[Federal Register: August 11, 2005 (Volume 70, Number 154)]
[Rules and Regulations]
[Page 46747-46752]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr11au05-2]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-22054; Directorate Identifier 2005-NM-137-AD;
Amendment 39-14216; AD 2005-04-14 R1]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 757-200, 757-200CB, and
757-200PF Series Airplanes Equipped With Rolls Royce Model RB211
Engines
AGENCY: Federal Aviation Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule; request for comments.
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SUMMARY: The FAA is revising an existing airworthiness directive (AD),
which applies to certain Boeing Model 757-200, 757-200CB, and 757-200PF
series airplanes. That AD currently requires repetitive inspections to
detect horizontal or vertical movement of the shims at the joint of the
mid-bulkhead and the upper link fittings; repetitive inspections for
cracking of the mid-bulkhead; and corrective action if necessary. That
AD also provides optional terminating action for the repetitive
inspections. This AD continues to require the existing requirements and
optional actions and clarifies certain terminating actions. This AD
results from comments received in response to an existing AD,
requesting clarification. We are issuing this AD to detect and correct
migration of shims at the joint of the mid-bulkhead and the upper link
fittings and cracking of the mid-bulkhead, which could result in
cracking of the strut and consequent loss of the strut and engine.
DATES: Effective March 15, 2005.
On March 15, 2005 (70 FR 9511, February 28, 2005), the Director of
the Federal Register approved the incorporation by reference of Boeing
Service Bulletin 757-54A0039, Revision 2, dated December 2, 2004; and
Boeing Service Bulletin 757-54A0039, Revision 3, dated January 13,
2005.
On April 18, 2003 (68 FR 16200, April 3, 2003), the Director of the
Federal Register approved the incorporation by reference of Boeing
Alert Service Bulletin 757-54A0039, Revision 1, dated June 20, 2002.
We must receive any comments on this AD by October 11, 2005.
ADDRESSES: Use one of the following addresses to submit comments on
this AD:
DOT Docket Web site: Go to http://dms.dot.gov and follow
the instructions for sending your comments electronically.
Government-wide rulemaking Web site: Go to http://www.regulations.gov
and follow the instructions for sending your
comments electronically.
Mail: Docket Management Facility; U.S. Department of
Transportation, 400 Seventh Street, SW., Nassif Building, Room PL-401,
Washington, DC 20590.
Fax: (202) 493-2251.
Hand Delivery: Room PL-401 on the plaza level of the
Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle,
Washington 98124-2207, for service information identified in this AD.
FOR FURTHER INFORMATION CONTACT: Dennis Stremick, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
917-6450; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
[[Page 46748]]
Discussion
On February 14, 2005, we issued AD 2005-04-14, amendment 39-13986
(70 FR 9511, February 28, 2005). That AD applies to certain Boeing
Model 757-200, 757-200CB, and 757-200PF series airplanes. That AD
requires repetitive detailed inspections to detect horizontal or
vertical movement of the shims at the joint of the mid-bulkhead and the
upper link fittings; repetitive detailed inspections for cracking of
the mid-bulkhead; and corrective action if necessary. That AD also
provides optional terminating action for the repetitive inspections.
That AD resulted from reports of cracks in the mid-bulkhead lower
vertical flange common to the lower chord and stiffener and reports of
cracking at other locations on the mid-bulkhead. The actions specified
in that AD are intended to detect and correct migration of shims at the
joint of the mid-bulkhead and the upper link fittings and cracking of
the mid-bulkhead, which could result in cracking of the strut and
consequent loss of the strut and engine.
Comments
We provided the public the opportunity to submit any relevant
written data, views, or arguments about AD 2005-04-14. We have
considered the comments received. We have revised AD 2005-04-14 based
on the following comments:
Requests To Clarify Terminating Actions
One commenter, the airplane manufacturer, requests that paragraph
(k) of AD 2005-04-14 be revised to clarify that accomplishing the
optional one-time high frequency eddy current (HFEC) inspection
specified only in paragraph (m) ends the repetitive inspections
required by paragraph (j)(1). The commenter notes that those repetitive
inspections are only applicable to airplanes on which the actions
specified in Boeing Alert Service Bulletin (ASB) 757-54A0039, dated
November 2, 2000, have been accomplished prior to April 18, 2003. The
commenter states that operators of those airplanes have already done
the shim replacement specified in paragraph (l), making that action
redundant.
We agree and have revised paragraph (k) of AD 2005-04-14 in this AD
accordingly.
The same commenter also requests that paragraphs (k) and (s) of AD
2005-04-14 be revised to clarify that accomplishing the optional one-
time HFEC inspection specified in paragraphs (m) and (u), as
applicable, ends the repetitive detailed inspections required by
paragraph (r)(1). The commenter notes that, in paragraph (k), similar
repetitive detailed inspections required by paragraph (j)(1) are
terminated by accomplishing the optional actions specified in
paragraphs (l) and (m). The commenter also states that the optional
one-time HFEC inspection in paragraph (m) is equivalent to that in
paragraph (u).
We partially agree. We agree with the commenter that paragraphs (k)
and (s) need to be revised. However, we do not agree with the commenter
that accomplishing the actions specified only in paragraphs (m) and
(u), as applicable, ends the repetitive inspection in paragraph (r)(1).
We have determined that accomplishing the optional terminating actions
specified in both paragraphs (l) and (m) and both paragraphs (t) and
(u), as applicable, are necessary to end the repetitive detailed
inspections in paragraph (r)(1). We have revised paragraphs (k) and (s)
of AD 2005-04-14 in this AD accordingly.
Another commenter requests that AD 2005-04-14 be revised to clarify
that accomplishing the initial detailed inspection required by
paragraph (r) ends the repetitive detailed inspections required by
paragraph (j)(1). The commenter believes that the detailed inspections
in paragraph (r) are redundant to those in paragraph (j). The commenter
states that the detailed inspections required by paragraph (r) seem
inconsistent with the explanation in ``Differences Between the AD and
the Service Information'' section of AD 2005-04-14. That section
states, ``[The FAA has] determined that, for airplanes on which the
actions specified in Parts I and II of the Accomplishment Instructions
of Boeing Alert SB 757-54A0039, dated November 2, 2000, have been
accomplished previously, a detailed inspection for cracking, and repair
if necessary, within 90 days of the effective date of this AD, and
repetitive detailed inspections, are adequate to continue to provide an
acceptable level of safety for this interim action.'' The commenter
further states that paragraph (r) requires a detailed inspection of all
airplanes, including those on which the optional one-time HFEC
inspection specified in paragraph (m) or (u) has been previously done.
We agree with the commenter that clarification is necessary. The
detailed inspections required by paragraphs (j) and (r) of AD 2005-04-
14 are identical. The affected airplanes of those two paragraphs are
different; however, there is some overlap in the affected airplanes.
Paragraph (r), which is applicable to ``Groups 1, 2, and 3 airplanes,
identified in Boeing Service Bulletin 757-54A0039, Revision 3, dated
January 13, 2005,'' includes all airplanes specified in paragraph (j)
(i.e., airplanes on which the actions specified in Boeing ASB 757-
54A0039, dated November 2, 2000, have been accomplished prior to April
18, 2003). It was our intent that, after accomplishing the initial
detailed inspection required by paragraph (r) at the new compliance
time, the repetitive detailed inspections required by paragraph (j)(1)
end for affected airplanes. Therefore, we have revised paragraph (r) of
this AD to clarify this point.
In addition, our intent in the ``Difference Between the AD and the
Service Information'' section of AD 2005-04-14 was to point out that
referenced Boeing ASB 757-54A0039 recommended a one-time non-
destructive test and/or HFEC inspection whereas the AD required
repetitive detailed inspections. As discussed in that AD, we determined
that the repetitive detailed inspections were adequate to continue to
provide an acceptable level of safety for the interim. That section
does not reappear in this AD. Therefore, no change to this AD is
necessary in this regard.
Request To Refer to Additional Figure
One commenter requests that the last sentence in paragraph (r) be
revised to ``* * * perform a detailed inspection for cracking around
the four Lower Mid-Spar Bolts as shown in Figure 9 or Figure 17 of SB
757-54A0039, Revision 3, dated January 13, 2005.'' The commenter
believes that, like Figure 9, Figure 17 ``Mid-Bulkhead Inspection'' in
Revision 3 of Boeing Service Bulletin 757-54A0039 also addresses the
areas around the four lower mid-spar bolts. The commenter states that
Figure 17 provides pictorial views of the subject two front and two
rear lower mid-bulkhead bolts whereas Figure 9 shows a sectional view
of the area only.
We partially agree. We agree with the commenter to revise paragraph
(r) to refer to Figure 17 as an alternative figure for accomplishing
the required detailed inspection, but do not agree with the commenter's
revised description of the area. We find that ``around the four bolt
heads, nuts, washer, and radius fillers'' is more descriptive of the
required inspection area. Therefore, we have revised paragraph (r) to
state, ``* * * perform a detailed inspection * * * specified in Figure
9 or 17 of the Accomplishment Instructions of Boeing SB 757-54A0039,
Revision 3, dated January 13, 2005.''
[[Page 46749]]
FAA's Determination and Requirements of This AD
The unsafe condition described previously is likely to exist or
develop on other airplanes of the same type design. For this reason, we
are issuing this AD to revise AD 2005-04-14. This new AD continues to
require repetitive detailed inspections to detect horizontal or
vertical movement of the shims at the joint of the mid-bulkhead and the
upper link fittings; repetitive detailed inspections for cracking of
the mid-bulkhead; and corrective action if necessary. This new AD also
continues to provide optional terminating actions for certain
repetitive inspections. This new AD also clarifies certain terminating
actions.
Interim Action
This is considered to be interim action. We are currently
considering requiring HFEC inspections for cracking in and around the
bolt holes of the left and right side of the mid-bulkhead strut, and
repair if necessary. However, the planned compliance time for the HFEC
inspections in this AD ``is sufficiently long so that notice and
opportunity for prior public comment will be practicable.''
FAA's Determination of the Effective Date
An unsafe condition exists that requires the immediate adoption of
this AD; therefore, providing notice and opportunity for public comment
before the AD is issued is impracticable, and good cause exists to make
this AD effective in less than 30 days.
Comments Invited
This AD is a final rule that involves requirements that affect
flight safety and was not preceded by notice and an opportunity for
public comment; however, we invite you to submit any relevant written
data, views, or arguments regarding this AD. Send your comments to the
address listed under the ADDRESSES section. Include ``Docket No. FAA-
2005-22054; Directorate Identifier 2005-NM-137-AD'' at the beginning of
your comments. We specifically invite comments on the overall
regulatory, economic, environmental, and energy aspects of the AD that
might suggest a need to modify it.
We will post all comments we receive, without change, to http://dms.dot.gov
, including any personal information you provide. We will
also post a report summarizing each substantive verbal contact with FAA
personnel concerning this AD. Using the search function of that Web
site, anyone can find and read the comments in any of our dockets,
including the name of the individual who sent the comment (or signed
the comment on behalf of an association, business, labor union, etc.).
You may review the DOT's complete Privacy Act Statement in the Federal
Register published on April 11, 2000 (65 FR 19477-78), or you may visit
http://dms.dot.gov.
Examining the Dockets
You may examine the AD docket on the Internet at http://dms.dot.gov
, or in person at the Docket Management Facility office
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The Docket Management Facility office (telephone (800) 647-
5227) is located on the plaza level of the Nassif Building at the DOT
street address stated in the ADDRESSES section. Comments will be
available in the AD docket shortly after the Docket Management System
receives them.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
We are issuing this rulemaking under the authority described in
subtitle VII, part A, subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation is within
the scope of that authority because it addresses an unsafe condition
that is likely to exist or develop on products identified in this
rulemaking action.
Regulatory Findings
We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the National Government and the States, or on the distribution of power
and responsibilities among the various levels of government.
For the reasons discussed above, I certify that the regulation:
1. Is not a ``significant regulatory action'' under Executive Order
12866;
2. Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979); and
3. Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
We prepared a regulatory evaluation of the estimated costs to
comply with this AD and placed it in the AD docket. See the ADDRESSES
section for a location to examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
Accordingly, under the authority delegated to me by the Administrator,
the FAA amends part 39 of the Federal Aviation Regulations (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 Federal Aviation Administration (FAA) amends Sec. 39.13 by
removing amendment 39-13986 (70 FR 9511, February 28, 2005) and adding
the following new airworthiness directive (AD):
2005-04-14 R1 Boeing: Amendment 39-14216. Docket No. FAA-2005-22054;
Directorate Identifier 2005-NM-137-AD.
Effective Date
(a) The effective date of this AD is March 15, 2005.
Affected ADs
(b) This AD revises AD 2005-04-14, amendment 39-13986.
Applicability
(c) This AD applies to Boeing Model 757-200, 757-200CB, and 757-
200PF series airplanes; certificated in any category; equipped with
Rolls Royce Model RB211 engines; as identified in Boeing Service
Bulletin 757-54A0039, Revision 3, dated January 13, 2005.
Unsafe Condition
(d) This AD was prompted by reports of cracks in the mid-
bulkhead lower vertical flange common to the lower chord and
stiffener and reports of cracking at other locations on the mid-
bulkhead. We are issuing this AD to detect and correct migration of
shims at the joint of the mid-bulkhead and the upper link fittings
and cracking on the mid-bulkhead, which could result in cracking of
the strut and consequent loss of the strut and engine.
[[Page 46750]]
Compliance
(e) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Requirements of 2005-04-14
Inspection for Movement of Shims and Corrective Actions
(f) For Groups 1 and 2 airplanes, as identified in Boeing Alert
Service Bulletin (ASB) 757-54A0039, Revision 1, dated June 20, 2002;
Boeing Service Bulletin (SB) 757-54A0039, Revision 2, dated December
2, 2004; and Boeing SB 757-54A0039, Revision 3, dated January 13,
2005; with the exception of the airplanes specified in paragraph (j)
of this AD: Within 90 days after April 18, 2003 (the effective date
of AD 2003-07-08, amendment 39-13104), perform a detailed inspection
to detect horizontal or vertical movement of the shims at the joint
of the mid-bulkhead and the upper link fittings, per Boeing ASB 757-
54A0039, Revision 1, dated June 20, 2002; or Boeing SB 757-54A0039,
Revision 2, dated December 2, 2004, or Revision 3, dated January 13,
2005.
Note 1: For the purposes of this AD, a detailed inspection is
defined as: ``An intensive visual examination of a specific
structural area, system, installation, or assembly to detect damage,
failure, or irregularity. Available lighting is normally
supplemented with a direct source of good lighting at intensity
deemed appropriate by the inspector. Inspection aids such as mirror,
magnifying lenses, etc., may be used. Surface cleaning and elaborate
access procedures may be required.''
(g) If all laminated shims have not moved, or if all laminated
shims have moved less than 0.25 inch: Before further flight, perform
the actions specified in either paragraph (g)(1) or (g)(2) of this
AD, per Boeing ASB 757-54A0039, Revision 1, dated June 20, 2002; or
Boeing SB 757-54A0039, Revision 2, dated December 2, 2004, or
Revision 3, dated January 13, 2005.
(1) Perform the actions specified in paragraph 3.B.6 of the
Accomplishment Instructions of the ASB (e.g., measure and record
movement of the shim, cut the exposed plies, and seal adjacent
surfaces and edges), and repeat the detailed inspections at
intervals not to exceed 12,000 flight cycles or 72 months, whichever
occurs first. At each inspection interval, the previously recorded
measurement must be added to the current measurement so that the
cumulative total movement of the shim is recorded. If the cumulative
total movement exceeds 0.25 inch but is less than 0.90 inch, before
further flight, perform the actions specified in paragraph (h) of
this AD. If the cumulative total movement measures 0.90 inch or
more: Before further flight, perform the actions specified in
paragraph (i) of this AD. Or
(2) Perform the actions specified in paragraphs (l) and (m) of
this AD.
(h) If any laminated shim has moved 0.25 inch or more but less
than 0.90 inch: Before further flight, perform the actions specified
in paragraph (h)(1) or (h)(2) of this AD, per Boeing ASB 757-
54A0039, Revision 1, dated June 20, 2002; or Boeing SB 757-54A0039,
Revision 2, dated December 2, 2004, or Revision 3, dated January 13,
2005.
(1) Before further flight, perform the actions specified in
paragraph 3.B.6 of the Accomplishment Instructions of the ASB (e.g.,
measure and record movement of the shim, cut the exposed plies and
seal adjacent surfaces and edges), and repeat the detailed
inspections at intervals not to exceed 3,000 flight cycles or 18
months, whichever occurs first. At each inspection interval, the
previously recorded measurement must be added to the current
measurement so that the cumulative total movement of the shim is
recorded. If the cumulative total movement measures 0.90 inch or
more, before further flight, perform the actions specified in
paragraph (i) of this AD. Or,
(2) Perform the actions specified in paragraphs (l) and (m) of
this AD.
(i) If any laminated shim has moved 0.90 inch or more: Before
further flight, perform the actions specified in paragraphs (l) and
(m) of this AD.
Inspection of Lower Mid-Spar Bolts
(j) For airplanes on which the actions specified in Boeing ASB
757-54A0039, dated November 2, 2000, have been accomplished prior to
April 18, 2003: Within 90 days after April 18, 2003, perform a
detailed inspection for cracking around the four bolt heads, nuts,
washers, and radius fillers specified in Figure 9 of Boeing ASB 757-
54A0039, Revision 1, dated June 20, 2002; or Boeing SB 757-54A0039,
Revision 2, dated December 2, 2004, or Revision 3, dated January 13,
2005.
(1) If no cracking is found, repeat the detailed inspection at
intervals not to exceed 3,000 flight cycles.
(2) If any cracking is found, before further flight, repair per
a method approved by the Manager, Seattle Aircraft Certification
Office (ACO), FAA; or per data meeting the type certification basis
of the airplane approved by a Boeing Company Designated Engineering
Representative (DER) who has been authorized by the Manager, Seattle
ACO, to make such findings; or by an Authorized Representative (AR)
for the Boeing Delegation Option Authorization (DOA) Organization
who has been authorized by the Manager, Seattle ACO, to make those
findings. For a repair method to be approved, the approval must
specifically reference this AD.
Terminating Action for Certain Requirements of This AD
(k) For Groups 1, 2, and 3, as identified in Boeing SB 757-
54A0039, Revision 2, dated December 2, 2004; or Revision 3, dated
January 13, 2005: Accomplishment of the actions specified in
paragraphs (l) and (m) of this AD constitutes terminating action for
the repetitive inspection requirements of paragraphs (g)(1), (h)(1),
and (r)(1) of this AD. Accomplishment of paragraphs (l) and (m) of
this AD also constitutes terminating action for paragraphs (o), (p),
and (q), if accomplished prior to March 15, 2005 (the effective date
of AD 2005-04-14). For airplanes specified in paragraph (j) of this
AD, accomplishment of paragraph (m) of this AD constitutes
terminating action for paragraph (j) of this AD.
(l) Replace any laminated shim with a solid shim; replace
existing sleevebolts with new, oversized sleevebolts; and perform a
general visual and high-frequency eddy current (HFEC) inspection to
detect cracking and deformation in the sleevebolt holes and in the
fittings, as shown in Part II, Figure 3, of Boeing ASB 757-54A0039,
Revision 1, dated June 20, 2002; or Boeing SB 757-54A0039, Revision
2, dated December 2, 2004, or Revision 3, dated January 13, 2005. If
any shim cannot be removed, or if any cracking or deformation is
found: Before further flight, repair per a method approved by the
Manager, Seattle ACO, FAA; or per data meeting the type
certification basis of the airplane approved by a Boeing DER who has
been authorized by the Manager, Seattle ACO, to make such findings;
or by an AR for the Boeing DOA Organization who has been authorized
by the Manager, Seattle ACO, to make those findings. For a repair to
be approved, the approval must specifically reference this AD. No
further action is required by this paragraph.
(m) Perform a one-time HFEC inspection for cracking in and
around the bolt holes of the left and right side of the mid-bulkhead
strut as shown in Part III, Figure 9, of Boeing ASB 757-54A0039,
Revision 1, dated June 20, 2002; or Boeing SB 757-54A0039, Revision
2, dated December 2, 2004, or Revision 3, dated January 13, 2005.
(1) If no cracking is found during any inspection specified in
paragraph (m) of this AD, before further flight, install oversized
bolts per Figure 10 of the ASB. No further action is required by
this paragraph.
(2) If any cracking is found during any inspection specified in
paragraph (m) of this AD that is within the limits specified in the
ASB: Before further flight, repair per the ASB.
(3) If any cracking is found during any inspection specified in
paragraph (m) of this AD that is outside the limits specified by the
ASB and the ASB specifies to contact Boeing for appropriate action:
Before further flight, repair per a method approved by the Manager,
Seattle ACO, FAA; or per data meeting the type certification basis
of the airplane approved by a Boeing DER who has been authorized by
the Manager, Seattle ACO, to make such findings; or by an AR for the
Boeing DOA Organization who has been authorized by the Manager,
Seattle ACO, to make those findings. For a repair method to be
approved, the approval must specifically reference this AD.
Detailed Inspections of the Mid-Bulkhead
(n) For all airplanes: Prior to the accumulation of 8,000 total
flight cycles, or within 90 days after March 15, 2005, whichever
occurs later, perform a detailed inspection for cracking of the
entire mid-bulkhead, in accordance with the Accomplishment
Instructions of Boeing SB 757-54A0039, Revision 3, dated January 13,
2005.
(1) If no cracking is detected, repeat the inspection thereafter
at intervals not to exceed 3,000 flight cycles.
(2) If any cracking is detected, before further flight, repair
in accordance with a method approved by the Manager, Seattle
[[Page 46751]]
ACO, FAA; or according to data meeting the certification basis of
the airplane approved by an AR for the Boeing DOA Organization who
has been authorized by the Manager, Seattle ACO, to make those
findings. For a repair method to be approved, the approval must
specifically reference this AD. Thereafter, repeat the inspection at
intervals not to exceed 3,000 flight cycles.
Inspections for Migration of Shims for Certain Airplanes
(o) For Group 3 airplanes, as identified in Boeing SB 757-
54A0039, Revision 3, dated January 13, 2005: Within 90 days after
March 15, 2005, perform a detailed inspection to detect horizontal
or vertical movement of the shims at the joint of the mid-bulkhead
and the upper link fittings; in accordance with the Accomplishment
Instructions of the SB. If the total shim migration is 0.3 inch or
less, repeat the inspection thereafter at intervals not to exceed
3,000 flight cycles. Accomplishment of paragraphs (l) and (m) of
this AD constitute terminating action for the requirements of this
paragraph, if accomplished prior to March 15, 2005.
Inspections for Migration of Shims for Certain Other Airplanes
(p) For Groups 1 and 2 airplanes, as identified in Boeing SB
757-54A0039, Revision 3, dated January 13, 2005: If the total shim
migration was 0.3 inch or less at the last inspection performed in
accordance with paragraph (g)(1) of this AD, within 3,000 flight
cycles after the last inspection performed, or within 90 days after
March 15, 2005, whichever occurs later, perform the next shim
migration inspection in accordance with the Accomplishment
Instructions of Revision 3 of the SB. Thereafter, repeat the
inspection at intervals not to exceed 3,000 flight cycles.
Accomplishment of the initial inspection in accordance with Revision
3 terminates the requirements of paragraphs (g) and (h) of this AD.
Accomplishment of paragraphs (l) and (m) of this AD constitute
terminating action for the requirements of this paragraph, if
accomplished prior to March 15, 2005.
For Shim Migration That Is More Than 0.3 Inch
(q) For Groups 1, 2, and 3 airplanes, as identified in Boeing SB
757-54A0039, Revision 3, dated January 13, 2005: If any total shim
migration is more than 0.30 inch, prior to further flight or within
90 days after March 15, 2005, whichever occurs later, perform the
actions specified in paragraphs (t) and (u) of this AD.
Accomplishment of paragraphs (l) and (m) of this AD constitute
terminating action for the requirements of this paragraph, if
accomplished prior to March 15, 2005.
Note 2: For the purposes of this AD, a general visual inspection
is: ``A visual examination of an interior or exterior area,
installation, or assembly to detect obvious damage, failure, or
irregularity. This level of inspection is made from within touching
distance unless otherwise specified. A mirror may be necessary to
ensure visual access to all surfaces in the inspection area. This
level of inspection is made under normally available lighting
conditions such as daylight, hangar lighting, flashlight, or
droplight and may require removal or opening of access panels or
doors. Stands, ladders, or platforms may be required to gain
proximity to the area being checked.''
Inspection of Lower Mid-Spar Bolts
(r) For Groups 1, 2, and 3 airplanes, identified in Boeing SB
757-54A0039, Revision 3, dated January 13, 2005: Within 90 days
after March 15, 2005, or within 3,000 flight cycles after the last
inspection of the lower mid-spar bolts required by paragraph (j) of
this AD, whichever occurs later, perform a detailed inspection for
cracking around the four bolt heads, nuts, washers, and radius
fillers specified in Figure 9 or 17 of the Accomplishment
Instructions of Boeing SB 757-54A0039, Revision 3, dated January 13,
2005. Accomplishing the initial detailed inspection ends the
repetitive detailed inspection requirements of paragraph (j)(1) this
AD.
(1) If no cracking is found, repeat the detailed inspection at
intervals not to exceed 3,000 flight cycles.
(2) If any cracking is found, before further flight, repair per
a method approved by the Manager, Seattle ACO, FAA; or per data
meeting the type certification basis of the airplane approved by an
AR for the Boeing DOA Organization who has been authorized by the
Manager, Seattle ACO, to make such findings. For a repair method to
be approved, the approval must specifically reference this AD.
Thereafter, repeat the inspection at intervals not to exceed 3,000
flight cycles.
Terminating Action for Certain Requirements
(s) For Groups 1, 2, and 3 airplanes, identified in Boeing SB
757-54A0039, Revision 3, dated January 13, 2005: Accomplishment of
paragraphs (t) and (u) of this AD constitutes terminating action for
the repetitive inspections of paragraphs (g)(1), (h)(1), (o), (p),
and (r)(1) of this AD.
Replacement of Shims and Sleevebolts
(t) For Groups 1, 2, and 3 airplanes, identified in Boeing SB
757-54A0039, Revision 3, dated January 13, 2005: Replace all
laminated shims with solid shims; replace existing sleevebolts with
new, oversized sleevebolts; and perform a general visual and HFEC
inspection to detect cracking and deformation in the sleevebolt
holes and in the fittings; as specified in Part II of the
Accomplishment Instructions of Boeing SB 757-54A0039, Revision 3,
dated January 13, 2005. If any shim cannot be removed, or if any
cracking or deformation is found: Before further flight, repair in
accordance with a method approved by the Manager, Seattle ACO, FAA;
or according to data meeting the certification basis of the airplane
approved by an AR for the Boeing DOA Organization who has been
authorized by the Manager, Seattle ACO, to make those findings. For
a repair method to be approved, the approval must specifically
reference this AD.
One-Time HFEC Inspection
(u) For Groups 1, 2, and 3, as identified in Boeing SB 757-
54A0039, Revision 3, dated January 13, 2005: Perform a one-time HFEC
inspection for cracking in and around the bolt holes of the right
and left side of the mid-bulkhead lower flanges, in accordance with
Part III of the Accomplishment Instructions of Boeing SB 757-
54A0039, Revision 3, dated January 13, 2005.
(1) If no cracking is found: Before further flight, install
oversized bolts per Figure 10 of the SB.
(2) If any cracking is found that is within the limits of the
SB: Before further flight, repair per the SB.
(3) If any cracking is found that is outside the limits of the
SB and the SB specifies to contact Boeing for appropriate action:
Before further flight, repair in accordance with a method approved
by the Manager, Seattle ACO, FAA; or according to data meeting the
certification basis of the airplane approved by an AR for the Boeing
DOA Organization who has been authorized by the Manager, Seattle
ACO, to make those findings. For a repair method to be approved, the
approval must specifically reference this AD.
Alternative Methods of Compliance (AMOCs)
(v)(1) The Manager, Seattle ACO, FAA, has the authority to
approve AMOCs for this AD, if requested in accordance with the
procedures found in 14 CFR 39.19.
(2) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD, if it is approved by an AR
for the Boeing DOA Organization who has been authorized by the
Manager, Seattle ACO, to make those findings. For a repair method to
be approved, the approval must specifically reference this AD.
Material Incorporated by Reference
(w) You must use Boeing Alert Service Bulletin 757-54A0039,
Revision 1, dated June 20, 2002; Boeing Service Bulletin 757-
54A0039, Revision 2, dated December 2, 2004; or Boeing Service
Bulletin 757-54A0039, Revision 3, dated January 13, 2005; to perform
the actions that are required by this AD, unless the AD specifies
otherwise.
(1) On March 15, 2005 (70 FR 9511, February 28, 2005), the
Director of the Federal Register approved the incorporation by
reference of Boeing Service Bulletin 757-54A0039, Revision 2, dated
December 2, 2004; and Boeing Service Bulletin 757-54A0039, Revision
3, dated January 13, 2005.
(2) On April 18, 2003 (68 FR 16200, April 3, 2003), the Director
of the Federal Register approved the incorporation by reference of
Boeing Alert Service Bulletin 757-54A0039, Revision 1, dated June
20, 2002.
(3) Contact Boeing Commercial Airplanes, P.O. Box 3707, Seattle,
Washington 98124-2207, for a copy of this service information. You
may review copies at the Docket Management Facility, U.S. Department
of Transportation, 400 Seventh Street, SW., Room PL-401, Nassif
Building, Washington, DC; on the Internet at http://dms.dot.gov; or
at the National Archives and Records Administration (NARA). For
information on the availability of this material at the NARA, call
(202) 741-6030, or go to http://www. archives. gov/federal --
register/ code -- of--federal-- regulations/ ibr-- locations. html.
[[Page 46752]]
Issued in Renton, Washington, on August 1, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-15801 Filed 8-10-05; 8:45 am]
BILLING CODE 4910-13-P