Airworthiness Directives; The Boeing Company Airplanes, 25885-25891 [2018-11825]
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Federal Register / Vol. 83, No. 108 / Tuesday, June 5, 2018 / Rules and Regulations
Issued in Des Moines, Washington, on May
18, 2018.
Michael Kaszycki,
Acting Director, System Oversight Division,
Aircraft Certification Service.
[FR Doc. 2018–11414 Filed 6–4–18; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2015–1421; Product
Identifier 2014–NM–177–AD; Amendment
39–19302; AD 2018–11–14]
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 certain
The Boeing Company Model 767–300
and –300F series airplanes. This AD was
prompted by reports of fatigue cracking
on airplanes with Aviation Partners
Boeing winglets installed. This AD
requires high frequency eddy current
(HFEC) inspections for cracking of the
lower outboard wing skin, and repair or
modification if necessary. This AD also
requires one of three follow-on actions:
Repeating the HFEC inspections,
modifying certain internal stringers and
oversizing and plugging the existing
fastener holes of the lower wing, or
modifying the external doubler/tripler
and doing repetitive post-modification
inspections. We are issuing this AD to
address the unsafe condition on these
products.
SUMMARY:
This AD is effective July 10,
2018.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in this AD
as of July 10, 2018.
ADDRESSES: For service information
identified in this final rule, contact
Aviation Partners Boeing, 2811 S. 102nd
Street, Suite 200, Seattle, WA 98168;
telephone 206–762–1171;
internet https://
www.aviationpartnersboeing.com. You
may view this service information at the
FAA, Transport Standards Branch, 2200
South 216th St., Des Moines, WA. For
information on the availability of this
material at the FAA, call 206–231–3195.
It is also available on the internet at
https://www.regulations.gov by searching
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DATES:
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25885
for and locating Docket No. FAA–2015–
1421.
and winglet and consequent reduced
controllability of the airplane.
Examining the AD Docket
Comments
We gave the public the opportunity to
participate in developing this final rule.
The following presents the comments
received on the SNPRM and the FAA’s
response to each comment. One
commenter, Matt Leritz, supported the
content of the SNRPM.
You may examine the AD docket on
the internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2015–
1421; or in person at Docket Operations
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 Docket
Operations (phone: 800–647–5527) is
Docket Operations, 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:
Allen Rauschendorfer, Aerospace
Engineer, Airframe Section, FAA,
Seattle ACO Branch, 2200 South 216th
St., Des Moines, WA; phone and fax:
206–231–3528; email:
allen.rauschendorfer@faa.gov.
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would
apply to certain The Boeing Company
Model 767–300 and –300F series
airplanes. The NPRM published in the
Federal Register on June 5, 2015 (80 FR
32066). The NPRM was prompted by
reports of fatigue cracking on airplanes
with Aviation Partners Boeing winglets
installed. The NPRM proposed to
require a HFEC inspection for cracking
of the lower outboard wing skin, and
repair or modification if necessary. The
NPRM also proposed to require one of
three follow-on actions: Repeating the
HFEC inspections, modifying certain
internal stringers and oversizing and
plugging the existing fastener holes of
the lower wing, or modifying the
external doubler/tripler and doing
repetitive post-modification inspections.
We issued an SNPRM to amend 14
CFR part 39 by adding an AD that
would apply to certain The Boeing
Company Model 767–300 and –300F
series airplanes. The SNPRM published
in the Federal Register on November 27,
2017 (82 FR 55958). The SNPRM
proposed adding new HFEC inspections
for cracking of an expanded area of the
lower outboard wing skin for certain
airplanes.
We are issuing this AD to address
fatigue cracking in the lower outboard
wing skin, which could result in failure
and subsequent separation of the wing
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Request To Correct Compliance Time
Aviation Partners Boeing (APB) and
United Airlines (UAL) asked that we
correct the compliance time in
paragraphs (h)(2)(ii) and (h)(3)(ii) of the
proposed AD (in the SNPRM). The
commenters stated that those
paragraphs would require the initial
post-repair HFEC inspection of the
lower wing skin at stringer L–6.5 at the
applicable time specified in paragraph
1.E., ‘‘Compliance,’’ of Aviation Partners
Boeing Service Bulletin AP767–57–014,
Revision 1, dated April 12, 2017. The
commenters added that the compliance
time for the Part 3 HFEC inspection
specified in paragraph 1.E. does not
begin after doing the Part 2 repair, but
instead begins after the initial issue of
the service bulletin (after the effective
date of the AD). UAL stated that, as
written, this would require doing postrepair inspections on airplanes above
the total flight-hour and flight-cycle
threshold within 18 months after the
effective date of the AD, regardless of if
or when the repair was actually done.
APB confirmed that the calendar-based
compliance time in the referenced
service information, for airplanes in
Group 1, Configurations 2 and 3, and
Groups 2 and 3, should be the same as
for airplanes in Group 1, Configuration
1, on which the Part 2 repair has been
done. The commenters asked that the
compliance time for the Part 3 HFEC
inspection be corrected to the following:
‘‘Within 6,000 flight cycles after doing
the Part 2 repair, or within 18,000 flight
hours since doing the Part 2 repair,
whichever occurs first.’’
We agree with the commenters’
request for the reasons provided. We
have added paragraph (j)(3) of this AD
to include this compliance-time
exception.
Request To Remove a Certain
Terminating Action
Boeing asked that we remove the
terminating action sentence at the end
of paragraph (g)(2) of the proposed AD
(in the SNPRM). Paragraph (g)(2) of the
proposed AD (in the SNPRM) applies to
Group 3 airplanes with external
doublers, and if a crack is found it
requires a repair using a method
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approved by the FAA. That paragraph
also specifies that ‘‘[a]n approved repair
terminates the repetitive inspections
required by paragraph (g)(2) of this AD.’’
Boeing stated that any repair for cracks
found will require follow-on repetitive
inspections, which would be approved
as part of the AMOC repair approval
process.
We agree that the repairs for Group 3
airplanes will have an approved followon inspection program, but the repairs
may apply to the cracked areas only. We
do not agree with removing the
terminating action provision because
other areas may require the repetitive
inspections specified in paragraph (g)(2)
of this AD, for which approved
terminating action would be
appropriate. We have revised that
sentence as follows: ‘‘An approved
repair terminates the repetitive
inspections required by paragraph (g)(2)
of this AD for the repaired area only.’’
Request To Add Grace Period for PostRepair (Modification) Inspections
American Airlines (AAL), APB, UAL,
and Delta Airlines (Delta) asked that we
add a grace period for the proposed
post-repair (modification) inspections.
AAL stated that Table 4 of paragraph
1.E., ‘‘Compliance,’’ of Aviation Partners
Boeing Service Bulletin AP767–57–010,
Revision 11, dated April 3, 2017,
includes numerous inspections that are
due within a specified number of flight
hours or flight cycles after previous
repair or modification of the airplane.
AAL added that since it has completed
many repairs and modifications using
previous revisions of the referenced
service information, there will be
airplanes out of compliance with the AD
requirements on the effective date
because there is no grace period based
on the AD due date.
APB and Delta stated that paragraph
(g) of the proposed AD (in the SNPRM)
specifies compliance times specified in
paragraph 1.E., ‘‘Compliance,’’ of
Aviation Partners Boeing Service
Bulletin AP767–57–010, Revision 11,
dated April 3, 2017, for initial postrepair inspections. APB added that the
referenced service information added a
flight-hour threshold of 90,000 total
flight cycles to the existing flight-cycle
threshold of 30,000 total flight cycles for
the initial compliance time. APB noted
that the grace period published in the
referenced service information for
airplanes on which the flight-hour or
flight-cycle threshold has been reached
is set to 18 months after
accomplishment of the repair. APB
stated that this creates a drop-dead
inspection situation for airplanes on
which either the flight-hour or flight-
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cycle threshold has been reached, and
on which the Part 8 or Part 11 repair
was accomplished over 18 months ago.
Delta stated that the compliance table
on pages (i) and (ii) of Aviation Partners
Boeing Service Bulletin AP767–57–010,
Revision 11, dated April 3, 2017, should
be added to paragraph 1.E.,
‘‘Compliance’’ and included in the AD.
UAL stated that paragraph (g) of the
proposed AD (in the SNPRM) would
require the repetitive post-repair
inspections specified in Parts 9 and 13
of Aviation Partners Boeing Service
Bulletin AP767–57–010, Revision 11,
dated April 3, 2017, in airplane total
times or within 18 months after
accomplishment of Part 8 and 11
repairs, respectively. UAL is concerned
that older airplanes on which the repair
was done more than 18 months ago
could be out of compliance on the
effective date of the AD. UAL noted that
the 18-month grace period covers the
initial inspection, but does not cover
post-repair inspections. UAL suggested
that we provide similar relief for
airplanes on which the threshold has
been exceeded.
We do not agree with the commenters’
requests to add a grace period. The
current revisions of the referenced
service information provide a
compliance time of 18 months for the
initial inspection for all airplanes. The
compliance times for certain conditional
inspections are in terms of airplane
threshold or time since accomplishment
of the specified repair or modification.
Those previously installed repairs or
modifications may have been done
using a version of Aviation Partners
Boeing Service Bulletin AP767–57–010
before Revision 11 or alternative
method, and may involve deviations,
additional repair activity, and previous
repairs. Under the provisions of
paragraph (k) of this AD, we will
consider requests for approval of
AMOCs to extend the compliance time
if sufficient data are submitted to
substantiate that it would provide an
acceptable level of safety. We have
determined that each situation must be
handled separately in the AMOC
evaluation. We have not changed this
AD in this regard.
Request To Add Compliance Tables to
Certain Service Information
Delta asked that a compliance table be
added to Aviation Partners Boeing
Service Bulletin AP767–57–014,
Revision 1, dated April 12, 2017, for
airplanes on which the actions specified
in Aviation Partners Boeing Service
Bulletin AP767–57–010 have been
previously accomplished. Delta noted
that page i of Aviation Partners Boeing
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Service Bulletin AP767–57–014,
Revision 1, dated April 12, 2017,
provides a compliance information table
only for Group 3 airplanes; there are no
tables for Groups 1 and 2 airplanes.
We do not agree with the commenter’s
request. The compliance information
table on page i of Aviation Partners
Boeing Service Bulletin AP767–57–014,
Revision 1, dated April 12, 2017,
provides only a description of
additional work, if any, necessary based
on work accomplished using the
previous revision. These tables are
reference information only, and do not
reflect all the actions required by the
AD. The necessary compliance tables
are provided in paragraph 1.E.,
‘‘Compliance’’ of Aviation Partners
Boeing Service Bulletin AP767–57–014,
Revision 1, dated April 12, 2017.
Therefore, we have not changed this AD
in this regard.
Request To Clarify Group 4 Airplanes
Not Affected
UAL asked that we include a
clarification in the proposed AD (in the
SNPRM) that Group 4 airplanes are not
affected. UAL stated that Group 4
airplanes are identified in the effectivity
table in paragraph 1.A. of Aviation
Partners Boeing Service Bulletin
AP767–57–010, Revision 11, dated
April 3, 2017. UAL noted that an
equivalent change to the service
information was incorporated during
winglet installation with no additional
work being necessary. UAL asked that
we add paragraph (g)(3) to the AD to
clarify that Group 4 airplanes are not
affected by the requirements in the AD.
We agree with the commenter for the
reasons provided. Aviation Partners
Boeing Service Bulletin AP767–57–010,
Revision 11, dated April 3, 2017,
specifies that an equivalent change has
been incorporated in APB winglet
retrofit kits for Group 4 airplanes, and
that no more work is necessary on those
airplanes. We have included a
clarification in paragraph (g)(3) of this
AD that specifies that Group 4 airplanes
are not affected by the actions required
by paragraph (g) of this AD.
Request To Remove an Airplane Having
a Certain Line Number
FedEx asked that we remove the
airplane having line number 1027 from
the applicability in the proposed AD (in
the SNPRM), or allow Aviation Partners
Boeing Service Bulletin AP767–57–012,
dated September 2015, as an AMOC.
FedEx stated that it will be modifying
that airplane by removing the winglets
and installing Boeing wing tips in
accordance with Aviation Partners
Boeing Service Bulletin AP767–57–012,
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dated September 2015. FedEx
anticipated that the modification will be
completed prior to the effective date of
the AD. FedEx added that the unsafe
condition will be addressed when the
winglets are removed.
We do not agree with the commenter’s
request. There are many factors that led
to the cracking of the lower wing skin,
and the additional loading of the
winglet is only one of those factors.
Other contributory factors are design
details with the added internal wing
structure, which resulted in shortening
the fatigue life of the blended winglet
installation. We have not changed this
AD in this regard.
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Request Approval for Alternative Open
Hole HFEC Inspection
UAL asked that provisions be added
to paragraph (g) of the proposed AD (in
the SNPRM) to allow an alternative
open-hole HFEC inspection procedure
to inspect for cracking at the five
inboard fastener locations. UAL stated
that an open-hole HFEC inspection with
the fasteners removed, in accordance
with nondestructive test (NDT) Part 6,
Chapter 51–00–16, using the same notch
sensitivity provides an equivalent crack
detection method. UAL added that APB
has concurred with the inspection. UAL
concluded that it has been performing
the optional preventive modification,
which trims out the skin containing the
five fastener holes, and allows for the
open-hole HFEC to be performed easily
because the fasteners in the doubler are
removed.
We do not agree with the commenter’s
request. Although UAL developed an
inspection method that works better for
its situation, the HFEC inspection
specified in the referenced service
information is required by this AD to
address all situations. However, under
the provisions of paragraph (k) of this
AD, we will consider requests for
approval of AMOCs if sufficient data are
submitted to substantiate that the openhole HFEC inspection procedure
provides an acceptable level of safety.
We have not changed this AD in this
regard.
Request To Clarify Credit for Previously
Accomplished Repairs Approved by an
Organization Designation
Authorization (ODA)
All Nippon Airways (ANA), AAL,
APB, and Delta asked that we clarify
credit in paragraph (i) of the proposed
AD (in the SNPRM), for previously
accomplished repairs approved by a
Boeing ODA prior to June 15, 2017.
ANA stated that during discussions
with the FAA, it was informed that
repair deviations approved by Boeing
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ODAs prior to the FAA approval of the
APB revised fatigue analysis issued on
June 15, 2017, and the release of
Aviation Partners Boeing Service
Bulletins AP767–57–010, Revision 11,
AP767–57–013, Revision 1, and AP767–
57–014, Revision 1, do not qualify for
AMOC credit to the AD after it is
released. ANA added that the proposed
AD (in the SNPRM) would provide
AMOC credit for repair deviations
approved by Boeing ODAs with 8100–
9 forms dated after June 15, 2017,
because the Boeing ODAs would be
using the APB revised fatigue analysis.
AAL stated that paragraph (i) of the
proposed AD (in the SNPRM) specifies
that repairs accomplished before June
15, 2017, and before the AD effective
date approved by a Boeing ODA can be
considered approved repairs in
accordance with paragraphs (g) and (h)
of the proposed AD (in the SNPRM).
AAL added that Boeing has indicated
through Multi-Operator Message MOM–
MOM–17–0480–01B that repairs
approved prior to June 15, 2017, can be
re-evaluated and approved on a new
8100–9 form. AAL noted that the
language in paragraph (i) should be
clarified to indicate that repairs
accomplished prior to June 15, 2017, are
also acceptable, as long as they have an
8100–9 approval from a Boeing ODA
dated after June 15, 2017.
APB requested that we clarify
paragraph (i) of the proposed AD (in the
SNPRM) to state that accomplishment of
previous revisions of Aviation Partners
Boeing Service Bulletins AP767–57–010
should be acceptable for credit for
previously accomplished repairs and
modifications of the lower outboard
wing skin. APB stated that after the
effective date of the AD, operators that
did not seek relief for previously
completed actions would need to
request approval of AMOCs.
Delta stated that paragraph (i) of the
proposed AD (in the SNPRM) provides
repair approval for repairs of the lower
outboard wing skin done after June 15,
2017, and before the effective date of the
AD, that are approved by the Boeing
ODA authorized by the Manager, Seattle
ACO Branch, are approved for the
applicable repairs required by
paragraphs (g) and (h) of the AD. Delta
added that prior to issuance of the
referenced service information, both
inspection and repair instructions for
stringers L–9.5 and L–6.5 were
contained in Revisions 1, 2, 4, 6, 7, 8,
and 9 of Aviation Partners Boeing
Service Bulletin AP767–57–010. Delta
added that it has performed many
inspections and repairs for stringers L–
9.5 and L–6.5 with those revisions.
Delta suggested that credit be provided
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25887
for repairs approved by a Boeing 8100–
9 or previously accomplished using
Revisions 1, 2, 4, 6, 7, 8, and 9 of
Aviation Partners Boeing Service
Bulletin AP767–57–010. Delta added
that AMOCs will have to be obtained for
each approved 8100–9 if no credit is
provided.
We agree to clarify the language in
paragraph (i) of this AD to include
certain language provided by the
commenters’ for the reasons provided.
We have clarified the language in
paragraph (i) of this AD by adding that
the ODA repairs approved after June 15,
2017, and before the effective date of
this AD, will have post-installation
inspection requirements in lieu of the
post-inspection instructions specified in
Aviation Partners Boeing Service
Bulletin AP767–57–010, Revision 11,
dated April 3, 2017; and Aviation
Partners Boeing Service Bulletin
AP767–57–014, Revision 1, dated April
12, 2017.
Request To Correct Error in Service
Information
APB and UAL asked that we correct
an error specified in Part 13 of Aviation
Partners Boeing Service Bulletin
AP767–57–010, Revision 11, dated
April 3, 2017.
APB and UAL stated that paragraphs
(g)(1)(i)(D)(2), (g)(1)(ii)(B)(2), and
(g)(1)(iii)(B)(2) of the proposed AD (in
the SNPRM) would require the postrepair HFEC inspection in accordance
with Part 13 of the referenced service
information. UAL stated that Part 13,
Step 1.d., specifies repeating the Part 9
HFEC inspection; however, it should
specify repeating the Part 13 HFEC
inspection because Part 9 applies to
airplanes without the stringer
replacement. UAL noted that the
paragraphs in the proposed AD (in the
SNPRM) correctly specify repeating the
Part 13 HFEC inspection. UAL added
that the steps in the referenced service
information are listed as RC (required
for compliance), and must be done to
comply with the AD.
We agree that the error exists in the
service information. We have added an
exception in paragraph (j)(4) of this AD
that specifies repeating the Part 13
HFEC inspection instead of the Part 9
inspection.
Request To Provide Credit for Previous
Service Information
AAL, UAL, and United Parcel Service
(UPS) asked that we provide credit for
doing the modification required by
paragraph (i) of the proposed AD (in the
SNPRM) using previous revisions of the
referenced service information. UAL
and UPS noted that paragraph (i) of the
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proposed AD (in the NPRM), which
provided credit for previous actions
using previous revisions of the
referenced service information, was
deleted in the SNPRM.
We do not agree with the commenters’
requests. No credit is given for
previously installed repairs or
modifications due to each situation
being unique; therefore, a re-evaluation
will have to be done and may involve
additional work for certain airplanes.
Under the provisions of paragraph (k) of
this AD, we will consider requests for
approval of AMOCs if sufficient data are
submitted to substantiate that work
done using previous revisions of the
service information provides an
acceptable level of safety. We have not
changed this AD in this regard.
Conclusion
We reviewed the relevant data,
considered the comments received, and
determined that air safety and the
public interest require adopting this
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 SNPRM for
addressing the unsafe condition; and
• Do not add any additional burden
upon the public than was already
proposed in the SNPRM.
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 APB Service Bulletin
AP767–57–010, Revision 11, dated
April 3, 2017. The service information
describes procedures for an HFEC
inspection for cracking of the external
surface of the lower outboard wing skin
at stringer L–9.5, and on-condition
actions that include repetitive HFEC
inspections, modification by oversizing
and plugging the existing fastener holes
of the wing skin, repair (modification) of
the stringer with new stringer, and
repair (modification) of the stringer with
external doubler/tripler; repetitive postrepair inspections for cracking, and
repair.
We also reviewed APB Service
Bulletin AP767–57–014, Revision 1,
dated April 12, 2017. The service
information describes procedures for an
HFEC inspection for cracking of the
lower outboard wing skin at stringer L–
6.5 and on-condition actions that
include repetitive HFEC inspections,
repair (modification) of the stringer with
new stringer, repetitive post-repair
HFEC inspections for cracking, and
repair.
This service information is reasonably
available because the interested parties
have access to it through their normal
course of business or by the means
identified in the ADDRESSES section.
Costs of Compliance
We estimate that this AD affects 140
airplanes of U.S. registry. We estimate
the following costs to comply with this
AD:
ESTIMATED COSTS—REQUIRED ACTIONS
Action
Labor cost
HFEC Inspections ...........................................
6 work-hours × $85 per hour = $510 .............
We estimate the following costs to do
any necessary on-condition actions that
would be required based on the results
of the inspection. We have no way of
Cost per
product
Parts cost
$0
Cost on U.S.
operators
$510
$71,400
determining the number of aircraft that
might need these on-condition actions.
ESTIMATED COSTS—ON-CONDITION ACTIONS
Action
Labor cost
Post-repair Inspections .................................................
6 work-hours × $85 per hour = $510 per inspection
cycle.
262 work-hours × $85 per hour = $22,270 ..................
Repair/Modification .......................................................
We have received no definitive data
that would enable us to provide cost
estimates for on-condition repairs for
the post-repair inspections specified in
this AD.
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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
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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
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Cost per
product
Parts cost
$0
$510
0
22,270
applicable to transport category
airplanes and associated appliances 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,
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(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
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):
■
2018–11–14 The Boeing Company:
Amendment 39–19302; Docket No.
FAA–2015–1421; Product Identifier
2014–NM–177–AD.
(a) Effective Date
This AD is effective July 10, 2018.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company
Model 767–300 and –300F series airplanes,
certificated in any category, with Aviation
Partners Boeing winglets installed; as
identified in Aviation Partners Boeing
Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017; and Aviation Partners
Boeing Service Bulletin AP767–57–014,
Revision 1, dated April 12, 2017.
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(d) Subject
Air Transport Association (ATA) of
America Code 57, Wings.
(e) Unsafe Condition
This AD was prompted by reports of
fatigue cracking in the lower outboard wing
skin at the inboard fastener of stringer L–9.5,
and the lower outboard wing skin of stringer
L–6.5, on airplanes with winglets installed
per Supplemental Type Certificate
ST01920SE. We are issuing this AD to
prevent fatigue cracking in the lower
outboard wing skin, which could result in
failure and subsequent separation of the wing
and winglet and consequent reduced
controllability of the airplane.
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(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Repetitive Stringer L–9.5 Inspections,
Modification, Repair (Modification),
Repetitive Post-Repair Inspections, and
Repair
(1) For Group 1 and Group 2 airplanes
identified in Aviation Partners Boeing
Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017: At the applicable time
specified in paragraph 1.E., ‘‘Compliance,’’ of
Aviation Partners Boeing Service Bulletin
AP767–57–010, Revision 11, dated April 3,
2017, except as required by paragraph (j)(1)
of this AD: Do a high frequency eddy current
(HFEC) inspection for cracking of the lower
outboard wing skin at stringer L–9.5, in
accordance with Part 1 of the
Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017.
(i) For airplanes on which ‘‘Condition 1’’
is found, as defined in the Accomplishment
Instructions of Aviation Partners Boeing
Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017, during any inspection
required by paragraph (g)(1) or (g)(1)(i)(A) of
this AD: Do the applicable actions required
by paragraph (g)(1)(i)(A), (g)(1)(i)(B),
(g)(1)(i)(C), or (g)(1)(i)(D) of this AD.
(A) Repeat the inspection specified in
paragraph (g)(1) of this AD thereafter at the
applicable times specified in paragraph 1.E.,
‘‘Compliance,’’ of Aviation Partners Boeing
Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017.
(B) Do the applicable actions required by
paragraphs (g)(1)(i)(B)(1), (g)(1)(i)(B)(2), and
(g)(1)(i)(B)(3) of this AD.
(1) Before further flight, do actions
(modifications and repair (modification)) in
accordance with Part 2, Part 3, Part 4, and
Part 5, as applicable, of the Accomplishment
Instructions of Aviation Partners Boeing
Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017.
(2) For airplanes on which the repair
(modification) specified in Part 5 of Aviation
Partners Boeing Service Bulletin AP767–57–
010 was done: At the applicable time
specified in paragraph 1.E., ‘‘Compliance,’’ of
Aviation Partners Boeing Service Bulletin
AP767–57–010, Revision 11, dated April 3,
2017, do a post-repair HFEC inspection for
cracking, in accordance with Part 12 of the
Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017; and
repeat the inspection thereafter at the
applicable times specified in paragraph 1.E.,
‘‘Compliance,’’ of Aviation Partners Boeing
Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017.
(3) If any crack is found during any
inspection required by paragraph
(g)(1)(i)(B)(2) of this AD, repair before further
flight using a method approved in
accordance with the procedures specified in
paragraph (k) of this AD.
(C) Do the actions required by paragraphs
(g)(1)(i)(C)(1) and (g)(1)(i)(C)(2) of this AD,
and do all applicable actions required by
paragraph (g)(1)(i)(C)(3) of this AD.
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25889
(1) Before further flight, repair (modify) in
accordance with Part 8 of the
Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017.
(2) At the applicable time specified in
paragraph 1.E., ‘‘Compliance,’’ of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017, do a
post-repair HFEC inspection for cracking, in
accordance with Part 9 of the
Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017; and
repeat the inspection thereafter at the
applicable times specified in paragraph 1.E.,
‘‘Compliance,’’ of Aviation Partners Boeing
Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017.
(3) If any crack is found during any
inspection required by paragraph
(g)(1)(i)(C)(2) of this AD, repair before further
flight using a method approved in
accordance with the procedures specified in
paragraph (k) of this AD.
(D) Do the actions required by paragraphs
(g)(1)(i)(D)(1) and (g)(1)(i)(D)(2) of this AD,
and do all applicable actions required by
paragraph (g)(1)(i)(D)(3) of this AD.
(1) Before further flight, repair (modify) in
accordance with Part 11 of the
Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017.
(2) At the applicable time specified in
paragraph 1.E., ‘‘Compliance,’’ of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017, do a
post-repair HFEC inspection for cracking, in
accordance with Part 13 of the
Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017; and
repeat the inspection thereafter at the
applicable times specified in paragraph 1.E.,
‘‘Compliance,’’ of Aviation Partners Boeing
Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017; except as required by
paragraph (j)(4) of this AD.
(3) If any crack is found during any
inspection required by paragraph
(g)(1)(i)(D)(2) of this AD, repair before further
flight using a method approved in
accordance with the procedures specified in
paragraph (k) of this AD.
(ii) For airplanes on which ‘‘Condition 2’’
is found, as defined in the Accomplishment
Instructions of Aviation Partners Boeing
Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017, during any inspection
required by paragraph (g)(1) or (g)(1)(i)(A) of
this AD: Do the actions required by
paragraph (g)(1)(ii)(A) or (g)(1)(ii)(B) of this
AD.
(A) Do the actions required by paragraphs
(g)(1)(ii)(A)(1) and (g)(1)(ii)(A)(2) of this AD,
and do all applicable actions required by
paragraph (g)(1)(ii)(A)(3) of this AD.
(1) Before further flight, repair (modify) in
accordance with Part 8 of the
Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017.
(2) At the applicable time specified in
paragraph 1.E., ‘‘Compliance,’’ of Aviation
Partners Boeing Service Bulletin AP767–57–
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010, Revision 11, dated April 3, 2017, do a
post-repair HFEC inspection for cracking, in
accordance with Part 9 of the
Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017; and
repeat the inspection thereafter at the
applicable times specified in paragraph 1.E.,
‘‘Compliance,’’ of Aviation Partners Boeing
Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017.
(3) If any crack is found during any
inspection required by paragraph
(g)(1)(ii)(A)(2) of this AD, repair before
further flight using a method approved in
accordance with the procedures specified in
paragraph (k) of this AD.
(B) Do the actions required by paragraphs
(g)(1)(ii)(B)(1) and (g)(1)(ii)(B)(2) of this AD,
and do all applicable actions required by
paragraph (g)(1)(ii)(B)(3) of this AD.
(1) Before further flight, repair (modify) in
accordance with Part 11 of the
Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017.
(2) At the applicable time specified in
paragraph 1.E., ‘‘Compliance,’’ of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017, do a
post-repair HFEC inspection for cracking, in
accordance with Part 13 of the
Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017; and
repeat the inspection thereafter at the
applicable times specified in paragraph 1.E.,
‘‘Compliance,’’ of Aviation Partners Boeing
Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017; except as required by
paragraph (j)(4) of this AD.
(3) If any crack is found during any
inspection required by paragraph
(g)(1)(ii)(B)(2) of this AD, repair before
further flight using a method approved in
accordance with the procedures specified in
paragraph (k) of this AD.
(iii) For airplanes on which ‘‘Condition 3’’
is found, as defined in the Accomplishment
Instructions of Aviation Partners Boeing
Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017, during the actions
specified in paragraph (g)(1)(i)(B)(1) of this
AD: Do the actions required by paragraph
(g)(1)(iii)(A) or (g)(1)(iii)(B) of this AD.
(A) Do the actions required by paragraphs
(g)(1)(iii)(A)(1) and (g)(1)(iii)(A)(2) of this AD,
and do all applicable actions required by
paragraph (g)(1)(iii)(A)(3) of this AD.
(1) Before further flight, repair (modify) in
accordance with Part 8 of the
Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017.
(2) At the applicable time specified in
paragraph 1.E., ‘‘Compliance,’’ of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017, do a
post-repair HFEC inspection for cracking, in
accordance with Part 9 of the
Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017; and
repeat the inspection thereafter at the
applicable times specified in paragraph 1.E.,
‘‘Compliance,’’ of Aviation Partners Boeing
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Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017.
(3) If any crack is found during any
inspection required by paragraph
(g)(1)(iii)(A)(2) of this AD, repair before
further flight using a method approved in
accordance with the procedures specified in
paragraph (k) of this AD.
(B) Do the actions required by paragraphs
(g)(1)(iii)(B)(1) and (g)(1)(iii)(B)(2) of this AD,
and do all applicable actions required by
paragraph (g)(1)(iii)(B)(3) of this AD.
(1) Before further flight, repair (modify) in
accordance with Part 11 of the
Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017.
(2) At the applicable time specified in
paragraph 1.E., ‘‘Compliance,’’ of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017, do a
post-repair HFEC inspection for cracking, in
accordance with Part 13 of the
Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017; and
repeat the inspection thereafter at the
applicable times specified in paragraph 1.E.,
‘‘Compliance,’’ of Aviation Partners Boeing
Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017; except as required by
paragraph (j)(4) of this AD.
(3) If any crack is found during any
inspection required by paragraph
(g)(1)(iii)(B)(2) of this AD, repair before
further flight using a method approved in
accordance with the procedures specified in
paragraph (k) of this AD.
(iv) For airplanes on which ‘‘Condition 4’’
is found, as defined in the Accomplishment
Instructions of Aviation Partners Boeing
Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017, during any action
specified in paragraph (g)(1)(i)(C)(1),
(g)(1)(i)(D)(1) (g)(1)(ii)(A)(1), (g)(1)(ii)(B)(1),
(g)(1)(iii)(A)(1), and (g)(1)(iii)(B)(1) of this
AD: Repair before further flight using a
method approved in accordance with the
procedures specified in paragraph (k) of this
AD.
(2) For Group 3 airplanes identified in
Aviation Partners Boeing Service Bulletin
AP767–57–010, Revision 11, dated April 3,
2017: At the applicable time specified in
paragraph 1.E., ‘‘Compliance,’’ of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017, or
within 6 months after the effective date of
this AD, whichever occurs later, do an HFEC
inspection for cracking of the lower outboard
wing skin at stringer L–9.5, in accordance
with Part 7 of the Accomplishment
Instructions of Aviation Partners Boeing
Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017. Repeat the inspection
thereafter at the applicable time specified in
paragraph 1.E., ‘‘Compliance,’’ of Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017. If any
cracking is found during any inspection,
repair before further flight using a method
approved in accordance with the procedures
specified in paragraph (k) of this AD. An
approved repair terminates the repetitive
inspections required by paragraph (g)(2) of
this AD for the repaired area only.
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(3) Group 4 airplanes identified in Aviation
Partners Boeing Service Bulletin AP767–57–
010, Revision 11, dated April 3, 2017, are not
affected by the actions required by paragraph
(g) of this AD.
(h) Repetitive Stringer L–6.5 Inspections,
Repair (Modification), Repetitive PostRepair Inspections, and Repair
(1) For airplanes identified in Boeing
Service Bulletin AP767–57–014, Revision 1,
dated April 12, 2017: At the applicable time
specified in paragraph 1.E., ‘‘Compliance,’’ of
Aviation Partners Boeing Service Bulletin
AP767–57–014, Revision 1, dated April 12,
2017, except as required by paragraph (j)(2)
of this AD: Do an HFEC inspection for
cracking of stringer L–6.5 of the lower
outboard wing skin, in accordance with Part
1 of Aviation Partners Boeing Service
Bulletin AP767–57–014, Revision 1, dated
April 12, 2017. If no cracking is found, repeat
the inspection thereafter at the applicable
times specified in paragraph 1.E.,
‘‘Compliance,’’ of Aviation Partners Boeing
Service Bulletin AP767–57–014, Revision 1,
dated April 12, 2017, except as provided by
paragraph (h)(3) of this AD.
(2) If any crack is found during any
inspection required by paragraph (h)(1) of
this AD, do the actions required by
paragraphs (h)(2)(i) and (h)(2)(ii) of this AD,
and do all applicable actions required by
paragraph (h)(2)(iii) of this AD.
(i) Before further flight, repair (modify)
stringer L–6.5, in accordance with Part 2 of
the Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
014, Revision 1, dated April 12, 2017.
(ii) Except as required by paragraph (j)(3)
of this AD: At the applicable time specified
in paragraph 1.E., ‘‘Compliance,’’ of Aviation
Partners Boeing Service Bulletin AP767–57–
014, Revision 1, dated April 12, 2017, except
as required by paragraph (j)(2) of this AD, do
an HFEC post-repair inspection for cracking,
in accordance with Part 3 of the
Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
014, Revision 1, dated April 12, 2017, and
repeat the inspection thereafter at the
applicable times specified in paragraph 1.E.,
‘‘Compliance,’’ of Aviation Partners Boeing
Service Bulletin AP767–57–014, Revision 1,
dated April 12, 2017.
(iii) If any crack is found during any
inspection required by paragraph (h)(2)(ii) of
this AD, repair before further flight using a
method approved in accordance with the
procedures specified in paragraph (k) of this
AD.
(3) As an option to the repetitive
inspections required by paragraph (h)(1) of
this AD, do the actions required by
paragraphs (h)(3)(i) and (h)(3)(ii) of this AD,
and do all applicable actions required by
paragraph (h)(3)(iii) of this AD.
(i) Before further flight after accomplishing
the most recent inspection required by
paragraph (h)(1) of this AD, repair (modify)
stringer L–6.5, in accordance with Part 2 of
the Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
014, Revision 1, dated April 12, 2017.
(ii) Except as required by paragraph (j)(3)
of this AD: At the applicable time specified
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in paragraph 1.E., ‘‘Compliance,’’ of Aviation
Partners Boeing Service Bulletin AP767–57–
014, Revision 1, dated April 12, 2017, except
as required by paragraph (j)(2) of this AD, do
a post-repair HFEC inspection for cracking,
in accordance with Part 3 of the
Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767–57–
014, Revision 1, dated April 12, 2017, and
repeat the inspection thereafter at the
applicable times specified in paragraph 1.E.,
‘‘Compliance,’’ of Aviation Partners Boeing
Service Bulletin AP767–57–014, Revision 1,
dated April 12, 2017.
(iii) If any crack is found during any
inspection required by paragraph (h)(3)(ii) of
this AD, repair before further flight using a
method approved in accordance with the
procedures specified in paragraph (k) of this
AD.
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(i) Repair Approval
Repairs of the lower outboard wing skin
that were approved after June 15, 2017, and
before the effective date of this AD, by the
Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has
been authorized by the Manager, Seattle ACO
Branch, are approved for the applicable
repairs required by paragraphs (g) and (h) of
this AD. The ODA repairs will have postinstallation inspection requirements in lieu
of the post-inspection instructions specified
in Aviation Partners Boeing Service Bulletin
AP767–57–010, Revision 11, dated April 3,
2017; and Aviation Partners Boeing Service
Bulletin AP767–57–014, Revision 1, dated
April 12, 2017.
(j) Exceptions to Service Information
Specifications
(1) Where paragraph 1.E., ‘‘Compliance,’’ of
Aviation Partners Boeing Service Bulletin
AP767–57–010, Revision 11, dated April 3,
2017, specifies a compliance time ‘‘after the
issue date of Revision 11 of this service
bulletin,’’ this AD requires compliance
within the specified compliance time after
the effective date of this AD.
(2) Where paragraph 1.E., ‘‘Compliance,’’ of
Aviation Partners Boeing Service Bulletin
AP767–57–014, Revision 1, dated April 12,
2017, specifies a compliance time ‘‘after the
initial issue date of this service bulletin,’’ this
AD requires compliance within the specified
compliance time after the effective date of
this AD.
(3) For Condition 1 and Condition 2
airplanes: Where paragraph 1.E.,
‘‘Compliance,’’ of Aviation Partners Boeing
Service Bulletin AP767–57–014, Revision 1,
dated April 12, 2017, specifies a compliance
time for accomplishing the Part 3 HFEC
inspection of 18 months ‘‘after the initial
issue date of this service bulletin,’’ the
required compliance time is 6,000 flight
cycles or 18,000 flight hours, whichever
occurs first, after doing the Part 2 repair.
(4) For airplanes on which a stringer L–9.5
replacement was accomplished per Part 11 of
Aviation Partners Boeing Service Bulletin
AP767–57–010, Revision 11, dated April 3,
2017: Where Aviation Partners Boeing
Service Bulletin AP767–57–010, Revision 11,
dated April 3, 2017, specifies repeating the
post-repair HFEC inspection ‘‘in Part 9,’’ this
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AD requires repeating the post-repair HFEC
inspection in Part 13.
(k) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Seattle 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 (l) of this
AD. Information may be emailed to: 9-ANMSeattle-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 ODA that has been
authorized by the Manager, Seattle 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 paragraphs
(g)(1)(i)(B)(3), (g)(1)(i)(C)(3), (g)(1)(i)(D)(3),
(g)(1)(ii)(A)(3), (g)(1)(ii)(B)(3), (g)(1)(iii)(A)(3),
(g)(1)(iii)(B)(3), (g)(1)(iv), (g)(2), (h)(2)(iii),
and (h)(3)(iii) of this AD: For service
information that contains steps that are
labeled as Required for Compliance (RC), the
provisions of paragraphs (k)(4)(i) and
(k)(4)(ii) of this AD apply.
(i) The steps labeled as RC, including
substeps under an RC step and any figures
identified in an RC step, must be done to
comply with the AD. If a step or substep is
labeled ‘‘RC Exempt,’’ then the RC
requirement is removed from that step or
substep. An AMOC is required for any
deviations to RC steps, including substeps
and identified figures.
(ii) Steps not labeled as RC may be
deviated from using accepted methods in
accordance with the operator’s maintenance
or inspection program without obtaining
approval of an AMOC, provided the RC steps,
including substeps and identified figures, can
still be done as specified, and the airplane
can be put back in an airworthy condition.
(l) Related Information
For more information about this AD,
contact Allen Rauschendorfer, Aerospace
Engineer, Airframe Section, FAA, Seattle
ACO Branch, 2200 South 216th St., Des
Moines, WA; phone and fax: 206–231–3528;
email: allen.rauschendorfer@faa.gov.
(m) 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.
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25891
(i) Aviation Partners Boeing Service
Bulletin AP767–57–010, Revision 11, dated
April 3, 2017.
(ii) Aviation Partners Boeing Service
Bulletin AP767–57–014, Revision 1, dated
April 12, 2017.
(3) For service information identified in
this AD, contact Aviation Partners Boeing,
2811 S. 102nd Street, Suite 200, Seattle, WA
98168; telephone 206–762–1171; internet
https://www.aviationpartnersboeing.com.
(4) You may view this service information
at the FAA, Transport Standards Branch,
2200 South 216th St., Des Moines, WA. For
information on the availability of this
material at the FAA, call 206–231–3195.
(5) You may view this service information
that is incorporated by reference at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA, call
202–741–6030, or go to: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Issued in Des Moines, Washington, on May
21, 2018.
James Cashdollar,
Acting Director, System Oversight Division,
Aircraft Certification Service.
[FR Doc. 2018–11825 Filed 6–4–18; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2017–1099; Product
Identifier 2017–NM–093–AD; Amendment
39–19296; AD 2018–11–08]
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 certain
The Boeing Company Model 767–200
and –300 series airplanes. This AD was
prompted by a report of two cracks at
a certain frame inner chord. This AD
requires a detailed inspection for any
material review board (MRB) filler
installed in the area from the frame web
to the stub-beam fitting at certain
stations to determine if the filler extends
above the frame-to-stub-beam joint, and
applicable on-condition actions. We are
issuing this AD to address the unsafe
condition on these products.
DATES: This AD is effective July 10,
2018.
The Director of the Federal Register
approved the incorporation by reference
of a certain publication listed in this AD
as of July 10, 2018.
SUMMARY:
E:\FR\FM\05JNR1.SGM
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]]>Agencies
[Federal Register Volume 83, Number 108 (Tuesday, June 5, 2018)]
[Rules and Regulations]
[Pages 25885-25891]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2018-11825]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2015-1421; Product Identifier 2014-NM-177-AD; Amendment
39-19302; AD 2018-11-14]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: We are adopting a new airworthiness directive (AD) for certain
The Boeing Company Model 767-300 and -300F series airplanes. This AD
was prompted by reports of fatigue cracking on airplanes with Aviation
Partners Boeing winglets installed. This AD requires high frequency
eddy current (HFEC) inspections for cracking of the lower outboard wing
skin, and repair or modification if necessary. This AD also requires
one of three follow-on actions: Repeating the HFEC inspections,
modifying certain internal stringers and oversizing and plugging the
existing fastener holes of the lower wing, or modifying the external
doubler/tripler and doing repetitive post-modification inspections. We
are issuing this AD to address the unsafe condition on these products.
DATES: This AD is effective July 10, 2018.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of July 10,
2018.
ADDRESSES: For service information identified in this final rule,
contact Aviation Partners Boeing, 2811 S. 102nd Street, Suite 200,
Seattle, WA 98168; telephone 206-762-1171; internet https://www.aviationpartnersboeing.com. You may view this service information
at the FAA, Transport Standards Branch, 2200 South 216th St., Des
Moines, WA. For information on the availability of this material at the
FAA, call 206-231-3195. It is also available on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2015-
1421.
Examining the AD Docket
You may examine the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2015-
1421; or in person at Docket Operations 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 Docket Operations (phone: 800-647-
5527) is Docket Operations, 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: Allen Rauschendorfer, Aerospace
Engineer, Airframe Section, FAA, Seattle ACO Branch, 2200 South 216th
St., Des Moines, WA; phone and fax: 206-231-3528; email:
[email protected].
SUPPLEMENTARY INFORMATION:
Discussion
We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would apply to certain The Boeing Company
Model 767-300 and -300F series airplanes. The NPRM published in the
Federal Register on June 5, 2015 (80 FR 32066). The NPRM was prompted
by reports of fatigue cracking on airplanes with Aviation Partners
Boeing winglets installed. The NPRM proposed to require a HFEC
inspection for cracking of the lower outboard wing skin, and repair or
modification if necessary. The NPRM also proposed to require one of
three follow-on actions: Repeating the HFEC inspections, modifying
certain internal stringers and oversizing and plugging the existing
fastener holes of the lower wing, or modifying the external doubler/
tripler and doing repetitive post-modification inspections.
We issued an SNPRM to amend 14 CFR part 39 by adding an AD that
would apply to certain The Boeing Company Model 767-300 and -300F
series airplanes. The SNPRM published in the Federal Register on
November 27, 2017 (82 FR 55958). The SNPRM proposed adding new HFEC
inspections for cracking of an expanded area of the lower outboard wing
skin for certain airplanes.
We are issuing this AD to address fatigue cracking in the lower
outboard wing skin, which could result in failure and subsequent
separation of the wing and winglet 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
SNPRM and the FAA's response to each comment. One commenter, Matt
Leritz, supported the content of the SNRPM.
Request To Correct Compliance Time
Aviation Partners Boeing (APB) and United Airlines (UAL) asked that
we correct the compliance time in paragraphs (h)(2)(ii) and (h)(3)(ii)
of the proposed AD (in the SNPRM). The commenters stated that those
paragraphs would require the initial post-repair HFEC inspection of the
lower wing skin at stringer L-6.5 at the applicable time specified in
paragraph 1.E., ``Compliance,'' of Aviation Partners Boeing Service
Bulletin AP767-57-014, Revision 1, dated April 12, 2017. The commenters
added that the compliance time for the Part 3 HFEC inspection specified
in paragraph 1.E. does not begin after doing the Part 2 repair, but
instead begins after the initial issue of the service bulletin (after
the effective date of the AD). UAL stated that, as written, this would
require doing post-repair inspections on airplanes above the total
flight-hour and flight-cycle threshold within 18 months after the
effective date of the AD, regardless of if or when the repair was
actually done. APB confirmed that the calendar-based compliance time in
the referenced service information, for airplanes in Group 1,
Configurations 2 and 3, and Groups 2 and 3, should be the same as for
airplanes in Group 1, Configuration 1, on which the Part 2 repair has
been done. The commenters asked that the compliance time for the Part 3
HFEC inspection be corrected to the following: ``Within 6,000 flight
cycles after doing the Part 2 repair, or within 18,000 flight hours
since doing the Part 2 repair, whichever occurs first.''
We agree with the commenters' request for the reasons provided. We
have added paragraph (j)(3) of this AD to include this compliance-time
exception.
Request To Remove a Certain Terminating Action
Boeing asked that we remove the terminating action sentence at the
end of paragraph (g)(2) of the proposed AD (in the SNPRM). Paragraph
(g)(2) of the proposed AD (in the SNPRM) applies to Group 3 airplanes
with external doublers, and if a crack is found it requires a repair
using a method
[[Page 25886]]
approved by the FAA. That paragraph also specifies that ``[a]n approved
repair terminates the repetitive inspections required by paragraph
(g)(2) of this AD.'' Boeing stated that any repair for cracks found
will require follow-on repetitive inspections, which would be approved
as part of the AMOC repair approval process.
We agree that the repairs for Group 3 airplanes will have an
approved follow-on inspection program, but the repairs may apply to the
cracked areas only. We do not agree with removing the terminating
action provision because other areas may require the repetitive
inspections specified in paragraph (g)(2) of this AD, for which
approved terminating action would be appropriate. We have revised that
sentence as follows: ``An approved repair terminates the repetitive
inspections required by paragraph (g)(2) of this AD for the repaired
area only.''
Request To Add Grace Period for Post-Repair (Modification) Inspections
American Airlines (AAL), APB, UAL, and Delta Airlines (Delta) asked
that we add a grace period for the proposed post-repair (modification)
inspections.
AAL stated that Table 4 of paragraph 1.E., ``Compliance,'' of
Aviation Partners Boeing Service Bulletin AP767-57-010, Revision 11,
dated April 3, 2017, includes numerous inspections that are due within
a specified number of flight hours or flight cycles after previous
repair or modification of the airplane. AAL added that since it has
completed many repairs and modifications using previous revisions of
the referenced service information, there will be airplanes out of
compliance with the AD requirements on the effective date because there
is no grace period based on the AD due date.
APB and Delta stated that paragraph (g) of the proposed AD (in the
SNPRM) specifies compliance times specified in paragraph 1.E.,
``Compliance,'' of Aviation Partners Boeing Service Bulletin AP767-57-
010, Revision 11, dated April 3, 2017, for initial post-repair
inspections. APB added that the referenced service information added a
flight-hour threshold of 90,000 total flight cycles to the existing
flight-cycle threshold of 30,000 total flight cycles for the initial
compliance time. APB noted that the grace period published in the
referenced service information for airplanes on which the flight-hour
or flight-cycle threshold has been reached is set to 18 months after
accomplishment of the repair. APB stated that this creates a drop-dead
inspection situation for airplanes on which either the flight-hour or
flight-cycle threshold has been reached, and on which the Part 8 or
Part 11 repair was accomplished over 18 months ago. Delta stated that
the compliance table on pages (i) and (ii) of Aviation Partners Boeing
Service Bulletin AP767-57-010, Revision 11, dated April 3, 2017, should
be added to paragraph 1.E., ``Compliance'' and included in the AD.
UAL stated that paragraph (g) of the proposed AD (in the SNPRM)
would require the repetitive post-repair inspections specified in Parts
9 and 13 of Aviation Partners Boeing Service Bulletin AP767-57-010,
Revision 11, dated April 3, 2017, in airplane total times or within 18
months after accomplishment of Part 8 and 11 repairs, respectively. UAL
is concerned that older airplanes on which the repair was done more
than 18 months ago could be out of compliance on the effective date of
the AD. UAL noted that the 18-month grace period covers the initial
inspection, but does not cover post-repair inspections. UAL suggested
that we provide similar relief for airplanes on which the threshold has
been exceeded.
We do not agree with the commenters' requests to add a grace
period. The current revisions of the referenced service information
provide a compliance time of 18 months for the initial inspection for
all airplanes. The compliance times for certain conditional inspections
are in terms of airplane threshold or time since accomplishment of the
specified repair or modification. Those previously installed repairs or
modifications may have been done using a version of Aviation Partners
Boeing Service Bulletin AP767-57-010 before Revision 11 or alternative
method, and may involve deviations, additional repair activity, and
previous repairs. Under the provisions of paragraph (k) of this AD, we
will consider requests for approval of AMOCs to extend the compliance
time if sufficient data are submitted to substantiate that it would
provide an acceptable level of safety. We have determined that each
situation must be handled separately in the AMOC evaluation. We have
not changed this AD in this regard.
Request To Add Compliance Tables to Certain Service Information
Delta asked that a compliance table be added to Aviation Partners
Boeing Service Bulletin AP767-57-014, Revision 1, dated April 12, 2017,
for airplanes on which the actions specified in Aviation Partners
Boeing Service Bulletin AP767-57-010 have been previously accomplished.
Delta noted that page i of Aviation Partners Boeing Service Bulletin
AP767-57-014, Revision 1, dated April 12, 2017, provides a compliance
information table only for Group 3 airplanes; there are no tables for
Groups 1 and 2 airplanes.
We do not agree with the commenter's request. The compliance
information table on page i of Aviation Partners Boeing Service
Bulletin AP767-57-014, Revision 1, dated April 12, 2017, provides only
a description of additional work, if any, necessary based on work
accomplished using the previous revision. These tables are reference
information only, and do not reflect all the actions required by the
AD. The necessary compliance tables are provided in paragraph 1.E.,
``Compliance'' of Aviation Partners Boeing Service Bulletin AP767-57-
014, Revision 1, dated April 12, 2017. Therefore, we have not changed
this AD in this regard.
Request To Clarify Group 4 Airplanes Not Affected
UAL asked that we include a clarification in the proposed AD (in
the SNPRM) that Group 4 airplanes are not affected. UAL stated that
Group 4 airplanes are identified in the effectivity table in paragraph
1.A. of Aviation Partners Boeing Service Bulletin AP767-57-010,
Revision 11, dated April 3, 2017. UAL noted that an equivalent change
to the service information was incorporated during winglet installation
with no additional work being necessary. UAL asked that we add
paragraph (g)(3) to the AD to clarify that Group 4 airplanes are not
affected by the requirements in the AD.
We agree with the commenter for the reasons provided. Aviation
Partners Boeing Service Bulletin AP767-57-010, Revision 11, dated April
3, 2017, specifies that an equivalent change has been incorporated in
APB winglet retrofit kits for Group 4 airplanes, and that no more work
is necessary on those airplanes. We have included a clarification in
paragraph (g)(3) of this AD that specifies that Group 4 airplanes are
not affected by the actions required by paragraph (g) of this AD.
Request To Remove an Airplane Having a Certain Line Number
FedEx asked that we remove the airplane having line number 1027
from the applicability in the proposed AD (in the SNPRM), or allow
Aviation Partners Boeing Service Bulletin AP767-57-012, dated September
2015, as an AMOC. FedEx stated that it will be modifying that airplane
by removing the winglets and installing Boeing wing tips in accordance
with Aviation Partners Boeing Service Bulletin AP767-57-012,
[[Page 25887]]
dated September 2015. FedEx anticipated that the modification will be
completed prior to the effective date of the AD. FedEx added that the
unsafe condition will be addressed when the winglets are removed.
We do not agree with the commenter's request. There are many
factors that led to the cracking of the lower wing skin, and the
additional loading of the winglet is only one of those factors. Other
contributory factors are design details with the added internal wing
structure, which resulted in shortening the fatigue life of the blended
winglet installation. We have not changed this AD in this regard.
Request Approval for Alternative Open Hole HFEC Inspection
UAL asked that provisions be added to paragraph (g) of the proposed
AD (in the SNPRM) to allow an alternative open-hole HFEC inspection
procedure to inspect for cracking at the five inboard fastener
locations. UAL stated that an open-hole HFEC inspection with the
fasteners removed, in accordance with nondestructive test (NDT) Part 6,
Chapter 51-00-16, using the same notch sensitivity provides an
equivalent crack detection method. UAL added that APB has concurred
with the inspection. UAL concluded that it has been performing the
optional preventive modification, which trims out the skin containing
the five fastener holes, and allows for the open-hole HFEC to be
performed easily because the fasteners in the doubler are removed.
We do not agree with the commenter's request. Although UAL
developed an inspection method that works better for its situation, the
HFEC inspection specified in the referenced service information is
required by this AD to address all situations. However, under the
provisions of paragraph (k) of this AD, we will consider requests for
approval of AMOCs if sufficient data are submitted to substantiate that
the open-hole HFEC inspection procedure provides an acceptable level of
safety. We have not changed this AD in this regard.
Request To Clarify Credit for Previously Accomplished Repairs Approved
by an Organization Designation Authorization (ODA)
All Nippon Airways (ANA), AAL, APB, and Delta asked that we clarify
credit in paragraph (i) of the proposed AD (in the SNPRM), for
previously accomplished repairs approved by a Boeing ODA prior to June
15, 2017.
ANA stated that during discussions with the FAA, it was informed
that repair deviations approved by Boeing ODAs prior to the FAA
approval of the APB revised fatigue analysis issued on June 15, 2017,
and the release of Aviation Partners Boeing Service Bulletins AP767-57-
010, Revision 11, AP767-57-013, Revision 1, and AP767-57-014, Revision
1, do not qualify for AMOC credit to the AD after it is released. ANA
added that the proposed AD (in the SNPRM) would provide AMOC credit for
repair deviations approved by Boeing ODAs with 8100-9 forms dated after
June 15, 2017, because the Boeing ODAs would be using the APB revised
fatigue analysis.
AAL stated that paragraph (i) of the proposed AD (in the SNPRM)
specifies that repairs accomplished before June 15, 2017, and before
the AD effective date approved by a Boeing ODA can be considered
approved repairs in accordance with paragraphs (g) and (h) of the
proposed AD (in the SNPRM). AAL added that Boeing has indicated through
Multi-Operator Message MOM-MOM-17-0480-01B that repairs approved prior
to June 15, 2017, can be re-evaluated and approved on a new 8100-9
form. AAL noted that the language in paragraph (i) should be clarified
to indicate that repairs accomplished prior to June 15, 2017, are also
acceptable, as long as they have an 8100-9 approval from a Boeing ODA
dated after June 15, 2017.
APB requested that we clarify paragraph (i) of the proposed AD (in
the SNPRM) to state that accomplishment of previous revisions of
Aviation Partners Boeing Service Bulletins AP767-57-010 should be
acceptable for credit for previously accomplished repairs and
modifications of the lower outboard wing skin. APB stated that after
the effective date of the AD, operators that did not seek relief for
previously completed actions would need to request approval of AMOCs.
Delta stated that paragraph (i) of the proposed AD (in the SNPRM)
provides repair approval for repairs of the lower outboard wing skin
done after June 15, 2017, and before the effective date of the AD, that
are approved by the Boeing ODA authorized by the Manager, Seattle ACO
Branch, are approved for the applicable repairs required by paragraphs
(g) and (h) of the AD. Delta added that prior to issuance of the
referenced service information, both inspection and repair instructions
for stringers L-9.5 and L-6.5 were contained in Revisions 1, 2, 4, 6,
7, 8, and 9 of Aviation Partners Boeing Service Bulletin AP767-57-010.
Delta added that it has performed many inspections and repairs for
stringers L-9.5 and L-6.5 with those revisions. Delta suggested that
credit be provided for repairs approved by a Boeing 8100-9 or
previously accomplished using Revisions 1, 2, 4, 6, 7, 8, and 9 of
Aviation Partners Boeing Service Bulletin AP767-57-010. Delta added
that AMOCs will have to be obtained for each approved 8100-9 if no
credit is provided.
We agree to clarify the language in paragraph (i) of this AD to
include certain language provided by the commenters' for the reasons
provided. We have clarified the language in paragraph (i) of this AD by
adding that the ODA repairs approved after June 15, 2017, and before
the effective date of this AD, will have post-installation inspection
requirements in lieu of the post-inspection instructions specified in
Aviation Partners Boeing Service Bulletin AP767-57-010, Revision 11,
dated April 3, 2017; and Aviation Partners Boeing Service Bulletin
AP767-57-014, Revision 1, dated April 12, 2017.
Request To Correct Error in Service Information
APB and UAL asked that we correct an error specified in Part 13 of
Aviation Partners Boeing Service Bulletin AP767-57-010, Revision 11,
dated April 3, 2017.
APB and UAL stated that paragraphs (g)(1)(i)(D)(2),
(g)(1)(ii)(B)(2), and (g)(1)(iii)(B)(2) of the proposed AD (in the
SNPRM) would require the post-repair HFEC inspection in accordance with
Part 13 of the referenced service information. UAL stated that Part 13,
Step 1.d., specifies repeating the Part 9 HFEC inspection; however, it
should specify repeating the Part 13 HFEC inspection because Part 9
applies to airplanes without the stringer replacement. UAL noted that
the paragraphs in the proposed AD (in the SNPRM) correctly specify
repeating the Part 13 HFEC inspection. UAL added that the steps in the
referenced service information are listed as RC (required for
compliance), and must be done to comply with the AD.
We agree that the error exists in the service information. We have
added an exception in paragraph (j)(4) of this AD that specifies
repeating the Part 13 HFEC inspection instead of the Part 9 inspection.
Request To Provide Credit for Previous Service Information
AAL, UAL, and United Parcel Service (UPS) asked that we provide
credit for doing the modification required by paragraph (i) of the
proposed AD (in the SNPRM) using previous revisions of the referenced
service information. UAL and UPS noted that paragraph (i) of the
[[Page 25888]]
proposed AD (in the NPRM), which provided credit for previous actions
using previous revisions of the referenced service information, was
deleted in the SNPRM.
We do not agree with the commenters' requests. No credit is given
for previously installed repairs or modifications due to each situation
being unique; therefore, a re-evaluation will have to be done and may
involve additional work for certain airplanes. Under the provisions of
paragraph (k) of this AD, we will consider requests for approval of
AMOCs if sufficient data are submitted to substantiate that work done
using previous revisions of the service information provides an
acceptable level of safety. We have not changed this AD in this regard.
Conclusion
We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
this 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
SNPRM for addressing the unsafe condition; and
Do not add any additional burden upon the public than was
already proposed in the SNPRM.
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 APB Service Bulletin AP767-57-010, Revision 11, dated
April 3, 2017. The service information describes procedures for an HFEC
inspection for cracking of the external surface of the lower outboard
wing skin at stringer L-9.5, and on-condition actions that include
repetitive HFEC inspections, modification by oversizing and plugging
the existing fastener holes of the wing skin, repair (modification) of
the stringer with new stringer, and repair (modification) of the
stringer with external doubler/tripler; repetitive post-repair
inspections for cracking, and repair.
We also reviewed APB Service Bulletin AP767-57-014, Revision 1,
dated April 12, 2017. The service information describes procedures for
an HFEC inspection for cracking of the lower outboard wing skin at
stringer L-6.5 and on-condition actions that include repetitive HFEC
inspections, repair (modification) of the stringer with new stringer,
repetitive post-repair HFEC inspections for cracking, and repair.
This service information is reasonably available because the
interested parties have access to it through their normal course of
business or by the means identified in the ADDRESSES section.
Costs of Compliance
We estimate that this AD affects 140 airplanes of U.S. registry. We
estimate the following costs to comply with this AD:
Estimated Costs--Required Actions
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
HFEC Inspections...................... 6 work-hours x $85 per $0 $510 $71,400
hour = $510.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary on-condition
actions that would be required based on the results of the inspection.
We have no way of determining the number of aircraft that might need
these on-condition actions.
Estimated Costs--On-Condition Actions
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Post-repair Inspections....................... 6 work-hours x $85 per hour = $0 $510
$510 per inspection cycle.
Repair/Modification........................... 262 work-hours x $85 per hour = 0 22,270
$22,270.
----------------------------------------------------------------------------------------------------------------
We have received no definitive data that would enable us to provide
cost estimates for on-condition repairs for the post-repair inspections
specified in this AD.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
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 and
associated appliances 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,
[[Page 25889]]
(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):
2018-11-14 The Boeing Company: Amendment 39-19302; Docket No. FAA-
2015-1421; Product Identifier 2014-NM-177-AD.
(a) Effective Date
This AD is effective July 10, 2018.
(b) Affected ADs
None.
(c) Applicability
This AD applies to The Boeing Company Model 767-300 and -300F
series airplanes, certificated in any category, with Aviation
Partners Boeing winglets installed; as identified in Aviation
Partners Boeing Service Bulletin AP767-57-010, Revision 11, dated
April 3, 2017; and Aviation Partners Boeing Service Bulletin AP767-
57-014, Revision 1, dated April 12, 2017.
(d) Subject
Air Transport Association (ATA) of America Code 57, Wings.
(e) Unsafe Condition
This AD was prompted by reports of fatigue cracking in the lower
outboard wing skin at the inboard fastener of stringer L-9.5, and
the lower outboard wing skin of stringer L-6.5, on airplanes with
winglets installed per Supplemental Type Certificate ST01920SE. We
are issuing this AD to prevent fatigue cracking in the lower
outboard wing skin, which could result in failure and subsequent
separation of the wing and winglet and consequent reduced
controllability of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Repetitive Stringer L-9.5 Inspections, Modification, Repair
(Modification), Repetitive Post-Repair Inspections, and Repair
(1) For Group 1 and Group 2 airplanes identified in Aviation
Partners Boeing Service Bulletin AP767-57-010, Revision 11, dated
April 3, 2017: At the applicable time specified in paragraph 1.E.,
``Compliance,'' of Aviation Partners Boeing Service Bulletin AP767-
57-010, Revision 11, dated April 3, 2017, except as required by
paragraph (j)(1) of this AD: Do a high frequency eddy current (HFEC)
inspection for cracking of the lower outboard wing skin at stringer
L-9.5, in accordance with Part 1 of the Accomplishment Instructions
of Aviation Partners Boeing Service Bulletin AP767-57-010, Revision
11, dated April 3, 2017.
(i) For airplanes on which ``Condition 1'' is found, as defined
in the Accomplishment Instructions of Aviation Partners Boeing
Service Bulletin AP767-57-010, Revision 11, dated April 3, 2017,
during any inspection required by paragraph (g)(1) or (g)(1)(i)(A)
of this AD: Do the applicable actions required by paragraph
(g)(1)(i)(A), (g)(1)(i)(B), (g)(1)(i)(C), or (g)(1)(i)(D) of this
AD.
(A) Repeat the inspection specified in paragraph (g)(1) of this
AD thereafter at the applicable times specified in paragraph 1.E.,
``Compliance,'' of Aviation Partners Boeing Service Bulletin AP767-
57-010, Revision 11, dated April 3, 2017.
(B) Do the applicable actions required by paragraphs
(g)(1)(i)(B)(1), (g)(1)(i)(B)(2), and (g)(1)(i)(B)(3) of this AD.
(1) Before further flight, do actions (modifications and repair
(modification)) in accordance with Part 2, Part 3, Part 4, and Part
5, as applicable, of the Accomplishment Instructions of Aviation
Partners Boeing Service Bulletin AP767-57-010, Revision 11, dated
April 3, 2017.
(2) For airplanes on which the repair (modification) specified
in Part 5 of Aviation Partners Boeing Service Bulletin AP767-57-010
was done: At the applicable time specified in paragraph 1.E.,
``Compliance,'' of Aviation Partners Boeing Service Bulletin AP767-
57-010, Revision 11, dated April 3, 2017, do a post-repair HFEC
inspection for cracking, in accordance with Part 12 of the
Accomplishment Instructions of Aviation Partners Boeing Service
Bulletin AP767-57-010, Revision 11, dated April 3, 2017; and repeat
the inspection thereafter at the applicable times specified in
paragraph 1.E., ``Compliance,'' of Aviation Partners Boeing Service
Bulletin AP767-57-010, Revision 11, dated April 3, 2017.
(3) If any crack is found during any inspection required by
paragraph (g)(1)(i)(B)(2) of this AD, repair before further flight
using a method approved in accordance with the procedures specified
in paragraph (k) of this AD.
(C) Do the actions required by paragraphs (g)(1)(i)(C)(1) and
(g)(1)(i)(C)(2) of this AD, and do all applicable actions required
by paragraph (g)(1)(i)(C)(3) of this AD.
(1) Before further flight, repair (modify) in accordance with
Part 8 of the Accomplishment Instructions of Aviation Partners
Boeing Service Bulletin AP767-57-010, Revision 11, dated April 3,
2017.
(2) At the applicable time specified in paragraph 1.E.,
``Compliance,'' of Aviation Partners Boeing Service Bulletin AP767-
57-010, Revision 11, dated April 3, 2017, do a post-repair HFEC
inspection for cracking, in accordance with Part 9 of the
Accomplishment Instructions of Aviation Partners Boeing Service
Bulletin AP767-57-010, Revision 11, dated April 3, 2017; and repeat
the inspection thereafter at the applicable times specified in
paragraph 1.E., ``Compliance,'' of Aviation Partners Boeing Service
Bulletin AP767-57-010, Revision 11, dated April 3, 2017.
(3) If any crack is found during any inspection required by
paragraph (g)(1)(i)(C)(2) of this AD, repair before further flight
using a method approved in accordance with the procedures specified
in paragraph (k) of this AD.
(D) Do the actions required by paragraphs (g)(1)(i)(D)(1) and
(g)(1)(i)(D)(2) of this AD, and do all applicable actions required
by paragraph (g)(1)(i)(D)(3) of this AD.
(1) Before further flight, repair (modify) in accordance with
Part 11 of the Accomplishment Instructions of Aviation Partners
Boeing Service Bulletin AP767-57-010, Revision 11, dated April 3,
2017.
(2) At the applicable time specified in paragraph 1.E.,
``Compliance,'' of Aviation Partners Boeing Service Bulletin AP767-
57-010, Revision 11, dated April 3, 2017, do a post-repair HFEC
inspection for cracking, in accordance with Part 13 of the
Accomplishment Instructions of Aviation Partners Boeing Service
Bulletin AP767-57-010, Revision 11, dated April 3, 2017; and repeat
the inspection thereafter at the applicable times specified in
paragraph 1.E., ``Compliance,'' of Aviation Partners Boeing Service
Bulletin AP767-57-010, Revision 11, dated April 3, 2017; except as
required by paragraph (j)(4) of this AD.
(3) If any crack is found during any inspection required by
paragraph (g)(1)(i)(D)(2) of this AD, repair before further flight
using a method approved in accordance with the procedures specified
in paragraph (k) of this AD.
(ii) For airplanes on which ``Condition 2'' is found, as defined
in the Accomplishment Instructions of Aviation Partners Boeing
Service Bulletin AP767-57-010, Revision 11, dated April 3, 2017,
during any inspection required by paragraph (g)(1) or (g)(1)(i)(A)
of this AD: Do the actions required by paragraph (g)(1)(ii)(A) or
(g)(1)(ii)(B) of this AD.
(A) Do the actions required by paragraphs (g)(1)(ii)(A)(1) and
(g)(1)(ii)(A)(2) of this AD, and do all applicable actions required
by paragraph (g)(1)(ii)(A)(3) of this AD.
(1) Before further flight, repair (modify) in accordance with
Part 8 of the Accomplishment Instructions of Aviation Partners
Boeing Service Bulletin AP767-57-010, Revision 11, dated April 3,
2017.
(2) At the applicable time specified in paragraph 1.E.,
``Compliance,'' of Aviation Partners Boeing Service Bulletin AP767-
57-
[[Page 25890]]
010, Revision 11, dated April 3, 2017, do a post-repair HFEC
inspection for cracking, in accordance with Part 9 of the
Accomplishment Instructions of Aviation Partners Boeing Service
Bulletin AP767-57-010, Revision 11, dated April 3, 2017; and repeat
the inspection thereafter at the applicable times specified in
paragraph 1.E., ``Compliance,'' of Aviation Partners Boeing Service
Bulletin AP767-57-010, Revision 11, dated April 3, 2017.
(3) If any crack is found during any inspection required by
paragraph (g)(1)(ii)(A)(2) of this AD, repair before further flight
using a method approved in accordance with the procedures specified
in paragraph (k) of this AD.
(B) Do the actions required by paragraphs (g)(1)(ii)(B)(1) and
(g)(1)(ii)(B)(2) of this AD, and do all applicable actions required
by paragraph (g)(1)(ii)(B)(3) of this AD.
(1) Before further flight, repair (modify) in accordance with
Part 11 of the Accomplishment Instructions of Aviation Partners
Boeing Service Bulletin AP767-57-010, Revision 11, dated April 3,
2017.
(2) At the applicable time specified in paragraph 1.E.,
``Compliance,'' of Aviation Partners Boeing Service Bulletin AP767-
57-010, Revision 11, dated April 3, 2017, do a post-repair HFEC
inspection for cracking, in accordance with Part 13 of the
Accomplishment Instructions of Aviation Partners Boeing Service
Bulletin AP767-57-010, Revision 11, dated April 3, 2017; and repeat
the inspection thereafter at the applicable times specified in
paragraph 1.E., ``Compliance,'' of Aviation Partners Boeing Service
Bulletin AP767-57-010, Revision 11, dated April 3, 2017; except as
required by paragraph (j)(4) of this AD.
(3) If any crack is found during any inspection required by
paragraph (g)(1)(ii)(B)(2) of this AD, repair before further flight
using a method approved in accordance with the procedures specified
in paragraph (k) of this AD.
(iii) For airplanes on which ``Condition 3'' is found, as
defined in the Accomplishment Instructions of Aviation Partners
Boeing Service Bulletin AP767-57-010, Revision 11, dated April 3,
2017, during the actions specified in paragraph (g)(1)(i)(B)(1) of
this AD: Do the actions required by paragraph (g)(1)(iii)(A) or
(g)(1)(iii)(B) of this AD.
(A) Do the actions required by paragraphs (g)(1)(iii)(A)(1) and
(g)(1)(iii)(A)(2) of this AD, and do all applicable actions required
by paragraph (g)(1)(iii)(A)(3) of this AD.
(1) Before further flight, repair (modify) in accordance with
Part 8 of the Accomplishment Instructions of Aviation Partners
Boeing Service Bulletin AP767-57-010, Revision 11, dated April 3,
2017.
(2) At the applicable time specified in paragraph 1.E.,
``Compliance,'' of Aviation Partners Boeing Service Bulletin AP767-
57-010, Revision 11, dated April 3, 2017, do a post-repair HFEC
inspection for cracking, in accordance with Part 9 of the
Accomplishment Instructions of Aviation Partners Boeing Service
Bulletin AP767-57-010, Revision 11, dated April 3, 2017; and repeat
the inspection thereafter at the applicable times specified in
paragraph 1.E., ``Compliance,'' of Aviation Partners Boeing Service
Bulletin AP767-57-010, Revision 11, dated April 3, 2017.
(3) If any crack is found during any inspection required by
paragraph (g)(1)(iii)(A)(2) of this AD, repair before further flight
using a method approved in accordance with the procedures specified
in paragraph (k) of this AD.
(B) Do the actions required by paragraphs (g)(1)(iii)(B)(1) and
(g)(1)(iii)(B)(2) of this AD, and do all applicable actions required
by paragraph (g)(1)(iii)(B)(3) of this AD.
(1) Before further flight, repair (modify) in accordance with
Part 11 of the Accomplishment Instructions of Aviation Partners
Boeing Service Bulletin AP767-57-010, Revision 11, dated April 3,
2017.
(2) At the applicable time specified in paragraph 1.E.,
``Compliance,'' of Aviation Partners Boeing Service Bulletin AP767-
57-010, Revision 11, dated April 3, 2017, do a post-repair HFEC
inspection for cracking, in accordance with Part 13 of the
Accomplishment Instructions of Aviation Partners Boeing Service
Bulletin AP767-57-010, Revision 11, dated April 3, 2017; and repeat
the inspection thereafter at the applicable times specified in
paragraph 1.E., ``Compliance,'' of Aviation Partners Boeing Service
Bulletin AP767-57-010, Revision 11, dated April 3, 2017; except as
required by paragraph (j)(4) of this AD.
(3) If any crack is found during any inspection required by
paragraph (g)(1)(iii)(B)(2) of this AD, repair before further flight
using a method approved in accordance with the procedures specified
in paragraph (k) of this AD.
(iv) For airplanes on which ``Condition 4'' is found, as defined
in the Accomplishment Instructions of Aviation Partners Boeing
Service Bulletin AP767-57-010, Revision 11, dated April 3, 2017,
during any action specified in paragraph (g)(1)(i)(C)(1),
(g)(1)(i)(D)(1) (g)(1)(ii)(A)(1), (g)(1)(ii)(B)(1),
(g)(1)(iii)(A)(1), and (g)(1)(iii)(B)(1) of this AD: Repair before
further flight using a method approved in accordance with the
procedures specified in paragraph (k) of this AD.
(2) For Group 3 airplanes identified in Aviation Partners Boeing
Service Bulletin AP767-57-010, Revision 11, dated April 3, 2017: At
the applicable time specified in paragraph 1.E., ``Compliance,'' of
Aviation Partners Boeing Service Bulletin AP767-57-010, Revision 11,
dated April 3, 2017, or within 6 months after the effective date of
this AD, whichever occurs later, do an HFEC inspection for cracking
of the lower outboard wing skin at stringer L-9.5, in accordance
with Part 7 of the Accomplishment Instructions of Aviation Partners
Boeing Service Bulletin AP767-57-010, Revision 11, dated April 3,
2017. Repeat the inspection thereafter at the applicable time
specified in paragraph 1.E., ``Compliance,'' of Aviation Partners
Boeing Service Bulletin AP767-57-010, Revision 11, dated April 3,
2017. If any cracking is found during any inspection, repair before
further flight using a method approved in accordance with the
procedures specified in paragraph (k) of this AD. An approved repair
terminates the repetitive inspections required by paragraph (g)(2)
of this AD for the repaired area only.
(3) Group 4 airplanes identified in Aviation Partners Boeing
Service Bulletin AP767-57-010, Revision 11, dated April 3, 2017, are
not affected by the actions required by paragraph (g) of this AD.
(h) Repetitive Stringer L-6.5 Inspections, Repair (Modification),
Repetitive Post-Repair Inspections, and Repair
(1) For airplanes identified in Boeing Service Bulletin AP767-
57-014, Revision 1, dated April 12, 2017: At the applicable time
specified in paragraph 1.E., ``Compliance,'' of Aviation Partners
Boeing Service Bulletin AP767-57-014, Revision 1, dated April 12,
2017, except as required by paragraph (j)(2) of this AD: Do an HFEC
inspection for cracking of stringer L-6.5 of the lower outboard wing
skin, in accordance with Part 1 of Aviation Partners Boeing Service
Bulletin AP767-57-014, Revision 1, dated April 12, 2017. If no
cracking is found, repeat the inspection thereafter at the
applicable times specified in paragraph 1.E., ``Compliance,'' of
Aviation Partners Boeing Service Bulletin AP767-57-014, Revision 1,
dated April 12, 2017, except as provided by paragraph (h)(3) of this
AD.
(2) If any crack is found during any inspection required by
paragraph (h)(1) of this AD, do the actions required by paragraphs
(h)(2)(i) and (h)(2)(ii) of this AD, and do all applicable actions
required by paragraph (h)(2)(iii) of this AD.
(i) Before further flight, repair (modify) stringer L-6.5, in
accordance with Part 2 of the Accomplishment Instructions of
Aviation Partners Boeing Service Bulletin AP767-57-014, Revision 1,
dated April 12, 2017.
(ii) Except as required by paragraph (j)(3) of this AD: At the
applicable time specified in paragraph 1.E., ``Compliance,'' of
Aviation Partners Boeing Service Bulletin AP767-57-014, Revision 1,
dated April 12, 2017, except as required by paragraph (j)(2) of this
AD, do an HFEC post-repair inspection for cracking, in accordance
with Part 3 of the Accomplishment Instructions of Aviation Partners
Boeing Service Bulletin AP767-57-014, Revision 1, dated April 12,
2017, and repeat the inspection thereafter at the applicable times
specified in paragraph 1.E., ``Compliance,'' of Aviation Partners
Boeing Service Bulletin AP767-57-014, Revision 1, dated April 12,
2017.
(iii) If any crack is found during any inspection required by
paragraph (h)(2)(ii) of this AD, repair before further flight using
a method approved in accordance with the procedures specified in
paragraph (k) of this AD.
(3) As an option to the repetitive inspections required by
paragraph (h)(1) of this AD, do the actions required by paragraphs
(h)(3)(i) and (h)(3)(ii) of this AD, and do all applicable actions
required by paragraph (h)(3)(iii) of this AD.
(i) Before further flight after accomplishing the most recent
inspection required by paragraph (h)(1) of this AD, repair (modify)
stringer L-6.5, in accordance with Part 2 of the Accomplishment
Instructions of Aviation Partners Boeing Service Bulletin AP767-57-
014, Revision 1, dated April 12, 2017.
(ii) Except as required by paragraph (j)(3) of this AD: At the
applicable time specified
[[Page 25891]]
in paragraph 1.E., ``Compliance,'' of Aviation Partners Boeing
Service Bulletin AP767-57-014, Revision 1, dated April 12, 2017,
except as required by paragraph (j)(2) of this AD, do a post-repair
HFEC inspection for cracking, in accordance with Part 3 of the
Accomplishment Instructions of Aviation Partners Boeing Service
Bulletin AP767-57-014, Revision 1, dated April 12, 2017, and repeat
the inspection thereafter at the applicable times specified in
paragraph 1.E., ``Compliance,'' of Aviation Partners Boeing Service
Bulletin AP767-57-014, Revision 1, dated April 12, 2017.
(iii) If any crack is found during any inspection required by
paragraph (h)(3)(ii) of this AD, repair before further flight using
a method approved in accordance with the procedures specified in
paragraph (k) of this AD.
(i) Repair Approval
Repairs of the lower outboard wing skin that were approved after
June 15, 2017, and before the effective date of this AD, by the
Boeing Commercial Airplanes Organization Designation Authorization
(ODA) that has been authorized by the Manager, Seattle ACO Branch,
are approved for the applicable repairs required by paragraphs (g)
and (h) of this AD. The ODA repairs will have post-installation
inspection requirements in lieu of the post-inspection instructions
specified in Aviation Partners Boeing Service Bulletin AP767-57-010,
Revision 11, dated April 3, 2017; and Aviation Partners Boeing
Service Bulletin AP767-57-014, Revision 1, dated April 12, 2017.
(j) Exceptions to Service Information Specifications
(1) Where paragraph 1.E., ``Compliance,'' of Aviation Partners
Boeing Service Bulletin AP767-57-010, Revision 11, dated April 3,
2017, specifies a compliance time ``after the issue date of Revision
11 of this service bulletin,'' this AD requires compliance within
the specified compliance time after the effective date of this AD.
(2) Where paragraph 1.E., ``Compliance,'' of Aviation Partners
Boeing Service Bulletin AP767-57-014, Revision 1, dated April 12,
2017, specifies a compliance time ``after the initial issue date of
this service bulletin,'' this AD requires compliance within the
specified compliance time after the effective date of this AD.
(3) For Condition 1 and Condition 2 airplanes: Where paragraph
1.E., ``Compliance,'' of Aviation Partners Boeing Service Bulletin
AP767-57-014, Revision 1, dated April 12, 2017, specifies a
compliance time for accomplishing the Part 3 HFEC inspection of 18
months ``after the initial issue date of this service bulletin,''
the required compliance time is 6,000 flight cycles or 18,000 flight
hours, whichever occurs first, after doing the Part 2 repair.
(4) For airplanes on which a stringer L-9.5 replacement was
accomplished per Part 11 of Aviation Partners Boeing Service
Bulletin AP767-57-010, Revision 11, dated April 3, 2017: Where
Aviation Partners Boeing Service Bulletin AP767-57-010, Revision 11,
dated April 3, 2017, specifies repeating the post-repair HFEC
inspection ``in Part 9,'' this AD requires repeating the post-repair
HFEC inspection in Part 13.
(k) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Seattle 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 (l) of this AD. Information may be
emailed to: [email protected].
(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 ODA that has
been authorized by the Manager, Seattle 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 paragraphs (g)(1)(i)(B)(3),
(g)(1)(i)(C)(3), (g)(1)(i)(D)(3), (g)(1)(ii)(A)(3),
(g)(1)(ii)(B)(3), (g)(1)(iii)(A)(3), (g)(1)(iii)(B)(3), (g)(1)(iv),
(g)(2), (h)(2)(iii), and (h)(3)(iii) of this AD: For service
information that contains steps that are labeled as Required for
Compliance (RC), the provisions of paragraphs (k)(4)(i) and
(k)(4)(ii) of this AD apply.
(i) The steps labeled as RC, including substeps under an RC step
and any figures identified in an RC step, must be done to comply
with the AD. If a step or substep is labeled ``RC Exempt,'' then the
RC requirement is removed from that step or substep. An AMOC is
required for any deviations to RC steps, including substeps and
identified figures.
(ii) Steps not labeled as RC may be deviated from using accepted
methods in accordance with the operator's maintenance or inspection
program without obtaining approval of an AMOC, provided the RC
steps, including substeps and identified figures, can still be done
as specified, and the airplane can be put back in an airworthy
condition.
(l) Related Information
For more information about this AD, contact Allen
Rauschendorfer, Aerospace Engineer, Airframe Section, FAA, Seattle
ACO Branch, 2200 South 216th St., Des Moines, WA; phone and fax:
206-231-3528; email: [email protected].
(m) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(i) Aviation Partners Boeing Service Bulletin AP767-57-010,
Revision 11, dated April 3, 2017.
(ii) Aviation Partners Boeing Service Bulletin AP767-57-014,
Revision 1, dated April 12, 2017.
(3) For service information identified in this AD, contact
Aviation Partners Boeing, 2811 S. 102nd Street, Suite 200, Seattle,
WA 98168; telephone 206-762-1171; internet https://www.aviationpartnersboeing.com.
(4) You may view this service information at the FAA, Transport
Standards Branch, 2200 South 216th St., Des Moines, WA. For
information on the availability of this material at the FAA, call
206-231-3195.
(5) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, call 202-741-6030, or go to: https://www.archives.gov/federal-register/cfr/ibr-locations.html.
Issued in Des Moines, Washington, on May 21, 2018.
James Cashdollar,
Acting Director, System Oversight Division, Aircraft Certification
Service.
[FR Doc. 2018-11825 Filed 6-4-18; 8:45 am]
BILLING CODE 4910-13-P
