Airworthiness Directives; The Boeing Company Airplanes, 49978-49981 [2020-17837]
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49978
Proposed Rules
Federal Register
Vol. 85, No. 159
Monday, August 17, 2020
This section of the FEDERAL REGISTER
contains notices to the public of the proposed
issuance of rules and regulations. The
purpose of these notices is to give interested
persons an opportunity to participate in the
rule making prior to the adoption of the final
rules.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2020–0689; Product
Identifier 2020–NM–060–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
The FAA proposes to
supersede Airworthiness Directive (AD)
2013–18–08, which applies to certain
The Boeing Company Model 737–200,
–200C, –300, –400, and –500 series
airplanes. AD 2013–18–08 requires
repetitive inspections for cracking of
certain upper and lower skin panels of
the fuselage, and of the fuselage skin
along certain chem-milled lines, and
corrective actions if necessary. AD
2013–18–08 also includes a terminating
action for the repetitive inspections of
certain modified or repaired areas only.
Since the FAA issued AD 2013–18–08,
there have been reports of additional
cracking in certain horizontal and
vertical chem-milled step locations
outside of those identified in AD 2013–
18–08. This proposed AD would
continue to require repetitive
inspections for cracking of the fuselage
skin along certain chem-milled lines
and applicable on-condition actions,
and would expand the inspection area.
This AD would continue to provide
terminating action for repetitive
inspections of certain modified or
repaired areas. This proposed AD would
also add airplanes to the applicability.
The FAA is proposing this AD to
address the unsafe condition on these
products.
DATES: The FAA must receive comments
on this proposed AD by October 1, 2020.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
SUMMARY:
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11.43 and 11.45, by any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov. Follow the
instructions for submitting comments.
• Fax: 202–493–2251.
• Mail: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this NPRM, contact Boeing Commercial
Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster
Blvd., MC 110–SK57, Seal Beach, CA
90740–5600; telephone 562–797–1717;
internet https://
www.myboeingfleet.com. You may view
this service information at the FAA,
Airworthiness Products Section,
Operational Safety 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–2020–0689.
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–2020–
0689; 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 NPRM, any
comments received, and other
information. The street address for
Docket Operations) is listed above.
Comments will be available in the AD
docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT:
James Guo, Aerospace Engineer,
Airframe Section, FAA, Los Angeles
ACO Branch, 3960 Paramount
Boulevard, Lakewood, CA 90712–4137;
phone: 562–627–5357; fax: 562–627–
5210; email: james.guo@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA invites you to send any
written relevant data, views, or
arguments about this proposal. Send
your comments to an address listed
PO 00000
Frm 00001
Fmt 4702
Sfmt 4702
under the ADDRESSES section. Include
‘‘Docket No. FAA–2020–0689; Product
Identifier 2020–NM–060–AD’’ at the
beginning of your comments. The most
helpful comments reference a specific
portion of the proposal, explain the
reason for any recommended change,
and include supporting data. The FAA
will consider all comments received by
the closing date and may amend this
NPRM because of those comments.
Except for Confidential Business
Information (CBI) as described in the
following paragraph, and other
information as described in 14 CFR
11.35, the FAA will post all comments
received, without change, to https://
www.regulations.gov, including any
personal information you provide. The
FAA will also post a report
summarizing each substantive verbal
contact received about this proposed
AD.
Confidential Business Information
Confidential Business Information
(CBI) is commercial or financial
information that is both customarily and
actually treated as private by its owner.
Under the Freedom of Information Act
(FOIA) (5 U.S.C. 552), CBI is exempt
from public disclosure. If your
comments responsive to this NPRM
contain commercial or financial
information that is customarily treated
as private, that you actually treat as
private, and that is relevant or
responsive to this NPRM, it is important
that you clearly designate the submitted
comments as CBI. Please mark each
page of your submission containing CBI
as ‘‘PROPIN.’’ The FAA will treat such
marked submissions as confidential
under the FOIA, and they will not be
placed in the public docket of this
NPRM. Submissions containing CBI
should be sent to the person identified
in the FOR FURTHER INFORMATION
CONTACT section. Any commentary that
the FAA receives which is not
specifically designated as CBI will be
placed in the public docket for this
rulemaking.
Discussion
Fatigue damage can occur locally, in
small areas or structural design details,
or globally, in widespread areas.
Multiple-site damage is widespread
damage that occurs in a large structural
element such as a single rivet line of a
lap splice joining two large skin panels.
Widespread damage can also occur in
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Federal Register / Vol. 85, No. 159 / Monday, August 17, 2020 / Proposed Rules
multiple elements such as adjacent
frames or stringers. Multiple-site
damage and multiple-element damage
cracks are typically too small initially to
be reliably detected with normal
inspection methods. Without
intervention, these cracks will grow,
and eventually compromise the
structural integrity of the airplane. This
condition is known as widespread
fatigue damage (WFD). It is associated
with general degradation of large areas
of structure with similar structural
details and stress levels. As an airplane
ages, WFD will likely occur, and will
certainly occur if the airplane is
operated long enough without any
intervention.
The FAA’s WFD final rule (75 FR
69746, November 15, 2010) became
effective on January 14, 2011. The WFD
rule requires certain actions to prevent
structural failure due to WFD
throughout the operational life of
certain existing transport category
airplanes and all of these airplanes that
will be certificated in the future. For
existing and future airplanes subject to
the WFD rule, the rule requires that
DAHs establish a limit of validity (LOV)
of the engineering data that support the
structural maintenance program.
Operators affected by the WFD rule may
not fly an airplane beyond its LOV,
unless an extended LOV is approved.
The WFD rule (75 FR 69746,
November 15, 2010) does not require
identifying and developing maintenance
actions if the DAHs can show that such
actions are not necessary to prevent
WFD before the airplane reaches the
LOV. Many LOVs, however, do depend
on accomplishment of future
maintenance actions. As stated in the
WFD rule, any maintenance actions
necessary to reach the LOV will be
mandated by ADs through separate
rulemaking actions.
In the context of WFD, this action is
necessary to enable DAHs to propose
LOVs that allow operators the longest
operational lives for their airplanes, and
still ensure that WFD will not occur.
This approach allows for an
implementation strategy that provides
flexibility to DAHs in determining the
timing of service information
development (with FAA approval),
while providing operators with certainty
regarding the LOV applicable to their
airplanes.
The FAA issued AD 2013–18–08,
Amendment 39–17581 (78 FR 60660,
October 2, 2013) (‘‘AD 2013–18–08’’),
for certain The Boeing Company Model
737–200, –200C, –300, –400, and –500
series airplanes. AD 2013–18–08
requires repetitive inspections for
cracking of certain upper and lower skin
panels of the fuselage, and of the
fuselage skin along certain chem-milled
lines, and corrective actions if
necessary. AD 2013–18–08 also includes
a terminating action for the repetitive
inspections of certain modified or
repaired areas only. The FAA issued AD
2013–18–08 to address fatigue cracking
of the skin panels, which could result in
sudden fracture and failure of the skin
panels of the fuselage, and consequent
rapid decompression of the airplane.
Actions Since AD 2013–18–08 Was
Issued
locations with a history of cracking
between stations (STAs) 259.5 and 1016;
and applicable on-condition actions.
On-condition actions include repair;
LFEC inspections of certain repairs for
cracking; detailed inspections of certain
repairs for cracking and loose, missing,
or damaged fasteners; replacement of
loose, missing, or damaged fasteners;
and preventative modifications. This
service information is reasonably
available because the interested parties
have access to it through their normal
course of business or by the means
identified in the ADDRESSES section.
FAA’s Determination
The FAA is proposing this AD
because the agency evaluated all the
relevant information and determined
the unsafe condition described
previously is likely to exist or develop
in other products of the same type
design.
Proposed AD Requirements
Since the FAA issued AD 2013–18–
08, there have been reports of additional
cracking in the horizontal and vertical
chem-milled step locations outside of
those identified in AD 2013–18–08. The
cracking was caused by fatigue from
hoop stress and higher than expected
bending stresses across the chem-milled
steps. The FAA has determined that the
repetitive inspections must be expanded
to include these areas and that
additional airplanes are subject to the
unsafe condition.
Related Service Information Under 1
CFR Part 51
The FAA reviewed Boeing Alert
Service Bulletin 737–53A1346, dated
March 27, 2020. This service
information describes procedures for
repetitive detailed and non-destructive
tests (NDTs) (including external
medium frequency eddy current
(MFEC), external magneto optical
imaging (MOI), external c-scan, external
sliding probe, external high frequency
eddy current (HFEC), external low
frequency eddy current (LFEC), internal
ultrasonic phased array (UTPA), or
internal ultrasonic); inspections for
cracking of the fuselage skin along all
horizontal and vertical chem-milled
Although this proposed AD does not
explicitly restate the requirements of AD
2013–18–08, this proposed AD would
retain certain requirements of AD 2013–
18–08. Those requirements are
referenced in the service information
identified previously, which, in turn, is
referenced in paragraph (g) of this
proposed AD. This proposed AD would
expand the area for the existing
inspections for cracking of the fuselage
skin along all horizontal and vertical
chem-milled locations and add
airplanes to the applicability. This
proposed AD would also require
accomplishment of the actions
identified as ‘‘RC’’ (required for
compliance) in the Accomplishment
Instructions of Boeing Alert Service
Bulletin 737–53A1346, dated March 27,
2020, described previously. For
information on the procedures, see this
service information at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2020–
0689.
Costs of Compliance
The FAA estimates that this proposed
AD affects 141 airplanes of U.S. registry.
The FAA estimates the following costs
to comply with this proposed AD:
ESTIMATED COSTS FOR REQUIRED ACTIONS
Action
Labor cost
Inspections .....................
Up to 165 work-hours × $85 per hour = $14,025
per inspection cycle.
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Parts cost
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Cost per product
$0
Up to $1,977,525 per inspection cycle.
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Federal Register / Vol. 85, No. 159 / Monday, August 17, 2020 / Proposed Rules
The FAA estimates the following
costs to do any necessary corrective
actions that would be required based on
the results of the proposed inspections.
The FAA has no way of determining the
number of aircraft that might need these
corrective actions:
ESTIMATED COSTS OF ON-CONDITION ACTIONS
Labor cost
Parts cost
Up to 185 work-hours × $85 per hour = $15,725 ........................................................
$*
Cost per product
Up to $15,725.
* The FAA has received no definitive data that would enable providing parts costs for the on-condition actions specified in this proposed 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.
The FAA is issuing this rulemaking
under the authority described in
Subtitle VII, Part A, Subpart III, Section
44701, ‘‘General requirements.’’ Under
that section, Congress charges the FAA
with promoting safe flight of civil
aircraft in air commerce by prescribing
regulations for practices, methods, and
procedures the Administrator finds
necessary for safety in air commerce.
This regulation is within the scope of
that authority because it addresses an
unsafe condition that is likely to exist or
develop on products identified in this
rulemaking action.
Regulatory Findings
The FAA has determined that this
proposed AD would not have federalism
implications under Executive Order
13132. This proposed AD would not
have a substantial direct effect on the
States, on the relationship between the
national Government and the States, or
on the distribution of power and
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that the proposed regulation:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Will not affect intrastate aviation
in Alaska, and
(3) Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
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the FAA proposes to amend 14 CFR part
39 as follows:
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
■
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The FAA amends § 39.13 by
removing Airworthiness Directive (AD)
2013–18–08, Amendment 39–17581 (78
FR 60660, October 2, 2013), and adding
the following new AD:
■
The Boeing Company: Docket No. FAA–
2020–0689; Product Identifier 2020–
NM–060–AD.
(a) Comments Due Date
The FAA must receive comments on this
AD action by October 1, 2020.
(b) Affected ADs
This AD replaces AD 2013–18–08,
Amendment 39–17581 (78 FR 60660, October
2, 2013) (‘‘AD 2013–18–08’’).
(c) Applicability
This AD applies to The Boeing Company
Model 737–100, –200, –200C, –300, –400,
and –500 series airplanes, certificated in any
category, as identified in Boeing Alert
Service Bulletin 737–53A1346, dated March
27, 2020.
(d) Subject
Air Transport Association (ATA) of
America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by reports of
additional cracking in the horizontal and
vertical chem-milled step locations outside of
those identified in AD 2013–18–08. The FAA
is issuing this AD to address fatigue cracking
of the skin panels, which could result in
sudden fracture and failure of the skin panels
of the fuselage, and consequent rapid
decompression of the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Required Actions for Group 1 Through 25
Airplanes
For airplanes identified as Group 1 through
25 in Boeing Alert Service Bulletin 737–
53A1346, dated March 27, 2020, except as
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specified in paragraph (h) of this AD: At the
applicable times specified in paragraph 1.E.,
‘‘Compliance,’’ of Boeing Alert Service
Bulletin 737–53A1346, dated March 27,
2020, do all applicable actions identified as
‘‘RC’’ (required for compliance) in, and in
accordance with, the Accomplishment
Instructions of Boeing Alert Service Bulletin
737–53A1346, dated March 27, 2020. Actions
identified as terminating action in Boeing
Alert Service Bulletin 737–53A1346, dated
March 27, 2020, terminate the applicable
required actions of this AD, provided the
terminating action is done in accordance
with the Accomplishment Instructions of
Boeing Alert Service Bulletin 737–53A1346,
dated March 27, 2020.
(h) Exceptions to Service Information
Specifications
(1) Where Boeing Alert Service Bulletin
737–53A1346, dated March 27, 2020, uses
the phrase ‘‘the original issue date of this
service bulletin,’’ this AD requires using ‘‘the
effective date of this AD.’’
(2) Where Boeing Alert Service Bulletin
737–53A1346, dated March 27, 2020,
specifies contacting Boeing for repair
instructions, this AD requires doing the
repair before further flight using a method
approved in accordance with the procedures
specified in paragraph (j) of this AD.
(i) Required Actions for Group 26 Airplanes
For airplanes identified as Group 26 in
Alert Service Bulletin 737–53A1346, dated
March 27, 2020: Within 120 days after the
effective date of this AD, inspect the fuselage
skin along certain chem-milled lines for
cracks, using a method approved in
accordance with the procedures specified in
paragraph (j) of this AD.
(j) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Los Angeles ACO Branch,
FAA, has the authority to approve AMOCs
for this AD, if requested using the procedures
found in 14 CFR 39.19. In accordance with
14 CFR 39.19, send your request to your
principal inspector or local Flight Standards
District Office, as appropriate. If sending
information directly to the manager of the
certification office, send it to the attention of
the person identified in paragraph (k)(1) of
this AD. Information may be emailed to: 9ANM-LAACO-AMOC-Requests@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair,
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Federal Register / Vol. 85, No. 159 / Monday, August 17, 2020 / Proposed Rules
modification, or alteration required by this
AD if it is approved by The Boeing Company
Organization Designation Authorization
(ODA) that has been authorized by the
Manager, Los Angeles ACO Branch, FAA, to
make those findings. To be approved, the
repair method, modification deviation, or
alteration deviation must meet the
certification basis of the airplane, and the
approval must specifically refer to this AD.
(4) AMOCs approved previously for AD
2013–18–08 are approved as AMOCs for the
corresponding provisions of Boeing Alert
Service Bulletin 737–53A1346, dated March
27, 2020, that are required by paragraph (g)
of this AD.
(5) For service information that contains
steps that are labeled as Required for
Compliance (RC), the provisions of
paragraphs (j)(5)(i) and (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.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2020–0692; Project
Identifier MCAI–2019–00140–E]
RIN 2120–AA64
Airworthiness Directives; Pratt &
Whitney Canada Corp. Turboprop
Engines
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
The FAA proposes to adopt a
new airworthiness directive (AD) for all
Pratt & Whitney Canada Corp. PT6A–34,
–34B, –34AG, –114, and –114A model
turboprop engines. This proposed AD
was prompted by several reports of lowtime fractures of compressor turbine
(CT) blades resulting in loss of power or
in-flight shutdown of the engine. This
proposed AD would require
replacement of certain CT vanes. This
proposed AD would also require
removal from service of certain CT
blades when these blades have been
operated with certain CT vanes. The
FAA is proposing this AD to address the
unsafe condition on these products.
DATES: The FAA must receive comments
on this proposed AD by October 1, 2020.
(k) Related Information
ADDRESSES: You may send comments,
(1) For more information about this AD,
using the procedures found in 14 CFR
contact James Guo, Aerospace Engineer,
11.43 and 11.45, by any of the following
Airframe Section, FAA, Los Angeles ACO
methods:
Branch, 3960 Paramount Boulevard,
• Federal eRulemaking Portal: Go to
Lakewood, CA 90712–4137; phone: 562–627–
https://www.regulations.gov. Follow the
5357; fax: 562–627–5210; email: james.guo@
instructions for submitting comments.
faa.gov.
• Fax: 202–493–2251.
(2) For service information identified in
• Mail: U.S. Department of
this AD, contact Boeing Commercial
Transportation, Docket Operations, M–
Airplanes, Attention: Contractual & Data
30, West Building Ground Floor, Room
Services (C&DS), 2600 Westminster Blvd.,
W12 140, 1200 New Jersey Avenue SE,
MC 110–SK57, Seal Beach, CA 90740–5600;
Washington, DC 20590.
telephone 562–797–1717; internet https://
• Hand Delivery: Deliver to Mail
www.myboeingfleet.com. You may view this
address above between 9 a.m. and 5
referenced service information at the FAA,
p.m., Monday through Friday, except
Airworthiness Products Section, Operational
Federal holidays.
Safety Branch, 2200 South 216th St., Des
Moines, WA. For information on the
availability of this material at the FAA, call
206–231–3195.
Issued on August 6, 2020.
Lance T. Gant,
Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2020–17837 Filed 8–14–20; 8:45 am]
BILLING CODE 4910–13–P
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SUMMARY:
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–2020–
0692; 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 NPRM, the
mandatory continuing airworthiness
information (MCAI), any comments
received, and other information. The
street address for Docket Operations is
PO 00000
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49981
listed above. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT:
Barbara Caufield, Aerospace Engineer,
ECO Branch, FAA, 1200 District
Avenue, Burlington, MA 01803; phone:
781–238–7146; fax: 781–238–7199;
email: barbara.caufield@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA invites you to send any
written relevant data, views, or
arguments about this proposal. Send
your comments to an address listed
under the ADDRESSES section. Include
‘‘Docket No. FAA–2020–0692; Project
Identifier MCAI–2019–00140–E’’ at the
beginning of your comments. The most
helpful comments reference a specific
portion of the proposal, explain the
reason for any recommended change,
and include supporting data. The FAA
will consider all comments received by
the closing date and may amend this
NPRM because of those comments.
Except for Confidential Business
Information (CBI) as described in the
following paragraph, and other
information as described in 14 CFR
11.35, the FAA will post all comments
received, without change, to https://
www.regulations.gov, including any
personal information you provide. The
agency will also post a report
summarizing each substantive verbal
contact we received about this proposal.
Confidential Business Information
Confidential Business Information
(CBI) is commercial or financial
information that is both customarily and
actually treated as private by its owner.
Under the Freedom of Information Act
(FOIA) (5 U.S.C. 552), CBI is exempt
from public disclosure. If your
comments responsive to this NPRM
contain commercial or financial
information that is customarily treated
as private, that you actually treat as
private, and that is relevant or
responsive to this NPRM, it is important
that you clearly designate the submitted
comments as CBI. Please mark each
page of your submission containing CBI
as ‘‘PROPIN.’’ The FAA will treat such
marked submissions as confidential
under the FOIA, and they will not be
placed in the public docket of this
NPRM. Submissions containing CBI
should be sent to Barbara Caufield,
Aerospace Engineer, ECO Branch, FAA,
1200 District Avenue, Burlington, MA
01803. Any commentary that the FAA
receives which is not specifically
designated as CBI will be placed in the
public docket for this rulemaking.
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]]>Agencies
[Federal Register Volume 85, Number 159 (Monday, August 17, 2020)]
[Proposed Rules]
[Pages 49978-49981]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-17837]
========================================================================
Proposed Rules
Federal Register
________________________________________________________________________
This section of the FEDERAL REGISTER contains notices to the public of
the proposed issuance of rules and regulations. The purpose of these
notices is to give interested persons an opportunity to participate in
the rule making prior to the adoption of the final rules.
========================================================================
Federal Register / Vol. 85, No. 159 / Monday, August 17, 2020 /
Proposed Rules
[[Page 49978]]
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2020-0689; Product Identifier 2020-NM-060-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: The FAA proposes to supersede Airworthiness Directive (AD)
2013-18-08, which applies to certain The Boeing Company Model 737-200,
-200C, -300, -400, and -500 series airplanes. AD 2013-18-08 requires
repetitive inspections for cracking of certain upper and lower skin
panels of the fuselage, and of the fuselage skin along certain chem-
milled lines, and corrective actions if necessary. AD 2013-18-08 also
includes a terminating action for the repetitive inspections of certain
modified or repaired areas only. Since the FAA issued AD 2013-18-08,
there have been reports of additional cracking in certain horizontal
and vertical chem-milled step locations outside of those identified in
AD 2013-18-08. This proposed AD would continue to require repetitive
inspections for cracking of the fuselage skin along certain chem-milled
lines and applicable on-condition actions, and would expand the
inspection area. This AD would continue to provide terminating action
for repetitive inspections of certain modified or repaired areas. This
proposed AD would also add airplanes to the applicability. The FAA is
proposing this AD to address the unsafe condition on these products.
DATES: The FAA must receive comments on this proposed AD by October 1,
2020.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590.
Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this NPRM, contact Boeing
Commercial Airplanes, Attention: Contractual & Data Services (C&DS),
2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-5600;
telephone 562-797-1717; internet https://www.myboeingfleet.com. You may
view this service information at the FAA, Airworthiness Products
Section, Operational Safety 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-2020-
0689.
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-2020-
0689; 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 NPRM, any comments received, and other information. The street
address for Docket Operations) is listed above. Comments will be
available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: James Guo, Aerospace Engineer,
Airframe Section, FAA, Los Angeles ACO Branch, 3960 Paramount
Boulevard, Lakewood, CA 90712-4137; phone: 562-627-5357; fax: 562-627-
5210; email: [email protected].
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA invites you to send any written relevant data, views, or
arguments about this proposal. Send your comments to an address listed
under the ADDRESSES section. Include ``Docket No. FAA-2020-0689;
Product Identifier 2020-NM-060-AD'' at the beginning of your comments.
The most helpful comments reference a specific portion of the proposal,
explain the reason for any recommended change, and include supporting
data. The FAA will consider all comments received by the closing date
and may amend this NPRM because of those comments.
Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received, without change, to
https://www.regulations.gov, including any personal information you
provide. The FAA will also post a report summarizing each substantive
verbal contact received about this proposed AD.
Confidential Business Information
Confidential Business Information (CBI) is commercial or financial
information that is both customarily and actually treated as private by
its owner. Under the Freedom of Information Act (FOIA) (5 U.S.C. 552),
CBI is exempt from public disclosure. If your comments responsive to
this NPRM contain commercial or financial information that is
customarily treated as private, that you actually treat as private, and
that is relevant or responsive to this NPRM, it is important that you
clearly designate the submitted comments as CBI. Please mark each page
of your submission containing CBI as ``PROPIN.'' The FAA will treat
such marked submissions as confidential under the FOIA, and they will
not be placed in the public docket of this NPRM. Submissions containing
CBI should be sent to the person identified in the FOR FURTHER
INFORMATION CONTACT section. Any commentary that the FAA receives which
is not specifically designated as CBI will be placed in the public
docket for this rulemaking.
Discussion
Fatigue damage can occur locally, in small areas or structural
design details, or globally, in widespread areas. Multiple-site damage
is widespread damage that occurs in a large structural element such as
a single rivet line of a lap splice joining two large skin panels.
Widespread damage can also occur in
[[Page 49979]]
multiple elements such as adjacent frames or stringers. Multiple-site
damage and multiple-element damage cracks are typically too small
initially to be reliably detected with normal inspection methods.
Without intervention, these cracks will grow, and eventually compromise
the structural integrity of the airplane. This condition is known as
widespread fatigue damage (WFD). It is associated with general
degradation of large areas of structure with similar structural details
and stress levels. As an airplane ages, WFD will likely occur, and will
certainly occur if the airplane is operated long enough without any
intervention.
The FAA's WFD final rule (75 FR 69746, November 15, 2010) became
effective on January 14, 2011. The WFD rule requires certain actions to
prevent structural failure due to WFD throughout the operational life
of certain existing transport category airplanes and all of these
airplanes that will be certificated in the future. For existing and
future airplanes subject to the WFD rule, the rule requires that DAHs
establish a limit of validity (LOV) of the engineering data that
support the structural maintenance program. Operators affected by the
WFD rule may not fly an airplane beyond its LOV, unless an extended LOV
is approved.
The WFD rule (75 FR 69746, November 15, 2010) does not require
identifying and developing maintenance actions if the DAHs can show
that such actions are not necessary to prevent WFD before the airplane
reaches the LOV. Many LOVs, however, do depend on accomplishment of
future maintenance actions. As stated in the WFD rule, any maintenance
actions necessary to reach the LOV will be mandated by ADs through
separate rulemaking actions.
In the context of WFD, this action is necessary to enable DAHs to
propose LOVs that allow operators the longest operational lives for
their airplanes, and still ensure that WFD will not occur. This
approach allows for an implementation strategy that provides
flexibility to DAHs in determining the timing of service information
development (with FAA approval), while providing operators with
certainty regarding the LOV applicable to their airplanes.
The FAA issued AD 2013-18-08, Amendment 39-17581 (78 FR 60660,
October 2, 2013) (``AD 2013-18-08''), for certain The Boeing Company
Model 737-200, -200C, -300, -400, and -500 series airplanes. AD 2013-
18-08 requires repetitive inspections for cracking of certain upper and
lower skin panels of the fuselage, and of the fuselage skin along
certain chem-milled lines, and corrective actions if necessary. AD
2013-18-08 also includes a terminating action for the repetitive
inspections of certain modified or repaired areas only. The FAA issued
AD 2013-18-08 to address fatigue cracking of the skin panels, which
could result in sudden fracture and failure of the skin panels of the
fuselage, and consequent rapid decompression of the airplane.
Actions Since AD 2013-18-08 Was Issued
Since the FAA issued AD 2013-18-08, there have been reports of
additional cracking in the horizontal and vertical chem-milled step
locations outside of those identified in AD 2013-18-08. The cracking
was caused by fatigue from hoop stress and higher than expected bending
stresses across the chem-milled steps. The FAA has determined that the
repetitive inspections must be expanded to include these areas and that
additional airplanes are subject to the unsafe condition.
Related Service Information Under 1 CFR Part 51
The FAA reviewed Boeing Alert Service Bulletin 737-53A1346, dated
March 27, 2020. This service information describes procedures for
repetitive detailed and non-destructive tests (NDTs) (including
external medium frequency eddy current (MFEC), external magneto optical
imaging (MOI), external c-scan, external sliding probe, external high
frequency eddy current (HFEC), external low frequency eddy current
(LFEC), internal ultrasonic phased array (UTPA), or internal
ultrasonic); inspections for cracking of the fuselage skin along all
horizontal and vertical chem-milled locations with a history of
cracking between stations (STAs) 259.5 and 1016; and applicable on-
condition actions. On-condition actions include repair; LFEC
inspections of certain repairs for cracking; detailed inspections of
certain repairs for cracking and loose, missing, or damaged fasteners;
replacement of loose, missing, or damaged fasteners; and preventative
modifications. This service information is reasonably available because
the interested parties have access to it through their normal course of
business or by the means identified in the ADDRESSES section.
FAA's Determination
The FAA is proposing this AD because the agency evaluated all the
relevant information and determined the unsafe condition described
previously is likely to exist or develop in other products of the same
type design.
Proposed AD Requirements
Although this proposed AD does not explicitly restate the
requirements of AD 2013-18-08, this proposed AD would retain certain
requirements of AD 2013-18-08. Those requirements are referenced in the
service information identified previously, which, in turn, is
referenced in paragraph (g) of this proposed AD. This proposed AD would
expand the area for the existing inspections for cracking of the
fuselage skin along all horizontal and vertical chem-milled locations
and add airplanes to the applicability. This proposed AD would also
require accomplishment of the actions identified as ``RC'' (required
for compliance) in the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-53A1346, dated March 27, 2020, described
previously. For information on the procedures, see this service
information at https://www.regulations.gov by searching for and
locating Docket No. FAA-2020-0689.
Costs of Compliance
The FAA estimates that this proposed AD affects 141 airplanes of
U.S. registry. The FAA estimates the following costs to comply with
this proposed AD:
Estimated Costs for Required Actions
----------------------------------------------------------------------------------------------------------------
Action Labor cost Parts cost Cost per product
----------------------------------------------------------------------------------------------------------------
Inspections......................... Up to 165 work[dash]hours x $0 Up to $1,977,525 per
$85 per hour = $14,025 per inspection cycle.
inspection cycle.
----------------------------------------------------------------------------------------------------------------
[[Page 49980]]
The FAA estimates the following costs to do any necessary
corrective actions that would be required based on the results of the
proposed inspections. The FAA has no way of determining the number of
aircraft that might need these corrective actions:
Estimated Costs of On-Condition Actions
------------------------------------------------------------------------
Labor cost Parts cost Cost per product
------------------------------------------------------------------------
Up to 185 work-hours x $85 per $ * Up to $15,725.
hour = $15,725.
------------------------------------------------------------------------
* The FAA has received no definitive data that would enable providing
parts costs for the on-condition actions specified in this proposed
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.
The FAA is issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
The FAA has determined that this proposed AD would not have
federalism implications under Executive Order 13132. This proposed AD
would not have a substantial direct effect on the States, on the
relationship between the national Government and the States, or on the
distribution of power and responsibilities among the various levels of
government.
For the reasons discussed above, I certify that the proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Will not affect intrastate aviation in Alaska, and
(3) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by removing Airworthiness Directive (AD)
2013-18-08, Amendment 39-17581 (78 FR 60660, October 2, 2013), and
adding the following new AD:
The Boeing Company: Docket No. FAA-2020-0689; Product Identifier
2020-NM-060-AD.
(a) Comments Due Date
The FAA must receive comments on this AD action by October 1,
2020.
(b) Affected ADs
This AD replaces AD 2013-18-08, Amendment 39-17581 (78 FR 60660,
October 2, 2013) (``AD 2013-18-08'').
(c) Applicability
This AD applies to The Boeing Company Model 737-100, -200, -
200C, -300, -400, and -500 series airplanes, certificated in any
category, as identified in Boeing Alert Service Bulletin 737-
53A1346, dated March 27, 2020.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by reports of additional cracking in the
horizontal and vertical chem-milled step locations outside of those
identified in AD 2013-18-08. The FAA is issuing this AD to address
fatigue cracking of the skin panels, which could result in sudden
fracture and failure of the skin panels of the fuselage, and
consequent rapid decompression of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Required Actions for Group 1 Through 25 Airplanes
For airplanes identified as Group 1 through 25 in Boeing Alert
Service Bulletin 737-53A1346, dated March 27, 2020, except as
specified in paragraph (h) of this AD: At the applicable times
specified in paragraph 1.E., ``Compliance,'' of Boeing Alert Service
Bulletin 737-53A1346, dated March 27, 2020, do all applicable
actions identified as ``RC'' (required for compliance) in, and in
accordance with, the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-53A1346, dated March 27, 2020. Actions
identified as terminating action in Boeing Alert Service Bulletin
737-53A1346, dated March 27, 2020, terminate the applicable required
actions of this AD, provided the terminating action is done in
accordance with the Accomplishment Instructions of Boeing Alert
Service Bulletin 737-53A1346, dated March 27, 2020.
(h) Exceptions to Service Information Specifications
(1) Where Boeing Alert Service Bulletin 737-53A1346, dated March
27, 2020, uses the phrase ``the original issue date of this service
bulletin,'' this AD requires using ``the effective date of this
AD.''
(2) Where Boeing Alert Service Bulletin 737-53A1346, dated March
27, 2020, specifies contacting Boeing for repair instructions, this
AD requires doing the repair before further flight using a method
approved in accordance with the procedures specified in paragraph
(j) of this AD.
(i) Required Actions for Group 26 Airplanes
For airplanes identified as Group 26 in Alert Service Bulletin
737-53A1346, dated March 27, 2020: Within 120 days after the
effective date of this AD, inspect the fuselage skin along certain
chem-milled lines for cracks, using a method approved in accordance
with the procedures specified in paragraph (j) of this AD.
(j) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Los Angeles ACO Branch, FAA, has the authority
to approve AMOCs for this AD, if requested using the procedures
found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your
request to your principal inspector or local Flight Standards
District Office, as appropriate. If sending information directly to
the manager of the certification office, send it to the attention of
the person identified in paragraph (k)(1) 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,
[[Page 49981]]
modification, or alteration required by this AD if it is approved by
The Boeing Company Organization Designation Authorization (ODA) that
has been authorized by the Manager, Los Angeles ACO Branch, FAA, to
make those findings. To be approved, the repair method, modification
deviation, or alteration deviation must meet the certification basis
of the airplane, and the approval must specifically refer to this
AD.
(4) AMOCs approved previously for AD 2013-18-08 are approved as
AMOCs for the corresponding provisions of Boeing Alert Service
Bulletin 737-53A1346, dated March 27, 2020, that are required by
paragraph (g) of this AD.
(5) For service information that contains steps that are labeled
as Required for Compliance (RC), the provisions of paragraphs
(j)(5)(i) and (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.
(k) Related Information
(1) For more information about this AD, contact James Guo,
Aerospace Engineer, Airframe Section, FAA, Los Angeles ACO Branch,
3960 Paramount Boulevard, Lakewood, CA 90712-4137; phone: 562-627-
5357; fax: 562-627-5210; email: [email protected].
(2) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Contractual & Data Services
(C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-
5600; telephone 562-797-1717; internet https://www.myboeingfleet.com. You may view this referenced service
information at the FAA, Airworthiness Products Section, Operational
Safety Branch, 2200 South 216th St., Des Moines, WA. For information
on the availability of this material at the FAA, call 206-231-3195.
Issued on August 6, 2020.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification
Service.
[FR Doc. 2020-17837 Filed 8-14-20; 8:45 am]
BILLING CODE 4910-13-P
