Airworthiness Directives; Boeing Model 757-200, 757-200CB, and 757-200PF Series Airplanes Equipped With Rolls Royce Model RB211 Engines, 46747-46752 [05-15801]

Download as PDF Federal Register / Vol. 70, No. 154 / Thursday, August 11, 2005 / Rules and Regulations (2) If no crack is found in any door assembly integral frame, do the following: (i) Visually inspect the weather seal set in each door assembly to determine if it is airworthy and installed properly. If it is not airworthy, before further flight, replace it with either the weather seal set, P/N 74418X14L and P/N 74814X12BL, supplied by Tech-Tool Plastics, Inc., in accordance with the ‘‘Door Weather Seal Installation’’ section of the SB, or replace it with any other airworthy door weather seal set in accordance with the applicable FAAapproved installation instructions. If an airworthy weather seal set, P/N 74418X14L and P/N 74814X12BL, is not installed properly, before further flight, reinstall it in accordance with the ‘‘Door Weather Seal Installation’’ section of the SB. If the improperly installed weather seal set is not the weather seal set supplied by Tech-Tool Plastics, Inc., before further flight, reinstall it in accordance with the applicable FAAapproved installation instructions. (ii) Visually inspect each door hinge on each door assembly to determine if the cotter pins, P/N MS24665–136, are installed in accordance with the ‘‘Cotter Pin Installation’’ section of the SB. If a cotter pin is not installed in accordance with the ‘‘Cotter Pin Installation’’ section of the SB, before further flight, install the cotter pins in accordance with the ‘‘Cotter Pin Installation’’ section of the SB. Note: The installation of nylon adjustment screws and the trimming of door assembly edges are important maintenance actions that may reduce the strength of a door assembly if not done properly. (b) After accomplishing the inspections in paragraphs (a) through (a)(2)(ii) of this AD, at intervals not to exceed 100 hours time-inservice, visually inspect each pilot and copilot door assembly integral frame for a crack in the locations depicted in Figure 1 of this AD. (c) If a crack is found, before further flight, replace the cracked door assembly, P/N R– 22–101–51 or P/N R–22–101–53 (left-hand door assembly), or P/N R–22–101–52 or P/N R–22–101–54 (right-hand door assembly), with an airworthy door assembly. If the replacement door assembly is P/N R–22– 101–51 or P/N R–22–101–53 (left-hand door assembly), or P/N R–22–101–52 or P/N R– 22–101–54 (right-hand door assembly), then install it in accordance with Tech-Tool Plastics, Inc. Installation Instructions TTP– 1R, Revision A, dated November 21, 1997, and ‘‘Door Weather Seal Installation’’ and ‘‘Cotter Pin Installation’’ sections of the SB. (d) If any of the inspections required by this AD reveal a crack in any door assembly frame, report the following information to the FAA within 30 days after discovering the crack: a description of the crack and the specific helicopter model involved. You may submit your report via mail, Fax, or telephone to the FAA, ATTN: ASW–170 (Marc Belhumeur), 2601 Meacham Blvd., Fort Worth, Texas 76137, telephone (817) 222–5177, fax (817) 222–5783. Information collection requirements contained in this AD have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of VerDate jul<14>2003 13:55 Aug 10, 2005 Jkt 205001 1980 (44 U.S.C. 3501 et seq.) and have been assigned OMB Control Number 2120–0056. (e) To request a different method of compliance or a different compliance time for this AD, follow the procedures in 14 CFR 39.19. Contact the Rotorcraft Certification Office, Rotorcraft Directorate, FAA, for information about previously approved alternative methods of compliance. (f) The inspections, repairs and replacements, if necessary, shall be done in accordance with the specified portions of Tech-Tool Plastics, Inc. Installation Instructions TTP–1R, Revision A, dated November 21, 1997, which provides door assembly installation instructions, and the specified portions of Tech-Tool Plastics, Inc. Service Bulletin No. TTP2005–01, Revision A, dated February 1, 2005, which describes door weather seal and cotter pin installation procedures and door assembly inspection procedures. The Director of the Federal Register approved this incorporation by reference in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from Tech-Tool Plastics, Inc., 7800 Skyline Park Drive, Fort Worth, Texas, 76108; telephone: (817) 246–4694; fax: (817) 246– 7402; E-mail: info@tech-tool.com. (g) This amendment becomes effective on August 26, 2005. Issued in Fort Worth, Texas, on July 29, 2005. S. Frances Cox, Acting Manager, Rotorcraft Directorate, Aircraft Certification Service. [FR Doc. 05–15580 Filed 8–10–05; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2005–22054; Directorate Identifier 2005–NM–137–AD; Amendment 39–14216; AD 2005–04–14 R1] RIN 2120–AA64 Airworthiness Directives; Boeing Model 757–200, 757–200CB, and 757– 200PF Series Airplanes Equipped With Rolls Royce Model RB211 Engines Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Final rule; request for comments. AGENCY: SUMMARY: The FAA is revising an existing airworthiness directive (AD), which applies to certain Boeing Model 757–200, 757–200CB, and 757–200PF series airplanes. That AD currently requires repetitive inspections to detect horizontal or vertical movement of the shims at the joint of the mid-bulkhead and the upper link fittings; repetitive inspections for cracking of the mid- PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 46747 bulkhead; and corrective action if necessary. That AD also provides optional terminating action for the repetitive inspections. This AD continues to require the existing requirements and optional actions and clarifies certain terminating actions. This AD results from comments received in response to an existing AD, requesting clarification. We are issuing this AD to detect and correct migration of shims at the joint of the midbulkhead 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. On March 15, 2005 (70 FR 9511, February 28, 2005), the Director of the Federal Register approved 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. 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 October 11, 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. Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124–2207, for service information identified in this AD. 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: E:\FR\FM\11AUR1.SGM 11AUR1 46748 Federal Register / Vol. 70, No. 154 / Thursday, August 11, 2005 / Rules and Regulations Discussion On February 14, 2005, we issued AD 2005–04–14, amendment 39–13986 (70 FR 9511, February 28, 2005). 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; repetitive detailed inspections for cracking of the midbulkhead; and corrective action if necessary. That AD also provides optional terminating action for the repetitive inspections. That AD resulted from reports of cracks in the midbulkhead lower vertical flange common to the lower chord and stiffener and reports of cracking at other locations on the mid-bulkhead. 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 and cracking of the midbulkhead, which could result in cracking of the strut and consequent loss of the strut and engine. Comments We provided the public the opportunity to submit any relevant written data, views, or arguments about AD 2005–04–14. We have considered the comments received. We have revised AD 2005–04–14 based on the following comments: Requests To Clarify Terminating Actions One commenter, the airplane manufacturer, requests that paragraph (k) of AD 2005–04–14 be revised to clarify that accomplishing the optional one-time high frequency eddy current (HFEC) inspection specified only in paragraph (m) ends the repetitive inspections required by paragraph (j)(1). The commenter notes that those repetitive inspections are only applicable to 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. The commenter states that operators of those airplanes have already done the shim replacement specified in paragraph (l), making that action redundant. We agree and have revised paragraph (k) of AD 2005–04–14 in this AD accordingly. The same commenter also requests that paragraphs (k) and (s) of AD 2005– 04–14 be revised to clarify that accomplishing the optional one-time HFEC inspection specified in VerDate jul<14>2003 13:55 Aug 10, 2005 Jkt 205001 paragraphs (m) and (u), as applicable, ends the repetitive detailed inspections required by paragraph (r)(1). The commenter notes that, in paragraph (k), similar repetitive detailed inspections required by paragraph (j)(1) are terminated by accomplishing the optional actions specified in paragraphs (l) and (m). The commenter also states that the optional one-time HFEC inspection in paragraph (m) is equivalent to that in paragraph (u). We partially agree. We agree with the commenter that paragraphs (k) and (s) need to be revised. However, we do not agree with the commenter that accomplishing the actions specified only in paragraphs (m) and (u), as applicable, ends the repetitive inspection in paragraph (r)(1). We have determined that accomplishing the optional terminating actions specified in both paragraphs (l) and (m) and both paragraphs (t) and (u), as applicable, are necessary to end the repetitive detailed inspections in paragraph (r)(1). We have revised paragraphs (k) and (s) of AD 2005–04–14 in this AD accordingly. Another commenter requests that AD 2005–04–14 be revised to clarify that accomplishing the initial detailed inspection required by paragraph (r) ends the repetitive detailed inspections required by paragraph (j)(1). The commenter believes that the detailed inspections in paragraph (r) are redundant to those in paragraph (j). The commenter states that the detailed inspections required by paragraph (r) seem inconsistent with the explanation in ‘‘Differences Between the AD and the Service Information’’ section of AD 2005–04–14. That section states, ‘‘[The FAA has] 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.’’ The commenter further states that paragraph (r) requires a detailed inspection of all airplanes, including those on which the optional one-time HFEC inspection specified in paragraph (m) or (u) has been previously done. We agree with the commenter that clarification is necessary. The detailed inspections required by paragraphs (j) and (r) of AD 2005–04–14 are identical. The affected airplanes of those two paragraphs are different; however, there is some overlap in the affected airplanes. Paragraph (r), which is PO 00000 Frm 00006 Fmt 4700 Sfmt 4700 applicable to ‘‘Groups 1, 2, and 3 airplanes, identified in Boeing Service Bulletin 757–54A0039, Revision 3, dated January 13, 2005,’’ includes all airplanes specified in paragraph (j) (i.e., airplanes on which the actions specified in Boeing ASB 757–54A0039, dated November 2, 2000, have been accomplished prior to April 18, 2003). It was our intent that, after accomplishing the initial detailed inspection required by paragraph (r) at the new compliance time, the repetitive detailed inspections required by paragraph (j)(1) end for affected airplanes. Therefore, we have revised paragraph (r) of this AD to clarify this point. In addition, our intent in the ‘‘Difference Between the AD and the Service Information’’ section of AD 2005–04–14 was to point out that referenced Boeing ASB 757–54A0039 recommended a one-time nondestructive test and/or HFEC inspection whereas the AD required repetitive detailed inspections. As discussed in that AD, we determined that the repetitive detailed inspections were adequate to continue to provide an acceptable level of safety for the interim. That section does not reappear in this AD. Therefore, no change to this AD is necessary in this regard. Request To Refer to Additional Figure One commenter requests that the last sentence in paragraph (r) be revised to ‘‘* * * perform a detailed inspection for cracking around the four Lower MidSpar Bolts as shown in Figure 9 or Figure 17 of SB 757–54A0039, Revision 3, dated January 13, 2005.’’ The commenter believes that, like Figure 9, Figure 17 ‘‘Mid-Bulkhead Inspection’’ in Revision 3 of Boeing Service Bulletin 757–54A0039 also addresses the areas around the four lower mid-spar bolts. The commenter states that Figure 17 provides pictorial views of the subject two front and two rear lower midbulkhead bolts whereas Figure 9 shows a sectional view of the area only. We partially agree. We agree with the commenter to revise paragraph (r) to refer to Figure 17 as an alternative figure for accomplishing the required detailed inspection, but do not agree with the commenter’s revised description of the area. We find that ‘‘around the four bolt heads, nuts, washer, and radius fillers’’ is more descriptive of the required inspection area. Therefore, we have revised paragraph (r) to state, ‘‘* * * perform a detailed inspection * * * specified in Figure 9 or 17 of the Accomplishment Instructions of Boeing SB 757–54A0039, Revision 3, dated January 13, 2005.’’ E:\FR\FM\11AUR1.SGM 11AUR1 Federal Register / Vol. 70, No. 154 / Thursday, August 11, 2005 / Rules and Regulations 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. For this reason, we are issuing this AD to revise AD 2005–04–14. 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; repetitive detailed inspections for cracking of the midbulkhead; and corrective action if necessary. This new AD also continues to provide optional terminating actions for certain repetitive inspections. This new AD also clarifies certain terminating actions. Interim Action This is considered to be interim action. We are currently considering requiring 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 in this AD ‘‘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 the address listed under the ADDRESSES section. Include ‘‘Docket No. FAA–2005–22054; Directorate Identifier 2005–NM–137–AD’’ at the beginning of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of the AD that might suggest a need to modify it. 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 that Web site, anyone VerDate jul<14>2003 13:55 Aug 10, 2005 Jkt 205001 46749 can find and read the comments in any of our dockets, including the name of the individual who sent the comment (or signed the comment on behalf of an association, business, labor union, etc.). You may review the DOT’s complete Privacy Act Statement in the Federal Register published on April 11, 2000 (65 FR 19477–78), or you may visit https://dms.dot.gov. 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 and placed it in the AD docket. See the ADDRESSES section for a location to examine the regulatory evaluation. Examining the Dockets List of Subjects in 14 CFR Part 39 You may 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 Docket Management System receives them. Authority for This Rulemaking Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. Adoption of the Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA amends part 39 of the Federal Aviation Regulations (14 CFR part 39) as follows: I PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: 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. I Regulatory Findings (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. 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 PO 00000 Frm 00007 Fmt 4700 Sfmt 4700 Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The Federal Aviation Administration (FAA) amends § 39.13 by removing amendment 39–13986 (70 FR 9511, February 28, 2005) and adding the following new airworthiness directive (AD): I 2005–04–14 R1 Boeing: Amendment 39– 14216. Docket No. FAA–2005–22054; Directorate Identifier 2005–NM–137–AD. Effective Date (a) The effective date of this AD is March 15, 2005. Affected ADs (b) This AD revises AD 2005–04–14, amendment 39–13986. Applicability 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 midbulkhead 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. E:\FR\FM\11AUR1.SGM 11AUR1 46750 Federal Register / Vol. 70, No. 154 / Thursday, August 11, 2005 / Rules and Regulations 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. Requirements of 2005–04–14 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 SB 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, amendment 39–13104), 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, VerDate jul<14>2003 13:55 Aug 10, 2005 Jkt 205001 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. Inspection of Lower Mid-Spar Bolts (j) For airplanes on which the actions specified in Boeing 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. 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)(1), (h)(1), and (r)(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 March 15, 2005 (the effective date of AD 2005–04–14). For airplanes specified in paragraph (j) of this AD, accomplishment of paragraph (m) of this AD constitutes terminating action for paragraph (j) of this AD. PO 00000 Frm 00008 Fmt 4700 Sfmt 4700 (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 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. 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. 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 March 15, 2005, whichever occurs later, perform a detailed inspection for cracking of the entire midbulkhead, 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 E:\FR\FM\11AUR1.SGM 11AUR1 Federal Register / Vol. 70, No. 154 / Thursday, August 11, 2005 / Rules and Regulations 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 March 15, 2005, 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 March 15, 2005. Inspections for Migration of Shims for Certain Other Airplanes (p) For Groups 1 and 2 airplanes, as identified in Boeing SB 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 March 15, 2005, 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 March 15, 2005. For Shim Migration That Is More Than 0.3 Inch (q) For Groups 1, 2, and 3 airplanes, as identified in Boeing SB 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 March 15, 2005, 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 March 15, 2005. 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 VerDate jul<14>2003 13:55 Aug 10, 2005 Jkt 205001 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 SB 757–54A0039, Revision 3, dated January 13, 2005: Within 90 days after March 15, 2005, 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 or 17 of the Accomplishment Instructions of Boeing SB 757–54A0039, Revision 3, dated January 13, 2005. Accomplishing the initial detailed inspection ends the repetitive detailed inspection requirements of paragraph (j)(1) this AD. (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 ACO, FAA; or per data meeting the type 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 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 SB 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)(1), (h)(1), (o), (p), and (r)(1) of this AD. Replacement of Shims and Sleevebolts (t) For Groups 1, 2, and 3 airplanes, identified in Boeing SB 757–54A0039, 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 SB 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 PO 00000 Frm 00009 Fmt 4700 Sfmt 4700 46751 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) On March 15, 2005 (70 FR 9511, February 28, 2005), the Director of the Federal Register approved 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. (2) 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. (3) Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124– 2207, for a copy of this service information. You may review copies at the Docket Management Facility, U.S. Department of Transportation, 400 Seventh Street, SW., Room PL–401, Nassif Building, Washington, DC; on the Internet at https://dms.dot.gov; or at the National Archives and Records Administration (NARA). For information on the availability of this material at the NARA, call (202) 741–6030, or go to https://www. archives.gov/federal_register/code_ of_federal_regulations/ibr_locations.html. E:\FR\FM\11AUR1.SGM 11AUR1 46752 Federal Register / Vol. 70, No. 154 / Thursday, August 11, 2005 / Rules and Regulations Issued in Renton, Washington, on August 1, 2005. Ali Bahrami, Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 05–15801 Filed 8–10–05; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2005–22070; Directorate Identifier 2005–NE–23–AD; Amendment 39– 14218; AD 2005–16–12] RIN 2120–AA64 Airworthiness Directives; Rolls-Royce Deutschland Ltd & Co KG (formerly Rolls-Royce Deutschland GmbH, formerly BMW Rolls-Royce GmbH) Model BR700–715A1–30, BR700– 715B1–30, and BR700–715C1–30 Turbofan Engines Federal Aviation Administration (FAA), DOT. ACTION: Final rule; request for comments. AGENCY: SUMMARY: The FAA is adopting a new airworthiness directive (AD) for RollsRoyce Deutschland Ltd & Co KG (RRD) (formerly Rolls-Royce Deutschland GmbH, formerly BMW Rolls-Royce GmbH) model BR700–715A1–30, BR700–715B1–30, and BR700–715C1– 30 turbofan engines. This AD requires a onetime inspection of the Independent Overspeed Protection (IOP) unit, part number (P/N) 112E9321G2, for 19 specific serial numbers (SNs), and removal from service of those units. This AD results from a report that incorrect capacitors were installed in 19 IOP units. The incorrect capacitor in the IOP unit can lead to an inadvertent IOP command resulting in an in-flight engine shutdown. We are issuing this AD to prevent inadvertent dual-engine in-flight shutdown. DATES: Effective August 26, 2005. We must receive any comments on this AD by October 11, 2005. ADDRESSES: Use one of the following addresses to comment 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 VerDate jul<14>2003 13:55 Aug 10, 2005 Jkt 205001 Seventh Street, SW., Nassif Building, Room PL–401, Washington, DC 20590– 0001. • 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. Contact Rolls-Royce Deutschland Ltd & Co KG, Eschenweg 11, 15827 Blankenfelde-Mahlow, Germany, telephone: 011 49 (0) 33–7086–1768, fax: 011 49 (0) 33–7086–3356 for the service information identified in this AD. FOR FURTHER INFORMATION CONTACT: Jason Yang, Aerospace Engineer, Engine Certification Office, FAA, Engine and Propeller Directorate, 12 New England Executive Park, Burlington, MA 01803– 5299; telephone: (781) 238–7747, fax: (781) 238–7199. The Luftfahrt-Bundesamt (LBA), which is the airworthiness authority for Germany, recently notified us that an unsafe condition may exist on RRD model BR700–715A1–30, BR700– 715B1–30, and BR700–715C1–30 turbofan engines. The LBA advises that the supplier of the IOP unit informed RRD that incorrect capacitors were installed in 19 IOP units, P/N 112E9321G2. The incorrect capacitor in the IOP unit can lead to an inadvertent IOP command and an in-flight engine shutdown. If both engines of an airplane have an affected IOP unit, inadvertent dual-engine in-flight shutdown could occur. The LBA issued airworthiness directive D–2005–221, dated June 17, 2005, in order to ensure the airworthiness of these engines in Germany. SUPPLEMENTARY INFORMATION: Bilateral Airworthiness Agreement These model BR700–715A1–30, BR700–715B1–30, and BR700–715C1– 30 turbofan engines are manufactured in Germany and are type certificated for operation in the United States under the provisions of section 21.29 of the Federal Aviation Regulations (14 CFR 21.29) and the applicable bilateral airworthiness agreement. Under this bilateral airworthiness agreement, the LBA kept the FAA informed of the situation described above. We have examined the findings of the LBA, reviewed all available information, and determined that AD action is necessary for products of this type design that are certificated for operation in the United States. PO 00000 Frm 00010 Fmt 4700 Sfmt 4700 FAA’s Determination and Requirements of This AD The unsafe condition described previously is likely to exist or develop on other model BR700–715A1–30, BR700–715B1–30, and BR700–715C1– 30 turbofan engines of the same type design. We are issuing this AD to prevent inadvertent dual-engine inflight shutdown. This AD requires: • Within 10 flight cycles after the effective date of the AD, inspection of each engine’s IOP unit, part number 112E9321G2, for the affected serial numbers; and • If neither engine has an IOP unit listed in Table 1 of this AD, no further action is required; and • If both engines have IOP units listed in Table 1 of this AD installed, remove at least one of the IOP units from service before further flight. • If one engine has an IOP unit listed in Table 1 of this AD, remove the listed IOP from service no later than August 31, 2005. FAA’s Determination of the Effective Date Since an unsafe condition exists that requires the immediate adoption of this AD, we have found that notice and opportunity for public comment before issuing this AD are impracticable, and that good cause exists for making this amendment effective in less than 30 days. Comments Invited This AD is a final rule that involves requirements affecting flight safety and was not preceded by notice and an opportunity for public comment; however, we invite you to send us any written relevant data, views, or arguments regarding this AD. Send your comments to an address listed under ADDRESSES. Include ‘‘AD Docket No. FAA–2005–22070; Directorate Identifier 2005–NE–23–AD’’ in the subject line of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of the rule that might suggest a need to modify it. 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 the Docket Management System (DMS) Web site, anyone can find and read the comments in any of our dockets, including the name of the individual who sent the comment (or signed the comment on E:\FR\FM\11AUR1.SGM 11AUR1

Agencies

[Federal Register Volume 70, Number 154 (Thursday, August 11, 2005)]
[Rules and Regulations]
[Pages 46747-46752]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 05-15801]


-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2005-22054; Directorate Identifier 2005-NM-137-AD; 
Amendment 39-14216; AD 2005-04-14 R1]
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.

-----------------------------------------------------------------------

SUMMARY: The FAA is revising an existing airworthiness directive (AD), 
which applies to certain Boeing Model 757-200, 757-200CB, and 757-200PF 
series airplanes. That AD currently requires repetitive inspections to 
detect horizontal or vertical movement of the shims at the joint of the 
mid-bulkhead and the upper link fittings; repetitive inspections for 
cracking of the mid-bulkhead; and corrective action if necessary. That 
AD also provides optional terminating action for the repetitive 
inspections. This AD continues to require the existing requirements and 
optional actions and clarifies certain terminating actions. This AD 
results from comments received in response to an existing AD, 
requesting clarification. 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.
    On March 15, 2005 (70 FR 9511, February 28, 2005), the Director of 
the Federal Register approved 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.
    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 October 11, 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.
    Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, 
Washington 98124-2207, for service information identified in this AD.

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:

[[Page 46748]]

Discussion

    On February 14, 2005, we issued AD 2005-04-14, amendment 39-13986 
(70 FR 9511, February 28, 2005). 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; repetitive detailed inspections for cracking of 
the mid-bulkhead; and corrective action if necessary. That AD also 
provides optional terminating action for the repetitive inspections. 
That AD resulted from 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. 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 and cracking of 
the mid-bulkhead, which could result in cracking of the strut and 
consequent loss of the strut and engine.

Comments

    We provided the public the opportunity to submit any relevant 
written data, views, or arguments about AD 2005-04-14. We have 
considered the comments received. We have revised AD 2005-04-14 based 
on the following comments:

Requests To Clarify Terminating Actions

    One commenter, the airplane manufacturer, requests that paragraph 
(k) of AD 2005-04-14 be revised to clarify that accomplishing the 
optional one-time high frequency eddy current (HFEC) inspection 
specified only in paragraph (m) ends the repetitive inspections 
required by paragraph (j)(1). The commenter notes that those repetitive 
inspections are only applicable to 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. The 
commenter states that operators of those airplanes have already done 
the shim replacement specified in paragraph (l), making that action 
redundant.
    We agree and have revised paragraph (k) of AD 2005-04-14 in this AD 
accordingly.
    The same commenter also requests that paragraphs (k) and (s) of AD 
2005-04-14 be revised to clarify that accomplishing the optional one-
time HFEC inspection specified in paragraphs (m) and (u), as 
applicable, ends the repetitive detailed inspections required by 
paragraph (r)(1). The commenter notes that, in paragraph (k), similar 
repetitive detailed inspections required by paragraph (j)(1) are 
terminated by accomplishing the optional actions specified in 
paragraphs (l) and (m). The commenter also states that the optional 
one-time HFEC inspection in paragraph (m) is equivalent to that in 
paragraph (u).
    We partially agree. We agree with the commenter that paragraphs (k) 
and (s) need to be revised. However, we do not agree with the commenter 
that accomplishing the actions specified only in paragraphs (m) and 
(u), as applicable, ends the repetitive inspection in paragraph (r)(1). 
We have determined that accomplishing the optional terminating actions 
specified in both paragraphs (l) and (m) and both paragraphs (t) and 
(u), as applicable, are necessary to end the repetitive detailed 
inspections in paragraph (r)(1). We have revised paragraphs (k) and (s) 
of AD 2005-04-14 in this AD accordingly.
    Another commenter requests that AD 2005-04-14 be revised to clarify 
that accomplishing the initial detailed inspection required by 
paragraph (r) ends the repetitive detailed inspections required by 
paragraph (j)(1). The commenter believes that the detailed inspections 
in paragraph (r) are redundant to those in paragraph (j). The commenter 
states that the detailed inspections required by paragraph (r) seem 
inconsistent with the explanation in ``Differences Between the AD and 
the Service Information'' section of AD 2005-04-14. That section 
states, ``[The FAA has] 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.'' The commenter 
further states that paragraph (r) requires a detailed inspection of all 
airplanes, including those on which the optional one-time HFEC 
inspection specified in paragraph (m) or (u) has been previously done.
    We agree with the commenter that clarification is necessary. The 
detailed inspections required by paragraphs (j) and (r) of AD 2005-04-
14 are identical. The affected airplanes of those two paragraphs are 
different; however, there is some overlap in the affected airplanes. 
Paragraph (r), which is applicable to ``Groups 1, 2, and 3 airplanes, 
identified in Boeing Service Bulletin 757-54A0039, Revision 3, dated 
January 13, 2005,'' includes all airplanes specified in paragraph (j) 
(i.e., airplanes on which the actions specified in Boeing ASB 757-
54A0039, dated November 2, 2000, have been accomplished prior to April 
18, 2003). It was our intent that, after accomplishing the initial 
detailed inspection required by paragraph (r) at the new compliance 
time, the repetitive detailed inspections required by paragraph (j)(1) 
end for affected airplanes. Therefore, we have revised paragraph (r) of 
this AD to clarify this point.
    In addition, our intent in the ``Difference Between the AD and the 
Service Information'' section of AD 2005-04-14 was to point out that 
referenced Boeing ASB 757-54A0039 recommended a one-time non-
destructive test and/or HFEC inspection whereas the AD required 
repetitive detailed inspections. As discussed in that AD, we determined 
that the repetitive detailed inspections were adequate to continue to 
provide an acceptable level of safety for the interim. That section 
does not reappear in this AD. Therefore, no change to this AD is 
necessary in this regard.

Request To Refer to Additional Figure

    One commenter requests that the last sentence in paragraph (r) be 
revised to ``* * * perform a detailed inspection for cracking around 
the four Lower Mid-Spar Bolts as shown in Figure 9 or Figure 17 of SB 
757-54A0039, Revision 3, dated January 13, 2005.'' The commenter 
believes that, like Figure 9, Figure 17 ``Mid-Bulkhead Inspection'' in 
Revision 3 of Boeing Service Bulletin 757-54A0039 also addresses the 
areas around the four lower mid-spar bolts. The commenter states that 
Figure 17 provides pictorial views of the subject two front and two 
rear lower mid-bulkhead bolts whereas Figure 9 shows a sectional view 
of the area only.
    We partially agree. We agree with the commenter to revise paragraph 
(r) to refer to Figure 17 as an alternative figure for accomplishing 
the required detailed inspection, but do not agree with the commenter's 
revised description of the area. We find that ``around the four bolt 
heads, nuts, washer, and radius fillers'' is more descriptive of the 
required inspection area. Therefore, we have revised paragraph (r) to 
state, ``* * * perform a detailed inspection * * * specified in Figure 
9 or 17 of the Accomplishment Instructions of Boeing SB 757-54A0039, 
Revision 3, dated January 13, 2005.''

[[Page 46749]]

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. For this reason, we 
are issuing this AD to revise AD 2005-04-14. 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; repetitive detailed inspections for cracking of 
the mid-bulkhead; and corrective action if necessary. This new AD also 
continues to provide optional terminating actions for certain 
repetitive inspections. This new AD also clarifies certain terminating 
actions.

Interim Action

    This is considered to be interim action. We are currently 
considering requiring 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 in this AD ``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 the 
address listed under the ADDRESSES section. Include ``Docket No. FAA-
2005-22054; Directorate Identifier 2005-NM-137-AD'' at the beginning of 
your comments. We specifically invite comments on the overall 
regulatory, economic, environmental, and energy aspects of the AD that 
might suggest a need to modify it.
    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 that Web 
site, anyone can find and read the comments in any of our dockets, 
including the name of the individual who sent the comment (or signed 
the comment on behalf of an association, business, labor union, etc.). 
You may review the DOT's complete Privacy Act Statement in the Federal 
Register published on April 11, 2000 (65 FR 19477-78), or you may visit 
https://dms.dot.gov.

Examining the Dockets

    You may 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 Docket Management System 
receives them.

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 and placed it in the AD docket. 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 Federal Aviation Administration (FAA) amends Sec.  39.13 by 
removing amendment 39-13986 (70 FR 9511, February 28, 2005) and adding 
the following new airworthiness directive (AD):

2005-04-14 R1 Boeing: Amendment 39-14216. Docket No. FAA-2005-22054; 
Directorate Identifier 2005-NM-137-AD.

Effective Date

    (a) The effective date of this AD is March 15, 2005.

Affected ADs

    (b) This AD revises AD 2005-04-14, amendment 39-13986.

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.

[[Page 46750]]

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.

Requirements of 2005-04-14

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 SB 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, amendment 39-13104), 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.

Inspection of Lower Mid-Spar Bolts

    (j) For airplanes on which the actions specified in Boeing 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.

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)(1), (h)(1), 
and (r)(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 March 15, 2005 (the effective date 
of AD 2005-04-14). For airplanes specified in paragraph (j) of this 
AD, accomplishment of paragraph (m) of this AD constitutes 
terminating action for paragraph (j) 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 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. 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.

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 March 15, 2005, 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

[[Page 46751]]

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 
March 15, 2005, 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 March 15, 2005.

Inspections for Migration of Shims for Certain Other Airplanes

    (p) For Groups 1 and 2 airplanes, as identified in Boeing SB 
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 
March 15, 2005, 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 March 15, 2005.

For Shim Migration That Is More Than 0.3 Inch

    (q) For Groups 1, 2, and 3 airplanes, as identified in Boeing SB 
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 March 15, 2005, 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 March 15, 2005.

    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 SB 
757-54A0039, Revision 3, dated January 13, 2005: Within 90 days 
after March 15, 2005, 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 or 17 of the Accomplishment 
Instructions of Boeing SB 757-54A0039, Revision 3, dated January 13, 
2005. Accomplishing the initial detailed inspection ends the 
repetitive detailed inspection requirements of paragraph (j)(1) this 
AD.
    (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 ACO, FAA; or per data 
meeting the type 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 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 SB 
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)(1), (h)(1), (o), (p), 
and (r)(1) of this AD.

Replacement of Shims and Sleevebolts

    (t) For Groups 1, 2, and 3 airplanes, identified in Boeing SB 
757-54A0039, 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 SB 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) On March 15, 2005 (70 FR 9511, February 28, 2005), the 
Director of the Federal Register approved 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.
    (2) 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.
    (3) Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle, 
Washington 98124-2207, for a copy of this service information. You 
may review copies at the Docket Management Facility, U.S. Department 
of Transportation, 400 Seventh Street, SW., Room PL-401, Nassif 
Building, Washington, DC; on the Internet at https://dms.dot.gov; or 
at the National Archives and Records Administration (NARA). For 
information on the availability of this material at the NARA, call 
(202) 741-6030, or go to https://www.archives.gov/federal_
register/code_of_federal_regulations/ibr_ locations. html.


[[Page 46752]]


    Issued in Renton, Washington, on August 1, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 05-15801 Filed 8-10-05; 8:45 am]
BILLING CODE 4910-13-P

This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.