Federal Register / Vol. 80, No. 245 / Tuesday, December 22, 2015 / Rules and Regulations 79461 

U.S.C. 461(b)(1)(A). Eligible institution also 

includes any trust company, corporation organized 

under section 25A or having an agreement with the 

Board under section 25, or any branch or agency of 

a foreign bank (as defined in section 1(b) of the 

International Banking Act of 1978). Federal Reserve 

Act section 19(b)(12)(C), 12 U.S.C. 461(b)(12)(C), see 

12 CFR 204.2(y) (definition of ‘‘eligible 

institution’’). 

3See Federal Reserve Act section 19(b)(12), 12 

U.S.C. 461(b)(12). 

4See § 204.10(b)(5) of Regulation D, 12 CFR 

204.10(b)(5). 5 5 U.S.C. 603 and 604. 

that the Board may prescribe regulations 

concerning the payment of earnings on 

balances at a Reserve Bank.3 Prior to 

these amendments, Regulation D 

specified a rate of 1⁄4 percent for both 

IORR and IOER.4

II. Amendments to IORR and IOER 

The Board is amending § 204.10(b)(5) 

of Regulation D to specify that IORR is 

0.50 percent and IOER is 0.50 percent. 

This 0.25 percentage point increase in 

the IORR and IOER was associated with 

an increase in the target range for the 

federal funds rate, from a target range of 

0 to 1⁄4 percent to a target range of 1⁄4

to 1⁄2 percent, announced by the FOMC 

on December 16, 2015 with an effective 

date of December 17, 2015. A press 

release on the same day as the 

announcement noted that: 

The Committee judges that there has been 

considerable improvement in labor market 

conditions this year, and it is reasonably 

confident that inflation will rise, over the 

medium term, to its 2 percent objective. 

Given the economic outlook, and recognizing 

the time it takes for policy actions to affect 

future economic outcomes, the Committee 

decided to raise the target range for the 

federal funds rate to 1⁄4 to 1⁄2 percent. The 

stance of monetary policy remains 

accommodative after this increase, thereby 

supporting further improvement in labor 

market conditions and a return to 2 percent 

inflation. 

A Federal Reserve Implementation 

note released simultaneously with the 

announcement indicated that: 

The Board of Governors of the Federal 

Reserve System voted unanimously to 

raise the interest rate paid on required 

and excess reserve balances to 0.50 

percent, effective December 17, 2015. 

As a result, section 204.10(b)(5) of 

Regulation D has been amended to 

change IORR to 0.50 percent and IOER 

to 0.50 percent. 

III. Administrative Procedure Act 

The Board has determined that 

delaying implementation of the changes 

in the rates of interest to be paid in 

order to allow notice and public 

comment would be unnecessary and 

contrary to the public interest. 

Therefore, the Board has found good 

cause to not follow the provisions of 5 

U.S.C. 553(b) relating to notice and 

public participation. The Board’s 

revisions to these rates were taken with 

a view to accommodating commerce 

and business and with regard to their 

bearing upon the general credit situation 

of the country. Notice and public 

participation would prevent the Board’s 

action from being effective as promptly 

as necessary in the public interest. A 

delay would permit speculators or 

others to reap unfair profits and could 

provoke other consequences contrary to 

the public interest. Seeking notice and 

comment on the rate changes would not 

aid the persons affected and would 

otherwise serve no useful purpose. For 

these same reasons, the Board also has 

found good cause not to provide 30 days 

prior notice of the effective date of the 

rule under 5 U.S.C. 553(d). 

IV. Regulatory Flexibility Analysis 

The Regulatory Flexibility Act 

(‘‘RFA’’) does not apply to a rulemaking 

where a general notice of proposed 

rulemaking is not required.5 As noted 

previously, the Board has determined 

that it is unnecessary and contrary to 

the public interest to publish a general 

notice of proposed rulemaking for this 

final rule. Accordingly, the RFA’s 

requirements relating to an initial and 

final regulatory flexibility analysis do 

not apply. 

V. Paperwork Reduction Act 

In accordance with the Paperwork 

Reduction Act (‘‘PRA’’) of 1995 (44 

U.S.C. 3506; 5 CFR part 1320 Appendix 

A.1), the Board reviewed the final rule 

under the authority delegated to the 

Board by the Office of Management and 

Budget. The final rule contains no 

requirements subject to the PRA. 

List of Subjects in 12 CFR Part 204 

Banks, Banking, Reporting and 

recordkeeping requirements. 

For the reasons set forth in the 

preamble, the Board amends 12 CFR 

part 204 as follows: 

PART 204—RESERVE 

REQUIREMENTS OF DEPOSITORY 

INSTITUTIONS (REGULATION D) 

■ 1. The authority citation for part 204 

continues to read as follows: 

Authority: 12 U.S.C. 248(a), 248(c), 371a, 

461, 601, 611, and 3105. 

■ 2. Section 204.10 is amended by 

revising paragraph (b)(5) to read as 

follows: 

§ 204.10 Payment of interest on balances. 

* * * * * 

(b) * * * 

(5) The rates for IORR and IOER are: 

Rate 

(percent) Effective 

IORR ......... 0.50 12/17/2015 

IOER ......... 0.50 12/17/2015 

* * * * * 

By order of the Board of Governors of the 

Federal Reserve System, December 17, 2015. 

Robert deV. Frierson, 

Secretary of the Board. 

[FR Doc. 2015–32099 Filed 12–21–15; 8:45 am] 

BILLING CODE 6210–01–P 

FEDERAL HOUSING FINANCE 

AGENCY 

12 CFR Part 1266 

Advances 

CFR Correction 

■ In Title 12 of the Code of Federal 

Regulations, Parts 1200 to 1599, revised 

as of January 1, 2015, on page 308, in 

§ 1266.4, in paragraph (g)(2)(ii), remove 

the term ‘‘§ 950.2(a)’’ and add the term 

‘‘§ 1266.2(a)’’ in its place. 

[FR Doc. 2015–32112 Filed 12–21–15; 8:45 am] 

BILLING CODE 1505–01–D 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2013–0300; Directorate 

Identifier 2011–NM–163–AD; Amendment 

39–18339; AD 2015–25–01] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 757–200, 

757–200CB, and 757–200PF airplanes. 

This AD was prompted by a report that 

a forward-most cam latch of the forward 

center cam latch pair on a main cargo 

door (MCD) broke during flight. This AD 

requires doing a general visual 

inspection for broken or missing cam 

latches, latch pins, and latch pin cross 

bolts; torqueing the cross bolts in the 

latch pins; measuring the extension of 


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the latch pins; replacing all alloy steel 

cross bolts through the latch pins with 

corrosion resistant steel (CRES) cross 

bolts; doing a general visual inspection 

of all cam latches for lip deformation; 

doing an inspection of cam latch 1 and 

cam latch 2 for cracks and replacing all 

cracked or broken parts; checking the rig 

of the MCD and re-rigging as applicable; 

and doing related investigative and 

corrective actions, if necessary. This AD 

also requires doing certain repetitive 

inspections until MCD rigging is done. 

This AD also requires repetitive MCD 

post-rigging inspections and corrective 

actions if necessary. We are issuing this 

AD to detect and correct discrepancies 

of the cam latches, latch pins, and latch 

pin cross bolts, which could reduce the 

structural integrity of the MCD, and 

result in potential loss of the cargo door 

and rapid decompression of the 

airplane. 

DATES: This AD is effective January 26, 

2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of January 26, 2016. 

ADDRESSES: For service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com. You may view 

this referenced service information at 

the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., 

Renton, Washington. 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–2013– 

0300. 

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–2013– 

0300; 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 AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Docket Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

FOR FURTHER INFORMATION CONTACT: 

Kimberly DeVoe, Aerospace Engineer, 

Cabin Safety and Environmental 

Systems Branch, ANM–150S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, WA 

98057–3356; phone: 425–917–6495; fax: 

425–917–6590; email: kimberly.devoe@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain The Boeing Company 

Model 757–200, 757–200CB, and 757– 

200PF airplanes. The NPRM published 

in the Federal Register on April 11, 

2013 (78 FR 21576). The NPRM was 

prompted by a report that a forwardmost cam latch of the forward center 

cam latch pair on a MCD broke during 

flight. The NPRM proposed to require 

performing repetitive inspections of the 

MCD cam latches; replacing cam 

latches, certain bolts, and door hinge 

fittings; performing related investigative 

and corrective actions, if necessary; and 

MCD rigging. We are issuing this AD to 

detect and correct discrepancies of the 

cam latches, latch pins, and latch pin 

cross bolts, which could reduce the 

structural integrity of the MCD, and 

result in potential loss of the cargo door 

and rapid decompression of the 

airplane. 

Actions Since the NPRM (78 FR 21576, 

April 11, 2013) Was Issued 

Since we issued the NPRM (78 FR 

21576, April 11, 2013), we have 

reviewed Boeing Alert Service Bulletin 

757–52A0091, Revision 1, dated 

December 19, 2014. We referred to 

Boeing Alert Service Bulletin 757– 

52A0091, dated March 9, 2010, as the 

appropriate source of service 

information for accomplishing the 

actions specified in the NPRM. Boeing 

Alert Service Bulletin 757–52A0091, 

Revision 1, dated December 19, 2014, 

clarifies the inspection conditions and 

the on-condition actions for certain 

conditions. Certain inspections of the 

cam latches and latch pins were 

changed from detailed inspections to 

general visual inspections. Also, a 

detailed inspection of mating parts and 

immediately adjacent cam latches and 

latch pins for any cracks, or any gouges 

in critical areas was added to certain oncondition actions specified in the 

service information. 

Also, the on-condition action for latch 

pin extensions that are between 0.84 

and 0.89 inch or between 0.91 and 0.94 

inch was changed. For those latch pins, 

Boeing Alert Service Bulletin 757– 

52A0091, dated March 9, 2010, specifies 

repetitive detailed inspections and 

certain other specified actions. 

However, for those latch pins, Boeing 

Alert Service Bulletin 757–52A0091, 

Revision 1, dated December 19, 2014, 

specifies replacement of the discrepant 

latch pin, a detailed inspection, and 

certain other specified actions (which 

are the same on-condition actions 

specified in Boeing Alert Service 

Bulletin 757–52A0091, dated March 9, 

2010, for latch pin extensions that are 

less than 0.84 inch or greater than 0.94 

inch). 

Explanation of Certain Changes to 

NPRM (78 FR 21576, April 11, 2013) 

We have revised paragraphs (c), (g), 

(h), (j)(1), and (j)(2) of this AD to refer 

to Boeing Alert Service Bulletin 757– 

52A0091, Revision 1, dated December 

19, 2014. We have also added new 

paragraph (k) of this AD to give credit 

for doing actions before the effective 

date of this AD in accordance with 

Boeing Alert Service Bulletin 757– 

52A0091, dated March 9, 2010. We have 

redesignated subsequent paragraphs 

accordingly. 

In addition, since certain inspections 

and conditions were revised in Boeing 

Alert Service Bulletin 757–52A0091, 

Revision 1, dated December 19, 2014, 

we have revised the description of the 

actions in this AD to correspond with 

the terminology in Boeing Alert Service 

Bulletin 757–52A0091, Revision 1, 

dated December 19, 2014. As a result, 

certain paragraphs in the proposed AD 

(78 FR 21576, April 11, 2013) have been 

rearranged and the corresponding 

paragraph identifiers have been 

redesignated in this AD, as listed in the 

following table: 

REVISED PARAGRAPH IDENTIFIERS

Action in the NPRM 

(78 FR 21576, 

April 11, 2013) 

Corresponding 

requirement in 

this AD 

paragraph (g) paragraph (g) 

paragraph (h) paragraph (g) 

paragraph (i) paragraph (h) 

paragraph (j) paragraph (h) 

paragraph (k) paragraph (i) 

paragraph (l) paragraph (j) 

We have also revised the Costs of 

Compliance paragraph in this final rule 

to reflect the work-hours in Boeing Alert 

Service Bulletin 757–52A0091, Revision 

1, dated December 19, 2014. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 


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received on the NPRM (78 FR 21576, 

April 11, 2013) and the FAA’s response 

to each comment. 

Clarification of Applicability 

FedEx stated that it would withhold 

its comments because the FedEx 

Express Model 757 fleet was converted 

to freighters under ST Aerospace Mobile 

Engineering Inc. Supplemental Type 

Certificate (STC) ST03562AT (http://rgl.

faa.gov/Regulatory_and_Guidance_

Library/rgstc.nsf/0/C21335554C0E

37C4862574B20065BA46?Open

Document&Highlight=st03562at), which 

was not mentioned in the applicability 

of the NPRM (78 FR 21576, April 11, 

2013). Fedex stated it would withhold 

its comments unless and until an NPRM 

is issued for STC ST03562AT. 

We acknowledge FedEx’s comment. 

As specified in paragraph (c) of this AD, 

this AD applies to Model 757–200, 757– 

200CB, and 757–200PF airplanes as 

identified in Boeing Alert Service 

Bulletin 757–52A0091, Revision 1, 

dated December 19, 2014. The 

effectivity of Boeing Alert Service 

Bulletin 757–52A0091, Revision 1, 

dated December 19, 2014, identifies the 

affected airplanes by variable number. 

Request To Emphasize Inspection 

Conditions/Findings of the NPRM (78 

FR 21576, April 11, 2013) 

Boeing requested that paragraph (h) of 

the proposed AD (78 FR 21576, April 

11, 2013) be rewritten to clarify the 

relative severity of the inspection 

conditions and the appropriate actions 

needed. Boeing stated that the actions in 

paragraph (h) of the proposed AD 

should progress from the most serious 

condition findings to the least serious 

findings while providing logical 

evaluation paths for the conditions. 

We agree that the progression of the 

inspection conditions and their 

appropriate related investigative and 

corrective actions should correspond 

with what is described in the referenced 

service information. As stated 

previously, we have revised the 

terminology in this final rule to match 

the actions (e.g., inspections and related 

investigative and corrective actions) 

specified in Boeing Alert Service 

Bulletin 757–52A0091, Revision 1, 

dated December 19, 2014, which 

addresses the commenter’s concerns. 

Request To Delay AD Issuance Pending 

Revised Service Information 

European Air Transport Leipzig 

GmbH/DHL Air Ltd. (EATL/DHL) 

requested that we delay issuing the AD 

until applicable service information is 

revised. EATL/DHL stated that despite 

accomplishing the re-rigging using the 

current service information, it continues 

to find wear on the cam latches during 

post-rigging inspections, and has had to 

replace a total of 69 cam latches and 17 

latch pins in one year. As a result, 

EATL/DHL stated that the financial 

impact is higher than the inspection 

costs only. 

EATL/DHL stated that a rigging check 

of the cam hook mechanism must be 

included in Boeing Alert Service 

Bulletin 757–52A0091 to address the 

identified unsafe condition. EATL/DHL 

stated that unintended wear of the cam 

latches can be avoided only by first rerigging the cam hook mechanism to 

either side of the door to ensure that the 

cam latches and latch pins are involved 

only in the door-locking process and not 

in the door-closing process. EATL/DHL 

stated that it has been adjusting the cam 

hook mechanism using the cam hook 

adjustment procedure in the applicable 

airplane maintenance manual (AMM), 

but that it is difficult to attain the 

tolerances stated in that AMM 

procedure. EATL/DHL concluded that 

the AMM procedure must be clarified 

and simplified. 

We disagree with delaying this AD 

until revised service information that 

includes a new AMM procedure is 

available. We understand that there 

could be additional root causes and 

procedures that need to be clarified if 

operators, experienced with 

accomplishing the current procedures, 

determine that there are more effective 

means of accomplishing the repairs. 

However, we disagree with delaying 

issuance of this final rule until service 

information containing revised rerigging procedures becomes available. 

We have determined that the actions 

specified in this AD using Boeing Alert 

Service Bulletin 757–52A0091, Revision 

1, dated December 19, 2014, are an 

effective means of accomplishing the 

repairs. Accomplishing the actions 

required by this AD adequately 

addresses the identified unsafe 

condition. We have determined that to 

delay this final rule would be 

inappropriate, because inspections and 

repairs to the MCD cam latches are 

needed to reduce the risk of the 

identified unsafe condition. Operators 

should continue to communicate any 

findings resulting from failures, as well 

as deficiencies in maintenance 

documentation, to Boeing so that 

inspection and repair procedures can be 

reviewed and revised as necessary. 

Operators can always request approval 

of an AMOC under the provisions of 

paragraph (l) of this AD if alternative rerigging procedures are available and 

address the identified unsafe condition. 

We have not changed this final rule in 

this regard. 

Request To Revise Compliance Time 

UPS requested that we revise 

paragraphs (g), (h), and (i) of the 

proposed AD (78 FR 21576, April 11, 

2013) to remove all references to service 

information containing compliance 

times stated in calendar days. UPS 

stated that crack initiation and 

subsequent propagation is dependent on 

flight cycles due to pressurization and/ 

or flight loads, and not to MCDs sitting 

idle, so the use of calendar days is 

irrelevant. UPS stated that removing 

calendar days should have no negative 

effect on safety, and that a calendarbased compliance schedule merely 

imposes economic, maintenance, and 

scheduling burdens. UPS also 

questioned the need for repetitive 

inspections of the MCD cam latches, 

and stated that it does not concur with 

the finding that improper door rigging is 

the root cause of failure. UPS stated that 

the only identified direct cause of cam 

latch failure is a sheared cross bolt that 

migrated into the cam envelope, and 

that initial inspections would identify 

cases of sheared cross bolts, migrated 

pins, corrosion, lip deformation, etc. 

UPS asked what changes occur to the 

system that warrant reinspection if the 

latch system far exceeds 10¥9

reliability, after the root cause of the 

failed latch is resolved. 

We disagree with the request to 

remove all compliance times stated in 

calendar days from this final rule or to 

remove the repetitive inspections 

because the damage was determined to 

have been brought on by a poorly rigged 

MCD and the torque impact from the 

cam latch rotation during latching and 

unlatching operations. Therefore, it is 

possible for the MCD system to be 

changed after a failed latch has been 

repaired. 

For this reason, a calendar-based 

inspection interval has been calculated 

along with the flight cycle interval, as 

specified in table 1 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 757–52A0091, Revision 1, 

dated December 19, 2014. Paragraph (g) 

of this AD requires compliance within 

the times specified in table 1 of 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 757–52A0091, 

Revision 1, dated December 19, 2014. 

However, paragraph (h) of this AD 

requires compliance within the times 

specified in table 2 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 757–52A0091, Revision 1, 

dated December 19, 2014, which 

specifies repetitive intervals in flight 

cycles only. 


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Specific changes in compliance time 

or inspection intervals may be requested 

by submitting a request for approval of 

an AMOC according to the procedures 

specified in paragraph (l) of this AD. We 

have not changed this final rule in this 

regard. 

Request To Extend Compliance Time 

UPS requested that if calendar-based 

compliance times are retained, for 

airplanes that had successfully passed 

the initial detailed inspections of the 

cam latches and latch pins, torqued the 

cross bolts, and measured the latch pin 

extension, the next inspection be 

extended by 3,000 flight cycles or 24 

months. 

We disagree with extending the 

compliance times of this AD. However, 

we note that certain inspections 

required by this AD are at the intervals 

specified by the commenter. In 

developing an appropriate compliance 

time for these actions, we considered 

the urgency associated with the subject 

unsafe condition, the practical aspect of 

accomplishing the required 

modification and the normal scheduled 

maintenance times for most affected 

operators. In consideration of these 

items, we have determined that the 

repetitive intervals specified in tables 1 

and 2 of paragraph 1.E., ‘‘Compliance,’’ 

of Boeing Alert Service Bulletin 757– 

52A0091, Revision 1, dated December 

19, 2014, will ensure an acceptable level 

of safety. No change has been made to 

this AD in this regard. 

Request To Allow Ferry Flight 

UPS requested that we revise the 

proposed AD (78 FR 21576, April 11, 

2013) to allow an airplane having a 

discrepant cam/pin to be ferried to a 

location where the airplane can be 

modified. UPS stated that, since 

significant loads are the result of the 

pressurization and/or flight loads, and 

not the result of whether the door is 

closed, an airplane with findings needs 

to be ferried to a maintenance facility 

for repair, especially in view of the 

given proposed time frames for the 

inspection. 

We agree that special flight permits 

should be allowed because the 

inspection intervals do not necessarily 

correspond to scheduled maintenance 

intervals, and allowance should be 

made for operators to ferry an airplane 

to a location where repairs can be made 

without the need to request a special 

flight permit. Unpressurized flight does 

not subject the airplane to possible 

rapid decompression of the airplane 

should the damaged cam latch, latch 

pin, or latch pin cross bolt fail, resulting 

in loss of the MCD during flight. 

However, it is not necessary to revise 

this final rule because special flight 

permits are already allowed. Unless 

otherwise specified in the AD, special 

flight permits are currently allowed as 

described in section 21.197 and section 

21.199 of the Federal Aviation 

Regulations (14 CFR 21.197 and 21.199) 

to operate the airplane to a location 

where the airplane can be modified (if 

the operator elects to do so), provided 

no passengers are onboard. We do not 

find it necessary to change the final rule 

in this regard. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

with the changes described previously— 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM (78 FR 

21576, April 11, 2013) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (78 FR 21576, 

April 11, 2013). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing Alert Service 

Bulletin 757–52A0091, Revision 1, 

dated December 19, 2014. The service 

information describes procedures for 

doing a general visual inspection for 

broken or missing cam latches, latch 

pins, and latch pin cross bolts; 

torqueing the cross bolts in the latch 

pins; measuring the extension of the 

latch pins; replacing all alloy steel cross 

bolts through the latch pins with CRES 

cross bolts; doing a general visual 

inspection of all cam latches for lip 

deformation; doing a high frequency 

eddy current (HFEC) or magnetic 

particle inspection of cam latch 1 and 

cam latch 2 for cracks and replacing all 

cracked or broken parts; checking the rig 

of the MCD and re-rigging as applicable; 

and doing related investigative and 

corrective actions. The service 

information also describes doing 

repetitive inspections for certain 

conditions specified in the service 

information, which end after the MCD 

rigging is done as specified in the 

service information. The service 

information also describes procedures 

for doing MCD post-rigging inspections 

and corrective actions. 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. 

Costs of Compliance 

We estimate that this AD affects 9 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Inspections, torque, and measurement ........... 4 work-hours × $85 per hour = $340 .............. None ........... $340 $3,060 

Rigging MCD and replacing bolts .................... 49 work-hours × $85 per hour = $4,165 ......... 0 [1] .............. 4,165 37,485 

[1]We have received no definitive data that would enable us to provide parts cost for the bolt replacement specified in this AD. 

We estimate the following costs to do 

any necessary related investigative 

actions and certain replacements that 

would be required based on the results 

of the inspections. We have no way of 

determining the number of aircraft that 

might need these actions: 


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Federal Register / Vol. 80, No. 245 / Tuesday, December 22, 2015 / Rules and Regulations 79465 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Related investigative actions ........................................ 2 work-hours × $85 per hour = $170 ........................... $0 $170 

Replacements of broken/missing parts ........................ 2 work-hours × $85 per hour = $170 ........................... [2] 0 170 

[2]We have received no definitive data that would enable us to provide parts cost for the part replacements specified in this AD. 

We also have received no definitive 

data that would enable us to provide 

cost estimates for the on-condition 

repair specified in this 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 

This AD will not have federalism 

implications under Executive Order 

13132. This AD 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. 

For the reasons discussed above, I 

certify that this AD: 

(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), 

(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. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 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. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

2015–25–01 The Boeing Company: 

Amendment 39–18339; Docket No. 

FAA–2013–0300; Directorate Identifier 

2011–NM–163–AD. 

(a) Effective Date 

This AD is effective January 26, 2016. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 757–200, 757–200CB, and 757–200PF 

airplanes; certificated in any category; as 

identified in Boeing Alert Service Bulletin 

757–52A0091, Revision 1, dated December 

19, 2014. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 52, Doors. 

(e) Unsafe Condition 

This AD was prompted by a report that a 

forward-most cam latch on the forward 

center cam latch pair on a main cargo door 

(MCD) broke during flight. We are issuing to 

detect and correct cracked or damaged cam 

latches, latch pins, and latch pin cross bolts, 

which could reduce the structural integrity of 

the MCD, and result in potential loss of the 

cargo door and rapid decompression of the 

airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Repetitive MCD Inspections, Other 

Specified Actions, Related Investigative 

Actions, and Corrective Actions (Including 

Bolt Replacement and MCD Rigging) 

At the applicable times specified in table 

1 of paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 757–52A0091, 

Revision 1, dated December 19, 2014, except 

as provided by paragraph (j)(1) of this AD: Do 

a general visual inspection for broken or 

missing cam latches, latch pins, and latch pin 

cross bolts; torque the cross bolts in the latch 

pins; measure the extension of the latch pins; 

replace all alloy steel cross bolts through the 

latch pins with corrosion resistant steel 

(CRES) cross bolts; do a general visual 

inspection of all cam latches for lip 

deformation; do a high frequency eddy 

current (HFEC) or magnetic particle 

inspection of cam latch 1 and cam latch 2 for 

cracks and replace all cracked or broken 

parts; check the rig of the MCD and re-rig as 

applicable; and do all applicable related 

investigative and corrective actions; and 

thereafter do all applicable repetitive 

inspections specified in paragraphs (g)(1), 

(g)(2), and (g)(3) of this AD, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 757–52A0091, 

Revision 1, dated December 19, 2014, except 

as required by paragraph (j)(2) of this AD. Do 

all applicable related investigative and 

corrective actions at the applicable time 

specified in table 1 of paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 757–52A0091, Revision 1, dated 

December 19, 2014. Do all applicable 

repetitive inspections at the applicable time 

and intervals specified in table 1 of 

paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 757–52A0091, 

Revision 1, dated December 19, 2014, until 

the rig of the MCD has been checked in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

757–52A0091, Revision 1, dated December 

19, 2014. 

(1) For Condition 2 as defined in Boeing 

Alert Service Bulletin 757–52A0091, 

Revision 1, dated December 19, 2014: Do 

repetitive general visual inspections for 

broken or missing cam latches, latch pins, 

and latch pin cross bolts. 

(2) For Condition 3 as defined in Boeing 

Alert Service Bulletin 757–52A0091, 

Revision 1, dated December 19, 2014: 

Repetitive general visual inspections for 

broken or missing cam latches, latch pins, 

and latch pin cross bolts and repetitive 

detailed inspections of the discrepant cam 

latch and mating latch pin for any cracks, or 

gouges in critical areas. 

(3) For Condition 4 as defined in Boeing 

Alert Service Bulletin 757–52A0091, 

Revision 1, dated December 19, 2014: 

Repetitive general visual inspections for 

broken or missing cam latches, latch pins, 

and latch pin cross bolts; repetitive detailed 

inspections of the cam latches and latch pins 

for any cracks, or any gouges in critical areas; 

and, unless replaced with new or reworked 

parts, repetitive HFEC or magnetic particle 


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79466 Federal Register / Vol. 80, No. 245 / Tuesday, December 22, 2015 / Rules and Regulations 

inspections of cam latch 1 and cam latch 2 

for any cracks. 

(h) Repetitive MCD Post-Rigging Inspections 

and Corrective Actions 

At the applicable times specified in table 

2 of paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 757–52A0091, 

Revision 1, dated December 19, 2014: Do 

general visual inspections for any broken or 

missing cam latches, latch pins, and latch pin 

cross bolts; a detailed inspection of the cam 

latches and latch pins for any cracks, or any 

gouges in critical areas; and an HFEC or 

magnetic particle inspection of cam latch 1 

and cam latch 2 for cracks; and do all 

applicable corrective actions, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 757–52A0091, 

Revision 1, dated December 19, 2014; except 

as required by paragraph (j)(2) of this AD. Do 

all applicable corrective actions before 

further flight. Repeat the inspections 

thereafter at the applicable times specified in 

table 2 of paragraph 1.E., ‘‘Compliance,’’ of 

Boeing Alert Service Bulletin 757–52A0091, 

Revision 1, dated December 19, 2014. 

(i) Parts Installation Prohibition 

As of the effective date of this AD, no 

person may install an alloy steel bolt as a 

cross bolt through any latch pin fitting 

assembly in the lower sill of the MCD on any 

airplane. 

(j) Exceptions to Service Bulletin 

Specifications 

The following exceptions apply in this AD. 

(1) Where Boeing Alert Service Bulletin 

757–52A0091, Revision 1, dated December 

19, 2014, specifies a compliance time after 

the original issue date of that service bulletin, 

this AD requires compliance within the 

specified compliance time after the effective 

date of this AD. 

(2) Where Boeing Alert Service Bulletin 

757–52A0091, Revision 1, dated December 

19, 2014, specifies to contact Boeing for 

appropriate action: Before further flight, 

repair using a method approved in 

accordance with the procedures specified in 

paragraph (l) of this AD. 

(k) Credit for Previous Actions 

This paragraph provides credit for the 

corresponding actions required by 

paragraphs (g) and (h) of this AD, if those 

actions were done before the effective date of 

this AD, using Boeing Alert Service Bulletin 

757–52A0091, dated March 9, 2010, which is 

not incorporated by reference in this AD. 

(l) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle 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 (m)(1) of this AD. Information may 

be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(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, Seattle 

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. 

(m) Related Information 

(1) For more information about this AD, 

contact Kimberly DeVoe, Aerospace 

Engineer, Cabin Safety and Environmental 

Systems Branch, ANM–150S, FAA, Seattle 

Aircraft Certification Office, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6495; fax: 425–917–6590; 

email: kimberly.devoe@faa.gov. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

paragraphs (n)(3) and (n)(4) of this AD. 

(n) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Alert Service Bulletin 757– 

52A0091, Revision 1, dated December 19, 

2014. 

(ii) Reserved. 

(3) For service information identified in 

this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, WA 98124–2207; telephone 206– 

544–5000, extension 1; fax 206–766–5680; 

Internet https://www.myboeingfleet.com. 

(4) You may view this 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. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://www.archives.

gov/federal-register/cfr/ibr-locations.html. 

Issued in Renton, Washington, on 

November 25, 2015. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–30818 Filed 12–21–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–2714; Directorate 

Identifier 2014–SW–052–AD; Amendment 

39–18349; AD 2015–26–01] 

RIN 2120–AA64 

Airworthiness Directives; Airbus 

Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for Airbus 

Helicopters Model AS332C1, AS332L1, 

AS332L2, EC225LP, AS–365N2, AS 365 

N3, EC 155B, and EC155B1 helicopters 

with an energy absorbing seat (seat). 

This AD requires inspecting for the 

presence of labels that prohibit stowing 

anything under the seat. If a label is 

missing or not clearly visible to each 

occupant, we require installing a label. 

This AD was prompted by the discovery 

that required labels had not been 

systematically installed. The actions of 

this AD are intended to prevent objects 

from being stowed under the seat as 

these objects could reduce the energyabsorbing function of the seat, resulting 

in injury to the seat occupants during an 

accident. 

DATES: This AD is effective January 26, 

2016. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain documents listed in this AD 

as of January 26, 2016. 

ADDRESSES: For service information 

identified in this final rule, contact 

Airbus Helicopters, Inc., 2701 N. Forum 

Drive, Grand Prairie, TX 75052; 

telephone (972) 641–0000 or (800) 232– 

0323; fax (972) 641–3775; or at http://

www.airbushelicopters.com/techpub. 

You may review the referenced service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 

10101 Hillwood Pkwy, Room 6N–321, 

Fort Worth, TX 76177. 

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–2015– 

2714; or in person at the Docket 

Operations Office between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this AD, the European Aviation 

Safety Agency (EASA) AD, any 

incorporated-by-reference service 


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