54472 Federal Register / Vol. 70, No. 178 / Thursday, September 15, 2005 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–21410; Directorate 

Identifier 2005–CE–31–AD; Amendment 39–

14272; AD 2005–19–07] 

RIN 2120–AA64 

Airworthiness Directives; Raytheon 

Aircraft Company Model 390 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA adopts a new 

airworthiness directive (AD) for certain 

Raytheon Aircraft Company (Raytheon) 

Model 390 airplanes. This AD requires 

you to replace the rudder pedal arm 

assemblies used in the rudder control 

system with parts of improved design. 

This AD results from reports of cracks 

found on the rudder pedal arm 

assemblies. We are issuing this AD to 

prevent failure of the rudder pedal arm 

assemblies caused by fatigue cracks. 

This failure could lead to loss of rudder 

control, loss of nose gear steering, and 

loss of toe brakes on the side on which 

the failure occurs. 

DATES: This AD becomes effective on 

October 31, 2005. 

As of October 31, 2005, the Director 

of the Federal Register approved the 

incorporation by reference of certain 

publications listed in the regulation. 

ADDRESSES: To get the service 

information identified in this AD, 

contact Raytheon Aircraft Company, 

9709 E. Central, Wichita, Kansas 67201–

0085; telephone: (800) 429–5372 or 

(316) 676–3140. 

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–2005–21410; Directorate Identifier 

2005–CE–31-AD. 

FOR FURTHER INFORMATION CONTACT: 

David Ostrodka, Aerospace Engineer, 

Wichita Aircraft Certification Office 

(ACO), FAA, 1801 Airport Road, 

Wichita, Kansas 67209; telephone: (316) 

946–4129; facsimile: (316) 946–4107; email: david.ostrodka@faa.gov. 

SUPPLEMENTARY INFORMATION:

Discussion 

What events have caused this AD? 

Raytheon received a report that, during 

ground maintenance operations, the 

pilot’s outboard rudder pedal arm 

assembly cracked at the upper end of 

the arm. 

While maneuvering the aircraft from a 

right turn to neutral with toe brake 

applied during an on-ground compass 

swing, the rudder pedal arm assembly 

cracked. 

Further investigation revealed another 

airplane with a crack on the copilot’s 

outboard rudder pedal arm assembly. 

Raytheon has determined that loading 

of the rudder pedals off the centerline 

of the rudder pedal arm assembly 

results in overload, which causes fatigue 

cracking of the rudder pedal arm 

assembly. 

What is the potential impact if FAA 

took no action? If not prevented, cracks 

in the rudder pedal arm assembly could 

cause the rudder pedal arm assembly to 

fail. This failure could lead to loss of 

rudder control, loss of nose gear 

steering, and loss of toe brakes on the 

side on which the failure occurs. 

Has FAA taken any action to this 

point? We issued a proposal to amend 

part 39 of the Federal Aviation 

Regulations (14 CFR part 39) to include 

an AD that would apply to certain 

Raytheon Model 390 airplanes. This 

proposal was published in the Federal 

Register as a notice of proposed 

rulemaking (NPRM) on June 20, 2005 

(70 FR 35385). The NPRM proposed to 

require you to replace the rudder pedal 

arm assemblies, part numbers (P/Ns) 

390–524350–0001, 390–524350–0002, 

390–524351–0001, and 390–524351–

0002 with improved design parts, P/Ns 

390–524400–0001, 390–524400–0002, 

390–524401–0003, and 390–524401–

0004. 

Comments 

Was the public invited to comment? 

We provided the public the opportunity 

to participate in developing this AD. We 

received no comments on the proposal 

or on the determination of the cost to 

the public. 

Conclusion 

What is FAA’s final determination on 

this issue? We have carefully reviewed 

the available data and determined that 

air safety and the public interest require 

adopting the AD as proposed except for 

minor editorial corrections. We have 

determined that these minor 

corrections: 

—Are consistent with the intent that 

was proposed in the NPRM for 

correcting the unsafe condition; and 

—Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

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 

98 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 accomplish the modification: 

Labor cost Parts cost Total cost per 

airplane 

Total cost on 

U.S. operators 

8 work hours × $65 per hour = $520 ..................................................................... $1,165 $1,685 $1,685 × 98 = $165,130. 

Raytheon will provide warranty credit 

for parts and labor to the extent stated 

in the service information. Therefore, 

the required actions, if done following 

the service information, will have little 

or no cost to the owners/operators of the 

affected airplanes. 

Authority for This Rulemaking 

What authority does FAA have for 

issuing this rulemaking action? 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 

Federal Register / Vol. 70, No. 178 / Thursday, September 15, 2005 / Rules and Regulations 54473 

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 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 other 

information as included in the 

Regulatory Evaluation) 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–2005–21410; 

Directorate Identifier 2005–CE–31–AD’’

in your request. 

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: 

2005–19–07 Raytheon Aircraft Company: 

Amendment 39–14272; Docket No. 

FAA–2005–21410; Directorate Identifier 

2005–CE–31–AD. 

When Does This AD Become Effective? 

(a) This AD becomes effective on October 

31, 2005. 

What Other ADs Are Affected by This 

Action? 

(b) None. 

What Airplanes Are Affected by This AD? 

(c) This AD affects the following serialnumbered Model 390 airplanes that are 

certificated in any category: 

Serial Numbers 

(1) RB–1 

(2) RB–4 through RB–36 

(3) RB–38 through RB–41 

(4) RB–43 through RB–67 

(5) RB–69 through RB–80 

(6) RB–82 through RB–84 

(7) RB–87 through RB–94 

(8) RB–96 through RB–101 

(9) RB–103 through RB–115 

(10) RB–117 through RB–119 

(11) RB–121 

What Is the Unsafe Condition Presented in 

This AD? 

(d) This AD is the result of reports of 

cracks found on the rudder pedal arm 

assemblies used in the rudder control system. 

The actions specified in this AD are intended 

to prevent failure of the rudder pedal arm 

assemblies caused by fatigue cracks. This 

failure could lead to loss of rudder control, 

loss of nose gear steering, and loss of toe 

brakes on the side on which the failure 

occurs. 

What Must I Do To Address This Problem? 

(e) To address this problem, you must do 

the following: 

Actions Compliance Procedures 

(1) Replace rudder pedal arm assemblies, part 

numbers (P/Ns) 390–524350–0001, 390–

524350–0002, 390–524351–0001, and 390–

524351–0002 with improved design parts, P/ 

Ns 390–524400–0001, 390–524400–0002, 

390–524401–0003, and 390–524401–0004.

Upon accumulating 300 hours time-in-service 

(TIS) or within 100 hours TIS after October 

31, 2005 (the effective date of this AD), 

whichever occurs later, unless already done.

Follow Raytheon Aircraft Company Mandatory 

Service Bulletin, SB 27–3691, Rev. 1, Revised: February, 2005, and the applicable 

maintenance manual. 

(2) Do not install rudder pedal arm assemblies, 

P/Ns 390–524350–0001, 390–524350–0002, 

390–524351–0001, and 390–524351–0002.

As of October 31, 2005 (the effective date of 

this AD).

Not applicable. 

Note: Replacing the rudder pedal arm 

assemblies following Raytheon Aircraft 

Company Mandatory Service Bulletin, SB 

27–3691, Issued: October 2004, does not 

comply with this AD. 

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, Wichita Aircraft Certification Office 

(ACO), FAA. For information on any already 

approved alternative methods of compliance, 

contact David Ostrodka, Aerospace Engineer, 

Wichita ACO, FAA, 1801 Airport Road, 

Wichita, Kansas 67209; telephone: (316) 946–

4129; facsimile: (316) 946–4107; e-mail: 

david.ostrodka@faa.gov. 

Does This AD Incorporate Any Material by 

Reference? 

(g) You must do the actions required by 

this AD following the instructions in 

Raytheon Aircraft Company Mandatory 

Service Bulletin, SB 27–3691, Rev. 1, 

Revised: February, 2005. 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 Raytheon Aircraft 

Company, 9709 E. Central, Wichita, Kansas 

67201–0085; telephone: (800) 429–5372 or 

(316) 676–3140. 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–

2005–21410; Directorate Identifier 2005–CE–

31–AD. 

54474 Federal Register / Vol. 70, No. 178 / Thursday, September 15, 2005 / Rules and Regulations 

Issued in Kansas City, Missouri, on 

September 8, 2005. 

David R. Showers, 

Acting Manager, Small Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 05–18199 Filed 9–14–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–22413; Directorate 

Identifier 2005–NM–167–AD; Amendment 

39–14271; AD 2005–19–06] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 747–100, 747–100B, 747–100B 

SUD, 747–200B, 747–200C, 747–200F, 

747–300, 747SR, and 747SP Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule; request for 

comments. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Boeing Model 747–100, 747–100B, 747–

100B SUD, 747–200B, 747–200C, 747–

200F, 747–300, 747SR, and 747SP series 

airplanes. This AD requires repetitive 

detailed and ultrasonic inspections of 

the thrust links of the rear engine 

mounts for any crack or fracture and 

corrective actions if necessary. This AD 

results from the finding of a fractured 

forward lug of the rear engine mount 

thrust link on the number one strut. We 

are issuing this AD to detect and correct 

cracked or fractured thrust links that 

could lead to the loss of the load path 

for the rear engine mount bulkhead and 

damage to other primary engine mount 

structure, which could result in the inflight separation of the engine from the 

airplane and consequent loss of control 

of the airplane. 

DATES: This AD becomes effective 

September 30, 2005. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of September 30, 2005. 

We must receive comments on this 

AD by November 14, 2005. 

ADDRESSES: Use one of the following 

addresses to submit comments on this 

AD. 

• DOT Docket Web site: Go to 

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

instructions for sending your comments 

electronically. 

• Government-wide rulemaking Web 

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

and follow the instructions for sending 

your comments electronically. 

• Mail: Docket Management Facility; 

U.S. Department of Transportation, 400 

Seventh Street SW., Nassif Building, 

room PL–401, Washington, DC 20590. 

• Fax: (202) 493–2251. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street SW., Washington, 

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

through Friday, except Federal holidays. 

Contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207, for service 

information identified in this AD. 

FOR FURTHER INFORMATION CONTACT: Ivan 

Li, Aerospace Engineer, Airframe 

Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue, SW., Renton, Washington 

98055–4056; telephone (425) 917–6437; 

fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We have received a report indicating 

that one operator found a fractured 

forward lug of the rear engine mount 

thrust link on the number one strut. The 

fractured thrust link was found on a 

Model 747–200B series airplane 

equipped with Pratt & Whitney JT9D–

7Q engines. The fractured thrust link 

had accumulated 91,173 total flight 

hours (and 27,931 total flight cycles). 

The fracture occurred about 65,000 

flight hours (and 14,000 flight cycles) 

after the thrust link had been 

overhauled to replace a worn spherical 

bearing. The same operator also 

reported finding a cracked thrust link on 

the number one strut of a Model 747–

200B series airplane equipped with 

Pratt & Whitney JT9D–7Q engines. That 

cracked thrust link had accumulated 

about 66,000 total flight hours (and 

about 19,000 total flight cycles) and 

about 55,700 flight hours (and about 

11,100 flight cycles) since it was last 

overhauled. Metallurgical analysis by 

the airplane manufacturer indicates that 

cracking of the high-strength steel thrust 

links resulted from fatigue. In both of 

the reported incidents, cracking could 

have occurred before the overhaul. 

Continued airplane operation with a 

cracked or fractured thrust link could 

lead to the loss of the load path for the 

rear engine mount bulkhead and 

damage to other primary engine mount 

structure. This condition, if not detected 

and corrected, could result in the inflight separation of the engine from the 

airplane and consequent loss of control 

of the airplane. 

The rear engine mount thrust links on 

the Model 747–200B series airplanes 

equipped with Pratt & Whitney JT9D–

7Q engines are similar to those on the 

affected Model 747–100, 747–100B, 

747–100B SUD, 747–200C, 747–200F, 

747–300, 747SR, and 747SP series 

airplanes, equipped with Pratt & 

Whitney JT9D–3 and –7 series engines, 

except JT9D–70 engines. Therefore, all 

of these models may be subject to the 

same unsafe condition. 

Other Related Rulemaking 

On July 19, 2001, we issued AD 2001–

15–15, amendment 39–12349 (66 FR 

39425, dated July 31, 2001), applicable 

to certain Boeing Model 747 airplanes 

powered by Pratt & Whitney JT9D–7 

series engines. That AD requires 

detailed visual inspections of the lugs 

on the bulkhead fitting of the rear 

engine mounts, and corrective action if 

necessary. That AD also requires 

ultrasonic inspections and, for certain 

airplanes, rework of the bulkhead fitting 

of the rear engine mounts. Reworking 

the lugs on the bulkhead fitting of the 

rear engine mounts (in accordance with 

‘‘Part 5—Rework’’ of the 

Accomplishment Instructions of Boeing 

Service Bulletin 747–54A2200, Revision 

1, dated February 15, 2001) as specified 

in paragraphs (b)(2), (e), and (f) of AD 

2001–15–15 is acceptable for 

compliance with ‘‘Part 3—Rear Engine 

Mount Bulkhead Inspection and Lug 

Overhaul and Upper Fitting Overhaul 

and Bolt Replacement’’ of the 

Accomplishment Instructions of Boeing 

Alert Service Bulletin 747–71A2309, 

dated August 18, 2005 (which is 

referenced as the appropriate source of 

service information for doing the actions 

required by this AD). 

On March 24, 2004, we issued AD 

2004–07–22, amendment 39–13566 (69 

FR 18250, April 7, 2004), applicable to 

all Boeing Model 747 airplanes. (A 

correction to AD 2004–07–22 was 

published in the Federal Register on 

May 3, 2004 (69 FR 24063).) That AD 

requires that the FAA-approved 

maintenance inspection program be 

revised to include inspections that will 

give no less than the required damage 

tolerance rating for each structural 

significant item (SSI), and repair of 

cracked structure. Accomplishing the 

inspections and repetitive overhaul or 

replacement specified in paragraphs (g) 

and (j) of this AD are approved as an 

alternative method of compliance to 

paragraphs (c) and (d) of AD 2004–07–

22 for the inspections of SSI S–2, for the 

thrust links only, of the Boeing 

Supplemental Structural Inspection 

Document D6–35022, Revision G, dated 

December 2000.