Airworthiness Directives; The Boeing Company Airplanes, 11140-11144 [2017-02661]
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still be done as specified, and the airplane
can be put back in an airworthy condition.
(i) Related Information
For more information about this AD,
contact Myra Kuck, Aerospace Engineer,
Cabin Safety/Mechanical & Environmental
Systems branch, ANM–150L, FAA, Los
Angeles Aircraft Certification Office (ACO),
3960 Paramount Boulevard, Lakewood,
California 90712–4137; phone: 562–627–
5316; fax: 562–627–5210; email:
myra.j.kuck@faa.gov.
(j) 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–
27A0154, dated July 22, 2016.
(ii) Reserved.
(3) For Boeing service information
identified in this AD, contact Boeing
Commercial Airplanes, Attention:
Contractual & Data Services (C&DS), 2600
Westminster Blvd., MC 110–SK57, Seal
Beach, CA 90740–5600; telephone 562–797–
1717; 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 January
23, 2017.
Dionne Palermo,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2017–03030 Filed 2–17–17; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2016–6664; Directorate
Identifier 2015–NM–177–AD; Amendment
39–18795; AD 2017–03–04]
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RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
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We are superseding
Airworthiness Directive (AD) 2012–16–
07 for certain The Boeing Company
Model 737–500 series airplanes. AD
2012–16–07 required inspections of the
fuselage skin at the chem-milled steps,
and repair if necessary. This new AD
adds new inspections, permanent
repairs of time-limited repairs, related
investigative and corrective actions if
necessary, and skin panel replacement.
This AD was prompted by evaluation by
the design approval holder (DAH) that
indicates that the fuselage skin is
subject to widespread fatigue damage
(WFD), and reports of cracking in
certain areas of the fuselage skin. We are
issuing this AD to address the unsafe
condition on these products.
DATES: This AD is effective March 28,
2017.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of March 28, 2017.
ADDRESSES: For service information
identified in this final rule, contact
Boeing Commercial Airplanes,
Attention: Contractual & Data Services
(C&DS), 2600 Westminster Blvd., MC
110–SK57, Seal Beach, CA 90740–5600;
telephone 562–797–1717; 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–2016–
6664.
SUMMARY:
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.govby searching for
and locating Docket No. FAA–2016–
6664; 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:
Jennifer Tsakoumakis, Aerospace
Engineer, Airframe Branch, ANM–120L,
FAA, Los Angeles Aircraft Certification
Office (ACO), 3960 Paramount
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Boulevard, Lakewood, CA 90712–4137;
phone: 562–627–5264; fax: 562–627–
5210; email: jennifer.tsakoumakis@
faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2012–16–07,
Amendment 39–17154 (77 FR 48423,
August 14, 2012) (‘‘AD 2012–16–07’’).
AD 2012–16–07 applied to certain The
Boeing Company Model 737–500 series
airplanes. The NPRM published in the
Federal Register on May 13, 2016 (81
FR 29813) (‘‘the NPRM’’). The NPRM
was prompted by evaluation by the
DAH that indicates that the fuselage
skin is subject to WFD, and reports of
cracks at the chem-milled steps in the
fuselage skin. The NPRM proposed to
continue to require inspections of the
fuselage skin at the chem-milled steps,
and repair if necessary. The NPRM also
proposed to add new fuselage skin
inspections for cracking, inspections to
detect missing or loose fasteners and
any disbonding or cracking of bonded
doublers, permanent repairs of timelimited repairs, related investigative and
corrective actions if necessary, and skin
panel replacement. We are issuing this
AD to detect and correct cracking on the
aft lower lobe fuselage skins, which
could result in rapid decompression of
the airplane.
Comments
We gave the public the opportunity to
participate in developing this AD. The
following presents the comments
received on the NPRM and the FAA’s
response to each comment.
Request To Remove Time-Limited
Repair Exception From Paragraph (g) of
the Proposed AD
Boeing requested that we remove the
paragraph (h)(5) exception specified in
paragraph (g) of the proposed AD.
Boeing stated that paragraph (h)(5) of
the proposed AD refers to structure with
time-limited repairs and is not
applicable to paragraph (g) of the
proposed AD, which deals with actions
on unrepaired structure.
We agree with Boeing’s request to
remove the paragraph (h)(5) reference in
paragraph (g) of this AD for the reason
provided by Boeing. We have revised
paragraph (g) of this AD accordingly.
Request To Revise Proposed
Compliance Time and Method of
Compliance
Boeing requested that we revise
paragraphs (h)(4), (k)(1), and (k)(2) of
the proposed AD to specify that the skin
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panel replacement condition is ‘‘before’’
53,000 total flight cycles, not ‘‘at or
before’’ 53,000 total flight cycles; ‘‘and
at or after’’ 53,000 total flight cycles, not
‘‘before’’ for the terminating action in
paragraph (k) of the proposed AD.
Boeing explained if a skin panel is
replaced at 53,000 total flight cycles, no
additional safety inspections would be
needed due to the limit of validity
(LOV).
Boeing also requested that we revise
the compliance time for skin panel
replacement in paragraph (h)(4) of the
proposed AD to a time approved by the
FAA through the alternative method of
compliance (AMOC) process instead of
the time specified in the service
information. Boeing asserted that a reset
of the compliance times is necessary if
the panel is replaced before 53,000 total
flight cycles. Since a Boeing authorized
representative may not approve
extensions of compliance times, Boeing
pointed out that the AMOC approval for
a reset of the compliance times from
total flight cycles to flight cycles from
when the panel is replaced would have
to come from the FAA.
We partially agree with Boeing’s
requests. We agree to revise the
compliance time condition to ‘‘before
53,000 total flight cycles’’ in paragraphs
(h)(4), (k)(1), and (k)(2) of this AD; and
to ‘‘at or after 53,000 total flight cycles’’
in paragraph (k) of this AD for the
terminating action to address Boeing’s
LOV concerns.
We also acknowledge the request to
change the compliance time in
paragraph (h)(4) of this AD from the
applicable time for the next inspection
as specified in the service information
to a time approved by the FAA.
However, we have determined that a
change to this AD is not necessary.
Operators may always request approval
for alternative compliance times using a
method approved in accordance with
the procedures specified in paragraph
(m) of this AD. The compliance time in
paragraph (h)(4) of this AD is an
appropriate compliance time and
provides an acceptable level of safety. It
should also provide operators with
sufficient information for maintenance
planning purposes and allow the
inspections to be done during scheduled
maintenance intervals for most affected
operators.
Request To Provide Specific Service
Information References
Boeing requested that we revise
paragraphs (i)(1) and (i)(2) of the
proposed AD to provide reference to the
specific part of the service information.
Boeing stated that paragraph (g) of the
proposed AD includes specific service
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information part references, so this
change would make paragraph (i)
consistent with the formatting of
paragraph (g) of the proposed AD.
We do not agree with Boeing’s
requests. Paragraph (g) of this AD, in
part, specifies the specific service
information paragraph reference for
doing repairs that are terminating action
for the repetitive inspections at the
repaired locations only. We determined
that this reference is needed for clarity.
We do not agree that the other
references are needed for clarity. We
have not changed this AD in this regard.
Request To Clarify Post-modification
Airworthiness Limitation Inspections
Boeing requested that we revise
paragraph (j) of the proposed AD to
specify that table 3 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Special
Attention Service Bulletin 737–53–
1315, Revision 1, dated June 30, 2015
(‘‘SASB 737–53–1315 R1’’), is for postmodification airworthiness limitation
inspections at the modified locations.
Boeing explained that, since
airworthiness limitation inspections are
required by maintenance and
operational rules, it is unnecessary to
mandate them in this AD.
We agree with Boeing’s request. We
have revised paragraph (j) of this AD to
clarify that the post-modification
inspections are airworthiness
limitations that are required by
maintenance and operational rules;
therefore, these inspections are not
required by this AD.
Request To Revise Corrective Actions in
Paragraph (k) of the Proposed AD
Boeing requested that we revise
paragraph (k) of the proposed AD,
which specifies replacing the applicable
skin panels and doing all applicable
related investigative and corrective
actions. Boeing requested that we
remove the phrases ‘‘do all applicable
related investigative and corrective
actions,’’ in accordance with the
Accomplishment Instructions of SASB
737–53–1315 R1 and ‘‘do all applicable
related investigative and corrective
actions before further flight.’’ Boeing
suggested replacing these phrases with
in accordance with ‘‘Part 2: Skin Panel
Replacement of the Accomplishment
Instructions of Boeing Special Attention
Service Bulletin 737–53–1315, Revision
1, dated June 30, 2015,’’ to be similar to
the wording in other NPRMs.
We disagree with the request to refer
to ‘‘Part 2’’ of SASB 737–53–1315 R1.
We do not agree that the reference is
needed for clarity. We also do not agree
with removing the phrase ‘‘all
applicable related investigative and
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corrective actions’’ because that phrase
indicates there are on-condition actions.
The skin panel replacement includes a
conditional action that specifies
reinstalling a certain lap joint
modification. The sentence ‘‘do all
applicable related investigative and
corrective actions before further flight’’
is included to reinforce the compliance
time for the on-condition actions. We
have not changed this AD in regard to
these requests.
Request To Revise the NPRM To
Address Certain Repaired Areas
For airplanes subject to the
requirements of paragraph (g) of the
proposed AD, Boeing requested that we
add a paragraph that specifies that
inspections are not required in areas
that are spanned by an FAA-approved
repair that has met certain conditions.
Boeing submitted specific conditions.
Boeing stated that its request is to
address elimination of inspections for
repairs that have been accomplished for
damage other than chem-mill cracking.
We do not agree with Boeing’s
request. Paragraph (g) of this AD
specifies to do the applicable
inspections and related investigative
and corrective actions specified in the
Accomplishment Instructions of SASB
737–53–1315 R1. This service
information already contains the criteria
Boeing proposed. Therefore, this criteria
does not need to be repeated in this AD.
We have not changed this AD in this
regard.
Effect of Winglets on Accomplishment
of the Proposed Actions
Aviation Partners Boeing stated that
accomplishing the Supplemental Type
Certificate (STC) ST01219SE does not
affect the actions specified in the
NPRM.
We concur with the commenter. We
have redesignated paragraph (c) of the
proposed AD as (c)(1) and added
paragraph (c)(2) to this AD to state that
installation of STC ST01219SE does not
affect the ability to accomplish the
actions required by this final rule.
Therefore, for airplanes on which STC
ST01219SE is installed, a ‘‘change in
product’’ alternative method of
compliance (AMOC) approval request is
not necessary to comply with the
requirements of 14 CFR 39.17.
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:
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• Are consistent with the intent that
was proposed in the NPRM for
correcting the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the NPRM.
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 SASB 737–53–1315 R1.
The service information describes
procedures for inspection and repair of
the fuselage skin panels between station
727 and station 1016, and between
stringers S–14 and S–25; and also
describes procedures for skin panel
replacement. 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 33
airplanes of U.S. registry.
We estimate the following costs to
comply with this AD:
ESTIMATED COSTS
Action
Labor cost
Inspections (actions retained from AD
2012–16-07).
Inspections (new action) .........................
23 work-hours × $85 per hour = $1,955
per inspection cycle.
Up to 1,515 work-hours × $85 per hour
= $128,775 per inspection cycle.
688 work-hours × $85 per hour =
$58,480.
Skin panel replacement (new action) .....
We estimate the following costs to do
any necessary repairs that would be
Parts cost
$0
0
96,000
required based on the results of the
inspection. We have no way of
Cost on U.S.
operators
Cost per product
$1,955 per inspection cycle.
Up to $128,775 per
inspection cycle.
$154,480 ...............
$64,515 per inspection
cycle.
Up to $4,249,575 per inspection cycle.
$5,097,840.
determining the number of aircraft that
might need these repairs:
ON-CONDITION COSTS
Action
Labor cost
Time-limited repair ...................
Permanent repair .....................
Permanent repair inspection ...
24 work-hours × $85 per hour = $2,040. .................................
31 work-hours × $85 per hour = $2,635. .................................
4 work-hours × $85 per hour = $340 per inspection cycle ......
1 We
Cost per product
(1 )
(1 )
( 1)
$2,040.
2,635.
340 per inspection cycle.
have received no definitive data that would enable us to provide parts cost estimates for the on-condition actions 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.
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Parts cost
Regulatory Findings
We have determined that this AD will
not have federalism implications under
Executive Order 13132. This AD will
not have a substantial direct effect on
the States, on the relationship between
the national government and the States,
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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.
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by
removing Airworthiness Directive (AD)
2012–16–07, Amendment 39–17154 (77
FR 48423, August 14, 2012), and adding
the following new AD:
■
2017–03–04 The Boeing Company:
Amendment 39–18795; Docket No.
FAA–2016–6664; Directorate Identifier
2015–NM–177–AD.
(a) Effective Date
This AD is effective March 28, 2017.
(b) Affected ADs
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
This AD replaces AD 2012–16–07,
Amendment 39–17154 (77 FR 48423, August
14, 2012) (‘‘AD 2012–16–07’’).
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
(1) This AD applies to all The Boeing
Company Model 737–500 series airplanes,
certificated in any category.
(2) Installation of Supplemental Type
Certificate (STC) ST01219SE (https://rgl.faa.
gov/Regulatory_and_Guidance_Library/
rgstc.nsf/0/ebd1cec7b301293e86257cb
30045557a/$FILE/ST01219SE.pdf)
PART 39—AIRWORTHINESS
DIRECTIVES
(c) Applicability
1. The authority citation for part 39
continues to read as follows:
■
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does not affect the ability to accomplish the
actions required by this AD. Therefore, for
airplanes on which STC ST01219SE is
installed, a ‘‘change in product’’ alternative
method of compliance (AMOC) approval
request is not necessary to comply with the
requirements of 14 CFR 39.17.
(d) Subject
Air Transport Association (ATA) of
America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by an evaluation by
the design approval holder (DAH) that
indicates that the fuselage skin is subject to
widespread fatigue damage (WFD), and
reports of cracks at the chem-milled steps in
the fuselage skin. We are issuing this AD to
detect and correct cracking on the aft lower
lobe fuselage skins, which could result in
rapid decompression of the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
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(g) Inspections, Related Investigative and
Corrective Actions
At the applicable times specified in table
1 of paragraph 1.E., ‘‘Compliance,’’ of Boeing
Special Attention Service Bulletin 737–53–
1315, Revision 1, dated June 30, 2015
(‘‘SASB 737–53–1315 R1’’), except as
required by paragraphs (h)(1) and (h)(2) of
this AD: Do the applicable inspections to
detect cracks in the fuselage skin panels; and
do all applicable related investigative and
corrective actions; in accordance with the
Accomplishment Instructions of SASB 737–
53–1315 R1, except as required by
paragraphs (h)(3) and (h)(4) of this AD. Do all
applicable related investigative and
corrective actions before further flight.
Repeat the applicable inspections thereafter
at the applicable intervals specified SASB
737–53–1315 R1. Accomplishment of a repair
in accordance with ‘‘Part 3: Repair’’ of the
Accomplishment Instructions of SASB 737–
53–1315 R1, except as required by paragraph
(h)(3) of this AD, is terminating action for the
repetitive inspections required by this
paragraph at the repaired locations only.
(h) Exceptions to SASB 737–53–1315 R1
(1) Where SASB 737–53–1315 R1, specifies
compliance times ‘‘after the Revision 1 date
of this service bulletin,’’ this AD requires
compliance within the specified compliance
times after the effective date of this AD.
(2) The Condition column of table 1 of
Paragraph 1.E., ‘‘Compliance,’’ of SASB 737–
53–1315 R1, refers to airplanes in certain
configurations as of the ‘‘issue date of
Revision 1 of this service bulletin.’’ However,
this AD applies to airplanes in the specified
configurations ‘‘as of the effective date of this
AD.’’
(3) Where SASB 737–53–1315 R1, specifies
contacting Boeing for repair instructions or
work instructions, before further flight, repair
or perform the work instructions using a
method approved in accordance with the
procedures specified in paragraph (m) of this
AD, except as required by paragraph (h)(4) of
this AD.
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(4) For airplanes on which an operator has
a record that a skin panel was replaced with
a production skin panel before 53,000 total
flight cycles: At the applicable time for the
next inspection as specified in table 1 of
paragraph 1.E., ‘‘Compliance,’’ SASB 737–
53–1315 R1, except as provided by
paragraphs (h)(1) and (h)(2) of this AD:
Perform inspections and applicable
corrective actions using a method approved
in accordance with the procedures specified
in paragraph (m) of this AD.
(5) The Condition column of table 2 of
Paragraph 1.E., ‘‘Compliance,’’ of SASB 737–
53–1315 R1, refers to airplanes in certain
configurations as of the ‘‘issue date of
Revision 1 of this service bulletin.’’ However,
this AD applies to airplanes in the specified
configurations regardless of when the time
limited repair is installed.
(i) Actions for Airplanes With a Time
Limited Repair Installed
For airplanes with a time limited repair
installed as specified in Boeing Special
Attention Service Bulletin 737–53–1315,
dated July 29, 2011; or SASB 737–53–1315
R1: At the applicable times specified in table
2 of paragraph 1.E., ‘‘Compliance,’’ of SASB
737–53–1315 R1, except as provided by
paragraphs (h)(1) and (h)(5) of this AD, do the
actions specified in paragraphs (i)(1) and
(i)(2) of this AD.
(1) Do the applicable inspections to detect
missing or loose fasteners and any
disbonding or cracking of bonded doublers;
and do all applicable related investigative
and corrective actions; in accordance with
the Accomplishment Instructions of SASB
737–53–1315 R1, except as required by
paragraph (h)(3) of this AD. Do all applicable
related investigative and corrective actions
before further flight. Repeat the applicable
inspections thereafter at the applicable
intervals specified SASB 737–53–1315 R1.
(2) Make the time limited repair permanent
and do all applicable related investigative
and corrective actions in accordance with the
Accomplishment Instructions of SASB 737–
53–1315 R1, except as required by paragraph
(h)(3) of this AD. Do all applicable related
investigative and corrective actions before
further flight. Accomplishing the permanent
repair required by this paragraph terminates
the inspections required by paragraph (i)(1)
of this AD for the permanently repaired area
only.
(j) AD Provisions for Part 26 Supplemental
Inspections
Table 3 of paragraph 1.E., ‘‘Compliance,’’
of SASB 737–53–1315 R1, specifies postmodification airworthiness limitation
inspections in compliance with 14 CFR
25.571(a)(3) at the modified locations, which
support compliance with 14 CFR
121.1109(c)(2) or 129.109(b)(2). As
airworthiness limitations, these inspections
are required by maintenance and operational
rules. It is therefore unnecessary to mandate
them in this AD. Deviations from these
inspections require FAA approval, but do not
require an alternative method of compliance.
(k) Skin Panel Replacement
At the later of the times specified in
paragraphs (k)(1) and (k)(2) of this AD:
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Replace the applicable skin panels, and do
all applicable related investigative and
corrective actions, in accordance with the
Accomplishment Instructions of SASB 737–
53–1315 R1. Do all applicable related
investigative and corrective actions before
further flight. Doing the skin panel
replacement required by this paragraph
terminates the inspection requirements of
paragraph (g) of this AD for that skin panel
only, provided the skin panel replacement
was done with a production skin panel at or
after 53,000 total flight cycles.
(1) Before 60,000 total flight cycles, but not
before 53,000 total flight cycles.
(2) Within 6,000 flight cycles after the
effective date of this AD, but not before
53,000 total flight cycles.
(l) Credit for Previous Actions
This paragraph provides credit for the zone
1 actions required by paragraph (g) of this
AD, as described in SASB 737–53–1315 R1,
if the zone 1, 2, and 3 actions, as described
in Boeing Special Attention Service Bulletin
737–53–1315, dated July 29, 2011, were
performed before the effective date of this AD
using Boeing Special Attention Service
Bulletin 737–53–1315, dated July 29, 2011,
except as required by paragraph (h)(4) of this
AD. Boeing Special Attention Bulletin 737–
53–1315, dated July 29, 2011, was
incorporated by reference in AD 2012–16–07.
(m) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Los Angeles 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 (n)(1) of this AD. Information may
be emailed to: 9-ANM-LAACO-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,
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, Los Angeles
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.
(4) AMOCs approved previously for AD
2012–16–07 are approved as AMOCs for the
corresponding provisions of paragraph (g) of
this AD.
(n) Related Information
(1) For more information about this AD,
contact Jennifer Tsakoumakis, Aerospace
Engineer, Airframe Branch, ANM–120L,
FAA, Los Angeles Aircraft Certification
E:\FR\FM\21FER1.SGM
21FER1
11144
Federal Register / Vol. 82, No. 33 / Tuesday, February 21, 2017 / Rules and Regulations
Office (ACO), 3960 Paramount Boulevard,
Lakewood, CA 90712–4137; phone: 562–627–
5264; fax: 562–627–5210; email:
jennifer.tsakoumakis@faa.gov.
(2) Service information identified in this
AD that is not incorporated by reference is
available at the addresses specified in
paragraphs (o)(3) and (o)(4) of this AD.
(o) 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 Special Attention Service
Bulletin 737–53–1315, Revision 1, dated June
30, 2015.
(ii) Reserved.
(3) For Boeing service information
identified in this AD, contact Boeing
Commercial Airplanes, Attention:
Contractual & Data Services (C&DS), 2600
Westminster Blvd., MC 110–SK57, Seal
Beach, CA 90740–5600; telephone 562–797–
1717; 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/ibrlocations.html.
Issued in Renton, Washington, on January
31, 2017.
Michael Kaszycki,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2017–02661 Filed 2–17–17; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2016–9190; Directorate
Identifier 2016–NM–087–AD; Amendment
39–18797; AD 2017–04–02]
RIN 2120–AA64
rmajette on DSK2TPTVN1PROD with RULES
Airworthiness Directives; Bombardier,
Inc. Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
We are superseding
Airworthiness Directive (AD) 2014–23–
06 for certain Bombardier, Inc. Model
SUMMARY:
VerDate Sep<11>2014
17:04 Feb 17, 2017
Jkt 241001
CL–600–2B19 (Regional Jet Series 100 &
440) airplanes. AD 2014–23–06 required
modifying the main landing gear (MLG)
by installing a new bracket on the left
and right lower aft-wing planks. This
new AD requires modification of the
MLG with an improved design. This AD
was prompted by a report indicating
that inboard and outboard hydraulic
lines of the brakes were found
connected to the incorrect ports on the
swivel assembly of the MLG. We are
issuing this AD to address the unsafe
condition on these products.
DATES: This AD is effective March 28,
2017.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of March 28, 2017.
ADDRESSES: For service information
identified in this final rule, contact
ˆ
Bombardier, Inc., 400 Cote-Vertu Road
´
West, Dorval, Quebec H4S 1Y9, Canada;
Widebody Customer Response Center
North America toll-free telephone 1–
866–538–1247 or direct-dial telephone
1–514–855–2999; fax 514–855–7401;
email ac.yul@aero.bombardier.com;
Internet https://www.bombardier.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–2016–
9190.
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–2016–
9190; 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 (telephone 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:
Fabio Buttitta, Aerospace Engineer,
Airframe and Mechanical Systems
Branch, ANE–171, FAA, New York
Aircraft Certification Office, 1600
Stewart Avenue, Suite 410, Westbury,
NY 11590; telephone 516–228–7303; fax
516–794–5531.
PO 00000
Frm 00014
Fmt 4700
Sfmt 4700
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2014–23–06,
Amendment 39–18022 (79 FR 69037,
November 20, 2014) (‘‘AD 2014–23–
06’’). AD 2014–23–06 applied to certain
Bombardier, Inc. Model CL–600–2B19
(Regional Jet Series 100 & 440)
airplanes. The NPRM published in the
Federal Register on October 24, 2016
(81 FR 73042). The NPRM was
prompted by a report indicating that
inboard and outboard hydraulic lines of
the brakes were found connected to the
incorrect ports on the swivel assembly
of the MLG. The NPRM proposed to
require modification of the MLG with an
improved design. We are issuing this
AD to prevent incorrect installation of
the brake hydraulic lines, which could
cause the brakes and the anti-skid
system to operate incorrectly, and result
in catastrophic failure of the airplane
during a high-speed rejected takeoff.
Transport Canada Civil Aviation
(TCCA), which is the aviation authority
for Canada, has issued Canadian
Airworthiness Directive CF–2014–10R1,
dated May 4, 2016 (referred to after this
as the Mandatory Continuing
Airworthiness Information, or ‘‘the
MCAI’’), to correct an unsafe condition
for certain Bombardier, Inc. Model CL–
600–2B19 (Regional Jet Series 100 &
440) airplanes. The MCAI states:
Cases of inboard and outboard hydraulic
brake lines connected to the incorrect port of
the swivel assembly on the main landing gear
were found in service. Cross-connected brake
hydraulic lines can cause the brakes and/or
the anti-skid system to operate incorrectly.
During a high speed rejected take-off,
inability for the brakes to operate correctly
could be catastrophic. The original issue of
this [Canadian] AD mandated the
modification to prevent inadvertent crossconnection of the inboard and outboard
hydraulic brake lines.
Following the initial release of this
[Canadian] AD, operators reported that the
modifications required by Bombardier
Service Bulletin (SB) 601R–32–110 Rev. NC.,
dated 19 December 2013, still have a
potential for incorrect connection.
Subsequently, the SB has been revised to
introduce a modified design and this
[Canadian] AD revision is issued to mandate
the incorporation of the modified design.
You may examine the MCAI in the AD
docket on the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2016–
9190.
E:\FR\FM\21FER1.SGM
21FER1
]]>Agencies
[Federal Register Volume 82, Number 33 (Tuesday, February 21, 2017)]
[Rules and Regulations]
[Pages 11140-11144]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-02661]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2016-6664; Directorate Identifier 2015-NM-177-AD;
Amendment 39-18795; AD 2017-03-04]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are superseding Airworthiness Directive (AD) 2012-16-07 for
certain The Boeing Company Model 737-500 series airplanes. AD 2012-16-
07 required inspections of the fuselage skin at the chem-milled steps,
and repair if necessary. This new AD adds new inspections, permanent
repairs of time-limited repairs, related investigative and corrective
actions if necessary, and skin panel replacement. This AD was prompted
by evaluation by the design approval holder (DAH) that indicates that
the fuselage skin is subject to widespread fatigue damage (WFD), and
reports of cracking in certain areas of the fuselage skin. We are
issuing this AD to address the unsafe condition on these products.
DATES: This AD is effective March 28, 2017.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of March 28,
2017.
ADDRESSES: For service information identified in this final rule,
contact Boeing Commercial Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA
90740-5600; telephone 562-797-1717; 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-2016-
6664.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.govby searching for and locating Docket No. FAA-2016-
6664; 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: Jennifer Tsakoumakis, Aerospace
Engineer, Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft
Certification Office (ACO), 3960 Paramount Boulevard, Lakewood, CA
90712-4137; phone: 562-627-5264; fax: 562-627-5210; email:
jennifer.tsakoumakis@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2012-16-07, Amendment 39-17154 (77 FR 48423,
August 14, 2012) (``AD 2012-16-07''). AD 2012-16-07 applied to certain
The Boeing Company Model 737-500 series airplanes. The NPRM published
in the Federal Register on May 13, 2016 (81 FR 29813) (``the NPRM'').
The NPRM was prompted by evaluation by the DAH that indicates that the
fuselage skin is subject to WFD, and reports of cracks at the chem-
milled steps in the fuselage skin. The NPRM proposed to continue to
require inspections of the fuselage skin at the chem-milled steps, and
repair if necessary. The NPRM also proposed to add new fuselage skin
inspections for cracking, inspections to detect missing or loose
fasteners and any disbonding or cracking of bonded doublers, permanent
repairs of time-limited repairs, related investigative and corrective
actions if necessary, and skin panel replacement. We are issuing this
AD to detect and correct cracking on the aft lower lobe fuselage skins,
which could result in rapid decompression of the airplane.
Comments
We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the NPRM and
the FAA's response to each comment.
Request To Remove Time-Limited Repair Exception From Paragraph (g) of
the Proposed AD
Boeing requested that we remove the paragraph (h)(5) exception
specified in paragraph (g) of the proposed AD. Boeing stated that
paragraph (h)(5) of the proposed AD refers to structure with time-
limited repairs and is not applicable to paragraph (g) of the proposed
AD, which deals with actions on unrepaired structure.
We agree with Boeing's request to remove the paragraph (h)(5)
reference in paragraph (g) of this AD for the reason provided by
Boeing. We have revised paragraph (g) of this AD accordingly.
Request To Revise Proposed Compliance Time and Method of Compliance
Boeing requested that we revise paragraphs (h)(4), (k)(1), and
(k)(2) of the proposed AD to specify that the skin
[[Page 11141]]
panel replacement condition is ``before'' 53,000 total flight cycles,
not ``at or before'' 53,000 total flight cycles; ``and at or after''
53,000 total flight cycles, not ``before'' for the terminating action
in paragraph (k) of the proposed AD. Boeing explained if a skin panel
is replaced at 53,000 total flight cycles, no additional safety
inspections would be needed due to the limit of validity (LOV).
Boeing also requested that we revise the compliance time for skin
panel replacement in paragraph (h)(4) of the proposed AD to a time
approved by the FAA through the alternative method of compliance (AMOC)
process instead of the time specified in the service information.
Boeing asserted that a reset of the compliance times is necessary if
the panel is replaced before 53,000 total flight cycles. Since a Boeing
authorized representative may not approve extensions of compliance
times, Boeing pointed out that the AMOC approval for a reset of the
compliance times from total flight cycles to flight cycles from when
the panel is replaced would have to come from the FAA.
We partially agree with Boeing's requests. We agree to revise the
compliance time condition to ``before 53,000 total flight cycles'' in
paragraphs (h)(4), (k)(1), and (k)(2) of this AD; and to ``at or after
53,000 total flight cycles'' in paragraph (k) of this AD for the
terminating action to address Boeing's LOV concerns.
We also acknowledge the request to change the compliance time in
paragraph (h)(4) of this AD from the applicable time for the next
inspection as specified in the service information to a time approved
by the FAA. However, we have determined that a change to this AD is not
necessary. Operators may always request approval for alternative
compliance times using a method approved in accordance with the
procedures specified in paragraph (m) of this AD. The compliance time
in paragraph (h)(4) of this AD is an appropriate compliance time and
provides an acceptable level of safety. It should also provide
operators with sufficient information for maintenance planning purposes
and allow the inspections to be done during scheduled maintenance
intervals for most affected operators.
Request To Provide Specific Service Information References
Boeing requested that we revise paragraphs (i)(1) and (i)(2) of the
proposed AD to provide reference to the specific part of the service
information. Boeing stated that paragraph (g) of the proposed AD
includes specific service information part references, so this change
would make paragraph (i) consistent with the formatting of paragraph
(g) of the proposed AD.
We do not agree with Boeing's requests. Paragraph (g) of this AD,
in part, specifies the specific service information paragraph reference
for doing repairs that are terminating action for the repetitive
inspections at the repaired locations only. We determined that this
reference is needed for clarity. We do not agree that the other
references are needed for clarity. We have not changed this AD in this
regard.
Request To Clarify Post-modification Airworthiness Limitation
Inspections
Boeing requested that we revise paragraph (j) of the proposed AD to
specify that table 3 of paragraph 1.E., ``Compliance,'' of Boeing
Special Attention Service Bulletin 737-53-1315, Revision 1, dated June
30, 2015 (``SASB 737-53-1315 R1''), is for post-modification
airworthiness limitation inspections at the modified locations. Boeing
explained that, since airworthiness limitation inspections are required
by maintenance and operational rules, it is unnecessary to mandate them
in this AD.
We agree with Boeing's request. We have revised paragraph (j) of
this AD to clarify that the post-modification inspections are
airworthiness limitations that are required by maintenance and
operational rules; therefore, these inspections are not required by
this AD.
Request To Revise Corrective Actions in Paragraph (k) of the Proposed
AD
Boeing requested that we revise paragraph (k) of the proposed AD,
which specifies replacing the applicable skin panels and doing all
applicable related investigative and corrective actions. Boeing
requested that we remove the phrases ``do all applicable related
investigative and corrective actions,'' in accordance with the
Accomplishment Instructions of SASB 737-53-1315 R1 and ``do all
applicable related investigative and corrective actions before further
flight.'' Boeing suggested replacing these phrases with in accordance
with ``Part 2: Skin Panel Replacement of the Accomplishment
Instructions of Boeing Special Attention Service Bulletin 737-53-1315,
Revision 1, dated June 30, 2015,'' to be similar to the wording in
other NPRMs.
We disagree with the request to refer to ``Part 2'' of SASB 737-53-
1315 R1. We do not agree that the reference is needed for clarity. We
also do not agree with removing the phrase ``all applicable related
investigative and corrective actions'' because that phrase indicates
there are on-condition actions. The skin panel replacement includes a
conditional action that specifies reinstalling a certain lap joint
modification. The sentence ``do all applicable related investigative
and corrective actions before further flight'' is included to reinforce
the compliance time for the on-condition actions. We have not changed
this AD in regard to these requests.
Request To Revise the NPRM To Address Certain Repaired Areas
For airplanes subject to the requirements of paragraph (g) of the
proposed AD, Boeing requested that we add a paragraph that specifies
that inspections are not required in areas that are spanned by an FAA-
approved repair that has met certain conditions. Boeing submitted
specific conditions. Boeing stated that its request is to address
elimination of inspections for repairs that have been accomplished for
damage other than chem-mill cracking.
We do not agree with Boeing's request. Paragraph (g) of this AD
specifies to do the applicable inspections and related investigative
and corrective actions specified in the Accomplishment Instructions of
SASB 737-53-1315 R1. This service information already contains the
criteria Boeing proposed. Therefore, this criteria does not need to be
repeated in this AD. We have not changed this AD in this regard.
Effect of Winglets on Accomplishment of the Proposed Actions
Aviation Partners Boeing stated that accomplishing the Supplemental
Type Certificate (STC) ST01219SE does not affect the actions specified
in the NPRM.
We concur with the commenter. We have redesignated paragraph (c) of
the proposed AD as (c)(1) and added paragraph (c)(2) to this AD to
state that installation of STC ST01219SE does not affect the ability to
accomplish the actions required by this final rule. Therefore, for
airplanes on which STC ST01219SE is installed, a ``change in product''
alternative method of compliance (AMOC) approval request is not
necessary to comply with the requirements of 14 CFR 39.17.
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:
[[Page 11142]]
Are consistent with the intent that was proposed in the
NPRM for correcting the unsafe condition; and
Do not add any additional burden upon the public than was
already proposed in the NPRM.
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 SASB 737-53-1315 R1. The service information describes
procedures for inspection and repair of the fuselage skin panels
between station 727 and station 1016, and between stringers S-14 and S-
25; and also describes procedures for skin panel replacement. 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 33 airplanes of U.S. registry.
We estimate the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Parts Cost on U.S.
Action Labor cost cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Inspections (actions retained 23 work-hours x $85 per $0 $1,955 per $64,515 per
from AD 2012-16[dash]07). hour = $1,955 per inspection cycle. inspection cycle.
inspection cycle.
Inspections (new action)......... Up to 1,515 work-hours x 0 Up to $128,775 per Up to $4,249,575
$85 per hour = $128,775 inspection cycle. per inspection
per inspection cycle. cycle.
Skin panel replacement (new 688 work-hours x $85 per 96,000 $154,480........... $5,097,840.
action). hour = $58,480.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary repairs 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
repairs:
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Action Labor cost Parts cost Cost per product
----------------------------------------------------------------------------------------------------------------
Time-limited repair................... 24 work-hours x $85 per hour = (\1\) $2,040.
$2,040..
Permanent repair...................... 31 work-hours x $85 per hour = (\1\) 2,635.
$2,635..
Permanent repair inspection........... 4 work-hours x $85 per hour = (\1\) 340 per inspection
$340 per inspection cycle. cycle.
----------------------------------------------------------------------------------------------------------------
\1\ We have received no definitive data that would enable us to provide parts cost estimates for the on-
condition actions 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
We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government.
For the reasons discussed above, I certify that 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 removing Airworthiness Directive (AD)
2012-16-07, Amendment 39-17154 (77 FR 48423, August 14, 2012), and
adding the following new AD:
2017-03-04 The Boeing Company: Amendment 39-18795; Docket No. FAA-
2016-6664; Directorate Identifier 2015-NM-177-AD.
(a) Effective Date
This AD is effective March 28, 2017.
(b) Affected ADs
This AD replaces AD 2012-16-07, Amendment 39-17154 (77 FR 48423,
August 14, 2012) (``AD 2012-16-07'').
(c) Applicability
(1) This AD applies to all The Boeing Company Model 737-500
series airplanes, certificated in any category.
(2) Installation of Supplemental Type Certificate (STC)
ST01219SE (https://rgl.faa.gov/Regulatory_and_Guidance_Library/
rgstc.nsf/0/ebd1cec7b301293e86257cb30045557a/$FILE/ST01219SE.pdf)
[[Page 11143]]
does not affect the ability to accomplish the actions required by
this AD. Therefore, for airplanes on which STC ST01219SE is
installed, a ``change in product'' alternative method of compliance
(AMOC) approval request is not necessary to comply with the
requirements of 14 CFR 39.17.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by an evaluation by the design approval
holder (DAH) that indicates that the fuselage skin is subject to
widespread fatigue damage (WFD), and reports of cracks at the chem-
milled steps in the fuselage skin. We are issuing this AD to detect
and correct cracking on the aft lower lobe fuselage skins, which
could result in rapid decompression of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Inspections, Related Investigative and Corrective Actions
At the applicable times specified in table 1 of paragraph 1.E.,
``Compliance,'' of Boeing Special Attention Service Bulletin 737-53-
1315, Revision 1, dated June 30, 2015 (``SASB 737-53-1315 R1''),
except as required by paragraphs (h)(1) and (h)(2) of this AD: Do
the applicable inspections to detect cracks in the fuselage skin
panels; and do all applicable related investigative and corrective
actions; in accordance with the Accomplishment Instructions of SASB
737-53-1315 R1, except as required by paragraphs (h)(3) and (h)(4)
of this AD. Do all applicable related investigative and corrective
actions before further flight. Repeat the applicable inspections
thereafter at the applicable intervals specified SASB 737-53-1315
R1. Accomplishment of a repair in accordance with ``Part 3: Repair''
of the Accomplishment Instructions of SASB 737-53-1315 R1, except as
required by paragraph (h)(3) of this AD, is terminating action for
the repetitive inspections required by this paragraph at the
repaired locations only.
(h) Exceptions to SASB 737-53-1315 R1
(1) Where SASB 737-53-1315 R1, specifies compliance times
``after the Revision 1 date of this service bulletin,'' this AD
requires compliance within the specified compliance times after the
effective date of this AD.
(2) The Condition column of table 1 of Paragraph 1.E.,
``Compliance,'' of SASB 737-53-1315 R1, refers to airplanes in
certain configurations as of the ``issue date of Revision 1 of this
service bulletin.'' However, this AD applies to airplanes in the
specified configurations ``as of the effective date of this AD.''
(3) Where SASB 737-53-1315 R1, specifies contacting Boeing for
repair instructions or work instructions, before further flight,
repair or perform the work instructions using a method approved in
accordance with the procedures specified in paragraph (m) of this
AD, except as required by paragraph (h)(4) of this AD.
(4) For airplanes on which an operator has a record that a skin
panel was replaced with a production skin panel before 53,000 total
flight cycles: At the applicable time for the next inspection as
specified in table 1 of paragraph 1.E., ``Compliance,'' SASB 737-53-
1315 R1, except as provided by paragraphs (h)(1) and (h)(2) of this
AD: Perform inspections and applicable corrective actions using a
method approved in accordance with the procedures specified in
paragraph (m) of this AD.
(5) The Condition column of table 2 of Paragraph 1.E.,
``Compliance,'' of SASB 737-53-1315 R1, refers to airplanes in
certain configurations as of the ``issue date of Revision 1 of this
service bulletin.'' However, this AD applies to airplanes in the
specified configurations regardless of when the time limited repair
is installed.
(i) Actions for Airplanes With a Time Limited Repair Installed
For airplanes with a time limited repair installed as specified
in Boeing Special Attention Service Bulletin 737-53-1315, dated July
29, 2011; or SASB 737-53-1315 R1: At the applicable times specified
in table 2 of paragraph 1.E., ``Compliance,'' of SASB 737-53-1315
R1, except as provided by paragraphs (h)(1) and (h)(5) of this AD,
do the actions specified in paragraphs (i)(1) and (i)(2) of this AD.
(1) Do the applicable inspections to detect missing or loose
fasteners and any disbonding or cracking of bonded doublers; and do
all applicable related investigative and corrective actions; in
accordance with the Accomplishment Instructions of SASB 737-53-1315
R1, except as required by paragraph (h)(3) of this AD. Do all
applicable related investigative and corrective actions before
further flight. Repeat the applicable inspections thereafter at the
applicable intervals specified SASB 737-53-1315 R1.
(2) Make the time limited repair permanent and do all applicable
related investigative and corrective actions in accordance with the
Accomplishment Instructions of SASB 737-53-1315 R1, except as
required by paragraph (h)(3) of this AD. Do all applicable related
investigative and corrective actions before further flight.
Accomplishing the permanent repair required by this paragraph
terminates the inspections required by paragraph (i)(1) of this AD
for the permanently repaired area only.
(j) AD Provisions for Part 26 Supplemental Inspections
Table 3 of paragraph 1.E., ``Compliance,'' of SASB 737-53-1315
R1, specifies post-modification airworthiness limitation inspections
in compliance with 14 CFR 25.571(a)(3) at the modified locations,
which support compliance with 14 CFR 121.1109(c)(2) or
129.109(b)(2). As airworthiness limitations, these inspections are
required by maintenance and operational rules. It is therefore
unnecessary to mandate them in this AD. Deviations from these
inspections require FAA approval, but do not require an alternative
method of compliance.
(k) Skin Panel Replacement
At the later of the times specified in paragraphs (k)(1) and
(k)(2) of this AD: Replace the applicable skin panels, and do all
applicable related investigative and corrective actions, in
accordance with the Accomplishment Instructions of SASB 737-53-1315
R1. Do all applicable related investigative and corrective actions
before further flight. Doing the skin panel replacement required by
this paragraph terminates the inspection requirements of paragraph
(g) of this AD for that skin panel only, provided the skin panel
replacement was done with a production skin panel at or after 53,000
total flight cycles.
(1) Before 60,000 total flight cycles, but not before 53,000
total flight cycles.
(2) Within 6,000 flight cycles after the effective date of this
AD, but not before 53,000 total flight cycles.
(l) Credit for Previous Actions
This paragraph provides credit for the zone 1 actions required
by paragraph (g) of this AD, as described in SASB 737-53-1315 R1, if
the zone 1, 2, and 3 actions, as described in Boeing Special
Attention Service Bulletin 737-53-1315, dated July 29, 2011, were
performed before the effective date of this AD using Boeing Special
Attention Service Bulletin 737-53-1315, dated July 29, 2011, except
as required by paragraph (h)(4) of this AD. Boeing Special Attention
Bulletin 737-53-1315, dated July 29, 2011, was incorporated by
reference in AD 2012-16-07.
(m) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Los Angeles 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 (n)(1) of this AD.
Information may be emailed to: 9-ANM-LAACO-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, Los Angeles 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.
(4) AMOCs approved previously for AD 2012-16-07 are approved as
AMOCs for the corresponding provisions of paragraph (g) of this AD.
(n) Related Information
(1) For more information about this AD, contact Jennifer
Tsakoumakis, Aerospace Engineer, Airframe Branch, ANM-120L, FAA, Los
Angeles Aircraft Certification
[[Page 11144]]
Office (ACO), 3960 Paramount Boulevard, Lakewood, CA 90712-4137;
phone: 562-627-5264; fax: 562-627-5210; email:
jennifer.tsakoumakis@faa.gov.
(2) Service information identified in this AD that is not
incorporated by reference is available at the addresses specified in
paragraphs (o)(3) and (o)(4) of this AD.
(o) 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 Special Attention Service Bulletin 737-53-1315,
Revision 1, dated June 30, 2015.
(ii) Reserved.
(3) For Boeing service information identified in this AD,
contact Boeing Commercial Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA
90740-5600; telephone 562-797-1717; 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 January 31, 2017.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2017-02661 Filed 2-17-17; 8:45 am]
BILLING CODE 4910-13-P
