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[Federal Register Volume 80, Number 193 (Tuesday, October 6, 2015)]
[Proposed Rules]
[Pages 60307-60310]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-25271]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2015-3982; Directorate Identifier 2015-NM-098-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 adopt a new airworthiness directive (AD) for 
certain The Boeing Company Model 717-200 airplanes. This proposed AD 
was prompted by multiple reports of the vertical stabilizer leading 
edge showing signs of fastener distress. This proposed AD would require 
a detailed inspection for any distress of the vertical stabilizer 
leading edge skin, and related investigative and corrective actions, if 
necessary. This proposed AD would also require, for certain airplanes, 
repetitive detailed inspections of the spar cap for any loose and 
missing fasteners, repetitive high frequency eddy current (HFEC) and 
radiographic testing (RT) inspections of the spar cap for any crack, 
and related investigative and corrective actions, if necessary. We are 
proposing this AD to detect and correct any crack in the vertical 
stabilizer leading edge and front spar cap, which may result in the 
structure becoming unable to support limit load, and may lead to the 
loss of the vertical stabilizer.

DATES: We must receive comments on this proposed AD by November 20, 
2015.

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 proposed 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. It is also available on the 
Internet at http://www.regulations.gov by searching for and locating 
Docket No. FAA-2015-3982.

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-
3982; or in person at the Docket Management Facility between 9 a.m. and 
5 p.m., Monday through Friday,

[[Page 60308]]

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: Eric.Schrieber@faa.gov.

SUPPLEMENTARY INFORMATION: 

Comments Invited

    We invite you to send any written relevant data, views, or 
arguments about this proposal. Send your comments to an address listed 
under the ADDRESSES section. Include ``Docket No. FAA-2015-3982; 
Directorate Identifier 2015-NM-098-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

    We have received reports of ten cases of the vertical stabilizer 
leading edge on Model 717 airplanes showing signs of fastener distress 
at the splice station Zfs=52.267. The affected Model 717 airplanes had 
accrued 22,594 through 40,985 flight hours and 15,352 through 34,766 
landing cycles. Similar reports have been found on Model MD-80 and MD-
90 airplanes. One Model MD-90 operator reported finding elongated 
fastener holes at the leading edge of the vertical stabilizer at 
station Zfs=52.267. The affected Model MD-90 airplane had accrued 
15,555 flight-hours and 14,310 landing cycles. Two Model MD-80 
operators reported finding a cracked vertical stabilizer skin at 
station Zfs=52.267; subsequent inspections revealed a severed front 
spar cap and a cracked front spar web. The affected Model MD-80 
airplanes had accrued between 39,749 through 56,212 flight-hours and 
32,176 through 44,001 landing cycles when the crack/anomalies were 
found. Missing fasteners or evidence of elongated fastener holes may be 
considered an indication that there are undetected cracks in the 
underlying vertical stabilizer structure. Boeing investigation 
determined that high loading occurrences, such as, but not limited to, 
in-flight turbulence can adversely impact the fasteners and loading at 
the leading edge of the vertical stabilizer.
    This condition, if not corrected, could result in the structure 
unable to support limit load, and may lead to the loss of the vertical 
stabilizer.

Other Relevant Rulemaking

    On May 31, 2011, we issued AD 2011-12-12, Amendment 39-16719 (76 FR 
35342, June 17, 2011), for certain The Boeing Company Model MD-90-30 
airplanes. That AD requires a detailed inspection to detect distress 
and existing repairs to the leading edge structure of the vertical 
stabilizer at the splice at station Zfs=52.267; repetitive inspections 
for cracking in the front spar cap forward flanges of the vertical 
stabilizer, and either the aft flanges or side skins; repetitive 
inspections for loose and missing fasteners; and related investigative 
and corrective actions if necessary. We issued that AD to detect and 
correct such cracking damage, which could result in the structure being 
unable to support limit load, and could lead to the loss of the 
vertical stabilizer.
    On July 1, 2011, we issued AD 2011-15-01, Amendment 39-16748 (76 FR 
41651, July 15, 2011), for certain The Boeing Company Model DC-9-81 
(MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), DC-9-87 (MD-87), and MD-88 
airplanes. That AD requires a detailed inspection to detect distress 
and existing repairs to the leading edge structure of the vertical 
stabilizer at the splice at station Zfs=52.267; repetitive inspections 
for cracking in the front spar cap forward flanges of the vertical 
stabilizer, and either the aft flanges or side skins; repetitive 
inspections for loose and missing fasteners; and related investigative 
and corrective actions if necessary. We issued that AD to detect and 
correct such cracking damage, which could result in the structure being 
unable to support limit load, and could lead to the loss of the 
vertical stabilizer.

Related Service Information Under 1 CFR Part 51

    We reviewed Boeing Alert Service Bulletin 717-55A0012, dated June 
12, 2015. The service information describes procedures for a detailed 
inspection for any distress of the vertical stabilizer leading edge 
skin, a detailed inspection for any loose and missing fasteners of the 
spar cap, HFEC and RT inspections of the spar cap for any crack, and 
related investigative 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 of this NPRM.

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, except as discussed 
under ``Differences Between this Proposed AD and the Service 
Information.''
    The phrase ``related investigative actions'' is used in this 
proposed AD. ``Related investigative actions'' are follow-on actions 
that (1) are related to the primary action, and (2) further investigate 
the nature of any condition found. Related investigative actions in an 
AD could include, for example, inspections.
    The phrase ``corrective actions'' is used in this proposed AD. 
``Corrective actions'' are actions that correct or address any 
condition found. Corrective actions in an AD could include, for 
example, repairs.

Differences Between This Proposed AD and the Service Information

    The service bulletin specifies to contact the manufacturer for 
instructions on how to repair certain conditions, but this proposed AD 
would require repairing those conditions in one of the following ways:
     In accordance with a method that we approve; or
     Using data that meet the certification basis of the 
airplane, and that have been approved by the Boeing Commercial 
Airplanes Organization Designation Authorization (ODA) whom we have 
authorized to make those findings.

Costs of Compliance

    We estimate that this proposed AD affects 106 airplanes of U.S. 
registry.
    We estimate the following costs to comply with this proposed AD:

[[Page 60309]]

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                                 Cost on U.S.
              Action                    Labor cost        Parts cost      Cost per product        operators
----------------------------------------------------------------------------------------------------------------
Inspections for distress.........  11 work-hours x $85              $0  $935 per inspection  $99,110 per
                                    per hour = $935                      cycle.               inspection cycle.
                                    per inspection
                                    cycle.
Repetitive inspections for         7 work-hours x $85                0  $595 per inspection  $63,070 per
 cracking and loose and missing     per hour = $595                      cycle.               inspection cycle.
 fasteners.                         per inspection
                                    cycle.
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    We have received no definitive data that would enable us to provide 
cost estimates for the on-condition actions 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 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.
    For the reasons discussed above, I certify this 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 adding the following new airworthiness 
directive (AD):

The Boeing Company: Docket No. FAA-2015-3982; Directorate Identifier 
2015-NM-098-AD.

(a) Comments Due Date

    We must receive comments by November 20, 2015.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to The Boeing Company Model 717-200 airplanes, 
certificated in any category, as specified in Boeing Alert Service 
Bulletin 717-55A0012, dated June 12, 2015.

(d) Subject

    Air Transport Association (ATA) of America Code 55, Stabilizers.

(e) Unsafe Condition

    This AD was prompted by multiple reports of the vertical 
stabilizer leading edge showing signs of fastener distress. We are 
issuing this AD to detect and correct any crack in the vertical 
stabilizer leading edge and front spar cap, which may result in the 
structure becoming unable to support limit load, and may lead to the 
loss of the vertical stabilizer.

(f) Compliance

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

(g) Initial Inspection

    Except as required by paragraph (i)(1) of this AD, at the 
applicable time specified in paragraph 1.E., ``Compliance,'' of 
Boeing Alert Service Bulletin 717-55A0012, dated June 12, 2015: Do a 
detailed inspection for any distress of the vertical stabilizer 
leading edge skin and do all applicable related investigative and 
corrective actions, in accordance with the Accomplishment 
Instructions of Boeing Alert Service Bulletin 717-55A0012, dated 
June 12, 2015, except as required by paragraph (i)(2) of this AD. Do 
all applicable related investigative and corrective actions before 
further flight.

(h) Repetitive Inspections

    For all airplanes on which no cracking was found during any 
related investigative action required by paragraph (g) of this AD: 
At the applicable time specified in paragraph 1.E., ``Compliance,'' 
of Boeing Alert Service Bulletin 717-55A0012, dated June 12, 2015: 
Do the actions specified in paragraphs (h)(1) and (h)(2) of this AD 
and do all applicable related investigative and corrective actions, 
in accordance with the Accomplishment Instructions of Boeing Alert 
Service Bulletin 717-55A0012, dated June 12, 2015, except as 
required by paragraph (i)(2) of this AD. Do all applicable related 
investigative and corrective actions before further flight. Repeat 
the applicable inspection thereafter at the intervals specified in 
paragraph 1.E., ``Compliance,'' of Boeing Alert Service Bulletin 
717-55A0012, dated June 12, 2015.
    (1) Do detailed inspections for any for any loose and missing 
fasteners of the vertical stabilizer leading edge as specified in 
``Part 4'' of Boeing Alert Service Bulletin 717-55A0012, dated June 
12, 2015.
    (2) Do high frequency eddy current (HFEC) and radiographic 
testing (RT) inspections for any crack of the vertical stabilizer 
spar cap as specified in ``Part 2'' of Boeing Alert Service Bulletin 
717-55A0012, dated June 12, 2015; or do HFEC inspections for any 
crack of the vertical stabilizer spar cap as specified in ``Part 3'' 
of Boeing Alert Service Bulletin 717-55A0012, dated June 12, 2015.

(i) Exceptions to the Service Information

    (1) Where Boeing Alert Service Bulletin 717-55A0012, dated June 
12, 2015 specifies a compliance time ``after the original issue date 
of this service bulletin,'' this AD requires compliance within the 
specified compliance time after the effective date of this AD.
    (2) If any crack is found during any inspection required by this 
AD, and Boeing Alert Service Bulletin 717-55A0012, dated June 12, 
2015, specifies to contact Boeing for appropriate action: Before 
further flight, repair using a method approved in accordance with 
the procedures specified in paragraph (j) of this AD.

[[Page 60310]]

(j) 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 (k)(1) of this AD. 
Information may be emailed to: 9-ANM-LAACO-AMOC-Requests@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 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. For a repair method to be approved the repair 
must meet the certification basis of the airplane and the approval 
must specifically refer to this AD.

(k) 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: Eric.Schrieber@faa.gov.
    (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 September 27, 2015.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2015-25271 Filed 10-5-15; 8:45 am]
 BILLING CODE 4910-13-P
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