Procedures 

Replace any type TLP–D or TLED rivets on the 

aileron pushrod ends and elevator control 

pushrod ends with a new Cherry Max 3213–

4–2 or 3243–4–2 (oversize nominal 1⁄8 inch) 

rivet.

With 50 hours time-in-service (TIS) after 

March 21, 2005 (the effective date of this 

AD), unless already done.

Follow the ACCOMPLISHMENT INSTRUCTIONS in Pacific Aerospace Corporation 

Mandatory Service Bulletin No. PACSB/XL/

007, dated June 22, 2004. 

(2) Do not install: 

(i) Any type TLP–D or TLED rivets on the 

aileron pushrod ends and elevator control pushrod ends; or.

As of March 21, 2005 (the effective date of 

this AD).

Not Applicable. 

(ii) Any aileron pushrods or elevator control 

pushrods with type TLP–D or TLED rivets on the ends..

Federal Register / Vol. 70, No. 21 / Wednesday, February 2, 2005 / Rules and Regulations 5367

May I Request an Alternative Method of 

Compliance? 

(f) You may request a different method of 

compliance or a different compliance time 

for this AD by following the procedures in 14 

CFR 39.19. Unless FAA authorizes otherwise, 

send your request to your principal 

inspector. The principal inspector may add 

comments and will send your request to the 

Manager, Standards Office, Small Airplane 

Directorate, FAA. For information on any 

already approved alternative methods of 

compliance, contact Karl Schletzbaum, 

Aerospace Engineer, Small Airplane 

Directorate, 901 Locust, Room 302, Kansas 

City, MO 64106; telephone: 816–329–4146; 

facsimile: 816–329–4090. 

Is There Other Information That Relates to 

This Subject? 

(g) New Zealand Airworthiness Directive 

Number DCA/40XL/1, dated June 24, 2004, 

also addresses the subject of this AD. 

Does This AD Incorporate Any Material by 

Reference? 

(h) You must do the actions required by 

this AD following the instructions in Pacific 

Aerospace Corporation Mandatory Service 

Bulletin No. PACSB/XL/007, dated June 22, 

2004. The Director of the Federal Register 

approved the incorporation by reference of 

this service bulletin in accordance with 5 

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

copy of this service information, contact 

Pacific Aerospace Corporation, Ltd., 

Hamilton Airport, Private Bag HN 3027, 

Hamilton, New Zealand; telephone: 64 7 843 

6144; facsimile: 64 7 843 6134. To review 

copies of this service information, go to the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, go 

to: http://www.archives.gov/federal_register/

code_of_federal_regulations/

ibr_locations.html or call (202) 741–6030. To 

view the AD docket, go to the Docket 

Management Facility; U.S. Department of 

Transportation, 400 Seventh Street, SW., 

Nassif Building, Room PL–401, Washington, 

DC 20590–001 or on the Internet at http://

dms.dot.gov. The docket number is FAA–

2004–19444.

Issued in Kansas City, Missouri, on January 

24, 2005. 

David R. Showers, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 05–1723 Filed 2–1–05; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. 2003–NM–221–AD; Amendment 

39–13958; AD 2005–03–02] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–300, –400, and –500 Series 

Airplanes; and Model 757–200 and 

–200CB Series Airplanes

AGENCY: Federal Aviation 

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a 

new airworthiness directive (AD), 

applicable to certain Boeing Model 737–

300, –400, and –500 series airplanes; 

and Model 757–200 and –200CB series 

airplanes, that requires inspection of the 

applicable body station frames for open 

body station frames and related 

investigative/corrective actions; and 

installation of lanyard hook brackets 

and lanyard assemblies under the air 

conditioning overhead ducts, as 

applicable. This action is necessary to 

prevent loosened or disconnected 

overhead ducts from causing ceiling 

panels to drop below the minimum 

height of the evacuation zone for the 

passenger cabin, which could result in 

inadequate height for safe exit in the 

event of an emergency evacuation. This 

action is intended to address the 

identified unsafe condition.

DATES: Effective March 9, 2005. 

The incorporation by reference of 

certain publications listed in the 

regulations is approved by the Director 

of the Federal Register as of March 9, 

2005.

ADDRESSES: The service information 

referenced in this AD may be obtained 

from Boeing Commercial Airplanes, 

P.O. Box 3707, Seattle, Washington 

98124–2207. This information may be 

examined at the FAA, Transport 

Airplane Directorate, 1601 Lind 

Avenue, SW., Renton, Washington. This 

information may be examined at the 

Federal Aviation Administration (FAA), 

Transport Airplane Directorate, Rules 

Docket, 1601 Lind Avenue, SW., 

Renton, Washington; or at the National 

Archives and Records Administration 

(NARA). For information on the 

availability of this material at NARA, 

call (202) 741–6030, or go to: http://

www.archives.gov/federal_register/

code_of_federal_regulations/

ibr_locations.html.

FOR FURTHER INFORMATION CONTACT:

Keith Ladderud, Aerospace Engineer, 

Cabin Safety and Environmental 

Systems Branch, ANM–150S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6435; fax (425) 917–6590.

SUPPLEMENTARY INFORMATION: A 

proposal to amend part 39 of the Federal 

Aviation Regulations (14 CFR part 39) to 

include an airworthiness directive (AD) 

that is applicable to certain Boeing 

Model 737–300, –400, and –500 series 

airplanes; and Model 757–200 and 

–200CB series airplanes was published 

in the Federal Register on May 11, 2004 

(69 FR 26054). That action proposed to 

require inspection of the applicable 

body station frames for open body 

station frames and related investigative/

corrective actions; and installation of 

lanyard hook brackets and lanyard 

assemblies under the air conditioning 

overhead ducts, as applicable. 

Comments 

Interested persons have been afforded 

an opportunity to participate in the 

making of this amendment. Due 

consideration has been given to the 

comments received. 

Request for an Optional Terminating 

Action 

Two commenters request that we add 

Boeing Service Letter 757–SL–21–057–

A, including Attachments I and II, dated 

March 24, 2004, as an alternative 

method of compliance (AMOC) for the 

installation of lanyards on Boeing 

Model 757 series airplanes. As 

justification, one commenter states that 

the duct manufacturer has created 

replacement overhead ducts with nearly 

50 percent greater ultimate strength than 

the ducts delivered on the affected 

airplanes. The commenter also asserts 

that, because of the reduced duct 

dimensions and air loads, there has not 

been any tension failure of ducts 

forward of station 550 or aft of station 

1389 on Model 757–200 series 

airplanes. 

The other commenter states that the 

new, improved overhead ducts

5368 Federal Register / Vol. 70, No. 21 / Wednesday, February 2, 2005 / Rules and Regulations 

eliminate the need to install lanyards, 

since they are more robust and resistant 

to de-coupling, delamination, moisture 

ingress, and breakaway at attach points. 

The commenter also points out that the 

FAA has approved these ducts through 

the parts manufacturer approval 

process. 

We agree with the commenters. Since 

issuance of the proposed AD, we have 

reviewed Boeing Service Letter 757–SL–

21–057–A, including Attachments I and 

II, dated March 24, 2004. For certain 

Model 757 series airplanes, the Boeing 

service letter describes procedures for 

replacing the original design foam ducts 

with new, improved foam ducts. We 

find that this optional replacement 

adequately addresses the unsafe 

condition in this AD on certain Model 

757–200 and –200CB series airplanes. 

The optional replacement would 

eliminate the need for the general visual 

inspection and corrective actions, if 

applicable, required by paragraph (c) of 

this AD. Therefore, we have inserted a 

new paragraph (d) into this final rule 

and relettered the subsequent 

paragraphs accordingly. 

Request To Extend Compliance Time 

One commenter requests that we 

extend the compliance time for 

installing lanyards from 60 months to at 

least 63 months, so affected operators 

can perform the installation during a 

scheduled heavy maintenance interval. 

The commenter states the 60-month 

interval does not correspond with any 

maintenance interval for Boeing Model 

757 series airplanes or with the 

Maintenance Review Board (MRB) 

heavy maintenance visit (4C), which is 

scheduled at a 72-month interval. The 

commenter also asserts that airplane 

downtime would be significant if the 

proposed installation is scheduled 

outside of a heavy maintenance visit. As 

justification for the request, the 

commenter says that failure of the ducts 

is evident by the appearance of the 

ceiling panels, which could be 

discovered and corrected during the 

MRB zonal inspection of the main cabin 

that occurs every 18 months (at 1C). In 

its experience, the commenter believes 

this interval is sufficient. The 

commenter also states ‘‘* * * a 63-

month compliance time would leave 

one interval at no more than (allowing 

for prior yield loss) 12 months which 

would be less than the 1C interval.’’

We agree with the commenter’s 

request to extend the compliance time. 

We intended to require the inspection 

and installation of lanyards at intervals 

that would coincide with regularly 

scheduled maintenance visits for the 

majority of the affected fleet, when the 

airplanes would be located at a base 

where special equipment and trained 

personnel would be readily available, if 

necessary. Based on the information 

supplied by the commenters, we now 

recognize that 72 months corresponds 

more closely to the interval 

representative of most of the affected 

operators’ normal maintenance 

schedules. We have revised paragraphs 

(b)(1), (b)(2), and (c) of the final rule to 

require a compliance time of 72 months. 

We do not consider that this extension 

will adversely affect safety. 

Request To Withdraw Proposed AD 

One commenter objects to requiring 

an AD to address the unsafe condition 

in Boeing Special Attention Service 

Bulletin 737–21–1131, Revision 2, dated 

April 18, 2002, because of the large 

expense of complying with the 

proposed AD. For its 67 affected 

airplanes, the commenter states that it 

would cost $1,500,000, and that the 

manufacturer would not offer any 

reimbursement for this expense. The 

commenter also states that the price of 

the modification kit increased 40 

percent after issuance of the proposed 

AD. We infer that the commenter is 

asking us to withdraw the proposed AD.

We do not agree with the inferred 

request, since the installation of 

lanyards is necessary to prevent 

loosened or disconnected overhead 

ducts from causing ceiling panels to 

drop below the minimum height of the 

evacuation zone for the passenger cabin. 

This condition could result in 

inadequate height for safe exit in the 

event of an emergency evacuation. 

While we acknowledge the concern of 

the commenter, we cannot control the 

cost of the manufacturer’s modification 

kit or get involved in any discussion 

related to reimbursement from the 

manufacturer. The cost impact of this 

AD is based on the best data available 

provided to us by the manufacturer. No 

change to this AD is necessary in this 

regard. 

Request To Allow Repetitive 

Inspections and Optional Terminating 

Action 

Two commenters request that, as an 

alternate method of compliance, we 

allow repetitive inspections of the 

overhead ducts and replacement of 

deteriorating ducts before they fail. One 

commenter requests specifically that the 

repetitive inspections are done at every 

C-check, and that the replacement is 

done in accordance with Boeing Service 

Letter 757–SL–21–057–A, including 

Attachments I and II, dated March 24, 

2004. The commenter states that this 

service letter provides procedures for 

installing improved overhead ducts, 

which substantially increases the 

structural support for the ducts and 

ceiling panels. The commenter provides 

no justification for the repetitive 

inspections. 

The other commenter believes that 

regular inspections of the overhead 

ducts for air leakage and the addition of 

repetitive inspections of the duct 

holding clamps/brackets and ceiling 

supports to the regular inspection of the 

overhead duct assembly by borescope 

method would sufficiently address the 

unsafe condition in the proposed AD. 

The commenter asserts that these 

inspections would allow early and 

proper action to prevent the unsafe 

condition. The commenter states that its 

proposed AMOC is adequate, since it 

has never discovered the unsafe 

condition addressed by the proposed 

AD on any of its own or its customer’s 

affected airplanes. 

We do not agree with the commenters’

request to allow repetitive inspections 

of the overhead ducts. However, as 

stated in our response to a previous 

comment, we agree that replacement of 

the overhead ducts in accordance with 

Boeing Service Letter 757–SL–21–057–

A adequately addresses the unsafe 

condition in this AD for certain Model 

757–200 and –200CB series airplanes 

and eliminates the need for the actions 

required by paragraph (c) of this AD. 

We have investigated the potential for 

repetitive inspections of the overhead 

ducts, either by borescope or other 

methods, as an alternative to installing 

lanyards and have determined that an 

inspection program is impracticable due 

to the nature of the duct design and 

failure mode. It has been shown that, 

over time, the overhead ducts will 

deteriorate. In addition, operators have 

reported overhead ducts with air 

leakage, moisture ingress, delamination, 

broken isolator mounts, and support 

mounts that have pulled through the 

duct. Furthermore, the manufacturer has 

told us that it cannot identify the 

specific damage to the air ducts, which 

would indicate where failure (the 

ceiling panels dropping into the 

passenger evacuation zone) is imminent. 

While there have been very few 

reported instances where the overhead 

duct failed and consequently allowed 

the panels to fall into the passenger 

cabin, such a failure has been 

encountered. This failure has been 

linked to a deficiency in the design of 

the affected airplanes and could cause 

the inboard edge of the ceiling panel to 

be in the passenger evacuation zone. 

This situation will impede egress in the 

event of an emergency evacuation.

Federal Register / Vol. 70, No. 21 / Wednesday, February 2, 2005 / Rules and Regulations 5369

Request To Revise Cost Impact 

One commenter questions our 

estimate of 27 work hours for installing 

lanyards in the proposed AD, where the 

service bulletin estimates 39 work 

hours, which includes time to gain 

access to the area. The commenter states 

that installing the attach brackets for the 

lanyards involves significant problems 

in gaining access and working in a 

confined space. The commenter also 

states that a review of the work required 

for its fleet of Model 757 series airplanes 

indicated that the estimate in the service 

bulletin is already very conservative. 

We infer that the commenter requests 

that we revise the Cost Impact for this 

AD. 

We do not agree with the inferred 

request because the purpose of the Cost 

Impact section is only to estimate the 

costs of compliance with the AD. As 

stated in this and the proposed AD, the 

cost impact figures discussed in AD 

rulemaking actions represent only the 

time necessary to perform the specific 

actions actually required by the AD. 

These figures typically do not include 

incidental costs, such as the time 

required to gain access and close up, 

planning time, or time necessitated by 

other administrative actions. Therefore, 

no change to this AD is necessary in this 

regard. 

Conclusion 

After careful review of the available 

data, including the comments noted 

above, the FAA has determined that air 

safety and the public interest require the 

adoption of the rule with the changes 

previously described. The FAA has 

determined that these changes will 

neither increase the economic burden 

on any operator nor increase the scope 

of the AD. 

Cost Impact 

There are approximately 2,187 

airplanes of the affected design in the 

worldwide fleet. The FAA estimates that 

984 airplanes of U.S. registry will be 

affected by this AD. The following table 

shows the estimated cost impact for 

airplanes affected by this AD. The 

average labor rate is $65 per work hour. 

The estimated maximum total cost for 

all airplanes affected by this AD is 

$10,607,648.

TABLE.—COST IMPACT

Model 

U.S.

registered

airplanes 

Work hours per airplane Labor cost 

per airplane Parts cost per airplane Total cost 

737–300, –400, and –500 

series airplanes.

665 28 (Identify the body 

frames, install support 

brackets; rework and install insulation; install 

lanyard and hook brackets).

$1,820 $6,925 to $9,650 (Depending on overhead duct installation configuration).$5,815,425 to $7,627,550 

(Depending on overhead 

duct installation configuration), or $8,745 to 

$11,470 per airplane. 

757–200 and –200CB series airplanes.319 27 (Examine station frame, 

install bracket, lanyard, 

and insulation).

1,755 7,587 ................................. $2,980,098, or $9,342 per 

airplane. 

The cost impact figures discussed 

above are based on assumptions that no 

operator has yet accomplished any of 

the requirements of this AD action, and 

that no operator would accomplish 

those actions in the future if this AD 

were not adopted. The cost impact 

figures discussed in AD rulemaking 

actions represent only the time 

necessary to perform the specific actions 

actually required by the AD. These 

figures typically do not include 

incidental costs, such as the time 

required to gain access and close up, 

planning time, or time necessitated by 

other administrative actions. 

Authority for This Rulemaking 

The FAA’s authority to issue rules 

regarding aviation safety is found in 

Title 49 of the United States Code. 

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.

This rulemaking is promulgated 

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 

AD. 

Regulatory Impact 

The regulations adopted herein 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. Therefore, it is 

determined that this final rule does not 

have federalism implications under 

Executive Order 13132. 

For the reasons discussed above, I 

certify that this action (1) is not a 

‘‘significant regulatory action’’ under 

Executive Order 12866; (2) is not a 

‘‘significant rule’’ under DOT 

Regulatory Policies and Procedures (44 

FR 11034, February 26, 1979); and (3) 

will not have a significant economic 

impact, positive or negative, on a 

substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. A final evaluation has 

been prepared for this action and it is 

contained in the Rules Docket. A copy 

of it may be obtained from the Rules 

Docket at the location provided under 

the caption ADDRESSES.

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety.

Adoption of the Amendment

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the Federal Aviation Administration 

amends part 39 of the Federal Aviation 

Regulations (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. Section 39.13 is amended by adding 

the following new airworthiness 

directive:

2005–03–02 Boeing: Amendment 39–13958. 

Docket 2003–NM–221–AD.

5370 Federal Register / Vol. 70, No. 21 / Wednesday, February 2, 2005 / Rules and Regulations 

Applicability: This AD applies to the 

airplanes listed in Table 1 of this AD, 

certificated in any category:

TABLE 1.—APPLICABILITY

Boeing model As listed in 

Model 737–300, 

–400, and –500 series airplanes.

Boeing Special Attention Service Bulletin 

737–21–1131, Revision 2, dated April 

18, 2002. 

Model 757–200 and 

–200CB series airplanes.

Boeing Special Attention Service Bulletin 

757–21–0088, 

dated April 18, 

2002. 

Compliance: Required as indicated, unless 

accomplished previously. 

To prevent loosened or disconnected 

overhead ducts from causing ceiling panels 

to drop below the minimum height of the 

evacuation zone for the passenger cabin, 

which could result in inadequate height for 

safe exit in the event of an emergency 

evacuation, accomplish the following: 

Service Bulletin References 

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

this AD, means the applicable service 

bulletins listed in Table 1 of this AD.

Inspection and Related Investigative/

Corrective Actions 

(b) For Model 737–300, –400, and –500 

series airplanes, do the actions required in 

paragraphs (b)(1) and (b)(2) of this AD at the 

specified compliance times, in accordance 

with the Accomplishment Instructions of the 

service bulletin. 

(1) Within 72 months after the effective 

date of this AD, do a general visual 

inspection at the applicable body station 

frames for open body station frames; and, 

before further flight, do all the related 

investigative/corrective actions, as 

applicable; by accomplishing all of the 

actions in paragraph 3.B. of the service 

bulletin.

Note 1: For the purposes of this AD, a 

general visual inspection is defined as: ‘‘A 

visual examination of an interior or exterior 

area, installation, or assembly to detect 

obvious damage, failure, or irregularity. This 

level of inspection is made from within 

touching distance unless otherwise specified. 

A mirror may be necessary to enhance visual 

access to all exposed surfaces in the 

inspection area. This level of inspection is 

made under normally available lighting 

conditions such as daylight, hangar lighting, 

flashlight, or droplight and may require 

removal or opening of access panels or doors. 

Stands, ladders, or platforms may be required 

to gain proximity to the area being checked.’’

(2) Within 72 months after the effective 

date of this AD, do the actions required in 

paragraph (b)(2)(i) or (b)(2)(ii) of this AD, as 

applicable. 

(i) For Groups 1 and 3 airplanes identified 

in the service bulletin: Install the lanyard 

hook brackets and each lanyard assembly 

under the air conditioning (AC) overhead 

ducts in accordance with paragraph 3.C. of 

the service bulletin. 

(ii) For Group 2 airplanes identified in the 

service bulletin: Install the lanyard hook 

brackets and the lanyard assemblies under 

the AC overhead ducts by accomplishing all 

of the actions in paragraph 3.D. of the service 

bulletin. 

(c) For Model 757–200 and –200CB series 

airplanes: Within 72 months after the 

effective date of this AD, do a general visual 

inspection of the applicable body station 

frames for open body station frames; and, 

before further flight, do all the corrective 

actions, as applicable; by accomplishing all 

of the actions in the Accomplishment 

Instructions of the service bulletin. 

Optional Terminating Action 

(d) For Model 757–200 and –200CB series 

airplanes: Accomplishing the replacement of 

the original design foam ducts with SaintGobain design foam ducts by doing all of the 

actions in Attachments I and II of Boeing 

Service Letter 757–SL–21–057–A, dated 

March 24, 2004, terminates the actions 

required by paragraph (c) of this AD. 

Credit for Actions Accomplished Per 

Previous Service Bulletins 

(e) Actions accomplished before the 

effective date of this AD per Boeing Special 

Attention Service Bulletin 737–21–1131, 

original release, dated December 20, 2001; or 

Revision 1, dated January 25, 2002; are 

acceptable for compliance with the 

requirements of paragraph (b) of this AD. 

Alternative Methods of Compliance 

(f) In accordance with 14 CFR 39.19, the 

Manager, Seattle Aircraft Certification Office, 

FAA, is authorized to approve alternative 

methods of compliance (AMOCs) for this AD. 

Incorporation by Reference 

(g) Unless otherwise specified by this AD, 

the actions shall be done in accordance with 

Boeing Special Attention Service Bulletin 

737–21–1131, Revision 2, dated April 18, 

2002; and Boeing Special Attention Service 

Bulletin 757–21–0088, dated April 18, 2002; 

as applicable. The optional terminating 

action, if accomplished, shall be done in 

accordance with Boeing Service Letter 757–

SL–21–057–A, including Attachements I and 

II, dated March 24, 2004. This incorporation 

by reference was approved by the Director of 

the Federal Register in accordance with 5 

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

be obtained from Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207. Copies may be 

inspected at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, 

Washington; or at the National Archives and 

Records Administration (NARA). For 

information on the availability of this 

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

to: http://www.archives.gov/federal_register/

code_of_federal_regulations/

ibr_locations.html.

Effective Date 

(h) This amendment becomes effective on 

March 9, 2005.

Issued in Renton, Washington, on January 

18, 2005. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service.

[FR Doc. 05–1722 Filed 2–1–05; 8:45 am] 

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration 

14 CFR Part 71

[Docket No. FAA–2005–20059; Airspace 

Docket No. 05–ACE–1] 

Modification of Class E Airspace; 

Rolla/Vichy, MO

AGENCY: Federal Aviation 

Administration (FAA), DOT.

ACTION: Direct final rule; request for 

comments. 

SUMMARY: This action amends Title 14 

Code of Federal Regulations, part 71 (14 

CFR 71) by revising Class E airspace 

areas at Rolla/Vichy, MO. A review of 

the Class E airspace surface area and the 

Class E airspace area extending upward 

from 700 feet above ground level (AGL) 

at Rolla/Vichy, MO reveals neither area 

complies with criteria for extensions nor 

reflects the current Rolla National 

Airport airport reference point (APR). 

Also, the legal descriptions of both area 

are not in proper format. These airspace 

areas and their legal descriptions are 

modified to conform to the criteria in 

FAA Orders.

DATES: This direct final rule is effective 

on 0901 UTC, May 12, 2005. Comments 

for inclusion in the Rules Docket must 

be received on or before March 3, 2005.

ADDRESSES: Send comments on this 

proposal to the Docket Management 

System, U.S. Department of 

Transportation, Room Plaza 401, 400 

Seventh Street, SW., Washington, DC 

20590–0001. You must identify the 

docket number FAA–2005–20059/

Airspace Docket No. 05–ACE–1, at the 

beginning of your comments. You may 

also submit comments on the Internet at 

http://dms.dot.gov. You may review the 

public docket containing the proposal, 

any comments received, and any final 

disposition in person in the Dockets 

Office between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. The Docket Office (telephone 

1–800–647–5527) is on the plaza level 

of the Department of Transportation 

NASSIF Building at the above address.

FOR FURTHER INFORMATION CONTACT:

Brenda Mumper, Air Traffic Division, 

Airspace Branch, ACE–520A, DOT 

Regional Headquarters Building, Federal