AD 2003-07-13

[Federal Register Volume 68, Number 72 (Tuesday, April 15, 2003)]
[Rules and Regulations]
[Pages 18107-18112]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 03-8742]


-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2001-NM-329-AD; Amendment 39-13109; AD 2003-07-13]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 757-200, -200CB, and -
200PF Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: This amendment supersedes an existing airworthiness directive 
(AD), applicable to certain Boeing Model 757 series airplanes, that 
currently requires repetitive inspections for excessive wear of the 
internal and external splines of the torque tube couplings of the 
trailing edge flaps, and replacement of the couplings, if necessary. 
That AD also provides an optional modification that, if installed, 
constitutes terminating action for the inspection requirements. This 
amendment expands the applicability of the existing AD and requires new 
inspections of the torque tube assemblies and certain gearbox 
assemblies and universal joints in the drive system for the inboard 
trailing edge flaps, and follow-on actions if necessary. For certain 
airplanes, this amendment also adds a new optional modification, which, 
if installed, terminates certain inspections. The actions specified by 
this AD are intended to prevent separations in the drive system for the 
inboard trailing edge flaps, which could cause a flap skew condition 
that could result in damage to the flaps or fuselage, and consequent 
reduced controllability of the airplane.

DATES: Effective May 20, 2003.
    The incorporation by reference of certain publications, as listed 
in the regulations, is approved by the Director of the Federal Register 
as of May 20, 2003.
    The incorporation by reference of certain other publications, as 
listed in the regulations, was approved previously by the Director of 
the Federal Register as of December 23, 1992 (57 FR 54298, November 18, 
1992).

ADDRESSES: The service information referenced in this AD may be 
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, 
Washington 98124-2207. 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 Office of 
the Federal Register, 800 North Capitol Street, NW., suite 700, 
Washington, DC.

FOR FURTHER INFORMATION CONTACT: Douglas Tsuji, Aerospace Engineer, 
Systems and Equipment Branch, ANM-130S, FAA, Seattle Aircraft 
Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98055-
4056; telephone (425) 917-6487; fax (425) 917-6590.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) by superseding AD 92-25-01, 
amendment 39-8416 (57 FR 54298, November 18, 1992), which is applicable 
to certain Boeing Model 757 series airplanes, was published in the 
Federal Register on May 29, 2002 (67 FR 37357). The action proposed to 
continue to require repetitive inspections for excessive wear of the 
internal and external splines of the torque tube couplings of the 
trailing edge flaps, and replacement of the couplings, if necessary. 
The action proposed to expand the applicability of the existing AD and 
require new inspections of the torque tube assemblies and certain 
gearbox assemblies and universal joints (U-joints) in the drive system 
for the inboard trailing edge flaps, and follow-on actions if 
necessary. For certain airplanes, the action also proposed to require a 
previously optional modification and/or a new modification, which would 
terminate certain inspections.

Explanation of New Relevant Service Information

    Since the issuance of the proposed AD, the FAA has reviewed and 
approved Boeing Service Bulletin 757-27A0125, Revision 2, dated July 
25, 2002. The proposed AD refers to Revision 1 of that service 
bulletin, dated December 2, 1999, as the appropriate source of service 
information for the proposed inspections and corrective actions. Boeing 
issued Revision 2 of the service bulletin primarily to reduce the 
effectivity due to the installation of a flap-skew detection system on 
airplanes with line numbers 981 and subsequent. Boeing also made 
certain editorial changes in Revision 2 of the service bulletin. Since 
there are no changes in Revision 2 of the service bulletin that affect 
the actions required by this AD, we have revised paragraphs (b), (c), 
(d), and (e) of this AD to refer to Revision 2 of the service bulletin 
instead of Revision 1. The new paragraph (h) of this AD gives credit 
for inspections accomplished before the effective date of this AD per 
Revision 1 of the service bulletin.

Explanation of Changes to Proposed AD

    Because the language in Note 5 of the proposed AD is regulatory in 
nature, the provisions of that note have been included in paragraph (h) 
of this AD. Subsequent paragraphs and notes have been reidentified 
accordingly.
    Also, for clarification, we have revised service bulletin 
references in the body of this AD to specify that the appropriate 
source for instructions is the Accomplishment Instructions of the 
service bulletin.

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.

[[Page 18108]]

Support for the Proposal

    One commenter concurs with the proposed AD.

Request To Remove Terminating Action

    Two commenters request that we remove paragraphs (f) and (g) of the 
proposed AD. Those paragraphs would require replacing the numbers 3 and 
6 and numbers 4 and 5 torque tube assemblies. Both commenters state 
that these replacements would be costly and burdensome to operators of 
the affected airplanes. One of the commenters, the airplane 
manufacturer, presents data that show that there have been no reported 
cases of trailing edge flap skew since the release of the original 
issue of Boeing Alert Service Bulletin 757-27A0125 on July 17, 1997. 
The commenter states that these data show that the proposed inspections 
are adequate to ensure the safety of the airplane fleet.
    We partially concur with the commenters' request. We agree that it 
is not necessary to mandate replacement of the torque tube assemblies 
at this time. We consider three criteria for those situations where 
repetitive inspections may be permitted to continue indefinitely, even 
though a positive fix to the problem exists: (1) The area is easily 
accessible, (2) the damage is easily detectable, and (3) the 
consequences of the damage are not likely to be catastrophic. In 
consideration of the excessive wear that may occur on torque tube 
assemblies numbers 3 and 6 and numbers 4 and 5, we have determined that 
the circumstances meet these three criteria warranting the ability of 
owners and operators, at their option, to perform continual repetitive 
inspections.
    However, we find that some operators may wish to replace and 
upgrade the affected torque tube assemblies in lieu of continuing to 
inspect indefinitely. Thus, we have determined that it is appropriate 
to leave the replacement of the torque tube assemblies as one option 
for compliance with this AD. Therefore, we have retained paragraphs (f) 
and (g) of the proposed AD in this final rule, but we have removed the 
required compliance times from those paragraphs. In addition, we have 
revised the Cost Impact section of the preamble of this AD to show the 
terminating modifications as optional.

Request To Revise Compliance Times for Initial Inspections

    Two commenters request that we extend the compliance time for 
certain initial inspections that would be required by the proposed AD. 
One commenter requests that we revise the initial compliance time for 
paragraphs (c) and (e) of the proposed AD from the latest of 3,000 
total flight cycles, 24 months after the airplane's date of 
manufacture, and 18 months after the effective date of the AD, to the 
later of 24 months and a certain flight-cycle limit (e.g., 3,000 flight 
cycles) after the effective date of the AD. The second commenter 
requests that we revise the initial compliance time to not less than 24 
months after the effective date of the AD. (This commenter does not 
specify to which paragraphs its request is intended to apply.) The 
second commenter states that its data do not support the proposed 
inspection timetable with respect to total flight cycles or calendar 
time since date of manufacture. It contends that wear is a function of 
cycles and should be free of calendar restriction. Both commenters are 
seeking an extension of the compliance time so that it will coincide 
with their approved ``C''-check interval.
    We concur with the commenters' request. The original intent of the 
18-month compliance option in paragraphs (b)(2), (c), and (e) of the 
proposed AD was that it would coincide with ``C''-check intervals for 
the majority of operators. This did not take into consideration that 
certain freighter configurations of Model 757-200 series airplanes have 
a ``C''-check interval of 24 months. Thus, we have revised paragraphs 
(b)(2), (c), and (e) of this AD to require accomplishment of the 
initial inspections associated with those paragraphs prior to the 
accumulation of 3,000 total flight cycles, or within 24 months after 
the effective date of this AD, whichever is later.

Request To Revise Repetitive Inspection Interval

    One commenter requests that we revise the repetitive interval for 
the inspections of the gearbox assemblies and U-joints specified in 
paragraph (e) of the proposed AD. The proposed AD specifies that these 
inspections must be performed every 3,000 flight cycles or 24 months, 
whichever is first. The commenter requests that we revise the interval 
to 3,000 flight cycles or 18 months, whichever comes first, to coincide 
with its ``C''-check interval of the earliest of 6,000 flight hours, 
3,000 flight cycles, and 18 months. The commenter presents data that 
show that Model 757 series airplanes typically reach the 18-month limit 
before they reach the 3,000-flight-cycle limit.
    We partially concur with the commenter's request. We do not agree 
that it is necessary to reduce the intervals to meet the commenter's 
intent. Unless a ``minimum'' inspection interval is specified, 
operators are always permitted to perform actions earlier than the 
compliance time specified in an AD. In this case, it is at the 
operator's discretion to inspect its affected airplanes at the earlier 
of 18 months or 3,000 flight cycles, if that interval more closely fits 
the operator's maintenance schedule.
    However, for clarification, we find that a change in terminology 
may be helpful. Therefore, we have revised paragraphs (b), (c), and (e) 
of this AD to state that repetitive inspections must be accomplished 
``at intervals not to exceed 3,000 flight cycles or 24 months, 
whichever comes first.''

Request To Clarify Applicability of Inspection Requirement

    One commenter points out that one airplane, line number (L/N) 412, 
was omitted from paragraph (c) of the proposed AD. The commenter states 
that paragraph (c) should be corrected to identify ``airplanes with L/
Ns 1 through 580 inclusive, which are identified as Groups 1 and 2 
airplanes'' in the service bulletin.
    We concur. While L/N 412 is included in Groups 1 and 2 in the 
service bulletin, that L/N was inadvertently omitted from paragraph (c) 
of the proposed AD. Our intention was for our AD to align with the 
referenced service bulletin; no differences were noted in the preamble 
of the proposed AD. Therefore, we have revised paragraph (c) of this AD 
to include L/N 412. Because the airplane with L/N 412 is not a U.S.-
registered airplane, there is no economic impact on the U.S. fleet and, 
thus, we find that making this change will not increase the scope of 
the AD or the economic burden associated with the AD.

Request To Give Credit for Previously Accomplished Inspections

    One commenter requests that credit be given for inspections 
accomplished before the effective date of the AD per Revision 1 of the 
service bulletin. The commenter states that the compliance time for the 
first inspection should then be 3,000 flight cycles or 24 months from 
the most recent inspection.
    We concur but find that no change is necessary to meet the 
commenter's intent. We give credit for actions accomplished before the 
effective date of an AD by means of the phrase ``Compliance: Required 
as indicated, unless accomplished previously,'' which appears in every 
AD. As the commenter states, the next inspection must be done within 
3,000 flight cycles or 24 months after the most recent

[[Page 18109]]

inspection, whichever is first. No change is necessary in this regard. 
(Since we have revised this final rule to refer to Revision 2 of the 
service bulletin, credit for inspections per Revision 1 of the service 
bulletin is given in paragraph (h) of this AD.)

Request To Clarify Definition of Wear

    One commenter requests that we more clearly define excessive wear 
of the torque tube assemblies, as it pertains to the requirement for 
measurements in paragraph (d) of the proposed AD. The commenter states 
that normal, worn, and excessively worn areas are subject to 
interpretation, and different individuals could interpret wear 
differently.
    We note that paragraph (d) of the proposed AD would require 
measurements ``if any wear is found during any inspection required by 
paragraph (b) or (c) of this AD. * * *.'' If wear is found during an 
inspection per paragraph (b) or (c) of this AD, the follow-on 
measurement required by paragraph (d) of this AD should provide 
adequate guidance as to the necessary course of action. However, we 
find that it may be helpful to provide examples of some types of wear 
that may be found. Therefore, paragraphs (b), (c), and (d) of this AD 
have been revised to include examples of wear that may be found.

Request To Revise Compliance Threshold for Paragraph (e) of Proposed AD

    One commenter expresses concern over the inspections that would be 
required by paragraph (e) of the proposed AD and the requirement to 
replace the gearbox assembly and drive shaft assembly with new 
components if certain measurements are outside the limits specified in 
the service bulletin. The commenter is concerned about the potential 
cost of replacement parts, which it states may be as high as $108,000. 
A second commenter, the Air Transport Association of America, on behalf 
of its members, requests that these costs be specified in the AD. The 
first commenter is also concerned about the availability of necessary 
parts within the compliance time specified in the proposed AD, and it 
requests that we revise the initial compliance time to correspond with 
spares availability. The commenter also requests that we allow 
repetitive inspections of the gearbox assemblies and U-joints, as 
allowed for the torque tubes elsewhere in the proposed AD, so that the 
gearboxes or drive shaft assemblies do not have to be replaced before 
further flight if the measurements are outside the specified limits.
    We do not concur. The compliance times specified in this final rule 
represent an acceptable interval of time wherein affected airplanes may 
be allowed to operate without jeopardizing safety. Further, we find 
that allowing repetitive inspections in lieu of requiring replacement 
of discrepant parts with new parts would not ensure that the unsafe 
condition is addressed in a timely manner. The measurement criteria 
identified in paragraphs (e)(1) and (e)(2) of this AD represent the 
maximum wear limits for the gearboxes and U-joints. To allow continued 
use of these components, even with repetitive inspections, would 
greatly increase the potential for a trailing edge flap skew. With 
regard to the commenter's concern about parts availability, we have 
reviewed available data and find that an adequate supply of parts 
should be available. We have made no change to this final rule in this 
regard.
    We also do not concur with the other commenter's request that we 
include the cost associated with replacing the gearboxes or U-joints in 
the AD. The economic analysis included in AD actions is limited only to 
the cost of actions actually required by the rule. It does not consider 
the costs of ``on-condition'' actions, such as replacing a part if a 
discrepancy is detected during a required inspection. Such ``on-
condition'' actions would be required to be accomplished--regardless of 
AD direction--to correct an unsafe condition identified in an airplane 
and to ensure operation of that airplane in an airworthy condition, as 
required by the Federal Aviation Regulations.

Request To Revise Repetitive Interval for Paragraph (e) of Proposed AD

    One commenter requests that we increase the repetitive interval for 
the inspections of the gearbox assemblies and U-joints that would be 
required by paragraph (e) of the proposed AD. The proposed AD states a 
repetitive interval of 3,000 flight cycles or 24 months, whichever is 
first; the commenter requests an interval of 4,500 flight cycles or 48 
months, whichever is later. To justify its request, the commenter 
presents data from three airplanes in its fleet. These data show that 
no discrepancies were found on two of the airplanes, and only minor 
wear of one torque tube was found on the third. The commenter also 
contends that calendar time is not useful for gauging wear, as wear is 
a function of flight cycles.
    We do not concur. Three airplanes do not constitute an adequate 
statistical sample size to determine that extension of the repetitive 
interval would provide an acceptable level of safety. While in general 
the number of flight cycles is a large contributor to wear on 
components, the intent of this AD is to protect against all types of 
wear. This includes wear accelerated by corrosion, which is a function 
of calendar time. We have made no change to the final rule in this 
regard.

Explanation of Additional Change to Proposed AD

    We have added paragraph (i)(2) to this final rule to give credit 
for accomplishment of certain alternative methods of compliance that 
were approved previously in accordance with AD 92-25-01, amendment 39-
8416.
    Also, throughout this final rule, we have changed the citation for 
Boeing Service Bulletin 757-27-0107, dated June 16, 1994, to exclude 
the Evaluation Form. The form is intended to be completed by operators 
and submitted to the airplane manufacturer to provide input on the 
quality of the service bulletin; however, this AD does not include such 
a requirement.

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 979 Model 757-200, -200CB, and -200PF 
series airplanes of the affected design in the worldwide fleet.
    In AD 92-25-01, we estimated that approximately 279 U.S.-registered 
airplanes would be subject to the inspections in that AD. For these 
airplanes, the currently required inspections take approximately 2 work 
hours per airplane, at an average labor rate of $60 per work hour. 
Based on these figures, the cost impact of the currently required 
actions on U.S. operators is estimated to be $33,480, or $120 per 
airplane, per inspection cycle.
    We estimate that approximately 283 U.S.-registered airplanes (Group 
1 of Boeing Service Bulletin 757-27A0125, Revision 2) will be subject 
to the required inspection of torque tube assemblies 3 and 6. This 
inspection will take approximately 2 work hours per airplane, at an 
average labor rate of $60 per work hour. Based on these figures, the 
cost impact of this new inspection

[[Page 18110]]

required for U.S. operators of Group 1 airplanes is estimated to be 
$33,960, or $120 per airplane, per inspection cycle.
    We estimate that approximately 376 U.S.-registered airplanes 
(Groups 1 and 2 of Boeing Service Bulletin 757-27A0125, Revision 2) 
will be subject to the required inspection of torque tube assemblies 4 
and 5. This inspection will take approximately 2 work hours per 
airplane, at an average labor rate of $60 per work hour. Based on these 
figures, the cost impact of these new inspections required for U.S. 
operators of Groups 1 and 2 airplanes is estimated to be $45,120, or 
$120 per airplane, per inspection cycle.
    We estimate that 643 U.S.-registered airplanes (Groups 1, 2, and 3 
of Boeing Service Bulletin 757-27A0125, Revision 2) will be subject to 
the new required inspections of the gear box assemblies and U-joints of 
the drive shaft assembly. These inspections will take approximately 4 
work hours per airplane, at an average labor rate of $60 per work hour. 
Based on these figures, the cost impact of these new inspections 
required for U.S. operators is estimated to be $154,320, or $240 per 
airplane, per inspection cycle.
    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.
    Should an operator elect to accomplish the modification that 
involves replacement of torque tube assemblies 3 and 6, this 
modification will take approximately 5 work hours per airplane, at an 
average labor rate of $60 per work hour. Required parts will cost 
approximately $4,550. Based on these figures, the cost impact of this 
optional modification is estimated to be $4,850 per airplane.
    Should an operator elect to accomplish the modification that 
involves replacement of torque tube assemblies 4 and 5, this 
modification will take approximately 5 work hours per airplane, at an 
average labor rate of $60 per work hour. Required parts will cost 
approximately $4,550. Based on these figures, the cost impact of this 
optional modification is estimated to be $4,850 per airplane.

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

0
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

0
1. The authority citation for part 39 continues to read as follows:

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


Sec.  39.13  [Amended]

0
2. Section 39.13 is amended by removing amendment 39-8416 (57 FR 54298, 
November 18, 1992), and by adding a new airworthiness directive (AD), 
amendment 39-13109, to read as follows:

2003-07-13 Boeing: Amendment 39-13109. Docket 2001-NM-329-AD. 
Supersedes AD 92-25-01, Amendment 39-8416.

    Applicability: Model 757-200, -200CB, and -200PF series 
airplanes; line numbers (L/Ns) 1 through 979 inclusive; certificated 
in any category.

    Note 1: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
modified, altered, or repaired in the area subject to the 
requirements of this AD. For airplanes that have been modified, 
altered, or repaired so that the performance of the requirements of 
this AD is affected, the owner/operator must request approval for an 
alternative method of compliance in accordance with paragraph (i)(1) 
of this AD. The request should include an assessment of the effect 
of the modification, alteration, or repair on the unsafe condition 
addressed by this AD; and, if the unsafe condition has not been 
eliminated, the request should include specific proposed actions to 
address it.

    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent separations in the drive system for the inboard 
trailing edge flaps, which could cause a flap skew condition that 
could result in damage to the flaps or fuselage, and consequent 
reduced controllability of the airplane, accomplish the following:

Restatement of Requirements of AD 92-25-01

Repetitive Visual Inspections and Corrective Actions

    (a) For airplanes with L/Ns 1 through 411 inclusive and 413 
through 432 inclusive: Prior to the accumulation of 2,000 total 
flight cycles, or within the next 200 flight cycles after April 30, 
1990 (the effective date of AD 90-08-16, amendment 39-6574), 
whichever occurs later, and thereafter at intervals not to exceed 
2,000 flight cycles, perform a general visual inspection of the 
torque tube 3 and 6 coupling splines, in accordance with Boeing 
Service Letter 757-SL-27-52-B, dated April 30, 1990.

    Note 2: Operators who have conducted inspections of the torque 
tube coupling splines prior to December 23, 1992 (the effective date 
of AD 92-25-01, amendment 39-8416), in accordance with Boeing 
Service Letter 757-SL-27-52, dated January 31, 1990, or Boeing 
Service Letter 757-SL-27-52-A, dated March 21, 1990, are considered 
to be in compliance with paragraph (a) of this AD.

    (1) If the measurement over the pin, as detailed in the service 
letter, is less than 1.8605 inches but equal to or greater than 
1.8533 inches, repeat the inspection within 1,000 flight cycles, 
until the requirements of paragraph (c) or (f) of this AD have been 
accomplished.
    (2) If the measurement over the pin, as detailed in the service 
letter, is less than 1.8533 inches, replace the coupling before 
further flight, in accordance with the service letter.

New Requirements of This AD

    Note 3: 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.''


[[Page 18111]]



New Repetitive Inspections: Torque Tubes 3 and 6

    Note 4: If the requirements of paragraph (f) of this AD have 
been accomplished before the effective date of this AD, inspection 
per paragraph (b) of this AD is not required.

    (b) For airplanes with L/Ns 1 through 411 inclusive and 413 
through 432 inclusive, which are identified as Group 1 airplanes in 
Boeing Service Bulletin 757-27A0125, Revision 2, dated July 25, 
2002: Do a general visual inspection for excessive wear of torque 
tube assemblies 3 and 6, per the Accomplishment Instructions of the 
service bulletin. Wear may include, but is not limited to, corrosion 
or axial or radial freeplay relative to adjacent torque tubes or 
gearbox. Do the initial inspection at the time specified in 
paragraph (b)(1) or (b)(2) of this AD, as applicable. If no wear is 
found, repeat the inspection at intervals not to exceed 3,000 flight 
cycles or 24 months, whichever comes first, until paragraph (f) of 
this AD has been accomplished. Doing paragraph (b) of this AD 
terminates the requirements of paragraph (a) of this AD for torque 
tube assemblies 3 and 6.
    (1) For airplanes on which the inspection in paragraph (a) of 
this AD has been done prior to the effective date of this AD: 
Inspect within 3,000 flight cycles after the most recent inspection 
done prior to the effective date of this AD per paragraph (a) of 
this AD, or within 24 months after the effective date of this AD, 
whichever is first.
    (2) For airplanes on which the inspection in paragraph (a) of 
this AD has not been done prior to the effective date of this AD: 
Inspect prior to the accumulation of 3,000 total flight cycles, or 
within 24 months after the effective date of this AD, whichever is 
later.

New Repetitive Inspections: Torque Tubes 4 and 5

    Note 5: If the requirements of paragraph (g) of this AD have 
been accomplished before the effective date of this AD, inspection 
per paragraph (c) of this AD is not required.

    (c) For airplanes with L/Ns 1 through 580 inclusive, which are 
identified as Groups 1 and 2 airplanes in Boeing Service Bulletin 
757-27A0125, Revision 2, dated July 25, 2002: Prior to the 
accumulation of 3,000 total flight cycles, or within 24 months after 
the effective date of this AD, whichever is later, do a general 
visual inspection for excessive wear of torque tube assemblies 4 and 
5, per the Accomplishment Instructions of the service bulletin. Wear 
may include, but is not limited to, corrosion or axial or radial 
freeplay relative to adjacent torque tubes or gearbox. If no wear is 
found, repeat the inspection at intervals not to exceed 3,000 flight 
cycles or 24 months, whichever comes first, until paragraph (g) of 
this AD has been accomplished.

Corrective Actions: Torque Tubes 3, 4, 5, and 6

    (d) If any wear (including, but not limited to, corrosion or 
axial or radial freeplay relative to adjacent torque tubes or 
gearbox) is found during any inspection required by paragraph (b) or 
(c) of this AD: Before further flight, measure the distance of the 
measurement over pins, per the Accomplishment Instructions of Boeing 
Service Bulletin 757-27A0125, Revision 2, dated July 25, 2002.
    (1) If the distance is 1.8337 inches or more, repeat the general 
visual inspection required by paragraph (b) or (c) of this AD at the 
applicable interval specified in Table 1 of Figure 7 of the service 
bulletin, until the actions in paragraphs (f) (for torque tube 
assemblies 3 and 6) and (g) (for torque tube assembles 4 and 5) have 
been done.
    (2) If the distance is less than 1.8337 inches, do the actions 
in paragraphs (d)(2)(i) and (d)(2)(ii) of this AD, per the 
Accomplishment Instructions of the service bulletin.
    (i) Before further flight, measure the distance of the outside 
diameter, as shown in Table 1 of Figure 7 of the service bulletin.
    (ii) Replace the affected torque tube assembly with a new torque 
tube assembly at the applicable time specified in Table 1 of Figure 
7 of the service bulletin.

New Repetitive Inspections: Gearbox Assemblies and Universal Joints

    (e) For airplanes with L/Ns 1 through 979 inclusive: Prior to 
the accumulation of 3,000 total flight cycles, or within 24 months 
after the effective date of this AD, whichever is later, perform an 
inspection to measure the axial movement of the angle and tee 
gearbox assemblies and the distance between the upper and lower 
yokes of the universal joints (U-joints) of the drive shaft 
assemblies, per the Accomplishment Instructions of Boeing Service 
Bulletin 757-27A0125, Revision 2, dated July 25, 2002. Repeat these 
measurements at intervals not to exceed 3,000 flight cycles or 24 
months, whichever comes first, and do paragraphs (e)(1) and (e)(2) 
of this AD, as applicable.
    (1) If any measurement of the axial movement of the gearbox 
assembly is more than 0.015 inch, as specified in the service 
bulletin: Before further flight, replace the gearbox assembly with a 
new gearbox assembly, per the Accomplishment Instructions of the 
service bulletin.
    (2) If the distance between the upper and lower yokes of the U-
joints is more than 0.020 inch, as specified in Steps 3 and 6 of 
Figure 6 of the service bulletin: Before further flight, replace the 
drive shaft assembly with a new drive shaft assembly, per the 
Accomplishment Instructions of the service bulletin.

Optional Terminating Action

    (f) For airplanes with L/Ns 1 through 411 inclusive and 413 
through 432 inclusive: Replacing torque tube assemblies number 3 and 
6 with new, improved torque tube assemblies, and installing a 
sealant plug in the shafts of four gearboxes, per the Accomplishment 
Instructions of Boeing Service Bulletin 757-27-0099, dated March 12, 
1992, terminates the inspections required by paragraphs (a) and (b) 
of this AD.
    (g) For airplanes with L/Ns 1 through 580 inclusive: Replacing 
torque tube assemblies number 4 and 5 with new, improved torque tube 
assemblies, and changing the related angle and tee gearbox 
assemblies, per the Accomplishment Instructions of Boeing Service 
Bulletin 757-27-0107, dated June 16, 1994, excluding Evaluation 
Form, terminates the inspections required by paragraph (c) of this 
AD. The changes for the related tee and angle gearbox assemblies are 
shown in Figures 6 and 7, respectively, of the service bulletin.

    Note 6: No terminating action has been identified for the 
inspections specified in paragraph (e) of this AD.

Credit for Actions Accomplished Previously

    (h) Inspections, measurements, and replacements done prior to 
the effective date of this AD per Boeing Alert Service Bulletin 757-
27A0125, dated July 17, 1997; or Revision 1, dated December 2, 1999; 
are considered acceptable for compliance with the corresponding 
requirements of paragraphs (b), (c), (d), and (e) of this AD.

Alternative Methods of Compliance

    (i)(1) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be 
used if approved by the Manager, Seattle Aircraft Certification 
Office (ACO), FAA. Operators shall submit their requests through an 
appropriate FAA Principal Maintenance Inspector, who may add 
comments and then send it to the Manager, Seattle ACO.
    (2) Alternative methods of compliance, approved previously in 
accordance with AD 92-25-01, amendment 39-8416, are approved as 
alternative methods of compliance with paragraph (a) of this AD.

    Note 7: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Seattle ACO.

Special Flight Permits

    (j) Special flight permits may be issued in accordance with 
sections 21.197 and 21.199 of the Federal Aviation Regulations (14 
CFR 21.197 and 21.199) to operate the airplane to a location where 
the requirements of this AD can be accomplished.

Incorporation by Reference

    (k) The inspections and corrective actions shall be done in 
accordance with Boeing Service Letter 757-SL-27-52-B, dated April 
30, 1990; and Boeing Service Bulletin 757-27A0125, Revision 2, dated 
July 25, 2002; as applicable. The modifications, if accomplished, 
shall be done in accordance with Boeing Service Bulletin 757-27-
0099, dated March 12, 1992; and Boeing Service Bulletin 757-27-0107, 
dated June 16, 1994, excluding Evaluation Form; as applicable.
    (1) The incorporation by reference of Boeing Service Bulletin 
757-27A0125, Revision 2, dated July 25, 2002; and Boeing Service 
Bulletin 757-27-0107, dated June 16, 1994, excluding Evaluation 
Form; is approved by the Director of the Federal Register in 
accordance with 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) The incorporation by reference of Boeing Service Letter 757-
SL-27-52-B, dated April 30, 1990; and Boeing Service Bulletin 757-
27-0099, dated March 12, 1992; was approved previously by the 
Director of the Federal Register as of December 23, 1992 (57 FR 
54298, November 18, 1992).

[[Page 18112]]

    (3) Copies may be obtained from Boeing Commercial Airplane 
Group, 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 Office of the Federal 
Register, 800 North Capitol Street, NW., suite 700, Washington, DC.

Effective Date

    (l) This amendment becomes effective on May 20, 2003.

    Issued in Renton, Washington, on April 4, 2003.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 03-8742 Filed 4-14-03; 8:45 am]
BILLING CODE 4910-13-P