50896 Federal Register / Vol. 73, No. 169 / Friday, August 29, 2008 / Proposed Rules 

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

You can find our regulatory 

evaluation and the estimated costs of 

compliance in the AD Docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by adding 

the following new AD: 

McDonnell Douglas: Docket No. FAA–2008–

0934; Directorate Identifier 2008–NM–

113–AD. 

Comments Due Date 

(a) We must receive comments by October 

14, 2008. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to McDonnell Douglas 

Model DC–9–31, DC–9–32, DC–9–32 (VC–

9C), DC–9–32F, DC–9–32F (C–9A, C–9B), 

DC–9–33F, DC–9–34, DC–9–34F, DC–9–41, 

DC–9–51, DC–9–81 (MD–81), DC–9–82 (MD–

82), DC–9–83 (MD–83), and DC–9–87 (MD–

87), MD–88, and MD–90–30 airplanes; 

certificated in any category; as identified in 

Boeing Service Bulletins DC9–28–212 and 

MD90–28–010, both dated February 22, 2008. 

Unsafe Condition 

(d) This AD results from fuel system 

reviews conducted by the manufacturer. We 

are issuing this AD to prevent possible 

sources of ignition in a fuel tank caused by 

electrical fault or uncommanded dry 

operation of the fuel boost pumps. An 

ignition source in the fuel tank could result 

in a fire or an explosion and consequent loss 

of the airplane. 

Compliance 

(e) Comply with this AD within the 

compliance times specified, unless already 

done. 

Modification 

(f) Within 60 months after the effective 

date of this AD: Modify the fuel boost pumps 

for the center wing, and forward or aft 

auxiliary fuel tanks, as applicable, by doing 

all the applicable actions specified in the 

Accomplishment Instructions of Boeing 

Service Bulletin DC9–28–212 or MD90–28–

010, both dated February 22, 2008, as 

applicable. 

Prior or Concurrent Action 

(g) Prior to or concurrently with 

accomplishing the modification required by 

paragraph (f) of this AD: Do the modification 

specified in Argo-Tech Service Bulletin 

398000–28–2, dated November 8, 2007. 

Alternative Methods of Compliance 

(AMOCs) 

(h)(1) The Manager, Los Angeles Aircraft 

Certification Office (ACO), FAA, ATTN: Serj 

Harutunian, Aerospace Engineer, Propulsion 

Branch, ANM–140L, FAA, Los Angeles 

Aircraft Certification Office, 3960 Paramount 

Boulevard, Lakewood, California 90712–

4137; telephone (562) 627–5254; fax (562) 

627–5210; has the authority to approve 

AMOCs for this AD, if requested using the 

procedures found in 14 CFR 39.19. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

Issued in Renton, Washington, on August 

21, 2008. 

Kevin Hull, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E8–20082 Filed 8–28–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0933; Directorate 

Identifier 2007–NM–261–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 777 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede an existing airworthiness 

directive (AD) that applies to all Boeing 

Model 777 airplanes. The existing AD 

requires, for the drive mechanism of the 

horizontal stabilizer, repetitive detailed 

inspections for discrepancies, repetitive 

lubrication of the ballnut and ballscrew, 

repetitive measurements of the freeplay 

between the ballnut and the ballscrew, 

and corrective action if necessary. This 

proposed AD would revise the 

compliance times of the existing AD. 

This proposed AD results from a report 

of extensive corrosion of a ballscrew in 

the drive mechanism of the horizontal 

stabilizer on a Boeing Model 757 

airplane, which is similar in design to 

the ballscrew on Model 777 airplanes. 

We are proposing this AD to prevent an 

undetected failure of the primary load 

path for the ballscrew in the drive 

mechanism of the horizontal stabilizer 

and subsequent wear and failure of the 

secondary load path, which could lead 

to loss of control of the horizontal 

stabilizer and consequent loss of control 

of the airplane. 

DATES: We must receive comments on 

this proposed AD by October 14, 2008. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M–

30, West Building Ground Floor, Room 

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

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M–

30, West Building Ground Floor, Room 

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

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(telephone 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Kelly McGuckin, Aerospace Engineer, 

Systems and Equipment Branch, ANM–

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 917–6490; fax (425) 917–6590. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 


pwalker on PROD1PC71 with PROPOSALS
Federal Register / Vol. 73, No. 169 / Friday, August 29, 2008 / Proposed Rules 50897 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

2008–0933; Directorate Identifier 2007–

NM–261–AD’’ at the beginning of your 

comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

On August 14, 2007, we issued AD 

2007–17–12, amendment 39–15170 (72 

FR 49158, August 28, 2007), for all 

Boeing Model 777 airplanes. That AD 

requires, for the drive mechanism of the 

horizontal stabilizer, repetitive detailed 

inspections for discrepancies, repetitive 

lubrication of the ballnut and ballscrew, 

repetitive measurements of the freeplay 

between the ballnut and the ballscrew, 

and corrective action if necessary. That 

AD resulted from a report of extensive 

corrosion of a ballscrew in the drive 

mechanism of the horizontal stabilizer 

on a Boeing Model 757 airplane, which 

is similar in design to the ballscrew on 

Model 777 airplanes. We issued that AD 

to prevent an undetected failure of the 

primary load path for the ballscrew in 

the drive mechanism of the horizontal 

stabilizer and subsequent wear and 

failure of the secondary load path, 

which could lead to loss of control of 

the horizontal stabilizer and consequent 

loss of control of the airplane. 

Actions Since Existing AD Was Issued 

Since we issued AD 2007–17–12, 

Boeing submitted a letter asking that we 

clarify the compliance times specified 

in that AD. In this letter Boeing states 

that the wording in the existing AD has 

resulted in some confusion and may not 

adequately account for airplanes that 

have replacement actuators that are new 

or have been overhauled. Boeing 

proposes that the AD use the following 

three different categories for the 

horizontal stabilizer trim actuator 

(HSTA): 

• HSTA not replaced; 

• HSTA replaced with a new or 

overhauled HSTA; and 

• HSTA replaced with a HSTA that 

was not new or overhauled. 

Boeing further states that the existing 

AD does not account for airplanes 

receiving a certificate of airworthiness 

after the effective date of the AD. Boeing 

suggests that the following changes be 

made to the existing AD to address the 

three different categories and revise the 

compliance times. 

Boeing proposes that we make 

changes to paragraph (g) of AD 2007–

17–12 to include subparagraphs (g)(1), 

(g)(2), and (g)(3) as follows: 

(g) For airplanes that have received a 

certificate of airworthiness prior to the 

effective date of this AD: Within 180 days or 

3,500 [flight hours] after the effective date of 

this AD, whichever occurs first, perform a 

maintenance records check or inspect to 

determine the status of the horizontal 

stabilizer trim actuator as follows: 

(1) Original horizontal stabilizer trim 

actuator still installed; 

(2) Original horizontal stabilizer trim 

actuator replaced with a new or overhauled 

horizontal stabilizer trim actuator; 

(3) Original horizontal stabilizer trim 

actuator replaced with a serviceable 

horizontal stabilizer trim actuator that was 

not new or overhauled, and has not received 

a detailed inspection and freeplay 

measurement since the replacement 

conducted per the Service Bulletin identified 

in paragraph (f) of this AD. 

Boeing further suggests that we 

change paragraphs (h)(1), (h)(2), (i)(1), 

(i)(2), (j)(1), and (j)(2) of AD 2007–17–

12, as follows: 

(1) For airplanes identified in subparagraph (g)(1) of this AD and those 

receiving a certificate of airworthiness on or 

after the effective date of this AD: Before the 

accumulation of 15,000 total flight hours or 

within 18 months after the effective date of 

this AD, whichever occurs later. 

(2) For airplanes identified in subparagraph (g)(2) of this AD: Before the 

accumulation of 15,000 flight hours since 

replacement of the horizontal stabilizer trim 

actuator, or within 18 months after the 

effective date of this AD, whichever occurs 

later. 

Boeing further suggests that we add a 

new subparagraph (3) to paragraphs (h), 

(i), and (j) of AD 2007–17–12, as shown: 

(3) For airplanes identified in subparagraph (g)(3) of this AD: Before the 

accumulation of 3,500 flight hours or within 

12 months after the effective date of this AD, 

whichever occurs later. 

We agree with Boeing that the 

compliance times need to be clarified. 

Therefore, we are proposing this AD, 

which would supersede AD 2007–17–

12, and retain the actions specified in 

the existing AD but with revisions to 

paragraphs (g), (h), (i), and (j) to reflect 

Boeing’s suggestions and to clarify the 

compliance times. This proposed AD 

also contains new paragraphs (h)(4), 

(i)(4), and (j)(4) to address airplanes that 

received an original airworthiness 

certificate or original export certificate 

of airworthiness on or after the effective 

date of this AD. 

We have also determined that an 

additional category is needed to account 

for airplanes on which the HSTA has 

been replaced with an actuator that is 

not new or not overhauled but that has 

received a detailed inspection and 

freeplay measurement as described in 

paragraphs (h) and (i) of this proposed 

AD since that replacement. Accordingly, 

we have added paragraph (g)(4) to this 

proposed AD. 

We have also clarified the wording in 

paragraph (l) of this proposed AD to 

specify that the credit is for replacement 

of the HSTA. 

FAA’s Determination and Requirements 

of the Proposed AD 

We have evaluated all pertinent 

information and identified an unsafe 

condition that is likely to develop on 

other airplanes of the same type design. 

For this reason, we are proposing this 

AD, which would supersede AD 2007–

17–12, to retain the actions specified in 

the existing AD but with new initial 

inspection compliance times. 

Costs of Compliance 

There are about 596 airplanes of the 

affected design in the worldwide fleet. 

This proposed AD would affect about 

203 airplanes of U.S. registry. The new 

requirements of this proposed AD add 

no additional economic burden. The 

current costs of the existing AD are 

repeated for the convenience of affected 

operators, as follows. 

The maintenance records check 

would take about 1 work hour per 

airplane, at an average labor rate of $80 

per work hour. Based on these figures, 

the estimated cost of the maintenance 

records check for U.S. operators is 

$16,240, or $80 per airplane. 

The proposed detailed inspection 

would take about 1 work hour per 

airplane, at an average labor rate of $80 

per work hour. Based on these figures, 

the estimated cost of the inspection for 

U.S. operators is $16,240, or $80 per 

airplane, per inspection cycle. 

The proposed freeplay measurement 

would take about 5 work hours per 

airplane, at an average labor rate of $80 

per work hour. Based on these figures, 

the estimated cost of the freeplay 

measurement for U.S. operators is 

$81,200, or $400 per airplane, per 

measurement cycle. 

The proposed required lubrication 

would take about 1 work hour per 

airplane, at an average labor rate of $80 

per work hour. Based on these figures, 

the estimated cost of the lubrication for 

U.S. operators is $16,240, or $80 per 

airplane, per lubrication cycle. 


pwalker on PROD1PC71 with PROPOSALS
50898 Federal Register / Vol. 73, No. 169 / Friday, August 29, 2008 / Proposed Rules 

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 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would not 

have a substantial direct effect on the 

States, on the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that the proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

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

DOT Regulatory Policies and Procedures 

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

3. Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed 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, Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

2. The Federal Aviation 

Administration (FAA) amends § 39.13 

by removing amendment 39–15170 (72 

FR 49158, August 28, 2007) and adding 

the following new airworthiness 

directive (AD): 

Boeing: Docket No. FAA–2008–0933; 

Directorate Identifier 2007–NM–261–AD. 

Comments Due Date 

(a) The FAA must receive comments on 

this AD action by October 14, 2008. 

Affected ADs 

(b) This AD supersedes AD 2007–17–12. 

Applicability 

(c) This AD applies to all Boeing Model 

777 airplanes, certificated in any category. 

Unsafe Condition 

(d) This AD results from a report of 

extensive corrosion of a ballscrew in the 

drive mechanism of the horizontal stabilizer 

on a Boeing Model 757 airplane, which is 

similar in design to the ballscrew on Model 

777 airplanes. We are issuing this AD to 

prevent an undetected failure of the primary 

load path for the ballscrew in the drive 

mechanism of the horizontal stabilizer and 

subsequent wear and failure of the secondary 

load path, which could lead to loss of control 

of the horizontal stabilizer and consequent 

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. 

Restatement of Requirements of AD 2007–

17–12 With Revised Compliance Times 

Service Bulletin Reference 

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

this AD, means Boeing Alert Service Bulletin 

777–27A0059, Revision 1, dated August 18, 

2005. 

Note 1: The service bulletin refers to the 

Boeing 777 Aircraft Maintenance Manual 

(AMM), Subjects 12–21–05, 27–41–13, and 

29–11–00, as additional sources of service 

information for accomplishing the actions 

required by this AD. 

Maintenance Records Check 

(g) For airplanes that have received an 

original airworthiness certificate or original 

export certificate of airworthiness prior to the 

effective date of this AD: Within 180 days or 

3,500 flight hours after the effective date of 

this AD, whichever occurs first, perform a 

maintenance records check or inspect to 

determine the status of the horizontal 

stabilizer trim actuator (HSTA) as specified 

in paragraph (g)(1), (g)(2), (g)(3), or (g)(4) of 

this AD, as applicable: 

(1) The original HSTA has been neither 

replaced nor overhauled; 

(2) The original HSTA has been replaced 

with a new or overhauled HSTA; 

(3) The original HSTA has been replaced 

with a serviceable HSTA that was not new 

or not overhauled, and which has not 

received a detailed inspection and freeplay 

measurement as described in paragraphs (h) 

and (i) of this AD since that replacement; or 

(4) The original HSTA has been replaced 

with a serviceable HSTA that was not new 

or not overhauled, and which has received a 

detailed inspection and freeplay 

measurement as described in paragraphs (h) 

and (i) of this AD since that replacement. 

Detailed Inspection 

(h) Within the compliance time specified 

in paragraph (h)(1), (h)(2), (h)(3), or (h)(4) of 

this AD, as applicable: Perform a detailed 

inspection for discrepancies of the horizontal 

stabilizer trim actuator ballnut and ballscrew 

in accordance with Part 1 of the 

Accomplishment Instructions of the service 

bulletin. Repeat the detailed inspection 

thereafter at intervals not to exceed 3,500 

flight hours or 12 months, whichever occurs 

first. If any discrepancy is found during any 

inspection required by this AD, before further 

flight, replace the actuator with a new or 

serviceable actuator, in accordance with the 

Accomplishment Instructions of the service 

bulletin. 

(1) For airplanes identified in paragraph 

(g)(1) of this AD: Before the accumulation of 

15,000 total flight hours, or within 18 months 

after the effective date of this AD, whichever 

occurs later. 

(2) For airplanes identified in paragraph 

(g)(2) or (g)(4) of this AD: Before the 

accumulation of 15,000 flight hours since the 

replacement of the HSTA, or within 18 

months after the effective date of this AD, 

whichever occurs later. 

(3) For airplanes identified in paragraph 

(g)(3) of this AD: Before the accumulation of 

3,500 flight hours since the replacement of 

the HSTA, or within 12 months after the 

effective date of this AD, whichever occurs 

later. 

(4) For airplanes that have received an 

original airworthiness certificate or original 

export certificate of airworthiness on or after 

the effective date of this AD: Before the 

accumulation of 15,000 total flight hours, or 

within 18 months after the issuance of the 

original airworthiness certificate or original 

export certificate of airworthiness, whichever 

occurs later. 

Freeplay Measurement (Inspection) 

(i) Within the compliance times specified 

in paragraphs (i)(1), (i)(2), (i)(3), and (i)(4) of 

this AD, as applicable: Perform a freeplay 

measurement of the ballnut and ballscrew in 

accordance with Part 2 of the 

Accomplishment Instructions of the service 

bulletin. Repeat the freeplay measurement 

thereafter at intervals not to exceed 18,000 

flight hours or 60 months, whichever occurs 

first. If the freeplay is found to exceed the 

limits specified in the service bulletin during 

any measurement required by this AD, before 

further flight, replace the actuator with a new 

or serviceable actuator in accordance with 

the Accomplishment Instructions of the 

service bulletin. 

(1) For airplanes identified in paragraph 

(g)(1) of this AD: Before the accumulation of 


pwalker on PROD1PC71 with PROPOSALS
Federal Register / Vol. 73, No. 169 / Friday, August 29, 2008 / Proposed Rules 50899 

15,000 total flight hours, or within 18 months 

after the effective date of this AD, whichever 

occurs later. 

(2) For airplanes identified in paragraph 

(g)(2) or (g)(4) of this AD: Before the 

accumulation of 15,000 flight hours since the 

replacement of the HSTA, or within 18 

months after the effective date of this AD, 

whichever occurs later. 

(3) For airplanes identified in paragraph 

(g)(3) of this AD: Before the accumulation of 

3,500 flight hours since the replacement of 

the HSTA, or within 12 months after the 

effective date of this AD, whichever occurs 

later. 

(4) For airplanes that have received an 

original airworthiness certificate or original 

export certificate of airworthiness on or after 

the effective date of this AD: Before the 

accumulation of 15,000 total flight hours, or 

within 18 months after the issuance of the 

original airworthiness certificate or original 

export certificate of airworthiness, whichever 

occurs later. 

Lubrication 

(j) Within the compliance times specified 

in paragraphs (j)(1), (j)(2), (j)(3), and (j)(4) of 

this AD, as applicable: Lubricate the ballnut 

and ballscrew in accordance with Part 3 of 

the Accomplishment Instructions of the 

service bulletin. Repeat the lubrication 

thereafter at intervals not to exceed 2,000 

flight hours or 12 months, whichever occurs 

first. 

(1) For airplanes identified in paragraph 

(g)(1) of this AD: Before the accumulation of 

15,000 total flight hours, or within 18 months 

after the effective date of this AD, whichever 

occurs later. 

(2) For airplanes identified in paragraph 

(g)(2) or (g)(4) of this AD: Before the 

accumulation of 15,000 flight hours since the 

replacement of the HSTA, or within 18 

months after the effective date of this AD, 

whichever occurs later. 

(3) For airplanes identified in paragraph 

(g)(3) of this AD: Before the accumulation of 

3,500 flight hours since the replacement of 

the HSTA, or within 12 months after the 

effective date of this AD, whichever occurs 

later. 

(4) For airplanes that have received an 

original airworthiness certificate or original 

export certificate of airworthiness on or after 

the effective date of this AD: Before the 

accumulation of 15,000 total flight hours, or 

within 18 months after the issuance of the 

original airworthiness certificate or original 

export certificate of airworthiness, whichever 

occurs later. 

Credit for Using Original Issue of Service 

Bulletin 

(k) Actions performed prior to the effective 

date of this AD, in accordance with Boeing 

Alert Service Bulletin 777–27A0059, dated 

September 18, 2003, are considered 

acceptable for compliance with the 

corresponding actions specified in 

paragraphs (h), (i), and (j) of this AD. 

Credit for Hard-Time Replacement of HSTA 

(l) Any HSTA overhauled within the 

compliance times specified in paragraphs (h), 

(i), and (j) of this AD or before the effective 

date of this AD—as part of a ‘‘hard-time’’

replacement program that includes removal 

of the HSTA from the airplane and overhaul 

of the stabilizer ballscrew in accordance with 

original equipment manufacturer component 

maintenance manual instructions—meets the 

intent of one detailed inspection, one 

freeplay inspection, and one lubrication of 

the HSTA. Therefore, any such HSTA is 

considered acceptable for compliance with 

the initial accomplishment of the actions 

specified in paragraphs (h), (i), and (j) of this 

AD, and repetitions of those actions may be 

determined from the performance date of that 

overhaul. 

Parts Installation 

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

person may install, on any airplane, a 

horizontal stabilizer trim actuator that is not 

new or overhauled, unless a detailed 

inspection, freeplay measurement, and 

lubrication of that actuator are performed in 

accordance with paragraphs (h), (i), and (j) of 

this AD, as applicable. 

Alternative Methods of Compliance 

(AMOCs) 

(n)(1) The Manager, Seattle Aircraft 

Certification Office (ACO), FAA, ATTN: 

Kelly McGuckin, Aerospace Engineer, 

Systems and Equipment Branch, ANM–130S, 

FAA, Seattle ACO, 1601 Lind Avenue SW., 

Renton, Washington 98057–3356; telephone 

(425) 917–6490; fax (425) 917–6590; has the 

authority to approve AMOCs for this AD, if 

requested using the procedures found in 14 

CFR 39.19. 

(2) To request a different method of 

compliance or a different compliance time 

for this AD, follow the procedures in 14 CFR 

39.19. Before using any approved AMOC on 

any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

Issued in Renton, Washington, on August 

21, 2008. 

Kevin Hull, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E8–20087 Filed 8–28–08; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2007–29255; Directorate 

Identifier 2007–NM–085–AD] 

RIN 2120–AA64 

Airworthiness Directives; Boeing 

Model 737–100, –200, –200C, –300, 

–400, and –500 Series Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

proposed airworthiness directive (AD) 

for certain Boeing Model 737–100, –200, 

–200C, –300, –400, and –500 series 

airplanes. The original NPRM would 

have required doing repetitive internal 

eddy current and detailed inspections to 

detect cracked stringer tie clips; 

measuring the fastener spacing and the 

edge margin if applicable, and doing 

applicable corrective and related 

investigative actions. As a temporary 

alternative to doing the actions 

described previously, the original 

NPRM would have required repetitive 

inspections of the skin and lap joints for 

cracks and evidence of overload 

resulting from cracked stringer tie clips, 

and applicable corrective actions if 

necessary. The original NPRM resulted 

from a report of several cracked stringer 

tie clips. This action revises the original 

NPRM by including repetitive external 

eddy current sliding probe inspections 

of the lap joints for cracks and evidence 

of overload resulting from cracked 

stringer tie clips. We are proposing this 

supplemental NPRM to detect and 

correct multiple adjacent cracked 

stringer tie clips and damaged skin and 

frames, which could lead to the skin 

and frame structure developing cracks 

and consequent decompression of the 

airplane. 

DATES: We must receive comments on 

this supplemental NPRM by September 

23, 2008. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M–

30, West Building Ground Floor, Room 

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

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M–

30, West Building Ground Floor, Room 

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

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, P.O. Box 3707, Seattle, 

Washington 98124–2207. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Management Facility between 9 

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

Friday, except Federal holidays. The AD 

docket contains this proposed AD, the 


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