[Federal Register Volume 66, Number 197 (Thursday, October 11, 2001)]
[Rules and Regulations]
[Pages 51849-51853]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 01-25183]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000-NM-361-AD; Amendment 39-12459; AD 2001-20-11]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 757 Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment supersedes an existing airworthiness directive 
(AD), applicable to certain Boeing Model 757 series airplanes, that 
currently requires repetitive freeplay checks of the elevator, and 
replacement of worn elevator power control actuator (PCA) reaction link 
rod-end bearings and the PCA rod-end bearing, if necessary. That AD 
also provides for an optional terminating action for the repetitive 
checks. This amendment removes the optional terminating action provided 
by the existing AD, expands the applicability of the existing AD to 
include additional airplanes, and requires repetitive freeplay checks 
of the elevator at a revised repeat interval and repetitive lubrication 
of bearings of the elevator actuator load loop and hinge line. The 
actions specified by this AD are intended to prevent unacceptable 
airframe vibration during flight, which could lead to excessive wear of 
bearings of the elevator PCA load loop and hinge line and result in 
reduced controllability of the airplane. This action is intended to 
address the identified unsafe condition.

DATES: Effective November 15, 2001.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of November 15, 2001.

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: Dennis Stremick, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425) 
227-2776; fax (425) 227-1181.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) by superseding AD 89-03-05, 
amendment 39-6120 (54 FR 3430, January 24, 1989), which is applicable 
to certain Model 757 series airplanes, was published in the Federal 
Register on March 20, 2001 (66 FR 15670). The action proposed to 
continue to require repetitive freeplay checks of the elevator, and 
replacement of worn elevator power control actuator (PCA) reaction link 
rod-end bearings and the PCA rod-end bearing, if necessary. The action 
also proposed to remove the optional terminating action provided by the 
existing AD, expand the applicability of the existing AD to include 
additional airplanes, and require repetitive freeplay checks of the 
elevator at a revised repeat interval and repetitive lubrication of 
bearings of the elevator actuator load loop and hinge line.

Comments Received

    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comments received.

Request To Withdraw the Proposed AD as Unnecessary

    One commenter, an operator, considers the proposed AD unnecessary. 
This commenter reports that the fleet has not experienced any problems 
with airframe vibration due to elevator PCA load loop bearings. The 
commenter adds that the fleet has incorporated the terminating actions 
as specified by

[[Page 51850]]

Boeing Service Bulletin 757-27A0086, Revision 2, dated July 27, 1989, 
and is scheduled for bearing lubrication every 18 months. According to 
the commenter, it is unclear how the nature of the airframe vibration 
is unsafe, unless it is not addressed when first identified.
    The FAA infers that the operator is requesting that the proposed AD 
be withdrawn. The FAA does not agree with the commenter's rationale as 
a basis for withdrawal. Other operators have reported vibration events 
despite having incorporated the terminating action of AD 89-03-05 and 
scheduling lubrication at 18-month intervals. Further, not all 
vibration events are addressed immediately. In some cases, no action 
was taken until the vibration worsened. The FAA has determined that 
issuance of this AD is necessary to ensure the safety of the fleet.

Request To Replace Proposed Service Information

    Several commenters request that the proposed AD be revised to 
replace the cited source of service information (Boeing Service 
Bulletin 757-27A0086). The commenters provide the following reasons for 
this request:
    1. The service bulletin specifies use of BMS3-24 grease (Aeroshell 
16), which has been replaced by the bearing manufacturer with BMS3-33 
grease. The commenters state that BMS3-33 grease has better corrosion-
preventive properties.
    2. The freeplay check procedures specified by the service bulletin 
can produce ``unnecessary'' failures that would require unnecessary 
corrective action.
    3. The service bulletin specifies a sequence for replacing specific 
bearings. The commenters request that operators be allowed to assess 
the serviceability of individual components and, based on that 
assessment, to replace, in any order, the defective component to 
correct the elevator freeplay.
    4. The part number for the bearing has been changed.
    The FAA partially concurs with the request and provides the 
following responses, numbered to correspond to the comments listed 
above.
    1. The FAA has determined that use of either the BMS3-24 or BMS3-33 
grease will be acceptable, as long as the grease types are not 
intermixed on any individual bearing. The FAA does agree that BMS3-33 
grease does have better corrosion-preventive properties, but is unable 
to concur with the request to change the requirement as proposed 
without documented, approved procedures for purging existing grease. 
However, once those procedures are defined, the FAA may approve 
requests for alternative methods of compliance under the provisions of 
paragraph (f)(1) of the final rule if data are submitted to 
substantiate that adequate purging procedures have been developed.
    2. The FAA has determined that an ``unnecessary'' failure (false 
positive result) does not represent a serious safety risk. Use of too-
conservative criteria for allowable freeplay outweighs any 
inconvenience to operators from a false positive result.
    3. The FAA agrees that the replacement sequence described in the 
service bulletin may need clarification. Defective bearings must be 
replaced when they are discovered, regardless of the sequence listed in 
the service bulletin. Paragraphs (a) and (b) of the final rule have 
been revised to clarify the requirement.
    4. As indicated in the service bulletin, the bearings may be 
replaced with reaction link bearings having either Boeing part number 
(P/N) S251N214-8 (Rexnord P/N DRX34C) or S251N214-11 (Rexnord P/N 
DRX34B). The Boeing PCA assembly, P/N S251N211-11, contains Rexnord P/N 
DRX32B. The FAA has added new Note 3 to this final rule to clarify the 
part numbers.

Request To Require Future Service Information

    One commenter requests that the proposed AD be revised to require 
compliance with procedures that will be included in a future service 
bulletin expected to be issued in September 2001. The commenter advises 
that the new service bulletin will include minor refinements to the 
procedures described in Boeing Service Bulletin 757-27A0086, which is 
cited in AD 89-03-05 as the appropriate source of service information 
for the freeplay check. The minor refinements are intended to 
adequately detect freeplay and yet avoid ``unnecessary'' failures. The 
commenter requests that the AD also require a second freeplay check, 
which would terminate the repetitive freeplay checks and lubrication, 
and follow-up maintenance review board (MRB) actions, which are in the 
process of being revised. The commenter states that the revised MRB 
tasks will improve detection of elevator freeplay and improve 
prevention of corrosion by shorter lubrication intervals. The commenter 
concludes that incorporation of the new service information will be 
adequate to prevent elevator vibration in flight.
    The FAA does not concur with the request. The FAA cannot approve 
the use of a document that does not yet exist. In addition, in an AD, 
reference to an unpublished service bulletin violates Office of the 
Federal Register (OFR) regulations regarding approval of materials 
``incorporated by reference'' in rules. However, if a new service 
bulletin is issued in the future, operators may request approval to use 
it as an alternative method of compliance under the provisions of 
paragraph (f)(1) of this final rule. In consideration of the urgency of 
the identified unsafe condition and the amount of time that has already 
elapsed since the proposed AD was issued, the FAA has determined that 
further delay of this final rule is not appropriate. If the FAA finds 
that a substantial safety benefit can be derived from the future 
service bulletin that would justify mandating its incorporation, the 
FAA may consider further rulemaking. Furthermore, there is no guarantee 
that the service bulletin will be issued in September 2001; any delay 
would further expose the fleet to risks. Accomplishment of MRB actions 
are not mandatory, so reliance on their accomplishment by operators 
cannot satisfy any terminating requirements of an AD. In addition, 
incorporation of a new service bulletin having new actions would alter 
the actions of the proposed AD; therefore, additional rulemaking would 
be required. The FAA finds that delaying this action would be 
inappropriate in light of the identified unsafe condition. No change to 
the final rule is necessary in this regard.

Request To Extend Freeplay Check Interval

    Several commenters request that the proposed compliance time be 
extended to better accommodate operators' schedules. One commenter 
suggests mandating the elevator freeplay check as an MRB task at a 
``2C-check'' or 36-month interval. Another commenter suggests a 24-
month interval. Another commenter, an operator, anticipates that the 
proposed interval would place a significant and undue financial burden 
on its operations, which would extend to the flying public.
    The FAA does not concur. Designating these actions as MRB tasks, 
which are not mandatory, would provide no assurance that operators 
would follow the prescribed actions within the prescribed schedule. 
Furthermore, although the maintenance planning data document currently 
recommends a ``2C'' freeplay check, the fleet is still subject to 
vibration. Service history for the affected airplanes has shown that 
vibration can occur in less than 24 months after a ``C'' check. 
Therefore, the FAA finds the 18-month

[[Page 51851]]

interval to be appropriate; no change to the final rule is warranted in 
this regard.

Request To Shorten Lubrication Interval

    One commenter requests that the lubrication interval be shortened 
to reduce the incidence of corrosion (the main contributor to excessive 
freeplay) in the bearings. The commenter recommends accomplishing the 
bearing lubrication at 6-to 9-month intervals for airplanes on which 
the terminating action of AD 89-03-05 has been accomplished, and at 
1,000-flight-hour intervals for airplanes on which the terminating 
action has not been accomplished.
    The FAA does not concur. The FAA finds that delaying this action 
would be inappropriate in light of the identified unsafe condition. 
Furthermore, shortening the proposed interval would alter the 
requirements, so additional rulemaking would be required. However, the 
FAA may consider further rulemaking to revise the lubrication 
intervals, if data are provided that demonstrate that shorter intervals 
are necessary to ensure safety.

Request To Extend Compliance Time for Certain Airplanes

    Several commenters request an extension of the proposed compliance 
time for the initial check and lubrication for certain airplanes. For 
airplanes that are not subject to paragraph (a) or (b) of the proposed 
AD, the commenters suggest a revised threshold of 5,000--rather than 
3,000--total flight cycles, and a revised grace period of 180--rather 
than 90--days; and revised repetitive intervals of up to 24 months. The 
commenters suggest these extensions to circumvent an anticipated 
significant impact on operators' schedules and maintenance.
    The FAA partially concurs. The FAA finds it necessary to retain the 
3,000-flight-cycle threshold as proposed, in light of an event in which 
an airplane that had accumulated fewer than 5,000 total flight cycles 
did experience a vibration event. However, the FAA concurs with the 
request to extend the grace period to 180 days for those airplanes that 
are not subject to AD 89-03-05; the bearings on those airplanes have 
improved bearing seals with improved grease retention. The FAA has 
determined that the grace period, as proposed, represents an 
appropriate interval in which the initial check/lubrication can be 
accomplished in a timely manner within the fleet and still maintain an 
adequate level of safety. Paragraph (d)(3) of this final rule has been 
revised accordingly.

Request To Clarify Compliance Times

    Two commenters state that the compliance requirements in the 
proposed AD are vague. One commenter states that the proposed AD does 
not specify if compliance can be taken on airplanes that have completed 
the inspection but are not incorporated into the service bulletin 
effectivity. The other commenter requests that Table 1 be revised for 
the group that has accomplished neither paragraph (a) nor (b) by 
including ``aircraft which previously accomplished the terminating 
actions of AD 89-03-05.'' The commenter states that this additional 
language would clarify the requirement indicating that those airplanes 
are subject to the new rule.
    The FAA does not concur. The applicability of this AD includes all 
Model 757 series airplanes. An affected airplane that does not fall 
within the applicability in paragraph (a) or (b) of the AD is included 
in the requirement for paragraph (d)(3). No change to the final rule 
(except for the addition of subparagraph numbers (1), (2), and (3) in 
paragraph (d)) is necessary in this regard.

Request To Approve Alternative Measuring Devices

    Several commenters request that the proposed AD be revised to allow 
the use of measuring devices specified in the airplane maintenance 
manual (AMM) to measure the deflection in the elevator. (The proposed 
AD would require measuring the freeplay by use of a dial indicator, as 
specified by Boeing Service Bulletin 757-27A0086.) The commenters 
suggest a scale or ruler with 0.001 or 0.010 graduations.
    The FAA concurs with this request and finds that use of a scale or 
ruler having graduations of 0.010 inch or finer to measure the freeplay 
will provide the accuracy necessary to ensure safety. New Note 2 of the 
final rule has been added to advise operators of the acceptability of 
alternative measuring devices.

Request To Allow Interim Corrective Action

    One commenter requests that the proposed AD be revised to allow 
interim corrective action if the freeplay is between certain limits 
specified by Section III.F.1 of Boeing Service Bulletin 757-27A0086. 
The commenter states that this interim action would allow affected 
airplanes to remain in service until the next ``C-check.''
    The interim corrective action, provided by AD 89-03-05, is retained 
in this AD; therefore, no change to the final rule is necessary in this 
regard.

Request for Clarification of Certain Requirements

    Two commenters questioned the location of certain parts that are 
required to be lubricated. The commenters request (1) clarification of 
the identity of the bearings in the load loop and hinge line, and (2) a 
reference to or demonstration of the location of the PCA load loop and 
hinge line.
    The commenter may have misinterpreted ``PCA load loop'' as 
including the PCA input linkage. Mandated checks and lubrication of 
this entire area are not included in the requirements of this AD. No 
change to the final rule is necessary in this regard.

Request for Clarification of Terminology

    One commenter requests a change to the heading of the fourth column 
in Table 1 of the proposed AD. The commenter requests that ``MPD `2C' 
check'' be changed to read, ``MPD item 27-02-00-6A'' to show that the 
current MPD ``2C'' check is no longer a requirement.
    The FAA does not concur. Except for Section 9, the MPD is not 
approved or required by the FAA. The item designations may change 
without FAA knowledge or approval. No change to the final rule is 
necessary in this regard.

Request To Extend Compliance Time To Accommodate Parts Availability

    Several commenters express concern about the availability of 
replacement bearings for failed PCAs. With only a single source for 
their manufacture, the bearings may not be in adequate supply to 
accommodate the affected fleet, and as a result operators may 
experience unnecessary down time.
    The FAA infers that the commenters are requesting an extension of 
the compliance time to accommodate anticipated parts shortages. The FAA 
does not concur. The FAA has determined that used PCAs may be used for 
replacement parts if they are modified in accordance with Boeing 
Service Bulletin 757-27A0086. Also, as discussed previously, the grace 
period for the freeplay checks has been extended in the final rule, 
further mitigating the problem of parts availability.

Request for Terminating Action

    One commenter requests that the proposed AD be revised to provide 
terminating action for the repetitive freeplay checks. Terminating 
action would ease the burden of repetitive checks.
    The FAA does not concur. The FAA is not aware of any terminating 
action

[[Page 51852]]

that is being considered or developed. If such action is developed, 
approved, and available, the FAA may consider additional rulemaking. 
However, due to the nature of corrosion, even modified areas would 
likely continue to need repetitive inspections.

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 906 airplanes of the affected design in the 
worldwide fleet.
    The actions that are currently required by AD 89-03-05 affect 
approximately 90 airplanes of U.S. registry. Those actions take 
approximately 30 work hours per airplane to accomplish, 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 $162,000, or $1,800 per airplane, per check cycle.
    The FAA estimates that 598 airplanes of U.S. registry will be 
affected by this new AD. The new actions required by this AD will take 
approximately 28 work hours per airplane to accomplish, at an average 
labor rate of $60 per work hour. Based on these figures, the cost 
impact of the new requirements of this AD on U.S. operators is 
estimated to be $1,004,640, or $1,680 per airplane, per check 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.

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

    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

    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]

    2. Section 39.13 is amended by removing amendment 39-6120 (54 FR 
3430, January 24, 1989), and by adding a new airworthiness directive 
(AD), amendment 39-12459, to read as follows:

2001-20-11  Boeing: Amendment 39-12459. Docket 2000-NM-361-AD. 
Supersedes AD 89-03-05, Amendment 39-6120.

    Applicability: All Model 757 series airplanes, 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 (f)(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 unacceptable airframe vibration during flight, which 
could lead to excessive wear of elevator bearings and result in 
reduced controllability of the airplane, accomplish the following:

RESTATEMENT OF REQUIREMENTS OF AD 89-03-05

Repetitive Elevator Freeplay Checks

    (a) For Boeing Model 757 series airplanes listed in Boeing Alert 
Service Bulletin 757-27A0086, dated June 9, 1988, on which the 
elevator power control actuator (PCA) rod-end and reaction link rod-
end bearings are lubricated at intervals of 1,000 flight hours or 
less, in accordance with Boeing Service Letter 757-SL-27-26, dated 
April 1, 1988, and on which paragraph (d) of AD 89-03-05 was not 
done: Within the next 90 days after March 6, 1989 (the effective 
date of AD 89-03-05, amendment 39-6120), or prior to the 
accumulation of 4,000 flight hours total time-in-service, whichever 
occurs later, and thereafter at intervals not to exceed 4,000 flight 
hours, perform an elevator freeplay check in accordance with Boeing 
Alert Service Bulletin 757-27A0086, dated June 9, 1988, or Revision 
2, dated July 27, 1989. Doing paragraph (d) of this AD ends the 
repetitive inspections required by this paragraph.

    Note 2: Use of a scale having graduations of 0.010 inch or finer 
may be used to measure the freeplay, as required by paragraphs (a), 
(b), and (d) of this AD.

    (b) For Boeing Model 757 series airplanes listed in Boeing Alert 
Service Bulletin 757-27A0086, dated June 9, 1988, not subject to 
paragraph (a) of this AD, and on which paragraph (d) of AD 89-03-05 
was not done: Within the next 90 days after March 6, 1989, or prior 
to the accumulation of 3,000 flight hours total time-in-service, 
whichever occurs later, and thereafter at intervals not to exceed 
3,000 flight hours, perform an elevator freeplay check in accordance 
with Boeing Alert Service Bulletin 757-27A0086, dated June 9, 1988, 
or Revision 2, dated July 27, 1989. Doing paragraph (d) of this AD 
ends the repetitive inspections required by this paragraph.

Replacement

    (c) If freeplay of the elevator exceeds the limits specified in 
the service bulletin during any check per this AD: Before further 
flight, replace elevator PCA reaction link rod-end bearings and PCA 
rod-end bearings, as necessary, with new, improved bearings, in 
accordance with Boeing Alert Service Bulletin 757-27A0086, dated 
June 9, 1988, or Revision 2, dated July 27, 1989. After the 
effective date of this AD, use only Revision 2 of the service 
bulletin. Regardless of the sequence for replacing specific bearings 
listed in the alert service bulletin, defective bearings must be 
replaced when they are discovered.

[[Page 51853]]

NEW REQUIREMENTS OF THIS AD

Repetitive Elevator Freeplay Checks

    (d) For all airplanes, do elevator freeplay checks per Boeing 
Service Bulletin 757-27A0086, Revision 2, dated July 27, 1989. 
Before further flight after the freeplay checks, lubricate the 
bearings in the elevator PCA load loop and hinge line. Use of either 
the BMS3-24 or BMS3-33 grease will be acceptable, as long as the 
grease types are not intermixed on any individual bearing. Do these 
actions per the schedule in the following table:

                                          Table 1.--Compliance Schedule
----------------------------------------------------------------------------------------------------------------
                                                                      Repeat the check        Inspection per
                                       Do the initial check and        and lubrication    paragraph (d) of this
   For airplanes subject to--               lubrication--               thereafter at          AD ends the
                                                                        least every--       requirements of--
----------------------------------------------------------------------------------------------------------------
(1) Paragraph (a) of this AD....  Within 4,000 flight hours after    18 months.........  Paragraph (a) of this
                                   the most recent inspection per                         AD.
                                   paragraph (a) of AD 89-03-05, or
                                   18 months after the effective
                                   date of this AD, whichever
                                   occurs first
(2) Paragraph (b) of this AD....  Within 3,000 flight hours after    18 months.........  Paragraph (b) of this
                                   the most recent inspection per                         AD.
                                   paragraph (b) of AD 89-03-05 or
                                   18 months after the effective
                                   date of this AD, whichever
                                   occurs first
(3) Neither paragraph (a) nor     3,000 total flight hours or 180    18 months.........  N/A.
 (b) of this AD.                   days after the effective date of
                                   this AD, whichever occurs later
----------------------------------------------------------------------------------------------------------------

Replacement

    (e) If freeplay of the elevator exceeds the limits specified in 
the service bulletin during any check per paragraph (d) of this AD: 
Before further flight, replace elevator PCA reaction link rod-end 
bearings and PCA rod-end bearings, as necessary, with new, improved 
bearings, per Boeing Service Bulletin 757-27A0086, Revision 2, dated 
July 27, 1989.

    Note 3: The replacement required by paragraph (e) of this AD may 
be accomplished with reaction link bearings having either Boeing 
part number (P/N) S251N214-8 (Rexnord P/N DRX34C) or S251N214-11 
(Rexnord P/N DRX34B). The Boeing PCA assembly, P/N S251N211-11, 
contains Rexnord P/N DRX32B.

Alternative Methods of Compliance

    (f)(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 89-03-05, amendment 39-6120, are NOT considered 
to be approved as alternative methods of compliance with this AD.

    Note 4: 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

    (g) 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

    (h) The actions shall be done in accordance with Boeing Alert 
Service Bulletin 757-27A0086, dated June 9, 1988; or Boeing Service 
Bulletin 757-27A0086, Revision 2, dated July 27, 1989; as 
applicable. This incorporation by reference was approved by the 
Director of the Federal Register in accordance with 5 U.S.C. 552(a) 
and 1 CFR part 51. 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

    (i) This amendment becomes effective on November 15, 2001.

    Issued in Renton, Washington, on October 2, 2001.
Vi L. Lipski,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 01-25183 Filed 10-10-01; 8:45 am]
BILLING CODE 4910-13-U