Airworthiness Directives; The Boeing Company Airplanes, 37549-37554 [2017-16357]
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Federal Register / Vol. 82, No. 154 / Friday, August 11, 2017 / Proposed Rules
§ 39.13
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
The Boeing Company: Docket No. FAA–
2017–0766; Product Identifier 2017–
NM–046–AD.
dated March 10, 2017, specifies to contact
Boeing for repair instructions, and specifies
that action as ‘‘RC’’ (Required for
Compliance), this AD requires repair before
further flight using a method approved in
accordance with the procedures specified in
paragraph (j) of this AD.
(h) Actions Required for Compliance
Except as required by paragraph (i) of this
AD: For airplanes identified as Group 2 in
Boeing Alert Service Bulletin 737–53A1355,
dated March 10, 2017, at the applicable times
specified in paragraph 1.E., ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 737–53A1355,
dated March 10, 2017, do all applicable
actions identified as required for compliance
(‘‘RC’’) in, and in accordance with, the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–53A1355, dated March
10, 2017.
(j) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Los Angeles Aircraft
Certification Office (ACO) Branch, 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 certification office,
send it to the attention of the person
identified in paragraph (k)(2) of this AD.
Information may be emailed to: 9-ANMLAACO-ACO-AMOC-Requests@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair,
modification, or alteration required by this
AD if it is approved by the Boeing
Commercial Airplanes Organization
Designation Authorization (ODA) that has
been authorized by the Manager, Los Angeles
ACO Branch, 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 (i)(2)
of this AD: For service information that
contains steps that are labeled as Required
for Compliance (RC), the provisions of
paragraphs (j)(4)(i) and (j)(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.
(i) Exceptions to Service Information
Specifications
(1) Where paragraph 1.E., ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 737–53A1355,
dated March 10, 2017, uses the phrase ‘‘after
the original issue date 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) Although Boeing Service Bulletin
Boeing Alert Service Bulletin 737–53A1355,
(k) Related Information
(1) For more information about this AD,
contact Lu Lu, Aerospace Engineer, Airframe
Section, FAA, Seattle Aircraft Certification
Office (ACO) Branch, 1601 Lind Avenue SW.,
Renton, WA 98057–3356; phone: 425–917–
6478; fax: 425–917–6590; email: lu.lu@
faa.gov.
(2) For information about AMOCs, contact
George Garrido, Aerospace Engineer,
Airframe Section, FAA, Los Angeles ACO
Branch, 3960 Paramount Boulevard,
(a) Comments Due Date
We must receive comments by September
25, 2017.
(b) Affected ADs
None.
(c) Applicability
This AD applies to all The Boeing
Company Model 737–100, –200, –200C,
–300, –400, and –500 series airplanes,
certificated in any category.
(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) indicating
that the gore web lap splices of the aft
pressure bulkhead are subject to widespread
fatigue damage (WFD). We are issuing this
AD to detect and correct cracking in the gore
webs, gore web lap splices, and repair webs
of the aft pressure bulkhead, which could
result in possible rapid decompression and
loss of structural integrity.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
asabaliauskas on DSKBBXCHB2PROD with PROPOSALS
(g) Required Actions for Group 1 Airplanes
For airplanes identified as Group 1 in
Boeing Alert Service Bulletin 737–53A1355,
dated March 10, 2017: Within 120 days after
the effective date of this AD, inspect the
airplane, using a method approved in
accordance with the procedures specified in
paragraph (j) of this AD.
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16:30 Aug 10, 2017
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37549
Lakewood, CA 90712–4137; phone: 562–627–
5232; fax: 562–627–5210; email:
george.garrido@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 Standards Branch, 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 July 26,
2017.
Jeffrey E. Duven,
Director, System Oversight Division, Aircraft
Certification Service.
[FR Doc. 2017–16358 Filed 8–10–17; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2016–9523; Product
Identifier 2016–NM–134–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Supplemental notice of
proposed rulemaking (SNPRM);
reopening of comment period.
AGENCY:
We are revising an earlier
notice of proposed rulemaking (NPRM)
to supersede Airworthiness Directive
(AD) 2014–12–13, which applies to all
The Boeing Company Model 737–100,
–200, –200C, –300, –400, and –500
series airplanes. This action revises the
NPRM by expanding the inspection
area. This action also revises the NPRM
by no longer proposing to supersede AD
2014–12–13. We are proposing this AD
to address the unsafe condition on these
products. Since these actions impose an
additional burden over that proposed in
the NPRM, we are reopening the
comment period to allow the public the
chance to comment on these proposed
changes.
DATES: The comment period for the
NPRM published in the Federal
Register on January 5, 2017 (82 FR
1254), is reopened.
We must receive comments on this
SNPRM by September 5, 2017.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
11.43 and 11.45, by any of the following
methods:
SUMMARY:
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Federal Register / Vol. 82, No. 154 / Friday, August 11, 2017 / Proposed Rules
• 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 SNPRM, contact Boeing
Commercial Airplanes, Attention:
Contractual & Data Services (C&DS),
2600 Westminster Blvd., MC 110–SK57,
Seal Beach, CA 90740; telephone 562–
797–1717; Internet https://
www.myboeingfleet.com. You may view
this referenced service information at
the FAA, Transport Standards Branch,
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–2016–9523.
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–
9523; 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 SNPRM, 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:
Payman Soltani, Aerospace Engineer,
Airframe Section, FAA, Los Angeles
Aircraft Certification Office (ACO)
Branch, 3960 Paramount Boulevard,
Lakewood, CA 90712–4137; phone:
562–627–5313; fax: 562–627–5210;
email: payman.soltani@faa.gov.
SUPPLEMENTARY INFORMATION:
asabaliauskas on DSKBBXCHB2PROD with PROPOSALS
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2016–9523; Product Identifier
2016–NM–134–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
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16:30 Aug 10, 2017
Jkt 241001
aspects of this SNPRM. We will
consider all comments received by the
closing date and may amend this
SNPRM 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
On June 6, 2014, we issued AD 2014–
12–13, Amendment 39–17874 (79 FR
39300, July 10, 2014) (‘‘AD 2014–12–
13’’). AD 2014–12–13 requires actions to
address an unsafe condition on all The
Boeing Company Model 737–100, –200,
–200C, –300, –400, and –500 series
airplanes. AD 2014–12–13 requires
repetitive inspections for cracking of the
aft support fitting for the main landing
gear (MLG) beam, and the rear spar
upper chord and rear spar web; and
repair if necessary.
We issued an NPRM to amend 14 CFR
part 39 by adding an AD to supersede
AD 2014–12–13 that would apply to all
The Boeing Company Model 737–100,
–200, –200C, –300, –400, and –500
series airplanes. The NPRM published
in the Federal Register on January 5,
2017 (82 FR 1254) (‘‘the NPRM’’). The
NPRM was prompted by reports of
additional cracking in the inspar upper
skin at Wing Buttock Line (WBL) 157
and in the skin at two holes common to
the rear spar in the same area, and by
reports of rear spar web cracks on both
wings. Subsequent inspections revealed
that the right rear spar upper chord was
almost completely severed and the left
rear spar upper chord was completely
severed. The NPRM proposed to expand
the inspection area and add applicable
related investigative and corrective
actions.
Actions Since NPRM Was Issued
Since we issued the NPRM, we have
determined it is necessary to expand the
inspection area because the NPRM did
not adequately identify the inspection
area. We have also determined that it is
necessary for operators to do the
inspections in this proposed AD (in the
SNPRM) before the inspections in AD
2014–12–13 can be terminated. In the
NPRM, we proposed to supersede AD
2014–12–13 and referred to the
compliance times in Boeing Alert
Service Bulletin 737–57A1318, Revision
1, dated July 22, 2016, which would
have given operators an additional 4,500
flight cycles to do the next inspection.
However, operators must do the
inspections at the compliance times
required by AD 2014–12–13 until the
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actions required by this proposed AD
(in the SNPRM) are done. Therefore, we
are no longer superseding AD 2014–12–
13. However, we have included
paragraph (k)(2) in this proposed AD (in
the SNPRM) to specify terminating
action for AD 2014–12–13.
Related Service Information Under 1
CFR Part 51
We reviewed Boeing Alert Service
Bulletin 737–57A1318, Revision 1,
dated July 22, 2016. The service
information describes procedures for
repetitive high frequency eddy current
(HFEC) open hole inspections for any
cracking in the forward support fitting,
the aft support fitting, the rear spar
upper chord, and the rear spar web at
the 12 fastener holes (locations 1–12).
The service information also describes
procedures for optional HFEC open hole
inspections for any cracking in the
forward support fitting, the aft support
fitting, the rear spar upper chord, and
the rear spar web, and HFEC surface
inspections for any cracking in the rear
spar upper chord and rear spar upper
web, as applicable. The service
information also describes procedures
for related investigative and corrective
actions.
We also reviewed Boeing Alert
Service Bulletin 737–57A1328, dated
July 22, 2016. The service information
describes procedures for repetitive eddy
current inspections of the left and right
wing for any cracking in the inspar
upper skin and at the repair parts if
applicable, and related investigative and
corrective actions.
This service information is reasonably
available because the interested parties
have access to it through their normal
course of business or by the means
identified in the ADDRESSES section.
Comments
We gave the public the opportunity to
comment on the NPRM. The following
presents the comments received on the
NPRM and the FAA’s response to each
comment.
Request To Include Other Inspection
Areas
Boeing requested that the NPRM be
revised to include other inspection areas
during the HFEC open hole inspection.
Boeing stated that, as written, the NPRM
implies that in some options the upper
chord and web do not need to be
inspected during the HFEC open hole
inspection.
We agree with the commenter’s
request for the reasons stated above. We
have revised the introductory text to
paragraph (h) of this proposed AD (in
the SNPRM) to include an HFEC
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Federal Register / Vol. 82, No. 154 / Friday, August 11, 2017 / Proposed Rules
inspection of the forward support
fitting, the aft support fitting, the rear
spar upper chord, and the rear spar web.
asabaliauskas on DSKBBXCHB2PROD with PROPOSALS
Request To Revise the NPRM or Service
Information To Allow Installation of
the Same Type and Size of Fasteners
All Nippon Airlines (ANA) requested
that paragraph (h) of the NPRM or the
service information be revised to allow
installation of the same type and size of
fasteners previously removed from the
airplane after the open hole HFEC
inspection. ANA stated that for group 7
airplanes, figures 25 and 26 of Boeing
Alert Service Bulletin 737–57A1318,
May 15, 2013, specify that oversized
fasteners are installed at fastener holes
after the open hole HFEC inspection has
been accomplished. ANA stated that,
however, for the same group 7 airplanes,
figures 29 and 30 of Boeing Alert
Service Bulletin 737–57A1318, Revision
1, dated July 22, 2016, specify that
standard size fasteners are installed at
fastener holes after the open hole HFEC
inspection has been accomplished. ANA
stated that as a result, operators will
have to request alternative methods of
compliance (AMOCs) for all airplanes
on which the actions in Boeing Alert
Service Bulletin 737–57A1318, May 15,
2013, have already been done because
paragraph (h) of the NPRM states to do
all applicable related investigative and
corrective actions using Boeing Alert
Service Bulletin 737–57A1318, Revision
1, dated July 22, 2016, which includes
the installation of the standard size
fasteners. ANA stated that this would be
a burden for operators, Boeing, and the
FAA.
We agree with the commenter’s
request to revise this proposed AD.
Boeing Alert Service Bulletin 737–
57A1318, Revision 1, dated July 22,
2016, should have called out the correct
fastener size to be installed after the
fastener holes have been inspected and
oversized as specified in Boeing Alert
Service Bulletin 737–57A1318, May 15,
2013. Group 7 has two configurations:
Configuration 1 is for airplanes without
a repair; Configuration 2 is for airplanes
with a repair. We added paragraph
(h)(2) to this proposed AD (in the
SNPRM) to state, ‘‘For group 7,
configuration 1 airplanes identified in
Boeing Alert Service Bulletin 737–
57A1318, Revision 1, dated July 22,
2016: Install the same type and same
size fasteners as those previously
removed from the airplane after
accomplishing the open hole HFEC
inspection specified in the introductory
text of paragraph (h) of this AD.’’
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16:30 Aug 10, 2017
Jkt 241001
Request for AMOC Approval
ANA requested that the NPRM be
revised to allow approved AMOCs for
AD 2014–12–13. ANA stated that
airplanes have AMOCs for AD 2014–12–
23 for certain repairs done using certain
Boeing 737–300/–400/–500 structural
repair manuals or certain Boeing ODA
forms. ANA stated that existing AMOCs
should be considered for AMOC
approval in the NPRM.
We agree with the commenter’s
request for the reasons provided above.
We have redesignated paragraph (l)(4) of
the proposed AD (in the NPRM) as
paragraph (l)(5) in this proposed AD (in
the SNPRM). We have added paragraph
(l)(4) to this proposed AD (in the
SNPRM) to allow AMOCs approved
previously for AD 2014–12–13,
Amendment 39–17874 (79 FR 39300,
July 10, 2014), as AMOCs for the
corresponding provisions of paragraphs
(g) and (h) of this AD.
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. We have redesignated
paragraph (c) of the proposed AD (in the
NPRM) as paragraph (c)(1) in this
proposed AD and added paragraph
(c)(2) to this proposed AD to state that
‘‘Installation of Supplemental Type
Certificate (STC) ST01219SE 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.’’
Request To Clarify the NPRM for
Historical Accuracy
Boeing requested that the NPRM be
revised to clarify the content for
historical accuracy. Boeing stated that in
the ‘‘Actions Since AD 2014–12–13 and
2015–21–08 Were Issued’’ paragraph of
the preamble of the NPRM, the first
paragraph described that a 2.375-inch
long crack in the inspar upper skin was
discovered since the issuance of AD
2014–12–13 and AD 2015–21–08.
Boeing stated, however, the discovery of
the crack led to the issuance of AD
2015–21–08 and not AD 2014–12–13.
Boeing stated that the AD will become
a reference for prior events, and
therefore, historical accuracy is
essential.
We agree with the commenter to
clarify the historical accuracy of this
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37551
SNPRM. While the paragraph, ‘‘Actions
Since AD 2014–12–13 and 2015–21–08
Were Issued,’’ is not carried over in the
SNPRM, we acknowledge that the
discovery of a 2.375-inch long crack in
the inspar upper skin led to the issuance
of AD 2015–21–08. We have not
changed this SNPRM regarding this
issue.
FAA’s Determination
We are proposing this SNPRM
because we evaluated all the relevant
information and determined the unsafe
condition described previously is likely
to exist or develop in other products of
the same type design. Certain changes
described above expand the scope of the
NPRM. As a result, we have determined
that it is necessary to reopen the
comment period to provide additional
opportunity for the public to comment
on this SNPRM.
Proposed Requirements of This SNPRM
This SNPRM would require
accomplishing the actions specified in
the service information described
previously, except as discussed under
‘‘Differences Between this Proposed AD
and the Service Information.’’ 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–2016–
9523.
The phrase ‘‘related investigative
actions’’ is used in this SNPRM. Related
investigative actions are follow-on
actions that (1) are related to the
primary action, and (2) further
investigate the nature of any condition
found. Related investigative actions in
an AD could include, for example,
inspections.
The phrase ‘‘corrective actions’’ is
used in this SNPRM. Corrective actions
correct or address any condition found.
Corrective actions in an AD could
include, for example, repairs.
Differences Between This SNPRM and
the Service Information
Boeing Alert Service Bulletin 737–
57A1318, Revision 1, dated July 22,
2016; and Boeing Alert Service Bulletin
737–57A1328, dated July 22, 2016;
specify to contact the manufacturer for
certain instructions, but this proposed
AD would require accomplishment of
repair methods, modification
deviations, and alteration deviations in
one of the following ways:
• In accordance with a method that
we approve; or
• Using data that meet the
certification basis of the airplane, and
that have been approved by the Boeing
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Commercial Airplanes Organization
Designation Authorization (ODA) whom
we have authorized to make those
findings.
Costs of Compliance
We estimate that this AD affects 471
airplanes of U.S. registry. We estimate
the following costs to comply with this
AD:
ESTIMATED COSTS
Action
HFEC open hole inspections
Eddy current inspection .........
Labor cost
Parts cost
Cost per product
Cost on U.S. operators
82 work-hours × $85 per hour
= $6,970 per inspection
cycle.
14 work-hours × $85 per hour
= $1,190 per inspection
cycle.
$0
$6,970 per inspection cycle ...
$3,282,870 per inspection
cycle.
$0
$1,190 per inspection cycle ...
$560,490 per inspection
cycle.
ESTIMATED COSTS FOR OPTIONAL ACTIONS
Action
Labor cost
Parts cost
Inspection ................................................
Up to 41 work-hours × $85 per hour =
$3,485 per inspection cycle.
$0
We have received no definitive data
that will enable us to provide cost
estimates for the on-condition actions
specified in this SNPRM.
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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.
This proposed AD is issued in
accordance with authority delegated by
the Executive Director, Aircraft
Certification Service, as authorized by
FAA Order 8000.51C. In accordance
with that order, issuance of ADs is
normally a function of the Compliance
and Airworthiness Division, but during
this transition period, the Executive
Director has delegated the authority to
issue ADs applicable to transport
category airplanes to the Director of the
System Oversight Division.
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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
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
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Up to $1,641,435 per inspection cycle.
§ 39.13
Regulatory Findings
Authority for This Rulemaking
Cost per product
Sfmt 4702
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive (AD):
■
The Boeing Company: Docket No. FAA–
2016–9523; Product Identifier 2016–NM–
134–AD.
(a) Comments Due Date
The FAA must receive comments on this
AD action by September 5, 2017.
(b) Affected ADs
This AD affects AD 2014–12–13,
Amendment 39–17874 (79 FR 39300, July 10,
2014), and AD 2015–21–08, Amendment 39–
18301 (80 FR 65921, October 28, 2015).
(c) Applicability
(1) This AD applies to all The Boeing
Company Model 737–100, –200, –200C,
–300, –400, and –500 series airplanes,
certificated in any category.
(2) Installation of Supplemental Type
Certificate (STC) ST01219SE 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 57, Wings.
(e) Unsafe Condition
This AD was prompted by reports of
additional cracking in the inspar upper skin
at Wing Buttock Line (WBL) 157 and in the
skin at two holes common to the rear spar in
the same area, and rear spar web cracks were
also noted on both wings. Subsequent
inspections revealed that the right rear spar
upper chord was almost completely severed
and the left rear spar upper chord was
completely severed. We are issuing this AD
to detect and correct cracking of the forward
and aft support fittings for the main landing
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Federal Register / Vol. 82, No. 154 / Friday, August 11, 2017 / Proposed Rules
gear (MLG) beam, and the rear spar upper
chord and rear spar web in the area of rear
spar station (RSS) 224.14, which could grow
and result in a fuel leak and possible fire.
fasteners as those previously removed from
the airplane after accomplishing the open
hole HFEC inspection specified in the
introductory text of paragraph (h) of this AD.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(i) Eddy Current Inspection (Inspar Upper
Skin)
For airplanes identified in Boeing Alert
Service Bulletin 737–57A1328, dated July 22,
2016: At the applicable time specified in
table 1 and table 2 of paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 737–57A1328, dated July 22, 2016,
except as required by paragraph (j)(2) of this
AD, do an eddy current inspection of the left
and right wings for any cracking in the inspar
upper skin, and at the repair parts if
installed, and do all applicable related
investigative and corrective actions, in
accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin
737–57A1328, dated July 22, 2016, except as
required by paragraph (j)(1) of this AD. Do all
related investigative and corrective actions
before further flight. Thereafter, repeat the
eddy current inspection at the applicable
time specified in table 1 and table 2 of
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 737–57A1328, dated
July 22, 2016.
asabaliauskas on DSKBBXCHB2PROD with PROPOSALS
(g) Required Actions for Group 1 Airplanes
(MLG Support Fittings and Rear Spar)
For airplanes identified as Group 1 in
Boeing Alert Service Bulletin 737–57A1318,
Revision 1, dated July 22, 2016: At the
applicable time specified in table 1 of
paragraph 1.E., ‘‘Compliance,’’ of Boeing
Alert Service Bulletin 737–57A1318,
Revision 1, dated July 22, 2016, except as
required by paragraph (j)(3) of this AD, do
applicable inspections and corrective actions
using a method approved in accordance with
the procedures specified in paragraph (l) of
this AD.
(h) Required Actions for Groups 2–7
Airplanes (MLG Support Fittings and Rear
Spar)
For airplanes identified as Groups 2–7 in
Boeing Alert Service Bulletin 737–57A1318,
Revision 1, dated July 22, 2016: At the
applicable time specified in table 2 through
table 9 of paragraph 1.E., ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 737–57A1318,
Revision 1, dated July 22, 2016, except as
required by paragraph (j)(3) of this AD, do
high frequency eddy current (HFEC) open
hole inspections for any cracking in the
forward support fitting, the aft support
fitting, the rear spar upper chord, and the
rear spar web at the 12 fastener holes
(locations 1–12); or HFEC open hole
inspections for any cracking in the forward
support fitting, the aft support fitting, the rear
spar upper chord, and the rear spar web, and
an HFEC surface inspection for any cracking
in the rear spar upper chord and rear spar
upper web; as applicable; and do all
applicable related investigative and
corrective actions; in accordance with the
Accomplishment Instructions of Boeing Alert
Service Bulletin 737–57A1318, Revision 1,
dated July 22, 2016, except as provided by
paragraphs (h)(1) and (h)(2) of this AD, and
except as required by paragraph (j)(1) of this
AD. Do all applicable related investigative
and corrective actions before further flight.
Thereafter, repeat the HFEC inspection at the
applicable time specified in table 2 through
table 9 of paragraph 1.E., ‘‘Compliance,’’ of
Boeing Alert Service Bulletin 737–57A1318,
Revision 1, dated July 22, 2016.
(1) Options provided in Boeing Alert
Service Bulletin 737–57A1318, Revision 1,
dated July 22, 2016, for accomplishing the
inspection are acceptable for the
corresponding requirements in the
introductory text of paragraph (h) of this AD,
provided that the inspections are done at the
applicable times in paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 737–57A1318, Revision 1, dated July
22, 2016.
(2) For Group 7, Configuration 1 airplanes
identified in Boeing Alert Service Bulletin
737–57A1318, Revision 1, dated July 22,
2016: Install the same type and same size
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16:30 Aug 10, 2017
Jkt 241001
(j) Exceptions to the Service Information
(1) If any cracking is found during any
inspection required by this AD, and Boeing
Alert Service Bulletin 737–57A1318,
Revision 1, dated July 22, 2016; or Boeing
Alert Service Bulletin 737–57A1328, dated
July 22, 2016; specifies to contact Boeing for
appropriate action: Before further flight,
repair using a method approved in
accordance with the procedures specified in
paragraph (l) of this AD.
(2) Where Boeing Alert Service Bulletin
737–57A1328, dated July 22, 2016, specifies
a compliance time ‘‘after the Original Issue
date of this service bulletin,’’ this AD
requires compliance within the specified
compliance time after the effective date of
this AD.
(3) Where Boeing Alert Service Bulletin
737–57A1318, Revision 1, dated July 22,
2016, specifies a compliance time ‘‘after the
Revision 1 date of this service bulletin,
whichever occurs later,’’ this AD requires
compliance within the specified compliance
time after the effective date of this AD.
(k) Terminating Action
(1) Accomplishing the initial inspections
and applicable related investigative and
corrective actions required by paragraphs (g),
(h), and (i) of this AD, as applicable,
terminates all requirements of AD 2015–21–
08.
(2) Accomplishing the initial inspections
and applicable related investigative and
corrective actions required by paragraphs (g)
and (h) of this AD, as applicable, terminates
all requirements of AD 2014–12–13.
(l) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Los Angeles Aircraft
Certification Office (ACO) Branch, 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,
PO 00000
Frm 00009
Fmt 4702
Sfmt 4702
37553
send your request to your principal inspector
or local Flight Standards District Office, as
appropriate. If sending information directly
to the manager of the certification office,
send it to the attention of the person
identified in paragraph (m)(1) of this AD.
Information may be emailed to: 9-ANMLAACO-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 Branch, 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
2014–12–13, Amendment 39–17874 (79 FR
39300, July 10, 2014), are approved as
AMOCs for the corresponding provisions of
paragraphs (g) and (h) of this AD.
(5) Except as required by paragraph (j)(1)
of this AD: For service information that
contains steps that are labeled as Required
for Compliance (RC), the provisions of
paragraphs (l)(5)(i) and (l)(5)(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 sub-step is
labeled ‘‘RC Exempt,’’ then the RC
requirement is removed from that step or
sub-step. 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.
(m) Related Information
(1) For more information about this AD,
contact Payman Soltani, Aerospace Engineer,
Airframe Section, FAA, Los Angeles ACO
Branch, 3960 Paramount Boulevard,
Lakewood, CA 90712–4137; phone: 562–627–
5313; fax: 562–627–5210; email:
payman.soltani@faa.gov.
(2) 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;
telephone 562–797–1717; Internet https://
www.myboeingfleet.com. You may view this
referenced service information at the FAA,
Transport Standards Staff, 1601 Lind Avenue
SW., Renton, WA. For information on the
availability of this material at the FAA, call
425–227–1221.
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37554
Federal Register / Vol. 82, No. 154 / Friday, August 11, 2017 / Proposed Rules
Issued in Renton, Washington, on July 26,
2017.
Jeffrey E. Duven,
Director, System Oversight Division, Aircraft
Certification Service.
[FR Doc. 2017–16357 Filed 8–10–17; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2016–6417; Product
Identifier 2015–NM–134–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Proposed rule; withdrawal.
AGENCY:
The FAA withdraws a notice
of proposed rulemaking (NPRM) that
published on May 10, 2016. Since the
NPRM was issued, we have determined
that the identified unsafe condition is
adequately addressed by existing
actions. Accordingly, the NPRM is
withdrawn.
SUMMARY:
As of August 11, 2017, the
proposed rule, which was published in
the Federal Register on May 10, 2016
(81 FR 28770), is withdrawn.
ADDRESSES: You may examine the AD
docket on the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2016–
6417; 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 action, the NPRM (81
FR 28770, May 10, 2016) (‘‘the NPRM’’),
the regulatory evaluation, any
comments received, and other
information. The address for the Docket
Office (telephone 800–647–5527) is the
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: Serj
Harutunian, Aerospace Engineer,
Propulsion Section, FAA, Los Angeles
Aircraft Certification Office (ACO)
Branch, 3960 Paramount Boulevard,
Lakewood, CA 90712–4137; phone:
562–627–5254; fax: 562–627–5210;
email: serj.harutunian@faa.gov.
SUPPLEMENTARY INFORMATION:
asabaliauskas on DSKBBXCHB2PROD with PROPOSALS
DATES:
VerDate Sep<11>2014
16:30 Aug 10, 2017
Jkt 241001
Discussion
We proposed to amend part 39 of the
Federal Aviation Regulations (14 CFR
part 39) with an NPRM for a new AD for
all The Boeing Company Model DC–10–
10 and DC–10–10F airplanes, Model
DC–10–15 airplanes, Model DC–10–30
and DC–10–30F (KC–10A and KDC–10)
airplanes, Model DC–10–40 and DC–10–
40F airplanes, Model MD–10–10F and
MD–10–30F airplanes, and Model MD–
11 and MD–11F airplanes. The NPRM
published in the Federal Register on
May 10, 2016 (81 FR 28770). The
proposed AD would have required
replacement of the fuel pump housing
electrical connector or replacement of
the fuel pump housing; repetitive
inspections for proper operation of the
fuel pump, and corrective actions if
necessary; and revising the maintenance
or inspection program to incorporate
new airworthiness limitations. The
proposed AD also would have required,
for certain airplanes, a general visual
inspection of the protective cap and
replacement if necessary. The NPRM
was prompted by results from fuel
system reviews conducted by the
manufacturer and multiple reports of
fuel pump housing electrical connector
failures related to ingress of airplane
fluids. The proposed actions were
intended to prevent failure of the fuel
pump housing electrical connector,
which could result in a potential
ignition source in a fuel tank and
consequent fire or explosion.
Actions Since the NPRM Was Issued
Since we issued the NPRM, we have
determined that the identified unsafe
condition is adequately addressed by
existing actions.
Comments
We gave the public the opportunity to
participate in considering the NPRM.
The following presents the comments
received on the proposal and the FAA’s
response to each comment. Multiple
commenters (Boeing, FedEx, United
Parcel Service (UPS), and Lufthansa
Cargo) requested certain changes to the
NPRM that are considered moot in light
of this withdrawal.
Requests To Withdraw the NPRM
UPS stated that the unsafe condition
identified in the NPRM is addressed by
Boeing Service Bulletin MD11–28–145,
dated July 15, 2014 (installation of
sealed terminal lugs on the existing GEN
1 fuel pump connector), in combination
with repetitive inspections, which
accomplishes the same intent as having
installed the GEN 4 fuel pump
connector. UPS stated that AD 2016–04–
16, Amendment 39–18410 (81 FR
PO 00000
Frm 00010
Fmt 4702
Sfmt 4702
12806, dated March 11, 2016) (‘‘AD
2016–04–16’’), also addresses issues
with the fuel system. UPS concluded
that sealing of the current GEN 1 fuel
pump connector via Boeing Service
Bulletin MD11–28–145, dated July 15,
2014, in conjunction with the
installation of the fault current detectors
installed via Boeing Alert Service
Bulletin MD11–28A133, dated June 5,
2014 (referenced as an appropriate
source of service information in AD
2016–04–16), including a repetitive 24month inspection of the connectors as
required by paragraph (j) of AD 2016–
04–16, addresses the unsafe condition
described by the NPRM. UPS stated
that, furthermore, the installation of the
‘‘uncommanded on’’ system via Boeing
Service Bulletin MD11–28–137, dated
June 24, 2014 (referenced as an
appropriate source of service
information in AD 2016–04–16),
provides an additional level of safety in
all pump positions where the tanks
normally empty and can potentially
support a combustible environment.
UPS stated that the other pump
positions on the airplane remain
submerged in fuel, thus not providing a
combustible environment.
FedEx stated that according to the fire
pyramid or fire triangle, three
elements—oxygen, fuel (jet fuel), and
heat (ignition)—are needed in order to
have fire or explosion. FedEx noted that
all of the main fuel pumps on MD11/
DC10 airplanes are covered by fuel
during all flight phases. FedEx stated
that these pumps do not meet the
aforementioned condition where fuel
vapors are present surrounding the
pump. FedEx remarked that only pumps
in fuel tanks that become empty during
flights, i.e., auxiliary tanks and tail
tanks, should be affected by the
proposed AD. Based on this logic,
FedEx concluded that the proposed AD
should mandate the replacement of only
the connector assemblies in any fuel
tank that might normally be empty
during flight. FedEx noted that AD
2016–04–16 has already addressed this
safety concern and required the
installation of fault current detectors in
all fuel pumps. FedEx also noted that
AD 2002–13–10, Amendment 39–12798
(67 FR 45053, dated July 8, 2002),
requires repetitive inspections until a
new connector assembly is certified.
We infer that FedEx and UPS are
requesting we withdraw the NRPM
because those commenters stated that
the identified unsafe condition is
already addressed.
We agree to withdraw the NPRM
because the identified unsafe condition
is adequately addressed by existing
actions. When we issued the NPRM, we
E:\FR\FM\11AUP1.SGM
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Agencies
[Federal Register Volume 82, Number 154 (Friday, August 11, 2017)]
[Proposed Rules]
[Pages 37549-37554]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-16357]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2016-9523; Product Identifier 2016-NM-134-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Supplemental notice of proposed rulemaking (SNPRM); reopening
of comment period.
-----------------------------------------------------------------------
SUMMARY: We are revising an earlier notice of proposed rulemaking
(NPRM) to supersede Airworthiness Directive (AD) 2014-12-13, which
applies to all The Boeing Company Model 737-100, -200, -200C, -300, -
400, and -500 series airplanes. This action revises the NPRM by
expanding the inspection area. This action also revises the NPRM by no
longer proposing to supersede AD 2014-12-13. We are proposing this AD
to address the unsafe condition on these products. Since these actions
impose an additional burden over that proposed in the NPRM, we are
reopening the comment period to allow the public the chance to comment
on these proposed changes.
DATES: The comment period for the NPRM published in the Federal
Register on January 5, 2017 (82 FR 1254), is reopened.
We must receive comments on this SNPRM by September 5, 2017.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
[[Page 37550]]
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 SNPRM, contact Boeing
Commercial Airplanes, Attention: Contractual & Data Services (C&DS),
2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740; telephone
562-797-1717; Internet https://www.myboeingfleet.com. You may view this
referenced service information at the FAA, Transport Standards Branch,
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-2016-9523.
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-
9523; 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 SNPRM, 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: Payman Soltani, Aerospace Engineer,
Airframe Section, FAA, Los Angeles Aircraft Certification Office (ACO)
Branch, 3960 Paramount Boulevard, Lakewood, CA 90712-4137; phone: 562-
627-5313; fax: 562-627-5210; email: payman.soltani@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2016-9523;
Product Identifier 2016-NM-134-AD'' at the beginning of your comments.
We specifically invite comments on the overall regulatory, economic,
environmental, and energy aspects of this SNPRM. We will consider all
comments received by the closing date and may amend this SNPRM 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
On June 6, 2014, we issued AD 2014-12-13, Amendment 39-17874 (79 FR
39300, July 10, 2014) (``AD 2014-12-13''). AD 2014-12-13 requires
actions to address an unsafe condition on all The Boeing Company Model
737-100, -200, -200C, -300, -400, and -500 series airplanes. AD 2014-
12-13 requires repetitive inspections for cracking of the aft support
fitting for the main landing gear (MLG) beam, and the rear spar upper
chord and rear spar web; and repair if necessary.
We issued an NPRM to amend 14 CFR part 39 by adding an AD to
supersede AD 2014-12-13 that would apply to all The Boeing Company
Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. The
NPRM published in the Federal Register on January 5, 2017 (82 FR 1254)
(``the NPRM''). The NPRM was prompted by reports of additional cracking
in the inspar upper skin at Wing Buttock Line (WBL) 157 and in the skin
at two holes common to the rear spar in the same area, and by reports
of rear spar web cracks on both wings. Subsequent inspections revealed
that the right rear spar upper chord was almost completely severed and
the left rear spar upper chord was completely severed. The NPRM
proposed to expand the inspection area and add applicable related
investigative and corrective actions.
Actions Since NPRM Was Issued
Since we issued the NPRM, we have determined it is necessary to
expand the inspection area because the NPRM did not adequately identify
the inspection area. We have also determined that it is necessary for
operators to do the inspections in this proposed AD (in the SNPRM)
before the inspections in AD 2014-12-13 can be terminated. In the NPRM,
we proposed to supersede AD 2014-12-13 and referred to the compliance
times in Boeing Alert Service Bulletin 737-57A1318, Revision 1, dated
July 22, 2016, which would have given operators an additional 4,500
flight cycles to do the next inspection. However, operators must do the
inspections at the compliance times required by AD 2014-12-13 until the
actions required by this proposed AD (in the SNPRM) are done.
Therefore, we are no longer superseding AD 2014-12-13. However, we have
included paragraph (k)(2) in this proposed AD (in the SNPRM) to specify
terminating action for AD 2014-12-13.
Related Service Information Under 1 CFR Part 51
We reviewed Boeing Alert Service Bulletin 737-57A1318, Revision 1,
dated July 22, 2016. The service information describes procedures for
repetitive high frequency eddy current (HFEC) open hole inspections for
any cracking in the forward support fitting, the aft support fitting,
the rear spar upper chord, and the rear spar web at the 12 fastener
holes (locations 1-12). The service information also describes
procedures for optional HFEC open hole inspections for any cracking in
the forward support fitting, the aft support fitting, the rear spar
upper chord, and the rear spar web, and HFEC surface inspections for
any cracking in the rear spar upper chord and rear spar upper web, as
applicable. The service information also describes procedures for
related investigative and corrective actions.
We also reviewed Boeing Alert Service Bulletin 737-57A1328, dated
July 22, 2016. The service information describes procedures for
repetitive eddy current inspections of the left and right wing for any
cracking in the inspar upper skin and at the repair parts if
applicable, and related investigative and corrective actions.
This service information is reasonably available because the
interested parties have access to it through their normal course of
business or by the means identified in the ADDRESSES section.
Comments
We gave the public the opportunity to comment on the NPRM. The
following presents the comments received on the NPRM and the FAA's
response to each comment.
Request To Include Other Inspection Areas
Boeing requested that the NPRM be revised to include other
inspection areas during the HFEC open hole inspection. Boeing stated
that, as written, the NPRM implies that in some options the upper chord
and web do not need to be inspected during the HFEC open hole
inspection.
We agree with the commenter's request for the reasons stated above.
We have revised the introductory text to paragraph (h) of this proposed
AD (in the SNPRM) to include an HFEC
[[Page 37551]]
inspection of the forward support fitting, the aft support fitting, the
rear spar upper chord, and the rear spar web.
Request To Revise the NPRM or Service Information To Allow Installation
of the Same Type and Size of Fasteners
All Nippon Airlines (ANA) requested that paragraph (h) of the NPRM
or the service information be revised to allow installation of the same
type and size of fasteners previously removed from the airplane after
the open hole HFEC inspection. ANA stated that for group 7 airplanes,
figures 25 and 26 of Boeing Alert Service Bulletin 737-57A1318, May 15,
2013, specify that oversized fasteners are installed at fastener holes
after the open hole HFEC inspection has been accomplished. ANA stated
that, however, for the same group 7 airplanes, figures 29 and 30 of
Boeing Alert Service Bulletin 737-57A1318, Revision 1, dated July 22,
2016, specify that standard size fasteners are installed at fastener
holes after the open hole HFEC inspection has been accomplished. ANA
stated that as a result, operators will have to request alternative
methods of compliance (AMOCs) for all airplanes on which the actions in
Boeing Alert Service Bulletin 737-57A1318, May 15, 2013, have already
been done because paragraph (h) of the NPRM states to do all applicable
related investigative and corrective actions using Boeing Alert Service
Bulletin 737-57A1318, Revision 1, dated July 22, 2016, which includes
the installation of the standard size fasteners. ANA stated that this
would be a burden for operators, Boeing, and the FAA.
We agree with the commenter's request to revise this proposed AD.
Boeing Alert Service Bulletin 737-57A1318, Revision 1, dated July 22,
2016, should have called out the correct fastener size to be installed
after the fastener holes have been inspected and oversized as specified
in Boeing Alert Service Bulletin 737-57A1318, May 15, 2013. Group 7 has
two configurations: Configuration 1 is for airplanes without a repair;
Configuration 2 is for airplanes with a repair. We added paragraph
(h)(2) to this proposed AD (in the SNPRM) to state, ``For group 7,
configuration 1 airplanes identified in Boeing Alert Service Bulletin
737-57A1318, Revision 1, dated July 22, 2016: Install the same type and
same size fasteners as those previously removed from the airplane after
accomplishing the open hole HFEC inspection specified in the
introductory text of paragraph (h) of this AD.''
Request for AMOC Approval
ANA requested that the NPRM be revised to allow approved AMOCs for
AD 2014-12-13. ANA stated that airplanes have AMOCs for AD 2014-12-23
for certain repairs done using certain Boeing 737-300/-400/-500
structural repair manuals or certain Boeing ODA forms. ANA stated that
existing AMOCs should be considered for AMOC approval in the NPRM.
We agree with the commenter's request for the reasons provided
above. We have redesignated paragraph (l)(4) of the proposed AD (in the
NPRM) as paragraph (l)(5) in this proposed AD (in the SNPRM). We have
added paragraph (l)(4) to this proposed AD (in the SNPRM) to allow
AMOCs approved previously for AD 2014-12-13, Amendment 39-17874 (79 FR
39300, July 10, 2014), as AMOCs for the corresponding provisions of
paragraphs (g) and (h) of this AD.
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. We have redesignated paragraph (c) of the proposed AD
(in the NPRM) as paragraph (c)(1) in this proposed AD and added
paragraph (c)(2) to this proposed AD to state that ``Installation of
Supplemental Type Certificate (STC) ST01219SE 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.''
Request To Clarify the NPRM for Historical Accuracy
Boeing requested that the NPRM be revised to clarify the content
for historical accuracy. Boeing stated that in the ``Actions Since AD
2014-12-13 and 2015-21-08 Were Issued'' paragraph of the preamble of
the NPRM, the first paragraph described that a 2.375-inch long crack in
the inspar upper skin was discovered since the issuance of AD 2014-12-
13 and AD 2015-21-08. Boeing stated, however, the discovery of the
crack led to the issuance of AD 2015-21-08 and not AD 2014-12-13.
Boeing stated that the AD will become a reference for prior events, and
therefore, historical accuracy is essential.
We agree with the commenter to clarify the historical accuracy of
this SNPRM. While the paragraph, ``Actions Since AD 2014-12-13 and
2015-21-08 Were Issued,'' is not carried over in the SNPRM, we
acknowledge that the discovery of a 2.375-inch long crack in the inspar
upper skin led to the issuance of AD 2015-21-08. We have not changed
this SNPRM regarding this issue.
FAA's Determination
We are proposing this SNPRM because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
Certain changes described above expand the scope of the NPRM. As a
result, we have determined that it is necessary to reopen the comment
period to provide additional opportunity for the public to comment on
this SNPRM.
Proposed Requirements of This SNPRM
This SNPRM would require accomplishing the actions specified in the
service information described previously, except as discussed under
``Differences Between this Proposed AD and the Service Information.''
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-2016-9523.
The phrase ``related investigative actions'' is used in this SNPRM.
Related investigative actions are follow-on actions that (1) are
related to the primary action, and (2) further investigate the nature
of any condition found. Related investigative actions in an AD could
include, for example, inspections.
The phrase ``corrective actions'' is used in this SNPRM. Corrective
actions correct or address any condition found. Corrective actions in
an AD could include, for example, repairs.
Differences Between This SNPRM and the Service Information
Boeing Alert Service Bulletin 737-57A1318, Revision 1, dated July
22, 2016; and Boeing Alert Service Bulletin 737-57A1328, dated July 22,
2016; specify to contact the manufacturer for certain instructions, but
this proposed AD would require accomplishment of repair methods,
modification deviations, and alteration deviations in one of the
following ways:
In accordance with a method that we approve; or
Using data that meet the certification basis of the
airplane, and that have been approved by the Boeing
[[Page 37552]]
Commercial Airplanes Organization Designation Authorization (ODA) whom
we have authorized to make those findings.
Costs of Compliance
We estimate that this AD affects 471 airplanes of U.S. registry. We
estimate the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
HFEC open hole inspections...... 82 work-hours x $85 $0 $6,970 per $3,282,870 per
per hour = $6,970 inspection cycle. inspection cycle.
per inspection
cycle.
Eddy current inspection......... 14 work-hours x $85 $0 $1,190 per $560,490 per
per hour = $1,190 inspection cycle. inspection cycle.
per inspection
cycle.
----------------------------------------------------------------------------------------------------------------
Estimated Costs for Optional Actions
----------------------------------------------------------------------------------------------------------------
Action Labor cost Parts cost Cost per product
----------------------------------------------------------------------------------------------------------------
Inspection............................. Up to 41 work-hours x $85 $0 Up to $1,641,435 per
per hour = $3,485 per inspection cycle.
inspection cycle.
----------------------------------------------------------------------------------------------------------------
We have received no definitive data that will enable us to provide
cost estimates for the on-condition actions specified in this SNPRM.
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.
This proposed AD is issued in accordance with authority delegated
by the Executive Director, Aircraft Certification Service, as
authorized by FAA Order 8000.51C. In accordance with that order,
issuance of ADs is normally a function of the Compliance and
Airworthiness Division, but during this transition period, the
Executive Director has delegated the authority to issue ADs applicable
to transport category airplanes to the Director of the System Oversight
Division.
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-2016-9523; Product Identifier
2016-NM-134-AD.
(a) Comments Due Date
The FAA must receive comments on this AD action by September 5,
2017.
(b) Affected ADs
This AD affects AD 2014-12-13, Amendment 39-17874 (79 FR 39300,
July 10, 2014), and AD 2015-21-08, Amendment 39-18301 (80 FR 65921,
October 28, 2015).
(c) Applicability
(1) This AD applies to all The Boeing Company Model 737-100, -
200, -200C, -300, -400, and -500 series airplanes, certificated in
any category.
(2) Installation of Supplemental Type Certificate (STC)
ST01219SE 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 57, Wings.
(e) Unsafe Condition
This AD was prompted by reports of additional cracking in the
inspar upper skin at Wing Buttock Line (WBL) 157 and in the skin at
two holes common to the rear spar in the same area, and rear spar
web cracks were also noted on both wings. Subsequent inspections
revealed that the right rear spar upper chord was almost completely
severed and the left rear spar upper chord was completely severed.
We are issuing this AD to detect and correct cracking of the forward
and aft support fittings for the main landing
[[Page 37553]]
gear (MLG) beam, and the rear spar upper chord and rear spar web in
the area of rear spar station (RSS) 224.14, which could grow and
result in a fuel leak and possible fire.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Required Actions for Group 1 Airplanes (MLG Support Fittings and
Rear Spar)
For airplanes identified as Group 1 in Boeing Alert Service
Bulletin 737-57A1318, Revision 1, dated July 22, 2016: At the
applicable time specified in table 1 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 737-57A1318,
Revision 1, dated July 22, 2016, except as required by paragraph
(j)(3) of this AD, do applicable inspections and corrective actions
using a method approved in accordance with the procedures specified
in paragraph (l) of this AD.
(h) Required Actions for Groups 2-7 Airplanes (MLG Support Fittings and
Rear Spar)
For airplanes identified as Groups 2-7 in Boeing Alert Service
Bulletin 737-57A1318, Revision 1, dated July 22, 2016: At the
applicable time specified in table 2 through table 9 of paragraph
1.E., ``Compliance,'' of Boeing Alert Service Bulletin 737-57A1318,
Revision 1, dated July 22, 2016, except as required by paragraph
(j)(3) of this AD, do high frequency eddy current (HFEC) open hole
inspections for any cracking in the forward support fitting, the aft
support fitting, the rear spar upper chord, and the rear spar web at
the 12 fastener holes (locations 1-12); or HFEC open hole
inspections for any cracking in the forward support fitting, the aft
support fitting, the rear spar upper chord, and the rear spar web,
and an HFEC surface inspection for any cracking in the rear spar
upper chord and rear spar upper web; as applicable; and do all
applicable related investigative and corrective actions; in
accordance with the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-57A1318, Revision 1, dated July 22, 2016,
except as provided by paragraphs (h)(1) and (h)(2) of this AD, and
except as required by paragraph (j)(1) of this AD. Do all applicable
related investigative and corrective actions before further flight.
Thereafter, repeat the HFEC inspection at the applicable time
specified in table 2 through table 9 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 737-57A1318,
Revision 1, dated July 22, 2016.
(1) Options provided in Boeing Alert Service Bulletin 737-
57A1318, Revision 1, dated July 22, 2016, for accomplishing the
inspection are acceptable for the corresponding requirements in the
introductory text of paragraph (h) of this AD, provided that the
inspections are done at the applicable times in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 737-57A1318,
Revision 1, dated July 22, 2016.
(2) For Group 7, Configuration 1 airplanes identified in Boeing
Alert Service Bulletin 737-57A1318, Revision 1, dated July 22, 2016:
Install the same type and same size fasteners as those previously
removed from the airplane after accomplishing the open hole HFEC
inspection specified in the introductory text of paragraph (h) of
this AD.
(i) Eddy Current Inspection (Inspar Upper Skin)
For airplanes identified in Boeing Alert Service Bulletin 737-
57A1328, dated July 22, 2016: At the applicable time specified in
table 1 and table 2 of paragraph 1.E., ``Compliance,'' of Boeing
Alert Service Bulletin 737-57A1328, dated July 22, 2016, except as
required by paragraph (j)(2) of this AD, do an eddy current
inspection of the left and right wings for any cracking in the
inspar upper skin, and at the repair parts if installed, and do all
applicable related investigative and corrective actions, in
accordance with the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-57A1328, dated July 22, 2016, except as
required by paragraph (j)(1) of this AD. Do all related
investigative and corrective actions before further flight.
Thereafter, repeat the eddy current inspection at the applicable
time specified in table 1 and table 2 of paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 737-57A1328, dated
July 22, 2016.
(j) Exceptions to the Service Information
(1) If any cracking is found during any inspection required by
this AD, and Boeing Alert Service Bulletin 737-57A1318, Revision 1,
dated July 22, 2016; or Boeing Alert Service Bulletin 737-57A1328,
dated July 22, 2016; specifies to contact Boeing for appropriate
action: Before further flight, repair using a method approved in
accordance with the procedures specified in paragraph (l) of this
AD.
(2) Where Boeing Alert Service Bulletin 737-57A1328, dated July
22, 2016, specifies a compliance time ``after the Original Issue
date of this service bulletin,'' this AD requires compliance within
the specified compliance time after the effective date of this AD.
(3) Where Boeing Alert Service Bulletin 737-57A1318, Revision 1,
dated July 22, 2016, specifies a compliance time ``after the
Revision 1 date of this service bulletin, whichever occurs later,''
this AD requires compliance within the specified compliance time
after the effective date of this AD.
(k) Terminating Action
(1) Accomplishing the initial inspections and applicable related
investigative and corrective actions required by paragraphs (g),
(h), and (i) of this AD, as applicable, terminates all requirements
of AD 2015-21-08.
(2) Accomplishing the initial inspections and applicable related
investigative and corrective actions required by paragraphs (g) and
(h) of this AD, as applicable, terminates all requirements of AD
2014-12-13.
(l) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Los Angeles Aircraft Certification Office (ACO)
Branch, 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 certification office,
send it to the attention of the person identified in paragraph
(m)(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 Branch, 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 2014-12-13, Amendment 39-
17874 (79 FR 39300, July 10, 2014), are approved as AMOCs for the
corresponding provisions of paragraphs (g) and (h) of this AD.
(5) Except as required by paragraph (j)(1) of this AD: For
service information that contains steps that are labeled as Required
for Compliance (RC), the provisions of paragraphs (l)(5)(i) and
(l)(5)(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 sub-step is labeled ``RC Exempt,'' then
the RC requirement is removed from that step or sub-step. 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.
(m) Related Information
(1) For more information about this AD, contact Payman Soltani,
Aerospace Engineer, Airframe Section, FAA, Los Angeles ACO Branch,
3960 Paramount Boulevard, Lakewood, CA 90712-4137; phone: 562-627-
5313; fax: 562-627-5210; email: payman.soltani@faa.gov.
(2) 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;
telephone 562-797-1717; Internet https://www.myboeingfleet.com. You
may view this referenced service information at the FAA, Transport
Standards Staff, 1601 Lind Avenue SW., Renton, WA. For information
on the availability of this material at the FAA, call 425-227-1221.
[[Page 37554]]
Issued in Renton, Washington, on July 26, 2017.
Jeffrey E. Duven,
Director, System Oversight Division, Aircraft Certification Service.
[FR Doc. 2017-16357 Filed 8-10-17; 8:45 am]
BILLING CODE 4910-13-P