[Federal Register Volume 68, Number 64 (Thursday, April 3, 2003)]
[Rules and Regulations]
[Pages 16200-16203]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-7748]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2002-NM-315-AD; Amendment 39-13104; AD 2003-07-08]
RIN 2120-AA64


Airworthiness Directives; Boeing Model 757-200, 757-200CB, and 
757-200PF Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

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SUMMARY: This amendment adopts a new airworthiness directive (AD) that 
is applicable to certain Boeing Model 757-200, 757-200CB, and 757-200PF 
series airplanes. This action 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 will terminate the 
requirement for the repetitive inspections. This action is necessary 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.

DATES: Effective April 18, 2003. The incorporation by reference of 
certain publications listed in the regulations is approved by the 
Director of the Federal Register as of April 18, 2003.
    Comments for inclusion in the Rules Docket must be received on or 
before June 2, 2003.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-114, 
Attention: Rules Docket No. 2002-NM-315-AD, 1601 Lind Avenue, SW., 
Renton, Washington 98055-4056. Comments may be inspected at this 
location between 9 a.m. and 3 p.m., Monday through Friday, except 
Federal holidays. Comments may be submitted via fax to (425) 227-1232. 
Comments may also be sent via the Internet using the following address: 
[email protected]. Comments sent via fax or the Internet must 
contain ``Docket No. 2002-NM-315-AD'' in the subject line and need not 
be submitted in triplicate. Comments sent via the Internet as attached 
electronic files must be formatted in Microsoft Word 97 for Windows or 
ASCII text.
    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 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.

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: The FAA has received several reports of 
cracking of the strut in the mid-bulkhead on certain Boeing Model 757-
200, 757-200CB, and 757-200PF series airplanes. Investigation revealed 
that the shims at the joint of the mid-bulkhead and the upper link 
fittings had migrated out of position. The investigation also revealed 
that the shim's movement was possibly caused by movement of the 
fittings and

[[Page 16201]]

the installation of thin laminated shims at the joint. The holes in the 
fittings rely on the action of the sleevebolts for alignment. If 
complete alignment does not occur, the joint could move and cause the 
shim to delaminate, resulting in the shim migrating away from the 
joint. Such migration of the shims, if not corrected, could result in 
cracking of the strut and consequent loss of the strut and engine.

Explanation of Relevant Service Information

    The FAA has reviewed and approved Boeing Alert Service Bulletin 
(ASB) 757-54A0039, Revision 1, dated June 20, 2002. Part I of the 
Accomplishment Instructions of that ASB 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 of the ASB describes follow-on corrective 
actions (Figure 3 of the ASB) for shims that have migrated within 
certain limits (e.g., replacing the laminated shims with new solid 
shims, replacing the existing sleevebolts with new oversized 
sleevebolts, performing visual and high frequency eddy current 
inspections (HFEC) to detect cracking and deformation in the sleevebolt 
holes and in the fittings, and corrective actions if necessary). The 
ASB recommends that operators contact Boeing if any shims cannot be 
removed. Additionally, Part III of the Accomplishment Instructions of 
the ASB describes procedures for performing a one-time HFEC inspection 
of the bolt holes (Figure 9 of the ASB) in the mid-bulkhead, and 
describes repair procedures for cracking.

Explanation of the Requirements of the Rule

    Since an unsafe condition has been identified that is likely to 
exist or develop on other airplanes of the same type design, this AD is 
being issued 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. This 
AD requires accomplishment of the actions specified in the service 
bulletin described previously, except as discussed below.

Differences Between the ASB and This AD

    Revision 1 of the ASB recommends that operators who have 
accomplished the inspections and actions described in Boeing ASB 757-
54A0039, November 2, 2000, perform a one-time non-destructive testing 
(NDT) and/or HFEC inspection to detect 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 to detect cracking rather than an NDT and/or HFEC 
inspection. We have determined that, for airplanes on which the 
inspections specified in Parts I and II of Boeing ASB 757-54A0039, 
dated November 2, 2000, have been previously accomplished, a detailed 
inspection to detect cracks, and repair if necessary, within 90 days of 
the effective date of this AD, are adequate to continue to provide an 
acceptable level of safety for this interim action.
    Operators also should note that Boeing ASB 757-54A0039, Revision 1, 
dated June 20, 2002, does not specify procedures for operators to add 
previously recorded measurements of the shim movement to the current 
measurement of shim movement. However, this AD requires those actions 
to ensure that the cumulative or progressive movement is measured and 
recorded to encompass total movement of the shim.
    Additionally, operators also should note that, although the ASB 
specifies 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 per a method approved by the FAA, or per data meeting 
the type certification basis of the airplane approved by a Boeing 
Company Designated Engineering Representative who has been authorized 
by the FAA to make such findings.

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, which would constitute terminating action for the 
repetitive inspections required by this AD. However, the planned 
compliance time for the HFEC inspections is sufficiently long so that 
notice and opportunity for prior public comment will be practicable.

Determination of Rule's Effective Date

    Since a situation exists that requires the immediate adoption of 
this regulation, it is found that notice and opportunity for prior 
public comment hereon are impracticable, and that good cause exists for 
making this amendment effective in less than 30 days.

Comments Invited

    Although this action is in the form of a final rule that involves 
requirements affecting flight safety and, thus, was not preceded by 
notice and an opportunity for public comment, comments are invited on 
this rule. Interested persons are invited to comment on this rule by 
submitting such written data, views, or arguments as they may desire. 
Communications shall identify the Rules Docket number and be submitted 
in triplicate to the address specified under the caption ADDRESSES. All 
communications received on or before the closing date for comments will 
be considered, and this rule may be amended in light of the comments 
received. Factual information that supports the commenter's ideas and 
suggestions is extremely helpful in evaluating the effectiveness of the 
AD action and determining whether additional rulemaking action would be 
needed.
    Submit comments using the following format:
    [sbull] Organize comments issue-by-issue. For example, discuss a 
request to change the compliance time and a request to change the 
service bulletin reference as two separate issues.
    [sbull] For each issue, state what specific change to the AD is 
being requested.
    [sbull] Include justification (e.g., reasons or data) for each 
request.
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the rule that might 
suggest a need to modify the rule. All comments submitted will be 
available, both before and after the closing date for comments, in the 
Rules Docket for examination by interested persons. A report that 
summarizes each FAA-public contact concerned with the substance of this 
AD will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this rule must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 2002-NM-315-AD.'' The postcard will be date stamped 
and returned to the commenter.

Regulatory Impact

    The regulations adopted herein 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. Therefore, it 
is determined that this final rule does not have federalism 
implications under Executive Order 13132.

[[Page 16202]]

    The FAA has determined that this regulation is an emergency 
regulation that must be issued immediately to correct an unsafe 
condition in aircraft, and that it is not a ``significant regulatory 
action'' under Executive Order 12866. It has been determined further 
that this action involves an emergency regulation under DOT Regulatory 
Policies and Procedures (44 FR 11034, February 26, 1979). If it is 
determined that this emergency regulation otherwise would be 
significant under DOT Regulatory Policies and Procedures, a final 
regulatory evaluation will be prepared and placed in the Rules Docket. 
A copy of it, if filed, 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

0
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

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. Section 39.13 is amended by adding the following new airworthiness 
directive:

2003-07-08 Boeing: Amendment 39-13104. Docket 2002-NM-315-AD.

    Applicability: Model 757-200, 757-200CB, and 757-200PF series 
airplanes, line numbers 1 through 735 inclusive, equipped with Rolls 
Royce Model RB211 engines, as listed in Boeing Alert Service 
Bulletin 757-54A0039, Revision 1, dated June 20, 2002; 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 (i) 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 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; 
accomplish the following:

Inspection for Movement of Shims and Corrective Actions

    (a) With the exception of the airplanes specified in paragraph 
(e) of this AD: 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, per Boeing Alert Service Bulletin (ASB) 757-54A0039, 
Revision 1, dated June 20, 2002.

    Note 2: 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.''

    (b) 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 (b)(1) or (b)(2) of this 
AD, per Boeing Alert Service Bulletin (ASB) 757-54A0039, Revision 1, 
dated June 20, 2002.
    (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 but is less than 0.90, before further 
flight, perform the actions specified in paragraph (c) of this AD. 
If the cumulative total movement measures 0.90 inch or more: Before 
further flight, perform the actions specified in paragraph (d) of 
this AD. Or,
    (2) Perform the actions specified in paragraphs (g) and (h) of 
this AD.
    (c) 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 (c)(1) or (c)(2) of this AD, per Boeing Alert Service 
Bulletin (ASB) 757-54A0039, Revision 1, dated June 20, 2002.
    (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 (d) of this AD. Or,
    (2) Perform the actions specified in paragraphs (g) and (h) of 
this AD.
    (d) If any laminated shim has moved 0.90 inch or more, before 
further flight, perform the actions specified in paragraphs (g) and 
(h) of this AD.

Inspection of Lower Mid-Spar Bolts

    (e) For airplanes on which the actions specified in Boeing Alert 
Service Bulletin (ASB) 757-54A0039, dated November 2, 2000, have 
been accomplished prior to the effective date of this AD: Within 90 
days after the effective date of this AD, perform a detailed 
inspection for cracking around the four bolt heads, nuts, washers, 
and radius fillers specified in Figure 9 of Boeing Alert Service 
Bulletin (ASB) 757-54A0039, Revision 1, dated June 20, 2002.
    (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 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.

Optional Terminating Action

    (f) Accomplishment of the actions specified in paragraphs (g) 
and (h) of this AD constitutes terminating action for the repetitive 
inspection requirements of this AD.
    (g) 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. 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 Aircraft Certification Office (ACO), FAA; or per data 
meeting the type certification basis of the airplane approved by a 
Boeing Company Designated Engineering Representative who has been 
authorized by the Manager, Seattle ACO, to make such findings. For a 
repair to be approved, the approval must specifically reference this 
AD. No further action is required by this paragraph.
    (h) 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 Alert Service 
Bulletin (ASB) 757-54A0039, Revision 1, dated June 20, 2002.
    (1) If no cracking is found during any inspection specified in 
paragraph (h) of this AD, before further flight, install oversized

[[Page 16203]]

bolts per Figure 10 of the ASB. No further action is required by 
this AD.
    (2) If any cracking is found during any inspection specified in 
paragraph (h) 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 (h) 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 Aircraft Certification Office (ACO), FAA; or per data 
meeting the type certification basis of the airplane approved by a 
Boeing Company Designated Engineering Representative 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.

Alternative Methods of Compliance

    (i) 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 ACO. 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

    (j) Special flight permits may be issued in accordance with 
Sec. Sec.  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

    (k) Unless otherwise specified in this AD, the actions shall be 
done in accordance with Boeing Alert Service Bulletin 757-54A0039, 
Revision 1, dated June 20, 2002. 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.

Effective Date

    (l) This amendment becomes effective on April 18, 2003.

    Issued in Renton, Washington, on March 26, 2003.
Michael J. Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 03-7748 Filed 4-2-03; 8:45 am]
BILLING CODE 4910-13-U