59638 Federal Register / Vol. 70, No. 197 / Thursday, October 13, 2005 / Rules and Regulations 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–21346; Directorate 

Identifier 2005–NM–031–AD; Amendment 

39–14336; AD 2005–20–39] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–100, –200, –200C, –300, 

–400, and –500 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all 

Boeing Model 737–100, –200, –200C, 

–300, –400, and –500 series airplanes. 

This AD requires examining the 

airplane’s maintenance records to 

determine if the main landing gear 

(MLG) has been overhauled and if 

Titanine JC5A (also known as Desoto 

823E508) corrosion-inhibiting 

compound (‘‘CIC’’) was used during the 

overhaul. For airplanes for which the 

maintenance records indicate that 

further action is necessary, or for 

airplanes on which CIC JC5A may have 

been used during manufacture, this AD 

requires a one-time detailed inspection 

for discrepancies of certain components 

of the MLG, and corrective action if 

necessary. This AD results from twelve 

reports of severe corrosion on one or 

more of three components of the MLG. 

We are issuing this AD to prevent 

collapse of the MLG, or damage to 

hydraulic tubing or the aileron control 

cables, which could result in possible 

departure of the airplane from the 

runway and loss of control of the 

airplane. 

DATES: This AD becomes effective 

November 17, 2005. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in the AD 

as of November 17, 2005. 

ADDRESSES: You may examine the AD 

docket on the Internet at http:// 

dms.dot.gov or in person at the Docket 

Management Facility, U.S. Department 

of Transportation, 400 Seventh Street 

SW., Nassif Building, room PL–401, 

Washington, DC. 

Contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207, for service 

information identified in this AD. 

FOR FURTHER INFORMATION CONTACT: 

Nancy Marsh, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98055–4056; telephone 

(425) 917–6440; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Examining the Docket 

You may examine the airworthiness 

directive (AD) docket on the Internet at 

http://dms.dot.gov or in person at the 

Docket Management Facility office 

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

through Friday, except Federal holidays. 

The Docket Management Facility office 

(telephone (800) 647–5227) is located on 

the plaza level of the Nassif Building at 

the street address stated in the 

ADDRESSES section. 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to all Boeing Model 737–100, 

–200, –200C, –300, –400, and –500 

series airplanes. That NPRM was 

published in the Federal Register on 

June 3, 2005 (70 FR 32534). That NPRM 

proposed to require operators to 

examine the airplane’s maintenance 

records to determine if the main landing 

gear (MLG) has been overhauled and if 

Titanine JC5A (also known as Desoto 

823E508) corrosion-inhibiting 

compound (‘‘CIC’’) was used during the 

overhaul. For airplanes for which the 

maintenance records indicate that 

further action is necessary, or for 

airplanes on which CIC JC5A may have 

been used during manufacture, that 

NPRM proposed to require a one-time 

detailed inspection for discrepancies of 

certain components of the MLG, and 

corrective action if necessary. 

Comments 

We provided the public the 

opportunity to participate in the 

development of this AD. We have 

considered the comments received. 

Support for the NPRM 

One commenter expresses support for 

the NPRM. 

Request To Specify ‘‘Last Overhaul’’ in 

Paragraph (g)(2) 

The commenter requests that we 

revise paragraph (g)(2) to specify that 

during the records examination, no 

further action is required by paragraph 

(g)(2) or paragraph (h) of the NPRM if 

CIC JC5A was not used on the trunnion 

pins or other parts of the MLG during 

the last overhaul. The NPRM merely 

stated ‘‘during the overhaul.’’ The 

commenter states that any damage 

which may have resulted from the use 

of CIC JC5A at overhauls prior to the last 

overhaul would have been detected and 

corrected at the last overhaul, thus any 

record review of overhauls prior to the 

last overhaul is unnecessary. The 

commenter further states that only the 

last overhaul is of interest in any 

records examination, and a change to 

specify the last overhaul would 

minimize labor expenditure for records 

research. Furthermore, the commenter 

states that the change would give 

paragraph (g)(2) and paragraph (h)(2) a 

similar structure. 

We agree with the commenter for the 

stated reasons. During each MLG 

overhaul, all the grease is removed and 

discrepancies are corrected. Thus, only 

the most recent overhaul is relevant to 

the actions in paragraph (g)(2). We have 

revised paragraph (g)(2) of the final rule 

to include the words ‘‘most recent 

overhaul.’’

Request To Clarify ‘‘Aircraft 

Maintenance Records’’

The commenter requests that the term 

‘‘aircraft maintenance records’’ be 

clarified in the final rule. The 

commenter states that the actual records 

do not contain detailed information 

about which corrosion-inhibiting 

compound was used to overhaul the 

MLG. According to the commenter, 

operators can only review the MLG 

component maintenance manual (CMM) 

and any associated documents to 

determine if Titanine JC5A CIC was ever 

used during overhaul. The commenter 

believes that a reference to the CMM 

should be specifically stated in the final 

rule. 

We do not agree with the commenter. 

The NPRM used the phrases ‘‘airplane 

maintenance records,’’ and ‘‘airplane 

records,’’ which is consistent with the 

wording in Section 121.380 

(‘‘Maintenance Recording 

Requirements’’) of the Federal Aviation 

Regulations (14 CFR 121.380). That 

regulation defines the maintenance 

recording requirements for certificate 

holders. The terms, as used in the 

NPRM, are not meant to imply that 

determination of the compound used 

must be determined from the airplanelevel document; there may be other 

supporting documents that constitute 

part of ‘‘airplane maintenance records’’

or ‘‘airplane records.’’ Examples of such 

supporting documents include 

maintenance program documentation 

and maintenance task cards. We have 

not changed the final rule in this regard. 

Request To Provide Instructions for 

Removing CIC JC5A and Approval 

Dates for CIC JC5A 

The commenter requests more precise 

directions for cleaning/removing CIC 

Federal Register / Vol. 70, No. 197 / Thursday, October 13, 2005 / Rules and Regulations 59639 

JC5A from the three components and 

other bearings, bushings, and lugs that 

must be cleaned. The commenter would 

like to know which cleaning products 

should be used and if there are any 

cleaning products that should not be 

used. The commenter also requests 

information about the dates during 

which CIC JC5A was an approved 

substitute for Boeing Material 

Specification (BMS) 3–37 grease. 

The comments do not pertain to the 

substance of the proposed rule and are 

best directed to the manufacturer. Any 

alternative procedures to the actions in 

this final rule may be used only if 

approved as an alternative method of 

compliance according to paragraph (l) of 

this AD. 

Explanation of Additional Change 

Made to This AD 

We have simplified paragraph (i)(2) of 

the final rule by referring to the 

‘‘Alternative Methods of Compliance 

(AMOCs)’’ paragraph for repair 

methods. 

Clarifications Made to This AD 

To meet the requirements of the 

Office of the Federal Register for 

materials incorporated by reference, we 

have clarified paragraph (f) of the final 

rule to refer to the applicable service 

bulletin as ‘‘Boeing Service Bulletin 

737–32A1367, Revision 1, dated 

December 23, 2004,’’ rather than 

‘‘Boeing Alert Service Bulletin * * * .’’

Revision 1 of this service bulletin is not 

an alert service bulletin. 

We have revised the wording in 

paragraph (h)(1)(i) of the final rule to 

clarify the compliance time to refer to 

the ‘‘date of issuance of the original 

standard airworthiness certificate or the 

date of issuance of the original export 

certificate of airworthiness,’’ rather than 

‘‘the date of issuance of the original 

airworthiness certificate or the date of 

issuance of the original standard export 

certificate of airworthiness, whichever 

occurs later.’’ We find that the revised 

wording is more precise. 

Clarification of Alternative Method of 

Compliance (AMOC) Paragraph 

We have revised this action to clarify 

the appropriate procedure for notifying 

the principal inspector before using any 

approved AMOC on any airplane to 

which the AMOC applies. 

Conclusion 

We have carefully reviewed the 

available data, including the comments 

received, and determined that air safety 

and the public interest require adopting 

the AD with the changes described 

previously. We have determined that 

these changes will neither increase the 

economic burden on any operator nor 

increase the scope of the AD. 

Costs of Compliance 

There are about 3,132 airplanes of the 

affected design in the worldwide fleet. 

The following table provides the 

estimated costs for U.S. operators to 

comply with this AD. 

ESTIMATED COSTS

Action Work hours 

Average 

labor rate 

per hour 

Parts Cost per 

airplane 

Number of 

U.S.- 

registered 

airplanes 

Fleet cost 

Records examination ..................... 1 $65 None ................................... $65 1,748 $113,620 

For airplanes that require a detailed 

inspection, we estimate that the 

inspection would take about 3 work 

hours per airplane to accomplish, at an 

average labor rate of $65 per work hour. 

Based on these figures, we estimate that 

the detailed inspection would cost 

about $195 per airplane. 

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 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. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

(2) Is not a ‘‘significant rule’’ under 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979); 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 regulatory evaluation 

of the estimated costs to comply with 

this AD and placed it in the AD docket. 

See the ADDRESSES section for a location 

to examine the regulatory evaluation. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The Federal Aviation 

Administration (FAA) amends § 39.13 

by adding the following new 

airworthiness directive (AD): 

2005–20–39 Boeing: Amendment 39–14336. 

Docket No. FAA–2005–21346; 

Directorate Identifier 2005–NM–031–AD. 

Effective Date 

(a) This AD becomes effective November 

17, 2005. 

Affected ADs 

(b) None. 

59640 Federal Register / Vol. 70, No. 197 / Thursday, October 13, 2005 / Rules and Regulations 

Applicability 

(c) This AD applies to all Boeing Model 

737–100, –200, –200C, –300, –400, and –500 

series airplanes, certificated in any category. 

Unsafe Condition 

(d) This AD results from twelve reports of 

severe corrosion on one or more of three 

components of the main landing gear (MLG). 

We are issuing this AD to prevent collapse 

of the MLG, or damage to hydraulic tubing 

or the aileron control cables, which could 

result in possible departure of the airplane 

from the runway and loss of control of the 

airplane. 

Compliance 

(e) You are responsible for having the 

actions required by this AD performed within 

the compliance times specified, unless the 

actions have already been done. 

Service Bulletin Reference 

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

this AD, means the Accomplishment 

Instructions of Boeing Service Bulletin 737–

32A1367, Revision 1, dated December 23, 

2004. 

Records Examination and Compliance Times 

(g) For all airplanes: Before the inspection 

required by paragraph (h) of this AD, 

examine the airplane records to determine if 

the MLG has been overhauled, and, for any 

overhauled MLG, if JC5A corrosion inhibiting 

compound (CIC) was used on the trunnion 

pin or other parts of the MLG. 

(1) For airplanes identified in the service 

bulletin as Group 2 and Group 4: If records 

indicate conclusively that the MLG has not 

been overhauled, no further action is 

required by this paragraph or paragraph (h) 

of this AD. 

(2) For airplanes identified in the service 

bulletin as Group 1, Group 2, Group 3, and 

Group 4: If records indicate conclusively that 

the MLG has been overhauled and that CIC 

JC5A was not used on the trunnion pins or 

other parts of the MLG during the most 

recent overhaul, no further action is required 

by this paragraph or paragraph (h) of this AD. 

Inspection and Corrective Action 

(h) For all airplanes, except as provided by 

paragraph (g)(1) and (g)(2) of this AD: At the 

applicable compliance time in paragraph 

(h)(1) or (h)(2) of this AD, do a detailed 

inspection for discrepancies of the applicable 

MLG components specified in the service 

bulletin. Do all applicable corrective actions 

before further flight after the inspection. Do 

all the actions in accordance with the service 

bulletin, except as required by paragraph (i) 

of this AD. 

(1) For airplanes identified in the service 

bulletin as Group 1 and Group 3 for which 

records indicate conclusively that the MLG 

has not been overhauled: Inspect at the later 

of the times in paragraph (h)(1)(i) and 

(h)(1)(ii) of this AD. 

(i) Within 48 months after the date of 

issuance of the original standard 

airworthiness certificate or the date of 

issuance of the original export certificate of 

airworthiness. 

(ii) Within 6 months after the effective date 

of this AD. 

(2) For airplanes identified in the service 

bulletin as Group 1, Group 2, Group 3, and 

Group 4, for which records indicate 

conclusively that the MLG has been 

overhauled, and for which records indicate 

conclusively that CIC JC5A was used during 

the most recent overhaul; and for airplanes 

for which records do not show conclusively 

which CIC compound was used during the 

most recent overhaul: Inspect at the later of 

the times in paragraph (h)(2)(i) or (h)(2)(ii) of 

this AD. 

(i) Within 48 months after the landing gear 

was installed. 

(ii) Within 6 months after the effective date 

of this AD. 

Note 1: For the purposes of this AD, a 

detailed inspection is: ‘‘An intensive 

examination of a specific item, installation, 

or assembly to detect damage, failure, or 

irregularity. Available lighting is normally 

supplemented with a direct source of good 

lighting at an intensity deemed appropriate. 

Inspection aids such as mirror, magnifying 

lenses, etc., may be necessary. Surface 

cleaning and elaborate procedures may be 

required.’’

Contact Seattle Aircraft Certification Office 

(ACO) or Delegation Option Authorization 

(DOA) Organization for Certain Corrective 

Actions 

(i) If any discrepancy is found during any 

inspection required by this AD, and the 

service bulletin specifies to contact Boeing 

for appropriate action: Before further flight, 

do the action using a method approved in 

accordance with paragraph (l) this AD. 

Use of JC5A Prohibited 

(j) As of the effective date of this AD, no 

person may use CIC JC5A on an MLG 

component on any airplane. 

Actions Done According to Previous 

Revision of Service Bulletin 

(k) Actions done before the effective date 

of this AD in accordance with Boeing Alert 

Service Bulletin 737–32A1367, dated August 

19, 2004, are considered acceptable for 

compliance with the corresponding action 

specified in this AD. 

Alternative Methods of Compliance 

(AMOCs) 

(l)(1) The Manager, Seattle ACO, has the 

authority to approve AMOCs for this AD, if 

requested in accordance with the procedures 

found in 14 CFR 39.19. 

(2) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD, if it is approved by an 

Authorized Representative for the Boeing 

Commercial Airplanes DOA Organization 

who has been authorized by the Manager, 

Seattle ACO, to make those findings. For a 

repair method to be approved, the repair 

must meet the certification basis of the 

airplane, and the approval must specifically 

refer to this AD. 

(3) Before using any AMOC approved in 

accordance with § 39.19 on any airplane to 

which the AMOC applies, notify the 

appropriate principal inspector in the FAA 

Flight Standards Certificate Holding District 

Office. 

Material Incorporated by Reference 

(m) You must use Boeing Service Bulletin 

737–32A1367, Revision 1, dated December 

23, 2004, to perform the actions that are 

required by this AD, unless the AD specifies 

otherwise. The Director of the Federal 

Register approved the incorporation by 

reference of this document in accordance 

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

Contact Boeing Commercial Airplanes, P.O. 

Box 3707, Seattle, Washington 98124–2207, 

for a copy of this service information. You 

may review copies at the Docket Management 

Facility, U.S. Department of Transportation, 

400 Seventh Street SW., room PL–401, Nassif 

Building, Washington, DC; on the Internet at 

http://dms.dot.gov; or at the National 

Archives and Records Administration 

(NARA). For information on the availability 

of this material at the NARA, call (202) 741–

6030, or go to http://www.archives.gov/

federal _register/code_of_ 

federal_regulations/ibr_locations.html. 

Issued in Renton, Washington, on 

September 30, 2005. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 05–20262 Filed 10–12–05; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2005–20726; Directorate 

Identifier 2004–NM–265–AD; Amendment 

39–14337; AD 2005–20–40] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 757–200, –200CB, and –200PF 

Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

Boeing Model 757–200, –200CB, and 

–200PF series airplanes. This AD 

requires an inspection of each trailing 

edge flap transmission assembly to 

determine the part number and serial 

number, and related investigative and 

corrective actions and part marking if 

necessary. This AD results from a report 

indicating that cracked flap 

transmission output gears have been 

discovered during routine overhaul of 

the trailing edge flap transmission 

assemblies. We are issuing this AD to 

prevent an undetected flap skew, which 

could result in a flap loss, damage to 

adjacent airplane systems, and 

consequent reduced controllability of 

the airplane.