Airworthiness Directives; The Boeing Company Airplanes, 79461-79466 [2015-30818]
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Federal Register / Vol. 80, No. 245 / Tuesday, December 22, 2015 / Rules and Regulations
that the Board may prescribe regulations
concerning the payment of earnings on
balances at a Reserve Bank.3 Prior to
these amendments, Regulation D
specified a rate of 1⁄4 percent for both
IORR and IOER.4
II. Amendments to IORR and IOER
The Board is amending § 204.10(b)(5)
of Regulation D to specify that IORR is
0.50 percent and IOER is 0.50 percent.
This 0.25 percentage point increase in
the IORR and IOER was associated with
an increase in the target range for the
federal funds rate, from a target range of
0 to 1⁄4 percent to a target range of 1⁄4
to 1⁄2 percent, announced by the FOMC
on December 16, 2015 with an effective
date of December 17, 2015. A press
release on the same day as the
announcement noted that:
The Committee judges that there has been
considerable improvement in labor market
conditions this year, and it is reasonably
confident that inflation will rise, over the
medium term, to its 2 percent objective.
Given the economic outlook, and recognizing
the time it takes for policy actions to affect
future economic outcomes, the Committee
decided to raise the target range for the
federal funds rate to 1⁄4 to 1⁄2 percent. The
stance of monetary policy remains
accommodative after this increase, thereby
supporting further improvement in labor
market conditions and a return to 2 percent
inflation.
A Federal Reserve Implementation
note released simultaneously with the
announcement indicated that:
cause to not follow the provisions of 5
U.S.C. 553(b) relating to notice and
public participation. The Board’s
revisions to these rates were taken with
a view to accommodating commerce
and business and with regard to their
bearing upon the general credit situation
of the country. Notice and public
participation would prevent the Board’s
action from being effective as promptly
as necessary in the public interest. A
delay would permit speculators or
others to reap unfair profits and could
provoke other consequences contrary to
the public interest. Seeking notice and
comment on the rate changes would not
aid the persons affected and would
otherwise serve no useful purpose. For
these same reasons, the Board also has
found good cause not to provide 30 days
prior notice of the effective date of the
rule under 5 U.S.C. 553(d).
§ 204.10
IV. Regulatory Flexibility Analysis
12 CFR Part 1266
The Regulatory Flexibility Act
(‘‘RFA’’) does not apply to a rulemaking
where a general notice of proposed
rulemaking is not required.5 As noted
previously, the Board has determined
that it is unnecessary and contrary to
the public interest to publish a general
notice of proposed rulemaking for this
final rule. Accordingly, the RFA’s
requirements relating to an initial and
final regulatory flexibility analysis do
not apply.
*
Payment of interest on balances.
*
*
*
*
(b) * * *
(5) The rates for IORR and IOER are:
Rate
(percent)
IORR .........
IOER .........
*
*
0.50
0.50
*
*
Effective
12/17/2015
12/17/2015
*
By order of the Board of Governors of the
Federal Reserve System, December 17, 2015.
Robert deV. Frierson,
Secretary of the Board.
[FR Doc. 2015–32099 Filed 12–21–15; 8:45 am]
BILLING CODE 6210–01–P
FEDERAL HOUSING FINANCE
AGENCY
Advances
CFR Correction
In Title 12 of the Code of Federal
Regulations, Parts 1200 to 1599, revised
as of January 1, 2015, on page 308, in
§ 1266.4, in paragraph (g)(2)(ii), remove
the term ‘‘§ 950.2(a)’’ and add the term
‘‘§ 1266.2(a)’’ in its place.
■
[FR Doc. 2015–32112 Filed 12–21–15; 8:45 am]
BILLING CODE 1505–01–D
V. Paperwork Reduction Act
The Board of Governors of the Federal
Reserve System voted unanimously to
raise the interest rate paid on required
and excess reserve balances to 0.50
percent, effective December 17, 2015.
As a result, section 204.10(b)(5) of
Regulation D has been amended to
change IORR to 0.50 percent and IOER
to 0.50 percent.
In accordance with the Paperwork
Reduction Act (‘‘PRA’’) of 1995 (44
U.S.C. 3506; 5 CFR part 1320 Appendix
A.1), the Board reviewed the final rule
under the authority delegated to the
Board by the Office of Management and
Budget. The final rule contains no
requirements subject to the PRA.
DEPARTMENT OF TRANSPORTATION
List of Subjects in 12 CFR Part 204
RIN 2120–AA64
III. Administrative Procedure Act
Banks, Banking, Reporting and
recordkeeping requirements.
Airworthiness Directives; The Boeing
Company Airplanes
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The Board has determined that
delaying implementation of the changes
in the rates of interest to be paid in
order to allow notice and public
comment would be unnecessary and
contrary to the public interest.
Therefore, the Board has found good
U.S.C. 461(b)(1)(A). Eligible institution also
includes any trust company, corporation organized
under section 25A or having an agreement with the
Board under section 25, or any branch or agency of
a foreign bank (as defined in section 1(b) of the
International Banking Act of 1978). Federal Reserve
Act section 19(b)(12)(C), 12 U.S.C. 461(b)(12)(C), see
12 CFR 204.2(y) (definition of ‘‘eligible
institution’’).
3 See Federal Reserve Act section 19(b)(12), 12
U.S.C. 461(b)(12).
4 See § 204.10(b)(5) of Regulation D, 12 CFR
204.10(b)(5).
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Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2013–0300; Directorate
Identifier 2011–NM–163–AD; Amendment
39–18339; AD 2015–25–01]
For the reasons set forth in the
preamble, the Board amends 12 CFR
part 204 as follows:
AGENCY:
PART 204—RESERVE
REQUIREMENTS OF DEPOSITORY
INSTITUTIONS (REGULATION D)
SUMMARY:
1. The authority citation for part 204
continues to read as follows:
■
Authority: 12 U.S.C. 248(a), 248(c), 371a,
461, 601, 611, and 3105.
2. Section 204.10 is amended by
revising paragraph (b)(5) to read as
follows:
■
55
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U.S.C. 603 and 604.
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Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
We are adopting a new
airworthiness directive (AD) for certain
The Boeing Company Model 757–200,
757–200CB, and 757–200PF airplanes.
This AD was prompted by a report that
a forward-most cam latch of the forward
center cam latch pair on a main cargo
door (MCD) broke during flight. This AD
requires doing a general visual
inspection for broken or missing cam
latches, latch pins, and latch pin cross
bolts; torqueing the cross bolts in the
latch pins; measuring the extension of
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Federal Register / Vol. 80, No. 245 / Tuesday, December 22, 2015 / Rules and Regulations
the latch pins; replacing all alloy steel
cross bolts through the latch pins with
corrosion resistant steel (CRES) cross
bolts; doing a general visual inspection
of all cam latches for lip deformation;
doing an inspection of cam latch 1 and
cam latch 2 for cracks and replacing all
cracked or broken parts; checking the rig
of the MCD and re-rigging as applicable;
and doing related investigative and
corrective actions, if necessary. This AD
also requires doing certain repetitive
inspections until MCD rigging is done.
This AD also requires repetitive MCD
post-rigging inspections and corrective
actions if necessary. We are issuing this
AD to detect and correct discrepancies
of the cam latches, latch pins, and latch
pin cross bolts, which could reduce the
structural integrity of the MCD, and
result in potential loss of the cargo door
and rapid decompression of the
airplane.
This AD is effective January 26,
2016.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of January 26, 2016.
DATES:
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, Washington. 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–2013–
0300.
ADDRESSES:
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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–2013–
0300; 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.
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FOR FURTHER INFORMATION CONTACT:
Kimberly DeVoe, Aerospace Engineer,
Cabin Safety and Environmental
Systems Branch, ANM–150S, FAA,
Seattle Aircraft Certification Office,
1601 Lind Avenue SW., Renton, WA
98057–3356; phone: 425–917–6495; fax:
425–917–6590; email: kimberly.devoe@
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 757–200, 757–200CB, and 757–
200PF airplanes. The NPRM published
in the Federal Register on April 11,
2013 (78 FR 21576). The NPRM was
prompted by a report that a forwardmost cam latch of the forward center
cam latch pair on a MCD broke during
flight. The NPRM proposed to require
performing repetitive inspections of the
MCD cam latches; replacing cam
latches, certain bolts, and door hinge
fittings; performing related investigative
and corrective actions, if necessary; and
MCD rigging. We are issuing this AD to
detect and correct discrepancies of the
cam latches, latch pins, and latch pin
cross bolts, which could reduce the
structural integrity of the MCD, and
result in potential loss of the cargo door
and rapid decompression of the
airplane.
Actions Since the NPRM (78 FR 21576,
April 11, 2013) Was Issued
Since we issued the NPRM (78 FR
21576, April 11, 2013), we have
reviewed Boeing Alert Service Bulletin
757–52A0091, Revision 1, dated
December 19, 2014. We referred to
Boeing Alert Service Bulletin 757–
52A0091, dated March 9, 2010, as the
appropriate source of service
information for accomplishing the
actions specified in the NPRM. Boeing
Alert Service Bulletin 757–52A0091,
Revision 1, dated December 19, 2014,
clarifies the inspection conditions and
the on-condition actions for certain
conditions. Certain inspections of the
cam latches and latch pins were
changed from detailed inspections to
general visual inspections. Also, a
detailed inspection of mating parts and
immediately adjacent cam latches and
latch pins for any cracks, or any gouges
in critical areas was added to certain oncondition actions specified in the
service information.
Also, the on-condition action for latch
pin extensions that are between 0.84
and 0.89 inch or between 0.91 and 0.94
inch was changed. For those latch pins,
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Boeing Alert Service Bulletin 757–
52A0091, dated March 9, 2010, specifies
repetitive detailed inspections and
certain other specified actions.
However, for those latch pins, Boeing
Alert Service Bulletin 757–52A0091,
Revision 1, dated December 19, 2014,
specifies replacement of the discrepant
latch pin, a detailed inspection, and
certain other specified actions (which
are the same on-condition actions
specified in Boeing Alert Service
Bulletin 757–52A0091, dated March 9,
2010, for latch pin extensions that are
less than 0.84 inch or greater than 0.94
inch).
Explanation of Certain Changes to
NPRM (78 FR 21576, April 11, 2013)
We have revised paragraphs (c), (g),
(h), (j)(1), and (j)(2) of this AD to refer
to Boeing Alert Service Bulletin 757–
52A0091, Revision 1, dated December
19, 2014. We have also added new
paragraph (k) of this AD to give credit
for doing actions before the effective
date of this AD in accordance with
Boeing Alert Service Bulletin 757–
52A0091, dated March 9, 2010. We have
redesignated subsequent paragraphs
accordingly.
In addition, since certain inspections
and conditions were revised in Boeing
Alert Service Bulletin 757–52A0091,
Revision 1, dated December 19, 2014,
we have revised the description of the
actions in this AD to correspond with
the terminology in Boeing Alert Service
Bulletin 757–52A0091, Revision 1,
dated December 19, 2014. As a result,
certain paragraphs in the proposed AD
(78 FR 21576, April 11, 2013) have been
rearranged and the corresponding
paragraph identifiers have been
redesignated in this AD, as listed in the
following table:
REVISED PARAGRAPH IDENTIFIERS
Action in the NPRM
(78 FR 21576,
April 11, 2013)
Corresponding
requirement in
this AD
paragraph (g)
paragraph (h)
paragraph (i)
paragraph (j)
paragraph (k)
paragraph (l)
paragraph (g)
paragraph (g)
paragraph (h)
paragraph (h)
paragraph (i)
paragraph (j)
We have also revised the Costs of
Compliance paragraph in this final rule
to reflect the work-hours in Boeing Alert
Service Bulletin 757–52A0091, Revision
1, dated December 19, 2014.
Comments
We gave the public the opportunity to
participate in developing this AD. The
following presents the comments
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received on the NPRM (78 FR 21576,
April 11, 2013) and the FAA’s response
to each comment.
Clarification of Applicability
FedEx stated that it would withhold
its comments because the FedEx
Express Model 757 fleet was converted
to freighters under ST Aerospace Mobile
Engineering Inc. Supplemental Type
Certificate (STC) ST03562AT (https://rgl.
faa.gov/Regulatory_and_Guidance_
Library/rgstc.nsf/0/C21335554C0E
37C4862574B20065BA46?Open
Document&Highlight=st03562at), which
was not mentioned in the applicability
of the NPRM (78 FR 21576, April 11,
2013). Fedex stated it would withhold
its comments unless and until an NPRM
is issued for STC ST03562AT.
We acknowledge FedEx’s comment.
As specified in paragraph (c) of this AD,
this AD applies to Model 757–200, 757–
200CB, and 757–200PF airplanes as
identified in Boeing Alert Service
Bulletin 757–52A0091, Revision 1,
dated December 19, 2014. The
effectivity of Boeing Alert Service
Bulletin 757–52A0091, Revision 1,
dated December 19, 2014, identifies the
affected airplanes by variable number.
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Request To Emphasize Inspection
Conditions/Findings of the NPRM (78
FR 21576, April 11, 2013)
Boeing requested that paragraph (h) of
the proposed AD (78 FR 21576, April
11, 2013) be rewritten to clarify the
relative severity of the inspection
conditions and the appropriate actions
needed. Boeing stated that the actions in
paragraph (h) of the proposed AD
should progress from the most serious
condition findings to the least serious
findings while providing logical
evaluation paths for the conditions.
We agree that the progression of the
inspection conditions and their
appropriate related investigative and
corrective actions should correspond
with what is described in the referenced
service information. As stated
previously, we have revised the
terminology in this final rule to match
the actions (e.g., inspections and related
investigative and corrective actions)
specified in Boeing Alert Service
Bulletin 757–52A0091, Revision 1,
dated December 19, 2014, which
addresses the commenter’s concerns.
Request To Delay AD Issuance Pending
Revised Service Information
European Air Transport Leipzig
GmbH/DHL Air Ltd. (EATL/DHL)
requested that we delay issuing the AD
until applicable service information is
revised. EATL/DHL stated that despite
accomplishing the re-rigging using the
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current service information, it continues
to find wear on the cam latches during
post-rigging inspections, and has had to
replace a total of 69 cam latches and 17
latch pins in one year. As a result,
EATL/DHL stated that the financial
impact is higher than the inspection
costs only.
EATL/DHL stated that a rigging check
of the cam hook mechanism must be
included in Boeing Alert Service
Bulletin 757–52A0091 to address the
identified unsafe condition. EATL/DHL
stated that unintended wear of the cam
latches can be avoided only by first rerigging the cam hook mechanism to
either side of the door to ensure that the
cam latches and latch pins are involved
only in the door-locking process and not
in the door-closing process. EATL/DHL
stated that it has been adjusting the cam
hook mechanism using the cam hook
adjustment procedure in the applicable
airplane maintenance manual (AMM),
but that it is difficult to attain the
tolerances stated in that AMM
procedure. EATL/DHL concluded that
the AMM procedure must be clarified
and simplified.
We disagree with delaying this AD
until revised service information that
includes a new AMM procedure is
available. We understand that there
could be additional root causes and
procedures that need to be clarified if
operators, experienced with
accomplishing the current procedures,
determine that there are more effective
means of accomplishing the repairs.
However, we disagree with delaying
issuance of this final rule until service
information containing revised rerigging procedures becomes available.
We have determined that the actions
specified in this AD using Boeing Alert
Service Bulletin 757–52A0091, Revision
1, dated December 19, 2014, are an
effective means of accomplishing the
repairs. Accomplishing the actions
required by this AD adequately
addresses the identified unsafe
condition. We have determined that to
delay this final rule would be
inappropriate, because inspections and
repairs to the MCD cam latches are
needed to reduce the risk of the
identified unsafe condition. Operators
should continue to communicate any
findings resulting from failures, as well
as deficiencies in maintenance
documentation, to Boeing so that
inspection and repair procedures can be
reviewed and revised as necessary.
Operators can always request approval
of an AMOC under the provisions of
paragraph (l) of this AD if alternative rerigging procedures are available and
address the identified unsafe condition.
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79463
We have not changed this final rule in
this regard.
Request To Revise Compliance Time
UPS requested that we revise
paragraphs (g), (h), and (i) of the
proposed AD (78 FR 21576, April 11,
2013) to remove all references to service
information containing compliance
times stated in calendar days. UPS
stated that crack initiation and
subsequent propagation is dependent on
flight cycles due to pressurization and/
or flight loads, and not to MCDs sitting
idle, so the use of calendar days is
irrelevant. UPS stated that removing
calendar days should have no negative
effect on safety, and that a calendarbased compliance schedule merely
imposes economic, maintenance, and
scheduling burdens. UPS also
questioned the need for repetitive
inspections of the MCD cam latches,
and stated that it does not concur with
the finding that improper door rigging is
the root cause of failure. UPS stated that
the only identified direct cause of cam
latch failure is a sheared cross bolt that
migrated into the cam envelope, and
that initial inspections would identify
cases of sheared cross bolts, migrated
pins, corrosion, lip deformation, etc.
UPS asked what changes occur to the
system that warrant reinspection if the
latch system far exceeds 10¥9
reliability, after the root cause of the
failed latch is resolved.
We disagree with the request to
remove all compliance times stated in
calendar days from this final rule or to
remove the repetitive inspections
because the damage was determined to
have been brought on by a poorly rigged
MCD and the torque impact from the
cam latch rotation during latching and
unlatching operations. Therefore, it is
possible for the MCD system to be
changed after a failed latch has been
repaired.
For this reason, a calendar-based
inspection interval has been calculated
along with the flight cycle interval, as
specified in table 1 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 757–52A0091, Revision 1,
dated December 19, 2014. Paragraph (g)
of this AD requires compliance within
the times specified in table 1 of
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 757–52A0091,
Revision 1, dated December 19, 2014.
However, paragraph (h) of this AD
requires compliance within the times
specified in table 2 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 757–52A0091, Revision 1,
dated December 19, 2014, which
specifies repetitive intervals in flight
cycles only.
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Specific changes in compliance time
or inspection intervals may be requested
by submitting a request for approval of
an AMOC according to the procedures
specified in paragraph (l) of this AD. We
have not changed this final rule in this
regard.
Request To Extend Compliance Time
UPS requested that if calendar-based
compliance times are retained, for
airplanes that had successfully passed
the initial detailed inspections of the
cam latches and latch pins, torqued the
cross bolts, and measured the latch pin
extension, the next inspection be
extended by 3,000 flight cycles or 24
months.
We disagree with extending the
compliance times of this AD. However,
we note that certain inspections
required by this AD are at the intervals
specified by the commenter. In
developing an appropriate compliance
time for these actions, we considered
the urgency associated with the subject
unsafe condition, the practical aspect of
accomplishing the required
modification and the normal scheduled
maintenance times for most affected
operators. In consideration of these
items, we have determined that the
repetitive intervals specified in tables 1
and 2 of paragraph 1.E., ‘‘Compliance,’’
of Boeing Alert Service Bulletin 757–
52A0091, Revision 1, dated December
19, 2014, will ensure an acceptable level
of safety. No change has been made to
this AD in this regard.
Request To Allow Ferry Flight
UPS requested that we revise the
proposed AD (78 FR 21576, April 11,
2013) to allow an airplane having a
discrepant cam/pin to be ferried to a
location where the airplane can be
modified. UPS stated that, since
significant loads are the result of the
pressurization and/or flight loads, and
not the result of whether the door is
closed, an airplane with findings needs
to be ferried to a maintenance facility
for repair, especially in view of the
given proposed time frames for the
inspection.
We agree that special flight permits
should be allowed because the
inspection intervals do not necessarily
correspond to scheduled maintenance
intervals, and allowance should be
made for operators to ferry an airplane
to a location where repairs can be made
without the need to request a special
flight permit. Unpressurized flight does
not subject the airplane to possible
rapid decompression of the airplane
should the damaged cam latch, latch
pin, or latch pin cross bolt fail, resulting
in loss of the MCD during flight.
However, it is not necessary to revise
this final rule because special flight
permits are already allowed. Unless
otherwise specified in the AD, special
flight permits are currently allowed as
described in section 21.197 and section
21.199 of the Federal Aviation
Regulations (14 CFR 21.197 and 21.199)
to operate the airplane to a location
where the airplane can be modified (if
the operator elects to do so), provided
no passengers are onboard. We do not
find it necessary to change the final rule
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 (78 FR
21576, April 11, 2013) for correcting the
unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM (78 FR 21576,
April 11, 2013).
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 Alert Service
Bulletin 757–52A0091, Revision 1,
dated December 19, 2014. The service
information describes procedures for
doing a general visual inspection for
broken or missing cam latches, latch
pins, and latch pin cross bolts;
torqueing the cross bolts in the latch
pins; measuring the extension of the
latch pins; replacing all alloy steel cross
bolts through the latch pins with CRES
cross bolts; doing a general visual
inspection of all cam latches for lip
deformation; doing a high frequency
eddy current (HFEC) or magnetic
particle inspection of cam latch 1 and
cam latch 2 for cracks and replacing all
cracked or broken parts; checking the rig
of the MCD and re-rigging as applicable;
and doing related investigative and
corrective actions. The service
information also describes doing
repetitive inspections for certain
conditions specified in the service
information, which end after the MCD
rigging is done as specified in the
service information. The service
information also describes procedures
for doing MCD post-rigging inspections
and corrective actions. 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.
Costs of Compliance
We estimate that this AD affects 9
airplanes of U.S. registry.
We estimate the following costs to
comply with this AD:
ESTIMATED COSTS
Action
Labor cost
Parts cost
Inspections, torque, and measurement ...........
Rigging MCD and replacing bolts ....................
4 work-hours × $85 per hour = $340 ..............
49 work-hours × $85 per hour = $4,165 .........
None ...........
0 [1] ..............
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[1] We
Cost per
product
$340
4,165
Cost on U.S.
operators
$3,060
37,485
have received no definitive data that would enable us to provide parts cost for the bolt replacement specified in this AD.
We estimate the following costs to do
any necessary related investigative
actions and certain replacements that
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would be required based on the results
of the inspections. We have no way of
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determining the number of aircraft that
might need these actions:
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79465
ON-CONDITION COSTS
Action
Labor cost
Related investigative actions ........................................
Replacements of broken/missing parts ........................
2 work-hours × $85 per hour = $170 ...........................
2 work-hours × $85 per hour = $170 ...........................
[2] We
$0
[2] 0
$170
170
have received no definitive data that would enable us to provide parts cost for the part replacements specified in this AD.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
We also have received no definitive
data that would enable us to provide
cost estimates for the on-condition
repair specified in this AD.
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
rmajette on DSK2TPTVN1PROD with RULES
Cost per
product
Parts cost
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,
(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.
VerDate Sep<11>2014
15:05 Dec 21, 2015
Jkt 238001
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):
■
2015–25–01 The Boeing Company:
Amendment 39–18339; Docket No.
FAA–2013–0300; Directorate Identifier
2011–NM–163–AD.
(a) Effective Date
This AD is effective January 26, 2016.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company
Model 757–200, 757–200CB, and 757–200PF
airplanes; certificated in any category; as
identified in Boeing Alert Service Bulletin
757–52A0091, Revision 1, dated December
19, 2014.
(d) Subject
Air Transport Association (ATA) of
America Code 52, Doors.
(e) Unsafe Condition
This AD was prompted by a report that a
forward-most cam latch on the forward
center cam latch pair on a main cargo door
(MCD) broke during flight. We are issuing to
detect and correct cracked or damaged cam
latches, latch pins, and latch pin cross bolts,
which could reduce the structural integrity of
the MCD, and result in potential loss of the
cargo door and rapid decompression of the
airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Repetitive MCD Inspections, Other
Specified Actions, Related Investigative
Actions, and Corrective Actions (Including
Bolt Replacement and MCD Rigging)
At the applicable times specified in table
1 of paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 757–52A0091,
PO 00000
Frm 00007
Fmt 4700
Sfmt 4700
Revision 1, dated December 19, 2014, except
as provided by paragraph (j)(1) of this AD: Do
a general visual inspection for broken or
missing cam latches, latch pins, and latch pin
cross bolts; torque the cross bolts in the latch
pins; measure the extension of the latch pins;
replace all alloy steel cross bolts through the
latch pins with corrosion resistant steel
(CRES) cross bolts; do a general visual
inspection of all cam latches for lip
deformation; do a high frequency eddy
current (HFEC) or magnetic particle
inspection of cam latch 1 and cam latch 2 for
cracks and replace all cracked or broken
parts; check the rig of the MCD and re-rig as
applicable; and do all applicable related
investigative and corrective actions; and
thereafter do all applicable repetitive
inspections specified in paragraphs (g)(1),
(g)(2), and (g)(3) of this AD, in accordance
with the Accomplishment Instructions of
Boeing Alert Service Bulletin 757–52A0091,
Revision 1, dated December 19, 2014, except
as required by paragraph (j)(2) of this AD. Do
all applicable related investigative and
corrective actions at the applicable time
specified in table 1 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 757–52A0091, Revision 1, dated
December 19, 2014. Do all applicable
repetitive inspections at the applicable time
and intervals specified in table 1 of
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 757–52A0091,
Revision 1, dated December 19, 2014, until
the rig of the MCD has been checked in
accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin
757–52A0091, Revision 1, dated December
19, 2014.
(1) For Condition 2 as defined in Boeing
Alert Service Bulletin 757–52A0091,
Revision 1, dated December 19, 2014: Do
repetitive general visual inspections for
broken or missing cam latches, latch pins,
and latch pin cross bolts.
(2) For Condition 3 as defined in Boeing
Alert Service Bulletin 757–52A0091,
Revision 1, dated December 19, 2014:
Repetitive general visual inspections for
broken or missing cam latches, latch pins,
and latch pin cross bolts and repetitive
detailed inspections of the discrepant cam
latch and mating latch pin for any cracks, or
gouges in critical areas.
(3) For Condition 4 as defined in Boeing
Alert Service Bulletin 757–52A0091,
Revision 1, dated December 19, 2014:
Repetitive general visual inspections for
broken or missing cam latches, latch pins,
and latch pin cross bolts; repetitive detailed
inspections of the cam latches and latch pins
for any cracks, or any gouges in critical areas;
and, unless replaced with new or reworked
parts, repetitive HFEC or magnetic particle
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Federal Register / Vol. 80, No. 245 / Tuesday, December 22, 2015 / Rules and Regulations
inspections of cam latch 1 and cam latch 2
for any cracks.
(h) Repetitive MCD Post-Rigging Inspections
and Corrective Actions
At the applicable times specified in table
2 of paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 757–52A0091,
Revision 1, dated December 19, 2014: Do
general visual inspections for any broken or
missing cam latches, latch pins, and latch pin
cross bolts; a detailed inspection of the cam
latches and latch pins for any cracks, or any
gouges in critical areas; and an HFEC or
magnetic particle inspection of cam latch 1
and cam latch 2 for cracks; and do all
applicable corrective actions, in accordance
with the Accomplishment Instructions of
Boeing Alert Service Bulletin 757–52A0091,
Revision 1, dated December 19, 2014; except
as required by paragraph (j)(2) of this AD. Do
all applicable corrective actions before
further flight. Repeat the inspections
thereafter at the applicable times specified in
table 2 of paragraph 1.E., ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 757–52A0091,
Revision 1, dated December 19, 2014.
(i) Parts Installation Prohibition
As of the effective date of this AD, no
person may install an alloy steel bolt as a
cross bolt through any latch pin fitting
assembly in the lower sill of the MCD on any
airplane.
(j) Exceptions to Service Bulletin
Specifications
The following exceptions apply in this AD.
(1) Where Boeing Alert Service Bulletin
757–52A0091, Revision 1, dated December
19, 2014, specifies a compliance time after
the original issue date of that service bulletin,
this AD requires compliance within the
specified compliance time after the effective
date of this AD.
(2) Where Boeing Alert Service Bulletin
757–52A0091, Revision 1, dated December
19, 2014, specifies to contact Boeing for
appropriate action: Before further flight,
repair using a method approved in
accordance with the procedures specified in
paragraph (l) of this AD.
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(k) Credit for Previous Actions
This paragraph provides credit for the
corresponding actions required by
paragraphs (g) and (h) of this AD, if those
actions were done before the effective date of
this AD, using Boeing Alert Service Bulletin
757–52A0091, dated March 9, 2010, which is
not incorporated by reference in this AD.
(l) 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 (m)(1) of this AD. Information may
be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov.
VerDate Sep<11>2014
15:05 Dec 21, 2015
Jkt 238001
(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,
modification, or alteration required by this
AD if it is approved by the Boeing
Commercial Airplanes Organization
Designation Authorization (ODA) that has
been authorized by the Manager, Seattle
ACO, to make those findings. To be
approved, the repair method, modification
deviation, or alteration deviation must meet
the certification basis of the airplane and the
approval must specifically refer to this AD.
DEPARTMENT OF TRANSPORTATION
(m) Related Information
SUMMARY:
(1) For more information about this AD,
contact Kimberly DeVoe, Aerospace
Engineer, Cabin Safety and Environmental
Systems Branch, ANM–150S, FAA, Seattle
Aircraft Certification Office, 1601 Lind
Avenue SW., Renton, WA 98057–3356;
phone: 425–917–6495; fax: 425–917–6590;
email: kimberly.devoe@faa.gov.
(2) Service information identified in this
AD that is not incorporated by reference is
available at the addresses specified in
paragraphs (n)(3) and (n)(4) of this AD.
(n) 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 Alert Service Bulletin 757–
52A0091, Revision 1, dated December 19,
2014.
(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 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
November 25, 2015.
Michael Kaszycki,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2015–30818 Filed 12–21–15; 8:45 am]
BILLING CODE 4910–13–P
PO 00000
Frm 00008
Fmt 4700
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Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2015–2714; Directorate
Identifier 2014–SW–052–AD; Amendment
39–18349; AD 2015–26–01]
RIN 2120–AA64
Airworthiness Directives; Airbus
Helicopters
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
We are adopting a new
airworthiness directive (AD) for Airbus
Helicopters Model AS332C1, AS332L1,
AS332L2, EC225LP, AS–365N2, AS 365
N3, EC 155B, and EC155B1 helicopters
with an energy absorbing seat (seat).
This AD requires inspecting for the
presence of labels that prohibit stowing
anything under the seat. If a label is
missing or not clearly visible to each
occupant, we require installing a label.
This AD was prompted by the discovery
that required labels had not been
systematically installed. The actions of
this AD are intended to prevent objects
from being stowed under the seat as
these objects could reduce the energyabsorbing function of the seat, resulting
in injury to the seat occupants during an
accident.
DATES: This AD is effective January 26,
2016.
The Director of the Federal Register
approved the incorporation by reference
of certain documents listed in this AD
as of January 26, 2016.
ADDRESSES: For service information
identified in this final rule, contact
Airbus Helicopters, Inc., 2701 N. Forum
Drive, Grand Prairie, TX 75052;
telephone (972) 641–0000 or (800) 232–
0323; fax (972) 641–3775; or at https://
www.airbushelicopters.com/techpub.
You may review the referenced service
information at the FAA, Office of the
Regional Counsel, Southwest Region,
10101 Hillwood Pkwy, Room 6N–321,
Fort Worth, TX 76177.
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–2015–
2714; or in person at the Docket
Operations Office between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays. The AD docket
contains this AD, the European Aviation
Safety Agency (EASA) AD, any
incorporated-by-reference service
E:\FR\FM\22DER1.SGM
22DER1
]]>Agencies
[Federal Register Volume 80, Number 245 (Tuesday, December 22, 2015)]
[Rules and Regulations]
[Pages 79461-79466]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-30818]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2013-0300; Directorate Identifier 2011-NM-163-AD;
Amendment 39-18339; AD 2015-25-01]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for certain
The Boeing Company Model 757-200, 757-200CB, and 757-200PF airplanes.
This AD was prompted by a report that a forward-most cam latch of the
forward center cam latch pair on a main cargo door (MCD) broke during
flight. This AD requires doing a general visual inspection for broken
or missing cam latches, latch pins, and latch pin cross bolts;
torqueing the cross bolts in the latch pins; measuring the extension of
[[Page 79462]]
the latch pins; replacing all alloy steel cross bolts through the latch
pins with corrosion resistant steel (CRES) cross bolts; doing a general
visual inspection of all cam latches for lip deformation; doing an
inspection of cam latch 1 and cam latch 2 for cracks and replacing all
cracked or broken parts; checking the rig of the MCD and re-rigging as
applicable; and doing related investigative and corrective actions, if
necessary. This AD also requires doing certain repetitive inspections
until MCD rigging is done. This AD also requires repetitive MCD post-
rigging inspections and corrective actions if necessary. We are issuing
this AD to detect and correct discrepancies of the cam latches, latch
pins, and latch pin cross bolts, which could reduce the structural
integrity of the MCD, and result in potential loss of the cargo door
and rapid decompression of the airplane.
DATES: This AD is effective January 26, 2016.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of January 26,
2016.
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, Washington. 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-2013-0300.
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-2013-
0300; 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: Kimberly DeVoe, Aerospace Engineer,
Cabin Safety and Environmental Systems Branch, ANM-150S, FAA, Seattle
Aircraft Certification Office, 1601 Lind Avenue SW., Renton, WA 98057-
3356; phone: 425-917-6495; fax: 425-917-6590; email:
kimberly.devoe@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 757-200, 757-200CB, and 757-200PF airplanes. The NPRM published
in the Federal Register on April 11, 2013 (78 FR 21576). The NPRM was
prompted by a report that a forward-most cam latch of the forward
center cam latch pair on a MCD broke during flight. The NPRM proposed
to require performing repetitive inspections of the MCD cam latches;
replacing cam latches, certain bolts, and door hinge fittings;
performing related investigative and corrective actions, if necessary;
and MCD rigging. We are issuing this AD to detect and correct
discrepancies of the cam latches, latch pins, and latch pin cross
bolts, which could reduce the structural integrity of the MCD, and
result in potential loss of the cargo door and rapid decompression of
the airplane.
Actions Since the NPRM (78 FR 21576, April 11, 2013) Was Issued
Since we issued the NPRM (78 FR 21576, April 11, 2013), we have
reviewed Boeing Alert Service Bulletin 757-52A0091, Revision 1, dated
December 19, 2014. We referred to Boeing Alert Service Bulletin 757-
52A0091, dated March 9, 2010, as the appropriate source of service
information for accomplishing the actions specified in the NPRM. Boeing
Alert Service Bulletin 757-52A0091, Revision 1, dated December 19,
2014, clarifies the inspection conditions and the on-condition actions
for certain conditions. Certain inspections of the cam latches and
latch pins were changed from detailed inspections to general visual
inspections. Also, a detailed inspection of mating parts and
immediately adjacent cam latches and latch pins for any cracks, or any
gouges in critical areas was added to certain on-condition actions
specified in the service information.
Also, the on-condition action for latch pin extensions that are
between 0.84 and 0.89 inch or between 0.91 and 0.94 inch was changed.
For those latch pins, Boeing Alert Service Bulletin 757-52A0091, dated
March 9, 2010, specifies repetitive detailed inspections and certain
other specified actions. However, for those latch pins, Boeing Alert
Service Bulletin 757-52A0091, Revision 1, dated December 19, 2014,
specifies replacement of the discrepant latch pin, a detailed
inspection, and certain other specified actions (which are the same on-
condition actions specified in Boeing Alert Service Bulletin 757-
52A0091, dated March 9, 2010, for latch pin extensions that are less
than 0.84 inch or greater than 0.94 inch).
Explanation of Certain Changes to NPRM (78 FR 21576, April 11, 2013)
We have revised paragraphs (c), (g), (h), (j)(1), and (j)(2) of
this AD to refer to Boeing Alert Service Bulletin 757-52A0091, Revision
1, dated December 19, 2014. We have also added new paragraph (k) of
this AD to give credit for doing actions before the effective date of
this AD in accordance with Boeing Alert Service Bulletin 757-52A0091,
dated March 9, 2010. We have redesignated subsequent paragraphs
accordingly.
In addition, since certain inspections and conditions were revised
in Boeing Alert Service Bulletin 757-52A0091, Revision 1, dated
December 19, 2014, we have revised the description of the actions in
this AD to correspond with the terminology in Boeing Alert Service
Bulletin 757-52A0091, Revision 1, dated December 19, 2014. As a result,
certain paragraphs in the proposed AD (78 FR 21576, April 11, 2013)
have been rearranged and the corresponding paragraph identifiers have
been redesignated in this AD, as listed in the following table:
Revised Paragraph Identifiers
------------------------------------------------------------------------
Action in the NPRM (78 FR 21576, Corresponding requirement in this
April 11, 2013) AD
------------------------------------------------------------------------
paragraph (g) paragraph (g)
paragraph (h) paragraph (g)
paragraph (i) paragraph (h)
paragraph (j) paragraph (h)
paragraph (k) paragraph (i)
paragraph (l) paragraph (j)
------------------------------------------------------------------------
We have also revised the Costs of Compliance paragraph in this
final rule to reflect the work-hours in Boeing Alert Service Bulletin
757-52A0091, Revision 1, dated December 19, 2014.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments
[[Page 79463]]
received on the NPRM (78 FR 21576, April 11, 2013) and the FAA's
response to each comment.
Clarification of Applicability
FedEx stated that it would withhold its comments because the FedEx
Express Model 757 fleet was converted to freighters under ST Aerospace
Mobile Engineering Inc. Supplemental Type Certificate (STC) ST03562AT
(https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/C21335554C0E37C4862574B20065BA46?OpenDocument&Highlight=st03562at),
which was not mentioned in the applicability of the NPRM (78 FR 21576,
April 11, 2013). Fedex stated it would withhold its comments unless and
until an NPRM is issued for STC ST03562AT.
We acknowledge FedEx's comment. As specified in paragraph (c) of
this AD, this AD applies to Model 757-200, 757-200CB, and 757-200PF
airplanes as identified in Boeing Alert Service Bulletin 757-52A0091,
Revision 1, dated December 19, 2014. The effectivity of Boeing Alert
Service Bulletin 757-52A0091, Revision 1, dated December 19, 2014,
identifies the affected airplanes by variable number.
Request To Emphasize Inspection Conditions/Findings of the NPRM (78 FR
21576, April 11, 2013)
Boeing requested that paragraph (h) of the proposed AD (78 FR
21576, April 11, 2013) be rewritten to clarify the relative severity of
the inspection conditions and the appropriate actions needed. Boeing
stated that the actions in paragraph (h) of the proposed AD should
progress from the most serious condition findings to the least serious
findings while providing logical evaluation paths for the conditions.
We agree that the progression of the inspection conditions and
their appropriate related investigative and corrective actions should
correspond with what is described in the referenced service
information. As stated previously, we have revised the terminology in
this final rule to match the actions (e.g., inspections and related
investigative and corrective actions) specified in Boeing Alert Service
Bulletin 757-52A0091, Revision 1, dated December 19, 2014, which
addresses the commenter's concerns.
Request To Delay AD Issuance Pending Revised Service Information
European Air Transport Leipzig GmbH/DHL Air Ltd. (EATL/DHL)
requested that we delay issuing the AD until applicable service
information is revised. EATL/DHL stated that despite accomplishing the
re-rigging using the current service information, it continues to find
wear on the cam latches during post-rigging inspections, and has had to
replace a total of 69 cam latches and 17 latch pins in one year. As a
result, EATL/DHL stated that the financial impact is higher than the
inspection costs only.
EATL/DHL stated that a rigging check of the cam hook mechanism must
be included in Boeing Alert Service Bulletin 757-52A0091 to address the
identified unsafe condition. EATL/DHL stated that unintended wear of
the cam latches can be avoided only by first re-rigging the cam hook
mechanism to either side of the door to ensure that the cam latches and
latch pins are involved only in the door-locking process and not in the
door-closing process. EATL/DHL stated that it has been adjusting the
cam hook mechanism using the cam hook adjustment procedure in the
applicable airplane maintenance manual (AMM), but that it is difficult
to attain the tolerances stated in that AMM procedure. EATL/DHL
concluded that the AMM procedure must be clarified and simplified.
We disagree with delaying this AD until revised service information
that includes a new AMM procedure is available. We understand that
there could be additional root causes and procedures that need to be
clarified if operators, experienced with accomplishing the current
procedures, determine that there are more effective means of
accomplishing the repairs. However, we disagree with delaying issuance
of this final rule until service information containing revised re-
rigging procedures becomes available. We have determined that the
actions specified in this AD using Boeing Alert Service Bulletin 757-
52A0091, Revision 1, dated December 19, 2014, are an effective means of
accomplishing the repairs. Accomplishing the actions required by this
AD adequately addresses the identified unsafe condition. We have
determined that to delay this final rule would be inappropriate,
because inspections and repairs to the MCD cam latches are needed to
reduce the risk of the identified unsafe condition. Operators should
continue to communicate any findings resulting from failures, as well
as deficiencies in maintenance documentation, to Boeing so that
inspection and repair procedures can be reviewed and revised as
necessary. Operators can always request approval of an AMOC under the
provisions of paragraph (l) of this AD if alternative re-rigging
procedures are available and address the identified unsafe condition.
We have not changed this final rule in this regard.
Request To Revise Compliance Time
UPS requested that we revise paragraphs (g), (h), and (i) of the
proposed AD (78 FR 21576, April 11, 2013) to remove all references to
service information containing compliance times stated in calendar
days. UPS stated that crack initiation and subsequent propagation is
dependent on flight cycles due to pressurization and/or flight loads,
and not to MCDs sitting idle, so the use of calendar days is
irrelevant. UPS stated that removing calendar days should have no
negative effect on safety, and that a calendar-based compliance
schedule merely imposes economic, maintenance, and scheduling burdens.
UPS also questioned the need for repetitive inspections of the MCD cam
latches, and stated that it does not concur with the finding that
improper door rigging is the root cause of failure. UPS stated that the
only identified direct cause of cam latch failure is a sheared cross
bolt that migrated into the cam envelope, and that initial inspections
would identify cases of sheared cross bolts, migrated pins, corrosion,
lip deformation, etc. UPS asked what changes occur to the system that
warrant reinspection if the latch system far exceeds 10-\9\
reliability, after the root cause of the failed latch is resolved.
We disagree with the request to remove all compliance times stated
in calendar days from this final rule or to remove the repetitive
inspections because the damage was determined to have been brought on
by a poorly rigged MCD and the torque impact from the cam latch
rotation during latching and unlatching operations. Therefore, it is
possible for the MCD system to be changed after a failed latch has been
repaired.
For this reason, a calendar-based inspection interval has been
calculated along with the flight cycle interval, as specified in table
1 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin
757-52A0091, Revision 1, dated December 19, 2014. Paragraph (g) of this
AD requires compliance within the times specified in table 1 of
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 757-
52A0091, Revision 1, dated December 19, 2014.
However, paragraph (h) of this AD requires compliance within the
times specified in table 2 of paragraph 1.E., ``Compliance,'' of Boeing
Alert Service Bulletin 757-52A0091, Revision 1, dated December 19,
2014, which specifies repetitive intervals in flight cycles only.
[[Page 79464]]
Specific changes in compliance time or inspection intervals may be
requested by submitting a request for approval of an AMOC according to
the procedures specified in paragraph (l) of this AD. We have not
changed this final rule in this regard.
Request To Extend Compliance Time
UPS requested that if calendar-based compliance times are retained,
for airplanes that had successfully passed the initial detailed
inspections of the cam latches and latch pins, torqued the cross bolts,
and measured the latch pin extension, the next inspection be extended
by 3,000 flight cycles or 24 months.
We disagree with extending the compliance times of this AD.
However, we note that certain inspections required by this AD are at
the intervals specified by the commenter. In developing an appropriate
compliance time for these actions, we considered the urgency associated
with the subject unsafe condition, the practical aspect of
accomplishing the required modification and the normal scheduled
maintenance times for most affected operators. In consideration of
these items, we have determined that the repetitive intervals specified
in tables 1 and 2 of paragraph 1.E., ``Compliance,'' of Boeing Alert
Service Bulletin 757-52A0091, Revision 1, dated December 19, 2014, will
ensure an acceptable level of safety. No change has been made to this
AD in this regard.
Request To Allow Ferry Flight
UPS requested that we revise the proposed AD (78 FR 21576, April
11, 2013) to allow an airplane having a discrepant cam/pin to be
ferried to a location where the airplane can be modified. UPS stated
that, since significant loads are the result of the pressurization and/
or flight loads, and not the result of whether the door is closed, an
airplane with findings needs to be ferried to a maintenance facility
for repair, especially in view of the given proposed time frames for
the inspection.
We agree that special flight permits should be allowed because the
inspection intervals do not necessarily correspond to scheduled
maintenance intervals, and allowance should be made for operators to
ferry an airplane to a location where repairs can be made without the
need to request a special flight permit. Unpressurized flight does not
subject the airplane to possible rapid decompression of the airplane
should the damaged cam latch, latch pin, or latch pin cross bolt fail,
resulting in loss of the MCD during flight.
However, it is not necessary to revise this final rule because
special flight permits are already allowed. Unless otherwise specified
in the AD, special flight permits are currently allowed as described in
section 21.197 and section 21.199 of the Federal Aviation Regulations
(14 CFR 21.197 and 21.199) to operate the airplane to a location where
the airplane can be modified (if the operator elects to do so),
provided no passengers are onboard. We do not find it necessary to
change the final rule 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:
[Agr]re consistent with the intent that was proposed in
the NPRM (78 FR 21576, April 11, 2013) for correcting the unsafe
condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM (78 FR 21576, April 11, 2013).
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 Alert Service Bulletin 757-52A0091, Revision 1,
dated December 19, 2014. The service information describes procedures
for doing a general visual inspection for broken or missing cam
latches, latch pins, and latch pin cross bolts; torqueing the cross
bolts in the latch pins; measuring the extension of the latch pins;
replacing all alloy steel cross bolts through the latch pins with CRES
cross bolts; doing a general visual inspection of all cam latches for
lip deformation; doing a high frequency eddy current (HFEC) or magnetic
particle inspection of cam latch 1 and cam latch 2 for cracks and
replacing all cracked or broken parts; checking the rig of the MCD and
re-rigging as applicable; and doing related investigative and
corrective actions. The service information also describes doing
repetitive inspections for certain conditions specified in the service
information, which end after the MCD rigging is done as specified in
the service information. The service information also describes
procedures for doing MCD post-rigging inspections and corrective
actions. 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.
Costs of Compliance
We estimate that this AD affects 9 airplanes of U.S. registry.
We estimate the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
Inspections, torque, and 4 work-hours x $85 None................. $340 $3,060
measurement. per hour = $340.
Rigging MCD and replacing bolts... 49 work-hours x $85 0 \[1]\.............. 4,165 37,485
per hour = $4,165.
----------------------------------------------------------------------------------------------------------------
\[1]\ We have received no definitive data that would enable us to provide parts cost for the bolt replacement
specified in this AD.
We estimate the following costs to do any necessary related
investigative actions and certain replacements that would be required
based on the results of the inspections. We have no way of determining
the number of aircraft that might need these actions:
[[Page 79465]]
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Related investigative actions................. 2 work-hours x $85 per hour = $0 $170
$170.
Replacements of broken/missing parts.......... 2 work-hours x $85 per hour = \[2]\ 0 170
$170.
----------------------------------------------------------------------------------------------------------------
\[2]\ We have received no definitive data that would enable us to provide parts cost for the part replacements
specified in this AD.
We also have received no definitive data that would enable us to
provide cost estimates for the on-condition repair specified in this
AD.
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,
(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):
2015-25-01 The Boeing Company: Amendment 39-18339; Docket No. FAA-
2013-0300; Directorate Identifier 2011-NM-163-AD.
(a) Effective Date
This AD is effective January 26, 2016.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company Model 757-200, 757-200CB,
and 757-200PF airplanes; certificated in any category; as identified
in Boeing Alert Service Bulletin 757-52A0091, Revision 1, dated
December 19, 2014.
(d) Subject
Air Transport Association (ATA) of America Code 52, Doors.
(e) Unsafe Condition
This AD was prompted by a report that a forward-most cam latch
on the forward center cam latch pair on a main cargo door (MCD)
broke during flight. We are issuing to detect and correct cracked or
damaged cam latches, latch pins, and latch pin cross bolts, which
could reduce the structural integrity of the MCD, and result in
potential loss of the cargo door and rapid decompression of the
airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Repetitive MCD Inspections, Other Specified Actions, Related
Investigative Actions, and Corrective Actions (Including Bolt
Replacement and MCD Rigging)
At the applicable times specified in table 1 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 757-52A0091,
Revision 1, dated December 19, 2014, except as provided by paragraph
(j)(1) of this AD: Do a general visual inspection for broken or
missing cam latches, latch pins, and latch pin cross bolts; torque
the cross bolts in the latch pins; measure the extension of the
latch pins; replace all alloy steel cross bolts through the latch
pins with corrosion resistant steel (CRES) cross bolts; do a general
visual inspection of all cam latches for lip deformation; do a high
frequency eddy current (HFEC) or magnetic particle inspection of cam
latch 1 and cam latch 2 for cracks and replace all cracked or broken
parts; check the rig of the MCD and re-rig as applicable; and do all
applicable related investigative and corrective actions; and
thereafter do all applicable repetitive inspections specified in
paragraphs (g)(1), (g)(2), and (g)(3) of this AD, in accordance with
the Accomplishment Instructions of Boeing Alert Service Bulletin
757-52A0091, Revision 1, dated December 19, 2014, except as required
by paragraph (j)(2) of this AD. Do all applicable related
investigative and corrective actions at the applicable time
specified in table 1 of paragraph 1.E., ``Compliance,'' of Boeing
Alert Service Bulletin 757-52A0091, Revision 1, dated December 19,
2014. Do all applicable repetitive inspections at the applicable
time and intervals specified in table 1 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 757-52A0091,
Revision 1, dated December 19, 2014, until the rig of the MCD has
been checked in accordance with the Accomplishment Instructions of
Boeing Alert Service Bulletin 757-52A0091, Revision 1, dated
December 19, 2014.
(1) For Condition 2 as defined in Boeing Alert Service Bulletin
757-52A0091, Revision 1, dated December 19, 2014: Do repetitive
general visual inspections for broken or missing cam latches, latch
pins, and latch pin cross bolts.
(2) For Condition 3 as defined in Boeing Alert Service Bulletin
757-52A0091, Revision 1, dated December 19, 2014: Repetitive general
visual inspections for broken or missing cam latches, latch pins,
and latch pin cross bolts and repetitive detailed inspections of the
discrepant cam latch and mating latch pin for any cracks, or gouges
in critical areas.
(3) For Condition 4 as defined in Boeing Alert Service Bulletin
757-52A0091, Revision 1, dated December 19, 2014: Repetitive general
visual inspections for broken or missing cam latches, latch pins,
and latch pin cross bolts; repetitive detailed inspections of the
cam latches and latch pins for any cracks, or any gouges in critical
areas; and, unless replaced with new or reworked parts, repetitive
HFEC or magnetic particle
[[Page 79466]]
inspections of cam latch 1 and cam latch 2 for any cracks.
(h) Repetitive MCD Post-Rigging Inspections and Corrective Actions
At the applicable times specified in table 2 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 757-52A0091,
Revision 1, dated December 19, 2014: Do general visual inspections
for any broken or missing cam latches, latch pins, and latch pin
cross bolts; a detailed inspection of the cam latches and latch pins
for any cracks, or any gouges in critical areas; and an HFEC or
magnetic particle inspection of cam latch 1 and cam latch 2 for
cracks; and do all applicable corrective actions, in accordance with
the Accomplishment Instructions of Boeing Alert Service Bulletin
757-52A0091, Revision 1, dated December 19, 2014; except as required
by paragraph (j)(2) of this AD. Do all applicable corrective actions
before further flight. Repeat the inspections thereafter at the
applicable times specified in table 2 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 757-52A0091,
Revision 1, dated December 19, 2014.
(i) Parts Installation Prohibition
As of the effective date of this AD, no person may install an
alloy steel bolt as a cross bolt through any latch pin fitting
assembly in the lower sill of the MCD on any airplane.
(j) Exceptions to Service Bulletin Specifications
The following exceptions apply in this AD.
(1) Where Boeing Alert Service Bulletin 757-52A0091, Revision 1,
dated December 19, 2014, specifies a compliance time after the
original issue date of that service bulletin, this AD requires
compliance within the specified compliance time after the effective
date of this AD.
(2) Where Boeing Alert Service Bulletin 757-52A0091, Revision 1,
dated December 19, 2014, specifies to contact Boeing for appropriate
action: Before further flight, repair using a method approved in
accordance with the procedures specified in paragraph (l) of this
AD.
(k) Credit for Previous Actions
This paragraph provides credit for the corresponding actions
required by paragraphs (g) and (h) of this AD, if those actions were
done before the effective date of this AD, using Boeing Alert
Service Bulletin 757-52A0091, dated March 9, 2010, which is not
incorporated by reference in this AD.
(l) 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 (m)(1) of this AD.
Information may be emailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair, modification, or alteration required by this AD
if it is approved by the Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has been authorized by the
Manager, Seattle ACO, to make those findings. To be approved, the
repair method, modification deviation, or alteration deviation must
meet the certification basis of the airplane and the approval must
specifically refer to this AD.
(m) Related Information
(1) For more information about this AD, contact Kimberly DeVoe,
Aerospace Engineer, Cabin Safety and Environmental Systems Branch,
ANM-150S, FAA, Seattle Aircraft Certification Office, 1601 Lind
Avenue SW., Renton, WA 98057-3356; phone: 425-917-6495; fax: 425-
917-6590; email: kimberly.devoe@faa.gov.
(2) Service information identified in this AD that is not
incorporated by reference is available at the addresses specified in
paragraphs (n)(3) and (n)(4) of this AD.
(n) 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 Alert Service Bulletin 757-52A0091, Revision 1, dated
December 19, 2014.
(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 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 November 25, 2015.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2015-30818 Filed 12-21-15; 8:45 am]
BILLING CODE 4910-13-P
