BOEING SOPM PDF

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This AD was prompted by reports of fractured rudder pedal pushrod connecting bolts in a rudder pedal assembly. This AD requires repetitive replacements of the rudder pedal pushrod connecting bolts and repetitive inspections of the rudder pedal assembly bolt holes in each of the captain and the first officer rudder pedal assemblies, and if necessary, repair or replacement of worn rudder pedal assemblies.

We are issuing this AD to prevent fracture of the rudder pedal pushrod connecting bolts during pedal use, which could result in large involuntary inputs to the rudder and nose-wheel steering and an asymmetric application of braking, if pedal brakes are applied, leading to a runway excursion. The Director of the Federal Register approved the incorporation by reference of certain publications listed in the AD as of April 22, For information on the availability of this material at the FAA, call The AD docket contains this AD, the regulatory evaluation, any comments received, and other information.

The NPRM was prompted by reports of fractured rudder pedal pushrod connecting bolts in a rudder pedal assembly. The NPRM proposed to require repetitive Start Printed Page replacements of the rudder pedal pushrod connecting bolts and repetitive inspections of the rudder pedal assembly bolt holes in each of the captain and the first officer rudder pedal assemblies, and if necessary, repair or replacement of worn rudder pedal assemblies.

We gave the public the opportunity to participate in developing this AD. The following presents the comments received on the proposal 78 FR , May 10, and the FAA's response to each comment. Air Line Pilots Association International the commenter stated that it agrees with the intent of the NPRM 78 FR , May 10, , but requested that we reduce the compliance time from 60 months to 24 months.

The commenter provided no justification for this request. We disagree with the request to revise the compliance time in this final rule. In developing the compliance time for this final rule, we considered not only the safety implications of the identified unsafe condition, but also the average utilization rate of the affected fleet, the practical aspects of an orderly modification of the fleet, the availability of required parts, and the time necessary for the rulemaking process.

We find that the compliance time, as proposed, adequately represents an appropriate interval of time in which the required actions can be performed in a timely manner within the affected fleet, while still maintaining an adequate level of safety. We have not changed this final rule in this regard. Boeing requested that we revise the unsafe condition in the NPRM 78 FR , May 10, , and suggested language to clarify the expectation of asymmetric braking, in the event of fracture of the subject bolt.

Boeing added that symmetric braking inputs prior to fracture can become asymmetric following bolt fracture due to loss of brake inputs on the affected side. We agree with the request to revise the unsafe condition for the reasons provided by Boeing. We have revised this final rule to reflect the revised language. Aviation Technical Services, Inc. The commenter also requested that we require that Boeing combine both versions of the service bulletin specified in the NPRM, into one final revision.

The commenter reasoned that having two versions of the service bulletin will require operators and maintenance providers to integrate the two service bulletins in order to comply with the NPRM. We disagree with the request to provide a single service bulletin version for the required method of compliance. Boeing Alert Service Bulletin A, Revision 1, dated October 29, , includes only minor corrections to washer part numbers in top kit N and an additional instruction for getting better access, if necessary, for the detailed inspections required by this final rule.

It is not necessary that Boeing combine both revisions of the referenced service bulletin into one final revision. We disagree to revise this final rule. We have not changed the AD in this regard. We disagree with the request to match the terminology in this final rule with the terminology found in Boeing Alert Service Bulletin A, dated May 9, , as revised by Boeing Alert Service Bulletin A, Revision 1, dated October 29, We agree with the concept of minimizing AD requirements when appropriate.

However, we do not agree with AAL's request. While some design approval holders have implemented the RC concept, the implementation is voluntary.

The FAA does not intend to develop or revise AD requirements to incorporate the RC concept if it is not included in the service information. Typically, operators' maintenance programs were not developed in recognition of the unsafe condition that is being addressed by an AD. Whenever we issue an AD, those programs had failed to prevent the unsafe condition in the first place.

Therefore, many provisions of ADs address aspects of accomplishing the required maintenance that are necessary to prevent operators from inadvertently aggravating the unsafe condition or introducing new unsafe conditions. One objective of this activity is to minimize the procedures included in the instructions that are considered unnecessary.

Therefore, when the FAA receives a manufacturer's service bulletin, we recognize that the procedures specified have been determined to be necessary by both the manufacturer and affected operators. As in this case, the instructions provided in service bulletins referenced in ADs are reasonably related to addressing the unsafe condition. As always, if AAL or any other operator prefers to address the unsafe condition by means other than those specified in the referenced service information, they may request approval for an alternative method of compliance and, if approved, may use it instead of the procedures specified in the service information.

Therefore, no changes have been made to this final rule in this regard. We reviewed the relevant data, considered the comments received, and determined that air safety and the public interest require adopting this AD with the changes described previously and minor editorial changes. We have determined that these minor changes:. We also determined that these changes will not increase the economic burden on any operator or increase the scope of this AD.

The on-condition costs in the table above are per rudder pedal assembly. Depending on the diameter of the holes found during the inspection, it may be necessary to replace or repair the rudder pedal assemblies. According to the manufacturer, some of the costs of this AD may be covered under warranty, thereby reducing the cost impact on affected individuals.

We do not control warranty coverage for affected individuals. As a result, we have included all costs in our cost estimate. 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. This AD will not have federalism implications under Executive Order 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.

The authority citation for part 39 continues to read as follows:. Authority: 49 U. This AD was prompted by reports of fractured rudder pedal pushrod connecting bolts in the rudder pedal assembly.

Comply with this AD within the compliance times specified, unless already done. Within 60 months after the effective date of this AD, do a detailed inspection of the rudder pedal assembly bolt holes to determine the diameter in each of the captain and the first officer rudder pedal assemblies, in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin A, dated May 9, , as revised by Boeing Alert Service Bulletin A, Revision 1, dated October 29, Repeat this inspection thereafter at intervals not to exceed 15, flight cycles.

Do the applicable actions specified in paragraph h 1 , h 2 , or h 3 of this AD for each of the captain and first officer rudder pedal assemblies, based on the results of any inspection required by paragraph g of this AD. Accomplishment of paragraph h 1 , h 2 , or h 3 of this AD terminates the requirements of AD , Amendment 66 FR , November 1, , for that Model airplane only. In accordance with 14 CFR If sending information directly to the manager of the ACO, send it to the attention of the person identified in paragraph l 1 of this AD.

For a repair method to be approved, the repair must meet the certification basis of the airplane, and the approval must specifically refer to this AD. Dodd-Frank Wall Street Reform documents in the last year. Government Contracts 53 documents in the last year.

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