Airworthiness Directives; The Boeing Company Airplanes, 55027-55032 [2017-23989]

Download as PDF 55027 Rules and Regulations Federal Register Vol. 82, No. 222 Monday, November 20, 2017 This section of the FEDERAL REGISTER contains regulatory documents having general applicability and legal effect, most of which are keyed to and codified in the Code of Federal Regulations, which is published under 50 titles pursuant to 44 U.S.C. 1510. The Code of Federal Regulations is sold by the Superintendent of Documents. DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2017–0249; Product Identifier 2016–NM–138–AD; Amendment 39–19092; AD 2017–22–12] RIN 2120–AA64 Airworthiness Directives; The Boeing Company Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Final rule. AGENCY: We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 757–200, –200PF, and –200CB series airplanes. This AD was prompted by reports of slats disbonding on airplanes on which the terminating actions of AD 2005–07– 08 had been performed. We have also received reports of slats disbonding on airplanes outside of the applicability of AD 90–23–06, AD 91–22–51, and AD 2005–07–08, which also addressed slat disbonding. This AD requires determining the type of trailing edge slat wedges of the leading edge slats, repetitive inspections for disbonding on certain trailing edge slat wedges, and corrective actions if necessary. This AD also provides an optional terminating action for the repetitive inspections. We are issuing this AD to address the unsafe condition on these products. DATES: This AD is effective December 26, 2017. The Director of the Federal Register approved the incorporation by reference of a certain publication listed in this AD as of December 26, 2017. The Director of the Federal Register approved the incorporation by reference of a certain other publication listed in this AD as of May 5, 2005 (70 FR 16403, March 31, 2005). ADDRESSES: For service information identified in this final rule, contact sradovich on DSK3GMQ082PROD with RULES SUMMARY: VerDate Sep<11>2014 16:26 Nov 17, 2017 Jkt 244001 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 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–2017– 0249. 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– 0249; 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 final rule, the regulatory evaluation, any comments received, and other information. The address for the Docket Office (phone: 800–647–5527) is Docket Management Facility, U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE., Washington, DC 20590. FOR FURTHER INFORMATION CONTACT: Chandra Ramdoss, Aerospace Engineer, Airframe Section, FAA, Los Angeles ACO Branch, 3960 Paramount Boulevard, Lakewood, CA 90712–4137; phone: 562–627–5239; fax: 562–627– 5210; email: chandraduth.ramdoss@ faa.gov. SUPPLEMENTARY INFORMATION: Discussion We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 by adding an AD that would apply to all The Boeing Company Model 757–200, –200PF, and –200CB series airplanes. The NPRM published in the Federal Register on April 13, 2017 (82 FR 17773). The NPRM was prompted by reports of slats disbonding on airplanes on which the terminating actions of AD 2005–07–08, Amendment 39–14032 (70 FR 16403, March 31, 2005) (‘‘AD 2005– 07–08’’) had been performed. We have also received reports of slats disbonding on airplanes outside of the applicability of AD 90–23–06, Amendment 39–6794 PO 00000 Frm 00001 Fmt 4700 Sfmt 4700 (55 FR 46499, November 5, 1990) (‘‘AD 90–23–06’’), AD 91–22–51, Amendment 39–8129 (57 FR 781, January 9, 1992) (‘‘AD 91–22–51’’), and AD 2005–07–08, which also addressed slat disbonding. The NPRM proposed to require determining the type of trailing edge slat wedges of the leading edge slats, repetitive inspections for disbonding on certain trailing edge slat wedges, and corrective actions if necessary. The NPRM also proposed to provide an optional terminating action for the repetitive inspections. We are issuing this AD to prevent delamination of the trailing edge slat wedges of the leading edge slats. This delamination could cause loss of pieces of the trailing edge slat wedge assemblies during flight, reduction of the maneuver and stall margins, and consequent reduced controllability of the airplane. Comments We gave the public the opportunity to participate in developing this final rule. The following presents the comments received on the NPRM and the FAA’s response to each comment. Support for the NPRM The Air Line Pilots Association, International and Boeing expressed support for the NPRM. Requests To Withdraw the NPRM American Airlines (AAL) and Delta Air Lines (DAL) requested that we provide justification for the NPRM. AAL stated that the condition addressed by the NPRM is not an airplane-level safety issue, and does not meet the requirements for rulemaking activity because it does not correct an unsafe condition. DAL stated that Boeing’s assessment, based on a piloted simulation study and pilot comments from flight testing, determined that the loss of slat wedges for slats 1 through 10 is a non-airplane-safety issue. We infer that the commenters request that we withdraw the NPRM. We do not agree with the commenters’ request. We have assessed the safety concern and have determined that there is insufficient flight test data to substantiate flight control authority to counteract rolling moment due to the loss of a slat trailing edge wedge. The Boeing analysis did not address maneuvering flight and critical (minimum) speeds or altitudes for recovery. We have therefore determined E:\FR\FM\20NOR1.SGM 20NOR1 55028 Federal Register / Vol. 82, No. 222 / Monday, November 20, 2017 / Rules and Regulations that there is an unsafe condition that must be addressed, and we are issuing this final rule with the changes described below. Request To Clarify the AD Applicability FedEx Express (FedEx) requested that we clarify whether the FedEx Model 757 fleet is affected by the NPRM. FedEx stated that paragraph (c) of the proposed AD does not reflect the FedEx Model 757–200 converted freighter configuration via supplemental type certificate (STC) ST03562AT (https:// rgl.faa.gov/Regulatory_and_Guidance_ Library/rgstc.nsf/0/7239683609 eb1b4086257ff1004d0f2b/$FILE/ ST03562AT.pdf). We agree that clarification is necessary. Paragraph (c) of this AD includes all Boeing Model 757–200, –200CB, and –200PF series airplanes in the applicability. FedEx airplanes were originally delivered as Model 757–200 series airplanes; installation of the freighter conversion supplemental type certificate on those airplanes does not change their airplane model designation. Therefore, Model 757–200 series airplanes that are converted to a freighter configuration are included in the applicability of this AD. We have not changed this AD in this regard. sradovich on DSK3GMQ082PROD with RULES Requests To Specify Applicable Service Information Appendixes United Parcel Service (UPS), United Airlines (UAL), and DAL requested that we revise paragraph (g) of the proposed AD to specify that the inspection of each trailing edge slat wedge of the leading edge slats is done in accordance with the ‘‘applicable’’ Appendixes A, B, C, and D of the service information. The commenters explained that not all of the appendixes of the service information are applicable to each slat. We agree with the commenters’ request because each appendix applies only to inboard slats or outboard slats. We have revised paragraph (g) of this AD accordingly. Request To Address OperatorProduced-and-Modified Slat Wedges AAL requested that we revise paragraph (g) of the proposed AD with specific wording to address operatorproduced-and-modified slat wedges that carry owner-operator part numbers that are not addressed in Boeing Special Attention Service Bulletin 757–57– 0066, Revision 1, dated June 7, 2016 (‘‘Boeing SASB 757–57–0066 R1’’). AAL explained that many operators have produced slat wedges internally, and there is no wording in the proposed AD to indicate how operator-produced wedges should be handled for VerDate Sep<11>2014 16:26 Nov 17, 2017 Jkt 244001 inspections, terminating action, or parts installation limitations. We agree to revise paragraph (g) of this AD by adding that if a physical inspection cannot determine if a slat wedge is a type A or type B slat wedge, it must be assumed to be a type A slat wedge, or an alternative method of compliance (AMOC) can be requested in accordance with the procedures specified in paragraph (n) of this AD. Request To Clarify Differences Between the Structural Repair Manual (SRM) and Service Information UPS stated that FAA-approved SRM allowable damage and repairs must coincide fully with the service information specifications. UPS provided several examples of differences between the SRM and the service information. Boeing has informed us that a new revision of the SRM was released on September 20, 2017, to specify actions that are consistent with Boeing SASB 757–57–0066 R1. The new SRM revision will have the same procedures for type A and type B wedges, but different limitations. We have not changed this AD in this regard. Requests To Clarify Compliance Time FedEx and Jet2.com (CEX) requested clarification of the compliance time in Table 6 of paragraph 1.E., ‘‘Compliance,’’ of Boeing SASB 757–57– 0066 R1. FedEx explained that because the components are rotable, the compliance time should be based on component flight cycles or flight time while the component is installed onwing, and not based on airplane flight cycles. FedEx noted that the specified repetitive inspection interval is 600 cycles or 6 months, whichever occurs first; FedEx interpreted this compliance time to mean 600 aircraft flight cycles or 6-months calendar time. FedEx also recommended the 6-months calendar time be revised to specify ‘‘6 months of component on-wing time.’’ CEX stated that the 6-months calendar time should not apply to components that are sitting on the shelf. We agree to clarify the compliance times in this AD. The flight cycles in Table 6 of Boeing SASB 757–57–0066 R1, are component flight cycles. Table 6 of Boeing SASB 757–57–0066 R1, specifies the initial compliance time as ‘‘Within 600 Trailing Edge Wedge flight cycles or within 6 months after the disbond is repaired or any previously accomplished repair is found, whichever occurs first’’ and, for the repetitive interval, specifies ‘‘600 Trailing Edge Wedge flight cycles or 6 months, whichever occurs first.’’ If the PO 00000 Frm 00002 Fmt 4700 Sfmt 4700 trailing edge wedge is moved between airplanes, the flight cycles on the trailing edge wedge need to be tracked separately from the airplane flight cycles. We disagree with the commenter’s statements that the 6-month compliance time for the repetitive interval is intended to be 6 months while the component is installed on-wing. The 6month calendar time limitation is necessary because bonding corrosion is a primary component of damage growth and corrosion might occur while the component is off-wing. We have coordinated this calendar time limitation with Boeing. It is not necessary to inspect a slat wedge during its time in storage, but if the inspection interval has been surpassed, the wedge would require inspection before being returned to service. We have not changed this AD in this regard. Request To Supersede ADs FedEx requested that we revise the language in paragraph (l) of the proposed AD from terminating the requirements of other ADs to superseding the requirements in the other ADs. FedEx provided no technical justification for its request. We do not agree with the commenter’s request to revise the language in paragraph (l) of this AD. We use the terminology ‘‘supersedes’’ only if an AD action supersedes an existing AD. This AD is a stand-alone AD. As specified in paragraph (l)(1) of this AD (which we referred to as paragraph (l) of the proposed AD), accomplishing initial inspections required by paragraphs (g) and (h) of this AD on a trailing edge slat wedge terminates all requirements of AD 90–23–06, AD 91–22–51, and AD 2005–07–08 for that slat wedge. We have also added paragraph (l)(2) to this AD to clarify that accomplishing the initial inspections required by paragraphs (g) and (h) of this AD on all trailing edge slat wedges terminates all requirements of AD 90–23–06, AD 91– 22–51, and AD 2005–07–08 for that airplane. The parts installation limitation specified in paragraph (m) of this AD will then prohibit subsequent installation of parts that have not met those requirements. After the compliance times of this AD have passed, we may consider rescinding AD 90–23–06, AD 91–22–51, and AD 2005– 07–08. Request To Determine Wedge Type by Physical Inspection UPS requested that we revise the terminating action in paragraph (k) of the proposed AD by adding the statement ‘‘or by determining in E:\FR\FM\20NOR1.SGM 20NOR1 Federal Register / Vol. 82, No. 222 / Monday, November 20, 2017 / Rules and Regulations accordance with the Accomplishment Instructions of Boeing SASB 757–57– 0066 R1, Appendices A, B, C, or D (as applicable), that the current wedge installed on the slat is a type B,’’ terminates the repetitive inspections required by this AD for this wedge. UPS stated that if the maintenance records are not conclusive, as stated in paragraph (g) of the proposed AD, operators must treat a wedge as a type A and begin repetitive inspections until such time as the intrusive inspections of Boeing SASB 757–57–0066 R1, Appendixes A, B, C, or D, can be accomplished. We agree with UPS’s request. A physical inspection in accordance with the Accomplishment Instructions of Boeing SASB 757–57–0066 R1, is also a way to determine the wedge type. We have revised paragraph (k) of this AD accordingly. Requests To Revise Terminating Action AAL requested that the terminating action in paragraph (k) of the proposed AD include not only installation of Boeing type B wedges, but also installation of any operator-produced or -modified wedge that includes the corrosion prevention features of the Boeing type B wedge. DAL requested that the terminating action specified in paragraph (k) of the proposed AD be revised to include any FAA-approved repairs to a slat trailing edge wedge that results in a wedge produced to the same build standards as a type B wedge. We do not agree with the commenters’ request. The addition of corrosion prevention features on an operatorproduced or -modified wedge is not by itself sufficient to make the wedge a type B wedge. Any operator-produced or -modified wedge must pass all checks in Appendix B or C (outboard slats) or Appendix A (inboard slats) of Boeing SASB 757–57–0066 R1. The operator may request approval of an AMOC by providing data to substantiate that the wedge is produced or modified to the Boeing drawing equivalent to a type B wedge. We have not changed this AD in this regard. sradovich on DSK3GMQ082PROD with RULES Request To Resolve Terminating Action Inconsistencies DAL stated that it considers the terminating actions of paragraphs (h) and (j) of AD 2005–07–08, and the terminating actions of the proposed AD to be equivalent. As a result, DAL requested that these inconsistencies be resolved within the AD to substantiate the need for another AD on Model 757– 200 airplane slats. We partially agree with DAL’s request. We agree that paragraph (j) of AD 2005–07–08 and the terminating action of this AD are equivalent. Both are replacement of wedges with type B wedges. We disagree that paragraph (h) in AD 2005–07–08 and the terminating actions of this AD are equivalent. The wedge installed as terminating action in paragraph (h) of AD 2005–07–08 did not have the core that addressed the disbond issue. We have revised paragraph (k) of this AD to include replacement of wedges with type B wedges as specified in Boeing Alert Service Bulletin 757–57A0063, dated June 26, 2003. Request To Evaluate Spares Availability FedEx requested that spares availability be evaluated prior to AD release to reduce the potential for hardship to the operators. We infer that the operator is concerned that there may be an insufficient supply of replacement parts available to operators. Boeing has indicated that there is a supply of new slat wedges available and that operators have rebuilt slat wedges. The need for new replacement parts is further mitigated by the allowance for operators to use serviceable parts. There is also a Boeing part demand intent form in Boeing SASB 757–57–0066 R1 to help Boeing predict the quantity and timing needed for Boeing-supplied parts if operators have a concern that their new part replacement needs may exceed the timely replacement of new parts. Operators concerned about spare parts should proactively provide this information to Boeing. We have not changed this AD in this regard. Effect of Winglets on Accomplishment of the Proposed Actions Aviation Partners Boeing stated that installation of winglets per supplemental type certificate (STC) ST01518SE does not affect the actions specified in the NPRM. 55029 We concur with the commenter. We have redesignated paragraph (c) of the proposed AD as paragraph (c)(1) of this AD and added paragraph (c)(2) to this AD to state that installation of STC ST01518SE does not affect the ability to accomplish the actions required by this AD. Therefore, for airplanes on which STC ST01518SE is installed, a ‘‘change in product’’ AMOC approval request is not necessary to comply with the requirements of 14 CFR 39.17. Conclusion We reviewed the relevant data, considered the comments received, and determined that air safety and the public interest require adopting this final rule with the changes described previously and minor editorial changes. We have determined that these minor changes: • Are consistent with the intent that was proposed in the NPRM for correcting the unsafe condition; and • Do not add any additional burden upon the public than was already proposed in the NPRM. We also determined that these changes will not increase the economic burden on any operator or increase the scope of this final rule. Related Service Information Under 1 CFR Part 51 We reviewed Boeing SASB 757–57– 0066 R1. The service information describes procedures for doing inspections on trailing edge slat wedges of the leading edge slats for areas of skin-to-core and aft edge disbonding, and corrective actions including replacement of certain slat wedges. This service information is reasonably available because the interested parties have access to it through their normal course of business or by the means identified in the ADDRESSES section. Costs of Compliance We estimate that this AD will affect 469 airplanes of U.S. registry. We estimate the following costs to comply with this AD: ESTIMATED COSTS Action Labor cost Inspections .......... Up to 24 work-hours × $85 per hour = $2,040 per inspection cycle. VerDate Sep<11>2014 16:26 Nov 17, 2017 Jkt 244001 Parts cost PO 00000 Frm 00003 Cost per product $0 Fmt 4700 Cost on U.S. operators Up to $2,040 per inspection cycle Up to $956,760 per inspection cycle. Sfmt 4700 E:\FR\FM\20NOR1.SGM 20NOR1 55030 Federal Register / Vol. 82, No. 222 / Monday, November 20, 2017 / Rules and Regulations We estimate the following costs to do any necessary replacements that would be required based on the results of the inspections. We have no way of determining the number of aircraft that might need these replacements: ON-CONDITION COSTS Action Labor cost Parts cost Wedge replacement (per wedge) ..................... 43 work-hours × $85 per hour = $3,655 ......... Up to $84,636 ............ The on-condition costs are an estimate of the cost of replacing a type A wedge with a type B wedge, which is a terminating action for the required inspections. There are up to 10 wedge assemblies per airplane, and the price range for a new assembly is $50,923 to $84,636 based on the information provided by Boeing. The cost of repairing a type A wedge cannot be estimated because damage type and size may vary widely. responsibilities among the various levels of government. For the reasons discussed above, I certify that this AD: (1) Is not a ‘‘significant regulatory action’’ under Executive Order 12866, (2) Is not a ‘‘significant rule’’ under DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979), (3) Will not affect intrastate aviation in Alaska, and (4) Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act. sradovich on DSK3GMQ082PROD with RULES 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 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 This AD will not have federalism implications under Executive Order 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and VerDate Sep<11>2014 16:26 Nov 17, 2017 Jkt 244001 List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety. Adoption of the Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows: PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: ■ Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive (AD): ■ 2017–22–12 The Boeing Company: Amendment 39–19092; Docket No. FAA–2017–0249; Product Identifier 2016–NM–138–AD. (a) Effective Date This AD is effective December 26, 2017. (b) Affected ADs This AD affects AD 90–23–06, Amendment 39–6794 (55 FR 46499, November 5, 1990) (‘‘AD 90–23–06’’); AD 91–22–51, Amendment 39–8129 (57 FR 781, January 9, 1992) (‘‘AD 91–22–51’’); and AD 2005–07–08, Amendment 39–14032 (70 FR 16403, March 31, 2005) (‘‘AD 2005–07–08’’). (c) Applicability (1) This AD applies to all The Boeing Company Model 757–200, –200PF, and –200CB series airplanes, certificated in any category. PO 00000 Frm 00004 Fmt 4700 Sfmt 4700 Cost per product Up to $88,291. (2) Installation of Supplemental Type Certificate (STC) ST01518SE [https:// rgl.faa.gov/Regulatory_and_Guidance_ Library/rgSTC.nsf/0/38b606833 bbd98b386257faa00602538/$FILE/ ST01518SE.pdf] does not affect the ability to accomplish the actions required by this AD. Therefore, for airplanes on which STC ST01518SE 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 slats disbonding on airplanes on which the terminating actions of AD 2005–07–08 had been performed. We have also received reports of slats disbonding on airplanes outside of the applicability of AD 90–23–06, AD 91–22–51, and AD 2005–07–08, which also addressed slat disbonding. We are issuing this AD to prevent delamination of the trailing edge slat wedges of the leading edge slats. This delamination could cause loss of pieces of the trailing edge slat wedge assemblies during flight, reduction of the maneuver and stall margins, and consequent reduced controllability of the airplane. (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Inspection To Determine Slat Wedge Type At the applicable time specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing Special Attention Service Bulletin 757–57– 0066, Revision 1, dated June 7, 2016 (‘‘Boeing SASB 757–57–0066 R1’’), except as specified in paragraph (j)(1) of this AD: Inspect each trailing edge slat wedge of the leading edge slats in accordance with Appendixes A, B, C, and D of Boeing SASB 757–57–0066 R1, as applicable, or review the airplane maintenance records, to determine whether the slat wedge is a type A or a type B. If a maintenance records review cannot conclusively determine a slat wedge is a type B, it must be assumed to be a type A slat wedge, or a physical inspection must be done as specified in this paragraph. If a physical inspection cannot determine if a slat wedge is a type A or type B slat wedge, it must be assumed to be a type A slat wedge, or approval of an alternative method of compliance (AMOC) may be requested in accordance with the procedures specified in paragraph (n) of this AD. E:\FR\FM\20NOR1.SGM 20NOR1 Federal Register / Vol. 82, No. 222 / Monday, November 20, 2017 / Rules and Regulations sradovich on DSK3GMQ082PROD with RULES (h) Type A Slat Wedge Repetitive Inspections, Related Investigative Actions, and Corrective Actions For each type A trailing edge slat wedge found during the inspection or records review required by paragraph (g) of this AD: At the applicable time specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing SASB 757–57– 0066 R1, except as specified in paragraph (j)(1) of this AD, do an ultrasonic low frequency bond test inspection, a tap test inspection, or a through transmission ultrasonic (TTU) inspection for skin-to-core disbonds of the honeycomb area of the trailing edge slat wedge; do a detailed inspection for aft edge disbonds of the aft edge of the trailing edge slat wedge; do a general visual inspection for any previously accomplished repair; and do all applicable related investigative and corrective actions; in accordance with the Accomplishment Instructions of Boeing SASB 757–57–0066 R1, except as specified in paragraphs (i) and (j)(2) of this AD. Do all applicable related investigative and corrective actions at the applicable time specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing SASB 757–57–0066 R1. Repeat the applicable inspections on each type A trailing edge slat wedge thereafter at the applicable intervals specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing SASB 757–57–0066 R1. (i) Repaired Type A Slat Wedge Repetitive Inspections, Related Investigative Actions, and Corrective Actions (1) For each type A trailing edge slat wedge with any class 1 disbond repair or any previously accomplished repair subject to the Part 2 inspection as identified in Boeing SASB 757–57–0066 R1: At the applicable time specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing SASB 757–57–0066 R1, do an ultrasonic low frequency bond test inspection, a tap test inspection, or a TTU inspection for skin-to-core disbonds in the repaired area of the trailing edge slat wedge; and do all applicable related investigative and corrective actions; in accordance with the Accomplishment Instructions of Boeing SASB 757–57–0066 R1, except as specified in paragraph (j)(2) of this AD. Do all applicable related investigative and corrective actions before further flight. Repeat the applicable inspection on each type A trailing edge slat wedge thereafter at the applicable interval specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing SASB 757–57–0066 R1. (2) For each type A trailing edge slat wedge with any time-limited class 2 disbond repair as identified in Boeing SASB 757–57–0066 R1: At the applicable time specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing SASB 757–57–0066 R1, do a detailed inspection for any peeling or deterioration of the aluminum foil tape of the repaired area on the trailing edge slat wedge; and do all applicable related investigative and corrective actions; in accordance with the Accomplishment Instructions of Boeing SASB 757–57–0066 R1, except as specified in paragraph (j)(2) of this AD. Do all applicable related investigative and corrective actions before further flight. Repeat the applicable inspection on each type A trailing edge slat wedge thereafter at the applicable interval VerDate Sep<11>2014 16:26 Nov 17, 2017 Jkt 244001 specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing SASB 757–57–0066 R1, until a permanent repair is done to complete the actions required for the time-limited class 2 disbond repair, specified as corrective actions in paragraph (h) of this AD. (3) For each type A trailing edge slat wedge with any permanent class 2 disbond repair as identified in Boeing SASB 757–57–0066 R1: At the applicable time specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing SASB 757–57– 0066 R1, do an ultrasonic low frequency bond test inspection or a TTU inspection for any disbonding of the aft edge repaired areas; a detailed inspection for disbonds along the aft edge of the repaired areas; and do all applicable related investigative and corrective actions; in accordance with the Accomplishment Instructions of Boeing SASB 757–57–0066 R1, except as specified in paragraph (j)(2) of this AD. Do all applicable related investigative and corrective actions before further flight. Repeat the applicable inspection on each type A trailing edge slat wedge thereafter at the applicable interval specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing SASB 757–57–0066 R1. (4) For each type A trailing edge slat wedge with any class 3 or class 4 disbond repair, or any previously accomplished repair subject to Part 5 inspection as identified in Boeing SASB 757–57–0066 R1: At the applicable time specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing SASB 757–57–0066 R1, do the applicable actions specified in paragraphs (i)(4)(i) and (i)(4)(ii) of this AD. (i) For any class 3 disbond repair with a repair doubler common to the aft edge of the trailing edge slat wedge; for any previously accomplished repair with a repair doubler common to the aft edge of the trailing edge slat wedge; and for any class 4 disbond repair: Do an ultrasonic low frequency bond test inspection or a TTU inspection for any disbonding of the aft edge repaired areas; a detailed inspection for disbonds along the aft edge of the repaired areas; and do all applicable related investigative and corrective actions; in accordance with the Accomplishment Instructions of Boeing SASB 757–57–0066 R1, except as specified in paragraph (j)(2) of this AD. Do all applicable related investigative and corrective actions before further flight. Repeat the applicable inspection on each type A trailing edge slat wedge thereafter at the applicable interval specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing SASB 757–57–0066 R1. (ii) For any class 3 disbond repair without a repair doubler common to the aft edge of the trailing edge slat wedge; and for any previously accomplished repair without a repair doubler common to the aft edge of the trailing edge slat wedge: Do an ultrasonic low frequency bond test inspection, a tap test inspection, or a TTU inspection for skin-tocore disbonds of the honeycomb area of the trailing edge slat wedge in the repaired area; and do all applicable related investigative and corrective actions; in accordance with the Accomplishment Instructions of Boeing SASB 757–57–0066 R1, except as specified in paragraph (j)(2) of this AD. Do all applicable related investigative and corrective actions before further flight. Repeat the applicable inspection on each type A trailing edge slat PO 00000 Frm 00005 Fmt 4700 Sfmt 4700 55031 wedge thereafter at the applicable interval specified in paragraph 1.E., ‘‘Compliance,’’ of Boeing SASB 757–57–0066 R1. (j) Exceptions To Service Information (1) Where paragraph 1.E., ‘‘Compliance,’’ of Boeing SASB 757–57–0066 R1, specifies a compliance time ‘‘after the Revision 1 date of this service bulletin,’’ this AD requires compliance within the specified compliance time after the effective date of this AD. (2) If any disbonding is found during any inspection required by this AD, and Boeing SASB 757–57–0066 R1, specifies to contact Boeing for appropriate action: Before further flight, repair the disbonding using a method approved in accordance with the procedures specified in paragraph (n) of this AD. (k) Optional Terminating Action for Repetitive Inspections Replacing a type A trailing edge slat wedge with a type B trailing edge slat wedge terminates the repetitive inspections required by this AD for that wedge if the replacement is done in accordance with the Accomplishment Instructions of Boeing SASB 757–57–0066 R1; or Boeing Alert Service Bulletin 757–57A0063, dated June 26, 2003; or by determining, in accordance with the Accomplishment Instructions of Boeing SASB 757–57–0066, Rl, Appendixes A, B, C, and D (as applicable), that the current wedge installed on the slat is a type B. (l) Terminating Action for Certain Other ADs (1) Accomplishing the initial inspections required by paragraphs (g) and (h) of this AD on a trailing edge slat wedge terminates all of the requirements of AD 90–23–06, AD 91– 22–51, and AD 2005–07–08 for that slat wedge. (2) Accomplishing the initial inspections required by paragraphs (g) and (h) of this AD on all trailing edge slat wedges terminates all of the requirements of AD 90–23–06, AD 91– 22–51, and AD 2005–07–08. (m) Parts Installation Limitation As of the effective date of this AD: A replacement type A wedge may be installed provided that the initial and repetitive inspections and all applicable related investigative and corrective actions specified in paragraphs (h) and (i) of this AD are done within the applicable compliance times specified in paragraphs (h) and (i) of this AD. (n) Alternative Methods of Compliance (AMOCs) (1) The Manager, Los Angeles 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 (o) 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 E:\FR\FM\20NOR1.SGM 20NOR1 55032 Federal Register / Vol. 82, No. 222 / Monday, November 20, 2017 / Rules and Regulations 1601 Lind Avenue SW., Renton, WA. For information on the availability of this material at the FAA, call 425–227–1221. (7) You may view this service information that is incorporated by reference at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202–741–6030, or go to: https:// www.archives.gov/federal-register/cfr/ibrlocations.html. (o) Related Information For more information about this AD, contact Chandra Ramdoss, Aerospace Engineer, Airframe Section, FAA, Los Angeles ACO Branch, 3960 Paramount Boulevard, Lakewood, CA 90712–4137; phone: 562–627–5239; fax: 562–627–5210; email: chandraduth.ramdoss@faa.gov. sradovich on DSK3GMQ082PROD with RULES 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 (j)(2) of this AD: For service information that contains steps that are labeled as Required for Compliance (RC), the provisions of paragraphs (n)(4)(i) and (n)(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. AGENCY: 16:26 Nov 17, 2017 Jkt 244001 [FR Doc. 2017–23989 Filed 11–17–17; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2017–1023; Product Identifier 2017–NM–144–AD; Amendment 39–19104; AD 2017–23–10] RIN 2120–AA64 Airworthiness Directives; Dassault Aviation Airplanes Federal Aviation Administration (FAA), Department of Transportation (DOT). ACTION: Final rule; request for comments. We are superseding Airworthiness Directive (AD) 2017–19– 17, which applied to certain Dassault Aviation Model FALCON 900EX and FALCON 2000EX airplanes. AD 2017– 19–17 required revising the airplane flight manual (AFM) to include procedures to follow when an airplane is operating in icing conditions. AD 2017–19–17 also required a detailed inspection of the wing anti-ice system ducting for the presence of a diaphragm, and follow-on actions (replacement of ducting or re-identification of the ducting part marking). This new AD retains the actions required by AD 2017–19–17, and corrects the follow-on actions for certain airplanes. This AD was prompted by a determination that the follow-on actions specified in AD 2017–19–17 were incorrect for certain airplanes. We are issuing this AD to address the unsafe condition on these products. SUMMARY: (p) Material Incorporated by Reference (1) The Director of the Federal Register approved the incorporation by reference (IBR) of the service information listed in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51. (2) You must use this service information as applicable to do the actions required by this AD, unless the AD specifies otherwise. (3) The following service information was approved for IBR on December 26, 2017. (i) Boeing Special Attention Service Bulletin 757–57–0066, Revision 1, dated June 7, 2016. (ii) Reserved. (4) The following service information was approved for IBR on May 5, 2005 (70 FR 16403, March 31, 2005). (i) Boeing Alert Service Bulletin 757– 57A0063, dated June 26, 2003. (ii) Reserved. (5) 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. (6) You may view this service information at the FAA, Transport Standards Branch, VerDate Sep<11>2014 Issued in Renton, Washington, on October 20, 2017. Dionne Palermo, Acting Director, System Oversight Division, Aircraft Certification Service. This AD is effective December 1, 2017. The Director of the Federal Register approved the incorporation by reference of certain publications listed in this AD DATES: PO 00000 Frm 00006 Fmt 4700 Sfmt 4700 as of October 27, 2017 (82 FR 44305, September 22, 2017). We must receive comments on this AD by January 2, 2018. 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: U.S. Department of Transportation, Docket Operations, M– 30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE., Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. For service information identified in this final rule, contact Dassault Falcon Jet Corporation, Teterboro Airport, P.O. Box 2000, South Hackensack, NJ 07606; telephone 201–440–6700; Internet https://www.dassaultfalcon.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–2017– 1023. 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– 1023; or in person at the Docket Management Facility between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this AD, the regulatory evaluation, any comments received, and other information. The street address for the Docket Office (telephone 800–647– 5527) is Docket Management Facility, U.S. Department of Transportation, Docket Operations, M–30, West Building Ground Floor, Room W12–140, 1200 New Jersey Avenue SE., Washington, DC 20590. FOR FURTHER INFORMATION CONTACT: Tom Rodriguez, Aerospace Engineer, International Section, Transport Standards Branch, FAA, 1601 Lind Avenue SW., Renton, WA 98057–3356; telephone 425–227–1137; fax 425–227– 1149. SUPPLEMENTARY INFORMATION: E:\FR\FM\20NOR1.SGM 20NOR1

Agencies

[Federal Register Volume 82, Number 222 (Monday, November 20, 2017)]
[Rules and Regulations]
[Pages 55027-55032]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2017-23989]

========================================================================
Rules and Regulations
Federal Register
________________________________________________________________________

This section of the FEDERAL REGISTER contains regulatory documents
having general applicability and legal effect, most of which are keyed
to and codified in the Code of Federal Regulations, which is published
under 50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by the Superintendent of Documents.

========================================================================

Federal Register / Vol. 82, No. 222 / Monday, November 20, 2017 /
Rules and Regulations

[[Page 55027]]

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2017-0249; Product Identifier 2016-NM-138-AD; Amendment
39-19092; AD 2017-22-12]
RIN 2120-AA64

Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: We are adopting a new airworthiness directive (AD) for all The
Boeing Company Model 757-200, -200PF, and -200CB series airplanes. This
AD was prompted by reports of slats disbonding on airplanes on which
the terminating actions of AD 2005-07-08 had been performed. We have
also received reports of slats disbonding on airplanes outside of the
applicability of AD 90-23-06, AD 91-22-51, and AD 2005-07-08, which
also addressed slat disbonding. This AD requires determining the type
of trailing edge slat wedges of the leading edge slats, repetitive
inspections for disbonding on certain trailing edge slat wedges, and
corrective actions if necessary. This AD also provides an optional
terminating action for the repetitive inspections. We are issuing this
AD to address the unsafe condition on these products.

DATES: This AD is effective December 26, 2017.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of December 26,
2017.
The Director of the Federal Register approved the incorporation by
reference of a certain other publication listed in this AD as of May 5,
2005 (70 FR 16403, March 31, 2005).

ADDRESSES: For service information identified in this final rule,
contact Boeing Commercial Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA
90740-5600; telephone 562-797-1717; Internet https://www.myboeingfleet.com. You may view this 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-2017-
0249.

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-
0249; 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 final rule, the regulatory evaluation, any comments
received, and other information. The address for the Docket Office
(phone: 800-647-5527) is Docket Management Facility, U.S. Department of
Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue SE., Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Chandra Ramdoss, Aerospace Engineer,
Airframe Section, FAA, Los Angeles ACO Branch, 3960 Paramount
Boulevard, Lakewood, CA 90712-4137; phone: 562-627-5239; fax: 562-627-
5210; email: chandraduth.ramdoss@faa.gov.

SUPPLEMENTARY INFORMATION:

Discussion

We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would apply to all The Boeing Company
Model 757-200, -200PF, and -200CB series airplanes. The NPRM published
in the Federal Register on April 13, 2017 (82 FR 17773). The NPRM was
prompted by reports of slats disbonding on airplanes on which the
terminating actions of AD 2005-07-08, Amendment 39-14032 (70 FR 16403,
March 31, 2005) (``AD 2005-07-08'') had been performed. We have also
received reports of slats disbonding on airplanes outside of the
applicability of AD 90-23-06, Amendment 39-6794 (55 FR 46499, November
5, 1990) (``AD 90-23-06''), AD 91-22-51, Amendment 39-8129 (57 FR 781,
January 9, 1992) (``AD 91-22-51''), and AD 2005-07-08, which also
addressed slat disbonding. The NPRM proposed to require determining the
type of trailing edge slat wedges of the leading edge slats, repetitive
inspections for disbonding on certain trailing edge slat wedges, and
corrective actions if necessary. The NPRM also proposed to provide an
optional terminating action for the repetitive inspections. We are
issuing this AD to prevent delamination of the trailing edge slat
wedges of the leading edge slats. This delamination could cause loss of
pieces of the trailing edge slat wedge assemblies during flight,
reduction of the maneuver and stall margins, and consequent reduced
controllability of the airplane.

Comments

We gave the public the opportunity to participate in developing
this final rule. The following presents the comments received on the
NPRM and the FAA's response to each comment.

Support for the NPRM

The Air Line Pilots Association, International and Boeing expressed
support for the NPRM.

Requests To Withdraw the NPRM

American Airlines (AAL) and Delta Air Lines (DAL) requested that we
provide justification for the NPRM. AAL stated that the condition
addressed by the NPRM is not an airplane-level safety issue, and does
not meet the requirements for rulemaking activity because it does not
correct an unsafe condition. DAL stated that Boeing's assessment, based
on a piloted simulation study and pilot comments from flight testing,
determined that the loss of slat wedges for slats 1 through 10 is a
non-airplane-safety issue.
We infer that the commenters request that we withdraw the NPRM. We
do not agree with the commenters' request. We have assessed the safety
concern and have determined that there is insufficient flight test data
to substantiate flight control authority to counteract rolling moment
due to the loss of a slat trailing edge wedge. The Boeing analysis did
not address maneuvering flight and critical (minimum) speeds or
altitudes for recovery. We have therefore determined

[[Page 55028]]

that there is an unsafe condition that must be addressed, and we are
issuing this final rule with the changes described below.

Request To Clarify the AD Applicability

FedEx Express (FedEx) requested that we clarify whether the FedEx
Model 757 fleet is affected by the NPRM. FedEx stated that paragraph
(c) of the proposed AD does not reflect the FedEx Model 757-200
converted freighter configuration via supplemental type certificate
(STC) ST03562AT (https://rgl.faa.gov/Regulatory_and_Guidance_Library/
rgstc.nsf/0/7239683609eb1b4086257ff1004d0f2b/$FILE/ST03562AT.pdf).
We agree that clarification is necessary. Paragraph (c) of this AD
includes all Boeing Model 757-200, -200CB, and -200PF series airplanes
in the applicability. FedEx airplanes were originally delivered as
Model 757-200 series airplanes; installation of the freighter
conversion supplemental type certificate on those airplanes does not
change their airplane model designation. Therefore, Model 757-200
series airplanes that are converted to a freighter configuration are
included in the applicability of this AD. We have not changed this AD
in this regard.

Requests To Specify Applicable Service Information Appendixes

United Parcel Service (UPS), United Airlines (UAL), and DAL
requested that we revise paragraph (g) of the proposed AD to specify
that the inspection of each trailing edge slat wedge of the leading
edge slats is done in accordance with the ``applicable'' Appendixes A,
B, C, and D of the service information. The commenters explained that
not all of the appendixes of the service information are applicable to
each slat.
We agree with the commenters' request because each appendix applies
only to inboard slats or outboard slats. We have revised paragraph (g)
of this AD accordingly.

Request To Address Operator-Produced-and-Modified Slat Wedges

AAL requested that we revise paragraph (g) of the proposed AD with
specific wording to address operator-produced-and-modified slat wedges
that carry owner-operator part numbers that are not addressed in Boeing
Special Attention Service Bulletin 757-57-0066, Revision 1, dated June
7, 2016 (``Boeing SASB 757-57-0066 R1''). AAL explained that many
operators have produced slat wedges internally, and there is no wording
in the proposed AD to indicate how operator-produced wedges should be
handled for inspections, terminating action, or parts installation
limitations.
We agree to revise paragraph (g) of this AD by adding that if a
physical inspection cannot determine if a slat wedge is a type A or
type B slat wedge, it must be assumed to be a type A slat wedge, or an
alternative method of compliance (AMOC) can be requested in accordance
with the procedures specified in paragraph (n) of this AD.

Request To Clarify Differences Between the Structural Repair Manual
(SRM) and Service Information

UPS stated that FAA-approved SRM allowable damage and repairs must
coincide fully with the service information specifications. UPS
provided several examples of differences between the SRM and the
service information.
Boeing has informed us that a new revision of the SRM was released
on September 20, 2017, to specify actions that are consistent with
Boeing SASB 757-57-0066 R1. The new SRM revision will have the same
procedures for type A and type B wedges, but different limitations. We
have not changed this AD in this regard.

Requests To Clarify Compliance Time

FedEx and Jet2.com (CEX) requested clarification of the compliance
time in Table 6 of paragraph 1.E., ``Compliance,'' of Boeing SASB 757-
57-0066 R1. FedEx explained that because the components are rotable,
the compliance time should be based on component flight cycles or
flight time while the component is installed on-wing, and not based on
airplane flight cycles. FedEx noted that the specified repetitive
inspection interval is 600 cycles or 6 months, whichever occurs first;
FedEx interpreted this compliance time to mean 600 aircraft flight
cycles or 6-months calendar time. FedEx also recommended the 6-months
calendar time be revised to specify ``6 months of component on-wing
time.'' CEX stated that the 6-months calendar time should not apply to
components that are sitting on the shelf.
We agree to clarify the compliance times in this AD. The flight
cycles in Table 6 of Boeing SASB 757-57-0066 R1, are component flight
cycles. Table 6 of Boeing SASB 757-57-0066 R1, specifies the initial
compliance time as ``Within 600 Trailing Edge Wedge flight cycles or
within 6 months after the disbond is repaired or any previously
accomplished repair is found, whichever occurs first'' and, for the
repetitive interval, specifies ``600 Trailing Edge Wedge flight cycles
or 6 months, whichever occurs first.'' If the trailing edge wedge is
moved between airplanes, the flight cycles on the trailing edge wedge
need to be tracked separately from the airplane flight cycles.
We disagree with the commenter's statements that the 6-month
compliance time for the repetitive interval is intended to be 6 months
while the component is installed on-wing. The 6-month calendar time
limitation is necessary because bonding corrosion is a primary
component of damage growth and corrosion might occur while the
component is off-wing. We have coordinated this calendar time
limitation with Boeing. It is not necessary to inspect a slat wedge
during its time in storage, but if the inspection interval has been
surpassed, the wedge would require inspection before being returned to
service. We have not changed this AD in this regard.

Request To Supersede ADs

FedEx requested that we revise the language in paragraph (l) of the
proposed AD from terminating the requirements of other ADs to
superseding the requirements in the other ADs. FedEx provided no
technical justification for its request.
We do not agree with the commenter's request to revise the language
in paragraph (l) of this AD. We use the terminology ``supersedes'' only
if an AD action supersedes an existing AD. This AD is a stand-alone AD.
As specified in paragraph (l)(1) of this AD (which we referred to as
paragraph (l) of the proposed AD), accomplishing initial inspections
required by paragraphs (g) and (h) of this AD on a trailing edge slat
wedge terminates all requirements of AD 90-23-06, AD 91-22-51, and AD
2005-07-08 for that slat wedge. We have also added paragraph (l)(2) to
this AD to clarify that accomplishing the initial inspections required
by paragraphs (g) and (h) of this AD on all trailing edge slat wedges
terminates all requirements of AD 90-23-06, AD 91-22-51, and AD 2005-
07-08 for that airplane. The parts installation limitation specified in
paragraph (m) of this AD will then prohibit subsequent installation of
parts that have not met those requirements. After the compliance times
of this AD have passed, we may consider rescinding AD 90-23-06, AD 91-
22-51, and AD 2005-07-08.

Request To Determine Wedge Type by Physical Inspection

UPS requested that we revise the terminating action in paragraph
(k) of the proposed AD by adding the statement ``or by determining in

[[Page 55029]]

accordance with the Accomplishment Instructions of Boeing SASB 757-57-
0066 R1, Appendices A, B, C, or D (as applicable), that the current
wedge installed on the slat is a type B,'' terminates the repetitive
inspections required by this AD for this wedge. UPS stated that if the
maintenance records are not conclusive, as stated in paragraph (g) of
the proposed AD, operators must treat a wedge as a type A and begin
repetitive inspections until such time as the intrusive inspections of
Boeing SASB 757-57-0066 R1, Appendixes A, B, C, or D, can be
accomplished.
We agree with UPS's request. A physical inspection in accordance
with the Accomplishment Instructions of Boeing SASB 757-57-0066 R1, is
also a way to determine the wedge type. We have revised paragraph (k)
of this AD accordingly.

Requests To Revise Terminating Action

AAL requested that the terminating action in paragraph (k) of the
proposed AD include not only installation of Boeing type B wedges, but
also installation of any operator-produced or -modified wedge that
includes the corrosion prevention features of the Boeing type B wedge.
DAL requested that the terminating action specified in paragraph
(k) of the proposed AD be revised to include any FAA-approved repairs
to a slat trailing edge wedge that results in a wedge produced to the
same build standards as a type B wedge.
We do not agree with the commenters' request. The addition of
corrosion prevention features on an operator-produced or -modified
wedge is not by itself sufficient to make the wedge a type B wedge. Any
operator-produced or -modified wedge must pass all checks in Appendix B
or C (outboard slats) or Appendix A (inboard slats) of Boeing SASB 757-
57-0066 R1. The operator may request approval of an AMOC by providing
data to substantiate that the wedge is produced or modified to the
Boeing drawing equivalent to a type B wedge. We have not changed this
AD in this regard.

Request To Resolve Terminating Action Inconsistencies

DAL stated that it considers the terminating actions of paragraphs
(h) and (j) of AD 2005-07-08, and the terminating actions of the
proposed AD to be equivalent. As a result, DAL requested that these
inconsistencies be resolved within the AD to substantiate the need for
another AD on Model 757-200 airplane slats.
We partially agree with DAL's request. We agree that paragraph (j)
of AD 2005-07-08 and the terminating action of this AD are equivalent.
Both are replacement of wedges with type B wedges. We disagree that
paragraph (h) in AD 2005-07-08 and the terminating actions of this AD
are equivalent. The wedge installed as terminating action in paragraph
(h) of AD 2005-07-08 did not have the core that addressed the disbond
issue. We have revised paragraph (k) of this AD to include replacement
of wedges with type B wedges as specified in Boeing Alert Service
Bulletin 757-57A0063, dated June 26, 2003.

Request To Evaluate Spares Availability

FedEx requested that spares availability be evaluated prior to AD
release to reduce the potential for hardship to the operators.
We infer that the operator is concerned that there may be an
insufficient supply of replacement parts available to operators. Boeing
has indicated that there is a supply of new slat wedges available and
that operators have rebuilt slat wedges. The need for new replacement
parts is further mitigated by the allowance for operators to use
serviceable parts. There is also a Boeing part demand intent form in
Boeing SASB 757-57-0066 R1 to help Boeing predict the quantity and
timing needed for Boeing-supplied parts if operators have a concern
that their new part replacement needs may exceed the timely replacement
of new parts. Operators concerned about spare parts should proactively
provide this information to Boeing. We have not changed this AD in this
regard.

Effect of Winglets on Accomplishment of the Proposed Actions

Aviation Partners Boeing stated that installation of winglets per
supplemental type certificate (STC) ST01518SE does not affect the
actions specified in the NPRM.
We concur with the commenter. We have redesignated paragraph (c) of
the proposed AD as paragraph (c)(1) of this AD and added paragraph
(c)(2) to this AD to state that installation of STC ST01518SE does not
affect the ability to accomplish the actions required by this AD.
Therefore, for airplanes on which STC ST01518SE is installed, a
``change in product'' AMOC approval request is not necessary to comply
with the requirements of 14 CFR 39.17.

Conclusion

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

Related Service Information Under 1 CFR Part 51

We reviewed Boeing SASB 757-57-0066 R1. The service information
describes procedures for doing inspections on trailing edge slat wedges
of the leading edge slats for areas of skin-to-core and aft edge
disbonding, and corrective actions including replacement of certain
slat wedges. This service information is reasonably available because
the interested parties have access to it through their normal course of
business or by the means identified in the ADDRESSES section.

Costs of Compliance

We estimate that this AD will affect 469 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
----------------------------------------------------------------------------------------------------------------
Inspections.................. Up to 24 $0 Up to $2,040 per Up to $956,760 per
work[dash]hours x inspection cycle. inspection cycle.
$85 per hour =
$2,040 per
inspection cycle.
----------------------------------------------------------------------------------------------------------------

[[Page 55030]]

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

On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Action Labor cost Parts cost Cost per product
----------------------------------------------------------------------------------------------------------------
Wedge replacement (per wedge)...... 43 work-hours x $85 per Up to $84,636......... Up to $88,291.
hour = $3,655.
----------------------------------------------------------------------------------------------------------------

The on-condition costs are an estimate of the cost of replacing a
type A wedge with a type B wedge, which is a terminating action for the
required inspections. There are up to 10 wedge assemblies per airplane,
and the price range for a new assembly is $50,923 to $84,636 based on
the information provided by Boeing.
The cost of repairing a type A wedge cannot be estimated because
damage type and size may vary widely.

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 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

This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation in Alaska, and
(4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

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

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

Sec. 39.13 [Amended]

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

2017-22-12 The Boeing Company: Amendment 39-19092; Docket No. FAA-
2017-0249; Product Identifier 2016-NM-138-AD.

(a) Effective Date

This AD is effective December 26, 2017.

(b) Affected ADs

This AD affects AD 90-23-06, Amendment 39-6794 (55 FR 46499,
November 5, 1990) (``AD 90-23-06''); AD 91-22-51, Amendment 39-8129
(57 FR 781, January 9, 1992) (``AD 91-22-51''); and AD 2005-07-08,
Amendment 39-14032 (70 FR 16403, March 31, 2005) (``AD 2005-07-
08'').

(1) This AD applies to all The Boeing Company Model 757-200, -
200PF, and -200CB series airplanes, certificated in any category.
(2) Installation of Supplemental Type Certificate (STC)
ST01518SE [https://rgl.faa.gov/Regulatory_and_Guidance_Library/
rgSTC.nsf/0/38b606833bbd98b386257faa00602538/$FILE/ST01518SE.pdf]
does not affect the ability to accomplish the actions required by
this AD. Therefore, for airplanes on which STC ST01518SE 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 slats disbonding on airplanes
on which the terminating actions of AD 2005-07-08 had been
performed. We have also received reports of slats disbonding on
airplanes outside of the applicability of AD 90-23-06, AD 91-22-51,
and AD 2005-07-08, which also addressed slat disbonding. We are
issuing this AD to prevent delamination of the trailing edge slat
wedges of the leading edge slats. This delamination could cause loss
of pieces of the trailing edge slat wedge assemblies during flight,
reduction of the maneuver and stall margins, and consequent reduced
controllability of the airplane.

(f) Compliance

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

(g) Inspection To Determine Slat Wedge Type

At the applicable time specified in paragraph 1.E.,
``Compliance,'' of Boeing Special Attention Service Bulletin 757-57-
0066, Revision 1, dated June 7, 2016 (``Boeing SASB 757-57-0066
R1''), except as specified in paragraph (j)(1) of this AD: Inspect
each trailing edge slat wedge of the leading edge slats in
accordance with Appendixes A, B, C, and D of Boeing SASB 757-57-0066
R1, as applicable, or review the airplane maintenance records, to
determine whether the slat wedge is a type A or a type B. If a
maintenance records review cannot conclusively determine a slat
wedge is a type B, it must be assumed to be a type A slat wedge, or
a physical inspection must be done as specified in this paragraph.
If a physical inspection cannot determine if a slat wedge is a type
A or type B slat wedge, it must be assumed to be a type A slat
wedge, or approval of an alternative method of compliance (AMOC) may
be requested in accordance with the procedures specified in
paragraph (n) of this AD.

[[Page 55031]]

(h) Type A Slat Wedge Repetitive Inspections, Related Investigative
Actions, and Corrective Actions

For each type A trailing edge slat wedge found during the
inspection or records review required by paragraph (g) of this AD:
At the applicable time specified in paragraph 1.E., ``Compliance,''
of Boeing SASB 757-57-0066 R1, except as specified in paragraph
(j)(1) of this AD, do an ultrasonic low frequency bond test
inspection, a tap test inspection, or a through transmission
ultrasonic (TTU) inspection for skin-to-core disbonds of the
honeycomb area of the trailing edge slat wedge; do a detailed
inspection for aft edge disbonds of the aft edge of the trailing
edge slat wedge; do a general visual inspection for any previously
accomplished repair; and do all applicable related investigative and
corrective actions; in accordance with the Accomplishment
Instructions of Boeing SASB 757-57-0066 R1, except as specified in
paragraphs (i) and (j)(2) of this AD. Do all applicable related
investigative and corrective actions at the applicable time
specified in paragraph 1.E., ``Compliance,'' of Boeing SASB 757-57-
0066 R1. Repeat the applicable inspections on each type A trailing
edge slat wedge thereafter at the applicable intervals specified in
paragraph 1.E., ``Compliance,'' of Boeing SASB 757-57-0066 R1.

(i) Repaired Type A Slat Wedge Repetitive Inspections, Related
Investigative Actions, and Corrective Actions

(1) For each type A trailing edge slat wedge with any class 1
disbond repair or any previously accomplished repair subject to the
Part 2 inspection as identified in Boeing SASB 757-57-0066 R1: At
the applicable time specified in paragraph 1.E., ``Compliance,'' of
Boeing SASB 757-57-0066 R1, do an ultrasonic low frequency bond test
inspection, a tap test inspection, or a TTU inspection for skin-to-
core disbonds in the repaired area of the trailing edge slat wedge;
and do all applicable related investigative and corrective actions;
in accordance with the Accomplishment Instructions of Boeing SASB
757-57-0066 R1, except as specified in paragraph (j)(2) of this AD.
Do all applicable related investigative and corrective actions
before further flight. Repeat the applicable inspection on each type
A trailing edge slat wedge thereafter at the applicable interval
specified in paragraph 1.E., ``Compliance,'' of Boeing SASB 757-57-
0066 R1.
(2) For each type A trailing edge slat wedge with any time-
limited class 2 disbond repair as identified in Boeing SASB 757-57-
0066 R1: At the applicable time specified in paragraph 1.E.,
``Compliance,'' of Boeing SASB 757-57-0066 R1, do a detailed
inspection for any peeling or deterioration of the aluminum foil
tape of the repaired area on the trailing edge slat wedge; and do
all applicable related investigative and corrective actions; in
accordance with the Accomplishment Instructions of Boeing SASB 757-
57-0066 R1, except as specified in paragraph (j)(2) of this AD. Do
all applicable related investigative and corrective actions before
further flight. Repeat the applicable inspection on each type A
trailing edge slat wedge thereafter at the applicable interval
specified in paragraph 1.E., ``Compliance,'' of Boeing SASB 757-57-
0066 R1, until a permanent repair is done to complete the actions
required for the time-limited class 2 disbond repair, specified as
corrective actions in paragraph (h) of this AD.
(3) For each type A trailing edge slat wedge with any permanent
class 2 disbond repair as identified in Boeing SASB 757-57-0066 R1:
At the applicable time specified in paragraph 1.E., ``Compliance,''
of Boeing SASB 757-57-0066 R1, do an ultrasonic low frequency bond
test inspection or a TTU inspection for any disbonding of the aft
edge repaired areas; a detailed inspection for disbonds along the
aft edge of the repaired areas; and do all applicable related
investigative and corrective actions; in accordance with the
Accomplishment Instructions of Boeing SASB 757-57-0066 R1, except as
specified in paragraph (j)(2) of this AD. Do all applicable related
investigative and corrective actions before further flight. Repeat
the applicable inspection on each type A trailing edge slat wedge
thereafter at the applicable interval specified in paragraph 1.E.,
``Compliance,'' of Boeing SASB 757-57-0066 R1.
(4) For each type A trailing edge slat wedge with any class 3 or
class 4 disbond repair, or any previously accomplished repair
subject to Part 5 inspection as identified in Boeing SASB 757-57-
0066 R1: At the applicable time specified in paragraph 1.E.,
``Compliance,'' of Boeing SASB 757-57-0066 R1, do the applicable
actions specified in paragraphs (i)(4)(i) and (i)(4)(ii) of this AD.
(i) For any class 3 disbond repair with a repair doubler common
to the aft edge of the trailing edge slat wedge; for any previously
accomplished repair with a repair doubler common to the aft edge of
the trailing edge slat wedge; and for any class 4 disbond repair: Do
an ultrasonic low frequency bond test inspection or a TTU inspection
for any disbonding of the aft edge repaired areas; a detailed
inspection for disbonds along the aft edge of the repaired areas;
and do all applicable related investigative and corrective actions;
in accordance with the Accomplishment Instructions of Boeing SASB
757-57-0066 R1, except as specified in paragraph (j)(2) of this AD.
Do all applicable related investigative and corrective actions
before further flight. Repeat the applicable inspection on each type
A trailing edge slat wedge thereafter at the applicable interval
specified in paragraph 1.E., ``Compliance,'' of Boeing SASB 757-57-
0066 R1.
(ii) For any class 3 disbond repair without a repair doubler
common to the aft edge of the trailing edge slat wedge; and for any
previously accomplished repair without a repair doubler common to
the aft edge of the trailing edge slat wedge: Do an ultrasonic low
frequency bond test inspection, a tap test inspection, or a TTU
inspection for skin-to-core disbonds of the honeycomb area of the
trailing edge slat wedge in the repaired area; and do all applicable
related investigative and corrective actions; in accordance with the
Accomplishment Instructions of Boeing SASB 757-57-0066 R1, except as
specified in paragraph (j)(2) of this AD. Do all applicable related
investigative and corrective actions before further flight. Repeat
the applicable inspection on each type A trailing edge slat wedge
thereafter at the applicable interval specified in paragraph 1.E.,
``Compliance,'' of Boeing SASB 757-57-0066 R1.

(j) Exceptions To Service Information

(1) Where paragraph 1.E., ``Compliance,'' of Boeing SASB 757-57-
0066 R1, specifies a compliance time ``after the Revision 1 date of
this service bulletin,'' this AD requires compliance within the
specified compliance time after the effective date of this AD.
(2) If any disbonding is found during any inspection required by
this AD, and Boeing SASB 757-57-0066 R1, specifies to contact Boeing
for appropriate action: Before further flight, repair the disbonding
using a method approved in accordance with the procedures specified
in paragraph (n) of this AD.

(k) Optional Terminating Action for Repetitive Inspections

Replacing a type A trailing edge slat wedge with a type B
trailing edge slat wedge terminates the repetitive inspections
required by this AD for that wedge if the replacement is done in
accordance with the Accomplishment Instructions of Boeing SASB 757-
57-0066 R1; or Boeing Alert Service Bulletin 757-57A0063, dated June
26, 2003; or by determining, in accordance with the Accomplishment
Instructions of Boeing SASB 757-57-0066, Rl, Appendixes A, B, C, and
D (as applicable), that the current wedge installed on the slat is a
type B.

(l) Terminating Action for Certain Other ADs

(1) Accomplishing the initial inspections required by paragraphs
(g) and (h) of this AD on a trailing edge slat wedge terminates all
of the requirements of AD 90-23-06, AD 91-22-51, and AD 2005-07-08
for that slat wedge.
(2) Accomplishing the initial inspections required by paragraphs
(g) and (h) of this AD on all trailing edge slat wedges terminates
all of the requirements of AD 90-23-06, AD 91-22-51, and AD 2005-07-
08.

(m) Parts Installation Limitation

As of the effective date of this AD: A replacement type A wedge
may be installed provided that the initial and repetitive
inspections and all applicable related investigative and corrective
actions specified in paragraphs (h) and (i) of this AD are done
within the applicable compliance times specified in paragraphs (h)
and (i) of this AD.

(n) Alternative Methods of Compliance (AMOCs)

(1) The Manager, Los Angeles 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 (o) 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

[[Page 55032]]

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 (j)(2) of this AD: For
service information that contains steps that are labeled as Required
for Compliance (RC), the provisions of paragraphs (n)(4)(i) and
(n)(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.

(o) Related Information

For more information about this AD, contact Chandra Ramdoss,
Aerospace Engineer, Airframe Section, FAA, Los Angeles ACO Branch,
3960 Paramount Boulevard, Lakewood, CA 90712-4137; phone: 562-627-
5239; fax: 562-627-5210; email: chandraduth.ramdoss@faa.gov.

(p) Material Incorporated by Reference

(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(3) The following service information was approved for IBR on
December 26, 2017.
(i) Boeing Special Attention Service Bulletin 757-57-0066,
Revision 1, dated June 7, 2016.
(ii) Reserved.
(4) The following service information was approved for IBR on
May 5, 2005 (70 FR 16403, March 31, 2005).
(i) Boeing Alert Service Bulletin 757-57A0063, dated June 26,
2003.
(ii) Reserved.
(5) 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.
(6) You may view this 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.
(7) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, call 202-741-6030, or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.

Issued in Renton, Washington, on October 20, 2017.
Dionne Palermo,
Acting Director, System Oversight Division, Aircraft Certification
Service.
[FR Doc. 2017-23989 Filed 11-17-17; 8:45 am]
BILLING CODE 4910-13-P

This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.