[Federal Register Volume 59, Number 101 (Thursday, May 26, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-12599]
[[Page Unknown]]
[Federal Register: May 26, 1994]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 94-NM-60-AD; Amendment 39-8918; AD 94-11-02
Airworthiness Directives; Boeing Model 767 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 all Boeing Model 767 series airplanes. This action
requires repetitive detailed visual and eddy current inspections to
detect cracks of certain midspar fuse pins, and replacement of any
cracked midspar fuse pin with a new fuse pin. This amendment is
prompted by reports of longitudinal fatigue cracks on certain midspar
fuse pins installed on Boeing Model 767 series airplanes. The actions
specified in this AD are intended to prevent loss of the strut and
engine due to cracking of both fuse pins on the same strut.
DATES: Effective June 10, 1994.
The incorporation by reference of certain publications listed in
the regulations is approved by the Director of the Federal Register as
of June 10, 1994.
Comments for inclusion in the Rules Docket must be received on or
before July 25, 1994.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-103,
Attention: Rules Docket No. 94-NM-60-AD, 1601 Lind Avenue SW., Renton,
Washington 98055-4056.
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: Tim Backman, Aerospace Engineer,
Airframe Branch, ANM-120S, FAA, Transport Airplane Directorate, Seattle
Aircraft Certification Office, 1601 Lind Avenue SW., Renton, Washington
98055-4056; telephone (206) 227-2776; fax (206) 227-1181.
SUPPLEMENTARY INFORMATION: The FAA has received several reports of
longitudinal fatigue cracks on certain midspar fuse pins installed on
Boeing Model 767 series airplanes. A total of five cracked fuse pins
have been found on two airplanes that had accumulated between 15,628
and 23,056 total landings. Cracks were found on both midspar fuse pins
of the same strut on one of these airplanes. A possible cause of this
cracking is ovalization of the fuse pin due to stress. Results of
testing of fuse pins having a design similar to those that cracked have
revealed no significant reduction in shear strength with longitudinal
cracks up to one inch in length. Cracking of both fuse pins on the same
strut, if not corrected, could result in loss of the strut and engine.
All reported cracks have occurred on midspar fuse pins having part
number 311T3102-1. Midspar fuse pins having part numbers 311T3102-2 and
311T2102-1 are similar in design to the fuse pins on which cracking was
found and, therefore, also are subject to the addressed unsafe
condition.
The FAA has reviewed and approved Boeing Alert Service Bulletin
767-54A0062, dated April 14, 1994, that describes procedures for
repetitive detailed visual and eddy current inspections to detect
cracks of certain midspar fuse pins, and replacement of any cracked
midspar fuse pin with a new fuse pin. Accomplishment of these
inspections will provide early detection of cracks in the midspar fuse
pins of both struts.
Since an unsafe condition has been identified that is likely to
exist or develop on other Model 767 series airplanes of the same type
design, this AD is being issued to prevent cracking of both fuse pins
on the same strut, which could result in loss of the strut and engine.
This AD requires repetitive detailed visual and eddy current
inspections to detect cracks of certain midspar fuse pins, and
replacement of any cracked midspar fuse pin with a new fuse pin. The
actions are required to be accomplished in accordance with the alert
service bulletin described previously.
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.
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 notice must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 94-NM-60-AD.'' The postcard will be date stamped and
returned to the commenter.
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.
The FAA has determined that this regulation is an emergency
regulation that must be issued immediately to correct an unsafe
condition in aircraft, and 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
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration amends 14 CFR part
39 of the Federal Aviation Regulations 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 adding the following new
airworthiness directive:
94-11-02 Boeing: Amendment 39-8918 Docket 94-NM-60-AD.
Applicability: All Model 767 series airplanes, certificated in
any category.
Compliance: Required as indicated, unless accomplished
previously.
To prevent cracking of both fuse pins on the same strut, which
could result in loss of the strut and engine, accomplish the
following:
(a) For airplanes having midspar fuse pins, part number
311T3102-1: Perform a detailed visual inspection and an eddy current
inspection to detect cracks of the midspar fuse pins, in accordance
with Boeing Alert Service Bulletin 767-54A0062, dated April 14,
1994, at the time specified in paragraph (a)(1), (a)(2), (a)(3), or
(a)(4) of this AD, as applicable. Repeat these inspections
thereafter at intervals not to exceed 3,000 landings.
(1) For airplanes having midspar fuse pins that have accumulated
18,000 or more total landings as of the effective date of this AD,
accomplish the inspections within 60 days after the effective date
of this AD.
(2) For airplanes having midspar fuse pins that have accumulated
15,000 or more total landings, but less than 18,000 total landings,
as of the effective date of this AD, accomplish the inspections
within 90 days after the effective date of this AD.
(3) For airplanes having midspar fuse pins that have accumulated
10,000 or more total landings, but less than 15,000 total landings,
as of the effective date of this AD, accomplish the inspections
within 120 days after the effective date of this AD.
(4) For airplanes having midspar fuse pins that have accumulated
less than 10,000 total landings as of the effective date of this AD,
accomplish the inspections prior to the accumulation of 10,000 total
landings on the fuse pin, or within 120 days after the effective
date of this AD, whichever occurs later.
(b) For airplanes having a midspar fuse pin, part number
311T3102-2 or 311T2102-1: Prior to the accumulation of 15,000 total
landings on the fuse pin, or within 90 days after the effective date
of this AD, whichever occurs later, perform a detailed visual
inspection and an eddy current inspection to detect cracks on the
midspar fuse pins, in accordance with Boeing Alert Service Bulletin
767-54A0062, dated April 14, 1994. Repeat these inspections
thereafter at intervals not to exceed 3,000 landings.
(c) If any crack is found during an inspection required by
paragraph (a) or (b) of this AD, prior to further flight, replace
the cracked midspar fuse pin with a new fuse pin, in accordance with
Boeing Alert Service Bulletin 767-54A0062, dated April 14, 1994.
Thereafter, perform the detailed visual and eddy current inspections
specified in paragraph (a) or (b) of this AD, as applicable, on the
new fuse pin at the time specified in paragraph (c)(1) or (c)(2) of
this AD.
(1) For airplanes having midspar fuse pins, part number
311T3102-1: Perform the initial inspection of the new fuse pin prior
to the accumulation of 10,000 total landings on the new fuse pin.
Repeat the inspection thereafter at intervals not to exceed 3,000
landings.
(2) For airplanes having midspar fuse pins, part numbers
311T3102-2 and 311T2102-1: Perform the initial inspection of the new
fuse pin prior to the accumulation of 15,000 total landings on the
new fuse pin. Repeat the inspection thereafter at intervals not to
exceed 3,000 landings.
(d) When any fuse pin is removed from a strut equipped with a
General Electric engine, the engine must be removed in accordance
with procedures described in the Boeing 767 Maintenance Manual,
subject 71-00-02; or supported in accordance with a method approved
by the Manager, Seattle Aircraft Certification Office (ACO), FAA,
Transport Airplane Directorate.
(e) When any fuse pin is removed from a strut equipped with a
Pratt & Whitney engine, the engine must be removed in accordance
with procedures described in the Boeing 767 Maintenance Manual,
subject 71-00-02; or supported in accordance with procedures
described in the Boeing 767 Maintenance Manual, subject 54-51-02,
Temporary Revisions (TR), dated April 22, 1994; or supported in
accordance with a method approved by the Manager, Seattle ACO, FAA,
Transport Airplane Directorate.
(f) When any fuse pin is removed from a strut equipped with a
Rolls-Royce engine, the engine must be removed in accordance with
procedures described in the Boeing 767 Maintenance Manual, subject
71-00-02; or supported in accordance with procedures described in
the Boeing 767 Maintenance Manual, subject 54-51-02; or supported in
accordance with a method approved by the Manager, Seattle ACO, FAA,
Transport Airplane Directorate.
(g) Any midspar fuse pin, part number 311T3102-1, 311T3102-2, or
311T2102-1, that has been removed from the strut and inspected for
cracks using the 100 percent magnetic particle inspection technique
described in Boeing Alert Service Bulletin 767-54A0062, dated April
14, 1994, may be reinstalled on the strut provided that the fuse pin
is found to be crack-free during the magnetic particle inspection.
Prior to the accumulation of 3,000 total landings after
reinstallation of the fuse pin, the fuse pin must be inspected in
accordance with the requirements of paragraph (a) or (b) of this AD,
as applicable.
(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 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: 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 and replacement shall be done in accordance
with Boeing Alert Service Bulletin 767-54A0062, dated April 14,
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.
(k) This amendment becomes effective on June 10, 1994.
Issued in Renton, Washington, on May 18, 1994.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 94-12599 Filed 5-25-94; 8:45 am]
BILLING CODE 4910-13-U
