Airworthiness Directives; The Boeing Company Airplanes, 21446-21450 [2024-06522]
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Federal Register / Vol. 89, No. 61 / Thursday, March 28, 2024 / Proposed Rules
(3) For service information identified in
this AD, contact Bombardier Business
Aircraft Customer Response Center, 400 CoˆteVertu Road West, Dorval, Que´bec H4S 1Y9,
Canada; telephone 514–855–2999; email
ac.yul@aero.bombardier.com; website
bombardier.com.
(4) 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.
(5) You may view this material at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA,
visit www.archives.gov/federal-register/cfr/
ibr-locations, or email fr.inspection@
nara.gov.
Issued on March 21, 2024.
Victor Wicklund,
Deputy Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2024–06521 Filed 3–27–24; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2024–0769; Project
Identifier AD–2023–00556–T]
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 adopt a
new airworthiness directive (AD) for
certain The Boeing Company Model 777
airplanes. This proposed AD was
prompted by a report indicating
multiple findings of cracks in the
fuselage skin common to the underwing
longeron (UWL). This proposed AD
would require external or internal
(depending on configuration)
inspections for any cracking of the left
and right side fuselage skin common to
the UWL, and applicable 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 May 13, 2024.
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
regulations.gov. Follow the instructions
for submitting comments.
ddrumheller on DSK120RN23PROD with PROPOSALS1
SUMMARY:
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• 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.
AD Docket: You may examine the AD
docket at regulations.gov under Docket
No. FAA–2024–0769; 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.
Material Incorporated by Reference:
• 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; website
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 at
regulations.gov by searching for and
locating Docket No. FAA–2024–0769.
FOR FURTHER INFORMATION CONTACT: Luis
Cortez-Muniz, Aviation Safety Engineer,
FAA, 2200 South 216th St., Des Moines,
WA 98198; phone: 206–231–3958;
email: luis.a.cortez-muniz@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 ADDRESSES. Include ‘‘Docket No.
FAA–2024–0769; Project Identifier AD–
2023–00556–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
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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 Luis Cortez-Muniz
Aviation Safety Engineer, FAA, 2200
South 216th St., Des Moines, WA 98198;
phone: 206–231–3958; email:
luis.a.cortez-muniz@faa.gov. Any
commentary that the FAA receives that
is not specifically designated as CBI will
be placed in the public docket for this
rulemaking.
Background
The FAA has received reports
indicating multiple findings of cracks in
the fuselage skin common to the UWL
on all series of Boeing Model 777
airplanes. The crack findings were made
during UWL replacement or
accomplishing Boeing Service Bulletins
777–53–0084 or 777–53–0087, or Boeing
Requirements Bulletin 777–57A0122
RB. In many of the fuselage skin crack
reports, the UWL was reported not
damaged. The found fuselage skin
cracks were hidden externally by the
UWL, and internally by fuselage frames
and stringers. The fuselage skin cracks
were found on airplanes with as few as
2,000 total flight cycles and 18,000 total
flight hours. These fuselage skin cracks
were determined to be caused by cold
work surface upset that is not removed
from the mating parts and high joint
load transfer or significant local bending
stresses at critical fastener locations.
These conditions, if not addressed,
could result in an inability of a
principal structural element (PSE) to
sustain limit load, leading to reduced
structural integrity of the airplane and
possible loss of control of the airplane.
Boeing has issued Boeing Alert
Requirements Bulletin 777–53A0100
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Federal Register / Vol. 89, No. 61 / Thursday, March 28, 2024 / Proposed Rules
RB, dated March 16, 2023, to address
the identified unsafe condition.
Other Relevant Rulemaking
AD 2023–17–14, Amendment 39–
22541 (88 FR 60111, August 31, 2023)
(AD 2023–17–14) requires repetitive
inspections for cracking of the left and
right side ring chords, repair angles,
front spar lower chords, and front spar
webs (depending on configuration)
common to the UWL located at station
(STA) 1035; modification of the front
spar lower chord for some airplanes;
repetitive post-modification inspections;
and applicable on-condition actions, as
specified in Boeing Alert Requirements
Bulletin 777–57A0122 RB, dated
October 8, 2021; and requires a
maintenance records review of
previously modified airplanes for the
procedures used during that
modification, and applicable corrective
actions. Boeing Alert Requirements
Bulletin 777–53A0100 RB, dated March
16, 2023, specifies that the modification
in Boeing Alert Requirements Bulletin
777–57A0122 RB should be done before
further flight if cracking is found during
certain inspections. Therefore, this
proposed AD, which mandates Boeing
Alert Requirements Bulletin 777–
53A0100 RB, dated March 16, 2023,
might require that the modification be
done prior to the compliance time for
that modification as specified in AD
2023–17–14. For airplanes on which a
front spar lower chord modification
specified in Boeing Alert Requirements
Bulletin 777–57A0122 RB is done as
part of the requirements of paragraph (g)
of this proposed AD, the modification
requirements of paragraph (g) of AD
2023–17–14 are terminated for the
applicable side (left or right) on which
the modification was done.
AD 2019–11–02, Amendment 39–
19648 (84 FR 28722, June 20, 2019) (AD
2019–11–02) requires repetitive
inspections of the left and right side
UWLs and applicable on-condition
actions as specified in Boeing Alert
Service Bulletin 777–53A0081, Revision
2, dated March 29, 2019. The
accomplishment of the longeron
modification specified in Boeing Service
Bulletin 777–53–0084, Revision 2, dated
December 9, 2020, or Boeing Service
Bulletin 777–53–0087, Revision 1, dated
March 4, 2020; or the front spar lower
chord modification specified in Boeing
Alert Requirements Bulletin 777–
57A0122 RB, dated October 8, 2021;
which must be done if cracking is found
during certain inspections specified in
Boeing Alert Requirements Bulletin
777–53A0100 RB, dated March 16,
2023, terminates the inspection
requirements of paragraph (g) of AD
2019–11–02 for the applicable side (left
or right) on which the modification was
done.
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 Alert
Requirements Bulletin 777–53A0100
RB, dated March 16, 2023. This service
information specifies procedures for
external or internal (depending on
configuration) detailed and ultrasonic or
surface high frequency eddy current
(HFEC) inspections for any cracking of
the left and right side fuselage skin
common to the UWL, and applicable oncondition actions. On-condition actions
include, among other things,
modification of the fuselage skin, and
post-modification inspections and
applicable corrective actions (repairs of
cracking). Compliance times for oncondition actions depend on inspection
type, inspection findings, and
modification status. Initial compliance
times for post-modification inspections
range from within 10,000 flight cycles or
50,000 flight hours, whichever occurs
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first after the modification; and within
30,000 flight cycles, 90,000 flight hours,
or before the result of a certain total
flight cycle and total flight hour
equation, whichever occurs first after
the modification. The repetitive
intervals range from 8,000 flight cycles
or 25,000 flight hours, whichever occurs
first, to 11,000 flight cycles or 56,000
flight hours, whichever occurs first.
Repairs of cracking found during postmodification inspections are to be
accomplished before further flight.
The FAA also reviewed Boeing Multi
Operator Message MOM–MOM–24–
0054–01B, dated January 26, 2024. This
service information specifies corrections
for Boeing Alert Requirements Bulletin
777–57A0122 RB, dated October 8,
2021, that address a non-destructive test
manual (NDTM) error, fastener callout
errors, inadequate cap seal instructions,
figure orientation errors, minimum gap
errors, missing fasteners on certain
figures, affected groups missing from
certain figures, and typographical errors.
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 and 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 under
Docket No. FAA–2024–0769.
Costs of Compliance
The FAA estimates that this AD, if
adopted as proposed, would affect 272
airplanes of U.S. registry. The FAA
estimates the following costs to comply
with this proposed AD:
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ESTIMATED COSTS
Action
Labor cost
Parts cost
External or internal inspections ........
Up to 21 work-hours × $85 per hour
= $1,785 per inspection cycle.
$0
The FAA estimates the following
costs to do any necessary on-condition
actions that would be required based on
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the results of the proposed inspection.
The agency has no way of determining
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Cost per
product
$1,785 per inspection
cycle.
Cost on U.S.
operators
$485,520 per inspection
cycle.
the number of aircraft that might need
these actions:
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Federal Register / Vol. 89, No. 61 / Thursday, March 28, 2024 / Proposed Rules
ON-CONDITION COSTS
Action
Labor cost
Modification ..............................................
420 work-hours × $85 per hour =
$35,700.
46 work-hours × $85 per hour = $3,910
per inspection cycle.
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Post-modification inspections ..................
$40,620
The FAA has received no definitive
data on which to base the cost estimates
for the on-condition repairs specified in
this proposed AD.
The FAA has included all known
costs in its cost estimate. According to
the manufacturer, however, some or all
of the costs of this proposed AD may be
covered under warranty, thereby
reducing the cost impact on affected
operators.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
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.
PART 39—AIRWORTHINESS
DIRECTIVES
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.
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The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
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–
2024–0769; Project Identifier AD–2023–
00556–T.
(a) Comments Due Date
The FAA must receive comments on this
airworthiness directive (AD) by May 13,
2024.
(b) Affected ADs
This AD affects AD 2023–17–14,
Amendment 39–22541 (88 FR 60111, August
31, 2023) (AD 2023–17–14).
(c) Applicability
This AD applies to The Boeing Company
Model 777–200, –200LR, –300, –300ER, and
777F series airplanes, certificated in any
category, as identified in Boeing Alert
Requirements Bulletin 777–53A0100 RB,
dated March 16, 2023.
(d) Subject
Air Transport Association (ATA) of
America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by a report
indicating multiple findings of cracks in the
fuselage skin common to the underwing
longeron (UWL). The FAA is issuing this AD
to address fuselage skin cracking caused by
cold work surface upset that is not removed
from the mating parts and high joint load
transfer or significant local bending stresses
at critical fastener locations. The unsafe
condition, if not addressed, could result in an
inability of a principal structural element
(PSE) to sustain limit load, leading to
reduced structural integrity of the airplane
and possible loss of control of the airplane.
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Cost per
product
Parts cost
Sfmt 4702
0
$76,320.
3,910 per inspection cycle.
(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 Alert
Requirements Bulletin 777–53A0100 RB,
dated March 16, 2023, do all applicable
actions identified in, and in accordance with,
the Accomplishment Instructions of Boeing
Alert Requirements Bulletin 777–53A0100
RB, dated March 16, 2023.
Note 1 to paragraph (g): Guidance for
accomplishing the actions required by this
AD can be found in Boeing Alert Service
Bulletin 777–53A0100, dated March 16,
2023, which is referred to in Boeing Alert
Requirements Bulletin 777–53A0100 RB,
dated March 16, 2023.
Note 2 to paragraph (g): Guidance for
accomplishing certain on-condition actions
required by paragraph (g) of this AD can be
found Boeing Service Bulletin 777–53–0084
Revision 2, dated December 9, 2020; Boeing
Service Bulletin 777–53–0087 Revision 1,
dated March 4, 2020; and Boeing Alert
Requirements Bulletin 777–57A0122 RB,
dated October 8, 2021.
(h) Exceptions to Service Information
Specifications
(1) Where the Compliance Time columns
of the tables in the ‘‘Compliance’’ paragraph
of Boeing Alert Requirements Bulletin 777–
53A0100 RB, dated March 16, 2023, use the
phrase ‘‘the original issue date of
Requirements Bulletin 777–53A0100 RB,’’
this AD requires using the effective date of
this AD.
(2) Where Boeing Alert Requirements
Bulletin 777–53A0100 RB, dated March 16,
2023, and any service information referenced
in Boeing Alert Requirements Bulletin 777–
53A0100 RB, dated March 16, 2023, specifies
contacting Boeing for repair instructions:
This AD requires doing the repair using a
method approved in accordance with the
procedures specified in paragraph (j) of this
AD.
(3) Where any service information
referenced in Boeing Alert Requirements
Bulletin 777–53A0100 RB, dated March 16,
2023, specifies applying a cap seal (sealant)
to a fastener, fastener head, and fastener
threads and collars, for this AD, during
application of any cap seal to a fastener,
fastener head, or fastener threads and collars,
the cap seal must be applied using a cap
sealing procedure with thickness greater than
or equal to the dimensions given in Figure 1
to paragraph (h)(3) of this AD.
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Federal Register / Vol. 89, No. 61 / Thursday, March 28, 2024 / Proposed Rules
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(4) Where Boeing Alert Requirements
Bulletin 777–53A0100 RB, dated March 16,
2023, specifies doing actions ‘‘in accordance
with Revision 2 of Boeing Service Bulletin
777–53–0084,’’ for this AD, where flagnote (f)
of Figure 7 and Figure 22 of that referenced
service information (‘‘Revision 2 of Boeing
Service Bulletin 777–53–0084’’) includes a
sealant callout of Boeing Material
Specification (BMS) 5–45 or an optional BMS
5–95, only BMS 5–45 is allowed.
(5) Where Boeing Alert Requirements
Bulletin 777–53A0100 RB, dated March 16,
2023, specifies doing actions ‘‘in accordance
with Revision 1 of Boeing Service Bulletin
777–53–0087,’’ for this AD, where flagnote (f)
of Figure 13 and Figure 49 of that referenced
service information (‘‘Revision 1 of Boeing
Service Bulletin 777–53–0087’’) includes a
sealant callout of BMS 5–45 or an optional
BMS 5–95, only BMS 5–45 is allowed.
(6) Where Boeing Alert Requirements
Bulletin 777–53A0100 RB, dated March 16,
2023, specifies doing actions ‘‘in accordance
with the original issue of Boeing Alert
Requirements Bulletin 777–57A0122 RB,’’ for
this AD, the exceptions specified in
paragraph (h)(6)(i) through (v) of this AD
apply to that referenced service information
(‘‘the original issue of Boeing Alert
Requirements Bulletin 777–57A0122 RB’’)
and the corrections identified in Boeing
Multi Operator Message MOM–MOM–24–
0054–01B, dated January 26, 2024, apply to
that referenced service information.
(i) Where the ‘‘Compliance’’ paragraph of
the referenced service information identifies
‘‘Tables 1 through 50,’’ the correct number of
tables is Tables 1 through 54.
(ii) The referenced service information
does not specify the application of cap seals
to underwing longeron fasteners, fastener
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heads, and fastener threads and collars for
the airplane groups and configurations
identified in paragraphs (h)(6)(ii)(A) through
(D) of this AD. For those airplane groups and
configurations, the application of a cap seal
to the underwing longeron fasteners at the
locations identified in Figures 81 and 144 is
required during installation of the underwing
longeron and must be applied using a cap
sealing procedure with thickness greater than
or equal to the dimensions given in Figure 1
to paragraph (h)(3) of this AD.
(A) Groups 7 and 8, Configurations 5
through 8, on the left side.
(B) Group 9, Configurations 1 and 2, on the
left side.
(C) Groups 7 and 8, Configurations 2, 6, 10,
and 14, on the right side.
(D) Group 9, Configurations 1 and 3, on the
right side.
(iii) For any inspection that may require
the removal of fastener cap seals, if the cap
seal is removed, a cap seal of BMS 5–45
sealant must be reapplied using a cap sealing
procedure with a thickness equal to or greater
than the dimensions specified in Figure 1 to
paragraph (h)(3) of this AD before further
flight after completion of the inspection.
(iv) The referenced service information
does not require the restoration of any sealant
removed to accomplish high frequency eddy
current and ultrasonic inspections external to
the fuel tank in Figures 1, 7, 11, and 17.
Following completion of any inspection
required by those figures, replacement of the
sealant described in paragraph (h)(6)(iv)(A)
and repair of the sealant described in
paragraph (h)(6)(iv)(B) of this AD, as
applicable, is required.
(A) Where any sealant was removed from
the heads of fasteners, before further flight,
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cover and fillet seal the fasteners using BMS
5–45 or BMS 5–95 sealant.
Note 3 to paragraph (h)(6)(iv)(A):
Guidance for accomplishing the actions
required by paragraph (h)(6)(iv)(A) of this AD
can be found in the Boeing Standard
Overhaul Practices Manual (SOPM) section
20–50–19.
(B) Following any sealant replacement
required by paragraph (h)(6)(iv)(A) of this
AD, where any secondary fuel barrier coating
was removed, before further flight, repair the
secondary fuel barrier using BMS 5–81
sealant.
Note 4 to paragraph (h)(6)(iv)(B): Guidance
for accomplishing the actions required by
paragraph (h)(6)(iv)(B) of this AD can be
found in Boeing Model 777 Aircraft
Maintenance Manual (AMM) section 28–11–
00.
(v) The Effectivity of the referenced service
information does not include Boeing Model
777F series airplanes having line numbers
1713, 1717, 1720, and 1724 through 1742
inclusive. For those airplanes the applicable
actions for Group 6 must be done.
(i) Terminating Action for AD 2023–17–14
For airplanes on which a front spar lower
chord modification specified in Boeing Alert
Requirements Bulletin 777–57A0122 RB is
done as part of the requirements of
paragraphs (g) and (h)(6) of this AD, the
modification requirements of paragraph (g) of
AD 2023–17–14 are terminated for the
applicable side (left or right) on which the
modification was done.
(j) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, AIR–520, Continued
Operational Safety Branch, FAA, has the
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Figure 1 to Paragraph (h)(3)—Cap Sealing
Dimensions (all Dimensions are in Inches)
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Federal Register / Vol. 89, No. 61 / Thursday, March 28, 2024 / Proposed Rules
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 Continued Operational
Safety Branch, send it to the attention of the
person identified in paragraph (k)(1) of this
AD. Information may be emailed to: AMOC@
faa.gov.
(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, AIR–520, Continued Operational
Safety 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.
(k) Related Information
(1) For more information about this AD,
contact Luis Cortez-Muniz, Aviation Safety
Engineer, FAA, 2200 South 216th St., Des
Moines, WA 98198; phone: 206–231–3958;
email: luis.a.cortez-muniz@faa.gov.
(2) Service information identified in this
AD that is not incorporated by reference is
available at the addresses specified in
paragraph (l)(3) of this AD.
ddrumheller on DSK120RN23PROD with PROPOSALS1
(l) Material Incorporated by Reference
(1) The Director of the Federal Register
approved the incorporation by reference
(IBR) of the service information listed in this
paragraph under 5 U.S.C. 552(a) and 1 CFR
part 51.
(2) You must use this service information
as applicable to do the actions required by
this AD, unless the AD specifies otherwise.
(i) Boeing Alert Requirements Bulletin
777–53A0100 RB, dated March 16, 2023.
(ii) Boeing Multi Operator Message MOM–
MOM–24–0054–01B, dated January 26, 2024.
(3) For service information identified in
this AD, contact Boeing Commercial
Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster Blvd.,
MC 110–SK57, Seal Beach, CA 90740–5600;
telephone 562–797–1717; website
myboeingfleet.com.
(4) You may view this material 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.
(5) You may view this material at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA,
visit www.archives.gov/federal-register/cfr/
ibr-locations or email fr.inspection@nara.gov.
VerDate Sep<11>2014
17:37 Mar 27, 2024
Jkt 262001
Issued on March 22, 2024.
Victor Wicklund,
Deputy Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2024–06522 Filed 3–27–24; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2024–0766; Project
Identifier MCAI–2023–00711–T]
RIN 2120–AA64
Airworthiness Directives; Airbus SAS
Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
The FAA proposes to
supersede Airworthiness Directive (AD)
2023–11–08, which applies to all Airbus
SAS Model A330–841 and –941
airplanes. AD 2023–11–08 requires
maintenance actions, including a highpressure valve (HPV) seal integrity test,
repetitive replacement of the HPV clips,
revision of the existing airplane flight
manual (AFM), and implementation of
updates to the FAA-approved operator’s
minimum equipment list (MEL). Since
the FAA issued AD 2023–11–08, the
agency determined that the replacement
intervals required by AD 2023–11–08
must be reduced in order to address the
unsafe condition. This proposed AD
would continue to require the actions in
AD 2023–11–08 and would reduce the
HPV clip replacement intervals, and
would require, for certain airplanes, an
additional revision of the existing AFM.
This proposed AD would also limit the
installation of HPV clips, as specified in
a European Union Aviation Safety
Agency (EASA AD), which is proposed
for incorporation by reference (IBR). 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 May 13, 2024.
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
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.
SUMMARY:
PO 00000
Frm 00010
Fmt 4702
Sfmt 4702
• Hand Delivery: Deliver to Mail
address above between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
AD Docket: You may examine the AD
docket at regulations.gov under Docket
No. FAA–2024–0766; 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 listed above.
Material Incorporated by Reference:
• For the EASA ADs identified in this
NPRM, contact EASA, KonradAdenauer-Ufer 3, 50668 Cologne,
Germany; telephone +49 221 8999 000;
email ADs@easa.europa.eu; website
easa.europa.eu. You may find this
material on the EASA website at
ad.easa.europa.eu. It is also available at
regulations.gov under Docket No. FAA–
2024–0766.
• You may view this material 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.
FOR FURTHER INFORMATION CONTACT:
Vladimir Ulyanov, Aviation Safety
Engineer, FAA, 1600 Stewart Avenue,
Suite 410, Westbury, NY 11590; phone:
206–231–3229; email:
vladimir.ulyanov@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 ADDRESSES. Include ‘‘Docket No.
FAA–2024–0766; Project Identifier
MCAI–2023–00711–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.
E:\FR\FM\28MRP1.SGM
28MRP1
]]>Agencies
[Federal Register Volume 89, Number 61 (Thursday, March 28, 2024)]
[Proposed Rules]
[Pages 21446-21450]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2024-06522]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2024-0769; Project Identifier AD-2023-00556-T]
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 adopt a new airworthiness directive (AD)
for certain The Boeing Company Model 777 airplanes. This proposed AD
was prompted by a report indicating multiple findings of cracks in the
fuselage skin common to the underwing longeron (UWL). This proposed AD
would require external or internal (depending on configuration)
inspections for any cracking of the left and right side fuselage skin
common to the UWL, and applicable 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 May 13,
2024.
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 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.
AD Docket: You may examine the AD docket at regulations.gov under
Docket No. FAA-2024-0769; 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.
Material Incorporated by Reference:
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; website 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 at
regulations.gov by searching for and locating Docket No. FAA-2024-0769.
FOR FURTHER INFORMATION CONTACT: Luis Cortez-Muniz, Aviation Safety
Engineer, FAA, 2200 South 216th St., Des Moines, WA 98198; phone: 206-
231-3958; 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-2024-0769; Project Identifier
AD-2023-00556-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 Luis
Cortez-Muniz Aviation Safety Engineer, FAA, 2200 South 216th St., Des
Moines, WA 98198; phone: 206-231-3958; email: [email protected]. Any commentary that the FAA receives that is not
specifically designated as CBI will be placed in the public docket for
this rulemaking.
Background
The FAA has received reports indicating multiple findings of cracks
in the fuselage skin common to the UWL on all series of Boeing Model
777 airplanes. The crack findings were made during UWL replacement or
accomplishing Boeing Service Bulletins 777-53-0084 or 777-53-0087, or
Boeing Requirements Bulletin 777-57A0122 RB. In many of the fuselage
skin crack reports, the UWL was reported not damaged. The found
fuselage skin cracks were hidden externally by the UWL, and internally
by fuselage frames and stringers. The fuselage skin cracks were found
on airplanes with as few as 2,000 total flight cycles and 18,000 total
flight hours. These fuselage skin cracks were determined to be caused
by cold work surface upset that is not removed from the mating parts
and high joint load transfer or significant local bending stresses at
critical fastener locations. These conditions, if not addressed, could
result in an inability of a principal structural element (PSE) to
sustain limit load, leading to reduced structural integrity of the
airplane and possible loss of control of the airplane.
Boeing has issued Boeing Alert Requirements Bulletin 777-53A0100
[[Page 21447]]
RB, dated March 16, 2023, to address the identified unsafe condition.
Other Relevant Rulemaking
AD 2023-17-14, Amendment 39-22541 (88 FR 60111, August 31, 2023)
(AD 2023-17-14) requires repetitive inspections for cracking of the
left and right side ring chords, repair angles, front spar lower
chords, and front spar webs (depending on configuration) common to the
UWL located at station (STA) 1035; modification of the front spar lower
chord for some airplanes; repetitive post-modification inspections; and
applicable on-condition actions, as specified in Boeing Alert
Requirements Bulletin 777-57A0122 RB, dated October 8, 2021; and
requires a maintenance records review of previously modified airplanes
for the procedures used during that modification, and applicable
corrective actions. Boeing Alert Requirements Bulletin 777-53A0100 RB,
dated March 16, 2023, specifies that the modification in Boeing Alert
Requirements Bulletin 777-57A0122 RB should be done before further
flight if cracking is found during certain inspections. Therefore, this
proposed AD, which mandates Boeing Alert Requirements Bulletin 777-
53A0100 RB, dated March 16, 2023, might require that the modification
be done prior to the compliance time for that modification as specified
in AD 2023-17-14. For airplanes on which a front spar lower chord
modification specified in Boeing Alert Requirements Bulletin 777-
57A0122 RB is done as part of the requirements of paragraph (g) of this
proposed AD, the modification requirements of paragraph (g) of AD 2023-
17-14 are terminated for the applicable side (left or right) on which
the modification was done.
AD 2019-11-02, Amendment 39-19648 (84 FR 28722, June 20, 2019) (AD
2019-11-02) requires repetitive inspections of the left and right side
UWLs and applicable on-condition actions as specified in Boeing Alert
Service Bulletin 777-53A0081, Revision 2, dated March 29, 2019. The
accomplishment of the longeron modification specified in Boeing Service
Bulletin 777-53-0084, Revision 2, dated December 9, 2020, or Boeing
Service Bulletin 777-53-0087, Revision 1, dated March 4, 2020; or the
front spar lower chord modification specified in Boeing Alert
Requirements Bulletin 777-57A0122 RB, dated October 8, 2021; which must
be done if cracking is found during certain inspections specified in
Boeing Alert Requirements Bulletin 777-53A0100 RB, dated March 16,
2023, terminates the inspection requirements of paragraph (g) of AD
2019-11-02 for the applicable side (left or right) on which the
modification was done.
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 Alert Requirements Bulletin 777-53A0100 RB,
dated March 16, 2023. This service information specifies procedures for
external or internal (depending on configuration) detailed and
ultrasonic or surface high frequency eddy current (HFEC) inspections
for any cracking of the left and right side fuselage skin common to the
UWL, and applicable on-condition actions. On-condition actions include,
among other things, modification of the fuselage skin, and post-
modification inspections and applicable corrective actions (repairs of
cracking). Compliance times for on-condition actions depend on
inspection type, inspection findings, and modification status. Initial
compliance times for post-modification inspections range from within
10,000 flight cycles or 50,000 flight hours, whichever occurs first
after the modification; and within 30,000 flight cycles, 90,000 flight
hours, or before the result of a certain total flight cycle and total
flight hour equation, whichever occurs first after the modification.
The repetitive intervals range from 8,000 flight cycles or 25,000
flight hours, whichever occurs first, to 11,000 flight cycles or 56,000
flight hours, whichever occurs first. Repairs of cracking found during
post-modification inspections are to be accomplished before further
flight.
The FAA also reviewed Boeing Multi Operator Message MOM-MOM-24-
0054-01B, dated January 26, 2024. This service information specifies
corrections for Boeing Alert Requirements Bulletin 777-57A0122 RB,
dated October 8, 2021, that address a non-destructive test manual
(NDTM) error, fastener callout errors, inadequate cap seal
instructions, figure orientation errors, minimum gap errors, missing
fasteners on certain figures, affected groups missing from certain
figures, and typographical errors.
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 and 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 under Docket No. FAA-
2024-0769.
Costs of Compliance
The FAA estimates that this AD, if adopted as proposed, would
affect 272 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
----------------------------------------------------------------------------------------------------------------
External or internal inspections Up to 21 work-hours $0 $1,785 per $485,520 per
x $85 per hour = inspection cycle. inspection cycle.
$1,785 per
inspection cycle.
----------------------------------------------------------------------------------------------------------------
The FAA estimates the following costs to do any necessary on-
condition actions that would be required based on the results of the
proposed inspection. The agency has no way of determining the number of
aircraft that might need these actions:
[[Page 21448]]
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Action Labor cost Parts cost Cost per product
----------------------------------------------------------------------------------------------------------------
Modification............................ 420 work-hours x $85 per $40,620 $76,320.
hour = $35,700.
Post-modification inspections........... 46 work-hours x $85 per 0 3,910 per inspection
hour = $3,910 per cycle.
inspection cycle.
----------------------------------------------------------------------------------------------------------------
The FAA has received no definitive data on which to base the cost
estimates for the on-condition repairs specified in this proposed AD.
The FAA has included all known costs in its cost estimate.
According to the manufacturer, however, some or all of the costs of
this proposed AD may be covered under warranty, thereby reducing the
cost impact on affected operators.
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-2024-0769; Project Identifier AD-
2023-00556-T.
(a) Comments Due Date
The FAA must receive comments on this airworthiness directive
(AD) by May 13, 2024.
(b) Affected ADs
This AD affects AD 2023-17-14, Amendment 39-22541 (88 FR 60111,
August 31, 2023) (AD 2023-17-14).
(c) Applicability
This AD applies to The Boeing Company Model 777-200, -200LR, -
300, -300ER, and 777F series airplanes, certificated in any
category, as identified in Boeing Alert Requirements Bulletin 777-
53A0100 RB, dated March 16, 2023.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by a report indicating multiple findings of
cracks in the fuselage skin common to the underwing longeron (UWL).
The FAA is issuing this AD to address fuselage skin cracking caused
by cold work surface upset that is not removed from the mating parts
and high joint load transfer or significant local bending stresses
at critical fastener locations. The unsafe condition, if not
addressed, could result in an inability of a principal structural
element (PSE) to sustain limit load, leading to reduced structural
integrity of the airplane and possible loss of control of the
airplane.
(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
Alert Requirements Bulletin 777-53A0100 RB, dated March 16, 2023, do
all applicable actions identified in, and in accordance with, the
Accomplishment Instructions of Boeing Alert Requirements Bulletin
777-53A0100 RB, dated March 16, 2023.
Note 1 to paragraph (g): Guidance for accomplishing the actions
required by this AD can be found in Boeing Alert Service Bulletin
777-53A0100, dated March 16, 2023, which is referred to in Boeing
Alert Requirements Bulletin 777-53A0100 RB, dated March 16, 2023.
Note 2 to paragraph (g): Guidance for accomplishing certain on-
condition actions required by paragraph (g) of this AD can be found
Boeing Service Bulletin 777-53-0084 Revision 2, dated December 9,
2020; Boeing Service Bulletin 777-53-0087 Revision 1, dated March 4,
2020; and Boeing Alert Requirements Bulletin 777-57A0122 RB, dated
October 8, 2021.
(h) Exceptions to Service Information Specifications
(1) Where the Compliance Time columns of the tables in the
``Compliance'' paragraph of Boeing Alert Requirements Bulletin 777-
53A0100 RB, dated March 16, 2023, use the phrase ``the original
issue date of Requirements Bulletin 777-53A0100 RB,'' this AD
requires using the effective date of this AD.
(2) Where Boeing Alert Requirements Bulletin 777-53A0100 RB,
dated March 16, 2023, and any service information referenced in
Boeing Alert Requirements Bulletin 777-53A0100 RB, dated March 16,
2023, specifies contacting Boeing for repair instructions: This AD
requires doing the repair using a method approved in accordance with
the procedures specified in paragraph (j) of this AD.
(3) Where any service information referenced in Boeing Alert
Requirements Bulletin 777-53A0100 RB, dated March 16, 2023,
specifies applying a cap seal (sealant) to a fastener, fastener
head, and fastener threads and collars, for this AD, during
application of any cap seal to a fastener, fastener head, or
fastener threads and collars, the cap seal must be applied using a
cap sealing procedure with thickness greater than or equal to the
dimensions given in Figure 1 to paragraph (h)(3) of this AD.
[[Page 21449]]
Figure 1 to Paragraph (h)(3)--Cap Sealing Dimensions (all Dimensions
are in Inches)
[GRAPHIC] [TIFF OMITTED] TP28MR24.025
(4) Where Boeing Alert Requirements Bulletin 777-53A0100 RB,
dated March 16, 2023, specifies doing actions ``in accordance with
Revision 2 of Boeing Service Bulletin 777-53-0084,'' for this AD,
where flagnote (f) of Figure 7 and Figure 22 of that referenced
service information (``Revision 2 of Boeing Service Bulletin 777-53-
0084'') includes a sealant callout of Boeing Material Specification
(BMS) 5-45 or an optional BMS 5-95, only BMS 5-45 is allowed.
(5) Where Boeing Alert Requirements Bulletin 777-53A0100 RB,
dated March 16, 2023, specifies doing actions ``in accordance with
Revision 1 of Boeing Service Bulletin 777-53-0087,'' for this AD,
where flagnote (f) of Figure 13 and Figure 49 of that referenced
service information (``Revision 1 of Boeing Service Bulletin 777-53-
0087'') includes a sealant callout of BMS 5-45 or an optional BMS 5-
95, only BMS 5-45 is allowed.
(6) Where Boeing Alert Requirements Bulletin 777-53A0100 RB,
dated March 16, 2023, specifies doing actions ``in accordance with
the original issue of Boeing Alert Requirements Bulletin 777-57A0122
RB,'' for this AD, the exceptions specified in paragraph (h)(6)(i)
through (v) of this AD apply to that referenced service information
(``the original issue of Boeing Alert Requirements Bulletin 777-
57A0122 RB'') and the corrections identified in Boeing Multi
Operator Message MOM-MOM-24-0054-01B, dated January 26, 2024, apply
to that referenced service information.
(i) Where the ``Compliance'' paragraph of the referenced service
information identifies ``Tables 1 through 50,'' the correct number
of tables is Tables 1 through 54.
(ii) The referenced service information does not specify the
application of cap seals to underwing longeron fasteners, fastener
heads, and fastener threads and collars for the airplane groups and
configurations identified in paragraphs (h)(6)(ii)(A) through (D) of
this AD. For those airplane groups and configurations, the
application of a cap seal to the underwing longeron fasteners at the
locations identified in Figures 81 and 144 is required during
installation of the underwing longeron and must be applied using a
cap sealing procedure with thickness greater than or equal to the
dimensions given in Figure 1 to paragraph (h)(3) of this AD.
(A) Groups 7 and 8, Configurations 5 through 8, on the left
side.
(B) Group 9, Configurations 1 and 2, on the left side.
(C) Groups 7 and 8, Configurations 2, 6, 10, and 14, on the
right side.
(D) Group 9, Configurations 1 and 3, on the right side.
(iii) For any inspection that may require the removal of
fastener cap seals, if the cap seal is removed, a cap seal of BMS 5-
45 sealant must be reapplied using a cap sealing procedure with a
thickness equal to or greater than the dimensions specified in
Figure 1 to paragraph (h)(3) of this AD before further flight after
completion of the inspection.
(iv) The referenced service information does not require the
restoration of any sealant removed to accomplish high frequency eddy
current and ultrasonic inspections external to the fuel tank in
Figures 1, 7, 11, and 17. Following completion of any inspection
required by those figures, replacement of the sealant described in
paragraph (h)(6)(iv)(A) and repair of the sealant described in
paragraph (h)(6)(iv)(B) of this AD, as applicable, is required.
(A) Where any sealant was removed from the heads of fasteners,
before further flight, cover and fillet seal the fasteners using BMS
5-45 or BMS 5-95 sealant.
Note 3 to paragraph (h)(6)(iv)(A): Guidance for accomplishing
the actions required by paragraph (h)(6)(iv)(A) of this AD can be
found in the Boeing Standard Overhaul Practices Manual (SOPM)
section 20-50-19.
(B) Following any sealant replacement required by paragraph
(h)(6)(iv)(A) of this AD, where any secondary fuel barrier coating
was removed, before further flight, repair the secondary fuel
barrier using BMS 5-81 sealant.
Note 4 to paragraph (h)(6)(iv)(B): Guidance for accomplishing
the actions required by paragraph (h)(6)(iv)(B) of this AD can be
found in Boeing Model 777 Aircraft Maintenance Manual (AMM) section
28-11-00.
(v) The Effectivity of the referenced service information does
not include Boeing Model 777F series airplanes having line numbers
1713, 1717, 1720, and 1724 through 1742 inclusive. For those
airplanes the applicable actions for Group 6 must be done.
(i) Terminating Action for AD 2023-17-14
For airplanes on which a front spar lower chord modification
specified in Boeing Alert Requirements Bulletin 777-57A0122 RB is
done as part of the requirements of paragraphs (g) and (h)(6) of
this AD, the modification requirements of paragraph (g) of AD 2023-
17-14 are terminated for the applicable side (left or right) on
which the modification was done.
(j) Alternative Methods of Compliance (AMOCs)
(1) The Manager, AIR-520, Continued Operational Safety Branch,
FAA, has the
[[Page 21450]]
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 Continued Operational Safety Branch, 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 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, AIR-
520, Continued Operational Safety 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.
(k) Related Information
(1) For more information about this AD, contact Luis Cortez-
Muniz, Aviation Safety Engineer, FAA, 2200 South 216th St., Des
Moines, WA 98198; phone: 206-231-3958; email: [email protected].
(2) Service information identified in this AD that is not
incorporated by reference is available at the addresses specified in
paragraph (l)(3) of this AD.
(l) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
(i) Boeing Alert Requirements Bulletin 777-53A0100 RB, dated
March 16, 2023.
(ii) Boeing Multi Operator Message MOM-MOM-24-0054-01B, dated
January 26, 2024.
(3) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Contractual & Data Services
(C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-
5600; telephone 562-797-1717; website myboeingfleet.com.
(4) You may view this material 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.
(5) You may view this material at the National Archives and
Records Administration (NARA). For information on the availability
of this material at NARA, visit www.archives.gov/federal-register/cfr/ibr-locations or email [email protected].
Issued on March 22, 2024.
Victor Wicklund,
Deputy Director, Compliance & Airworthiness Division, Aircraft
Certification Service.
[FR Doc. 2024-06522 Filed 3-27-24; 8:45 am]
BILLING CODE 4910-13-P
