Airworthiness Directives; Boeing Model 757-200, 757-200CB, and 757-200PF Series Airplanes Equipped With Rolls Royce Model RB211 Engines, 9511-9515 [05-3558]

Agencies

• Federal Aviation Administration
• DEPARTMENT OF TRANSPORTATION

[Federal Register Volume 70, Number 38 (Monday, February 28, 2005)]
[Rules and Regulations]
[Pages 9511-9515]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-3558]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2005-20424; Directorate Identifier 2004-NM-268-AD; 
Amendment 39-13986; AD 2005-04-14]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 757-200, 757-200CB, and 
757-200PF Series Airplanes Equipped With Rolls Royce Model RB211 
Engines

AGENCY: Federal Aviation Administration (FAA), Department of 
Transportation (DOT).

ACTION: Final rule; request for comments.

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SUMMARY: The FAA is superseding an existing airworthiness directive 
(AD) that applies to certain Boeing Model 757-200, 757-200CB, and 757-
200PF series airplanes. The existing AD currently requires repetitive 
detailed inspections to detect horizontal or vertical movement of the 
shims at the joint of the mid-bulkhead and the upper link fittings, and 
corrective action if necessary; or certain alternative actions that 
terminate the requirement for the repetitive inspections. This new AD 
continues to require those repetitive inspections; decreases the 
allowable tolerance for shim migration; and adds new repetitive 
detailed inspections for cracking of the entire mid-bulkhead, and 
repair if necessary. This new AD also adds additional airplanes to the 
applicability of the AD. This AD is prompted by reports of cracks in 
the mid-bulkhead lower vertical flange common to the lower chord and 
stiffener and reports of cracking at other locations on the mid-
bulkhead. We are issuing this AD to detect and correct migration of 
shims at the joint of the mid-bulkhead and the upper link fittings and 
cracking of the mid-bulkhead, which could result in cracking of the 
strut and consequent loss of the strut and engine.

DATES: Effective March 15, 2005.
    The incorporation by reference of Boeing Service Bulletin 757-
54A0039, Revision 2, dated December 2, 2004; and Boeing Service 
Bulletin 757-54A0039, Revision 3, dated January 13, 2005; as listed in 
the AD are approved by the Director of the Federal Register as of March 
15, 2005.
    On April 18, 2003 (68 FR 16200, April 3, 2003), the Director of the 
Federal Register approved the incorporation by reference of Boeing 
Alert Service Bulletin 757-54A0039, Revision 1, dated June 20, 2002.
    We must receive any comments on this AD by April 29, 2005.

ADDRESSES: Use one of the following addresses to submit comments on 
this AD.
     DOT Docket Web Site: Go to https://dms.dot.gov and follow 
the instructions for sending your comments electronically.
     Government-Wide Rulemaking Web Site: Go to https://
www.regulations.gov and follow the instructions for sending your 
comments electronically.
     Mail: Docket Management Facility; U.S. Department of 
Transportation, 400 Seventh Street, SW., Nassif Building, room PL-401, 
Washington, DC 20590.
     Fax: (202) 493-2251.
     Hand Delivery: Room PL-401 on the plaza level of the 
Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
    For service information identified in this AD, contact Boeing 
Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207. 
You can examine this information 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: https://
www.archives.gov/federal_register/code_of_federal_regulations/ibr_
locations.html.
    You can examine the contents of this AD docket on the Internet at 
https://dms.dot.gov, or in person at the Docket Management Facility, 
U.S. Department of Transportation, 400 Seventh Street, SW., room PL-
401, on the plaza level of the Nassif Building, Washington, DC. This 
docket number is FAA-2005-20424; the directorate identifier for this 
docket is 2004-NM-268-AD.

Examining the Docket

    You can examine the AD docket on the Internet at https://
dms.dot.gov, or in person at the Docket Management Facility office 
between 9 a.m. and 5 p.m., Monday through Friday, except Federal 
holidays. The Docket Management Facility office (telephone (800) 647-
5227) is located on the plaza level of the Nassif Building at the DOT 
street address stated in the ADDRESSES section. Comments will be 
available in the AD docket shortly after the DMS receives them.

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) 
917-6450; fax (425) 917-6590.

SUPPLEMENTARY INFORMATION: On March 26, 2003, we issued AD 2003-07-08, 
amendment 39-13104 (68 FR 16200, April 3, 2003). That AD applies to 
certain Boeing Model 757-200, 757-200CB, and 757-200PF series 
airplanes. That AD requires repetitive detailed inspections to detect 
horizontal or vertical movement of the shims at the joint of the mid-
bulkhead and the upper link fittings, and corrective action if 
necessary; or certain alternative actions that terminate the 
requirement for the repetitive inspections. That AD was prompted by 
reports of cracks in the mid-bulkhead lower vertical flange common to 
the lower chord and stiffener and reports of cracking at other 
locations on the mid-bulkhead on certain Boeing Model 757-200, 757-
200CB, and 757-200PF series airplanes. The actions specified in that AD 
are intended to detect and correct migration of shims at the joint of 
the mid-bulkhead and the upper link fittings, which could result in 
cracking of the strut and consequent loss of the strut and engine.

Actions Since AD Was Issued

    Since we issued that AD, we have received reports of cracking of 
the mid-bulkhead in the lower horizontal flange common to the lower 
chord. We have also received several reports of cracking of the mid-
bulkhead in the lower vertical flange common to the lower chord and 
stiffener and at other areas remote from the lower flanges. Cracking of 
the mid-bulkhead could result in cracking of the strut and consequent 
loss of the strut and engine.

[[Page 9512]]

Relevant Service Information

    We have reviewed Boeing Service Bulletin (SB) 757-54A0039, Revision 
2, dated December 2, 2004; and Revision 3, dated January 13, 2005. The 
service bulletins describe the following:
     Part I of the Accomplishment Instructions describes 
procedures for performing repetitive detailed inspections of the 
laminated shims at the joint of the mid-bulkhead and upper link 
fittings to detect any vertical or horizontal movement of the shims.
     Part II of the Accomplishment Instructions describes 
procedures for performing a detailed inspection and high frequency eddy 
current (HFEC) inspection for cracking or deformation of the fittings 
and bolt holes and replacing the shim and sleevebolts with new shims 
and sleevebolts. Part II also contains procedures for accomplishing a 
general visual and HFEC inspections for cracking and deformation in the 
sleevebolt holes and in the fittings. Additionally, Part II recommends 
that operators contact Boeing if any shim cannot be removed, or if 
cracking or deformation of the fittings and bolt holes is found.
     Part III of the Accomplishment Instructions describes 
procedures for performing a one-time non-destructive test (NDT) 
inspection for cracking, and repair, including an insurance cut of the 
bolt holes (Figure 9 of the SBs) in the mid-bulkhead, if necessary.
     Part IV of the Accomplishment Instructions describes 
procedures for performing repetitive detailed inspections for cracking 
of the entire mid-bulkhead, and contacting Boeing for disposition of 
any cracking detected.
    The SBs specify that accomplishing Part II and Part III of the 
Accomplishment Instructions eliminates the need for the Part I 
repetitive inspections.

FAA's Determination and Requirements of This AD

    The unsafe condition described previously is likely to exist or 
develop on other airplanes of the same type design. This AD is being 
issued to supersede AD 2003-07-08. This new AD continues to require 
repetitive detailed inspections to detect horizontal or vertical 
movement of the shims at the joint of the mid-bulkhead and the upper 
link fittings, and corrective action if necessary. This AD also 
decreases the allowable tolerance for shim migration. Additionally, 
this AD adds airplanes to the applicability of the AD. This AD also 
requires repetitive detailed inspections for cracking of the mid-
bulkhead, and repair if necessary.

Differences Between the AD and the Service Information

    Revisions 2 and 3 of the SB recommend that operators who have 
accomplished the actions described in Boeing Alert SB 757-54A0039, 
dated November 2, 2000, perform a one-time NDT and/or HFEC inspection 
for cracking of the mid-bulkhead as shown in Figure 9 of the ASB, and 
repair if necessary. Operators should note that this AD requires those 
operators to perform a detailed inspection for cracking rather than an 
NDT and/or HFEC inspection. We have determined that, for airplanes on 
which the actions specified in Parts I and II of the Accomplishment 
Instructions of Boeing Alert SB 757-54A0039, dated November 2, 2000, 
have been accomplished previously, a detailed inspection for cracking, 
and repair if necessary, within 90 days of the effective date of this 
AD, and repetitive detailed inspections, are adequate to continue to 
provide an acceptable level of safety for this interim action.
    Operators also should note that, although the SBs specify that the 
manufacturer may be contacted for further instructions if a shim cannot 
be removed or for disposition of certain repair conditions, this AD 
requires the repair of those conditions to be accomplished in 
accordance with a method approved by the FAA, or in accordance with 
data meeting the type certification basis of the airplane approved by 
an Authorized Representative (AR) for the Boeing Delegation Option 
Authorization (DOA) Organization who has been authorized by the FAA to 
make those findings.

Changes to Delegation Authority

    Since the issuance of AD 2003-07-08, Boeing has received a DOA. For 
the new requirements of this AD, we have specified the delegation of 
authority to approve an alternative method of compliance for any repair 
required by this AD to the AR for the Boeing DOA Organization, who has 
been authorized by the FAA to make these findings, rather than the 
Designated Engineering Representative, as specified in AD 2003-07-08.

Change to Existing AD

    This AD would retain certain requirements of AD 2003-07-08. Since 
AD 2003-07-08 was issued, the AD format has been revised, and certain 
paragraphs have been rearranged. As a result, the corresponding 
paragraph identifiers have changed in this AD, as listed in the 
following table:

                      Revised Paragraph Identifiers
------------------------------------------------------------------------
                                            Corresponding requirement in
       Requirement in AD 2003-07-08                    this AD
------------------------------------------------------------------------
Paragraph (a).............................  Paragraph (f).
Paragraph (b).............................  Paragraph (g).
Paragraph (c).............................  Paragraph (h).
Paragraph (d).............................  Paragraph (i).
Paragraph (e).............................  Paragraph (j).
Paragraph (f).............................  Paragraph (k).
Paragraph (g).............................  Paragraph (l).
Paragraph (h).............................  Paragraph (m).
------------------------------------------------------------------------

Interim Action

    This is considered to be interim action. We discussed previously 
that this AD does not require certain HFEC inspections as specified in 
the referenced service bulletin. However, we are currently considering 
requiring those HFEC inspections for cracking in and around the bolt 
holes of the left and right side of the mid-bulkhead strut, and repair 
if necessary. However, the planned compliance time for the HFEC 
inspections is sufficiently long so that notice and opportunity for 
prior public comment will be practicable.

FAA's Determination of the Effective Date

    An unsafe condition exists that requires the immediate adoption of 
this AD; therefore, providing notice and opportunity for public comment 
before the AD is issued is impracticable, and good cause exists to make 
this AD effective in less than 30 days.

Comments Invited

    This AD is a final rule that involves requirements that affect 
flight safety and was not preceded by notice and an opportunity for 
public comment; however, we invite you to submit any relevant written 
data, views, or arguments regarding this AD. Send your comments to an 
address listed under ADDRESSES. Include ``Docket No. FAA-2005-20424; 
Directorate Identifier 2004-NM-268-AD'' at the beginning of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of the AD. We will consider 
all comments received by the closing date and may amend the AD in light 
of those comments.
    We will post all comments we receive, without change, to https://
dms.dot.gov including any personal information you provide. We will 
also post a report summarizing each substantive verbal contact with FAA 
personnel concerning this AD. Using the search function of our docket 
Web site, anyone can find and read the comments in any of our dockets, 
including the name of the individual who sent the

[[Page 9513]]

comment (or signed the comment on behalf of an association, business, 
labor union, etc.). You can review the DOT's complete Privacy Act 
Statement in the Federal Register published on April 11, 2000 (65 FR 
19477-78), or you can visit https://dms.dot.gov.

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 have determined that 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 the 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); 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.
    We prepared a regulatory evaluation of the estimated costs to 
comply with this AD. See the ADDRESSES section for a location to 
examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator, 
the FAA amends part 39 of the Federal Aviation Regulations (14 CFR part 
39) as follows:

PART 39--AIRWORTHINESS DIRECTIVES

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

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


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by removing amendment 39-13104 (68 FR 
16200, April 3, 2003) and adding the following new airworthiness 
directive (AD):

2005-04-14 Boeing: Docket No. FAA-2005-20424; Directorate Identifier 
2004-NM-268-AD; Amendment 39-13986.

Effective Date

    (a) This AD becomes effective March 15, 2005.

Affected ADs

    (b) This AD supersedes AD 2003-07-08, amendment 39-13104 (68 FR 
16200, April 3, 2003).
    Applicability: (c) This AD applies to Boeing Model 757-200, 757-
200CB, and 757-200PF series airplanes; certificated in any category; 
equipped with Rolls Royce Model RB211 engines; as identified in 
Boeing Service Bulletin 757-54A0039, Revision 3, dated January 13, 
2005.

Unsafe Condition

    (d) This AD was prompted by reports of cracks in the mid-
bulkhead lower vertical flange common to the lower chord and 
stiffener and reports of cracking at other locations on the mid-
bulkhead. We are issuing this AD to detect and correct migration of 
shims at the joint of the mid-bulkhead and the upper link fittings 
and cracking on the mid-bulkhead, which could result in cracking of 
the strut and consequent loss of the strut and engine.
    Compliance: (e) You are responsible for having the actions 
required by this AD performed within the compliance times specified, 
unless the actions have already been done.

Restatement of Certain Requirements of 2003-07-08

Inspection for Movement of Shims and Corrective Actions

    (f) For Groups 1 and 2 airplanes, as identified in Boeing Alert 
Service Bulletin (ASB) 757-54A0039, Revision 1, dated June 20, 2002; 
Boeing Service Bulletin (SB) 757-54A0039, Revision 2, dated December 
2, 2004; and Boeing Service Bulletin 757-54A0039, Revision 3, dated 
January 13, 2005; with the exception of the airplanes specified in 
paragraph (j) of this AD: Within 90 days after April 18, 2003 (the 
effective date of AD 2003-07-08), perform a detailed inspection to 
detect horizontal or vertical movement of the shims at the joint of 
the mid-bulkhead and the upper link fittings, per Boeing ASB 757-
54A0039, Revision 1, dated June 20, 2002; or Boeing SB 757-54A0039, 
Revision 2, dated December 2, 2004, or Revision 3, dated January 13, 
2005.

    Note 1: For the purposes of this AD, a detailed inspection is 
defined as: ``An intensive visual examination of a specific 
structural area, system, installation, or assembly to detect damage, 
failure, or irregularity. Available lighting is normally 
supplemented with a direct source of good lighting at intensity 
deemed appropriate by the inspector. Inspection aids such as mirror, 
magnifying lenses, etc., may be used. Surface cleaning and elaborate 
access procedures may be required.''

    (g) If all laminated shims have not moved, or if all laminated 
shims have moved less than 0.25 inch: Before further flight, perform 
the actions specified in either paragraph (g)(1) or (g)(2) of this 
AD, per Boeing ASB 757-54A0039, Revision 1, dated June 20, 2002; or 
Boeing SB 757-54A0039, Revision 2, dated December 2, 2004, or 
Revision 3, dated January 13, 2005.
    (1) Perform the actions specified in paragraph 3.B.6 of the 
Accomplishment Instructions of the ASB (e.g., measure and record 
movement of the shim, cut the exposed plies, and seal adjacent 
surfaces and edges), and repeat the detailed inspections at 
intervals not to exceed 12,000 flight cycles or 72 months, whichever 
occurs first. At each inspection interval, the previously recorded 
measurement must be added to the current measurement so that the 
cumulative total movement of the shim is recorded. If the cumulative 
total movement exceeds 0.25 inch but is less than 0.90 inch, before 
further flight, perform the actions specified in paragraph (h) of 
this AD. If the cumulative total movement measures 0.90 inch or 
more: Before further flight, perform the actions specified in 
paragraph (i) of this AD. Or,
    (2) Perform the actions specified in paragraphs (l) and (m) of 
this AD.
    (h) If any laminated shim has moved 0.25 inch or more but less 
than 0.90 inch: Before further flight, perform the actions specified 
in paragraph (h)(1) or (h)(2) of this AD, per Boeing ASB 757-
54A0039, Revision 1, dated June 20, 2002; or Boeing SB 757-54A0039, 
Revision 2, dated December 2, 2004, or Revision 3, dated January 13, 
2005.
    (1) Before further flight, perform the actions specified in 
paragraph 3.B.6 of the Accomplishment Instructions of the ASB (e.g., 
measure and record movement of the shim, cut the exposed plies and 
seal adjacent surfaces and edges), and repeat the detailed 
inspections at intervals not to exceed 3,000 flight cycles or 18 
months, whichever occurs first. At each inspection interval, the 
previously recorded measurement must be added to the current 
measurement so that the cumulative total movement of the shim is 
recorded. If the cumulative total movement measures 0.90 inch or 
more, before further flight, perform the actions specified in 
paragraph (i) of this AD. Or,
    (2) Perform the actions specified in paragraphs (l) and (m) of 
this AD.
    (i) If any laminated shim has moved 0.90 inch or more: Before 
further flight, perform the actions specified in paragraphs (l) and 
(m) of this AD.

[[Page 9514]]

Inspection of Lower Mid-Spar Bolts

    (j) For airplanes on which the actions specified in Boeing Alert 
Service Bulletin (ASB) 757-54A0039, dated November 2, 2000, have 
been accomplished prior to April 18, 2003: Within 90 days after 
April 18, 2003, perform a detailed inspection for cracking around 
the four bolt heads, nuts, washers, and radius fillers specified in 
Figure 9 of Boeing ASB 757-54A0039, Revision 1, dated June 20, 2002; 
or Boeing SB 757-54A0039, Revision 2, dated December 2, 2004, or 
Revision 3, dated January 13, 2005.
    (1) If no cracking is found, repeat the detailed inspection at 
intervals not to exceed 3,000 flight cycles.
    (2) If any cracking is found, before further flight, repair per 
a method approved by the Manager, Seattle Aircraft Certification 
Office (ACO), FAA; or per data meeting the type certification basis 
of the airplane approved by a Boeing Company Designated Engineering 
Representative (DER) who has been authorized by the Manager, Seattle 
ACO, to make such findings; or by an Authorized Representative (AR) 
for the Boeing Delegation Option Authorization (DOA) Organization 
who has been authorized by the Manager, Seattle ACO, to make those 
findings. For a repair method to be approved, the approval must 
specifically reference this AD.

Optional Terminating Action for Certain Requirements of This AD

    (k) For Groups 1, 2, and 3, as identified in Boeing SB 757-
54A0039, Revision 2, dated December 2, 2004; or Revision 3, dated 
January 13, 2005: Accomplishment of the actions specified in 
paragraphs (l) and (m) of this AD constitutes terminating action for 
the repetitive inspection requirements of paragraphs (g), (h), and 
(j)(1) of this AD. Accomplishment of paragraphs (l) and (m) of this 
AD also constitutes terminating action for paragraphs (o), (p), and 
(q), if accomplished prior to the effective of this AD.
    (l) Replace any laminated shim with a solid shim; replace 
existing sleevebolts with new, oversized sleevebolts; and perform a 
general visual and high-frequency eddy current (HFEC) inspection to 
detect cracking and deformation in the sleevebolt holes and in the 
fittings, as shown in Part II, Figure 3, of Boeing Alert Service 
Bulletin 757-54A0039, Revision 1, dated June 20, 2002; or Boeing SB 
757-54A0039, Revision 2, dated December 2, 2004, or Revision 3, 
dated January 13, 2005. If any shim cannot be removed, or if any 
cracking or deformation is found: Before further flight, repair per 
a method approved by the Manager, Seattle ACO, FAA; or per data 
meeting the type certification basis of the airplane approved by a 
Boeing DER who has been authorized by the Manager, Seattle ACO, to 
make such findings; or by an AR for the Boeing DOA Organization who 
has been authorized by the Manager, Seattle ACO, to make those 
findings. For a repair to be approved, the approval must 
specifically reference this AD. No further action is required by 
this paragraph.
    (m) Perform a one-time HFEC inspection for cracking in and 
around the bolt holes of the left and right side of the mid-bulkhead 
strut as shown in Part III, Figure 9, of Boeing ASB 757-54A0039, 
Revision 1, dated June 20, 2002; or Boeing SB 757-54A0039, Revision 
2, dated December 2, 2004, or Revision 3, dated January 13, 2005.
    (1) If no cracking is found during any inspection specified in 
paragraph (m) of this AD, before further flight, install oversized 
bolts per Figure 10 of the ASB. No further action is required by 
this paragraph.
    (2) If any cracking is found during any inspection specified in 
paragraph (m) of this AD that is within the limits specified in the 
ASB: Before further flight, repair per the ASB.
    (3) If any cracking is found during any inspection specified in 
paragraph (m) of this AD that is outside the limits specified by the 
ASB and the ASB specifies to contact Boeing for appropriate action: 
Before further flight, repair per a method approved by the Manager, 
Seattle ACO, FAA; or per data meeting the type certification basis 
of the airplane approved by a Boeing DER who has been authorized by 
the Manager, Seattle ACO, to make such findings; or by an AR for the 
Boeing DOA Organization who has been authorized by the Manager, 
Seattle ACO, to make those findings. For a repair method to be 
approved, the approval must specifically reference this AD.

New Requirements of This AD

Detailed Inspections of the Mid-Bulkhead

    (n) For all airplanes: Prior to the accumulation of 8,000 total 
flight cycles, or within 90 days after the effective date of this 
AD, whichever occurs later, perform a detailed inspection for 
cracking of the entire mid-bulkhead, in accordance with the 
Accomplishment Instructions of Boeing SB 757-54A0039, Revision 3, 
dated January 13, 2005.
    (1) If no cracking is detected, repeat the inspection thereafter 
at intervals not to exceed 3,000 flight cycles.
    (2) If any cracking is detected, before further flight, repair 
in accordance with a method approved by the Manager, Seattle ACO, 
FAA; or according to data meeting the certification basis of the 
airplane approved by an AR for the Boeing DOA Organization who has 
been authorized by the Manager, Seattle ACO, to make those findings. 
For a repair method to be approved, the approval must specifically 
reference this AD. Thereafter, repeat the inspection at intervals 
not to exceed 3,000 flight cycles.

Inspections for Migration of Shims for Certain Airplanes

    (o) For Group 3 airplanes, as identified in Boeing SB 757-
54A0039, Revision 3, dated January 13, 2005: Within 90 days after 
the effective date of this AD, perform a detailed inspection to 
detect horizontal or vertical movement of the shims at the joint of 
the mid-bulkhead and the upper link fittings; in accordance with the 
Accomplishment Instructions of the SB. If the total shim migration 
is 0.3 inch or less, repeat the inspection thereafter at intervals 
not to exceed 3,000 flight cycles. Accomplishment of paragraphs (l) 
and (m) of this AD constitute terminating action for the 
requirements of this paragraph, if accomplished prior to the 
effective of this AD.

Inspections for Migration of Shims for Certain Other Airplanes

    (p) For Groups 1 and 2 airplanes, as identified in Boeing 
Service Bulletin 757-54A0039, Revision 3, dated January 13, 2005: If 
the total shim migration was 0.3 inch or less at the last inspection 
performed in accordance with paragraph (g)(1) of this AD, within 
3,000 flight cycles after the last inspection performed, or within 
90 days after the effective date of this AD, whichever occurs later, 
perform the next shim migration inspection in accordance with the 
Accomplishment Instructions of Revision 3 of the SB. Thereafter, 
repeat the inspection at intervals not to exceed 3,000 flight 
cycles. Accomplishment of the initial inspection in accordance with 
Revision 3 terminates the requirements of paragraphs (g) and (h) of 
this AD. Accomplishment of paragraphs (l) and (m) of this AD 
constitute terminating action for the requirements of this 
paragraph, if accomplished prior to the effective of this AD.

For Shim Migration That Is More Than 0.3 Inch

    (q) For Groups 1, 2, and 3 airplanes, as identified in Boeing 
Service Bulletin 757-54A0039, Revision 3, dated January 13, 2005: If 
any total shim migration is more than 0.30 inch, prior to further 
flight or within 90 days after the effective date of this AD, 
whichever occurs later, perform the actions specified in paragraphs 
(t) and (u) of this AD. Accomplishment of paragraphs (l) and (m) of 
this AD constitute terminating action for the requirements of this 
paragraph, if accomplished prior to the effective of this AD.

    Note 2: For the purposes of this AD, a general visual inspection 
is: ``A visual examination of an interior or exterior area, 
installation, or assembly to detect obvious damage, failure, or 
irregularity. This level of inspection is made from within touching 
distance unless otherwise specified. A mirror may be necessary to 
ensure visual access to all surfaces in the inspection area. This 
level of inspection is made under normally available lighting 
conditions such as daylight, hangar lighting, flashlight, or 
droplight and may require removal or opening of access panels or 
doors. Stands, ladders, or platforms may be required to gain 
proximity to the area being checked.''

Inspection of Lower Mid-Spar Bolts

    (r) For Groups 1, 2, and 3 airplanes, identified in Boeing 
Service Bulletin 757-540039, Revision 3, dated January 13, 2005: 
Within 90 days after the effective date of this AD, or within 3,000 
flight cycles after the last inspection of the lower mid-spar bolts 
required by paragraph (j) of this AD, whichever occurs later, 
perform a detailed inspection for cracking around the four bolt 
heads, nuts, washers, and radius fillers specified in Figure 9 of 
the Accomplishment Instructions of Boeing SB 757-54A0039, Revision 
3, dated January 13, 2005.
    (1) If no cracking is found, repeat the detailed inspection at 
intervals not to exceed 3,000 flight cycles.

[[Page 9515]]

    (2) If any cracking is found, before further flight, repair per 
a method approved by the Manager, Seattle ACO, FAA; or per data 
meeting the type certification basis of the airplane approved by a 
Boeing an AR for the Boeing DOA Organization who has been authorized 
by the Manager, Seattle ACO, to make such findings. For a repair 
method to be approved, the approval must specifically reference this 
AD. Thereafter, repeat the inspection at intervals not to exceed 
3,000 flight cycles.

Terminating Action for Certain Requirements

    (s) For Groups 1, 2, and 3 airplanes, identified in Boeing 
Service Bulletin 757-54A0039, Revision 3, dated January 13, 2005: 
Accomplishment of paragraphs (t) and (u) of this AD constitutes 
terminating action for the repetitive inspections of paragraphs (g), 
(h), (o), and (p) of this AD.

Replacement of Shims and Sleevebolts

    (t) For Groups 1, 2, and 3 airplanes, identified in Boeing 
Service Bulletin 757-540039, Revision 3, dated January 13, 2005: 
Replace all laminated shims with solid shims; replace existing 
sleevebolts with new, oversized sleevebolts; and perform a general 
visual and HFEC inspection to detect cracking and deformation in the 
sleevebolt holes and in the fittings; as specified in Part II of the 
Accomplishment Instructions of Boeing Service Bulletin 757-54A0039, 
Revision 3, dated January 13, 2005. If any shim cannot be removed, 
or if any cracking or deformation is found: Before further flight, 
repair in accordance with a method approved by the Manager, Seattle 
ACO, FAA; or according to data meeting the certification basis of 
the airplane approved by an AR for the Boeing DOA Organization who 
has been authorized by the Manager, Seattle ACO, to make those 
findings. For a repair method to be approved, the approval must 
specifically reference this AD.

One-Time HFEC Inspection

    (u) For Groups 1, 2, and 3, as identified in Boeing SB 757-
54A0039, Revision 3, dated January 13, 2005: Perform a one-time HFEC 
inspection for cracking in and around the bolt holes of the right 
and left side of the mid-bulkhead lower flanges, in accordance with 
Part III of the Accomplishment Instructions of Boeing SB 757-
54A0039, Revision 3, dated January 13, 2005.
    (1) If no cracking is found: Before further flight, install 
oversized bolts per Figure 10 of the SB.
    (2) If any cracking is found that is within the limits of the 
SB: Before further flight, repair per the SB.
    (3) If any cracking is found that is outside the limits of the 
SB and the SB specifies to contact Boeing for appropriate action: 
Before further flight, repair in accordance with a method approved 
by the Manager, Seattle ACO, FAA; or according to data meeting the 
certification basis of the airplane approved by an AR for the Boeing 
DOA Organization who has been authorized by the Manager, Seattle 
ACO, to make those findings. For a repair method to be approved, the 
approval must specifically reference this AD.

Alternative Methods of Compliance (AMOCs)

    (v)(1) The Manager, Seattle ACO, FAA, has the authority to 
approve AMOCs for this AD, if requested in accordance with the 
procedures found in 14 CFR 39.19.
    (2) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD, if it is approved by an AR 
for the Boeing DOA Organization who has been authorized by the 
Manager, Seattle ACO, to make those findings. For a repair method to 
be approved, the approval must specifically reference this AD.

Material Incorporated by Reference

    (w) You must use Boeing Alert Service Bulletin 757-54A0039, 
Revision 1, dated June 20, 2002; Boeing Service Bulletin 757-
54A0039, Revision 2, dated December 2, 2004; or Boeing Service 
Bulletin 757-54A0039, Revision 3, dated January 13, 2005; to perform 
the actions that are required by this AD, unless the AD specifies 
otherwise.
    (1) The incorporation by reference of Boeing Service Bulletin 
757-54A0039, Revision 2, dated December 2, 2004; and Boeing Service 
Bulletin 757-54A0039, Revision 3, dated January 13, 2005, is 
approved by the Director of the Federal Register in accordance with 
5 U.S.C. 552(a) and 1 CFR part 51.
    (2) The incorporation by reference of Boeing Alert Service 
Bulletin 757-54A0039, Revision 1, dated June 20, 2002, was approved 
previously by the Director of the Federal Register as of April 18, 
2003 (68 FR 16200, April 3, 2003).
    (3) For copies of the service information, contact Boeing 
Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207. 
For information on the availability of this material at the National 
Archives and Records Administration (NARA), call (202) 741-6030, or 
go to https://www.archives.gov/federal_register/code_of_federal_
regulations/ibr_locations.html. You may view the AD docket at the 
Docket Management Facility, U.S. Department of Transportation, 400 
Seventh Street SW., room PL-401, Nassif Building, Washington, DC.

    Issued in Renton, Washington, on February 14, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 05-3558 Filed 2-25-05; 8:45 am]
BILLING CODE 4910-13-P