[Federal Register Volume 64, Number 178 (Wednesday, September 15, 1999)]
[Rules and Regulations]
[Pages 49977-49979]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 99-23471]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 98-NM-278-AD; Amendment 39-11316; AD 99-19-29]
RIN 2120-AA64
Airworthiness Directives; Boeing Model 767 Series Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment adopts a new airworthiness directive (AD),
applicable to certain Boeing Model 767 series airplanes, that requires
repetitive inspections of certain H-11 tension bolts at each side-of-
body kick-load fitting and on the lower splice plate (both located on
the wing rear spar) to detect damaged or broken bolts; and follow-on
actions, if necessary. This amendment also requires eventual
replacement of the existing bolts with new, improved bolts, which
constitutes terminating action for the repetitive inspections. This
amendment is prompted by a report that an operator found two broken H-
11 tension bolts on the side-of-body kick-load fitting on one airplane.
The actions specified by this AD are intended to prevent cracking of
the bolts due to stress corrosion, which could result in reduced
structural integrity of the wing-to-body joint structure.
DATES: Effective October 20, 1999.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of October 20, 1999.
ADDRESSES: The service information referenced in this AD may be
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle,
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: James G. Rehrl, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Transport Airplane Directorate, Seattle
Aircraft Certification Office, 1601 Lind Avenue, SW., Renton,
Washington 98055-4056; telephone (425) 227-2783; fax (425) 227-1181.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to include an airworthiness
directive (AD) that is applicable to certain Boeing Model 767 series
airplanes was published in the Federal Register on November 23, 1998
(63 FR 64657). That action proposed to require repetitive inspections
of certain H-11 tension bolts at each side-of-body kick-load fitting
and on the lower splice plate (both located on the wing rear spar) to
detect damaged, broken, or improperly sealed bolts; and follow-on
actions, if necessary. That action also proposed to require eventual
replacement of the existing bolts with new, improved bolts, which
constitutes terminating action for the repetitive inspections.
Comments
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the four comments received.
Two commenters support the proposed rule, and one commenter does
not object to the proposed rule.
Editorial Changes to the Final Rule
The FAA has determined that it is necessary to clarify the detailed
visual inspection of paragraph (a)(1) of the requirements of this AD.
The FAA has added the words ``of the bolts,'' to further clarify the
inspection area. The final rule has been changed accordingly.
Request to Delete Certain Descriptive Language
One commenter, the manufacturer, requests that the FAA delete the
words ``improperly sealed'' from paragraphs (a) and (b) of the proposed
AD. The commenter states that because the most significant influence of
the H-11 bolt fracture is the presence of high pre-load, which cannot
be determined by inspection, any anomalies in the bolt sealant will
have no effect on the bolt fracture, unless the bolt is highly pre-
loaded. The commenter also suggests that using the condition of the H-
11 bolt sealant as a guide for bolt replacement will cause unnecessary,
unscheduled airplane down time and confusion, as it is likely that
improperly sealed bolts will be found. The commenter further adds that
a clear definition of an ``improperly sealed bolt'' is not provided in
either the Boeing Service Bulletin or the Notice of Proposed Rulemaking
(NPRM).
The FAA concurs with the request to delete certain descriptive
language of the AD, as requested by the commenter. The FAA has revised
this language throughout the final rule.
Request to Revise the Compliance Time for the Terminating Action
One commenter requests that the FAA revise the proposed compliance
time for the terminating action from 6,000 flight cycles to 9,000
flight cycles. The commenter states that the issue of H-11 bolts
fracture is more dependent on calendar time rather than flight cycles.
This additional allowance of time would provide high cycle usage
operators an equivalent of 48 months calendar time that is provided for
low cycle usage operators.
The FAA concurs with this request, and has revised paragraph (c) of
the final rule accordingly.
Explanation of Change Made to Proposal
The FAA has added a note to the final rule to clarify the
definition of a detailed visual inspection.
Conclusion
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 with the changes previously
described. The FAA has determined that these changes will neither
increase the economic burden on any operator nor increase the scope of
the AD.
Cost Impact
There are approximately 177 Model 767 series airplanes of the
affected design in the worldwide fleet. The FAA estimates that 70
airplanes of U.S. registry will be affected by this AD.
It will take approximately 2 work hours per airplane to accomplish
the required inspection of the kick-load fitting, at an average labor
rate of $60 per work hour. Based on these figures, the cost impact of
the inspection of the kick-load fitting required by this AD on U.S.
operators is estimated to be $8,400, or $120 per airplane, per
inspection cycle.
It will take approximately 23 work hours per airplane to accomplish
the required inspection of the splice plate, at an average labor rate
of $60 per work hour. Based on these figures, the cost impact of the
inspection of the splice plate required by this AD on U.S.
[[Page 49978]]
operators is estimated to be $96,600, or $1,380 per airplane, per
inspection cycle.
It will take approximately 140 work hours per airplane to
accomplish the required replacement, at an average labor rate of $60
per work hour. Parts will be provided by the manufacturer at no cost to
the operators. Based on these figures, the cost impact of the
replacement required by this AD on U.S. operators is estimated to be
$588,000, or $8,400 per airplane.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the requirements of this
AD action, and that no operator would accomplish those actions in the
future if this AD were not adopted.
Regulatory Impact
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 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
99-19-29 Boeing: Amendment 39-11316. Docket 98-NM-278-AD.
Applicability: Model 767 series airplanes, line positions 1
through 177 inclusive, 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 (d) 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.
To prevent cracking of the H-11 tension bolts on the side-of-
body kick-load fitting due to stress corrosion, which could result
in reduced structural integrity of the wing-to-body joint structure,
accomplish the following:
(a) Within 90 days after the effective date of this AD: Perform
a detailed visual inspection of the four H-11 tension bolts at each
side-of-body kick-load fitting located on the wing rear spar to
detect damaged or broken bolts; and accomplish the requirements in
either paragraph (a)(1) or (a)(2) of this AD, in accordance with the
Accomplishment Instructions of Boeing Service Bulletin 767-57A0064,
Revision 1, dated July 9, 1998.
(1) Option 1: Repeat the detailed visual inspection of the bolts
at each side-of-body kick-load fitting thereafter at intervals not
to exceed 90 days, until accomplishment of the actions specified in
paragraph (c) of this AD. Or
(2) Option 2: Perform a detailed visual inspection of the four
H-11 tension bolts on the lower splice plate located on the wing
rear spar to detect damaged or broken bolts. Repeat the detailed
inspection of each side-of-body kick-load fitting and the lower
splice plate thereafter at intervals not to exceed 18 months, until
accomplishment of the actions specified in paragraph (c) of this AD.
Note 2: For the purposes of this AD, a detailed visual
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.''
(b) If evidence of any damaged or broken bolt is detected, prior
to further flight, replace the discrepant bolt with a new, improved
bolt in accordance with Boeing Service Bulletin 767-57A0064,
Revision 1, dated July 9, 1998. Thereafter, repeat the detailed
inspection in either paragraph (a)(1) or (a)(2) of this AD, as
applicable, until accomplishment of the actions specified in
paragraph (c) of this AD.
(c) Within 9,000 flight cycles or 48 months after the effective
date of this AD, whichever occurs first, replace all four H-11
tension bolts at each side-of-body kick-load fitting with new,
improved bolts, and perform a detailed visual inspection to detect
any damaged or broken bolt of the lower splice plate located on the
wing rear spar, in accordance with Boeing Service Bulletin 767-
57A0064, Revision 1, dated July 9, 1998. If any damaged or broken
bolt is detected during the inspection, prior to further flight,
replace the discrepant bolt with a new, improved bolt in accordance
with Boeing Service Bulletin 767-57A0064, Revision 1, dated July 9,
1998. Accomplishment of the actions specified in this paragraph
constitutes terminating action for the repetitive inspection
requirements of this AD.
Alternative Methods of Compliance
(d) 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.
Special Flight Permits
(e) 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.
Incorporation by Reference
(f) The inspections and replacements shall be done in accordance
with Boeing Service Bulletin 767-57A0064, Revision 1, dated July 9,
1998. 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.
(g) This amendment becomes effective on October 20, 1999.
[[Page 49979]]
Issued in Renton, Washington, on September 2, 1999.
Dorenda D. Baker,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 99-23471 Filed 9-14-99; 8:45 am]
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