Airworthiness Directives; The Boeing Company Model Airplanes, 67581-67584 [2022-24244]

Download as PDF Federal Register / Vol. 87, No. 216 / Wednesday, November 9, 2022 / Proposed Rules Docket No. FAA–2022–1414; Project Identifier MCAI–2021–01303–E. (a) Comments Due Date The FAA must receive comments on this airworthiness directive (AD) by December 27, 2022. (b) Affected ADs None. (c) Applicability This AD applies to GE Aviation Czech s.r.o. (GEAC) M601E–11, M601E–11A, M601E–11AS, M601E–11S, M601E–21, M601F, and M601FS model turboprop engines, with an installed compressor case part number (P/N) M601–154.51, which includes compressor cases identified as, or recorded in the engine logbook as P/N M601– 154.6; or with an installed compressor drum having P/N M601–130.7 or P/N M601–134.7. (d) Subject Joint Aircraft System Component (JASC) Code 7240, Turbine Engine Compressor Section. (e) Unsafe Condition This AD was prompted by the manufacturer’s determination that the life limits for certain compressor cases and compressor drums were not published in the applicable airworthiness limitations section of the engine maintenance manual. Additionally, it was determined that following rework, certain compressor cases were improperly re-identified and the engine logbook entries were not completed. The FAA is issuing this AD to prevent the failure of the compressor case and compressor drum. The unsafe condition, if not addressed, could result in engine mount failure and high energy debris release. khammond on DSKJM1Z7X2PROD with PROPOSALS (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Required Actions (1) Within 90 days after the effective date of this AD, recalculate the consumed life of the affected compressor case and affected compressor drum in accordance with the formula and lifing coefficients in paragraph 2.B., Table 1 of the Accomplishment Instructions of GEAC Alert Service Bulletin ASB–M601F–72–30–00–0061 [01] ASB– M601E–72–30–00–0110 [01] (single document; formatted as service bulletin identifier [revision number]), dated October 15, 2021. (2) For GEAC M601E–11, M601E–11A, and M601F model turboprop engines, before the recalculated consumed life of an affected compressor case exceeds 11,000 equivalent flight cycles (FCs), replace the compressor case with a compressor case eligible for installation. (3) For GEAC M601E–11S and M601E– 11AS model turboprop engines, before the recalculated consumed life of an affected compressor case exceeds 11,000 equivalent FCs, or within 12 months after the effective date of this AD, whichever occurs first, replace the compressor case with a compressor case eligible for installation. VerDate Sep<11>2014 17:55 Nov 08, 2022 Jkt 259001 (4) For all affected engines with an installed compressor drum having P/N M601–130.7 or M601–134.7, before the recalculated consumed life of the compressor drum exceeds 6,750 equivalent FCs, or within 12 months after the effective date of this AD, whichever occurs first, replace the compressor drum with a compressor drum eligible for installation. (h) Definition (1) For the purpose of this AD, a ‘‘compressor case eligible for installation’’ is: (i) For GEAC M601E–11, M601E–11A, and M601F model turboprop engines, an affected compressor case that is identified as P/N M601–154.51 with no reference to other P/ N’s and that does not have a recalculated consumed life that has exceeded its life limit, or a compressor case that is not P/N M601– 154.51. (ii) For GEAC M601E–11S and M601E– 11AS model turboprop engines, a compressor case that is not P/N M601–154.51. Note 1 to paragraph (h)(1): A compressor case having P/N M601–154.6 is not an approved configuration, and is not eligible for installation. (2) For the purpose of this AD, a ‘‘compressor drum eligible for installation’’ is a compressor drum that is not P/N M601– 130.7 or M601–134.7. (i) Alternative Methods of Compliance (AMOCs) The Manager, ECO Branch, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in § 39.19. In accordance with § 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 (j)(2) of this AD and email to: ANE-AD-AMOC@faa.gov. (j) Additional Information (1) Refer to European Union Aviation Safety Agency (EASA) AD 2021–0264, dated November 22, 2021, for related information. This EASA AD may be found in the AD docket at regulations.gov under Docket No. FAA–2022–1414. (2) For more information about this AD, contact Barbara Caufield, Aviation Safety Engineer, ECO Branch, FAA, 1200 District Avenue, Burlington, MA 01803; phone: (781) 238–7146; email: barbara.caufield@faa.gov. (k) Material Incorporated by Reference (1) The Director of the Federal Register approved the incorporation by reference of the material 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) GE Aviation Czech Alert Service Bulletin ASB–M601F–72–30–00–0061 [01] and ASB–M601E–72–30–00–0110 [01], (single document; formatted as service bulletin identifier [revision number]), dated October 15, 2021. (ii) Reserved. (3) For GEAC service information identified in this AD, contact GE Aviation PO 00000 Frm 00011 Fmt 4702 Sfmt 4702 67581 Czech s.r.o., Beranovy´ch 65, 199 02 Praha 9, Letnˇany, Czech Republic; phone: +420 222 538 111. (4) You may view this material at the FAA, Airworthiness Products Section, Operational Safety Branch, 1200 District Avenue, Burlington, MA 01803. For information on the availability of this material at the FAA, call (817) 222–5110. (5) You may view this material that is incorporated by reference at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, email: fr.inspection@nara.gov, or go to: www.archives.gov/federal-register/cfr/ibrlocations.html. Issued on November 3, 2022. Christina Underwood, Acting Director, Compliance & Airworthiness Division, Aircraft Certification Service. [FR Doc. 2022–24388 Filed 11–8–22; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2022–1250; Project Identifier AD–2022–00763–T] RIN 2120–AA64 Airworthiness Directives; The Boeing Company Model Airplanes Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed rulemaking (NPRM). AGENCY: The FAA proposes to adopt a new airworthiness directive (AD) for all The Boeing Company Model 737–600, –700, –700C, –800, –900, and –900ER series airplanes. This proposed AD was prompted by an evaluation by the design approval holder (DAH) indicating that the skin lap splice at certain stringers is subject to widespread fatigue damage (WFD). This proposed AD would require an inspection for any repair at certain skin lap splices and depending on the configuration, repetitive inspections for buckling, wrinkling, bulging at affected skin lap splices and repair, repetitive inspections for cracking at affected locations common to fuselage skin on the left and right sides and repair, and alternative inspections and on-condition actions. 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 December 27, 2022. ADDRESSES: You may send comments, using the procedures found in 14 CFR SUMMARY: E:\FR\FM\09NOP1.SGM 09NOP1 67582 Federal Register / Vol. 87, No. 216 / Wednesday, November 9, 2022 / Proposed Rules 11.43 and 11.45, by any of the following methods: • Federal eRulemaking Portal: Go to 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 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. It is also available at regulations.gov by searching for and locating Docket No. FAA–2022–1250. Examining the AD Docket You may examine the AD docket at regulations.gov by searching for and locating Docket No. FAA–2022–1250; 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. FOR FURTHER INFORMATION CONTACT: Willard Ashforth, Senior Aerospace Engineer, Airframe Section, FAA, Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198; phone: 206–231–3520; email: bill.ashforth@ faa.gov. SUPPLEMENTARY INFORMATION: khammond on DSKJM1Z7X2PROD with PROPOSALS 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 ADDRESSES. Include ‘‘Docket No. FAA–2022–1250; Project Identifier AD– 2022–00763–T’’ 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 proposal because of those comments. VerDate Sep<11>2014 17:55 Nov 08, 2022 Jkt 259001 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 regulations.gov, including any personal information you provide. The agency will also post a report summarizing each substantive verbal contact received about this NPRM. 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 Willard Ashforth, Senior Aerospace Engineer, Airframe Section, FAA, Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198; phone: 206–231–3520; email: bill.ashforth@faa.gov. A. Any commentary that the FAA receives that is not specifically designated as CBI will be placed in the public docket for this rulemaking. Background Fatigue damage can occur locally, in small areas or structural design details, or globally, in widespread areas. Multiple-site damage is widespread damage that occurs in a large structural element such as a single rivet line of a lap splice joining two large skin panels. Widespread damage can also occur in multiple elements such as adjacent frames or stringers. Multiple-site damage and multiple-element damage cracks are typically too small initially to be reliably detected with normal inspection methods. Without intervention, these cracks will grow, and eventually compromise the structural integrity of the airplane. This condition is known as 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 PO 00000 Frm 00012 Fmt 4702 Sfmt 4702 is operated long enough without any intervention. An FAA final rule (‘‘Aging Airplane Program: Widespread Fatigue Damage;’’ 75 FR 69746, November 15, 2010) became effective on January 14, 2011, and amended 14 CFR parts 25, 26, 121, and 129 (commonly known as the WFD rule). 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. Design approval holders (DAHs) of existing and future airplanes subject to the WFD rule are required to 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 does not require identifying and developing maintenance actions if the DAHs can show that such actions are not necessary to prevent WFD before the airplane reaches the LOV. Many LOVs, however, do depend on accomplishment of future maintenance actions. As stated in the WFD rule, any maintenance actions necessary to reach the LOV will be mandated by airworthiness directives through separate rulemaking actions. In the context of WFD, this action is necessary to enable DAHs to propose 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 has received reports indicating fuselage skin cracking found between stations (STA) 767 and STA 787, just below S–14R fuselage skin lap splice, where a lower skin panel buckle intersected the upper skin of the lap splice. Fuselage skin cracking was also found between just below S–14R between STA 747 and STA 767. Skin buckles, wrinkles, or bulges may be precursors to cracks at the potential affected fuselage longitudinal lap splice areas on all 737NG airplanes. Fatigue cracks initiated at multiple locations where linear anomalies were found in the clad layer of the lower skin. Areas of loose paint, discoloration, loose fasteners, lap joint separation, or disturbed sealant can be indicative of areas where skin buckles, wrinkles, or bulges have occurred. Such areas should E:\FR\FM\09NOP1.SGM 09NOP1 Federal Register / Vol. 87, No. 216 / Wednesday, November 9, 2022 / Proposed Rules be carefully examined for skin deformation; however, skin buckles, wrinkles, or bulges may also exist without other signs of skin distress. This condition was the result of incorrect procedures used to install lap splice during airplane production. This condition, if not addressed, could result in any small crack, any buckle, any wrinkle or any bulge in the fuselage skin lap splice may go undetected. Continued operation of the airplane with any undetected small crack, buckle, wrinkle or bulge in the fuselage skin lap splice could cause a large crack in the fuselage skin, which may result in the inability of a principal structural element to sustain limit load, which could result in reduce structural integrity of the airplane and lead to a decompression event. FAA’s Determination The FAA is issuing this NPRM after determining that the unsafe condition described previously is likely to exist or develop on other products of the same type design. Related Service Information Under 1 CFR Part 51 The FAA reviewed Boeing Special Attention Requirements Bulletin 737– 53–1399 RB, dated May 20, 2022. This service information specifies procedures for a general visual inspection for any repair, any buckle, any wrinkle, any bulge, and any cracking at skin lap splice at stringers S–4 (Boeing Converted Freighter only), S–14 and S– 24 (737–600 only). This service information also describes procedures, depending on the configuration, for repetitive detailed inspections for buckling, wrinkling, bulging at unrepaired areas of affected lap splices and repair; repetitive detailed, high frequency eddy current (HFEC), and ultrasonic (UT) inspections for cracking at affected locations common to fuselage skin on the left and right sides and repair; and alternative inspections and on-condition actions. 67583 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 ADDRESSES. Proposed AD Requirements in This NPRM This proposed AD would require accomplishing the actions specified in the service information already described except for any differences identified as exceptions in the regulatory text of this proposed AD. For information on the procedures and compliance times, see this service information at regulations.gov by searching for and locating Docket No. FAA–2022–1250. Costs of Compliance The FAA estimates that this AD, if adopted as proposed, would affect 2,462 airplanes of U.S. registry. The FAA estimates the following costs to comply with this proposed AD: ESTIMATED COSTS Action Labor cost Inspections ............................. Up to 34 hours × $85 per hour = Up to $2,890 per inspection cycle. The FAA has received no definitive data on which to base the cost estimates for the on-condition repairs or for the alternative inspections and on-condition actions specified in this proposed AD. khammond on DSKJM1Z7X2PROD with PROPOSALS 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. VerDate Sep<11>2014 17:55 Nov 08, 2022 Jkt 259001 Parts cost $0 Cost per product Cost on U.S. operators $2,890 per inspection cycle ... Up to $7,115,180 per inspection cycle. Regulatory Findings The FAA determined that this proposed AD would not have federalism implications under Executive Order 13132. This proposed AD would not have a substantial direct effect on the States, on the relationship between the national Government and the States, or on the distribution of power and responsibilities among the various levels of government. For the reasons discussed above, I certify this proposed regulation: (1) Is not a ‘‘significant regulatory action’’ under Executive Order 12866, (2) Would not affect intrastate aviation in Alaska, and (3) Would 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, PO 00000 Frm 00013 Fmt 4702 Sfmt 4702 the FAA proposes to amend 14 CFR part 39 as follows: PART 39—AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: ■ Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive: ■ The Boeing Company: Docket No. FAA– 2022–1250; Project Identifier AD–2022– 00763–T. (a) Comments Due Date The FAA must receive comments on this airworthiness directive (AD) by December 27, 2022 (b) Affected ADs None. (c) Applicability This AD applies to all The Boeing Company Model 737–600, –700, –700C, –800, –900, and –900ER series airplanes, certificated in any category. (d) Subject Air Transport Association (ATA) of America Code 53, Fuselage. E:\FR\FM\09NOP1.SGM 09NOP1 67584 Federal Register / Vol. 87, No. 216 / Wednesday, November 9, 2022 / Proposed Rules (e) Unsafe Condition This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the skin lap splice at stringers S–4, S– 14, and S–24 are subject to widespread fatigue damage (WFD). The FAA is issuing this AD to address cracks, skin buckles, wrinkles, and bulges at fuselage longitudinal lap splice areas at S–4, S–14 and S–24. This condition, if not addressed, could result in a large crack in the fuselage skin, which may result in the inability of a principal structural element to sustain limit load, which could result in reduced structural integrity of the airplane and lead to a decompression event. (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Required Actions Except as specified by paragraph (h) of this AD: At the applicable times specified in the ‘‘Compliance’’ paragraph of Boeing Special Attention Requirements Bulletin 737–53– 1399 RB, dated May 20, 2022, do all applicable actions identified in, and in accordance with, the Accomplishment Instructions of Boeing Special Attention Requirements Bulletin 737–53–1399 RB, dated May 20, 2022. Note 1 to paragraph (g): Guidance for accomplishing the actions required by this AD can be found in Boeing Special Attention Service Bulletin 737–53–1399 RB, dated May 20, 2022, which is referred to in Boeing Special Attention Requirements Bulletin 737–53–1399 RB, dated May 20, 2022. khammond on DSKJM1Z7X2PROD with PROPOSALS (h) Exceptions to Service Information Specifications (1) Where the Compliance Time columns of the tables in the ‘‘Compliance’’ paragraph of Boeing Special Attention Requirements Bulletin 737–53–1399 RB, dated May 20, 2022, use the phrase ‘‘the original issue date of Boeing Special Attention Requirements Bulletin 737–53–1399 RB,’’ this AD requires using ‘‘the effective date of this AD.’’ (2) Where Boeing Special Attention Requirements Bulletin 737–53–1399 RB, dated May 20, 2022, specifies contacting Boeing for repair instructions or for alternative inspections: This AD requires doing the repair and doing the alternative inspections and applicable on-condition actions using a method approved in accordance with the procedures specified in paragraph (i) of this AD. (i) 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 responsible Flight Standards 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 (j)(1) of this AD. Information may be emailed to: 9ANM-Seattle-ACO-AMOC-Requests@faa.gov/. (2) Before using any approved AMOC, notify your appropriate principal inspector, VerDate Sep<11>2014 17:55 Nov 08, 2022 Jkt 259001 or lacking a principal inspector, the manager of the responsible Flight Standards 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 Company Organization Designation Authorization (ODA) that has been authorized by the Manager, Seattle 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. (j) Related Information (1) For more information about this AD, contact Willard Ashforth, Senior Aerospace Engineer, Airframe Section, FAA, Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198; phone: 206–231–3520; email: bill.ashforth@faa.gov. (2) For service information identified in this AD, contact Boeing Commercial Airplanes, Attention: Contractual & Data Services (C&DS), 2600 Westminster Blvd., MC 110–SK57, Seal Beach, CA 90740–5600; telephone 562–797–1717; internet 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 September 29, 2022. Christina Underwood, Acting Director, Compliance & Airworthiness Division, Aircraft Certification Service. [FR Doc. 2022–24244 Filed 11–8–22; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 71 [Docket No. FAA–2022–1333; Airspace Docket No. 22–ASO–24] RIN 2120–AA66 Proposed Amendment of Class D and Class E Airspace; Athens/Ben Epps Airport, Athens, GA Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed rulemaking (NPRM). AGENCY: This action proposes to amend Class D airspace, Class E surface airspace, and Class E airspace designated as an extension to a Class D surface area and Class E airspace extending upward from 700 feet above the surface at Athens/Ben Epps Airport, Athens, GA as a result of the biennial airspace evaluation. This action would eliminate the excess airspace remaining after the decommissioning of the SUMMARY: PO 00000 Frm 00014 Fmt 4702 Sfmt 4702 Bulldog Non-Directional Beacon (NDB) and subsequent cancellation of the NDB Runway 27 approach to Athens/Ben Epps Airport effective October 15, 2015, as well as update the geographic coordinates for the airport and the point-of-origin. Controlled airspace is necessary for the safety and management of instrument flight rules (IFR) operations in the area. DATES: Comments must be received on or before December 27, 2022. ADDRESSES: Send comments on this proposal to: the U.S. Department of Transportation, Docket Operations, 1200 New Jersey Avenue SE, West Building Ground Floor, Room W12–140, Washington, DC 20590–0001; Telephone: (800) 647–5527, or (202) 366–9826. You must identify Docket No. FAA–2022–1333; Airspace Docket No. 22–ASO–24 at the beginning of your comments. You may also submit comments through the internet at www.regulations.gov. FAA Order JO 7400.11G Airspace Designations and Reporting Points, and subsequent amendments can be viewed online at www.faa.gov/air_traffic/ publications/. For further information, you can contact the Airspace Policy Group, Federal Aviation Administration, 800 Independence Avenue SW, Washington, DC 20591; Telephone: (202) 267–8783. FOR FURTHER INFORMATION CONTACT: Jennifer Ledford, Operations Support Group, Eastern Service Center, Federal Aviation Administration, 1701 Columbia Avenue, College Park, GA 30337; Telephone: (404) 305–5946. SUPPLEMENTARY INFORMATION: Authority for This Rulemaking The FAA’s authority to issue rules regarding aviation safety is found in Title 49 of the United States Code. 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. This rulemaking is promulgated under the authority described in Subtitle VII, Part A, Subpart I, Section 40103. Under that section, the FAA is charged with prescribing regulations to assign the use of airspace necessary to ensure the safety of aircraft and the efficient use of airspace. This regulation is within the scope of that authority, as it would amend airspace for Athens/Ben Epps Airport, Athens, GA, to support IFR operations in the area. Comments Invited Interested persons are invited to comment on this proposed rulemaking E:\FR\FM\09NOP1.SGM 09NOP1

Agencies

[Federal Register Volume 87, Number 216 (Wednesday, November 9, 2022)]
[Proposed Rules]
[Pages 67581-67584]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2022-24244]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2022-1250; Project Identifier AD-2022-00763-T]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Model Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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

SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD) 
for all The Boeing Company Model 737-600, -700, -700C, -800, -900, and 
-900ER series airplanes. This proposed AD was prompted by an evaluation 
by the design approval holder (DAH) indicating that the skin lap splice 
at certain stringers is subject to widespread fatigue damage (WFD). 
This proposed AD would require an inspection for any repair at certain 
skin lap splices and depending on the configuration, repetitive 
inspections for buckling, wrinkling, bulging at affected skin lap 
splices and repair, repetitive inspections for cracking at affected 
locations common to fuselage skin on the left and right sides and 
repair, and alternative inspections and on-condition actions. 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 December 
27, 2022.

ADDRESSES: You may send comments, using the procedures found in 14 CFR

[[Page 67582]]

11.43 and 11.45, by any of the following methods:
     Federal eRulemaking Portal: Go to 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 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. It is also available at regulations.gov by searching 
for and locating Docket No. FAA-2022-1250.

Examining the AD Docket

    You may examine the AD docket at regulations.gov by searching for 
and locating Docket No. FAA-2022-1250; 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.

FOR FURTHER INFORMATION CONTACT: Willard Ashforth, Senior Aerospace 
Engineer, Airframe Section, FAA, Seattle ACO Branch, 2200 South 216th 
St., Des Moines, WA 98198; phone: 206-231-3520; 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 ADDRESSES. Include ``Docket No. FAA-2022-1250; Project Identifier 
AD-2022-00763-T'' 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 proposal 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 
regulations.gov, including any personal information you provide. The 
agency will also post a report summarizing each substantive verbal 
contact received about this NPRM.

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 
Willard Ashforth, Senior Aerospace Engineer, Airframe Section, FAA, 
Seattle ACO Branch, 2200 South 216th St., Des Moines, WA 98198; phone: 
206-231-3520; email: [email protected]. A. Any commentary that the 
FAA receives that is not specifically designated as CBI will be placed 
in the public docket for this rulemaking.

Background

    Fatigue damage can occur locally, in small areas or structural 
design details, or globally, in widespread areas. Multiple-site damage 
is widespread damage that occurs in a large structural element such as 
a single rivet line of a lap splice joining two large skin panels. 
Widespread damage can also occur in multiple elements such as adjacent 
frames or stringers. Multiple-site damage and multiple-element damage 
cracks are typically too small initially to be reliably detected with 
normal inspection methods. Without intervention, these cracks will 
grow, and eventually compromise the structural integrity of the 
airplane. This condition is known as 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.
    An FAA final rule (``Aging Airplane Program: Widespread Fatigue 
Damage;'' 75 FR 69746, November 15, 2010) became effective on January 
14, 2011, and amended 14 CFR parts 25, 26, 121, and 129 (commonly known 
as the WFD rule). 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. Design approval 
holders (DAHs) of existing and future airplanes subject to the WFD rule 
are required to 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 does not require identifying and developing 
maintenance actions if the DAHs can show that such actions are not 
necessary to prevent WFD before the airplane reaches the LOV. Many 
LOVs, however, do depend on accomplishment of future maintenance 
actions. As stated in the WFD rule, any maintenance actions necessary 
to reach the LOV will be mandated by airworthiness directives through 
separate rulemaking actions.
    In the context of WFD, this action is necessary to enable DAHs to 
propose 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 has received reports indicating fuselage skin cracking 
found between stations (STA) 767 and STA 787, just below S-14R fuselage 
skin lap splice, where a lower skin panel buckle intersected the upper 
skin of the lap splice. Fuselage skin cracking was also found between 
just below S-14R between STA 747 and STA 767. Skin buckles, wrinkles, 
or bulges may be precursors to cracks at the potential affected 
fuselage longitudinal lap splice areas on all 737NG airplanes. Fatigue 
cracks initiated at multiple locations where linear anomalies were 
found in the clad layer of the lower skin. Areas of loose paint, 
discoloration, loose fasteners, lap joint separation, or disturbed 
sealant can be indicative of areas where skin buckles, wrinkles, or 
bulges have occurred. Such areas should

[[Page 67583]]

be carefully examined for skin deformation; however, skin buckles, 
wrinkles, or bulges may also exist without other signs of skin 
distress. This condition was the result of incorrect procedures used to 
install lap splice during airplane production. This condition, if not 
addressed, could result in any small crack, any buckle, any wrinkle or 
any bulge in the fuselage skin lap splice may go undetected. Continued 
operation of the airplane with any undetected small crack, buckle, 
wrinkle or bulge in the fuselage skin lap splice could cause a large 
crack in the fuselage skin, which may result in the inability of a 
principal structural element to sustain limit load, which could result 
in reduce structural integrity of the airplane and lead to a 
decompression event.

FAA's Determination

    The FAA is issuing this NPRM after determining that the unsafe 
condition described previously is likely to exist or develop on other 
products of the same type design.

Related Service Information Under 1 CFR Part 51

    The FAA reviewed Boeing Special Attention Requirements Bulletin 
737-53-1399 RB, dated May 20, 2022. This service information specifies 
procedures for a general visual inspection for any repair, any buckle, 
any wrinkle, any bulge, and any cracking at skin lap splice at 
stringers S-4 (Boeing Converted Freighter only), S-14 and S-24 (737-600 
only). This service information also describes procedures, depending on 
the configuration, for repetitive detailed inspections for buckling, 
wrinkling, bulging at unrepaired areas of affected lap splices and 
repair; repetitive detailed, high frequency eddy current (HFEC), and 
ultrasonic (UT) inspections for cracking at affected locations common 
to fuselage skin on the left and right sides and repair; and 
alternative inspections and on-condition actions.
    This service information is reasonably available because the 
interested parties have access to it through their normal course of 
business or by the means identified in ADDRESSES.

Proposed AD Requirements in This NPRM

    This proposed AD would require accomplishing the actions specified 
in the service information already described except for any differences 
identified as exceptions in the regulatory text of this proposed AD. 
For information on the procedures and compliance times, see this 
service information at regulations.gov by searching for and locating 
Docket No. FAA-2022-1250.

Costs of Compliance

    The FAA estimates that this AD, if adopted as proposed, would 
affect 2,462 airplanes of U.S. registry. The FAA estimates the 
following costs to comply with this proposed AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                 Cost on U.S.
              Action                    Labor cost        Parts cost      Cost per product        operators
----------------------------------------------------------------------------------------------------------------
Inspections......................  Up to 34 hours x                 $0  $2,890 per           Up to $7,115,180
                                    $85 per hour = Up                    inspection cycle.    per inspection
                                    to $2,890 per                                             cycle.
                                    inspection cycle.
----------------------------------------------------------------------------------------------------------------

    The FAA has received no definitive data on which to base the cost 
estimates for the on-condition repairs or for the alternative 
inspections and 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 determined that this proposed AD would not have federalism 
implications under Executive Order 13132. This proposed AD would not 
have a substantial direct effect on the States, on the relationship 
between the national Government and the States, or on the distribution 
of power and responsibilities among the various levels of government.
    For the reasons discussed above, I certify this proposed 
regulation:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Would not affect intrastate aviation in Alaska, and
    (3) Would not have a significant economic impact, positive or 
negative, on a substantial number of small entities under the criteria 
of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

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

The Proposed Amendment

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

PART 39--AIRWORTHINESS DIRECTIVES

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

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


Sec.  39.13  [Amended]

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

The Boeing Company: Docket No. FAA-2022-1250; Project Identifier AD-
2022-00763-T.

(a) Comments Due Date

    The FAA must receive comments on this airworthiness directive 
(AD) by December 27, 2022

(b) Affected ADs

    None.

 (c) Applicability

    This AD applies to all The Boeing Company Model 737-600, -700, -
700C, -800, -900, and -900ER series airplanes, certificated in any 
category.

(d) Subject

    Air Transport Association (ATA) of America Code 53, Fuselage.

[[Page 67584]]

(e) Unsafe Condition

    This AD was prompted by an evaluation by the design approval 
holder (DAH) indicating that the skin lap splice at stringers S-4, 
S-14, and S-24 are subject to widespread fatigue damage (WFD). The 
FAA is issuing this AD to address cracks, skin buckles, wrinkles, 
and bulges at fuselage longitudinal lap splice areas at S-4, S-14 
and S-24. This condition, if not addressed, could result in a large 
crack in the fuselage skin, which may result in the inability of a 
principal structural element to sustain limit load, which could 
result in reduced structural integrity of the airplane and lead to a 
decompression event.

(f) Compliance

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

(g) Required Actions

    Except as specified by paragraph (h) of this AD: At the 
applicable times specified in the ``Compliance'' paragraph of Boeing 
Special Attention Requirements Bulletin 737-53-1399 RB, dated May 
20, 2022, do all applicable actions identified in, and in accordance 
with, the Accomplishment Instructions of Boeing Special Attention 
Requirements Bulletin 737-53-1399 RB, dated May 20, 2022.
    Note 1 to paragraph (g): Guidance for accomplishing the actions 
required by this AD can be found in Boeing Special Attention Service 
Bulletin 737-53-1399 RB, dated May 20, 2022, which is referred to in 
Boeing Special Attention Requirements Bulletin 737-53-1399 RB, dated 
May 20, 2022.

(h) Exceptions to Service Information Specifications

    (1) Where the Compliance Time columns of the tables in the 
``Compliance'' paragraph of Boeing Special Attention Requirements 
Bulletin 737-53-1399 RB, dated May 20, 2022, use the phrase ``the 
original issue date of Boeing Special Attention Requirements 
Bulletin 737-53-1399 RB,'' this AD requires using ``the effective 
date of this AD.''
    (2) Where Boeing Special Attention Requirements Bulletin 737-53-
1399 RB, dated May 20, 2022, specifies contacting Boeing for repair 
instructions or for alternative inspections: This AD requires doing 
the repair and doing the alternative inspections and applicable on-
condition actions using a method approved in accordance with the 
procedures specified in paragraph (i) of this AD.

 (i) 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 responsible Flight Standards 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 (j)(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 responsible Flight Standards 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 Company Organization Designation 
Authorization (ODA) that has been authorized by the Manager, Seattle 
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.

(j) Related Information

    (1) For more information about this AD, contact Willard 
Ashforth, Senior Aerospace Engineer, Airframe Section, FAA, Seattle 
ACO Branch, 2200 South 216th St., Des Moines, WA 98198; phone: 206-
231-3520; 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 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 September 29, 2022.
Christina Underwood,
Acting Director, Compliance & Airworthiness Division, Aircraft 
Certification Service.

[FR Doc. 2022-24244 Filed 11-8-22; 8:45 am]
BILLING CODE 4910-13-P
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