AD 2012-16-16

[Federal Register Volume 77, Number 163 (Wednesday, August 22, 2012)]
[Rules and Regulations]
[Pages 50577-50581]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2012-20265]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2011-1093; Directorate Identifier 2010-NM-149-AD; 
Amendment 39-17163; AD 2012-16-16]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: We are adopting a new airworthiness directive (AD) for all The 
Boeing Company Model 757 airplanes. This AD was prompted by a report of 
extensive corrosion of the ballscrew of the drive mechanism of the 
horizontal stabilizer trim actuator. This AD requires repetitive 
detailed inspections for discrepancies of the horizontal stabilizer 
ballscrew assembly; repetitive lubrication of the horizontal stabilizer 
trim control system; repetitive measurements for discrepancies of the 
ballscrew to ballnut freeplay; and corrective actions, if necessary. We 
are issuing this AD to prevent undetected failure of the primary and 
secondary load paths for the ballscrew in the horizontal stabilizer, 
which could lead to loss of control of the horizontal stabilizer and 
consequent loss of control of the airplane.

DATES: This AD is effective September 26, 2012.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in the AD as of September 26, 
2012.

ADDRESSES: For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, P. 
O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-
544-5000, extension 1; fax 206-766-5680; Internet <a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>. You may review copies of the referenced service 
information at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue SW., Renton, Washington. For information on the availability of 
this material at the FAA, call 425-227-1221.

Examining the AD Docket

    You may examine the AD docket on the Internet at <a href="http://www.regulations.gov">http://www.regulations.gov</a>; 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 AD, the regulatory evaluation, 
any comments received, and other information. The address for the 
Docket Office (phone: 800-647-5527) is Document Management Facility, 
U.S. Department of Transportation, Docket Operations, M-30, West 
Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE., 
Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Kenneth Frey, Aerospace Engineer, 
Systems and Equipment Branch, ANM-130S, Seattle Aircraft Certification 
Office, 1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: 
(425) 917-6468; fax: (425) 917-6590; email: <a href="/cdn-cgi/l/email-protection#660d03080803120e480014031f2600070748010910"><span class="__cf_email__" data-cfemail="fa919f94949f8e92d49c889f83ba9c9b9bd49d958c">[email&#160;protected]</span></a>.

SUPPLEMENTARY INFORMATION: 

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to include an AD that would apply to the specified products. 
That NPRM published in the Federal Register on October 25, 2011 (76 FR 
65991). That NPRM proposed to require repetitive detailed inspections 
for discrepancies of the horizontal stabilizer ballscrew assembly; 
repetitive lubrication of the horizontal stabilizer trim control 
system; repetitive measurements for discrepancies of the ballscrew to 
ballnut freeplay; and corrective actions, if necessary.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the proposal 
(76 FR 65991, October 25, 2011) and the FAA's response to each comment.

Requests To Withdraw the NPRM (76 FR 65991, October 25, 2011)

    Airlines for America (A4A), on behalf of its member American 
Airlines (AAL), asked that the NPRM (76 FR 65991, October 25, 2011) be 
withdrawn. A4A stated that in view of previously implemented 
maintenance procedures designed to prevent malfunctions of the 
horizontal stabilizer trim actuator (HSTA), and maintenance data 
gathered in accomplishing those and other related procedures, the NPRM 
is not necessary. A4A added that those procedures include instructions 
mandated by AD 2005-12-18, Amendment 39-14134 (70 FR 35166, June 17, 
2005), which requires inspection and overhaul of the primary brake of 
the HSTA, ``upgrades to HSTA maintenance in the Boeing maintenance 
planning document (MPD), and corresponding upgrades to air carrier 
maintenance programs.'' AAL stated that the ``Discussion'' section of 
the NPRM specifies ``Jackscrews and ballscrews are similar in function 
and have similar airplane level failure modes.'' AAL noted that this 
statement is not accurate in defining the risk posed by the ballscrew 
design. AAL added that the ballscrew uses ball bearings for the primary 
load path, and a male thread nut for the secondary load path is more 
tolerant of inadequate lubrication conditions than the jackscrew/acme 
nut design used on Model MD-80 airplanes. AAL also stated that the NPRM 
specifies that the unsafe condition is likely to exist or develop on 
other products of the same type design, which misrepresents the level 
of risk to the Model 757 worldwide fleet.
    We disagree with the requests to withdraw the NPRM (76 FR 65991, 
October 25, 2011). Although the maintenance procedures in AD 2005-12-
18, Amendment 39-14134 (70 FR 35166, June 17, 2005), will prevent 
grease contamination on the primary HSTA brake, the repetitive 
intervals for the subject actions are not frequent enough to prevent 
corrosion in the ballscrew of the drive mechanism of the HSTA, which 
could result in undetected failure of both the primary and secondary 
load paths. In light of this, we have determined that the unsafe 
condition is likely to exist or develop on the affected airplanes. As a 
result of that determination, we are issuing this AD in order to 
eliminate the unsafe condition by requiring that the actions be done at 
the required intervals.

Request To Issue Emergency Airworthiness Directive

    Captain Rick Petersen, a private citizen, asked that a ``more 
deliberate emergency type directive'' be issued instead of an NPRM (76 
FR 65991, October 25, 2011). The commenter stated that extensive 
corrosion found on

[[Page 50578]]

any flight control mechanism is enough evidence to justify an emergency 
type directive.
    We do not agree with the commenter's request. Before issuing the 
NPRM (76 FR 65991, October 25, 2011), we considered the urgency of the 
identified unsafe condition and the actions required to correct that 
unsafe condition. We also considered appropriate compliance times for 
requiring that those actions be done, in order to correct the unsafe 
condition in a timely manner to ensure continued safety. We coordinated 
those times with the manufacturer. At that time, we determined that it 
was practicable to provide notice and opportunity for public comment. 
In addition, in consideration of the amount of time that has already 
elapsed since issuance of the original notice, we find that to further 
delay issuance of this final rule by converting it to another type of 
AD rulemaking is inappropriate and unnecessary. Therefore, we have not 
changed the AD in this regard.

Requests To Change Flight Cycles to Flight Hours

    A4A, on behalf of its members AAL and UPS, and Boeing requested 
that the airplane groups specified in paragraphs (g) and (h) of the 
NPRM (76 FR 65991, October 25, 2011) be identified in terms of flight 
hours instead of flight cycles. UPS stated that Boeing Alert Service 
Bulletin 757-27A0144, Revision 1, dated January 20, 2010, identifies 
flight hours for that determination. UPS added that in order to 
maintain consistency, flight cycles should be changed to flight hours. 
Boeing also noted that this is a grammatical error.
    We agree with the commenters' requests. We inadvertently specified 
``total flight cycles'' instead of ``total flight hours.'' Boeing Alert 
Service Bulletins 757-27A0144, and 757-27A0145, both Revision 1, both 
dated January 20, 2010, specify groups that ``* * * have completed less 
than or equal to 15,000 flight hours'' and that ``have completed more 
than 15,000 flight hours.'' We did not intend to differ from the 
service information. All the compliance times specified in paragraphs 
(g) and (h) of the NPRM (76 FR 65991, October 25, 2011) were expressed 
in terms of flight hours and we did not give notice in the NPRM that we 
were differing from the service information in this regard. Therefore, 
we have changed the term ``total flight cycles'' to ``total flight 
hours'' in the description of the affected airplanes for paragraphs (g) 
and (h) of this AD.

Requests To Revise Compliance Times

    Boeing and A4A requested that we revise certain compliance times. 
Boeing asked that paragraphs (g)(1)(ii), (g)(3)(ii), (h)(1)(ii), 
(h)(3)(ii), (i)(1)(ii), and (i)(3)(ii) of the NPRM (76 FR 65991, 
October 25, 2011) be deleted, and that the compliance times in each 
sub-paragraph be consolidated into one compliance time in the 
applicable parent paragraph. Boeing stated that Boeing Alert Service 
Bulletins 757-27A0144 and 757-27A0145, both Revision 1, both dated 
January 20, 2010, do not differentiate between the airplanes on which a 
detailed inspection has or has not been done previously, and added that 
it is not included in the ``Differences'' section of the NPRM. Boeing 
noted that the only difference between the paragraphs (g)(1) and (g)(2) 
of the NPRM, paragraphs (g)(3) and (g)(4) of the NPRM, paragraphs 
(h)(1) and (h)(2) of the NPRM, paragraphs (h)(3) and (h)(4) of the 
NPRM, and paragraphs (i)(3) and (i)(4) of the NPRM is whether there is 
a 6 or 18 month compliance time allowance. Boeing also noted the only 
difference between paragraphs (i)(1) and (i)(2) of the NRPM is whether 
the HSTA has been overhauled. Boeing noted that this complicates the 
related actions in the NPRM, and is not necessary for the continued 
airworthiness of airplanes on which an HSTA is installed.
    A4A, on behalf of its member AAL, requested that we revise the 
compliance times specified in paragraphs (g)(1), (h)(1), (i)(1), 
(g)(2), (h)(2), and (i)(2) of the NPRM (76 FR 65991, October 25, 2011), 
so that airplanes previously inspected and airplanes not previously 
inspected have the same compliance times, rather than allowing a longer 
compliance time for airplanes that have not been inspected. A4A also 
requested that we revise the compliance times specified in paragraphs 
(g)(3), (h)(3), (i)(3), (g)(4), and (h)(4) of the NPRM, so that HSTAs 
that have been previously lubricated are provided a longer compliance 
time.
    We agree with the commenter's requests. Boeing Alert Service 
Bulletins 757-27A0144 and 757-27A0145, both Revision 1, both dated 
January 20, 2010, do not differentiate between the airplanes on which a 
detailed inspection has or has not been done previously. In light of 
this fact, we have deleted paragraphs (g)(1)(i), (g)(1)(ii), (g)(2), 
(g)(3)(i), (g)(3)(ii), (g)(4), (h)(1)(i), (h)(1)(ii), (h)(2), 
(h)(3)(i), (h)(3)(ii), (h)(4), (i)(1)(i), (i)(1)(ii), (i)(2), 
(i)(3)(i), (i)(3)(ii), and (i)(4) of the NPRM (76 FR 65991, October 25, 
2011). The compliance times and the initial inspection and lubrication 
tasks specified in paragraphs (g), (h), and (i) of this AD have been 
consolidated to include the actions in those sub-paragraphs, and to 
simplify the compliance times. These changes are relieving and allow 
operators more time to incorporate the requirements of this AD into 
their maintenance schedules.
    These compliance times differ from the compliance times in the 
referenced service information in that certain compliance times in this 
AD are based on time after the effective date of this AD. The 
compliance times in this AD will prevent airplanes from immediately 
being out of compliance with the AD requirements, because they will 
prevent grounding an airplane if it has already exceeded the compliance 
times specified in Boeing Alert Service Bulletins 757-27A0144, and 757-
27A0145, both Revision 1, both dated January 20, 2010. The compliance 
times in this AD have precedence over the compliance times specified in 
Boeing Alert Service Bulletins 757-27A0144, and 757-27A0145, both 
Revision 1, both dated January 20, 2010. We have changed paragraphs 
(g), (h), and (i) of this AD accordingly by including the initial 
compliance times in revised paragraphs (g)(1), (g)(2), (h)(1), (h)(2), 
(i)(1), and (i)(2) of this AD. Paragraphs (g)(5), (h)(5), and (i)(5) of 
the NPRM (76 FR 65991, October 25, 2011), are specified as paragraphs 
(g)(3), (h)(3), and (i)(3) in this AD. We have clarified the compliance 
time in paragraph (i)(3)(i) of this AD (paragraph (i)(5)(i) of the 
NPRM) by revising the compliance time ``Before the accumulation of 
15,000 total flight hours after accomplishing an overhaul * * *'' to 
specify ``Within 15,000 flight hours after accomplishing an overhaul * 
* *.''

Request To Provide Clarification of Freeplay Measurement

    Boeing asked that we clarify the freeplay measurement language in 
the ``Differences'' section and paragraph (k) of the NPRM (76 FR 65991, 
October 25, 2011) to avoid misinterpretation by operators. Boeing 
stated that 0.001 inch of freeplay is sufficient to verify that the 
ballnut rolling elements are free and there is room for grease action. 
Boeing added that page 704 of the supplier Component Maintenance Manual 
(CMM) 27-41-10, specifies that axial lash of 0.002 to 0.006 inch is 
acceptable for assembly at overhaul. Boeing noted that that some margin 
of error on the low side of 0.002 inch is necessary to avoid 
unwarranted removal of units built to the low limit of tolerance, in 
addition to clarifying that there is a high limit (0.016 inch) as well 
as a low limit (0.001 inch). Boeing concluded that the

[[Page 50579]]

acceptable range specified in paragraph (k) of the NPRM could be 
interpreted as 0.002 to 0.006 inch, which is not what was intended.
    We agree with the request to clarify the freeplay measurement 
requirement, for the reasons provided. We have changed paragraph (k) of 
this AD accordingly. However, since the ``Differences'' section of the 
preamble does not reappear in the final rule, no change to the AD is 
necessary in this regard.

Request To Remove Certain Language From Paragraph (l) of the NPRM (76 
FR 65991, October 25, 2011)

    A4A, on behalf of its member AAL, asked that the language ``hard 
time replacement program'' be removed from the credit language 
specified in paragraph (l) of the NPRM (76 FR 65991, October 25, 2011). 
AAL stated that paragraph (l) of the NPRM provides credit for 
installation of new or overhauled HSTAs, but added that the quoted 
language could limit that credit. AAL noted that paragraph (l) of the 
NPRM specifies that the overhaul, when conducted as part of a hard time 
replacement program ``meets the intent of one detailed inspection, one 
freeplay inspection, and one lubrication of the HSTA.'' AAL stated that 
any overhaul that includes removal of the HSTA, and overhaul of the 
stabilizer ballscrew that are done in accordance with the instructions 
in the original equipment manufacturer CMM, should meet the intent of 
the subject actions, regardless of whether the overhaul is done as part 
of a ``hard time replacement program.'' AAL added that all overhauls, 
regardless of the reasons for removal, would meet the proposed 
requirements.
    We agree with the request for the reasons provided. We have removed 
the subject language from paragraph (l) of this AD accordingly.

Request To Remove Note 1 of the NPRM (76 FR 65991, October 25, 2011)

    UPS asked that Note 1 of the NPRM (76 FR 65991, October 25, 2011) 
be removed because it serves no practical purpose. UPS stated that this 
note provides additional guidance for verification of the measurement 
in Subject 27-41-10, ``Stabilizer Trim Ballscrew Freeplay,'' of Chapter 
27, ``Flight Controls,'' of the Boeing 757 Airplane Maintenance Manual 
(AMM), Revision 101, dated May 20, 2011. UPS added that, if this note 
refers to the measurement in paragraph (k) of the NPRM, it should also 
refer to CMM 27-41-05 for HSTA guidance for the 0.002 inch measurement.
    We disagree with the request. The reference to Subject 27-41-10, 
``Stabilizer Trim Ballscrew Freeplay,'' of Chapter 27, ``Flight 
Controls,'' of the Boeing 757 Airplane Maintenance Manual (AMM), 
Revision 101, dated May 20, 2011, is correct. The guidance in Note 1 of 
this AD refers maintenance personnel to the procedures that verify the 
measurement was not made in error when the ballnut freeplay measurement 
is less than the measurement required by the AD. We have made no change 
to the AD in this regard.

Request To Correct Grammatical Errors

    Boeing asked that we correct grammatical errors in the 
``Differences'' and ``Relevant Service Information'' sections and 
paragraph (k) of the NPRM (76 FR 65991, October 25, 2011). Boeing 
stated that the word ``then'' was used instead of ``than.''
    We agree for the reason provided. We have changed the error in 
paragraph (k) of this AD; however, since the ``Differences'' and 
``Relevant Service Information'' sections of the preamble do not 
reappear in the final rule, no change to the AD is necessary in this 
regard.

Request To Revise Cost Estimate

    AAL asked that the cost estimate provided in the NPRM (76 FR 65991, 
October 25, 2011) be increased. AAL stated that the 13 work-hours 
specified in the ``Costs of Compliance'' section of the NPRM only 
include the time for initial accomplishment of the required actions. 
AAL added that the work-hours necessary for the repetitive actions are 
not included.
    We agree that the economic analysis in the NPRM (76 FR 65991, 
October 25, 2011) did not include the cost of the work-hours necessary 
for the repetitive actions. We have changed the ``Costs of Compliance'' 
section below to include those work-hours.

Request To Remove Reference to AMM

    A4A, on behalf of its member UPS, requested that we revise 
paragraph (j) of the NPRM (76 FR 65991, October 25, 2011) to remove 
reference to the AMM. UPS stated that, by referring to a specific 
revision of the AMM, operators would have to request an alternative 
method of compliance (AMOC) in order to use any later revisions of the 
AMM. UPS also suggested that Boeing revise Boeing Alert Service 
Bulletin 757-27A0144, Revision 1, dated January 2010, to include 
replacement procedures, and that we refer to that revised service 
bulletin.
    We do not agree to revise paragraph (j) of this AD. We do not 
consider that delaying this action until after the manufacturer revises 
the service bulletin is warranted, since operators can accomplish the 
actions in accordance with the AMM. We also cannot use the phrase, ``or 
later FAA-approved revisions,'' in an AD when referring to the service 
document because doing so violates Office of the Federal Register (OFR) 
regulations for approval of materials ``incorporated by reference'' in 
rules. See paragraph (f) of section 51.1 of the Code of Federal 
Regulations (1 CFR 51.1(f)).
    To allow operators to use later revisions of the referenced 
document (issued after publication of the AD), either we must revise 
the AD to reference specific later revisions, or operators must request 
approval to use later revisions as an alternative method of compliance 
with this AD under the provisions of paragraph (n) of this AD. We have 
not changed this AD in this regard.

Request To Allow Credit for Certain Actions

    A4A, on behalf of its member UPS, requested that we revise the NPRM 
(76 FR 65991, October 25, 2011) to allow credit for actions 
accomplished per the Boeing maintenance review board report/maintenance 
planning document (MRBR/MPD). UPS noted that these documents refer to 
the same AMM sections and tasks specified in Boeing Alert Service 
Bulletin 757-27A0144, Revision 1, dated January 20, 2010. UPS stated 
that an operator that performs actions following its maintenance 
program is not allowed credit for accomplishment of the task, and that 
the next required inspection should be done in accordance with the 
compliance times specified in Boeing Alert Service Bulletin 757-
27A0144, Revision 1, dated January 20, 2010.
    As stated previously, we have revised the compliance times in this 
AD so that the times do not depend on whether actions were done in 
accordance with Boeing Alert Service Bulletin 757-27A0144, Revision 1, 
dated January 20, 2010. Therefore, operators that did actions using the 
MRBR/MPD have the same initial compliance times as operators that did 
actions using Boeing Alert Service Bulletin 757-27A0144, Revision 1, 
dated January 20, 2010. We have not changed this AD in this regard.

Conclusion

    We reviewed the relevant data, considered the comments received, 
and determined that air safety and the public interest require adopting 
the AD with the changes described previously. We also determined that 
these changes

[[Page 50580]]

will not increase the economic burden on any operator or increase the 
scope of the AD.

Costs of Compliance

    We estimate that this AD affects 730 airplanes of U.S. registry. We 
also estimate that it takes about 13 work-hours per inspection, 
lubrication and measurement cycle per product to comply with this AD. 
The average labor rate is $85 per work-hour. Based on these figures, we 
estimate the cost of this AD to the U.S. operators to be $806,650, or 
$1,105 per product, per inspection, lubrication, and measurement cycle.
    We estimate that it takes about 26 work-hours to do any HSTA 
replacement required based on the results of the inspection. We have no 
way of determining the number of aircraft that might need these 
replacements. The average labor rate is $85 per work-hour. Based on 
these figures, we estimate the cost of this replacement to the U.S. 
operators to be $2,210 per product, excluding parts costs, which vary 
depending on airplane configuration.

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

    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),
    (3) Will not affect intrastate aviation in Alaska, and
    (4) 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.

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

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. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

2012-16-16 The Boeing Company: Amendment 39-17163; Docket No. FAA-
2011-1093; Directorate Identifier 2010-NM-149-AD.

(a) Effective Date

    This AD is effective September 26, 2012.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to all The Boeing Company Model 757-200, -200PF, 
-200CB, and -300 series airplanes, certificated in any category.

(d) Subject

    Joint Aircraft System Component (JASC)/Air Transport Association 
(ATA) of America Code 27: Flight Controls.

(e) Unsafe Condition

    This AD was prompted by a report of extensive corrosion of the 
ballscrew of the drive mechanism of the horizontal stabilizer trim 
actuator (HSTA). We are issuing this AD to prevent undetected 
failure of the primary and secondary load paths for the ballscrew in 
the horizontal stabilizer, which could lead to loss of control of 
the horizontal stabilizer and consequent loss of control of the 
airplane.

(f) Compliance

    You are responsible for having the actions required by this AD 
performed within the compliance times specified, unless the actions 
have already been done.

(g) Group 1, Configuration 1 Airplanes--Repetitive Inspections, 
Lubrications, Freeplay Checks

    For Group 1, Configuration 1 airplanes identified in Boeing 
Alert Service Bulletin 757-27A0144 (for Model 757-200, -200CB, and 
200PF series airplanes) or 757-27A0145 (for Model 757-300 series 
airplanes), both Revision 1, both dated January 20, 2010, that have 
accumulated 15,000 total flight hours or fewer as of the effective 
date of this AD: Do the actions required by paragraphs (g)(1), 
(g)(2), and (g)(3) of this AD, at the times specified in those 
paragraphs, and in accordance with the Accomplishment Instructions 
of Boeing Alert Service Bulletin 757-27A0144 (for Model 757-200, -
200CB, and -200PF series airplanes) or 757-27A0145 (for Model 757-
300 series airplanes), both Revision 1, both dated January 20, 2010.
    (1) Within 3,500 flight hours or 2 years after the effective 
date of this AD, whichever occurs first: Do a detailed inspection 
for discrepancies of the horizontal stabilizer ballscrew assembly. 
Repeat the inspection thereafter at intervals not to exceed 3,500 
flight hours or 2 years, whichever occurs first.
    (2) Within 2,000 flight hours or 1 year after the effective date 
of this AD, whichever occurs first: Lubricate the horizontal 
stabilizer trim control system. Repeat the lubrication thereafter at 
intervals not to exceed 2,000 flight hours or 1 year, whichever 
occurs first.
    (3) Do the stabilizer ballscrew to ballnut freeplay check for 
discrepancies at the later of the times specified in paragraphs 
(g)(3)(i) and (g)(3)(ii) of this AD. Repeat the freeplay check 
thereafter at intervals not to exceed 18,000 flight hours or 5 
years, whichever occurs first.
    (i) Before the accumulation of 15,000 total flight hours.
    (ii) Within 18 months after the effective date of this AD.

(h) Group 1, Configuration 2 Airplanes--Repetitive Inspections, 
Lubrications, Freeplay Checks

    For Group 1, Configuration 2 airplanes identified in Boeing 
Alert Service Bulletin 757-27A0144 (for Model 757-200, -200CB, and 
200PF series airplanes) or 757-27A0145 (for Model 757-300 series 
airplanes), both Revision 1, both dated January 20, 2010, that have 
accumulated more than 15,000 total flight hours as of the effective 
date of this AD: Do the actions required by paragraphs (h)(1), 
(h)(2), and (h)(3) of this AD, at the times specified in those 
paragraphs, and in accordance with the Accomplishment Instructions 
of Boeing Alert Service Bulletin 757-27A0144 (for Model 757-200, -
200CB, and 200PF series airplanes) or 757-27A0145 (for Model 757-300 
series airplanes), both Revision 1, both dated January 20, 2010.
    (1) Within 3,500 flight hours or 18 months after the effective 
date of this AD, whichever occurs first: Do a detailed inspection 
for discrepancies of the horizontal stabilizer ballscrew assembly. 
Repeat the inspection thereafter at intervals not to exceed 3,500 
flight hours or 2 years, whichever occurs first.
    (2) Within 2,000 flight hours or 1 year after the effective date 
of this AD, whichever

[[Page 50581]]

occurs first: Lubricate the horizontal stabilizer trim control 
system. Repeat the lubrication thereafter at intervals not to exceed 
2,000 flight hours or 1 year, whichever occurs first.
    (3) Do the stabilizer ballscrew to ballnut freeplay check for 
discrepancies within 18 months after the effective date of this AD. 
Repeat the freeplay check thereafter at intervals not to exceed 
18,000 flight hours or 5 years, whichever occurs first.

(i) Group 1, Configuration 3 Airplanes--Repetitive Inspections, 
Lubrications, Freeplay Checks

    For Group 1, Configuration 3 airplanes identified in Boeing 
Alert Service Bulletin 757-27A0144 (for Model 757-200, -200CB, and 
200PF series airplanes) or 757-27A0145 (for Model 757-300 series 
airplanes), both Revision 1, both dated January 20, 2010: Do the 
actions required by paragraphs (i)(1), (i)(2), and (i)(3) of this 
AD, at the time specified in those paragraphs, and in accordance 
with the Accomplishment Instructions of Boeing Alert Service 
Bulletin 757-27A0144 (for Model 757-200, -200CB, and -200PF series 
airplanes) or 757-27A0145 (for Model 757-300 series airplanes), both 
Revision 1, both dated January 20, 2010.
    (1) Within 3,500 flight hours or 2 years after the effective 
date of this AD, whichever occurs first: Do a detailed inspection 
for discrepancies of the stabilizer ballscrew assembly. Repeat the 
inspection thereafter at intervals not to exceed 3,500 flight hours 
or 2 years, whichever occurs first.
    (2) Within 2,000 flight hours or 1 year after the effective date 
of this AD, whichever occurs first: Lubricate the horizontal 
stabilizer trim control system. Repeat the lubrication thereafter at 
intervals not to exceed 2,000 flight hours or 1 year, whichever 
occurs first.
    (3) Do the stabilizer ballscrew to ballnut freeplay check for 
discrepancies at the later of the times specified in paragraphs 
(i)(3)(i) and (i)(3)(ii) of this AD. Repeat the freeplay check 
thereafter at intervals not to exceed 18,000 flight hours or 5 
years, whichever occurs first.
    (i) Within 15,000 flight hours after accomplishing an overhaul 
specified in Boeing Alert Service Bulletin 757-27A0142, Revision 2, 
dated October 23, 2003 (for Model 757-200, -200CB, and -200PF series 
airplanes); or Boeing Alert Service Bulletin 757-27A0143, Revision 
1, dated October 23, 2003 (for Model 757-300 series airplanes).
    (ii) Within 18 months after the effective date of this AD.

(j) Corrective Actions

    If any discrepancy is found during any action required by 
paragraph (g), (h), or (i) of this AD: Before further flight, do the 
replacement specified in paragraph (j)(1) or (j)(2) of this AD, in 
accordance with Subject 27-41-10, ``Stabilizer Trim Ballscrew 
Freeplay,'' of Chapter 27, ``Flight Controls,'' of the Boeing 757 
Airplane Maintenance Manual (AMM), Revision 101, dated May 20, 2011; 
except as provided by paragraph (k) of this AD.
    (1) Replace the HSTA with a new or overhauled HSTA.
    (2) Replace the HSTA with a HSTA that is not new or overhauled 
on which a detailed inspection, freeplay measurement, and 
lubrication of that actuator are performed in accordance with 
paragraph (g), (h), or (i) of this AD, as applicable, and no 
discrepancies are found during the inspection and freeplay 
measurement.

(k) No Action Required

    No action is required if a freeplay measurement greater than or 
equal to 0.001 inch but less than 0.016 inch, is found and the 
measurement is verified to have been performed correctly. This AD 
requires HSTA replacement, as specified in paragraph (j) of this AD, 
if a freeplay measurement is less than 0.001 inch, or greater than 
or equal to 0.016 inch.

    Note 1 to paragraph (k) of this AD: Additional guidance for the 
verification of the measurement can be found in Subject 27-41-10, 
``Stabilizer Trim Ballscrew Freeplay,'' of Chapter 27, ``Flight 
Controls,'' of the Boeing 757 AMM, Revision 101, dated May 20, 2011.

(l) Method of Compliance for Replacement of HSTA

    Any HSTA overhauled before the effective date of this AD, or 
within the compliance time specified in paragraph (g), (h), or (i) 
of this AD, as applicable--that included removal of the HSTA from 
the airplane and overhaul of the stabilizer ballscrew, as specified 
in Linear Motion Component Maintenance Manual with Illustrated Parts 
List, Ball Screw Assembly, Linear Motion Part No. 7820700, Boeing 
Part No. (S251N201-1), 27-41-10, Revision 3, dated October 2, 2007--
meets the intent of one detailed inspection, one freeplay 
inspection, and one lubrication of the HSTA, as specified in 
paragraphs (g), (h), and (i) of this AD; and therefore, is 
considered acceptable for compliance with the initial accomplishment 
of the actions specified in paragraph (g), (h), or (i) of this AD, 
as applicable, and the repetitive interval for those actions may be 
determined from the performance date of that overhaul.

(m) Parts Installation Prohibition

    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 
paragraph (g), (h), or (i) of this AD, as applicable, and no 
discrepancies are found during the inspection and freeplay 
measurement.

(n) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Seattle Aircraft Certification Office (ACO), 
FAA, has the authority to approve AMOCs for this AD, if requested 
using the procedures found in 14 CFR 39.19. In accordance with 14 
CFR 39.19, send your request to your principal inspector or local 
Flight Standards District Office, as appropriate. If sending 
information directly to the manager of the ACO, send it to the 
attention of the person identified in the Related Information 
section of this AD. Information may be emailed to: <a href="/cdn-cgi/l/email-protection#5b62761a151676083e3a2f2f373e761a1814761a16141876093e2a2e3e282f281b3d3a3a753c342d"><span class="__cf_email__" data-cfemail="1b22365a555636487e7a6f6f777e365a5854365a56545836497e6a6e7e686f685b7d7a7a357c746d">[email&#160;protected]</span></a>.
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the local flight standards district office/certificate holding 
district office.

(o) Related Information

    For more information about this AD, contact Kenneth Frey, 
Aerospace Engineer, Systems and Equipment Branch, ANM-130S, Seattle 
ACO, 1601 Lind Avenue SW., Renton, Washington 98057-3356; phone: 
(425) 917-6468; fax: (425) 917-6590; email: <a href="/cdn-cgi/l/email-protection#4d26282323283925632b3f28340d2b2c2c632a223b"><span class="__cf_email__" data-cfemail="29424c47474c5d41074f5b4c50694f4848074e465f">[email&#160;protected]</span></a>.

(p) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the service information listed 
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information to do the actions 
required by this AD, unless the AD specifies otherwise.
    (i) Boeing Alert Service Bulletin 757-27A0144, Revision 1, dated 
January 20, 2010.
    (ii) Boeing Alert Service Bulletin 757-27A0145, Revision 1, 
dated January 20, 2010.
    (iii) Subject 27-41-10, ``Stabilizer Trim Ballscrew Freeplay,'' 
of Chapter 27, ``Flight Controls,'' of the Boeing 757 Airplane 
Maintenance Manual, Revision 101, dated May 20, 2011.
    (iv) Linear Motion Component Maintenance Manual with Illustrated 
Parts List, Ball Screw Assembly, Linear Motion Part No. 7820700, 
Boeing Part No. (S251N201-1), 27-41-10, Revision 3, dated October 2, 
2007.
    (3) For Boeing service information identified in this AD, 
contact Boeing Commercial Airplanes, Attention: Data & Services 
Management, P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; 
telephone 206-544-5000, extension 1; fax 206-766-5680; Internet 
<a href="https://www.myboeingfleet.com">https://www.myboeingfleet.com</a>.
    (4) For Linear Motion service information identified in this AD, 
contact Linear Motion LLC, 628 North Hamilton Street, Saginaw, 
Michigan 48602; phone: (989) 759-8300; Internet: <a href="http://www.thomsonaerospace.com">http://www.thomsonaerospace.com</a>.
    (5)You may review copies of the referenced service information 
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., 
Renton, Washington 98057-3356. For information on the availability 
of this material at the FAA, call 425-227-1221.
    (6) You may view this service information that is incorporated 
by reference at the National Archives and Records Administration 
(NARA). For information on the availability of this material at 
NARA, call 202-741-6030, or go to: <a href="http://www.archives.gov/federal-register/cfr/index.html">http://www.archives.gov/federal-register/cfr/index.html</a>.

    Issued in Renton, Washington, on August 10, 2012.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2012-20265 Filed 8-21-12; 8:45 am]
BILLING CODE 4910-13-P