80 FR 51488 - Airworthiness Directives; The Boeing Company Airplanes
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration Federal Register Volume 80, Issue 164 (August 25, 2015)
Federal Aviation Administration
Federal Register Volume 80, Issue 164 (August 25, 2015)
| Page Range | 51488-51491 | |
| FR Document | 2015-20853 |
[Federal Register Volume 80, Number 164 (Tuesday, August 25, 2015)] [Proposed Rules] [Pages 51488-51491] From the Federal Register Online [www.thefederalregister.org] [FR Doc No: 2015-20853] ======================================================================= ----------------------------------------------------------------------- DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA-2015-3146; Directorate Identifier 2014-NM-249-AD] RIN 2120-AA64 Airworthiness Directives; The Boeing Company Airplanes AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed rulemaking (NPRM). ----------------------------------------------------------------------- SUMMARY: We propose to adopt a new airworthiness directive (AD) for certain The Boeing Company Model 777-200 series airplanes. This proposed AD was prompted by an evaluation by the design approval holder (DAH) indicating that the skin lap splices at certain stringers in certain fuselage sections are subject to widespread fatigue damage (WFD). This proposed AD would require inspections to detect cracking of fuselage skin lap splices in certain fuselage sections, and corrective actions if necessary; modification of left-side and right-side lap splices; and post-modification repetitive inspections for cracks in the modified lap splices, and corrective actions if necessary. We are proposing this AD to detect and correct fatigue cracking of the skin lap splices, and consequent risk of sudden decompression and the inability to sustain limit flight and pressure loads. DATES: We must receive comments on this proposed AD by October 9, 2015. ADDRESSES: You may send comments, using the procedures found in 14 CFR 11.43 and 11.45, by any of the following methods:Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments. Fax: 202-493-2251. Mail: U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590. Hand Delivery: Deliver to Mail address above between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. For service information identified in this proposed 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 https://www.myboeingfleet.com. You may view this referenced service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information on the availability of this material at the FAA, call 425-227-1221. It is also available on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2015- 3146. Examining the AD Docket You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2015- 3146; or in person at the Docket Management Facility between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this proposed AD, the regulatory evaluation, any comments received, and other information. The street address for the Docket Office (phone: 800-647-5527) is in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt. FOR FURTHER INFORMATION CONTACT: Haytham Alaidy, Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-6573; fax: 425-917-6590; email: Haytham.Aaidy@faa.gov. SUPPLEMENTARY INFORMATION: Comments Invited We invite you to send any written relevant data, views, or arguments about this proposal. Send your comments to an address listed under the ADDRESSES section. Include ``Docket No. FAA-2015-3146; Directorate Identifier 2014-NM-249-AD'' at the beginning of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of this proposed AD. We will consider all comments received by the closing date and may amend this proposed AD because of those comments. We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We will also post a report summarizing each substantive verbal contact we receive about this proposed AD. Discussion Structural fatigue damage is progressive. It begins as minute cracks, and those cracks grow under the action of repeated stresses. This can happen because of normal operational conditions and design attributes, or because of isolated situations or incidents such as material defects, poor fabrication quality, or corrosion pits, dings, or scratches. Fatigue damage can occur locally, in small areas or structural design details, or globally. Global fatigue damage is general degradation of large areas of structure with similar structural details and stress levels. Multiple-site damage is global damage that occurs in a large structural element such as a single rivet line of a lap splice joining two large skin panels. Global damage can also occur in multiple elements such as adjacent frames or stringers. Multiple- site-damage and multiple-element-damage cracks are typically too small initially to be reliably detected with normal [[Page 51489]] inspection methods. Without intervention, these cracks will grow, and eventually compromise the structural integrity of the airplane, in a condition known as WFD. As an airplane ages, WFD will likely occur, and will certainly occur if the airplane is operated long enough without any intervention. The FAA's WFD final rule (75 FR 69746, November 15, 2010) became effective on January 14, 2011. The WFD rule requires certain actions to prevent structural failure due to WFD throughout the operational life of certain existing transport category airplanes and all of these airplanes that will be certificated in the future. For existing and future airplanes subject to the WFD rule, the rule requires that DAHs establish a limit of validity (LOV) of the engineering data that support the structural maintenance program. Operators affected by the WFD rule may not fly an airplane beyond its LOV, unless an extended LOV is approved. The WFD rule (75 FR 69746, November 15, 2010) does not require identifying and developing maintenance actions if the DAHs can show that such actions are not necessary to prevent WFD before the airplane reaches the LOV. Many LOVs, however, do depend on accomplishment of future maintenance actions. As stated in the WFD rule, any maintenance actions necessary to reach the LOV will be mandated by airworthiness directives through separate rulemaking actions. In the context of WFD, this action is necessary to enable DAHs to propose LOVs that allow operators the longest operational lives for their airplanes, and still ensure that WFD will not occur. This approach allows for an implementation strategy that provides flexibility to DAHs in determining the timing of service information development (with FAA approval), while providing operators with certainty regarding the LOV applicable to their airplanes. During Model 777 fatigue testing, skin cracks were found at the stringer S-14 lap splice. These cracks initiated at scribe lines that were made inadvertently in production when maskant was removed from the skin panels. This condition, if not corrected, could result in fatigue cracking of the skin lap splices, and consequent reduced structural integrity of the airplane and could cause sudden decompression and the inability to sustain limit flight and pressure loads. Related Service Information Under 1 CFR Part 51 We reviewed Boeing Alert Service Bulletin 777-53A0052, dated October 10, 2014. The service bulletin describes procedures for inspections to detect cracking of fuselage skin lap splices and repairs, modification to the skin lap splices; and repetitive inspections for cracks in the modified lap splices and repairs. This service information is reasonably available because the interested parties have access to it through their normal course of business or by the means identified in the ADDRESSES section of this NPRM. Other Related Service Information Boeing Alert Service Bulletin 777-53A0052, dated October 10, 2014, specifies concurrent accomplishment of an inspection of the fuselage skin for external scribe lines, skin cracks, and repair, which are described in Boeing Service Bulletin 777-53A0054, Revision 1, dated November 4, 2010. The actions described in Boeing Service Bulletin 777- 53A0054, Revision 1, dated November 4, 2010, are required by AD 2013- 07-11, Amendment 39-17415 (78 FR 22185, April 15, 2013); therefore, those actions are not required in this NPRM. Boeing Alert Service Bulletin 777-53A0052, dated October 10, 2014, describes doing inspections for cracks in the skin of the stringer lap splices and repair, which are also described in Boeing Alert Service Bulletin 777-53A0043, dated November 9, 2011. The actions described in Boeing Alert Service Bulletin 777-53A0043, dated November 9, 2011, are required by AD 2012-14-03, Amendment 39-17117 (77 FR 42962, July 23, 2012); therefore, those actions are not required in this NPRM. FAA's Determination We are proposing this AD because we evaluated all the relevant information and determined the unsafe condition described previously is likely to exist or develop in other products of the same type design. Proposed AD Requirements This proposed AD would require accomplishing the actions specified in the service information described previously, except as discussed under ``Differences Between this Proposed AD and the Service Information.'' Refer to Boeing Alert Service Bulletin 777-53A0052, dated October 10, 2014, for information on the procedures and compliance times. The phrase ``corrective actions'' is used in this proposed AD. ``Corrective actions'' are actions that correct or address any condition found. Corrective actions in an AD could include, for example, repairs. Explanation of Compliance Time The compliance time for the modification specified in this proposed AD for addressing WFD was established to ensure that discrepant structure is modified before WFD develops in airplanes. Standard inspection techniques cannot be relied on to detect WFD before it becomes a hazard to flight. We will not grant any extensions of the compliance time to complete any AD-mandated service bulletin related to WFD without extensive new data that would substantiate and clearly warrant such an extension. Differences Between This Proposed AD and the Service Information The service bulletin specifies to contact the manufacturer for instructions on how to repair certain conditions, but this proposed AD would require repairing those conditions in one of the following ways: In accordance with a method that we approve; or Using data that meet the certification basis of the airplane, and that have been approved by the Boeing Commercial Airplanes Organization Designation Authorization (ODA) whom we have authorized to make those findings. Explanation of ``RC (Required for Compliance)'' Steps in Service Information The FAA worked in conjunction with industry, under the Airworthiness Directive Implementation Aviation Rulemaking Committee (ARC), to enhance the AD system. One enhancement was a new process for annotating which steps in the service information are required for compliance with an AD. Differentiating these steps from other tasks in the service information is expected to improve an owner's/operator's understanding of crucial AD requirements and help provide consistent judgment in AD compliance. The steps identified as RC (required for compliance) in any service information identified previously have a direct effect on detecting, preventing, resolving, or eliminating an identified unsafe condition. For service information that contains steps that are labeled as Required for Compliance (RC), the following provisions apply: (1) The steps labeled as RC, including substeps under an RC step and any figures identified in an RC step, must be done to comply with the [[Page 51490]] AD, and an AMOC is required for any deviations to RC steps, including substeps and identified figures; and (2) steps not labeled as RC may be deviated from using accepted methods in accordance with the operator's maintenance or inspection program without obtaining approval of an AMOC, provided the RC steps, including substeps and identified figures, can still be done as specified, and the airplane can be put back in an airworthy condition. Costs of Compliance We estimate that this proposed AD affects 21 airplanes of U.S. registry. We estimate the following costs to comply with this proposed AD: Estimated Costs -------------------------------------------------------------------------------------------------------------------------------------------------------- Action Labor cost Parts cost Cost per product Cost on U.S. operators -------------------------------------------------------------------------------------------------------------------------------------------------------- Inspection and modification......... 2,713 work-hours x $85 $0 $230,605.............. $4,842,705. per hour = $230,605. Post-modification inspection........ 1,391 work-hours x $85 0 $118,235 per $2,482,935 per inspection cycle. per hour = $118,235 inspection cycle. per inspection cycle. -------------------------------------------------------------------------------------------------------------------------------------------------------- We have received no definitive data that would enable us to provide cost estimates for the on-condition actions specified in this proposed AD. According to the manufacturer, some of the costs of this proposed 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 available costs in our cost estimate. Authority for This Rulemaking Title 49 of the United States Code specifies the FAA's authority to issue rules on aviation safety. Subtitle I, section 106, describes the authority of the FAA Administrator. Subtitle VII: Aviation Programs, describes in more detail the scope of the Agency's authority. We are issuing this rulemaking under the authority described in Subtitle VII, Part A, Subpart III, Section 44701: ``General requirements.'' Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action. Regulatory Findings We determined that this proposed AD would not have federalism implications under Executive Order 13132. This proposed AD would not have a substantial direct effect on the States, on the relationship between the national Government and the States, or on the distribution of power and responsibilities among the various levels of government. For the reasons discussed above, I certify this proposed regulation: (1) Is not a ``significant regulatory action'' under Executive Order 12866, (2) Is not a ``significant rule'' under the DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979), (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. The Proposed Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA proposes to amend 14 CFR part 39 as follows: PART 39--AIRWORTHINESS DIRECTIVES 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): The Boeing Company: Docket No. FAA-2015-3146; Directorate Identifier 2014-NM-249-AD. (a) Comments Due Date We must receive comments by October 9, 2015. (b) Affected ADs None. (c) Applicability This AD applies to The Boeing Company Model 777-200 series airplanes, certified in any category; as identified in Boeing Alert Service Bulletin 777-53A0052, dated October 10, 2014. (d) Subject Air Transport Association (ATA) of America Code 53, Fuselage. (e) Unsafe Condition This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the skin lap splices at certain stringers in certain fuselage sections are subject to widespread fatigue damage (WFD). We are issuing this AD to detect and correct fatigue cracking of the skin lap splices, and consequent risk of sudden decompression and the inability to sustain limit flight and pressure loads. (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Inspections and Corrective Actions Except as provided by paragraph (h)(1) of this AD, at the applicable time specified in paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 777-53A0052, dated October 10, 2014: Do Part 1, inspection ``A,'' of the modification area for cracks; Part 2, inspection ``B,'' of the modification area for cracks; and Part 3, inspection ``C,'' of the modification area for scribe lines and cracks; as applicable; and do all applicable corrective actions; in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 777-53A0052, dated October 10, 2014, except as provided by paragraph (h)(2) of this AD. Do all applicable corrective actions before further flight. (1) Inspection ``A'' includes an external phased array ultrasonic inspection for cracks in the lower/overlapped skin of the stringer S-14 left and right (L/R) lap splices between fuselage station 655 and station 1434, and an open hole high frequency eddy current (HFEC) inspection for skin cracks at the upper and lower fastener rows of the stringer lap splices. (2) Inspection ``B'' includes the inspections specified in paragraphs (g)(2)(i) through (g)(2)(iv) of this AD. (i) A detailed inspection for cracks of any skin panel common to a stringer lap splice [[Page 51491]] between fuselage station 655 and station 1434 that has a scribe line 0.001 inch or deeper. (ii) Either an ultrasonic inspection or a surface HFEC inspection for cracks (depending on the location of the scribe line(s)) of any skin panel common to a stringer lap splice between fuselage station 655 and station 1434 that has a scribe line 0.001 inch or deeper. (iii) An external phased array ultrasonic inspection for cracks in the lower/overlapped skin of the stringer S-14L/R lap splices between fuselage station 655 and station 1434. (iv) An open hole HFEC inspection for skin cracks at the upper and lower fastener rows of the stringer lap splices. (3) Inspection ``C'' includes the inspections for scribe lines and cracks specified in paragraphs (g)(3)(i), (g)(3)(ii), and (g)(3)(iii) of this AD on stringer S-14L/R lap splice between fuselage station 655 and station 1434 on both sides of the airplane. (i) A detailed inspection for scribe lines. If any scribe line is found during the inspection required by this paragraph, the actions include the inspections specified in paragraphs (g)(3)(i)(A) and (g)(3)(i)(B) of this AD. (A) A detailed inspection for cracks of the scribe line area(s). (B) Either an ultrasonic inspection or a surface HFEC inspection for cracks (depending on the location of the scribe line(s)). (ii) An external phased array ultrasonic inspection for cracks in the lower/overlapped skin of the stringer lap splices between fuselage station 655 and station 1434. (iii) An open hole HFEC inspection for skin cracks at the upper and lower fastener rows of the stringer S-14L/R lap splices. (h) Exceptions to Service Information Specifications (1) Where Paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 777-53A0052, dated October 10, 2014, specifies a compliance time ``after the original issue date of this service bulletin,'' this AD requires compliance within the specified compliance time ``after the effective date of this AD.'' (2) If, during accomplishment of any inspection required by this AD, any condition is found for which Boeing Alert Service Bulletin 777-53A0052, dated October 10, 2014, specifies to contact Boeing for special repair instructions or supplemental instructions for the modification, and specifies that action as ``RC'' (Required for Compliance): Before further flight, do the repair or modification using a method approved in accordance with the procedures specified in paragraph (k) of this AD. (i) Lap Splice Modification At the applicable time specified in paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 777-53A0052, dated October 10, 2014: Do the left-side and right-side lap splice modification, in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 777-53A0052, dated October 10, 2014, except as provided by paragraph (h)(2) of this AD. (j) Post-Modification Inspections and Corrective Action At the applicable time specified in paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 777-53A0052, dated October 10, 2014: Do a post-modification internal surface HFEC inspection for skin cracks in the modified lap splices on both sides of the airplane; and do all applicable corrective actions; in accordance with the Accomplishment Instructions of Boeing Alert Service Bulletin 777-53A0052, dated October 10, 2014, except as provided by paragraph (h)(2) of this AD. Do all applicable corrective actions before further flight. Repeat the inspection of the modified lap splices thereafter at the applicable intervals specified in paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 777-53A0052, dated October 10, 2014. (k) 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 paragraph (l)(1) of this AD. Information may be emailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov. (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. (3) An AMOC that provides an acceptable level of safety may be used for any repair required by this AD if it is approved by the Boeing Commercial Airplanes Organization Designation Authorization (ODA) that has been authorized by the Manager, Seattle ACO, to make those findings. 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. (4) Except as required by paragraph (h)(2) of this AD: For service information that contains steps that are labeled as Required for Compliance (RC), the provisions of paragraphs (k)(4)(i) and (k)(4)(ii) apply. (i) The steps labeled as RC, including substeps under an RC step and any figures identified in an RC step, must be done to comply with the AD. An AMOC is required for any deviations to RC steps, including substeps and identified figures. (ii) Steps not labeled as RC may be deviated from using accepted methods in accordance with the operator's maintenance or inspection program without obtaining approval of an AMOC, provided the RC steps, including substeps and identified figures, can still be done as specified, and the airplane can be put back in an airworthy condition. (l) Related Information (1) For more information about this AD, contact Haytham Alaidy, Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle ACO, 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-6573; fax: 425-917-6590; email: Haytham.Aaidy@faa.gov. (2) For 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 https://www.myboeingfleet.com. You may view this referenced service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information on the availability of this material at the FAA, call 425-227-1221. Issued in Renton, Washington, on August 17, 2015. Kevin Hull, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2015-20853 Filed 8-24-15; 8:45 am] BILLING CODE 4910-13-P
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AHRI and Raypak Inc. Raypak argued The Boeing Company Model 777–200 contains this proposed AD, the
that the industry has recognized, and series airplanes. This proposed AD was regulatory evaluation, any comments
there should be no question, that natural prompted by an evaluation by the received, and other information. The
draft boilers have been covered under design approval holder (DAH) street address for the Docket Office
EPCA for many years. (Raypak, No. 35 indicating that the skin lap splices at (phone: 800–647–5527) is in the
at p. 2) AHRI commented that the certain stringers in certain fuselage ADDRESSES section. Comments will be
minimum efficiency standards specified sections are subject to widespread available in the AD docket shortly after
for commercial packaged boilers in fatigue damage (WFD). This proposed receipt.
EPCA have been applied to all models AD would require inspections to detect FOR FURTHER INFORMATION CONTACT:
including natural draft for the past 20 cracking of fuselage skin lap splices in Haytham Alaidy, Aerospace Engineer,
years. AHRI also restated its position certain fuselage sections, and corrective Airframe Branch, ANM–120S, FAA,
from previous comments (discussed actions if necessary; modification of left- Seattle Aircraft Certification Office,
above) that there should be no question side and right-side lap splices; and post- 1601 Lind Avenue SW., Renton, WA
that natural draft commercial packaged modification repetitive inspections for 98057–3356; phone: 425–917–6573; fax:
boilers are covered equipment subject to cracks in the modified lap splices, and 425–917–6590; email: Haytham.Aaidy@
DOE’s standards. (AHRI, No. 37 at p. 2) corrective actions if necessary. We are faa.gov.
In summary, comments received from proposing this AD to detect and correct SUPPLEMENTARY INFORMATION:
interested parties, both from the August fatigue cracking of the skin lap splices,
2013 NOPD and the November 2014 and consequent risk of sudden Comments Invited
NOPM, support DOE’s understanding decompression and the inability to We invite you to send any written
that packaged boilers, as currently sustain limit flight and pressure loads. relevant data, views, or arguments about
defined under EPCA, include natural DATES: We must receive comments on this proposal. Send your comments to
draft packaged boilers. Therefore, DOE this proposed AD by October 9, 2015. an address listed under the ADDRESSES
concludes that it is not necessary to ADDRESSES: You may send comments, section. Include ‘‘Docket No. FAA–
publish a final coverage determination using the procedures found in 14 CFR 2015–3146; Directorate Identifier 2014–
for natural draft commercial packaged 11.43 and 11.45, by any of the following NM–249–AD’’ at the beginning of your
boilers and is withdrawing its notice of methods: comments. We specifically invite
proposed determination. • Federal eRulemaking Portal: Go to comments on the overall regulatory,
IV. Approval of the Office of the http://www.regulations.gov. Follow the economic, environmental, and energy
Secretary instructions for submitting comments. aspects of this proposed AD. We will
• Fax: 202–493–2251. consider all comments received by the
The Secretary of Energy has approved
• Mail: U.S. Department of closing date and may amend this
publication of this withdrawal notice. proposed AD because of those
Transportation, Docket Operations, M–
List of Subjects in 10 CFR Part 431 30, West Building Ground Floor, Room comments.
Administrative practice and W12–140, 1200 New Jersey Avenue SE., We will post all comments we
procedure, Confidential business Washington, DC 20590. receive, without change, to http://
information, Energy conservation, • Hand Delivery: Deliver to Mail www.regulations.gov, including any
Reporting and recordkeeping address above between 9 a.m. and 5 personal information you provide. We
requirements. p.m., Monday through Friday, except will also post a report summarizing each
Federal holidays. substantive verbal contact we receive
Issued in Washington, DC, on August 14, For service information identified in about this proposed AD.
2015. this proposed AD, contact Boeing
Kathleen B. Hogan, Discussion
Commercial Airplanes, Attention: Data
Deputy Assistant Secretary Energy Efficiency & Services Management, P.O. Box 3707, Structural fatigue damage is
and Renewable Energy. MC 2H–65, Seattle, WA 98124–2207; progressive. It begins as minute cracks,
[FR Doc. 2015–20970 Filed 8–24–15; 8:45 am] telephone 206–544–5000, extension 1; and those cracks grow under the action
BILLING CODE 6450–01–P fax 206–766–5680; Internet https:// of repeated stresses. This can happen
www.myboeingfleet.com. You may view because of normal operational
this referenced service information at conditions and design attributes, or
DEPARTMENT OF TRANSPORTATION the FAA, Transport Airplane because of isolated situations or
Directorate, 1601 Lind Avenue SW., incidents such as material defects, poor
Federal Aviation Administration Renton, WA. For information on the fabrication quality, or corrosion pits,
availability of this material at the FAA, dings, or scratches. Fatigue damage can
14 CFR Part 39 call 425–227–1221. It is also available occur locally, in small areas or
[Docket No. FAA–2015–3146; Directorate on the Internet at http:// structural design details, or globally.
Identifier 2014–NM–249–AD] www.regulations.gov by searching for Global fatigue damage is general
and locating Docket No. FAA–2015– degradation of large areas of structure
RIN 2120–AA64 3146. with similar structural details and stress
levels. Multiple-site damage is global
asabaliauskas on DSK5VPTVN1PROD with PROPOSALS
Airworthiness Directives; The Boeing Examining the AD Docket damage that occurs in a large structural
Company Airplanes
You may examine the AD docket on element such as a single rivet line of a
AGENCY: Federal Aviation the Internet at http:// lap splice joining two large skin panels.
Administration (FAA), DOT. www.regulations.gov by searching for Global damage can also occur in
ACTION: Notice of proposed rulemaking and locating Docket No. FAA–2015– multiple elements such as adjacent
(NPRM). 3146; or in person at the Docket frames or stringers. Multiple-site-
Management Facility between 9 a.m. damage and multiple-element-damage
SUMMARY: We propose to adopt a new and 5 p.m., Monday through Friday, cracks are typically too small initially to
airworthiness directive (AD) for certain except Federal holidays. The AD docket be reliably detected with normal
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AD, and an AMOC is required for any without obtaining approval of an Costs of Compliance
deviations to RC steps, including AMOC, provided the RC steps,
substeps and identified figures; and (2) including substeps and identified We estimate that this proposed AD
steps not labeled as RC may be deviated figures, can still be done as specified, affects 21 airplanes of U.S. registry.
from using accepted methods in and the airplane can be put back in an We estimate the following costs to
accordance with the operator’s airworthy condition. comply with this proposed AD:
maintenance or inspection program
ESTIMATED COSTS
Action Labor cost Parts cost Cost per product Cost on U.S. operators
Inspection and modification 2,713 work-hours × $85 per $0 $230,605 ............................ $4,842,705.
hour = $230,605.
Post-modification inspection 1,391 work-hours × $85 per 0 $118,235 per inspection $2,482,935 per inspection cycle.
hour = $118,235 per in- cycle.
spection cycle.
We have received no definitive data For the reasons discussed above, I any category; as identified in Boeing Alert
that would enable us to provide cost certify this proposed regulation: Service Bulletin 777–53A0052, dated October
estimates for the on-condition actions (1) Is not a ‘‘significant regulatory 10, 2014.
specified in this proposed AD. action’’ under Executive Order 12866, (d) Subject
According to the manufacturer, some (2) Is not a ‘‘significant rule’’ under Air Transport Association (ATA) of
of the costs of this proposed AD may be the DOT Regulatory Policies and America Code 53, Fuselage.
covered under warranty, thereby Procedures (44 FR 11034, February 26,
1979), (e) Unsafe Condition
reducing the cost impact on affected This AD was prompted by an evaluation by
individuals. We do not control warranty (3) Will not affect intrastate aviation
in Alaska, and the design approval holder (DAH) indicating
coverage for affected individuals. As a that the skin lap splices at certain stringers
result, we have included all available (4) Will not have a significant
in certain fuselage sections are subject to
costs in our cost estimate. economic impact, positive or negative,
widespread fatigue damage (WFD). We are
on a substantial number of small entities issuing this AD to detect and correct fatigue
Authority for This Rulemaking under the criteria of the Regulatory cracking of the skin lap splices, and
Flexibility Act. consequent risk of sudden decompression
Title 49 of the United States Code
and the inability to sustain limit flight and
specifies the FAA’s authority to issue List of Subjects in 14 CFR Part 39
pressure loads.
rules on aviation safety. Subtitle I, Air transportation, Aircraft, Aviation
section 106, describes the authority of (f) Compliance
safety, Incorporation by reference,
the FAA Administrator. Subtitle VII: Safety. Comply with this AD within the
Aviation Programs, describes in more compliance times specified, unless already
detail the scope of the Agency’s The Proposed Amendment done.
authority. Accordingly, under the authority (g) Inspections and Corrective Actions
We are issuing this rulemaking under delegated to me by the Administrator, Except as provided by paragraph (h)(1) of
the authority described in Subtitle VII, the FAA proposes to amend 14 CFR part this AD, at the applicable time specified in
Part A, Subpart III, Section 44701: 39 as follows: paragraph 1.E., ‘‘Compliance,’’ of Boeing
‘‘General requirements.’’ Under that Alert Service Bulletin 777–53A0052, dated
section, Congress charges the FAA with PART 39—AIRWORTHINESS October 10, 2014: Do Part 1, inspection ‘‘A,’’
DIRECTIVES of the modification area for cracks; Part 2,
promoting safe flight of civil aircraft in
inspection ‘‘B,’’ of the modification area for
air commerce by prescribing regulations ■ 1. The authority citation for part 39 cracks; and Part 3, inspection ‘‘C,’’ of the
for practices, methods, and procedures continues to read as follows: modification area for scribe lines and cracks;
the Administrator finds necessary for as applicable; and do all applicable
safety in air commerce. This regulation Authority: 49 U.S.C. 106(g), 40113, 44701. corrective actions; in accordance with the
is within the scope of that authority § 39.13 [Amended] Accomplishment Instructions of Boeing Alert
because it addresses an unsafe condition Service Bulletin 777–53A0052, dated October
■ 2. The FAA amends § 39.13 by adding 10, 2014, except as provided by paragraph
that is likely to exist or develop on
the following new airworthiness (h)(2) of this AD. Do all applicable corrective
products identified in this rulemaking
directive (AD): actions before further flight.
action.
The Boeing Company: Docket No. FAA– (1) Inspection ‘‘A’’ includes an external
Regulatory Findings 2015–3146; Directorate Identifier 2014– phased array ultrasonic inspection for cracks
NM–249–AD. in the lower/overlapped skin of the stringer
We determined that this proposed AD S–14 left and right (L/R) lap splices between
asabaliauskas on DSK5VPTVN1PROD with PROPOSALS
would not have federalism implications (a) Comments Due Date fuselage station 655 and station 1434, and an
under Executive Order 13132. This We must receive comments by October 9, open hole high frequency eddy current
proposed AD would not have a 2015. (HFEC) inspection for skin cracks at the
upper and lower fastener rows of the stringer
substantial direct effect on the States, on (b) Affected ADs lap splices.
the relationship between the national (2) Inspection ‘‘B’’ includes the inspections
None.
Government and the States, or on the specified in paragraphs (g)(2)(i) through
distribution of power and (c) Applicability (g)(2)(iv) of this AD.
responsibilities among the various This AD applies to The Boeing Company (i) A detailed inspection for cracks of any
levels of government. Model 777–200 series airplanes, certified in skin panel common to a stringer lap splice
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![Federal Register / Vol. 80, No. 164 / Tuesday, August 25, 2015 / Proposed Rules 51491
between fuselage station 655 and station (j) Post-Modification Inspections and Renton, WA 98057–3356; phone: 425–917–
1434 that has a scribe line 0.001 inch or Corrective Action 6573; fax: 425–917–6590; email:
deeper. At the applicable time specified in Haytham.Aaidy@faa.gov.
(ii) Either an ultrasonic inspection or a paragraph 1.E., ‘‘Compliance,’’ of Boeing (2) For service information identified in
surface HFEC inspection for cracks Alert Service Bulletin 777–53A0052, dated this AD, contact Boeing Commercial
(depending on the location of the scribe October 10, 2014: Do a post-modification Airplanes, Attention: Data & Services
line(s)) of any skin panel common to a internal surface HFEC inspection for skin Management, P. O. Box 3707, MC 2H–65,
stringer lap splice between fuselage station cracks in the modified lap splices on both Seattle, WA 98124–2207; telephone 206–
655 and station 1434 that has a scribe line sides of the airplane; and do all applicable 544–5000, extension 1; fax 206–766–5680;
0.001 inch or deeper. corrective actions; in accordance with the Internet https://www.myboeingfleet.com. You
(iii) An external phased array ultrasonic Accomplishment Instructions of Boeing Alert may view this referenced service information
inspection for cracks in the lower/overlapped Service Bulletin 777–53A0052, dated October at the FAA, Transport Airplane Directorate,
skin of the stringer S–14L/R lap splices 10, 2014, except as provided by paragraph 1601 Lind Avenue SW., Renton, WA. For
between fuselage station 655 and station (h)(2) of this AD. Do all applicable corrective information on the availability of this
1434. actions before further flight. Repeat the material at the FAA, call 425–227–1221.
(iv) An open hole HFEC inspection for skin inspection of the modified lap splices Issued in Renton, Washington, on August
cracks at the upper and lower fastener rows thereafter at the applicable intervals specified 17, 2015.
of the stringer lap splices. in paragraph 1.E., ‘‘Compliance,’’ of Boeing
(3) Inspection ‘‘C’’ includes the inspections Kevin Hull,
Alert Service Bulletin 777–53A0052, dated
for scribe lines and cracks specified in October 10, 2014. Acting Manager, Transport Airplane
paragraphs (g)(3)(i), (g)(3)(ii), and (g)(3)(iii) of Directorate, Aircraft Certification Service.
this AD on stringer S–14L/R lap splice (k) Alternative Methods of Compliance [FR Doc. 2015–20853 Filed 8–24–15; 8:45 am]
between fuselage station 655 and station (AMOCs)
BILLING CODE 4910–13–P
1434 on both sides of the airplane. (1) The Manager, Seattle Aircraft
(i) A detailed inspection for scribe lines. If Certification Office (ACO), FAA, has the
any scribe line is found during the inspection authority to approve AMOCs for this AD, if
requested using the procedures found in 14
DEPARTMENT OF TRANSPORTATION
required by this paragraph, the actions
include the inspections specified in CFR 39.19. In accordance with 14 CFR 39.19,
send your request to your principal inspector
Federal Aviation Administration
paragraphs (g)(3)(i)(A) and (g)(3)(i)(B) of this
AD. or local Flight Standards District Office, as
(A) A detailed inspection for cracks of the appropriate. If sending information directly 14 CFR Part 39
scribe line area(s). to the manager of the ACO, send it to the
attention of the person identified in [Docket No. FAA–2015–3147; Directorate
(B) Either an ultrasonic inspection or a
paragraph (l)(1) of this AD. Information may Identifier 2014–NM–094–AD]
surface HFEC inspection for cracks
(depending on the location of the scribe be emailed to: 9–ANM–Seattle–ACO–AMOC–
RIN 2120–AA64
line(s)). Requests@faa.gov.
(ii) An external phased array ultrasonic (2) Before using any approved AMOC,
notify your appropriate principal inspector,
Airworthiness Directives; The Boeing
inspection for cracks in the lower/overlapped
skin of the stringer lap splices between or lacking a principal inspector, the manager Company Airplanes
fuselage station 655 and station 1434. of the local flight standards district office/ AGENCY: Federal Aviation
(iii) An open hole HFEC inspection for skin certificate holding district office.
(3) An AMOC that provides an acceptable
Administration (FAA), DOT.
cracks at the upper and lower fastener rows
of the stringer S–14L/R lap splices. level of safety may be used for any repair ACTION: Notice of proposed rulemaking
required by this AD if it is approved by the (NPRM).
(h) Exceptions to Service Information Boeing Commercial Airplanes Organization
Specifications Designation Authorization (ODA) that has SUMMARY: We propose to adopt a new
(1) Where Paragraph 1.E., ‘‘Compliance,’’ of been authorized by the Manager, Seattle airworthiness directive (AD) for all The
Boeing Alert Service Bulletin 777–53A0052, ACO, to make those findings. For a repair Boeing Company Model 777–200,
dated October 10, 2014, specifies a method to be approved, the repair must meet –200LR, –300, and –300ER series
compliance time ‘‘after the original issue date the certification basis of the airplane, and the airplanes. This proposed AD was
of this service bulletin,’’ this AD requires approval must specifically refer to this AD.
prompted by reports of fractured
compliance within the specified compliance (4) Except as required by paragraph (h)(2)
time ‘‘after the effective date of this AD.’’ of this AD: For service information that forward attach fittings of the inboard
(2) If, during accomplishment of any contains steps that are labeled as Required flap outboard aft flap track. The
inspection required by this AD, any for Compliance (RC), the provisions of fractured fittings were determined to be
condition is found for which Boeing Alert paragraphs (k)(4)(i) and (k)(4)(ii) apply. the result of corrosion pits forming on
Service Bulletin 777–53A0052, dated October (i) The steps labeled as RC, including the inside diameter of the fittings. This
10, 2014, specifies to contact Boeing for substeps under an RC step and any figures proposed AD would require an
special repair instructions or supplemental identified in an RC step, must be done to inspection for the affected part number
instructions for the modification, and comply with the AD. An AMOC is required and serial number of the main flap;
specifies that action as ‘‘RC’’ (Required for for any deviations to RC steps, including
various additional repetitive inspections
Compliance): Before further flight, do the substeps and identified figures.
repair or modification using a method (ii) Steps not labeled as RC may be of the fitting, if necessary; and
approved in accordance with the procedures deviated from using accepted methods in replacement of the fitting or nested
specified in paragraph (k) of this AD. accordance with the operator’s maintenance bushing installation, if necessary, which
or inspection program without obtaining would terminate the inspections. This
asabaliauskas on DSK5VPTVN1PROD with PROPOSALS
(i) Lap Splice Modification approval of an AMOC, provided the RC steps, proposed AD would also provide for
At the applicable time specified in including substeps and identified figures, can optional terminating action for the
paragraph 1.E., ‘‘Compliance,’’ of Boeing still be done as specified, and the airplane repetitive inspections. We are proposing
Alert Service Bulletin 777–53A0052, dated can be put back in an airworthy condition. this AD to detect and correct fracture of
October 10, 2014: Do the left-side and right-
side lap splice modification, in accordance (l) Related Information the fitting, which could result in the
with the Accomplishment Instructions of (1) For more information about this AD, loss of the inboard aft flap and could
Boeing Alert Service Bulletin 777–53A0052, contact Haytham Alaidy, Aerospace lead to a punctured fuselage, causing
dated October 10, 2014, except as provided Engineer, Airframe Branch, ANM–120S, injury to the flightcrew and passengers,
by paragraph (h)(2) of this AD. FAA, Seattle ACO, 1601 Lind Avenue SW., and damage to the airplane.
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Document Created: 2018-02-23 11:03:12
Document Modified: 2018-02-23 11:03:12
| Category | Regulatory Information | |
| Collection | Federal Register | |
| sudoc Class | AE 2.7: GS 4.107: AE 2.106: | |
| Publisher | Office of the Federal Register, National Archives and Records Administration | |
| Section | Proposed Rules | |
| Action | Notice of proposed rulemaking (NPRM). | |
| Dates | We must receive comments on this proposed AD by October 9, 2015. | |
| Contact | Haytham Alaidy, Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-6573; fax: 425-917-6590; email: [email protected] | |
| FR Citation | 80 FR 51488 | |
| RIN Number | 2120-AA64 | |
| CFR Associated | Air Transportation; Aircraft; Aviation Safety; Incorporation by Reference and Safety |
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