[Federal Register Volume 61, Number 48 (Monday, March 11, 1996)]
[Rules and Regulations]
[Pages 9601-9604]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-5367]



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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39

[Docket No. 94-NM-71-AD; Amendment 39-9534; AD 96-05-08]


Airworthiness Directives; Boeing Model 757 Series Airplanes 
Equipped With Rolls Royce Engines

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment supersedes an existing airworthiness directive 
(AD), applicable to certain Boeing Model 757 series airplanes, that 
currently requires repetitive inspections to detect cracking in the 
midspar fuse pins and replacement of certain fuse pins. This amendment 
adds requirements to inspect straight fuse pins and replace any cracked 
straight fuse pins with either new corrosion-resistant steel fuse pins 
or like pins; replace bulkhead fuse pins with new corrosion-resistant 
steel fuse pins; and repetitively inspect newly installed fuse pins. 
This amendment is prompted by the development of new corrosion-
resistant steel fuse pins. The actions specified by this AD are 
intended to prevent cracking of the midspar fuse pins, which may lead 
to separation of the strut and engine from the wing of the airplane.

DATES: Effective April 10, 1996.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of April 10, 1996.

ADDRESSES: The service information referenced in this AD may be 
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle,

[[Page 9602]]

Washington 98124-2207. This information may be examined at the Federal 
Aviation Administration (FAA), Transport Airplane Directorate, Rules 
Docket, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of 
the Federal Register, 800 North Capitol Street, NW., suite 700, 
Washington, DC.

FOR FURTHER INFORMATION CONTACT: Carrie Sumner, Aerospace Engineer, 
Airframe Branch, ANM-120S, FAA, Transport Airplane Directorate, Seattle 
Aircraft Certification Office, 1601 Lind Avenue, SW., Renton, 
Washington 98055-4056; telephone (206) 227-2778; fax (206) 227-1181.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) by superseding AD 93-16-08, 
amendment 39-8665 (58 FR 45041, August 26, 1993), which is applicable 
to certain Boeing Model 757 series airplanes, was published as a 
supplemental notice of proposed rulemaking in the Federal Register on 
May 18, 1995 (60 FR 26697). That action proposed to add a requirement 
to inspect straight fuse pins and replace any cracked straight fuse 
pins with either new corrosion-resistant steel fuse pins or like pins; 
replace bulkhead fuse pins with new corrosion-resistant steel fuse 
pins; and repetitively inspect newly installed fuse pins.
    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comments received.
    One commenter, an affected operator, requests that the 
applicability of the proposed rule be revised to exclude any new 
airplanes that are delivered with the new, improved fuse pins already 
installed. This commenter presents two reasons for this request:
    1. The commenter recently received airplanes that were already 
equipped with the new (15-5PH) mid spar fuse pins. These particular 
airplanes are not included in the effectivity listing of the Boeing 
service bulletin that was referenced in the proposed rule. Since 
applicability of the proposed rule would include all Model 757's 
equipped with Rolls Royce engines, the commenter's airplanes would be 
subject to the requirements of the AD, even though these airplanes were 
not listed in the referenced service bulletin.
    2. New airplanes delivered with the new fuse pins will be 
inspected, and any replacement of fuse pins can be made, under the 
regular maintenance program.
    The FAA does not concur with the commenter's request.
    As for Item 1, the applicability of an AD takes precedence over the 
effectivity listing of a service bulletin. Further, the inspection and 
replacement procedures outlined in the referenced Boeing service 
bulletin can be accomplished on any Model 757, and are not specifically 
tailored only to airplanes specified in the effectivity listing of the 
service bulletin.
    As for Item 2, the FAA is not aware of any current maintenance 
program requirement that includes the inspection and replacement of 15-
5PH fuse pins at the intervals set forth in this AD. The FAA 
established the intervals based on the manufacturer's analysis and 
testing, which demonstrated that the 15-5PH fuse pin has a fatigue 
threshold of 14,000 flight cycles. This identified threshold is 
applicable to all 15-5PH fuse pins, regardless of whether or not the 
airplane on which they are installed is listed in the referenced Boeing 
service bulletin. If the fuse pins are not replaced or inspected at the 
times required by this AD, the safety concerns associated with fracture 
of the fuse pins will still exist. The FAA considers issuance of this 
AD to be necessary, since AD's are the means by which the 
accomplishment of procedures and adherence to specific necessary 
compliance times are made mandatory.
    This same commenter contends that the manufacturer should revise 
the referenced Boeing service bulletin to include procedures for eddy 
current inspections of the 15-5PH fuse pins, as well as instructions 
for removal and replacement of those pins. The revised service bulletin 
should also include a listing of all applicable airplanes. The 
commenter requests that the proposed rule be changed to reference the 
revised service bulletin.
    The FAA does not concur that a change to the rule is necessary. As 
for the procedures for inspections, the referenced Boeing service 
bulletin specifies that they can be found in the 757 Nondestructive 
Test (NDT) Manual, Part 6, Subject 54-40-01, Figure 1 (this is noted on 
page 16 of the Boeing service bulletin). As for removal and replacement 
procedures, Figure 4 of the referenced Boeing service bulletin displays 
a detail of the 15-5PH fuse pin installation that can be used in 
accomplishing those actions. As for the listing of applicable 
airplanes, while it may be convenient for operators to have all 
affected airplanes listed in the service bulletin, the FAA reiterates 
that the applicability statement of an AD takes precedence over the 
effectivity listing of any service bulletin. The FAA does intend to 
recommend to Boeing that, whenever it plans to revise Service Bulletin 
757-54A0020, the procedures for inspection, removal, and replacement of 
the 15-5PH fuse pins be included.
    One commenter requests that paragraph (a)(2)(ii) of the proposal be 
revised to indicate that installation of the new 15-5PH fuse pins 
constitutes terminating action for the inspections of the older style 
fuse pins. This commenter asserts that the new pins have not yet been 
shown to be unsafe in-service. Further, once the new 15-5PH pins are 
installed, they can be regularly inspected under the operator's FAA-
approved maintenance program.
    The FAA does not concur. As indicated earlier, the manufacturer has 
demonstrated, by analysis supported by tests, that the 15-5PH fuse pin 
has a fatigue threshold of 14,000 flight cycles. In fact, in Revision 5 
of Boeing Service Bulletin 757-54A0020, which was referenced in the 
proposed AD, the manufacturer recommends that all 15-5PH fuse pins be 
replaced with new pins after 14,000 flight cycles. As an option, at 
14,000 flight cycles, the 15-5PH fuse pins may be examined for cracks 
and, if no cracking is evident, they may be continually reexamined at 
3,500 flight cycle intervals. The FAA has determined that this 
inspection schedule is both appropriate and warranted to address the 
unsafe condition that arises from the consequences of fractured fuse 
pins. Also, as indicated earlier, the FAA is not aware of any current 
maintenance program requirement that includes the inspection and 
replacement of 15-5PH fuse pins at the intervals set forth in this AD. 
The FAA finds that the issuance of this AD is necessary in order to 
ensure that the accomplishment of the procedures and the adherence to 
specific compliance times are achieved.
    After careful review of the available data, including the comments 
noted above, the FAA has determined that air safety and the public 
interest require the adoption of the rule as proposed.
    There are approximately 306 Model 757 series airplanes equipped 
with Rolls Royce engines of the affected design in the worldwide fleet. 
The FAA estimates that 119 airplanes of U.S. registry will be affected 
by this proposed AD.
    The inspections that were previously required by AD 93-16-08, and 
retained in this new AD, take approximately 8 work hours per fuse pin; 
there are 4 fuse pins per airplane. The average labor rate is 
approximately $60 per work hour. Based on these figures, the current 
cost impact of these inspections on U.S. operators is estimated to be 
$228,480, or $1,920 per airplane, per inspection 

[[Page 9603]]
cycle. However, since the integrity and strength of the new steel fuse 
pins permit longer inspection intervals, the cost impact of these 
inspections will be lessened, since the inspections are not required to 
be performed as frequently as they were previously required under AD 
93-16-08.
    The replacement that is required by this new AD will take 
approximately 56 work hours per fuse pin, at an average labor rate of 
$60 per work hour. Required parts will be provided by the manufacturer 
at no cost to the operator. Based on these figures, the cost impact of 
the replacement action on U.S. operators is estimated to be $1,599,360, 
or $13,440 per airplane.
    The cost impact figures discussed above are based on assumptions 
that no operator has yet accomplished any of the proposed requirements 
of this AD action, and that no operator would accomplish those actions 
in the future if this AD were not adopted.
    The regulations adopted herein will not have substantial direct 
effects 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. Therefore, in 
accordance with Executive Order 12612, it is determined that this final 
rule does not have sufficient federalism implications to warrant the 
preparation of a Federalism Assessment.
    For the reasons discussed above, I certify that this action (1) is 
not a ``significant regulatory action'' under Executive Order 12866; 
(2) is not a ``significant rule'' under 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. A final evaluation has been prepared for this action 
and it is contained in the Rules Docket. A copy of it may be obtained 
from the Rules Docket at the location provided under the caption 
ADDRESSES.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends part 39 of 
the Federal Aviation Regulations (14 CFR part 39) as follows:

PART 39--AIRWORTHINESS DIRECTIVES

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

    Authority: 49 USC 106(g), 40113, 44701.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by removing amendment 39-8665 (58 FR 
45041, August 26, 1993), and by adding a new airworthiness directive 
(AD), amendment 39-9534, to read as follows:

96-05-08 Boeing: Amendment 39-9534. Docket 94-NM-71-AD. Supersedes 
AD 93-16-08, Amendment 39-8665.

    Applicability: Model 757 series airplanes equipped with Rolls 
Royce engines, certificated in any category.

    Note 1: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
modified, altered, or repaired in the area subject to the 
requirements of this AD. For airplanes that have been modified, 
altered, or repaired so that the performance of the requirements of 
this AD is affected, the owner/operator must request approval for an 
alternative method of compliance in accordance with paragraph (f) of 
this AD. The request should include an assessment of the effect of 
the modification, alteration, or repair on the unsafe condition 
addressed by this AD; and, if the unsafe condition has not been 
eliminated, the request should include specific proposed actions to 
address it.

    Compliance: Required as indicated, unless accomplished 
previously.

    Note 2: Inspections accomplished prior to the effective date of 
this amendment in accordance with the procedures described in Boeing 
Service Bulletin 757-54A0020, Revision 4, dated May 27, 1993; 
Revision 3, dated March 26, 1992; or Revision 2, dated October 31, 
1991; are considered acceptable for compliance with the applicable 
inspection specified in this amendment.

    To prevent cracking of the midspar fuse pins, which may lead to 
separation of the strut and engine from the wing of the airplane, 
accomplish the following:
    (a) For airplanes equipped with straight fuse pins, part number 
(P/N) 311N5067-1: Prior to the accumulation of 5,000 total flight 
cycles on the straight fuse pin, perform an eddy current inspection 
to detect cracking in those fuse pins, in accordance with Boeing 
Service Bulletin 757-54A0020, Revision 5, dated March 17, 1994.
    (1) If no cracking is detected, repeat the inspection thereafter 
at intervals not to exceed 1,500 flight cycles on the straight fuse 
pin.
    (2) If any cracking is detected, prior to further flight, 
accomplish the requirements of either paragraph (a)(2)(i) or 
(a)(2)(ii) of this AD.
    (i) Replace the cracked straight fuse pin with a new straight 
fuse pin, P/N 311N5067-1, and prior to the accumulation of 5,000 
total flight cycles on the newly installed straight fuse pin, 
perform an eddy current inspection, in accordance with the service 
bulletin. Repeat the inspection thereafter at intervals not to 
exceed 1,500 flight cycles on the newly installed straight fuse pin. 
Or
    (ii) Replace the cracked straight fuse pin with a new 15-5PH 
fuse pin, P/N 311N5217-1, and prior to the accumulation of 14,000 
total flight cycles on the newly installed 15-5PH fuse pin, perform 
an eddy current inspection to detect cracking in the newly installed 
pin, in accordance with the procedures described in the service 
bulletin. Repeat the inspection thereafter at intervals not to 
exceed 3,500 flight cycles on the newly installed fuse pin.
    (b) For airplanes equipped with refinished straight fuse pins, 
P/N 311N5067-1: Perform an eddy current inspection to detect 
cracking in those fuse pins at intervals not to exceed 1,500 flight 
cycles on the refinished fuse pins, in accordance with Boeing 
Service Bulletin 757-54A0020, Revision 5, dated March 17, 1994.
    (1) If no cracking is detected, repeat the inspection thereafter 
at intervals not to exceed 1,500 flight cycles on the refinished 
straight fuse pin.
    (2) If any cracking is detected, prior to further flight, 
accomplish the requirements of either paragraph (b)(2)(i), 
(b)(2)(ii), or (b)(2)(iii) of this AD, in accordance with the 
service bulletin.
    (i) Replace the cracked refinished straight fuse pin with a 
crack-free refinished straight fuse pin, P/N 311N5067-1, and perform 
an eddy current inspection to detect cracking in the refinished 
straight fuse pin at intervals not to exceed 1,500 flight cycles, in 
accordance with the procedures described in the service bulletin. Or
    (ii) Replace the cracked refinished straight fuse pin with a new 
straight fuse pin, P/N 311N5067-1, and prior to the accumulation of 
5,000 total flight cycles on the newly installed straight fuse pin, 
perform an eddy current inspection, in accordance with the service 
bulletin. Repeat the inspection thereafter at intervals not to 
exceed 1,500 flight cycles on the newly installed straight fuse pin. 
Or
    (iii) Replace the cracked refinished straight fuse pin with a 
new 15-5PH fuse pin, P/N 311N5217-1, and prior to the accumulation 
of 14,000 total flight cycles on the newly installed 15-5PH fuse 
pin, perform an eddy current inspection to detect cracking in the 
newly installed pin, in accordance with the procedures described in 
the service bulletin. Repeat the inspection thereafter at intervals 
not to exceed 3,500 flight cycles on the newly installed fuse pin.
    (c) For airplanes equipped with bulkhead fuse pins, P/N 
311N5211-1: Within 3,000 flight cycles after the effective date of 
this AD, replace the bulkhead fuse pins with 15-5PH fuse pins, P/N 
311N5217-1, in accordance with Boeing Service Bulletin 757-54A0020, 
Revision 5, dated March 17, 1994, and accomplish the requirements of 
paragraph (d) of this AD.
    (d) For airplanes equipped with 15-5PH fuse pins: Prior to the 
accumulation of 14,000 total flight cycles on the 15-5PH fuse pins, 
perform an eddy current inspection to detect cracking in those fuse 
pins, in accordance with the procedures described in Boeing Service 
Bulletin 757-54A0020, Revision 5, dated March 17, 1994. 

[[Page 9604]]

    (1) If no cracking is detected, repeat the inspection thereafter 
at intervals not to exceed 3,500 flight cycles on the fuse pin.
    (2) If any cracking is detected, accomplish the requirements of 
paragraphs (d)(2)(i) and (d)(2)(ii) of this AD.
    (i) Prior to further flight, replace any cracked 15-5PH fuse pin 
with a new 15-5PH fuse pin, P/N 311N5217-1, in accordance with the 
procedures described in the service bulletin. And
    (ii) Prior to the accumulation of 14,000 total flight cycles on 
the newly installed 15-5PH fuse pin, perform an eddy current 
inspection to detect cracking in the newly installed pin, in 
accordance with the procedures described in the service bulletin. 
Repeat the inspection thereafter at intervals not to exceed 3,500 
flight cycles on the newly installed fuse pin.
    (e) Fuse pins must be of the same type on the same strut. For 
example, a steel fuse pin having P/N 311N5067-1 may not be installed 
on the same strut that has a corrosion-resistant steel (CRES) fuse 
pin having P/N 311N5217-1 installed on that strut. However, fuse 
pins on one strut may differ from those on another strut, provided 
the fuse pins are not of mixed types on the same strut.
    (f) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be 
used if approved by the Manager, Seattle Aircraft Certification 
Office (ACO), FAA, Transport Airplane Directorate. Operators shall 
submit their requests through an appropriate FAA Principal 
Maintenance Inspector, who may add comments and then send it to the 
Manager, Seattle ACO.

    Note 3: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Seattle ACO.

    (g) Special flight permits may be issued in accordance with 
sections 21.197 and 21.199 of the Federal Aviation Regulations (14 
CFR 21.197 and 21.199) to operate the airplane to a location where 
the requirements of this AD can be accomplished.
    (h) The actions shall be done in accordance with Boeing Service 
Bulletin 757-54A0020, Revision 5, dated March 17, 1994. This 
incorporation by reference was approved by the Director of the 
Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 
51. Copies may be obtained from Boeing Commercial Airplane Group, 
P.O. Box 3707, Seattle, Washington 98124-2207. Copies may be 
inspected at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue, SW., Renton, Washington; or at the Office of the Federal 
Register, 800 North Capitol Street, NW., suite 700, Washington, DC.
    (i) This amendment becomes effective on April 10, 1996.

    Issued in Renton, Washington, on March 1, 1996.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 96-5367 Filed 3-8-96; 8:45 am]
BILLING CODE 4910-13-U