Airworthiness Directives; The Boeing Company Airplanes, 45853-45856 [2015-18694]

Download as PDF Federal Register / Vol. 80, No. 148 / Monday, August 3, 2015 / Rules and Regulations A320–53–006, Rev 01, dated September 10, 2014. Repeat the inspection thereafter at intervals not to exceed 3,900 flight hours. If any crack is found during any inspection required by this paragraph, before further flight, replace the radome with a new or serviceable radome, in accordance with the Accomplishment Instructions of Live TV Service Bulletin A320–53–006, Rev 01, dated September 10, 2014. (h) Reporting Requirement If any crack is found during any inspection required by paragraph (g) of this AD, submit a report of the findings to Live TV, Attn: Oscar Hernandez, email: CertificationEngineering@livetv.net; at the applicable time specified in paragraph (h)(1) or (h)(2) of this AD. The report must include the information specified in the service bulletin reporting form provided in Live TV Service Bulletin A320–53–006, Rev 01, dated September 10, 2014. (1) If the inspection was accomplished on or after the effective date of this AD: Submit the report within 30 days after the inspection. (2) If the inspection was accomplished before the effective date of this AD: Submit the report within 30 days after the effective date of this AD. (i) Special Flight Permit Special flight permits, as described in Section 21.197 and Section 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199), are not allowed. (2) Before using any approved AMOC, notify your appropriate principal inspector, or lacking a principal inspector, the manager of the local flight standards district office/ certificate holding district office. (3) If any service information contains steps that are identified as RC (Required for Compliance), those steps must be done to comply with this AD; any steps that are not identified as RC are recommended. Those steps that are not identified as RC may be deviated from using accepted methods in accordance with the operator’s maintenance or inspection program without obtaining approval of an AMOC, provided the steps identified as RC can be done and the airplane can be put back in a serviceable condition. Any substitutions or changes to steps identified as RC require approval of an AMOC. (l) Related Information For more information about this AD, contact Barry Culler, Aerospace Engineer, Airframe Branch, ACE–117A, FAA, Atlanta Aircraft Certification Office (ACO), 1701 Columbia Avenue, College Park, GA 30337; phone: 404–474–5546; fax: 404 474 5605; email: william.culler@faa.gov. (m) Material Incorporated by Reference mstockstill on DSK4VPTVN1PROD with RULES (j) Paperwork Reduction Act Burden Statement A federal agency may not conduct or sponsor, and a person is not required to respond to, nor shall a person be subject to a penalty for failure to comply with a collection of information subject to the requirements of the Paperwork Reduction Act unless that collection of information displays a current valid OMB Control Number. The OMB Control Number for this information collection is 2120–0056. Public reporting for this collection of information is estimated to be approximately 5 minutes per response, including the time for reviewing instructions, completing and reviewing the collection of information. All responses to this collection of information are mandatory. Comments concerning the accuracy of this burden and suggestions for reducing the burden should be directed to the FAA at: 800 Independence Ave. SW., Washington, DC 20591, Attn: Information Collection Clearance Officer, AES–200. (k) Alternative Methods of Compliance (AMOCs) (1) The Manager, Atlanta Aircraft Certification Office (ACO), FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal inspector or local Flight Standards District Office, as appropriate. If sending information directly to the manager of the ACO, send it to the attention of the person identified in the Related Information section of this AD. (1) The Director of the Federal Register approved the incorporation by reference (IBR) of the service information listed in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51. (2) You must use this service information as applicable to do the actions required by this AD, unless the AD specifies otherwise. (i) Live TV Service Bulletin A320–53–006, Rev 01, dated September 10, 2014. (ii) Reserved. (3) For service information identified in this AD, contact Live TV, 7415 Emerald Dunes Drive, Orlando, FL 32822; telephone 407–812–2643; email: CertificationEngineering@livetv.net; Internet: https://www.LiveTV.net. (4) You may view this referenced service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information on the availability of this material at the FAA, call 425 227–1221. (5) You may view this service information that is incorporated by reference 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/cfr/ibrlocations.html. Issued in Renton, Washington, on July 17, 2015. Michael Kaszycki, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. VerDate Sep<11>2014 16:06 Jul 31, 2015 Jkt 235001 [FR Doc. 2015–18535 Filed 7–31–15; 8:45 am] BILLING CODE 4910–13–P PO 00000 Frm 00013 Fmt 4700 Sfmt 4700 45853 DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2014–0348; Directorate Identifier 2014–NM–033–AD; Amendment 39–18225; AD 2015–15–15] RIN 2120–AA64 Airworthiness Directives; The Boeing Company Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Final rule. AGENCY: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 777–200, 777–200LR, 777–300ER, and 777F series airplanes. This AD was prompted by a report indicating that sealant might not have been applied in production to the wing skin panel gaps above certain underwing fittings. This AD would require an inspection for missing sealant, and applicable other specified, related investigative, and corrective actions. We are proposing this AD to detect and correct missing sealant from the wing skin panel gaps above the underwing fittings, which could result in corrosion and fatigue cracking in the wing skin panel, and consequent loss of limit load capability of the wing skin and potential subsequent structural failure of the wings. DATES: This AD is effective September 8, 2015. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of September 8, 2015. ADDRESSES: For service information identified in this AD, contact Boeing Commercial Airplanes, Attention: Data & Services Management, P.O. Box 3707, MC 2H–65, Seattle, WA 98124–2207; telephone 206–544–5000, extension 1; fax 206–766–5680; Internet https:// www.myboeingfleet.com. You may view this referenced service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information on the availability of this material at the FAA, call 425–227–1221. It is also available on the Internet at https:// www.regulations.gov by searching for and locating Docket No. FAA 2014– 0348. SUMMARY: Examining the AD Docket You may examine the AD docket on the Internet at https:// www.regulations.gov by searching for and locating Docket No. FAA–2014– E:\FR\FM\03AUR1.SGM 03AUR1 45854 Federal Register / Vol. 80, No. 148 / Monday, August 3, 2015 / Rules and Regulations 0348; or in person at the Docket Management Facility between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this AD, the regulatory evaluation, any comments received, and other information. The address for the Docket Office (phone: 800–647–5527) is Docket Management Facility, U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE., Washington, DC 20590. FOR FURTHER INFORMATION CONTACT: Haytham Alaidy, Aerospace Engineer, Airframe Branch, ANM–120S, FAA, Seattle Aircraft Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057–6573; phone: 425–917–6573; fax: 425–917–6590; email: haytham.alaidy@faa.gov. SUPPLEMENTARY INFORMATION: Discussion We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 by adding an AD that would apply to certain The Boeing Company Model 777–200, 777–200LR, 777– 300ER, and 777F series airplanes. The NPRM published in the Federal Register on July 1, 2014 (79 FR 37243). The NPRM was prompted by a report indicating that sealant might not have been applied in production to the wing skin panel gaps above certain underwing fittings. The NPRM proposed to require an inspection for missing sealant, and applicable other specified, related investigative and corrective actions. We are issuing this AD to detect and correct missing sealant from the wing skin panel gaps above the underwing fittings, which could result in corrosion and fatigue cracking in the wing skin panel, and consequent loss of limit load capability of the wing skin and potential subsequent structural failure of the wings. mstockstill on DSK4VPTVN1PROD with RULES Comments We gave the public the opportunity to participate in developing this AD. The following presents the comments received on the NPRM (79 FR 37243, July 1, 2014) and the FAA’s response to each comment. Boeing concurs with the contents of the NPRM. Request To Accept Approved Repairs Without Need for Alternative Methods of Compliance (AMOC) FedEx requested that any FAAapproved repair be accepted without the requirement of obtaining an AMOC. We do not agree with the request. The FAA does not consider that any FAAapproved repair will be acceptable to VerDate Sep<11>2014 16:06 Jul 31, 2015 Jkt 235001 repair this condition. As the sealant was missing from the airplane at the time of initial delivery, it may not have been restored in prior repairs. In addition, repairs may not have detected all corrosion because the repair might not have included the inspection information contained in Boeing Service Bulletin 777–57A0097, Revision 1, dated May 4, 2015. Repairs for this AD must be approved by the Manager, Seattle ACO, FAA; or by the Boeing Organization Designation Authorization (ODA) using FAA Form 8100–9 in accordance with the procedures specified in paragraph (j)(3) of this AD. We intend to delegate authority to approve AMOCs to the Boeing ODA for the repair approval process. In addition to knowledge of the unsafe condition, the Boeing ODA is knowledgeable about the original airplane design and compliance substantiation. We have not changed this AD regarding this issue. Request To Withdraw NPRM (79 FR 37243, July 1, 2014) American Airlines (AAL) stated that the Boeing 777 Maintenance Review Board Report (MRBR) has existing inspections intended to identify deterioration of sealant, as well as any corrosion or cracking. These inspections will detect deterioration or damage to the fillet seal that would lead to moisture ingression to the area of concern. AAL therefore considers the NPRM (79 FR 37243, July 1, 2014) to be unwarranted. We disagree with the commenter’s request to withdraw the NPRM (79 FR 37243, July 1, 2014). Evaluation of the quality escapement revealed that, under certain environmental conditions, moisture can get trapped within a cavity directly under the nacelle fittings that are normally filled with sealant. With the presence of moisture in this cavity, the existing corrosion protection would degrade within an estimated ten years of service, and corrosion pitting would form on the stringer surface. Under flight loading, cracks would initiate and propagate from the corrosion pits until the stringer would no longer be able to sustain limit load, and would eventually fail. This corrosion and cracking would not be detected by the existing maintenance program prior to stringer failure. We have not changed this AD regarding this issue. Request for Validated Inspection Procedures American Airlines (AAL) stated that accomplishing the actions specified in Boeing Alert Service Bulletin 777– 57A0097, dated January 10, 2014, could PO 00000 Frm 00014 Fmt 4700 Sfmt 4700 be detrimental to aircraft safety. According to AAL, any attempt at the sealant removal to do the inspection based upon the existing instructions in Boeing Alert Service Bulletin 777– 57A0097, dated January 10, 2014, could potentially damage or degrade the protective surface finish of the wing skin or underwing fitting and lead to future corrosion or fatigue cracking. AAL stated that it attempted and failed to accomplish the inspection in accordance with Boeing Alert Service Bulletin 777–57A0097, dated January 10, 2014, because access to some of the intended inspection areas was severely inhibited by hydraulic lines. AAL also stated that any sealant, if present, would have been applied to the entire gap, so inspection from only one side should be sufficient. In addition, AAL used the recommended tooling and alternate tooling as specified in Boeing Alert Service Bulletin 777–57A0097, dated January 10, 2014, but experienced multiple problems with the use of this tooling. In addition, AAL requested that Boeing Alert Service Bulletin 777– 57A0097, dated January 10, 2014, be validated with workable tooling on an in-service airplane prior to any future action. We infer that the commenter is requesting that we delay issuance of the final rule pending validation of the existing procedures. We do not agree. AAL reported ‘‘multiple problems with the use of this tooling,’’ but did not describe any specific problems. However, we understand that the tools themselves require frequent but inexpensive replacement. We have determined that use of the appropriate tools and processes to remove the sealant from underneath the fitting should not damage the skin or adjacent structures. Boeing has performed and validated the procedures in Boeing Alert Service Bulletin 777–57A0097, dated January 10, 2014, on certain airplanes that are representative of the fleet on the flight line before delivery with no damage to the skin or adjacent structures. However, Boeing has revised Boeing Alert Service Bulletin 777–57A0097, dated January 10, 2014, to clarify the sealant removal process and tooling, to ensure that it will not damage the skin. We also discussed AAL’s concerns with Boeing, and Boeing reported that they have provided AAL with assistance. Boeing is also willing to work with any other operator that is having difficulty implementing the SB. Boeing considers that the revision of Boeing Alert Service Bulletin 777– 57A0097, dated January 10, 2014, should address AAL’s concerns about E:\FR\FM\03AUR1.SGM 03AUR1 Federal Register / Vol. 80, No. 148 / Monday, August 3, 2015 / Rules and Regulations the tooling and procedures for sealant removal. We have revised paragraphs (c), (g), (h)(1), and (h)(2) of this AD to refer to Boeing Service Bulletin 777– 57A0097, Revision 1, dated May 4, 2015. We have added new paragraph (i) to this AD to give credit for actions done before the effective date of this AD using Boeing Alert Service Bulletin 777– 57A0097, dated January 10, 2014. We have redesignated subsequent paragraphs accordingly. The FAA will consider approving alternative procedures if they are shown to be effective. Request for Additional Time AAL requested that, once Boeing Alert Service Bulletin 777–57A0097, dated January 10, 2014, is validated, sufficient time should be provided to allow operators to procure such tooling. We infer that the commenter is requesting an extension to the compliance time. We do not agree with the commenter’s request to extend the compliance time. We coordinated with Boeing regarding tool availability and fabrication. The tools stated in Boeing Service Bulletin 777–57A0097, dated January 10, 2014; and Revision 1, dated May 4, 2015; are nonmetallic sealant scrapers, which are widely available, with no lead time to procure these tools. Existing tools may be modified to match the wing panel gaps by cutting them to the correct size. However, we do understand that cutting the tools to size may weaken the tools, which could cause them to fracture and result in more frequent replacement of the tools. Boeing has stated that there is no engineering or drawing work required for fabrication. Any certified aircraft mechanic can fabricate the necessary tools. Boeing stated that during validation of the Boeing Alert Service Bulletin 777–57A0097, dated January 10, 2014, the tools were fabricated in a working shift. We have not changed this AD in this regard. Conclusion We reviewed the relevant data, considered the comments received, and determined that air safety and the public interest require adopting this AD with the changes described previously and minor editorial changes. We have determined that these minor changes: • Are consistent with the intent that was proposed in the NPRM (79 FR 45855 37243, July 1, 2014) for correcting the unsafe condition; and • Do not add any additional burden upon the public than was already proposed in the NPRM (79 FR 37243, July 1, 2014). We also determined that these changes will not increase the economic burden on any operator or increase the scope of this AD. Related Service Information Under 1 CFR Part 51 We reviewed Boeing Service Bulletin 777–57A0097, Revision 1, dated May 4, 2015. The service information describes procedures for the inspection and repair of underwing fitting sealant at wing panel gaps. This service information is reasonably available because the interested parties have access to it through their normal course of business or by the means identified in the ADDRESSES section of this AD. Costs of Compliance We estimate that this AD affects 6 airplanes of U.S. registry. We estimate the following costs to comply with this AD: ESTIMATED COSTS Action Labor cost Inspection ............................. Up to 104 work-hours × $85 per hour = $8,840 ................ We estimate the following costs to do any necessary actions that would be Parts cost required based on the results of the inspection. We have no way of Cost per product $0 Up to $8,840 Cost on U.S. operators Up to $53,040. determining the number of aircraft that might need these actions: ON-CONDITION COSTS Labor cost Sealant restoration ......................... Corrosion inspection ....................... mstockstill on DSK4VPTVN1PROD with RULES Action 1 work-hour × $85 per hour = $85 .......................................................... 2 work-hours × $85 per hour = $170 per side ........................................ We have received no definitive data that would enable us to provide cost estimates for the on-condition corrosion repair specified in this AD. According to the manufacturer, some of the costs of this AD may be covered under warranty, thereby reducing the cost impact on affected individuals. We do not control warranty coverage for affected individuals. As a result, we have included all costs in our cost estimate. 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 VerDate Sep<11>2014 17:58 Jul 31, 2015 Jkt 235001 Parts cost 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 PO 00000 Frm 00015 Fmt 4700 Sfmt 4700 Cost per product $0 $0 $85. $170 per side. products identified in this rulemaking action. Regulatory Findings 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 this AD: (1) Is not a ‘‘significant regulatory action’’ under Executive Order 12866, E:\FR\FM\03AUR1.SGM 03AUR1 45856 Federal Register / Vol. 80, No. 148 / Monday, August 3, 2015 / Rules and Regulations (2) Is not a ‘‘significant rule’’ under DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979), (3) Will not affect intrastate aviation in Alaska, and (4) Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act. List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. Adoption of the Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows: PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: ■ Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive (AD): ■ 2015–15–15 The Boeing Company: Amendment 39–18225; Docket No. FAA– 2014–0348; Directorate Identifier 2014–NM– 033–AD. (a) Effective Date This AD is effective September 8, 2015. (b) Affected ADs None. (c) Applicability This AD applies to The Boeing Company Model 777–200, 777–200LR, 777–300ER, and 777F series airplanes, certificated in any category, as identified in Boeing Service Bulletin 777–57A0097, Revision 1, dated May 4, 2015. mstockstill on DSK4VPTVN1PROD with RULES (d) Subject Air Transport Association (ATA) of America Code 57, Wings. (e) Unsafe Condition This AD was prompted by a report indicating that sealant might not have been applied in production to the wing skin panel gaps above certain underwing fittings. We are issuing this AD to detect and correct missing sealant from the wing skin panel gaps above the underwing fittings, which could result in corrosion and fatigue cracking in the wing skin panel, and consequent loss of limit load capability of the wing skin and potential subsequent structural failure of the wings. (f) Compliance Comply with this AD within the compliance times specified, unless already done. VerDate Sep<11>2014 16:06 Jul 31, 2015 Jkt 235001 (g) Inspection, Related Investigative and Corrective Actions At the applicable time specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing Service Bulletin 777–57A0097, Revision 1, dated May 4, 2015, except as required by paragraph (h)(1) of this AD: Do a detailed inspection for missing sealant in the wing skin panel gaps above the underwing fittings, and do all applicable other specified, related investigative, and corrective actions, in accordance with the Accomplishment Instructions of Boeing Service Bulletin 777– 57A0097, Revision 1, dated May 4, 2015, except as required by paragraph (h)(2) of this AD. Do all applicable other specified, related investigative, and corrective actions before further flight. this service bulletin is mandated by an AD, then the steps labeled as RC, including substeps under an RC step and any figures identified in an RC step, must be done to comply with the AD. An AMOC is required for any deviations to RC steps, including substeps and identified figures. Steps not labeled as RC may be deviated from using accepted methods in accordance with the operator’s maintenance or inspection program without obtaining approval of an AMOC, provided the RC steps, including substeps and identified figures, can still be done as specified, and the airplane can be put back in an airworthy condition. (h) Exceptions to Service Information Specifications (1) Where Boeing Service Bulletin 777– 57A0097, Revision 1, dated May 4, 2015, specifies a compliance time ‘‘after the original issue date of this service bulletin,’’ this AD requires compliance within the specified compliance time after the effective date of this AD. (2) Where Boeing Service Bulletin 777– 57A0097, Revision 1, dated May 4, 2015, specifies to contact Boeing for appropriate action: Repair before further flight using a method approved in accordance with the procedures specified in paragraph (j) of this AD. (1) For more information about this AD, contact Haytham Alaidy, Aerospace Engineer, Airframe Branch, ANM–120S, FAA, Seattle ACO, 1601 Lind Avenue SW., Renton, WA 98057–3356; phone: 425–917– 6573; fax: 425–917–6590; email: haytham.alaidy@faa.gov. (2) Service information identified in this AD that is not incorporated by reference is available at the addresses specified in paragraphs (l)(3) and (l)(4) of this AD. (i) Credit for Previous Actions This paragraph provides credit for the actions specified in paragraph (g) of this AD, if those actions were performed before the effective date of this AD using Boeing Alert Service Bulletin 777–57A0097, dated January 10, 2014. (j) Alternative Methods of Compliance (AMOCs) (1) The Manager, Seattle Aircraft Certification Office (ACO), FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal inspector or local Flight Standards District Office, as appropriate. If sending information directly to the manager of the ACO, send it to the attention of the person identified in paragraph (k)(1) of this AD. Information may be emailed to: 9-ANM-Seattle-ACOAMOCRequests@faa.gov. (2) Before using any approved AMOC, notify your appropriate principal inspector, or lacking a principal inspector, the manager of the local flight standards district office/ certificate holding district office. (3) An AMOC that provides an acceptable level of safety may be used for any repair required by this AD if it is approved by the Boeing Commercial Airplanes Organization Designation Authorization (ODA) that has been authorized by the Manager, Seattle Aircraft Certification Office (ACO), to make those findings. For a repair method to be approved, the repair must meet the certification basis of the airplane, and the approval must specifically refer to this AD. (4) Some steps in the Work Instructions are labeled as Required for Compliance (RC). If PO 00000 Frm 00016 Fmt 4700 Sfmt 9990 (k) Related Information (l) Material Incorporated by Reference (1) The Director of the Federal Register approved the incorporation by reference (IBR) of the service information listed in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51. (2) You must use this service information as applicable to do the actions required by this AD, unless the AD specifies otherwise. (i) Boeing Service Bulletin 777–57A0097, Revision 1, dated May 4, 2015. (ii) Reserved. (3) For service information identified in this AD, contact Boeing Commercial Airplanes, Attention: Data & Services Management, P.O. Box 3707, MC 2H–65, Seattle, WA 98124–2207; telephone 206– 544–5000, extension 1; fax 206–766–5680; Internet https://www.myboeingfleet.com. (4) You may view this referenced service information at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For information on the availability of this material at the FAA, call 425–227–1221. (5) You may view this service information that is incorporated by reference 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/cfr/ibrlocations.html. Issued in Renton, Washington, on July 23, 2015. Victor Wicklund, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2015–18694 Filed 7–31–15; 8:45 am] BILLING CODE 4910–13–P E:\FR\FM\03AUR1.SGM 03AUR1

Agencies

[Federal Register Volume 80, Number 148 (Monday, August 3, 2015)]
[Rules and Regulations]
[Pages 45853-45856]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-18694]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0348; Directorate Identifier 2014-NM-033-AD; 
Amendment 39-18225; AD 2015-15-15]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: We are adopting a new airworthiness directive (AD) for certain 
The Boeing Company Model 777-200, 777-200LR, 777-300ER, and 777F series 
airplanes. This AD was prompted by a report indicating that sealant 
might not have been applied in production to the wing skin panel gaps 
above certain underwing fittings. This AD would require an inspection 
for missing sealant, and applicable other specified, related 
investigative, and corrective actions. We are proposing this AD to 
detect and correct missing sealant from the wing skin panel gaps above 
the underwing fittings, which could result in corrosion and fatigue 
cracking in the wing skin panel, and consequent loss of limit load 
capability of the wing skin and potential subsequent structural failure 
of the wings.

DATES: This AD is effective September 8, 2015.
    The Director of the Federal Register approved the incorporation by 
reference of a certain publication listed in this AD as of September 8, 
2015.

ADDRESSES: For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com. You may view this referenced service information 
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., 
Renton, WA. For information on the availability of this material at the 
FAA, call 425-227-1221. It is also available on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA 2014-
0348.

Examining the AD Docket

    You may examine the AD docket on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2014-

[[Page 45854]]

0348; or in person at the Docket Management Facility between 9 a.m. and 
5 p.m., Monday through Friday, except Federal holidays. The AD docket 
contains this AD, the regulatory evaluation, any comments received, and 
other information. The address for the Docket Office (phone: 800-647-
5527) is Docket Management Facility, U.S. Department of Transportation, 
Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 
New Jersey Avenue SE., Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Haytham Alaidy, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office 
(ACO), 1601 Lind Avenue SW., Renton, WA 98057-6573; phone: 425-917-
6573; fax: 425-917-6590; email: haytham.alaidy@faa.gov.

SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 by adding an AD that would apply to certain The Boeing Company 
Model 777-200, 777-200LR, 777-300ER, and 777F series airplanes. The 
NPRM published in the Federal Register on July 1, 2014 (79 FR 37243). 
The NPRM was prompted by a report indicating that sealant might not 
have been applied in production to the wing skin panel gaps above 
certain underwing fittings. The NPRM proposed to require an inspection 
for missing sealant, and applicable other specified, related 
investigative and corrective actions. We are issuing this AD to detect 
and correct missing sealant from the wing skin panel gaps above the 
underwing fittings, which could result in corrosion and fatigue 
cracking in the wing skin panel, and consequent loss of limit load 
capability of the wing skin and potential subsequent structural failure 
of the wings.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the NPRM (79 
FR 37243, July 1, 2014) and the FAA's response to each comment. Boeing 
concurs with the contents of the NPRM.

Request To Accept Approved Repairs Without Need for Alternative Methods 
of Compliance (AMOC)

    FedEx requested that any FAA-approved repair be accepted without 
the requirement of obtaining an AMOC.
    We do not agree with the request. The FAA does not consider that 
any FAA-approved repair will be acceptable to repair this condition. As 
the sealant was missing from the airplane at the time of initial 
delivery, it may not have been restored in prior repairs. In addition, 
repairs may not have detected all corrosion because the repair might 
not have included the inspection information contained in Boeing 
Service Bulletin 777-57A0097, Revision 1, dated May 4, 2015.
    Repairs for this AD must be approved by the Manager, Seattle ACO, 
FAA; or by the Boeing Organization Designation Authorization (ODA) 
using FAA Form 8100-9 in accordance with the procedures specified in 
paragraph (j)(3) of this AD. We intend to delegate authority to approve 
AMOCs to the Boeing ODA for the repair approval process. In addition to 
knowledge of the unsafe condition, the Boeing ODA is knowledgeable 
about the original airplane design and compliance substantiation. We 
have not changed this AD regarding this issue.

Request To Withdraw NPRM (79 FR 37243, July 1, 2014)

    American Airlines (AAL) stated that the Boeing 777 Maintenance 
Review Board Report (MRBR) has existing inspections intended to 
identify deterioration of sealant, as well as any corrosion or 
cracking. These inspections will detect deterioration or damage to the 
fillet seal that would lead to moisture ingression to the area of 
concern. AAL therefore considers the NPRM (79 FR 37243, July 1, 2014) 
to be unwarranted.
    We disagree with the commenter's request to withdraw the NPRM (79 
FR 37243, July 1, 2014). Evaluation of the quality escapement revealed 
that, under certain environmental conditions, moisture can get trapped 
within a cavity directly under the nacelle fittings that are normally 
filled with sealant. With the presence of moisture in this cavity, the 
existing corrosion protection would degrade within an estimated ten 
years of service, and corrosion pitting would form on the stringer 
surface. Under flight loading, cracks would initiate and propagate from 
the corrosion pits until the stringer would no longer be able to 
sustain limit load, and would eventually fail. This corrosion and 
cracking would not be detected by the existing maintenance program 
prior to stringer failure. We have not changed this AD regarding this 
issue.

Request for Validated Inspection Procedures

    American Airlines (AAL) stated that accomplishing the actions 
specified in Boeing Alert Service Bulletin 777-57A0097, dated January 
10, 2014, could be detrimental to aircraft safety. According to AAL, 
any attempt at the sealant removal to do the inspection based upon the 
existing instructions in Boeing Alert Service Bulletin 777-57A0097, 
dated January 10, 2014, could potentially damage or degrade the 
protective surface finish of the wing skin or underwing fitting and 
lead to future corrosion or fatigue cracking.
    AAL stated that it attempted and failed to accomplish the 
inspection in accordance with Boeing Alert Service Bulletin 777-
57A0097, dated January 10, 2014, because access to some of the intended 
inspection areas was severely inhibited by hydraulic lines. AAL also 
stated that any sealant, if present, would have been applied to the 
entire gap, so inspection from only one side should be sufficient. In 
addition, AAL used the recommended tooling and alternate tooling as 
specified in Boeing Alert Service Bulletin 777-57A0097, dated January 
10, 2014, but experienced multiple problems with the use of this 
tooling. In addition, AAL requested that Boeing Alert Service Bulletin 
777-57A0097, dated January 10, 2014, be validated with workable tooling 
on an in-service airplane prior to any future action.
    We infer that the commenter is requesting that we delay issuance of 
the final rule pending validation of the existing procedures. We do not 
agree. AAL reported ``multiple problems with the use of this tooling,'' 
but did not describe any specific problems. However, we understand that 
the tools themselves require frequent but inexpensive replacement. We 
have determined that use of the appropriate tools and processes to 
remove the sealant from underneath the fitting should not damage the 
skin or adjacent structures.
    Boeing has performed and validated the procedures in Boeing Alert 
Service Bulletin 777-57A0097, dated January 10, 2014, on certain 
airplanes that are representative of the fleet on the flight line 
before delivery with no damage to the skin or adjacent structures. 
However, Boeing has revised Boeing Alert Service Bulletin 777-57A0097, 
dated January 10, 2014, to clarify the sealant removal process and 
tooling, to ensure that it will not damage the skin. We also discussed 
AAL's concerns with Boeing, and Boeing reported that they have provided 
AAL with assistance. Boeing is also willing to work with any other 
operator that is having difficulty implementing the SB.
    Boeing considers that the revision of Boeing Alert Service Bulletin 
777-57A0097, dated January 10, 2014, should address AAL's concerns 
about

[[Page 45855]]

the tooling and procedures for sealant removal. We have revised 
paragraphs (c), (g), (h)(1), and (h)(2) of this AD to refer to Boeing 
Service Bulletin 777-57A0097, Revision 1, dated May 4, 2015. We have 
added new paragraph (i) to this AD to give credit for actions done 
before the effective date of this AD using Boeing Alert Service 
Bulletin 777-57A0097, dated January 10, 2014. We have redesignated 
subsequent paragraphs accordingly. The FAA will consider approving 
alternative procedures if they are shown to be effective.

Request for Additional Time

    AAL requested that, once Boeing Alert Service Bulletin 777-57A0097, 
dated January 10, 2014, is validated, sufficient time should be 
provided to allow operators to procure such tooling.
    We infer that the commenter is requesting an extension to the 
compliance time. We do not agree with the commenter's request to extend 
the compliance time. We coordinated with Boeing regarding tool 
availability and fabrication. The tools stated in Boeing Service 
Bulletin 777-57A0097, dated January 10, 2014; and Revision 1, dated May 
4, 2015; are nonmetallic sealant scrapers, which are widely available, 
with no lead time to procure these tools. Existing tools may be 
modified to match the wing panel gaps by cutting them to the correct 
size. However, we do understand that cutting the tools to size may 
weaken the tools, which could cause them to fracture and result in more 
frequent replacement of the tools. Boeing has stated that there is no 
engineering or drawing work required for fabrication. Any certified 
aircraft mechanic can fabricate the necessary tools. Boeing stated that 
during validation of the Boeing Alert Service Bulletin 777-57A0097, 
dated January 10, 2014, the tools were fabricated in a working shift. 
We have not changed this AD in this regard.

Conclusion

    We reviewed the relevant data, considered the comments received, 
and determined that air safety and the public interest require adopting 
this AD with the changes described previously and minor editorial 
changes. We have determined that these minor changes:
     Are consistent with the intent that was proposed in the 
NPRM (79 FR 37243, July 1, 2014) for correcting the unsafe condition; 
and
     Do not add any additional burden upon the public than was 
already proposed in the NPRM (79 FR 37243, July 1, 2014).
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of this AD.

Related Service Information Under 1 CFR Part 51

    We reviewed Boeing Service Bulletin 777-57A0097, Revision 1, dated 
May 4, 2015. The service information describes procedures for the 
inspection and repair of underwing fitting sealant at wing panel gaps. 
This service information is reasonably available because the interested 
parties have access to it through their normal course of business or by 
the means identified in the ADDRESSES section of this AD.

Costs of Compliance

    We estimate that this AD affects 6 airplanes of U.S. registry.
    We estimate the following costs to comply with this AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                               Cost on  U.S.
            Action                  Labor cost       Parts cost       Cost per product           operators
----------------------------------------------------------------------------------------------------------------
Inspection....................  Up to 104 work-                $0  Up to $8,840            Up to $53,040.
                                 hours x $85 per
                                 hour = $8,840.
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to do any necessary actions that 
would be required based on the results of the inspection. We have no 
way of determining the number of aircraft that might need these 
actions:

                                               On-Condition Costs
----------------------------------------------------------------------------------------------------------------
                Action                          Labor cost           Parts cost           Cost per product
----------------------------------------------------------------------------------------------------------------
Sealant restoration...................  1 work-hour x $85 per                  $0  $85.
                                         hour = $85.
Corrosion inspection..................  2 work-hours x $85 per                 $0  $170 per side.
                                         hour = $170 per side.
----------------------------------------------------------------------------------------------------------------

    We have received no definitive data that would enable us to provide 
cost estimates for the on-condition corrosion repair specified in this 
AD.
    According to the manufacturer, some of the costs of this AD may be 
covered under warranty, thereby reducing the cost impact on affected 
individuals. We do not control warranty coverage for affected 
individuals. As a result, we have included all costs in our cost 
estimate.

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

    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 this AD:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,

[[Page 45856]]

    (2) Is not a ``significant rule'' under DOT Regulatory Policies and 
Procedures (44 FR 11034, February 26, 1979),
    (3) Will not affect intrastate aviation in Alaska, and
    (4) Will not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

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

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


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

2015-15-15 The Boeing Company: Amendment 39-18225; Docket No. FAA-
2014-0348; Directorate Identifier 2014-NM-033-AD.

(a) Effective Date

    This AD is effective September 8, 2015.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to The Boeing Company Model 777-200, 777-200LR, 
777-300ER, and 777F series airplanes, certificated in any category, 
as identified in Boeing Service Bulletin 777-57A0097, Revision 1, 
dated May 4, 2015.

(d) Subject

    Air Transport Association (ATA) of America Code 57, Wings.

(e) Unsafe Condition

    This AD was prompted by a report indicating that sealant might 
not have been applied in production to the wing skin panel gaps 
above certain underwing fittings. We are issuing this AD to detect 
and correct missing sealant from the wing skin panel gaps above the 
underwing fittings, which could result in corrosion and fatigue 
cracking in the wing skin panel, and consequent loss of limit load 
capability of the wing skin and potential subsequent structural 
failure of the wings.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Inspection, Related Investigative and Corrective Actions

    At the applicable time specified in paragraph 1.E., 
``Compliance,'' of Boeing Service Bulletin 777-57A0097, Revision 1, 
dated May 4, 2015, except as required by paragraph (h)(1) of this 
AD: Do a detailed inspection for missing sealant in the wing skin 
panel gaps above the underwing fittings, and do all applicable other 
specified, related investigative, and corrective actions, in 
accordance with the Accomplishment Instructions of Boeing Service 
Bulletin 777-57A0097, Revision 1, dated May 4, 2015, except as 
required by paragraph (h)(2) of this AD. Do all applicable other 
specified, related investigative, and corrective actions before 
further flight.

(h) Exceptions to Service Information Specifications

    (1) Where Boeing Service Bulletin 777-57A0097, Revision 1, dated 
May 4, 2015, specifies a compliance time ``after the original issue 
date of this service bulletin,'' this AD requires compliance within 
the specified compliance time after the effective date of this AD.
    (2) Where Boeing Service Bulletin 777-57A0097, Revision 1, dated 
May 4, 2015, specifies to contact Boeing for appropriate action: 
Repair before further flight using a method approved in accordance 
with the procedures specified in paragraph (j) of this AD.

(i) Credit for Previous Actions

    This paragraph provides credit for the actions specified in 
paragraph (g) of this AD, if those actions were performed before the 
effective date of this AD using Boeing Alert Service Bulletin 777-
57A0097, dated January 10, 2014.

(j) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Seattle Aircraft Certification Office (ACO), 
FAA, has the authority to approve AMOCs for this AD, if requested 
using the procedures found in 14 CFR 39.19. In accordance with 14 
CFR 39.19, send your request to your principal inspector or local 
Flight Standards District Office, as appropriate. If sending 
information directly to the manager of the ACO, send it to the 
attention of the person identified in paragraph (k)(1) of this AD. 
Information may be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov.
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the local flight standards district office/certificate holding 
district office.
    (3) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD if it is approved by the 
Boeing Commercial Airplanes Organization Designation Authorization 
(ODA) that has been authorized by the Manager, Seattle Aircraft 
Certification Office (ACO), to make those findings. For a repair 
method to be approved, the repair must meet the certification basis 
of the airplane, and the approval must specifically refer to this 
AD.
    (4) Some steps in the Work Instructions are labeled as Required 
for Compliance (RC). If this service bulletin is mandated by an AD, 
then the steps labeled as RC, including substeps under an RC step 
and any figures identified in an RC step, must be done to comply 
with the AD. An AMOC is required for any deviations to RC steps, 
including substeps and identified figures. Steps not labeled as RC 
may be deviated from using accepted methods in accordance with the 
operator's maintenance or inspection program without obtaining 
approval of an AMOC, provided the RC steps, including substeps and 
identified figures, can still be done as specified, and the airplane 
can be put back in an airworthy condition.

(k) Related Information

    (1) For more information about this AD, contact Haytham Alaidy, 
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle ACO, 
1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-6573; 
fax: 425-917-6590; email: haytham.alaidy@faa.gov.
    (2) Service information identified in this AD that is not 
incorporated by reference is available at the addresses specified in 
paragraphs (l)(3) and (l)(4) of this AD.

(l) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the service information listed 
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do 
the actions required by this AD, unless the AD specifies otherwise.
    (i) Boeing Service Bulletin 777-57A0097, Revision 1, dated May 
4, 2015.
    (ii) Reserved.
    (3) For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
P.O. Box 3707, MC 2H-65, Seattle, WA 98124-2207; telephone 206-544-
5000, extension 1; fax 206-766-5680; Internet https://www.myboeingfleet.com.
    (4) You may view this referenced service information at the FAA, 
Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. 
For information on the availability of this material at the FAA, 
call 425-227-1221.
    (5) You may view this service information that is incorporated 
by reference 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/cfr/ibr-locations.html.

    Issued in Renton, Washington, on July 23, 2015.
Victor Wicklund,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2015-18694 Filed 7-31-15; 8:45 am]
 BILLING CODE 4910-13-P
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