[Federal Register Volume 60, Number 94 (Tuesday, May 16, 1995)]
[Rules and Regulations]
[Pages 25983-25985]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-11906]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 94-NM-188-AD; Amendment 39-9230; AD 95-10-13]
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 inspections to detect fatigue-related cracking or
breakage of the hydraulic tubing support brackets located on the upper
spar web in the engine struts; further inspection to detect related
damage of the upper spar web, the fuel lines, and the hydraulic lines,
as necessary; and repair or replacement of cracked or damaged parts.
That AD was prompted by reports of fatigue-related cracks in the
hydraulic tubing support brackets located on the upper spar web in the
engine struts. The actions specified by that AD are intended to prevent
such fatigue-related cracking, which could result in fuel or hydraulic
fluid leakage into the interior of the engine strut and cause a fire.
This amendment requires installation of a previously optional
terminating action.
DATES: Effective June 15, 1995.
The incorporation by reference of Boeing Alert Service Bulletin
757-54A0030, Revision 1, dated December 20, 1993, as listed in the
regulations was approved previously by the Director of the Federal
Register as of February 28, 1994 (59 FR 6542).
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: Sheila Kirkwood, Aerospace Engineer,
[[Page 25984]] Systems and Equipment Branch, ANM-130S, FAA, Transport
Airplane Directorate, Seattle Aircraft Certification Office, 1601 Lind
Avenue, SW., Renton, Washington 98055-4056; telephone (206) 227-2675;
fax (206) 227-1181.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) by superseding AD 94-04-04,
amendment 39-8822 (59 FR 11182, March 10, 1994), which is applicable to
certain Boeing Model 757 series airplanes, was published in the Federal
Register on December 29, 1994 (59 FR 67240). The action proposed to
supersede AD 94-04-04 to continue to require inspections to detect
fatigue-related cracking or breakage of the hydraulic tubing support
brackets located on the upper spar web in the engine struts; further
inspection to detect related damage of the upper spar web, the fuel
lines, and the hydraulic lines, as necessary; and removal, and either
repair or replacement of cracked or damaged parts. That action also
proposed to require replacement of all existing support brackets
manufactured from 2219 aluminum, 2024-T42 aluminum alloy, or 301
stainless steel with new nickel alloy support brackets; this
replacement would constitute terminating action for the repetitive
inspection requirements.
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 supports the proposed rule.
One commenter requests that the FAA revise the proposal to allow
support brackets manufactured from 2219 aluminum, 2024-T42 aluminum
alloy, or 301 stainless steel to be replaced with either new brackets
made of 17-7PH steel or new brackets made of nickel alloy. The
commenter states that it previously received FAA approval of an
alternative method of compliance with AD 94-04-04 for installation of
new brackets made of 17-7PH steel. This commenter notes that it would
be burdensome to have to request FAA approval for another alternative
method of compliance with this AD for an action already accomplished.
The FAA concurs and has revised paragraph (f) of the final rule
accordingly.
One commenter requests that references in the proposed rule to
``nickel alloy brackets'' be changed to read ``nickel alloy 625
brackets'' in order to avoid confusion with other nickel alloy
possibilities. The FAA concurs and revised all references accordingly
throughout this final rule.
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.
There are approximately 132 Boeing Model 757 series airplanes
equipped with Rolls Royce engines of the affected design in the
worldwide fleet. The FAA estimates that 102 airplanes of U.S. registry
will be affected by this AD.
The actions currently required by AD 94-04-04 take approximately 4
work hours per airplane to accomplish, at an average labor rate of $60
per work hour. Based on these figures, the total cost impact of the
currently required actions on U.S. operators is estimated to be
$24,480, or $240 per airplane.
The replacement actions take approximately 40 work hours per
airplane to accomplish, at an average labor rate of $60 per work hour.
Required parts will cost approximately $1,044 per airplane. Based on
these figures, the total cost impact of the required replacement
actions on U.S. operators is estimated to be $351,288, or $3,444 per
airplane.
The total cost impact figure discussed above is 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.
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. App. 1354(a), 1421 and 1423; 49 U.S.C.
106(g); and 14 CFR 11.89.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by removing amendment 39-8822 (59 FR
11182, March 10, 1994), and by adding a new airworthiness directive
(AD), amendment 39-9230, to read as follows:
95-10-13 Boeing: Amendment 39-9230. Docket 94-NM-188-AD. Supersedes
AD 94-04-04, Amendment 39-8822.
Applicability: Model 757 series airplanes equipped with Rolls
Royce engines; as listed in Boeing Alert Service Bulletin 757-
54A0030, Revision 1, dated December 20, 1993; 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 use the authority
provided in paragraph (h) to request approval from the FAA. This
approval may address either no action, if the current configuration
eliminates the unsafe condition; or different actions necessary to
address the unsafe condition described in this AD. Such a request
should include an assessment of the effect of the changed
configuration on the unsafe condition addressed by this AD. In no
case does the presence of any modification, alteration, or repair
remove any airplane from the applicability of this AD.
Compliance: Required as indicated, unless accomplished
previously.
To prevent fuel or hydraulic fluid leakage into the interior of
the engine strut, which could cause a fire, accomplish the
following:
(a) For Group 2 Airplanes: Within 60 days after February 28,
1994 (the effective date of AD 94-04-04, amendment 39-8822), perform
an inspection using a magnet to determine whether the forward
support bracket for the hydraulic tubing on the upper spar web of
each engine strut is manufactured from 17-7PH steel, in accordance
with Boeing Alert [[Page 25985]] Service Bulletin 757-54A0030,
Revision 1, dated December 20, 1993. If any forward support bracket
is manufactured from 17-7PH steel, no further action is required by
this AD for that forward bracket.
Note 2: The brackets positioned after the forward bracket should
be manufactured from 17-7PH steel, as shown below:
------------------------------------------------------------------------
(Power
plant
Bracket Part No. station
No.)
------------------------------------------------------------------------
First Bracket............................ 312N5817-13...... PPS 102
(or equivalent)..
Second Bracket........................... 312N5817-19...... PPS 120
(or equivalent)..
Third Bracket............................ 312N5817-23...... PPS 129
(or equivalent)..
Fourth Bracket........................... 312N5817-25...... PPS 145
(or equivalent)..
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(b) For Groups 1 and 2 Airplanes: Within 60 days after February
28, 1994 (the effective date of AD 94-04-04, amendment 39-8822) (for
Group 1 airplanes), and prior to further flight following the
inspection required by paragraph (a) of this AD (for Group 2
airplanes), perform an initial visual inspection to detect fatigue-
related cracks or breakage on the hydraulic tubing support brackets
not manufactured of 17-7PH steel on the upper spar web of each
engine strut, in accordance with Boeing Alert Service Bulletin 757-
54A0030, Revision 1, dated December 20, 1993. If any discrepancy is
detected, prior to further flight, accomplish the following in
accordance with the alert service bulletin:
(1) For any support bracket that is completely broken: Perform a
further visual inspection to detect worn areas or other damage of
the upper spar web, the fuel lines, and the hydraulic lines; and
prior to further flight, accomplish paragraphs (b)(1)(i),
(b)(1)(ii), (b)(1)(iii), and (b)(1)(iv) of this AD in accordance
with the alert service bulletin:
(i) Repair any damaged upper spar web.
(ii) Repair or replace any damaged fuel line with new or
serviceable parts, as necessary.
(iii) Replace any damaged hydraulic line with new or serviceable
parts.
(iv) Remove any broken support bracket; and, except as provided
by paragraph (c) of this AD, replace it with a new nickel alloy 625
bracket.
(2) For any support bracket that is cracked, but not completely
broken: Perform a further visual inspection to detect damage of the
hydraulic pressure line only; and prior to further flight,
accomplish paragraphs (b)(2)(i) and (b)(2)(ii) of this AD in
accordance with the alert service bulletin:
(i) Replace any damaged hydraulic pressure line with new or
serviceable parts, as necessary.
(ii) Remove any cracked support bracket; and, except as provided
by paragraph (c) of this AD, replace it with a new nickel alloy 625
bracket.
(c) For any airplane having a support bracket that is removed
during accomplishment of paragraph (b)(1)(iv) or (b)(2)(ii) of this
AD: The following number of flights are permitted prior to
replacement of any removed support bracket with a new nickel alloy
625 bracket (in accordance with Boeing Alert Service Bulletin 757-
54A0030, Revision 1, dated December 20, 1993), provided that, prior
to further flight, the cracked or broken brackets are removed
completely, damaged spar webs are repaired, and fuel lines and
hydraulic lines are repaired or replaced, in accordance with
paragraph (b) of this AD:
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Part No. (power plant station
Bracket No.) Flights permitted
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First Bracket Removed.............................. 312N5817-55 (PPS 102)............ No Flights.
Second Bracket Removed............................. 312N5817-69 (PPS 120)............ Ten Flights.
Third Bracket Removed.............................. 312N5817-73 (PPS 129)............ Ten Flights.
Fourth Bracket Removed............................. 312N5817-75 (PPS 145)............ Three Flights.
Second and Third Brackets Removed.................. ................................. One Flight.
Multiple Brackets, other than Second and Third..... ................................. No Flights.
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(d) For any airplane having a support bracket that is
manufactured from 2024-T42 aluminum alloy or 301 stainless steel:
Repeat the initial inspection required by paragraph (b) of this AD
thereafter at intervals not to exceed 2,000 flight hours, in
accordance with the procedures described in Boeing Alert Service
Bulletin 757-54A0030, Revision 1, dated December 20, 1993.
(e) For any airplane having a support bracket that is
manufactured from 2219 aluminum: Repeat the initial inspection
required by paragraph (b) of this AD thereafter at intervals not to
exceed 1,000 flight hours, in accordance with the procedures
described in Boeing Alert Service Bulletin 757-54A0030, Revision 1,
dated December 20, 1993.
(f) Within 18 months after the effective date of this AD:
Replace all support brackets manufactured from 2219 aluminum, 2024-
T42 aluminum alloy, or 301 stainless steel, with either new 17-7PH
steel brackets or new nickel alloy 625 support brackets for the
hydraulic tubing on the upper spar web of the engine struts at all
locations, in accordance with Boeing Alert Service Bulletin 757-
54A0030, Revision 1, dated December 20, 1993. Accomplishment of this
modification constitutes terminating action for the requirements of
this AD.
(g) As of February 28, 1994 (the effective date of AD 94-04-04,
amendment 39-8822), no person shall install any hydraulic tubing
support bracket on the upper spar web of the engine struts that is
manufactured from 2219 aluminum, 2024-T42 aluminum alloy, or 301
stainless steel on any airplane.
(h) 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 2: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Seattle ACO.
(i) 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.
(j) The inspections, repair, replacement, and removal shall be
done in accordance with Boeing Alert Service Bulletin 757-54A0030,
Revision 1, dated December 20, 1993. The incorporation by reference
of this document was approved previously by the Director of the
Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part
51 as of February 28, 1994 (59 FR 65420). 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.
(k) This amendment becomes effective on June 15, 1995.
Issued in Renton, Washington, on May 9, 1995.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 95-11906 Filed 5-15-95; 8:45 am]
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