[Federal Register: February 28, 2005 (Volume 70, Number 38)]
[Rules and Regulations]
[Page 9511-9515]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr28fe05-4]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2005-20424; Directorate Identifier 2004-NM-268-AD;
Amendment 39-13986; AD 2005-04-14]
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 superseding an existing airworthiness directive
(AD) that applies to certain Boeing Model 757-200, 757-200CB, and 757-
200PF series airplanes. The existing AD currently 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, and
corrective action if necessary; or certain alternative actions that
terminate the requirement for the repetitive inspections. This new AD
continues to require those repetitive inspections; decreases the
allowable tolerance for shim migration; and adds new repetitive
detailed inspections for cracking of the entire mid-bulkhead, and
repair if necessary. This new AD also adds additional airplanes to the
applicability of the AD. This AD is 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 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.
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; as listed in
the AD are approved by the Director of the Federal Register as of March
15, 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 April 29, 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.
For service information identified in this AD, contact Boeing
Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207.
You can examine this information at the National Archives and Records
Administration (NARA). For information on the availability of this
material at NARA, call (202) 741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html
.
You can examine the contents of this AD docket on the Internet at
http://dms.dot.gov, or in person at the Docket Management Facility,
U.S. Department of Transportation, 400 Seventh Street, SW., room PL-
401, on the plaza level of the Nassif Building, Washington, DC. This
docket number is FAA-2005-20424; the directorate identifier for this
docket is 2004-NM-268-AD.
Examining the Docket
You can 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 DMS receives them.
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: On March 26, 2003, we issued AD 2003-07-08,
amendment 39-13104 (68 FR 16200, April 3, 2003). 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, and corrective action if
necessary; or certain alternative actions that terminate the
requirement for the repetitive inspections. That 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 on certain Boeing Model 757-200, 757-
200CB, and 757-200PF series airplanes. 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, which could result in
cracking of the strut and consequent loss of the strut and engine.
Actions Since AD Was Issued
Since we issued that AD, we have received reports of cracking of
the mid-bulkhead in the lower horizontal flange common to the lower
chord. We have also received several reports of cracking of the mid-
bulkhead in the lower vertical flange common to the lower chord and
stiffener and at other areas remote from the lower flanges. Cracking of
the mid-bulkhead could result in cracking of the strut and consequent
loss of the strut and engine.
[[Page 9512]]
Relevant Service Information
We have reviewed Boeing Service Bulletin (SB) 757-54A0039, Revision
2, dated December 2, 2004; and Revision 3, dated January 13, 2005. The
service bulletins describe the following:
Part I of the Accomplishment Instructions describes
procedures for performing repetitive detailed inspections of the
laminated shims at the joint of the mid-bulkhead and upper link
fittings to detect any vertical or horizontal movement of the shims.
Part II of the Accomplishment Instructions describes
procedures for performing a detailed inspection and high frequency eddy
current (HFEC) inspection for cracking or deformation of the fittings
and bolt holes and replacing the shim and sleevebolts with new shims
and sleevebolts. Part II also contains procedures for accomplishing a
general visual and HFEC inspections for cracking and deformation in the
sleevebolt holes and in the fittings. Additionally, Part II recommends
that operators contact Boeing if any shim cannot be removed, or if
cracking or deformation of the fittings and bolt holes is found.
Part III of the Accomplishment Instructions describes
procedures for performing a one-time non-destructive test (NDT)
inspection for cracking, and repair, including an insurance cut of the
bolt holes (Figure 9 of the SBs) in the mid-bulkhead, if necessary.
Part IV of the Accomplishment Instructions describes
procedures for performing repetitive detailed inspections for cracking
of the entire mid-bulkhead, and contacting Boeing for disposition of
any cracking detected.
The SBs specify that accomplishing Part II and Part III of the
Accomplishment Instructions eliminates the need for the Part I
repetitive inspections.
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. This AD is being
issued to supersede AD 2003-07-08. 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, and corrective action if necessary. This AD also
decreases the allowable tolerance for shim migration. Additionally,
this AD adds airplanes to the applicability of the AD. This AD also
requires repetitive detailed inspections for cracking of the mid-
bulkhead, and repair if necessary.
Differences Between the AD and the Service Information
Revisions 2 and 3 of the SB recommend that operators who have
accomplished the actions described in Boeing Alert SB 757-54A0039,
dated November 2, 2000, perform a one-time NDT and/or HFEC inspection
for cracking of the mid-bulkhead as shown in Figure 9 of the ASB, and
repair if necessary. Operators should note that this AD requires those
operators to perform a detailed inspection for cracking rather than an
NDT and/or HFEC inspection. We have 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.
Operators also should note that, although the SBs specify that the
manufacturer may be contacted for further instructions if a shim cannot
be removed or for disposition of certain repair conditions, this AD
requires the repair of those conditions to be accomplished in
accordance with a method approved by the FAA, or in accordance with
data meeting the type certification basis of the airplane approved by
an Authorized Representative (AR) for the Boeing Delegation Option
Authorization (DOA) Organization who has been authorized by the FAA to
make those findings.
Changes to Delegation Authority
Since the issuance of AD 2003-07-08, Boeing has received a DOA. For
the new requirements of this AD, we have specified the delegation of
authority to approve an alternative method of compliance for any repair
required by this AD to the AR for the Boeing DOA Organization, who has
been authorized by the FAA to make these findings, rather than the
Designated Engineering Representative, as specified in AD 2003-07-08.
Change to Existing AD
This AD would retain certain requirements of AD 2003-07-08. Since
AD 2003-07-08 was issued, the AD format has been revised, and certain
paragraphs have been rearranged. As a result, the corresponding
paragraph identifiers have changed in this AD, as listed in the
following table:
Revised Paragraph Identifiers
------------------------------------------------------------------------
Corresponding requirement in
Requirement in AD 2003-07-08 this AD
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Paragraph (a)............................. Paragraph (f).
Paragraph (b)............................. Paragraph (g).
Paragraph (c)............................. Paragraph (h).
Paragraph (d)............................. Paragraph (i).
Paragraph (e)............................. Paragraph (j).
Paragraph (f)............................. Paragraph (k).
Paragraph (g)............................. Paragraph (l).
Paragraph (h)............................. Paragraph (m).
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Interim Action
This is considered to be interim action. We discussed previously
that this AD does not require certain HFEC inspections as specified in
the referenced service bulletin. However, we are currently considering
requiring those 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 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 an
address listed under ADDRESSES. Include ``Docket No. FAA-2005-20424;
Directorate Identifier 2004-NM-268-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of the AD. We will consider
all comments received by the closing date and may amend the AD in light
of those comments.
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 our docket
Web site, anyone can find and read the comments in any of our dockets,
including the name of the individual who sent the
[[Page 9513]]
comment (or signed the comment on behalf of an association, business,
labor union, etc.). You can review the DOT's complete Privacy Act
Statement in the Federal Register published on April 11, 2000 (65 FR
19477-78), or you can visit http://dms.dot.gov.
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. 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 FAA amends Sec. 39.13 by removing amendment 39-13104 (68 FR
16200, April 3, 2003) and adding the following new airworthiness
directive (AD):
2005-04-14 Boeing: Docket No. FAA-2005-20424; Directorate Identifier
2004-NM-268-AD; Amendment 39-13986.
Effective Date
(a) This AD becomes effective March 15, 2005.
Affected ADs
(b) This AD supersedes AD 2003-07-08, amendment 39-13104 (68 FR
16200, April 3, 2003).
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.
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.
Restatement of Certain Requirements of 2003-07-08
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 Service Bulletin 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), 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.
[[Page 9514]]
Inspection of Lower Mid-Spar Bolts
(j) For 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: 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.
Optional 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), (h), and
(j)(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 the effective 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 Alert Service
Bulletin 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.
New Requirements of 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 the effective date of this
AD, 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 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
the effective date of this AD, 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 the
effective of this AD.
Inspections for Migration of Shims for Certain Other Airplanes
(p) For Groups 1 and 2 airplanes, as identified in Boeing
Service Bulletin 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 the effective date of this AD, 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 the effective of this AD.
For Shim Migration That Is More Than 0.3 Inch
(q) For Groups 1, 2, and 3 airplanes, as identified in Boeing
Service Bulletin 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 the effective date of this AD,
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 the effective of this AD.
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
Service Bulletin 757-540039, Revision 3, dated January 13, 2005:
Within 90 days after the effective date of this AD, 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 of
the Accomplishment Instructions of Boeing SB 757-54A0039, 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.
[[Page 9515]]
(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 a
Boeing 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
Service Bulletin 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),
(h), (o), and (p) of this AD.
Replacement of Shims and Sleevebolts
(t) For Groups 1, 2, and 3 airplanes, identified in Boeing
Service Bulletin 757-540039, 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 Service Bulletin 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) 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, is
approved by the Director of the Federal Register in accordance with
5 U.S.C. 552(a) and 1 CFR part 51.
(2) The incorporation by reference of Boeing Alert Service
Bulletin 757-54A0039, Revision 1, dated June 20, 2002, was approved
previously by the Director of the Federal Register as of April 18,
2003 (68 FR 16200, April 3, 2003).
(3) For copies of the service information, contact Boeing
Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124-2207.
For information on the availability of this material at the National
Archives and Records Administration (NARA), call (202) 741-6030, or
go to http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.
You may view the AD docket at the
Docket Management Facility, U.S. Department of Transportation, 400
Seventh Street SW., room PL-401, Nassif Building, Washington, DC.
Issued in Renton, Washington, on February 14, 2005.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-3558 Filed 2-25-05; 8:45 am]
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