[Federal Register Volume 75, Number 59 (Monday, March 29, 2010)]
[Proposed Rules]
[Pages 15357-15360]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2010-6851]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2010-0277; Directorate Identifier 2009-NM-217-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Model 767 Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: We propose to adopt a new airworthiness directive (AD) for
certain Model 767 airplanes. This proposed AD would require repetitive
inspections to detect fatigue cracking in the upper wing skin at the
fastener holes common to the inboard and outboard front spar pitch load
fittings, and corrective actions if necessary. This proposed AD results
from reports of cracking in the upper wing skin at the fastener holes
common to the inboard and outboard front spar pitch load fittings. We
are proposing this AD to detect and correct fatigue cracking in the
upper wing skin at the fastener holes common to the
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inboard and outboard front spar pitch load fittings, which could result
in the loss of the strut-to-wing upper link load path and possible
separation of a strut and engine from the airplane during flight.
DATES: We must receive comments on this proposed AD by May 13, 2010.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
Fax: 202-493-2251.
Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590.
Hand Delivery: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue, SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
For service information identified in this proposed AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-
544-5000, extension 1; fax 206-766-5680; e-mail [email protected];
Internet https://www.myboeingfleet.com. You may review copies of the
referenced service information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton, Washington. For information
on the availability of this material at the FAA, call 425-227-1221.
Examining the AD Docket
You may examine the AD docket on the Internet at http://www.regulations.gov; or in person at the Docket Management Facility
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The AD docket contains this proposed AD, the regulatory
evaluation, any comments received, and other information. The street
address for the Docket Office (telephone 800-647-5527) is in the
ADDRESSES section. Comments will be available in the AD docket shortly
after receipt.
FOR FURTHER INFORMATION CONTACT: Berhane Alazar, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue, SW., Renton, Washington 98057-3356; telephone
(425) 917-6577; fax (425) 917-6590.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2010-0277;
Directorate Identifier 2009-NM-217-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
Multiple operators have reported a total of 36 cracks in the upper
wing skin at the fastener holes common to the inboard and outboard
front spar pitch load fittings. The airplanes had accumulated between
11,700 and 39,900 total flight cycles, and between 28,700 and 83,100
total flight hours. The reported crack lengths were between 0.016 and
0.140 inch. All cracks were found during accomplishment of the open
hole high frequency eddy current (HFEC) inspections given in Boeing
service bulletins related to strut improvement--Boeing Service Bulletin
767-54-0080, dated October 7, 1999; Boeing Service Bulletin 767-54-
0080, Revision 1, dated May 9, 2002; Boeing Service Bulletin 767-54-
0081, dated July 29, 1999; Boeing Service Bulletin 767-54-0081,
Revision 1, dated February 7, 2002; and Boeing Service Bulletin 767-54-
0082, dated October 28, 1999. Further Boeing analysis has determined
the cracks to be a result of fatigue due to higher than predicted
fastener load and skin stress peaking along the aft fastener row. This
cracking, if not detected and corrected, could result in the loss of
the strut-to-wing upper link load path and possible separation of a
strut and engine from the airplane during flight.
Relevant Service Information
We have reviewed Boeing Alert Service Bulletin 767-57A0117, dated
October 1, 2009. This service bulletin describes procedures for
repetitively inspecting the upper wing skin at the fastener holes
common to the inboard and outboard front spar pitch load fittings for
cracks and corrective actions. This service bulletin specifies to use
detailed and ultrasonic inspection techniques to inspect the upper wing
skin surface. For airplanes on which any cracking is found, the service
bulletin also specifies the following corrective actions, as
applicable: Removing cracks, installing and replacing new fasteners,
repairing freeze plugs, and contacting Boeing for repair instructions
and doing the repair.
The compliance time for the initial upper wing skin surface
detailed and ultrasonic inspections, or for the open hole HFEC
inspection, depends upon the configuration of the airplane as defined
in Boeing Alert Service Bulletin 767-57A0117, dated October 1, 2009,
and whether the airplane has been modified according to certain service
bulletins. That service bulletin specifies the compliance time for the
initial upper wing skin surface detailed and ultrasonic inspections as
follows:
For Group 1, Configuration 1 airplanes: Before 18,000
total flight cycles or 54,000 total flight hours (whichever occurs
first).
For Group 1, Configuration 2 airplanes: Within 11,000
flight cycles or 33,000 flight hours after completing the actions
specified in Service Bulletin 767-54-0080 (whichever occurs first).
For Group 2, Configuration 1 airplanes: Before 12,000
total flight cycles or 36,000 total flight hours (whichever occurs
first).
For Group 2, Configuration 2 airplanes: Before 12,000
flight cycles or 36,000 flight hours after completing the actions
specified in Boeing Service Bulletin 767-54-0080 (whichever occurs
first).
For Group 3 airplanes: Before 12,000 total flight cycles
or 36,000 total flight hours (whichever occurs first).
For Group 4, Configuration 1 airplanes: Before 25,000
total flight cycles or 75,000 total flight hours (whichever occurs
first).
For Group 4, Configuration 2 airplanes: Within 17,000
flight cycles or 51,000 flight hours after completing the actions
specified in Boeing Service Bulletin 767-54-0081 (whichever occurs
first).
For Group 5, Configuration 1 airplanes: Before 18,000
total flight cycles or 54,000 total flight hours (whichever occurs
first).
For Group 5, Configuration 2 airplanes: Within 15,000
flight cycles or 45,000 flight hours after completing the actions
specified in Boeing Service Bulletin 767-54-0081 (whichever occurs
first).
For Group 6 airplanes: Before 18,000 total flight cycles
or 54,000 total flight hours (whichever occurs first).
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For Group 7 airplanes: Before 18,000 total flight cycles
or 54,000 total flight hours (whichever occurs first).
For Group 8, Configuration 1 airplanes: Before 12,000
total flight cycles or 36,000 total flight hours (whichever occurs
first).
For Group 8, Configuration 2 airplanes: Within 9,000
flight cycles or 27,000 flight hours after completing the actions
specified in Boeing Service Bulletin 767-54-0082 (whichever occurs
first).
For Group 9 airplanes: Before 12,000 total flight cycles
or 36,000 total flight hours (whichever occurs first).
For all airplanes: The service bulletin specifies a grace
period of within 4,000 flight cycles or 12,000 flight hours after the
date on the service bulletin, (whichever occurs first).
The service bulletin specifies repetitive intervals that range from
4,000 flight cycles or 12,000 flight hours (whichever occurs first), to
17,000 flight cycles or 51,000 flight hours (whichever occurs first),
depending upon the configuration. The compliance time for all
corrective actions is before further flight.
FAA's Determination and Requirements of This Proposed AD
We are proposing this AD because we evaluated all relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
This proposed AD would require accomplishing the actions specified in
the service information described previously, except as discussed under
``Differences Between the Proposed AD and Service Bulletin.''
Differences Between the Proposed AD and Service Bulletin
Boeing Alert Service Bulletin 767-57A0117, dated October 1, 2009,
specifies to contact the manufacturer for instructions on how to repair
certain conditions, but this proposed AD would require repairing those
conditions in one of the following ways:
Using a method that we approve; or
Using data that meet the certification basis of the
airplane, and that have been approved by the Boeing Commercial
Airplanes Organization Designation Authorization that we have
authorized to make those findings.
Interim Action
We consider this proposed AD interim action. The manufacturer is
currently developing a modification that will address the unsafe
condition identified in this AD. Once this modification is developed,
approved, and available, we might consider additional rulemaking.
Costs of Compliance
We estimate that this proposed AD would affect 363 airplanes of
U.S. registry. We also estimate that it would take about 2 work-hours
per product to comply with this proposed AD. The average labor rate is
$85 per work-hour. Based on these figures, we estimate the cost of this
proposed AD to the U.S. operators to be $61,710, or $170 per product.
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 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. 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.
You can find our regulatory evaluation and the estimated costs of
compliance in the AD Docket.
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
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]
2. The FAA amends Sec. 39.13 by adding the following new AD:
The Boeing Company: Docket No. FAA-2010-0277; Directorate Identifier
2009-NM-217-AD.
Comments Due Date
(a) We must receive comments by May 13, 2010.
Affected ADs
(b) None.
Applicability
(c) This AD applies to The Boeing Company Model 767-200, -300, -
300F, and -400ER series airplanes, certificated in any category; as
identified in Boeing Alert Service Bulletin 767-57A0117, dated
October 1, 2009.
Subject
(d) Air Transport Association (ATA) of America Code 57: Wings.
Unsafe Condition
(e) This AD results from reports of fatigue cracking in the
upper wing skin at the fastener holes common to the inboard and
outboard front spar pitch load fittings. The Federal Aviation
Administration is issuing this AD to detect and correct fatigue
cracking in the upper wing skin at the fastener holes common to the
inboard and outboard front spar pitch load fittings, which could
result in the loss of the strut-to-wing upper link load path and
possible separation of a strut and engine from the airplane during
flight.
Compliance
(f) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Initial Inspection
(g) Except as provided by paragraph (j) of this AD, at the
applicable time specified in paragraph 1.E., ``Compliance,'' of
Boeing Alert Service Bulletin 767-57A0117, dated October 1, 2009: Do
upper wing skin surface detailed and ultrasonic inspections, or do
an open-hole high-frequency eddy current inspection, to detect
cracking in the upper wing skin at the fastener holes common to the
inboard
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and outboard front spar pitch load fittings, and do all applicable
corrective actions, in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 767-57A0117, dated
October 1, 2009, except as required by paragraph (i) of this AD. Do
all applicable corrective actions before further flight.
Repetitive Inspections
(h) At the applicable time specified in paragraph 1.E.,
``Compliance,'' of Boeing Alert Service Bulletin 767-57A0117, dated
October 1, 2009, repeat the applicable inspection required by
paragraph (g) of this AD, in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 767-57A0117, dated
October 1, 2009.
Exceptions to the Service Bulletin
(i) If any cracking is found during any inspection required by
this AD, and Boeing Alert Service Bulletin 767-57A0117, dated
October 1, 2009, specifies to contact Boeing for appropriate action:
Before further flight, repair the cracking using a method approved
in accordance with the procedures specified in paragraph (k) of this
AD.
(j) Where Boeing Alert Service Bulletin 767-57A0117, dated
October 1, 2009, specifies a compliance time after the date on
Boeing Alert Service Bulletin 767-57A0117, dated October 1, 2009,
this AD requires compliance within the specified compliance time
after the effective date of this AD.
Alternative Methods of Compliance (AMOCs)
(k)(1) The Manager, Seattle Aircraft Certification Office, FAA,
has the authority to approve AMOCs for this AD, if requested using
the procedures found in 14 CFR 39.19. Send information to ATTN:
Berhane Alazar, Aerospace Engineer, Airframe Branch, ANM-120S, FAA,
Seattle Aircraft Certification Office (ACO), 1601 Lind Avenue, SW.,
Renton, Washington 98057-3356; telephone (425) 917-6577; fax (425)
917-6590. Or, e-mail information to [email protected].
(2) To request a different method of compliance or a different
compliance time for this AD, follow the procedures in 14 CFR 39.19.
Before using any approved AMOC on any airplane to which the AMOC
applies, notify your principal maintenance inspector (PMI) or
principal avionics inspector (PAI), as appropriate, or lacking a
principal inspector, your local Flight Standards District Office.
The AMOC approval letter must specifically reference this AD.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair required by this AD, if it is approved by the
Boeing Commercial Airplanes Organization Designation Authorization
that has been authorized by the Manager, Seattle ACO, to make those
findings. For a repair method to be approved, the repair must meet
the certification basis of the airplane, and the approval must
specifically refer to this AD.
Issued in Renton, Washington, on March 19, 2010.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2010-6851 Filed 3-26-10; 8:45 am]
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