Airworthiness Directives; The Boeing Company Airplanes, 20450-20453 [2017-08831]
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20450
Proposed Rules
Federal Register
Vol. 82, No. 83
Tuesday, May 2, 2017
This section of the FEDERAL REGISTER
contains notices to the public of the proposed
issuance of rules and regulations. The
purpose of these notices is to give interested
persons an opportunity to participate in the
rule making prior to the adoption of the final
rules.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2017–0332; Directorate
Identifier 2016–NM–164–AD]
Examining the AD Docket
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for certain
The Boeing Company Model 737–200,
–200C, –300, –400, and –500 series
airplanes. This proposed AD was
prompted by reports of skin doublers
that disbonded from their skin panels.
This proposed AD would require
repetitive inspections of fuselage skin
panels, and applicable on-condition
actions. We are proposing this AD to
address the unsafe condition on these
products.
SUMMARY:
We must receive comments on
this proposed AD by June 16, 2017.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this NPRM, contact Boeing Commercial
Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster
jstallworth on DSK7TPTVN1PROD with PROPOSALS
DATES:
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Jkt 241001
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–2017–
0332.
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2017–
0332; 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 proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Office
(phone: 800–647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT:
Wade Sullivan, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue SW., Renton,
WA 98057–3356; phone: 425–917–6430;
fax: 425–917–6590; email:
wade.sullivan@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposal. Send your comments to
an address listed under the ADDRESSES
section. Include ‘‘Docket No. FAA–
2017–0332; Directorate Identifier 2016–
NM–164–AD’’ at the beginning of your
comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD because of those
comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
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will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
Fatigue damage can occur locally, in
small areas or structural design details,
or globally, in widespread areas.
Multiple-site damage is widespread
damage that occurs in a large structural
element such as a single rivet line of a
lap splice joining two large skin panels.
Widespread damage can also occur in
multiple elements such as adjacent
frames or stringers. Multiple-site
damage and multiple-element damage
cracks are typically too small initially to
be reliably detected with normal
inspection methods. Without
intervention, these cracks will grow,
and eventually compromise the
structural integrity of the airplane. This
condition is known as widespread
fatigue damage. It is associated with
general degradation of large areas of
structure with similar structural details
and stress levels. As an airplane ages,
widespread fatigue damage (WFD) will
likely occur, and will certainly occur if
the airplane is operated long enough
without any intervention.
The FAA’s WFD final rule (75 FR
69746, November 15, 2010) became
effective on January 14, 2011. The WFD
rule requires certain actions to prevent
structural failure due to WFD
throughout the operational life of
certain existing transport category
airplanes and all of these airplanes that
will be certificated in the future. For
existing and future airplanes subject to
the WFD rule, the rule requires that
DAHs establish a limit of validity (LOV)
of the engineering data that support the
structural maintenance program.
Operators affected by the WFD rule may
not fly an airplane beyond its LOV,
unless an extended LOV is approved.
The WFD rule (75 FR 69746,
November 15, 2010) does not require
identifying and developing maintenance
actions if the DAHs can show that such
actions are not necessary to prevent
WFD before the airplane reaches the
LOV. Many LOVs, however, do depend
on accomplishment of future
maintenance actions. As stated in the
WFD rule, any maintenance actions
necessary to reach the LOV will be
mandated by airworthiness directives
through separate rulemaking actions.
In the context of WFD, this action is
necessary to enable DAHs to propose
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Federal Register / Vol. 82, No. 83 / Tuesday, May 2, 2017 / Proposed Rules
LOVs that allow operators the longest
operational lives for their airplanes, and
still ensure that WFD will not occur.
This approach allows for an
implementation strategy that provides
flexibility to DAHs in determining the
timing of service information
development (with FAA approval),
while providing operators with certainty
regarding the LOV applicable to their
airplanes.
We have received reports of skin
doublers that disbonded from their skin
panels on certain Model 737 series
airplanes. Bonded skin doublers are part
of the back-up structure for the skin
panels and are installed from body
station (BS) 259.50 through BS 1016 on
both sides of the airplane. The airplane
manufacturer has attributed the root
cause of disbonded skin doublers to
improper processing during the
phosphoric acid anodization phase of
skin panel manufacturing. Disbonding
of the skin panel reduces the skin
panel’s capability to resist cracks in the
countersunk holes of fastened joints and
can lead to fuselage skin cracking and
multi-site damage, predominantly in the
lap splices and butt joints. Fuselage skin
cracking resulting from disbonded skin
panels, if not detected and corrected,
could result in rapid decompression and
loss of structural integrity of the
airplane.
Related Service Information Under 1
CFR Part 51
We reviewed Boeing Alert Service
Bulletin 737–53A1349, dated August 23,
2016. The service information describes
procedures for repetitive inspections of
fuselage skin panels for cracking,
corrosion, and existing disbond repairs;
and applicable on-condition 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.
FAA’s Determination
We are proposing this AD because we
evaluated all the relevant information
and determined that the unsafe
condition described previously is likely
to exist or develop in other products of
the same type design.
Proposed AD Requirements
This proposed AD would require
accomplishment of the actions
identified as ‘‘RC’’ (required for
compliance) in the Accomplishment
Instructions of Boeing Alert Service
Bulletin 737–53A1349, dated August 23,
2016, described previously, except for
differences between this proposed AD
and the service information that are
identified in the regulatory text of this
proposed AD.
For information on the procedures
and compliance times, see this service
information at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2017–
0332.
Related Rulemaking
AD 2003–14–06, Amendment 39–
13225 (68 FR 40759, July 9, 2003;
corrected July 21, 2003 (68 FR 42956))
(‘‘AD 2003–14–06’’), applies to certain
Model 737–200, –200C, –300, –400, and
–500 series airplanes. AD 2003–14–06
requires repetitive inspections for
cracking of certain lap splices, and
corrective action if necessary.
Accomplishment of initial inspections
specified in this proposed AD would
terminate all requirements of AD 2003–
14–06.
Explanation of Certain Compliance
Times
The compliance time to replace skin
panels, which is one of the actions
identified as ‘‘RC’’ for certain conditions
to address WFD in this NPRM, was
established to ensure that discrepant
structure is replaced before WFD
develops in airplanes. Standard
inspection techniques cannot be relied
on to detect WFD before it becomes a
hazard to flight. We will not grant any
extensions of the compliance time to
complete any AD-mandated service
bulletin related to WFD without
extensive new data that would
substantiate and clearly warrant such an
extension.
Table 9 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 737–53A1349, dated August 23,
2016, does not provide a grace period
for airplanes that have exceeded a
certain compliance time. Paragraph
(h)(3) of this proposed AD adds a grace
period of 4,500 flight cycles. We have
coordinated this grace period with
Boeing.
Costs of Compliance
We estimate that this proposed AD
affects 169 airplanes of U.S. registry. We
estimate the following costs to comply
with this proposed AD:
ESTIMATED COSTS
Action
Labor cost
External general visual and
detailed inspections.
External high frequency bond
test inspection.
jstallworth on DSK7TPTVN1PROD with PROPOSALS
Ultrasonic disbond inspection
and internal detailed skin
inspection.
Parts cost
180 work-hours × $85 per
hour = $15,300 per inspection cycle.
450 work hours × $85 per
hour = $38,250 per inspection cycle.
630 work-hours × $85 per
hour = $53,550 per inspection cycle.
We estimate the following costs to do
any necessary on-condition actions that
would be required based on the results
Cost per product
$0
Cost on U.S. operators
$15,300 per inspection cycle
$2,585,700 per inspection
cycle.
0
$38,250 inspection cycle .......
$6,464,250 per inspection
cycle.
0
$53,550 per inspection cycle
$9,049,950 per inspection
cycle.
of the proposed inspections. We have no
way of determining the number of
aircraft that might need these oncondition actions:
ON-CONDITION COSTS PER SKIN PANEL
Action
Labor cost
Parts cost
On-condition inspections ......................................
Repairs ..................................................................
Up to 25 work-hours × $85 per hour = $2,125 ..
Up to 68 work-hours × $85 per hour = $5,780 ..
$0 .................................
Up to $100 ...................
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Cost per
product
Up to $2,125.
Up to $5,880.
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Federal Register / Vol. 82, No. 83 / Tuesday, May 2, 2017 / Proposed Rules
ON-CONDITION COSTS PER SKIN PANEL—Continued
Action
Labor cost
Parts cost
Skin panel replacement ........................................
304 work-hours × $85 per hour = $25,840 ........
$95,000 ........................
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
jstallworth on DSK7TPTVN1PROD with PROPOSALS
We determined that this proposed AD
would not have federalism implications
under Executive Order 13132. This
proposed AD would 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 this proposed regulation:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Is not a ‘‘significant rule’’ under
the DOT Regulatory Policies and
Procedures (44 FR 11034, February 26,
1979),
(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.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
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the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
The Boeing Company: Docket No. FAA–
2017–0332; Directorate Identifier 2016–
NM–164–AD.
(a) Comments Due Date
We must receive comments by June 16,
2017.
(b) Affected ADs
This AD affects AD 2003–14–06,
Amendment 39–13225 (68 FR 40759, July 9,
2003; corrected July 21, 2003 (68 FR 42956))
(‘‘AD 2003–14–06’’).
(c) Applicability
This AD applies to The Boeing Company
Model 737–200, –200C, –300, –400, and –500
series airplanes, certificated in any category,
as identified in Boeing Alert Service Bulletin
737–53A1349, dated August 23, 2016.
(d) Subject
Air Transport Association (ATA) of
America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by reports of skin
doublers that disbonded from their skin
panels. We are issuing this AD to detect and
correct disbonded skin panels, which could
result in fuselage skin cracking, rapid
decompression, and loss of structural
integrity of the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Actions Required for Compliance
Except as required by paragraph (h) of this
AD: Do all applicable actions identified as
required for compliance (‘‘RC’’) in, and in
accordance with, the Accomplishment
Instructions of Boeing Alert Service Bulletin
737–53A1349, dated August 23, 2016. Do the
actions at the applicable times specified in
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 737–53A1349, dated
August 23, 2016.
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Cost per
product
$120,840.
(h) Exceptions to Service Information
Specifications
(1) Where Boeing Alert Service Bulletin
737–53A1349, dated August 23, 2016, uses
the phrase ‘‘after the original issue of this
service bulletin,’’ for purposes of determining
compliance with the requirements of this AD,
the phrase ‘‘after the effective date of this
AD’’ must be used.
(2) Where Boeing Alert Service Bulletin
737–53A1349, dated August 23, 2016,
specifies contacting Boeing for instructions,
and specifies that action as ‘‘RC’’ (Required
for Compliance): This AD requires using a
method approved in accordance with the
procedures specified in paragraph (k) of this
AD.
(3) For replaced skin panels identified in
table 9 of paragraph 1.E., ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 737–53A1349,
dated August 23, 2016, on which the onetime internal inspection specified in Service
Bulletin 737–53–1179, Revision 2, dated
October 25, 2001, has not been done: The
compliance time for accomplishment of the
actions specified in Part 8 of the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1349, dated August
23, 2016, is at the latest of the times specified
in paragraphs (h)(3)(i), (h)(3)(ii), and
(h)(3)(iii) of this AD.
(i) Within 50,000 flight cycles after the skin
panel replacement.
(ii) Within 20,000 flight cycles after July
14, 2003 (the effective date of AD 2003–14–
16).
(iii) Within 4,500 flight cycles after the
effective date of this AD.
(i) Terminating Action for This AD
Accomplishment of any skin panel
replacement, as specified in the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1349, dated August
23, 2016, except as required by paragraph
(h)(2) of this AD, terminates the repetitive
inspections required by paragraph (g) of this
AD at the replaced skin panel only.
(j) Terminating Action for AD 2003–14–06
Accomplishment of the initial inspections
required by paragraph (g) of this AD
terminates all requirements of AD 2003–14–
06.
(k) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Los Angeles Aircraft
Certification Office, 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 (l)(1) of this AD. Information may
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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, 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.
(4) Except as required by paragraph (h)(2)
of this AD: For service information that
contains steps that are labeled as Required
for Compliance (RC), the provisions of
paragraphs (k)(4)(i) and (k)(4)(ii) of this AD
apply.
(i) The steps labeled as RC, including
substeps under an RC step and any figures
identified in an RC step, must be done to
comply with the AD. If a step or substep is
labeled ‘‘RC Exempt,’’ then the RC
requirement is removed from that step or
substep. An AMOC is required for any
deviations to RC steps, including substeps
and identified figures.
(ii) Steps not labeled as RC may be
deviated from using accepted methods in
accordance with the operator’s maintenance
or inspection program without obtaining
approval of an AMOC, provided the RC steps,
including substeps and identified figures, can
still be done as specified, and the airplane
can be put back in an airworthy condition.
jstallworth on DSK7TPTVN1PROD with PROPOSALS
(l) Related Information
(1) For more information about this AD,
contact Wade Sullivan, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA, Seattle
Aircraft Certification Office (ACO), 1601 Lind
Avenue SW., Renton, WA 98057–3356;
phone: 425–917–6430; fax: 425–917–6590;
email: wade.sullivan@faa.gov.
(2) For information about AMOCs, contact
Jennifer Tsakoumakis, 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.
(3) For 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. 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.
VerDate Sep<11>2014
14:40 May 01, 2017
Jkt 241001
Issued in Renton, Washington, on April 24,
2017.
Paul Bernado,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2017–08831 Filed 5–1–17; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2017–0331; Directorate
Identifier 2016–NM–213–AD]
RIN 2120–AA64
Airworthiness Directives; Bombardier,
Inc. Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for certain
Bombardier, Inc. Model DHC–8–102,
–103, –106, –201, –202, –301, –311, and
–315 airplanes. This proposed AD was
prompted by reports of undamped main
landing gear (MLG) extension in-service.
This proposed AD would require
replacement of the MLG retraction
actuator rod-ends on both MLG
assemblies. We are proposing this AD to
address the unsafe condition on these
products.
SUMMARY:
We must receive comments on
this proposed AD by June 16, 2017.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this NPRM, contact Bombardier, Inc., QSeries Technical Help Desk, 123 Garratt
Boulevard, Toronto, Ontario M3K 1Y5,
Canada; telephone 416–375–4000; fax
416–375–4539; email thd.qseries@
aero.bombardier.com; Internet https://
www.bombardier.com. You may view
this referenced service information at
the FAA, Transport Airplane
DATES:
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20453
Directorate, 1601 Lind Avenue SW.,
Renton, WA. For information on the
availability of this material at the FAA,
call 425–227–1221.
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–2017–
0331; 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 proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Operations
office (telephone 800–647–5527) is in
the ADDRESSES section. Comments will
be available in the AD docket shortly
after receipt.
FOR FURTHER INFORMATION CONTACT:
Fabio Buttitta, Aerospace Engineer,
Airframe and Mechanical Systems
Branch, ANE–171, FAA, New York
Aircraft Certification Office (ACO), 1600
Stewart Avenue, Suite 410, Westbury,
NY 11590; telephone 516–228–7303; fax
516–794–5531.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposal. Send your comments to
an address listed under the ADDRESSES
section. Include ‘‘Docket No. FAA–
2017–0331; Directorate Identifier 2016–
NM–213–AD’’ at the beginning of your
comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD based on those comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
Transport Canada Civil Aviation
(TCCA), which is the aviation authority
for Canada, has issued Canadian
Airworthiness Directive CF–2016–36,
dated December 6, 2016, (referred to
after this as the Mandatory Continuing
Airworthiness Information, or ‘‘the
MCAI’’), to correct an unsafe condition
for certain Bombardier, Inc. Model
DHC–8–102, –103, –106, –201, –202,
–301, –311, and –315 airplanes. The
MCAI states:
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]]>Agencies
[Federal Register Volume 82, Number 83 (Tuesday, May 2, 2017)]
[Proposed Rules]
[Pages 20450-20453]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-08831]
========================================================================
Proposed Rules
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains notices to the public of
the proposed issuance of rules and regulations. The purpose of these
notices is to give interested persons an opportunity to participate in
the rule making prior to the adoption of the final rules.
========================================================================
Federal Register / Vol. 82, No. 83 / Tuesday, May 2, 2017 / Proposed
Rules
[[Page 20450]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2017-0332; Directorate Identifier 2016-NM-164-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to adopt a new airworthiness directive (AD) for
certain The Boeing Company Model 737-200, -200C, -300, -400, and -500
series airplanes. This proposed AD was prompted by reports of skin
doublers that disbonded from their skin panels. This proposed AD would
require repetitive inspections of fuselage skin panels, and applicable
on-condition actions. We are proposing this AD to address the unsafe
condition on these products.
DATES: We must receive comments on this proposed AD by June 16, 2017.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590.
Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this NPRM, 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-2017-0332.
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-2017-
0332; 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 proposed AD, the regulatory evaluation, any comments
received, and other information. The street address for the Docket
Office (phone: 800-647-5527) is in the ADDRESSES section. Comments will
be available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Wade Sullivan, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue SW., Renton, WA 98057-3356; phone: 425-917-
6430; fax: 425-917-6590; email: wade.sullivan@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposal. Send your comments to an address listed
under the ADDRESSES section. Include ``Docket No. FAA-2017-0332;
Directorate Identifier 2016-NM-164-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
Fatigue damage can occur locally, in small areas or structural
design details, or globally, in widespread areas. Multiple-site damage
is widespread damage that occurs in a large structural element such as
a single rivet line of a lap splice joining two large skin panels.
Widespread damage can also occur in multiple elements such as adjacent
frames or stringers. Multiple-site damage and multiple-element damage
cracks are typically too small initially to be reliably detected with
normal inspection methods. Without intervention, these cracks will
grow, and eventually compromise the structural integrity of the
airplane. This condition is known as widespread fatigue damage. It is
associated with general degradation of large areas of structure with
similar structural details and stress levels. As an airplane ages,
widespread fatigue damage (WFD) will likely occur, and will certainly
occur if the airplane is operated long enough without any intervention.
The FAA's WFD final rule (75 FR 69746, November 15, 2010) became
effective on January 14, 2011. The WFD rule requires certain actions to
prevent structural failure due to WFD throughout the operational life
of certain existing transport category airplanes and all of these
airplanes that will be certificated in the future. For existing and
future airplanes subject to the WFD rule, the rule requires that DAHs
establish a limit of validity (LOV) of the engineering data that
support the structural maintenance program. Operators affected by the
WFD rule may not fly an airplane beyond its LOV, unless an extended LOV
is approved.
The WFD rule (75 FR 69746, November 15, 2010) does not require
identifying and developing maintenance actions if the DAHs can show
that such actions are not necessary to prevent WFD before the airplane
reaches the LOV. Many LOVs, however, do depend on accomplishment of
future maintenance actions. As stated in the WFD rule, any maintenance
actions necessary to reach the LOV will be mandated by airworthiness
directives through separate rulemaking actions.
In the context of WFD, this action is necessary to enable DAHs to
propose
[[Page 20451]]
LOVs that allow operators the longest operational lives for their
airplanes, and still ensure that WFD will not occur. This approach
allows for an implementation strategy that provides flexibility to DAHs
in determining the timing of service information development (with FAA
approval), while providing operators with certainty regarding the LOV
applicable to their airplanes.
We have received reports of skin doublers that disbonded from their
skin panels on certain Model 737 series airplanes. Bonded skin doublers
are part of the back-up structure for the skin panels and are installed
from body station (BS) 259.50 through BS 1016 on both sides of the
airplane. The airplane manufacturer has attributed the root cause of
disbonded skin doublers to improper processing during the phosphoric
acid anodization phase of skin panel manufacturing. Disbonding of the
skin panel reduces the skin panel's capability to resist cracks in the
countersunk holes of fastened joints and can lead to fuselage skin
cracking and multi-site damage, predominantly in the lap splices and
butt joints. Fuselage skin cracking resulting from disbonded skin
panels, if not detected and corrected, could result in rapid
decompression and loss of structural integrity of the airplane.
Related Service Information Under 1 CFR Part 51
We reviewed Boeing Alert Service Bulletin 737-53A1349, dated August
23, 2016. The service information describes procedures for repetitive
inspections of fuselage skin panels for cracking, corrosion, and
existing disbond repairs; and applicable on-condition 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.
FAA's Determination
We are proposing this AD because we evaluated all the relevant
information and determined that the unsafe condition described
previously is likely to exist or develop in other products of the same
type design.
Proposed AD Requirements
This proposed AD would require accomplishment of the actions
identified as ``RC'' (required for compliance) in the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1349, dated August
23, 2016, described previously, except for differences between this
proposed AD and the service information that are identified in the
regulatory text of this proposed AD.
For information on the procedures and compliance times, see this
service information at https://www.regulations.gov by searching for and
locating Docket No. FAA-2017-0332.
Related Rulemaking
AD 2003-14-06, Amendment 39-13225 (68 FR 40759, July 9, 2003;
corrected July 21, 2003 (68 FR 42956)) (``AD 2003-14-06''), applies to
certain Model 737-200, -200C, -300, -400, and -500 series airplanes. AD
2003-14-06 requires repetitive inspections for cracking of certain lap
splices, and corrective action if necessary. Accomplishment of initial
inspections specified in this proposed AD would terminate all
requirements of AD 2003-14-06.
Explanation of Certain Compliance Times
The compliance time to replace skin panels, which is one of the
actions identified as ``RC'' for certain conditions to address WFD in
this NPRM, was established to ensure that discrepant structure is
replaced before WFD develops in airplanes. Standard inspection
techniques cannot be relied on to detect WFD before it becomes a hazard
to flight. We will not grant any extensions of the compliance time to
complete any AD-mandated service bulletin related to WFD without
extensive new data that would substantiate and clearly warrant such an
extension.
Table 9 of paragraph 1.E., ``Compliance,'' of Boeing Alert Service
Bulletin 737-53A1349, dated August 23, 2016, does not provide a grace
period for airplanes that have exceeded a certain compliance time.
Paragraph (h)(3) of this proposed AD adds a grace period of 4,500
flight cycles. We have coordinated this grace period with Boeing.
Costs of Compliance
We estimate that this proposed AD affects 169 airplanes of U.S.
registry. We estimate the following costs to comply with this proposed
AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
External general visual and 180 work-hours x $0 $15,300 per $2,585,700 per
detailed inspections. $85 per hour = inspection cycle. inspection cycle.
$15,300 per
inspection cycle.
External high frequency bond test 450 work hours x 0 $38,250 inspection $6,464,250 per
inspection. $85 per hour = cycle. inspection cycle.
$38,250 per
inspection cycle.
Ultrasonic disbond inspection and 630 work-hours x 0 $53,550 per $9,049,950 per
internal detailed skin $85 per hour = inspection cycle. inspection cycle.
inspection. $53,550 per
inspection cycle.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary on-condition
actions that would be required based on the results of the proposed
inspections. We have no way of determining the number of aircraft that
might need these on-condition actions:
On-Condition Costs per Skin Panel
----------------------------------------------------------------------------------------------------------------
Action Labor cost Parts cost Cost per product
----------------------------------------------------------------------------------------------------------------
On-condition inspections.......... Up to 25 work-hours x $85 $0................... Up to $2,125.
per hour = $2,125.
Repairs........................... Up to 68 work-hours x $85 Up to $100........... Up to $5,880.
per hour = $5,780.
[[Page 20452]]
Skin panel replacement............ 304 work-hours x $85 per $95,000.............. $120,840.
hour = $25,840.
----------------------------------------------------------------------------------------------------------------
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 determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would 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 this proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979),
(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.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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):
The Boeing Company: Docket No. FAA-2017-0332; Directorate Identifier
2016-NM-164-AD.
(a) Comments Due Date
We must receive comments by June 16, 2017.
(b) Affected ADs
This AD affects AD 2003-14-06, Amendment 39-13225 (68 FR 40759,
July 9, 2003; corrected July 21, 2003 (68 FR 42956)) (``AD 2003-14-
06'').
(c) Applicability
This AD applies to The Boeing Company Model 737-200, -200C, -
300, -400, and -500 series airplanes, certificated in any category,
as identified in Boeing Alert Service Bulletin 737-53A1349, dated
August 23, 2016.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by reports of skin doublers that disbonded
from their skin panels. We are issuing this AD to detect and correct
disbonded skin panels, which could result in fuselage skin cracking,
rapid decompression, and loss of structural integrity of the
airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Actions Required for Compliance
Except as required by paragraph (h) of this AD: Do all
applicable actions identified as required for compliance (``RC'')
in, and in accordance with, the Accomplishment Instructions of
Boeing Alert Service Bulletin 737-53A1349, dated August 23, 2016. Do
the actions at the applicable times specified in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 737-53A1349, dated
August 23, 2016.
(h) Exceptions to Service Information Specifications
(1) Where Boeing Alert Service Bulletin 737-53A1349, dated
August 23, 2016, uses the phrase ``after the original issue of this
service bulletin,'' for purposes of determining compliance with the
requirements of this AD, the phrase ``after the effective date of
this AD'' must be used.
(2) Where Boeing Alert Service Bulletin 737-53A1349, dated
August 23, 2016, specifies contacting Boeing for instructions, and
specifies that action as ``RC'' (Required for Compliance): This AD
requires using a method approved in accordance with the procedures
specified in paragraph (k) of this AD.
(3) For replaced skin panels identified in table 9 of paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 737-53A1349,
dated August 23, 2016, on which the one-time internal inspection
specified in Service Bulletin 737-53-1179, Revision 2, dated October
25, 2001, has not been done: The compliance time for accomplishment
of the actions specified in Part 8 of the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-53A1349, dated
August 23, 2016, is at the latest of the times specified in
paragraphs (h)(3)(i), (h)(3)(ii), and (h)(3)(iii) of this AD.
(i) Within 50,000 flight cycles after the skin panel
replacement.
(ii) Within 20,000 flight cycles after July 14, 2003 (the
effective date of AD 2003-14-16).
(iii) Within 4,500 flight cycles after the effective date of
this AD.
(i) Terminating Action for This AD
Accomplishment of any skin panel replacement, as specified in
the Accomplishment Instructions of Boeing Alert Service Bulletin
737-53A1349, dated August 23, 2016, except as required by paragraph
(h)(2) of this AD, terminates the repetitive inspections required by
paragraph (g) of this AD at the replaced skin panel only.
(j) Terminating Action for AD 2003-14-06
Accomplishment of the initial inspections required by paragraph
(g) of this AD terminates all requirements of AD 2003-14-06.
(k) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Los Angeles Aircraft Certification Office, 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 (l)(1) of this AD. Information may
[[Page 20453]]
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, 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.
(4) Except as required by paragraph (h)(2) of this AD: For
service information that contains steps that are labeled as Required
for Compliance (RC), the provisions of paragraphs (k)(4)(i) and
(k)(4)(ii) of this AD apply.
(i) The steps labeled as RC, including substeps under an RC step
and any figures identified in an RC step, must be done to comply
with the AD. If a step or substep is labeled ``RC Exempt,'' then the
RC requirement is removed from that step or substep. An AMOC is
required for any deviations to RC steps, including substeps and
identified figures.
(ii) Steps not labeled as RC may be deviated from using accepted
methods in accordance with the operator's maintenance or inspection
program without obtaining approval of an AMOC, provided the RC
steps, including substeps and identified figures, can still be done
as specified, and the airplane can be put back in an airworthy
condition.
(l) Related Information
(1) For more information about this AD, contact Wade Sullivan,
Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft
Certification Office (ACO), 1601 Lind Avenue SW., Renton, WA 98057-
3356; phone: 425-917-6430; fax: 425-917-6590; email:
wade.sullivan@faa.gov.
(2) For information about AMOCs, contact Jennifer Tsakoumakis,
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.
(3) For 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. 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.
Issued in Renton, Washington, on April 24, 2017.
Paul Bernado,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2017-08831 Filed 5-1-17; 8:45 am]
BILLING CODE 4910-13-P
