[Federal Register Volume 81, Number 92 (Thursday, May 12, 2016)]
[Proposed Rules]
[Pages 29508-29511]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2016-11168]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2016-6669; Directorate Identifier 2015-NM-191-AD]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: We propose to supersede Airworthiness Directive (AD) 2006-20-
11, which applies to certain The Boeing Company Model 757-200, -200CB, 
and -200PF series airplanes. AD 2006-20-11 currently requires initial 
and repetitive detailed or high frequency eddy current (HFEC) 
inspections for cracks around the rivets at the upper fastener row of 
the skin lap splice of the fuselage, and repairing any crack found. 
Since we issued AD 2006-20-11, an evaluation done by the design 
approval holder (DAH) indicated that the fuselage skin lap splice is 
subject to widespread fatigue damage (WFD). This proposed AD would no 
longer allow the detailed inspections and would instead require 
repetitive external HFEC inspections for cracking of the skin lap 
splices of the fuselage, and repair if necessary. We are proposing this 
AD to detect and correct fatigue cracking at certain skin lap splice 
locations of the fuselage, which could result in reduced structural 
integrity and rapid decompression of the airplane.

DATES: We must receive comments on this proposed AD by June 27, 2016.

ADDRESSES: You may send comments, using the procedures found in 14 CFR 
11.43 and 11.45, 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: Deliver to Mail address above between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
    For service information identified in this NPRM, contact Boeing 
Commercial Airplanes, Attention: Data & Services Management, 3855 
Lakewood Boulevard, MC D800-0019, Long Beach, CA 90846-0001; telephone: 
206-544-5000, extension 2; fax: 206-766-5683; Internet https://www.myboeingfleet.com. You may view this referenced service information 
at the FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., 
Renton, WA. For information on the availability of this material at the 
FAA, call 425-227-1221. It is also available on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2016-
6669.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2016-
6669; 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 (phone: 800-647-5527) is in the ADDRESSES section. Comments will 
be available in the AD docket shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Eric Schrieber, Aerospace Engineer, 
Airframe Branch, ANM-120L, FAA, Los Angeles Aircraft Certification 
Office (ACO), 3960 Paramount Boulevard, Lakewood, CA 90712-4137; phone: 
562-627-5348; fax: 562-627-5210; email: [email protected].

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-2016-6669; 
Directorate Identifier 2015-NM-191-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

    On September 22, 2006, we issued AD 2006-20-11, Amendment 39-14781 
(71 FR 58485, October 4, 2006) (``AD 2006-20-11''), for certain The 
Boeing Company Model 757-200, -200CB, and -200PF series airplanes. AD 
2006-20-11 requires initial and repetitive detailed or HFEC inspections 
for cracks around the rivets at the upper fastener row of the skin lap 
splice of the fuselage, and repairing any crack found. AD 2006-20-11 
resulted from reports of cracking in the fuselage skin of the crown 
skin panel. We issued AD 2006-20-11 to detect and correct premature 
fatigue cracking at certain skin lap splice locations of the fuselage, 
and consequent rapid decompression of the airplane.
    Structural fatigue damage is progressive. It begins as minute 
cracks, and those cracks grow under the action of repeated stresses. 
This can happen because of normal operational conditions and design 
attributes, or

[[Page 29509]]

because of isolated situations or incidents such as material defects, 
poor fabrication quality, or corrosion pits, dings, or scratches. 
Fatigue damage can occur locally, in small areas or structural design 
details, or globally. Global fatigue damage is general degradation of 
large areas of structure with similar structural details and stress 
levels. Multiple-site damage is global damage that occurs in a large 
structural element such as a single rivet line of a lap splice joining 
two large skin panels. Global damage can also occur in multiple 
elements such as adjacent frames or stringers. Multiple-site-damage and 
multiple-element-damage cracks are typically too small initially to be 
reliably detected with normal inspection methods. Without intervention, 
these cracks will grow, and eventually compromise the structural 
integrity of the airplane, in a condition known as WFD. As an airplane 
ages, WFD will likely occur, and will certainly occur if the airplane 
is operated long enough without any intervention.
    The FAA's WFD final rule (75 FR 69746, November 15, 2010) became 
effective on January 14, 2011. The WFD rule requires certain actions to 
prevent structural failure due to WFD throughout the operational life 
of certain existing transport category airplanes and all of these 
airplanes that will be certificated in the future. For existing and 
future airplanes subject to the WFD rule, the rule requires that DAHs 
establish a limit of validity (LOV) of the engineering data that 
support the structural maintenance program. Operators affected by the 
WFD rule may not fly an airplane beyond its LOV, unless an extended LOV 
is approved.
    The WFD rule (75 FR 69746, November 15, 2010) does not require 
identifying and developing maintenance actions if the DAHs can show 
that such actions are not necessary to prevent WFD before the airplane 
reaches the LOV. Many LOVs, however, do depend on accomplishment of 
future maintenance actions. As stated in the WFD rule, any maintenance 
actions necessary to reach the LOV will be mandated by airworthiness 
directives through separate rulemaking actions.
    In the context of WFD, this action is necessary to enable DAHs to 
propose LOVs that allow operators the longest operational lives for 
their airplanes, and still ensure that WFD will not occur. This 
approach allows for an implementation strategy that provides 
flexibility to DAHs in determining the timing of service information 
development (with FAA approval), while providing operators with 
certainty regarding the LOV applicable to their airplanes.
    We are proposing this AD to detect and correct fatigue cracking at 
certain skin lap splice locations of the fuselage, which could result 
in reduced structural integrity and rapid decompression of the 
airplane.

Actions Since AD 2006-20-11 Was Issued

    Since issuance of AD 2006-20-11, an evaluation done by the DAH 
indicated that the fuselage skin lap splice is subject to WFD.
    We have determined that the detailed inspection that is allowed as 
an option in AD 2006-20-11, does not adequately address the identified 
unsafe condition. Only HFEC inspections are adequate to address the 
identified unsafe condition.

Related Service Information Under 1 CFR Part 51

    We reviewed Boeing Special Attention Service Bulletin 757-53-0090, 
Revision 1, dated November 19, 2015. The service information describes 
procedures for repetitive external HFEC inspections for cracking of the 
skin lap splices of the fuselage. This service information is 
reasonably available because the interested parties have access to it 
through their normal course of business or by the means identified in 
the ADDRESSES section.

FAA's Determination

    We are proposing this AD because we evaluated all the relevant 
information and determined the unsafe condition described previously is 
likely to exist or develop in other products of the same type design.

Proposed AD Requirements

    This proposed AD would require accomplishing the actions specified 
in the service information described previously. For information on the 
procedures and compliance times, see this service information at http://www.regulations.gov by searching for and locating Docket No. FAA-2016-
6669.

Costs of Compliance

    We estimate that this proposed AD affects 572 airplanes of U.S. 
registry.
    We estimate the following costs to comply with this proposed AD:

                                                 Estimated Costs
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                                                                                                 Cost on U.S.
             Action                     Labor cost          Parts cost     Cost per product        operators
----------------------------------------------------------------------------------------------------------------
Inspections [retained actions    Up to 20 work-hours x                $0  Up to $1,700 per    Up to $972,400 per
 from AD 2006-20-11].             $85 per hour = up to                     inspection cycle.   inspection cycle.
                                  $1,700 per inspection
                                  cycle.
New proposed inspections.......  Up to 20 work-hours x                 0  Up to $1,700 per    Up to $972,400 per
                                  $85 per hour = up to                     inspection cycle.   inspection cycle.
                                  $1,700 per inspection
                                  cycle.
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    We have received no definitive data that would enable us to provide 
a cost estimate for the on-condition repairs specified in this proposed 
AD.

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 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.

[[Page 29510]]

    For the reasons discussed above, I certify that the 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),
    (3) Will not affect intrastate aviation in Alaska, and
    (4) 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.

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

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 Airworthiness Directive (AD) 
2006-20-11, Amendment 39-14781 (71 FR 58485, October 4, 2006), and 
adding the following new AD:

The Boeing Company: Docket No. FAA-2016-6669; Directorate Identifier 
2015-NM-191-AD.

(a) Comments Due Date

    The FAA must receive comments on this AD action by June 27, 
2016.

(b) Affected ADs

    This AD replaces AD 2006-20-11, Amendment 39-14781 (71 FR 58485, 
October 4, 2006) (``AD 2006-20-11''). This AD affects AD 2006-11-11, 
Amendment 39-14615 (71 FR 30278, May 26, 2006) (``AD 2006-11-11'').

(c) Applicability

    (c) This AD applies to The Boeing Company Model 757-200, -200CB, 
and -200PF series airplanes, certificated in any category, as 
identified in Boeing Special Attention Service Bulletin 757-53-0090, 
Revision 1, dated November 19, 2015.

(d) Subject

    Air Transport Association (ATA) of America Code 53, Fuselage.

(e) Unsafe Condition

    This AD was prompted by an evaluation done by the design 
approval holder which indicated that the fuselage skin lap splice is 
subject to widespread fatigue damage. We are issuing this AD to 
detect and correct fatigue cracking at certain skin lap splice 
locations of the fuselage, which could result in reduced structural 
integrity and rapid decompression of the airplane.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Retained Initial and Repetitive Inspections With Terminating Action

    This paragraph restates the requirements of paragraph (f) of AD 
2006-20-11, with terminating action. Do initial and repetitive 
detailed or high frequency eddy current (HFEC) inspections for 
cracking around the rivets at the upper fastener row of the skin lap 
splice of the fuselage by doing all the actions in accordance with 
the Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 757-53-0090, dated June 2, 2005, except as provided by 
paragraphs (h) and (i) of this AD. Do the inspections at the 
applicable times specified in Paragraph 1.E., ``Compliance,'' of 
Boeing Special Attention Service Bulletin 757-53-0090, dated June 2, 
2005; except where Boeing Special Attention Service Bulletin 757-53-
0090, dated June 2, 2005, specifies a compliance time ``after the 
original release date of this service bulletin,'' this AD requires 
compliance after November 8, 2006 (the effective date of AD 2006-20-
11). Accomplishing an inspection required by paragraph (j) of this 
AD terminates the inspections required by this paragraph.

(h) Retained Repair With No Changes

    This paragraph restates the requirements of paragraph (g) of AD 
2006-20-11, with no changes. If any crack is found during any 
inspection required by paragraph (g) of this AD: Before further 
flight, repair the crack using a method approved in accordance with 
the procedures specified in paragraph (m) of this AD.

(i) Retained No Reporting Required With No Changes

    This paragraph restates the provision specified in paragraph (h) 
of AD 2006-20-11, with no changes. Although Boeing Special Attention 
Service Bulletin 757-53-0090, dated June 2, 2005, recommends that 
inspection results be reported to the manufacturer, this AD does not 
include that requirement.

(j) New Repetitive Inspections

    At the applicable time specified in table 1 of paragraph 1.E., 
``Compliance,'' of Boeing Special Attention Service Bulletin 757-53-
0090, Revision 1, dated November 19, 2015, except as provided by 
paragraph (l)(1) of this AD: Do an external high frequency eddy 
current (HFEC) inspection for cracking of the skin lap splices of 
the fuselage, in accordance with the Accomplishment Instructions of 
Boeing Special Attention Service Bulletin 757-53-0090, Revision 1, 
dated November 19, 2015. Repeat the inspection thereafter at the 
applicable times specified in table 1 of paragraph 1.E., 
``Compliance,'' of Boeing Special Attention Service Bulletin 757-53-
0090, Revision 1, dated November 19, 2015. Doing an inspection 
required by this paragraph terminates the inspections required by 
paragraph (g) of this AD.

(k) Repair for Cracking Found During Inspections Required by Paragraph 
(j) of This AD

    If any cracking is found during any inspection required by 
paragraph (j) of this AD, repair before further flight using a 
method approved in accordance with the procedures specified in 
paragraph (m) of this AD.

(l) Exceptions to Service Information

    (1) Where Boeing Special Attention Service Bulletin 757-53-0090, 
Revision 1, dated November 19, 2015, specifies a compliance time 
``after the Revision 1 date of this service bulletin,'' this AD 
requires compliance within the specified compliance time after the 
effective date of this AD.
    (2) Although Boeing Special Attention Service Bulletin 757-53-
0090, Revision 1, dated November 19, 2015, specifies to contact 
Boeing for repair instructions, and specifies that action as ``RC'' 
(Required for Compliance), paragraph (k) of this AD requires repair 
before further flight using a method approved in accordance with the 
procedures specified in paragraph (m) of this AD.

(m) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Los Angeles Aircraft Certification Office 
(ACO), FAA, has the authority to approve AMOCs for this AD, if 
requested using the procedures found in 14 CFR 39.19. In accordance 
with 14 CFR 39.19, send your request to your principal inspector or 
local Flight Standards District Office, as appropriate. If sending 
information directly to the manager of the ACO, send it to the 
attention of the person identified in paragraph (n)(1) of this AD. 
Information may be emailed to: [email protected].
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the local flight standards district office/certificate holding 
district office.
    (3) An AMOC that provides an acceptable level of safety may be 
used for any repair, modification, or alteration required by this AD 
if it is approved by the Boeing Commercial Airplanes Organization 
Designation Authorization (ODA) that has been authorized by the 
Manager, Los Angeles ACO, to make those findings. To be approved the 
repair method, modification deviation, or alteration deviation must 
meet the certification basis of the airplane and the approval must 
specifically refer to this AD.
    (4) AMOCs approved for AD 2006-20-11, are approved as AMOCs for 
the corresponding provisions of paragraphs (g) and (j) of this AD.
    (5) Except as required by paragraph (l)(2) of this AD: For 
service information that contains steps that are labeled as Required 
for Compliance (RC), the provisions of paragraphs (m)(5)(i) and 
(m)(5)(ii) apply.
    (i) The steps labeled as RC, including substeps under an RC step 
and any figures

[[Page 29511]]

identified in an RC step, must be done to comply with the AD. An 
AMOC is required for any deviations to RC steps, including substeps 
and identified figures.
    (ii) Steps not labeled as RC may be deviated from using accepted 
methods in accordance with the operator's maintenance or inspection 
program without obtaining approval of an AMOC, provided the RC 
steps, including substeps and identified figures, can still be done 
as specified, and the airplane can be put back in an airworthy 
condition.
    (6) The inspections specified in paragraph (g) of this AD are 
approved as an AMOC to paragraph (h) of AD 2006-11-11 for the 
inspections of Significant Structural Items (SSI) 53-30-07 and 53-
60-07 (fuselage lap splices, left and right upper fastener row) 
listed in the May 2003 or June 2005 revision of the Boeing 757 
Maintenance Planning Data (MPD) Document D622N001-9. This AMOC 
applies only to the common areas identified in paragraphs (m)(6)(i) 
and (m)(6)(ii) of this AD. All provisions of AD 2006-11-11 that are 
not specifically referenced in the above statements remain fully 
applicable and must be complied with as specified in AD 2006-11-11. 
Operators may revise their FAA-approved maintenance or inspection 
program with these alternative inspections for common areas.
    (i) Common areas inspected before the effective date of this AD 
in accordance with the Accomplishment Instructions of Boeing Special 
Attention Service Bulletin 757-53-0090, dated June 2, 2005.
    (ii) Common areas inspected in accordance with the 
Accomplishment Instructions of Boeing Special Attention Service 
Bulletin 757-53-0090, Revision 1, dated November 19, 2015.

(n) Related Information

    (1) For more information about this AD, contact Eric Schrieber, 
Aerospace Engineer, Airframe Branch, ANM-120L, FAA, Los Angeles 
Aircraft Certification Office (ACO), 3960 Paramount Boulevard, 
Lakewood, CA 90712-4137; phone: 562-627-5348; fax: 562-627-5210; 
email: [email protected].
    (2) For service information identified in this AD, contact 
Boeing Commercial Airplanes, Attention: Data & Services Management, 
3855 Lakewood Boulevard, MC D800-0019, Long Beach, CA 90846-0001; 
telephone: 206-544-5000, extension 2; fax: 206-766-5683; Internet 
https://www.myboeingfleet.com. You may view this referenced service 
information at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue SW., Renton, WA. For information on the availability of this 
material at the FAA, call 425-227-1221.

    Issued in Renton, Washington, on May 5, 2016.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2016-11168 Filed 5-11-16; 8:45 am]
 BILLING CODE 4910-13-P